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

BALLAST WATER CONVENTION ADOPTED

MEPC CELEBRATES 50th SESSION

ASSEMBLY ADOPTS AUDIT SCHEME,PLACES OF REFUGE AND RECYCLING

RESOLUTIONS

I S S U E 1 . 2 0 0 4

www.imo.org. No.1 2004 IMO NEWS 3

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The Institute of Marine Engineering, Science and Technology

Also available:

IMO News • Issue 1 2004

Contents

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

Managing EditorLee Adamson(ladamson@imo.org)

Assistant EditorNatasha Brown(nbrown@imo.org)

Editorial productionAubrey Botsford, Brian Starkey

AdvertisingHanna Moreton(hmoreton@imo.org, tel +44 (0)20 7735 7611)

DistributionLesley Brooks(lbrooks@imo.org)

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.

Please allow at least tenweeks from receipt at IMO foradditions to, deletions from orchanges in the mailing list.

Copyright © IMO 2004

Pub 557/04

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

BALLAST WATER CONVENTION ADOPTED

MEPC CELEBRATES 50th SESSION

ASSEMBLY ADOPTS AUDIT SCHEME,PLACES OF REFUGE AND RECYCLING

RESOLUTIONS

I S S U E 1 . 2 0 0 4

Ships in ballast will have to follownew practices when the Ballast

Water Convention enters into force

IMO at Work

27 East Asian ministers adopt environment declaration; IMO opensManila office

28 IMLI and Nippon Foundation in joint project; seminar highlightsPSC techniques; role of women in shipping examined

29 Maritime prize goes to Wall; WMU graduates approach 2000; French groupraises environmental concerns

Meetings

13-14 Sub-Committee on Stability, Load Lines and Fishing Vessels, 46th session

16 Sub-Committee on Dangerous Goods, Solid Cargoes and Containers,8th session

17 Legal Committee, 87th session

18 IMO Assembly, 23rd session

21 Marine Environment Protection Committee, 50th session

23 Sub-Committee on Fire Protection, 48th session

24 Sub-Committee on Standards of Training and Watchkeeping, 25th session

Feature

10-12 Raising standards in the fishing industry

Intelligence

5 Ballast water convention adopted

6 GloBallast wins environment award; new IMO council elected; single-hullphase out accelerated; Kiribati brings membership to 163

7 New Secretary-General confirmed; Denmark ratifies compensation protocol

8 IMDG Code becomes mandatory; Assembly adopts key resolutions

Opinion

4 The winds of change – IMO Secretary-General Efthimios E. Mitropoulosreflects on the challenges that lie ahead for the Organization

www.imo.org. No.1 2004 IMO NEWS 5

When I presented my candidacy for the position of Secretary-General to the IMO Council,I referred to the winds of change which I felt blowing through the maritime world and

within the Secretariat and added that I could understand and interpret the message of thosewinds.

Although IMO faces a number of important and substantial challenges, I believe that mypredecessor, Mr O’Neil, has left the Organization very well equipped to face them. My aimwill be to build on the solid foundations that he has created and to ensure that theOrganization, its staff, its structures and its work programme are able to adapt as necessary tomeet changing requirements and new expectations.

Last year, an ad hoc Working Group of the IMO Council set out to identify the trends,developments and challenges facing the Organization. They included: globalization;heightened maritime safety, security and environmental concerns; people at sea (in relation tothe trend for increased use of ferries and high-speed craft and the concentrations of largenumbers of people at sea); the importance of capacity-building towards ensuring universal anduniform application of IMO instruments; shifting emphasis onto people including all involvedin the shipping and fishing industries, in particular those involved in ship design,construction, equipment, operation and management; and technology as a major driving forcefor change in the maritime transport sector.

The Organization will have to respond to these issues through its three core strategicdirections: enhancing the status and effectiveness of the IMO; developing and maintaining acomprehensive framework for safe, secure, efficient and environmentally sound shipping; andbeing always aware of the profile of shipping and the needs of a quality culture andenvironmental consciousness.

These are interdependent and point to the future focus of the Organization in not only beingthe forum where international rules and guidance are developed but also being the only bodythat can do so with authority, efficiency and effectiveness on a worldwide basis.

Having been both a national delegate and a staff member for some considerable time, Ithink I have acquired enough knowledge to know both the strengths and the weaknesses ofthe system. I feel I have matured along with the maturity reflected in the evolution of theOrganization and will endeavour to inspire by leading by example and setting my prioritiesright.

I believe that the strength of the Organization lies in the unity of its Members – the moreunited they are, the stronger the Organization. I will therefore consider it my paramount dutyto ensure that the Membership is united and remains united. And if there are signs that itmay fall apart, I will act swiftly and decisively to avert this happening by placing my goodoffices and all my energies at the disposal of the parties concerned. Nothing therefore wouldgive me greater pleasure every time I address the Assembly than to give my assurance thatthe state of the Members’ union is stronger than ever before.

In accepting the responsibilities that are incumbent in the post of Secretary-General, Iinvited all with an interest in IMO, safety, security and the environment to join forces to createa better maritime world, one which, based on high standards in all respective fields, wouldcreate a level playing field in which all can move and prosper – a world in which thecompetition among the players will be based on transparency in their activities and on theprovision of high quality services. I hope that we can all work together to rid the world ofpoor quality in shipping and put an end to the offering, fixing, chartering and exploiting ofsub-standard ships and sub-standard crews.

Message fromthe Secretary-GeneralMr. Efthimios Mitropoulos

Opinion

4 IMO NEWS No.1 2004 www.imo.org.

Intelligence

The winds of changeIMO adopts new convention to counterballast water threat

A new international convention to preventthe potentially devastating effects of the

spread of harmful aquatic organisms carriedby ships’ ballast water has been adopted at aninternational conference at IMO’s LondonHeadquarters.

The International Convention on BallastWater Management for Ships will require allnew ships to implement a Ballast Water andSediments Management Plan. All new shipswill also have to carry a Ballast Water RecordBook and will be required to carry out ballastwater management procedures to a givenstandard. Existing ships will be required todo the same, but after a phase-in period.

The Convention includes both a ballastwater exchange standard and a ballast waterperformance standard. It allows for ballastwater exchange to be used to meet theperformance standard.

Regulation D-1 Ballast Water ExchangeStandard – states that ships performingballast water exchange shall do so with anefficiency of 95 per cent volumetric exchangeof ballast water. For ships exchanging ballastwater by the pumping-through method,pumping through three times the volume ofeach ballast water tank shall be considered tomeet the standard described. Pumpingthrough less than three times the volumemay be accepted provided the ship candemonstrate that at least 95 percentvolumetric exchange is met.

Regulation D-2 Ballast Water PerformanceStandard – states that ships conductingballast water management shall dischargeless than 10 viable organisms per cubic metregreater than or equal to 50 micrometres inminimum dimension and less than 10 viableorganisms per milliliter less than 50

micrometres inminimumdimension andgreater than orequal to 10micrometres inminimumdimension; anddischarge of theindicator microbesshall not exceedthe specifiedconcentrations.

Under Regulation B-4 Ballast WaterExchange, all ships using ballast waterexchange should, whenever possible,conduct ballast water exchange at least 200nautical miles from the nearest land and inwater at least 200 metres in depth, taking intoaccount Guidelines developed by IMO; and,in cases where the ship is unable to conductballast water exchange as above, do so as farfrom the nearest land as possible, and in allcases at least 50 nautical miles from thenearest land and in water at least 200 metresin depth.

All ships shall remove and dispose ofsediments from spaces designated to carryballast water in accordance with theprovisions of the ships’ ballast watermanagement plan (Regulation B-4).

Parties to the convention are given theoption to take additional measures beforeships would be allowed to enter their ports.Such additional measures are subject tocriteria set out in the convention and to IMOguidelines yet to be developed, and may alsoinclude additional controls applicable todischarge and/or uptake areas of ballastwater.

IMO Secretary-General Mr. Efthimios E.Mitropoulos congratulated MemberGovernments on the successful outcome ofthe conference. He said “With the adoptionof this Convention, the Organization hasmade global provisions to control andmanage ships’ ballast water and thus prevent,minimize and ultimately eliminate the

transfer of harmful aquatic organisms andpathogens across the seas and oceans of theworld. This is an achievement in no smallmeasure that becomes all the more importantand significant given the consensus decisionyou were able to make on a subject ofundeniable complexity”.

The Secretary-General emphasised thatimplementation of the convention was nowcrucial.

“The work of IMO and its membership onthis subject will not stop with the signing ofthe Final Act. The momentum must besustained and our efforts should turnimmediately to the task of bringing theConvention into force as soon as possible,”he said.

Mr. Mitropoulos emphasized theimportance of early, wide and effectiveimplementation of the new convention andpledged the support of the Organization’sIntegrated Technical Co-operationProgramme to help those countries whoneeded assistance. The conference adopted aresolution on promotion of technical co-operation

The Convention will enter into force 12months after ratification by 30 States,representing 35 per cent of world merchantshipping tonnage. The Conference wasattended by representatives of 73 States, oneAssociate Member of IMO and observersfrom two intergovernmental organizationsand 17 non-governmental internationalorganizations.

Delegates at IMO debate details of the new ballast water convention; below, Mnemiopsis, part of the problem (pic: Richard Harbison)

6 IMO NEWS No.1 2004 www.imo.org. www.imo.org. No.1 2004 IMO NEWS 7

IntelligenceIntelligence

The election of Efthimios Mitropoulos(above) of Greece to the post of

Secretary-General of the InternationalMaritime Organization was confirmed whenthe Organization’s ruling Assembly agreedunanimously to accept the recommendationof the Council to appoint Mr Mitropoulos. Hetook up office on the retirement of WilliamO’Neil of Canada at the end of 2003.

In a wide-ranging acceptance speech to theAssembly, Mr Mitropoulos spoke of thechallenges that lie ahead for theOrganization. “While our prime duty will beto act proactively to ensure that accidents donot happen in the first place,” he said, “ourwork should also be directed towardsensuring that, once an accident has takenplace, the system is there to minimize itsimpact on human lives, property and theenvironment.”

Mr Mitropoulos emphasised the need forchange within IMO, referring to the “windsof change” blowing through the maritimeworld and through the Organization itself,and pledged himself to understanding andinterpreting the message borne by thosewinds. He said, “I believe in the necessity ofchange, not as a proof of failure but as anindication that this is a vibrant Organization,full of energy and determination to adjust tothe changing winds while continuing to sailin search of even calmer seas and saferhavens always having enough water underour keel. And also because I believe that in aworld that is constantly changing, it shouldbe to our advantage to learn how to adapt andthus benefit from those changes.”

In thanking Members for their support and

Efthimios E. Mitropoulos confirmed as newIMO Secretary-General

The IMO Assembly has elected the followingStates as Council members for the 2004-2005biennium:

Category (a)10 States with the largest interest inproviding international shipping services;China, Greece, Italy, Japan, Norway,Panama, Republic of Korea, RussianFederation, United Kingdom, UnitedStates.

Category (b)10 other States with the largest interest ininternational seaborne trade;Argentina, Bangladesh, Brazil, Canada,France, Germany, India, Netherlands,Spain, Sweden.

Category (c)20 States not elected under (a) or (b)above which have special interests inmaritime transport or navigation, andwhose election to the Council will ensure

the representation of all major geographicareas of the world.

Algeria, Australia, Bahamas, Chile, Cyprus,Denmark, Egypt, Ghana, Indonesia, Malta,Mexico, Nigeria, the Philippines, Poland,Portugal, Saudi Arabia, Singapore, SouthAfrica, Turkey, Venezuela.

At its 91st session, in December, the IMOCouncil elected Captain Luis Díaz-Monclusfrom Venezuela as its Chairman. CaptainDíaz-Monclus is Managing Director, Controlof Shipping & Search and Rescue (SAR),Venezuelan Maritime Authority, and has along association with IMO. The Vice-Chairman, Mr. Johan Franson from Swedenwas re-elected.

New Council elected for 2004-2005 biennium

the confidence the Organization had placedin him, Mr Mitropoulos, who has been a staffmember at IMO since 1979, referred to thebeneficial effect on him of his twopredecessors, Mr O’Neil and Mr C.P.Srivastava of India. “To build on the legacy ofthe two Great Men, under both of whom Ihave had the good fortune to serve, and taketheir achievements forward will be thechallenge of my life.”

A former seafarer, Hellenic Coast Guardofficer and official in the Greek MaritimeAdministration, Mr Mitropoulos also spoke ofhis pride in the shipping industry and itsglobal importance today. “I will miss noopportunity to express the pride I feel for theindustry we all serve and also to emphasize

the major contribution shipping makes toworld trade and economy.”

Further to the appointment, Mr KojiSekimizu of Japan has moved across from theOrganization’s Marine Environment Divisionto fill Mr Mitropoulos’s previous role asDirector of the Maritime Safety Division,while Mr Jean-Claude Sainlos of France hasstepped up to become Director of the MarineEnvironment Division.

In announcing the two appointments, MrMitropoulos said, “I am confident that MrSekimizu and Mr Sainlos will respondsuccessfully to the expectations of all partiesconcerned and will serve well the cause ofenhanced safety, security and environmentalprotection.”

Mr Koji Sekimizu(right) takes over

as Director of theMaritime Safety

Division, while MrJean-Claude

Sainlos (far right)steps up to head

the MarineEnvironment

Division.

The GEF/UNDP/IMO GloBallastProgramme, the project executed by

IMO and aimed at preventing the spread ofunwanted alien organisms in ballast water,has won the Institute of MarineEngineering, Science and Technology(IMarEST) Queen’s Golden Jubilee MarineEnvironment Award.

The GloBallast implementation team,including the Programme Co-ordinationUnit in IMO’s Marine EnvironmentDivision and counterparts in the sixGloBallast Pilot Countries (Brazil, China,India, Iran, South Africa and Ukraine), wasselected as one of three finalists for theIMarEST award. The final “heat” was heldon the evening of 1 October, when the

finalists made a presentation to the judgingpanel and a general audience at IMarEST’sLondon headquarters.

In addition to developing mandatoryregulations to address the problem ofinvasive species in ships’ ballast water,IMO has joined forces with the GlobalEnvironment Facility (GEF), the UnitedNations Development Programme(UNDP), individual countries and theprivate sector to implement the GloBallastProgramme, which is an internationaltechnical co-operation programmeexecuted by IMO, with funding from GEF,through UNDP, and with support fromindividual countries and the shipping

industry. GloBallast activities commencedin March 2000.

Britain’s Queen Elizabeth II celebratedher Golden Jubilee on 2 June 2002. Inrecognition of this historic event and inappreciation of Her Majesty’s support asPatron, IMarEST awards a Queen’s GoldenJubilee Medal. The aim of this award is torecognise individuals or groups who havemade significant contribution to theadvancement of marine engineering,science and technology, maritime safety orpollution prevention of the marineenvironment. IMarEST has been a non-governmental organization in consultativestatus with IMO since 1995.

GloBallast programme winsEnvironment Award

IMO has adopted a revised, acceleratedphase-out scheme for single hull tankers,along with other measures including anextended application of the ConditionAssessment Scheme (CAS) for tankers and anew regulation banning the carriage of HeavyGrade Oil (HGO) in single-hull tankers.

The amendments to the InternationalConvention for the Prevention of Pollutionfrom Ships, 1973, as modified by the Protocolof 1978 relating thereto (MARPOL 73/78)were adopted at the 50th session of IMO’s

Marine Environment Protection Committee(MEPC) and are expected to enter into forceon 5 April 2005, under the tacit acceptanceprocedure.

The MEPC met at IMO Headquarters inLondon, 1 and 4 December 2003, under thechairmanship of Mr. Andreas Chrysostomou(Cyprus). The meeting ran concurrently withthe 23rd session of the IMO Assembly whichmet from 24 November to 5 December 2003.

For full details, see page 21.

IMO adopts acceleratedsingle-hull tanker phase-out

KiribatibecomesMember ofIMOThe Republic of Kiribati has become aMember of IMO, following its deposit of aninstrument of acceptance of the Conventionon the International Maritime Organization,as amended, with the Secretary-General ofthe United Nations. With the accession ofKiribati, the number of IMO Member Statesstands at 163, with three AssociateMembers.

Denmark has become the firstcontracting state to sign the new

protocol establishing a supplementarycompensation fund for oil pollution. Thefund was agreed by a diplomaticconference at the IMO last May andestablishes a third tier of compensationthat increases what is already availableunder the 1992 Civil Liability and Fund

Conventions to a combined maximum ofapproximately $1.16bn.

The protocol is optional and open to allcountries that have signed the 1992 FundConvention. The new fund will come intoexistence three months after at leasteight countries that receive a combinedtotal of 450m tons of oil have ratified theprotocol.

Denmark ratifiescompensation protocol

8 IMO NEWS No.1 2004 www.imo.org. www.imo.org. No.1 2004 IMO NEWS 9

Intelligence

Uniform, global rules for the safetransport by sea of dangerous goods

and marine pollutants in packaged form arenow compulsory, following the entry intoforce on 1 January 2004 of the 2002amendments to the International Conventionfor the Safety of Life at Sea (SOLAS), 1974,making the International MaritimeDangerous Goods (IMDG) Code mandatory.

The IMDG Code was developed as auniform international code for the transportof dangerous goods by sea covering suchmatters as packing, marking, labelling andstowage of dangerous goods with particularreference to the segregation of incompatiblesubstances.

The decision to make the Code mandatoryfollowed years of its application as arecommendatory instrument since itsadoption by the fourth IMO Assembly in1965. Since then, the Code has undergonemany changes, both in appearance andcontent to keep pace with the ever-changingneeds of the industry. Amendments to theIMDG Code originate from two sources:proposals submitted directly to IMO byMember States; and amendments required to

take account of changes to the UnitedNations Recommendations on the Transportof Dangerous Goods which set the basicrequirements for all the transport modes.

Amendments to the provisions of theUnited Nations Recommendations are madeon a two-yearly cycle, and, approximately twoyears after their adoption, they are adoptedby authorities responsible for regulating thevarious transport modes in various countries.In that way, a basic set of requirementsapplicable to all modes of transport isestablished and implemented, thus ensuringthat difficulties are not encountered at inter-modal interfaces.

The IMDG Code lays down basicprinciples and contains detailedrecommendations for individual substances,materials and articles, as well as a number ofrecommendations for good operationalpractice including advice on terminology,packing, labelling, stowage, segregation andhandling, and emergency response action.

Since the amendments to SOLAS ChapterVII (Carriage of Dangerous Goods) to makethe IMDG Code mandatory were adopted in2002, IMO’s Technical Co-operation

Safer transport for seaborne dangerousgoods as IMDG Code becomes mandatory

Member States of the InternationalMaritime Organization (IMO)

agreed on the need for an audit scheme toassess their effectiveness in implementingglobal shipping standards, with theadoption of an Assembly resolution on thesubject at the 23rd IMO Assembly, whichmet at the Organization’s LondonHeadquarters from 24 November – 5December 2003.

The Assembly also adopted guidelines

on places of refuge for ships in need ofassistance and guidelines on shiprecycling.

Altogether the session saw 30resolutions adopted by the Assembly.Other issues covered by resolutionsincluded the Organization’s workprogramme and budget for the biennium2004-2005 and resolutions on technicalissues relating to the Organization’s workon safety and security of shipping and

prevention of marine pollution by ships.

The Assembly was attended by around1,000 delegates representing 149 MemberStates and three Associate Members;representatives from the United Nationsand specialized agencies; and observersfrom six intergovernmental organizationsand 30 non-governmental organizations.

For a full report, please turn to page 18

IMO Assembly adopts resolutions onaudit scheme, places of refuge andship recycling

Programme has delivered a number ofregional and national courses on theimplementation of the IMDG Code, to whichparticipants from around 100 countries wereinvited.

www.imo.org. No.1 2004 IMO NEWS 1110 IMO NEWS No.1 2004 www.imo.org.

Features • Fishing Industry

The ocean has, through generations, provided apotentially rich source of food. Fishing has

therefore always been a major source of employmentand a provider of food and economic benefits forthose engaged in all its related activities. In recentyears, fisheries have become a dynamicallydeveloping sector of the food industry worldwide,both in their natural habitat and in the aquacultureindustry. To take advantage, coastal States have,within their individual capabilities and constraints,employed various means to harness these richnatural resources within and outside of their owncoastal waters.

Some States have deployed large modern fishingfleets whilst others with limited financial resourceshave engaged in artisanal to small-scale fishing. Themore developed countries without constraints onfinancial resources have invested in modern fishingfleets in response to growing international demandfor fish and fishery products. The investment hasmainly been focused on technology and equipment.Developed countries have provided varying levels oftraining to personnel aboard fishing vessels, while inless-developed and developing countries fishing isstill traditional skills-based rather than competency-based.

Commercial fishing has long been acknowledgedto be a dangerous field of employment. All itsactivities occur during transit, when fishing,processing and storing catch and discharging catchexposes fishermen to danger during the entire timethey are at work on their vessels. The incidence ofaccidents, casualties, injury and loss of life in theindustry are known to be much higher than in themaritime industry. The number of incidents reportedhowever, might not reflect the actual figures and ithas been observed in the process of collecting

Raising safety standards in thefishing industry

statistical data that the number of unreportedincidents of casualties and loss of life may be equalto, if not higher than, the reported incidents.

During investigations, it has been observed thathuman factors are more often than not implicated asa direct or secondary cause in many incidents –capsizings, collisions and groundings – and inaccidents resulting in fatalities. It is regrettable thatnot much attention has been paid by the world atlarge to the loss of life in the fishing industry.However, awareness by the general public of fishingvessel accidents and consequent loss of life andproperty has become more intense and has helpedto focus national attention on safety problems in thecommercial fishing industry in general, and on thehuman factor in particular, especially in less-developed and developing countries.

Human element addressedIn its pursuit of a safety culture at sea, IMO

focused attention on safety and the human factor inthe maritime industry and developed the STCWConvention. Noting the hazardous nature of fishingand concerned by the loss of life in the industry,IMO went a step further and adopted the 1993Torremolinos Protocol and the 1995 STCW-FConvention. These instruments endeavoured toaddress the human element in the fishing industryby developing globally acceptable instrumentsregulating the safety of fishing vessels andintroducing standards for training and demonstrationof competence for fishing vessel personnel.

The relatively short STCW-F Convention (15articles and an annex containing technicalregulations) is the first international instrument thatintroduces standards of competence and proficiencyfor all fishing vessel personnel in their respectivetasks. It requires basic safety training for all fishingvessel personnel and sets standards for skippers anddeck officers and for engineers on various sizes offishing vessels.

The STCW-F Convention requires a minimum of15 States to become signatories for it to enter intoforce and thus give international effect to itsprovision. Regrettably however, to date, there areonly four signatories to the STCW-F Convention, andthe Convention therefore, has yet to enter into force.Recognition of this situation encouraged theAssembly to urge Governments, through ResolutionA.925(22), to consider accepting the Convention atthe earliest opportunity.

To raise awareness of the STCW-F Convention,IMO took the initiative and redoubled its efforts to

reach out directly to Member Governments,the industry, the fishermen themselves, andentire fishing communities, through a seriesof regional seminars. The Secretary-Generalinitiated the effort by providing a substantivereserve of funds to organise the series ofregional seminars and workshops over aperiod of two years to address the concernsof Member Governments and promote theearly ratification of the STCW-F Convention.The work was undertaken by the STCW andHuman Element Section, and aimed at raisingawareness of the STCW-F Convention withthe objective of encouraging its ratificationwithout further delay and to providenecessary technical assistance to MemberStates, when requested.

The target groups for the regionalseminars and workshops are personnel fromFishery Administrations, fisheries traininginstitutions, fishermen’s organizations andother bodies responsible for the safety,training and certification of fishing vesselpersonnel.

Nine regional seminars and workshops offive days duration were planned to bedelivered by fisheries experts engaged byIMO. The first regional seminar andworkshop for selected counties in the AsianSub-region took place in Busan, Republic ofKorea in December 2002 co-funded by the

Government of the Republic of Korea andheld at the campus of Korea Institute ofMaritime and Fisheries Technology. TheMinistry of Maritime Affairs and Fisheriesand the Korea Institute of Maritime andFisheries Technology provided excellentsupport in the organization of the event andshowed their interest in the benefits ofeducation and training of fishing vesselpersonnel.

In 2003, four regional seminars andworkshops were held in Morogoro, UnitedRepublic of Tanzania and Nouadhibou,Mauritania for selected Anglophone andFrancophone countries respectively in theAfrican region; in Riga, Latvia for selectedcountries in the CIS region and Havana, Cubafor selected countries in the Latin Americanregion. The Maritime and FisheryAdministrations in the host countriesprovided hostship and in-kind support tosupplement the IMO initiative. The HumanElement Section envisages the completion ofthe four remaining regional seminars andworkshops for the Arab/Mediterranean, theCaribbean, Pacific and the Middle East/WestAsia regions in the first half of 2004.

Presentation material

The standard IMO presentation materialwas developed with the support of theGovernment of Iceland and compiled from across section of international, regional andlocal sources and included data on the worldfleet, characteristics and economies ofnational fisheries, numbers and types offishing vessel personnel includingqualifications, training and casualty statistics.The core topics were the provisions of theSTCW-F Convention, the FAO/IMO/ILOGuidance on Training and Certification of

www.imo.org. No.1 2004 IMO NEWS 1312 IMO NEWS No.1 2004 www.imo.org.

Fishing Vessel Personnel and theTorremolinos Protocol.

The aim of the seminars and workshops isto stimulate public discussion and create agreater awareness of the requirements of theSTCW-F Convention and the FAO/IMO/ILOGuidance and the benefits to be gained fromeducation and training. The seminars andworkshops have assisted IMO to obtaingrassroots perspectives on problems, theircauses and receptivity to the safetyimprovement strategies and requirements ofthe STCW-F Convention.

Principal focusThe principal focus of the seminars and

workshops is on the men and womenresponsible for the education, training andsafety of the people that make up theworkforce of the fishing industry. Theendeavour is to move away from the theme‘accidents just happen’ to ‘accidents do notnecessarily have to happen and can beprevented’. Lack of education, training andminimum competency standards has, and willcontinue to, cost fishermen their lives. Theemphasis has been on the benefits ofcompetence-based education and trainingprogrammes that will improve the safetyrecord of the industry as a whole and savelives of fishing vessel personnel, in particular.

Safety cultureIt is now time to instil a broad culture of

safety directed at the human element in thefishing industry. Fishery and NationalAdministrations and fishing vessel personnelthemselves need to be made to understandthat education and training can considerablyreduce casualty incidents and loss of life andpotentially change the character of thefishing industry. Although it is not possibleto eliminate all of the hazards of nature, it ispossible with the commitment ofinternational and national organizationsresponsible for regulating the industry tomake the fishing industry safer and ensurethe safety of the human element for thefuture.

46th session •8 - 12 September 2003 •

Sub-Committee on Stability and Load Lines and on Fishing Vessels Safety (SLF) • From the meetings

The Working Group on Fishing Vessel Safetycontinued revision of the Fishing Vessel Safety

Code. In view of the need to include, in parts A andB of the Code, references to specific guidance onmedical care at sea – including first aid training,medical supplies to be carried out on board, andother issues - it was agreed that the IMO secretariatwould contact the World Health Organization(WHO) Secretariat for information on the status ofthe revision of the International Medical Guide forShips (IMGS), specifically its relevance to medicalcare on board fishing vessels, particularly vesselsunder 12 m in length.

The revised version of the Fishing Vessel SafetyCode and Voluntary Guidelines is being developedfor use primarily by competent authorities, traininginstitutions, fishing vessel owners, fishermen’srepresentative organizations and non-governmentalorganizations having a recognized role infishermen’s safety and health and training. Acorrespondence group was re-established tocontinue the revision of the Code and the VoluntaryGuidelines and report to the next session.

Revision of SOLAS chapter II-1parts A, B and B-1

The revision of SOLAS chapter II-1 parts A, B andB-1 by the Working Group on Subdivision andDamage Stability (SDS) continued during thesession and the Sub-Committee requested anextension of the deadline for completion of the workto 2004.

The revision is intended to harmonize thesubdivision and damage stability provisionscontained in part A (General provisions), those forpassenger ships (part B) and cargo ships (part B-1), to be based on the “probabilistic” method.

The probabilistic method (resolution A.265(VIII))was originally developed in 1973 through thedetailed study of data relating to collisions collectedby IMO. Because it is based on statistical evidence

concerning what actually happens when shipscollide, the probabilistic concept is believed to be farmore realistic than the earlier “deterministic”method.

The SDS correspondence group was re-established to continue the work intersessionally,including the validation of sample ships and testcalculations and the development of a text of thedraft revised SOLAS chapter II-1 parts A, B and B-1.

Large passenger ship safety

The SDS Working Group also continued work onissues relating to large passenger ship safety, but thework could not be finalized at this session in view ofits linkage with the ongoing work on the revision ofSOLAS chapter II-1, and the target completion dateshould be extended to 2004.

Specifically, the Sub-Committee has been assignedwith characterizing the designed survivability of theship to be able to link the design of the ship to theavailability of SAR functions and area of operationand to combine the structural performance of theship after damage with the survivability criteria.

Review of the IntactStability Code

Following discussion by the working group onintact stability, the Sub-Committee agreed thatcertain parts of the Code should be mademandatory. Some delegations expressed the viewthat the design criteria, in principle, should be mademandatory for all types of ships, subject to insertionof appropriate application and equivalent provisions.At the same time, some delegations expressedconcern that criteria for certain ship types, such ascontainerships greater than 100m should not be

Fishing vessel safety – code review continues

Features • Fishing Industry

Seminars such as this in Busan, Republic ofKorea, are helping boost awareness of the

importance of the STCW-F Convention

Work continued on characterizingthe designed survivability of largepassenger vessels

Intact stability: certain parts of code are to be made mandatory,committee agreed (pic: ISU)

www.imo.org. No.1 2004 IMO NEWS 15

Opinion

14 IMO NEWS No.1 2004 www.imo.org.

From the meetings • Sub-Committee on Stability and Load Lines and on Fishing Vessels Safety (SLF)

• 46th session

• 8 - 12 September 2003

considered for mandatory application through theCode at this time.

The Sub-Committee also agreed to undertake arevision of MSC/Circ.707 on Guidance to the masterfor avoiding dangerous situations in following andquartering seas. The working group agreed that thisrevision should include, inter alia, such issues ashead sea parametric rolling.

The Intact Stability Correspondence Group wasreinstated, to develop a set of proposed amendmentsto the Code; regarding the revision of the weathercriterion, to concentrate efforts towards establishinginterim guidelines for model experiments and full-scale trials; to further consider matters related to thedevelopment of a new structure for the Code; tofurther consider a proposal regarding the freesurface effects of nominally full liquid cargo tanks; toidentify any areas of concern, collect information onthe existing related knowledge on these areas andidentify any needs for future research; and to submita report to SLF 47.

IACS unified interpretations –LL circular agreed

A Load Lines circular entitled Unified interpretationsof the Convention, for submission to MSC 78 with aview to approval, was agreed. The draft circularrefers to IACS unified interpretations LL 65 entitled“Ships with assigned reduced freeboards intended tocarry deck cargo” and LL 7 entitled “Machinery

space openings (Regulations 17(1), 26(1), 27(9)and 27 (10))”.

Bulk carriers – improvedloading/stability information

A two-way approach to dealing with improvedloading stability information for bulk carriers, toinclude the development of guidelines as well asmandatory requirements for a stability computer onsmaller bulk carriers, was agreed.

Proposed amendments to SOLAS to require thefitting of a stability computer on bulk carriers of lessthan 150m in length were agreed. The proposedamendment to SOLAS regulation XII/11 on loadinginstruments would require new bulk carriers of lessthan 150 m in length to be fitted with a loadinginstrument capable of providing information on theship’s stability in the intact condition.

The development of guidelines for the provision ofdetailed, comprehensive and user-friendlyinformation covering stability and longitudinal stresscharacteristics of the ship’s hull during loading andunloading was also discussed. The guidelines wouldbe relevant to bulk carriers of all sizes. The Sub-Committee decided to instruct the intact stabilitycorrespondence group to develop part of theguidelines addressing the provision of detailed,comprehensive and user friendly informationcovering stability of the ship, and submit a draft textto SLF 47.

The Intact Stability CorrespondenceGroup was re-instated, to developproposed amendments to the code.

User-friendly stability and stressguidelines for bulk carrier loading

were discussed (pic: Lee Adamson)

www.imo.org. No.1 2004 IMO NEWS 1716 IMO NEWS No.1 2004 www.imo.org.

The Sub-Committee agreed that the Code of SafePractice for Solid Bulk Cargoes (BC Code)

should be made mandatory. This would ensureworldwide uniform application of the Code andshould help address the fact that, due to due to thelack of knowledge on the safety measures describedin the BC Code, too many incidents and accidentsare still occurring, leading to partial or total loss ofships with casualties or loss of life. Therecommendation will be passed to the MaritimeSafety Committee (MSC) for approval.

Currently, the BC Code is recommended toAdministrations, shipowners, shippers and mastersas a guide on the standards to be applied in the safestowage and shipment of solid bulk cargoes(excluding grain). However, several administrationshave already made the BC Code mandatory byadopting it in a mandatory form. Where the Code isnot mandatory, industry has for years used anumber of the recommendations in the Code asacceptable standards.

Amendments to the IMDGCode approved

A number of proposed amendments to the IMDGCode, for inclusion in Amendment 32-04 to the Code,were approved. They will be considered for adoptionby the 78th session of the MSC in May 2004. Theproposed amendments include those relating to thefollowing: exemptions; fumigated units; IMO typeportable tanks; stowage and segregation provisions;and other miscellaneous amendments.

The Sub-committee was updated on IMO’stechnical assistance programme to help countries inimplementing the 2002 amendments to SOLAS VII,which make the IMDG Code mandatory from 1January 2004.

During 2002 and 2003, six regional and fournational courses on the implementation of the IMDGCode were delivered, to which participants from 91countries were invited. Participants acquired a betterunderstanding of the provisions of the reformattedCode, which in turn should lead to compliance withthe provisions of the Code and will result in a safertransport of the dangerous goods carried by sea.

Review of Annex III of MARPOL73/78

The Sub-Committee agreed a timetable for thereview of Annex III of MARPOL 73/78 and theadoption of amendments to Annex III, which shouldalso be reflected in amendments to the IMDG Code.The aim is to harmonize Annex III (Prevention of

pollution by packaged harmful substances) and theIMDG Code with the criteria for defining marinepollutants which have been adopted by the UNTransport of Dangerous Goods (TDG) Sub-Committee.

Manual on loading andunloading of solid bulk cargoes

Work on developing the Manual on loading andunloading of solid bulk cargoes for terminalrepresentatives continued during the Sub-Committeesession.

An intersessional correspondence group wasestablished to further develop the manual.

A draft MSC circular Ship/terminal interfaceimprovement for bulk carriers which is intended toaddress concerns over risk control options inrelation to loading/unloading bulk carriers, wasagreed. The draft circular urges the application ofthe Code of Practice for the Safe Loading andUnloading of Bulk Carriers (BLU Code) to addressthese concerns. The proposed manual will alsoinclude risk control options for terminalrepresentatives.

Guidance on serious structuraldeficiencies in containers

The Sub-Committee continued work ondeveloping the draft guidance on serious structuraldeficiencies in containers covered by theInternational Convention for Safe Containers (CSC),1972. The guidance would serve as guidance forcontrol under article VI of the CSC Convention. Thecorrespondence group was re-established to finalizethe guidance by the next session.

Measures to enhance maritimesecurity

The Sub-Committee continued its review of threeinstruments which relate to its work, in the light ofthe security measures adopted by IMO in December2002 and which will enter into force on 1 July 2004.The instruments concerned are: Recommendationson the safe transport of dangerous cargoes andrelated activities in port areas (MSC/Circ.675); theIMO/ILO/UN ECE Guidelines for packing of CTUs(MSC/Circ.787); and the IMO model course on safepacking of CTUs (3.18). A correspondence groupwas established to further the work, includingdrafting appropriate amendments to the threeinstruments.

Bulk cargo code to be made mandatory,Sub-Committee recommends

From the meetings • Sub-Committee on Dangerous Goods, Solid Cargoes and Containers (DSC)

• 8th session

• 22 - 26 September 2003

Conferences to adopt a protocol to revise theConvention for the Suppression of Unlawful

Acts against the Safety of Maritime Navigation, 1988,and its Protocol of 1988 relating to Fixed PlatformsLocated on the Continental Shelf (SUA Conventionand Protocol) and a new Wreck Removal Conventionshould be held in 2005 and 2006, the LegalCommittee agreed at its 87th session. Therecommendation for the two conferences will be putto the Council and Assembly in November.

Revision of SUA treatiesThe Committee has been working on the revision

of the SUA Convention and Protocol since it wasrequested to do so by the IMO Assembly. ResolutionA.924(22), adopted in November 2001, called for areview of measures and procedures to prevent actsof terrorism which threaten the security ofpassengers and crews and the safety of shipsfollowing the 11 September 2001 attacks in theUnited States. The importance attached to the SUAConvention by the international community is shownby the fact that 104 States have become parties, 46 ofthem since September 11th. The Committee agreed tocontinue work on the SUA revision on a priority basis.

The main purpose of the SUA Convention and itsrelated Protocol is to ensure that appropriate actionis taken against persons committing unlawful actsagainst ships. In the present Convention, 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 destroyor damage it. The proposed amendments wouldsignificantly broaden the range of offences and makeit more relevant to modern conditions.

The current Convention obliges ContractingGovernments either to extradite or prosecute allegedoffenders thereby ensuring that those responsiblefor perpetrating acts of violence against or on boardships, will be brought to justice, wherever in theworld they seek to hide. The revision expands onthese and also introduces provisions for boarding ofvessels suspected of being involved in terroristactivities.

Wreck removal

The Committee reviewed the current draft text ofthe proposed draft Wreck Removal Convention(WRC), as developed by a Correspondence Group.The WRC is intended to provide international ruleson the rights and obligations of States andshipowners in dealing with wrecks and drifting orsunken cargo which may pose a hazard to navigationand/or pose a threat to the marine environment. The

draft Convention is intended to clarify rights andobligations regarding the identification, reporting,locating and removal of hazardous wrecks, inparticular those found beyond territorial waters. Italso provides for financial security arrangements tocover liability for costs of removal of such wrecks.

After clarifying some issues of principle in theCommittee, a Working Group looked in detail at thedraft text.

On the issue of the relationship between theDWRC and other liability instruments (article 12)the Working Group identified three particular issuesthat would require clarification during theintersessional consultations, namely: the need toavoid double claims; the need to avoid gaps, so thatclaims are dealt with either under the DWRC orunder the other liability regimes mentioned in thearticle; and the need to avoid claims that areexcluded under the other liability regimes beingadmissible under the DWRC.

The Committee noted that, although there werestill some loose ends, the Working Group had madegood progress in finalizing the draft text of theConvention in preparation for submission to adiplomatic conference.

Implementation of the HNSConvention

The Correspondence Group on Implementation ofthe HNS Convention informed the Committee of theoutcome of a meeting of interested States which tookplace in Ottawa, 3-5 June 2003.

The meeting marked an important step forward inthe work of the Legal Committee to promoteimplementation of the HNS Convention and providedthe opportunity to finalize the core work on thearrangements and options for implementation of thiskey IMO Convention. The conclusions reached bythe Group provided valuable guidance on subjectssuch as insurance and insurance certificates,receivers, transshipments and reportingrequirements.

At end February 2004, the HNS Convention hasbeen ratified by four States, representing 1.92 per centof world merchant shipping tonnage. For entry intoforce, the HNS Convention requires ratification by 12States, four of which have not less than two millionunits of gross tonnage, provided that persons in theseStates who would be responsible to pay contributionsto the general account have received a total quantity ofat least 40 million tonnes of contributing cargo in thepreceding calendar year.

Wreck Removal Convention, revisedSUA treaties set for adoptionin 2005 and 2006

87th session •13 - 17 October 2003 •

Legal Committee • From the meetings

The BC code has become an industrystandard for bulk carrier operations.Now the Sub-Committee hasrecommended it be made mandatory(pic: Newcastle Port Corporation)

Wreck-removal: work on theconvention is nearing completion(pic: ISU)

www.imo.org. No.1 2004 IMO NEWS 1918 IMO NEWS No.1 2004 www.imo.org.

From the meetings • IMO Assembly

• 23rd session

• 24 November - 5 December 2003

Resolutions on audit scheme,places of refuge and shiprecycling adopted atIMO Assembly

Member States of the International MaritimeOrganization (IMO) agreed on the need for an

audit scheme to assess their effectiveness inimplementing global shipping standards, with theadoption of an Assembly resolution on the subject atthe 23rd IMO Assembly

The Assembly also adopted guidelines on placesof refuge for ships in need of assistance andguidelines on ship recycling.

Altogether the session saw 30 resolutions adoptedby the Assembly. Other issues covered byresolutions included the Organization’s workprogramme and budget for the biennium 2004-2005and resolutions on technical issues relating to theOrganization’s work on safety and security ofshipping and prevention of marine pollution by ships.

The Assembly was attended by around 1,000delegates representing 149 Member States and threeAssociate Members; representatives from the UnitedNations and specialized agencies; and observersfrom six intergovernmental organizations and 30non-governmental organizations.

IMO Member State AuditScheme

The Assembly resolution Voluntary IMO MemberState Audit Scheme approved the establishment andfurther development of the scheme, to beimplemented on a voluntary basis. It requests theIMO Council to develop, as a matter of high priority,procedures and other modalities for theimplementation of the scheme.

The proposed IMO Member State Audit Schemewill be designed to help promote maritime safety andenvironmental protection by assessing howeffectively Member States implement and enforce

relevant IMO Convention standards, and byproviding them with feedback and advice on theircurrent performance.

Places of refugeNew Guidelines on places of refuge for ships in need

of assistance were adopted. These guidelines areintended for use when a ship is in need of assistancebut the safety of life is not involved. Where the safetyof life is involved, the provisions of the SARConvention should continue to be followed.

The guidelines recognize that, when a ship hassuffered an incident, the best way of preventingdamage or pollution from its progressivedeterioration is to transfer its cargo and bunkers,and to repair the casualty. Such an operation is bestcarried out in a place of refuge. However, to bringsuch a ship into a place of refuge near a coast mayendanger the coastal State, both economically andfrom the environmental point of view, and localauthorities and populations may strongly object tothe operation.

Therefore, granting access to a place of refugecould involve a political decision which can only betaken on a case-by-case basis. In so doing,consideration would need to be given to balancingthe interests of the affected ship with those of theenvironment.

A second resolution, Maritime Assistance Service(MAS), recommends that all coastal States shouldestablish a maritime assistance service (MAS). Theprincipal purposes would be to receive the variousreports, consultations and notifications required in anumber of IMO instruments; monitoring a ship’ssituation if such a report indicates that an incidentmay give rise to a situation whereby the ship may bein need of assistance; serving as the point of contactif the ship’s situation is not a distress situation butnevertheless requires exchanges of informationbetween the ship and the coastal State, and forserving as the point of contact between thoseinvolved in a marine salvage operation undertakenby private facilities if the coastal State considers thatit should monitor all phases of the operation.

Ship recyclingThe Assembly adopted Guidelines on Ship

Recycling, which have been developed to give adviceto all stakeholders in the recycling process,including administrations of ship building andmaritime equipment supplying countries, flag, portand recycling States, as well as intergovernmentalorganizations and commercial bodies such as

shipowners, ship builders, repairers and recyclingyards.

The guidelines note that, in the process ofrecycling ships, virtually nothing goes to waste. Thematerials and equipment are almost entirely reused.Steel is reprocessed to become, for instance,reinforcing rods for use in the construction industryor as corner castings and hinges for containers.Ships’ generators are reused ashore. Batteries findtheir way into the local economy. Hydrocarbons onboard become reclaimed oil products to be used asfuel in rolling mills or brick kilns. Light fittings findfurther use on land. Furthermore, new steelproduction from recycled steel requires only onethird of the energy used for steel production fromraw materials. Recycling thus makes a positivecontribution to the global conservation of energyand resources and, in the process, employs a large, ifpredominantly unskilled, workforce. Properlyhandled, ship recycling is, without question, a“green” industry.

However, the guidelines recognize that, althoughthe principle of ship recycling may be sound, theworking practices and environmental standards inthe yards often leave much to be desired. Whileultimate responsibility for conditions in the yards hasto lie with the countries in which they are situated,other stakeholders must be encouraged tocontribute towards minimising potential problems inthe yards.

Technical co-operationThe Assembly confirmed the importance of

technical co-operation as the key element in securinga general increase in the rate of implementation bydeveloping countries of IMO conventions andstandards.

The Assembly resolution Development andimprovement of partnership arrangements fortechnical co-operation encourages the developmentof effective technical co operation partnershiparrangements and invites Member States,international and regional organizations, non-governmental organizations and the industry toprovide financial and in-kind support forimplementation of International Technical Co-operation Programme (ITCP) activities throughdevelopment of effective partnership arrangementswith IMO.

IMO Budget and work planThe Assembly agreed the work programme for

the forthcoming biennium and budgetary

appropriations of £46,194,900 for 2004-2005. This isa 7.7 per cent increase in the appropriation for 2002-2003. The Assembly also approved the long-termwork plan of the organization up to 2010, includinglists of indicative subjects for consideration by eachCommittee.

Approval of the appointment ofMr. Efthimios Mitropoulos asSecretary-General

The Assembly confirmed the appointment of Mr.Efthimios Mitropoulos of Greece as the newSecretary-General of the International MaritimeOrganization, for an initial term of four years, tosucceed the incumbent, Mr. William O’Neil ofCanada, when he steps down from the post at theend of this year.

Mr. William O’Neil appointed Secretary-General Emeritus

The Assembly agreed unanimously to honour Mr.O’Neil by designating him as Secretary-GeneralEmeritus from 1 January 2004.

Conferences approvedThe Assembly approved the holding of the

following Conferences to adopt new or amendexisting regulations:

• Conference to adopt a new InternationalConvention for the Control and Management ofShips’ Ballast Water and Sediments, to be held9-13 February 2004.

IMO headquarters was bedecked withthe flags of the Member states for the23rd meeting of the Organization’sAssembly. The Assembly elected HisExcellency Mr. Mel Cappe, HighCommissioner for Canada (above) asPresident of the Assembly. The Vice-Presidents were the HonourableMr. Symeon Matsis, PermanentSecretary, Ministry ofCommunications and Works, Cyprus,and His Excellency Mr. Edgardo B.Espiritu, Philippines.

The appointment of new IMOSecretary-General Mr Efthimios E.Mitropoulos was confirmed by theAssembly. In his acceptance speech(below) he spoke of a “wind ofchange” sweeping through shipping.

www.imo.org. No.1 2004 IMO NEWS 2120 IMO NEWS No.1 2004 www.imo.org.

From the meetings • IMO Assembly

• 23rd session

• 24 November - 5 December 2003

50th session •1 and 4 December 2003 •

Marine Environment Protection Committee (MEPC) • From the meetings

IMOhas adopted a revised, acceleratedphase-out scheme for single hull

tankers, along with other measures including anextended application of the Condition AssessmentScheme (CAS) for tankers and a new regulationbanning the carriage of Heavy Grade Oil (HGO) insingle-hull tankers. The amendments to MARPOL73//78 are expected to enter into force on 5 April2005, under the tacit acceptance procedure.

Accelerated phase-out forsingle-hull tankers

Under a revised regulation 13G of Annex I ofMARPOL, the final phasing–out date for Category 1tankers (pre-MARPOL tankers) is brought forwardto 2005, from 2007. The final phasing-out date forcategory 2 and 3 tankers (MARPOL tankers andsmaller tankers) is brought forward to 2010, from2015.

The full timetable for the phasing out of single-hulltankers is as follows:

Category of Date or yearoil tanker

Category 1 5 April 2005 for ships delivered on 5 April1982 or earlier

2005 for ships delivered after 5 April 1982

5 April 2005 for ships delivered on

5 April 1977 or earlier

2005 for ships delivered after 5 April 1977but before 1 January 1978

2006 for ships delivered in 1978 and 1979

2007 for ships delivered in 1980 and 1981

2008 for ships delivered in 1982

2009 for ships delivered in 1983

2010 for ships delivered in 1984 or later

Under the revised regulation, the ConditionAssessment Scheme (CAS) is to be made applicableto all single-hull tankers of 15 years or older.Previously it was applicable to all Category 1 vesselscontinuing to trade after 2005 and all Category 2vessels after 2010. Consequential enhancements tothe CAS scheme were also adopted.

The revised regulation allows the Administration(flag State) to permit continued operation ofcategory 2 or 3 tankers beyond 2010 subject tosatisfactory results from the CAS, but the continuedoperation must not go beyond the anniversary of thedate of delivery of the ship in 2015 or the date onwhich the ship reaches 25 years of age after the date

of its delivery, whichever is earlier.

In the case of certain Category 2 or 3 oil tankersfitted with only double bottoms or double sides notused for the carriage of oil and extending to theentire cargo tank length or double hull spaces, notmeeting the minimum distance protectionrequirements, which are not used for the carriage ofoil and extend to the entire cargo tank length, theAdministration may allow continued operationbeyond 2010, provided that the ship was in serviceon 1 July 2001, the Administration is satisfied byverification of the official records that the shipcomplied with the conditions specified and thatthose conditions remain unchanged. Again, suchcontinued operation must not go beyond the date onwhich the ship reaches 25 years of age after the dateof its delivery.

Carriage of heavy grade oil A new MARPOL regulation 13H on the prevention

of oil pollution from oil tankers when carrying heavygrade oil (HGO) bans the carriage of HGO in single-hull tankers of 5,000 tons dwt and above after thedate of entry into force of the regulation (5 April2005), and in single-hull oil tankers of 600 tons dwtand above but less than 5,000 tons dwt, not later thanthe anniversary of their delivery date in 2008.

Under the new regulation, HGO means any of thefollowing:

a) crude oils having a density at 15ºC higher than900 kg/m3;

b) fuel oils having either a density at 15ºC higherthan 900 kg/ m3 or a kinematic viscosity at50ºC higher than 180 mm2/s;

c) bitumen, tar and their emulsions.

In the case of certain Category 2 or 3 tankerscarrying heavy grade oil as cargo, fitted only withdouble bottoms or double sides, not used for thecarriage of oil and extending to the entire cargo tanklength, or double hull spaces not meeting theminimum distance protection requirements whichare not used for the carriage of oil and extend to theentire cargo tank length, the Administration mayallow continued operation of such ships beyond 5April 2005 until the date on which the ship reaches25 years of age after the date of its delivery.

Regulation 13(H) also allows for continuedoperation of oil tankers of 5,000 tons dwt and above,carrying crude oil with a density at 15ºC higher than900 kg/ m3 but lower than 945 kg/ m3, ifsatisfactory results of the Condition AssessmentScheme warrant that, in the opinion of the

Accelerated single-hull tanker phase-outadopted

Category 2andCategory 3

• One Legal Conference to be held in thebiennium 2004-2005 - this will adopt eitherrevisions to the Convention for the Suppressionof Unlawful Acts against the Safety of MaritimeNavigation, 1988, and its Protocol of 1988relating to Fixed Platforms Located on theContinental Shelf (SUA Convention andProtocol), or a new Wreck Removal Convention.

The Assembly normally meets once every twoyears. All 163 Member States and three AssociateMembers are entitled to attend as are theintergovernmental organizations with whichagreements of co-operation have been concluded andnon-governmental organizations which haveconsultative status with IMO.

Resolutions adoptedThe Assembly adopted the following resolutions:

A.936(23) APPRECIATION OF THE SERVICES TOTHE ORGANIZATION OF MR. WILLIAM A.O’NEIL

A.937(23) APPROVAL OF THE APPOINTMENT OFTHE SECRETARY-GENERAL

A.938(23) RELATIONS WITH NON-GOVERNMENTALORGANIZATIONS

A.939(23) APPOINTMENT OF THE EXTERNALAUDITOR

A.940(23) ARREARS OF CONTRIBUTIONSA.941(23) PRESENTATION OF ACCOUNTS AND

AUDIT REPORTSA.942(23) WORK PROGRAMME AND BUDGET FOR

THE TWENTY-THIRD FINANCIAL PERIOD2004-2005

A.943(23) LONG-TERM WORK PLAN OF THEORGANIZATION (UP TO 2010)

A.944(23) STRATEGIC PLAN FOR THEORGANIZATION (FOR THE SIX-YEARPERIOD 2004 TO 2010)

A.945(23) 1991 AMENDMENTS TO THECONVENTION ON THE INTERNATIONALMARITIME ORGANIZATION(INSTITUTIONALIZATION OF THEFACILITATION COMMITTEE)

A.946(23) VOLUNTARY IMO MEMBER STATE AUDITSCHEME

A.947(23) HUMAN ELEMENT VISION, PRINCIPLESAND GOALS FOR THE ORGANIZATION

A.948(23) REVISED SURVEY GUIDELINES UNDERTHE HARMONIZED SYSTEM OF SURVEYAND CERTIFICATION

A.949(23) GUIDELINES ON PLACES OF REFUGE FORSHIPS IN NEED OF ASSISTANCE

A.950(23) MARITIME ASSISTANCE SERVICES (MAS)

A.951(23) IMPROVED GUIDELINES FOR MARINEPORTABLE FIRE EXTINGUISHERS

A.952(23) GRAPHICAL SYMBOLS FOR SHIPBOARDFIRE CONTROL PLANS

A.953(23) WORLD-WIDE RADIONAVIGATIONSYSTEM

A.954(23) PROPER USE OF VHF CHANNELS AT SEAA.955(23) AMENDMENTS TO THE PRINCIPLES OF

SAFE MANNING (RESOLUTION A.890(21))A.956(23) AMENDMENTS TO THE GUIDELINES FOR

THE ONBOARD OPERATIONAL USE OFSHIPBORNE AUTOMATICIDENTIFICATION SYSTEMS (AIS)(RESOLUTION A.917(22))

A.957(23) AMENDED TRAFFIC SEPARATIONSCHEME “OFF FINISTERRE”

A.958(23) PROVISION OF HYDROGRAPHICSERVICES

A.959(23) FORMAT AND GUIDELINES FOR THEMAINTENANCE OF THE CONTINUOUSSYNOPSIS RECORD (CSR)

A.960(23) RECOMMENDATIONS ON TRAINING ANDCERTIFICATION AND OPERATIONALPROCEDURES FOR MARITIME PILOTSOTHER THAN DEEP-SEA PILOTS

A.961(23) WIDER ACCEPTANCE OF THE PROTOCOLOF 1988 RELATING TO THEINTERNATIONAL CONVENTION ON LOADLINES, 1966

A.962(23) IMO GUIDELINES ON SHIP RECYCLINGA.963(23) IMO POLICIES AND PRACTICES RELATED

TO THE REDUCTION OF GREENHOUSEGAS EMISSIONS FROM SHIPS

A.964(23) FOLLOW-UP ACTION TO UNCED ANDWSSD

A.965(23) DEVELOPMENT AND IMPROVEMENT OFPARTNERSHIP ARRANGEMENTS FORTECHNICAL CO-OPERATION

Continued on page 22

An increasing number of WorldMaritime University alumni nowrepresent their countries as delegatesto the Assembly

www.imo.org. No.1 2004 IMO NEWS 2322 IMO NEWS No.1 2004 www.imo.org.

From the meetings • Marine Environment Protection Committee (MEPC)

• 50th session

• 1 and 4 December 2003

48th session •12 and 16 January 2004 •

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

Adefinition for a “safe haven” on board passengerships, in the context of a fire casualty, was

agreed by the Sub-Committee on Fire Protection(FP) at its 48th session in January.

The Sub-Committee also agreed to developfunctional requirements, fire scenarios andengineering analysis standards in support of the newdefinition. This definition is a critical element for theentire work on this matter and directly relates to oneof the central philosophical themes relating to theongoing work on large passenger ship safety, inparticular that “future large passenger ships shouldbe designed for improved survivability so that, in theevent of a casualty, persons can stay safely on boardas the ship proceeds to port”.

The “safe haven as ship proceeds to port”philosophy is an essential tenet in order to avoidhaving to rescue thousands of persons at sea.

The new definition, which will be consideredfurther at the Maritime Safety Committee in May(MSC 78), states:

“A safe haven, in the context of a fire casualty, is,from a perspective of habitability, any area outsidethe main vertical zone(s) (MVZs) in which a fire hasoccurred such that it can safely accommodate allpersons onboard to protect them from hazards to lifeor health and provide basic services as the shipproceeds to port under its own power.”

Unified interpretationsDraft unified interpretations of the revised SOLAS

chapter II-2, the FSS Code, the FTP and related firetest procedures and associated draft MSC circularwere finalized and forwarded to MSC 78 forapproval.

Performance testing andapproval standards for firesafety systems

Work on the performance testing and approvalstandards for fire safety systems was progressed andwill continue at FP 49. The Sub-Committeeestablished a Correspondence Group to reviewperformance testing and approval of standards forfire safety systems.

Analysis of fire casualtyrecords

The draft revised fire casualty record was finalizedand forwarded to the Sub-Committee on Flag StateImplementation (FSI 12) for co-ordination purposes.The aim is to improve the casualty recording processfor better analysis of fire casualties.

Revision of the fishing vesselSafety Code and VoluntaryGuidelines

The revision of the fire protection related chaptersof the draft revised fishing vessel Safety Code andVoluntary Guidelines and forwarded them to theSub-Committee on Stability and Load Lines and onFishing Vessels Safety (SLF 47).

Revision of the gasconcentration limit on sulphurdioxide for floor coverings

Draft amendments to the FTP Code regarding thegas concentration limits on sulphur dioxide for floorcoverings were forwarded to MSC 78 for approvaland subsequent adoption.

Review of the OSV GuidelinesThe relevant sections of the Guidelines for the

Design and Construction of Offshore Supply Vesselswere reviewed and finalized. Draft amendments tothe guidelines were forwarded to the Sub-Committeeon Ship Design and Equipment (DE 47) for co-ordination purposes. The original OSV Guidelineswere adopted by resolution A.469(XII) in 1981.

IMO EnvironmentProtection Committeemarks 50th session

“Safe haven” definition for largepassenger ships agreed

IMOcelebrated the 50th meetingof its Marine Environment

Protection Committee (MEPC) with aspecial commemorative session on 4December 2003. MEPC chairmen past andpresent attended the session and spokeabout the achievements of the Committeethrough the years. The session alsomarked the 30th anniversary of theadoption of the 1973 MARPOL Convention.

The International Convention for thePrevention of Pollution from Ships(MARPOL) was adopted on 2 November1973, in the year after the June 1972 UnitedNations Conference on the HumanEnvironment held in Stockholm provided aglobal forum for discussions on theenvironment.

The MEPC itself arose out of an Ad HocWorking Group on Marine EnvironmentProtection which was established by the

IMO Council in June 1973. The Ad Hocgroup – chaired by IMO Secretary-GeneralEmeritus William O’Neil, who at the timerepresented Canada at IMO meetings -reported, through Council, to the 8thsession of Assembly in November 1973,recommending that the MarineEnvironment Protection Committee beestablished.

The MEPC was thus established as anew permanent subsidiary body of theIMO Assembly by Resolution A.297(VIII),which noted that marine pollution aspectshad hitherto been dealt with by theMaritime Safety Committee, in addition toits important and extensive statutoryobligations relative to the safety of life andproperty at sea. The resolution recognized“that the objectives will be most effectivelyand efficiently achieved by theestablishment of a permanent Committeeto execute and co-ordinate all activities of

the Organization relating to the preventionand control of pollution of the marineenvironment from ships.” Amendments tothe IMO Convention adopted in 1975(Resolution A.358(IX)) established theMEPC’s full constitutional status.

Over the last thirty years, the Committeehas dealt with matters concerning oils,chemicals, litter, sewage, air pollution,pollution preparedness and response, andanti-fouling paints and is currentlyaddressing issues such as ship recyclingand invasive species in ships’ ballast water.It has established a single globalregulatory framework, with MARPOLbeing ratified by countries, covering 96% ofthe world fleet by tonnage, and is trulyacting as a single international forumensuring global control over aspects of thedesign, construction, equipment andoperation of ships, where they relate toenvironmental protection.

Administration, the ship is fit to continue suchoperation, having regard to the size, age, operationalarea and structural conditions of the ship andprovided that the continued operation shall not gobeyond the date on which the ship reaches 25 yearsafter the date of its delivery.

The Administration may allow continued operationof a single hull oil tanker of 600 tons deadweight andabove but less than 5,000 tons deadweight, carryingheavy grade oil as cargo, if, in the opinion of theAdministration, the ship is fit to continue suchoperation, having regard to the size, age, operationalarea and structural conditions of the ship, providedthat the operation shall not go beyond the date onwhich the ship reaches 25 years after the date of itsdelivery.

The Administration of a Party to the presentConvention may exempt an oil tanker of 600 tonsdeadweight and above carrying heavy grade oil ascargo if the ship is either engaged in voyagesexclusively within an area under the Party’sjurisdiction, or is engaged in voyages exclusivelywithin an area under the jurisdiction of anotherParty, provided the Party within whose jurisdictionthe ship will be operating agrees. The same appliesto vessels operating as floating storage units ofheavy grade oil.

A Party to MARPOL 73/78 shall be entitled todeny entry of single hull tankers carrying heavygrade oil which have been allowed to continueoperation under the exemptions mentioned above,into the ports or offshore terminals under itsjurisdiction, or deny ship-to-ship transfer of heavygrade oil in areas under its jurisdiction except whenthis is necessary for the purpose of securing thesafety of a ship or saving life at sea.

Resolutions adoptedThe amendments to MARPOL regulation 13G, the

addition of a new regulation 13H, consequentialamendments to the IOPP Certificate and theamendments to the Condition Assessment Schemewere adopted by the Committee as MEPCResolutions

Among other resolutions adopted by theCommittee, another on early implementation urgedParties to MARPOL 73/78 seriously to consider theapplication of the amendments as soon as possible toships entitled to fly their flag, without waiting for theamendments to enter into force and to communicatethis action to the Organization. It also invited themaritime industry to implement the aforesaidamendments to Annex I of MARPOL 73/78effectively as soon as possible.

Accelerated single-hull tanker phase-out adopted (cont.)

Chairmen past and present gathered at the special commemorative sessionto mark 50 meetings and 30 years of the MEPC

Large passenger ships – “safe haven”concept explored.

www.imo.org. No.1 2004 IMO NEWS 2524 IMO NEWS No.1 2004 www.imo.org.

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

• 35th session

• 26 - 30 January 2004

Minimum mandatory training and certificationfor Ship Security Officers (SSOs) were

discussed by the Sub-Committee on Standards ofTraining and Watchkeeping which met for its 35thsession in January.

The Sub-Committee approved the competence,knowledge, understanding and proficiency, methodsfor demonstrating competency and criteria forevaluating competence of SSOs and agreed that theminimum mandatory training and certificationrequirements for persons to be designated as SSOsshould be included in chapter VI of the STCWConvention.

The Sub-Committee agreed that those who maybe designated as SSOs are employed or engaged onboard a ship for the business of that ship and assuch form part of the shipboard personnel andconsequently are to be considered as seafarers.

A Correspondence Group on minimum mandatorytraining and certification requirements for personsto be designated as Ship Security Officers wasestablished to develop draft amendments to theSTCW Convention and consequential amendmentsto part A and, if necessary, part B of the STCWCode, to enable the inclusion of appropriateminimum mandatory training and certificationrequirements for Ship Security Officers in the STCWConvention.

The Sub-Committee agreed that neither theSTCW Convention nor the STCW Code were theappropriate instruments for including training andcertification requirements for CSOs.

Preventing accidents withlifeboats – trainingamendments agreed

Amendments to the STCW Code to improvetraining related to the use of lifeboats were agreed.The Organization has been concerned about thehigh number of sometimes fatal accidents duringlifeboat drills and in real emergency situations. Someof these have involved inadvertent release ormishandling of on-load release mechanisms.

The proposed amendments to Table A-VI/2-1 ofthe STCW Code specify the need to demonstrateknowledge and understanding of the dangersassociated with the use of on-load release devices;and that seafarers should be able to operate off-loadand on-load release devices. Seafarers should alsoensure that equipment is operated in accordancewith manufacturers’ instructions for release andre-setting.

The amendments will be forwarded to theMaritime Safety Committee (MSC) for approval witha view to adoption.

Fraudulent certificates – draftcircular on minimum dataagreed

The Sub-Committee agreed the minimum data tobe included in documentary evidence of trainingleading to the award of a certificate of competency toassist Member Governments and traininginstitutions in the prevention of unlawful practicesassociated with certificates of competency andprepared a draft STCW circular for submission tothe MSC for approval.

The Sub-Committee also revised the reportingformat for future reporting of information to theSecretariat on fraudulent certificates. An additionalcolumn will indicate the date on which thefraudulent certificate was detected and additionalinformation should be given in the commentscolumn to indicate the circumstances under whichthe fraudulent certificate was detected, such as portState control inspection, flag State inspection andapplication for a recognition endorsement.

Watchkeeping at anchor –guidance agreed

The Sub-Committee agreed draft guidance formasters on the requirements to keep a safe anchorwatch to complement the requirements in the STCWCode section A/VIII/2 on watchkeepingarrangements and principles to be observed. Theguidance advises on the circumstances andconditions to be taken into account in determiningthe watchkeeping arrangements needed to maintainthe ship’s safety and security and the protection ofthe marine environment whilst at anchor. The draftSTCW circular will be forwarded to MSC 78 forapproval.

Training in the use ofshipboard AIS

The Sub-Committee instructed the Secretariat todevelop a model course to impart training in theoperational use of AIS for seafarers on board ships.Ships which are not already fitted with AIs will berequired to fit AIS not later than the first safetyequipment survey after 1 July 2004 or by 31December 2004, whichever occurs earlier.Performance standards for AIS were adopted by theOrganization in 1998.

Ship Security Officers (SSOs) –competencies agreed

STCW amendments to improvelifeboat training were agreed

www.imo.org. No.1 2004 IMO NEWS 27

IMO at work

26 IMO NEWS No.1 2004 www.imo.org.

IMO News

IMOhas inaugurated its firstRegional Presence Office in the

Asian region, with the opening of an officefor the East Asian sub-region in Manila,Philippines. Ms. Brenda Pimentel, who waspreviously the overseas shipping director ofthe Maritime Industry Authority (Marina) inthe Philippines, has been appointed as IMOregional co-ordinator for the East Asian sub-region.

The choice for the Philippines as the venueof IMO’s regional co-ordinating office wasinspired by its position as the largest supplierof seafarers to the world's merchant marinefleet. The opening of the new office hasadded a new dimension to IMO’s work onthe human element as it provides anopportunity for the Organization to not onlybecome more actively involved in providingassistance to the maritime administrations of

IMO opens Asian Regional Presence Office the countries in the region, but to focusparticularly on issues related to the lifebloodof the industry: the seafarers. IMO’s regionalpresence in East Asia will provide a key linkto a ready source of assistance andinformation to assist Member Governmentsin the region.

The inauguration of the Manila officefollows the successful establishment of threeregional presence offices in Africa: the IMOregional co-ordinators are located in Kenya,for Eastern and Southern Africa subregion;Ghana, for West and Central Africa(Anglophone) subregion; and Abidjan, forWest and Central Africa (Francophone) sub-region.

The regional presence programme is nowmoving into its second phase, involving theimplementation of programmes through theregional presence offices and/or regional

partners. At the same time, the capacity ofthe regional presence offices is beingstrengthened by additional resources such aslocally recruited programme assistantsand/or consultants to assist in theimplementation of IMO’s IntegratedTechnical Co-operation programme (ITCP).This follows the decision of IMO’s TechnicalCo-operation Committee to decentralize theimplementation of the ITCP through theregional co-ordinator scheme andpartnership arrangements with regionalorganizations and national governments andinstitutions.

The regional co-ordinators will beempowered to manage and executeprogrammes with full financial authority withthe administrative assistance of UnitedNations Development Programme (UNDP)country offices.

Ministers of 12 East Asian countriesadopted the Putrajaya Declaration of

Regional Cooperation for the SustainableDevelopment of the Seas of East Asia duringthe Ministerial Forum on the SustainableDevelopment of the Seas of East Asia, held inPutrajaya, Malaysia, last December. TheDeclaration’s adoption paves the way for astrategic regional approach in developing andmanaging coastal and marine resources inthe region.

The Ministerial Forum, at which EastAsia’s top-level policymakers discussed thestate of the region’s environment and naturalresources, the sustainable development ofcoasts and oceans, and agreed on a commonframework of actions for the East Asian Seasknown as the Sustainable DevelopmentStrategy for the Seas of East Asia (SDS-SEA),was part of the East Asian Seas Congress2003, co-organized by PEMSEA andDepartment of Environment Malaysia.

Through the Declaration, the twelvecountries – Brunei Darussalam, Cambodia,P.R. China, D.P.R. Korea, Indonesia, Japan,Malaysia, Philippines, R.O. Korea, Singapore,Thailand, and Vietnam - adopted the SDS-SEA, and firmly pledged to commit toregional cooperation and collaboration.

A document initiated and prepared byPEMSEA, in consultation with 12participating Governments and otherstakeholders of the Seas of East Asia, theSDS-SEA provides a common platform forregional cooperation and as a framework forpolicy and programme development and

New epoch opens for East Asian seas

implementation, at the national and locallevel. It also provides flexibility in that it willbe implemented on a voluntary basis, wheredeemed appropriate by each of the twelvecountries in the region.

The Declaration and the SDS-SEA issignificant in that it represents the firstregional implementation of the World Summitfor Sustainable Development (WSSD) in EastAsia. The adoption of the PutrajayaDeclaration was described as “an epoch-making event” by Hon. Hayao Hora, Japan’sVice-Minister for Transport and InternationalAffairs. Dr. Alfred Duda, Senior Adviser onInternational Waters to the UN GlobalEnvironment Facility, said “I know of noother region of the world with a similarroadmap for regional implementation of theWorld Summit targets toward sustainabledevelopment.”

The event was addressed by IMOSecretary-General Mr Efthimios E.

Mitropoulos, who told delegates that IMOwas very pleased to have taken theresponsibility as the executing agency of thePEMSEA Project, demonstrating itscommitment to the implementation ofAgenda 21 of the United Nations Conferenceon Environment and Development (UNCED).He added that IMO fully supports theintegrated approach to the management ofthe oceans and coastal zones and recognizesthe need to integrate maritime transportpolicy into ocean and coastal management.

A series of concurrent workshops wereorganised to support the event, including oneon maritime transport which was co-organized by IMO. It examined key issuesrelated to shipping, maritime transport andsafety as well as providing insight into theimplementation of related internationalenvironmental instruments at national andregional levels.

Secretary-General Mitropoulos with East Asian ministers in Malaysia.

www.imo.org. No.1 2004 IMO NEWS 2928 IMO NEWS No.1 2004 www.imo.org.

IMO at work

Issues raised by the Erika and Prestige oil tankerdisasters have been discussed at a meeting between

IMO directors and representatives from the JointInterregional West Coast Association (AssociationInterrégionale Ouest Littoral Solidaire) held at IMOheadquarters in October 2003.

IMO’s response to the incidents, and to subsequentproposals which had been put forward by certainMember States, were highlighted.

In particular, the following aspects were discussed:establishment of a Particularly Sensitive Sea Areaaround Western Europe, the rights of coastal States tointervene in the case of an incident which may involvepollution of the seas the issue of penalising the illegaldumping of oil and oily wastes from ships, and theestablishment of an international maritime criminalcourt.

The Malta-based IMO InternationalMaritime Law Institute (IMLI) and the

Nippon Foundation have launched a jointproject for “Advancement of a New LegalOrder on the World’s Oceans”.

The Project is to be administered be IMLIand is intended to contribute to thepromotion, adoption and effectiveimplementation and enforcement ofinternational maritime conventions adopted

under the aegis of theUnited Nations and of theIMO globally, particularlyby developing States; toprovide scholarships fordeserving candidates topursue studies ininternational maritime lawwithin the Master of Lawscourse offered at IMLI, andto encourage a greaterparticipation by developingStates in the majorinternational maritime lawconventions and legal

instruments, and in future developments inthis regard. This year a total of ninecandidates have been awarded the NipponFoundation Scholarship and shall thereforebe pursuing studies in international maritimelaw at the IMO International Maritime LawInstitute

It is expected that through this Projectdeveloping States will be able to participate ina meaningful manner in the harmonizationand unification of international maritime law,thereby providing the security and stabilitywhich is needed to protect the lives of men

and women who daily earn their living fromthe oceans.

The Nippon Foundation was founded in1962 as the Japan Shipbuilding IndustryFoundation, a private, non-profit organizationdevoted to promote shipping andshipbuilding, and to prevent marine hazards.It is a grant-making organization, buildingpartnerships with non-profit organizations,governmental and non-governmentalorganizations, and internationalorganizations.

The IMO International Maritime LawInstitute is a non profit-making internationalorganization that offers post-graduatetraining, studies and research facilities ininternational maritime law. The mainbeneficiaries of the Institute’s activities arelaw graduates, particularly from developingStates, who are intent in pursuing aspecialization in international maritime law.IMLI’s main objective is to train lawyers,particularly those from developing States, ininternational maritime law thereby enablingthem to implement and enforce theapplicable international maritime legalinstruments into their respective domesticlegal systems.PSC

techniqueshighlighted inFrancophoneseminar

A n IMO-funded seminar on technicalaspects of Port State inspections

for Maritime executives fromFrancophone African countries has beenheld in Casablanca, Morocco.

Maritime executives from Benin,Cameroon, Congo, Cote d’Ivoire,Djibouti, Gabon, Guinea, Comoros,Madagascar, the Democratic Republic ofCongo, Senegal, Togo and Moroccoparticipated in the seminar, which dealtwith techniques and procedures forconducting inspections on board foreignships calling at ports in African French-speaking countries.

Port State Control of ships allows thehost state to ensure that current securityand prevention standards are met, aswell as to determine whether the crewshave the required qualifications to fulfiltasks relating to ship operation

IMLI and Nippon Foundation seek “NewLegal Order” for world’s oceans

IMO at work

The prestigious International MaritimePrize for 2002 has been awarded to

Mr. Frank Wall of the United Kingdom.The International Maritime Prize isawarded annually by IMO to the individualor organization judged to have made themost significant contribution to the workand objectives of IMO. The 90th session ofthe IMO Council in June took the decisionto award the prize to Mr. Wall inrecognition of his long service to thecause of maritime safety and Mr Wallreceived the prize at a special ceremony inDecember at IMO’s London headquaters.

Mr. Wall is Head of Shipping Policy inthe United Kingdom’s Department forTransport and has a long association withIMO. Among several notable careerachievements, Mr. Wall was Chairman ofthe MSC’s Maritime Security WorkingGroup which developed in detail thecomprehensive package of measuresadopted by the Diplomatic Conference onMaritime Security at the end of 2002. Mr.Wall also chaired the Committee of theWhole at the Diplomatic Conferencewhich adopted the measures.

UK’s Frank Wall winsInternational Maritime Prize

WMUgraduationtotalnears 2000

More than 100 students from 42 differentcountries received their Master of

Science degrees from the World MaritimeUniversity during the annual graduationceremony in October last year. WMUChancellor and IMO Secretary-GeneralEmeritus Mr William O’Neil made thepresentations, in what is the 20th anniversaryof the WMU’s foundation. The ceremony alsosaw the award Professor Emeritus waspresented to Captain Charles Matthieu (USA)and Dr Ahmed Monsef (Egypt), who wereboth professors when the University openedin 1983.

The students graduating in 2003 broughtthe total of WMU graduates to almost 2,000from 142 countries around the world. Thegraduates take up senior positions asmanagers, administrators, policy advisers andeducators in the maritime field, and theirimpact on safety and marine pollution-prevention world-wide is growing every year.The University offers five Master of Scienceprogrammes in Maritime Safety andEnvironmental Protection, MaritimeAdministration, Port Management, ShippingManagement and Maritime Education &Training, as well as an extensive programmeof short-term Professional DevelopmentCourses.

The first students have also just started thenew PhD programme, developed incollaboration with the University of WalesSwansea in the UK, a recognised centre ofexcellence. Doctoral students will spend timeboth in Malmö and in Swansea, and will beable to take full advantage of the expertise ofboth institutions.

Aregional seminar on the “The role ofwomen in the maritime sector:

opportunities and challenges” was held inApia, Samoa, in October 2003, within theframework of the IMO’s ITCP GlobalProgramme.

The seminar broughttogether some 30 participantsfrom 14 Pacific Islandcountries, with speakers fromAustralia, Fiji, Samoa, and NewZealand. The working groupspresented recommendations onthe following issues:accessibility for women totraining in the wider maritimesector; accessibility for womento employment in the widermaritime sector; female rolemodels and decision makers inthe Pacific Island region; andwhat advocacy systems wouldassist women to further theirparticipation in the widermaritime sector.

The outcomes of the seminarinclude a resolution for “Strengthening therole of Pacific Island women in the maritimesector” and the decision to establish amaritime association for Pacific Islandwomen.

IMO seminar examines role ofwomen in shipping

French group raises Prestige/Erika issues with IMO

An IMLI Graduate from Vanuatu is introduced by IMLI Director ProfessorDavid Attard to Mr Mitsuyuki Unno of the Nippon Foundation

30 IMO NEWS No.1 2004 www.imo.org.

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