Front cover: Most people are already gearing up to resolve any potential problems resulting from the year 2000(Y2K) ``millenium bug'', which may affect computer systems and any equipment with an embedded microchip. Butanother potential problem could have serious implications for navigation: the Global Positioning System (GPS)``end-of-week (EOW) rollover problem'' on 21/22 August, 1999. The article on page 6 explains. (Photographcourtesy Port of Bangkok)

IMO appoints regionalco-ordinators in Africa

IMO has appointed two regional co-ordinators in Africa, in the first stage ofa pilot project to establish a modestfield presence in selected developingregions, with priority to Africa.

Mr. John Paul Muindi, a WorldMaritime University graduate, has beenappointed IMO Regional Co-ordinatorfor Eastern and Southern Africa sub-region. He will be based in Nairobi,Kenya. A Memorandum of Under-standing between IMO and the KenyanGovernment for the establishment ofIMO Regional Presence for TechnicalCo-operation in Eastern and SouthernAfrica subregion was signed in Nairobion 22 February 1999.

Mr. Ben Owusu-Mensah, also agraduate of the World Maritime Uni-versity, has been appointed IMO Re-gional Co-ordinator for West andCentral Africa (Anglophone) subregionand will be based in Accra, Ghana. AMemorandum of Understanding be-tween IMO and the Ghanaian Govern-ment was signed on 7 May 1999.

The establishment of a regionalpresence, in partnership with the hostStates and United Nations DevelopmentProgramme (UNDP) country offices, isintended to facilitate IMO's input intonational and regional development po-licies and to provide field-level partici-pation in the development andexecution of IMO's Integrated Techni-cal Co-operation Programme (ITCP).

Coà te d'Ivoire has offered to host theIMO regional presence for West andCentral Africa (Francophone) subre-gion and the Abidjan regional presenceis expected to be established before theend of 1999.

Regional co-ordinators are con-tracted by IMO and their duties includeidentifying maritime needs and prioritiesand planning, co-ordinating and ensur-ing the delivery of IMO's programme oftechnical assistance in their respectiveregions.

Dr. Bonaya Godana, Kenya's Minister for Foreign Affairs (seated, facing camera,centre right) signs the Memorandum of Understanding between IMO and the KenyanGovernment for the establishment of IMO Regional Presence for Technical Co-operation in Eastern and Southern Africa subregion with IMO's Director of TechnicalCo-operation, Mr. David Edwards (centre left, seated in blue chair) on 22 February1999. Standing is Mr. Alex Chepsiror, Legal Officer, Kenyan Ministry of Foreign Affairs.

(continued on back page)

Mr. Ben Owusu-Mensah, IMO Regional Co-ordinator for West and Central Africa(Anglophone) subregion (left) and Mr. John Paul Muindi, IMO Regional Co-ordinatorfor Eastern and Southern Africa subregion (right) on a visit to IMO headquarters inLondon. They are pictured with Mr. Juvenal Shiundu, Programme Officer, AfricaSection, IMO Technical Co-Operation Division (centre).

2

New bulk carrier regulationsenter into force on 1 July 1999

A new chapter of the InternationalConvention for the Safety of Life atSea (SOLAS), 1974, on bulk carriersafety, enters into force on 1 July 1999.A number of other amendments toSOLAS also enter into force on thesame day.

New chapter XII to SOLAS,``Additional Safety Measuresfor Bulk Carriers''

The regulations on bulk carrier safetywere adopted at a conference held inNovember 1997, which was the culmi-nation of several years work at IMOintended to address the rising numbersof bulk carriers being lost at sea ± oftenwith complete loss of crew on board ±during the early 1990s.

The requirements for bulk carriersare included in a new chapter XII ofSOLAS. They cover survivability andstructural requirements for dry bulkcarriers ± which carry products such asiron ore, grains and coal ± to preventthem from sinking if water enters theship for any reason. Existing shipswhich do not comply with the appro-priate requirements will have to bereinforced ± or they may have to limiteither the loading pattern of thecargoes they carry or move to carryinglighter cargoes, such as grain or timber.

The requirements arose from re-search by IMO Member States andindustry organizations. A study intobulk carrier survivability carried out bythe International Association of Clas-sification Societies (IACS), at therequest of IMO, found that if a shipis flooded in the forward hold, thebulkhead between the two foremostholds may not be able to withstand thepressure that results from the sloshingmixture of cargo and water, especiallyif the ship is loaded in alternate holdswith high-density cargoes (such as ironore). If the bulkhead between one holdand the next collapses, progressiveflooding could rapidly occur through-out the length of the ship and the vesselwould sink in a matter of minutes.

The IACS concluded that the mostvulnerable areas are the bulkheadbetween numbers one and two holdsat the forward end of the vessel and the

double bottom of the ship at thislocation. It proposed that particularattention should be paid to these areasduring special surveys of ships and,where necessary, reinforcements shouldbe carried out.

SOLAS chapter XII regulations

The regulations state that all new bulkcarriers of 150 metres or more in length(built after 1 July 1999) carryingcargoes with a density of 1000 kg/m3

and above should have sufficientstrength to withstand flooding of anyone cargo hold, taking into accountdynamic effects resulting from thepresence of water in the hold andtaking into account recommendationsadopted by IMO.

For existing ships (built before 1July 1999) carrying bulk cargoes with adensity of 1780 kg/m3 and above, thetransverse watertight bulkhead be-tween the two foremost cargo holdsand the double bottom of the foremostcargo hold should have sufficientstrength to withstand flooding andthe related dynamic effects in theforemost cargo hold.

Cargoes with a density of 1780 kg/m3

and above include iron ore, pig iron,steel, bauxite and cement. Less densecargoes, but with a density of more than

1000 kg/m3, include grains such as wheatand rice, and timber.

Chapter XII allows surveyors totake into account restrictions on thecargo carried when considering theneed for, and the extent of, strengthen-ing of the transverse watertight bulk-head or double bottom. Whenrestrictions on cargoes are imposed,the bulk carrier should be permanentlymarked with a solid triangle on its sideshell.

The date of application of chapterXII to existing bulk carriers depends ontheir age. Bulk carriers which are 20years old and over on 1 July 1999 willhave to comply by the date of the firstintermediate or periodical survey afterthat date, whichever is sooner. Bulkcarriers aged 15±20 years must complyby the first periodical survey after 1 July1999, but not later than 1 July 2002.Bulk carriers less than 15 years old mustcomply by the date of the first periodicalsurvey after the ship reaches 15 years ofage, but not later than the date on whichthe ship reaches 17 years of age.

Bulk carrier safety background

Modern bulk carriers, often describedas the workhorses of maritime trade,can be traced back to the 1950s whenshipyards began building ships designed

A bulk carrier at Fos, France. (Photograph by J.P. Jauffret, courtesy Port Autonomede Marseille)

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4

specifically for carrying non-packedcommodities such as grains or ores.

IMO has been concerned with thesafety of these ships since it first met in1959. The 1960 SOLAS Convention ±later replaced by SOLAS 1974 ±included a chapter devoted to thecarriage of grain, while a Code of SafePractice for Solid Bulk Cargoes (BCCode) was adopted in 1965. Over theyears, IMO has amended sections ofthe SOLAS Convention applicable tobulk carriers to keep it up to date,revised the BC Code and adopted theInternational Code for the Safe Car-riage of Grain in Bulk (InternationalGrain Code), which was subsequentlymade mandatory under SOLAS.

But a dramatic increase in losses ofbulk carriers in the early 1990s raisedalarm bells at IMO. Many of the shipsthat were involved suffered severestructural damage and sometimesliterally broke in two, often with heavyloss of life. In 1990, 20 bulk carrierswere lost with 94 fatalities, and 24bulk carriers were lost in 1991 with154 lives.

As a result, in 1991 the Assembly ofIMO adopted an interim resolution,proposed by the Secretary-General,Mr. William A. O'Neil, to improvebulk carrier safety, concentrating onpaying attention to the structuralintegrity and seaworthiness of shipsand ensuring that the loading andcarrying of cargo would not causeundue stresses. The casualty rate im-proved after this, but in 1994 was againcausing concern. On the recommenda-tion of Mr. O'Neil, IMO thereforeestablished a correspondence group toconsider the whole issue of bulk carriersafety and make proposals for changesin existing conventions concerning thestructure and operation of bulk car-riers.

Current work on bulkcarrier safety

IMO is currently reviewing whetherfurther measures will be needed toenhance bulk carrier safety, followingthe publication of the United Kingdomreport into the sinking of the bulkcarrier Derbyshire in 1980, with the lossof all on board.

The report was presented to theMaritime Safety Committee (MSC) inMay 1998 by the United Kingdom and

contains further recommendations re-lating to the design and construction ofbulk carriers. Issues under considera-tion by the MSC and its Sub-Commit-tees include:

.1 strength of hatch covers andcoamings;

.2 freeboard and bow height;

.3 reserve buoyancy at fore end,including forecastles;

.4 structural means to reduce loadson hatch covers and forwardstructure; and

.5 foredeck and fore end access.

Vessel Traffic Services (VTS)

Regulation 8-2 of SOLAS chapter V(Safety of Navigation) on VesselTraffic Services (VTS), adopted in June1997, enters into force on 1 July 1999.

Vessel Traffic Services are trafficmanagement systems, for examplethose used in busy straits.

The regulation sets out when VTScan be implemented. It says that theyshould be designed to contribute to thesafety of life at sea, safety andefficiency of navigation and the protec-tion of the marine environment, ad-jacent shore areas, worksites andoffshore installations from possibleadverse effects of maritime traffic.

Governments may establish VTSwhen, in their opinion, the volume oftraffic or the degree of risk justifiessuch services, but no VTS shouldprejudice the ``rights and duties ofgovernments under international law''and a VTS may only be mademandatory in sea areas within a State'sterritorial waters.

Stability requirementsfor passenger ships

In SOLAS chapter II-1, concerningsubdivision and damage stability re-quirements, regulation 8.3 on ``Specialrequirements for passenger ships, otherthan ro±ro passenger ships, carrying400 persons or more'' enters into forceon 1 July 1999. The special require-ments of the regulation, which wasadopted in 1997, are aimed at ensuringthat a ship carrying 400 persons ormore can survive without capsizingwith two main compartments floodedfollowing damage.

Escape routes on ro±ropassenger ships

SOLAS regulation II-2/28.3 coversescape routes on ro±ro passenger shipsconstructed after 1 July 1999. Itrequires escape routes to be evaluatedby an evacuation analysis early in thedesign process, aimed at identifyingand eliminating congestion which maydevelop if a ship has to be evacuated.The analysis should also demonstratethat escape arrangements are suffi-ciently flexible to allow for the possi-bility that certain escape routes maynot be available due to a casualty.

The regulation was adopted inNovember 1995 as part of a packageof amendments adopted following theEstonia ferry disaster of September1994.

Decision-support systemfor passenger ships

SOLAS regulation III/29 requires allpassenger ships built before 1 July 1997to provide a ``decision-support system''for emergency management on thenavigation bridge not later than thefirst periodical survey after 1 July 1999.(This regulation came into effect fornew ships on 1 July 1997.) Thedecision-support system requires, as aminimum, a printed emergency plan orplans covering foreseeable emergencysituations, including fire, damage toship, pollution and unlawful acts.

This regulation was also adopted inNovember 1995 as part of a package ofamendments adopted following theEstonia ferry disaster of September1994.

Helicopter landing areas

Under the November 1995 SOLASamendments which entered into forceon 1 July 1997, regulation 28 of chapterIII requires passenger ships of 130metres in length and over built after1 July 1999 to be fitted with ahelicopter landing area.

However, the Maritime Safety Com-mittee (MSC) is currently reviewingthis requirement.

(Ro±ro passenger ships had toprovide a helicopter pick-up area from1 July 1997 or have one fitted not laterthan the first periodical survey after1 July 1997.)

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Gearing up for Y2Kand the GPS rollover problem

The turn of the century is less thanone year away and most people arealready gearing up to resolve anypotential problems resulting from theYear 2000 (Y2K) problem. But fourmonths before the millennium, shipoperators, owners and Administra-tions must address another potentialproblem which could have seriousimplications for navigation: the Glo-bal Positioning System (GPS) ``end-of-week (EOW) rollover problem'' on21/22 August 1999.

The change from 1999 to 2000 mightaffect all computers and also anydevice with embedded microchips inwhich timing is used ± either as ahardware timer unable to handle morethan two digits for a year (00 to 99) orprogrammed to use that kind of timeinformation.

The other key date is 21/22 August1999, when the GPS may experiencethe ``end-of-week (EOW) rollover pro-blem''. This stems from the fact thatwhen GPS was developed it was givena range of 0 to 1023 weeks, beginning 6January 1980. Week 1024 begins at00:00:00 Sunday 22 August 1999, atwhich point some GPS receivers maynot recognize the date.

This article explains the year 2000and GPS rollover problems, and out-lines the guidance available to themaritime industry and Administrationsto address the issue.

IMO's advice and guidance

The Maritime Safety Committee, atits sixty-eighth session (28 May to6 June 1997), approved MSC/Circ.804, on Impact of the Year 2000 onsoftware systems. The circular wasdrafted by the Sub-Committee onRadiocommunications and Searchand Rescue (COMSAR), at itssecond session (27 to 31 January1997), following a proposal by theUnited Kingdom to prepare acircular on the impact of the Year2000 on software systems.

At its sixty-ninth session (11 to20 May 1998), the MSC approvedMSC/Circ. 868, on Addressing theYear 2000 problem, intended to am-plify and expand on MSC/Circ. 804 totake account of the wider concerns onthe potential failure of informationtechnology systems prior to, on orafter 1 January 2000. Problems to theproper functioning of important elec-tronic devices, such as navigationalreceivers and control systems for themain engine plant of ships, werematters of primary concern.

In December 1998, the MSC, at itsseventieth session (7 to 11 December1998), approved MSC/Circ. 894, onAddressing the Year 2000 problem:Co-operation within mandatory shipreporting systems, following consid-eration of a submission by Indonesia,Malaysia and Singapore proposingamendments to the mandatory ship

reporting system ``In the Straits ofMalacca and Singapore'' to includeYear 2000 compliance information inthe designator ``Q'' (relating to de-fects/damage/deficiencies/other lim-itations) in the format of thereporting messages that are requiredto be sent by ships to the coastalStates concerned.

The Committee noted that therewas no provision in the Guidelinesand criteria for ship reporting systems(resolution MSC.43(64)) for incorpor-ating temporary matters, but recom-mended that local notices to marinersbe promulgated to request ships toreport the status of their Year 2000readiness.

Other organizations/Administrations

A number of maritime Administra-tions and maritime industry organi-zations have initiated actions andissued guidance on how to deal withthe Year 2000 problem and the GPS``rollover'' at midnight 21/22 August1999. Some examples are listedbelow:

. The Maritime and CoastguardAgency (MCA) in the UnitedKingdom has issued MarineGuidance Note MGN41(M+F)on Marine Electronic Systemsand the Year 2000 Problem (it isalso attached to IMO MSC/Circ. 868), containing informa-tion on embedded systems, theeffect of Year 2000 non-com-pliance, the GPS problem andprecautionary measures.

. The Australian Maritime SafetyAuthority (AMSA) has issued aMarine Notice 1/1998 on Man-agement of Computer Systems,containing a brief description ofthe Year 2000 problem andbringing to the attention ofshipmasters the actions AMSAis expecting them to take.

. The International Associationof Classification Societies(IACS) has issued a press

Key dates that may cause problems

21/22 August 1999 GPS rollover

9 September 1999 9/9/99 may be a key figure in some systems,perhaps triggering a return to 0000

1 October 1999 01/10 may be a key figure in some systems

1 January 2000 Millennium changeover

29 February 2000 Systems need to be geared up for the leap year

1 March 2000 Related to the potential leap-year problem

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release, dated 16 December1998, on the IACS statement onYear 2000 compliance; itrecommends steps to be inclu-ded in a vessel owner's com-pliance programme and attachesdocument DISC PD2000-1:1998, on a definition of Year2000 conformity requirements,issued by the British StandardsInstitution (BSI).

. Nippon Kaiji Kyokai (Class NK)in Japan has issued NK TechnicalInformation Nos. 277, 278 and279, providing backgroundinformation on the Year 2000and GPS week rollover problemsand information on the results ofsurvey questionnaires sent out tomanufacturers, respectively.

. Lloyd's Register issued, inNovember 1998, Guidelines forYear 2000 Projects: A guide tosolving the problems associatedwith ships and the millenniumbug.

. The International Chamber ofShipping (ICS) has issued anumber of circulars drawingattention to various issues asso-ciated with the Year 2000 pro-blem and also containing anoperations checklist for ships ±contingency planning.

. The International Group of P&IClubs has held a series of con-ferences on the Year 2000 pro-blem and has developed theShip2000 Toolkit.

. The Norwegian Maritime Y2KCommittee, representing theNorwegian Shipowners' Associa-tion, Det Norske Veritas, theCentral Union of Marine Under-writers, Storebrand, the Federa-tion of Norwegian EngineeringIndustries and the MaritimeForum, has issued the Millen-nium Project Guide for the Ship-ping Industry. This project guidefocuses on the technical systemson ships; it contains guidelines onhow to structure the process andprovides lists of shipborne equip-ment and systems.

. The Rotterdam Municipal PortManagement announced on 26January 1999 that it wantedshipping lines and charterers tosign a declaration that their sea-going ships using the port duringthe turn of the century are mil-lennium-ready. They would be

The GPS end-of-week (EOW)rollover problem

The Global Positioning System (GPS) Standard Positioning Service(SPS) is a space-based three-dimensional positioning, velocity and timesystem which is operated by the United States Air Force.

The atomic clocks in the GPS satellites were set with base dates inJanuary 1980 and the indicator for the week was set at a maximum of1023. This is because GPS receivers use a 10-bit field to store theweek number (210 = 1024). On 21/22 August 1999, the atomicclocks will reset themselves to week 0. GPS receivers, navigationequipment and timekeeping equipment which has not been properlyprogrammed to deal with this change may experience problems whenthe week counter is reset ± but it is not clear how serious theseproblems will be.

More recent equipment (post-1994) is more likely to be pre-programmed to deal with the potential problem than older equipment.

If the software in the GPS receiver is not programmed to deal withthe rollover problem, then the receiver will internally interpret the newweek 0 as 6 January 1980. It might then stop tracking any satelliteand the systems might not perform correctly.

GPS receivers are used for navigation on ships and also incommunications systems to synchronize the timing or the frequencyof systems and in timekeeping equipment where accuracy of timing isimportant.

The Year 2000 problemThe Year 2000 problem, or Y2K, is the term used to describe thepotential failure of information technology systems prior to, on or after1 January 2000. The potential exists because of the widespreadpractice of using two digits, not four, to represent the year in computerdatabases, software applications and hardware chips. Difficulty willarise in the Y2K when that year is ``00'' and machines will be unable todifferentiate it from the year 1900. As a result, microchip-basedsystems may function incorrectly, or not at all.

The problem affects computers in the office and throughout eachship in a wide variety of devices with embedded microchips. The issuemay be as simple as a timer or a GPS receiver or as sophisticated asthe monitoring and control system for the main engine plant. Allparties must assess the extent of the problem in their operations,prioritize affected units/systems and decide on the correct action.Depending on the system, equipment or software involved, the correctaction may be to repair, replace or scrap.

Education of the nature and extent of the problem is critical incorrecting it. The problem does not reside merely in mainframe orpersonal computer systems. It also affects programs embedded in anymicrochip-based system. One of the first steps in addressing theproblem is to conduct an inventory of equipment that may be affected.It should be ensured that all new software and hardware are Year2000 compliant. Failure to identify and correct systems that could beaffected by the Y2K problem could result in a more serious safetyproblem, such as unexpected shutdown of the main engines and ship'snavigation systems resulting in a collision or grounding of the ship.

Ref: MSC Circ. 868.

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asked to fill in a questionnaireconcerning three specific aspects:the nautical equipment of theship, the cargo facilities and theequipment related to the safety ofthe ship, for this purpose. Theterm ``millennium-ready'' means,in this context, that it has beenascertained that the equipmentcontains no electronic compo-nents or that the shipping line hasdeclared that the equipment willcause no date-related problems,and that a contingency plan isavailable in the unlikely event ofthe equipment nevertheless caus-ing date problems. The PortManagement would, in principle,carry out random checks on 10%of the forms received to seewhether they have been filled intruthfully.

. Upon the initiative of the UnitedStates Coast Guard and theUnited Kingdom Maritime andCoastguard Agency, a meetingwas held at the Headquarters ofIMO on 3 and 4 March 1999 toconsider issues relating to theYear 2000 (Y2K) problem, towhich representatives of non-governmental industry organiza-tions were invited. The meetingagreed to two documents: ``TheYear 2000 Code of Good Prac-tice'' and ``Key Elements of Y2KContingency Plans for Ships,Ports and Terminals''. Thedocuments have been circulatedby IMO (Circular LetterNo. 2121).

Some Internet websitesAmong the many Internet websites addressing Year 2000/GPS rollover, the following may be of particularinterest to the maritime community:

http://www.imo.org/imo/y2k/y2kgps2.htm IMO (Year 2000)

http://www.uscg.mil/hq/g-m/y2k.htm United States Coast Guard (Year 2000)

http://www.navcen.uscg.mil/gps/geninfo/y2k/gpsweek.htm United States Coast Guard (GPS)

http://www.amsa.gov.au/ns/dgps/eow.htm Australian Maritime Safety Authority (GPS)

http://www.ship2000.com International Chamber of Shipping andothers (Year 2000. Contains many links toother internet websites)

http://www.inmarsat.org/year2000/ Inmarsat

http://www.sperry-marine.com/ Litton Marine Systems

http://www.classnk.or.jp Nippon Kaiji Kyokai (Class NK)

Ships and ports alike must be sure that all systems which may experienceproblems are geared up for the crucial dates in 1999 and 2000. (Photographcourtesy Port of Bilbao)

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Harmonized system of ship survey andcertification to enter into force in 2000

A harmonized system of survey andcertification covering internationalshipping regulations will enter intoforce on 3 February 2000.

The system will cover survey andcertification requirements of the Inter-national Convention for the Safety ofLife at Sea (SOLAS), 1974, the Inter-national Convention on Load Lines(LL), 1966 and the International Con-vention for the Prevention of Pollutionfrom Ships, 1973, as modified by theProtocol of 1978 relating thereto(MARPOL 73/78), as well as theInternational Code for the Construc-tion and Equipment of Ships CarryingDangerous Chemicals in Bulk (IBCCode), the Code for the Constructionand Equipment of Ships CarryingDangerous Chemicals in Bulk (BCHCode) and the International GasCarrier (IGC) Code.

All of these instruments require theissuing of certificates to show thatrequirements have been met, and thishas to be done by means of a surveywhich can involve the ship being out ofservice for several days. The harmo-nized system will alleviate the problemscaused by survey dates and intervalsbetween surveys which do not coincide,so that a ship should no longer have togo into port or repair yard for a surveyrequired by one convention shortlyafter doing the same thing in connec-tion with another instrument.

Harmonized systemadopted in 1988

The harmonized system of survey andcertification for the Load Lines andSOLAS Conventions was adopted byIMO at an International Conference onthe Harmonized System of Survey andCertification held in 1988 ± which itselfhad its origins in the 1978 Conferenceon Tanker Safety and Pollution Pre-vention which recognized the difficul-t ies caused by the survey andcertification requirements of SOLAS,the Load Lines Convention and MAR-POL 73/78. The 1978 Conference calledupon IMO to develop a harmonizedsystem which would enable the surveysto be carried out at the same time.

The 1988 Conference adopted pro-tocols to the SOLAS and Load LinesConventions to introduce the harmo-nized system. Both Conventions re-quired explicit acceptance of the 1988Protocols by a specified number ofStates ± 15 States with a combinedmerchant shipping fleet of not less than50% of world merchant shippingtonnage ± for the system to enter intoforce.

The conditions for entry into forceof the 1988 SOLAS and Load LinesProtocols were met on 2 February1999, when the Bahamas depositedinstruments of accession to both in-struments with IMO. Malta also re-cently acceded to the 1988 Protocols.Both Protocols each have 32 StatesParties. The Load Lines Protocol has32 States Parties, with 54.29% of worldmerchant shipping tonnage. The 1988SOLAS Protocol has 32 States Parties,with 54.31% of world merchant ship-ping tonnage.

In terms of MARPOL 73/78, theConvention allowed for amendmentsto the certification and survey require-ments to be accepted by a procedureknown as ``tacit acceptance'', meaningthat amendments enter into force on aspecified date unless sufficient objec-tions are received. As a result, MAR-POL 73/78 was amended on 16 March1990 to introduce the harmonized

system of survey and certification, withthe proviso that the amendments enterinto force at the same time as the entry-into-force date of the 1988 SOLASProtocol and the 1988 Load LinesProtocol.

The harmonized system

In practice, many Administrations andclassification societies already operatea form of harmonized survey andcertification. Moreover, a resolutionadopted by the IMO Assembly in1991, and amended in 1993 (resolutionA.718(17), as modified by resolutionA.745(18)), allowed for Governmentswhich had ratified the SOLAS and LL1988 Protocols to implement the har-monized system ahead of the entry-into-force date of the Protocols.

The harmonized system providesfor:

. a one-year standard intervalbetween surveys, based on initial,annual, intermediate, periodicaland renewal surveys as appro-priate;

. a scheme for providing thenecessary flexibility for theexecution of each survey, with theprovision that the renewal surveymay be completed within threemonths before the expiry date ofthe existing certificate with noloss of its period of validity;

Types of survey

Initial survey ± A complete inspection of all items relating to the particularcertificate before the ship is put into service to ensure they are in asatisfactory condition and fit for the service for which the ship is intended.

Periodical survey ± Inspection of the items relating to the particularcertificate to ensure that they are in a satisfactory condition and fit for theservice for which the ship is intended.

Renewal survey ± As per periodical survey, but leads to the issue of a newcertificate.

Intermediate survey ± Inspection of specified items.

Annual survey ± General inspection of the items relating to the particularcertificate to ensure that they have been maintained and remainsatisfactory for the service for which the ship is intended.

Additional survey ± Inspection, either general or partial according to thecircumstances, to be made after a repair resulting from casualtyinvestigations or whenever any important repairs or renewals are made.

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. a maximum period of validity offive years for all certificates forcargo ships;

. a maximum period of validity of12 months for the Passenger ShipSafety Certificate;

. a system for the extension ofcertificates limited to threemonths to enable a ship to com-plete its voyage (or one month forships engaged on short voyages);

. when an extension has beengranted, the period of validity ofthe new certificate is to start fromthe expiry date of the existingcertificate before its extension.

The main changes to the SOLASand Load Lines Conventions are thatannual inspections have been mademandatory for cargo ships and un-scheduled inspections have been dis-continued. Other changes refer tosurvey intervals and requirements.

In practice, many flag States havealready implemented a harmonizedsystem of surveys and certification.

Tacit acceptance inLL Convention

The Load Lines Protocol will alsointroduce the ``tacit acceptance''amendment procedure into the LoadLines Convention. At present, amend-ments enter into force after they havebeen positively accepted by two thirdsof Parties, but the procedure has provedto be so slow in practice that none of theamendments adopted to the Conventionhas ever entered into force.

Under tacit acceptance, amend-ments enter into force on a date chosenat the time of adoption, unless they arerejected by one third of Parties or byParties the combined merchant fleets ofwhich represent 50% of gross tonnageof all the world's merchant fleets.

The tacit acceptance procedure willenable changes to the Convention, asmodified by the Protocol, to enter intoforce within two years (or less, in certaincases). This is important because theConvention is currently being revised byIMO. Further changes are also expectedto be made affecting bulk carriers as aresult of a report published last year onthe sinking of the bulk carrier Derby-shire in September 1980 with the loss ofmore than 40 lives. This was presentedto the Maritime Safety Committee inMay 1998 by the United Kingdom andcontains further recommendations relat-ing to the design and construction of

bulk carriers. The matters to be con-sidered include:

.1 strength of hatch covers andcoamings;

.2 freeboard and bow height;

.3 reserve buoyancy at fore end,including forecastles;

.4 structural means to reduce loadson hatch covers and forwardstructure; and

.5 foredeck and fore end access.These issues will be considered in

the context of the ongoing review ofthe 1966 Load Lines Convention.

The Sub-Committee on Stabilityand Load Lines and on Fishing VesselsSafety (SLF) agreed at its recent 42ndsession (8±12 February 1999) to estab-

lish a correspondence group to preparea draft text of new amendments to the1966 LL Convention, as well as to lookat what action may be needed asregards bulk carrier safety and anumber of other issues. The Sub-Committee agreed that it has beenclearly demonstrated that current LLConvention standards may be inade-quate with respect to wave loads andpermissible strengths of hatch coversfor bulk carriers and other ship types.

The correspondence group will pre-pare a report for submission to the nextSub-Committee session, scheduled forSeptember 2000, for further considera-tion.

List of certificates required on board ship relating tothe harmonized system of survey and certification

(some depend on the type of ship)

Passenger Ship Safety Certificate, including Record of EquipmentCargo Ship Safety Construction CertificateCargo Ship Safety Equipment Certificate, including Record

of EquipmentCargo Ship Safety Radio Certificate, including Record of EquipmentCargo Ship Safety Certificate, including Record of EquipmentInternational Load Line CertificateInternational Load Line Exemption CertificateInternational Oil Pollution Prevention CertificateInternational Certificate of Fitness for the Carriage of Dangerous

Chemicals in BulkInternational Certificate of Fitness for the Carriage of Liquefied Gases

in BulkCertificate of Fitness for the Carriage of Dangerous Chemicals

in BulkInternational Pollution Prevention Certificate for the Carriage

of Noxious Liquid Substances in Bulk

Load Lines on the side of a ship. The 1966 Load Lines Convention, which regulatesthe form of the marks and where they are placed, is currently being revised.

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Combating piracy and armedrobbery against ships ± call

for international codeGovernments need to intensify theirefforts to combat piracy and armedrobbery against ships, and IMO shouldconsider developing an internationalcode for the investigation of piracy andarmed robbery against ships andrecommending an appropriate punish-ment for the crime.

These were the conclusions reachedat the first of a series of regionalseminars, organized by IMO, to discussthe prevention and suppression of piracyand armed robbery against ships.

The most recent seminar and work-shop took place in Singapore, for theSouth-East Asia region, in February1999. In October 1998, a seminar andworkshop on piracy and armed rob-bery against ships for the Latin Amer-ican and Wider Caribbean region wasconducted in Brasilia.

At both seminars, participatingStates agreed that piracy and armedrobbery against ships represent aserious and growing problem and maypose a threat to the safety of life at seaand the marine environment.

A third regional seminar and work-shop is being planned for the WestAfrican region for the second half of1999; and, subject to the availability offunds, a regional seminar and work-shop for the Indian Ocean region isenvisaged during the year.

Proposed international code

The Brasilia and Singapore seminarsadopted similar resolutions calling forIMO's Maritime Safety Committee(MSC) ± which next meets for its 71stsession 19±28 May 1999 ± to recom-mend that the IMO Legal Committeeconsider developing an internationalcode for the investigation of piracy andarmed robbery against ships andrecommending an appropriate punish-ment for the crime.

The resolutions note that the fightagainst piracy and armed robberyagainst ships is, in some cases, ham-pered by the absence of effectiveprocedures in some countries for in-vestigating reported cases of piracycommitted on the high seas.

In other cases, where arrests havebeen made, some countries do not havein place the legislative frameworknecessary to adequately punish crim-inals convicted of piracy. There is alsoa need to harmonize, at an interna-tional level, procedures for exercisingjurisdiction for investigating reportedcases of piracy and armed robberyagainst ships and the punishment orextradition of suspects of such crimes.

Review of piracy circulars

The seminars reviewed circulars issuedby IMO aimed at dealing with piracyand armed robbery against ships,which were adopted in 1993, andproposed changes to update the circu-lars and make the guidelines morecomprehensive. These proposedchanges will be put forward to theMSC. The circulars concerned are:

. MSC/Circ.622: Recommenda-tions to Governments for com-batting piracy and armed robberyagainst ships, which analyses thetypes of attacks encountered byships in different parts of theworld and suggests possiblecounter-measures that could beemployed by Rescue Co-ordina-tion Centres and security forces.

. MSC/Circ.623: Guidance toshipowners and ship operators,shipmasters and crews on pre-venting and suppressing acts ofpiracy and armed robbery againstships, which contains advice onmeasures that could be taken onboard to prevent attacks or, whenthey occur, to minimize the dan-ger to the crew and ship.

Piracy missions

In addition to the piracy seminars,IMO has organized missions of expertsto certain countries for the purpose ofincreasing awareness of the problem ofpiracy and armed robbery againstships, impressing on those countriesthe need for action and also motivatingpolitical will to act at national andregional levels.

The first mission took place inOctober 1998 when the IMO team,

consisting of representatives of theGovernments of Australia, the UnitedKingdom and the United States, ob-servers from the International Cham-ber of Shipping and InternationalShipping Federation (ICS/ISF) andthe International Transport Workers'Federation (ITF/ICFTU) and IMOstaff members, visited Manila, KualaLumpur and Jakarta.

A similar mission was undertaken tothe ports of Santos and Rio de Janeiroin Brazil in October 1998.

A third mission, followed by aregional seminar and workshop, isscheduled to take place in West Africain the second half of 1999.

Piracy statistics

The number of acts of piracy andarmed robbery against ships reportedto IMO in 1998 was 210, a decrease of42 (17%) over the figure for 1997.

The areas most affected in 1998 (i.e.,five incidents reported or more) were theFar East, in particular the South ChinaSea and the Malacca Strait, SouthAmerica and the Caribbean, the IndianOcean and West and East Africa.

Compared to 1997, the number ofincidents reported to have occurreddecreased from 8 to 6 in the MalaccaStrait, from 101 to 94 in the SouthChina Sea, from 45 to 38 in SouthAmerica and the Caribbean, from 41 to25 in the Indian Ocean, from 11 to 2 inthe Mediterranean and Black Seas andfrom 30 to 22 in West Africa, butincreased from 11 to 19 in East Africa.

Most of the attacks world-wide werereported in territorial waters while theships were at anchor or berthed. Inmany of the reports received, the crewswere violently attacked by groups ofone to five people carrying guns.

A total of 51 crew members of theships involved were killed and 31wounded during the reported incidents.On two occasions, pirates used falsedistress signals to deceive their victims.

The total number of incidents ofpiracy and armed robbery againstships, reported to have occurred from1984 to the end of February 1999, was1,395.

11

Amendments to make IMDG Code mandatory agreedThe Sub-Committee agreed on proce-dures to make the International Mar-itime Dangerous Goods (IMDG) Code± or certain parts of it ± mandatory.The meeting agreed draft amendmentsto make the Code mandatory under theInternational Convention for theSafety of Life at Sea (SOLAS) chapterVII (Carriage of Dangerous Goods)and the International Convention forthe Prevention of Pollution from Ships,1973, as modified by the Protocol of1978 (MARPOL 73/78), Annex III(Regulations for the Prevention ofPollution by Harmful Substances inPackaged Form).

The IMDG Code was originallyadopted by the fourth IMO Assemblyin 1965. Under SOLAS chapter VII, theInternational Bulk Chemical Code (IBCCode) and the International Gas CarrierCode (IGC Code) are mandatory, andare referred to in the regulations of thechapter, but the IMDG Code is onlyreferred to in a footnote.

In MARPOL Annex III ``Regula-tions for the Prevention of Pollution byHarmful Substances Carried by Sea inPackaged Form'', the IMDG Code isreferred to, but is not mandatory.

The draft amendments to SOLASand MARPOL will be put to theMaritime Safety Committee (MSC) inMay 1999 and to the Marine Environ-ment Protection Committee (MEPC)in June/July 1999 for approval. Theaim is for the amendments to beadopted in time to make the IMDGCode mandatory by 1 January 2002 atthe earliest. There is still some debateas to which sections should be manda-tory and which should remain asrecommendations.

Reformatting of IMDG Code

The Sub-Committee reviewed progressin the development of ``Amendment30'' to the IMDG Code. Amendment30 involves the complete reformattingof the IMDG Code, with the aim ofmaking it more user-friendly andunderstandable. The proposed text ofthe reformatted IMDG Code includesseven sections:

.1 General Provisions and Defini-tions (Part 1);

.2 Classification (Part 2);

.3 Dangerous Goods List (DGL)and Limited Quantities Excep-tions (Part 3);

.4 Use of Packagings, IntermediateBulk Containers and Tanks(Part 4);

.5 Consignment Procedures (Part 5);

.6 Construction and Testing ofPackagings, Intermediate BulkContainers (IBCs), PortableTanks and Road Tank Vehicles(Part 6); and

.7 Requirements ConcerningTransport Operations (Part 7).

The DSC Editorial and TechnicalGroup has been working on developingthe revised and reformatted IMDGCode, but several sections still need tobe finalized before they can be approvedand adopted by the MSC. The Sub-Committee proposed that the finalizeddraft could be approved by the nextsession of the Sub-Committee, DSC 5, inFebruary 2000, and the finalized versionbe adopted by the MSC's 72nd session inMay 2000. Amendment 30 (the refor-matted IMDG Code) could then enterinto force on 1 January 2001, with a 12-month implementation period ending 31December 2001 ± after which date theCode is expected to become mandatory.

Draft circular on bulk cargodensity agreed

The Sub-Committee agreed, for ap-proval by MSC 71 in May 1999, a draftMSC circular on uniform method ofmeasurement of the density of bulkcargoes, which aims to provide auniform method of measurement ofthe density of bulk cargoes in com-pliance with the requirements con-tained in SOLAS chapter XII (BulkCarrier Safety) which was adopted inNovember 1997 and enters into forceon 1 July 1999.

Regulation XII/10 states that ``Priorto loading bulk cargo on a bulk carrier,the shipper shall declare the density ofthe cargo'' and requires (as interpretedby resolution MSC.79(70)) that, forspecified bulk carriers, ``unless such bulkcarriers comply with all the relevantrequirements of this chapter applicableto the carriage of solid bulk cargoeshaving a density of 1780 kg/m3 andabove, any cargo declared to have adensity within the range 1250 kg/m3 to1780 kg/m3 shall have its density verifiedby an accredited testing organization.''

Review of the BC Code

The Sub-Committee began work on acomplete revision of the Code of SafePractice for Solid Bulk Cargoes (BCCode) and will continue the work inter-sessionally, including consideration of:

± amendments to the technicalnames of the materials used inappendices A, B and C;

± development of new proceduresfor evaluating liquefaction ofsolid bulk materials; and

± adequacy of ventilation require-ments for ships carrying danger-ous goods in SOLAS chapter II-2(Construction ± Fire protection,fire detection and fire extinction)

vis-aÁ -vis the provisions of the BCCode.

The BC Code was first adopted in1965 and its primary aim is to promotesafe stowage and shipment by:(1) highlighting the dangers asso-

ciated with the shipment ofcertain types of bulk cargoes;

(2) giving guidance on the proce-dures to be adopted when theshipment of bulk cargoes iscontemplated;

(3) listing typical materials currentlyshipped in bulk, together withadvice on their properties, hand-ling, etc.; and

(4) describing test procedures to beemployed to determine variouscharacteristics of the materials tobe carried.

The BC Code deals with three basictypes of cargoes:

± those cargoes which may liquefy(appendix A);

± materials possessing chemicalhazards (appendix B); and

± other materials not falling withinthese two categories (appendix C).

Mandatory application ofthe INF Code

The Sub-Committee finalized amend-ments to the Code for the SafeCarriage of Irradiated Nuclear Fuel,Plutonium and High-Level Radioac-tive Wastes in Flasks on board Ships(INF Code) aiming at making itmandatory as of 1 January 2001. Theamendments, together with proposedamendments to SOLAS chapter VII,will be put forward for adoption by theMSC at its 71st session in May 1999.

12

SUB-COMMITTEE ON DANGEROUS GOODS, SOLID CARGOES AND CONTAINERS (DSC)4TH SESSION: 22±26 FEBRUARY 1999

Anti-fouling systems ± movingtowards the non-toxic solution

Ships travel faster through water andconsume less fuel when their hulls areclean and smooth ± free from foulingorganisms, such as barnacles, algae ormolluscs. In the early days of sailingships, lime and later arsenical andmercurial compounds and the pesticideDDT were used to coat ships' hulls toact as anti-fouling systems, and by the1970s most ships' hulls were coatedwith paints containing organotins, inparticular the organotin compoundtributyltin (TBT).

Tributyltin ± used as a fungicide,bactericide, insecticide and wood pre-servative ± is known to be harmful to arange of aquatic organisms, includingmicroalgae, molluscs and crustaceans,fish and some invertebrates.

As a biocide in anti-fouling paint, itproved extremely effective at keepingthe hulls of ships and boats smoothand clean. And when it was introducedinto anti-fouling paints, it was consid-ered less harmful than the biocides thatwere used in anti-fouling systems at thetime: such as DDT and arsenic.

As a biocide, TBT needed to betoxic to be effective in killing off theorganisms that would attach to the

ship's hull. The main problem was itspersistence in the marine environment.

As TBT began to be widely used inanti-fouling paints, scientists began tofind increasingly high concentrationsof TBT in areas with high concentra-tions of boats and ships, such asmarinas, ports and harbours. In theopen seas and oceanic waters, TBTcontamination was seen as less of aproblem, although later studies showedevidence of accumulation of TBT infish and mammals.

In the 1970s and 1980s, high con-centrations of TBT in shellfish on thecoast of France caused the collapse ofcommercial shell fisheries in at leastone area, and this prompted manyStates to act and enforce some restric-tions on the use of TBT in anti-foulingpaints. France prohibited the use ofTBT-based paints on vessels less than25 metres in length in 1982 and othercountries followed suit, including Ja-pan, which imposed strict regulationson the use of TBT in anti-foulingpaints in 1990 and prohibited theproduction of such paints in 1997.

In 1988, the problem was brought tothe attention of the Marine Environ-ment Protection Committee (MEPC).

As a result, IMO in 1990 adoptedresolution MEPC.46(30) ``Measures toControl Potential Adverse ImpactsAssociated with Use of Tributyl TinCompounds in Anti-Fouling Paints'',recommending governments to adoptmeasures to eliminate anti-foulingpaints containing TBT.

The adoption of such measures bysome countries proved effective: inareas where a ban on TBT-based anti-fouling paints was imposed on smallervessels, there was evidence of a declinein TBT contamination, including re-covery from abnormal shell growth inoysters and a decline in imposex indogwhelks.

From 1990 onwards, the MEPC waspresented with TBT monitoring studyresults which reconfirmed the toxicityof TBT compounds to marine organ-isms. The Committee was also pre-

Anti-fouling paint is applied to a ship'shull. (Photograph courtesy Hempel'sMarine Paints)

Thick fouling of barnacles, mussels and other shells on a ship's hull. The foulingmust be removed by handscraping, followed by sweeping or blast cleaning wherenecessary. (Photograph courtesy Jotun Paints)

13

sented with information on existingalternative anti-fouling systems, in-cluding their effectiveness and the riskposed to the aquatic environment bythese systems.

The MEPC is now working towardsadopting mandatory regulations tophase out and prohibit the use oforganotin compounds acting as bio-cides in anti-fouling systems early inthe 21st century.

Fouling ± the problem

Fouling is an unwanted growth ofbiological material ± such as barnaclesand algae ± on a surface immersed inwater. Vessel bottoms not protected byanti-fouling systems may gather 150 kgof fouling per square metre in less thansix months of being at sea. On a VeryLarge Crude Carrier with an under-water area of 40,000 m2, this wouldadd up to 6,000 tonnes of fouling. Justa small amount of fouling can lead toan increase of fuel consumption of upto 40%, and possibly as much as 50%,since the resistance to movement willbe increased. A clean ship can sailfaster and with less energy.

Development of anti-foulingsystems containing TBT

During the 1960s the chemicals indus-try developed efficacious and cost-effective anti-fouling paints using me-tallic compounds, in particular theorganotin compound tributyltin(TBT). By the 1970s, most seagoingvessels had TBT painted on their hulls.

With the early organotin-based anti-fouling paints, the active ingredientswere dispersed in the resinous matrix ±the ``paint'' ± from which they ``lea-ched'' into the seawater, killing barna-cles and other marine life that hadattached to the ship. But the releaserate for the biocide in these ``freeassociation'' paints was uncontrolledand tended to be rapid initially, withthe effect wearing off in 18 to 24months as the biocide leached out ofthe paint.

A particular breakthrough in anti-fouling paints came in the late 1960s,with the development of so-called self-polishing paints, in which the organo-tin compounds are chemically bondedto the polymer base. The leaching rateof these paints is controlled because thebiocide is released when seawater

reacts with the surface layer of thepaint. Once the surface layer is wornoff, the reaction to release the biocidebegins again with the next layer. In thisway, the leaching rate is the samethroughout the life of the paint ± andit became possible for ships to go up to60 months without repainting.

Naturally, the self-polishing paintscontaining TBT were ± and continue tobe ± a huge success with the shippingindustry.

But it soon became clear there was aprice to pay for the efficient self-polishing anti-fouling paints contain-

ing TBT. Environmental studies beganto provide evidence that organotincompounds persist in the water and insediments, killing sealife other thanthat attached to the hulls of ships andpossibly entering the food chain.Specifically, TBT was shown to causeshell deformations in oysters; sexchanges (imposex) in whelks; andimmune response, neurotoxic and ge-netic affects in other marine species.

The 1990 resolution MEPC.46(30)``Measures to Control Potential Ad-verse Impacts Associated with Use ofTributyl Tin Compounds in Anti-

BIOCIDE (DISPERSED IN A RESINOUS MATRIX)

Free association paint

TBT COPOLYMER SYSTEM

Self-polishing copolymer system

Biocide leaches freely from resinous matrix. Initial release is rapid, subsequentrelease declines, so anti-fouling performance of paint diminishes over time.Source: European Chemical Industry Council (CEFIC).

Seawater hydrolyses the TBT±copolymer bond and the TBT biocide and copolymerresin are slowly released at a controlled rate. Uniform anti-fouling performance isachieved throughout the lifetime of the paint. Source: CEFIC.

14

Fouling Paints'' recommends thatGovernments adopt measures to elim-inate the use of anti-fouling paintcontaining TBT on non-aluminium-hulled vessels of less than 25 metres inlength and eliminate the use of anti-fouling paints with an average leachingrate of more than 4 micrograms ofTBT per square centimetre per day.

These recommendations were in-tended to be interim measures untilIMO could consider a possible totalprohibition of TBT compounds in anti-fouling paints for ships.

The MEPC in 1996, at its 38thsession, established a correspondencegroup to look at the issues involved.The main conclusions were reportedback to the Committee and it wasagreed to establish a working group tolook at the issue. At its 42nd session, inNovember 1998, the MEPC approveda draft Assembly resolution whichincludes a proposed deadline of 2008for the complete prohibition on thepresence of organotin compounds act-ing as biocides in anti-fouling systemson ships.

The draft resolution, developed bythe working group which met duringMEPC 42, is intended to be submittedto the 21st IMO Assembly, scheduledfor November 1999.

Alternative systems

Alternatives to organotin-based sys-tems include copper-based coatingsand silicon-based systems, which makethe surface of the ship slippery so thatsealife will be easily washed off as theship moves through water. Further

development of alternative anti-foulingsystems is being carried out. Under-water cleaning systems avoid the shiphaving to be put into dry dock forridding the hull of sealife, whileultrasonic or electrolytic devices mayalso work to rid the ship of foulants.

Copper-based anti-fouling paints ±Already exist and less toxic than TBTin aquatic environment. Only effectiveagainst marine fauna ± to combat weedgrowth, herbicides are added whichmay pose new threats to the environ-ment.

Tin-free anti-fouling paints ± Haveproved adequate on passenger ferries inNorth Sea. Work best on vessels thatgo to dry dock every three and a halfyears or more frequently because somefouling does occur. Works on special-purpose vessels such as tugs, pilotboats, lifeboats, research vessels ifthese are used at least 100 days peryear and go into dry dock at least everythree years. When use is not asfrequent, they run more risk of foulingand will need dry-docking every year.

Non-stick coatings ± Contain nobiocide but have extremely slipperysurface ± preventing fouling occurringand making it easier to clean when itdoes. Most suitable for vessels withminimum speed of 30 knots. Damageto coating is difficult to repair. Lightfouling occurs but is easily removed

Green algae coats a ship. Just a small amount of fouling can cause a significantreduction in speed and increased fuel consumption. (Jotun Paints)

A self-polishing anti-fouling system has been applied to this ship and the polishingpattern that appears when the ship has been sailing for a while can be seen. Whenapplied, all coats appear in red shades. When the outer coat has been polishedaway and the underlying coat is exposed to seawater it changes to a whitish shade.This allows for monitoring of polishing and performance. The patterns on the hullare the result of overlapping zones arising from the movement of the applicator'shand with the paint gun. (Hempel's Marine Paints)

15

with high-pressure hose in annual dry-dock visits.

Cleaning ± Periodic cleaning of hullis most appropriate for ships operatingin both seawater and fresh water and inareas where few organisms attach tohull. Cleaning of merchant ships in-volves divers using rotating brushes orhigh-pressure hoses.

Natural resistance, natural biocides ±Substances produced in nature whichprevent fouling or hinder foulingprocess ± based on capacity of marineorganisms such as corals and spongesto remain free of fouling. Paintindustry and research institutes are

involved in Camellia project (running1996±2000), subsidised by EU, toresearch the use of natural compounds.

Electricity ± Creating a difference inelectrical charge between the hull andseawater unleashes chemical processwhich prevents fouling. This technol-ogy has been shown to be moreeffective than tin-free paint in prevent-ing fouling, but system is easilydamaged and expensive. Also createsincreased corrosion risk and higherenergy consumption.

Prickly coatings ± Includes coatingswith microscopic prickles. Effective-ness depends on length and distribu-tion of prickles, but have been shownto prevent attachment of barnacles andalgae with no harm to environment.However, prickles could increase waterresistance of vessel. Use of pricklysurfaces on static objects such as buoysand cooling-water inlets is seen as arealistic option in the near future.

Anti-fouling paint is applied to a ship.Ships have large surfaces and ship-owners want antifouling systems thatwill last several years. (Jotun Paints)

Manufacturers are developing new antifouling systems, including TBT-freesystems. At Hempel's testing facilities in Spain and Singapore, new products aretested by subjecting them to severe fouling conditions and comparing the panelsagainst reference panels which are unprotected or coated with existing products.(Hempel's Marine Paints)

There will always be a need to preventfouling of ships, but shipowners needanti-fouling systems that will not inthemselves create a marine pollutionproblem. (Hempel's Marine Paints)

An IMO Focus paper on anti-fouling systems isavailable from the IMO Information Office

16

SUB-COMMITTEE ON STANDARDS OF TRAINING AND WATCHKEEPING

Sub-Committee urges fight againstfraudulent STCW certificates

The Sub-Committee finalized a Mar-itime Safety Committee (MSC) circu-lar on fraudulent certificates ofcompetency. This follows reports fromMember States of a proliferation offraudulent certificates of competency,or authentic certificates reportedlyissued on the basis of forged foreigncertificates, which had been foundduring port State control inspectionsand applications for recognition ofcertificates.

The circular invites Member Statesand Parties to the International Con-vention on Standards of Training,Certification and Watchkeeping forSeafarers (STCW) to report to IMOand to the relevant Administration anycases or suspected cases of fraudulentcertificates, to intensify efforts toeliminate the problem, and to actunder the terms of the Convention,including prosecution of those in-volved, if seafarers on board are foundto be holding fraudulent certificates ±this could also mean detaining theship.

Cyprus, in a submission to the Sub-Committee, noted that the Departmentof Merchant Shipping, which is thecompetent authority for maritime af-fairs for the Government of the Repub-lic of Cyprus, has confiscated, in thecourse of port State control, a largenumber of forged certificates and hasfound that some Parties to the STCW78 Convention, as amended, haveapparently issued certificates to officerson the basis of forged foreign certifi-cates without examining either theauthenticity of the certificate itself orthe basic competence of the applicant.

Australia reported 12 instances offraudulent certificates discovered byport State control inspectors, includingsix forged certificates, three that wereconfirmed to have been stolen, andthree identified as non-genuine certifi-cates.

Revised safe manningresolution agreed

The Sub-Committee agreed a draftupdate of resolution A.481(XII)(adopted in 1981), on principles ofsafe manning, for submission to the

21st IMO Assembly, in November1999, following approval by the MSC.

The draft revised resolution is in-tended to take into account develop-ments in the shipping industry since1981. It includes basic principles to beapplied when considering manninglevels in order to ensure the safeoperation of the ship. It also includesdetailed guidelines for the application ofprinciples of safe manning and guidanceon contents and a model format of aminimum safe manning document.Each ship should be issued with a``minimum safe manning document'',specifying the minimum safe manninglevels. The document can then beinspected during port State control.

Transition to the 1995 STCWConvention

The Sub-Committee reviewed progressin implementing the 1995 amendments

to the STCW Convention, whichrequire Parties to the Convention tocommunicate to IMO information oncompliance with the 1995 amend-ments. The information is being re-viewed by panels of competentpersons, who will report on theirfindings to the IMO Secretary-Gener-al, who will in turn report to the MSCon the Parties which fully comply.

By the 1 August 1998 deadline, 82out of the 133 STCW Parties hadcommunicated information on com-pliance with the requirements of therevised Convention. Since that date,another 12 Parties have done so. The82 Parties which met the deadlinerepresent well over 90% of the world'sships and seafarers.

At the time of the Sub-Committeemeeting, five panels had completedtheir work and reported to the Secre-tary-General; 30 had completed theirinitial evaluation and had soughtclarifications from the Parties; and 47

SUB-COMMITTEE ON STANDARDS OF TRAINING AND WATCHKEEPING30TH SESSION: 25±29 JANUARY 1999

17

panels were still engaged in their initialevaluations.

The Sub-Committee approved tworelated circulars:

. Guidance for competent personsevaluating information submittedby Parties on implementation ofamendments of the STCW Con-

vention and STCW Code whichhave been adopted since, or cameinto force on, 1 August 1998;

. Guidance for port State controlofficers in respect of certificatesof competency issued under theprovisions of the STCW Con-vention.

Model course validated

The Sub-Committee validated a newIMO model course on the operationaluse of electronic chart display andinformation systems (ECDIS). TheSub-Committee also validated revisedand updated versions of nine existingmodel courses.

WMU ± 1998 Graduationbreaks all records

A total of 116 students from 55different countries received their Mas-ter of Science degrees from WMU'sChancellor, Mr. William O'Neil, IMOSecretary-General, in November 1998.

``This Graduation Ceremony breaksall our previous records, and showshow important WMU continues to beto the whole global maritime commu-nity,'' said WMU's Rector, Dr Karl

Laubstein. ``In 1998, there were morefemale graduates, more graduates fromthe two-semester fast-track MSccourse, and more graduates whoseexpenses have been paid by theiremployer. The ceremony underlinedhow successful a year 1998 was forthe University.''

The students graduating in 1998bring the total of WMU graduates to

almost 1,400 from 132 countries

around the world, from Albania to

Zambia. The graduates return home to

take up senior positions as managers,

administrators, policy advisers and

educators in the maritime field, and

their impact on safety and marine

pollution prevention world-wide is

growing every year.

WORLD MARITIME UNIVERSITY

18

SUB-COMMITTEE ON STANDARDS OF TRAINING AND WATCHKEEPING30TH SESSION: 25±29 JANUARY 1999

New programmestructure for WMU

The University has revised the structureof its academic programme to offerthree different qualifications in Mar-itime Affairs; the new programme willtake effect from the students enteringthe 17-month programme in 2000.

The new course structure has beendeveloped within the strategic planningprocess that WMU has been engagedon since 1995. ``We found that ourstudents and their employers reallywanted a more flexible programme,one that would allow individuals tochoose more freely the subject areaswhich they needed for their futurecareers,'' explained WMU's Rector,Dr Karl Laubstein. ``We thereforeintroduced a generic degree ± everyonewill follow a programme in MaritimeAffairs ± but with a much greater rangeof options within it.''

Students joining the new programmewill all follow a common first semester,and then enter their chosen Pre-Specia-lisation in the second semester. There isnow a new option, that of leaving witha Postgraduate Certificate at the end ofthe first academic year.

In the second year, students firstfollow one of five different Specialisa-tions, after which students on thePostgraduate Diploma track graduate.Those on the Master of Science trackwill continue for a fourth and finalsemester, during which they can choosefrom a wide range of elective subjects,which may or may not include adissertation.

``Our research showed us thatstudents wanted to be able to mix andmatch their subjects of study ± forexample, to combine MET [MaritimeEducation and Training] with ShippingManagement, or Maritime Safety withPort Management,'' Dr Laubsteinwent on. ``The new programme inMaritime Affairs will allow them todo that, and will allow us to respondmore easily to developments in themaritime world and to the demands ofour graduates' employers.''

Full details of the new programmeare contained in the new AcademicHandbook, which is available from theWMU Academic Registry from May1999 onwards. The details will also bepublished on the WMU website (http://www.wmu.se).

IMO seeks to harnessWMU graduates'

expertise

IMO has written to all WMU gradu-ates inviting them to participate in theIMO Roster of Experts and Consul-tants. The members of the Rosterprovide specialized advice to develop-ing countries on a host of maritimesubjects.

The letter was sent out in Januaryby David Edwards, Director of theTechnical Co-operation Division.``IMO has long regarded human re-sources as the greatest asset of themaritime industry. Despite the impactthat WMU graduates have alreadymade, there is still a wide range ofproblems existing in different countrieswhich require specific technical assis-tance,'' he explained. ``WMU gradu-ates make ideal candidates asconsultants who can offer advice intheir respective fields of expertise togovernments of countries other thantheir own.''

If you are a WMU graduate who hasnot received this invitation, please con-tact Ms. A. Ardila, Head of the TCPersonnel and Fellowships Unit, atIMO, 4 Albert Embankment, London,SE1 7SR, UK.

WMU extends linkswith organizations

world-wide

The World Maritime University hasbeen accepted as a member of threeinternational organizations of univer-sities: the Association of EuropeanUniversities (CRE); the InternationalAssociation of Universities (IAU) andthe US Council of Graduate Schools.

``We believe that we need to raiseour international visibility in the worldof education, as well as in the maritimearena, to make sure that WMU'sunique education programme is as wellknown as possible'' said Rector KarlLaubstein.

19

WORLD MARITIME UNIVERSITY

Load Lines revision to benefit from tacit acceptanceThe Sub-Committee agreed that itsongoing work in developing amend-ments to the 1966 Load Lines Conven-tion could benefit from the tacitacceptance procedure introduced inthe 1988 Protocol to the Convention,which will enter into force on 3February 2000.

At present, amendments to the 1966Convention enter into force only afterthey have been positively accepted bytwo thirds of Parties, but the procedurehas proved to be so slow in practicethat none of the amendments adoptedto the Convention so far has everentered into force.

Under tacit acceptance, amend-ments enter into force on a date chosenat the time of adoption, unless they arerejected by one third of Parties or byParties whose combined fleets consti-tute 50% of world merchant shippinggross tonnage. The procedure willenable changes to the Convention toenter into force within two years (orless, in certain cases).

The conditions for entry into forceof the 1988 Load Lines Protocol andthe 1988 Protocol to the InternationalConvention for the Safety of Life atSea (SOLAS) were met on 2 February1999, when the Bahamas depositedinstruments of accession to both in-struments with IMO (the Protocolsenter into force one year later, i.e. 3February 2000). Malta also recentlyacceded to the 1988 Protocols. BothProtocols each have 32 States Parties,at 1 March 1999.

As well as introducing tacit accep-tance to the Load Lines Convention,the Protocols introduce a harmonizedsystem of ship survey and certification.

Bulk carrier safety

The introduction of tacit acceptance tothe Load Lines Convention is seen asparticularly important for the develop-ment of amendments to the existingLoad Lines regulations affecting bulkcarriers.

The existing Load Lines regulationsare being closely reviewed as a result ofa report published in 1998 on thesinking of the bulk carrier Derbyshirein September 1980 with the loss of 44lives. This was presented to the MSC inMay 1998 by the United Kingdom andcontains further recommendations re-lating to the design and construction of

bulk carriers. The matters to beconsidered include:

.1 strength of hatch covers andcoamings;

.2 freeboard and bow height;

.3 reserve buoyancy at fore end,including forecastles;

.4 structural means to reduce loadson hatch covers and forwardstructure; and

.5 foredeck and fore end access.Following discussion in a workinggroup, the Sub-Committee agreed thatit has been clearly demonstrated thatcurrent LL Convention standards maybe inadequate with respect to waveloads and permissible strength of hatchcovers for bulk carriers and other shiptypes. The regulations will therefore beclosely looked at, with a view torevising them where necessary. TheSub-Committee is expected to take intoaccount work done by the WorkingGroup on Bulk Carrier Safety, sched-uled to meet at the next session of theMaritime Safety Committee (MSC 71)in May 1999, which is expected toreview a number of submissions onbulk carrier safety.

These submissions are set to includethe results of a hazard identificationstudy to be carried out by the Interna-tional Association of ClassificationSocieties (IACS) relating to the water-tight integrity of the fore end of bulkcarriers and a report on progress madeon a Formal Safety Assessment (FSA)study on bulk carrier safety.

Development of draftLL amendments

The Sub-Committee reviewed progressalready made on revising the technicalannexes of the Load Lines Conventionand discussed a number of issues,including those relating to freeboardand reserve buoyancy, as well as thebulk carrier related issues.

The Sub-Committee agreed to es-tablish a correspondence group toprogress the work intersessionally andreport to the next Sub-Committeesession, scheduled for September 2000.

Draft revised SOLASchapter II-1 reviewed

The Sub-Committee reviewed a draftrevised SOLAS chapter II-1 (Construc-tion ± Subdivision and stability, ma-

chinery and electrical installations)parts A, B and B-1 and agreed thattwo more sessions would be needed tofinalize the draft revised chapter.

The aim of the revision is toharmonize the subdivision and stabilityprovisions for passenger ships (part B)and cargo ships (Part B-1), on the basisof the probabilistic method.

The Sub-Committee re-established acorrespondence group to continue thework on developing the revised chapterII-1 ahead of the next Sub-Committeesession.

High-Speed Craft Codeamendments agreed

The Sub-Committee agreed to draftamendments to the International Codeof Safety for High-Speed Craft (HSCCode). The HSC Code was adopted byIMO in May 1994, but the rapid paceof development in this sector ofshipping has meant an early revisionof the Code.

The revision of the Code is being co-ordinated by the Sub-Committee onShip Design and Equipment (DE).Other sub-committees are also contri-buting to the revision, including theSub-Committee on Fire Protection(FP), the Sub-Committee on Safety ofNavigation (NAV), the Sub-Commit-tee on Radiocommunications andSearch and Rescue (COMSAR) andthe Sub-Committee on DangerousGoods, Solid Cargoes and Containers(DSC).

The draft amendments are intendedto update the Code to bring it into linewith amendments to SOLAS andincorporate new recommendations thathave been adopted since 1994.

The draft amendments agreed by theSLF Sub-Committee cover buoyancy,stability and subdivision, and load linematters. The Sub-Committee agreedthat further work was needed on issuesrelating to the extent of bottom rakingdamage to be applied to high-speedcraft and agreed to establish a corre-spondence group to look at this aspectof the Code.

Specifically, the correspondencegroup will consider the practicality ofapplying residual stability criteria aftera high-speed craft sustains rakingdamage of 35% of the length of thehull, or whether this should be adifferent percentage.

20

SUB-COMMITTEE ON STABILITY AND LOAD LINES AND ON FISHING VESSELS SAFETY42ND SESSION: 8±12 FEBRUARY 1999

Revision of Fishing VesselSafety Code and VoluntaryGuidelines

The Sub-Committee agreed to establisha correspondence group to look intorevising the Code of Safety for Fisher-men and Fishing Vessels and theVoluntary Guidelines, which weredeveloped in co-operation with theUnited Nations Food and AgricultureOrganization (FAO) and the Interna-tional Labour Organization (ILO).

Although IMO adopted the Torremo-linos International Convention for theSafety of Fishing Vessels, in Torremoli-nos, Spain in 1977 and a Protocol to it in1993, only five States have so far ratified,or acceded to, the 1993 Protocol. A totalof 15 States, with aggregate fleets of atleast 14,000 fishing vessels of 24 metres inlength and over, is required for it to comeinto force.

Meanwhile, statistics show that fish-ing vessels continue to suffer thesecond highest number of casualtiesafter general cargo ships, often withconsiderable loss of life.

Draft MSC circular on damagecontrol plans agreed

The Sub-Committee agreed to a draftMSC circular giving guidelines fordamage control plans, for submissionto MSC 71 for approval. Damagecontrol plans and damage controlbooklets are intended to provide ship'sofficers with clear information on theship's watertight compartmentationand equipment related to maintainingthe boundaries and effectiveness of thecompartmentation so that, in the eventof damage to the ship, proper precau-tions can be taken to prevent progres-sive flooding through openings thereinand effective action can be taken toquickly mitigate and (where possible)recover the ship's loss of stability.

Draft model loading andstability manual agreed

The Sub-Committee agreed to a draftmodel loading and stability manualand agreed a draft MSC circular, forsubmission to MSC 71, to inviteMember Governments to use themodel manual.

Safety aspects of ballastwater managementreviewed

The Sub-Committee discussed the

safety aspects of ballast water exchange

at sea, in the context of the Marine

Environment Protection Committee's

work in developing international reg-ulations to minimize the transfer of

harmful aquatic organisms in ballast

water.

The Sub-Committee concluded that

ballast water exchange at sea could be

conducted safely, but could also in-

crease the likelihood of exceeding theoperational limits with regards to a

ship's stability and strength, and there-

fore the Ballast Water Management

Plan should contain detailed proce-

dures. The Sub-Committee agreed a

number of proposed draft amendments

to the draft code on ballast watermanagement and to the draft regula-

tions for the control and management

of ship's ballast water, for submission

to the MEPC.

21

SUB-COMMITTEE ON STABILITY AND LOAD LINES AND ON FISHING VESSELS SAFETY42ND SESSION: 8±12 FEBRUARY 1999

Draft amendments to SOLAS tankeremergency towing requirements agreed

The Sub-Committee agreed to draftamendments to SOLAS chapter II-1regulation 3-4 ``Emergency towing ar-rangements on tankers''. The draftamendments are intended to incorporatepreviously recommendatory guidelineson emergency towing arrangements intothe mandatory regulations.

Under the proposed text, aftemergency towing arrangementswould have to be fully self-containedand pre-rigged ready for rapid de-ployment as well as being so designedthat a tug or a salvage vessel canmake a reliable connection, even inthe absence of main power on theship to be towed.

In addition, the proposed amend-ments would make it mandatory foremergency towing arrangements atboth ends to be of adequate strength,taking into account the size anddeadweight of the ship and theexpected forces during bad weatherconditions.

The draft amendments will be putforward to the Maritime Safety Com-mittee's 72nd session in May±June2000.

International approvalprocedures for life-savingappliances

The Sub-Committee continued workon reviewing draft standardized eva-luation and test report forms for life-saving appliances, contained in a 500-page document. The forms will be animportant tool in facilitating andharmonizing international approvalprocedures for these appliances, parti-cularly since the entry into force on 1July 1998 of the revised chapter III(Life-Saving Appliances and Arrange-ments) of SOLAS and its associatedInternational Life-Saving Appliance(LSA) Code.

Once finalized, the standardizedforms may replace the Revised Recom-mendation on Testing of Life-SavingAppliances (resolution MSC.81(70)).

The Sub-Committee agreed to con-tinue the work intersessionally via acorrespondence group, with the aim ofcompleting the work in 2000.

Revision of High-SpeedCraft Code

The Sub-Committee agreed that thebest way of amending the InternationalCode of Safety for High-Speed Craft(HSC Code) would be to develop a newedition relating to new high-speed craftand to apply the existing Code toexisting craft.

The HSC Code was adopted byIMO in May 1994, but the rapid paceof development in this sector ofshipping has meant an early revisionof the Code.

The Sub-Committee has alreadybeen working on draft amendments tothe Code and contributions have beenput forward by other sub-committees,including the Sub-Committee on FireProtection (FP), Sub-Committee onSafety of Navigation (NAV), Sub-Committee on Radiocommunicationsand Search and Rescue (COMSAR)and Sub-Committee on Stability andLoad Lines and on Fishing VesselsSafety (SLF).

The draft amendments are intendedto update the Code to bring it into linewith amendments to SOLAS and newrecommendations that have beenadopted in the past four years ± forexample, requirements covering publicaddress systems and helicopter pick-upareas. The draft amendments alsoaddress specific safety concerns onhigh-speed craft.

Draft WIG Craft Code

A Sub-Committee working group re-viewed a proposed draft Code of Safetyfor Wing-in-Ground Craft, which isderived from the International Code ofSafety for High-Speed Craft. Since aWIG craft is essentially a high-speedvessel with features of dynamicallysupported craft, the proposed draftCode contains principal provisions ofthe HSC Code relevant to such craft.At the same time, the WIG craft is aflying craft, and therefore appropriateprovisions of the International CivilAviation Organization (ICAO) are alsoincorporated.

After reviewing a number of provi-sions in the draft WIG Code, the Sub-Committee agreed to establish a corre-

spondence group to prepare a freshtext for consideration at the next Sub-Committee session, DE 43, in April2000.

The draft WIG Code includes sec-tions on buoyancy, stability and sub-division; directional and altitudecontrol systems; anchoring, towingand berthing; fire safety; life-savingappliances and arrangements; naviga-tional equipment; radiocommunica-tions; stabilization systems; handling,controllability and performance; andinspection and maintenance require-ments.

Draft circular on thermalprotective lifejackets agreed

The Sub-Committee agreed to a draftMSC circular, for approval by MSC71, containing recommendations onperformance standards and tests forthermal protective lifejackets (TP life-jackets).

Draft Polar Code

The Sub-Committee reviewed contri-butions from a number of other Sub-Committees in developing the draftInternational Code of Safety for Shipsin Polar Waters (Polar Code) andagreed that clarification was neededas to the scope and application of theCode. The Sub-Committee invited theMaritime Safety Committee (MSC) toconsider the issue, taking into accountthe recommendations of the Sub-Com-mittee, including the view that theCode should normally apply only toSOLAS ships.

The draft Polar Code is aimed atensuring safe navigation of ships andthe prevention of pollution in polarwaters. It takes into account the seaand glacial ice which can representserious structural hazards to all shipsnavigating in polar waters, and this isreflected in many provisions of thedraft Code, including the applicationof higher levels of strengthening forpolar ships. The draft Code coversdesign, outfitting and operation ofrelevant ships, including crewing byadequate numbers of suitably trainedpersonnel.

22

SUB-COMMITTEE ON SHIP DESIGN AND EQUIPMENT (DE)42ND SESSION: 8±12 MARCH 1999

Flag State performance self-assessment± draft resolution agreed

The Sub-Committee agreed a draftAssembly resolution on self-assessmentof flag State performance for submis-sion to the 21st Assembly in Novemberafter consideration by the MaritimeSafety Committee (MSC) and theMarine Environment Protection Com-mittee (MEPC).

The draft resolution includes theFlag State Performance Self-Assess-ment Form, already approved by theMSC and MEPC.

The Form is intended to establish auniform set of internal and externalcriteria which can be used by flag Stateson a voluntary basis to obtain a clearpicture of how well their maritimeAdministrations are functioning and tomake their own assessment of theirperformance as flag States. The Formmay be submitted to IMO when re-quests are made for technical assistance± however, this should not be consid-ered a prerequisite for seeking orobtaining technical assistance.

The Form covers issues such asasking whether the Administrationhas the necessary laws, infrastructureand human resources in place toimplement and enforce internationalmaritime safety and pollution-preven-tion instruments.

The draft resolution urges MemberGovernments to use the Self-Assess-ment Form for the purpose of identify-ing their weaknesses, if any, indischarging their responsibilities as flagStates.

The draft resolution invites MemberGovernments to submit a copy ofcompleted forms to the Organization,on a voluntary basis, to enable theestablishment of a database whichwould assist in its efforts in achievingconsistent and effective implementa-tion of IMO instruments.

The Sub-Committee began work ondrawing up a list of criteria by whichflag State performance could be mea-sured and agreed to continue thediscussions through a correspondencegroup ahead of the next session,scheduled for January 2000.

Review of resolution A.787(19)``Procedures for port Statecontrol''

The Sub-Committee agreed a draftAssembly resolution to include pro-posed amendments to resolutionA.787(19). The proposed amendmentswill be put forward to the MSC andMEPC for submission to the 21stAssembly.

The proposed amendments areaimed at updating the resolution,which contains comprehensive guide-lines and recommendations on portState control procedures.

Amongst the proposed amendmentsare the incorporation of procedures forport State control relating to theInternational Safety Management(ISM) Code and proposed new sectionsrelating to ``suspension of inspection''(to be allowed in exceptional circum-stances) and ``procedures for rectifica-tion of deficiencies and release''.

Casualty investigations± human factor guidelinesamendments agreed

The Sub-Committee reviewed a draftresolution, containing guidelines oninvestigation of human factors in mar-itime casualties and incidents, for ap-proval by the MSC and MEPC beforesubmission to the 21st Assembly.

The Committees are expected todiscuss whether the guidelines shouldbe appended to the existing Code forthe Investigation of Marine Casualtiesand Incidents (resolution A.849(20)) orbe submitted as a new resolution.

The draft guidelines were developedby a Joint IMO/ILO Working Groupon Investigation of Human Factors inMaritime Casualties.

Review and analysis ofcasualty reports

The Sub-Committee's Working Groupon Casualty Statistics and Investiga-

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23

SUB-COMMITTEE ON FLAG STATE IMPLEMENTATION ± 7TH SESSION: 22±26 MARCH 1999

tions reviewed a report from theCorrespondence Group on CasualtyAnalysis, which reviews accident re-ports submitted to IMO.

The Correspondence Group ana-lysed 136 incidents and found humanfactors played a large part in manyincidents. For example, in the category``Grounding'', human factors contri-buting to the incidents analysed in-cluded: lack of training and experienceof pilots; defective communicationbetween bridge team and pilot; poorcommunications between bridge andengine-room; the absence of the masterfrom the bridge in narrow or confinedpilotage waters; and the failure toprovide appropriate charts.

In the category ``Collisions'', thefollowing were included as factors:failure to avoid/recognize risk of colli-sion (Convention on the InternationalRegulations for Preventing Collisionsat Sea (COLREG), rules 7 and 8);inadequate look-out, inexperience inplotting and charting the ship's posi-tion, inappropriate radar range forplotting and detecting contacts, andinability to detect small vessels onradar; crew communication inadequa-cies; inadequate procedures, and lackof knowledge of anchors and theirholding power, and anchorage in busytraffic areas; routine violations inbridge watchkeeping procedures, espe-cially in small ships with limited anumber of personnel; errors of judge-

ment in attempting to manoeuvreunder prevailing conditions; failure toreduce speed to allow for conditions ofweather; and fatigue and watchkeeperduties affected by trans-meridionalflight.

The Working Group on CasualtyStatistics and Investigations also re-viewed the category ``adverse weather''as a cause of casualties, and the Sub-Committee agreed with the view thatthe recording of ``adverse weather'' asbeing the underlying cause of acasualty should only be done afterinvestigation of all other possibleexternal and internal causes.

The Sub-Committee also noted thatthe introduction of a ship data recorderwould aid the investigation of ships lost.

Summary of factors in incidents analysed

Casualty category Common issues

CollisionGrounding

bridge resource management (BRM); contravention of COLREGs;inexperience, crew communication failures;pilot/bridge team issues; passage planning

Fire and explosion safe working practice and carelessness; maintenance;lack of planning for emergencies;inadequate knowledge of means of escape

Foundering failure of engineers to diagnose problems

Accidents to persons lack of enforcement of safety regimes on board ship

Amendments to Athens Convention, draftbunker regime nearing completion

The Committee made substantive pro-gress in drafting amendments to theAthens Convention and in drafting aninternational regime of compensationfor pollution from ship bunkers, andanticipated that a diplomatic confer-ence or conferences could be held inrelation to these two instruments in thenear future. Considerable progress wasalso made in reviewing a draft con-vention on wreck removal.

Draft amendments to the 1974Athens Convention (provisionof financial security)

The Committee reviewed a draft pro-

tocol to and draft amendments to the

1974 Athens Convention relating to

the Carriage of Passengers and their

Luggage by Sea. The aim is to

introduce the concept of compulsory

insurance for passenger claims.

The Athens Convention of 1974,and its 1990 Protocol, make a carrierliable for damage or loss suffered by apassenger if the incident causing thedamage occurs during the course ofthe carriage and is due to fault orneglect of the carrier. Liability can belimited so long as the carrier did notact with intent to cause damage, orrecklessly. The 1990 Protocol ± whichhas not yet entered into force ±

LEGAL COMMITTEE ± 79TH SESSION: 19±23 APRIL 1999

24

SUB-COMMITTEE ON FLAG STATE IMPLEMENTATION ± 7TH SESSION: 22±26 MARCH 1999

increased the limits of compensationpayable in the event of death at aroundUS$225,000. As the 1990 Protocol hasonly been ratified by three States todate, it is likely that the proposed draftamendments will supersede and incor-porate elements of the 1990 Protocol.

The Committee generally agreedthat compulsory insurance should cov-er only liabilities related to the per-forming carrier, and that there was noneed to include provisions to insureany liability of the contracting carrierin addition to that of the performingcarrier.

The Committee maintained the viewthat the basis of liability in the AthensConvention should remain unchanged(i.e., the carrier is liable if the damage isdue to fault or neglect of the carrier)though there was some support for aproposal for a two-tier liability regimeto include strict liability up to a fixedamount and a second tier of unlimitedfault-based liability. The issue may berevisited at a future diplomatic con-ference to consider the draft protocoland amendments to the Athens Con-vention.

The Committee noted that theInternational Civil Aviation Organiza-tion (ICAO) is working on the draft ofthe new Warsaw Convention, to beconsidered at a diplomatic conferencein May 1999, which includes a two-tierliability regime for passengers' death orinjury.

The Committee considered the pos-sibility of introducing personal acci-dent insurance (PAI) either as asupplement or as an alternative tocompulsory liability insurance, butalthough there was some support forthat option, the majority agreed thatcompulsory liability insurance wasmore appropriate.

In terms of limits of liability, theCommittee agreed for the time being toinclude the limits set in the 1990Protocol, with a view to reviewing thefigures at a diplomatic conference.

A diplomatic conference is likely tobe held in the 2000±2001 biennium orthe 2002±2003 biennium.

IMO/ILO working groupon seafarer's claims to meetnext session

The Committee nominated eight dele-gations to participate in a joint IMO/International Labour Organization(ILO) Ad Hoc Expert Working Group

to consider the subject of liability andcompensation regarding claims fordeath, personal injury and abandon-ment of seafarers. The Working Groupwill meet during the next session of theCommittee, scheduled for October1999.

Compensation for pollutionfrom ships' bunkers

The Committee reviewed proposeddraft articles for an internationalconvention for liability and compensa-tion for damage caused by oil fromships' bunkers. The aim of the draftconvention is to establish a regime forspills of bulk (fuel) oil, when carried asfuel, as current regimes covering oilspills do not include bunker spills.

The draft convention includes arti-cles on:

. application ± to apply to pollu-tion damage in territory, terri-torial sea, exclusive economiczone of a contracting State;

. liability ± sets out who will beresponsible for pollution damagecaused by any oil on board ororiginating from a ship;

. compulsory insurance ± requiresinsurance or other financialsecurity to be maintained tocover liability under the conven-tion;

. entry-into-force criteria.The Committee discussed several arti-cles in detail and agreed that the nextstep would be the preparation of aninstrument for consideration by adiplomatic conference.

Draft wreck removal convention

The Committee reviewed in detail adraft wreck removal convention, whichis intended to provide internationalrules on the rights and obligations ofStates and shipowners in dealing withwrecks and drifting or sunken cargowhich may pose a hazard to navigationand/or pose a threat to the marineenvironment.

The Committee referred a numberof issues to a correspondence group forfurther consideration ahead of the nextsession. These issues include: thedefinition of ``wreck''; whether thedraft convention should cover ``casual-ties'' or whether the definition of``wreck'' should encompass casualties;and which State has the power beyondthe territorial sea to remove a wreck.

The draft convention covers:

. reporting and locating ships andwrecks ± covering the reportingof casualties to the nearestcoastal State; warnings to mar-iners and coastal States about thewreck; action by the coastal Stateto locate the ship or wreck;

. determination of hazard ± setsout who is responsible for deter-mining whether a hazard existswhen the wreck or ship is beyondterritorial waters, based on a listof specific criteria, includingdepth of water above wreck andproximity of shipping routes;

. rights and obligations to removehazardous ships and wrecks ± setsout when the shipowner isresponsible for removing thewreck and when a State mayintervene;

. financial liability for locating,marking and removing ships andwrecks;

. time-bar ± sets a time limit forclaims for compensation;

. jurisdiction ± sets out jurisdic-tion(s) where actions for com-pensation may be brought;

. financial security ± sets outsecurity required to cover liabil-ities regarding claims for com-pensation under the Convention;

. settlement of disputes.

Future work

The Committee agreed to devote itsnext session to consideration of thedraft protocol to the Athens Conven-tion and, if time becomes available, theCommittee would then deal withbunkers, while keeping the draft wreckremoval convention under review.

Booksreceived

Shipping and regional security, edited

by Sam Batemen and Stephen Bates.

Published by the Strategic and

Defence Studies Centre, Research

School of Pacific and Asian Studies,

The Australian National University,

Canberra, ACT 0200, Australia.

Price $A20, including postage.

25

LEGAL COMMITTEE ± 79TH SESSION: 19±23 APRIL 1999

Proposed tanker pump-room safety measures shouldapply to existing ships, Sub-Committee agrees

The Sub-Committee agreed draftamendments to the SOLAS Conventionrelating to tanker pump-room safety tomake a proposed new SOLAS regula-tion on cargo pump-rooms on tankersalso applicable to existing ships.

The proposed regulation II-1/63 wasapproved by the Maritime SafetyCommittee (MSC) at its 69th sessionin May±June 1998 for adoption at afuture session as part of the 2002amendments to the SOLAS Conven-tion. At the time, the decision onwhether to make the regulation applic-able to existing ships as well as newones was deferred.

The proposed regulation includesmeasures aiming at preventing explo-sions in tanker cargo pump-rooms,including the fitting of temperature-sensing devices; interlocking lightingwith ventilation, such that ventilationshould be in operation when switchingon the lighting; providing a system forcontinuous monitoring of the concen-tration of hydrocarbon gases; andproviding bilge level monitoring devices.

Harmonized survey system

± draft resolution agreed

The Sub-Committee agreed a draftAssembly resolution on global imple-mentation of the harmonized system ofsurvey and certification, aimed atencouraging all States to implementthe harmonized system, even if they arenot Parties to the relevant Protocols.

The harmonized system of surveyand certification was introduced by the1988 Protocols to the InternationalConvention for the Safety of Life atSea, 1974 (SOLAS) and the Interna-tional Convention on Load Lines, 1966(1966 Load Line Convention). The1988 Protocols will enter into force on3 February 2000. In addition, amend-ments adopted by IMO will introducethe system, on the same date, to theInternational Convention for the Pre-vention of Pollution from Ships, 1973,as modified by the Protocol of 1978(MARPOL 73/78) (Annexes I and II),the International Code for the Con-struction and Equipment of ShipsCarrying Dangerous Chemicals in Bulk(IBC Code); the International Code forthe Construction and Equipment ofShips Carrying Liquefied Gases inBulk (IGC Code); and the Code for

the Construction and Equipment ofShips Carrying Dangerous Chemicalsin Bulk (BCH Code).

The draft resolution agrees thatStates which are not Parties to the1988 SOLAS and Load Line Protocolsmay implement the harmonized systemof survey and certification as from 3February 2000 and may issue certifi-cates in the form prescribed by the1988 SOLAS and Load Line Protocols.

The draft resolution also invites portStates to accept the certificates issuedas equivalent to the certificates issuedunder the SOLAS and Load LineConventions or Protocols in force forthose States; and urges States whichhave not yet become Parties to the 1988SOLAS and Load Line Protocols to doso as soon as possible.

Amendments to crude

oil washing resolution agreed

The Sub-Committee agreed draftamendments to resolution A.446(XI),as amended by resolution A.497(XII),``Amendments to the revised specifica-

tions for the design, operation andcontrol of crude oil washing systems''.

Crude oil washing (COW), whichwas introduced into MARPOL 73/78as part of the 1978 Protocol, involvescleaning of oil tanks by washing withcrude oil rather than with water ± inother words, the cargo itself. Whensprayed onto the sediments clinging tothe tank walls, the oil simply dissolvesthem, turning them back into usable oilthat can be pumped off with the rest ofthe cargo. There is no need for sloptanks to be used since the processleaves virtually no oily wastes.

The draft amendments agreed by theSub-Committee are aimed at simplifyingthe system for monitoring and control-ling COW in order to avoid any healthrisks associated with internal examina-tions of tanks by surveyors.

The Sub-Committee also agreedproposed amendments to section 9 ofthe Standard Format for the COWManual. Section 9 covers determina-tion of the suitability of a crude oil foruse in crude oil washing.

26

SUB-COMMITTEE ON BULK LIQUIDS AND GASES ± 4TH SESSION: 12±16 APRIL 1999

Gas Carrier Code remains

recommendatory

The Sub-Committee agreed not tomake the Code for the Constructionand Equipment of Ships CarryingLiquefied Gases in Bulk (GC Code)mandatory for gas carriers built beforethe date of application of the Interna-tional Code for the Construction andEquipment of Ships Carrying Lique-fied Gases in Bulk (IGC Code). (TheIGC Code is mandatory under SOLASchapter VII and applies to gas carriersbuilt after 1 July 1986).

The majority were against making theGC Code mandatory because existinggas carriers, engaged on internationalvoyages, comply with the provisions ofthe Code and are issued with theCertificate of Fitness. Making the Codemandatory would only change a ``defacto'' situation into a ``de jure'' situa-tion and would not enhance meaning-fully the safety of gas carriers.

Further, the majority of the Sub-Committee felt that mandatory status ofthe GC Code, although not resulting inexcessive cost to industry, would createunavoidable burden to Administrations,due to the need to introduce changes inlegislation at the national level.

Draft circular on cargo-tank

venting agreed

The Sub-Committee agreed a draftcircular on application of cargo-tankventing requirements for combined che-mical/oil tankers, for submission to theMSC and to the Marine EnvironmentProtection Committee (MEPC).

Review of Annexes I and II of

MARPOL 73/78

The Sub-Committee continued its on-going revision of Annexes I (oil) and II

(noxious liquid substances carried inbulk, i.e. chemicals) of the Interna-tional Convention for the Preventionof Pollution from Ships, 1973, asmodified by the Protocol of 1978relating thereto (MARPOL 73/78).

The Annexes are being reviewed inorder to simplify them and take intoaccount technological and scientificadvances relating to protection of theenvironment.

Carriage requirements

for IBC Code products

The Sub-Committee continued work ondeveloping safety and environmentalcriteria for assigning carriage require-ments to products listed in the Interna-tional Code for the Construction andEquipment of Ships Carrying Danger-ous Chemicals in Bulk (IBC Code).

Development of criteria for

alternative pollution categorization

The Sub-Committee, through its ESPH(Evaluation of Safety and PollutionHazards) Working Group, continuedto develop criteria for assigning pollu-tion categories to products covered byAnnex II of MARPOL 73/78 under athree-category and five-category sys-tem. As part of the revision of AnnexII, the Sub-Committee is reviewingwhether to move to a three-categorysystem from the current five-categorysystem for products in order to ensuretheir safe carriage and protection of themarine environment.

The revised GESAMP (Joint Groupof Experts on the Scientific Aspects ofMarine Environmental Protection) Ha-zard Evaluation Procedure is being usedas a basis for assigning these criteria.

However, the Sub-Committee notedthat additional resources would beneeded if the evaluation of products by

GESAMP is to proceed rapidly enoughfor the Sub-Committee to meet thetarget date of 2002 for the completionof the revision of MARPOL Annex II.

The aim of the whole exercise of re-evaluating products is to make thecriteria more consistent and meaning-ful, in line with the global harmoniza-tion process for dangerous goodswhich was begun after the 1992UNCED Rio Conference.

Chapter 19 of Agenda 21 adoptedby UNCED in 1992 included a pro-gramme on harmonization of classifi-cation and labelling of chemicals, andthe United Nations Committee ofExerts on the Transport of DangerousGoods and the Organization for Eco-nomic Co-operation and Development(OECD) have been acting as clearinghouses for the development of harmo-nized hazard classification systemscovering the physical and biologicalproperties that affect safety and pro-tection of the environment.

Product categorization

± background

The existing five-category system inAnnex II includes categories A, B, C, Dplus ``other liquid substances''. Thethree-category system is based on thepremise ± in line with the developmentof the so-called precautionary ap-proach1 ± that no product should bepermitted to enter the sea in unlimitedquantities, as is the case with categoryD and ``other liquid substances'' underAnnex II. Therefore these two cate-gories could be combined, creating acategory for substances with limitedrestrictions.

A second category could combinecurrent categories B and C, since shiptechnology now makes it easier for allships to achieve minimum residuelevels of 100 litres per tank ± so thereis no need to differentiate.

The third category would be equiva-lent to the existing category A ± inother words, substances consideredhighly environmentally hazardous andwhich should not be discharged at all.

The five-category system of pollution categories

Pollution category Maximum discharge quantity allowed from any one tank

Existing ships New ships

A None None

B 300 litres 100 litres

C 900 litres 300 litres

D Unrestricted (but discharge is allowedonly under certain conditions,including being not less than12 nautical miles from nearest land)

Unrestricted (but discharge is allowedonly under certain conditions,including being not less than12 nautical miles from nearest land)

Other Unrestricted Unrestricted

______________1 The precautionary approach was introducedinto the 1996 Protocol to the Convention on thePrevention of Marine Pollution by Dumping ofWastes and Other Matter (LC), and is based onthe premise that unless a substance can be provedto be harmless, it should not be dumped in thesea. Previously, the onus has been to provesomething is harmful, to get its dumping banned.

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SUB-COMMITTEE ON BULK LIQUIDS AND GASES ± 4TH SESSION: 12±16 APRIL 1999

IMO News is the magazine of the InternationalMaritime Organization. The opinions expressedare not necessarily those of IMO and the inclusionof an advertisement implies no endorsement of anykind by IMO of the product or service advertised.The contents may be reproduced free of charge oncondition that acknowledgement is given toIMO News. Editorial correspondence should beaddressed to: The Editor, IMO News, InternationalMaritime Organization, 4 Albert Embankment,London SE1 7SR, United Kingdom.(E-mail: info@imo.org).Advertising correspondence should be addressedto the Advertising Department at the same address(tel: 0171-735 7611, fax: 0171-587 3241). Pleaseallow at least ten weeks from receipt at IMO foradditions to, deletions from or changes in themailing list.Visit IMO's website: http://www.imo.org.

Printed in the United Kingdom by IMO.Copyright # IMO 1999. Pub. 411/99.

UK donates US$100,000to Seafarers Memorial Trust Fund

The Seafarers Memorial Trust Fund, which was launched by IMO last year as part of its 50th anniversary celebrations, nowstands at US$1,350,000. The biggest contribution by a Member State so far has been made by the United Kingdom, which hasdonated US$100,000. The photograph shows the Deputy Prime Minister, Mr. John Prescott, handing the cheque to theSecretary-General, Mr. William A. O'Neil.

IMO appoints regional co-ordinators in Africa

(continued from page 2)

The Regional Co-ordinators havebeen appointed initially up to 31December 2000. It is envisaged thatthe posts will be continued ± and newones established for other regions ±according to the experience gained andavailability of additional resources.

REGIONAL CO-ORDINATORS: CONTACT DETAILS

Eastern and Southern Africa subregionMr. John Paul MuindiIMO Regional Co-ordinatorUnited Nations OfficeGigiri, Block QP.O. Box 30218NairobiKenyaTel: 254-2-624377/8Fax: 254-2-62448E-mail: john.muindi@imo.unon.org

West and Central Africa (Anglophone) subregion

Mr. Ben Owusu-MensahIMO Regional Co-ordinatorc/o UNDP OfficeP.O. Box 1423AccraGhanaTel: 233-21-773890/6 (UNDP)Fax: 233-21-773899 (UNDP)

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