Issue 5. Artwork · . No.1 2002 IMO NEWS 3 IMO News • Issue 1 2002 Contents The International Maritime Organization (IMO) 4, Albert Embankment London SE1 7SR UK Tel +44 (0)20 7735

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

MARITIME SECURITY - DRAFT INTERNATIONAL CODE DEVELOPED

GRACE PERIOD FOR STCW COMPLIANCE

NEW MEASURES FOR STOWAWAYS

I S S U E 1 . 2 0 0 2

www.imo.org. No.1 2002 IMO NEWS 3

IMO News • Issue 1 2002

Contents

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

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Copyright © IMO 2002Pub 484/01

Opinion

4 IMO’s work in the war against terrorism begins in earnest

I Intelligence

6 IMO agrees raft of measures to bolster ship security

6 Moldova, San Marino join IMO

7 Six-month grace period for STCW compliance

8 IMO restructures to highlight security focus; ISM Code warning issued

Feature

10-11 The helping hand

IMO prepares to step up technical co-operation over maritime and port security

From the meetings

12-13 Facilitation Committee 29th session

14-15 Sub-Committee on Standards of Training and Watchkeeping 33rd session

16-17 Sub-Committee on Fire Protection 46th session

18-20 Sub-Committee on Radiocommunications and Search and Rescue 6th session

IMO at work

21-22 REMPEC - 25 years fighting pollution; Germany completes R&D funding; Singapore simulation; Secretary-General meets Panama dignitaries; Obituary - Elizabeth Mann Borgese

New standards designed toreduce the potential for

stowaways infiltrating shipsaddress the question ofadequate lighting when

ships are in port (page 12)

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

MARITIME SECURITY - DRAFT INTERNATIONAL CODE DEVELOPED

GRACE PERIOD FOR STCW COMPLIANCE

NEW MEASURES FOR STOWAWAYS

I S S U E 1 . 2 0 0 2

Opinion

4 IMO NEWS No.1 2002 www.imo.org.

Of the many ways in which the horrendous terrorist attacks in the United States lastSeptember have affected our perceptions of the world, two in particular have had a strong

resonance at IMO. Not only has our understanding of the scale on which human life can beaffected by a transport incident been dramatically increased, it has also become startlinglyclear that we must now prepare to deal with occurrences that are not accidents, but deliberateacts of a kind few of us could previously have imagined.

On the basis of a unanimously approved Assembly resolution, IMO’s Maritime SafetyCommittee took positive action and convened an Intersessional Working Group, in February ofthis year, to consider what steps the maritime community needed to take to enhance securityon board ships and in ports. A set of issues was identified, and recommendations as to how theproblem should be tackled were made. The proposals stemming from the IntersessionalWorking Group will be put before the MSC at its next meeting in May, which itself will convenea special Working Group to progress the work further.

The IMO Assembly also agreed to hold a Conference on Maritime Security in December2002, to adopt any new regulations that may be required to enhance ship and port security andprevent shipping from becoming a target of international terrorism. It is expected that certainconventions, such as SOLAS, will be modified to provide the required regulatory framework todeal with terrorism. In addition it is anticipated that guidelines will be needed with respect tocertain operational matters, including the assessment of port vulnerability. More details of thework to date can be found elsewhere in this issue.

Since September 11th we have seen how a concern for security can unite people throughoutthe world and how it can cut across political and cultural boundaries. In this context, one of thekey issues to have emerged is the potential vulnerability of shipping calling at the lessdeveloped or affluent parts of the world, where the resources to implement extensive andeffective security measures may not be so readily available.

To help tackle this problem, the IMO Assembly approved funding of £1 million to helpfinance a programme, administered by the Technical Co-operation Division of IMO, designed tohelp Governments to address this vital issue. Subsequently, in accordance with the authoritygiven to the Secretary-General by the Council regarding the use of the resources of the IMO’sTechnical Co-operation Fund (TC Fund), I have decided to increase that amount by a further£0.5 million so that the Organization is capable of addressing the required support in severalways. This programme is now underway and its early progress is detailed in a feature in thisissue of IMO News.

Finally, in order to ensure a systematic and consistent approach to maritime security issuesby the Secretariat, I have restructured the Navigation Section, which will, from now on, inaddition to its traditional duties pertaining to the work of the NAV and COMSAR Sub-Committees, be responsible for regulatory matters relating to the prevention and suppressionof acts of terrorism against shipping and has been renamed the “Navigational Safety andMaritime Security Section”. It will continue to be the responsible section for piracy and armedrobbery against ships matters and will assist the Technical Co-operation Division in thedelivery of technical co-operation projects relevant to maritime security.

In all of these undertakings, IMO is showing a measured yet prompt response to a complexand multi-faceted issue. The end result promises to be a set of measures that really will make adifference in the global effort to reconstruct a sense of international security.

Suppression of terrorism - our work begins

www.imo.org. No.1 2002 IMO NEWS 76 IMO NEWS No.1 2002 www.imo.org.

The IMO Maritime SafetyCommittee’s Intersessional

Working Group on MaritimeSecurity (ISWG), which metfrom 11-15 February 2002, is toput forward a series ofimportant recommendations tothe May 2002 meeting of theMaritime Safety Committee(MSC 75) for further elaboration.

Under the recommendations, SOLAS chapter XIwould be amended to include special measures formaritime security and the title amendedaccordingly. The general idea for consideration byMSC 75 is to incorporate new regulations XI/5 to 7containing definitions, requirements for ships andrequirements for port facilities respectively,supported by a draft International Code for theSecurity of Ships and Port Facilities, which shouldhave a mandatory section.

There is also a recommendation to accelerate theimplementation schedule for the mandatory fittingof Automatic Identification Systems for all ships of500 gross tonnage and above, on internationalvoyages. The final implementation date would bedecided by a Diplomatic Conference on maritimesecurity, scheduled for December 2002.

The draft International Code would require allships of 500 grosstonnage and aboveengaged ininternational voyagesto carry shipsecurity plans(SSPs). Such planswould ultimately beincorporated in theISM Code. It wasconsidered essentialthat the mandatoryrequirementsrelating to suchplans should bedeveloped prior tothe DiplomaticConference on

maritime security, scheduledfor December this year.

There would also berequirements for a ShipSecurity Officer (SSO) and aCompany Security Officer(CSO) in the Code.

The working group willrecommend MSC 75 to

incorporate a requirement for port facility securityplans (PFSP. MSC will be invited to authorize moredetailed work to be undertaken in close co-operation with ILO on comprehensive PFSPrequirements, however there was concern that itmay not be appropriate to require such plans forsmall ports.

Port Vulnerability Assessment (PVA) wasconsidered an essential part of the port facilitysecurity process. It was agreed to incorporate a newrequirement for PVA in the Code and developguidance/criteria for PVA based on the existinglevel of threat.

The Sub-Committees on Radiocommunicationsand Search and Rescue (COMSAR), Ship Designand Equipment (DE) and Safety of Navigation(NAV) are to be requested to consider means forproviding a capability for seafarers to activate analarm to notify authorities and other ships of aterrorist hijacking, including a recommendation onwhether such an alarm should be surreptitious.

It was also recommended that co-operation withthe World Customs Organization (WCO) on thequestion of container inspection should beformalized. The key issue is to ensure that theeffective and efficient flow of multi-modal cargo ismaintained, in spite of the need for cargo security.Facilitation of maritime traffic needs to be balancedagainst the desire for maritime security.

The Sub-Committee on Design and Equipmentmeeting in March is to consider the issue ofmaritime security equipment to preventunauthorized boarding in ports and at sea andreport to MSC 75. If appropriate, a new regulationmay be incorporated in the Code requiring shipsecurity equipment.

IMO agrees raft of measures tobolster ship security

Intelligence Intelligence

Moldova, San Marino join IMO

A key issue is to ensure that the effectiveand efficient flow of multi-modal cargo ismaintained, in spite of the need for cargosecurity. Facilitation of maritime trafficneeds to be balanced against the desirefor maritime security, the Working Groupagreed

How vulnerable are port areas toinfiltration? A new requirement for portvulnerability assessment is to be includedin the proposed ship security code

IMOhas issued advice to port State controlofficers that, for a period of six

months after the 1 February 2002 implementationdeadline for the revised Convention on Standards ofTraining, Certification and Watchkeeping forSeafarers (STCW 95), ships whose officers do nothold STCW 95 certificates or flag Stateendorsements need not be detained.

In a circular issued by the 33rd Sub-Committee onStandards of Training and Watchkeeping (STW), it isrecommended that, until 31 July 2002, port Statecontrol officers issue only a warning in cases where aseafarer’s documentation complies with therequirements immediately before 1 February 2002but is not in accordance with the requirements ofSTCW 95. Port State control officers arerecommended to issue the warnings to the shippingcompanies concerned only and to notify the seafarersand inform the flag State accordingly.

The Sub-Committee also recognised that major ISMCode non-conformities could be raised if a seafarer’sdocumentation is not in accordance with STCW 95. Ittherefore recommended that flag States should informrecognized organizations responsible for issuing ISMCode certificates that, until 31 July 2002, it would besufficient to inform the flag State of such cases whenassessing compliance with the ISM Code.

The move comes in recognition of the fact thatmany seafarers have not yet been able to obtain thenecessary certification required by the Conventionand that Parties to the Convention have haddifficulties in concluding the arrangements requiredto process reciprocal recognition endorsements.

Certificate-issuing Parties and flag Administrationswere urged by the Sub-Committee to do their utmostto ensure that seafarers are issued with theappropriate certificates and necessary endorsementswith the minimum of delay.

The Republic of Moldova and San Marino havebecome members of the International Maritime

Organization (IMO), following their deposit ofinstruments of acceptance of the Convention on the

International Maritime Organization, as amended,with the Secretary-General of the United Nations.

With their accession, the number of IMO MemberStates now stands at 162.

Six-month grace period for STCW 95compliance

Flag Administrations responsible forissuing STCW certificates have beenurged to do their utmost to ensure thatseafarers are issued with the appropriatecertificates and necessary endorsementswith the minimum of delay (Photo: P&ONedlloyd)

The IMO Secretariat has been restructuredin order to ensure a systematic and

consistent approach to maritime securityissues. The Navigation Section of theMaritime Safety Division (MSD) has been re-designated as the Navigational Safety andMaritime Security Section. In addition to itstraditional duties pertaining to the work of theSub-Committees on Safety of Navigation (NAV)and on Radiocommunications and Search andRescue (COMSAR), the new section will beresponsible for regulatory matters relating tothe prevention and suppression of acts ofterrorism against shipping.

It will continue to bear responsibility formatters relating to piracy and armed robberyagainst ships and, in co-operation with theTechnical Co-operation Implementation andProject Management Section of the MaritimeSafety Division, will assist the Technical Co-operation Division in the delivery of technicalco-operation projects relevant to maritimesecurity. It will also act as the focal point inMSD for the implementation, from the safetypoint of view, of resolution A.920(22) on thereview of safety measures and procedures forthe treatment of persons rescued at sea.


Intelligence

IMO restructuring reflects heightenedemphasis on maritime security

As the countdown to implementation of“Phase 2” of the International Safety

Management (ISM) Code continues apace,the IMO has issued a reminder that shippingcompanies need to plan and schedule theirimplementation activities without delay if theyare to meet the impending deadline of 1 July 2002.

Governments have been urged to take“urgent action” to ensure sufficient time isallowed for the verification process to becarried out. In a Circular, issued to all MemberGovernments, the IMO notes that “verificationof compliance with the ISM Code shouldinclude objective evidence that the CompanySafety Management System (SMS) has been inoperation for at least three months and an SMShas been in operation on board at least oneship of each type operated by the company forat least three months prior to the issue of validDocuments of Compliance and Safety

Management Certificates.”

The Circular stresses the“considerable time needed foreffectively implementing the ISMCode” and the consequent need to planthe implementation process well inadvance. Governments have beenurged to bring the contents of theCircular to the attention of allconcerned, in particular shipownersand operators, ship managers andrecognized organizations.

The Circular points out that theSafety of Life at Sea (SOLAS)Convention does not provide for anyextension of the implementation datesfor the introduction of the ISM Code,and that ships which are not certified inaccordance with the provisions of theCode would be regarded as not beingin compliance with SOLAS.

IMO issues ISM Code warning

The IMO Secretariat has been restructured to reflect the greater emphasis now being placed on maritime security in thewake of September 11th (Photo: US Coast Guard Digital)

The ISM Code will apply to container and general cargo tonnage on 1 July 2002

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Implementation plans must be in place well before deadline, Governments told


Features • TC programme on security TC programme on security • Features

The terrorist atrocities of September 11th lastyear have prompted a widespread and far

reaching review of security provisions throughoutthe worlds of business, industry and transport.

In the shipping industry, action was initiated byIMO Secretary-General William O’Neil through hispreparation of an IMO Assembly Resolution callingfor a thorough review of measures and procedures toprevent acts of terrorism which threaten the securityof passengers and crews and the safety of ships.

This resolution was adopted unanimously andwithout amendment as Resolution A.924(22) (seefull text right). In adopting this resolution, theAssembly not only called for the review of existingmeasures and procedures, it also requested theSecretary-General “to take appropriate measureswithin the Integrated Technical Co-operationProgramme to assist Governments to assess, put inplace or enhance, as the case may be, appropriateinfrastructure and measures to strengthen portsafety and security so as to prevent and suppressterrorist acts directed against ports and portpersonnel as well as ships in port areas, passengersand crews”.

In response to that request, the Secretary-General has put in place a programme,administered by the Technical Co-operationDivision of IMO designed to help Governments toaddress this vital issue.

Funding, of course, is a key component, withoutwhich there could be little progress. In addition tothe £1 million approved by the Assemblyspecifically for the provision of the aforementionedassistance, and in accordance with the authoritygiven to the Secretary-General by the Councilregarding the use of the resources of the TechnicalCo-operation Fund (TC Fund), the Secretary-General has decided to increase that amount by afurther £0.5 million so that the Organization iscapable of addressing the required support inseveral ways.

On that basis, an initial two-year programme ofglobal assistance on maritime and port security wasformally launched at the beginning of February2002, within the framework of the IntegratedTechnical Co-operation Programme and with a totalbudget of £1.5 million (i.e. US$2,145,000) from theTC Fund.

The primary purpose of the global programme isto deliver workshops to train maritime and portpersonnel in assessing, putting in place andenhancing security infrastructure and measures, onthe basis of the related guidance and mandatory

requirements that already exist or are expected toemerge as a result of the on-going regulatoryreview mandated by the Assembly in resolutionA.924(22).

In this context, the Secretary-General believesfirmly that the Organization must assistGovernments simultaneously with the reviewprocess. All the more so since, in operativeparagraph 4, resolution A.924(22) specificallyencourages Governments to put in place andvigorously implement security measures for themaritime/port sector, even before IMO finalizes itsregulatory work on the issue.

Consequently, as work progresses in deliveringthe global programme’s components, full accountwill be taken of the conclusions andrecommendations of all IMO organs that areparticipating in the review process. To this end, thecontent of the training workshops may be adjustedperiodically, as required, and the agreed workshopoutline has been constructed to readily facilitate itsadjustment. In this manner, while the workshopsare initially oriented towards awareness-raising andimplementation of existing guidance andprospective measures, following conclusion of theMaritime Security Conference of December 2002,the workshops will be even more focused oneffective compliance with the Organization’s futureregulatory regime for maritime/port security.

On the latter point, the Secretary-Generalconsiders that Governments will requireimplementation assistance well into the biennium2004-2005, and in due course he will take steps toensure that such additional support can be providedby the Organization in conjunction with itsdevelopment partners.

In this regard, the Secretary-General considersalso that further training and security infrastructureimprovements may be areas where such additionalsupport will be urgently needed. To this end, hehas written to the President of the World Bank andthe Administrator of the United NationsDevelopment Programme, to inform them of IMO’son-going initiatives (regulatory and technicalassistance) and to ascertain whether thoseorganizations will be addressing maritime/portsecurity through their own programmes, especiallywith regard to training and infrastructureimprovements. At the same time he has offeredoffer IMO’s full co-operation with any suchprogrammes, to ensure appropriate co-ordinationand the most effective use of funds.

The outcome of consultations with the above-

The Helping HandIMO to step-up technical co-operation over maritime and port security

mentioned organizations, and any other potentialdevelopment partners, will be reported to the IMOCouncil.

Finally, it is recalled that, to ensure effectivedelivery of the programmed workshops, theSecretariat requested Member States andorganizations to assist in identifying individuals withthe relevant maritime security expertise. Thetechnical co-operation page of the IMO website isbeing updated for this purpose.

In detail, the progress made with the programmeso far encompasses the following:

1) Preparation of an outline programme forsubsequent training workshopsTwo maritime/port security experts were appointedin February 2002 to:

◆ provide advice to the Secretariat on securityissues;

◆ observe discussions during the Inter-sessionalWorking Group on Maritime Security;

◆ and prepare the outline workshop programme,taking into account the recommendations of thelatter Group, together with correspondinglearning objectives.

2) Development of detailed lesson plans andpresentations

Maritime/port security experts are currentlybeing engaged to prepare, in English, detailedlesson plans and corresponding PowerPointpresentations for instructors, based on the agreedoutline workshop programme. This work wasdue to be complete in April 2002.

3) Translation of materials

The detailed lesson plans and instructors’presentations will be translated into French andSpanish (and possibly other languages).

4) Delivery of sub-regional workshops

Organization of 14 subregional workshops,throughout the developing world, to trainmaritime and port personnel in assessing, puttingin place and enhancing security infrastructureand measures. This work will be continuous toDecember 2003.

5) Provision of fellowships and on-the-jobtraining attachments

Organization of individual training at specializedinstitutions and on-the-job training attachmentswith port authorities. This work will becontinuous to December 2003

Resolution A.924(22)Adopted on 20 November 2001Review of measures and procedures to preventacts of terrorism which threaten the security ofpassengers and crews and the safety of ships

THE ASSEMBLY,

RECALLING Articles 1 and 15(j) of theConvention on the International MaritimeOrganization concerning the purposes of theOrganization and the functions of theAssembly in relation to regulations andguidelines concerning maritime safety; andalso the general purpose of the Convention onFacilitation of International Maritime Traffic,1965,

TAKING INTO ACCOUNT United NationsGeneral Assembly resolution 56/1 andSecurity Council resolution 1368, both adoptedon 12 September 2001, condemning theterrorist attacks on the United States ofAmerica on 11 September 2001, and alsoSecurity Council resolution 1373, calling on theinternational community to redouble its effortsto prevent and suppress terrorist acts,including full implementation of anti-terroristconventions,

EXPRESSING great concern for the securityof passengers and crews on board shipsincluding small craft both at anchor andunderway in the context of incidents involvingterrorism and other unlawful acts againstships, and the associated risks to people onshore or populations in port areas as well as toports, offshore terminals and the marineenvironment,

RECALLING resolution A.584(14) onMeasures to prevent unlawful acts whichthreaten the safety of ships and the security oftheir passengers and crews,

RECALLING ALSO MSC/Circ.443 onMeasures to prevent unlawful acts againstpassengers and crews on board ships,approved by the Maritime Safety Committee atits fifty-third session, in pursuance of therequests of the Assembly as contained in theaforementioned resolution A.584(14),

RECALLING FURTHER MSC/Circ.754 onPassenger Ferry Security, approved by theMaritime Safety Committee at its sixty-sixthsession,

FURTHER RECALLING the provisions ofthe Convention for the Suppression ofUnlawful Acts against the Safety of MaritimeNavigation (Rome 1988) and its Protocol forthe Suppression of Unlawful Acts against theSafety of Fixed Platforms located on theContinental Shelf,

FINALLY RECALLING United Nations

General Assembly resolution 55/7 urgingStates to become party to the 1988 Conventionfor the Suppression of Unlawful Acts againstthe Safety of Maritime Navigation and itsProtocol, and to ensure their effectiveimplementation,

RECOGNIZING the need for theOrganization to review, with the intent torevise, existing international legal andtechnical measures, and to considerappropriate new measures, to prevent andsuppress terrorism against ships and toimprove security aboard and ashore, in orderto reduce the risk to passengers, crews andport personnel on board ships and in portareas and to the vessels and their cargoes,

1. REQUESTS the Maritime SafetyCommittee, the Legal Committee and theFacilitation Committee, under the direction ofthe Council, to undertake, on a high prioritybasis, a review to ascertain whether there is aneed to update the instruments referred to inthe preambular paragraphs and any otherrelevant IMO instrument under their scopeand/or to adopt other security measures and,in the light of such a review, to take promptaction as appropriate;

2. REQUESTS ALSO the Committeesreferred to above, when taking action asrequested in operative paragraph 1, to takeaccount of the work of other internationalorganizations competent in the development ofstandards for transport-related safety andsecurity by land, air and sea, as well asindustry organizations;

3. CALLS on Governments which have notaccepted the 1988 Rome Convention andProtocol to consider doing so at the earliestopportunity;

4. ENCOURAGES Governments, pending theoutcome of work tasked to the Committeesreferred to in paragraph 1 above, to put inplace and vigorously implement appropriatesecurity measures around and in port areasand terminals, including offshore terminals;

5. REQUESTS the Secretary-General to takeappropriate measures within the IntegratedTechnical Co-operation Programme to assistGovernments to assess, put in place orenhance, as the case may be, appropriateinfrastructure and measures to strengthenport safety and security so as to prevent andsuppress terrorist acts directed against portsand port personnel as well as ships in portareas, passengers and crews;

6. REQUESTS FURTHER the Secretary-General to submit a report to the twenty-thirdsession of the Assembly on progress made inthe interim.

While security is an importantissue for all ports, includingmodern container terminals(far left), it is at some of theless advanced facilities (left)that the IMO’s technical co-operation activities will beprimarily targeted


Ships are to be thoroughly searched forstowaways on leaving high-risk ports and

measures to prevent stowaways secreting themselveson board are to be tightened, following the adoptionby the International Maritime Organization (IMO) ofnew international standards and recommendedpractices to deal with the problem.

The new measures, which will be incorporated intothe Convention on Facilitation of Maritime Traffic(FAL Convention), stipulate that ContractingGovernments shall require ships entitled to fly theirflag to undergo a thorough search in accordance witha specific plan or schedule when departing from aport where there is a risk that stowaways may haveboarded. Passenger ships are to be exempted fromthe requirement.

The new measures also call upon publicauthorities, port authorities, shipowners and theirrepresentatives as well as shipmasters to co-operatein preventing stowaway incidents. Among otherthings, they specify the regular patrolling of portareas and the establishment of special storagefacilities for cargo particularly susceptible tostowaway access, and continuous monitoring ofpersons and cargo entering these areas.

They also refer specifically to the problem ofhuman smuggling, and call for co-operation betweenport authorities and other relevant authorities such aspolice, customs and immigration to combat the practice.

The new standards and recommendations includea list of minimum security arrangements that shouldbe put in place by ships when calling at ports wherethere is a risk of stowaway embarkation. All doors,hatches and means of access to holds or stores whichare not used during the ships stay in port should belocked, access points to the ship should be kept to aminimum and be adequately secured and areasseaward of the ship should be adequately secured.Adequate deck watch should be kept, boardings anddisembarkations should, where possible, be tallied bythe ships crew or others and adequate means ofcommunication should be maintained. At night,adequate lighting should be maintained both insideand along the hull.

Although the new standards are aimed attightening security around ships, they neverthelessrecognize and reinforce the right of stowaways thatdo slip through the net to fair and humane treatment.They state that Contracting Governments shallrequire masters of ships entitled to fly their flag totake appropriate measures to ensure the security,general health, welfare and safety of any stowawaywhile on board, including providing him or her with

adequate provisioning, accommodation, propermedical attention and sanitary facilities.

Disembarkation of stowawaysOn the question of disembarkation, the newmeasures state that public authorities shall urge allshipowners operating ships entitled to fly their flag toinstruct their masters not to deviate from the plannedvoyage to seek the disembarkation of stowawaysdiscovered on board the ship after it has left theterritorial waters of the country where the stowawaysembarked, unless permission to disembark thestowaway has been granted by the public authoritiesof the State to whose port the ship deviates orrepatriation has been arranged elsewhere withsufficient documentation and permission fordisembarkation, or if there are extenuating security,health or compassionate reasons.

It is also stipulated that stowaways foundinadmissible in the country of disembarkation shouldbe returned from their point of disembarkation to thecountry where they boarded the vessel. The publicauthorities of the State of embarkation shall notreturn such stowaways to the country where theywere earlier found to be inadmissible. When a portState has refused disembarkation of a stowaway thatState should, without undue delay, notify the FlagState of the ship carrying the stowaway of thereasons for refusing disembarkation.

The formalities for dealing with stowaways will beincorporated into the Convention on Facilitation ofInternational Maritime Traffic (FAL Convention),following their adoption during the 29th session ofIMO’s Facilitation Committee, which met from 7 to 11January 2002. The amendments to the FAL Conventionare expected to enter into force on 1 May 2003.

The FAL Convention was adopted in 1965 toprevent unnecessary delays in maritime traffic, to aidco-operation between Governments, and to securethe highest practicable degree of uniformity informalities and other procedures.

In the FAL Convention, standards areinternationally-agreed measures which are“necessary and practicable in order to facilitateinternational maritime traffic” and recommendedpractices as measures the application of which is“desirable”.

The standards and recommended practices forstowaways reflect the Guidelines on the Allocation ofResponsibilities to Seek the Successful Resolution ofStowaway Cases (Resolution A.871 (20)), adopted byIMO in 1997, which established basic principles to beapplied in dealing with stowaways.

New security measures for preventingstowaways

From the meetings • Facilitation Committee

• 29th session:

• 7-11 January 2002

The FAL Convention amendments include astandard form to record stowaway details and statesthat public authorities should report all stowawayincidents to the Secretary General of theInternational Maritime Organization. The FALConvention provides that any ContractingGovernment which finds it impracticable to complywith any international standard, or deems itnecessary to adopt differing regulations, must informthe Secretary-General of IMO of the “differences”between its own practices and the standards inquestion. The same procedure applies to new oramended standards.

Other amendments to FALConventionThe Committee also adopted amendments to the FALconvention relating to the Dangerous Goods Manifest(FAL Form 7), which becomes the basic documentproviding public authorities with the informationregarding dangerous goods on board ships.

Security issuesThe Committee reviewed issues relating to securityand prevention of terrorism, following the adoptionby IMO in November 2001 of Assembly resolutionA.924(22), Review of measures and procedures toprevent acts of terrorism which threaten thesecurity of passengers and crews and the safetyof ships.

IMO has scheduled a Diplomatic Conference onMaritime Security in December 2002 to adopt newregulations to enhance ship and port security andavert shipping from becoming a target ofinternational terrorism. The Conference will bepreceded by the Maritime Safety Committee 75thsession in May 2002, and an MSC intersessionalWorking Group on Maritime Security which isscheduled to meet from 11 to 15 February.

The Facilitation Committee noted that facilitationand enhanced security were complementary to eachother and should not be viewed as excluding eachother. Enhanced security could lead to expeditiousclearance of ships, crews, passengers and cargoes.

The Ship/Port Interface Working Group, whichmet during the Committee session, reviewed MSCCirculars 443 (Measures to prevent unlawful actsagainst passengers and crews on board ships) and754 (Passenger Ferry Security) and made a numberof recommendations which the Committee agreed toforward to the intersessional Working Group onMaritime Security.

The recommendations note that the tragic eventsof 11 September 2001 have shown that security

considerations should not be restricted to passengerships and ferries including their passengers and crewand related terminals. Security considerations shouldtherefore cover all ships, persons on board(passenger and crew), off-shore terminals and thewhole port area including port approaches, portoperations and persons ashore (port personnel ornearby inhabitants).

EDI messages for clearance of shipsThe Committee reviewed the report of acorrespondence group on E-business matters andnoted that enforcement of E-business was hamperedby the following factors:

- the lack of appropriate national legislation;- the costs involved;- lack of information sharing between the

appropriate Governmental authorities;- the large number of parties involved;- lack of examples of usage;- commercial pressures; and- the level of Governmental commitment.

At its last session, the Committee agreed thatelectronic data interchange should be encouraged tothe point where it is used exclusively for shipsarriving and leaving port, and approved a “Strategyto promote the use of electronic means to exchangeinformation with the objective of harmonizing andsimplifying procedures” which has as its aim the“Total Electronic Clearance of Ships and Cargoes”.

The Committee at the current session agreed thatsharing of information about implementation of EDIby Governments would help raise awareness and leadto a better understanding of how the implementationof these tools might contribute to the management ofinformation, including increasing security throughadvance information and making risk analyses andnecessary controlseasier andeconomicallyviable.

The Committeere-established theintersessionalcorrespondencegroup on E-Business matters tocontinue to act as afocal point on EDImatters.Night time can be the right time for

stowaways. New standards, to beincorporated in the FAL Convention, requireadequate lighting should be maintainedboth inside and along ships’ hulls

Computer technology can be a great timesaver on board ships but is it being takenup with sufficient speed? The Committeere-established the intersessionalcorrespondence group on E-Business tocontinue to act as a focal point on all EDImatters

The Committee adopted amendments tothe FAL convention relating to theDangerous Goods Manifest (FAL Form 7),which becomes the basic documentproviding public authorities withinformation regarding dangerous goodson board ships


With the 1 February 2002 deadline forimplementation of the revised Convention on

Standards of Training, Certification andWatchkeeping for Seafarers (STCW) 1978, asamended, falling just a week after the scheduledclose of the meeting, the Sub-Committee noted thatnot all seafarers on board ships had been able toobtain STCW 95 certificates and endorsementsbefore the deadline. The Sub-Committee also notedthat not all seafarers had applied for certificates,despite the fact that many Administrations haddistributed circulars encouraging them to do so. Itwas further noted that there was a shortage ofplaces on upgrading courses, which certificate-issuing Parties required to be satisfactorilycompleted before they would issue existing seafarerswith STCW 95 certificates.

In view of the urgency of the matter, it was agreedto issue advice to port State control officers andrecognised organizations to avoid ships being

detained due to seafarers notcarrying STCW 95certificates and/orendorsements. The Sub-Committee developedSTCW.7/Circ 12 and, as anexceptional measure,instructed the Secretariat toissue the circularimmediately and invited theMaritime Safety Committeeto endorse its action.

The Circularrecommended that, until 31July 2002, port State controlofficers issue only a warningin cases where a seafarer’sdocumentation complieswith the requirementsimmediately before 1February 2002 but is not inaccordance with therequirements of STCW 95.Port State control officersare recommended to issuethe warnings to the shippingcompanies concerned onlyand to notify the seafarersand inform the flag Stateaccordingly.

The Sub-Committee alsonoted that major ISM non-conformities could be raisedagainst a vessel and the

company in cases where seafarers do not hold thenecessary certification in accordance with STCW 95,which could also lead to the detention of the vessel.The Sub-Committee recommended thatAdministrations issue necessary instructions torecognised organizations to avoid the withdrawal ofthe ISM certificates in such cases, and this was alsoincluded in the Circular.

Many delegations expressed their disappointmentat the measure, but recognised that it was apragmatic response to what had become a lengthyadministrative process. The Sub-Committeerecognised that the 1995 amendments hadintroduced radical changes to the STCW Conventionand that these had been a significant factor in thedelay.

Unlawful practices associated withcertificates of competencyThe Sub-Committee considered in detail the fullfindings of a research project undertaken by theSeafarers’ International Research Centre (SIRC) atCardiff, Wales, to evaluate the extent of the problemof unlawful practices associated with certificates ofcompetency and endorsements.

In welcoming the report, a number of delegationsadvised caution on making recommendations basedon the numbers used in the report due to thedifficulty in acquiring reliable information on illegalactivities. The Philippines, for example, advised theSub-Committee that the Maritime Training Councilhad written to the researchers involved in the SIRCreport and requested that the report be amended totake account of the fact that the high number ofreported cases of fraudulent certificates reported bythe Philippines related to certificates not required bythe STCW Convention.

The Sub-Committee convened a working group toconsider matters relating to fraudulent practicesassociated with certificates of competency andendorsements. After considering its report, the Sub-Committee urged Parties, as a high priority, to followas closely as possible certificate formats in section A-1/2 and the guidance in section B-1/2 of the STCWCode.

It also urged parties to allocate resources tocombat unlawful practices associated withcertificates and documents through the introductionof anti-fraud measures and forgery preventionfeatures suggested in the SIRC report. This notedthat a certificate should be difficult and expensive toduplicate, contain all the information on training andlimitations required, be linked to the holder and itsauthenticity readily verified.

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

• 33rd session:

• 21-25 January 2002

Sub-Committee recommends port State control graceperiod for STCW 95 compliance

Security features in the paper on which thecertificate is printed, the report said, should includeseveral of the following antifraud features: gradientcolours or patterned background to make it difficultto reproduce; backer security screen to avoidduplication by copiers or scanners; watermarksvisible when the document is held at an angle oragainst the light; transparent fluorescent ink that candetect erasures and is visible with ultraviolet light,and warning bands on the document alerting on thespecific security features used in the document.

The document itself should be printed under strictcontrol. The report noted that severalAdministrations print their certificates in their State’smint. Once delivered to the Administration,certificates should be kept in a high security areawith restricted access. During one of the field visits,it was reported to the research team that certificatessimply ‘disappear’ on a regular basis from the placeof storage in the offices of the Administration.

In considering enforcement measures, the Sub-Committee urged Parties as a high priority toprovide regular summary information on fraudulentcertificates detected to the Sub-Committee toenhance awareness of the problem of unlawfulpractices associated with certificates to assist thedevelopment of guidelines to combat the problem.

In considering exchange of information, the Sub-Committee urged Parties as a high priority to ensurethat information on reliable direct contact details -such as e-mail addresses, telephone and fax numbers- for verification of authenticity of certificates byAdministrations is communicated to IMO andupdated in a timely manner, where necessary.

Among various long-term measures considered,the Sub-Committee invited Parties to strengthenexisting procedures and regulations to monitor andcontrol the process of issuing certificates by trainingestablishments and to share information throughIMO in order to make available “effective practices”to other Member Governments.

Website developmentsThe Sub-Committee was advised that the facility forcertificate verification on the IMO public website hasbeen utilised approximately 150 times and someuseful feedback has been received from users. TheSub-Committee welcomed the certificate verificationfacility on the IMO website as it provided a usefultool for exchange of information.

The delegations of Panama and of the MarshallIslands advised of developments on their web siteswhich provided direct access to certificate

information and data on fraudulent certificatesdetected. A number of delegations expressedsupport for the provision of a single email addressfor certificate verification.

While welcoming the rapid response to certificateverification requests available through direct accessto databases of seafarer certification information, theSub-Committee noted that such access to personaldata is prohibited under data protection and humanrights legislation in many countries.

Model courses validatedThe Sub-Committee validated the following IMOmodel courses:

• Ship Simulator and Bridge Teamwork • Cargo and Ballast Handling Simulator • Engine Room Simulator

The Sub-Committee noted that validation of modelcourses means it has found no grounds to object totheir contents, but this does not mean approval of thecontents and therefore they are not to be regardedas an official interpretation of the STCW Convention.

Training and certification ofmaritime pilotsThe Sub-Committee completed revisions of Annex 1to resolution A.485(XII) on the training andcertification of maritime pilots. Amendments weremade to clarify the accident investigationrequirements, a reference to the Code for theInvestigation of Marine Casualties and Incidentsadded and references to “Administrations” removedfrom the text.

Professional standards for the modernseafarer are enshrined in the revisedSTCW Convention. The Sub-Committeeagreed a six-month grace period to allowthe certification backlog to work through

Among the model courses validated bythe Sub-Committee was one on ShipSimulators and Bridge Teamwork

A pilot boat from the port of Broome,Western Australia, approaches aninbound vessel. The Sub-Committeecompleted revisions of Annex 1 toresolution A.485(XII) on the training andcertification of maritime pilots.


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

• 46th session:

• 4-8 February 2002

The Sub-Committee, at its 46th session ending 8February, agreed a draft MSC Circular on

Interim Guidelines for evacuation analyses fornew and existing passenger ships, forsubmission to the 75th session of the MaritimeSafety Committee (MSC) in May 2002 for approval.

The Guidelines are intended to facilitate the designof passenger ships so that, in the event of anincident, passengers and crew can be safely, quicklyand effectively evacuated.

The draft Interim Guidelines include both asimplified evacuation analysis and an advancedevacuation analysis.

The Sub-Committee noted that both methods ofevacuation analysis would still need to be validatedfurther. Therefore, the guidelines are intended tobe interim in nature and subject to review based onexperience in applying them as well as ongoingresearch and development.

MSC 74 in May-June 2001 approvedMSC/Circ.1001 - Interim Guidelines for a simplifiedevaluation analysis of high-speed passenger craftwhile MSC/Circ.909 issued in May 1999, includedInterim Guidelines for a simplified evacuationanalysis of ro-ro passenger ships. The new circularwill supersede MSC/Circ.909.

Other draft circulars agreedThe Sub-Committee also agreed the following draftMSC circulars, for submission to the MSC in May2002 for approval:

• Guidelines for smoke control and ventilationsystems for internal assembly stations andatriums on new passenger vessels

• Unified interpretations of the Fire TestProcedures (FTP) Code and fire test proceduresreferred to in the Code

• Guidelines for the use and installation ofdetectors equivalent to smoke detectors (asrequired by SOLAS regulation II-2/7)

• Unified interpretations of the revised SOLASchapter II-2

• Preparation of shipboard fire control plans (asreferred to in SOLAS regulation II-2/15. Thedraft circular refers to resolution A.654(16) onGraphical symbols for fire control plans anddraws attention to standard ISO 17631:2002 -Ships and marine technology - Shipboard plansfor fire protection, life-saving appliances andmeans of escape. The symbols in the ISOstandard may be incorporated in a plannedrevision of the resolution.)

Draft Assembly resolution agreedThe Sub-Committee agreed the following draftrevised Assembly resolution, for submission to theMSC in May 2002 for approval and subsequentsubmission to the next IMO Assembly, scheduledfor November 2003:

Draft guidelines for evacuation analysis on passenger ships agreedDraft guidelines to help deal with emergencies on all passenger ships, in particular the evacuation of people on board, have been developed by the Sub-Committee on Fire Protection (FP).

• draft Assembly resolution onImproved Guidelines for marineportable fire extinguishers, which isintended to supersede resolutionA.602(15) - Revised Guidelines formarine portable fire extinguishers

Correspondence groupsestablishedThe Sub-Committee decided toestablish the followingcorrespondence groups to continuework intersessionally:

1. Correspondence Group onRevision of the fishing vesselSafety Code and VoluntaryGuidelinesThe correspondence group willreview the fire protection provisionsof the draft revised Code andGuidelines and prepare a draft finaltext for consideration at the nextsession of the Sub-Committee (FP47), scheduled for February 2003.The work follows the request of theSub-Committee on Stability, LoadLines and on Fishing Vessel Safety to a numberof Sub-Committees to review relevant chapters ofthe draft revised Code and guidelines, with atarget completion date of 2003.

2. Correspondence Group on Largepassenger ship safetyThe correspondence group will considerobjectives and tasks on fire protection issuesrelating to large passenger ship safety referred tothe Sub-Committee by the MSC. In particular thegroup will review a gap analysis of the tasks andobjectives - the gap analysis is intended toidentify areas where IMO instruments aresatisfactory and areas where gaps may exist. Thegroup will consider the need for further analysisto justify the development of, or proposedamendments to, IMO instruments (e.g.amendments, resolutions, circular, interpretation,etc.) and make recommendations. The group isalso tasked with identifying areas to berecommended for further consideration by theSub-Committee; as well as identifying parametersthat are considered relevant in terms of fireprotection expertise with respect to criteria thatmay assist in defining the term “large passengership”. The Group will take into consideration theoutcome of MSC 75 (in May 2002) in its work, tobe presented to FP 47.

3. Correspondence Group on Performancetesting and approval standards for fire safetysystemsThe group’s work is aimed at the development ofcomprehensive performance testing and approvalstandards for the fire safety systems required bySOLAS chapter II-2. The Group is tasked withidentifying the current level of standards inresolutions, recommendations and circularsapplying to the different categories of fire safetysystems on ships, including those of IMO andISO, as well as other relevant standards. Thegroup will develop a preliminary plan for theharmonization, or new development of, approvalstandards and performance testing for eachcategory of fire safety system and propose short,medium and long-term priorities for each firesafety system category. The work will bepresented to FP 47.

Guidelines for ships operating inArctic ice-covered watersThe Sub-Committee reviewed the sections relatingto fire protection in the draft Guidelines for shipsoperating in Arctic ice-covered waters and agreedmodifications, for forwarding to the Sub-Committeeon Ship Design and Equipment, which is co-ordinating the work on the draft guidelines prior totheir presentation to the MSC for approval.

Fire protection issues relating to bothfishing vessels (above) and largepassenger ships (left) are the subject of correspondence groups established by FP 46


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

During the 6th session of the Sub-Committee on Radiocommunications

and Search and Rescue (COMSAR), IMOMember States agreed that a listening watchon VHF Channel 16 for distress and safetypurposes should continue for the presenttime, pending a review in 2005.

The move takes into account the largenumber of non-convention vessels yet to befitted with VHF DSC facilities which are stillusing VHF channel 16 for distress and safetypurposes.

Regulation 12.3 in chapter IV(Radiocommunications) of the InternationalConvention for the Safety of Life at Sea(SOLAS), 1974 states that the VHF Channel16 watch should continue until 1 February1999 or “until such other date as may bedetermined by the Maritime SafetyCommittee” (MSC). The Sub-Committeeagreed a draft MSC resolution, forsubmission to MSC 75 in May 2002 foradoption, which requires vessels to maintaina continuous listening watch on Channel 16until the MSC determines the watch shouldcease, with the provision for a reassessmentof the situation in 2005.

The resolution would revoke ResolutionMSC.77(69) adopted in 1998, which called forthe watch to cease in 2005.

The proposed draft resolution is intended toaddress the current situation whereby largenumbers of ships to which the SOLASConvention does not apply (such as ships noton international voyages or those under 300gross tonnage) do not yet have VHF DSCequipment fitted and therefore might not havethe facilities for sending distress alerts on theGMDSS system using VHF digital selectivecalling on VHF channel 70. There are manyparts of the world not yet covered by VHFcoast stations, where distress alerts can onlybe received by ships in the vicinity of those indistress and therefore there is a need for anopen “short distance frequency” where shipscan reach each other for immediate voice inter-ship calling for distress, urgency and safetycommunications until digital selective calling(DSC) on VHF channel 70 becomes acapability commonly used by both Conventionand non-Convention ships.

It is intended that, at the earliest

opportunity, VHF digital selective calling onVHF channel 70 will be used universally forinitial distress, urgency and safety alerting,using VHF channel 16 as the complimentaryradiotelephony channel following the initialalert.

Persons rescued at sea -review of safety measuresand proceduresThe Sub-Committee reviewed issues relatingto the rescue of persons at sea, following theadoption by the IMO Assembly in November2001 of resolution A.920(22) - Review of safetymeasures and procedures for the treatment ofpersons rescued at sea. The resolutionrequested the Maritime Safety Committee,the Legal Committee and the FacilitationCommittee, under the direction of theCouncil, to review, on a priority basis, allrelevant IMO instruments under their scopefor the purpose of identifying any existinggaps, inconsistencies, ambiguities, vaguenessor other inadequacies in relation to therescue of persons at sea.

The Sub-Committee agreed that there weregaps in the SOLAS and SAR Conventions inrelation to the disembarkation of personsrescued from distress at sea and bringingthem to a place of safety, which needed to beaddressed by other IMO bodies and also byother international organizations. Suchissues included the identification of the legalstatus of the persons after their rescue;preventing persons from getting into adistress situation; to balance SAR concernswith sovereignty concerns; and bilateralagreements, other than SAR agreements,between States concerned.

The Sub-Committee noted that discussionsin the SAR Working Group on the matter hadraised the following issues:

• there was a need to clarify the term “place ofsafety”;

• the relevant MRCC should co-ordinatewhere to deliver persons after their rescue;

• the provision of the global SAR plan shouldbe ensured;

• the obligations of masters andgovernmental obligations needed to bemore closely balanced;

• the need to consider the relevant provisionsof the SAR and SOLAS Conventions in thisregard might necessitate an intersessional

SAR meeting;• no detailed amendments to the two

Conventions could be considered at thisstage; and

• the MSC should be invited to consider theneed for amendments to both Conventionsin the short/medium term, in view of thegaps identified above, and whether theexisting Conventions provide the rightframework for the provision of global SARservices.

The Sub-Committee expressed itscommitment to support and promulgate theobligations of the SAR Convention; to addressthe problems related to the master’s obligationsexpeditiously; and to promulgate the integrity ofthe SAR system. The Sub-Committee invitedMember Governments to submit relevantproposals to the MSC in May 2002.

Security issuesThe Sub-Committee reviewed a number ofissues referred to it by the Maritime SafetyCommittee’s Intersessional Working Groupon Maritime Security (ISWG). The ISWG metfrom 11 to15 February 2002 in response toIMO Assembly resolution A.924(22), Reviewof measures and procedures to prevent actsof terrorism which threaten the security ofpassengers and crews and the safety of ships,which was adopted in November 2001,following a submission through the Councilto the Assembly by IMO Secretary-GeneralMr. William A. O’Neil.

The resolution calls for a review of theexisting international legal and technicalmeasures to prevent and suppress terroristacts against ships and improve securityaboard and ashore in order to reduce anyassociated risk to passengers, crews and portpersonnel on board ships and in port areasand to the vessels and their cargoes.

The Sub-Committee discussed two issuesarising from the ISWG - practical use of along-range interface in shipborne AISequipment and ship alerting in cases ofterrorism against ships.

Long-range AIS interface – The Sub-Committee instructed the IMO Secretariat toconvey a request to ITU-R Working Party 8Band to Inmarsat through IMSO to study thefeasibility of providing Long Range trackingwith polling using the data output available

from AIS equipment; and to make necessarytechnical changes to MF/HF and Inmarsatstandards such that this AIS data may beavailable to any appropriate national authoritywhich may include search and rescueauthorities using GMDSS communicationequipment. The Sub-Committee also invitedAdministrations to contribute to the study.

Piracy and armed robbery againstships – The Sub-Committee preparedproposed revisions to the text ofMSC/Circ.623/Rev.2 - Guidance toshipowners and ship operators, shipmastersand crews on preventing and suppressingacts of piracy and armed robbery againstships. The proposed revisions relate to thepossibility of a ship sending a covert piracyalert to a Rescue Co-ordination Centre(RCC). A proposed new paragraph alerts theRCC to the fact that sending a confirmation ofreceipt message could alert the pirates that adistress message has been sent, and couldfurther endanger the lives of the crew onboard the vessel.

False alerts - Draft MSCcircular on EPIRBS agreedThe Sub-Committee agreed a draft MSCCircular on Guidelines for shore-basedmaintenance of satellite EPIRBs, to ensuremaximum reliability whilst minimising therisk of false distress alerting.

The Guidelines are intended to beapplicable both to 406 MHz EPIRBs and to L-

band EPIRBs, as either type may be carriedto comply with the requirements of SOLASregulation IV/7.1.6. EPIRBs may include121.5 MHz transmitters, or Global NavigationSatellite System (GNSS) receivers.

The Sub-Committee agreed a draft MSCcircular on Guidelines for shore-basedmaintenance of satellite EPIRBs, and a draftMSC Circular on Guidelines on annualtesting of 406 MHz satellite EPIRBs, andsubmitted them to MSC 75 for approval.

The Sub-Committee noted that thefollowing regulation in SOLAS chapter IVenters into force on 1 July 2002:

New regulation IV/15.9:

“Regulation 15 - Maintenance requirements

9 Satellite EPIRBs shall be tested atintervals not exceeding 12 months for allaspects of operational efficiency withparticular emphasis on frequency stability,signal strength and coding. However, incases where it appears proper andreasonable, the Administration may extendthis period to 17 months. The test may beconducted on board the ship or at anapproved testing or servicing station.”

Meanwhile, the Sub-Committee discussedprocedures for reporting of false alerts andagreed that a proposed standardizedquestionnaire and format be issued asguidance for voluntary use, pending furtherdiscussion.

The Sub-Committeenoted that the currentsuggested proceduresfor reporting distressalerts according tothe different systemsused wereappropriate, namely:

• Inmarsat alertsfrom satellite EPIRBS- reports of falsealerts are reportedfrom Administrationsto Inmarsat;• alerts from 406MHz EPIRBS -reports of false alertsare sent to COSPAS-SARSAT SMR

(System Monitoring and Reporting) whichthen collects and reports to IMO; and

• DSC (Digital selective calling) alerts - reportsof false alerts are analysed by Administrationsand reported directly to IMO.

The Sub-Committee established aCorrespondence Group on false alerts withthe objective of preparing the following aheadof the next COMSAR meeting:

• Guidelines to administrations;• procedure on how to collect data on false

alerts;• how to report collected information to

SMR; • procedure for administrations on how to

derive lessons learned from the datacollected; and

• reporting and collation of incidents wherethere is evidence that a distress hasoccurred and no alert was received.

Large passenger ship safety -Correspondence GroupestablishedThe Sub-Committee reviewed the objectivesrelating to large passenger ship safetyassigned to it by the MSC and agreed toestablish a COMSAR Correspondence Groupon large passenger ship safety to look at theobjective assigned to it, namely to “evaluaterecovery and rescue techniques andequipment and propose measures asappropriate”.

Tasks to be considered in accomplishingthis objective include:

• Measures and techniques to transferpersons from survival craft and recoveringpersons from the water to other shipswhich may include the use of rescue boats,scramble nets, means of rescue, pilotboarding ladders and helicopters.

• Compatibility of ships of all types for use aspossible SAR facilities, specificallyaddressing mooring alongside, evacuationof persons; transfer of assistance personnel(fire fighters, medical personal, etc.); andtransfer of persons.

• Evaluation of techniques, fittings andequipment to recover survival craft.

• Reliability of equipment.• New concepts as well as adequacy of

current requirements.• Advise MSC on medical issues related to

SAR issues.

• 6th session:

• 18-22 February 2002

Continued watchkeeping on VHF Channel 16 - draft resolution agreed

(Right) Comsar agreed alistening watch should

continue on VHF Channel 16,in recognition of the large

number of non-conventionships still using it for distress

and safety purposes,pending a review in 2005

(Below)The Sub-Committeeagreed that there were gaps

in the SOLAS and SARConventions concerning howto deal with persons rescued

from the sea


From the meetings

Medical first aid kits on ro-ropassenger shipsThe Sub-Committee agreed a draft MSCCircular to include a list of contents for an“emergency medical kitbag” for certain ro-ropassenger ships for utilization by a medicaldoctor.

The list was developed by a CorrespondenceGroup which was co-ordinated by the CCMM(Centre de Consultations MédicalesMaritimes) in charge of the MaritimeTeleMedical Advice Service (TMAS) in France.

The Correspondence Group noted that thereis a high risk of a medical emergencyoccurring aboard any passenger ship even on ashort-sea voyage, particularly ro-ro shipsand similar ferries carrying large numbersof passengers, because of the range of agesand possible previous illness of passengers.Current IMO/ILO/WHO regulations donot fully address this risk of medicalemergencies aboard passenger vessels asthey only regard health and safety of theseafarers considered as workers.

When there is no medical doctor amongthe crew (as would be the case if the shipis carrying “100 or more seafarers andordinarily engaged on internationalvoyages of more than three days” - ILOConvention n°164 - Art. 8), the master isresponsible for medical care on board the ship(as for any merchant or fishing vessel - ILOConvention n°164 - Art.9). A master may callfor a doctor from among the passengers whenthis is needed.

The Sub-Committee agreed that theCorrespondence Group, in close co-operationwith ILO and WHO representatives, shouldcontinue its work on relevant issues, inparticular:

• to assess responsibility and liability of themaster, of the company and of the volunteerpassenger physician, possibly with theassistance of legal divisions of Organizationsconcerned; and to decide on pertinent legaldocuments, if any, to be used when apassenger physician intervenes;

• to assess the appropriateness of the criteriaof “ro-ro” for defining vessels covered by thepresent work;

• to provide advice on monitoring evaluationand research on the use of the medical kit inemergency incidents; and

• to consider reports submitted by MemberGovernments on their experience gained inthe use of the “emergency medical kitbag”,to the co-ordinator of the CorrespondenceGroup.

Revision of fishing vesselSafety Code and VoluntaryGuidelinesThe Sub-Committee agreed draft amendmentsto chapters relating to radiocommunications ofthe fishing vessel Safety Code and VoluntaryGuidelines, for submission to the Sub-Committee on Stability, Load Lines and onFishing Vessel Safety, which is co-ordinatingthe revision.

Other draft circulars andresolutions agreedThe Sub-Committee also agreed the followingfor submission to the Maritime SafetyCommittee (MSC) for approval:

• Draft MSC Circular to include Amendmentsto the International SafetyNET Manual.

• Draft MSC Circular on Guidelines forgeneral radiocommunications, for theguidance of Governments on criteria forgeneral radiocommunications to meetGMDSS requirements in areas where nosuch general radiocommunications exist.

• Draft MSC circular on Guidelines for shipoperators and the search and rescue (SAR)services on minimum requirements for SARdata providers holding SAR co-operationplans in accordance with SOLAS regulationV/7.3 and MSC/Circ.1000 and the provisionof up-to-date plans at all times.

• Draft MSC Circular on Adoption of theamendments to the IAMSAR Manualincluding amendments to the Manual, to be

submitted to ICAO for approval and MSC 75for adoption.

• Draft MSC Circular on Guidance on ships’daily reporting of their positions to theircompanies. The circular was drafted inresponse to the United Kingdom’srecommendations of the Re-opened FormalInvestigation into the loss of the MVDerbyshire, which were presented to MSC74. Under Navigational matters, onerecommendation was for IMO to require thecompulsory daily reporting of the position ofall vessels.

• Draft revised Assembly resolution on properuse of VHF channels at sea - for approval byMSC and onward submission to the next

IMO assembly in November 2003.

Liaison statements toITU The Sub-Committee agreed a liaisonstatement to the InternationalTelecommunications Union (ITU) WP8B giving the Sub-Committee’s viewrelating to a draft significant review ofRecommendation ITU-RM.493-10 onthe Digital selective calling system foruse in the Maritime Mobile Service.

The Sub-Committee also agreed thefollowing:

• Draft IMO position concerning the relevantagenda items of the ITU WorldRadiocommunication Conference (WRC)2003 for submission to MSC 75 for approvaland consequent submission to the ITUConference Preparatory Meeting inNovember 2002 and WRC-03.

• Draft MSC resolution on Maritime safety andsafety related radiocommunications, which isintended to iron out the discrepancy in theSOLAS Convention and the RadioRegulations regarding definitions of differentcategories on radiocommunications. Thedraft is for submission to MSC 75 foradoption.

• A draft IMO statement to the ITUPlenipotentiary Conference on participationof IMO as an observer in ITU WorldRadiocommunication Conferences includinga draft circular letter inviting MaritimeAdministrations to support IMO viewsduring ITU conferences.

(Right) Passenger ships -high risk of medical

emergency, the Sub-Committee noted

(Below) Draft amendmentsto fishing vessel safety

code and voluntaryguidelines were agreed

IMO at work

December 11th 2001 marked the 25thAnniversary of the establishment in Malta

of the Regional Pollution Emergency ResponseCentre for the Mediterranean Sea, commonlyreferred to as REMPEC, the first such regionalCentre in the world.

On December 20th 2001, the Anniversary wascelebrated by the presentation of acommemorative brochure recording the historyof the Centre to Dr. Francis Zammit Dimech,Malta’s Minister for the Environment. At thesame time, the minister took the opportunity toannounce the forthcoming relocation ofREMPEC to new prestigious offices. In theevening, the Centre hosted a gala dinner at thePalazzo Parisio in Malta honored by thepresence of the Malta’s President Dr. Guido DeMarco and Mrs. De Marco.

REMPEC backgroundIt has been estimated that some 30% ofinternational seaborne trade volume originatesfrom or is directed towards the Mediterraneanports, or passes through the Mediterranean Sea,yet the Mediterranean represents only about 0.7% of the total surface of the world oceans.

The awareness of the risks that the marineenvironment of the Mediterranean was facingdue to the demographic and economic growthwas one of the key factors for choosing thisregion in 1975 for the formulation andsubsequent implementation of the first ActionPlan of the Regional Seas Programme of theUnited Nations Environment Programme: theMediterranean Action Plan (MAP).

Only a year after, in 1976, the MAP wasgiven its legal framework through the adoptionby the Mediterranean coastal States and theEuropean Community of the Convention forthe Protection of the Mediterranean Seaagainst Pollution, that became known asBarcelona Convention.

At the same time the awareness of thecoastal States and the EC that one of the firstissues to be addressed is the problem of ship-generated marine pollution led to the adoptionof the Protocol to the Barcelona Conventionconcerning co-operation in combating pollutionof the Mediterranean Sea by oil and otherharmful substances in cases emergency, or“Emergency Protocol”.

Recognizing that the implementation of the

provisions of the Emergency Protocol wouldrequire a great deal of co-operation by allParties concerned, the Plenipotentiaries of theContracting Parties decided to establish aRegional Combating Centre for theMediterranean Sea. They accepted a generousoffer of the Government of the Republic ofMalta to host such a Regional Centre, andentrusted the Executive Director of UNEP andthe Secretary General of IMO, at that timecalled the Inter-Governmental MaritimeConsultative Organization, with the earlyestablishment of the Centre.

On December 11th 1976, the Regional OilCombating Centre for the Mediterranean Seawas inaugurated on Manoel Island. From thatday until now the Centre has been operated byIMO, under the authority of IMO SecretaryGeneral, on the basis of the decisions of theContracting Parties to the BarcelonaConvention and its Emergency Protocol withinthe framework of the Mediterranean ActionPlan. It is financed by the Mediterraneancoastal States and the European Community,through the Mediterranean Trust Fund.

Being the first Regional Centre of this kindROCC had to blaze its own trail and to find itsown way to achieve the objectives given to it bythe Contracting Parties. On the basis of theseobjectives and functions assigned to it, theCentre soon identified several groups ofactivities as essential: dissemination ofinformation to the coastal States, training ofpersonnel, assistance to countries in developingtheir national contingency plans and, last butnot least, providing them with assistance incase of emergency.

Bearing in mind its objectives, the Centrepersevered over the first dozen years of itsexistence in its primary task of capacitybuilding and facilitating co-operation and initialassistance in case of oil pollution emergencies.

The training programme was formulated andregularly implemented, numerous technicaldocuments, directories, inventories andcatalogues were produced and regularlydisseminated to the coastal States, assistancewas offered to several countries in thepreparation of their national contingency plans,as well as the assistance in various forms incase of emergency.

By the end of the 1980s the capacities of theMediterranean coastal States to deal withaccidental oil pollution sufficiently improved ascompared to the situation in the 1970s, and theContracting Parties decided that whilecontinuing with the activities in this field, themandate of the Centre should be extended tocover pollution by hazardous and noxioussubstances other than oil.

This extension of the mandate also resultedin the change of the Centre’s name on January1 1990 to REMPEC - Regional Marine PollutionEmergency Response Centre for theMediterranean Sea.

The activities of REMPEC during thefollowing decade focused on increasing thecapacities of the coastal States to deal with bothoil and chemical pollution, and on thepioneering work on the establishment ofsubregional operational agreements betweenneighboring countries within theMediterranean region.

During that time, dealing with pollution bychemicals was added to the Centre’s trainingprogramme, and technical papers covering thesame subject completed the then establishedRegional Information System. Introduction ofnew information technology enabled REMPECto start developing electronic databases anddecision supporting tools.

Furthermore as part of the process of therevision of the Mediterranean Action Plan, andindeed the entire original “Barcelona system”established in 1975/6, the Contracting Partiesdecided by the mid 1990s that, in addition topreparedness, response and co-operation indealing with accidental pollution, particularattention should be paid to the prevention ofpollution of the marine environment by ships.This decision led in 1998 to the start of therevision process of the original EmergencyProtocol. The process was finalized with theadoption in Malta in January 2002 of a newProtocol that addresses both prevention andresponse to pollution from ships.

This represents the latest challenge for theCentre, and its 25th anniversary marks thestarting point for a new phase in its work toimprove protection of the marine environmentin the region.

REMPEC – 25 years fighting pollution

IMOSecretary William O’Neil hasvisited the visited the Maritime

and Port Authority of Singapore’s (MPA)newly established Integrated SimulationCentre (ISC), located within the premises ofthe Singapore Maritime Academy.

Mr. O’Neil was briefed on the training

capabilities of the ISC by Mr. Lee Seng Kong,Senior Director of MPA. He attended ademonstration of the ISC’s 360 degree FullMission Shipbuilding Simulator and anintegrated oil spill response exercise usingthe Crisis Management Simulator. Built at acost of about $12 million, the ISC consists of

2 shiphandling simulators (360 deg. and 240deg. field-of-view bridges), a CrisisManagement Simulator, a Vessel TrafficService Simulator and a GMDSS Simulator.

Mr. O’Neil paid a courtesy call on theMinister for Transport, Mr. Yeo Cheow Tong,after the visit to the ISC.

Singapore simulation

22 IMO NEWS No.1 2002 www.imo.org.

German contribution completesfunding for R&D Forum

The German Deputy Ambassador to the UK, Dr. Wolf Kischlat, presents IMO Secretary-General Mr W.A. O’Neil with Germany’s towards the funding of the Third R&D Forum

on High Density Oil Spill Response, held March 11-13 in Brest, France. They areaccompanied by Ms Ulrike Moetzel, Maritime Attache at the German Embassy, and Mr KojiSekimizu, Director of the Marine Environment Division at IMO.

Funding for the event, which has a total budget of more than US$200,000 has come from anumber of government and industry sources. Other Governments joining Germany inmaking contributions areCanada, France, Japan,the Netherlands and theUSA, as well as theEuropean Commission.Industry sources includethe Independent TankerOwners’ PollutionFederation (ITOPF), theInternational PetroleumIndustry EnvironmentalConservationAssociation (IPIECA),the Institute of MarineEngineering, Scienceand Technology(IMarEST) and the oilcompany BP.

Elisabeth MannBorgese

Professor Elisabeth Mann Borgese, whofor more than three decades was one of

the driving forces in the search for peacefuluses of the oceans and a fair and equitabledistribution of their resources, died inSwitzerland on 8 February at the age of 83.She was closely associated to IMO throughthe work of the International Ocean Institute(IOI) an independent, non-profit, non-governmental organization headquartered inMalta, which is now a global network of 20operational centres around the world. Shewas also a professor at the World MaritimeUniversity. IMO speakers took part regularlyat the summer training courses on theimplementation of the UN Convention on theLaw of the Sea of the IOI in Halifax, whichwas attended by professionals of developingcountries.

Elisabeth’s work for the oceans was part ofa personal philosophy deeply engrained inher life experience. As the youngestdaughter of the great German writer ThomasMann, she accompanied her family into exilein the 30’s to Switzerland and the UnitedStates. After the war a commitment to apeace which she shared with her father andher husband Giussepe Borgese led her tohelp in the drafting of a Constitution of theWorld Government. The Encyclica of JohnXXIII Pacem in terris, sparkled in her a moremodest idea: if we cannot achieve Pacem interris (peace on earth) through a worldgovernment -she used to say - at least we canachieve Pacem in maribus (peace in theoceans). It was this long cherished ideal thatprompted her to embark together withAmbassador Arvid Pardo of Malta on aresearch project on how a world order in theoceans could become a reality.

The result was the publication “The OceanRegime” the earliest blueprint for aconstitution for the world’s oceans, proposingto regulate, harmonize, and manage the usesand resources of ocean space for the benefitof all humankind. Following this publication,an international conference was organized inMalta in 1970 under the title “Pacem inMaribus” (“Peace in the oceans”) in whoseorganization Professor Mann Borgese wasinstrumental. Since then, 30 suchconferences have taken place worldwide.

Elisabeth’s firm belief that “the idealists oftoday are the realists of tomorrow “wasfinally rewarded with the adoption of theConstitution of the Oceans , the UnitedNations Convention on the Law of the Sea in1982 and its entry into force in 1994. Herfight for the oceans as a common causeuniting mankind was associated with herconvictions on central role of women insociety expressed in her book Ascent ofwomen (1963). In the field of oceanography,she also published The Oceanic Circle, areport to the Club of Rome as well as a bookof children’s tales on the oceans and theirnatural resources.

Elisabeth Mann Borgese was buried inKilchberg near Zürich. Mr. Agustín Blanco-Bazán attended the funeral on behalf of theSecretary-General of IMO.

Obituary

IMO at work

Secretary-General meetsPanama dignitaries(Top), IMO Secretary-General William O’Neilis greeted by HE MsMireya Moscoso,President of theRepublic of Panama,with Mr RicardoMaitirelli looking on.(Bottom), Mr O’Neil atthe Presidential Palacewith the Administratorof the Panama Canal,Mr Aleman Zubieta andthe Administrator of thePanama MaritimeAuthority, Mr JerrySalazar. Mr O’Neilvisited Panama to openthe Panama Maritime VIevent and participate inthe 5th meeting of theAdvisory Board of thePanama Canal, of whichhe is chairman

Helping to keep the world’s shipping lanes safe

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