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NEWS
Bunker delivery note and carriage ban amendments
The magazine of the International Maritime Organization SPRING 2019
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FEATURE
Fishing vessel safety treaty boosted with Spanish accession
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MEETINGS
Safer mooring - SOLAS amendment and guidelines agreed
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AT WORK
Uptake of alternative fuels in the spotlight
IMO NEWS
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WINTER 2018
Its time to make a difference
2020 0.5% Max
The IMO has adopted a global sulphur cap. This requires all ships to either use max 0.5% sulphur content Marine Fuel Oil, or fit a scrubbing device capable of removing the sulphur to an equivalent level of MFO emissions or better as from 1st January 2020. By using approved exhaust gas scrubbing devices operators can continue using HFO safe in the knowledge that pollutants are captured at source
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IMO NEWS
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SPRING 2019
CONTENTS
OPINION
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Using heritage to make modern connections
NEWS
7
Bunker delivery note and carriage ban amendments
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Chinese rescue diver recognized with IMO bravery award
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New logo to increase visibility for women in maritime
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Bangladesh ship-recycling project - second phase launched
FROM THE MEETINGS
FEATURE
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Maritime Safety Committee (MSC)
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Fishing vessel safety treaty boosted with Spanish accession
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Sub-Committee on Navigation, Communications and Search and Rescue (NCSR)
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Global project launched to protect marine biodiversity
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Sub-Committee on Ship Design And Constructions (SDC)
bulk cargoes - code 11 Solid amendments in force Sea and the Baltic Sea 11 North NOx ECAs collection on fuel oil 11 Data consumption begins
IMO AT WORK
27, 33
International Maritime 11 2017 Prize presented
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Visions of the future as Maritime Safety Committee celebrates 100th session
MANAGING EDITOR Lee Adamson Email: ladamson@imo.org 4, Albert Embankment London SE1 7SR United Kingdom
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EDITORIAL PRODUCTION Robert Russell
Email: imonews@imo.org Website: www.imo.org
ADVERTISING Sally McElhayer Email: SMcElhay@imo.org Tel: +44 (0)20 7735 7611
Ref Spring2019
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News and stories from around the world on IMO’s work to promote safe, secure and sustainable shipping on clean oceans
IMO News is the magazine of the International Maritime Organization and is distributed free of charge to qualified readers. The opinions expressed are not necessarily those of IMO and the inclusion of an advertisement implies no endorsement of any kind by IMO of the product or service advertised. The contents may be reproduced free of charge on condition that acknowledgement is given to IMO News.
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IMO NEWS
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SPRING 2019
www.imo.org
IMO NEWS • SPRING 2019Secretary-General Kitack Lim A message from IMO
OPINION IMO AT WORK
Using heritage to make modern connections A
few weeks ago I attended the first ever World Congress on Maritime Heritage, which was held in Singapore. I am a strong believer that we can, and must, use maritime heritage to connect with people today – we need to help them understand just how important shipping is to them, even if they don’t always realize it. Heritage is not just history. Heritage is about qualities, values, traditions and practices that have continued over many years and have been passed on between generations. The concept of heritage carries a clear and strong message about connection – and that means a connection with the present day and, more importantly, our future. In a world where so many people rely for their very existence on the shipping industry – yet so few know anything about it – the connectivity element of maritime heritage seems particularly important. We can use maritime heritage to grow and improve people’s awareness and understanding of their reliance on modern shipping. Today, international trade has evolved to the point where almost no nation can be fully self-sufficient. Every country has to sell what it produces and acquire what it lacks: none can be dependent only on its domestic resources. Global trade, carried by ships, means people all over the world are inter-connected and inter-dependent. The benefits are clear: growth can be accelerated and prosperity more widespread; skills and technology can be more evenly dispersed; and both individuals and countries can take advantage of previously unimagined economic opportunities.
IMO has regulated the safety, security and environmental aspects of international shipping for the past 60 years. More than 50 international instruments adopted by IMO cover all aspects of international shipping. Complying with IMO standards can be challenging for the industry. But nothing truly worthwhile is ever easy. IMO’s greatest achievement has been to create a level playing field, through global regulations uniformly implemented. This level playing field has underpinned global trade and allowed our planet’s common wealth to be more widely distributed. But no-one could pretend this battle has been won. Indeed, eradicating poverty is the first of the 17 Sustainable Development Goals which form a focus 2030 Agenda for Sustainable Development adopted by 193 countries in 2015. The SDGs are seen as an opportunity to transform the world for the better and leave no one behind. As part of the United Nations family, IMO is actively working towards the 2030 Agenda and the SDGs. Indeed, most of the elements of the 2030 Agenda will only be realized with a sustainable transport sector supporting world trade and facilitating the global economy. If we can leverage the appeal of maritime heritage to help the wider public appreciate the importance of all the SDGs – and shipping’s role in delivering them – I think that makes success more likely. Today, shipping forms the backbone of world trade. It provides a dependable, low-cost means of transport, facilitating commerce and helping create prosperity among nations and peoples. By providing improved access to basic materials, goods and products, shipping is an essential component of any programme for future sustainable economic growth. Billions of people all over the world rely on maritime transport in their everyday lives – even though very few of them actually realize it. If we can connect with them using our shared global heritage, I believe we can help them, understand how shipping really impacts on their lives and their livelihoods.
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IMO NEWS
NEWS
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SPRING 2019
IMDG Code e-learning
Knowledge is key! Amendment 39-18 Refresher course now available IMDG Code training has been mandatory since January 2010 for all shore side staff involved in dangerous goods transport by sea. Exis Technologies developed IMDG Code e-learning in collaboration with the International Maritime Organization to meet the training requirement. The online IMDG Code training courses have been implemented by 6 of the top 10 container lines, and have trained thousands of staff worldwide in the sea transport chain. Amendment 39-18 courses for multimodal general awareness, function specific, advanced and refresher training. Who needs to train: • Shippers and forwarders • Container packers and consolidators • Shipping line operations and booking staff • Stevedores • Port Staff • Cargo surveyors
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IMO NEWS
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SPRING 2019
NEWS
Bunker delivery note and carriage ban amendments A
mendments to the bunker delivery note relating to the supply of marine fuel oil to ships which have fitted alternative mechanisms to address sulphur emission requirements entered into force on 1 January 2019. The amendment entered into force as the shipping industry counts down to 1 January 2020, when the limit for sulphur in fuel oil will be reduced to 0.50% m/m outside emission control areas (ECAs), from the current 3.5%. The new limit under IMO’s MARPOL treaty will have significant benefits for the environment and human health. In ECAs, the limit will remain at 0.10% m/m. The amendments to Appendix V of MARPOL Annex VI are intended to address situations where the fuel oil supplied does not meet low sulphur requirements, but has been supplied to a ship which is using an alternative compliance method permitted under regulation 4 of MARPOL Annex VI (“Equivalents”) to reduce the sulphur oxide emissions of the ship. An equivalent means may be abatement technology, such as an exhaust gas cleaning system (“scrubber”), if accepted by the flag State of a ship as an alternative means to meet the sulphur limit requirement. The bunker delivery note shall include a declaration, signed and certified by the fuel oil supplier’s representative, that the fuel oil supplied conforms with regulation 18.3 of MARPOL Annex VI and that the sulphur content of the fuel oil supplied does not exceed: • the limit outside ECAs (currently 3.50%, falling to 0.50% from 1 January 2020) under regulation 14.1; • the limit in emission control areas (0.10% m/m) under regulation 14.4; or • the purchaser’s specified limit value, on the basis of the
purchaser’s notification that the fuel oil is intended to be used: 1. in combination with an equivalent means of compliance; or 2. is subject to a relevant exemption for a ship to conduct trials for sulphur oxides emission reduction and control technology research. The 0.10% m/m limit applies in the four established ECAs: the Baltic Sea area; the North Sea area; the North American area (covering designated coastal areas off the United States and Canada); and the United States Caribbean Sea area (around Puerto Rico and the United States Virgin Islands). In October 2018, IMO’s Marine Environment Protection Committee (MEPC) adopted a further amendment to MARPOL Annex VI, which will prohibit the carriage of non-compliant fuel oil for combustion purposes for propulsion or operation on board a ship - unless the ship has an equivalent compliance method. This amendment is expected to enter into force on 1 March 2020, and will (among other things) amend the form of the International Air Pollution Prevention Certificate (IAPP Certificate), so that it specifies that, for a ship without an approved equivalent arrangement, the sulphur content of fuel oil carried for use on board the ship shall not exceed 0.50% m/m as documented by the bunker delivery note.
Chinese rescue diver awarded IMO bravery prize
A
rescue diver from China who made a series of underwater dives to rescue three people from a sunken cargo ship, received the 2018 IMO Award for Exceptional Bravery at Sea during the IMO Awards ceremony last December. Mr. Zhong Haifeng, senior diver and deputy of the Engineering Team of Guangzhou Salvage was recognized for his tireless efforts under highly dangerous circumstances, repeatedly diving into the dark and submerged cargo hold of a ship to bring out survivors. He was nominated for the award by the Government of China. Mr. Zhong said it was an honour to be conferred the award, as a confirmation of China’s efforts in search and rescue and a huge encouragement to his team and to himself. “In China in our business we have a motto: prompt a hope of living unto others, and save the risks of death to ourselves,” Mr. Zhong said (speaking through an interpreter). “It is this motto that spurs our divers. To dive again and again, over and over, into the waters, to save those in danger from the brink of death. Every time, I saw the people who are saved. We looked into their eyes. We saw despair change into hope. We witnessed them breaking into tears. It is in that moment that our heart was filled with all type of emotions.”
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The incident occurred in November 2017. Following a collision with another ship, in Guangzhou Port, China, the bulk carrier M.V.Jin Ze Lun sank. Of the 14 crew on board, two were immediately rescued by local maritime authorities but 12 remained missing. The bulk carrier was lying on the seabed, in the main channel into the port, and a strong current made the underwater search and rescue operation extremely difficult. Mr. Zhong was put in charge of the desperate search for survivors. After 36 hours of repeated dives, six survivors were located, trapped in the cargo hold. Mr. Zhong instructed his team to replenish oxygen to the cabin and talk to the trapped survivors, to calm them. Mr. Zhong then dived down to the cargo hold alongside a teammate, bringing scuba diving equipment for those trapped underneath. In the afternoon of 28 November, Mr. Zhong dived down six times. He taught survivors how to put on and use scuba diving equipment and personally rescued three of them in the space of one hour, despite becoming extremely exhausted.
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IMO NEWS
NEWS
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SPRING 2019
New logo to increase visibility for women in maritime I
MO has launched a new logo for its Women in Maritime programme, as part of its mission to support the United Nations Sustainable Development Goal 5: Achieve gender equality and empower all women and girls. Programme leader Helen Buni said: “The IMO Women in Maritime programme supports the participation of women in both shorebased and sea-going posts, under the slogan ‘Training-Visibility-Recognition’, through a wide range of gender-specific activities. The new logo is just one visible part of the programme and will help women in maritime gain more visibility and exposure throughout the maritime sector and beyond.”
The primary objective of the IMO Women in Maritime programme is to encourage IMO Member States to enable women to train alongside men and acquire the high-level of competence that the maritime industry demands. Since the programme was established 31 years ago, its portfolio of activities has grown extensively. IMO has facilitated the establishment of seven regional associations
for women in the maritime sector across Africa, Asia, the Caribbean, Latin America, the Middle East and the Pacific Islands, covering some 152 countries and dependent territories and 490 participants. The programme provides gender-specific fellowships, giving access to high-level technical training for women in the maritime sector in developing countries. A good example is the long-running “Women in Port Management” course, hosted in Le Havre, France, in partnership with the Port Institute for Education and Research (IPER) and the Le Havre Port Authority, where, in 2018, 48 women from 32 countries received training on port management. A total of 308 women have received training under this activity alone. At IMO’s World Maritime University (WMU) in Sweden, the proportion of women graduates has increased steadily over the years. By 2018, 1,029 females had graduated from the University, out of a total 4,919 graduates. The number of female graduates has increased steadily over the years - from four in 1985 to 79 in 2018. By the end of the academic year 2017-2018, 1,029 females had
graduated from the University, out of a total 4,919 graduates. At IMO’s International Maritime Law Institute (IMLI), 361 women had graduated by the end of the 2017-2018 academic year, out of a total of 837 graduates. IMO also facilitates the identification and selection of women by their respective authorities for career development opportunities in maritime administrations, ports and maritime training institutes. The launch of the new logo for the Women in Maritime programme comes as IMO focuses on women in maritime during 2019, under the World Maritime Day theme “Empowering Women in the Maritime Community”. The Women in Maritime programme is largely funded through IMO’s Technical Cooperation fund, with a great deal of inkind and financial support from a number of donors. IMO continues to seek new sources of funding to support the programme into the future.
Bangladesh ship recycling project - second phase launched
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he second phase of an IMOimplemented project to enhance safe and environmentally sound ship recycling in Bangladesh has been launched. The 19-month project is funded under a US$1.1 million agreement with the Government of Norway. It focuses on building capacity within Bangladesh to develop a plan for legal, policy and institutional reform leading to accession to the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (known as the Hong Kong Convention), and training a variety of stakeholders within a well-functioning training system. The project will build on the first phase of the Safe and Environmentally Sound Ship Recycling in Bangladesh (SENSREC) Project, which resulted in economic and environmental studies on ship recycling in Bangladesh, the development of training materials and capacity-building plans and a preliminary design for infrastructure including facilities
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for treatment, storage and disposing of hazardous wastes generated from recycling operations. Her Excellency Ms Sidsel Bleken, Ambassador of Norway to Bangladesh, highlighted the significant progress made and their support for phase II of the project. “The first phase of the project has achieved significant progress in terms of developing health, safety and environmental standards as well as developing appropriate training programmes for the industry stakeholders including its workers. Norway is pleased to launch phase II of the project and to continue supporting Bangladesh on its road to compliance with the Hong Kong Convention. The Government of Bangladesh, the ship recycling industry as well as the international ship-owners, have a joint responsibility to make this happen.” Bangladesh is one the world’s top five shiprecycling countries by capacity, alongside China, India, Pakistan and Turkey. Together
they account for 98% of known ship recycling in the world . Ship recycling is key for the local economy and produces large quantities of steel and other materials which are recycled and sold on. IMO is acting as the implementing and executing agency for the project, working closely with the Ministry of Industries of the Government of the People’s Republic of Bangladesh as the national executing partner. The project is funded by Norway’s Ministry of Foreign Affairs, channelling finance through the Embassy of Norway to Bangladesh. The budget is 9.0 million Norwegian Krone (approximately US$1.1 million), for the 19-month project. The agreement between IMO and Norway on funding support was signed on 24 November 2017. Other international partners include the Secretariat of the BRS Conventions, the International Labour Organization (ILO) and the United Nations Industrial Development Organization (UNIDO). www.imo.org
IMO NEWS
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SPRING 2019
NEWS
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IMO NEWS
NEWS
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SPRING 2019
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IMO NEWS
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SPRING 2019
Solid bulk cargoes - code amendments in force
T
he 2017 amendments to the International Maritime Solid Bulk Cargoes Code (IMSBC Code) entered into force on 1 January 2019. The amendments include requirements for shippers to declare whether or not a solid bulk cargo, other than grain, is harmful to the marine environment. Other amendments include updated carriage requirements for a number of specific cargoes and amendments highlighting the responsibility of the shipper for ensuring that a test to determine the transportable moisture limit (TML) of a solid bulk cargo is conducted.
North Sea and the Baltic Sea NOx ECAs
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n 1 January 2019, amendments to MARPOL Annex VI to designate the North Sea and the Baltic Sea as emission control areas (ECAs) for nitrogen oxides (NOX) entered into force.
Both ECAs will take effect on 1 January 2021, and will result in considerably reduce emissions of NOx from international shipping in those sea areas. In NOx emission control areas, ships are subject to so-called “Tier III” controls to limit NOx emissions. www.imo.org
NEWS
Data collection on fuel oil consumption begins
F
rom 1 January 2019, ships of 5,000 gross tonnage and above began collecting data on their fuel-oil consumption, under the mandatory data collection reporting requirements which entered into force in March 2018. The MARPOL Annex VI regulation on collection and reporting of ship fuel oil consumption data requires ships of 5,000 gross tonnage and above to collect consumption data for each type of fuel oil they use, as well as other, additional, specified data including proxies for transport work. The aggregated data is reported to the flag State for each calendar year and the flag State, having determined that the data has been reported in accordance with the requirements, issues a Statement
of Compliance to the ship. Flag States are required to subsequently transfer this data to an IMO Ship Fuel Oil Consumption Database. IMO is required to produce an annual report to its Marine Environment Protection Committee, summarizing the data collected. The data collection system is one of the measures taken to support implementation of IMO’s initial strategy on reduction of GHG emissions from ships, adopted in 2018. The ships covered by the regulation are responsible for approximately 85% of the total CO2 emissions from international shipping. The data collection system is intended to support a three-step approach towards addressing CO2 emission from international shipping: data collection, data analysis, followed by decision-making on what further measures, if any, are required.
2017 International Maritime Prize presented
T
he prestigious International Maritime Prize for 2017 has been presented to Mrs. Birgit Sølling Olsen, former Deputy Director-General of the Danish Maritime Authority, in recognition of her invaluable contribution to the work and objectives of IMO and to the international maritime community as a whole. IMO Secretary-General Kitack Lim presented the prize at the annual IMO Awards ceremony in December 2018. “Mrs. Olsen has had a distinguished career in the maritime field and made an outstanding contribution to the objectives
of IMO. Her comprehensive knowledge of maritime law is combined with a deep understanding of the business aspects and growth potential of the maritime industry,” Mr Lim said. The International Maritime Prize is awarded annually by IMO to the individual or organization judged to have made the most significant contribution to the work and objectives of the Organization. It consists of a sculpture in the form of a dolphin and includes a financial award, upon submission of an academic paper written on a subject relevant to IMO.
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NEWS
IMO NEWS
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SPRING 2019
Visions of the future as Maritime Safety Committee celebrates 100th session A utonomous and remote-controlled ships are being trialled but seafarers, for now, remain indispensable to safe shipping. These were key takeaways from a special session of IMO’s Maritime Safety committee, which last year celebrated its 100th session.
Representatives of IMO Member States, IGOS, NGOS and invited guests were reminded of the wide spectrum of work the Committee has undertaken over six decades to enhance safety and security at sea, including navigation, cargo safety, ship construction, seafarer training, search and rescue, communications and many more. IMO Secretary-General Kitack Lim outlined the history of the Committee, since it first met in 1959. Then formed of just 14 Member States, today the Committee consists of all IMO Member States. “Thanks to the unwavering commitment to reduce the number of marine casualties and incidents, not least demonstrated by the efforts of this Committee throughout the years, and with the unique IMO spirit of cooperation that is perhaps particularly true for the work of this Committee, we have come a long way in enhancing the safe and secure operation of international shipping,” Mr. Lim said. Kevin Daffey, Director of Ship Intelligence and Engineering & Technology, at Rolls-Royce plc, kicked off the session with videos showing the trial – earlier the same day – of a fully autonomous ferry on a voyage between Parainen and Nauvo, Finland. The ferry navigated in fully autonomous mode and under remote control operation. Plenty of ships will continue to have people on board, he said, but marine engineers are opening the design envelope to make these ships more effective and more efficient. Timo Koponen, Vice President of Processing Solutions, at Wärtsilä Marine Business, showcased the remote control and operation of an offshore vessel in August 2017. The OSV, sailing off the coast of Aberdeen, Scotland, was controlled remotely from San Diego, 8,000
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km away, using standard bandwidth. And, more recently, in 2018, the Norwegian hybrid powered car ferry Folgefonn underwent successful auto-docking/undocking/dock-to-dock tests. Automation, intelligent routing, voyage optimization and just-in-time operation have the potential to provide significant fuel savings and contribute to improved environmental performance, Mr. Koponen said. “Are seafarers indispensable?” - was the question posed by Branko Berlan, Accredited Representative of the International Transport Workers Federation (ITF) to IMO. His message was that seafarers are still key to safe and secure ship operation. The accident/incident rate for international merchant ships is less than 5% of all ships per year, he pointed out. Seafarers are prepared for new technologies and automation, he said. “It is happening: it is not revolution, it will not come tomorrow or next week; it is evolution,” he said. Seafarers are ready to accept technologies, if they are proved to be safer than what we have now. In the debate that followed, delegates raised questions about search and rescue operations which might involve autonomous or remote-controlled ships and how collision regulations would be complied with. Most believed that remote-controlled or autonomous vessels would initially operate close to shore. The MSC is carrying out a regulatory scoping exercise to look at how the safe, secure and environmentally sound operation of maritime autonomous surface ships (MASS) might be regulated in IMO instruments. Closing the special session, former MSC chair Tom Allan reminded delegates of their responsibility as the people involved in “probably the most important safety committee in the world” - when it comes to safety of life at sea. “Not only this session, but the next 100,” Mr. Allan said. www.imo.org
IMO NEWS
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SPRING 2019
FROM THE MEETINGS
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FROM THE MEETINGS
IMO NEWS
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SPRING 2019
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IMO NEWS
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SPRING 2019
FROM THE MEETINGS •
100th session
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3-7 December 2018
Ideas abound for how autonomous vessels might work but IMO is looking at the regulatory perspective (Pic: Rolls Royce).
Scoping exercise on autonomous ships A
ssessing IMO instruments to see how they may apply to ships with varying degrees of autonomy continued. The MSC approved the framework and methodology for a regulatory scoping exercise on Maritime Autonomous Surface Ships (MASS). The degrees of autonomy identified for the purpose of the scoping exercise are:
• Degree one: Ship with automated processes and decision support: Seafarers are on board to operate and control shipboard systems and functions. Some operations may be automated and at times be unsupervised but with seafarers on board ready to take control. • Degree two: Remotely controlled ship with seafarers on board: The ship is controlled and operated from another location. Seafarers are available on board to take control and to operate the shipboard systems and functions. • Degree three: Remotely controlled ship without seafarers on board: The ship is controlled and operated from another location. There are no seafarers on board. • Degree four: Fully autonomous ship: The operating system of the ship is able to make decisions and determine actions by itself. For each instrument related to maritime safety and security, and for each degree of autonomy, provisions will be identified which: • apply to MASS and prevent MASS operations; or • apply to MASS and do not prevent MASS operations and require no actions; or • apply to MASS and do not prevent MASS operations but may need to be amended or clarified, and/or may contain gaps; or
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• have no application to MASS operations. Once the first step is completed, a second step will be conducted to analyse and determine the most appropriate way of addressing MASS operations, taking into account, among other things, the human element, technology and operational factors. The analysis will identify the need for: • equivalences as provided for by the instruments or developing interpretations; and/or • amending existing instruments; and/or • developing new instruments; or • none of the above as a result of the analysis. The initial review of instruments under the purview of the Maritime Safety Committee will be conducted during the first half of 2019 by a number of volunteering Member States, with the support of interested international organizations. The list of instruments to be covered in the MSC’s scoping exercise for MASS includes those covering safety (SOLAS); collision regulations (COLREG); loading and stability (Load Lines); training of seafarers and fishers (STCW, STCW-F); search and rescue (SAR); tonnage measurement (Tonnage Convention); safe containers (CSC); and special trade passenger ship instruments (SPACE STP, STP). The MSC noted provisional principles for developing guidelines on MASS trials, discussed by a working group. The principles include ensuring that such guidelines should be generic and goal-based, and taking a precautionary approach to ensuring the safe, secure and environmentally sound operation of MASS. Interested parties were invited to submit proposals to the next session of the Committee, taking into account these principles.
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MSC
MARITIME SAFETY COMMITTEE (MSC)
IMO NEWS
MSC
FROM THE MEETINGS
MARITIME SAFETY COMMITTEE (MSC)
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100th session
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SPRING 2019
3-7 December 2018
Revised guidelines on fatigue approved T
he MSC approved revised Guidelines on fatigue, which provide comprehensive information on the causes and consequences of fatigue, and the risks it poses to the safety and health of seafarers, operational safety, security and protection of the marine environment. The aim is to assist all stakeholders to contribute to the mitigation and management of fatigue.
IMO has considered the issue of fatigue for several decades, adopting Assembly resolution A.772(18) on Fatigue factors in manning and safety, in 1993. This was followed by the development of comprehensive guidance on fatigue mitigation and management (MSC/Circ.1014), which was issued in 2001. The guidelines have been thoroughly reviewed and updated by the Sub-Committee on Human Element, Training and Watchkeeping (HTW 5), taking into account the latest research studies.
Approval of draft amendments, guidance and guidelines The MSC: • approved draft amendments to the International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code), with a view to subsequent adoption. The draft amendments include draft revised chapters 17 (Summary of minimum requirements), 18 (List of products to which the Code does not apply), 19 (Index of products carried in bulk) and 21 (Criteria for assigning carriage requirements for products subject to the IBC Code), as well as draft new paragraph 15.15 (Hydrogen sulphide (H2S) detection equipment for bulk liquids). Further amendments are consequential to draft amendments to MARPOL Annex II; associated amendments to the BCH Code were approved for adoption in conjunction with the adoption of the above IBC Code amendments • approved draft amendments to forms C, E and P of the appendix to the International Convention for the Safety of Life at Sea (SOLAS), 1974, for consistency throughout the forms contained in the appendix • approved draft amendments to the LSA Code regarding a lifeboat with two independent propulsion systems (paragraph 4.4.8.1) providing a flexibility for the requirement of sufficient buoyant oars and their related items to make headway in calm seas • approved draft amendments to paragraph 2.2 of chapter 15
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of the FSS Code, aiming to provide a unified understanding of arrangements for inert gas lines and related indicators and alarms for monitoring the pressure of the inert gas mains • approved MSC.1/Circ.1430/Rev.1 on the Revised guidelines for the approval of fixed water-based fire-fighting systems for ro-ro spaces and special category spaces (to update the guidelines in MSC.1/Circ.1430). The revision relates in particular to the position of sprinklers or nozzles, to ensure adequate performance, and to reliable control of fixed water-based fire-fighting systems • instructed relevant sub-committees to consider relevant parts of the draft interim guidelines for the safety of ships using methyl/ethyl alcohol as fuel, prepared by CCC 5. The detailed interim guidelines provide requirements for the arrangement, installation, control and monitoring of machinery, equipment and systems using methyl/ ethyl alcohol as fuel to minimize the risk to the ship, its crew and the environment, taking into account to the nature of the fuels involved • approved draft amendments to the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code) • approved interim guidelines on the application of high manganese austenitic steel for cryogenic service. The interim guidelines are aimed at ensuring the safety of ships carrying or fuelled by LNG, by specifying the requirements for the utilization of high manganese austenitic steel in the design and fabrication of cargo
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IMO NEWS
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SPRING 2019
FROM THE MEETINGS •
100th session
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3-7 December 2018
Safety of ships in polar waters T he Committee discussed how to move forward with developing possible mandatory and/or recommendatory measures for ships operating in polar waters which are not currently covered by the Polar Code. A plan was agreed, which could see revisions to SOLAS and/or the Polar Code considered for adoption in 2022.
Preliminary draft text which would extend the application of the Polar Code to all ships to which SOLAS chapter V (Safety of navigation) applies was agreed, for further consideration. Member States and international organizations were invited to submit information to MSC 101 that will assist in determining the feasibility and consequences of applying the requirements in chapters 9 (safety of navigation) and 11 (voyage planning) of the Polar Code to non-SOLAS ships, in order to progress the work at the next session. The Polar Code is mandatory for certain categories of ships under the SOLAS and MARPOL Conventions. SOLAS chapter V (safety of navigation) in principle applies to all ships on all voyages (with some specific exceptions) while the applicability of SOLAS chapter IV (radiocommunications) also extends to cargo ships of 300 gross tonnage and upwards, as opposed to the general SOLAS application to ships of 500 GT and above. SOLAS does not apply to some specific categories of ships, including cargo ships of less than 500 gross tonnage; pleasure yachts not engaged in trade; ships of war and fishing vessels (sometimes termed “non-SOLAS ships”).
and fuel tanks complying with the International Gas Carrier (IGC) and IGF Codes • approved draft amendments to the International Life-Saving Appliance (LSA) Code regarding manual launching of a rescue boat (paragraph 6.1.1.3) having a mass not more than 700 kg in fully equipped condition and which is not one of the ship’s survival craft (above), allowing manual hoisting from the stowed position and turning out to the embarkation position by one person so that
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persons can be safely embarked • approved Interim guidance for conducting the refined MHB (CR) corrosivity test related to draft amendments to section 9.2.3.7.3 of the IMSBC Code concerning test for metals • approved new Global Counter Piracy Guidance, updated Gulf of Guinea Guidance, and version 5 of the Best Management Practices (BMP 5), and issued the suite of guidance as a new MSC circular on Revised Industry Counter Piracy Guidance.
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SPRING 2019
FROM THE MEETINGS
NAVIGATION, COMMUNICATIONS AND SEARCH AND RESCUE (NCSR)
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6th session
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16-25 January 2019
New ship-routeing systems In Indonesia approved
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he Sub-Committee approved the establishment of traffic separation schemes (TSSs) and associated routeing measures and of precautionary areas with recommended directions of traffic flow in the Sunda and Lombok Straits, Indonesia. The new ships’ routeing measures are aimed at minimizing the risk of collision between ships, and grounding. The proposed routeing measures will be forwarded to IMO’s Maritime Safety Committee (MSC) 101st session in June 2019 for adoption and are expected to be implemented one year thereafter. The Sub-Committee also agreed on a procedure for submitting documents containing proposals for establishing or amending ship routeing or reporting systems, for approval by MSC 101.
New performance standards for EPIRBs
T LRIT ensures shhips can be tracked outside costal waters
Long-Range Identification and Tracking (LRIT) of ships T he Sub-Committee considered matters relating to the functioning and operation of the LRIT system and reviewed the annual report of the LRIT coordinator, the International Mobile Satellite Organization (IMSO).
The LRIT system was adopted in 2006 through amendments to SOLAS, to enable Contracting Governments to undertake the long-range identification and tracking of ships. The first periodic position report message was sent by an LRIT Data Centre (DC) on 1 July 2009 at 00:01:34 UTC. Nearly a decade later, the LRIT system has become an important global tool in support of the international effort to enhance maritime security, safety of navigation, search and rescue operations at sea and protection of the marine environment. IMSO reported that LRIT users are provided with access to more than 35,000 SOLAS ships’ LRIT information on a secure, reliable and continuous basis. The Sub-Committee agreed: • a plan and procedures for the third modification testing phase of the LRIT system, and for the renewal of Public Key Infrastructure (PKI) certificates in 2019; • draft amendments to a continuity of service plan for the LRIT system (MSC.1/ Circ.1376/Rev.3) and on LRIT system – Technical documentation (Part I) (MSC.1/ Circ.1259/Rev.7); and • a draft revision of the principles and guidelines relating to the review and audit of the performance of LRIT Data Centres and the International LRIT Data Exchange. (MSC.1/Circ.1412/Rev.1). www.imo.org
he Sub-Committee finalized draft performance standards for float-free emergency position-indicating radio beacons (EPIRBs) operating on 406 MHz, which are proposed to be applicable to float-free EPIRBs operating on the frequency 406 MHz installed on or after three years from the date of their adoption by MSC 101 in June 2019. The performance standards include requirements for EPIRBs to be provided with an Automatic Identification System (AIS) locating signal and consolidate type-approval provisions. Draft amendments were agreed to update the guidelines on annual testing of voyage data recorders (VDR) and simplified voyage data recorders (S-VDR) (MSC.1/ Circ.1222), clarifying the examination of float-free capsules approved in accordance with resolution MSC.333(90).
Polar communication and navigation equipment guidance finalized
D
raft guidance for navigation and communication equipment intended for use on ships operating in polar waters was finalized, for submission to the Maritime Safety Committee (MSC) for approval. The guidance includes recommendations on temperature and mechanical shock testing, and on how to address ice accretion and battery performance in cold temperatures. This is expected to be an important tool in support of the implementation of the mandatory Polar Code. IMO’s Polar Code helps ensure that ships operating in the harsh Arctic and Antarctic areas take into account extremes of temperature and that critical equipment remains operational under those conditions.
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NCSR
IMO NEWS
NCSR
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FROM THE MEETINGS
NAVIGATION, COMMUNICATIONS AND SEARCH AND RESCUE (NCSR)
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6th session
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SPRING 2019
16-25 January 2019
E-navigation further developed T
he Sub-Committee continued its work on matters related to e-navigation. As shipping moves into the digital world, e-navigation is expected to provide digital information and infrastructure for the benefit of maritime safety, security and protection of the marine environment, reducing administrative burdens and increasing the efficiency of maritime trade and transport. E-navigation is defined as “the harmonized collection, integration, exchange, presentation and analysis of marine information on board and ashore by electronic means to enhance berthto-berth navigation and related services for safety and security at sea and protection of the marine environment”. An updated IMO e-navigation Strategy Implementation Plan (SIP) was approved by MSC 99 in May 2018 (MSC.1/Circ.1595). The Sub-Committee: • agreed a draft MSC circular on guidelines for the standardization of user interface design for navigation equipment. The aim is to promote improved standardization of the user interface and information used by seafarers to monitor, manage and perform navigational tasks • agreed draft amendments to the performance standards for the presentation of navigation-related information on shipborne navigational displays (resolution MSC.191(79)), including implementation dates, for radar equipment, electronic chart display and information systems (ECDIS) and integrated navigation systems (INS). The implementation date of the revised standard should be 1 January 2024; and, for all other navigational displays on the bridge of a ship, 1 July 2025 • finalized the draft SN.1/Circ.243/Rev.2 to update the guidelines for the presentation of navigational-related symbols, terms and abbreviations, which provide guidance on the appropriate use of navigation-related symbols to achieve a harmonized and consistent presentation
• agreed a draft MSC resolution on guidance on the definition and harmonization of the format and structure of Maritime Services in the context of e navigation. The purpose of the guidance is to ensure that Maritime Services are implemented internationally in a standardized and harmonized format • agreed a draft MSC circular on initial descriptions of maritime services in the context of e-navigation. The circular includes what is intended to be the first draft of maritime service descriptions and is an initial contribution to the harmonization of their format and structure. The Sub-Committee agreed that IMO should work in collaboration with Member States, and in partnership with other international organizations, in the further development and harmonization work related to the definition and structure of maritime services in the context of e-navigation (including vessel traffic services (VTS) information service, maritime safety information (MSI) services, vessel shore reporting, ice navigation, search and rescue, pilotage and tug services, telemedical assistance, meteorological and hydrographic information, etc.).
Modernizing the GMDSS T
he Sub-Committee continued ongoing work to modernize the Global Maritime Distress and Safety system (GMDSS). The mandatory GMDSS was adopted in 1988 to ensure full integration of maritime radio and satellite communications so that distress alerts can be generated from anywhere on the world’s oceans. The modernization plan aims to update the provisions, including allowing for the incorporation of new satellite communication services. The aim is to develop a set of draft amendments to chapters III and IV of the International Convention for the Safety of Life at Sea (SOLAS), for adoption in 2022 with entry into force in 2024. There will also be consequential amendments to other instruments, such as guidance and performance standards. The Sub-Committee agreed, in principle, to draft amendments to SOLAS chapters III and IV, and continued its work on consequential amendments to other instruments. A correspondence group was established to continue the work intersessionally.
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FEATURE
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SPRING 2019
Fishing vessel safety treaty boosted with Spanish accession I
n February 2019, Spain became the latest country to accede to IMO’s Cape Town Agreement on fishing vessel safety, significantly boosting the number of vessels needed for entry into force. When it enters into force, the 2012 Cape Town Agreement will result in benefits for the fishing industry, including fewer accidents, fewer lives lost and a more effective infrastructure for monitoring and targeting illegal, unreported and unregulated fishing. “With Spain’s accession we are approaching half way to reaching the entry into force criteria for this vital treaty. I urge other IMO Member States, which have not already become a party to the treaty, to follow suit,” said IMO Secretary-General Kitack Lim. “The Cape Town Agreement needs to enter into force so that we can fill the regulatory gap and have an effective international regime to address fishing vessel safety – and reduce fatalities in one of the most dangerous professions in the world,” Mr. Lim said. International treaties such as the International Convention for the
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Safety of Life at Sea, 1974 (SOLAS) have been in force for many decades for commercial shipping, including cargo and passenger ships. SOLAS includes a number of regulations which are applicable to all ships, such as SOLAS chapter V on safety of navigation. However, many other SOLAS regulations provide an exemption for fishing vessels. The Cape Town Agreement fills the gap in international regulations by providing the necessary safety regulations for the fishing industry. The Cape Town Agreement will enter into force 12 months after at least 22 States, with an aggregate of 3,600 fishing vessels of 24m in length and over operating on the high seas, have become Contracting States. With Spain’s accession, there are now 11 Contracting States to the agreement, with an aggregate of 1,413 such fishing vessels. The Contracting States are: Belgium, the Congo, Denmark, France, Germany, Iceland, the Netherlands, Norway, Saint Kitts and Nevis, South Africa and Spain. www.imo.org
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SPRING 2019
The Cape Town Agreement
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he Cape Town Agreement of 2012 on the Implementation of the Provisions of the Torremolinos Protocol of 1993 Relating to the Torremolinos International Convention for the Safety of Fishing Vessels, 1977 is an internationally-binding instrument - but not yet in force. The agreement includes mandatory international requirements for stability and associated seaworthiness, machinery, electrical installations, life-saving appliances, communications equipment, fire protection, and construction of fishing vessels. It provides a solid platform for improving fishers’ safety at sea and combating IUU fishing by facilitating better control of fishing vessel safety by flag, port and coastal States.
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IMO Conference
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MO and the Government of Spain will co-host a Conference on Fishing Vessel Safety and Illegal, Unreported and Unregulated (IUU) Fishing, in Torremolinos, Spain, tentatively scheduled for 21-23 October. The Conference will be followed by a meeting of the Joint Food and Agriculture Organization (FAO) /IMO Ad Hoc Working Group on IUU Fishing and Related Matters, pending approval by IMO’s Maritime Safety and Marine Environment Protection Committees. The joint working group meeting will also be sponsored by the Government of Spain. FAO and Pew Charitable Trusts have pledged additional funds and in-kind support for the conference and working group meeting.
The Cape Town Agreement is one of four international treaties aimed at achieving higher levels of safety and better compliance and enforcement in the fishing industry, and the only treaty of the four yet to enter into force. The four treaties are: • IMO’s 2012 Cape Town Agreement (not yet in force); • IMO’s 1995 STCW-F Convention on training of fishers (which entered into force in 2012); • ILO’s Work in Fishing Convention 2007 (Convention No. 188) (which entered into force in November 2017); and • FAO’s Agreement on Port State Measures to Prevent, Deter and Eliminate Illegal, Unreported and Unregulated Fishing (PSMA), 2009 (which entered into force in 2016).
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SPRING 2019
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The The following following have have confirmed confirmed their their participation participationand andwill willbe bepresenting presenting their expertise. their expertise. • • Marty Marty Rogers, Rogers, Chief Chief of of RPAS RPAS Operations, Operations,Transport TransportCanada Canada • Max Moser, SAR Policy Chief, US Coast Guard • Max Moser, SAR Policy Chief, US Coast Guard • • Phil Phil Bostock, Bostock, Operational Operational Lead Lead OTSAR OTSARCapability CapabilityProject, Project,National National Maritime Operations Command Maritime Operations Command • • Tuukka Tuukka Höijer, Höijer, Coordinating Coordinating Officer, Officer,European EuropeanBorder Borderand andCoast Coast Guard Guard AgencyAgency- Frontex Frontex • • Commander Commander Florence Florence Wagner, Wagner, Director Directorof ofCoast CoastGuard GuardFunctions Functions Operational Center, French Navy Operational Center, French Navy • • Lieutenant Lieutenant Commander Commander Takahiro Takahiro Kato, Kato,Section SectionChief, Chief,International International Search and Rescue Section, Japan Coast Guard Search and Rescue Section, Japan Coast Guard • Kaupo Läänerand, Head of the Fleet, Estonian Police & Border • Kaupo Läänerand, Head of the Fleet, Estonian Police & Border Guard Guard www.imo.org www.maritime-sar.com || Download www.maritime-sar.com Download the the full full agenda agenda online online
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IMO NEWS
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SPRING 2019
FROM THE MEETINGS •
6th session
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4-8 February 2019
Safe carriage of industrial personnel for offshore facilities
W
ork continued to develop a draft new SOLAS chapter XV on safety measures for ships carrying industrial personnel and the associated draft code. The aim is to provide minimum safety standards for ships that carry industrial personnel, as well as for the personnel themselves, including specific risks of maritime operations within the offshore sectors, such as personnel transfer operations. Such personnel may be engaged in the construction, maintenance, decommissioning, operation or servicing of offshore facilities, such as windfarms, as well as offshore oil and gas installations, aquaculture, ocean mining or similar activities. The correspondence group was re-established to further develop the draft code and report back to the next session.
Second-generation intact stability criteria
T Safer mooring - SOLAS amendment and guidelines agreed
T
he Sub-Committee completed its work to make ship mooring safer for the crew and shore-based mooring personnel. New requirements will require appropriate and safe-to-use designs of mooring arrangements, and introduce a maintenance and inspection regime, as well as proper documentation. These new requirements are incorporated in the draft amendments to SOLAS regulation II-1/3-8 on towing and mooring equipment, and supported by two new sets of draft guidelines, on the design of mooring arrangements and the selection of appropriate mooring equipment and fittings for safe mooring and on inspection and maintenance of mooring equipment including lines; as well as the existing, but revised, guidance on shipboard towing and mooring equipment. The draft SOLAS amendments and draft guidelines/guidance will now be forwarded to the Maritime Safety Committee (MSC) in June, for approval. The work to develop the draft SOLAS amendment and related guidelines followed proposals submitted to MSC 95 (2015). The submissions highlighted that mooring operations continue to pose a risk to ships’ crews, but also shore-based mooring personnel. It is also one of the work situations where crew members are exposed to excessive dynamic forces (snap-back), detrimental heavy manual work processes and the influence of unfavourable weather conditions that may further hamper the safe and healthy accomplishment of the port call. Accidents are frequent, with fatalities reported annually. For example, from 1997 to 2013, 402 accidents were registered on Danish ships, with four fatalities and 43 injuries reported.
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he Sub-Committee has been working to develop second generation intact stability criteria since 2002. Significant progress has now been made, including on the specification of direct stability assessment; the preparation and approval of operational limitations and operational guidance; and vulnerability criteria for all five stability failure modes: pure loss of stability; parametric roll; surf-riding/broaching; dead ship condition; and excessive accelerations. The correspondence group on intact stability was re-established to consolidate the draft guidelines so as to complete the work on the second generation of intact stability criteria at SDC 7 in 2020, for submission to the MSC.
New consolidated 2019 ESP Code finalized for adoption
T
he draft consolidated text of the revised International code on the enhanced programme of inspections during surveys of bulk carriers and oil tankers (ESP Code) was finalized. The updated ESP Code and its associated draft Assembly resolution, will be submitted to MSC 101 for approval and subsequent adoption by the IMO Assembly’s 31st session in late 2019.
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SPRING 2019
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SPRING 2019
How to monitor plastics in the oceans
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new set of publicly-available guidelines for monitoring plastics and microplastics in the oceans will help harmonize how scientists and others assess the scale of the marine plastic litter problem. The Guidelines for the monitoring and assessment of plastic litter and microplastics in the ocean have been published by the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP), a body that advises the United Nations system on the scientific aspects of marine environmental protection. The guidelines cover what to sample, how to sample it and how to record and assess plastics in the oceans and on the shoreline, including establishing baseline surveys. They include recommendations, advice and practical guidance, for establishing programmes to monitor and assess the distribution and abundance of plastic litter, also referred to as plastic debris, in the ocean. The guidelines include common definitions for categories of marine litter and plastics, examples of size and shape, how to design monitoring and assessment programmes, sampling and surveys. Sections cover
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citizen science programmes - which involve members of the public in marine litter surveying and research. There are detailed chapters on monitoring sea surface floating plastic and plastic on the seafloor. The full set of guidelines is available to download free-of-charge from the GESAMP website. The guidelines can be used by national, inter-governmental and international organisations with responsibilities for managing the social, economic and ecological consequences of land- and seabased human-activities on the marine environment. The guidelines are a response to the hitherto lack of an internationally agreed methodology to report on the distribution and abundance of marine plastic litter and microplastics and directly contribute to the UN SDG Goal 14 on the oceans. Specifically, the guidelines are a response to target 14.1: By 2025, prevent and significantly reduce marine pollution of all kinds, in particular from land-based activities, including plastic debris and nutrient pollution.
Sea-based sources of marine litter
U
nderstanding the impact of plastic litter found at sea and how to get rid of it was at the heart of discussions in Nairobi Kenya, (11-15 March) at a side-event called SeaBased Sources of Marine Litter, in the margin of the UN Environment Assembly. Sea-based sources of marine litter, in particular from the fishing and shipping industries are a significant component of marine litter with severe impacts on the marine environment, food security, animal welfare and human health, safety and livelihoods. IMO addressed the audience, showing how it plans to further tackle the issue through its action plan, adopted in 2018, which aims to enhance existing regulations and introduce new supporting measures to reduce marine plastic litter from ships.
Even though IMO pioneered the prohibition of plastics’ disposal from ships anywhere at sea almost 30 years ago, it is constantly reviewing practices in order to improve them. More details about its action plan was shared at the event, such as the use of adequate reception facilities at ports and terminals for the reception of garbage and its recommending that “all shipowners and operators should minimize taking on board material that could become garbage”. The event was co-organized by the Food and Agriculture Organization of the United Nations (FAO), UN Environment, the Global Partnership on Marine Litter (GPML) the Ocean Conservancy and the Global Ghost Gear Initiative.
IMO training for Central America maritime administrations
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regional workshop has provided senior maritime administration officials in Central America with the latest information on current and future developments at IMO. The training was organized by IMO and the Central American Commission on Maritime Transport (COCATRAM) in Medellin, Colombia (4-6 March). The 24 participants* received detailed information about the activities within the IMO’s Integrated Technical Cooperation Programme (ITCP) aimed at building capacity in the region to comply with international rules and standards related to maritime safety and the prevention of maritime pollution. The workshop also provided a platform for information exchange between Central America maritime administrations and facilitated the identification of technical assistance priorities for the region for the 2020-2021 biennium. In the region, technical assistance and capacity building led by IMO will focus in the next two years on IMO’s search and rescue, pollution prevention (MARPOL) and Facilitation Conventions as well as on the development of national maritime transport policies. * From Colombia, Costa Rica, Dominican Republic, Guatemala, Honduras, Nicaragua and Panama. IMO, through COCATRAM, sponsored the participation of 11 participants through the Technical Cooperation Fund.
Progress in Guyana’s oil spill preparedness
G
uyana is the latest country to benefit from IMO’s continuing work to strengthen oil spill response capacity in the wider Caribbean Region. Guyanese officials from 28 different government agencies, environmental stakeholders, and local industry representatives took part in the REMPEITC-Caribe* training workshop (18-20 March) funded by IMO. Participants assessed Guyana’s oil spill readiness programme and further developed the National Contingency Plan for the country.
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The workshop supports continued efforts by the Government of Guyana to ratify international conventions, develop contingency plans, and enact domestic oil spill legislation. The event followed a sub-regional training exercise in St Kitts and Nevis and further workshops to support the wider Caribbean Region on oil spill preparedness will be taking place throughout the year. * The Regional Marine Pollution Emergency, Information and Training Centre for the Caribbean.
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IMO NEWS
IMO AT WORK
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SPRING 2019
Promoting good practice in spill
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Addressing invasive aquatic species
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MO contributes to the protection of biodiversity through its Ballast Water Management (BWM) Convention, which requires ships to manage their ballast water to limit the spread of potentially invasive aquatic organisms. Work on the experiencebuilding phase of the BWM Convention (EBP) was highlighted at the annual meeting (6-8 March) of the joint International Council for the Exploration of the Sea (ICES), Intergovernmental Oceanographic Commission of UNESCO (IOC) and IMO (ICES/IOC/IMO) Working Group on Ballast and Other Ship Vectors, which was held in Weymouth, United Kingdom. The group provides scientific support to the development of international measures aimed at reducing the risk of transporting non-native species via shipping activities. The experience-building phase involves data gathering and analysis and the group discussed sampling and analysis work conducted by its members that could be submitted to the EBP. The group also discussed standard operating procedures (SOPs) for collection of treated ballast water samples, which were developed by the group and agreed by IMO’s Sub-Committee on Pollution Prevention and Response (PPR) to be included in the data gathering and analysis plan for the EBP. Moreover, the group highlighted progress in the development of a standard for ballast water monitoring equipment, which is expected to be further discussed by IMO’s Marine Environment Protection Committee (MEPC). IMO’s Biofouling Guidelines also address bio-invasions via ships’ hulls and contribute to protecting the ocean environment. The group discussed the review of the Biofouling Guidelines, which is to be undertaken by the PPR Sub-Committee. The group will input its views into this work. The review of the guidelines comes as IMO begins to implement a global project to build capacity in developing countries for improved implementation of biofouling management.
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ncreased maritime traffic as well as offshore oil and gas industries in west and central Africa means more risks of oil spill in the region. To strengthen the capability for preparedness and response of a potential oil spill, a workshop was held in Abidjan, Côte d’Ivoire (18-21 March). The event helped participants to ratify and effectively implement IMO conventions relating to oil pollution and liability and compensation. Participants were trained on how to best transpose IMO treaties into domestic laws. The workshop also looked at the technical
context by which these conventions operate and the challenges they aim to address. The workshop improved the capacity of these countries to protect their marine and coastal resources at risk from an oil pollution incident. The workshop was organized by the Global Initiative for West, Central and Southern Africa (GI WACAF).
Global alliance for low carbon shipping expands
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.P. Moller - Maersk A/S and the Panama Canal Authority are the latest entities to join the IMO-supported Global Industry Alliance to Support Low Carbon Shipping (GIA). The GIA now has 18 members, including leading shipowners and operators, classification societies, engine and technology builders and suppliers, big data providers, oil companies and ports. The new members signed up to the GIA during the fifth meeting of the GIA Taskforce at IMO Headquarters in London, United Kingdom (15 March). The GIA Taskforce meeting progressed work on several projects, including on the validation of performance of energy-efficiency technologies, the assessment of barriers to the uptake of Just-in-Time ship operation and resulting emission-saving opportunities from its effective implementation, as well as
work on the current status and application of alternative fuels in the maritime sector and barriers to their uptake. The Taskforce was also shown a preview of an open-access e-Learning course on energy-efficient ship operation, which is expected to be completed and launched later this year. The Taskforce also formalized the extension of the GIA until 31 December 2019 and agreed to develop a White Paper outlining a vision and potential priority areas for the GIA. The GIA is an innovative public-private partnership initiative of the IMO, under the framework of the GEF-UNDP-IMO Global Maritime Energy Efficiency Partnerships (GloMEEP) project that brings together maritime industry leaders to support an energy-efficient, low-carbon maritime transport system.
Getting to grips with national maritime transport policy
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he latest in a series of workshops on developing a national maritime transport policy has been held in Accra, Ghana (13-15 March). IMO is promoting the development of national maritime transport policy as a means to bring all relevant stakeholders together, and create a policy to achieve a country’s maritime vision and ensure the sector is governed in an efficient, sustainable, safe and environmentally sound manner. This can help ensure a coordinated approach to a sustainable maritime transport sector - which in turn can contribute to the country’s sustainable socio-economic development and the achievement of the UN Sustainable Development Goals. The Accra workshop involved participants from nearly 20 institutions, including ministries, state agencies and stakeholder agencies. Ghana has recently revised its National Transport Policy, which itself includes policy goals and objectives relating to the maritime transport sector. The workshop participants adopted a set of conclusions, among which they urge the relevant national authorities to initiate and lead the process for the development and adoption of a national maritime transport policy and related strategy. The workshop was organized by IMO, in close cooperation with the Ghana Maritime Authority and the Ministry of Transport, with the active involvement of the World Maritime University (WMU). IMO and WMU officials facilitated the workshop. www.imo.org
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Maritime/Multimodal/Logistics Combining Analysis and News Maritime/Multimodal/Logistique Analyse et nouvelles
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Appendages such as propellers and anchors can be home to small, yet invasive organisms.
Global project launched to protect marine biodiversity A
new international effort to combat the negative environmental impacts transfering aquatic species through ships has been launched. The GloFouling Partnerships project - a collaboration between IMO, the Global Environment Facility (GEF) and the United Nations Development Programme (UNDP) - will address the build-up of aquatic organisms on a ship’s underwater hull and on other mobile marine infrastructure. The introduction of invasive aquatic organisms into new marine environments not only affects biodiversity and ecosystem health, but also has measurable impacts on a number of economic sectors, such as fisheries, aquaculture and ocean energy. Therefore, addressing invasive aquatic species is not only a matter of safeguarding the health and integrity of marine ecosystems, but ultimately about protecting ecosystems that sustain the livelihoods of coastal communities throughout the world.
work of the GloFouling project: Brazil, Ecuador, Fiji, Indonesia, Jordan, Madagascar, Mauritius, Mexico, Peru, the Philippines, Sri Lanka and Tonga. The GEF is providing a US$6.9 million grant to deliver a range of governance reforms at national level, through numerous capacity-building activities, training workshops and opportunities for adopting technology to help address the issue of invasive species. Strong participation from private sector stakeholders is also expected, replicating the successful public-private sector partnership model used by IMO in previous projects. While IMO will focus on shipping, the Intergovernmental Oceanographic Commission of UNESCO (IOC) will join the three main partners (GEF, UNDP, IMO) to lead the approach to other marine sectors. IOC-UNESCO will work hand in hand with the GloFouling project to increase awareness of this environmental challenge among key stakeholders.
The GloFouling project will drive actions to implement IMO’s Guidelines for the control and management of ships’ biofouling, which provide a globally consistent approach on how biofouling should be controlled and managed to minimize the transfer of invasive aquatic species through ships’ hulls. The project will also spur the development of best practices and standards for improved biofouling management in other ocean industries.
Contributing to the efforts of IOC-UNESCO, the World Ocean Council (WOC) has been selected to engage and channel the participation of private sector companies for the development of best industry practices in non-shipping sectors such as aquaculture and oil and gas extraction. WOC will be working with the private sector to spur business action and encourage investment in biofouling solutions through dedicated sessions of the WOC Ocean Investment Platform.
Twelve countries, representing a mix of developing nations and Small Island Developing States, have been selected to spearhead the
Hiroyuki Yamada, Director of IMO’s Marine Environment Division, praised the commitment of the twelve developing countries that have
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Raising awareness of the need to clean underwater hull areas will be a key objective of the GloFouling project.
taken the global lead towards the achievement of the project objectives. He said, “This joint effort to implement the IMO biofouling guidelines and best practices for other marine industries will help nations to deliver essential contributions to the 2030 Agenda for Sustainable Development Goals.” He further highlighted the additional contribution of biofouling management to the reduction of greenhouse gas emissions from shipping through energy-efficiency gains resulting from clean hulls. The GloFouling Project has already received endorsement from over 40 major stakeholders, representing academia, industry associations, technology developers and private sector companies covering a broad spectrum of the blue economy. Andrew Hudson, Head, UNDP Water & Ocean Governance Programme, said: “We know with high certainty that biofouling of ships and other mobile marine infrastructure is a serious environmental issue that can lead to the introduction of invasive species around the world. UNDP is very pleased to collaborate once more with the GEF and IMO to take steps to address this important issue through a project that brings numerous environmental benefits.” Chris Severin, Senior Environmental Specialist from the GEF, said: “The implementation of the GloFouling Partnerships will be instrumental in battling aquatic invasive species, and will not only lead to healthier, more robust marine ecosystems, but also offer an opportunity to unlock the potential of the blue economy through stimulating public-private sector investment.” www.imo.org
IMO’s GloFouling partners
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he Global Environment Facility (GEF) was established on the eve of the 1992 Rio Earth Summit to help tackle our planet’s most pressing environmental problems. Since then, the GEF has provided over USD 17 billion in grants and mobilized an additional USD 88 billion in financing for more than 4000 projects in 170 countries. Today, the GEF is an international partnership of 183 countries, international institutions, civil society organizations and the private sector that addresses global environmental issues. The Intergovernmental Oceanographic Commission (IOC) of UNESCO supports ocean science and services worldwide by enabling its 149 Member States to work together to better understand and improve the management of the ocean, coasts and marine ecosystems. By helping countries to build their scientific and institutional capacity, the IOC is contributing to achieve the UN Sustainable Development Goal 14 and UN Decade of Ocean Science for Sustainable Development (2021-2030).
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Uptake of alternative fuels in the spotlight
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he barriers and incentives relating to the uptake of alternative fuels in the shipping industry were in the spotlight at a roundtable meeting of IMO’s Global Industry Alliance to Support Low Carbon Shipping (GIA) at IMO Headquarters, London (28 February). Experts from across the maritime industry were brought together to discuss successful incentives in other transport sectors and how they might be applied to shipping and ports. The group discussed economic, technological and institutional barriers that are hindering greater market penetration of cleaner fuels. These include capital and operating costs, uncertainty over life-cycle emissions, lack of operational experience in the use of new fuels, onboard fuel storage, availability of fueling infrastructure as well as legal or regulatory barriers. Possible incentive schemes for the maritime sector, as well as potential challenges in their application, were considered at the roundtable. Examples of such schemes were given, including an incentivization scheme in the United Kingdom to promote the uptake of renewables as well as lessons learned from the Norwegian NOx Fund. Participants deliberated how ship owners could be incentivized to use alternative fuels, as well as incentives for alternative fuel supply and infrastructure development. The group collated lessons learned and key principles that could be considered for any future incentive schemes for the maritime sector. The work undertaken at the roundtable specifically contributes to one of the short-term measures defined in IMO’s Initial GHG Strategy, on “incentives for first movers to develop and take up new technologies”. The Strategy recognizes that technological innovation and the global introduction of alternative fuels and/or energy sources for international shipping will be integral to achieving zero-carbon shipping.
Caribbean commitment to IMO standards to support the blue economy
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aribbean States and Territories have reaffirmed their commitment to implementing IMO standards for safe, secure and sustainable shipping. This is part of wider efforts to intensify investments and harness the full potential of the oceans, rivers and lakes to accelerate economic growth, create jobs and fight poverty. Ministers responsible for maritime transport and other participants representing the Governments in the region met at a High Level Symposium (27 February) in Montego Bay, Jamaica, under the theme, “Maritime Transportation: Harnessing the Blue Economy for the Sustainable Development of the Caribbean”. More than 90% of trade in the Caribbean is carried by ship. Addressing the meeting, IMO SecretaryGeneral Kitack Lim highlighted the importance of collaboration and cooperation in the region to implement IMO measures and support the achievement of the United Nations’ 2030 Agenda and the Sustainable Development Goals, to which the IMO is fully committed. “The achievement of these goals requires strong collaboration and cooperation among all stakeholders. Our understanding of sustainable development today embraces a concern both
for the capacity of the earth’s natural systems and for the social and, not least, economic challenges faced by us all. A prosperous, smart and green shipping industry can contribute to a blue economy from which we will all benefit,” Mr. Lim said. The High Level Minister Symposium adopted a resolution, which highlights the need for commitment at the highest policy-making level in order to harness the potential of the blue economy. The resolution supports IMO’s initiative for Member States to develop national maritime transport policies, recognising the vital role that a structured maritime transport policy contributes towards sustainable growth and employment in the maritime sector. During his visit to Jamaica, Secretary-General Lim visited the Caribbean Maritime University in Kingston, Jamaica, where he toured the facilities and met cadets. Mr. Lim also met the Hon Robert Montague, Minister of Transport and Mining, Jamaica, and host of the High Level Minister Symposium and Hon. Pearnel Charles Jr, Minister or Foreign Affairs and Trade, Jamaica.
IMO Secretary-General urges all aboard for GHG reduction
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MO Secretary-General Kitack Lim has called for Member States and the entire maritime sector including shipping and ports, to come on board to achieve the ambitions set out in the historic IMO initial strategy for reducing greenhouse gas emissions from international shipping, adopted last year. The strategy makes a firm commitment to a complete phase out of GHG emissions from ships, a specific linkage to the Paris Agreement and a series of clear levels of ambition, including at least a 50 per cent cut in emissions from the sector by 2050. “We need to focus on technology transfer and research and development; we need expertise; we need IMO’s Member States to come together as one; we need the Member
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States to bring forward concrete proposals to IMO. We need to involve all maritime sectors – not just shipping. Investment in port infrastructure is just as important,” SecretaryGeneral Lim said. He was speaking at the High Level Conference on Climate Change and Oceans Preservation, in Brussels, Belgium (19 February). The strategy includes a series of candidate measures that might be applied to achieve these targets in the short, medium and long terms. The detailed work of agreeing which of these will actually be adopted to enable these ambitions to be achieved is now underway. Mr. Lim said that the initial steps - the candidate short-term measures - are likely to include strengthening the Energy Efficiency
Design Index (EEDI) and the Shipboard Energy Efficiency Management Plans (SEEMP) for ships, as well as gathering information under the fuel-oil data collection scheme. In the mid-term (before 2030), he highlighted the need to make zero-carbon ships more attractive and to direct investments towards innovative sustainable technologies and alternative fuels. In this context, the reduced sulphur limit for ships’ fuel oil, which enters into force on 1 January 2020, “should be seen as not only a landmark development for the environment and human health but also as a proxy “carbon price” – increasing the attractiveness of lower-carbon fuels or other means of propulsion for ships”.
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Ports for greener shipping
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orts are key players in the maritime transport system when it comes to achieving ambitious emissions reduction. IMO’s initial greenhouse gas strategy recognizes that shipping and ports are intrinsically linked. The role of ports in achieving emissions reductions was highlighted at the Future Port congress, Bilbao, Spain (12-14 February). IMO participation at a roundtable on green ports highlighted the potential for provision of ship and shore-side/on-shore power supply from renewable sources, infrastructure to support supply of alternative low-carbon and zerocarbon fuels, and activities to further optimize the logistics chain and its planning, including ports. In particular, the event discussed onshore power supply and the steps to take when
Sharing information to enhance maritime security
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haring information among the various different agencies involved is vital for maintaining maritime security, especially where there is a strong multi-national element. That’s why IMO ran a workshop in Djibouti on maritime security in the Gulf of Aden and western Indian Ocean area. The participants* developed best practices to help build common templates and standard operating procedures for sharing security-related information including on maritime crimes, legal frameworks, training programmes and national initiatives. These templates will form part of a toolkit to support collaboration between the existing reporting framework under the Djibouti
initiating onshore power supply projects, including ensuring equipment is compatible across the world and safe to use. IMO‘s SubCommittee on Ship Systems and Equipment is developing draft guidelines on safe operation of on-shore power supply service in port for ships engaged on international voyages, and considering the need for mandatory provisions. IMO also highlighted the work of the Global Industry Alliance to Support Low Carbon Shipping (GIA) in tackling contractual and operational barriers to implementing “Just-InTime” (JIT) operations, which could cut the time ships spend idling outside ports and help cut emissions.
E Code of Conduct (a regional agreement against maritime crime in the Gulf of Aden and western Indian Ocean area which IMO helped to establish) and newly established centres in Madagascar, Seychelles and Saudi Arabia. The workshop supports the commitment by IMO Member States in the region to build response capabilities at both a national and regional level, a vital step towards achieving a more safe and secure maritime environment. It took place at the Djibouti Regional Training Centre in Doraleh (3-7 March).
* From Comoros, Djibouti, Ethiopia, Kenya, Jordan, Saudi Arabia, Seychelles, Somalia, South Africa, Sudan, United Republic of Tanzania, United Arab Emirates and Yemen.
Training to enhance maritime security in Kenya
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aritime law-enforcement officials from Kenya took part in a two-week training course on best practices for visiting, boarding, searching and seizure of vessels, in Mombasa, Kenya (1122 February). The multi-agency course brought together 30 officials to learn skills for effective coordination in combating maritime crimes and procedures used to successfully board and search a vessel of interest. The training was part of IMO’s support for implementing the Jeddah Amendment to the Djibouti Code of Conduct 2017, a regional agreement against maritime crime in the Gulf of Aden and western Indian Ocean area, which IMO helped to establish. Implementation of the code of conduct is supported by a range of international partners including United Nations Office on Drugs and Crime (UNODC), Food and Agriculture Organization (FAO), International Police Organization (INTERPOL), Mohammed Bin Naif Academy for Maritime Science and Security Studies (Saudi Arabia), United States Coast Guard, US Naval Forces Africa, Canadian Coast Guard, British Peace Support Team (Africa), NATO Maritime Interdiction Training Centre (NMIOTC) and others. The ongoing course was supported by a joint Royal Navy/Royal Marine training team of seven experts from the United Kingdom and four experts from the International Committee of the Red Cross – to teach skills on International Humanitarian Rights Law, use of force, arrest and detention, search and seizure, and judicial guarantees.
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Experiencebuilding for ballast water management xperience with implementing the IMO Ballast Water Management Convention, which aims to prevent the spread of potentially invasive aquatic species, is now underway. IMO’s participation at the Global TestNet 10th annual meeting (14-15 February) provided an opportunity to highlight a new module on IMO’s Global Integrated Shipping Information System (GISIS), which allows port States, flag States and other stakeholders to gather, prepare and submit data on ballast water sampling and chemical and biological analysis. Analysis of such data will allow a systematic and evidence-based review of the requirements of the BWM Convention and potentially the development of a package of amendments to the Convention. The Ballast Water Management Convention requires ships to manage their ballast water and sediments to a defined standard. IMO participation at the meeting covered all the latest regulatory developments related to anti-fouling systems and biofouling. IMO is considering a proposal to amend the IMO Convention for the Control of Harmful Anti-fouling Systems on Ships (AFS Convention) to include new controls on the biocide cybutryne. Currently, the AFS Convention prohibits the use of biocides using organotin compounds. IMO is also reviewing its biofouling guidelines, which provide a globally-consistent approach to how biofouling should be controlled and managed to minimize the transfer of invasive aquatic species through ships’ hulls. A new global GloFouling project has been launched, to drive actions to implement the guidelines. The project will also spur the development of best practices and standards for improved biofouling management in other ocean industries. The Global TestNet is a forum of organizations involved in standardization, transparency and openness of land-based and/or shipboard testing for the certification of ballast water management systems. www.imo.org
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