IMO News - Summer Issue - 2019

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NEWS

Inspiring maritime women

The magazine of the International Maritime Organization SUMMER 2019

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FEATURE

Global problem, local actions – addressing efficiency in the Solomon Islands

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MEETINGS

Successful single window project completed

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FEATURE

Marine geoengineering – new report

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.

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www.imo.org

IMO NEWS

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SUMMER 2019

CONTENTS

OPINION

A blueprint for sustainable blue 5 growth

FROM THE MEETINGS

FEATURE

Prevention and 12 Pollution Response (PPR)

16 Global problem, local actions recautionary approach over 25 Pmarine geoengineering solutions

on Ship Systems 14 Sub-Committee And Equipment (SSE)

for climate change

19 Legal Committee (LEG) 23 Facilitation Committee (FAL)

NEWS

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Electronic information exchange mandatory for ports

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haring information – vital for S maritime development

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IMO gets observer status at Arctic Council

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Caribbean commitment to IMO standards supports blue economy

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How to monitor plastics in the oceans

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Inspiring maritime women

MANAGING EDITOR Lee Adamson Email: ladamson@imo.org 4, Albert Embankment London SE1 7SR United Kingdom

ASSISTANT EDITOR Natasha Brown Email: nbrown@imo.org

Tel: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

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 Summer2019

www.imo.org

IMO AT WORK

28 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.

Please allow at least ten weeks from receipt at IMO for additions to, deletions from or changes in the mailing list.

Design by FLIPSIDE www.flipsidegroup.com Copyright © IMO 2019 Printed by CPI Colour

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IMO NEWS

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SUMMER 2019

www.imo.org

IMO NEWS • SUMMER 2019 A message from IMO Secretary-General Kitack Lim

OPINION IMO AT WORK

Sustainable and balanced – a blueprint for blue growth A

s part of the United Nations family, IMO’s vision and strategy is clearly aligned with global efforts to improve the lives of people everywhere and to reduce the negative impact of human development on our planet.

Today, action to breathe life into these values is focused around the 2030 Agenda for Sustainable Development and its 17 Sustainable Development Goals. It is widely recognized that most of the elements of the 2030 Agenda will only be realized with a sustainable transport sector – including shipping and ports – supporting world trade and facilitating the global economy.

SDG 14, which deals with the oceans, is central to IMO. But aspects of the Organization’s work can be linked to all the individual SDGs, and I believe the Organization is making good progress in working towards these goals.

Moves to cut greenhouse gas emissions, to reduce the sulphur content of ships’ fuel oil and to require strict ballast water management are just three recent examples.

You could also add to these the adoption of the Polar Code, our involvement with the Global Partnership for Marine Litter and the development our own action plan on marine plastic litter, the special protection given to Particularly Sensitive Sea Areas and the financial compensation regimes established for pollution victims.

But shipping is just one of many stakeholders competing for use of the oceans. The world’s oceans provide raw materials, energy, food, employment, a place to live and a place to relax.

The so-called “blue economy” of ocean-related business and activity is expanding rapidly.

The blue economy must be sustainable. It must not come at the expense of the ocean and marine ecosystems. But, sadly, it has been widely documented that the global marine environment and its resources are being over-exploited at an ever-increasing rate and scale. Growth in this sector – blue growth – must be balanced and sustainable.

How to safeguard our fragile marine environment while developing commercial activity that benefits mankind is a key question of our times.

Small Island Developing States are on the front line of this dilemma. They are often completely dependent on shipping for imports and exports and other maritime activities– but are also the most vulnerable to environmental pollution and climate change. And that’s why they have such an important voice at fora such as IMO. Topics that are paramount for our Member States, as they address the regulatory issues that will affect shipping, today and tomorrow include: IMO 2020: with the reduction of the sulphur content of ships’ fuel-oil form 3.5% to 0.5%; the greenhouse gas emissions reduction strategy, with its ambitious goal to reduce emissions by 50% by 2050 and work towards decarbonisation by the end of this century; an action plan to reduce marine litter – especially plastic – and discussions to address Black Carbon emissions in the Arctic, all reinforce IMO’s commitment to sustainable development.

One beneficial by-product of this is to drive changes in the global fleet by promoting new and more efficient ship designs and streamlining vessel operations.

IMO also plays a leadership role in major environmental projects like GloMEEP, GloFouling, the MTCC network initiative, MEPSEAS, the newly announced GreenVoyage 2050 project and many more, all established to enhance the environmental soundness and efficiency of shipping and contribute to the reduction of greenhouse gas emissions from international shipping. This further illustrates how the regulatory drive created

by IMO Member States is backed up by practical activities to raise awareness and build capacity.

The global shipping sector is essential for a sustainable future.

But maritime activities themselves need to be sustainable. And, for a commercial industry, economic sustainability is usually the most important consideration. But this has to be set against the oceans’ capacity to remain healthy and diverse in the long term.

It is a delicate balance – and an important part of IMO’s role is to ensure that shipping continues to make its contribution to global trade and development in a sustainable way.

www.imo.org

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IMO NEWS

NEWS

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SUMMER 2019

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IMO NEWS

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SUMMER 2019

NEWS

Electronic information exchange mandatory for ports A

mandatory requirement for national governments to introduce electronic information exchange between ships and ports came into effect from 8 April 2019. The aim is to make cross-border trade simpler and the logistics chain more efficient, for the more than 10 billion tons of goods which are traded by sea annually across the globe.

The requirement, mandatory under IMO’s Convention on Facilitation of International Maritime Traffic (FAL Convention), is part of a package of amendments under the revised Annex to the FAL Convention, adopted in 2016.

“The new FAL Convention requirement for all public authorities to establish systems for the electronic exchange of information related to maritime transport marks a significant move in the maritime industry and ports towards a digital maritime world, reducing the administrative burden and increasing the efficiency of maritime trade and transport,” said IMO Secretary-General Kitack Lim.

The FAL Convention

The main objective of the IMO’s Convention on Facilitation of International Maritime Traffic (FAL Convention), adopted in 1965, is to achieve the most efficient maritime transport as possible, looking for smooth transit in ports of ships, cargo and passengers.

The FAL Convention, which has 123 contracting governments, contains standards and recommended practices and rules for simplifying formalities, documentary requirements and procedures on ships’ arrival, stay and departure.

Under the FAL Committee, IMO has developed standardised FAL documentation for authorities and governments to use, and the FAL Convention urges all stakeholders to make use of them.

The Facilitation Convention encourages use of a “single window” for data, to enable all the information required by public authorities in connection with the arrival, stay and departure of ships, persons and cargo, to be submitted via a single portal, without duplication.

The requirement for electronic data exchange came into effect as IMO’s Facilitation Committee met for its 43rd session (8-12 April).

The Committee was updated on a successful IMO maritime single window project, implemented in Antigua and Barbuda, with Norway’s support. The source code developed for the system established in Antigua and Barbuda has been made available to other interested Member States

The IMO Standardized Forms (FAL 1-7)

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he Facilitation Convention (Standard 2.1) lists the documents which public authorities can demand of a ship and recommends the maximum information and number of copies which should be required. IMO has developed standardized forms for seven of these documents.

They are the: • • • • • • •

IMO General Declaration Cargo Declaration Ship’s Stores Declaration Crew’s Effects Declaration Crew List Passenger List Dangerous Goods

Five other documents are required, on security, on wastes from ships, on advance electronic cargo information for customs risk assessment purposes, and two additional ones under the Universal Postal Convention and the international health regulations.

Under the requirement for electronic data exchange, all national authorities should now have provision for electronic exchange of this information.

www.imo.org

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IMO NEWS

NEWS

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SUMMER 2019

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IMO NEWS

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SUMMER 2019

NEWS

Sharing information – vital for maritime development B

etter and stronger infrastructure for sharing information is vital to support maritime sector development and a sustainable blue economy. That was one of the key conclusions from a highlevel workshop in Saudi Arabia for signatory states to the Jeddah Amendment to the Djibouti Code of Conduct (DCoC), the IMO-led cooperation agreement that has been instrumental in repressing piracy and armed robbery against ships in the western Indian Ocean and the Gulf of Aden.

Participants agreed that, as a basis for effective regional cooperation, it was important to establish national information-sharing centres to coordinate activities of national maritime security and lawenforcement agencies.

The workshop considered ways to enhance the existing regional information-sharing network to meet the increased requirements of the 2017 Jeddah Amendment, which significantly broadened the DCoC’s scope to cover other illicit maritime activities such as human trafficking and illegal, unreported and unregulated fishing. It was agreed that the functions and capacities of the three information sharing centres established under the DCoC should be assessed to identify where capacity-building assistance might be needed.

Participants welcomed the capacity-building work of IMO and a host of other international organizations, including the United Nations Office on Drugs and Crime (UNODC), INTERPOL, the European Union and several individual governments and NGOs, and invited other organizations to offer their assistance.

The workshop, at the Mohammed Bin Nayef Academy of Marine

Science and Security Studies in Jeddah, Saudi Arabia, brought together 69 senior officials from 19 DCoC States* and supporting countries and organizations under the theme “Addressing maritime security challenges through regional cooperation and goodwill”.

Workshop Chair, Vice Admiral Awwad Eid Al-Aradi Al-Balawi, Head of the Kingdom of Saudi Arabia’s Border Guard, reminded participants of the need to address the root causes of piracy and other crimes. He highlighted the achievements made in the region since the DCoC and the Jeddah Amendment were signed, in 2009 and 2017 respectively. *Comoros, Djibouti, Ethiopia, France, Jordan, Kenya, Madagascar, Maldives, Mauritius, Mozambique, Oman, Saudi Arabia, Seychelles, Somalia, South Africa, Sudan, United Arab Emirates, United Republic of Tanzania and Yemen.

IMO gets observer status at Arctic Council I MO has been granted observer status at the Arctic Council. This will allow IMO to build on previous cooperation with the Arctic Council and engage in close collaboration on a range issues related to shipping in the Arctic, in particular, search and rescue, pollution response, and maritime safety and protection of the marine environment.

IMO has adopted the Polar Code, which provides mandatory requirements for ships operating in the harsh environment of the Polar regions, to provide additional protection on top of existing mandatory rules, for ship design, construction, equipment, operational, training, search and rescue and environmental protection matters. IMO is currently developing measures to reduce the risks of use and carriage of heavy fuel oil as fuel by ships in Arctic waters.

IMO’s “Guide on Oil Spill Response in Ice and Snow Conditions”, approved in 2016, was developed in coordination with the Arctic Council’s Emergency Prevention, Preparedness and Response (EPPR) Working Group.

The Arctic Council is an intergovernmental organization which promotes greater coordination and cooperation among the Arctic www.imo.org

States, among other things. The members of the Arctic Council are Canada, Denmark, Finland, Iceland, Norway, the Russian Federation, Sweden and the United States. IMO joins four other United Nations system bodies with observer status at the Arctic Council (UNDP, UNECE, UNEP and WMO). The 11th Arctic Council Ministerial meeting in Rovaniemi, Finland, welcomed IMO as an observer organization.

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NEWS

IMO NEWS

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SUMMER 2019

Caribbean commitment to IMO standards supports blue economy

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aribbean States and Territories have re-affirmed 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 Secretary-General 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 Ministerial 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.

Following the symposium, senior maritime administrators in the region met for a regional workshop, in Montego Bay Jamaica, from 28 February to 1 March, facilitated by IMO and chaired by Jamaica.

The workshop covered the latest regulatory and other developments in the international maritime sector in the Caribbean region. The workshop was designed to provide Caribbean maritime administrators with the latest information on current and future developments at IMO and to facilitate the exchange of information between Caribbean administrations. The workshop also identified the development of a list of technical assistance priorities for the region for the 2020-2021 biennium. *Anguilla, Antigua and Barbuda, the Bahamas, Barbados, Belize, Cayman Islands, Curacao, the Commonwealth of Dominica, Grenada, Guyana, Haiti, Jamaica, St. Kitts and Nevis, Saint Lucia, Saint Vincent and the Grenadines, Sint Maarten, Suriname and Trinidad and Tobago.

How to monitor plastics in the oceans A

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. IMO provides secretariat functions for GESAMP. 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 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.

They can be used by national, inter-governmental and international

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organisations with responsibilities for managing the social, economic and ecological consequences of land- and sea-based 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.

The full set of guidelines is available to download free-of-charge from the GESAMP website (www.gesamp.org). www.imo.org

IMO NEWS

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SUMMER 2019

NEWS

Inspiring maritime women

“Use your power to empower.”

“Say what you’re thinking.”

“Listen to the ‘yes’ voice in your head.”

“Use your power to empower.” • “Say what you’re thinking.”

“Listen to the ‘yes’ voice in your head.” • “Return every phone call every day.” • “Believe in yourself.”

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his was the advice given by a wide variety of inspiring maritime women sharing their experiences of entering, working and leading in the maritime world at a special event on “Women, ports and facilitation” at IMO Headquarters, London (10 April).

The speakers presented on, and answered questions about, their work and the future for women in the field – identifying a series of key issues and recommendations. These include the importance of promoting female role models; increased access to education; mentoring; and taking advantage of training – with the overriding point www.imo.org

“Return every phone call every day.”

“Believe in yourself.”

being that work promoting gender equality needed to be done by both men and women together.

In his introduction to the event, IMO Secretary-General Kitack Lim emphasized IMO’s commitment to empowering women in the maritime community – this year’s World Maritime Day theme – and the importance of getting “all hands on deck”, both male and female, for the maritime world to continue to carry the world’s goods in a clean safe and efficient manner.

The event, organized by IMO and WISTA*, took place in the margins of IMO’s Facilitation Committee, which addressed the efficiency of shipping by dealing with all matters related to the free flow of international maritime traffic. * Women’s International Shipping & Trading Association.

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IMO NEWS

PPR

FROM THE MEETINGS

SUB-COMMITTEE ON POLLUTION PREVENTION AND RESPONSE

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6th session

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SUMMER 2019

18-22 February 2019

Addressing the impact on the Arctic of black carbon emissions

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he Sub-Committee identified a number of potential control measures to reduce the impact on the Arctic of black carbon emissions from international shipping.

A simplified compilation of the identified control measures was forwarded to MEPC 74. The Committee was invited to provide instruction on further work on the reduction of the impact on the Arctic of Black Carbon emissions from international shipping.

Anti-fouling paint for ships’ hulls is under scrutiny

Reducing risks of use and carriage of heavy fuel oil as fuel by ships in Arctic Controls on the biocide cybutryne in anti-fouling waters systems agreed he Sub-Committee began its work to develop measures to reduce the risks of use

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and carriage of heavy fuel oil as fuel by ships in Arctic waters. A working definition for heavy fuel oil was noted, which says that “heavy fuel oil means fuel oils having a density at 15ºC higher than 900 kg/m3 or a kinematic viscosity at 50ºC higher than 180 mm2/s”.

A draft methodology for analysing impacts of a ban on heavy fuel oil for the use and carriage as fuel by ships in Arctic waters was agreed. The Sub-Committee invited submissions to PPR 7, especially those by Arctic states, containing impact assessments guided by, but not limited to, the methodology.

The methodology sets out five steps to assess the impact of a ban. Specific analyses that are detailed include: determination of the study area; assessment of the costs to Arctic indigenous and local communities and industries; assessment of the benefits of an HFO ban to Arctic indigenous and local communities and ecosystems; and consideration of other factors that could either ameliorate adverse impacts of a ban or accommodate specific situations.

Meanwhile, a correspondence group was instructed to develop guidelines on measures to reduce risks of use and carriage of heavy fuel oil as fuel by ships in Arctic waters. The guidance could include sections on navigational measures; ship operations; infrastructure (onshore and offshore) and communications; enhanced preparedness for emergencies of oil spills, early spill detection and response; drills and training; and economic assessment of potential measures.

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A

second compound/active ingredient used in biocides in anti-fouling systems on ships is set to be prohibited under the IMO Convention for the Control of Harmful Anti-fouling Systems on Ships (AFS Convention).

The AFS Convention currently has controls on only one active compound – it prohibits the use of biocides using organotin compounds (TBT). The Sub-Committee agreed that new controls on the biocide cybutryne, also known under its industry name Irgarol-1051, should be included in the AFS Convention.

Draft amendments to the AFS Convention’s Annex 1 (Controls on anti-fouling systems) to include controls on cybutryne were agreed for consideration by MEPC 74, with a view to approval and subsequent adoption. Related draft amendments to the model form of the International Anti-fouling System Certificate were also agreed.

Once adopted, the proposed amendments would enter into force under the tacit acceptance procedure, a minimum of 18 months after adoption (date to be decided by the MEPC). www.imo.org

IMO NEWS

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SUMMER 2019

FROM THE MEETINGS •

6th session

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18-22 February 2019

Cleaner emissions will have a big impact especially where ships enter heavily populated areas

Consistent implementation of 2020 sulphur limit – draft guidelines finalized

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he Sub-Committee on Pollution Prevention and Response agreed draft Guidelines for consistent implementation of the 0.50% sulphur limit under MARPOL Annex VI, together with other relevant guidelines, forming a comprehensive package of new and updated instruments that will assist industry and administrations to effectively and uniformly implement the 0.50% sulphur limit.

IMO has already issued ship implementation planning guidance, to help shipowners prepare.

Draft Guidelines on consistent implementation of the 0.50% sulphur limit These include sections on the impact on fuel and machinery systems resulting from new fuel blends or fuel types; verification issues and control mechanism and actions, including port State control and samples of fuel oil used on board; a standard reporting format for fuel oil non-availability (fuel oil non-availability report (FONAR); and possible safety implications relating to fuel oils meeting

the 0.50% sulphur limit. MEPC 74 (May 2019) is expected to adopt these guidelines.

Delivery of compliant fuel oil A draft joint MSC-MEPC circular addressing the delivery of compliant fuel oil by suppliers, for approval at MEPC 74 and at the Maritime Safety Committee (MSC 101) was agreed. It says that Member States should urge fuel oil suppliers to take into account, as relevant: MEPC.1/Circ.875 Guidance on best practice for fuel oil purchasers/users for assuring the quality of fuel oil used on board ships; and MEPC.1/Circ.875/Add.1 Guidance on best practice for fuel oil suppliers for assuring the quality of fuel oil delivered to ships.

On-board sampling The Sub-Committee agreed draft guidelines for on board sampling for the verification of the sulphur content of the fuel oil used on board ships, updating the previous version.

MEPC 74 (May 2019) is expected to approve these guidelines.

Port State control The Sub-Committee agreed, in principle, to draft 2019 guidelines for port State control under MARPOL Annex VI, updating the 2009 guidelines. MEPC 74 (May 2019) is expected to adopt these guidelines.

It also developed draft interim guidance for port State control on contingency measures for addressing non-compliant fuel oil and invited concrete proposals to MEPC 74.

The draft interim guidance covers possible actions to be taken, following discussions between ship, flag State and port State, when a ship is found to have on board noncompliant fuel oil either as a consequence of compliant fuel oil being not available when the ship bunkered fuel oil or the ship identifying through post bunkering testing that the fuel oil on board is non-compliant. MEPC 74 (May 2019) is expected to consider these draft interim guidelines further.

Review of guidelines on exhaust gas cleaning systems

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he Sub-Committee is undertaking a review of the 2015 guidelines on Exhaust Gas Cleaning Systems (EGCS). It noted the progress made by the correspondence group on review of the 2015 EGCS guidelines.

It agreed to request an extension of the target completion year to 2020, with a view to continuing the work on the review at PPR 7.

In the meantime, the Sub-Committee agreed to forward a new draft Appendix 6 to the EGCS guidelines, developed by the correspondence group, to MEPC 74 (13-17 May) for review and finalization, with a view to potentially issuing it as an MEPC circular. The proposed draft Appendix 6 provides guidance on temporary indication of ongoing compliance in the case of the failure of a single monitoring instrument, and recommended actions to take if the EGCS fails to meet the requirements of the guidelines. It aims to address situations in which there is a malfunction of the EGCS system.

www.imo.org

The Sub-Committee reviewed a submission from the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP), an advisory body that advises the United Nations (UN) system on the scientific aspects of marine environmental protection.

GESAMP provided comments received from four GESAMP members.

The Sub-Committee also heard from Member States which had carried out studies related to washwater discharge (under the current washwater discharge standards set out in the 2015 guidelines) and the impact on the marine environment.

The Sub-Committee encouraged interested Member States and international organizations to undertake further research and to submit results to future sessions to facilitate the work on the revision of the 2015 EGCS Guidelines.

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PPR

SUB-COMMITTEE ON POLLUTION PREVENTION AND RESPONSE

IMO NEWS

SCC

FROM THE MEETINGS

SUB-COMMITTEE ON SHIP SYSTEMS AND EQUIPMENT

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6th session

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SUMMER 2019

4-8 March 2019

Making lifting and winching operations safer

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he Sub-Committee agreed in principle to draft mandatory regulations to make lifting appliances, such as onboard cargo cranes, safer. The draft SOLAS regulation II-1/3-13 covers requirements for the application, design and construction, operation, inspection, testing and maintenance of onboard lifting appliances and anchor handling winches.

The rules are intended to help to prevent accidents and harm to operators and damage to ships, cargo, shore-based structures and subsea structures, as well as the marine environment.

A correspondence group was established to finalize draft related guidelines for the safety of onboard lifting appliances and anchorhandling winches.

Fire safety on ro-ro ships – draft interim guidelines agreed

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Polar life-saving appliances – draft interim guidelines agreed

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he Sub-Committee agreed to draft interim guidelines on lifesaving appliances and arrangements for ships operating in polar waters, to ensure they meet the needs for survival in the harsh and specific conditions in Polar waters. For example, the guidelines cover specifications of the equipment needed and would require that lifeboats and rescue boats on ships proceeding to latitudes over 80ºN should be fitted with a non-magnetic means for determining heading. The draft interim guidelines will be submitted to MSC 101 for approval. The guidelines are intended to support the implementation of the mandatory Polar Code.

Revising the guidelines for the approval of fixed dry powder systems

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he Sub-Committee began developing draft amendments to the Guidelines for the approval of fixed dry chemical powder fireextinguishing systems for the protection of ships carrying liquefied gases in bulk (MSC.1/Circ.1315). A correspondence group was established to identify appropriate test standards for acceptance of dry chemical powder for fixed fire-extinguishing systems; further develop the draft amendments to the guidelines; and consider whether an implementation provision to the draft amendments to the guidelines would be needed.

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s part of its ongoing work to minimize the incidence and consequences of fires on ro-ro spaces and special category spaces of new and existing ro-ro passenger ships, the SubCommittee agreed draft interim guidelines for minimizing the incidence and consequences of fires on ro-ro spaces and special category spaces of new and existing ro-ro passenger ships.

The draft guidelines cover prevention/ignition – including inspection and maintenance plans of ship’s power supply equipment and cables; detection/decision – including fixed fire detection and alarm system; extinguishing fires – including fixed fire-extinguishing measures and appropriate training and drills; containment – including fire integrity; and integrity of life-saving appliances and evacuation.

The draft guidelines will be submitted to the Maritime Safety Committee (MSC 101) for approval.

Ventilation requirements for survival craft

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he Sub-Committee reviewed the draft amendments to the LSA Code in relation to ventilation requirements of totally enclosed lifeboats and made progress in developing draft amendments to the revised recommendation on testing of life-saving appliances (Resolution MSC.81(70)), regarding the ventilation of survival craft. The aim is to ensure a habitable environment is maintained in such survival craft.

A correspondence group was established to further develop the draft amendments to the LSA Code and resolution MSC.81(70); prepare the necessary consequential amendments to other IMO instruments, e.g. MSC/Circ.980; gather and review research data on the microclimate in partially enclosed lifeboats and liferafts and identify and recommend the possible criteria for new ventilation requirements for partially enclosed lifeboats and liferafts; prepare draft amendments related to the testing of the means of ventilation for partially enclosed lifeboats and liferafts and the necessary consequential amendments to other IMO instruments; and consider the possible benefits of air quality monitoring for all survival craft. www.imo.org

IMO NEWS

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www.imo.org

SUMMER 2019

FROM THE MEETINGS

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IMO NEWS

FEATURE

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SUMMER 2019

The Solomon Islands has a strong maritime culture. The GMN project is helping promote energy efficiency, save money and address harmful emissions

Global problem, local actions

A new IMO video puts the spotlight on how an IMO/EU initiative is helping cut maritime emissions in the Solomon Islands as part of a global project to help tackle climate change

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hen the solar-powered LED lights go on at night in the port of Honiara, Solomon Islands, they are helping the port meet IMO maritime security requirements.

But these lights are also a shining example of how a global project, through regional centres, can help individual countries’ ports and shipping sectors improve energy efficiency, cut emissions and clean up local air quality.

The Maritime Technology Cooperation Centre (MTCC) Pacific – one of five regional centres established under the IMO-led Global MTCC Network (GMN) project – helped the Solomon Islands port carry out a full energy efficiency and emissions audit.

Eranda Kotelawala, Chief Executive Officer of the Solomon Islands Port Authority, showed an IMO team around the port, where a series of emission-cutting measures have been and are being implemented: from the solar-powered lights, to weighing in motion systems so that diesel-powered trucks do not have to stop and idle, and even repairing cracks in the road surface to help cut emissions and improve air quality.

It has been estimated that savings of up to 75% can be made in the shipping and port industries just by using existing technology and doing things a bit differently.

Simon Wame, a ship operator based in the Solomon Islands, told IMO that MTCC-Pacific was helping him to save money – and cut emissions – by supporting a data collection system.

“Fuel is very expensive. If I can save money it will be a great

16

advantage for me,” Mr. Wame said. “We are collecting fuel consumption data on board our vessels and then we supply this fuel consumption data to the MTCC team. And then the team analyse the data; and they provide us with the technical recommendations on efficiency and fuel consumption.”

It’s the same story for Joy Rurime, a shipowner/operator who heads a family business running one of the largest inter-island trading vessels in the Solomon Islands.

“The MTCC has given us a new opportunity to manage our operation efficiently – and also to look after the environment that we serve in,” Ms Rurime told IMO. Over on the island of New Georgia, the Port of Noro is an important tuna catching and canning centre.

Glyn Joshua, Energy Efficiency Manager, Solomon Islands Port Authority, showed IMO where a new solar farm will be installed to power refrigerated containers – saving energy and cutting emissions.

Tackling emissions at a local level is all part of the global GMN project, which is having similar impacts in all five regions where an IMO GMN Maritime Technology Cooperation Centre has been established.

MTCC Caribbean, for example, is coordinating regional efforts in two pilot projects: one to establish a baseline and cost/benefit analysis for different energy efficiency technologies and the other a system for collecting fuel consumption data. www.imo.org

IMO NEWS

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SUMMER 2019

FEATURE

Solar-powered LED lighting and using lightweight trailers to move containers around the port – just two of the energyefficiency measures featured in IMO’s new video production MTCC Latin America has organised several workshops, throughout the region, to help maritime authorities and other stakeholders fulfil their obligations under IMO’s international regulations on energy efficiency.

The GMN MTCC project

MTCC Asia is developing a software tool to help ships’ crews record fuel consumption and is working on ways of optimising the angle at which ships float in the water, to improve their performance.

MTCCs:

MTCC Africa has developed standardized e-forms for tablets, enabling ships’ crews to input key parameters, such as fuel type, fuel consumed, engine rating and so on, and then upload this via satellite to a web-based platform – where it can be processed and analysed. By the end of 2018, more than 1000 data sets had been collected.

These are global efforts, through regional and local implementation – to tackle a global problem.

The GMN project is funded by the European Union and implemented by the International Maritime Organization (IMO).

• MTCC-Africa, hosted by Jomo Kenyatta University of Agriculture and Technology, Mombasa, Kenya • M TCC-Asia, hosted by Shanghai Maritime University, China • MTCC-Caribbean, hosted by University of Trinidad and Tobago, Trinidad and Tobago • MTCC-Latin America, hosted by International Maritime University of Panama, Panama • MTCC-Pacific, hosted by Pacific Community, Suva, Fiji

“Climate change has no borders, it is a global issue. And only globally can it be tackled,” Meropi Paneli, Senior policy Officer and Programme Manager, European Commission, told IMO. Watch the film on IMO’s YouTube channel, IMOHQ.

www.imo.org

17

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IMO NEWS

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SUMMER 2019

FROM THE MEETINGS • 106th session •

27-29 March 2019

Fraudulent ship registration – measures agreed

T

he Committee agreed on a series of measures to prevent unlawful practices associated with the fraudulent registration and fraudulent registries of ships.

The move follows reports of fraudulent use of their flag by a number of IMO Member States. Information compiled by the IMO Secretariat on the cases received included: • registration of ships without the knowledge or approval of the relevant national maritime administration.

• continuous operation of a ship registry after the contact with the registration company has expired or has otherwise been terminated.

• s ubmission of fraudulent documentation to IMO, without the knowledge of the cognizant flag State authority, in order to obtain IMO documentation and ship identification numbers.

• i ntentional manipulation of AIS data to materially alter the ship’s identifying information or to reflect the AIS data of an entirely different ship.

• operation of an illegal international ship registry.

The Committee supported the creation, in the publicly available Contact Points Module in GISIS, of a comprehensive database of registries, which would contain the names and contact details of the national governmental body(ies), or authorized/delegated entities in charge of registration of ships.

The database would also contain information on the date from which authority to register ships for the country has been given to the registry and the date from which withdrawal of authority to register ships for the country takes effect. Specific information would be entered for countries which do not operate a ship registry, be it domestic or international.

The Committee agreed on a procedure for the communicating this information to the Organization, through authorized diplomatic mechanisms.

The procedure is annexed to a draft Assembly resolution on measures to prevent the fraudulent registration and fraudulent registries of ships, approved by the Committee to be submitted to IMO’s 31st Assembly session, in late 2019, for adoption.

Recommended best practices to assist in combating fraudulent ship registration and registries were also approved by the Legal Committee.

The recommended best practices cover: verifying IMO numbers of vessels when receiving an application for registration; ensuring Flag State Administration contact point information is up-to-date; ensuring the application of the requirement for the Continuous Synopsis Record, which is intended to provide an onboard record of the history of the ship; a recommendation for prospective flag States to review the United Nations Security Council Sanctions List Search webpage and verifying the relevant information pertaining to registries of ships in the “Contact Points” module in the IMO Global Integrated Shipping Information System (GISIS).

An intersessional correspondence group was established to discuss some issues further; consider various proposals in more detail, including enhancing capabilities for the detection and reporting of fraudulent registration documentation, working with the IMO Secretariat, Member States, port State control authorities, vessel owners and operators, non-government organizations, the private sector (including the maritime insurance industry), ship brokers and relevant maritime stakeholders. The correspondence group will report back to the next session LEG 107 in March 2020.

The Committee also agreed that the Organization should work with the United Nations Security Council to establish an easily searchable database,

by IMO number and vessel name, of vessels currently the subject of, or designated pursuant to, United Nations Security Council resolutions.

www.imo.org

Autonomous ships – regulatory scoping exercise begins

T

he Committee began its work on the regulatory scoping exercise of conventions emanating from the Legal Committee for the use of Maritime Autonomous Surface Ships (MASS). The aim is to assess the degree to which the existing regulatory framework may be affected in order to address MASS operations.

A framework for the regulatory scoping exercise was agreed, including the list of instruments to be reviewed, a template to guide the documentation of results of the regulatory scoping exercise, and a plan of work and procedures.

A web platform (based on one used for similar work being undertaken by the Maritime Safety Committee, on safetyrelated instruments) will be used to facilitate the work.

For each instrument, and for each degree of autonomy, provisions will be identified which: 1. apply to MASS and prevent MASS operations; or 2. apply to MASS and do not prevent MASS operations and require no actions; or 3. apply to MASS and do not prevent MASS operations but may need to be amended or clarified, and/or may contain gaps; or 4. have no application to MASS operations. nce the first step is completed, a second step will be O conducted to analyse and determine the most appropriate way of addressing MASS operations, taking into account the human element, by: 1. developing interpretations; and/or 2. amending existing instruments; and/or 3. developing new instruments; or 4. none of the above as a result of the analysis.

Volunteer Member States, along with interested NGOs and IGOS, will work on the review. The aim is to complete the review and analysis for consideration by the Legal Committee at its next session, LEG 107, in March 2020.

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SUMMER 2019

FROM THE MEETINGS

Abandonment of seafarers – a growing concern

T

he Committee discussed the growing number of cases of abandonment and the orchestrated action needed to address this issue.

The Committee was updated on the latest cases, including those which have been successfully resolved, following intervention by the IMO Secretariat, the International Labour Organization (ILO), relevant flag States, port States, seafarers’ States and other organizations.

On 31 December 2018, there were 366 abandonment incidents listed in the database since it was established in 2004, affecting 4,866 seafarers. Of those incidents, 175 cases were resolved, 77 cases were disputed and 52 cases were inactive. There were still 52 unresolved cases. From 2011 to 2016, the number of cases per year ranged from 12 to 19.

In 2017 and 2018, the cases reported increased drastically. In 2017, there were 55 cases reported, 14 of which were resolved that year and 8 were resolved in 2018. In 2018, the total number of reported cases was 44 and of those, 15 cases had been resolved as of 31 December 2018. Of the cases reported in 2018, 8 involved flag States which had not ratified MLC, 2006. No additional cases reported in 2018 had been resolved in 2019. As of the end of March 2019, there had been 13 new cases reported in 2019, none of which had been resolved Amendments to the ILO Maritime Labour Convention (MLC), 2006, which were adopted in 2014 and entered into force in 2017, require shipowners to have compulsory insurance to cover abandonment of seafarers, as well as claims for death or long-term disability of seafarers.

The Committee was informed that, following the entry into force of the 2014 amendments to MLC, 2006, 97 abandonment cases had been reported to the IMO/ILO joint database. Furthermore, between 18 January 2017 and 31 December 2018, there were 11 reported cases of abandonment where the flag State was a Party to MLC, 2006 but had not yet sent to the ILO their declaration of acceptance of the 2014 amendments.

The International Group of Protection and Indemnity Associations (P & I Clubs) said it had been involved in 41 abandonment cases after the entry into force of the 2014 amendments to MLC, 2006 on 18 January 2017, and the vast majority of these cases were effectively resolved within a reasonable time frame, in cooperation with ITF. Some States indicated that they would submit proposals for guidelines on cooperation between flag and port States to resolve abandonment cases to the next session of the Committee relating to the issue of abandonment of seafarers, and were encouraged to do so.

The Committee encouraged those Member States that had not already done so, to consider ratifying MLC, 2006, at their earliest convenience; and those who had ratified MLC, 2006 after the adoption but before the entry into force of the 2014 amendments, to send to the ILO their declaration of acceptance at their earliest convenience.

www.imo.org

• 106th session •

27-29 March 2019

Fair treatment of seafarers

T

he Committee considered the need for the development of guidelines to address the fair treatment of seafarers in case of their detention on suspicion of committing maritime crimes.

There was broad support for the establishment of a Joint IMO/ ILO/International Transport Workers’ Federation (ITF) Working Group to look into the issue.

The Committee invited interested parties to submit a proposal for a new output to LEG 107. Meanwhile, the Committee requested the IMO Secretariat to coordinate with ILO on the potential activation of a joint Working Group on the fair treatment of seafarers detained on suspicion of committing maritime crimes, and provide relevant information at LEG 107, to be considered in conjunction with any proposal for a new output.

IMO adopted Guidelines on fair treatment of seafarers in the event of a maritime accident in 2006, following their development by a joint ILO/IMO Working Group.

Many delegations at the current session highlighted the inadequacy of the current guidelines, as they are limited to the fair treatment of seafarers in the case of a maritime accident and do not adequately address the fair treatment of seafarers detained on suspicion of committing maritime crimes.

Ratifying and implementing the HNS convention

T

he Committee encouraged Member States to ratify the 2010 HNS Protocol to enable the entry into force of the 2010 HNS Convention, which covers liability and compensation in the event of an incident involving hazardous goods. The number of ships carrying HNS cargoes is growing steadily with more than 200 million tonnes of chemicals traded annually.

The 2010 HNS Convention represents the remaining gap in the global framework of liability and compensation conventions related to shipping.

The treaty has now been ratified by four States: Canada, Denmark, Norway and Turkey. Entry into force of the treaty requires accession by at least 12 States, meeting certain criteria in relation to tonnage and reporting annually the quantity of HNS cargo received in a State. The treaty requires a total quantity of at least 40 million tonnes of cargo contributing to the general account to have been received in the preceding calendar year.

Administrative preparations for setting up the HNS fund, required under the treaty, are under way. Preliminary preparations have also been made for the first session of the HNS assembly, which will be convened by the IMO Secretary-General, in accordance with article 43 of the 2010 HNS Convention, when all entry-into-force criteria of the 2010 HNS Protocol have been met.

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IMO NEWS

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SUMMER 2019

FROM THE MEETINGS • 43rd session •

8-12 April 2019

IMO Compendium on Facilitation and Electronic Business approved

T

he Committee approved the revised and updated IMO Compendium on Facilitation and Electronic Business, to support harmonization and standardization of electronic messages The compendium includes a new standard IMO reference data set, which will be used as the basis for automated and digital systems for exchange of information when ships arrive at and depart from ports. The information data set supports mandatory reporting formalities for ships, cargo and persons on board and can also be extended to support commercial businesses in international shipping. The Committee agreed that electronic access to the IMO compendium should be provided through an IMO server.

The compendium represents an important step forward towards the harmonization of data elements related to ships’ port calls, facilitating the exchange of information from machine to machine and the interconnection of single windows. The mandatory requirement for national governments to introduce electronic information exchange between ships and ports came into effect from 8 April 2019, under the FAL Convention.

Successful single window project completed

T

he Committee noted information on the successful single window project implemented by Norway in Antigua and Barbuda with the assistance of the IMO Secretariat. The Committee expressed appreciation to Norway for the in-kind and financial support to the project, and for the generous offer of making the source code developed for the system established in Antigua and Barbuda available to other interested Member States.

Revised Guidelines for setting up a maritime single window were approved by the Committee. The Committee also began work on developing Guidelines for authentication, integrity and confidentiality of content for the purpose of exchange via maritime single window.

Regulatory scoping exercise for the use of maritime autonomous surface ships (MASS)

T

he Committee agreed to review the Facilitation Convention as part of a regulatory scoping exercise for the use of maritime autonomous surface ships (MASS). The exercise will follow the same process being used to scope other instruments, such as those under the purview of the Maritime Safety and Legal committees.

www.imo.org

Work on the revised compendium has been led by the World Customs Organization (WCO) with the collaboration of IMO, the United Nations Economic Commission for Europe (UNECE) and its subsidiary body UN/CEFACT (the global focal point for trade facilitation recommendations and electronic business standards) and the International Organization for Standardization (ISO).

The working group which has developed the compendium also included members from Belgium, France, India, the Netherlands, New Zealand, Norway, Sweden, Ukraine, Uruguay, United Arab Emirates, United States, the IMO Secretariat, the European Maritime Safety Agency (EMSA), BIMCO and the International Port Community System Association (IPCSA).

An IMO Expert Group on Data Harmonization was established, to meet twice a year and take care of the further development of the IMO compendium, working towards harmonization with other fields beyond the FAL Convention.

Maritime corruption guidance included on agenda

T

he Committee decided to include a new output on its agenda, on “Guidance to address maritime corruption”, with a target completion year of 2021.

This followed discussion of a submission from several Member States and non-governmental organizations, which highlighted a Maritime Anti-Corruption Network (MACN) anonymous reporting mechanism that has collected over 25,000 incident reports up to October 2018. The submission proposed the development of IMO guidelines and/or a code of best practice, with the aim of addressing the problem of maritime corruption and reducing the impact on global trade, improving port governance and reducing adverse consequences on seafarers.

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FAL

FACILITATION COMMITTEE

FEATURE

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IMO NEWS

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SUMMER 2019

www.imo.org

IMO NEWS

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SUMMER 2019

FEATURE

Precautionary approach over marine geoengineering solutions for climate change

A

dding iron or other nutrients into the oceans to enhance natural processes to draw carbon from the atmosphere and creating foams which float on the surface of the sea to reflect sunlight back into the atmosphere are among a wide range of geoengineering practices which have been put forward as potential tools for countering climate change.

But, in a new report, marine and social scientists are urging a precautionary approach towards these techniques which involve deliberate large-scale manipulation of the environment.

The report, 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, says that a coordinated framework for proposing and assessing marine geoengineering activities should be developed.

“It is essential that the process of evidence-based assessment takes place in parallel with ongoing efforts to devise research governance structures, since both are inextricably linked in the marine geoengineering debate and the development of policy,” the report says.

The High level review of a wide range of proposed marine geoengineering techniques is the first to comprehensively examine the many proposed ways to remove carbon dioxide from the atmosphere or boost the reflection of incoming solar radiation to space (known as “albedo modification”) – or, in some cases, both.

Co-editor Dr Philip Boyd, Professor of Marine Biogeochemistry www.imo.org

at the Institute for Marine and Antarctic Studies at the University of Tasmania in Hobart, Australia, said the report marks an important step in identifying marine geoengineering approaches and highlighting issues that policy makers, regulators and governments will need to consider.

“The vast area, immense volume and potential large capacity for storing carbon dioxide of the world’s oceans mean that many approaches for marine geoengineering have been proposed. This report highlights the need for sound scientific evidence for each approach that may be considered by policy makers and regulators.

There are legal, socio-economic, and geo-political considerations that will need to be taken into account,” said Dr Boyd.

The report catalogues 27 approaches, mainly focussed on marine geoengineering but also on fisheries’ enhancement and integrated marine trophic aquaculture. It examines eight illustrative examples in detail.

One of these, ocean iron fertilization, has already been addressed by the London Protocol and Convention, the treaties which regulate the dumping of wastes at sea – under which it is prohibited, except for legitimate scientific research. Parties to the London Protocol and Convention have adopted an “Assessment Framework for Scientific Research Involving Ocean Fertilization” (Resolution LC-LP.2(2010)), which guides Parties on how to assess proposals for ocean fertilization research and provides detailed steps for completing an environmental assessment, including risk management and monitoring.

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IMO NEWS

FEATURE

This assessment framework for ocean fertilization was used as a template for assessing the different approaches in the study.

However, the information that underpins each approach varies widely with respect to what is needed for a scientific assessment, from insufficient (i.e. no assessment is possible) to incomplete (i.e. a partial assessment could potentially be undertaken).

The GESAMP report recommends future work, including developing a streamlined, robust framework for scientific assessment that engages proposers of individual techniques and provides the opportunity for effective, transparent scientific review.

It also advocates that there should be a clear focus on the potential environmental and socio-economic, geopolitical and other relevant societal aspects of marine geoengineering assessments.

“This framework is essential to promote a transition towards a more holistic assessment that includes social, political, economic, ecological, ethical and other societal dimensions.

Marine geoengineering approaches must be grounded in strong underpinning science, and then explored, and potentially developed, in a manner that is useful and acceptable to society,” the report says.

Until a marine geoengineering technique can be scientifically assessed, “it is difficult to provide a portfolio of the benefits and drawbacks of each approach that can be examined through the lenses of legal, socio-economic and geo-political considerations.

In addition, a far-from-complete portfolio also hinders the type of public engagement which will be required to facilitate informed societal and political decision-making on research into marine geoengineering.”

Fredrik Haag, Head of the Office for the London Convention/ Protocol and Ocean Affairs at IMO and Technical Secretary of GESAMP, said the report is an important first step in identifying and reviewing marine geoengineering techniques. “This is particularly important in the context of the United Nations Agenda for Sustainable Development; not just in relation to Sustainable Development Goal 13, which urges action to combat climate change, but also SDG 14, which seeks to ensure sustainable use of the oceans,” Mr. Haag said.

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SUMMER 2019

Marine geoengineering approaches

The report High level review of a wide range of proposed marine geoengineering techniques reviews eight approaches in detail, and identifies knowledge gaps: • carbon dioxide removal – biology, such as ocean fertilization; current knowledge gaps include detection, attribution, upscaling issues and side effects • food security – fertilization, such as fish stock enhancement; current knowledge gaps include detection, attribution, upscaling issues and side effects • carbon dioxide removal – physical transport, such as liquid CO2 on the seabed; current knowledge gaps include upscaling issues and side effects • hybrid technologies for carbon dioxide removal/food security, such as macro-algal cultivation; current knowledge gaps include upscaling issues and side effects • carbon dioxide removal – physical transport and biogeochemistry, such as artificial upwelling; current knowledge gaps include detection, attribution, upscaling issues and side effects • carbon dioxide removal – geochemical, such as ocean alkalinisation; current knowledge gaps include detection, attribution, upscaling issues and side effects • albedo modification – ocean surface, such as reflective foams; current knowledge gaps include many major unknowns, foam performance, side-effects, detection, attribution, upscaling • albedo modification – lower atmosphere, such as marine cloud brightening (using seawater spray); current knowledge gaps include many major unknowns, including feasibility of producing sub-micron salt water droplets.

GESAMP T

he Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP) is an advisory body that advises the United Nations (UN) system on the scientific aspects of marine environmental protection. IMO hosts GESAMP and provides secretariat services. Established in 1969, GESAMP is jointly sponsored by ten UN organizations with responsibilities relating to the marine environment: UN Food and Agriculture Organization (FAO), International Atomic Energy Agency (IAEA), International Maritime Organization (IMO), Intergovernmental Oceanographic Commission of UNESCO (IOC-UNESCO), International Seabed Authority (ISA), United Nations, United Nations Development Programme (UNDP), United Nations Environment Programme (UNEP), United Nations Industrial Development Organization (UNIDO) and World Meteorological Organization (WMO).

Download reports from www.gesamp.org

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IMO NEWS

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SUMMER 2019

How to cut port waiting times to reduce emissions

D

Better prepared for maritime security incidents

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uriname has benefited from IMO maritime security training. Participants at a workshop in Paramaribo, Suriname (7-8 May) took part in table-top contingency planning exercises involving a variety of maritime security issues. These included threats to cruise ships, border security issues involving ports, airports and land border crossings, as well as potential incidents involving proliferation of weapons of mass destruction, and arms and drugs consignments.

The main objective of the exercise was to encourage a multi-agency, whole-ofgovernment approach to maritime and port facility security and related maritime law enforcement issues – with participants working to identify gaps in national procedures or legislation, opportunities for improvement, and further needs for training or technical assistance.

The exercise took place following a request by Suriname to assist the country in strengthening its implementation of UN Security Council Resolution 1540 (2004) – specifically those that fall within the scope of IMO’s SOLAS chapter XI-2 and the ISPS Code and/or the 1988 and 2005 SUA treaties.

The workshop was organised in collaboration with the United Nations Regional Centre for Peace, Disarmament and Development in Latin America and the Caribbean (UNLIREC).

Improving practices in oil spill preparedness and response in Liberia

I

ncreased commercial and oil activity in Liberia’s territorial waters has seen the number of tankers and other ships supporting the oil activities, rise significantly.

These activities are critical to the Liberian economy but pose a risk in the event of an oil spill. To address this issue, the joint IMOIPIECA Global Initiative for West, Central and Southern Africa (GI WACAF) organized a workshop in Monrovia, Liberia (29 April – 2 May) which provided participants with incident management process information as well as an opportunity to test the newly learned material through an exercise.

The workshop also provided Liberia with the opportunity to update its Incident Management System and strengthened its national oil spill preparedness and response system. Liberia is seeing a growing number of fishing communities along its coast and has a responsibility to protect the livelihood of these communities by having a robust oil spill preparedness and response plan in place.

The workshop was hosted by the Liberia Maritime Authority (LiMA).

ata sharing is a prerequisite to enabling the successful implementation of “JustIn-Time” (JIT) operations – which can cut the time ships spend idling outside ports and help cut emissions as well as save on fuel costs. Participants at a roundtable meeting of IMO’s Global Industry Alliance to Support Low Carbon Shipping (GIA) at IMO Headquarters, London (1-2 May), agreed that increased transparency of information through data sharing was imperative, while this should be achieved through standardized functional and data definitions. More frequent exchange of information would lead to better predictability of when a berth is available. The roundtable identified the need for a global, neutral, not-for profit data sharing platform, to allow frequent updates from terminals and vessel service providers on completion times.

The roundtable also identified the potential benefits of regulating data sharing, while incentivising data quality.

The roundtable meeting is the latest in a series organized by the GIA, to identify and discuss the operational, contractual and regulatory barriers – and potential solutions – to the uptake of Just-In-Time operations.

Operational measures can help to substantially cut greenhouse gas emissions from ships. In 2018, IMO adopted an initial IMO strategy on reduction of GHG emissions from ships, setting out a vision which confirms IMO’s commitment to reducing GHG emissions from international shipping and to phasing them out as soon as possible.

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 and low carbon maritime transport system. The round table was attended by more than 30 GIA and non-GIA members (including shipping companies, ship agents, ship brokers, ports, terminals, bunker providers, nautical service provider, maritime organizations, and maritime law firms).

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 (Regional Marine

28

Pollution Emergency, Information and Training Centre for the Caribbean) 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.

The workshop supported continued efforts by the Government of Guyana to

ratify international conventions, develop contingency plans, and enact domestic oil spill legislation.

The event followed sub-regional training which took place in St Kitts and Nevis. Further workshops to support the wider Caribbean Region on oil spill preparedness will be taking place throughout the year. www.imo.org

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SUMMER 2019

FEATURE

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Protecting SouthEast Asian seas – website launch for ambitious IMO project

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ews and information about IMO’s Marine Environment Protection of the South-East Asian Seas (MEPSEAS) project can be found on the newly-launched website: mepseas. imo.org.

The project, launched last year, is improving the environmental health of the seas in the region by supporting seven participating developing countries* to implement key IMO marine environment protection treaties. These treaties include the International Convention for the Prevention of Pollution from Ships (MARPOL); the AntiFouling Systems Convention; the London dumping of wastes at sea convention and protocol; and the Ballast Water Management Convention.

IMO is implementing the project, with funding from the Norwegian Agency for Development Cooperation (Norad). *Cambodia, Indonesia, Malaysia, Myanmar, Philippines, Thailand and Vietnam.

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SUMMER 2019

Marine environment protection for Environment Algeria workshops in Ukraine MO has delivered training on the

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international treaty covering waste dumping at sea, the London Protocol, to Algerian government officials and participants from shipping companies and port authorities.

The workshop, held in Alger (9-10 April), helped promote cooperation between different sectors – allowing effective implementation of measures aimed at protecting the marine environment from dumping of harmful wastes at sea.

Participants examined ways of effectively assessing the environmental impact of dumping of certain substances, including dredged material and effluents from desalination plants at sea. They also discussed the advantages of being part of the global network of experts and scientists linked to the London Protocol and their ongoing research on innovative sustainable techniques preventing marine pollution caused by dumping.

The event was organized by IMO’s Office of the London Convention & Protocol and Ocean Affairs with the Directorate of Merchant Navy and Ports of the Algerian Ministry of Public Works and Transport, with support from Environment and Climate Change Canada.

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wo important IMO treaties helping to protect the marine environment have been under the spotlight training workshops for Ukrainian officials in Kiev (1-5 April).

Participants took part in training on implementing and enforcing both the i) Ballast Water Management Convention (BWM), which aims to counter the threat to marine ecosystems by potentially invasive species transported in ships’ ballast water, and ii) the Anti-Fouling Systems Convention (AFS), which prohibits the use of harmful organotins in anti-fouling paints and establishes a mechanism to prevent the potential future use of other harmful substances in anti-fouling systems. Participants were also introduced to IMO’s Biofouling Guidelines.

The BWM workshop focused on compliance monitoring and enforcement, and provided training on how to plan and conduct port biological baseline surveys as well as risk assessments, including ship targeting for port State control and exemptions. The AFS-Biofouling workshop contributes to developing a national biofouling management strategy and action plan for Ukraine.

Promoting good practice in spill preparedness and response

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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 has taken place in Abidjan, Côte d’Ivoire (18-21 March). The event aimed to help 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 helped improve the capacity of these countries to protect their marine and coastal resources at risk from an oil pollution incident. It was organized by the IMO/IPIECA Global Initiative for West, Central and Southern Africa (GI WACAF).

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IMO NEWS

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SUMMER 2019

FEATURE

EXHAUST GAS CLEANING FOR MARITIME VESSE LS ANDRITZ SeaSOx SCRUBBERS FOR THE MARITIME INDUSTRY

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www.imo.org

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IMO NEWS

IMO AT WORK

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SUMMER 2019

A new generation of scrubbing technology Simple patented design • No moving parts or media • Straight through or bypass designs

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