Maritime Safety Committee - 76th session: 2-13 December 2002
IMO has adopted
new regulations for bulk carriers as part of a programme of measures aimed at
improving bulk carrier safety. The measures were adopted during 76th session
of IMO's Maritime Safety Committee (MSC), which met for 2 to 13 December, in
parallel with a Diplomatic Conference on Maritime Security, which adopted new
measures to enhance maritime security.
Other issues covered
by the MSC included maritime security and places of refuge.
Bulk carrier safety
Amendments to SOLAS adopted
Places of refuge
Piracy and armed robbery against ships
Implementation of the revised STCW Convention
Proposed IMO Model Audit Scheme
Casualty investigations - new guidelines approved
Large passenger ship safety
New and amended ships routeing measures and mandatory ship
Draft amendments to Load Lines Protocol approved
The "Joola" accident
MSC Resolutions adopted
Proposed amendments approved
The MSC established a Working Group on Maritime Security which considered proposed
draft amendments to SOLAS chapters V and XI; a proposed draft International
Ship and Port Facility Security (ISPS) Code; and proposed draft Conference resolutions.
The results of the discussions were forwarded to the Conference on Maritime
Security. (See briefing 41/2002 on outcome of the Conference)
safety - SOLAS amendments
The Committee adopted amendments to chapter XII (Additional Safety Measures
for Bulk Carriers) of the International Convention for the Safety of Life at
Sea (SOLAS), 1974, as amended to require the fitting of high level alarms and
level monitoring systems on all bulk carriers, in order to detect water ingress.
for the fitting of such alarms was first highlighted during the meeting of the
Working Group on Bulk Carrier Safety held during the MSC's 74th session in December
2001, following on from recommendations of the United Kingdom Report of the
re-opened formal investigation into the loss of the mv Derbyshire.
The new regulation
XII/12 on Hold, ballast and dry space water level detectors will require the
fitting of such alarms on all bulk carriers regardless of their date of construction.
The requirement is expected to enter into force on 1 July 2004, under the tacit
In addition, a
new regulation XII/13 on Availability of pumping systems would require the means
for draining and pumping dry space bilges and ballast tanks any part of which
is located forward of the collision bulkhead to be capable of being brought
into operation from a readily accessible enclosed space.
A further regulation
affecting bulk carriers was also adopted: Access to spaces in cargo areas of
oil tankers and bulk carriers. The new regulation II-1/3-6 in SOLAS chapter
II-1 (Construction - structure, subdivision and stability, machinery and electrical
installations), Part B (Subdivision and stability), is intended to ensure that
vessels can be properly inspected throughout their lifespan, by designing and
building the ship to provide suitable means for access. Associated Technical
provisions for means of access for inspections, also adopted, are mandatory
under the new regulation.
safety - recommendations for further work agreed
The Committee agreed to a number of recommendations to improve bulk carrier
safety. The recommendations, developed following comprehensive Formal Safety
Assessment (FSA) studies carried out by Member States, including an international
collaborative FSA study. At this session, the Working Group on Bulk Carrier
Safety reviewed a preliminary list of recommendations for decision-making and,
based on the Group's work, the Committee took action as follows:
The MSC agreed to the recommendation to require double side skin construction
for all new bulk carriers of 150m in length and upwards. The Committee also
agreed that when developing the relevant requirements, consideration should
be given to the impact of other related issues, such as the role of the double
hull spaces and their treatment, strength of the inner skin and others. The
MSC requested the Ship Design and Equipment (DE) Sub?Committee to develop the
necessary draft amendments to the SOLAS Convention.
The MSC noted that SOLAS regulation II?1/3-2 made the coating of dedicated seawater
ballast tanks mandatory for oil tankers and bulk carriers and extending that
requirement to cargo holds could introduce serious problems, bearing in mind
that cargos can react distinctly to different coatings. Therefore, the Committee
agreed that new ships, which would be of double side skin construction, should
be required to have their dedicated seawater ballast tanks and void spaces within
double hull spaces coated according to current SOLAS requirements for ballast
spaces. Class and the shipowner would address the coating of cargo holds. The
MSC instructed the DE Sub-Committee to develop international performance standards
for coatings. With respect to existing ships, the Committee acknowledged that
at present there was sufficient control over the condition of coatings through
the enhanced survey programme (resolution A.744(18), as amended) and agreed
that this risk control option should also be addressed by class and the shipowner.
The Committee agreed to request the DE Sub?Committee to prepare a draft MSC
circular to remind ship owners and operators of their obligations and responsibilities
under SOLAS regulation II-1/3-1, concerning, inter alia, the provision that
ships shall be maintained in accordance with the structural requirements of
recognized classification societies, and other related management obligations
under the ISM Code.
Superstructure at fore end
The Committee noted information provided by IACS on the on-going development
of Unified Requirement S28, requiring the fitting of a forecastle on bulk carriers
contracted for construction on or after 1 January 2004 with the purpose of protecting
foredeck fittings against green sea loads and minimizing the impact of such
loads on fore hatch covers. The Committee also noted that, while the fitting
of a forecastle as such was not an IMO requirement, draft Load Lines Protocol
regulation 39 - "Minimum bow height and reserve buoyancy" would require
additional reserve buoyancy forward consistent with the provision of some sheer
and/or a forecastle.
Ballast system capacity: Redesign of ballast systems to incorporate pumping
capacities that enable the ship to maintain hull stress at permissible levels
taking account of the loading rates possible in terminals
The Committee agreed that potential problems relating to hull stresses during
loading should be addressed by improving ship/shore communications in advance.
New bulk carriers, with their double hulls, would be more tolerant in keeping
any stresses induced by loading operations at permissible levels, while in the
case of existing ships, it was important to take into account the compatibility
of loading rates in modern terminals with the ship's de-ballasting capability.
The MSC agreed to recommend the application of IACS Unified Requirement (UR)
S31 containing renewal criteria for side shell frames in single side skin bulk
carriers not built in accordance with UR S12 as revised. Governments should
be urged to ensure that UR S31 is applied to ships flying their flags, whether
or not they are classed with a classification society which is a member of IACS.
The MSC also agreed to recommend the application of IACS Unified Requirements
S26 and S27 relating to foredeck fittings, in particular in relation to fittings
being able to withstand green sea loading.
of hatch cover
The MSC recognized that replacing hatch covers in existing ships would not be
cost?effective, but agreed that more attention should be paid to hatch cover
securing mechanisms and the issue of horizontal loads only, especially with
regard to maintenance and frequency of inspection. The Committee agreed that
ship owners and operators should be made aware of the need to implement regular
maintenance and inspection procedures for closing mechanisms in existing bulk
carriers in order to ensure proper operation and efficiency at all times, and
instructed the DE Sub-Committee to develop standards for hatch cover securing
arrangements for existing ships.
Water ingress alarm
The Committee, noting the new SOLAS regulation XII/12 - "Hold, ballast
and dry space water level detectors", which would apply to bulk carriers
from 1 July 2004 regardless of their date of construction, agreed there was
a need for performance standards against which the operation and efficiency
of the water ingress alarms could be measured and instructed the DE Sub-Committee
to develop the performance standards.
The MSC agreed to the recommendation for personal immersion suits for all personnel
on board and instructed the DE Sub?Committee to develop relevant draft amendments
to SOLAS chapter III and/or the Life-Saving Appliances (LSA) Code accordingly.
The MSC agreed to the recommendation for a single free-fall survival craft with
float-free capability, to enable rapid evacuation of crew, to be a requirement
for new ships only, and instructed the DE Sub-Committee to develop relevant
draft amendments to SOLAS chapter III and/or the LSA Code accordingly.
improvement (Improvement of ship/shore communications, training of stevedores
and terminal operators and better control of loading capabilities)
The Committee noted that making the Code of practice for the safe loading and
unloading of bulk carriers (BLU Code) mandatory would address some concerns,
such as ship/shore communications and the control of loading capabilities. The
proposed Manual on loading and unloading of solid bulk cargoes for terminal
representatives, which the Dangerous Goods, Solid Cargoes and Containers (DSC)
Sub-Committee was requested to develop would also address these issues. The
Committee requested the DSC Sub-Committee to prepare an MSC circular urging
Governments, ship owners and operators and terminal operators to apply the BLU
Code and to address these concerns when developing the Manual for terminal representatives.
Port State control
The MSC instructed the Flag State Implementation (FSI) Sub-Committee to develop
an MSC circular which would strongly recommend that port States and the various
PSC Memoranda of Understanding established world-wide develop specialized training
for port State control officers in bulk carrier design and operation, pinpointing
the vulnerable areas within the structure, in particular of older ships.
The Committee approved an MSC circular on Participation by ships in weather
routeing services and weather observation programmes. The Circular is aimed
at establishing minimum standards for weather routeing services that are consistent
with voyage planning requirements (SOLAS Chapter V, regulation V/34) and load
line zone restrictions.
The Committee instructed the Stability, Load Lines and Fishing Vessel Safety
(SLF) and DE Sub-Committees to develop guidelines for the provision of detailed,
comprehensive and user-friendly information covering stability and longitudinal
stress characteristics of the ship's hull during loading and unloading, with
the SLF Sub-Committee as co-ordinator.
The MSC requested the DSC Sub-Committee to consider the feasibility of making
mandatory the Code of Safe Practice for Solid Bulk Cargoes (BC Code). The BC
Code is recommended to Administrations, shipowners, shippers and masters as
a guide on the standards to be applied in the safe stowage and shipment of solid
bulk cargoes. The DSC Sub-Committee is currently working on the revision of
the BC Code.
The Committee considered the possible benefits deriving from banning alternate
hold loading of heavy cargoes in the full load condition, in particular the
resulting reduction in shear forces and bending moments when loading homogeneously
in all holds. The Working Group agreed that it would be worth implementing this
for existing bulk carriers from a certain age onwards, perhaps subject to successful
completion of a condition assessment. The MSC therefore requested the DE and
DSC Sub-Committees, with the former as co-ordinator, to consider the possible
options and provide advice thereon, prior to undertaking any relevant regulatory
of bulkhead structural standards in SOLAS chapter XII (B3)
The Committee agreed that new ships of 150 m in length and upwards, which would
be of double side skin construction, should also comply with all the structural
strength provisions of regulation XII/5 requiring that the ship shall have sufficient
strength to withstand flooding of any one cargo hold, and proposed to amend
this regulation by removing the words "of single side skin construction",
thus making it applicable to double side skin ships also. The MSC requested
the DE Sub-Committee to incorporate the proposed amendment in its work on development
of amendments to SOLAS chapter XII. The MSC also requested the DE Sub-Committee
to consider the issue with relation to existing ships, possibly with regard
to the restricting of heavy cargoes.
The MSC agreed to address structural detail design and shipbuilding practice
when preparing the MSC circular addressing the obligations of ship owners and
operators when their ships undergo steel repairs. (DE Sub-Committee to address
The Committee instructed the DE and NAV Sub-Committees to develop an MSC circular
urging shipowners to issue guidance to ship's personnel on the possible need
for early abandonment of a bulk carrier that has any single hold flooded, and
agreed that a circular should be prepared addressing bulk carriers which may
not withstand flooding of any one cargo hold and containing information on the
action to be taken in case of flooding of such holds, making sure that the professional
judgement of the master is not undermined, for possible posting in the bridge.
The Committee agreed that the definition of bulk carrier as it stands at present
in SOLAS needed to be revised and instructed the DE Sub-Committee to develop
a new definition.
SOLAS AND INF CODE ADOPTED
The expanded Committee adopted the following amendments to the International
Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, and to the
INF Code, with an expected entry into force date of 1 July 2004, under the tacit
Access to spaces
in cargo areas of oil tankers and bulk carriers - the new regulation 3-6
in SOLAS chapter II-1 (Construction - structure, subdivision and stability,
machinery and electrical installations), Part A-1 (Structure of ships), is intended
to ensure that vessels can be properly inspected throughout their lifespan,
by designing and building the ship to provide suitable means for access. Without
adequate access, the structural condition of the vessel can deteriorate undetected
and major structural failure can arise. The regulation requires each space within
the cargo area to be provided with an appropriate means of access to enable,
throughout the life of a ship, overall and close-up inspections and thickness
measurements of the ship's structures to be carried out by the Administration,
the Company, and the ship's personnel and others as necessary. Associated Technical
provisions for means of access for inspections, also adopted, are mandatory
under the new regulation.
- automation systems - The amendment to SOLAS chapter II-1 (Construction
- structure, subdivision and stability, machinery and electrical installations),
add a new paragraph to Regulation 31 - Machinery control to require automation
systems to be designed in a manner which ensures that threshold warning of impending
or imminent slowdown or shutdown of the propulsion system is given to the officer
in charge of the navigational watch in time to assess navigational circumstances
in an emergency.
(Fire protection, fire detection and fire extinction) - The amendments concern
references to the IMDG Code and reflect amendments to SOLAS chapter VII (Carriage
of Dangerous Goods) adopted in May 2002 which make the International Maritime
Dangerous Goods Code (IMDG Code) mandatory.
- Life-saving appliances and arrangements - The amendments to Regulation
26 - Additional requirements for ro-ro passenger ships, requires liferafts carried
on ro-ro passenger ships to be fitted with a radar transponder in the ratio
of one transponder for every four liferafts. The regulation is made applicable
to existing ships as well as new ships.
alarms for bulk carriers - the new regulations in SOLAS chapter XII - (Additional
Safety Measures for Bulk Carriers) are regulation 12 on Hold, ballast and dry
space water level detectors and a new regulation 13 on Availability of pumping
systems (see above).
Amendments to the
International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel,
Plutonium and High-Level Radioactive Wastes on board Ships (INF Code) - The
amendments in the sections on definitions and application reflect amendments
to SOLAS chapter VII (Carriage of Dangerous Goods) adopted in May 2002 which
make the IMDG Code mandatory.
PLACES OF REFUGE
The Committee noted progress made in developing draft Guidelines on places of
refuge for ships in need of assistance and agreed to forward two draft resolutions
on the issue, prepared by the Sub-Committee on Safety of Navigation (NAV), to
the Sub-Committee on Radiocommunications, Search and Rescue (COMSAR), which
meets in January 2003, with a view to establishing whether there is any conflict
with existing SAR procedures.
The draft resolutions
will also undergo consideration by the Legal Committee (which meets for its
86th session in April-May 2002), the MSC at its 77th session (May-June 2003)
before the NAV Sub-Committee at its 49th session in June-July 2003 finalizes
the drafts for submission to the 23rd IMO Assembly scheduled to be held in November
2003. The Marine Environment Protection Committee (MEPC) will also have a chance
to review the draft resolutions at its 49th session in July 2003.
The MSC also invited
the Legal Committee to consider the work in progress from the point of view
of issues within its competence and, in particular, with respect to the provision
of financial security to cover either expenses which the coastal State may have
incurred or to provide adequate compensation to meet any liabilities of the
shipowner which may arise.
The draft Assembly
resolutions include a set of Guidelines which state clearly what actions should
be taken by ships' Masters, coastal States and flag States in cases where ships
are in need of assistance. They also recommend the establishment by coastal
States of Maritime Assistance Services (MAS) to be mobilized in relevant cases.
They have been designed to provide a framework by which Governments will be
able to assess each case on its merits and make the most appropriate decisions.
IMO's work on places
of refuge followed the aftermath of the incident involving the fully laden tanker
Castor which, in December 2000, developed a structural problem in the Mediterranean
Sea. Following the incident, IMO Secretary-General Mr. William O'Neil suggested
that the time had come for the Organization to undertake, as a matter of priority,
a global consideration of the problem of places of refuge for disabled vessels
and adopt any measures required to ensure that, in the interests of safety of
life at sea and environmental protection, coastal States reviewed their contingency
arrangements so that such ships are provided with assistance and facilities
as might be required in the circumstances.
The recent sinking
of the Prestige has further highlighted the issue.
The MSC agreed
to include "Places of refuge" as a separate agenda item for its 77th
session in May-June 2003.
A number of delegations made statements with regard to the Prestige incident.
IMO Secretary-General Mr. William A. O'Neil informed the Committee that, as
soon as the Organization was made aware of the Prestige accident, contacts were
immediately established with the authorities of Spain, the coastal State, and
the Bahamas, the flag State. He repeated his praise of the Spanish search and
rescue authorities which had been able, once again, to evacuate safely all the
crew of the stricken vessel amidst severe weather conditions. Spain, as a Party
to the International Convention on Oil Pollution Preparedness, Response and
Co-operation, 1990, had established a national system for dealing with pollution
incidents, either nationally or in co-operation with other countries, a system
which is regularly tested through full scale periodic exercises. Mr. O'Neil
stated that he was sympathetic to the victims of the accident and he regretted
the reported damage to the marine environment, fishing and other industries
affected by the oil which had escaped from the Prestige. He urged all parties
involved to finalize their reports on the investigation into the casualty as
soon as possible and submit their findings to IMO without delay so that the
Organization could respond promptly to any recommendation for remedial action
which might come to light in the context of such reports.
PIRACY AND ARMED
ROBBERY AGAINST SHIPS
The MSC noted with concern the latest statistics on incidents of piracy and
armed robbery at sea, in particular the identified 20% increase in the reported
acts of piracy and armed robbery against ships. This worrying development was
a cause for concern and much needed to be done to reduce this menace.
The number of acts
of piracy and armed robbery against ships during the first eight months of 2002,
as reported to the Organization, was 228, a marginal decrease of 1% over the
figure for the corresponding period of 2001. However, comparing the figures
for the first ten months of 2001 (263) with the corresponding period of 2002
(315) there was an increase of approximately 20%. The total number of incidents
of piracy and armed robbery against ships, reported to have occurred from 1984
(when the organization began recording reports of piracy and armed robbery incidents)
to the end of October 2002, had risen to 2,880.
Between 1 January
and 31 October 2002, twelve ships had been hijacked and eight ships had gone
missing. From the reports received it had also emerged that the areas most affected
(i.e. five incidents reported or more) were the Far East, in particular the
South China Sea and the Malacca Strait, the Indian Ocean, the Caribbean, South
America (Pacific and Atlantic) and West and East Africa. Most of the attacks
worldwide were reported to have taken place in territorial waters while the
ships were at anchor or berthed. In many of the reports received, the crews
had been violently attacked by groups of five to ten people carrying knives
or guns. During the same period, four passengers and one crew member of the
ships involved had been killed, two crew members and four entire crew had been
reported missing and seventy-one crew members and twelve passengers of the ships
involved had been wounded.
the 11 September attacks emphasis had been placed on security, the issue of
piracy and armed robbery against ships continued to cast a black spot on the
image of the shipping industry as a whole. The maritime community could no longer
tolerate this situation and the serious repercussions it had on the security
of passengers and crews and the safety of ships, not to mention the impact on
the marine environment if a piracy/armed robbery incident resulted in oil or
other hazardous and noxious cargoes escaping into it. The MSC urged, once again,
all Governments and the industry to intensify their efforts to eradicate these
The Committee was
updated on the implementation of the IMO anti-piracy project. Phase one, a number
of regional seminars and workshops attended by Governmental representatives
from countries in piracy-infected areas of the world, had been completed. In
phase two, a number of evaluation and assessment missions had been made, to:
Jakarta, Indonesia (13 and 14 March 2001); Singapore (15 and 16 March 2001)
for countries in the South China Sea, the Malacca and Singapore Straits and
the Eastern Indian Ocean; Guayaquil, Ecuador (25 and 26 September 2001) for
South America and the Caribbean Sea countries; and Accra, Ghana (25 and 26 March
2002) for Western and Central African countries. Regional meetings had been
held alongside these missions.
IMO Secretariat was consulting with Governments interested in receiving technical
assistance in relation to implementation of measures to prevent and suppress
acts of piracy and armed robbery against ships, and was also co-ordinating missions
to countries which were expected to request such assistance.
OF THE REVISED STCW CONVENTION
The MSC agreed to add two new Parties to the list of Parties deemed to be giving
full and complete effect to the provisions of the revised Convention on Standards
of Training, Certification and Watchkeeping for Seafarers (STCW) 1978, as amended,
following the report of IMO Secretary-General William O'Neil to the MSC on those
countries whose evaluations have been completed since the previous MSC meeting.
The list of confirmed
Parties now stands at a total 108 Parties, out of a total of 144 current STCW
Parties. (The List of Confirmed
Parties can be downloaded from the IMO website at http://www.imo.org/home.asp?topic_id=291.)
The MSC also approved
additional competent persons nominated by the Governments of Turkey and Singapore.
MODEL AUDIT SCHEME
The MSC agreed a list of safety and security critical areas for the proposed
IMO Model Audit Scheme. These would include Member States duties with respect
to the following instruments: the International Convention for the Safety of
Life at Sea (SOLAS) 1974, as amended; the International Convention on Load Lines,
1966 (LL 66), as amended; the International Convention on Standards of Training,
Certification and Watchkeeping (STCW) for Seafarers, 1978, as amended; the Convention
on the International Regulations for Preventing Collisions at Sea, 1972, (COLREG
72), as amended; the International Convention on Tonnage Measurement of Ships,
1969 (Tonnage 69) and the United Nations Convention on the Law of the Sea, 1982
be given to the inclusion in the Scheme of responsibilities of Member States
with respect to maritime security based on measures adopted by the Diplomatic
Conference on Maritime Security. In addition, development of the proposed Scheme
should also take account of ongoing work within the FSI Sub-Committee relating
to the Self Assessment Forms and proposed amendments to resolution A.847(20)
on Guidelines to assist flag States in the implementation of IMO instruments.
The proposed IMO
Model Audit Scheme would be designed to help promote maritime safety and environmental
protection by assessing how effectively Member States implement and enforce
relevant IMO Convention standards, and by providing them with feedback and advice
on their current performance.
The MSC agreed
to a joint MSC/Marine Environment Protection Committee (MEPC)/Technical Co-operation
Committee (TCC) Working Group on the voluntary IMO Model Audit Scheme, to meet
during the MSC's 77th session in mid-2003.
- NEW GUIDELINES APPROVED
The Committee approved new guidelines to help improve co-operation between flag
States and other substantially interested States in marine casualty investigation.
The guidelines were drafted by the Sub-Committee on Flag State Implementation
(FSI) during its 10th session.
reports, which are analysed by the experts of a Correspondence Group established
by the FSI Sub-Committee, are a crucial element in any legislative action to
enhance safety and environmental protection and in identifying a "compelling
need" for new legislation as established in resolution A.500(XII).
The Interim Guidelines
to assist flag States and other substantially interested States to establish
and maintain an effective framework for consultation and co?operation in marine
casualty investigations stress the responsibility of States to co-operate in
carrying out casualty investigations and take into account specific provisions
of the Code for the Investigation of Marine Casualties and Incidents (Assembly
resolution A.849(20) as amended by resolution A.884(21)) as a basis for a global
framework of consultation and effective co-operation.
include basic recommendations for a functioning authority for casualty investigation
which is prepared to co-operate with authorities of other substantially interested
States and stress the responsibility of flag States to conduct casualty investigations
as required by International Law (references: UNCLOS article 94; SOLAS 74 regulation
I/21; MARPOL 73/78 articles 4, 8 and 12; Load Line Convention article 23).
The Committee reviewed ongoing work in a number of Sub-Committees relating to
the safety of large passenger ships and agreed that the MSC was likely to convene
a Working Group on large passenger ship safety at its 78th session in 2004,
when most of the work in Sub-Committees would be completed. The Committee is
undertaking a global consideration of safety issues pertaining to these ships.
Issues under the
current work plan are underway in the COMSAR, DE, FP, NAV, SLF and STW Sub-Committees.
NEW AND AMENDED
SHIPS ROUTEING MEASURES AND MANDATORY SHIP REPORTING SYSTEMS
The MSC adopted the following new and amended ships routing measures which were
agreed by the Sub-Committee on Safety of Navigation (NAV) at its 48th session
in July 2002 (with entry into force implemented at 0000 hours UTC on 1 July
2003, except as mentioned below):
Separation Schemes (TSSs)
New traffic separation schemes (TSSs) in the southern Red Sea, Off Cape La Nao
and Off Cape Palos.
existing Traffic Separation Schemes (TSSs)
Amendments to the existing TSSs "In the Gulf of Finland", "In
the Bay of Fundy and Approaches" and "In the Strait of Bab-el Mandeb".
other than TSSs
Recommended routes Off the Mediterranean coast of Egypt, including recommended
tracks and a precautionary area for the Southern Red Sea.
Amendments to the
Recommendation on navigation through the entrances to the Baltic Sea (to be
implemented on 1 December 2003), including the proposed new recommendation on
navigation through the Gulf of Finland traffic.
Two mandatory ship-reporting systems in the Baltic Sea (Gulf of Finland) and
in the Adriatic Sea. The new mandatory ship reporting in the Gulf of Finland
will be implemented on 1 July 2004.
TO LOAD LINES PROTOCOL APPROVED
The MSC approved draft amendments to Annex B to the 1988 Load Line Protocol,
and requested the Secretary-General to circulate them in accordance with article
VI of the Protocol, for consideration with a view to adoption at MSC 77. The
MSC concurred, in principle, with the recommendation that the amendments in
question should enter into force on 1 January 2005.
The MSC acknowledged
that the approved amendments did not affect the 1966 LL Convention and would
only apply to approximately 60% of the world's fleet, i.e., to those ships flying
the flags of States Party to the 1988 LL Protocol. The MSC agreed to the drafting
of a draft Assembly resolution in order to encourage all Contracting Governments
to the 1966 Load Line Convention to become Parties to the 1988 LL Protocol,
as the most practical way of achieving widespread application of the new provisions.
The proposed draft
amendments to Annex B to the 1988 Load Line Protocol replace the current text
and include a number of important revisions, in particular to regulations concerning:
strength and intact stability of ships; definitions; superstructure end bulkheads;
doors; position of hatchways, doorways and ventilators; hatchway coamings; hatch
covers; machinery space openings; miscellaneous openings in freeboard and superstructure
decks; cargo ports and other similar openings; spurling pipes and cable lockers;
side scuttles; windows and skylights; calculation of freeing ports; protection
of the crew and means of safe passage for crew; calculation of freeboard; sheer;
minimum bow height and reserve buoyancy; and others.
The Ambassador of Senegal referred the MSC to the sinking of the passenger ferry
Joola off the coast of Senegal on the night of 26/27 September 2002 with the
loss of more than 1,600 people. He stated that contributions to a relief fund
for the victims of the ferry tragedy would be welcome. The Committee observed
one minute's silence for the victims.
The MSC adopted the following resolutions:
Resolution MSC.133(76) - Adoption of the technical provisions for means of access
Resolution MSC.134(76) - Adoption of amendments to the International Convention
for the Safety of Life at Sea, 1974, as amended
Resolution MSC.135(76) - Adoption of amendments to the International Code for
the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level
Radioactive Wastes on Board Ships (INF code)
Resolution MSC.136(76) - Performance standards for a ship security alert system
Resolution MSC.137(76) - Standards for ship manoeuvrability
Resolution MSC.138(76) - Amendments to the recommendation on navigation through
the entrances to the Baltic sea
Resolution MSC.139(76) - Mandatory ship reporting systems
Resolution MSC.140(76) - Recommendation for the protection of the AIS VHF data
Resolution MSC.141(76) - Revised model test method under Resolution 14 of the
1995 SOLAS conference
The MSC approved the following proposed amendments for consideration with a
view to adoption at the next session:
to SOLAS regulations V/2 Definitions and V/22.1 Navigation Bridge Visibility
with a view to adoption at MSC 77. The draft proposed amendments add the definition
of "length" to regulation V/2 and a consequential editorial change
is made to regulation V/22.1. The draft proposed definition states that "length
of a vessel means her length overall".
amendments to SOLAS V/28 on Records of navigational activities in order to add
a new paragraph on daily reporting. The proposed draft amendments would require
all ships of 500 gross tonnage and above, employed on international voyages
exceeding 48 hours to submit a daily report to their company, to include ship's
position; ship's course and speed; and details of any external or internal conditions
that are affecting the ship's voyage or the normal safe operation of the ship.
The aim of the proposed draft amendments are to addresses the responsibilities
of ship operators to provide information of benefit to those responsible for
mounting rescue operations. The draft amendments will be circulated with a view
to adoption at the next MSC session in 2003.
amendments to the Guidelines on the enhanced programme of inspections during
surveys of bulk carriers and oil tankers (resolution A.744(18)), to include
a new appendix 3 to Annex B of the Guidelines relating to the sampling method
of thickness measurements for longitudinal strength evaluation and repair methods.
MSC/Circ.1053 Explanatory notes to the Standards for ship manoeuvrability
MSC/Circ.1054 Interim Guidelines for wing-in-ground (WIG) craft
MSC/Circ.1055 Guidelines on the sampling method of thickness measurements for
longitudinal strength evaluation and repair methods in accordance with annex
12 to Annex B to resolution A.744(18) as amended
MSC/Circ.1056 - Guidelines for ships operating in Arctic ice-covered waters
MSC/Circ.1057 Proposed amendments to update the DSC Code and the 1994 HSC Code
MSC/Circ.1058 - Interim Guidelines to assist flag States and other substantially
MEPC/Circ.400 States to establish and maintain an effective framework for consultation
and co-operation in maritime casualty investigations
MSC/Circ.1059 - Procedures concerning observed ISM Code major non-conformities
MSC/Circ.1060 Guidance note on the preparation of proposals on ships' routeing
and ship reporting systems
MSC/Circ.1061 Guidance for integrated bridge systems (IBSs) covering operational
MSC/Circ.1062 Maintenance and administration of AIS binary messages
MSC/Circ.1063 Participation of ships in weather routeing services
MSC/Circ.1064 Amendments to the International SafetyNET Manual
MSC/Circ.1065 IALA standards for training and certification of vessel traffic
service (VTS) personnel
MSC/Circ.1066 Parties to the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW), 1978, as amended, confirmed
by the Maritime Safety Committee to have communicated information which demonstrates
that full and complete effect is given to the relevant provisions of the Convention.
COLREG.2/Circ.52 New and amended traffic separation schemes and associated routeing
SN/Circ.224 Routeing measures other than traffic separation schemes
SN/Circ.225 Mandatory ship reporting systems
SN/Circ.226 Dangers of conflicting actions in collision avoidance
SN/Circ.227 Guidelines for the installation of a shipborne automatic identification
The MSC meeting took place at IMO Headquarters in London from 2 to13 December
2002, under the chairmanship of Mr Tom Allan from the United Kingdom. The Vice-Chairman
was Admiral F.S.A.H. El Kady (Egypt), The Diplomatic Conference on Maritime
Security opened on Monday 9 December and ran alongside the MSC, with both meetings
finishing on Friday 13 December.
* * *
IMO is the United Nations agency involved with safety of shipping and protection
of the marine environment and is concerned with ensuring ships comply with international
standards. The Maritime Safety Committee is the highest technical body of the
Organization. Delegates from all 162 member States may attend. The main function
of the MSC is to consider any matter within the scope of the Organization that
directly affects maritime safety and security. It has the power to adopt amendments
to conventions, such as the Safety of Life at Sea Convention (SOLAS), Collision
Regulations, Load Lines etc. It is assisted in its work by nine sub-committees
which are also open to all Member States. They deal with the following subjects:
Bulk Liquids and Gases; Carriage of Dangerous Goods; Solid Cargoes and Containers;
Fire Protection; Radiocommunications and Search and Rescue; Safety of Navigation;
Ship Design and Equipment; Stability and Load Lines and Fishing Vessel Safety;
Standards of Training and Watchkeeping and Flag State Implementation.
Web site: www.imo.org
information please contact:
Lee Adamson, Public Information Manager on 0207 587 3153 (firstname.lastname@example.org)
Natasha Brown, Information Officer on 0207 587 3274 (email@example.com).