new standards for passenger ships adopted south africa mrcc ... - IMO

THE MAGAZINE OF THE 

INTERNATIONAL MARITIME ORGANIZATION 

ISSUE 3 . 2004 

ISSUE 1 . 2007 

NEW STANDARDS FOR PASSENGER SHIPS ADOPTED 

SOUTH AFRICA MRCC CLOSES SAR GAPS 

STRICTER BULK CHEMICAL CARRIAGE RULES 

ENTER INTO FORCE 

IMO HQ IN MAJOR FACELIFT

THE MAGAZINE OF THE 

INTERNATIONAL MARITIME ORGANIZATION 

ISSUE 3 . 2004 

ISSUE 1 . 2007 

IMO News • Issue 1 2007 

Contents 

IMO’s comprehensive and 

proactive review of passenger 

ship regulations has now been 

concluded. Turn to page 25 

for the full story 

NEW STANDARDS FOR PASSENGER SHIPS ADOPTED 

SOUTH AFRICA MRCC CLOSES SAR GAPS 

STRICTER BULK CHEMICAL CARRIAGE RULES 

ENTER INTO FORCE 

IMO HQ IN MAJOR FACELIFT 

Opinion 

4 IMO Secretary-General’s message 

Intelligence 

5 South Africa MRCC closes SAR gaps 

6 MARPOL revisions herald stricter chemical carriage rules 

7 SOLAS amendments enter into force; North Sea SECA to become 

effective later this year 

8 New standards for passenger ships adopted: IMO gets 167th member 

Feature 

10 MARPOL revisions simplify and update key Annexes 

Meetings 

14 Maritime Safety Committee (MSC), 82nd session 

19 Sub-Committee on Standards of Training and Watchkeeping (STW), 38th 

session 

22 Sub-Committee on Fire Protection (FP), 51st session 

Feature 

25 The IMO passenger ship safety initiative 

Feature 

25 IMO HQ in major facelift 

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32-34 Gulf region adopts model safety regulations; IMO to run Amsterdam security 

seminar; focus on new generation at shipping awards; new security section 

in IMO secretariat; 2007 launch for IMO/Interferry project; major 

contributors settle IMO payments; MARPOL training course for Albania; 

IMO hosts Equasis ceremony 

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www.imo.org. No.1 2007 IMO NEWS 3

Opinion 

Intelligence 

Shipping: on course for a 

‘green and clean’ future? 

SAR boost for Atlantic and 

Indian Oceans as South African 

MRCC is inaugurated 

A message from 

the Secretary-General 

Efthimios E. Mitropoulos 

The glare of international publicity, fuelled by 

today’s global communication infrastructure, 

ensures that environmental issues are played out 

on a worldwide stage. The broader concerns of society 

mean that pressure to be “green and clean” is mounting. 

Increasingly, and whether they like it or not, 

shipowners will come under pressure to put safety, 

security and, particularly, environmental concerns 

higher up their list of priorities, as customers, 

consumers and the sheer weight of public opinion 

forces a new outlook on what is, and what is not, 

acceptable commercial behaviour. 

In the last quarter of a century, shipping’s 

environmental credentials have come under sharper 

scrutiny than ever before and this is something that is 

set to continue and increase. What a thorough 

examination of the statistics reveals is that shipping is 

the least environmentally damaging form of commercial 

transport and, set against land-based industry, is a 

comparatively minor contributor, overall, to marine 

pollution from human activities. 

Nevertheless, shipping, like every heavy industry, every 

major user of energy and every conspicuous 

contributor to climate change and global warming, is 

under pressure, as never before, to adopt greener 

practices and to do even more to clean up its act. 

While there is no doubt that shipping, and IMO, still 

have more to do in this respect, one can also, equally, 

point to an impressive record of continued 

environmental awareness, concern, action, response 

and other relevant successes scored by the 

Organization and the maritime community and industry, 

over many years. 

IMO’s environmental work in recent years has covered 

a remarkably broad canvas, embracing everything from 

the introduction of mandatory double hulls for oil 

tankers, through restricting the use of toxic paints on 

ships’ hulls, to tackling the problem of the microscopic 

aquatic life-forms that can be transported around the 

world in ships’ ballast water and deposited in alien 

local ecosystems where, by disrupting their delicate 

balance, they can cause immense damage. 

IMO instruments spell out, in detail, measures that aim 

to prevent pollution in the first place; that deal with 

clean-up and recovery should accidents occur; and, 

finally, that ensure proper and adequate compensation 

for the unwitting victims of marine pollution from 

ships. 

This year, the theme chosen for World Maritime Day is 

“IMO's response to current environmental challenges”. 

The Organization has drawn up a comprehensive action 

plan of activities designed to stimulate the acceptance 

and implementation of IMO measures to protect the 

marine environment, as well as to raise awareness, 

within shipping and in wider circles, both of the 

problems and of the solutions that Governments and 

industry are developing, through IMO. 

Shipowners need to be aware that, even if they 

themselves can manage to operate away from the glare 

of publicity and the pressure of consumer concerns, 

these are now becoming key issues for many of their 

customers. As a result, they will, increasingly, be 

looking to manage their exposure in this regard by 

selecting business partners – including shipping 

companies – that have clear and verifiable policies with 

regard to environmental stewardship and to the wider 

implications of corporate social responsibility. 

Shipping is no different from any other industry in that, 

both collectively and individually, ship owners and 

operators need to protect their brand image. They need 

to be confident that they can demonstrate, to a whole 

variety of audiences – such as investors, consumers, 

charterers, insurers, corporate customers and 

environmental activists – that the ships of the world’s 

merchant fleet are safe, secure and environmentally 

sound in every respect, from their design and 

construction, through their operational lives, to their 

eventual disposal. 

It is only very recently that mankind has begun to 

understand that the planet that sustains us and gives us 

life is a fragile entity and that our actions can, and do, 

have massive repercussions. That the earth and its 

resources do not belong to us and are not ours to 

squander without thought for the future is not proving 

an easy lesson for us to learn, but we are gradually 

succeeding – or at least waking up to the enormity of 

the task that confronts us. 

Another gap in the effective search and rescue coverage 

along the coast of Africa and out into the Indian and 

Atlantic Oceans has been filled with the inauguration of a 

new Maritime Rescue Coordination Centre (MRCC) in Cape 

Town, South Africa. 

The MRCC was commissioned, on 16 January 2007 by IMO 

Secretary-General Efthimios E. Mitropoulos during an 

official visit to South Africa. 

The commissioning of the centre was preceded by the 

formal signing of a Multilateral Agreement between the 

Governments of the Comoros, Madagascar, Mozambique 

and South Africa on the co-ordination of maritime search 

and rescue services in areas adjacent to their coast. 

Mr. Mitropoulos, who unveiled a plaque at the new MRCC 

alongside South Africa’s Transport Minister, Mr. Jeff Radebe, 

described the centre as “a major step forward for this 

country and for this region, but also for the maritime and 

shipping world as a whole and for the international 

community of seafarers upon whom we all rely so much.” 

“Situated at the hub of one of the world’s busiest trade 

routes, on the southern tip of the great continent of Africa, 

this regional Maritime Rescue Co-ordination Centre will 

plug one of the remaining gaps in the global search and 

rescue network and help to put at rest the minds of all those 

whose work takes them into its area of coverage, whether 

they be deep sea mariners or the 27,000 or more South 

IMO Secretary General Mr. Efthimios Mitropoulos makes the call that 

inaugurates the new MRCC, alongside South Africa’s Transport Minister, 

Mr. Jeff Radebe 

Africans employed in the fishing industry,” he said, adding 

that, despite its benign name, the Cape of Good Hope 

frequently exposes seafarers to the extremes of weather and 

sea conditions. 

More than 4,000 ships in transit pass by the Cape of Good 

Hope every year as they navigate South Africa’s coastline of 

nearly 3000km. 

The opening ceremony was also attended by Dr. Lindiwe 

Mabuza, Permanent Representative of South Africa to IMO 

and High Commissioner for the Republic of South Africa in 

London. 

In addressing the staff of the Centre, Secretary-General 

Mitropoulos, having congratulated them for the 

humanitarian task they were asked to perform, 24 hours a 

day, 7 days a week, 365 days a year, gave them some advice: 

“Never be complacent, never allow routine and boredom to 

impair your actions and decisions, never underestimate the 

seriousness of any distress incident you handle and never 

consider any incident to be the same as others you dealt 

with in the past – because each has its own peculiarities and 

special characteristics that demand special attention. 

Remain focused and, every time you co-ordinate a SAR 

operation, give your undivided attention to the task in hand. 

And never forget that you represent the last hope of those 

seafarers for whom fate has in store the bitter experience of 

a shipwreck. You will be the first they will thank once 

rescued and safe on solid ground; and you will have their 

eternal gratitude and that of their families.” 

The Cape Town MRCC is equipped with modern facilities 

and is manned by fully trained personnel. In addition to its 

primary function, it will also be able to offer training to 

personnel from the sub-regional Maritime Rescue Sub- 

Centres (MRSCs) planned to be located in Angola, Comoros, 

Madagascar, Mozambique and Namibia. 

The MRCC, and its subsidiary sub-centres, will cover sea 

areas extending up to 3,500 nautical miles into the Indian 

and Atlantic Oceans and to Antarctica in the south. 

The regional search and rescue system being put in place 

around the coasts of Africa is the result of a resolution 

adopted by the IMO Conference on search and rescue (SAR) 

and the Global Maritime Distress and Safety System 

(GMDSS), held in October 2000, in Florence, Italy, proposing 

the establishment of five subregional MRCCs in western, 

southern and eastern parts of Africa, along with 26 subcentres. 

The first MRCC under this initiative, in Mombasa, Kenya, 

was inaugurated in May 2006, covering the east coast of 

Africa and out into the Indian Ocean. The Cape Town MRCC 

covers southern Africa, while three more, in West Africa (in 

Nigeria, Liberia and Morocco), are currently at the planning 

stage. 

The successful fruition of the project has been based on a 

broad co-operation between the host Governments, IMO 

4 IMO NEWS No.1 2007 www.imo.org. 


Intelligence 

Intelligence 

and stakeholders from the international and 

non-governmental sectors. Its success has 

been underpinned by the contribution of the 

host countries, which have provided the 

facilities and personnel for the operation of 

the centres. 

Private donors (through Inmarsat plc and 

IMSO) have contributed equipment, while 

IMO, as project leader within the framework 

of its Integrated Technical Co-operation 

Programme, has collaborated with all parties 

concerned, coordinated the various 

responsibilities in the provision of expert 

advice, training and infrastructure and 

provided the overall supervision. 

The establishment of MRCCs and MRSCs in 

areas of the world lacking an adequate SAR 

infrastructure has been and is being 

supported by the International SAR Fund 

(ISAR Fund), a multi-donor trust fund, 

established in 2004 under the auspices of the 

IMO Secretary-General. 

From an African perspective, the ISAR 

Fund’s aim is to ensure that a basic 

communications infrastructure, supported 

by trained personnel, is in place in order to 

co-ordinate search and rescue operations 

and to assist any persons in distress at sea in 

the waters of the Atlantic and Indian Oceans 

adjacent to the African coast. It is designed 

to assist countries that do not have sufficient 

resources to establish an adequate national 

SAR infrastructure and, by coordinating 

their services with their neighbours, to fill 

any gap that may exist in the Global SAR 

Plan. 

During his January visit to South Africa for talks with the 

Government and to commission the Cape Town subregional 

Maritime Rescue Co-ordination Centre, the 

Secretary-General was accompanied by South Africa’s 

High Commissioner in London and Permanent 

Representative to IMO, Dr. Lindiwe Mabuza 

chemicals have been evaluated by the 

Evaluation of Hazardous Substances 

Working Group, giving a resultant 

GESAMP Hazard Profile which indexes 

the substance according to its bioaccumulation; 

bio-degradation; acute 

toxicity; chronic toxicity; long-term health 

effects; and effects on marine wildlife and 

on benthic habitats. 

Transport of vegetable oils 

As a result of the hazard evaluation 

process and the new categorization 

system, vegetable oils which were 

previously categorized as being 

unrestricted will now be required to be 

carried in chemical tankers. 

The revised Annex includes, under 

regulation 4 Exemptions, a provision for 

the Administration to exempt ships 

certified to carry individually identified 

vegetable oils, subject to certain 

provisions relating to the location of the 

cargo tanks carrying the identified 

vegetable oil. 

An MEPC resolution, MEPC.148(54) 

Guidelines for the transport of vegetable 

oils in deep tanks or in independent 

tanks specially designed for the carriage 

of such vegetable oils on board dry cargo 

ships, allows general dry cargo ships that 

are currently certified to carry vegetable 

oil in bulk, to continue to carry these 

vegetable oils on specific trades. The 

guidelines also took effect on 1 January 

2007. 

Consequential amendments to the 

IBC Code 

An amended International Bulk Chemical 

Code (IBC Code) reflecting the changes to 

MARPOL Annex II, also entered into force 

on 1 January 2007. The amendments 

incorporate revisions to the categorization 

of certain products relating to their 

properties as potential marine pollutants, 

as well as revisions to ship type and 

carriage requirements following their 

evaluation by the Evaluation of Hazardous 

Substances Working Group. 

Ships constructed after 1986 carrying 

substances identified in chapter 17 of the 

IBC Code must follow the requirements 

for design, construction, equipment and 

operation of ships contained in the Code. 

MARPOL revisions 

herald stricter veg oil 

and chemical rules 

Stricter rules on carrying vegetable oils 

in bulk by ship are among the changes 

introduced by amendments to the 

International Convention for the 

Prevention of Pollution from Ships 

(MARPOL) which entered into force on 

1 January 2007. 

The revised Annex II regulations on 

noxious liquid substances carried in bulk 

(including chemicals and vegetable oils) 

introduce significant changes to the way 

certain products may be transported, in 

order to protect the marine environment 

from harm. (See also page 10) 

Revised Annex I regulations on carriage 

of oil by ship update and re-order the 

regulations as well as introducing some 

new rules. 

Revised MARPOL Annex I (oil) 

The revised MARPOL Annex I 

Regulations for the prevention of 

pollution by oil incorporates the various 

amendments adopted since MARPOL 

entered into force in 1983, including the 

amended regulation 13G (regulation 20 in 

the revised annex) and regulation 13H 

(regulation 21 in the revised annex) on 

the phasing-in of double hull requirements 

for oil tankers. 

It also separates, in different chapters, the 

construction and equipment provisions 

from the operational requirements and 

makes clear the distinctions between the 

requirements for new ships and those for 

existing ships. The revision provides a 

more user-friendly, simplified Annex I. 

Revised MARPOL 

Annex II (noxious liquid 

substances carried 

in bulk) 

The revised Annex II Regulations for the 

control of pollution by noxious liquid 

substances in bulk includes a new fourcategory 

system for noxious and liquid 

substances. 

The new categories are: 

Category X: Noxious Liquid Substances 

which, if discharged into the sea from 

tank cleaning or deballasting operations, 

are deemed to present a major hazard to 

either marine resources or human health 

and, therefore, justify the prohibition of 

their discharge into the marine 

environment; 

Category Y: Noxious Liquid Substances 



are deemed to present a hazard to either 

marine resources or human health or 

cause harm to amenities or other 

legitimate uses of the sea and therefore 

justify a limitation on the quality and 

quantity of their discharge into the marine 

environment; 

Category Z: Noxious Liquid Substances 



are deemed to present a minor hazard to 

either marine resources or human health 

and therefore justify less stringent 

restrictions on the quality and quantity of 

their discharge into the marine 

environment; and 

The revised MARPOL Annex II introduces new rules for 

the carriage of chemicals 

Other Substances: substances which 

have been evaluated and found to fall 

outside Categories X, Y or Z because they 

are considered to present no harm to 

marine resources, human health, 

amenities or other legitimate uses of the 

sea when discharged into the sea from 

tank cleaning of deballasting operations. 

The discharge of bilge or ballast water or 

other residues or mixtures containing 

these substances is not subject to any 

discharge requirements of MARPOL 

Annex II. 

The revised annex includes a number of 

other significant changes. Improvements 

in ship technology, such as efficient 

stripping techniques, has made possible 

significantly lower permitted discharge 

levels of certain products which have 

been incorporated into Annex II. For 

ships constructed on or after 1 January 

2007, the maximum permitted residue in 

the tank and its associated piping left 

after discharge will be set at a maximum 

of 75 litres for products in categories X, Y 

and Z - compared with previous limits 

which set a maximum of 100 or 300 litres, 

depending on the product category. 

Alongside the revision of Annex II, the 

marine pollution hazards of thousands of 

SOLAS 

amendments 

enter into 

force 

Anumber of amendments to the 

International Convention for the 

Safety of Life at Sea (SOLAS) entered into 

force on 1 January 2007. They included 

the following: 

New SOLAS regulation II-1/3-7 to require 

ship construction drawings to be 

maintained on board and ashore. 

New SOLAS regulation II-1/3-8 concerning 

towing and mooring equipment. The 

regulation will require all ships to be 

provided with arrangements, equipment 

and fittings of sufficient safe working load 

to enable the safe conduct of all towing 

and mooring operations associated with 

the normal operation of the ship. 

New SOLAS regulation II-1/23-3 

concerning water level detectors in the 

cargo hold(s) on new single hold cargo 

ships other than bulk carriers. 

Amendment to SOLAS regulation II-1/31 

concerning machinery control to restrict 

the application of propulsion control 

automation systems to new ships only. 

In addition, amendments to the 

Guidelines on the enhanced programme 

of inspections during surveys of bulk 

carriers and oil tankers (resolution 

A.744(18)), as amended) entered into 

force on 1 January 2007. The amendments 

incorporate some elements of the 

Condition Assessment Scheme (CAS) 

required for certain single hull tankers 

under MARPOL Annex I and include reorganization 

of the guidelines to include a 

new section on survey guidelines for the 

inspection of double hull tankers. 

North Sea SECA to 

become effective in 

November 2007 

Ships operating in 

the North Sea have 

less than one year to 

demonstrate 

compliance with 

stringent new exhaust 

emission standards 

following the entry 

into force of new air 

pollution regulations 

on 22 November 2006. 

The North Sea SOx 

Emission Control Area 

(SECA) will come into 

effect on 22 November 

2007, one year after 

the entry into force of 

The skies above the North Sea are set to become cleaner later this year when 

the area’s SECA regulations take effect 

related amendments to Annex VI Regulations for the Prevention of Air Pollution 

from Ships of MARPOL. 

In a SECA, the sulphur content of fuel oil used onboard ships must not exceed 

1.50% m/m. Alternatively, ships must fit an exhaust gas cleaning system or use any 

other technological method to limit SOx emissions. 

The Baltic Sea Area has already been designated as an SOx Emission Control area 

Area under the regulations. The Baltic Sea SECA has been implemented and 

operational since 19 May 2006. 

Other amendments to Annex VI and the NOx Technical Code, which were adopted 

in July 2005 and entered into force on 22 November 2006, relate to the conduct of 

surveys and issuing of certificates. 

The Regulations for the Prevention of Air Pollution from Ships are currently 

undergoing review by the Sub-Committee on Bulk Liquids and Gases (BLG). A 

BLG Intersessional Working Group on Air Pollution met in Oslo last November to 

prepare recommendations, based on new technological developments, on how 

further to reduce air pollution from ships, focusing on the reduction of emissions 

of SOx, NOx, volatile organic compounds and particulate matter. 



Intelligence 

New international 

standards for passenger 

ships adopted 

Araft of new international standards for 

passenger ship safety were adopted 

when IMO’s Maritime Safety Committee 

(MSC) met in Istanbul, Turkey, for its 

82nd session from 29 November to 8 

December 2006. 

The package of amendments to SOLAS 

adopted at the session was the result of a 

comprehensive review of passenger ship 

safety initiated in 2000 with the aim of 

assessing whether the current regulations 

were adequate, in particular for the large 

passenger ships now being built. 

The work of developing the new and 

amended regulations has based its guiding 

philosophy on the dual premise that the 

regulatory framework should place more 

emphasis on the prevention of a casualty 

from occurring in the first place and that 

future passenger ships should be designed 

for improved survivability so that, in the 

event of a casualty, persons can stay safely 

on board as the ship proceeds to port. 

The amendments include new concepts 

such as the incorporation of criteria for the 

casualty threshold (the amount of damage 

a ship is able to withstand, according to 

the design basis, and still safely return to 

port) into SOLAS chapters II-1 and II-2. 

The amendments also provide regulatory 

flexibility so that ship designers can meet 

any safety challenges the future may bring. 

In other issues on a packed agenda, the 

MSC made further progress on the 

development of goal-based standards, 

adopted a number of other SOLAS 

amendments, including measures to 

strengthen the fire protection 

arrangements in relation to cabin balconies 

on passenger vessels and discussed 

security and facilitation issues related to 

the carriage of containers by ships. (See 

page 14). 

The results of the comprehensive review of passenger 

ship safety initiated in 2000 are a raft of new measures 

adopted at MSC 82 

Montenegro 

becomes 

Member of IMO 

Montenegro became an IMO Member 

State when it deposited its instrument of 

acceptance of the Convention on the 

International Maritime Organization, as 

amended, with the Secretary-General of 

the United Nations on 10 October 2006. 

With the accession of Montenegro, the 

number of IMO Member States stands at 

167, with three Associate Members. 

8 IMO NEWS No.1 2007 www.imo.org. www.imo.org. No.1 2007 IMO NEWS 9

Feature 

• MARPOL 

MARPOL • Feature 

MARPOL revisions simplify and 

update key Annexes 

By Javier Llorens and Stefan Micallef, Marine Environment Division, IMO 

The accidents involving 

Erika (top) and Prestige 

(bottom) were the 

catalyst for significant 

amendments to the 

MARPOL Convention 

On 1 January this year, revised Annexes I and II of 

MARPOL entered into force after more than 10 

years in the making. The decision to update these key 

instruments had been taken by IMO’s Marine 

Environment Protection Committee (MEPC) in 1995 

when, at its thirty-seventh session, it adopted a 

“General Action Plan for the revision of Annexes I and 

II of MARPOL 73/78” and agreed to embark upon a 

comprehensive review of these cornerstones of the 

MARPOL Convention. 

There was a clear recognition that elements of their 

layout were too complicated and that their chapters 

and regulations could be arranged in a simplified and 

more logical way. In addition, the review was designed 

to resolve any perceived inconsistencies and vague 

expressions in the text of the Annexes. The MEPC 

charged the then newly established Bulk Liquids and 

Gases (BLG) Sub-Committee with the job. 

Annex I 

From the start, it was decided that the scope of the 

revision with regard to Annex I, on Regulations for the 

prevention of oil pollution from ships, was to be 

mainly editorial, as it was acknowledged that there was 

no need to alter its substance, notwithstanding the fact 

that the Annex, as indeed all IMO instruments, is under 

continuous review. 

Since its entry into force on 23 October 1983, Annex I 

had been the subject of numerous amendments. Among 

the most significant were the double hull requirements 

for oil tankers (regulation 13F) in 1992, the phase-out 

provisions for existing single hull oil tankers 

(regulation 13G) in 1992, further amendments to 

regulation 13G in 1997, 2001 and 2003 reinforcing the 

provisions or bringing forward the phase-out schedule 

for single hull oil tankers in the aftermaths of the 

Nakhodka, Erika and Prestige incidents, the 

Condition Assessment Scheme (CAS) for oil tankers, 

the double bottom requirements for oil tankers’ pumprooms 

and the double-bottom requirements for oil fuel 

tanks in all ships. 

Today, it is generally recognized that Annex I of the 

MARPOL Convention has greatly contributed to a very 

significant decrease in oil pollution, both operational 

and accidental, from ships. Statistics developed by the 

industry show a consistent reduction since the 1970s. 

The 15 parts-per-million requirement for discharges 

from engine room bilges, the crude-oil-washing 

procedures or the double hull standard, to name but a 

few, together with the setting up of Special Areas and 

Particularly Sensitive Sea Areas where discharge 

requirements are more stringent, or discharges are 

banned altogether, form an important part of Annex I 

and have contributed greatly to this outcome. 

For the revised Annex I, a more systematic approach 

was adopted with the aim of achieving greater clarity. 

The revised Annex now has 39 regulations (against 26 

in the “old” Annex I), but this does not mean that the 

new revised Annex has grown in content or complexity. 

In fact, the opposite has occurred. Whereas the old 

Annex displayed long and complex regulations mixing 

up requirements for oil tankers with those applicable to 

all ships, or discharge provisions with construction and 

equipment ones, the new Annex splits those 

requirements into clear, separate regulations applicable 

to machinery spaces of all ships (split into 

construction, equipment and control of discharges) and 

cargo areas of oil tankers (also split into construction, 

equipment and control of discharges). 

Clear distinction is also made between requirements 

applicable within and outside special areas, both for 

machinery spaces of all ships and cargo areas of oil 

tankers. 

The final result is a much clearer picture for the enduser. 

Although the actual number of regulations is now 

greater, they have become leaner and, in some cases, 

vagueness and inconsistencies have been resolved. 

It is generally acknowledged that 

MARPOL Annex I constitutes a body of 

legislation that has reached maturity. 

More than 30 years after its inception, and 

23 years since its coming into effect, its 

importance for the protection of the 

marine environment cannot be 

underestimated. However, as has 

happened since its inception, this does 

not mean that it cannot be improved. In 

the past, the “reactive” approach 

prevailed and new, ground-breaking 

provisions were only adopted in the 

aftermath of well-known pollution 

disasters. Henceforth, a more pro-active 

approach will prevail. Issues such as 

prevention of corrosion in the double hull 

spaces of oil tankers, for example, need to 

be addressed before there is a structural 

failure of a double hull VLCC. The first 

generation of double-hullers will soon 

reach the 15-year-old threshold where it is 

widely recognized that corrosion and 

other problems start to become 

noticeable. 

We may expect that other issues will also 

be dealt with, such as improving the 

capacity and efficiency of available oily 

water separating equipment, thus 

facilitating one of the most difficult jobs 

facing today’s crews, tackling the longstanding 

problem of inadequacy of 

reception facilities and enhancing 

implementation and enforcement policies, 

both by flag and port States. New Special 

Areas and Particularly Sensitive Sea 

Areas, with stringent associated 

protective measures, are likely to be 

created, although delicate negotiations 

will certainly take place to ensure the 

consistency of such measures with the 

UN Convention on the Law of the Sea. 

Annex II 

The revised Annex II to MARPOL also 

entered into force on 1 January this year, 

together with an amended version of the 

International Bulk Chemical Code (IBC 

Code). This ushers in a new era in the 

prevention of pollution by noxious liquid 

substances (NLS). 

“Noxious liquid substances” is a term that 

encompasses any bulk liquid that does not 

meet the definition for oil as defined in 

The revised Annex 1 simplifies the regulations covering ships such as this Panamax oil tanker (pic: Stena Bulk) 

MARPOL Annex I and covers, inter alia, 

petrochemicals, solvents, waxes, lube oil 

additives, vegetable oils and animal fats. 

The carriage of such products is regulated 

by two international instruments. Annex 

II of MARPOL allocates products to 

pollution categories and sets out criteria 

under which products from each category 

may be discharged into the marine 

environment, while the IBC Code 

prescribes construction standards for 

chemical tankers, grading them from Type 

1 to Type 3, and lists all the products 

which may be carried under Annex II, 

together with their specific carriage 

requirements. 

MARPOL Annex II was originally adopted 

in 1973, at the same time as the MARPOL 

Convention and Annex I, but certain 

technical difficulties meant that many 

States had problems with regard to its 

ratification. In 1978, a Protocol to the 

Convention was adopted. In order to 

encourage ratification of MARPOL, it was 

agreed that States could become Party to 

the Convention by first implementing 

Annex I, with Annex II (as amended) not 

being implemented until three years after 

the Protocol entered into force. This 

meant that Annex II, as amended, finally 

entered into force on 6 April 1987, by 

which time the provisions it contained 

were already 14 years old. 

Very soon after entry into force, it became 

clear that Annex II was a rather unwieldy 

document and it was suggested that it 

could be beneficial to carry out an 

editorial review in order to make it easier 

to use. Concern was also being expressed 

at that time about the effect on the marine 

environment of certain products, most 

notably lypophylic substances, and there 

were increasing calls for the regulations 

to be amended to prevent unregulated 

discharge of such substances. Advances 

in knowledge about marine pollution 

meant that it was becoming clear that 

properties not previously considered in 

the categorisation of products should be 

given more weight, while others were 

perhaps not as important as had been 

thought. All these factors led IMO to 

embark on a complete overhaul of Annex 

II in the early 1990s. 

Meantime, in 1992 the United Nations 

Conference on Environment and 



Feature • MARPOL MARPOL • Feature 

Development (UNCED) had adopted a 

programme for the harmonisation of 

hazard classification and labelling of 

chemicals, leading to the development of 

globally harmonised classification 

systems covering the physical and 

biological properties of chemicals that 

affect safety and the environment. The 

Joint Group of Experts on the Scientific 

Aspects of Marine Environmental 

Protection (GESAMP) undertook to revise 

its hazard evaluation procedure to bring it 

in line with the United Nations Globally 

Harmonised System for Hazard 

Classification and Communication (GHS) 

and embarked upon the re-evaluation of 

all the products in the IBC Code so they 

might all have hazard profiles according 

to this new format. It was logical that the 

revision of MARPOL Annex II should take 

place in conjunction with this reevaluation 

process and that any new 

categorisation system should be based on 

the revised Hazard Profiles. 

The revision process thus encompassed a 

number of issues: 

• editorial revision 

• re-evaluation of products 

• development of a new categorisation 

system and criteria for assigning 

products to categories 

• revision of stripping requirements 

• revision of discharge criteria 

and consequential amendments to the IBC 

Code, in particular the criteria for shiptyping. 

The aim of the editorial revision was to 

make the Annex easier to use by 

presenting it in a more logical fashion and 

ironing out inconsistencies in terminology. 

It was felt that, as far as possible, the text 

should provide sufficient clarity to obviate 

the need for Unified Interpretations, and 

the revised text therefore features 18 

regulations divided into 8 Chapters, with 

no Unified Interpretations. 

Over a number of years, the GESAMP 

group of scientists gradually worked their 

way through the mammoth task of reevaluating 

more than 800 products 

according to the GHS and assigned 

revised Hazard Profiles to them all, 

allowing new pollution categories and 

ship types to be allocated. It was decided 

that the number of pollution categories 

should be reduced, and so the revised 

Annex II features a three category system, 

which classifies substances in decreasing 

order by virtue of the degree of harm they 

are deemed to pose to the environment or 

Construction standards for chemical tankers are prescribed in the IBC Code, which has also been amended 

human health and resources. Category X 

contains those products deemed to 

present the greatest hazard to the marine 

environment, while products presenting 

only a minor hazard are assigned to 

Category Z. A small number of products 

were evaluated and found to present no 

hazard and these are referred to as “other 

substances” and are not subject to the 

provisions of the Annex. 

Annex II prescribes maximum amounts 

that may be left in tanks upon completion 

of unloading, known as “stripping limits”. 

It was recognised earlier during the 

discussions on the revision, that pumping 

technology had advanced considerably 

since the inception of MARPOL and that it 

would therefore be possible to set far 

lower stripping limits than those in the 

existing Annex. It was initially suggested 

that all vessels should be required to strip 

to 100 litres, in line with the strictest 

provisions of the existing system, but it 

was finally agreed that it would be of far 

greater benefit to the environment in the 

longer term for existing vessels to be 

allowed to continue to strip as they had 

been designed to do (i.e. no retrofit), but 

for vessels built from 2007 onwards to be 

designed to be able to strip to 75 litres. 

The old Annex II defined a number of 

special areas where discharge 

requirements were more stringent but, in 

developing the new system, it was agreed 

that the tightening up of requirements 

across the board, most notably in relation 

to stripping limits, meant that the special 

areas could largely be dispensed with. 

The revised Annex II, therefore, identifies 

only one special area, namely the 

Antarctic, where all discharges are 

prohibited. This has helped to simplify 

the Annex, which was one of the terms of 

reference given to the group charged with 

the revision. 

These changes to MARPOL Annex II 

meant that it was necessary to define new 

criteria for assigning ship types on 

pollution grounds, and this led to a 

complete revision of chapters 17 and 18 of 

the IBC Code, which deal with the lists of 

products that can be carried in bulk, 

together with their carriage requirements. 

Vegetable Oils and Animal 

Fats 

Under the old Annex II, vegetable oils and 

animal fats, on the assumption that they 

would probably pose little threat to the 

environment, had been allocated under a 

generic name to a low pollution category, 

which meant that very little restriction 

was placed on their discharge into the 

marine environment. It was agreed, 

however, that all products carried under 

the revised Annex II must have a full 

hazard profile and be evaluated 

individually. Somewhat to the surprise of 

the scientists evaluating the data, many of 

these products showed far higher levels of 

toxicity than previously thought, but the 

deciding factor in their hazard profiles 

was that all are defined as “persistent 

floaters”, meaning that they have slickforming 

properties similar to those of 

mineral oil. This means that all vegetable 

oils and animal fats have been assigned to 

Ship Type 2; in other words, these 

products, which hitherto could be carried 

on simple product tankers and discharged 

into the sea with impunity, must now be 

carried on more sophisticated tonnage 

and are subject to more stringent 

requirements with regard to their 

discharge into the marine environment. 

Concerns were expressed about the 

availability of such tonnage to carry these 

high volume products, and a relaxation 

was agreed whereby individually 

identified vegetable oils may continue to 

be carried in Ship Type 3 vessels provided 

they have double sides meeting the 

requirements for Ship Type 2 vessels and 

double bottoms meeting the requirements 

of Annex I. Chapter 17 of the IBC Code 

will therefore show individual vegetable 

oils as requiring carriage in Ship Type 2 

spaces, but with a footnote directing the 

reader to regulation 4.1.3 of the revised 

MARPOL Annex II, where the provisions 

for relaxation can be found. The 

Certificate of Fitness of relevant vessels 

will be required to indicate that this 

exemption has been granted. 

To conclude: with these new revisions, 

MARPOL Annexes I and II are currently in 

the best of good health; but the duty of 

parties to MARPOL, and the industry, 

working through the MEPC and with the 

assistance of the IMO Secretariat, remains 

to ensure that they stay at the forefront of 

the protection of the marine environment 

for many years to come. 

The views expressed in this paper are 

those of the authors and may not 

represent those of the IMO Secretariat. 

Although MARPOL Annexes I and II are currently in good health, it will remain the duty of parties to the Convention, and the industry, working through the MEPC, to ensure that 

they stay at the forefront of the protection of the marine environment for many years to come. 


From the meetings 

• Maritime Safety Committee 

• 82nd session 

• 29 November - 8 December 2006 

Maritime Safety Committee • From the meetings 

82nd session • 

29 November - 8 December 2006 • 

Istanbul meeting agrees new 

passenger ship standards 

The MSC adopted a package of amendments to 

SOLAS as a result of the comprehensive review of 

passenger ship safety initiated in 2000. The 

amendments include new concepts such as the 

incorporation of criteria for the casualty threshold (the 

amount of damage a ship is able to withstand and still 

safely return to port) into SOLAS chapters II-1 and II-2. 

The amendments also provide regulatory flexibility so 

that ship designers can meet future safety challenges. 

The amendments include alternative designs and 

arrangements; safe areas and the essential systems to 

be maintained while a ship proceeds to port after a 

casualty, which will require redundancy of propulsion 

and other essential systems; on-board safety centres, 

from where safety systems can be controlled, operated 

and monitored; fixed fire detection and alarm systems, 

including requirements for fire detectors and manually 

operated call points to be capable of being remotely 

and individually identified; fire prevention, including 

amendments aimed at enhancing the fire safety of 

atriums, the means of escape in case of fire and 

ventilation systems; and time for orderly evacuation 

and abandonment, including requirements for the 

essential systems that must remain operational in case 

any one main vertical zone is unserviceable due to fire. 

The amendments are expected to enter into force on 1 

July 2010. 

Fire regulations for balconies 

The MSC adopted amendments to SOLAS chapter II-2 

and to the International Code for Fire Safety Systems 

(FSS Code) to strengthen the fire protection 

arrangements in relation to cabin balconies on 

passenger vessels, in response to the fire aboard the 

cruise ship Star Princess, in March 2006, which began 

on an external balcony and spread over several decks. 

The amendments to SOLAS chapter II-2 are aimed at 

ensuring that existing regulations 4.4 (Primary deck 

Istanbul provided a truly maritime setting for the 82nd meeting of the 

Maritime Safety Committee as IMO’s London headquarters building was 

undergoing substantial refurbishment (pic: G. Singhota) 

coverings), 5.3.1.2 (Ceilings and linings), 5.3.2 (Use of 

combustible materials) and 6 (Smoke generation 

potential and toxicity) are also applied to cabin 

balconies on new passenger ships. 

For existing passenger ships, relevant provisions 

require that furniture on cabin balconies be of 

restricted fire risk unless fixed waterspraying systems, 

fixed fire detection and fire alarm systems are fitted 

and that partitions separating balconies be constructed 

of noncombustible materials, similar to the provisions 

for new passenger ships. The amendments are 

expected to enter into force on 1 July 2008. 

Accidents involving lifeboats 

An amendment to SOLAS regulation III/19.3.3.4 

concerning provisions for the launch of free-fall 

lifeboats during abandon-ship drills was adopted. The 

amendment will allow, during the abandon-ship drill, 

for the lifeboat to either be free-fall launched with only 

the required operating crew on board, or lowered into 

the water by means of the secondary means of 

launching without the operating crew on board, and 

then manoeuvred in the water by the operating crew. 

The aim is to prevent accidents with lifeboats 

occurring during abandon-ship drills. The amendment 

is expected to enter into force on 1 July 2008. 

Protective coatings 

A Performance standard for protective coatings of 

dedicated seawater ballast tanks on all new ships and 

of double-side skin spaces of bulk carriers, which will 

be made mandatory by way of amendments to SOLAS 

regulation II-1/3-2, was adopted. The SOLAS 

amendments are expected to enter into force on 1 July 

2008 and the performance standard will apply to ships 

for which the building contract is placed on or after 1 

July 2008; or, in the absence of a building contract, the 

keels of which are laid on or after 1 January 2009, or 

the delivery of which is on or after 1 July 2012. 

IMSO appointed to oversee new satellite 

providers 

The Committee agreed that the International Mobile 

Satellite Organization (IMSO) was the appropriate 

Organization to oversee future satellite service 

providers in the global maritime distress and safety 

system (GMDSS) and invited IMSO to undertake that 

role forthwith. The MSC would determine the criteria, 

procedures and arrangements for evaluating and 

recognizing satellite services for participation in the 

GMDSS, while services recognized by the Committee 

would be subject to oversight by IMSO. 

The MSC instructed the Sub-Committee on 

Radiocommunications and Search and Rescue 

(COMSAR 11) to redraft resolution 

A.888(21) Criteria for the provision of 

mobile-satellite communication systems 

in the GMDSS, to reflect the decision and 

to submit it to MSC 83 with a view to 

adoption by the 25th IMO Assembly. 

COMSAR 11 was also invited to finalize 

any corresponding amendments to SOLAS 

chapter IV. 

Goal-based new ship construction 

standards 

The MSC re-established the Working 

Group on Goal-based Standards and 

further progressed the work on the issue. 

The Committee has worked on the basis 

of a prescriptive approach for GBS for 

provisions for hull construction for bulk 

carriers and oil tankers and of a safety 

level approach for all other ship types. 

With regard to the GBS for bulk carriers 

and oil tankers, the MSC has already 

agreed on a five-tier system, consisting of 

goals (Tier I), functional requirements 

(Tier II), verification of compliance 

criteria (Tier III), technical procedures 

and guidelines, classification rules and 

industry standards (Tier IV) and codes of 

practice and safety and quality systems 

for shipbuilding, ship operation, 

maintenance, training, manning, etc. (Tier 

V). Tier I goals and Tier II functional 

requirements have already been agreed in 

principle. 

Following consideration of the matter, the 

MSC approved a Plan for a pilot project 

on trial application of the Tier III 

verification process using the IACS 

Common Structural Rules for oil tankers 

and bulk carriers to validate the Tier III 

verification framework, identifying 

shortcomings and making proposals for 

improvement. The MSC agreed to include 

ergonomic principles as functional 

requirements in Tier II, and the Group 

prepared revised Tier II functional 

requirements. 

Measures to enhance maritime 

security 

The MSC approved a circular on Interim 

Guidance on voluntary self assessment 

by Companies and company security 

officers (CSOs) for ship security. 

The MSC also approved amendments to 

the Revised recommendations on the safe 

transport of dangerous cargoes and 

related activities in port areas 

(MSC/Circ.675), to include provisions 

intended to address the security of the 

transport of dangerous goods by sea. 

It also approved amendments to the 

IMO/ILO/UNECE Guidelines for packing 

of cargo transport units (MSC/Circ.787) 

to broaden the scope of the guidelines to 

address the need for vigilance and the 

need for security procedures to be 

developed and followed by all concerned. 

The latter amendments will be forwarded 

to ILO and the UNECE for their 

consideration and approval. 

Non-SOLAS and ISPS Code ships 

The MSC began consideration of issues 

relating to the security aspects of the 

operation of ships which do not fall 

within the scope of SOLAS chapter XI-2 

and the ISPS Code (including cargo ships 

of less than 500 gross tonnage which 

travel on international routes). 

The Committee agreed that non-SOLAS 

vessels shared the same operational 

environment as ships which fall within the 

scope of application of SOLAS chapter 

XI-2 and the ISPS Code and the 

operations of the former affect the 

security of the latter. Thus, it was 

necessary to address the security aspects 

of the operation of non-SOLAS ships in a 

systematic and analytical manner, so as to 

achieve a tangible enhancement of the 

global security net which the provisions 

of SOLAS chapter XI-2 and the ISPS Code 

were seeking to establish. 

It was agreed also that any guidelines 

developed should be non-mandatory and 

that their application should be under the 

purview of the individual Contracting 

Governments concerned and 

proportionate to the assessed levels of 

threat and risk. 

A correspondence group was established 

to undertake a study to determine the 

scope of the issues and threats involved 

and to develop recommendatory 

guidelines on measures to enhance 

maritime security to complement 

measures required by SOLAS chapter XI-2 

An amendment to SOLAS concerning provisions for the 

launch of free-fall lifeboats during abandon-ship drills was 

adopted 

and the ISPS Code, which could be 

utilized by Contracting Governments 

and/or Administrations at their own 

discretion. 

Closed cargo transport units and 

freight containers 

In relation to closed cargo transport units 

and containers, the Committee and the 

Facilitation Committee established a Joint 

MSC/FAL Working Group which met 

during the MSC session and began work 

on container and supply chain security, 

with a view to ensuring that the right 

balance is struck between enhanced 

security and the facilitation of maritime 

traffic. The Group, in its work, took into 

account the SAFE Framework of 

Standards to secure and facilitate global 

trade (the SAFE Framework of 

Standards) and the Authorized Economic 

Operator Guidelines, adopted by the 

World Customs Organization (WCO) in 

June 2005 and June 2006, respectively. 

The SAFE Framework of Standards was 

developed by WCO in response to a 

request from the 2002 SOLAS Conference 

which adopted SOLAS chapter XI-2 and 

the ISPS Code. 

Long Range Identification and 

Tracking – technical specifications 

and guidelines 

Progress was made on the development of 

technical specifications of the 

components of the Long Range 

Identification and Tracking (LRIT) 

System, including the International LRIT 

Data Exchange, the International LRIT 






Maritime Safety Committee • From the meetings 

82nd session • 

29 November - 8 December 2006 • 

Data Centre and for communication 

within the LRIT System network; 

protocols for the development testing of 

the LRIT System and for the testing of the 

integration into the system of new LRIT 

data centres; and guidance on setting up 

and maintaining the Data Distribution 

Plan. 

It was agreed that the ad hoc Working 

Group on engineering aspects of LRIT 

should be reconvened to further develop 

the draft technical specifications; update 

the required technical documents; prepare 

a technical costing and billing standard 

for LRIT; consider technical issues and 

develop technical criteria to be taken into 

account when establishing the 

International LRIT Data Centre and the 

International LRIT Data Exchange; liaise 

with the IMO Secretariat regarding 

consistency, security and other aspects of 

the Data Distribution Plan with the 

technical specifications; and ensure that 

the testing documents completely address 

the Performance Standards. 

The Group was scheduled to meet in the 

week before the Sub-Committee on 

Radiocommunications and Search and 

Rescue (COMSAR 11, scheduled for 12-16 

February 2007), and COMSAR was also 

instructed to consider issues relating to 

LRIT, particularly matters other than the 

specific engineering aspects. 

In considering the role of performance 

review and audit of certain aspects of the 

LRIT system, the MSC appointed the 

International Mobile Satellite Organization 

(IMSO) as the LRIT Coordinator. 

Role of the human element 

The Joint MSC/MEPC Working Group 

reviewed the report of the Inter-Industry 

Working Group (IIWG) and the Human 

Factors Task Group (HFTG) on incidents 

of explosions on chemical and product 

carriers and agreed that it was difficult to 

draw conclusive analysis from existing 

casualty reports due to the lack of human 

element considerations during these 

investigations. Nonetheless, the industry’s 

review of its procedures and guidelines 

was seen as a very positive step towards 

addressing the issue. Member States were 

urged to provide reports of casualty 

investigations to the Sub-Committee on 

Flag State Implementation (FSI) 

expeditiously, with a view to arriving at 

constant and consistent analysis to ensure 

that such accidents and incidents do not 

recur. 

It was agreed that there was a need to 

review and strengthen requirements for 

Dangerous Cargo Endorsements (DCEs) 

and proposals were invited with regard to 

the need for extending the requirements 

for DCEs to operational shore staff, 

including terminal personnel and cargo 

surveyors. The Sub-Committee on 

Standards of Training and Watchkeeping 

(STW) was invited to review the 

requirements leading to DCEs for 

seafarers, under its agenda item 

“Comprehensive review of the STCW 

Convention and the STCW Code”. 

Impact of ISM Code 

The Human Element Working Group also 

considered the report of the Group of 

Independent Experts (GIE) established to 

analyze the impact of the ISM Code and 

its effectiveness in the enhancement of 

safety of life at sea and protection of the 

marine environment. 

The Committee agreed with the 

recommendations made by the GIE, in 

particular that: guidelines for 

Administrations should be revised to 

make them more effective and userfriendly; 

and guidelines and associated 

training should be developed to assist 

companies and seafarers in improving the 

implementation of the Code. It also 

agreed that the results of the study should 

be given wide publicity throughout the 

industry. 

In discussing the GIE’s conclusions, the 

MSC agreed that the paperwork that 

supports ISM compliance should be 

proportionate to the size, type and 

operation of the company; concise and 

user-friendly; and relevant to the 

operations related to safety and 

environmental protection. 

The Committee noted that the industry 

had identified common areas between the 

ISM and ISPS Codes and that resolution 

A.852(20) on Guidelines for a structure 

of an integrated system of contingency 

planning for shipboard emergencies, 

may provide guidance to handle or 

manage common areas of the ISM and 

ISPS Codes. 

It was noted that, in order to motivate 

seafarers properly, companies should take 

into account feedback from shipboard 

personnel, including the outcome of 

shipboard safety committees, to improve 

their operations and procedures relating 

to safety and environmental protection 

and it was essential for the company to 

respond in a constructive and timely 

fashion to any feedback received from 

seafarers operating the safety 

management system (SMS). Since 

seafarers are integral to the effective 

operation of the SMS, they should, 

therefore, be involved in the development 

and improvement of the system in order 

to ensure that the manuals are 

proportionate, concise and relevant. 

Near misses 

The meeting agreed there was a need to 

encourage companies and seafarers to 

document and record “near misses” and 

hazardous situations. It invited Member 

Governments, intergovernmental and nongovernmental 

organizations in 

consultative status to submit proposals to 

the next session of the Joint MSC/MEPC 

Working Group on the Human Element, 

which is scheduled to be reconvened at 

MEPC 56 (9 to 13 July 2007). 

Implementation of the revised STCW 

Convention 

The list of Parties deemed to be giving full 

and complete effect to the provisions of 

the International Convention on 

Standards of Training, Certification and 

Watchkeeping for Seafarers (STCW), 1978, 

as amended, was updated when the 

Secretary-General submitted his report on 

those countries whose reports of 

independent evaluations had been 

completed since the previous MSC 

meeting. The list of confirmed Parties to 

the STCW convention now has 117 

Parties. (MSC.1/Circ.1164/Rev.2). 

(Right) The Committee invited the International Mobile 

Satellite Organization (IMSO) – located in the Inmarsat 

building in London – to oversee future satellite service 

providers in the global maritime distress and safety 

system (GMDSS) 

(Below) A joint MSC/FAL Working Group began work on 

container and supply chain security issues (pic: Port of 

Felixstowe) 

Other amendments adopted by MSC 82 

• to the FSS Code relating to fire 

extinguishers, specifically portable foam 

applicators; fixed foam fire-extinguishing 

systems; fixed-pressure water-spraying 

and water-mist fire-extinguishing 

systems, fixed fire detection and fire 

alarm systems for cabin balconies. Entry 

into force on 1 July 2008. 

• to the International Life-Saving Appliance 

Code (LSA Code), including those related 

to life rafts, life boats and rescue boats, 

particularly in relation to stowage and 

release mechanisms. Entry into force on 

1 July 2008. 

• to the International Code for the 

Construction and Equipment of Ships 

Carrying Dangerous Chemicals in Bulk 

(IBC Code), relating to fire protection 

and fire extinction, and the revised 

chapters 17 (Summary of minimum 

requirements), 18 (List of products to 

which the Code does not apply) and 19 

(Index of Products Carried in Bulk). 

Entry into force on 1 January 2009. 

• to the International Code for the 

Construction and Equipment of Ships 

Carrying Liquefied Gases in Bulk (IGC 

Code), to update the references to 

SOLAS regulations and to add two more 

chemicals to the list of products in 

chapter 19 (Summary of minimum 

requirements). Entry into force on 1 July 

2008. 

• to the International Codes of Safety for 

High-Speed Craft (1994 HSC Code and 

the 2000 HSC Code), to update them in 

line with relevant SOLAS amendments 

and, in the case of the 2000 HSC Code, to 

revise requirements relating to testing 

and calculations for buoyancy, stability 

and subdivision. Entry into force on 1 

July 2008. 

• to the Protocol of 1988 relating to the 

International Convention for the Safety 

of Life at Sea, 1974, to include in the 

Record of equipment for the relevant 

safety certificate an entry regarding the 

long-range identification and tracking 

system. Entry into force on 1 July 2008. 

• to the Protocol of 1988 relating to the 

International Convention on Load Lines, 

1966, including amendments of a 

reference in regulation 22 (Scuppers, 

inlets and discharges) and an 

The MSC considered other issues arising 

from the reports of Sub-Committees and 

other bodies, and adopted: 

• new and amended traffic separation 

schemes, including new and amended 

routeing measures other than traffic 

separation schemes, as well as new and 

amended mandatory ship reporting 

systems; 

• revised performance standards for 

Electronic Chart Display and 

Information Systems (ECDIS). The aim 

behind the revision is to ensure the 

operational reliability of such 

equipment, taking into account 

technological progress and experience 

gained. The revised performance 

standards are more detailed than the 

current version and include references 

to newer equipment such as automatic 

identification systems. It is expected 

that the new revised performance 

standards would apply to ECDIS 

equipment installed on or after 

1 January 2009; 

amendment in regulation 39 (Minimum 

bow height and reserve buoyancy). 

Entry into force on 1 July 2008. 

• to the Dynamically Supported Craft 

(DSC) Code to update it in line with 

relevant amendments to SOLAS. Will 

become effective on 1 July 2008. 

• to the Gas Carrier (GC) Code, to update 

it in line with certain fire safety 

requirements in SOLAS. Will become 

effective on 1 July 2008. 

• to the Revised recommendation on 

testing of life-saving appliances 

(resolution MSC.81(70)), including 

revisions to prototype tests for lifebuoys, 

lifejackets, immersion suits, antiexposure 

suits and thermal protective 

aids, liferafts, lifeboats, rescue boats and 

fast rescue boats, launching and 

embarkation appliances, positionindicating 

lights for life-saving appliances 

and hydrostatic release units; and 

revisions to production and installation 

tests for survival craft, launching and 

stowage arrangements. The amendments 

will become effective on 1 July 2008. 

Issues arising from the reports of 

Sub-Committees and other bodies 

• Performance Standards for shipborne 

Galileo Equipment Receiver valid for 

equipment installed on or after 1 

January 2009; 

• revised Guidelines for the design and 

construction of offshore supply vessels; 

• amendments to the Guidelines for the 

transport and handling of limited 

amounts of hazardous and noxious 

liquid substances in bulk on offshore 

support vessels (LHNS Guidelines); 

• amendments to the Code of safe 

carriage of cargoes and persons by 

offshore supply vessels (OSV Code); 

• amendments to the Code of safe 

practice for the safe loading and 

unloading of bulk carriers (BLU Code); 

and 

• revised Guidelines for the prevention 

and suppression of the smuggling of 

drugs, psychotropic substances and 

precursor chemicals on ships 

(previously resolution A.872(20)). The 

revised guidelines will be put forward 

to the Facilitation Committee for 

adoption at its next session. 







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

38th session • 

22 - 26 January 2007 • 

MSC 82 - Resolutions adopted 

MSC.215(82) – Performance standard for protective coatings for 

dedicated seawater ballast tanks in all types of ships and 

double-side skin spaces of bulk carriers 

MSC.216(82) – Adoption of amendments to the International 

Convention for the Safety of Life at Sea, 1974, as amended 

MSC.217(82) –Adoption of amendments to the International Code 

for Fire Safety Systems (FSS Code) 

MSC.218(82) – Adoption of amendments to the International Life- 

Saving Appliance (LSA) Code 

MSC.219(82) – Adoption of amendments to the International Code 

for the Construction and Equipment of Ships carrying 

Dangerous Chemicals in Bulk (IBC Code) 


for the Construction and Equipment of Ships carrying Liquefied 

Gases in Bulk (IGC Code) 


of Safety for High-Speed Craft, 1994 (1994 HSC code) 


of Safety for High-Speed Craft, 2000 (2000 HSC Code) 

MSC.223(82) – Adoption of amendments to the Protocol of 1988 

relating to the International Convention on Load Lines, 1966, as 

amended 

MSC.224(82) – Adoption of amendments to the Code of Safety for 

Dynamically Supported Craft, as amended 

MSC.225(82) – Adoption of amendments to the Code for the 

Construction and Equipment of ships carrying Liquefied Gases 

in Bulk, as amended 

MSC.226(82) – Adoption of amendments to the revised 

recommendation on testing of life-saving appliances, as 

amended 

Circulars and circular letters approved by MSC 82 

MSC.1 circulars 

MSC.1/Circ.1212 Guidelines on alternative design and arrangements 

for SOLAS chapters II-1 and III 

MSC.1/Circ.1213 Interpretation and application of the IGC Code for 

ships carrying liquefied carbon dioxide in bulk 

MSC.1/Circ.1214 Performance standards for the systems and services 

to remain operational on passenger ships for safe return to port 

and orderly evacuation and abandonment after a casualty 

MSC.1/Circ.1215 Early implementation of amendments to SOLAS 

chapter III and the International Life-Saving Appliance (LSA) Code 

MSC.1/Circ.1216 Revised recommendations on the safe transport of 

dangerous cargoes and related activities in port areas 

MSC.1/Circ.1217 Interim Guidance on voluntary self-assessment by 

Companies and company security officers (CSOs) for ship security 

MSC.1/Circ.797/Rev.14 List of competent persons to be maintained by 

the Secretary-General pursuant to section A-I/7 of the STCW Code 

MSC.1/Circ.1163/Rev.1 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 

MSC.1/Circ.1164/Rev.2 Promulgation of information related to reports 

of independent evaluation submitted by 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 Parties are giving full and 

complete effect to the relevant provisions of the Convention 

MSC.1/Circ.1218 Guidance on exchange of medical information 

between telemedical assistance services involved in international 

SAR operations 

MSC.1/Circ.1219 Interim LRIT Technical Specifications and other 

matters 

MSC.1/Circ.1220 Voluntary structural guidelines for new ships 

carrying liquids in bulk containing benzene 

MSC.1/Circ.1221 Validity of Type Approval Certification for Marine 

Products 

MSC.227(82) – Adoption of amendments to the Protocol of 1988 

relating to the International Convention for the Safety of Life at 

Sea, 1974 

MSC.228(82) – Revision of the Guidelines for the prevention and 

suppression of the smuggling of drugs, psychotropic substances 

and precursor chemicals on ships (A.872(20)) 

MSC.229(82) – Adoption of new mandatory ship reporting system in 

the Galapagos particularly sensitive sea area (PSSA) 

MSC.230(82) – Adoption of amendments to the existing mandatory 

ship reporting system in the Storebælt (Great Belt) traffic area 

MSC.231(82) – Adoption of amendments to the existing mandatory 

ship reporting system in the Gulf of Finland 

MSC.232(82) – Adoption of the revised performance standards for 

electronic chart display and information system (ECDIS) 

MSC.233(82) – Adoption of the performance standards for 

shipborne Galileo receiver equipment 

MSC.234(82) – Recommendations concerning tonnage measurement 

of open-top containerships 

MSC.235(82) – Adoption of the Guidelines for the design and 

construction of offshore supply vessels, 2006 

MSC.236(82) – Adoption of amendments to the Guidelines for the 

transport and handling of limited amounts of hazardous and 

noxious liquid substances in bulk on offshore support vessels 

(A.673(16)) 

MSC.237(82) – Adoption of amendments to the Code of safe 

practice for the carriage of cargoes and persons by offshore 

supply vessels (OSV Code) (A.863(20)) 

MSC.238(82) – Adoption of amendments to the Code of safe 

practice for the safe loading and unloading of bulk carriers 

(BLU Code) (A.862(20)) 

MSC.1/Circ.1222 Guidelines on annual testing of voyage data 

recorders (VDR) and simplified voyage data recorders (S-VDR) 

MSC.1/Circ.1223 Guidelines for pre-planning of surveys in dry-dock of 

ships which are not subject to the Enhanced programme of 

inspections 

MSC.1/Circ.1224 Unified interpretations of SOLAS chapter V 

MSC.1/Circ.1225 Navigational Warnings concerning operations 

endangering the Safety of Navigation 

MSC.1/Circ.1226 Interim Explanatory Notes to the SOLAS chapter II-1 

subdivision and damage stability regulations 

MSC.1/Circ.1227 Explanatory Notes to the Interim Guidelines for 

alternative assessment of the weather criterion 

MSC.1/Circ.1228 Revised Guidance to the master for avoiding 

dangerous situations in adverse weather and sea conditions 

MSC.1/Circ.1229 Guidelines for the approval of stability instruments 

MSC.1/Circ.1230 Amendments to the manual on loading and 

unloading of solid bulk cargoes for terminal representatives 

MSC.1/Circ.1231 Interim Scheme for the compliance of certain cargo 

ships and special purpose ships with the management for the safe 

operations of ships 

Joint MSC - MEPC circular 

MSC-MEPC.1/Circ.1 Guidelines on the organization and method of 

work of the MSC, MEPC and their subsidiary bodies 

Other circulars 

COLREG.2/Circ.58 New and amended traffic separation schemes 

SLS.14/Circ.115/Add.3 Issue of Exemption Certificates under the 

1974 SOLAS Convention and amendments thereto 

SN.1/Circ.257 Routeing measures other than traffic separation 

schemes 

SN.1/Circ.258 Mandatory ship reporting systems 

SN.1/Circ.259 Emergency wreck marking buoy 

Circular letters 

Circular letter No.1886/Rev.3 Implementation of 

resolution A.600(15) - IMO ship identification number scheme 

Circular letter No.2554/Rev.1 Implementation of IMO Unique 

Company and Registered Owner Identification Number Scheme 

Sub-Committee begins comprehensive 

STCW review 

The Sub-Committee began its 

comprehensive review of the STCW 

Convention and the STCW Code, by 

reviewing each chapter and regulation 

and the related proposals for amendments 

or new regulations which had been 

submitted. 

The Sub-Committee prepared a 

consolidated list of the issues to be 

reviewed, for approval by MSC 83, and 

agreed the review should embrace the 

following principles: 

• retain the structure and goals of the 

1995 revision; 

• do not down-scale existing standards; 

• do not amend the articles of the 

Convention; 

• address inconsistencies, interpretations, 

outdated provisions, MSC instructions, 

clarifications already issued and 

technological advances; 

• address requirements for effective 

communication; 

• provide for flexibility in terms of 

compliance and for required levels of 

training and certification and 

watchkeeping arrangements due to 

innovation in technology; 

• address the special character and 

circumstances of short sea shipping and 

the offshore industry; and 

• address security-related issues. 

Subject to approval by MSC 83, during the 

comprehensive review, the following 

issues and relevant regulations will be 

considered: 

• Definitions in Chapter I - General 

provisions and addition of new ones; 

• Regulation I/2 on certificates and 

endorsements, with a view to preventing 

the use of fraudulent certificates; 

• Principles and definition governing nearcoastal 

voyages; 

• Regulation I/6 on training and 

assessment, to ensure that 

Administrations maintain a register of 

training databases; 

• Regulation I/8 on quality standards; 

• Regulation I/9 on medical standards, 

with a view to developing international 

medical standards of fitness for all 

seafarers and a standard format for the 

medical fitness certificate 

in cooperation with the International 

Labour Organization (ILO), World 

Health Organization (WHO) and the 

The review of STCW Chapter II, dealing with the Master and deck department, will take into account any recent 

changes in equipment, technology and terminology and include familiarization training to understand the limitations of 

automatic systems. Regulation II/1 on mandatory minimum requirements for certification of officers in charge of 

navigational watch will include mention of ECDIS training and familiarization 

International Maritime Health 

Association (IMHA); 

• Regulation I/10 on recognition of 

certificates, with a view to allowing the 

issue of a “Proof of application for the 

issue of an endorsement” to Radio 

Officers and to clarify the level of the 

“necessary measures” that an 

Administration must undertake in order 

to endorse another Administration’s 

certificates; 

• Regulation I/11 on revalidation of 

certificates; 

• Regulation I/12 on use of simulators, 

with a view to including provisions for 

new and innovative training 

methodologies; 

• Regulation I/14 on responsibilities of 

companies, with a view to defining 

responsibilities of companies relating to 

continuous and familiarization training 

in all professional subjects involving 

onboard and shore-based training; 

• Chapter II - Master and deck 

department, taking into account any 

recent changes in equipment, 

technology and terminology and to 

include familiarization training to 

understand the limitations of automatic 

systems. There should also be an 

emphasis on environmental awareness, 

in particular, the use of oily water 

separators; 

• Regulation II/1 on mandatory minimum 

requirements for certification of officers 

in charge of navigational watch, to 

include mention of ECDIS training and 

familiarization; 

• Chapter III – Engine department, to 

include relevant competences with 

regard to electrical engineering and 

electronics in the operation of ships. 

The review should take into account any 

recent changes in equipment, 

technology and terminology and to 

include familiarization training to 

understand the limitations of automatic 

systems. There should also be an 

emphasis on environmental awareness, 

in particular, the use of oily water 

separators; 

• Chapter IV - Radiocommunications 

and Radio Personnel, to provide for 

familiarization training in accordance 

with MSC.1/Circ.1208, which gives 

recommendations concerning promoting 

and verifying continued familiarization 

of GMDSS operators on board ships; 

• Chapter V - Special training 

requirements for personnel on 

certain types of ships, to include 

review of the requirements leading to 

dangerous cargo endorsements (DCEs) 

for seafarers and provision of training 

standards for dynamic positioning ships; 

• Regulation V/1 and section A/V-1 on 

minimum requirements for masters, 

officers and ratings on tankers, with a 

view to developing liquefied natural gas 

(LNG) training and competency 

standards as well as addressing steam 

turbine propulsion requirements for 

LNG tankers; 


E 

. 

I 


• Sub-Committee on Standards of Training and Watchkeeping 

• 38th session 

• 22 - 26 January 2007 

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

38th session • 

22 - 26 January 2007 • 

• Regulations V/2 and V/3, to combine 

requirements for “ro-ro passenger ships” 

and for “passenger ships other than roro 

passenger ships”; 

• Chapter VI - Emergency, 

occupational safety, medical care 

and survival functions, to establish 

training standards for shipboard safety 

representatives, reflecting the 

requirements of the ILO Maritime 

Labour Convention, 2006; sanitation and 

hygiene, taking into account the 

information provided in the ship’s 

sanitation guide developed by WHO and 

limited to addressing safety issues; and 

marine environment awareness; 

• Chapter VII - Alternative 

certification, subject to proper 

justification of the need to do so by 

Member States at MSC 83; 

• Chapter VIII – Watchkeeping to 

include review of regulation VIII/1 on 

fitness for duty to provide for proper 

maintenance of records of hours of rest 

and to harmonize this regulation with 

the provisions in the ILO Maritime 

Labour Convention, 2006; 

• Regulation VIII/2 on Watchkeeping 

arrangement and principles to be 

An emphasis on environmental awareness, in particular, 

the use of oily water separators, is to be included in the 

review of Chapter III, covering the Engineering department 

observed, with a view to updating the 

term radio operator to GMDSS operator; 

• Introduction of mandatory alcohol limits 

during watchkeeping and other 

shipboard duties; 

• STCW Code, to include any 

consequential amendments; 

• STCW Code Sections A-II master and 

deck department and A-III engine 

department, to increase emphasis on 

enhanced navigation and, in particular, 

of the berth-to-berth requirements, and 

of modern developments for integrated 

bridge systems, including ECDIS; 

include training recommendations on 

bridge resources and engine room 

resource management; provide training 

on maritime legislation to assist in 

protecting the crew, owner/operators 

and ships from breaching the increasing 

legislative requirements; promote a 

“safety culture” to embrace all levels and 

further emphasis on management 

training, including enhanced knowledge 

of occupational health and safety issues; 

and increase emphasis on fatigue 

management; 

• Requirements in Tables A-III/1 and A- 

III/2, relating to knowledge and 

demonstration of competence, to ensure 

that engineers have sufficient knowledge 

and competence in the operation, 

testing, fault diagnosis and maintenance 

of automation, electronic and electrical 

systems and equipment; 

• Relevant requirements with a view to 

determining that the master should not 

be considered a watchkeeping officer 

when deciding the composition of the 

navigational watch; 

• The need to develop a clear system by 

which not only the work schedule, but 

also actual hours worked, could be 

easily verified, to address concern over 

enforcement and a need for a consistent 

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worked or rest taken, which is practical 

and enforceable especially in the context 

of flag State and port State control; and 

• The need for the development of 

qualifications and training of seafarers 

operating pleasure yachts and 

commercially operated yachts, including 

the definition of a yacht in relation to a 

passenger ship. 

Training of ratings 

The Sub-Committee developed 

amendments to the STCW Convention and 

the STCW Code related to training and 

certification of ratings. 

It was agreed that they should be adopted 

after the comprehensive review of the 

STCW Convention and the STCW Code is 

completed, to facilitate implementation as 

well as to avoid any inconsistencies that 

may arise due to the review. 

Security training 

Amendments to the STCW Convention and 

the STCW Code to provide security 

familiarization training for all crew 

members and specific training for 

personnel with security duties were 

developed by STW 38. 

The Sub-Committee agreed a three-tiered 

approach, consisting of basic training or 

instruction for security awareness, 

additional training specifically prepared 

for those with designated security duties, 

and on-board familiarization training on 

each ship. The proposed amendments to 

the STCW Convention and the STCW Code 

are intended to address all types and sizes 

of ships to which SOLAS chapter XI-2 

Special measures to enhance maritime 

security and the International Ship and 

Port Facility Security (ISPS) Code apply. 

It was agreed that the proposed 

amendments should be reviewed in 

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conjunction with the comprehensive 

review of the STCW Convention before 

being presented to the Maritime Safety 

Committee (MSC) for approval and 

subsequent adoption. In the meantime, 

the Sub-Committee prepared a draft MSC 

circular on Guidelines on securityrelated 

training and familiarization 

training for shipboard personnel, for 

approval by the Committee when it meets 

in October for its 83rd session. 

The guidelines are intended to provide 

information to SOLAS Contracting 

Governments and STCW Parties on the 

direction that issues related to the 

training and familiarization for shipboard 

personnel are expected to take, so as to 

enable them to adjust their national 

requirements, programmes and practices 

in advance of the adoption of the 

amendments to the STCW Convention and 

Code. 

Review of the principles for 

establishing the safe manning levels 

of ships 

The Sub-Committee gave preliminary 

consideration to proposals relating to the 

review of the principles for the safe 

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manning levels of ships and established a 

correspondence group to review 

resolution A.890(21) Principles of Safe 

Manning, as amended, to identify 

possible needs for revision and prepare a 

comprehensive report for submission to 

STW 39. 

Unlawful practices associated with 

certificates of competency 

The Sub-Committee agreed a draft revised 

reporting format for reporting fraudulent 

certificates detected, for approval by the 

MSC. The aim is to assist in focusing the 

fight against unlawful certificates on the 

prevalent types of fraud reported. 

The Sub-Committee also noted that the 

certification verification facility, provided 

through the IMO website, had been used 

6,300 times during the year 2006. 

Model courses 

The Sub-Committee validated the 

following model courses: Liquefied 

petroleum gas (LPG) cargo and ballast 

handling simulator; Liquefied natural gas 

tanker (LNG) cargo and ballast handling 

simulator; and Chemical cargo and ballast 

handling simulator; as well as two revised 

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The Sub-Committee noted that new model courses for 

Skipper of fishing vessel, Chief and 2nd Engineer Officer of 

fishing vessel and Officer in Charge of a Navigational 

Watch of fishing vessel had been developed (pic: UK MCA) 

model courses related to specialized 

training for Oil and Chemical tankers, 

which take into account the revised 

MARPOL annexes I and II which entered 

into force on 1 January 2007. 

The Sub-Committee also noted that three 

other new model courses had been 

developed: Skipper of fishing vessel; Chief 

and 2nd Engineer Officer of fishing vessel; 

and Officer in Charge of a Navigational 

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• Sub-Committee on Fire Protection (FP) 

• 51st session 

• 5 - 9 February 2007 

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

51st session • 

5 - 9 February 2007 • 

Fire safety – performance testing and 

approval standards agreed 

The balcony fire aboard the Star Princess last year 

prompted a review of the appropriate fire safety 

provisions. The Sub-Committee agreed two sets of draft 

guidelines 

Revised performance testing and 

approval standards for fire safety 

systems were agreed by the Sub- 

Committee on Fire Protection (FP) when 

it met for its 51st session. The revised 

standards will be forwarded to the 

Maritime Safety Committee (MSC) for 

approval at its 83rd session in October, as 

proposed draft amendments to the 

International Code for Fire Safety 

Systems (FSS Code). 

The Sub-Committee has been carrying out 

a comprehensive review of the 

performance testing and approval 

standards for fire safety systems in order 

to harmonize all of the relevant standards 

so far adopted by the Organization, as 

referred to in the revised SOLAS 

chapter II-2, the FSS Code and the Fire 

Test Procedures Code. 

The revised standards include 

amendments to the Revised Guidelines 

for approval of sprinkler systems 

equivalent to that referred to in SOLAS 

regulation II-2/12 (resolution 

A.800(19)) and Revised Guidelines for 

the approval of equivalent fixed gas fireextinguishing 

systems, as referred to in 

SOLAS 74, for machinery spaces and 

cargo pump-rooms (MSC/Circ.848), both 

for submission to the MSC 83 for 

approval. 

The Sub-Committee also agreed to draft 

amendments to the Revised Guidelines 

for the approval of equivalent waterbased 

fire-extinguishing systems for 

machinery spaces and cargo pumprooms 

(MSC/Circ.1165), also for 

submission to MSC 83 for approval. The 

draft amendments to figures 1, 2 and 3 in 

MSC/Circ.1165 have been revised to 

clearly show the specified recommended 

fire test configurations and spray fire 

locations. 

Standards related to the maintenance 

and inspections of fixed carbon dioxide 

fire-extinguishing systems and aerosol 

fixed fire-extinguishing systems were also 

agreed, in principle, for inclusion in the 

revised FSS Code, to be completed in 

2009. 

Meanwhile the Correspondence Group on 

Performance Testing and Approval 

Standards for Fire Safety Systems was reestablished 

to progress work on the 

medium- and long-term priorities, which 

include consideration of the draft 

Guidelines for fixed high-expansion 

foam systems using inside air; draft 

Guidelines for the approval of fixed 

water- based fire fighting systems for 

ro-ro spaces and special category spaces; 

draft amendments to chapter 9 of the FSS 

Code concerning fixed fire detection and 

fire alarm systems; and draft amendments 

to chapter 10 of the FSS Code concerning 

sample extraction smoke detection 

systems. 

Safety of CO2 systems installed 

before 1 October 1994 

The Sub-Committee agreed to draft 

amendments to SOLAS regulation II-2/10, 

to require all carbon dioxide systems to 

have two separate releasing controls. The 

draft amendments will be submitted to 

MSC 83 for approval and subsequent 

adoption, on the basis that existing ships 

would have to comply by completion of 

their first scheduled dry-docking after 1 

July 2009. 

Review of the Fire Test Procedures 

Code 

Work on the comprehensive review of the 

Fire Test Procedures (FTP) Code 

continued during the session, based on a 

draft revised FTP Code prepared by a 

correspondence group, which was reestablished 

to continue the work 

intersessionally. 

The correspondence group will develop 

the complete text of the draft revised FTP 

Code; and, in particular, develop draft 

amendments to the Guidelines for the 

application of plastic pipes on ships 

(resolution A.753(18)) to accommodate 

fire safety requirements for synthetic 

rubber pipes; develop draft SOLAS 

requirements for the control of the 

installation of fire doors with three-sided 

frames; and develop a unified 

interpretation of part 3 of the FTP Code 

concerning large fire doors. The 

correspondence group was also invited to 

consider issues relating to the fire 

resistance of ventilation ducts. 

The review of the Fire Test Procedures 

Code is aimed at updating the various fire 

test standards and accommodating 

developments in fire protection 

technologies, enhancing its userfriendliness 

and providing a more uniform 

application of the Code through the 

inclusion of appropriate interpretations 

approved by the MSC. 

The Sub-Committee also agreed that 

related ISO standards should be 

incorporated by reference into the revised 

FTP Code. 

Guidelines for fixed water spraying, 

fire detection and fire alarm 

systems for cabin balconies 

Following the adoption by MSC 82, in 

December 2006, of amendments to SOLAS 

chapter II-2 related to the fire safety of 

cabin balconies, which were prepared 

following the fire on board the Star 

Princess in March 2006, the Sub- 

Committee finalized its work on the fire 

safety of cabin balconies on passenger 

ships. The SOLAS amendments are 

expected to enter into force on 1 July 

2008. Having considered draft standards, 

prepared by the Correspondence Group 

on Performance Testing and Approval 

Standards for Fire Safety Systems, which 

was instructed directly by MSC 81 to 

commence work promptly with a view 

towards finalization at FP 51, the Sub- 

Committee agreed draft Guidelines for 

the approval of fixed pressure waterspraying 

and water-based fireextinguishing 

systems for cabin 

balconies, and draft Guidelines for the 

approval of fixed fire detection and fire 

alarm systems for cabin balconies, for 

submission to MSC 83 for approval. 

The Sub-Committee agreed that the 

approval of such systems on passenger 

ships installed before 1 July 2008 should 

be left to the satisfaction of the 

Administration. 

The draft Guidelines for the approval of 

fixed pressure water-spraying and 

water-based fire-extinguishing systems 

for cabin balconies note that such 

systems, as required by SOLAS 

regulation II2/10.6.1.3, for the protection 

of cabin balconies where furniture and 

furnishings other than those of restricted 

fire risk are used, should be shown by test 

to have the capability of suppressing 

typical fires expected in such areas, and 

preventing them from spreading to the 

adjacent cabins and to other balconies. 

The Guidelines provide a detailed test 

method intended for evaluating the 

effectiveness of fixed pressure water 

spraying and water-based fire 

extinguishing systems for cabin balconies, 

developed for ceiling or sidewall mounted 

nozzles located to protect external cabin 

balconies that are open to the atmosphere 

with natural wind conditions. 

The latter draft guidelines note that fixed 

fire detection and fire alarm systems, as 

required by SOLAS regulation II-2/7.10, for 

the protection of cabin balconies where 

furniture and furnishings other than those 

of restricted fire risk are used, should be 

shown by test to have the capability of 

detecting typical fires expected in such 

areas before they spread to the adjacent 

cabin and to other balconies. The draft 

standards were based on full scale testing 

conducted by Finland and the United 

States to provide a sound technical basis 

for their development. 

Review of fire safety of external 

areas on passenger ships 

As instructed by MSC 81, the Sub- 

Committee also began its review of fire 

safety of external areas on passenger 

ships. A Correspondence Group was 

established to develop draft guidelines for 

categorization of external areas based on 

fire risk, and relevant fire safety 

measures; and develop draft guidelines 

for a simplified risk assessment method to 

allow operators to perform an onboard 

evaluation of the relative fire risk of 

external areas, taking into account the 

category of the area, the materials used 

therein, the arrangement, relevant 

operational measures, and potential 

sources of ignition. 

The Sub-Committee requested that the 

deadline for completion of the work be 

extended to 2009. 

Revised recommendation on 

evacuation analyses for new and 

existing passenger ships 

The Sub-Committee finalized draft 

Revised Guidelines for evacuation 

analyses for new and existing passenger 

ships for submission to MSC 83 for 

approval. The purpose of the guidelines is 

to present the methodology for 

conducting a simplified evacuation 

analysis and, in particular, to: 

– identify and eliminate, as far as 

practicable, congestion which may 

develop during an abandonment, due to 

normal movement of passengers and 

crew along escape routes, taking into 

account the possibility that crew may 

need to move along these routes in a 

direction opposite to the movement of 

passengers; and 

– demonstrate that escape arrangements 

are sufficiently flexible to provide for 

the possibility that certain escape 

routes, assembly stations, embarkation 

stations or survival craft may be 

unavailable as a result of a casualty. 

The guidelines offer the possibility of 

using one of two distinct methods: (1) a 

simplified evacuation analysis; or (2) an 

advanced evacuation analysis, with the 

guidelines noting that the assumptions 

inherent within the simplified method are, 

by their nature, limiting. As the 

complexity of the vessel increases 

(through the mix of passenger types, 

accommodation types, number of decks 

and number of stairways), use of the 

advanced method would be preferred. 

However, in early design iterations of the 

vessel, the simplified method has merit 

due to its relative ease of use and its 

ability to provide an approximation to 

expected evacuation performance. 

The guidelines, once approved by the 

MSC, will supersede those in 

MSC/Circ.1033 Interim Guidelines on 

evacuation analyses for new and 

existing passenger ships. 

Measures to prevent fires in engine 

rooms and cargo pump rooms 

The Sub-committee reviewed draft 

Guidelines for measures to prevent fires 

in engine rooms and cargo pump room 

developed by a correspondence group and 

agreed that further work was needed. The 

correspondence group was asked to 

further develop the draft guidelines, while 

it was also being tasked with giving 

preliminary consideration to matters 

related to fixed hydrocarbon gas detection 

systems on double hull oil tankers. 

Unified interpretations 

The Sub-Committee agreed on unified 

interpretations of SOLAS chapter II-2, the 

FSS Code and the IBC Code and 

associated draft MSC circulars, prepared 

based on IACS unified interpretations 

submitted to the session, and forwarded 

them to MSC 83 for approval. 

The Sub-Committee also agreed, in 

principle, to a draft unified interpretation 

of SOLAS chapter II-2 on the number and 

arrangement of portable fire extinguishers 

on board ships, for further consideration 

at FP 52. 

Safety of oil and chemical tankers 

Following the discussions during MSC 81 

on the report of the Inter-Industry Working 

Group (IIWG) and the Human Factors 

Task Group (HFTG), established to study 

the reported incidents of explosions on 

chemical and product carriers, the Sub- 

Committee agreed to recommend to the 

Committee to include, in the Sub- 

Committee’s work programme, a new item 

on “Measures to prevent explosions on oil 

and chemical tankers transporting low 

flash point cargoes”, with two sessions 

needed to complete this item, in cooperation 

with the Sub-Committees on 

Bulk Liquids and Gases (BLG) and Ship 

Design and Equipment (DE). 

The Sub-Committee recognized that 

discussion of the matter would require 

detailed consideration, taking into account 

the complexity of the matter, including 

discussion of potential benefits and 

drawbacks for the application of inert gas 

systems to oil and chemical tankers 

transporting low-flash point cargoes. 

It was also agreed that, under the 

proposed work programme item, the Sub- 

Committee should initially consider 

measures for new ships. However, 

depending on the outcome of the 

consideration of the inert gas systems and 

other measures for new ships, it was 

agreed that the Sub-Committee should 

also consider the appropriate measures for 

existing oil and chemical tankers 

transporting low-flash point cargoes. 



Passenger Ships • Feature 

24th Session 2005 

(Resolutions 966-988) 

I024C Chinese 

I024F French 

£24.00 

IBC Code, 2007 Edition 

IC100E English 

£35.00 

Guidelines adopted under the 

auspices of the London 

Convention 1972 

I531E English 

£15.00 

Sampling of Dredged Material, 

2005 Edition 

I537F French 

I537S Spanish 

£8.00 

Guide to Cold Water Survival, 

2006 Edition 

IA946E English 

£4.00 

SAR Convention, 2006 Edition 

IB955C Chinese 

IB955F French 

£9.00 

The IMO passenger ship 

safety initiative 

By Jack Westwood-Booth 

Marine Technology Section, Maritime Safety Division, IMO 

SOLAS Amendments 

2003-2005 

I172A Arabic 

£10.00 

IMDG Code, 2006 Edition 

(inc Amdt 33-06) 

IF200F French 

IF200S Spanish 

£100.00 

IMDG Code Supplement, 

2006 Edition 

IF210F French 

IF210S Spanish 

£45.00 

Wall chart: IMO Dangerous 

Goods, 2006 

IB223E English 

£8.00 

Facilitation Convention (FAL), 

2006 Edition 


£15.00 

SUA Convention, 2006 Edition 


IA462S Spanish 

£8.00 

All publications can be ordered online and from 

authorized distributors of IMO publications. 

Pollution Prevention 

Equipment Required under 

MARPOL, 2006 Edition 


£18.00 

IMO Guidelines for Ship 

Recycling, 2006 Edition 

I685E English 

£5.00 

Code of Safety of Fishermen 

& Fishing Vessels (A), 2005 

IA749A Arabic 

IA749R Russian 

£18.00 

Code of Safety of Fishermen 

& Fishing Vessels (B), 2005 

IA755R Arabic 

IA755R Russian 

£18.00 

Guidelines for Small Fishing 

Vessels, 2005 


IA761F French 

IA761S Spanish 

£15.00 

Symbols for Fire Control 

Plans, 2006 


£8.00 

LSA Symbols poster, 2006 


£8.00 

IMO-VEGA on the WEB 

SVEGA, English 

£590.00 

SOLAS on CD (V5.0), 2006 

DE110E English 

£75.00 

MARPOL on CD (V3.0), 2006 

DC520E English 

£95.00 

Restricted Operators GMDSS 

Certificate, 2004 Edition 

TA126S Spanish 

£40.00 

Operational Use of AIS, 

2006 Edition 

T134S Spanish 

£40.00 

All too often, domestic and international shipping 

regulations are developed in reaction to a casualty 

to prevent a similar accident from reoccurring. The 

image of a large number of people in distress at sea is 

very unsettling and rightly results in public demand for 

quick action. It should therefore be no surprise that 

the world’s first international convention for addressing 

safety of life at sea – the SOLAS Convention – was 

developed in response to the Titanic disaster in 1912. 

Many of the international passenger ship safety 

regulations in force today were developed in response 

to passenger vessel tragedies. However, ensuring that 

the international regulatory framework retains its 

relevance in light of technical advancements is a huge 

and complex undertaking and, therefore, contrary to 

public perception, much of this work is proactive. 

Technological developments over the past twenty-five 

years have affected all sectors of the shipping industry 

and have literally altered the fundamental nature of 

passenger shipping. This sector of the industry has 

witnessed phenomenal growth on all fronts – numbers 

of passengers, numbers of ships, new destinations and, 

perhaps most startlingly of all, in ship sizes and the 

types of amenities on board. 

This phenomenal success is largely attributed to the 

economic growth in many parts of the world and the 

resulting capital investment in the building of new 

cruise ships with a trend toward building bigger, more 

sophisticated ships, such as the Queen Mary 2. The 

benefits of the economies of scale have rendered 

cruises more affordable to the travelling public and 

contributed to the boom in the cruise shipping industry. 

It was against these unprecedented developments of 

the last decade that questions began to be asked 

regarding the safety of these new 

gigantic cruise ships. In 

particular, how quickly could 

these mega-ships be evacuated in 

an emergency and whether 

search and rescue (SAR) services 

were capable of effectively 

rescuing thousands of persons 

from survival craft. 

mandate over safety and environmental protection, 

such questions began to be asked of IMO. 

Consequently, in May 2000, the entire IMO Membership, 

as well as the cruise industry, agreed to undertake a 

holistic consideration of safety issues pertaining to 

passenger ships, with particular emphasis on large 

cruise ships. 

The outcome of this proactive initiative has resulted in 

an entirely new regulatory philosophy for the design, 

construction and operation of passenger ships that will 

better address the future needs of the passenger ship 

industry. 

From the outset, the Maritime Safety Committee 

(MSC), the IMO body responsible for the work to be 

undertaken, decided to establish an ad hoc Working 

Group on Passenger Ship Safety to facilitate the 

deliberations on the complex issues to be considered. 

To assist the group in its deliberations, the MSC 

approved a guiding philosophy and strategic goals to 

provide unambiguous instructions on the objectives to 

be achieved. 

The following guiding philosophy was agreed to guide 

the group in its deliberations: 

• The regulatory framework should place more 

emphasis on the prevention of a casualty from 

occurring in the first place. 

• Future passenger ships should be designed for 

improved survivability so that, in the event of a 

casualty, persons can stay safely on board as the 

ship proceeds to port. 

• The regulatory framework should permit 

alternative designs and arrangements in lieu of the 

prescriptive regulations, provided that at least an 

equivalent level of safety is achieved. 

4 Albert Embankment 

London 

SE1 7SR 


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Fax: +44 20 7587 3241 

Email: publications-sales@imo.org 

www.imo.org 

INTERNATIONAL 

MARITIME 

ORGANIZATION 

The direct recipients of these 

questions were initially the 

companies owning these large 

cruise ships and the States whose 

flag they flew, and generally they 

were companies and States with a 

remarkably high safety record. 

But increasingly, given its global 

The phenomenal 

growth on all fronts 

witnessed in the 

passenger ship sector 

prompted a 

comprehensive review 

of its regulatory 

framework (pic: 

Victoria Harbour 

Authority) 


Feature 

• Passenger Ships 

Passenger Ships • Feature 

The size of ships and the types of amenities on board are unrecognisable compared to those of just a few years ago 

• Passenger ships should be crewed, 

equipped and have arrangements to 

ensure the safety of persons on board 

for survival in the area of operation, 

taking into account climatic 

conditions and the availability of SAR 

functions. 

• Passenger ships should be crewed and 

equipped to ensure the health-safety, 

medical care and security of persons 

on board until more specialized 

assistance is available. 

The guiding philosophy formed the 

foundation of the group’s work and 

primarily focused on improving the 

survivability of future passenger ships. Of 

course, prevention is always the first goal 

in achieving any safety objective. 

Nevertheless, casualties will happen and 

mitigating the consequences is essential 

to saving lives. In this regard, the MSC 

agreed that the best way to avoid having 

thousands of persons in survival craft was 

to ensure that future passenger ships 

were robustly designed so that, after a 

casualty, the passengers and crew would 

normally be able to evacuate to a safe 

area on board as the ship proceeds back 

to port under its own power. 

A more detailed explanation of the 

“casualty threshold”, “safe return to port” 

and “safe area” concepts related to the 

guiding philosophy is discussed later in 

this article. 

After six years of complex and extensive 

deliberations, the draft regulations and 

draft guidelines to supplement their 

application were adopted at MSC 82 in 

November 2006 in Istanbul, Turkey. 

Taking into account the five main pillars 

of the guiding philosophy (in bold), the 

following has been achieved: 

• Prevention: Draft amendments to 

the Seafarers’ Training, Certification 

and Watchkeeping (STCW) Code and 

supporting guidelines that focus on 

navigation safety and resource 

management were approved. 

• Improved survivability: Draft 

amendments to SOLAS chapters II-1 

and II-2 adopted and supporting 

guidelines on essential system 

redundancy, management of 

emergencies and casualty mitigation 

were approved. 

• Regulatory flexibility: Draft 

amendments to SOLAS chapters II-1 

and III were adopted and supporting 

guidelines to providing the 

methodology for the approval of new 

safety technologies and arrangements 

were approved. 

• Operations in areas remote from 

SAR facilities: Action taken to 

develop amendments to SOLAS 

chapter III by 2012 to address the time 

it takes to recover persons from 

survival craft and the water. 

Guidelines were also approved on 

external support from SAR Authorities 

as well as guidance to assist seafarers 

taking part in SAR operations. 

• Health safety and medical care: 

Supporting guidelines that focus on 

establishing medical safety 

programmes and a revised Guide on 

Cold Water Survival were approved. 

It should be noted that the MSC did not 

develop the above mandatory and nonmandatory 

standards in isolation but 

relied on the expertise and work carried 

out by other expert bodies within IMO as 

well as by the cruise industry. 

The new SOLAS regulations are expected 

to enter into force on 1 July 2010 and 

apply to passenger ships having a length 

of 120 metres or more or three or more 

main vertical (fire) zones. 

New prevention measures 

The work associated with the new 

prevention measures focused on matters 

related to the human element such as 

operations, management and training. 

Existing training standards were modified 

and new guidance developed to support 

matters primarily related to navigation, 

resource management and training. To 

this end, the following prevention 

measures were approved and/or endorsed 

by the MSC: 

• Guidelines on voyage planning for 

passenger ships in remote areas, for 

adoption by the IMO Assembly 

• Amendments to the STCW Code on 

guidance on engine-room resource 

management 

• Amendments to the STCW Code to 

provide additional guidance to 

Administrations, shipping companies 

and training institutions regarding 

training of seafarers of large 

passenger ships in advanced firefighting 

and damage control 

• Revision of the IMO model courses on 

crowd and crisis management to 

incorporate the “safe area” concept 

Improved survivability provisions 

As previously mentioned, two new 

concepts related to “casualty thresholds” 

and “safe areas” were incorporated into 

the new SOLAS regulations. The new 

“casualty threshold” provisions specify 

the design criteria for the extent of 

damage future passenger ships must be 

able to withstand and still safely return to 

port under their own power. If this 

casualty threshold is exceeded (i.e., the 

damage is such that return to port under 

power is not possible), then the ship is to 

remain viable for a minimum of 3 hours to 

allow for safe and orderly abandonment. 

During the development of the “safe 

return to port” criteria, a number of 

questions began to surface, such as where 

the passengers and crew go during such a 

casualty, bearing in mind that the fire 

and/or flooding may still be active (but 

contained) as the ship races to the nearest 

port, which could take more than a day to 

reach. To deal with the above concern, 

the “safe area” concept was developed. 

The latest generation of cruise ships is appealing to a 

new market with more modern sensibilities and 

expectations (pic: US Coast Guard) 

The new “safe area” provisions establish 

that the persons on board the ship must 

be protected from hazards to life or health 

and provided with basic services. 

Essentially, a safe area is any space which 

is not flooded or any space outside the 

main vertical (fire) zone in which a fire 

has occurred. The basic services, which 

include such necessities as water, medical 

care, protection from weather, etc., must 

be available in the safe areas. 

The MSC adopted new amendments to 

SOLAS chapters II-1 and II-2 and 

associated guidelines to support the 

above concepts. These new regulations 

focus on essential system redundancy, 

management of emergencies and casualty 

mitigation. 

Safe return to port and time for 

evacuation 

The new SOLAS regulation II-2/21 

(Casualty threshold, safe return to port 

and safe areas) establishes the design 

criteria for a passenger ship’s safe return 

to port under its own propulsion, which 

includes functional requirements and 

performance standards for “safe areas”. 

In the future, new passenger ships will 

have to be designed to be capable of 

safely returning to port after fire or 

flooding damage that has rendered any 

one space or watertight compartment a 

complete loss (e.g., the main propulsion 

space, navigation bridge, etc.). To be 

deemed capable of returning to port, the 

following essential systems are to remain 

operational after the casualty: 

• Propulsion 

• Steering systems and steering-control 

systems 

• Navigational systems 

• Systems for fill, transfer and service of 

fuel oil 

• Internal communication between the 

bridge, engineering spaces, safety 

centre, fire-fighting and damage 

control teams, and as required for 

passenger and crew notification and 

mustering 

• External communication 

• Fire main system 

• Fixed fire-extinguishing systems 

• Fire and smoke detection system 

• Bilge and ballast system 

• Power-operated watertight and semiwatertight 

doors 

• Systems intended to support “safe 

areas” 

• Flooding detection systems 

• Other systems vital to damage control 

efforts 

The review looked in particular at whether conventional methods of ship evacuation were still appropriate (pic: UKMCA) 

For the sake of simplicity, the new 

regulation essentially requires that all of 

the above systems must remain 

operational after the loss of any one space 

enclosed by “A” class boundaries (e.g., 

steel bulkheads, etc.). Therefore, for 

example, if the propulsion space is lost 

due to a fire, an alternative means of 

propulsion must still be available on 

board to bring the ship to the nearest 

port. 

In order to meet the “safe area” 

requirements, the following basic services 

are to be available to ensure that the 

health of the passengers and crew is 

maintained as the ship proceeds to port: 

• Sanitation 

• Water 

• Food 

• Alternate space for medical care 

• Shelter from the weather 

• Means of preventing heat stress and 

hypothermia 

• Light 

• Ventilation 

The design criteria for systems to remain 

operational for supporting the orderly 

evacuation and abandonment of a ship are 

based on the loss of one main vertical 

zone. Thus, if the return to port casualty 

threshold is exceeded, but the ship has 

not lost more than one main vertical (fire) 

zone, then the following essential systems 

are to remain operational: 

• Fire main 

• Internal communications (in support 

of fire-fighting as required for 

passenger and crew notification and 

evacuation) 

• Means of external communications 

• Bilge systems for removal of firefighting 

water 

• Lighting along escape routes, at 

assembly stations and at embarkation 

stations of life-saving appliances 

• Guidance systems for evacuation 

Passenger ship designers will now have to 

design a ship’s systems to be operational 

if any one main vertical zone is lost. A 

number of additional supporting 

regulations were adopted as part of this 

comprehensive package of amendments 

including, but not limited to, flooding 

detection systems and enhanced fire 

safety provisions. 

Safety centres on passenger ships 

To assist with the management of 

emergency situations, new regulations 

have been adopted to require safety 

centres on or adjacent to the navigation 

bridge. These new provisions were based 

on best cruise industry practices. The 

operation, control and monitoring of the 

following safety systems will be available 

from the safety centre: 

• All powered ventilation systems 

• Fire doors 

• General emergency alarm system 

• Public address system 

• Electrically powered evacuation 

guidance systems 

• Watertight and semi-watertight doors 

• Indicators for shell doors, loading 

doors and other closing appliances 

• Water leakage of inner/outer bow 

doors, stern doors and any other 

shell door 

• Television surveillance system 

• Fire detection and alarm system 



Feature 

• Passenger Ships 

A vibrant sector of the shipping industry is now safer and cleaner than ever before (pic: Victoria Harbour Authority) 

Australian 

Maritime 

College 

National centre for 

maritime education, 

training and research 

The Australian Maritime College (AMC) 

provides internationally recognised courses 

for students from Australia and around the 

world. From certificate level through to 

undergraduate and postgraduate degrees, 

including PhD, AMC provides graduates with 

exceptional employment prospects and a 

future that can take them anywhere. 

Course areas include: 

• Maritime Business & Logistics 

• Shipboard Operations 

• Marine & Offshore Systems Engineering 

• Naval Architecture 

• Ocean Engineering 

• Fisheries & Marine Resources 

• Marine & Coastal Conservation 

• Fixed fire-fighting local application 

systems 

• Sprinkler and equivalent systems 

• Water-based systems for machinery 

spaces 

• Alarm to summon the crew 

• Atrium smoke extraction system 

• Flooding detection systems 

• Fire pumps and emergency fire pumps 

Regulatory flexibility 

From the very outset of this passenger 

ship safety initiative, the MSC was of the 

view that any future requirements should 

incorporate mechanisms to allow for the 

approval of new technologies and 

concepts in ship design, deemed essential 

for addressing future safety challenges. 

Examples of similar regulatory regimes 

include the philosophies used in the 

development of the revised SOLAS 

chapter II-2 (fire safety) and the revision 

of the High-Speed Craft Code (2000). 

New “alternative design and 

arrangements” regulations and guidelines 

were developed to provide a methodology 

for approving designs that do not strictly 

meet the prescriptive requirements in 

SOLAS chapters II-1, II-2 and III, but still 

provide an equivalent to, or greater level 

of safety than, that required in the 

prescriptive requirements. 

This new approach will require 

significantly more time in calculation, 

testing and documentation than a typical 

“prescriptive” design because of the 

increased engineering rigor required by 

the new regulations. The potential 

benefits include more design flexibility to 

address safety issues, cost effective 

designs for unique applications, 

promotion of the latest safety 

technologies and an improved knowledge 

of loss potential. 

Operations in areas remote from 

SAR facilities 

One of the most difficult issues that had 

to be addressed as part of the passenger 

ship safety initiative related to search and 

rescue. Rescuing a large number of 

persons at sea is difficult even under ideal 

conditions, not to mention the growing 

industry trend to take large passenger 

ships into remote areas with scarce 

shipping traffic and varying weather 

conditions. 

From the outset, the MSC and the IMO 

Sub-Committee on Radiocommunications 

and Search and Rescue vigorously 

debated what constituted a “remote area 

of operation”. The basic consensus was 

that it depends on the number of people 

at risk, the capacity and capability of SAR 

facilities (additional SAR facilities in 

particular) and/or other assistance 

available, and the weather and sea 

conditions, which affect both survival 

times and recovery capability. It also 

depends on the effectiveness of possible 

mitigation strategies. 

Therefore, the solution was multi-faceted 

and covered a wide range of issues. The 

work on this issue resulted in the 

approval of the following 

recommendations and guidelines by 

MSC 81: 

• Voyage planning for passenger ships 

operating in remote areas 

• Amendments to the International 

Aeronautical and Maritime Search and 

Rescue (IAMSAR) Manual. 

• Guidance on recovery techniques 

• External support provided to ships by 

SAR Authorities 

• Contingency planning for ships 

operating in areas remote from SAR 

facilities 

• Guidance on cold water survival 

• Training of SAR service personnel 

The work on this initiative has prompted 

the development of standards to also 

address some aspects of the safety of 

other types of ships. Bearing in mind that 

all ships are required to assist in SAR 

efforts, it only makes sense that such 

ships be appropriately equipped to 

recover people from survival craft. 

Therefore, in addition to the above 

guidance, the MSC agreed to develop 

mandatory performance standards for 

recovery systems for all types of ships. 

The new performance standards, once 

adopted, will require that all types of 

ships be equipped with an efficient means 

for rapidly recovering people from 

survival craft and safely transferring them 

to the ship. 

This new work will be undertaken by the 

IMO Sub-Committee on Ship Design and 

Equipment, with a view to preparing 

mandatory performance standards for 

implementation by 1 July 2012, for all 

types of new and existing ships. 

Health safety and medical care 

Last, but not least, was the approval by 

the MSC of guidelines to address health 

safety programmes and a revised Guide 

on cold water survival, which had not 

been updated since 1992. The new 

medical safety guidelines provide for the 

establishment of medical and sanitationrelated 

programmes for all passenger 

ships. 

Conclusion 

There is more consequential work that 

remains to be accomplished, not the least 

being the completion of the mandatory 

performance standards for recovery 

systems for all types of ships. 

However, it is safe to say that cruise ship 

passengers, and the passenger ship 

industry as a whole, are better served 

today than ever before. Whilst not 

allowing for any complacency, we can feel 

proud of the transformation of this 

vibrant sector of the shipping industry 

into a safer and cleaner one than ever 

before. 

The views expressed in this paper are 

those of the author and may not 

represent those of the IMO Secretariat. 

For more information 

PO Box 986 Launceston Tasmania Australia 7250 

Phone + 61 3 6335 4711 Fax + 61 3 6326 6493 

Email amcinfo@amc.edu.au 

www.amc.edu.au 

AMC is a member 

of the Association 

of Commonwealth 

Universities and the 

International Association 

of Maritime Universities. 

AT&M28239 


www.imo.org. No.1 2007 IMO NEWS 29 

Drainage and other waste from the main conference hall roof 

in skips in the porte cochere awaiting removal off-site

Feature 

• IMO HQ 

Main conference hall and materials 

to be used in its refurbishment 

IMO HQ in major face-lift 

In 2005 the IMO Council agreed 

to the Host Government’s 

proposal for a major refurbishment 

of the IMO Headquarters building 

to provide secure accommodation, 

of a stature in keeping with its 

international status, to provide 

delegates and staff with a safe, 

comfortable and healthy working 

environment for the next 30 years. 

In the summer of 2006, the IMO 

Secretariat moved to temporary 

premises in Victoria Street, 

London, SW1, and the scheduled 

programme of IMO meetings 

relocated to other venues in 

London and also abroad. The first 

phase of the refurbishment work is 

now well underway and the 

Council has approved a 

continuation of the work to include 

Phase 2, which was originally 

planned for 2010 or beyond. 

The full refurbishment of the HQ 

building will provide enhanced 

meeting, catering and office 

facilities for both delegates and 

staff to meet the Organization’s 

current and future needs. 

Engineers laying cable trays in the floor of the main 

conference hall for IT and electrical equipment 

New trunking and ducting for air conditioning 

in the ceiling void at level 2 

An engineers fixes hangers in the ceiling void for 

cabling trays: level 2, core B 

IMO and Overbury Construction personnel check a 

drawing in the former print room area, ground floor 

Engineers take levels for partitioning 

inside the cafeteria area on level 4 

Protective hoarding to the main entrance of the IMO 

headquarters building on London’s Albert Embankment 

Looking out from level 2 at the main conference 

area roof and scaffolding to the main block 

The main conference hall stripped of furnishings 

The level 4 cafeteria roof garden 

Drainage and other waste from the main conference hall roof 

in skips in the porte cochere awaiting removal off-site 


Main ground floor reception area showing 

protection to the main escalator and staircase 

A view from level 2 rear elevation: workmen removing the patio 

tiling and drainage system from the main conference hall roof 


IMO at work 

Model safety regulations for non-convention 

ships in Gulf region adopted 

Model Safety Regulations for Cargo 

Ships and Small Passenger Ships in 

the Gulf region have been adopted at an 

IMO-sponsored regional workshop in 

Manama, Bahrain. 

The workshop, held in November 2006, 

was organized following the tragic 

accident involving the Bahrain-flag dhow 

Al Dana, which capsized on 30 March 

2006 in sheltered waters with good 

weather conditions in the vicinity of the 

port of Manama. It was carrying 130 

passengers and 58 persons lost their lives 

in the accident. 

The preliminary investigation highlighted 

the lack of technical safety regulations for 

small ships in Bahrain and the need to 

develop such regulations urgently. The 

Enhanced focus on 

maritime security in 

IMO Secretariat 

Miguel Palomares 

(above) - new director of 

the IMO’s Marine 

Environment Division 

IMO Secretary- 

General, Efthimios 

E. Mitropoulos, has 

established a new 

sub-division within 

the IMO Secretariat’s 

Maritime Safety 

Division to reinforce 

the high priority 

given by the 

Organization to 

matters of maritime 

security. 

The new sub-division will provide a 

stronger focus on security matters and 

will address the complementary issue of 

facilitation of maritime traffic, under the 

leadership of Mr. Nicolaos Charalambous, 

who becomes Deputy Director. 

Announcing the formation of the new 

sub-division, Mr. Mitropoulos said that it 

reflected the continuing need for the 

Organization, and the maritime world as a 

whole, to sustain efforts to enhance and 

improve levels of security in all aspects of 

ship and port operations, while at the 

same time facilitating the innocent 

movement of people and goods by ships. 

Meanwhile, Mr. Miguel Palomares has 

stepped up to become Director of the 

Secretariat’s Marine Environment 

Division following the retirement of Mr. 

Jean-Claude Sainlos. Mr. Stefan Micallef 

becomes Deputy Director of that Division 

and Head of its Sub-Division for Pollution 

Response and Technical Co-operation 

Co-ordination. 


Government of Bahrain, along with the 

Co-operation Council for the Arab States 

of the Gulf (GCC) which includes 

Bahrain, Kuwait, Oman, Qatar, Saudi 

Arabia and the United Arab Emirates, 

requested the assistance of IMO to 

develop such regulations. 

Following a fact-finding mission to 

Bahrain, undertaken by IMO in June 2006, 

the draft Regulations for Cargo Ships and 

Small Passenger Ships not covered by the 

Provisions of International Maritime 

Conventions in the Co-operation Council 

for the Arab States of the Gulf (GCC) 

Region, Djibouti and Yemen, were 

developed. The November regional 

workshop was attended by 

representatives from Bahrain, Kuwait, 

Oman, Qatar, Saudi Arabia, the United 

Arab Emirates, Djibouti and Yemen. 

The model standards are intended to be 

used by each country and adopted into 

national law. Each country has the right to 

amend them as needed. 

IMO has also assisted in the development 

of other model legislation covering nonconvention 

vessels, including: Safety 

regulations for cargo ships not covered by 

the provisions of IMO Conventions in the 

Mediterranean region; Safety Regulations 

for non-Convention Sized Ships in Asia; 

Code of Safety for Small Commercial 

Vessels Operating in the Caribbean Sea 

(SCV Code); and Model safety regulations 

for inland waterways vessels and nonconvention 

craft in Africa. 

Focus on new generation 

at Greek shipping awards 

IMO Secretary-General Mitropoulos with from left: Chis Mayer, Executive Editor of Lloyd’s List; Nicky Pappadakis, 

Chairman, Intercargo and Helmepa; George Gratsos, President of the Hellenic Chamber of Shipping 

IMO Secretary-General Mitropoulos 

dedicated his short address to the 

Lloyd’s List Greek Shipping Awards in 

Athens to the younger generation of 

Greek shipowners, operators and 

managers. ”While I pay tribute to their 

fathers and grandfathers for their 

tremendous achievements in the service 

of shipping”, he said, “I welcome their 

successor offspring into the maritime 

fraternity; congratulate them for their 

choice to dedicate their professional life 

in continuing serving the industry; and 

urge them never to cease listening to their 

mentors, stay the course, raise the 

standards and spare no effort to ensure 

that their ships fly the blue and white 

banner with dignity and great care for 

those who man them and the marine 

environment. The future is bright and I 

wish them every success and good luck in 

the fulfilment of their dreams and 

aspirations in the pursuit of noble 

objectives,” he said. 

IMO-Interferry pilot 

project set for 2007 

Apilot project to address the safety of 

domestic passenger ferries in 

Bangladesh is set to be launched this year, 

following a Working Group Meeting held 

in Dhaka, Bangladesh, in December 2006. 

The pilot project is intended to be part of a 

major programme under which IMO and 

the non-governmental industry 

organization Interferry will work together 

towards enhancing the safety of ferries 

which are not covered by IMO’s 

international conventions (non-Convention 

ferries) by collaborating, through IMO’s 

Integrated Technical Co-operation 

Programme, on specific capacity-building 

activities within developing countries. IMO 

and Interferry signed a Memorandum of 

understanding (MoU) to launch the project 

in January 2006. 

The Dhaka meeting, attended by 

representatives from IMO, Interferry and 

the Bangladesh Maritime Administration, 

discussed a number of specific issues 

relating to ferry safety, and identified four 

main areas which should be addressed by 

the pilot project: (1) training, education 

and awareness, (2) overloading and other 

hazards, (3) vessel design, construction 

and survey; and (4) weather and 

waterways. 

The next step is to secure donor support 

to launch the pilot project later this year. 

Based on the success of the pilot project, 

the aim is to extend the project to other 

countries where there are concerns over 

the safety of ferries not covered by IMO’s 

international conventions. 

IMO to run port security seminar 

IMO is to organise a seminar focused 

on the vital role of ‘Port Facility 

Security Compliance’ within the wider 

context of maritime security, 

alongside the TranSec World Expo in 

Amsterdam in June 2007. The World 

Twenty participants attended a National 

Training Course on the MARPOL 

Convention organized by the Regional 

Marine Pollution Emergency Response 

Centre for the Mediterranean Sea 

(REMPEC) in Durres, Albania between 

25 and 27 October 2006. The training 

course, which was organized in close cooperation 

with the Ministry of Public 

Works, Transport and Telecommunications 

of Albania and with the collaboration of 

the Durres Port Authority, was held within 

the framework of the Mediterranean 

Action Plan (MAP) and in conformity with 

REMPEC’s training programme to develop 

the national capacities of Mediterranean 

coastal States for the prevention of, 

preparedness for and response to marine 

pollution. 

The objectives of the training course were 

to familiarize participants with MARPOL 

and to provide the necessary knowledge 

and information that is required to 

Customs Organization and the 

European Commission are also to 

stage a Supply Chain Security Seminar 

alongside the TranSec event, which is 

dedicated to all aspects of transport 

security. 

REMPEC organizes MARPOL 

training course in Albania 

implement the Convention in view of 

Albania’s future planned accession to the 

MARPOL Convention. 

The Hon Mr Armand Teliti, Deputy 

Minister at the Ministry of Public Works, 

Transport and Telecommunications, who 

presided over the closing session of the 

training course and distributed certificates 

of attendance to the participants, 

expressed his appreciation to REMPEC for 

organizing the training course and 

confirmed his Government’s commitment 

to adhere to international maritime 

standards. 

Correction 

Places of 

Refuge 

under 

spotlight in 

SAFEMED 

workshop 


Fifty-two government officials from the 

Mediterranean region participated in a 

Regional Workshop on Places of Refuge, 

organised last November by the Regional 

Marine Pollution Emergency Response 

Centre for the Mediterranean Sea 

(REMPEC), in collaboration with Spanish 

Authorities, in Barcelona. 

The main objectives of the workshop 

were to familiarize participants with the 

issues related to the designation and 

planning of places of refuge for ships in 

need of assistance, to discuss 

methodologies and best practices that 

could be followed in identifying and 

planning refuge areas for ships in need of 

assistance, to provide the necessary 

knowledge and information to facilitate 

decision making when planning and 

designating places of refuge and to 

discuss appropriate procedures and 

guidelines that can be used by the 

Mediterranean coastal States to facilitate 

their decision-making when designating 

places of refuge in accordance with IMO 

Assembly Resolutions A.949(23) and 

A.950(23). 

Eleven speakers, including officials from 

IMO, REMPEC, the European 

Commission, government officials from 

Spain, the United Kingdom, France and 

Cyprus and other experts delivered 

presentations during this three-day event. 

The Workshop was organized within the 

framework of the European Union (EU) 

funded MEDA Regional Project “Euromed 

Cooperation on Maritime Safety and 

Prevention of Pollution from Ships – 

SAFEMED”, which is currently being 

implemented by REMPEC in ten Euromed 

Mediterranean Partners, namely Algeria, 

Egypt, Israel, Jordan, Lebanon, Morocco, 

The Palestinian Authority, Syria, Tunisia 

and Turkey. 

In IMO News issue 4/2006, the Ambassador of Greece was wrongly identified in a photo caption. 

It should have referred to His Excellency Mr. Anastase Scopelitis, then Ambassador 

Extraordinary and Plenipotentiary and Permanent Representative of Greece to the International 

Maritime Organization. 

Also, the photograph showing the guests from the Cook Islands should have referred to Captain 

Ian Finley and Mr. Garth Broadhead of the Cook Islands. 



Major contributors settle IMO payments 

Anumber of major contributors to the IMO budget have now settled their IMO budget 

payments for 2007. 

In January and February, both Bahamas and Liberia presented the Secretary-General with 

their countries’ contribution to the IMO budget. 

The Secretary-General welcomed these commitments and said, “This is an excellent 

example for all to follow. The timely payment of assessments is essential for the 

Organization’s financial wellbeing and recognizes the critical contribution of the 

Organization’s work 

programme to 

enhancing global 

maritime safety, 

security and 

environmental 

standards in the 

interests of the global 

maritime community 

and civil society at 

large.” 

Officials from Liberia (right) 

and Bahamas (below) have 

presented their countries’ 

major contributions to the 

IMO budget 

IMO hosts Equasis 

signing ceremony 

Aceremony for the signing of a new 

MoU for Equasis, marking the 

accession of Australia, Norway and the 

European Maritime Safety Agency (which 

now acts, within the system, on behalf of 

the European Commission), to the 

agreement, has taken place during the 

38th meeting of the IMO’s Sub-Committee 

on Standards of Training and 

Watchkeeping. 

IMO has always been a strong supporter 

of Equasis since its inception, at the 

initiative of France and the European 

Commission, in 2000. Speaking at the 

ceremony, IMO Secretary-General 

Mitropoulos described Equasis as a 

success story in the fight against 

substandard ships – providing 

transparent, readily available information 

relating to ships and their operators, on a 

free-to-view basis. IMO participates in 

Equasis as a data provider for information 

relating to oil tankers’ Condition 

Assessment Scheme and for comments 

provided by flag States concerned. 

Mr Mitropoulos also took the opportunity 

to highlight the continuing co-operation 

between the IMO Secretariat and Equasis 

to develop the port State control module 

of the IMO Global Integrated Shipping 

Information System (GISIS), for the 

organisations’ mutual benefit and for that 

of the wider maritime community. 

“Developments such as these seem set to 

ensure that a well co-ordinated and 

harmonized international policy for data 

transparency – which is also a key 

objective of IMO’s Strategic Plan – will 

continue to provide the shipping industry 

and its customers with a valuable service 

and an important aid in the overall drive 

towards better quality and higher 

standards”, he said. 

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