A key link in the plan to provide effective search and rescue (SAR) coverage off the coast of Africa has been completed with the commissioning, by IMO Secretary-General Efthimios E. Mitropoulos, of a fully-equipped regional Maritime Rescue Coordination Centre (MRCC) in Lagos, Nigeria - the third such commissioning in just over two years, following the inauguration of MRCCs in Mombasa, Kenya, and Cape Town, South Africa, in May 2006 and January 2007, respectively.

The Lagos MRCC covers nine countries (Benin, Cameroon, Congo, the Democratic Republic of Congo, Equatorial Guinea, Gabon, Nigeria, São Tomé & Príncipe and Togo). Its commissioning coincided with the formal signing of a Multilateral Agreement, between interested neighbouring Governments, on the coordination of maritime SAR services in areas adjacent to their coasts.

IMO, for its part, acted as project leader, collaborating with all parties concerned; coordinating the provision of expert advice, training and infrastructure; and monitoring and supervising progress at the various phases.

The inauguration of the new facility marks an important step in a process that began at the October 2000 IMO Conference on Search and Rescue and the Global Maritime Distress and Safety System, held in Florence, Italy. Governments at that Conference agreed that a regional approach to the provision of SAR services in western, southern and eastern parts of Africa should be pursued and, to that effect, they adopted a resolution inviting the African countries bordering the Atlantic and Indian Ocean, anti-clockwise from Morocco to Somalia, as well as the nearby Atlantic and Indian Ocean Island States, to establish five regional centres and 26 sub-centres to cover their entire coastline areas for SAR coordination purposes. The Conference envisaged that all the proposed centres could work co-operatively to provide SAR coverage in what had been identified as one of the areas of the world suffering most from a lack of adequate SAR and communications infrastructure.

The establishment of appropriate SAR facilities off the coast of Africa was seen as a key component in the implementation of the Global SAR Plan, the final part of which had been agreed in 1998 at an IMO Conference in Fremantle, Australia and, within which, Nigeria had formally agreed to undertake responsibility for the coordination and control of SAR operations across a substantial sea area exceeding her obligation under the SOLAS Convention to do so in areas around her coast.

The new Lagos MRCC was commissioned on 27 May 2008 by Secretary-General Mitropoulos, accompanied by Mrs. Diezani Alison-Madueke, Minister, Federal Ministry of Transportation of Nigeria. In opening the facility, Mr. Mitropoulos paid tribute to the broad co-operation between the Governments concerned and international and non-governmental stakeholders which, he said, served to underpin the success of the project. The new MRCC, he added, "will play a considerable part in achieving the overall objective of safeguarding life at sea and increasing the chances that those who find themselves in distress will be able to reach shore safely, while, at the same time, strengthening the region's response to enhanced maritime security and any threat posed by pirates and armed robbers".

New editions of the three volumes of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual have just been published jointly by the International Maritime Organization (IMO) and the International Civil Aviation Organization (ICAO) in English, French and Spanish. They include all amendments that were adopted between 2001 and 2007 by IMO's Maritime Safety Committee (MSC) and ICAO.

Volume I Organization and Management discusses the global search and rescue (SAR) system concept, establishment and improvement of national and regional SAR systems, and co-operation with neighbouring States to provide effective and economical SAR services.

Volume II Mission Co-ordination assists personnel who plan and coordinate SAR operations and exercises.

Volume III Mobile Facilities is intended to be carried aboard rescue units, aircraft, and vessels to help with performance of a search, rescue, or on-scene co-ordinator function and with aspects of search and rescue that pertain to their own emergencies. According to SOLAS, Chapter V, Regulation 21, all ships must carry an up-to-date copy of Volume III.

All three volumes are available from authorized distributors of IMO publications and via IMO's Online Bookshop. For further information, please consult the IMO website at www.imo.org.

One of the world’s largest shipping nations, the Republic of the Marshall Islands, has acceded to five major IMO Conventions.

Mr. Joseph A. Bigler, Counsellor to the Maritime Administration, Republic of the Marshall Islands, has deposited with IMO Secretary-General, Efthimios E. Mitropoulos, instruments of accession to the 1996 Protocol to the Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter, 1972 (1996 London Convention Protocol); the International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001 (AFS Convention); the Protocol of 2005 to the Convention for the Suppression of Unlawful Acts against the Safety of Maritime Navigation, 1988 (2005 SUA Convention); the Protocol of 2005 to the Protocol for the Suppression of Unlawful Acts against the Safety of Fixed Platforms Located on the Continental Shelf, 1988 (2005 SUA Protocol); and the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (2001 Bunkers Convention).

The 1996 London Convention Protocol revises the structure of the original Convention, codifies the precautionary approach, prohibits the practice of incineration at sea (except for emergencies), and prohibits the export of wastes or other matter to non-Parties for the purpose of dumping or incineration at sea.  It entered into force on 24 March 2006; accession by the Marshall Islands brings the number of States having ratified the Protocol to 35 and the tonnage figure to 29.73 per cent of the world’s fleet.

When in force, the AFS Convention will prohibit the use of harmful organotins in anti-fouling paints used on ships and will establish a mechanism to prevent the potential future use of other harmful substances in anti-fouling systems. Parties to the Convention are required to prohibit and/or restrict the use of harmful anti-fouling systems on ships flying their flag, as well as ships not entitled to fly their flag but which operate under their authority, and all ships that enter a port, shipyard or offshore terminal of a Party.  The Convention will enter into force, generally and for the Marshall Islands, on 17 September 2008. Accession by the Marshall Islands brings the number of States having ratified the Convention to 30 and the tonnage figure to 49.17 per cent of the world’s fleet.

The 2005 SUA Convention amends the original treaty, by broadening the list of offences to include terrorist offences (such as the offence of using a ship itself in a manner that causes death or serious injury or damage and the transport of weapons or equipment that could be used for weapons of mass destruction).  It also introduces provisions for the boarding of ships where there are reasonable grounds to suspect that the ship or a person on board the ship is, has been, or is about to be, involved in committing an offence regulated by the Convention.

The 2005 SUA Protocol extends the scope of provisions on the new offences to fixed platforms on the continental shelf, as appropriate. Neither the Convention nor the Protocol is yet in force.

The 2001 Bunkers Convention was adopted to ensure that adequate, prompt, and effective compensation is available to persons who suffer damage caused by spills of oil, when carried as fuel in ships' bunkers, and will enter into force, both generally and for the Marshall Islands, on 21 November 2008.

Mr. Mitropoulos expressed satisfaction with Marshall Islands’ action and the hope that many other IMO Members would do the same, at the earliest opportunity, to the benefit of enhanced safety, security and environmental protection.

This year, the World Maritime University (WMU), which was established by the International Maritime Organization (IMO), in Malmö, Sweden, in 1983, celebrates its Silver Jubilee. A commemorative meeting of the University’s Board of Governors, on 4 June 2008, will coincide with a Conference on the Impact of Climate Change on the Maritime Industry (2 to 4 June 2008) to address the specific consequences of climate change on a wide range of operational aspects of maritime and coastal activities.

Among other things, the Board of Governors will consider the outcome of an external strategic review, commissioned by it and the WMU Executive Council in 2006, to examine the University’s current arrangements, from a governance and oversight perspective, while taking into account, and building on, as necessary, the outcomes of two earlier academic audits of WMU by the Association of European Universities. The strategic review was undertaken by a team of three independent international experts, familiar with the University and other academic institutions, as well as international shipping matters, and was supported by a resource person from Sweden.

The report of the review team was considered extensively by the WMU Executive Council in February 2008 and covered recommendations on topics such as: the reform of the University’s Board of Governors and Executive Council; the internal workings of a reformed Executive Council; the consequential need for a revision of the University’s Charter and other internal regulations; human resource issues, including the review of the salary of the University’s professional staff; the denomination of salaries in Euros rather than United States dollars; and continued co operation with the City of Malmö in reviewing the University’s future requirements in terms of space and facilities.

Taking into account the wide-ranging nature of the review team’s recommendations, the Executive Council considered that it would be in the best interests of the University if their implementation were to be undertaken by a new management and, to that effect, it decided that a new President should be appointed as from 1 January 2009, with the selection process for a successor being initiated in the second half of this year. Additionally, it recommended that the Board of Governors use the opportunity of the forthcoming WMU Silver Jubilee celebrations to express its deep appreciation to WMU President Dr. K. Laubstein, for his meritorious services to the University and to bestow on him the title of “President Emeritus”. The Executive Council further decided that a Working Group, led by the Chairman of the IMO Council, should develop an action plan and timeline for the implementation of the review team’s recommendations. The decisions of the Executive Council will also be considered by the Board of Governors next month.

Regarding the University’s financial management, the review team has noted that the University’s external auditors - the Comptroller and Auditor General of India, which is also the external auditor of the International Maritime Organization - has consistently given unqualified opinions in relation to the University’s accounts.

As of 22 April 2008 IMO became fully operational, once again, from its Headquarters on London's Albert Embankment, following a 20-month period in temporary accommodation while the Headquarters building underwent major refurbishment.

The first major meeting to be held in the refurbished Headquarters will be the 84^th session of the Maritime Safety Committee (7 to 16 May) and the building will be formally re-opened in a special ceremony in mid-June to coincide with the 100^th session of the IMO Council.

Although the IMO building is largely unchanged externally, internally the changes are dramatic. IMO staff and delegates to the Organization's meeting now have a building that reflects the very latest technological, IT and communication facilities of the 21st century and which also incorporates state-of-the-art safety, security and occupational health features. Enhanced meeting, office and catering facilities for both delegates and staff have created a modern workspace to meet the Organization's current and future needs.

Against a background in which environmental concerns have moved to centre-stage, not only on the list of global concerns but also in IMO's own work programme, the Headquarters building has had its own environmental performance enhanced. The majority of the original mechanical and electrical main plant and systems have been replaced with modern, high-efficiency equipment to reduce energy consumption, improve efficiency and to protect IMO's business continuity with improvements in reliability.

A new building management system allows central control and monitoring of all the mechanical and electrical plant and systems, thus improving performance monitoring and identification of defects.

Additional insulation has been installed in roof areas to reduce heat loss through the building fabric and an energy-efficient lighting control system has been fitted. High-efficiency fittings and controls have been installed and detectors fitted such that, when rooms are unoccupied for a period of time, lighting will automatically switch off.

IMO's full postal and visiting address henceforth reverts to:

4 Albert Embankment
London SE1 7SR
United Kingdom

All current telephone and fax numbers and e-mail addresses remain unchanged and post sent to the temporary address will be re-directed.

The Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) made significant progress on several items when it addressed a packed agenda at its 57th session from 31 March to 4 April, at the Royal Horticultural Halls, London.

In addition to approving proposed amendments to the MARPOL Annex VI regulations to reduce harmful emissions from ships and progressing the Organization's work on the regulation of greenhouse gas emissions from ships, the Committee, among other things, also reviewed the current draft of a proposed ship recycling convention, pursued its work on issues related to the Ballast Water Management Convention, designated the Papahãnaumokuãkea Marine National Monument as a Particularly Sensitive Sea Area and agreed that the discharge requirements in respect of the "Mediterranean Sea area" would take effect on 1 May 2009.

Recycling of ships

Substantial progress was made in developing the draft text of the International Convention for the Safe and Environmentally Sound Recycling of Ships, a new convention which will provide globally applicable ship recycling regulations for international shipping and for recycling activities. The work paves the way for the Committee to approve the draft at its next meeting in October 2008, taking the process one step closer to the holding of a diplomatic conference to adopt the Convention in Hong Kong, China, in May 2009 (subject to endorsement by the IMO Council in June 2008).

An intersessional correspondence group was instructed to prepare a draft conference resolution addressing the circumstances in which sufficient recycling capacity may not be available. An intersessional meeting of the Working Group on Ship Recycling will be held in October 2008, the week before MEPC 58, to resolve outstanding issues and prepare a final version of the draft convention, to be reviewed at MEPC 58.

The new convention will provide regulations for the design, construction, operation and preparation of ships to facilitate safe and environmentally sound recycling, without compromising the safety and operational efficiency of ships; for the operation of ship recycling facilities in a safe and environmentally sound manner; and for the establishment of an appropriate enforcement mechanism for ship recycling, incorporating certification and reporting requirements.

In developing the draft text, the MEPC considered submissions from IMO Member Governments and non-governmental organizations in consultative status with IMO, including documents presented by the International Organization for Standardization (ISO), the International Labour Organization (ILO) and the Secretariat of the Basel Convention.

The third session of the Joint ILO/IMO/Basel Convention Working Group on Ship Scrapping is scheduled to be held in Geneva from 29 to 31 October, 2008.

Harmful aquatic organisms in ballast water

The MEPC agreed to grant "Basic Approval" to four ballast water management systems and "Final Approval" to one ballast water management system that make use of Active Substances, after consideration of the report of the fourth and fifth meetings of the GESAMP Ballast Water Working Group, which met in November 2007 and January 2008.

The MEPC also adopted a revised Procedure for approval of ballast water management systems that make use of active substances (G9), which updates and clarifies the procedure.

To date, 13 States, representing about 3.62% of the world's merchant shipping, have ratified the International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention), which was adopted in February 2004. It will enter into force twelve months after the date on which not less than thirty States, the combined merchant fleets of which constitute not less than thirty-five percent of the gross tonnage of the world's merchant shipping, have become Parties to it. Bearing in mind the emphasis the international community places on the issue of invasive species in ships' ballast water, the Committee urged other States to ratify the Convention at the earliest opportunity.

Particularly Sensitive Sea Area

The Committee agreed to designate the Papahãnaumokuãkea Marine National Monument, in the area of the North-western Hawaiian Islands (NWHIs), as a Particularly Sensitive Sea Area (PSSA). The PSSA will protect a unique, fragile and integrated coral reef ecosystem that consists of an approximately 1,200-mile stretch of small islands, atolls, banks, seamounts, pinnacles, shoals and other emergent features. The MEPC designated the PSSA "in principle" at its last session, pending adoption of associated protective measures by the Maritime Safety Committee (MSC), in October 2007. These measures have now been adopted.

They include amendments to the six existing Areas To Be Avoided (ATBAs), which were adopted by IMO in 1981 to protect the NWHIs, and the adoption of additional ATBAs around Kure Atoll and Midway Atoll as well as three other areas between islands. In addition, a ship-reporting system provides critical alerts and other information to assist safe navigation in this area and to provide information on vessel traffic in transit through the PSSA, to facilitate the ability to respond to maritime emergencies.

Mediterranean Special Area for garbage rules

The MEPC agreed to set a date of 1 May 2009 from which the discharge requirements in respect of the "Mediterranean Sea area" (a Special Area under MARPOL Annex V) shall take effect. The move followed discussion of a submission from the Mediterranean coastal States declaring that adequate reception facilities for garbage, as required by MARPOL Annex V, are available and cover the relevant ports within the region.

Review of Annex V of MARPOL

The MEPC reviewed the report of a correspondence group on the review of MARPOL Annex V and agreed to extend the target completion date of the work to 2009. The Committee encouraged Member Governments and observers to participate actively in the review of MARPOL Annex V and associated guidelines, so that the task can be completed in time for consideration by MEPC 59 in July 2009.

The correspondence group was re-established to develop draft amendments to the Annex and to the Guidelines for its implementation and to submit a progress report to MEPC 58 in October.

Protecting the Antarctic Area from shipping

The MEPC noted a submission raising concerns about the increased number and type of vessels operating in the Antarctic area, and recent incidents involving ships in distress in the area. The Committee noted the suggestion that, given that the Antarctic area was a Special Area under MARPOL Annexes I, II and V, IMO might consider addressing vessel ice-strengthening standards; banning use of heavier grade fuel oils; addressing concerns over discharges of oily substances, sewage, grey water and waste; addressing the introduction of alien species through ballast water, hull-fouling and other pathways; and establishing a vessel traffic monitoring and information system for vessels operating in the Antarctic area.

Member Governments were invited to submit relevant proposals to future meetings of the Committee, and also to the Sub-Committee on Bulk Liquids and Gases (BLG). The work programme of BLG 13 (scheduled to meet early in 2009) includes an agenda item on "Amendments to MARPOL Annex I on the use and carriage of heavy grade oil (HGO) on ships in the Antarctic area", with a target completion date of 2010.

OPRC-HNS implementation

The MEPC considered the report of the seventh meeting of the OPRC-HNS Technical Group, held in the week prior to the Committee's session, and approved the final text of the draft Evaluation guideline for the validation of newly-developed and revised OPRC-related model courses. The committee also urged Member States and industry to provide financial support to fund the participation of delegates from developing countries in the Fourth R&D Forum on hazardous and noxious substances in the marine environment, to be held in conjunction with Interspill 2009, which will take place in Marseille, France, from 12 to 14 May 2009.

The Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) has approved proposed amendments to the MARPOL Annex VI regulations to reduce harmful emissions from ships during its 57th session (31 March - 4 April 2008).

The main changes would see a progressive reduction in sulphur oxide (SOx) emissions from ships, with the global sulphur cap reduced initially to 3.50% (from the current 4.50%, effective from 1 January 2012; then progressively to 0.50 %, effective from 1 January 2020, subject to a feasibility review to be completed no later than 2018.

The limits applicable in Sulphur Emission Control Areas (SECAs) would be reduced to 1.00%, beginning on 1 March 2010 (from the current 1.50 %); being further reduced to 0.10 % , effective from 1 January 2015.

Progressive reductions in nitrogen oxide (NOx) emissions from marine engines were also agreed, with the most stringent controls on so-called "Tier III" engines, i.e. those installed on ships constructed on or after 1 January 2016, operating in Emission control Areas.

The revised Annex VI will allow for an Emission Control Area to be designated for SOx and particulate matter, or NOx, or all three types of emissions from ships, subject to a proposal from a Party or Parties to the Annex which would be considered for adoption by the Organization, if supported by a demonstrated need to prevent, reduce and control one or all three of those emissions from ships.

In the current Annex VI, there are two SECAs designated, namely, the Baltic Sea and the North Sea area, which also includes the English Channel.

Speaking at the close of MEPC, IMO Secretary-General Mr. Efthimios E. Mitropoulos praised the excellent progress made during the week-long MEPC session in IMO's long-standing efforts to limit and reduce pollution of the atmospheric environment and thanked and congratulated all the parties concerned (Member States and observer organizations) for their hard work and contribution to the results achieved.

MARPOL Annex VI Regulations for the Prevention of Air Pollution from Ships entered into force in May 2005 and has, so far, been ratified by 49 countries, representing approximately 74.77% of the gross tonnage of the world's merchant shipping fleet.

The proposed draft amendments to Annex VI and the NOx Technical Code will now be submitted to MEPC 58 (which meets from 6 to 10 October 2008) for adoption, in accordance with an agreed timetable. This would see the revised Annex VI enter into force in 2010.

The work on greenhouse gases is scheduled for completion in 2009, in time for IMO to submit a position paper to the Copenhagen Conference (December 2009) called for by last year's Conference in Bali on climate change.

SOx and Particulate Matter (PM) emissions from ships

Following intense efforts to find a workable solution on a matter that had been highly controversial and the subject of extensive debate in its air pollution working group, the Committee agreed with a series of progressive standards in the amended regulation 14 Sulphur Oxides (SOx) and Particulate Matter (PM) that would result in significant reduction of SOx and PM emissions from ships.

The principal elements are as follows:

·    the sulphur limit applicable in Emission Control Areas beginning on 1 March 2010 would be 1.00% (10,000 ppm), reduced from the current 1.50% (15,000 ppm);

·    the global sulphur cap would be reduced to 3.50% (35,000 ppm), from the current 4.50% (45,000 ppm), effective from 1 January 2012;

·    the sulphur limit applicable in Emission Control Areas effective from 1 January 2015 would be 0.10 % (1,000 ppm);

·   the global sulphur cap would be reduced to 0.50% (5,000 ppm) effective from1 January 2020, subject to a feasibility review to be completed no later than 2018. Should the 2018 review reach a negative conclusion, the effective date would default to 1 January 2025; and

·    introduction of a fuel availability provision under regulation 18 Fuel Oil Availability and Quality that outlines what actions are appropriate should a ship be unable to obtain the fuel necessary to comply with a given requirement under regulation 14.

Meanwhile, the MEPC approved an MEPC.1 Circular containing Unified Interpretations related to the verification of sulphur content in fuel oil. The Unified Interpretations should be applied until the 2008 amendments to MARPOL Annex VI enter into force. The circular also gives, in an appendix, Fuel Oil Verification Procedure for MARPOL Annex VI Fuel Samples.

NOx regulations for new engines

The MEPC agreed amendments confirming the proposed three-tier structure for new engines, which would set progressively tighter nitrogen oxide emission standards for new engines depending on the date of their installation. Tier I applies to a diesel engine which is installed on a ship constructed on or after 1 January 2000 and prior to 1 January 2011 and represents the 17 g/kW standard stipulated in the existing Annex VI.

For Tier II, NOx emission levels for a diesel engine which is installed on a ship constructed on or after 1 January 2011 would be reduced to 14.4 g/kWh.

For Tier III, NOx emission levels for a diesel engine which is installed on a ship constructed on or after 1 January 2016 would be reduced to 3.4 g/kWh, when the ship is operating in a designated Emission Control Area.  Outside a designated Emission Control Area, Tier II limits apply.

NOx standards for existing engines

The MEPC agreed a NOx emission limit of 17.0 g/kW  for a diesel engine with a power output of more than 5,000 kW and a displacement per cylinder at, or above, 90 litres installed on a ship constructed on or after 1 January 1990 but prior to 1 January 2000.

NOx Technical Code

The MEPC approved draft amendments to the NOx Technical Code, to give a revised NOx Technical Code 2008. The draft amended NOx Technical Code, includes a new Chapter 7 based on the agreed approach for NOx regulation of existing (pre-2000) engines established in the draft amended MARPOL Annex VI.

The draft amended NOx Code includes provisions for direct measurement and monitoring methods, a certification procedure for existing engines, and test cycles to be applied to Tier II and Tier III engines.

Other matters

Exhaust Gas Cleaning Systems

The MEPC also agreed, with a view to adoption by an MEPC resolution, the draft revised Guidelines for Exhaust Gas Cleaning Systems.  It was agreed to forward the interim washwater discharge criteria, to be included in the Guidelines, to the Joint Group of Experts on Scientific Aspects of Marine Environmental Protection (GESAMP) for its review and comment. The interim washwater discharge criteria will be revised in the future as more data becomes available on the contents of the discharged washwater and its potential effects on the marine environment, taking into account any advice given by GESAMP.

Halons

The MEPC approved a draft MSC-MEPC Circular on the decreasing availability of halons and forwarded it to the Maritime Safety Committee (MSC) for consideration and concurrent decision. The circular notes the decreasing availability of halons for marine uses and requests shipowners, ship operators, shipping companies and all other interested entities to take appropriate action to reduce their reliance on halons.

Volatile Organic Compounds (VOCs)

Draft guidelines for the development of a VOC management plan were approved, with a view to adoption at MEPC 58. The purpose of the VOC Management Plan is to ensure that the operation of a tanker, to which regulation 15 of Annex VI applies, prevents or minimizes VOC emissions to the extent possible. Regulation 15 requires a Party regulating tankers for VOC emissions to submit a notification to the Organization, which should include information on the size of tankers to be controlled, the cargoes requiring vapour emission control systems, and the effective date of such control.

Liaison with ISO

The MEPC instructed the IMO Secretariat to invite the International Standardization Organization (ISO) to consider the development of a fuel oil specification addressing air quality, ship safety, engine performance and crew health, with recommendations for future consideration by IMO and, if feasible, to report back to the Committee at its 58th session in October.

Greenhouse gas emissions from ships

Reflecting the Committee's continuous determination to reduce green house gas (GHG) emissions emanating from shipping operations, the MEPC endorsed a proposal form the Secretary-General to expedite the Organization's work on GHG emissions, in particular as regards developing the CO2 (carbon dioxide) Emission Indexing Scheme and the CO2 Emission baseline(s).

The report of the intersessional Correspondence Group on GHG-related issues, which was tasked with discussing and compiling possible approaches on technical, operational and market based measures to address GHG emissions from ships, was considered, along with other relevant submissions from Member Governments and non-governmental organizations in consultative status with IMO.

The MEPC agreed that a coherent and comprehensive future IMO regulatory framework on GHG Emissions from ships should be:

·    effective in contributing to the reduction of total global greenhouse gas emissions;

·    binding and equally applicable to all flag states in order to avoid evasion;

·    cost-effective;

·    able to limit - or at least - effectively minimize competitive distortion;

·    based on sustainable environmental development without penalizing global trade and growth;

·    based on a goal-based approach and not prescribe specific methods;

·    supportive of promoting and facilitating technical innovation and R&D in the entire shipping sector;

·    accommodating to leading technologies in the field of energy efficiency; and

·    practical, transparent, fraud free and easy to administer.

The Working Group on GHG Emissions from Ships developed practical next steps covering the development of short-term and long-term measures to address CO2 emissions from ships. The next steps were approved by the MEPC. Short-term measures include a proposal to establish a global levy scheme on marine bunker fuel to achieve GHG emission reductions.  Under this scheme, all ships engaged in international voyages would be subjected to a bunker levy established at a given cost level per ton of fuel bunkered.  With such a scheme in place, a baseline of fuel used and CO2 emissions would be obtained. The prospect of a global levy/credits scheme contributing to a GHG emissions reduction from ships was found promising, although it was noted that several aspects would need to be clarified and worked on, including:

·    the practical implementation of a global levy scheme;

·    who would collect the levies and how;

·    how would the revenues be distributed;

·    the relation with existing environmental levies and tax regimes in general;

·    would there be enough Clean Development Measures[1] to buy with the credits; and

·    the potential for a modal shift in transport at the regional level.

Other short-term measures listed for further consideration include:

·    improvement of specific fuel consumption;

·    Energy Efficiency Design and Management Plan/Using a Test Mode for estimating CO2-index of new-build ships;

·    onshore power supply;

·    use of wind power;

·    voluntary/mandatory requirements to report CO2 index values, information exchange/outreach and rating performance of ships and operators;

·    strict limitations on leakage rates of refrigerant gases;

·    vessel speed reductions;

·    measures to improve traffic control, fleet management, cargo handling operations and energy efficiency.

Some of the measures could lead to immediate reduction of CO2 emissions and should be implemented as soon as possible. The MEPC endorsed the view of the Working Group that a resolution (to be adopted by the MEPC and/or Assembly), urging the shipping industry and other related entities to do so, should be developed at an intersessional meeting of the GHG Working Group to be held in Oslo, Norway, from 23 to 27 June 2008. 

The longer-term measures identified by the Working Group and approved by the Committee for further development include:

·    technical measures for ship design;

·    use of alternative fuels;

·    a CO2-Design Index for new ships;

·    external verification scheme for CO2 operational index;

·    unitary CO2 operational index limit, combined with penalty for non-compliance;

·    Emissions Trading Scheme (ETS) and/or Clean Development Mechanism (CDM); and

·    inclusion of mandatory CO2 element in port infrastructure charging.

The Oslo intersessional meeting was instructed to further address market-based, operational and technical measures identified by the MEPC 57 Working Group on GHG-related issues, including:

·    developing a CO2 Design Index for new ships with a view to approval at MEPC 58 and establishing the future use of this index, and its GHG reduction potential;

·    reviewing the existing CO2 operational index guidelines (MEPC/Circ.471), with a view to finalization at MEPC 58 and, in particular, develop a methodology for a CO2 baseline in terms of efficiency; and consider the purpose of the CO2 operational indexing scheme;

·    further developing mechanisms with GHG reduction potential for international shipping, inter alia: global levy/hybrid mechanism; Emissions Trading Schemes (ETS) and/or Clean Development Mechanism (CDM); and reviewing best practices on the range of measures as identified by MEPC 57 and how they can be implemented by ship builders, operators, charterers, ports and other relevant partners to make all possible efforts to reduce GHG emissions, with the aim of developing a resolution, as appropriate, with a view to selecting the most promising measures for consideration at MEPC 58; and

·    considering the level of reductions that can be achieved, addressing the design, implementation, cost-benefit and regulatory/legal aspects as well as the impacts for the shipping industry, the flag and port States and other stakeholders as appropriate, associated with each of these options.

The intersessional group will submit a written report to MEPC 58.

Other measures to reduce GHG emissions from ships will be considered by the Intersessional Correspondence Group on Greenhouse Gas Emissions from Ships, which was re-established to report to MEPC 58.

________________________

[1]   Refers to the so-called "Clean Development Mechanism" which is provided for under the Kyoto Protocol and allows for reductions in emissions to be "sponsored" in countries not bound by emissions targets. In simplified form, industrialized countries pay for projects that cut or avoid emissions in poorer nations and are awarded credits that can be applied to meeting their own emissions targets.

A new edition (the third) of the International Medical Guide for Ships has been published by the World Health Organization (WHO), on behalf of the International Maritime Organization (IMO), the International Labour Organization (ILO) and WHO itself. Copies of this book are now available from WHO and IMO.

Seafaring has always been a dangerous occupation. Long voyages, extreme weather conditions, illnesses and accidents can take a heavy toll on the health of crew members. Seafarers are exposed to greater risks to their health and are isolated from the usual sources of medical care and assistance available to people on shore. The third edition of the International Medical Guide for Ships provides the most up-to-date practical guidance for those who must render assistance when seafarers fall ill or are injured on board ship.

Since it was first published in 1967, the International Medical Guide for Ships has been a standard reference for medical care on board ships. The recently adopted ILO Maritime Labour Convention, 2006, stipulates that all ships should carry a medicine chest, medical equipment and a medical guide, such as this one. The importance of a thorough knowledge of the Guide is highlighted in the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, as amended; the International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel (STCW-F), 1995; the revised Code of Safety for Fishermen and Fishing Vessels, 2005; and the FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel, 2000. In addition, the International Medical Guide for Ships is cross-referenced in the Medical First Aid Guide for Use in Accidents Involving Dangerous Goods, published by IMO, on behalf of ILO, IMO and WHO.

The second edition, written in 1988, was translated into more than 30 languages, and has been used in tens of thousands of ships. This, the third edition, contains fully updated recommendations aimed at promoting and protecting the health of seafarers, and is consistent with the latest revisions of both the WHO Model List of Essential Medicines and the International Health Regulations.

The International Medical Guide for Ships upholds a key principle of the Maritime Labour Convention, 2006: to ensure that seafarers are given health protection and medical care no less favourable than that which is generally available to workers ashore, including prompt access to the necessary medicines, medical equipment and facilities for diagnosis and treatment and to medical information and expertise. By ensuring that this guide is carried on board ships entitled to fly their flags, and following its instructions, countries can fulfil their obligations under the terms of the Maritime Labour Convention, 2006, and ensure the best possible health outcomes for their seafaring population.

The closing date for nominations of candidates to be considered for the 2008 IMO Award for Exceptional Bravery at Sea is 15 April 2008.

Nominations, for actions performed during the period 2 March 2007 to 29 February 2008, may be made by:

    * United Nations Member States;

    * intergovernmental organizations (IGOs); and

    * non-governmental international organizations (NGOs) in consultative status with IMO.

Individuals wishing to highlight an act of bravery should approach their national maritime Administration or one of the IGOs or NGOs to make the nomination.

The nominations should be sent to:

The Secretary-General

International Maritime Organization

4 Albert Embankment

London

SE1 7SR

United Kingdom

The winner of the Award will be presented with a medal, which will be accompanied by a certificate citing the act of exceptional bravery performed.

The annual award was established by the Organization to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery, displaying outstanding courage in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment.

The recipient of the Award is invited to a special ceremony at IMO to receive a medal and a certificate citing the act of exceptional bravery performed.

The nomination form can be downloaded on the IMO website at:

http://www.imo.org/includes/blastDataOnly.asp/data_id%3D20774/2837.pdf

Today (March 17th) marks the 50th anniversary of the entry into force of the convention that established the International Maritime Organization (IMO).  The past 50 years have seen the adoption, by IMO, of no less than 50 international conventions and protocols, covering maritime safety and security, prevention, reduction and control of pollution (both marine and atmospheric) from ships, liability and compensation, preparedness for and response to maritime accidents, and other issues including facilitation of maritime traffic and salvage.

This comprehensive body of international conventions and protocols is supported by literally hundreds of other measures such as codes, guidelines, recommended practices and so on. Between them, they influence almost every aspect of shipping and ship operation, including ship design, construction, equipment, operation, maintenance, manning and eventual disposal - literally, from the drawing board to the scrapyard.

The most recently adopted treaty was the Nairobi International Convention on the Removal of Wrecks, 2007, while a diplomatic conference is being scheduled for 2009 to adopt a new treaty on ship recycling.

The IMO Convention was adopted on 6 March 1948 at a conference held in Geneva, under the auspices of the United Nations, which also set up a Preparatory Committee of 12 Members, charged with functioning until the first regular meeting of the IMO Assembly.

These12 Members comprised (in alphabetical order): Greece, the Netherlands, Norway, Sweden, the United Kingdom and the United States (representing nations with the largest interest in providing international shipping services); and Argentina, Australia, Belgium, Canada, France and India (representing States with the largest interest in international seaborne trade).*

The conditions for entry into force of the IMO Convention - 21 States, of which seven had to have not less than one million gross tons of merchant shipping - were achieved with the deposit by Japan of the 21st instrument of ratification on 17 March 1948.

Preparations were then set in motion for the first constituent Assembly of the Organization, which was held in London from 6 to 9 January 1959. The Organization was originally called the Inter-Governmental Maritime Consultative Organization - IMCO; its name was changed to the International Maritime Organization in 1982, in order to reflect its evolving role as a regulatory body.

IMO has now been shaping shipping for half a century, responding to ever-changing needs to achieve its mission objective of "Safe, Secure and Efficient Shipping on Clean Oceans".

Today, the Organization remains one of the smallest UN specialized agencies, headquartered in London, with a modest annual budget and a total of around 340 staff in the Secretariat. As befits a UN agency, there are many different nationalities represented on the staff, in six divisions: Maritime Safety, Marine Environment, Legal and External Relations, Technical Co-operation, Administrative and Conference.

Unusually for a UN agency, the greater part of the IMO budget is contributed by developing countries. When IMO was formed, the Member States agreed to pay for the Organization's budget principally according to the size of each country's merchant shipping fleet. Because of the changes that have occurred in the sector over the last 30 years, in particular the introduction of the open registry system, this means that some of the biggest contributions to the budget are now drawn from countries such as Panama, Liberia and the Bahamas, as these are currently the countries with the world's largest registered fleets.

Over its 50 years of operations, IMO's membership has risen to 167 Member States and three Associate members, which includes virtually all the nations of the world with an interest in maritime affairs, be they involved in the shipping industry or coastal states with an interest in protecting their marine environment.  In addition, several land-locked countries (with an interest in inland - rivers and lakes - navigation) are also Members of IMO.

The year 2008 contains a number of key milestones and anniversaries for the Organization:

·    on 6 March, IMO celebrated 60 years since the adoption of the IMO Convention;

·    17 March marks the 50th anniversary of that Convention entering into force in 1958; and

·    June will see the 100th meeting of the IMO Council, the executive organ of the Organization, which is responsible, under the IMO Assembly, for supervising the work of the Organization between sessions of the latter.

These occasions will be celebrated in a series of events coinciding with the week-long 100th session of the Council, from 16 to 20 June.