IMO Conventions

 

I  Because shipping is an international industry. If each nation developed its own safety legislation the result would be a maze of differing, often conflicting national laws. One nation, for example, might insist on lifeboats being made of steel and another of glass-reinforced plastic. Some nations might insist on very high safety standards while others might be more lax, acting as havens for sub-standard shipping.

 

J Maritime security is now an integral part of IMO's responsibilities. A comprehensive security regime for international shipping entered into force on 1 July 2004.  
The mandatory security measures, adopted in December 2002, include a number of amendments to the 1974 Safety of Life at Sea Convention (SOLAS), the most far-reaching of which enshrines the new International Ship and Port Facility Security Code (ISPS Code), which contains detailed security-related requirements for Governments, port authorities and shipping companies.

 

Home task.

 

1. Speak about IMO answering the question “What exactly is IMO?”
2. Read the text and ask 5 questions to it.

   IMO's first task was to adopt a new version of the International Convention for the Safety of Life at Sea (SOLAS), the most important of all treaties dealing with maritime safety. This was achieved in 1960 and IMO then turned its attention to such matters as the facilitation of international maritime traffic, load lines and the carriage of dangerous goods, while the system of measuring the tonnage of ships was revised.  
     But although safety was and remains IMO's most important responsibility, a new problem began to emerge - pollution.  
     During the next few years IMO introduced a series of measures designed to prevent tanker accidents and to minimize their consequences. It also tackled the environmental threat caused by routine operations such as the cleaning of oil cargo tanks and the disposal of engine room wastes - in tonnage terms a bigger menace than accidental pollution. 
     The most important of all these measures was the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). It covers not only accidental and operational oil pollution but also pollution by chemicals, goods in packaged form, sewage, garbage and air pollution. 
     Also in the 1970s a global search and rescue system was initiated, with the establishment of the International Mobile Satellite Organization (IMSO), which has greatly improved the provision of radio and other messages to ships. 
     The Global Maritime Distress and Safety System (GMDSS) was adopted in 1988 and began to be phased in from 1992. In February 1999, the GMDSS became fully operational, so that now a ship that is in distress anywhere in the world can be virtually guaranteed assistance, even if the ship's crew do not have time to radio for help, as the message will be transmitted automatically. 
     Two initiatives in the 1990s are especially important insofar as they relate to the human element in shipping. On 1 July 1998 the International Safety Management Code entered into force and became applicable to passenger ships, oil and chemical tankers, bulk carriers, gas carriers and cargo high speed craft of 500 gross tonnage and above. It became applicable to other cargo ships and mobile offshore drilling units of 500 gross tonnage and above from 1 July 2002. 
     On 1 February 1997, the 1995 amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 entered into force. They greatly improve seafarer standards and, for the first time, give IMO itself powers to check Government actions with Parties required to submit information to IMO regarding their compliance with the Convention. 
     New conventions relating to the marine environment were adopted in the early 2000s, including one on anti-fouling sytems (AFS 2001) and ballast water management (BWM 2004). 
The 2000s also saw a focus on maritime security, with the entry into force in July 2004 of a new, comprehensive security regime for international shipping, including the International Ship and Port Facility Security (ISPS) Code, made mandatory under amendments to SOLAS adopted in 2002.

 

Lesson 2.

 

1.   Read and translate the text about SOLAS Convention.

 

The International Convention for the Safety of Life at Sea (SOLAS) is an international maritime safety treaty. The SOLAS Convention in its successive forms is generally regarded as the most important of all international treaties concerning the safety of merchant ships.

     The SOLAS convention was initiated after the Titanic disaster, and the first set of international standards to enhance Safety of Life at Sea came in 1929. The main focus in this set of requirements was on watertight integrity, structural fire protection, fire resistance of bulkheads above the bulkhead deck and to create main vertical zones.

     SOLAS is a set of statutory requirements. This means that it is the flag state authority’s responsibility to make sure that their ships are in compliance with this convention.

     Since the first edition was introduced in 1929 SOLAS has been amended several times. The convention now regulates basic safety aspects for ships on international voyages such as stability, machinery, electrical installations, fire safety, lifesaving appliances, navigation, communication, safe operation, maritime safety etc.

1960 version

The 1960 Convention — which was activated on 26 May 1965 — was the first major achievement for International Maritime Organization (IMO) after its creation and represented a massive advance in updating commercial shipping regulations and in staying up-to-date with new technology and procedures in the industry.

1974 version

The 1974 version simplified the process for amending the treaty. A number of amendments have been adopted since. The latest Convention in 1974 included the "tacit acceptance" procedure whereby amendments enter into force by default unless nations file objections that meet a certain number or tonnage.

1980 version

In particular, amendments in 1988 based on amendments of International Radio Regulations in 1987 replaced Morse code with the Global Maritime Distress Safety System (GMDSS) and came into force beginning 1 February 1992. An idea of the range of issues covered by the treaty can be gained from the list of sections (below).

 

Sections of the treaty

The International Convention for the Safety of Life at Sea (SOLAS), 1974, requires flag States to ensure that their ships comply with minimum safety standards in construction, equipment and operation. It includes articles setting out general obligations, etcetera, followed by an annex divided into twelve chapters. Many countries have turned these international requirements into national laws.

Chapter I – General Provisions

Surveying the various types of ships and certifying that they meet the requirements of the convention.

Chapter II-1 – Construction – Subdivision and stability, machinery and electrical installations

The subdivision of passenger ships into watertight compartments so that after damage to its hull, a vessel will remain afloat and stable.

Chapter II-2 – Fire protection, fire detection and fire extinction

Fire safety provisions for all ships with detailed measures for passenger ships, cargo ships and tankers.

Chapter III – Life-saving appliances and arrangements

Life-saving appliances and arrangements, including requirements for life boats, rescue boats and life jackets according to type of ship.

Chapter IV – Radiocommunications

The Global Maritime Distress Safety System (GMDSS) requires passenger and cargo ships on international voyages to carry radio equipment, including satellite Emergency Position Indicating Radio Beacons (EPIRBs) and Search and Rescue Transponders (SARTs).

Chapter V – Safety of navigation

This chapter requires governments to ensure that all vessels are sufficiently and efficiently manned from a safety point of view. It places requirements on all vessels regarding voyage and passage planning, expecting a careful assessment of any proposed voyages by all who put to sea. Every mariner must take account of all potential dangers to navigation, weather forecasts, tidal predictions, the competence of the crew, and all other relevant factors. It also adds an obligation for all vessels' masters to offer assistance to those in distress and controls the use of lifesaving signals with specific requirements regarding danger and distress messages. It is different to the other chapters, which apply to certain classes of commercial shipping, in that these requirements apply to all vessels and their crews, including yachts and private craft, on all voyages and trips including local ones.

Chapter VI – Carriage of Cargoes

Requirements for the stowage and securing of all types of cargo and cargo containers except liquids and gases in bulk.

Chapter VII – Carriage of dangerous goods

Requires the carriage of all kinds of dangerous goods to be in compliance with the International Maritime Dangerous Goods Code (IMDG Code).

Chapter VIII – Nuclear ships

Nuclear powered ships are required, particularly concerning radiation hazards, to conform to the Code of Safety for Nuclear Merchant Ships.

Chapter IX – Management for the Safe Operation of Ships

Requires every shipowner and any person or company that has assumed responsibility for a ship to comply with the International Safety Management Code (ISM).

Chapter X – Safety measures for high-speed craft

Makes mandatory the International Code of Safety for High-Speed Craft (HSC Code).

Chapter XI-1 – Special measures to enhance maritime safety

Requirements relating to organisations responsible for carrying out surveys and inspections, enhanced surveys, the ship identification number scheme, and operational requirements.

Chapter XI-2 – Special measures to enhance maritime security

Includes the International Ship and Port Facility Security Code (ISPS Code). Confirms that the role of the Master in maintaining the security of the ship is not, and cannot be, constrained by the Company, the charterer or any other person. Port facilities must carry out security assessments and develop, implement and review port facility security plans. Controls the delay, detention, restriction, or expulsion of a ship from a port. Requires that ships must have a ship security alert system, as well as detailing other measures and requirements.

Chapter XII – Additional safety measures for bulk carriers

Specific structural requirements for bulk carriers over 150 metres in length.

 

Vocabulary.

Successive – последующий

To enhance – улучшить, усилить

Statutory – установленный,  предписанный (законом)

To be in compliance with – быть в  соответствии с

To amend – исправить, внести  изменения

Achievement –достижение

tacit – подразумеваемій, автоматический (о пропонгации договора)

to set out – устанавливать

Satellite Emergency Position Indicating Radio Beacon (EPIRB) - Аварийный радиобуй-указатель места бедствия

Search Transponder - Приемоответчик  для целей поиска и спасания

To take account – принимать  в расчет

Tidal prediction – прогноз приливов-отливов

Relevant – важный, существенный

To offer assistance – оказывать  помощь

Stowage – укладка

To assume – брать на себя  обязательство

To constrain – обязывать, принуждать

The assessment – оценивание

Review – осмотр

Delay – задержка

Detention – задержание, арест

Restriction – ограничение

 

2. Answer the questions.

1. What place does SOLAS Convention take  among other treaties concerning the safety of ships?

2. What was the main focus of the first version of international standards?

3. How can you explain the following word combination “statutory requirements”?

4. How many times has SOLAS been amended since the first edition in 1929?

5. What is the principle in amendments of 1960, 1974, 1980 versions?

6. What basic safety aspects does the convention regulate now?

 

3.    Insert the necessary prepositions.

1. The SOLAS Convention ___ its successive forms is generally regarded ___ the most important ___ all international treaties concerning the safety of merchant ship.

2.  The SOLAS convention was initiated ___ the Titanic disaster.

3.  SOLAS is a set ___ statutory requirements.

4.  ___ the first edition was introduced ___ 1929 SOLAS has been amended several times.

5.  The convention now regulates basic safety aspects ___ ships ___ international voyages.

6.  Many countries have turned these international requirements ___ national laws.

7.  Every mariner must take account ___ all potential dangers ___ navigation.

 

4. Insert the missed words.

1. The International Convention for the Safety of Life at Sea (SOLAS) is an international maritime safety _____.

2. It is _____authority’s responsibility to make sure that their ships are in compliance with this convention.

3. The 1960 Convention represented a massive advance in updating commercial _____ _____ .

4. The 1974 version simplified the process for _____ the treaty.

5. The International Convention for the Safety of Life at Sea (SOLAS), 1974, requires flag States to ensure that their ships comply with minimum _____ _____ in construction, equipment and operation.

6. In particular, amendments in 1988 based on amendments of International Radio Regulations in 1987 replaced Morse code with _____ .

 

5. Translate into English in written.

      Как известно, безопасность мореплавания - важнейшая цель Международной Морской Организации. В понятие „безопасность на море” входит обширный комплекс мероприятий. Единые нормы проектирования судна, критерии оценки его технических и экономических характеристик, судовое оборудование, правила движения в море, укомплектованность экипажем - далеко не полный перечень вопросов, от правильного решения которых зависит сохранность судна, людей и перевозимого груза. Эффективно решить эти проблемы можно лишь в том случае, если в международном морском судоходстве будут использоваться единые правила, нормы и стандарты, разработанные на основе общих принципов и применяемые всеми странами.

 

Home task.

 

6. Translate into English in written.

Назначение конвенции СОЛАС  – 74.

     Одним из  важнейших международных документов, посвященных безопасности мореплавания, является Конвенция по охране  человеческой жизни на море - СОЛАС-74. Уже одно название этого международного  соглашения, к которому присоединилось  большинство морских государств, говорит о том, что оно направлено  на защиту жизни и здоровья  людей, работающих в море, от  различного рода опасностей, связанных  с их производственной деятельностью.  Очевидно, что лица, занятые в  судоходной индустрии, и особенно  плавсостав, должны хорошо знать  и уметь применять нормы и  требования, приведенные в Конвенции  СОЛАС. 

     Международная  конвенция по охране человеческой  жизни на море (СОЛАС-74) - принята  1 ноября 1974 года, вступила в силу 25 мая 1980 года, принята Украиной 25 мая 1980 года.  
     Конвенция СОЛАС в своих последовательных модификациях обычно рассматривается в качестве самого важного из всех международных договоров, относящихся к безопасности торговых судов. Первый вариант был принят в 1914 году, второй - в 1929-м, третий - в 1948-м. Принятие конвенции 1960 года было первой главной задачей для ИМО после ее создания.

 

7. Speak about destination of SOLAS Convention.
8. Read and translate the text “MARPOL Convention”.

 

Lesson 3.

 

1. Match the Russian and English equivalents.

Prevention                                     сточные воды

Pollution                                        вредные вещества

Environment                                  правила

Amendment                                   войти в силу

Harmful substances                       требования

Sewage                                          предотвращение

Garbage                                         окружающая среда

Entre into force                              запрещать

Regulations                                    загрязнение

Requirements                                 поправка

Prohibit                                          отбросы   

 

2. Read and translate the text.

MARPOL Convention.

      The MARPOL Convention is the main international convention covering prevention of pollution of the marine environment by ships from operational or accidental causes. It is a combination of two treaties adopted in 1973 and 1978 respectively and also includes the Protocol of 1997 (Annex VI).  It has been updated by amendments through the years.

      The International Convention for the Prevention of Pollution from Ships (MARPOL) was adopted on 2 November 1973 at IMO and covered pollution by oil, chemicals, harmful substances in packaged form, sewage and garbage. The Protocol of 1978 relating to the 1973 International Convention for the Prevention of Pollution from Ships (1978 MARPOL Protocol) was adopted at a Conference on Tanker Safety and Pollution Prevention in February 1978 held in response to a spate of tanker accidents in 1976-1977. As the 1973 MARPOL Convention had not yet entered into force, the 1978 MARPOL Protocol absorbed the parent Convention. The combined instrument is referred to as the International Convention for the Prevention of Marine Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78), and it entered into force on 2 October 1983 (Annexes I and II). In 1997 a Protocol was adopted to add a new Annex VI.

     The Convention includes regulations aimed at preventing and minimizing pollution from ships - both accidental pollution and that from routine operations - and currently includes six technical Annexes. Special Areas with strict controls on operational discharges are included in most Annexes: