A summary on monthly activities from the IFSMA Office.
January to March 2009
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A small working group of your Executive Council met in London on the 13th January to finalise the final draft of the IFSMA Policy Document for presentation at the AGA in Brazil in May 2009. The final draft has been circulated in advance to help members discuss any amendments required before accepting the final document. Your Executive Council also met in London on the 9th and 10th March 2009 and the minutes of the meeting are recorded IFSMA has participated in a number of meetings during the first quarter of 2009. In particular on 21st January the IFSMA President and the Secretary General made formal presentations in Brussels at the European Union seminar on Piracy. The Secretary General has also participated in meetings and correspondence with the International Lifeboat Group in preparing a number of interventions for the DE sub-committee. (see later). IFSMA attended a number of IMO meetings during this period. The Facilitation Committee (FAL) No 35 held from 12th to 16th January 2009. Amendments to the Annex to the 1965 Convention on Facilitation of International Maritime Traffic (FAL Convention), addressing documents required by crew and passengers, were adopted by the Facilitation Committee when it met for its 35th session, the first session as a fully institutionalized body of the IMO (see Briefing 01/2009). The amendments relate to the arrival, stay and departure of the ship; measures to facilitate the clearance of passengers, crew and baggage; and the facilitation for ships engaged on cruises and for cruise passengers. The amendments are expected to enter into force on 15 May 2010. They include: o In section 2 - Arrival, stay and departure of the ship, section B. Contents and purposes of documents: deletion of Standard 2.6.3, which is related to the crew list. o In section 3 - Arrival and departure of persons, section A. Arrival and departure requirements and procedures: to clarify the documents required, Standard 3.10 is to be amended to read: "A passport or an identity document issued in accordance with relevant ILO conventions, or else a valid and duly recognized seafarer's identity document, shall be the basic document providing public authorities with information relating to the individual member of the crew on arrival or departure of a ship o In section 3, section B. Measures to facilitate clearance of cargo, passengers, crew and baggage: Standard 3.15 is to be replaced by Recommended Practice 3.15, which states that: "Public authorities should not impose unreasonable or disproportionate fines upon shipowners, in the event that any control document in possession of a passenger is found by public authorities to be inadequate, or if, for that reason, the passenger is found to be inadmissible to the State o In section 3, section D. Facilitation for ships engaged on cruises and for cruise passengers: Standard 3.21 is to be replaced by Recommended Practice 3.21, which states that: "For cruise ships, the General Declaration, the Passenger List and the Crew List should be required only at the first port of arrival and final port of departure in a country, provided that there has been no change in the circumstances of the voyage. o In section 3, section D: deletion of Recommended Practice 3.35, which refers to details which may not be required on the passenger list. Review of the FAL Convention. The Committee agreed to undertake a comprehensive review of the FAL Convention, with a view to ensuring that it adequately addresses the present and emerging needs of the shipping industry as well as to modernize its provisions taking into account, for example, developments in the field of transmission of information and data by electronic means and the Single Window concept. The review is expected to take into consideration amendments to SOLAS on maritime security adopted in 2002, including the International Ship and Port Facilities Security (ISPS) Code, the problems of disembarkation of persons rescued at sea and illegal migrants. It is also likely to address contemporary problems such as shore leave and other issues relating to the human rights and welfare of seafarers that have arisen in the ship-to-shore interface. Trial IMO Stowaway Focal Point to continue. The Committee agreed to continue the operation of a trial IMO Stowaway Focal Point within the Secretariat for a further year, to provide assistance for the successful resolution of stowaway cases, when parties concerned have been unable to resolve such issues within the means available to them. Since the establishment of the focal point by FAL 34 in March 2007, the assistance of the Secretariat has been requested in only three cases of stowaways on board ship, with a view to the effective disembarkation of such stowaways at the next port. The majority of stowaway incidents are handled at the local level and, as a result, little or no feedback has been received. Consequently, the success or otherwise of IMO's intervention cannot be quantified. Nevertheless, the establishment of the IMO Stowaway Focal Point did focus attention on the ongoing problem of stowaways and led to better liaison with relevant bodies, including P & I Clubs, which, in turn, has been reflected in greater accuracy with the statistics on stowaways. The Committee noted the annual report on stowaway incidents reported to the Organization, which recorded 252 stowaway cases in 2007, involving 889 stowaways. This compared with 244 stowaway cases reported in 2006, involving 657 stowaways. Meanwhile, the Committee urged Member States, as provided in the terms of reference for the IMO Stowaway Focal Point, to communicate to the Organization a single national point of contact (name, title, address, office telephone, facsimile and e-mail address and after hours telephone number) through whom all communications relating to stowaways are to be routed; and to provide information to the Organization in relation to their national laws, policies, practices and procedures relating to stowaways. Administrative procedures for disembarking persons rescued at sea. The Committee approved a FAL circular on Principles relating to administrative procedures for disembarking persons rescued at sea (FAL.3/Circ.194), which identifies five essential principles for Member Governments to incorporate into their administrative procedures for disembarking persons rescued at sea in order to harmonize the procedures and make them efficient and predictable: o Coastal States should ensure that the search and rescue (SAR) service or other competent national authority coordinates its efforts with all other entities responsible for matters relating to the disembarkation of persons rescued at sea; o It should also be ensured that any operations and procedures (such as screening and status assessment of rescued persons) that go beyond rendering assistance to persons in distress are to be carried out after disembarkation to a place of safety; o All parties involved (for example, the Government responsible for the SAR area where the persons are rescued, other coastal States in the vicinity or in the planned route of the rescuing ship, the flag State, the shipowners and their representatives, States of nationality or residence of the persons rescued, the State from which the persons rescued departed, if known, and the United Nations High Commissioner for Refugees (UNHCR)) should co-operate in order to ensure that disembarkation of the persons rescued is carried out swiftly, taking into account the master's preferred arrangements for disembarkation and the immediate basic needs of the rescued persons. The Government responsible for the SAR area where the persons were rescued should exercise primary responsibility for ensuring such cooperation occurs. If disembarkation from the rescuing ship cannot be arranged swiftly elsewhere, the Government responsible for the SAR area should accept the disembarkation of the persons rescued in accordance with immigration laws and regulations of each Member State into a place of safety under its control in which the persons rescued can have timely access to post rescue support; o All parties involved should cooperate with the Government of the area where the persons rescued have been disembarked to facilitate the return or repatriation of the persons rescued; and o International protection principles, as set out in international instruments, should be followed. Electronic access to ships' certificates and documents. A correspondence group's report on the possible methodology and features needed to archive online access to ships' certificates and documents was discussed and the Committee reiterated its view that online access to certain certificates and documents was still a long-term project and objective. The correspondence group was re-established to consider the implementation aspects of a simpler procedure, in which a ship would hold electronic copies of certificates and documents and send them electronically to the port with one of its pre-arrival messages, and to advise the Committee at its next session on the strengths, weaknesses, opportunities and threats of such a system. The IMO Secretariat would receive notification of any difficulties (such as when carriage has been denied or been delayed); would investigate the incident; would provide facilitation/mediation action with relevant parties involved; and, finally, would record each incident in a database according to success/no success, to ensure they are brought to closure. The IMO Secretariat has been cooperating with the International Atomic Energy Agency (IAEA), the International Labour organization (ILO), the International Civil Aviation Organization (ICAO) and other United Nations bodies on issues surrounding the delays and denials of shipments of class 7 radioactive materials. An IMO/IAEA/ICAO Denials Database has been established with more than 100 reports filed to date. Sub-Committee on Radiocommunciations and Search and Rescue (COMSAR), 13th session: 19-23 January 2009 Revised IMO/IHO/WMO Manual on Maritime Safety Information finalized by the Sub-Committee A draft revised edition of the Joint IMO/International Hydrographic Organization (IHO)/World Meteorological Organization (WMO) Manual on Maritime Safety Information (MSI Manual) was agreed by the Sub-Committee on Radiocommunications and Search and Rescue (COMSAR), for submission to the Maritime Safety Committee (MSC), for approval. The revision of the MSI Manual is the first critical step in the further, holistic review of all World-Wide Navigational Warning Service documentation, following the adoption of amendments to Assembly resolutions A.705 and A.706 by MSC 85 last December. The maritime safety information service of the Global Maritime Distress and Safety broadcasts containing information necessary for safe navigation, which is received in ships by equipment that automatically monitors the appropriate transmissions, displays information which is relevant to the ship and provides a print capability. Navigational warnings are issued under the auspices of the IMO/IHO World-Wide Navigational Warning Service (WWNWS), and meteorological forecasts and warnings are issued under the patronage of the WMO. Arctic Maritime Safety Information (MSI) Services - further work needed. The Joint IMO/IHO/WMO Correspondence Group on Arctic Maritime Safety Information Services reported on developments to date in expanding the WWNWS into Arctic waters, including testing of the Arctic NAVAREAS/METAREAS and provision of technical assistance to train the new Arctic NAVAREA Coordinators and the METAREA Issuing Services. The Sub-Committee endorsed a proposed timescale which would see the live testing of the Arctic NAVAREA/METAREA operations in 2009 and 2010, with a milestone goal of "Full Operational Status" being declared at COMSAR 15 in 2011. The Correspondence Group was re-established to further the work, including the monitoring of the testing of the Arctic NAVAREAS/METAREAS. ITU maritime radiocommunication matters. Liaison statements to the International Telecommunication Union (ITU), the International Association of Lighthouse Authorities (IALA), the International Electrotechnical Commission (IEC) and CIRM on Automatic Identification Systems Search and Rescue Transmitters (AIS-SARTs); Proposed new "DSC Class H" of DSC portable radio intended primarily for distress alerting and communication; the regulatory status of AIS frequencies; and the implementation of Resolution 355 (World Radiocommunication Conference (WRC)-07), concerning the Maritime Manual, were approved for endorsement by MSC 86. The preliminary draft IMO position relating to the relevant WRC-11 agenda items was further developed. With regard to the possible need for additional channels for satellite detection of AIS, and which conditions should apply, the majority of delegations were of the view that there was a need for a policy decision from the MSC first, before the matter could be further discussed by the Sub Committee. The Joint IMO/ITU Experts Group was re-established to discuss common IMO/ITU areas of interest and prepare the draft IMO position paper for consideration by COMSAR 14. Guidance on distress alerts agreed. Proposed amendments to the draft revised flow diagram on simplified operating guidance on initial distress calls and the development and issuance of new COMSAR circular on Guidance on distress alerts were agreed for endorsement by MSC 86. AIS safety-related broadcast messages - draft circular agreed . The Sub-Committee agreed a circular on AIS safety-related messages which points out the limitations of using predefined distress text messages in distress situations. It notes that distress messages transmitted through the GMDSS system are immediately reacted upon by an MRCC, while safety-related messages transmitted through the AIS system might not be received, since the AIS system does not offer continuous listening watch of the AIS frequencies. The circular recommends that AIS manufacturers and/or users should delete any pre-configured AIS safety-related messages that could be used to indicate distress. Measures to protect the safety of persons rescued at sea. The Sub-Committee debated issues relating to the safety of persons rescued at sea and invited further submissions to the Sub-Committee on Flag State Implementation (FSI), MSC 86 and the next COMSAR session. A number of delegations referred to the large numbers of persons rescued at sea. During 2008, Spain rescued 10,375 persons; Italy rescued more than 36,000 persons; and Malta rescued 2,775. The Sub-Committee noted that the Facilitation Committee, at its 35ths session had approved a circular on Principles relating to administrative procedures for disembarking persons rescued at sea (FAL.3/Circ.194). Sub-Committee on Standards of Training and Watchkeeping (STW), 40th session: 2-6 February 2009 Some progress made with the comprehensive review of the STCW Convention. Some progress was made with the comprehensive review of the STCW Convention and Code, when the Sub-Committee on Standards of Training and Watchkeeping (STW) met for its 40th session. Further work will continue at STW 41 in January 2010, with a view to adopting the amendments at a Diplomatic Conference of STCW Parties in the Philippines in June 2010. The Sub-Committee prepared the preliminary draft text of: o chapter II Master and deck department, in particular, new or amended provisions relating to celestial navigation, ARPA and radar requirements, marine environment awareness training and VTS training; o chapter III Engine department, in particular, new or amended provisions relating to harmonization of near coastal requirements and marine environment awareness training; o chapters IV Radiocommunications and Radio Personnel and VII Alternative certification; o chapter VI Emergency, occupational safety, security, medical care and survival functions, in particular, new or amended requirements for maintaining professional competence in areas where training cannot be conducted on board and security training; and o chapter VIII Watchkeeping, in particular, relating to new or amended requirements for the prevention of drug and alcohol abuse; provisions for maintaining a safe anchor watch; bridge and engine room resource management and harmonization of hours of rest and work. Significant progress was also made with the preparation of the preliminary draft text of chapter V Special training requirements for personnel on certain types of ships. Enhancement of seafarers' awareness of counter-piracy measures. The Sub-Committee agreed that there was an urgent need to include appropriate provisions in the STCW Convention to ensure that seafarers are properly educated and trained to face situations when their ship is under attack by pirates. Member Governments and international organizations were invited to submit proposals for consideration to STW 41. Review of the principles for establishing the safe manning levels of ships The Sub-Committee approved a draft framework for determining minimum safe manning for inclusion in the draft revised resolution on Principles of safe manning (resolution A.890(21)). The proposed draft framework, intended to assist Administrations and companies in determining minimum safe manning, is based on four main steps which would involve: o submission from the company; o evaluation by the Administration; o maintenance of minimum safe manning; and o compliance monitoring. The Sub-Committee prepared a preliminary draft revised text of resolution A.890(21), which will be reviewed by the Sub-Committee on Safety of Navigation (NAV) at its 56th session in 2010, for consideration in relation to operational aspects. Sub-Committee on Bulk Liquids and Gases (BLG), 13th session: 2-6 March 2009 Draft MARPOL amendments to protect Antarctic agreed
Draft amendments to MARPOL Annex I providing for Special requirements for the use or carriage of oils in the Antarctic area, were agreed by the Sub-Committee on Bulk Liquids and Gases (BLG), when it met for its 13th session. The draft amendments will be submitted to the Marine Environment Protection Committee in July (MEPC 59), for approval with a view to adoption. The draft amendments would add a new chapter 9 to MARPOL Annex I with a new regulation 43 which would prohibit the carriage in bulk as cargo, or carriage and use as fuel, of: crude oils having a density at 15°C higher than 900 kg/m3; oils, other than crude oils, having a density at 15°C higher than 900 kg/m3 or a kinematic viscosity at 50°C higher than 180 mm2/s; or bitumen, tar and their emulsions. An exception is envisaged for vessels engaged in securing the safety of ships or in a search and rescue operation. MSDS for MARPOL Annex I type oils as cargoes and oil fuels agreed The Sub-Committee approved a draft Maritime Safety Committee (MSC) resolution on Recommendations for material safety data sheets (MSDS) for MARPOL Annex I type cargoes and oil fuels, for submission to MSC 86 in May for adoption. The MSDS are intended to inform seafarers of the possible dangers associated with the handling of specific cargoes. Interim Guidelines on Gas-fuelled Engines agreed The Sub-Committee agreed draft Interim Guidelines on safety for gas fuelled engine installations in ships for submission to MSC 86 for adoption. It also agreed a work plan, scope and framework for the development of the International Code of Safety for Gas-fuelled Ships (IGF Code), and instructed a correspondence group to work on the Code. It is anticipated that such engines will have a beneficial impact on the volume of emissions of harmful gases released into the atmosphere from ships. Guidelines for carriage of bio-fuels and bio-fuel blends extended. The Sub-Committee agreed to extend the existing interim guidelines on the carriage of bio-fuel blends for a further 24 months, from 1 July 2009, to permit the continued carriage of blends with up to 15% bio-fuel on Annex I ships (applicable to blends using fatty acid methyl ester (FAME), ethanol (ethyl alcohol) and vegetable oil). The interim guidelines apply only to bio-fuel blends; bio fuels are carried under MARPOL Annex II regulations. It was agreed that, when carrying bio-fuel blends as Annex I cargoes under the extended interim guidelines, any residues and tank washings should be pumped ashore unless the oil discharge monitoring equipment is approved/certified for the blend. The Sub-Committee agreed that there was a need for further work on this subject, including the development of appropriate hazard profiles for petroleum fuels; the development of guidance on the operational aspects of blending on board; and the discussion of issues surrounding blending in port. BWM Convention Guidance agreed. The Sub-Committee agreed a draft technical circular on Guidance to ensure safe handling and storage of chemicals used to treat ballast water and the development of safety procedures for risks to the ship's crew resulting from the treatment process, for submission to the MEPC for approval. The Sub-Committee also agreed, for submission to the MEPC for approval, a draft technical circular containing an Engineering Questionnaire on ballast water management systems, which is intended to provide a source of reference in order to assist in selecting and acquiring a BWM system; developing technical specifications for their purchase and installation; designing their installation for a ship or a group of ships; enabling comparison between different systems; and obtaining assistance in other related technical matters. The draft circulars are aimed at assisting Governments in the effective and uniform implementation of the 2004 Ballast Water Management Convention. A correspondence group was established to continue the development of the guidance document on the Framework for determining when a Basic Approval granted to one ballast water management system may be applied to another system that uses the same Active Substances or Preparation; and a guidance document on conducting type approval of ballast water management systems. The BWM Convention has to date been accepted by 18 States representing less than 15.5% of the world tonnage, while it has an entry into-force requirement of not less than 30 States with a combined tonnage of merchant fleets under their flag constituting not less than 35% of the world total. Revised IGC code to be ready for review by next session. The Sub-Committee was informed that a draft revised text of the International Code for the Construction and Equipment of Ships carrying Liquefied Gases in Bulk (IGC Code) would be presented to the next BLG session, following ongoing work by a steering group which is working in close co-operation with several bodies, in particular with the Society of International Gas Tanker and Terminal Operators (SIGTTO). SIGTTO is acting as secretariat, coordinator and focal point for a number of working groups, which have been set up to examine different sections of the Code and revise them as necessary. Guidelines on bio-fouling to minimize invasive species to be developed. The Sub-Committee agreed to develop Guidelines for the control and management of ships' bio-fouling to minimize the transfer of invasive aquatic species and requested an intersessional correspondence group on bio-fouling to work on them. The correspondence group is also tasked with further developing best practice measures for minimizing the harmful effects of bio fouling on the marine environment, human health, property and resources; and further considering the potential impact of current or proposed bio fouling regulations, including impact on the shipping industry and other industry sectors as well as on the environment. There is currently no international measure in place to address the risks of introduction of invasive aquatic species through bio-fouling of ships - in other words, the adherence of sealife such as algae and molluscs to the ships' hulls. The International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001, which entered into force on 17 September 2008, prohibits the use of harmful organotins in anti-fouling paints used on ships and establishes a mechanism to prevent the potential future use of other harmful substances in anti-fouling systems. However, it does not address the actual issue of bio-fouling and transfer of species. Other instruments such as MARPOL and the BWM Convention also do not directly address the issue. Even with the application of anti-fouling systems, bio-fouling of properly maintained vessels can still occur to a biologically significant extent, particularly in so-called "niche areas", such as sea chests, dry docking support strips or bow thrusters, contributing to the potential for transfer of harmful aquatic organisms. Research indicates that bio-fouling continues to be a significant mechanism for species transfer by vessels. A single fertile fouling organism has the potential to release many thousands of eggs, spores or larvae into the water with the capacity to found new populations of species such as crabs, fish, sea stars, molluscs and plankton. Minimizing bio-fouling will significantly reduce the risk of transfer. Natural gas hydrate pellet carriers - safety requirements to be reviewed. A correspondence group was established to identify the hazards involved in the carriage of natural gas hydrate pellet carriers, review relevant safety requirements and develop guidelines for the construction and equipment of ships carrying natural gas hydrate pellets in bulk. Natural gas hydrate pellets are artificially formed pellets of "natural gas hydrate", which is a crystalline solid consisting of molecules of natural gas (mainly methane), each surrounded by a cage of water molecules. They do not require as low a temperature as liquefied natural gas (LNG) for transportation and storage (LNG requires minus 160 degrees Celsius, gas hydrate pellets require minus 20 degrees Celsius). Sub-Committee on Ship Design and Equipment (DE), 52nd session: 16-20 March 2009 Measures to prevent accidents with lifeboats - SOLAS amendments agreed The Sub-Committee continued its work on measures to prevent accidents with lifeboats as the number of accidents, during lifeboat drills and inspections, continues to be high, often leading to serious injuries and fatalities. Draft amendments to the International Life-Saving Appliances (LSA) Code and the Recommendation on testing of LSA were agreed, for submission to MSC 86 for approval and subsequent adoption. The draft amendments add to and replace, as appropriate, the existing paragraphs relating to on-load release systems for survival craft, to ensure they are adequately secure and cannot be released inadvertently. A related proposed draft amendment to SOLAS chapter III, to require the replacement of certain existing release hooks not complying with the new requirements, was also agreed for submission to MSC 86 for approval and subsequent adoption. Draft Guidelines for the fitting and use of fall preventer devices (FPDs) were agreed for submission to MSC 86 for approval. An FPD can be used to minimize the risk of injury or death by providing a secondary alternate load path in the event of the failure of the on-load hook or its release mechanism, or of accidental release of the on-load hook, but should not be regarded as a substitute for a safe on-load release mechanism. The Sub-Committee also agreed draft amendments to the Guidelines for periodic servicing and maintenance of lifeboats, launching appliances and on-load release gear (MSC.1/Circ.1206, annexes 1 and 2) for submission to MSC 86 for approval. A correspondence group was instructed to continue the work on prevention of accidents involving lifeboats. Work on a revision of SOLAS chapter III and LSA Code continued. The on-going review of SOLAS Chapter III and the LSA Code, using a goal-based approach which sets out goals (including: escape, survival, notification of distress and rescue) and functional requirements (including: communication; personal life saving; mass evacuation; and search and rescue) was progressed. The intention is to move towards pro-active identification and evaluation of risk, as distinct from the traditional, prescriptive approach to regulation. The last comprehensive review of SOLAS chapter III was completed when a revised chapter and the International Life-Saving Appliance (LSA) Code were adopted in 1996. They entered into force on 1 July 1998 and since then a large number of amendments to both instruments have been adopted. Guidelines for ships operating in Polar waters agreed by Sub-Committee. Draft Guidelines for ships operating in Polar waters were agreed by the Sub-Committee on Ship Design and Equipment (DE) when it met for its 52nd session. The guidelines are based on the Guidelines for ships operating in Arctic ice-covered waters, which have been substantially updated and extended to also cover the sea area off the Antarctic. The draft guidelines will be submitted to the Maritime Safety Committee (MSC) and Marine Environment Protection Committee (MEPC) for approval, and then forwarded to the IMO Assembly, at its 26th session to be held in late 2009, for adoption. The earlier Guidelines (MSC/Circ.1056 - MEPC/Circ.399) were approved in 2002. Since then, the sea area off Antarctica has become an attractive destination for a growing number of cruise ships. Ships operating in both the Arctic and Antarctic environments are exposed to a number of unique risks, with poor weather conditions and the relative lack of good charts, communication systems and other navigational aids posing challenges for mariners. The remoteness of the areas makes rescue or clean up operations difficult and costly. Cold temperatures may reduce the effectiveness of numerous components of the ship, ranging from deck machinery and emergency equipment to sea suctions and, when ice is present, it can impose additional loads on the hull, propulsion system and appendages. The draft guidelines include chapters on construction; equipment; operations (including crewing); and environmental protection and damage control. It is intended that application of the guidelines should be encouraged for all ship types and sizes, where appropriate, and should apply to existing ships as far as is reasonable and practicable, as well as to new ships. The Sub-Committee also agreed to consider the further development of the guidelines in the form of a Code for ships operating in Polar waters, which could, eventually, be made mandatory. SOLAS amendments on tanker cargo tank corrosion protection finalized. The Sub-Committee agreed a draft new SOLAS regulation on Corrosion protection of cargo oil tanks of crude oil tankers for submission to MSC 86 for approval and subsequent adoption. The regulation would require all cargo oil tanks of crude oil tankers to be protected against corrosion. A correspondence group was established to finalize a draft Performance standard for protective coatings for cargo oil tanks of crude oil tankers and to develop draft Test procedures for coating qualification for cargo oil tanks of crude oil tankers; a draft Performance standard for alternative means of corrosion protection for cargo oil tanks of crude oil tankers; and draft Guidelines on procedures for in-service maintenance and repair of coating systems for cargo oil tanks of crude oil tankers. Approval of inflatable liferafts - guidelines agreed The Sub-Committee agreed to the draft Guidelines for the approval of inflatable liferafts subject to extended service intervals not exceeding 30 months, for submission to the MSC for approval. It recommends that if liferafts are approved and certified for extended service intervals, they should be serviced at an approved servicing station at intervals not exceeding 30 months for the first 10 years of their service lives. Work on a revision of SOLAS chapter III and LSA Code continued. The on-going review of SOLAS Chapter III and the LSA Code, using a goal-based approach which sets out goals (including: escape, survival, notification of distress and rescue) and functional requirements (including: communication; personal life saving; mass evacuation; and search and rescue) was progressed. The intention is to move towards pro-active identification and evaluation of risk, as distinct from the traditional, prescriptive approach to regulation. The last comprehensive review of SOLAS chapter III was completed when a revised chapter and the International Life-Saving Appliance (LSA) Code were adopted in 1996. They entered into force on 1 July 1998 and since then a large number of amendments to both instruments have been adopted. Ladders and gangways inspection/survey - guidelines agreed Draft Guidelines for construction, installation, maintenance and inspection/survey of accommodation ladders and gangways were finalized for submission to MSC 86 for approval.
Rodger MacDonald
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