The NI at the IMO

10 Фев

В настоящей публикации приводятся чрезвычайно интересные новости относительно работы ИМО над нормативным материалом в сфере морского права. Приводятся также весьма важные сведения об инспекционной работе, проведенной странами-членами ИМО. Публикация раскрывает отдельные моменты внутреннего функционирования ИМО, причем такая информация исходит от инсайдера — главы делегации Морского института Великобритании в ИМО, что определяет повышенный интерес к ней.

Carriage of Cargoes and Containers 02 (CCC 02).

Discussions on container safety centred on amendments to the Convention on Safe Containers (CSC) 1972 and associated circulars and revised guidelines for packing of cargo transport units. A lengthy discussion commenced in plenary, with a number of delegations from member governments expressing concern at certain aspects of the amendments to CSC 1972. A working group on container safety was formed to continue these discussions and report back.

Each participant had five minutes in which to deliver its briefing, covering the implementation of SOLAS Requirements for the Verification of Gross Mass of Containers Carrying Cargo. The World Shipping Council (WSC), International Cargo Handling Coordination Association (ICHCA), the UK delegation, the Chinese delegation, the Global Shippers’ Forum, Bureau International des Containers et du Transport Intermodal (BIC) and the Institute of International Container Lessors (IICL) all delivered presentations to a well- attended plenary. They outlined the challenges of implementing the amendments to SOLAS by all parties in the logistical chain that handle containers before they are loaded on the vessel.

The Sub-Committee considered a document outlining Poland’s views regarding the inclusion of the function of a safety adviser within the Code. The document set out the advantages of using a safety adviser with a view to enhancing the safety of dangerous goods transport operations at sea.

The Sub-Committee noted that the introduction of a safety’ adviser in the context of non-declared and misdeclared dangerous goods had been discussed at previous meetings. It was concluded that it would not be appropriate to include the same regulations in the IMDG Code as those that apply to European land transport, but that the problems could be addressed by improving the existing training provisions in the IMDG Code.

Inspection programmes

Among 54,195 containers inspected as part of container inspection programmes carried out by Sweden, Belgium, the United States and the Republic of Korea, 4,441 containers — 8.19% of the total — were found to have deficiencies. Incorrect placarding and marking accounted for 60% of deficiencies, followed by insufficient securing/ stowage inside the unit (16%) and documentation (13%). The Sub-Committee expressed its concern about the high rate of deficiencies and the lack of adherence to the provisions of the IMDG Code.

New test to determine a TML for coal

Australia presented a simplified summary of the research into the potential risk of liquefaction of coal, including screening criteria based on particle size distribution. The research investigated:

  • Whether black coals are likely to liquefy under shipping conditions;
  • Possibilities of developing an improved transportable moisture limit (TML) testing protocol for use with coal of up to 50mm that is found to be susceptible to liquefaction during shipping.

The document also provided information on the outcome of the research leading to the development of the Modified Proctor/Fagerberg Method for Coal, which is suitable for coal up to 50mm in size. Australia proposed including the new test in Appendix 2 of the IMSBC Code in order to determine the TML for coal.

Alternative fuels

There was a lot of discussion on alternative fuels such as methyl/ethyl alcohol, and the requirement for fuel cells on board. Some of these fuels have low flashpoints, and several delegations expressed concerns that the ambient temperature in engine rooms is higher than the flashpoint of the fuels being discussed. The delegation from Intercargo pointed out that discussions of the ambient temperature were somewhat misleading, as it was the surface temperature of anywhere that the fuel might land that was important.

This subject was reallv too large to report fully and the discussions were very long. If anyone would like more information, please do not hesitate to contact me,, and this of course covers any other subject from this sub-committee.

Transport of bauxite

The Bahamas delegation advocated precautionary amendments to the individual schedule for bauxite to improve the safety of seafarers and shipping, following the loss of 18 seafarers’ lives during the rapid sinking in open water of the Bulk Jupiter carrying 46,400 tonnes of bauxite. A marine safety investigation has provided evidence suggesting that cargo liquefaction led to loss of stability in the ship. It was proposed to reclassify bauxite as a Group A cargo, or alternatively that:

  • Bauxite should be treated as a cargo for which the Master should automatically be provided with the test certificates under Section 4.3.1 of the Code;
  • Where such test certificates are not supplied, are deficient in any respect or present any other cause for concern, bauxite should be treated as a Group A cargo;
  • Test certificates issued for bauxite should clearly set out the actual proportions of lumps and powder in the cargo to be loaded, as determined through testing, or;
  • Additional weather precautions should be specified, eg as for borax (pentahydrate crude).

Australia, Brazil, China, Malaysia, Marshall Islands and BIMCO proposed issuing a circular warning of the potential risk of liquefaction associated with the transport of bauxite in bulk and stating that related research is being carried out. It was considered prudent to advise shippers, terminal operators, shipowners, ship operators, charterers, shipmasters and all other entities concerned with the shipment of bauxite of the need to exercise care and take appropriate action.

Again the above is just a taste of all the discussions and deliberations from CCC 02. Please do not hesitate to contact me at should you wish any further information.


Capitan John Dickinson

FNI, Head of Delegation


Seaways. — 2015. — January. — P. 16.