International Maritime Organization Guidelines Research Articles

Phytoplankton distribution pattern and its implication for the establishment of land-based ballast water treatment technology and test facility in tropical waters

The present study was carried out to investigate the phytoplankton distribution in tropical waters and its implication for establishing land-based ballast water treatment technology and test facility (BWTT-TF) as per the International Maritime Organization (IMO) guidelines. Samples were collected from the Swarnamukhi estuary (SE) and coastal locations on the east and west coast of India. The maximum phytoplankton density in the size group of ≥10 and < 50 μm was recorded as 3002 cells/mL in estuarine waters and 172 cells/mL in coastal waters. Among the phytoplankton, Bacillariophyta and Pyrrophyta were observed at all locations, whereas Ochrophyta and Chlorophyta were found only at specific locations or during specific periods. According to IMO guidelines, the minimum required number of species (5) was observed at all the locations, but the minimum number of phyla (3) was not found at some locations. The IMO minimum required phytoplankton density (>1000 cells/mL) was observed only during the bloom period, whereas it was about 5–50 times lower during other periods. Taxonomic distinctness indices were used to examine the diversity beyond the conventional species count. The study found that the Buckingham Canal and Swarnamuki River upstream among the SE locations, and coastal stations of Pamanji and Tirunelveli among the coastal locations, are suitable sites to establish land-based BWTT-TF. Since the results indicate that achieving the IMO specified size group of ≥10 and < 50 μm density in tropical waters was possible only during the bloom period, culturing phytoplankton surrogates and concentrating naturally available phytoplankton are recommended as alternate methods for establishing land-based ballast water treatment technology and test facilities.

Implementation of Ballast Water Management Convention Requirements in Maritime Education

Ballast Water Management Convention entered into force on the 8th of September 2017. Nevertheless, six years later, many problems are still waiting for their solution. Despite International Maritime Organization Guidelines, IMO HTW 7/12, Resolution MEPC.173 (58) and others, some details are still open questions that are waiting to receive their answer from the practice. The maritime society still discusses the correct way of collecting samples from ship’s ballast tanks, laboratory accreditation and licensing regulations, ballast water treatment systems maintenance. Another important issue is education and training of the personnel in charge of systems’ operation and repair. Education and training processes are already in the focus of the International Maritime Organization (IMO) but still waiting for Member states’ decision. The idea for such kind of activities appears in some particular educational institutions and training centers but the subject is not in the syllabi. Ballast Water Management Convention and related knowledge and skills are the new challenge for the shipping in all respects. The aim of this article is research regarding implementation of Ballast Water Management Convention in maritime education worldwide and in Bulgarian education and training institutions. The method of information analysis is used in order to compare what the leading maritime institutions propose in respect to Ballast Water Management Convention.

A methodology for collecting donning times of thermal protective immersion suits intended to be worn by passengers on vessels operating in cold environments

Adequate thermal protection for passengers travelling on-board vessels in cold climate regions, such as that provided by thermal protective immersion suits (TPIS), enhances passenger survivability in emergency situations, in particular those requiring the abandonment of the vessel. As emergency abandonment is a time critical process, it is essential to consider the time required to correctly don the TPIS. Testing standards, such as the International Maritime Organization guidelines, require that TPIS must be able to be donned within 2 minutes. Unfortunately, current practices quantifying donning times are questionable and so there is a limited evidence base that reliably quantifies donning times required by typical passengers. This paper presents a test procedure designed to reliably quantify the time required by test subjects to don the TPIS. Furthermore, the procedure assesses the donning correctness – a TPIS that is incorrectly donned is unlikely to offer appropriate thermal protection. The paper will also discuss the deficiencies in current practices to assess required donning time.

Qualitative Risk Assessment of Cybersecurity and Development of Vulnerability Enhancement Plans in Consideration of Digitalized Ship

The International Maritime Organization (IMO) published the Guidelines on Maritime Cyber Risk Management in 2017 to strengthen cybersecurity in consideration of digitalized ships. As part of these guidelines, the IMO recommends that each flag state should integrate and manage matters regarding cyber risk in the ship safety management system (SMS) according to the International Safety Management Code (ISM Code) before the first annual verification that takes place on or after 1 January 2021. The purpose of this paper is to identify cybersecurity risk components in the maritime sector that should be managed by the SMS in 2021 and to derive priorities for vulnerability improvement plans through itemized risk assessment. To this end, qualitative risk assessment (RA) was carried out for administrative, technical, and physical security risk components based on industry and international standards, which were additionally presented in the IMO guidelines. Based on the risk matrix from the RA analysis results, a survey on improving cybersecurity vulnerabilities in the maritime sector was conducted, and the analytic hierarchy process was used to analyze the results and derive improvement plan priority measures.

Regulating Vessel Biofouling to Support New Zealand’s Marine Biosecurity System – A Blue Print for Evidence-Based Decision Making

A healthy marine environment is integral to many of New Zealand’s economic, social and cultural values, which include fisheries, aquaculture, tourism, and recreational and customary activities. The introduction and spread of marine non-indigenous species (NIS) via the vessel biofouling pathway may put these values at risk. Over the past two decades, the Ministry for Primary Industries (MPI) has been proactive in commissioning research focused on the risks associated with vessel biofouling, identification of potential risk vessels, and risk management options. In 2010, MPI consulted on options to manage the biofouling risks on all vessels entering New Zealand waters. In 2014, New Zealand became the first country to introduce mandatory biofouling requirements. Between 2014 and 2018, MPI focused on communicating the requirements to support stakeholder awareness, readiness and uptake. In parallel, MPI commissioned further research to investigate proactive and reactive approaches to biofouling management. Research outcomes were summarized and technical advice provided to inform stakeholders of what constitutes best biofouling management practices. This review summarizes MPI’s research and technical advice on the risks associated with vessel biofouling and its management, and the procedures followed to produce New Zealand’s biofouling regulations. The development of these regulations is also contextualized in terms of New Zealand’s marine biosecurity system. The transparent and evidence-based approach followed by MPI provides a blueprint for establishing biofouling regulations. Because these regulations are based on International Maritime Organization guidelines, there is the potential to develop consistent global and domestic practices for managing marine NIS introduction and spread.

The Limitations on the Use of the IMO CSS Code in Project Cargo—Case Study: Grillage Design for the Sea Transport of Gas Slug Catchers

Heavy cargo units with a relatively reduced footprint area require a support surface large enough to transfer the forces onto the largest possible surface and/or the main stiffening (longitudinal and transverse) in order to not collapse or overstress the ship’s structure and, consequently, put the ship, the cargo, and the crew at risk. For that reason, it is necessary to project stowage and securing systems (including bedding design) to ensure that, by applying the principles of good seamanship and securing practices, the shipment is maintained in a safe condition throughout the trip until destination port arrival. Despite the increase in project cargo shipments in recent years, in many cases, International Maritime Organization (IMO) regulations are followed by default. The main purpose of this paper, thus, is to highlight certain shipments for which IMO guidelines should be taken into account in future revisions. This is done through what was considered innovative project cargo on a particular ship due to its special characteristics. To this end, because of limitations found in the IMO CSS Code regarding acceleration and force calculations, it was necessary to resort to the internationally accepted guidelines of one of the strictest classification societies.

The application of the verified gross mass rules in Hong Kong

Purpose The purpose of this paper is to examine the implementation of the verified gross mass (VGM) rules in Hong Kong. Design/methodology/approach The purpose of this paper is to compare the IMO Guidelines and the Guidelines produced by the Marine Department in Hong Kong. Findings The drafting of the Hong Kong Guidelines is not as clear and detailed as the International Maritime Organization (IMO) Guidelines. Practical implications Shipping companies should review their sea carriage contracts to see whether new clauses should be inserted to solve problems arising from the VGM requirement. Originality/value A research by direct analysis of the IMO and the Hong Kong Guidelines on the implementation of the VGM rules in the Safety of Life at Sea (SOLAS) is shown in this paper.

Assessing exemptions under the ballast water management convention: preclude the Trojan horse

The International Maritime Organization (IMO) Ballast Water Management Convention (BWMC) is a powerful instrument aimed at reducing spread of harmful aquatic organisms and pathogens (HAOPs). As BWMC is expected to enter into force soon, shipping companies will start seeking exemptions for ballast water management in accordance with BWMC Regulation A-4. However, without scientifically robust risk assessment (RA) and consistent rules, the exemptions may introduce a new form of risk within a convention generally designed to reduce risks. This paper describes an adaptive system for granting exemptions, consisting of six major components: target species selection procedure, port-to-port RA, monitoring, information support, administrative decision and review process. The system is based on key principles defined in the IMO guidelines for RA and is designed to continuously accumulate evolving experience on granting exemptions. The ultimate goal is to contribute to the control of the spread of HAOPs, without placing an unnecessary burden on the shipping industry.

Effects of temperature on type approval testing of ballast water treatment systems

To limit the risk associated with invasion of habitats by exogenous species, the International Convention for the Control and Management of the Ships' Ballast Water and Sediments was adopted in February 2004 and may soon enter into force. The International Maritime Organization (IMO) has produced guidelines to assess the efficacy and reliability of Ballast Water Treatment Systems (BWTS), but no guidance on how to take temperature into account during test cycles has been provided yet. Temperature is one of the main factors influencing the distribution and ecology of organisms along latitudes. Its increase results in higher grazing, growth, and reproduction rates of zooplankton. Under dark conditions, phytoplankton loss is also increased due to faster natural decay as well as enhanced top down control from zooplankton. Increased temperatures also improve the efficacy of chemical treatment, whereas the decay rates of disinfectants and their byproducts are potentially accelerated. The IMO guidelines for the type approval of BWTS should be amended to include recommendations on how to take temperature into account. Failing to ensure comparability and reliability between tests may pose a threat to the environment and may create problems for those attempting to apply BWTS. We propose to use a fixed Q10 value and a temperature of reference to adjust the retention time in ballast water tanks during testing.

Accident investigation reporting deficiencies related to organizational factors in machinery space fires and explosions

Careful accident investigation provides opportunities to review safety arrangements in socio-technical systems. There is consensus that human intervention is involved in the majority of accidents. Ever cautious of the consequences attributed to such a claim vis-à-vis the apportionment of blame, several authors have highlighted the importance of investigating organizational factors in this respect. Specific regulations to limit what were perceived as unsuitable organizational influences in shipping operations were adopted by the International Maritime Organization (IMO). Guidance is provided for the investigation of human and organizational factors involved in maritime accidents. This paper presents a review of 41 accident investigation reports related to machinery space fires and explosions. The objective was to find out if organizational factors are identified during maritime accident investigations. An adapted version of the Human Factor Analysis and Classification System (HFACS) with minor modifications related to machinery space features was used for this review. The results of the review show that organizational factors were not identified by maritime accident investigators to the extent expected had the IMO guidelines been observed. Instead, contributing factors at the lower end of organizational echelons are over-represented.

The diminishing age gap between polar cruisers and their ships: A new reason to codify the IMO Guidelines for ships operating in polar waters and make them mandatory?

Abstract Ice, harsh weather, severe cold, and remoteness increase the risks of navigating the Arctic. Robust ships and shipboard systems to support routine operations and effectively respond to accidents and emergency situations are necessary. In spite of these challenges, the cruise ship industry is reportedly preparing to expand its passenger capacity, destinations, and operating season in the Arctic. An examination of the Arctic cruise ship fleet shows that the most capable ships are approaching the end of their service lives and may be replaced during the next decade. A window of opportunity is open for the international community to act on concerns about the safety of cruise ships in Polar Regions by codifying and making mandatory the International Maritime Organization's Guidelines for ships operating in Polar waters. A mandatory code would provide regulatory guidance to ship-builders at a critical point in the process of procuring new Arctic cruise ships and ensure that suitably constructed and outfitted ships would serve Arctic cruisers.

Human Error Analysis Technique and Its Application to Marine Accidents

The management of safety at sea is based on a set of internationally accepted regulations and codes, governing or guiding the design and operation of ships. The regulations most directly concerned with human safety and protection of the environment are, in general, agreed internationally through the International Maritime Organization(IMO). IMO has continuously dealt with safety problems and, recognized that the human element is a key factor in both safety and pollution prevention issues(IMO, 2010). This paper proposes a human error analysis methodology which is based on the human error taxonomy and theories (SHELL model, GEMS model and etc.) that were discussed in the IMO guidelines for the investigation of human factors in marine casualties and incidents. In this paper, a cognitive process model, a human error analysis technique and a marine accident causal chains focused on human factors are discussed, and towing vessel collision accidents are analyzed as a case study in order to examine the applicability of the human error analysis technique to marine accidents. Also human errors related to those towing vessel collision accidents and their underlying factors are discussed in detail.

The Policy of Maritime Safety and Marine Environment Protection in the EU

One of the measures for the maritime accidents such as collision or running aground of tankers is to accommodate the ship in distress, as early as possible, into a sheltered or protected place in the best possible condition and transfer her cargo and fuel oil to the other ship or facility in order to prevent or mitigate the environmental damage. The place where a ship in distress should be accommodated is called “place of refuge.”As the framework of place of refuge, IMO (International Maritime Organization) Guidelines on Places of Refuge for Ships in Need of Assistance (Res. A. 949(23)) was adopted, on the international level, subsequently to the directive establishing a Community vessel traffic monitoring and information system (2002/59/EC) within the EU. Both of them haven't stipulated the obligation or the principle to accommodate a ship in distress to a place of refuge.Following the tanker “Prestige” accident off the Spanish coast in November 2002, the Commission proposed the amendment of the directive to introduce two principles in November 2005, in order to ensure a harmonized and effective implementation of the place of refuge and clarify the scope of obligations incumbent on the Member States. The first is that a ship in distress must be accommodated in a place of refuge, subject to the result of an assessment of the situation, and the second is the requirement for the Member States to set up “an independent competent authority” with which is replaced the present provision “a competent authority” to assess the situation and take a decision, in good time and free from political pressure, for the accommodation of a ship in distress. The amendment is more ambitious than the present IMO guidelines.The proposal has been under consideration by the Parliament and the Council within the framework of the co-decision procedure since the transmission by the Commission. There is a big difference between the institutions: the Parliament basically supports the amendment proposed by the Commission but the Council is less enthusiastic on it and those arouse the interest in carrying out research on the measure for maritime accidents. The present paper examines the significance and the problem of the amendment proposal, especially from the viewpoints of the two principles above, through the positions expressed by both these institutions.

Specific Regulations for Shipping and Environmental Protection in the Arctic: The Work of the International Maritime Organization

AbstractThis article reviews the work of the International Maritime Organization (IMO) with regard to the adoption of international rules on safety of navigation and prevention of marine pollution. The recommendatory IMO Guidelines for Ships Operating in Arctic Ice-Covered Waters are discussed. The relationship between coastal State legislation under Article 234 of the UN Convention on the Law of the Sea and the main IMO safety and anti-pollution treaties is analyzed. It concludes that the former should neither contradict nor overlap with the latter.

EHPnet: International Maritime Organization

Vol. 114, No. 4 EnvironewsOpen AccessEHPnet: International Maritime Organization Erin E. Dooley Erin E. Dooley Search for more papers by this author Published:1 April 2006https://doi.org/10.1289/ehp.114-a219AboutSectionsPDF ToolsDownload CitationsTrack Citations ShareShare onFacebookTwitterLinked InReddit In 1948 an international conference in Geneva adopted a convention formally establishing what is today called the International Maritime Organization (IMO). The IMO initially worked mainly to ensure maritime safety, but after a 1967 spill of 100,000 tons of crude oil off the southern coast of England, the organization began focusing attention on alleviating the environmental impacts of the shipping industry. Today the IMO has devoted a section of its website at http://www.imo.org/home.asp to these environmental programs.The Marine Environment section, accessible through the menu at the top of the IMO homepage, provides an overview of how the IMO works to regulate and prevent marine pollution by ships, with links to in-depth information on the applicable international treaties. The first such treaty is the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78), which was adopted in 1973 and modified in 1978. This treaty governs accidental and operational oil pollution as well as pollution by chemicals, packaged goods, sewage, garbage, and air pollution. The 1990 International Convention on Oil Pollution Preparedness, Response and Co-operation calls on parties to establish measures for reporting and handling oil pollution incidents. The IMO also serves as secretariat for the Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter, which was adopted in 1972.A list of links on the Marine Environment page leads to other topics of interest. The Ship Recycling page has a detailed overview of the IMO’s moves to govern the disassembly and recycling of ships. Although the organization adopted recommended guidelines on ship recycling in 2003, the IMO’s senior technical body agreed in 2005 to develop legally binding regulations for the design, construction, operation, and preparation of ships to enable safer and more environmentally sound recycling, along with rules for enforcing the instrument. The Ship Recycling page also has links to an IMO article on ship recycling, to pages on the current guidelines for ship recycling, and to the website for the joint IMO/International Labour Organization/Basel Convention Working Group on Ship Scrapping.The Prevention of Pollution section has links to pages on specific forms of pollution covered by the conventions that the IMO is responsible for (such as oil pollution, chemical pollution, sewage, and air pollution). These pages provide information on the specific protocols that govern each area, background on the pollution source and the problems it can cause, and details about how the treaties came about. Within this section there is also a page about shipboard pollution prevention equipment required under MARPOL 73/78.The Ballast Water Management section includes information on the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, which was adopted in February 2004, as well as information in seven languages on other IMO guidelines covering this subject. There is also an external link to the site for the Global Ballast Water Management Programme, a partnership between the IMO, the UN Development Programme, and the Global Environment Facility that seeks to help developing countries understand the problem of ballast contamination and prepare to implement the convention.FiguresReferencesRelatedDetails Vol. 114, No. 4 April 2006Metrics About Article Metrics Publication History Originally published1 April 2006Published in print1 April 2006 Financial disclosuresPDF download License information EHP is an open-access journal published with support from the National Institute of Environmental Health Sciences, National Institutes of Health. All content is public domain unless otherwise noted. Note to readers with disabilities EHP strives to ensure that all journal content is accessible to all readers. However, some figures and Supplemental Material published in EHP articles may not conform to 508 standards due to the complexity of the information being presented. If you need assistance accessing journal content, please contact [email protected]. Our staff will work with you to assess and meet your accessibility needs within 3 working days.

The Harmonization of Polar Shipping Requirements

An unprecedented international initiative is underway to develop a comprehensive system to enhance the safety of all aspects of ship operations in polar waters. This involves a working group of the International Maritime Organization (IMO), and another from the International Association of Classification Societies(IACS), developing IMO Guidelines and a parallel set of classification society Unified Requirements. This paper presents an overview of the process, and describes some of the key issues for the various countries, industries, and other players involved in the process.