Surveillance of operating areas and the ability to conduct at sea boardings are the basic requirements of this mission.  This mission is not currently conducted in the Deepwater environment.

International Convention on Load Lines, 1966

Adoption: 5 April 1966
Entry into force: 21 July 1968

It has long been recognized that limitations on the draught to which a ship may be loaded make a significant contribution to her safety. These limits are given in the form of freeboards, which constitute, besides external weathertight and watertight integrity, the main objective of the Convention.

The first International Convention on Load Lines, adopted in 1930, was based on the principle of reserve buoyancy, although it was recognized then that the freeboard should also ensure adequate stability and avoid excessive stress on the ship's hull as a result of overloading.

In the 1966 Load Lines convention, provisions are made determining the freeboard of tankers by subdivision and damage stability calculations.

The regulations take into account the potential hazards present in different zones and different seasons. The technical annex contains several additional safety measures concerning doors, freeing ports, hatchways and other items. The main purpose of these measures is to ensure the watertight integrity of ships' hulls below the freeboard deck.

All assigned load lines must be marked amidships on each side of the ship, together with the deck line. Ships intended for the carriage of timber deck cargo are assigned a smaller freeboard as the deck cargo provides protection against the impact of waves.

Special Trade Passenger Ships Agreement, 1971

 

Adoption: 6 October 1971
Entry into force: 2 January 1974

The carriage of large numbers of unberthed passengers in special trades such as the pilgrim trade - in a restricted sea area around the Indian Ocean - is of particular interest to countries in that area. It was regulated by the Simla Rules of 1931, which became outdated following the adoption of the 1948 and 1960 SOLAS Conventions.

As a result, IMO convened an International Conference in 1971 to consider safety requirements for special trade passenger ships in relation to the 1960 SOLAS Convention.

Included in an Annex to the Agreement are Special Trade Passenger Ships Rules, 1971, which provide modifications to the regulations of chapters II and III of the 1960 SOLAS Convention.

 

Protocol on Space Requirements for Special Trade Passenger Ships, 1973

 

Adoption: 13 July 1973
Entry into force: 2 June 1977

Following the International Conference on Special Trade Passenger Ships, 1971, IMO, in co-operation with other Organizations, particularly the World Health Organisation (WHO), developed technical rules covering the safety aspects of carrying passengers on board such ships.

The Protocol on Space Requirements for Special Trade Passenger Ships was adopted in 1973. Annexed to this Protocol are technical rules covering the safety aspect of the carriage of passengers in special trade passenger ships.

The space requirements for special trade passenger ships are complementary to the 1971 Special Trade Passenger Ships Agreement.

 

Convention on the International Regulations for Preventing Collisions at Sea, 1972 (COLREGS)

 

Adoption: 20 October 1972
Entry into force: 15 July 1977

This Convention was designed to update and replace the Collision Regulations of 1960 which were annexed to the SOLAS Convention adopted in that year.

The 1972 Convention also incorporated the tacit acceptance procedure.

One of the most important innovations in the 1972 Regulations was the recognition given to traffic separation schemes.

Rule 10 states that vessels using these schemes will be required to proceed in the appropriate traffic lane in the general direction of traffic flow for that lane, keeping clear of a traffic separation line or zone. In so far as is practicable, vessels must avoid crossing traffic lanes. When crossing a lane is necessary, it must be accomplished as nearly as practicable at right angles to the general direction of the traffic flow.

The Convention groups provisions into sections dealing with steering and sailing; lights and shapes and sound and light signals. There are also four Annexes containing technical requirements concerning lights and shapes and their positioning; sound signalling appliances; additional signals for fishing vessels when operating in close proximity, and international distress signals.

Guidance is provided in determining safe speed, the risk of collision and the conduct of vessels operating in or near traffic separation schemes. Other rules concern the operation of vessels in narrow channels, the conduct of vessels in restricted visibility, vessels restricted in their ability to manoeuvre, and provisions concerning vessels constrained by their draught.

The rules also include requirements for special lights for air-cushion vessels operating in the non-displacement mode, a yellow light to be exhibited above the white sternlight by vessels engaged in towing, special lights and day signals for vessels engaged in dredging or under-water operations, and sound signals to be given in restricted visibility.

International Convention for Safe Containers, 1972

 

Adoption: 2 December 1972
Entry into force: 6 September 1977

In view of the rapid increase in the use of freight containers for the consignment of goods by sea and the development of specialized container ships, in 1967 IMO undertook to study the safety of containerization in marine transport. The container itself emerged as the most important aspect to be considered.

IMO in co-operation with the Economic Commission for Europe developed a draft convention and in 1972 the finalised convention was adopted at a conference jointly convened by the United Nations and IMO.

The 1972 Convention for Safe Containers has two goals. One is to maintain a high level of safety of human life in the transport and handling of containers by providing generally acceptable test procedures and related strength requirements which have proven adequate over the years.

The other is to facilitate the international transport of containers by providing uniform international safety regulations, equally applicable to all modes of surface transport. In this way, proliferation of divergent national safety regulations can be avoided.

The requirements of the Convention apply to the great majority of freight containers used internationally, except those designed specially for carriage by air. As it was not intended that all containers, van or reusable packing boxes should be affected, the scope of the Convention is limited to containers of a prescribed minimum size having corner fittings - devices which permit handling, securing or stacking.

The Convention sets out procedures whereby containers used in international transport will be safety-approved by an Administration of a Contracting State or by an organization acting on its behalf.

The Administration or its authorized representative will authorize the manufacturer to affix to approved containers a safety approval plate containing the relevant technical data.

The approval, evidenced by the safety approval plate granted by one Contracting State, should be recognized by other Contracting States. This principle of reciprocal acceptance of safety-approved containers is the cornerstone of the Convention; and once approved and plated it is expected that containers will move in international transport with the minimum of safety control formalities.

The subsequent maintenance of a safety-approved container is the responsibility of the owner, who is required to have the container periodically examined.

Convention on the International Maritime Satellite Organization, 1976

 

Adoption: 3 September 1976
Entry into force: 16 July 1979

IMO recognised the potential for satellite communications to assist in distress situations at sea soon after the launch of the world's first telecommunications satellite, Telstar, in 1962 - and in February 1966, IMO's Maritime Safety Committee (MSC) decided to study the operational requirements for a satellite communications system devoted to maritime purposes.

In 1973, IMO decided to convene a conference with the object of establishing a new maritime communications system based on satellite technology.

The Convention defines the purposes of Inmarsat as being to improve maritime communications, thereby assisting in improving distress and safety of life at sea communications, the efficiency and management of ships, maritime public correspondence services, and radiodetermination capabilities.

The amendments enabled Inmarsat to provide services to land-based vehicles as well as ships and aircraft.

 

Inmarsat will retain an intergovernmental body to ensure that Inmarsat meets its public service obligations, including obligations relating to the Global Maritime Distress and Safety System (GMDSS).

 

The Torremolinos International Convention for the Safety of Fishing Vessels, 1977

 

Adoption: 2 April 1977
Entry into force: One year after 15 States with 50 per cent of the world's fishing fleet of vessels of 24 metres in length have ratified the Convention.
Status: The Convention has been ratified by 18 States but has been superseded by 1993 Protocol (see below).

The Convention, adopted at a conference held in Torremolinos, Spain, was the first-ever international convention on the safety of fishing vessels.

The safety of fishing vessels was a matter of concern to IMO since the Organization came into existence, but the great differences in design and operation between fishing vessels and other types of ships had always proved a major obstacle to their inclusion in the Conventions on Safety of Life at Sea and Load Lines.

The Convention contains safety requirements for the construction and equipment of new, decked, seagoing fishing vessels of 24 metres in length and over, including those vessels also processing their catch. Existing vessels are covered only in respect of radio requirements.

One of the most important features of the Convention is that it contains stability requirements for the first time in an international convention.

The 1993 Torremolinos Protocol

Adoption: 2 April 1993
Entry into force: One year after 15 States with at least an aggregate fleet of 14,000 vessels equivalent to approximately 50% of today's world fishing fleet of vessels of 24 metres in length and over, have ratified the Protocol.
Status:5 acceptances have been received

In the 1980s, it became clear that the parent Convention was unlikely to enter into force, largely because of technical reasons. As a result if was decided to prepare a replacement in the form of a Protocol.

The Protocol updates the parent Convention and takes account of technological evolution in the recent years and the need to take a pragmatic approach towards the early ratification of an instrument which is needed to regulate the safety of fishing vessels and those who sail in them.

The Protocol, which amends and absorbs the parent Convention, also applies to fishing vessels of 24 metres in length and over including those vessels also processing their catch.

The purpose of the Protocol is to eliminate the provisions incorporated in the parent Convention which have caused difficulties for States and thereby enable it to be brought into force as soon as possible.

The Protocol is also intended to take into account developments in fishing and in fishing vessel technology as they relate to the safety of fishing vessels and fishermen which have taken place in the years since the adoption of the 1977 Convention. The trend to exploit deep water fishing grounds on a large scale and to conduct fishing operations in distant waters demands safer and more comfortable living and working conditions for fishermen.

This has made it necessary for the fishing industry to design and build a new generation of modern and more sophisticated fishing vessels. To be successful in their operations, these vessels have to be fitted with advanced fishfinding and navigation equipment. Although provided with effective trawling methods, environment-friendly trawling is being introduced to preserve the fishing resources as well as the seabed.

The general trend in modern designed fishing vessels, if they are to be economically profitable, must include improvements in machinery and fishing gear, improvements in safety features as a whole and better working conditions for fishermen. Safety provisions addressed by the Protocol include automatically controlled machinery spaces, improved life-saving appliances, immersion suits and thermal protective aids, satellite communication systems and other components of the global maritime distress and safety system.