DOCSLIB.ORG

IMO International Maritime Organization

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
IMO International Maritime Organization IMO International Maritime Organization IMO – the International Maritime Organization – is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships. IMO International Maritime Organization Silja Opera • London 9-2005, Thames River • IMO # 7827213 • Built 1980 Wartsila, Turku, Finland. • Rebuilt after a fire in 1992 IMO International Maritime Organization History • 1948 International Conference in Geneva, where the IMO was formally established. • The original name was IMCO, Inter-Governmental Maritime Consultive Organization, the name was changed in 1982 to IMO. • The IMO Convention entered into force in 1958, the new organization met for the first time in 1958 • The purpose of the Organization is: • “To provide instruments for cooperation among Governments in the field of governmental regulation and practices relating to technical matters of all kinds affecting shipping engaged in international trade” IMO International Maritime Organization • “To encourage and facilitate the general adoption of the highest practical standards in matters concerning maritime safety, efficiency of navigation and prevention and control of marine pollution from ships” • Orange Trident • Norfolk, VA (8-2013) • 2007 Japan, IMO # 9241673 • Now “Panamax Sterling” IMO International Maritime Organization • The first task for the IMO was to review and adopt a new version of the International Convention for Safety of Life at Sea, (SOLAS). • This was achieved in 1960. • The grows in the 1960th, the amount of oil being transported by sea and the size of oil tankers was of particular concern. • The Torrey Canyon disaster in 1967, in which 120,000 tonnes of oil was spilled demonstrated the scale of the problem. • During the next few years IMO introduced a number of measures to prevent tanker accidents. • They also tackled the environmental threat caused by routine operations such as cleaning of oil cargo tanks, disposal of engine room waste, all of those in Tonnage terms larger than accidental pollution IMO International Maritime Organization • The IMO produced in 1973 the International Convention for the Prevention of Pollution from Ships. • I did not come into force in 1973, but due to lack of ratifications, only came into force in 10-1983. • Torre Canyon, • Built 1960 Newport News Shipbuilding. • Owner Union Oil Company of California IMO International Maritime Organization • The 1974 SOLAS Convention came into force in May 1980, this due to the requirements that acceptance was required by at least 25 states with 50 percent or more of the world gross tonnage of merchant shipping. • In 1970 the global search and rescue system was initiated with the establishment of the International Mobile Satellite Organization (IMSO) • The Global Maritime Distress and Safety System (GMDSS) was adopted in 1988 And began to be phase in from 1992 on. • On 1 July 1998 the International Safety Management Code entered into force, applicable to passenger ships, oil and chemical tankers, bulk carriers, gas carriers and cargo high speed craft over 500 t gross. • On 1 July 2002 other cargo ships and offshore drilling units over 500 tons gross followed. IMO International Maritime Organization • On 1 February 1997 the 1995 amendments to the International Convention on Standards, Training, Certification and Watch-keeping for Seafarers (1978) entered into force. (STCW) • Alfa Britannia, Lundqvist, Finland, IMO #9154232 , Built Daewoo HI, Korea 1998 • United Star, IMO # 9014846, Built 1992 Samsung, Korea IMO International Maritime Organization • The 2000 saw a focus on maritime Security, with the 2004 entry of the International Ship and Port Facility Security, (ISPS Code) a part of SOLAS. • In 2005 the IMO adopted amendments to the Convention for Suppressing of Unlawful Acts, (SUA) against the Safety of Maritime Navigation • The IMO Member State Audit Scheme, became mandatory on 1 January 2016 • Other Conventions relating to the Maritime Safety: • 1972 (COLREG) Preventing Collisions at Sea. • International Convention on Load Lines, (LL 1966). • International Convention on Search and Rescue, (SAR) • Convention for Safe Containers, (CSC 1972) IMO International Maritime Organization International Maritime Organization Headquarters, Albert Embankment, Lambeth, London. On the South Bank of the Thames River, up-streams of the Lambeth bridge. IMO International Maritime Organization • Special Trade Passenger Ships, (STP 1971) • International Convention on the Preventing Dumping Waste and Other Matter, (LC) 1972 and London Protocol 1966. • International Oil Pollution Preparedness, Response and Co-operation, (OPRC) 1990. • International Convention for the Control of Harmful Antifouling Systems • International Convention for the Control and Management of Ship’s Ballast Water and Sediments, 2004 • The Hong Kong International Convention for the Safe and environmentally Sound Recycling of Ships, 2009 IMO International Maritime Organization • International Convention on Tonnage Measurements of Ships, (TONNAGE) 1969. • International Convention on Salvage, (SALVAGE) 1989. • Navigator of the Seas • Built 2002, Kvaerner Masa, Turku. • IMO # 9227508 • Royal Caribbean • 139,570 t gross IMO International Maritime Organization Structure of IMO. • The Organization consists of an Assembly, a Council and five main Committees: the Maritime Safety Committee. • The Marine Environment Protection Committee; the Legal Committee; the Technical Cooperation Committee and the Facilitation Committee. Assembly • This is the highest Governing Body of the Organization. • It consists of all Member States and it meets once every two years in regular sessions, but may also meet in an extraordinary session if necessary. • The Assembly is responsible for approving the work program, voting the budget and determining the financial arrangements of the Organization. • The Assembly also elects the Council. IMO International Maritime Organization Council • The Council is elected by the Assembly for two-year terms beginning after each regular session of the Assembly. • The Council is the Executive Organ of IMO and is responsible, under the Assembly, for supervising the work of the Organization. • Between sessions of the Assembly the Council performs all the functions of the Assembly, except the function of making recommendations to Governments on maritime safety and pollution prevention, which is reserved for the Assembly by Article 15(j) of the Convention. • It appoints the Secretary-General, subject to the approval of the Assembly. IMO International Maritime Organization Stena Britannica • IMO # 9419175 • Built 2010 Wadan Yard, Wismar. • 64,039 T gross • Stena Line, UK • Ro-Ro Ferry, Harwich UK, Hoek van Holland NL. IMO International Maritime Organization Council members for the 2016-2017 biennium • Category (a): 10 States with the largest interest in providing international shipping services: • China, Greece, Italy, Japan, Norway, Panama, Republic of Korea, Russian Federation, United Kingdom, United States. • Category (b): 10 other States with the largest interest in international seaborne trade: • Argentina, Bangladesh, Brazil, Canada, France, Germany, India, Netherlands, Spain, Sweden. • Category (c): 20 States not elected under (a) or (b) above which have special interests in maritime transport or navigation, and whose election to the Council will ensure the representation of all major geographic areas of the world: • Australia, Bahamas, Belgium, Chile, Cyprus, Denmark, Egypt, Indonesia, Kenya, Liberia, Malaysia, Malta, Mexico, Morocco, Peru, Philippines, Singapore, South Africa, Thailand, Turkey. IMO International Maritime Organization • Maritime Safety Committee (MSC) • The MSC is the highest technical body of the Organization. It consists of all Member States. • The functions of the Maritime Safety Committee are to “consider any matter within the scope of the Organization concerned with aids to navigation, construction and equipment of vessels, manning from a safety standpoint, rules for the prevention of collisions, handling of dangerous cargoes, maritime safety procedures and requirements, hydrographic information, log-books and navigational records, marine casualty investigations, salvage and rescue and any other matters directly affecting maritime safety”. IMO International Maritime Organization • The Marine Environment Ruby Ace Built 2010 MHI, Japan Protection Committee (MEPC) IMO # 9476757, 60148 t gross, MOL • The MEPC, which consists of all Member States, is empowered to consider any matter within the scope of the Organization concerned with prevention and control of pollution from ships. • In particular it is concerned with the adoption and amendment of conventions and other regulations and measures to ensure their enforcement. IMO International Maritime Organization • Sub-Committees • The MSC and MEPC are assisted in their work by a number of sub- committees which are also open to all Member States: • Sub-Committee on Human Element, Training and Watch-keeping (HTW); • Sub-Committee on Implementation of IMO Instruments (III); • Sub-Committee on Navigation, Communications and Search and Rescue (NCSR); • Sub-Committee on Pollution Prevention and Response (PPR); • Sub-Committee on Ship Design and Construction (SDC); • Sub-Committee on Ship Systems and Equipment (SSE); and • Sub-Committee on Carriage of Cargoes and Containers (CCC). IMO International Maritime Organization • Legal Committee • The Legal Committee is empowered to deal
Load more

Recommended publications
  • IMO Report on SSE 6
    E SUB-COMMITTEE ON SHIP SYSTEMS AND SSE 6/18 EQUIPMENT 1 April 2019 6th session Original: ENGLISH Agenda item 18 REPORT TO THE MARITIME SAFETY COMMITTEE TABLE OF CONTENTS Section Page 1 GENERAL 4 2 DECISIONS OF OTHER IMO BODIES 4 3 SAFETY OBJECTIVES AND FUNCTIONAL REQUIREMENTS OF THE 5 GUIDELINES ON ALTERNATIVE DESIGN AND ARRANGEMENTS FOR SOLAS CHAPTERS II-1 AND III 4 DEVELOP NEW REQUIREMENTS FOR VENTILATION OF SURVIVAL 8 CRAFT 5 CONSEQUENTIAL WORK RELATED TO THE NEW CODE FOR SHIPS 14 OPERATING IN POLAR WATERS 6 REVIEW SOLAS CHAPTER II-2 AND ASSOCIATED CODES TO 17 MINIMIZE THE INCIDENCE AND CONSEQUENCES OF FIRES ON RO-RO SPACES AND SPECIAL CATEGORY SPACES OF NEW AND EXISTING RO-RO PASSENGER SHIPS 7 AMENDMENTS TO MSC.1/CIRC.1315 22 8 AMENDMENTS TO CHAPTER 9 OF THE FSS CODE FOR FAULT 25 ISOLATION REQUIREMENTS FOR CARGO SHIPS AND PASSENGER SHIP CABIN BALCONIES FITTED WITH INDIVIDUALLY IDENTIFIABLE FIRE DETECTOR SYSTEMS 9 REQUIREMENTS FOR ONBOARD LIFTING APPLIANCES AND 26 ANCHOR HANDLING WINCHES 10 REVISED SOLAS REGULATIONS II-1/13 AND II-1/13-1 AND OTHER 33 RELATED REGULATIONS FOR NEW SHIPS I:\SSE\06\SSE 6-18.docx SSE 6/18 Page 2 Section Page 11 DEVELOPMENT OF GUIDELINES FOR COLD IRONING OF SHIPS AND 33 CONSIDERATION OF AMENDMENTS TO SOLAS CHAPTERS II-1 AND II-2 12 UNIFIED INTERPRETATION OF PROVISIONS OF IMO SAFETY, 35 SECURITY, AND ENVIRONMENT-RELATED CONVENTIONS 13 AMENDMENTS TO PARAGRAPH 4.4.7.6.17 OF THE LSA CODE 43 CONCERNING SINGLE FALL AND HOOK SYSTEMS WITH ON-LOAD RELEASE CAPABILITY 14 REVISION OF THE STANDARDIZED LIFE-SAVING APPLIANCE
    [Show full text]
  • Regulatory Issues in International Martime Transport
    Organisation de Coopération et de Développement Economiques Organisation for Economic Co-operation and Development __________________________________________________________________________________________ Or. Eng. DIRECTORATE FOR SCIENCE, TECHNOLOGY AND INDUSTRY DIVISION OF TRANSPORT REGULATORY ISSUES IN INTERNATIONAL MARTIME TRANSPORT Contact: Mr. Wolfgang Hübner, Head of the Division of Transport, DSTI, Tel: (33 1) 45 24 91 32 ; Fax: (33 1) 45 24 93 86 ; Internet: [email protected] Or. Eng. Or. Document complet disponible sur OLIS dans son format d’origine Complete document available on OLIS in its original format 1 Summary This report focuses on regulations governing international liner and bulk shipping. Both modes are closely linked to international trade, deriving from it their growth. Also, as a service industry to trade international shipping, which is by far the main mode of international transport of goods, has facilitated international trade and has contributed to its expansion. Total seaborne trade volume was estimated by UNCTAD to have reached 5330 million metric tons in 2000. The report discusses the web of regulatory measures that surround these two segments of the shipping industry, and which have a considerable impact on its performance. As well as reviewing administrative regulations to judge whether they meet their intended objectives efficiently and effectively, the report examines all those aspects of economic regulations that restrict entry, exit, pricing and normal commercial practices, including different forms of business organisation. However, those regulatory elements that cover competition policy as applied to liner shipping will be dealt with in a separate study to be undertaken by the OECD Secretariat Many measures that apply to maritime transport services are not part of a regulatory framework but constitute commercial practices of market operators.
    [Show full text]
  • An Example from the Amoco Cadiz Oil Spill
    THE IMPORTANCE OF USING APPROPRIATE EXPERIMENTAL DESIGNS IN OIL SPILL IMPACT STUDIES: AN EXAMPLE FROM THE AMOCO CADIZ OIL SPILL IMPACT ZONE Downloaded from http://meridian.allenpress.com/iosc/article-pdf/1987/1/503/2349658/2169-3358-1987-1-503.pdf by guest on 27 September 2021 Edward S. Gilfillan, David S. Page, Barbara Griffin, Sherry A. Hanson, Judith C. Foster Bowdoin College Marine Research Laboratory and Bowdoin College Hydrocarbon Research Center Brunswick, Maine 04011 ABSTRACT: On March 16, 1978, the tanker Amoco Cadiz ran factors as possible in a sampling program to look at oil spill effects. aground off the coast of North Brittany. Her cargo of 221,000 tons of When using non-specific stress responses, it is important to be sure light crude oil was released into the sea. More than 126 miles of coast- just which Stressors are producing any observed responses. Multi- line were oiled, including a number of oyster (Crassostrea gigas j grow- variate statistical methods appear to be useful in associating body ing establishments. The North Brittany coastline already was stressed burdens of multiple Stressors with observed physiological effects. by earlier additions of oil and metals. In a field study by Gilfillan et al.,6 it was shown, using multivariate In December 1979, 21 months after the oil spill, measurements of techniques, that in populations of Mytilus edulis from a moderately glucose-6-phosphate dehydrogenase activity, aspartate aminotransfer- polluted estuary the animals were responding to Cu, Cr, and Cd at the ase activity, and condition index were made in 14 populations of C.
    [Show full text]
  • Coast Guard, DHS § 2.01–25
    Coast Guard, DHS § 2.01–25 § 2.01–20 Suspension or revocation of ganization authorized by the Coast certificates of inspection. Guard. Under the authority if 46 U.S.C. 3313 (viii) International Ship Security and 46 U.S.C. 3710, a certificate of in- Certificate (ISSC). spection issued to a vessel may be sus- (3) When authorized by the Com- pended or revoked if a vessel is found mandant, U.S. Coast Guard, the Amer- not to comply with the terms of its ican Bureau of Shipping may issue the certificate or fails to meet a standard Cargo Ship Safety Construction Cer- required by this chapter. tificate to cargo and tankships which it classes. [CGD 95–028, 62 FR 51195, Sept. 30, 1997, as (4) The Federal Communications amended by USCG-1998–4442, 63 FR 52188, Commission will issue the following Sept. 30, 1998; USCG-2004–18884, 69 FR 58341, Sept. 30, 2004] certificates: (i) Cargo Ship Safety Radio Certifi- § 2.01–25 International Convention for cate. Safety of Life at Sea, 1974. (ii) Exemption Certificate. (a) Certificates required. (1) The Inter- (b) Applications. (1) The application national Convention for Safety of Life for inspection and issuance of a certifi- at Sea, 1974, requires one or more of cate or certificates is made on the ap- the following certificates to be carried propriate form listed in § 2.01–1, or by on board certain passenger, cargo or letter, to the Officer in Charge, Marine tankships engaged in international Inspection, in or nearest the port at voyages: which the inspection is to be made and (i) Passenger Ship Safety Certificate.
    [Show full text]
  • Chapter 17. Shipping Contributors: Alan Simcock (Lead Member)
    Chapter 17. Shipping Contributors: Alan Simcock (Lead member) and Osman Keh Kamara (Co-Lead member) 1. Introduction For at least the past 4,000 years, shipping has been fundamental to the development of civilization. On the sea or by inland waterways, it has provided the dominant way of moving large quantities of goods, and it continues to do so over long distances. From at least as early as 2000 BCE, the spice routes through the Indian Ocean and its adjacent seas provided not merely for the first long-distance trading, but also for the transport of ideas and beliefs. From 1000 BCE to the 13th century CE, the Polynesian voyages across the Pacific completed human settlement of the globe. From the 15th century, the development of trade routes across and between the Atlantic and Pacific Oceans transformed the world. The introduction of the steamship in the early 19th century produced an increase of several orders of magnitude in the amount of world trade, and started the process of globalization. The demands of the shipping trade generated modern business methods from insurance to international finance, led to advances in mechanical and civil engineering, and created new sciences to meet the needs of navigation. The last half-century has seen developments as significant as anything before in the history of shipping. Between 1970 and 2012, seaborne carriage of oil and gas nearly doubled (98 per cent), that of general cargo quadrupled (411 per cent), and that of grain and minerals nearly quintupled (495 per cent) (UNCTAD, 2013). Conventionally, around 90 per cent of international trade by volume is said to be carried by sea (IMO, 2012), but one study suggests that the true figure in 2006 was more likely around 75 per cent in terms of tons carried and 59 per cent by value (Mandryk, 2009).
    [Show full text]
  • Guide to the American Petroleum Institute Photograph and Film Collection, 1860S-1980S
    Guide to the American Petroleum Institute Photograph and Film Collection, 1860s-1980s NMAH.AC.0711 Bob Ageton (volunteer) and Kelly Gaberlavage (intern), August 2004 and May 2006; supervised by Alison L. Oswald, archivist. August 2004 and May 2006 Archives Center, National Museum of American History P.O. Box 37012 Suite 1100, MRC 601 Washington, D.C. 20013-7012 [email protected] http://americanhistory.si.edu/archives Table of Contents Collection Overview ........................................................................................................ 1 Administrative Information .............................................................................................. 1 Arrangement..................................................................................................................... 3 Biographical / Historical.................................................................................................... 2 Scope and Contents........................................................................................................ 2 Names and Subjects ...................................................................................................... 4 Container Listing ............................................................................................................. 6 Series 1: Historical Photographs, 1850s-1950s....................................................... 6 Series 2: Modern Photographs, 1960s-1980s........................................................ 75 Series 3: Miscellaneous
    [Show full text]
  • 1Judge John Holland and the Vice- Admiralty Court of the Cape of Good Hope, 1797-1803: Some Introductory and Biographical Notes (Part 1)
    1JUDGE JOHN HOLLAND AND THE VICE- ADMIRALTY COURT OF THE CAPE OF GOOD HOPE, 1797-1803: SOME INTRODUCTORY AND BIOGRAPHICAL NOTES (PART 1) JP van Niekerk* ABSTRACT A British Vice-Admiralty Court operated at the Cape of Good Hope from 1797 until 1803. It determined both Prize causes and (a few) Instance causes. This Court, headed by a single judge, should be distinguished from the ad hoc Piracy Court, comprised of seven members of which the Admiralty judge was one, which sat twice during this period, and also from the occasional naval courts martial which were called at the Cape. The Vice-Admiralty Court’s judge, John Holland, and its main officials and practitioners were sent out from Britain. Key words: Vice-Admiralty Court; Cape of Good Hope; First British Occupation of the Cape; jurisdiction; Piracy Court; naval courts martial; Judge John Holland; other officials, practitioners and support staff of the Vice-Admiralty Court * Professor, Department of Mercantile Law, School of Law, University of South Africa. Fundamina DOI: 10.17159/2411-7870/2017/v23n2a8 Volume 23 | Number 2 | 2017 Print ISSN 1021-545X/ Online ISSN 2411-7870 pp 176-210 176 JUDGE JOHN HOLLAND AND THE VICE-ADMIRALTY COURT OF THE CAPE OF GOOD HOPE 1 Introduction When the 988 ton, triple-decker HCS Belvedere, under the command of Captain Charles Christie,1 arrived at the Cape on Saturday 3 February 1798 on her fifth voyage to the East, she had on board a man whose arrival was eagerly anticipated locally in both naval and legal circles. He was the first British judicial appointment to the recently acquired settlement and was to serve as judge of the newly created Vice-Admiralty Court of the Cape of Good Hope.
    [Show full text]
  • Stevedoring Level 1
    LEARNERS GUIDE Transport and Logistics - Stevedoring Level 1 Commonwealth of Learning (COL) Virtual University for Small States of the Commonwealth (VUSSC) Copyright The content contained in this course’s guide is available under the Creative Commons Attribution Share-Alike License. You are free to: Share – copy, distribute and transmit the work Remix – adapt the work. Under the following conditions: Attribution – You must attribute the work in the manner specified by the author or licensor (but not in any way that suggests that they endorse you or your use of the work). Share Alike – If you alter, transform, or build upon this work, you may distribute the resulting work only under the same, similar or a compatible license. For any reuse or distribution, you must make clear to others the license terms of this work. The best way to do this is with a link to this web page. Any of the above conditions can be waived if you get permission from the copyright holder. Nothing in this license impairs or restricts the author’s moral rights. http://creativecommons.org/licenses/by-sa/3.0/ Commonwealth of Learning (COL) December 2009 The Commonwealth of Learning 1055 West Hastings St., Suite 1200 Vancouver BC, V6E 2E9 Canada Fax: +1 604 775-8210 E-mail: [email protected] Website: www. www.col.org/vussc Acknowledgements The VUSSC Team wishes to thank those below for their contribution to this Transport and Logistics / Stevedoring - Level 1 learners’ guide. Alexandre Alix Bastienne Seychelles, Africa Fritz H. Pinnock Jamaica, Caribbean Mohamed Liraar Maldives, Asia Ibrahim Ajugunna Jamaica, Caribbean Maxime James Antigua and Barbuda, Caribbean Griffin Royston St Kitts and Nevis, Caribbean Vilimi Vakautapola Vi Tonga, Pacific Neville Asser Mbai Namibia, Africa Kennedy Glenn Lightbourne Bahamas, Caribbean Glenward A.
    [Show full text]
  • SOLAS Chapter V – 1/7/02
    SOLAS Chapter V – 1/7/02 SOLAS CHAPTER V SAFETY OF NAVIGATION The SOLAS (Safety of Life at Sea) Convention is published by the IMO (International Maritime Organisation) at which the ISAF have Consultative Status. SOLAS Chapter V refers to the Safety of Navigation for all vessels at sea. Other Chapters included in the SOLAS Convention are; Chapter I General provisions. Chapter II-1 Construction: subdivision and stability, machinery and electrical installations Chapter II-2 Construction: fire protection, fire detection and fire extinction Chapter III Life saving appliances and arrangements Chapter IV Radio communications Chapter V Safety of Navigation Chapter VI Carriage of grain Chapter VII Carriage of dangerous goods Chapter VIII Nuclear ships Chapter IX Management for the safe operations of ships Chapter X Safety measures for high-speed craft Chapter XI Special measures to enhance maritime safety For the complete SOLAS Convention, please contact IMO at www.imo.org REGULATION 1 - Application 1 Unless expressly provided otherwise, this chapter shall apply to all ships on all voyages, except: .1 warships, naval auxiliaries and other ships owned or operated by a Contracting Government and used only on government non-commercial service; and .2 ships solely navigating the Great Lakes of North America and their connecting and tributary waters as far east as the lower exit of the St. Lambert Lock at Montreal in the Province of Quebec, Canada. However, warships, naval auxiliaries or other ships owned or operated by a Contracting Government and used only on government non-commercial service are encouraged to act in a manner consistent, so far as reasonable and practicable, with this chapter.
    [Show full text]
  • Rescue at Sea, Maritime Interception and Stowaways, November 2006
    Selected Reference Materials Rescue at Sea, Maritime Interception and Stowaways November 2006 Introduction Legal issues arising from the involvement of refugees and other persons of concern to UNHCR in maritime incidents such as rescue at sea, maritime interception or stowaway cases, are complex and subject to different areas of international law. Apart from international refugee and human rights laws, maritime obligations, especially, need to be considered. This binder compiles applicable provisions of the international law of the sea, refugee, human rights and criminal law to assist UNHCR colleagues and other interested professionals to better understand the inter-relationship between these different areas of law. The compilation is not comprehensive, only key provisions have been chosen. Since refugee and human rights law provisions have been collected elsewhere, the references included form these areas of law are restricted to existing refoulement prohibitions and a few add provisions, recommendations and guidelines specifically relevant for maritime migration. The binder originally was prepared for a conference on rescue at sea and maritime interception in the Mediterranean. Recommendations adopted by the Parliamentary Assembly of the Council of Europe have therefore been included. It also contains background material of relevant conferences convened by UNHCR during the past years. Apart from the reference to the UN Treaty Series, whenever possible, a website link has been added to enable easy access to the complete texts. For most texts, the reference refers to an official UN website. Where this was not possible, another website has been provided. Although such external websites have been carefully chosen, a guarantee about their content and quality cannot be made.
    [Show full text]
  • Pleasure Boating and Admiralty: Erie at Sea' Preble Stolz*
    California Law Review VoL. 51 OCTOBER 1963 No. 4 Pleasure Boating and Admiralty: Erie at Sea' Preble Stolz* P LEASURE BOATING is basically a new phenomenon, the product of a technology that can produce small boats at modest cost and of an economy that puts such craft within the means of almost everyone.' The risks generated by this development create new legal problems. New legal problems are typically solved first, and often finally, by extension of com- mon law doctrines in the state courts. Legislative regulation and any solu- tion at the federal level are exceptional and usually come into play only as a later stage of public response.2 There is no obvious reason why our legal system should react differ- ently to the new problems presented by pleasure boating. Small boats fall easily into the class of personal property. The normal rules of sales and security interests would seem capable of extension to small boats without difficulty. The same should be true of the rules relating to the operation of pleasure boats and particularly to the liability for breach of the duty to take reasonable care for the safety of others. One would expect, therefore, that the legal problems of pleasure boating would be met with the typical response: adaptation of the common law at the state level. Unhappily this is not likely to happen. Pleasure boating has the mis- fortune of presenting basic issues in an already complex problem of fed- t I am grateful to Professor Geoffrey C. Hazard, Jr. for reading the manuscript in nearly final form, and to Professor Ronan E.
    [Show full text]
  • Place of Safety
    The Concept of ‘Place of Safety’: Yet Another Self- Contained Maritime Rule or a Sustainable Solution to the Ever-Controversial Question of Where to Disembark Migrants Rescued at Sea? Martin Ratcovich* I. Introduction The adoption of amendments to the International Convention on Maritime Search and Rescue,1 and the International Convention for the Safety of Life at Sea,2 was a consequence of the well-known Tampa affair.3 The amendments introduced the * LLM (Lund), Doctoral Candidate, Faculty of Law, Stockholm University. Martin Ratcovich was a visiting researcher at the ANU College of Law, Australian National University in March–April 2014. He has previously worked at the Ministry of Defence of Sweden and at the Swedish Coast Guard Headquarters. He has also served as Legal Assistant to the Nordic member of the United Nations International Law Commission, ambassador Marie Jacobsson (LLD). The author would like to thank Professor Said Mahmoudi, Stockholm University, for helpful comments. The author would also like to thank Professor Donald R Rothwell, Associate Professor David Letts and Senior Lecturer Sarah Heathcote, ANU College of Law. Any errors or omissions remain the author’s own. 1 International Convention on Maritime Search and Rescue, opened for signature 1 November 1979, 1405 UNTS 109 (entered into force 22 June 1985) (‘SAR Convention’). 2 International Convention for the Safety of Life at Sea, opened for signature 1 November 1974, 1184 UNTS 278 (entered into force 25 May 1980) (‘SOLAS Convention’). 3 M/V Tampa (‘Tampa’) was a Norwegian container ship that on 26 August 2001 was asked by the Australian Rescue Coordination Centre to assist in the search and rescue operation for an Indonesian ship in the waters between Indonesia and Christmas Island (Australia).
    [Show full text]