Marine News
Senior Members of IME(I) win awards at 49th National Maritime Day Celebrations – 2012
NMD Award Of Excellence to Shri Kaushal Raj Sachar
Shri Kaushal Raj Sachar was graduated from the prestigious Marine Engineering College DMET in 1962 and was awarded " President of India Gold Medal" for being the best all-round cadet. Shri Sachar is a Fellow of the Institute of Marine Engineers ( India ) and Chartered Engineer & Fellow of the Institute of Marine Engineering Science & Technology ( London) IMarEST ( London).
He joined Shipping Corporation of India Ltd.in 1962 and elevated as member of the Board Of Directors of SCI (Technical & Offshores Services). He was also deputed as Managing Director of Irano Hind Shipping Co., Tehran from 1989-91, a joint venture of India and Iran. He was also an adviser HAL Offshore and Iftex Company during the year 2002-2005, He was also the first Indian MD of New Sulzer diesel and thereafter Wartsila. He also chaired INMARCO Conference in 2006 in Mumbai. He was also elected as Chairman of the prestigious " World Maritime Technology Congress".
Presently he is also the Deputy Chairman of the Great Offshore Ltd., Mumbai. Shri Sachar has been a mentor and guide to several Marine Engineers and professional and still contributes his valuable time actively participating in all maritime activities of the fraternity.
In appreciation of the valuable contribution to the maritime sector, the National Maritime Day Celebration ( Central) Committee confers the "NMD AWARD OF EXCELLENCY to SHRI KAUSHAL RAJ SACHAR on this day, the 5th April,2012.
(Deepak Verma)
Dy Director General of Shipping &
Member Secretary, NMDC (Central) Committee
NMD Award Of Excellenceto Shri Chandreshawar Dayal
Shri Chandredshwar Dayal was graduated from DMET in 1964 and was rated as Best All-round Cadet. He obtained his First Class (Motor) in 1968 and was also awarded Dr. Bhabha Prize for his first position in all exams. He also did the MBA from Allahabad University.
As a Marine Engineer, he did the conversion of a T2 Tanker from a Steam Vessel in 1988. He was also the instrument for the introduction of a Cape size Transhipper “Goan Pride” with a loading capacity of 75000 tons per day.
He was core team member for establishment of Institute of Maritime Studies for training Marine Engineers at Goa.
He is a member of the Governing Council of IMS & Managing Committee of SITEG. He also represents in Advisory Council of MES College. In Goa University, he is functioning as Member of Affiliation Committee. Beside that Shri Dayal is Certified Auditor for ISO 9000 and ISM Code. Presently, he is Member (Shipping) of the Infrastructure Committee of Goa Chamber of Commerce & Industry and Advisor of V.M. Salgaocar & Co. and Director of Goa Maritime Private Ltd.
In appreciation of his valuable contribution to the maritime sector, the NATIONAL MARITIME CELEBRATIONS (CENTRAL) Committee confers the “NMD AWARD OF EXCELLENCE” to SHRI CHANDRESHWAR DAYAL on this day the 5th April, 2012.
(Deepak Verma)
Dy Director General of Shipping &
Member Secretary, NMDC (Central) Committee
Outstanding Contribution To Maritime Education And Training to Shri Balbir Shanker Mathur
Born on 20th June,1944, Shri Balbir Shanker Mathur
completed his 4 year Marine Engineering course from DMET, KOLKATA from
1962- 1966. He joined Scindia Steam Navigation company in 1966 and
sailed with them as Junior Engineer to Chief Engineer till 1977. After
1977, he served on the Transhippers in Goa as Chief Engineer till 1988.
From 1988 till 1995 he sailed again as Chief Engineer in Indian and
Foreign companies He came back to join Transhippers in 1995 till 1999.
In 1999 he joined as Dy. Director of INSTITUTE OF MARITIME STUDIES, GOA.
He was promoted as DIRECTOR, IMS GOA on 1st November, 2000.
He has presented papers in National Seminars organized by Institute of
Marine Engineers in Chennai and Goa. He has also chaired Technical
Sessions at Seminars held on the occasion of Maritime Day Celebrations
in Goa. He has maintained that apart from imparting thorough knowledge
to the Marine Engineering Students, it is also equally important to pay
special attention to the development of Soft Skills such as Personality
Development, Leadership Qualities, Communication Skills, Public
Speaking, and Table Manners and etiquettes.
Shri Mathur enjoys excellent relationship with the Industry and is in constant touch with the employers of the students from IMS to obtain feedback for each of the IMS trainees. IMS has maintained 100% placement record since inception for its trainees and the demand continues to grow even now.
In appreciation of his continued dedication to improvement of maritime training, the NATIONAL MARITIME CELEBRATIONS (CENTRAL) Committee confers the “OUTSTANDING CONTRIBUTION TO MARITIME EDUCATION AND TRAINING AWARD” to SHRI BALBIR SHANKER MATHUR on this day, 5th April, 2012.
( Deepak Verma )
Dy. Director General of Shipping &
Member Secretary, NMDC ( Central) Committee
Seminar on Safer Maritime Navigation on Indian Coast
49th National Maritime Day – 02.04.2012
Theme of the Seminar: Safer Maritime Navigation on Indian Coast The 49th National Maritime Day Celebrations (NMD) was held at the SCI Auditorium. This year’s theme for the NMD celebrations is the most apt theme keeping in mind the numerous incidents that have plagued the Indian coast in the recent past. Consensus seemed to be on the need for leveraging strengths of individual organizations to make Indian Coastline safer for numerous vessels that sail hugging the Indian coastline. Many factors have boosted the traffic density on our coast, major ones being India’s rising exim trade and threat of piracy in the Gulf of Somalia region. With the Indian economy set to grow and the country becoming a dominant player in the world economy, this traffic density is likely to get even denser.
Chief Guest at the function Capt. P.V.K.Mohan, Chairman, National Shipping Board speaking about the rising number of accidents said there were numerous incidents that went unreported too and pointed out the need for sensitizing seafarers in this regard. With more and more blocks being allocated under NELP, there would be more rigs operating on the Indian coast necessitating creation of lanes for vessel movement. He also mooted the idea of India having her own P&I Club instead of depending on foreign P&I Clubs. Capt Mohan also spoke about the creation of a National Fund to mitigate the effects on the environment which is proposed to be jointly done by the Ministry of Environment and Ministry of Shipping.
Guest of Honour, Dr. R. Sundaravadivelu, Professor & HOD, Dept. of Ocean IIT Madras said that today’s super tanker, passenger and container vessels are too big for many Indian ports and they would be operating in much shallower waters. Explaining dynamics of such large ships operating in shallow waters, he said this had safety implications for other vessels operating in the vicinity.
Mr. S.Hajara, CMD, SCI, President, INSA & Chairman of NMDC Organizing Committee stressed on the importance of better usage of navigational aids to help make our coasts safer. Exim trade as a proportion of India’s GDP has risen from 20% in 2000-01 to 40% today and would cross 50% of GDP. Naturally this will increase the vessel movement on Indian coast, he said. Besides, presence of vibrant fishing industry means, large number of fishing vessels sailing on the Indian coast run the risk of accidents as they go deeper in the seas, against rules, under pressures of livelihood, often with minimal or no lights.
In his welcome address, Mr. Arun Kumar Gupta, Dir
(T&OS) SCI & Chairman of NMDC Seminar Committee said the objective of
this year’s NMD was to rope in all stakeholders and bring them on a
single platform.
Listing a number of accidents that hit the Indian coast, Capt.
M.M.Saggi, Nautical Advisor to Government of India, in his seminar theme
paper, underscored the need for accurate, real time information that
could help identify and locate illegitimate operators on Indian coast.
He highlighted the various equipments, technologies and systems used for
gathering information on ships on our coast, such as LRIT, AIS, Radar,
RFID, VTS and explained their strengths and limitations. For instance
RFID technology could enable tracking of entry and exit of vessels by
creating records of login and logout as they enter or leave the port. If
operated in an integrated manner by highly trained staff these could be
really effective. Underscoring need for coordinated response to
emergencies, he said all national agencies such as NIOT and NIO should
be brought on the same platform.
The need for mariners to check navigational warnings and notices put out by the National Hydrographic Office (NHO) Dehradun, was highlighted in a presentation by representative from NHO. These are very important for vessels, as the notices inform the seafarers them about new hazards and need for changes to planned route. Stress was laid on greater synergy and coordination among national agencies for better dissemination of information and higher safety levels.
Shri. D.K.Sinha, Dy Director General of Lighthouses & Lightships lauded about the Vessel Traffic Service (VTS) Gulf of Kutch project that was sanctioned in 2002 and inaugurated in February 2012 by Minister of Shipping Mr. G.K.Vasan. VTS provides seamless surveillance, timely maritime information on position, identity and destination of vessels. The objective of VTS is to ensure orderly traffic, reduce risk, enhance search and rescue capability. VTS collects this information on ship movements on Indian coast using an array of sensors.
Commandant N.V.Rama Rao, Officer-in-charge, MRCC in his presentation described the role of Coast Guard as provider of Search and Rescue Services (SAR). Highlighting the intensity of the task, Mr. Rao said CG’s SAR operations extend over 6.1 million sq.kms with over a lakh of merchant and other vessels sailing in the area and scores of aircraft flying over the area. To protect the 2.3 million fishermen who sail without life saving equipment, ISRO has indigenously developed distress alerting transmitter. This year they managed to save 12 lives and had zero piracy attacks, he said.
While moderating the panel discussions, Dr.S.B.Agnihotri, Director General of Shipping expressed his opinion on what ails the India maritime sector. “Divided we stand”. Talking of piracy and recent incidents on Indian coast, he said there is little or no appreciation outside maritime industry about the work done by various Governmental agencies. He said it was important for the people outside the maritime fraternity to understand that in the sea, things don’t happen at the same rate as it does on land. He said that it was equally important to praise good work as it is to criticize bad work. He also expressed his concern over the role of media that passed speedy judgments without actually analyzing the situation.
Testing Of Quick-Closing Valves (QCV) Caused Blackout In Traffic Separation Scheme
Incident
A small gas tanker was on a loaded coastal voyage. Prior to arrival at the discharge port, the chief engineer and a company superintendent who was on board to carry out an inspection of the vessel, planned to test the operation of QCVs in the fuel oil (FO) and diesel oil (DO) tanks. At about 11:30 hrs, both the chief engineer and superintendent positioned themselves near the FO service tank and ordered the tripping of the tank’s QCV from the remote emergency control station. After confirming proper closing, the QCV was manually opened and reset. It was then decided to break for lunch. At about 12:40 hrs, when one hour’s notice of arrival had been given by the bridge, the Chief Engineer returned to the engine room. At the time, the vessel was proceeding along the traffic separation scheme in the outer approaches to the destination port. At 12:55 hrs, No. 1 generator engine suddenly stopped, causing a blackout and loss of propulsion and steering. The Master broadcast a safety message on VHF and arranged to display Not Under Control (NUC) signals. Immediately, No. 2 generator engine was started manually and was taken on load, but after about 15 minutes, this generator also stopped. On investigating the problem, the chief engineer found the QCV of the DO service tank was in the closed position. He quickly opened and reset the valve in the correct position, but the common outlet line that supplied the fuel pumps of both generators had entrained air and had to be purged with diesel oil. After about 20 minutes, both the generators and main engine were restarted, the vessel proceeded slowly to the anchorage and await an escort tug.
Root cause / contributory factors
1. During the testing of the FO tank QCV, the DO tank valve was also inadvertently activated without the testing team noticing, resulting in the interruption of fuel supply to the generator engine;
2. There was no risk assessment / briefing / tool box meeting prior
to the test;
Corrective / preventative actions
Safety alert sent out to all vessels, giving specific instructions with reference to the testing of fuel oil and diesel oil QCVs with instructions to ships’ staff to discuss this incident at the next on board safety meeting;
Safety Management System (SMS) amended to prohibit the testing of QCVs when vessels are underway;
Technical superintendents to prepare and circulate a QCV testing schedule to the fleet;
Signs to be placed on both FO and DO service tanks and in vicinity of activation point outside the engine room, warning crew of the risk of blackout if QCVs are shut;
Chief Engineer’s standing orders and handover notes to include specific instructions on QCVs and danger of their unintended operation when crew is engaged in tasks near activation points.
Source Credit: Nautical Institute – MARS
A Century Of Diesel
DIESEL-powered shipping celebrated its centenary last month as the Danes marked the launch of Selandia in 1912.
Selandia made its inaugural voyage as the first oil-powered vessel.
It sailed from Copenhagen where it was built by MAN Diesel’s predecessor
B&W and handed over to Denmark’s East Asiatic on February 17, 1912.
The transition to diesel from coal steam turbine was an indication of a
major step forward both technologically, environmentally, operationally
and in particular economically.
The M/S Selandia triggered a new epoch by opening an export corridor
to the Far East
The 7,410 dwt vessel carried a cargo of cement in its four holds and 22
passengers travelled in luxury to Bangkok. Propulsion power was supplied
by two eight-cylinder, 1,250 hp diesel engines in a twin-screw
arrangement.
Fuelled by diesel oil, rather than the heavy fuel oil that powers
most ships today, Selandia had to bunker for a single voyage from Europe
to Singapore because no bunkering was available at that time. Tramping
diesel ships did not take place for another 20 years once the idea
really caught on.
Reporting on the sea trials of the Selandia in its April 1912 issue,
International Marine Engineering said, "the future of the big motor ship
is practically assured." After official acceptance tests, Burmeister &
Wain, Shipyard, Copenhagen, was "inundated with orders for similar
vessels from steamship owners who were aboard, and now has enough marine
oil [vessel] contracts on hand to keep them busy for about three years."
That same year, manufacturers M.A.N., Messrs. Sulzer Bros., Krupp's Germania Yards, Vickers Sons & Maxim, and Messrs. Carels Freres were already busy testing high-power two-stroke marine engines, with as much as 2,000 hp per cylinder.
Commenting on the tests, Dr. Diesel said, "If, as seems probable, these tests give satisfactory results, the era of very large Diesel engines has come." - Source: MAN Diesel & Turbo
42 Ships Detained Because Of Deficiencies Related To Structural Safety And Load Lines — Paris MOU
Preliminary results from the Concentrated Inspection Campaign (CIC) on Structural Safety and the International Convention on Load Lines, carried out between 1 September 2011 and 30 November 2011 in the Paris MoU region show that:
42 ships were detained as a direct result of the CIC for deficiencies related to structural safety and load lines in the Paris MoU region. Problem areas included stability, strength and loading information, ballast and fuel tanks and water and weather tight conditions.
The CIC questionnaire was completed during 4,386 inspections on
4,250 individual ships. A total of 1,589 CIC-related deficiencies were
recorded and 42 ships (1%) were detained for CIC-related deficiencies.
During the campaign most inspections concerned general
cargo/multi-purpose ships with 1,563 (36%) inspections, followed by bulk
carriers with 795 (18%) inspections, container ships with 495 (11%)
inspections, chemical tankers with 433 (10%) inspections and oil tankers
with 296 (7%) inspections.
24 (60%) of the ships detained for CIC-related deficiencies were general
cargo/multipurpose ships and 5 (12%) were bulk carriers. Among the other
detained ships were 2 container vessels, 2 offshore supply ships, 2
passenger ships and 2 refrigerated cargo ships. 31% of the detained
ships were 30 years or older.
Analysis of the recorded deficiencies shows that most deficiencies
relate to the freeboard marks (12%), ventilators, air pipes and casings
(7%), stability/strength/loading information and instruments (7%) and
ballast, fuel and other tanks (5%).
Most inspections were carried out on ships under the flags of Panama
with 493 (11%) inspections, Malta with 387 (9%) inspections, Antigua and
Barbuda with 343 (8%) inspections and Liberia with 306 (7%) inspections.
The flags with the highest number of CIC related detentions were Panama
with 7 (17%) detentions, Saint Vincent and the Grenadines with 6 (14%)
detentions and Turkey with 3 (7%) detentions.
The background for this CIC was that, as an average for the last 8
years, deficiencies related to structural safety and load lines account
for 15% of the total number of deficiencies. During the CIC 13% of the
deficiencies recorded were related to structural safety and load lines.
The CIC was a joint campaign with the Tokyo MoU. The States party of the
Viña del Mar Agreement, the Indian Ocean MOU, the Mediterranean MOU and
the Black Sea MOU have followed the same routine during the campaign.
The detailed results of the campaign will be further analysed and
findings will be presented to the 45th meeting of the Port State Control
Committee in May 2012, after which the report will be submitted to the
International Maritime Organization.
83 Ships Detained Because o Deficiencies Related to Structural Saety and Load Lines — Tokyo MOU
The Concentrated Inspection Campaign (CIC) on
Structural Safety and the International Convention on Load Lines was
carried out in the Tokyo MOU region from 1 September 2011 to 30 November
2011.
This campaign was conducted jointly with the Paris MOU while regional
PSC regimes of the Viña del Mar Agreement, the Indian Ocean MOU, the
Mediterranean MOU and the Black Sea MOU also participated in the
campaign.
The 18 member Authorities carried out a total of 7,534 PSC inspections which included 5,901 CIC inspections. During the campaign, 2,929 CIC-topic related deficiencies were found with 83 ships out of a total of 346 detentions being detained for CIC related deficiencies. The detention rate for the CIC is 1.41% while the overall detention rate for the period is 4.59%.
The highest number of inspections were carried out on
ships under the flags of Panama 1,900 (32.20%), Hong Kong (China) 468
(7.93%), Liberia 366 (6.20%) and Singapore 347 (5.88%).
The flags with the highest number of CIC related detentions were
Cambodia 23 (27.71%), Panama 21 (25.30%), Sierra Leone 7 (8.43%) and
Viet Nam 7 (8.43%).
Bulk carriers were the ship type with the highest
number of CIC inspections which accounted for 1,898 (32.16%), followed
by general cargo vessels 1,565 (26.52%) and container vessels 983
(16.66%).
The most significant deficiencies found during the campaign were related
to the protection of openings (Ventilators, air pipes, casings) 554
(18.91%), followed with casing (Hatchway-, portable-, tarpaulins, etc)
273 (9.29%) and Doors 245 (8.36%).
A major concern that emerged during the CIC was the
large number of recorded deficiencies relating to cargo hatch openings,
with one casualty reported during this period. The deficiencies could be
the result of poor design, improper cargo operations or inadequate
maintenance/repair of the hatch openings.
Final analysis of the results of the campaign will be considered by the
Port State Control Committee in April 2012 and will be presented to the
Sub-Committee on Flag State Implementation of the IMO.
Source: Tokyo MOU Secretariat.
Top
List Of Special Areas Under Marpol And PSSAs
1. The MARPOL Convention defines certain sea areas as “Special Areas” in which, for technical reasons relating to their oceanographical and ecological condition and to their sea traffic, the adoption of special mandatory methods for the prevention of sea pollution is required. Under the Convention, these Special Areas are provided with a higher level of protection than other sea areas. They are designated by IMO’s Marine Environment Protection Committee (MEPC) by amendments to the relevant MARPOL Annexes. There are such areas under MARPOL Annexes I, II, IV and V. Under MARPOL Annex VI, such areas are called Emission Control Areas.
2. It is to be noted that Special Area status is not effective until the governments of countries coastline of which borders a special area submits documentary evidence to IMO of having provided adequate reception facilities. Upon receipt of such notification IMO establishes a date from which the Special Area comes into effect and all ships are prohibited from discharging effluents in such areas.
3. Annex 1 to this circular contains the latest list of Special Areas and Emission Control Areas under MARPOL Convention which has been circulated by IMO vide MEPC.1/Circ.778 dated 26th January 2012. It also provides information on the adoption date of amendments to the MARPOL Annexes as appropriate and the date of entry into force for such amendments as well as the date since when the Special Areas have come into effect (shown as “more stringent measures in effect from”).
4. The MEPC began its study of the issue of Particularly Sensitive Sea Areas (PSSAs) in response to resolution 9 of the 1978 International Conference on Tanker Safety and Pollution Prevention concerning the protection of such sea areas.
5. The MEPC, recognizing the importance of this issue, consequently defined PSSA as a sea area that needs special protection through action by IMO because of its significance for recognized ecological, socio-economic, or scientific attributes, where such attributes may be vulnerable to damage by international shipping activities.
6. IMO, through the MEPC, is the only international body responsible for assessing proposals for and designating PSSAs and adopting associated protective measures (APMs) applicable to international shipping.
7. Since 1990, the MEPC has assessed and designated 14 PSSAs in accordance with the PSSA Guidelines adopted by the IMO Assembly. The key details of every PSSA are provided in Annex 2 to this circular. It may be noted that the annex also contains information on the proposing State(s), the Associated Protective Measures and the date of the MEPC resolutions designating the PSSAs.
| ANNEX 1 | |||
| LIST OF SPECIAL AREAS UNDER MARPOL | |||
| Special Areas | Amendments adopted to the MARPOL Annex | Entry into force of the amendments | More stringent measures in effect from |
| MARPOL Annex I: Oil | |||
| Mediterranean Sea | 2 Nov 1973 | 2 Oct 1983 | 2 Oct 1983 |
| Baltic Sea | 2 Nov 1973 | 2 Oct 1983 | 2 Oct 1983 |
| Black Sea | 2 Nov 1973 | 2 Oct 1983 | 2 Oct 1983 |
| Red Sea | 2 Nov 1973 | 2 Oct 1983 | * |
| "Gulfs" area | 2 Nov 1973 | 2 Oct 1983 | 1 Aug 2008 (Resolution MEPC.168(56)) |
| Gulf of Aden | 1 Dec 1987 (Resolution MEPC.29(25)) | 1 Apr 1989 | * |
| Antarctic area | 16 Nov 1990 (Resolution MEPC.42(30)) | 17 Mar 1992 | 17 Mar 1992 |
| North West European waters | 25 Sept 1997 (Resolution MEPC.75(40)) | 1 Feb 1999 | 1 Aug 1999 (Resolution MEPC.77(41)) |
| Oman area of the Arabian Sea | 15 Oct 2004 (Resolution MEPC.117(52)) | 1 Jan 2007 | * |
| Southern South African waters | 13 Oct 2006 (Resolution MEPC.154(55)) | 1 Mar 2008 | 1 Aug 2008 (Resolution MEPC.167(56)) |
| MARPOL Annex II: Noxious Liquid Substances | |||
| Antarctic area | 30 Oct 1992 (Resolution MEPC.57(33)) | 1 Jul 1994 | 1 Jul 1994 |
| MARPOL Annex IV: Sewage | |||
| Baltic Sea | 15 July 2011 | 1 July 2012 | 1 July 2013 (Resolution MEPC.200(62)) |
| MARPOL Annex V: Garbage | |||
| Mediterranean Sea | 2 Nov 1973 | 31 Dec 1988 | 1 May 2009 (Resolution MEPC.172(57)) |
| Baltic Sea | 2 Nov 1973 | 31 Dec 1988 | 1 Oct 1989 (Resolution MEPC.31(26)) |
| Black Sea | 2 Nov 1973 | 31 Dec 1988 | * |
| Red Sea | 2 Nov 1973 | 31 Dec 1988 | * |
| "Gulfs" area | 2 Nov 1973 | 31 Dec 1988 | 1 Aug 2008 (Resolution MEPC.168(56)) |
| North Sea | 17 Oct 1989 (Resolution MEPC.36(28)) | 18 Feb 1991 | 18 Feb 1991 (Resolution MEPC.37(28)) |
| Antarctic area (south of latitude 60 degrees south) | 16 Nov 1990 (Resolution MEPC.42(30)) | 17 Mar 1992 | 17 Mar 1992 |
| Wider Caribbean region including the Gulf of Mexico and the Caribbean Sea | 4 July 1991 (Resolution MEPC.48(31)) | 4 Apr 1993 | 1 May 2011 (Resolution MEPC.191(60)) |
| MARPOL Annex VI: Air pollution (Emission Control Areas) | |||
| Baltic Sea (SOx) | 26 Sept 1997 | 19 May 2005 | 19 May 2006 |
| North Sea (SOx) | 22 Jul 2005 (Resolution MEPC.132(53)) | 22 Nov 2006 | 22 Nov 2007 |
| North American (SOx, and NOxand PM) | 26 Mar 2010 (Resolution MEPC.190(60)) | 1 Aug 2011 | 1 Aug 2012 |
| United States Caribbean Sea (SOx, NOxand PM) | 15 Jul 2011 (Resolution MEPC.202(62)) | 1 Jan 2013 | 1 Jan 2014 |
| * The Special Area requirements for these areas have not taken effect because of lack of notifications from MARPOL Parties whose coastlines border the relevant Special Areas on the existence of adequate reception facilities (regulations 38.6 of MARPOL Annex I and 5(4) of MARPOL Annex V). | |||
| ANNEX 2 | |||
| LIST OF PSSAS DESIGNATED BY MEPC | |||
| PSSA | Proposing State(s) | Associated Protective Measures1 | MEPC resolution |
| Great Barrier Reef | Australia | IMO-recommended Australian system of pilotage; mandatory ship reporting system | September 1990 (Resolution MEPC.44(30)) |
| Archipelago of Sabana-Camaguey | Cuba | Area to be avoided | September 1997 (Resolution MEPC.74(40)) |
| Sea Area Around Malpelo Island | Colombia | Area to be avoided | March 2002 (Resolution MEPC.97(47)) |
| Marine Area Around the Florida Keys | United States | Areas to be avoided; mandatory no anchoring areas | March 2002 (Resolution MEPC.98(47)) |
| Wadden Sea | Netherlands, Denmark, Germany | Mandatory deep water route | October 2002 (Resolution MEPC.101(48)) |
| Paracas National Reserve | Peru | Area to be avoided | July 2003 (Resolution MEPC.106(49)) |
| Western European Waters | Belgium, France, Ireland, Portugal, Spain, and the United Kingdom | Mandatory ship reporting system | October 2004 (Resolution MEPC.121(52)) |
| Torres Strait as an extension to GBR PSSA | Australia and Papua New Guinea | IMO-recommended Australian system of pilotage; two-way route | July 2003 (Resolution MEPC.133(53)) |
| Canary Islands | Spain | Areas to be avoided; traffic separation systems; recommended routes; mandatory ship reporting system | March 2004 (Resolution MEPC.134(53)) |
| Galapagos Archipelago | Ecuador | Area to be avoided; mandatory ship reporting system; recommended tracks | March 2004 (Resolution MEPC.135(53)) |
| Baltic Sea Area | Denmark, Estonia, Finland, Germany, Latvia, Lithuania, Poland and Sweden | Traffic separation schemes, deepwater route, areas to be avoided, mandatory ship reporting system, MARPOL Special Area; MARPOL SOxEmission Control Area | March 2004 (Resolution MEPC.136(53)) |
| Papahānaumokuākea Marine National Monument (North-western Hawaiian Islands) | United States | Areas to be avoided; recommended/mandatory ship reporting system | March 2007 (Resolution MEPC.171(57)) |
| Strait of Bonifacio | France and Italy | Recommendation on navigation | July 2011 (Resolution MEPC.204(62)) |
| Saba Bank (Caribbean Island of Saba) | The Netherlands | Area to be avoided; Mandatory no anchoring area | Approved in principle in July 2011.To be formally designated by MEPC 64 in Oct 2012 |
|
1 This table only lists those APMs that have been specifically
identified as APMs per se. There may be other IMO-adopted measures in the designated PSSA. In some cases, national measures may also be relevant. |
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