In spite of IMO’s extensive past activities and those planned for the future in the field of safety and environmental protection in ports, what is perhaps not so well known is that IMO’s involvement in such activities are as old as the Organization itself. And this is because every safety or environmental provision implemented on board ships impacts in one way or another on the ports.
   There have been many examples of IMO’s efforts to address port safety issues or regulate actions which should be taken in port if the Organization’s dual objectives of safer shipping and cleaner oceans are to be achieved in a pragmatic and meaningful manner. Those I will mention in the course of my speech are not placed in any particular order, as any attempt to do so would be too cumbersome without adding any real value to the debate.
   Port State control, for example, has, for some considerable time, been high on IMO’s agenda because of the inability or unwillingness of flag States to act in compliance with their various obligations and responsibilities under IMO Conventions to which they are party. The time of my speech is too limited for me to give you a full idea of IMO’s strenuous efforts to put in place a global port State control system, which, together with the efforts of flag States, will assist in the eradication of substandard ships..
   Another example of IMO’s continuous work to improve cargo safety can be found in the Bulk Cargoes Code and the IMDG Code. In the latter’s case, in particular, I cannot think of an area other than in ports where such meticulous care has to be taken to store dangerous goods or, when on board, to have them safely stowed and segregated – provided, of course, they are packaged, marked, labelled and placarded in accordance with the Code’s requirements.
   And a third example, causing reasonable concern, is none other than the control and management of ships’ ballast water to minimize the transfer of harmful aquatic organisms and pathogens – an item which is so high on the agenda of the MEPC and, from the safety standpoint, the MSC as well.

   But let me take first things first.

   Although, as I said before, IMO has a long history of port activities, it was really only in the early 1990s that it began giving formal, but increasing attention to the impact of shipping activities in port areas. Indeed, it was at the initiative of the Secretary-General that, in 1992, the Organization began developing a strategy for addressing issues related to the ship/port interface and the methods to implement it.

   An ad-hoc Working Group was established to discuss the best way forward and the strategy devised was eventually adopted by the 1995 IMO Assembly by resolution A.786(19). It tasked the SPI Working Group with a number of topics to deal with, but mainly to act as a forum of co-ordination between international organizations on matters relating to the ship/port interface.
   Since then, the SPI Working Group has been functioning under the overall direction of IMO’s Facilitation Committee which deals with other ship/port interface matters such as documentary requirements and procedures for the clearance of ships, persons and cargoes.
   However, because of its multi-disciplinary nature, the Group also reports to the Maritime Safety Committee and Marine Environment Protection Committee, depending on the items under consideration. Its work covers a wide variety of topics such as:

• inspection programmes on freight containers, other cargo transport units and vehicles carrying dangerous goods
• communications between maritime Administration and port Authorities
• safety problems connected with multi-modal transport
• guidelines for packing cargo transport units
• establishment and operation of port reception facilities for ship-generated wastes
• development of model courses on cargo handling in port areas
• emergency preparedness and response in port areas
• the provision of adequate tug assistance, etc.

   Although these subjects represent only a brief overview of the objectives of the SPI Working Group, there are other specific aspects of IMO’s work that also affect the ship/port interface. Some deserve a mention here.

   Navigation in the approaches to, and within the fairways of, a port can be one of the most difficult phases of any voyage. Any accidents within the confines of a port with the associated risk to the safety of ships and the marine environment may have very serious repercussions. Vessel traffic services, or VTS, is one of the valuable tools available for improving the safety and efficiency of navigation, safety of life at sea and the protection of the marine environment from possible adverse effects of maritime traffic. VTS can also be closely involved in the co-ordination of pollution response measures.
   The specific need for a VTS is, of course, a local issue determined in conjunction with factors such as the needs and demands of pilotage, the Collisions Regulations and any local or inland rules, and the provision of aids to navigation and ship routeing measures. IMO has developed guidelines for establishing VTS which recognize the need for some standardization of approach when developing national systems. The guidelines describe the key principles and general operational provisions for operating a VTS and the requirements for participating vessels.
   One important issue in planning and establishing a VTS is the need to ensure a sound legal basis for the competent authority and the legal implications in the event of an accident where VTS operators may have failed to carry out their duties competently. Consideration should also be given to dealing with violations of VTS regulatory requirements, always giving the mariner some leeway in cases of technical failures and extraordinary circumstances.

   The efficiency of a VTS, or indeed many port operations, will depend on the reliability and continuity of communications and on the ability of the communications system to provide good and unambiguous information. For keeping track of vessels over the desired coverage area in ports or VTS schemes, a recent development has been the introduction in IMO of a performance standard for Automatic Identification Systems (AIS). It is anticipated that transponders based on such standards will form part of mandatory shipborne navigational equipment as from 1 July 2002. Although they have been quite common in some ports for tracking container cranes or even port vehicles for a number of years, the introduction of systems allowing exchange of data between ship-to-shore, and vice versa, will provide further opportunities for exchanging data without burdening ships’ crews.
   The traditional and most efficient ship-to-port and port-to-ship short range communications are voice radiocommunications on the VHF maritime band. In accordance with national policies, every port has to have assigned channels for operational, commercial and other purposes. Such dedicated channels should be allocated in accordance with the appropriate ITU Radio Regulations and also comply with IMO performance standards for shipborne VHF equipment.

   IMO has both a direct and indirect effect on port safety through training. Many personnel who work in ports or who provide maritime services in ports are ex-seafarers. And as seafarers, they will have met the standards contained in the STCW Convention. For deck officers particularly, the standards in that Convention address safe cargo-handling and stowage which are as important to the safety of port personnel as to those at sea. The skills required by pilots, VTS operators and others are based in their own knowledge and experience of the sea, which indirectly contributes to the safe operation of ships and protection of the coastal marine environment.
   More directly, the Organization, in conjunction with the Trieste International Maritime Academy, runs regular courses on Handling of Hazardous Bulk Liquids in Port and, through the port of Le Havre, organizes an advanced course on Port Operations and Management. Many port employees, often ex-seafarers from developing countries, have benefited from this training.

   In a recent development, the Secretary-General expressed concern about the problems and inconvenience reportedly caused to shipmasters and ship officers, as well as to the smooth running of ships in ports, as a result of the proliferation of inspections by representatives of various interests within the industry.
   His main concern was that the large number of inspectors boarding a ship on arrival and during its stay in port might distract the master and officers from important duties often relating to difficult loading and unloading operations. He considered that, apart from the safety risk this might cause, it might well be the reason for masters and officers not to rest sufficiently before they resume their duties on the departure of the ship or when they undertake the first watch thereafter. In order to find out what solution might be devised for the problem, he invited the Heads of international organizations concerned to a meeting and he intends to submit the conclusions and recommendations of that meeting to the next session of the Maritime Safety Committee for consideration and appropriate action.
   One of IMO’s recent key initiatives, the introduction of the International Safety Management Code (the ISM Code), which requires shipping companies to implement safety management systems both ashore and afloat, is now beginning to have a positive effect on claims according to one of the major P&I clubs. When full implementation is achieved in July 2002, we anticipate further improvements which will help to reduce the need for so many inspections by commercial interests.

   IMO was established to mainly adopt the highest practicable standards in maritime safety and environmental protection issues affecting shipping as an international business. However, the Organization was, in the course of time, compelled to turn its attention, and deploy its limited resources, to areas other than those IMO’s founding Members had in mind when setting up IMCO more than fifty years ago. I am, of course, referring to certain unlawful acts, the prevention and suppression of which has been included in the Organization’s agenda because of the impact they may have on safety and the environment. I will only mention them:

• barratry, the unlawful seizure of ships and their cargoes and other forms of maritime fraud;
• terrorism at sea;
• piracy and armed robbery against ships;
• illicit drug trafficking;
• stowaway cases; and
• illegal migration by sea.

   The subject you have set to discuss during these two days is vast and I have tried to highlight only those aspects of it which, by their significance and importance, single themselves out among the plethora of subjects on IMO’s current agenda of activities. The strive for enhanced safety and environmental protection goes on and ports, offshore terminals and their approaches constitute an arena where Governments and all industry partners have an immense vested interest. If they neglect it and the duties and responsibilities that go with it, they will do so at their cost – and past accidents in port have demonstrated this is a cost nobody can afford, especially if it entails loss of life. By meticulously planning our port activities, implementing and enforcing the relevant safety and anti-pollution standards, working together in IMO and with other Governments and the industry much can be achieved to ensure safer shipping and cleaner ports. IMO’s hand of assistance and co-operation has always been, and will always be, there.

Thank you.