INGENIEUR
6. SUSTAINABLE MARITIME
TRANSPORTATION
Maritime transport is the backbone of world trade
and globalisation. Twenty-four hours a day and
365 days a year, ships carry cargoes to all corners
of the globe. This role will continue to grow with
the anticipated increase in world trade in the years
to come as millions of people are expected to be
lifted out of poverty through improved access to
basic materials, goods and products.
The world relies on a safe, secure and efficient
international shipping industry and this can only
be achieved under the comprehensive regulatory
framework developed and maintained by IMO. The
regulatory regime developed by IMO provides a
blueprint for countries to develop their maritime
transport infrastructure in a safe, efficient and
environmentally sound manner.
The blueprint calls for a wide range of actions
and also commits Governments to working
towards a transition to a “green economy”,
evolving around the three, equally important,
dimensions of sustainable development – i.e. the
economic, social and environmental dimensions.
IMO has developed a concept of a Sustainable
Maritime Transportation System, which includes a
set of goals and actions, to highlight the importance
of maritime transportation by focusing on:
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S afe t y cul ture and env ironment
stewardship;
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Education and training in maritime
professions, and support for seafarers;
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Energy efficiency and ship-port interface;
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Energy supply for ships;
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Maritime traffic support and advisory
systems;
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Maritime Security;
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Technical co-operation;
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New technology and innovation;
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F inanc e, liab ili t y and in sur anc e
mechanisms; and
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Ocean Governance.
7. OTHER MATTERS
In 1965 IMO adopted the Convention on
Facilitation of International Maritime Traffic. Its
primary objectives are to prevent unnecessary
delays in maritime traffic, to aid co-operation
between Governments, and to secure the highest
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practicable degree of uniformity in formalities and
procedures in connection with the arrival, stay and
departure of ships at ports. The Convention came
into force in 1967.
In 1976 IMO adopted a new Convention on
Limitation of Liability for Maritime Claims (LLMC)
which raised the limits, in some cases by 300%.
Limits are specified for two types of claims – those
for loss of life or personal injury and property
claims, such as damage to ships, property or
harbour works.
For most of the last century, salvage at sea
was based on a formula known as “no cure, no
pay”. While it was successful in most cases, the
formula did not take pollution into account: a
salvor who prevents massive pollution damage but
does not save the ship and its cargo can expect no
compensation. The 1989 International Convention
on Salvage was adopted to remedy this defect. It
entered into force in July 1996.
In 2007, IMO adopted the Nairobi International
Convention on the Removal of Wrecks, 2007,
which provides the legal basis for States to
remove, or have removed, shipwrecks that may