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French Shipowners’ Association
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Norwegian Shipowners’ Association
Royal Association of Netherlands Shipowners
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UK Chamber of Shipping
Union of Greek Shipowners
Annual
Review
2013
Chairman’s
Overview
4 This has been a fascinating and requires that a degree of pragmatism impetus provided by these new IMO
challenging year in which to assume is displayed as a plethora of new regulations, shipping will deliver its
the role of ICS Chairman, following environmental regulations is goal of a 20% efficiency improvement
my election at our Annual Meeting implemented and enforced. Unless by 2020, with innovation playing a
in Australia. It has also been an this is understood there is a danger of role in further efficiency measures
extremely difficult year for many of the creating real barriers to investment in in the future. Meanwhile, ICS is
shipping companies that we represent, our industry. It is all too easy to forget committed to helping governments
with too many ships chasing too few that access to funding sources for new at IMO to develop a global system of
cargoes and recovery in demand for equipment is a prerequisite to smooth Monitoring, Reporting and Verification
maritime services still being far from compliance. of CO2 emissions from ships.
certain. It will probably be several
years until equilibrium is fully restored On a more positive note, August 2013 I am also pleased to record that there
following the economic and financial will see the entry into force of the has been a dramatic reduction in the
crisis in shipping that started almost International Labour Organization number of successful attacks against
five years ago. (ILO) Maritime Labour Convention shipping by Somali pirates. However,
(MLC). ICS, under the banner of the it is vital that shipowners avoid
The key message which I have been International Shipping Federation (ISF), complacency with respect to taking
communicating to regulators during was responsible on behalf of maritime the necessary ship protection measures
this first year in office has been the employers for negotiating the text contained in the latest version of the
need for greater focus to be given to of this new global regime that will Best Management Practices known
the economic sustainability of shipping, ensure decent working conditions for as ‘BMP4’. It is equally important
backed up by evidence of the seafarers worldwide. that governments continue to provide
continuous improvement of shipping’s military protection until it is certain that
environmental performance. Many of Shipping is unique in having developed the problem has been fully eradicated.
the expensive environmental such comprehensive employment Disturbingly, however, very brutal
regulations that are about to enter standards for global application. The attacks against ships and their crews
into force were conceived at a time entry into force of the MLC is a real are now also being perpetrated by
when shipping markets were booming achievement, the culmination of over violent criminal gangs in West Africa.
and finance for retrofitting had not 10 years’ work in co-operation with
dried up. governments and seafarers’ trade One of the key strengths of ICS is
unions. There are still some challenges that, with its membership of national
The imminent switch to vastly more to be overcome during the initial shipowners’ associations, it sits
expensive, low sulphur distillate fuel stages of implementation but we outside the short term commercial
is a very serious concern, which is should all keep in mind the end game considerations that preoccupy many
related to worries about the adequacy which is to ensure attractive maritime shipping companies. This allows ICS
of supply and the dangers of potential careers for the next generation of to develop, through its structure of
modal shift. Another pressing seafarers. expert committees, fully considered
consideration is the cost associated positions that take account of the long
with installing expensive new ballast Shipping is also unique in being the term interests of all sectors and trades
water treatment equipment, especially only industrial sector to already have and of ship operators big and small.
given outstanding questions on a binding global agreement in place
implementation details of new to reduce its CO2 emissions, with the The impressive ability of ICS to reach
global rules which still need to be relevant amendments to the IMO consensus on difficult and complex
resolved at the International Maritime MARPOL Convention having entered issues has been something of a
Organization (IMO). into force in January 2013. While revelation to me, as has the very wide
the high cost of fuel already provides range of topics in which it is necessary
The protection of the environment ship operators with every incentive for ICS to be involved on behalf of
must always remain a priority. But to reduce their emissions, ICS is shipowners worldwide. At the end of
the prevailing economic situation confident that with the additional my first year in office I would therefore
Representing the
Global Shipping
Industry
Economic
Sustainability
6 In June 2012, alongside IMO, ICS understood by the UN, is made up
represented the world’s shipowners of three components: environmental,
at a special Oceans Day at the United social and economic. As well as being,
Nations ‘Rio+20’ Summit on Sustainable by far, the most environmentally
Development in Rio de Janeiro. benign means of commercial
transport, the shipping industry also
ICS used the Summit to explain that offers exceedingly high employment
without the low cost of maritime standards compared to many shore
transport the movement of raw based industries, as reflected by the
materials and energy in bulk to imminent entry into force of the ILO
wherever they are needed and the Maritime Labour Convention (see
transport of manufactured goods separate item in this Annual Review)
and products between the continents and the high level of wages enjoyed by
would simply not be possible. many seafarers, two thirds of whom
Given its impressive environmental are recruited from developing countries.
performance, ICS also made the case
that shipping is undoubtedly a driver However, in view of the current
of ‘green growth’. financial crisis, ICS has also been
keen to emphasise the importance
As a follow up to the UN Summit, of maintaining the economic
IMO is now committed to producing sustainability of shipping, especially
sustainable development goals for the given its vital role in transporting
international shipping industry, an around 90% of world trade, upon
objective which ICS fully supports. which the functioning of the world
Sustainable development, as economy depends.
25
20
15
10
5
25.2 9.3 7.8 3.1
0
500 600 1970s 1980s 1990s 2000s
8 as ICS can bring to bear on such a
fundamental problem is, of course,
extremely limited. Market forces will
Potential cost to global shipping of new no doubt find a solution, which will
environmental regulations, 2015-2025 almost certainly involve large numbers
120 of ships going to the recycling yards
much earlier than their owners had
NB All estimates, while only indicative, originally planned. But there may
are also conservative still be several years to go before
$100 billion equilibrium and profitability are
100 UNFCCC Green Climate restored.
Fund
In order to avoid prolonging the
downturn, it is important that
shipowners take sensible and
$350 billion considered decisions about ordering
80 0.5% Global Sulphur new tonnage. Shipyards that have
in Fuel Cap similar overcapacity problems will be
US $ billions per year
Implementing
the ILO Maritime Labour
Convention
10
ILO Maritime Labour Conference, 2006
In August 2013, the ILO Maritime with the substance of the Convention,
Labour Convention (MLC) will which in large part is derived from
enter into force worldwide and ship existing ILO maritime standards and
operators will need to be ready. But accepted good employment practice.
what does this mean in practice? However, the enforcement mechanism
is new. It will therefore be important
The ILO MLC addresses a wide range to avoid teething problems as some
of matters including the obligations of the more detailed requirements are
of shipping companies with respect to applied and interpreted by flag states,
seafarers’ contractual arrangements, in consultation - as the Convention
oversight of manning agencies, requires - with national shipowners’
working hours, health and safety, crew associations and seafarers’ trade unions.
accommodation, catering standards,
and seafarers’ welfare. One pressing issue is the date
when port state control (PSC) of
Provided that they put in the effort, MLC requirements should begin in
the vast majority of companies should earnest. Technically, any nation that
not have any difficulty complying ratified the Convention before August
11
2012 is legally entitled to exercise registered with flag states that have
PSC enforcement against visiting already ratified the Convention will
ships from August 2013. In practice, almost certainly find the process easier
however, many ships will not be than those flagged with states that
required to have the necessary MLC have yet to ratify.
documentation issued by their flag
states until August 2014, which is the An important aspect of the MLC’s
date recommended for the start of PSC enforcement will be the issuance
enforcement by a Resolution adopted of a Maritime Labour Certificate to
by the 2006 Diplomatic Conference the ship. This will follow a flag state
which agreed the MLC. ISF is inspection, although this may be
therefore seeking clarification about conducted on the flag state’s behalf by
this important issue with regional port a Recognized Organization (RO) such
state control authorities. as a classification society.
CO2 Monitoring
Reporting and
Verification
14 In January 2013, important Market Based Measures (MBMs) to
Shipping amendments to Annex VI of the help further reduce CO2 emissions or,
and the , World Trade
Reductio
n of MARPOL Convention came into force controversially, raise money for the
making international shipping the first UNFCCC Green Climate Fund (see
industrial sector to have a binding separate item in this Annual Review).
global regime in place to reduce its
CO2 emissions. The priority for ICS is MRV is seen as significant because
United Nat
ions Frame
Internation
work Con
al Maritim
vention on
Climate Cha
to help to ensure that these technical UNFCCC has still not really provided
and operational measures are fully any clarity about how international
e Organiz nge
ation
higher fuel costs, and are thus already on fuel consumption measured by
very incentivised to become more bunker delivery notes. However, ICS
efficient), or even the possibility of support for the development of an
ships being required to lay up once a MRV mechanism does not imply
permitted amount of fuel consumption acceptance of MRV itself being used
has been exceeded, i.e. a system of for the eventual development of any
‘fuel rationing’. other Market Based Measure, or the
mandatory application of energy
The second strand to the MRV debate indexing measures to existing ships.
is the new initiative being taken by
the European Commission. While In practice, even if agreed to by
the Commission now seems to be governments at IMO, it will probably
committed to seeking agreement be several years until a global MRV
at IMO, the development of MRV is mechanism becomes operational. It
complicated because the Commission is therefore important to reiterate
is simultaneously developing a regional that IMO has already adopted a
approach in the event that an IMO comprehensive package of technical
agreement on MRV cannot be achieved. and operational measures to reduce
CO2 emissions. Notwithstanding
In February 2013, ICS members agreed ICS support for the concept of MRV,
that ICS will support the concept ICS’s priority remains to help ensure
of MRV, provided that any measure that these existing IMO measures are
adopted is developed and agreed successfully implemented.
at IMO, and that it will be simple
to administer and based primarily
Representing the
Global Shipping
KEY ISSUES IN 2013
Industry
Piracy and
Hostage Taking
In liaison with IMO (which has been requested by ICS and other industry
associations to bring the growing crisis in West Africa to the attention
of the UN Security Council) there is significant diplomatic and practical
activity underway intended to prevent a further escalation of armed
attacks in the region. This includes a plan to establish a regional
reporting and information exchange centre in Ghana, and IMO sponsored
regional training for authorities and law enforcement agencies.
Representing the
Global Shipping
KEY ISSUES IN 2013
Industry
Arctic
Shipping
20 In conjunction with the ICS Annual the publication of its Arctic Marine nations such as Canada and Russia
General Meeting in June 2013, the Shipping Assessment in 2009 and its understandably remain protective of
Government of Norway will be hosting welcome development of co-operation their Arctic ‘back yards’, which for
a Ministerial Summit in Oslo, one of agreements on maritime search and all intents and purposes were until
the principal themes of which will be rescue and emergency pollution very recently closed off to any need
Arctic shipping. response. to consider theoretical international
principles of maritime governance.
In December 2012, ICS issued a high As the volume of Arctic shipping
level position paper on shipping in increases, there is of course a ICS has therefore highlighted some
the Arctic. As the reduction in sea- high level of awareness about the issues that might require clarification
ice makes the region more accessible need for the special degree of as Arctic waters
to ships during the northern summer care required when ships navigate become more
months, ICS has sought to set out Arctic waters. However, it is most accessible. For
some key principles with regard to the important that Arctic nations avoid example, ICS
future governance of Arctic waters. unilateral measures that might cut believes that the
across IMO Conventions or the UNCLOS regime
Offshore support vessel activity is provisions of UNCLOS, and that there of ‘transit passage’
already significant, while destination is full recognition that IMO is the for straits used
shipping is anticipated to grow as the proper forum for addressing detailed for international
extraction of energy and raw materials concerns. navigation takes
is developed. Use of the Northern precedence over
Sea Route (NSR) is also a reality for a ICS firmly believes that individual the rights of
small but increasing number of ships Arctic coastal states should not coastal states to
(46 transits in 2012), facilitated by impose discriminatory treatment that enact unilateral
compulsory assistance from Russia’s might prejudice the rights of ships measures against
fleet of nuclear ice breakers. These registered with non-Arctic nations international
are currently charged at fees intended under international maritime law, such shipping. Until
to make the NSR slightly cheaper than as unilateral ship construction, design recently this issue
using the Suez Canal route. While the and equipment standards or charges
climatology remains uncertain, Russia for navigational services. This can
anticipates a five-fold increase of sometimes be a sensitive issue, and
NSR transits over the next decade. A
handful of commercial transits via the
Canadian North West Passage have
also taken place.
300 30,000
250 25,000
200 20,000
150 15,000
100 10,000
World seaborne trade (billion tonne miles)
50 5,000
Number killed or missing on cargo ships
0 0
1999 ’00 ’01 ’02 ’03 ’04 ’05 ’06 ’07 ’08 ’09 ’10 ’11 2012
Representing the
Global Shipping
Industry
The Year
in Review
Maritime Safety of ships that are trading internationally. 23
In 2012 (according to IHS Maritime
Celebration of the remarkable data) there were 156 such fatalities out
improvements to maritime safety that of a worldwide seafarer population of
have been achieved in the 100 years about 1.5 million.
following the ‘Titanic’ disaster was
understandably overshadowed by the Although the correlation is difficult
‘Costa Concordia’ cruise ship tragedy to prove, the reduction in accidents
in January 2012. However, the loss of and related fatalities would seem to
the ‘Titanic’ led directly to the adoption, coincide with measures such as the
in 1914, of the first International implementation of the International
Convention on Safety of Life at Sea Safety Management (ISM) Code
(SOLAS) and the development of the and the ongoing improvements
comprehensive international regulatory to standards of crew competence
framework which the industry enjoys that followed the radical 1995
today. amendments to the Convention on
Standards of Training, Certification and
In June 2013, as part of the build-up to Watchkeeping for Seafarers (STCW).
the centenary of SOLAS, IMO is hosting Both of these important developments
a major Symposium on the Future of began to pay dividends at the
Ship Safety, in order to consider how beginning of the last decade.
maritime safety can be further improved
in the 21st Century. ICS and its members Notwithstanding the reality that
will be playing a significant part in this the sea is an environment involving
important event. a high degree of physical risk, the
current level of fatalities is still too
Meanwhile, in January 2013, the high. There are undoubtedly specific
IMO Secretary-General made a public problems in certain trades that still
announcement that he wishes IMO to need to be addressed. Some of these
adopt a goal of cutting the number of are highlighted in this Annual Review,
lives lost at sea by half by 2015. This including a disturbing spate of recent
is a very important objective – and the ship losses apparently caused by cargo
aspirational goal of ICS is to have a zero liquefaction. These are all issues in
accident rate. But it will be important to which ICS is closely engaged at IMO
ensure that any target that is set is not and elsewhere.
too simplistic. As well as the possibility of
setting a firm goal that might be unlikely However, while ships can still tragically
to be realised, the statistics quoted disappear at sea with the loss of all
by IMO in public (over 1,000 deaths hands, many fatalities are due to a
in 2012) appear to mix international simple failure to follow established
shipping incidents with domestic ferry routines and procedures, with many
tragedies in developing nations, as well accidents likely to have far less dramatic
as fatalities in the fishing sector. causes, but no less serious or tragic
consequences for the individuals
Fatalities amongst crew on cargo ships concerned. Examples continue to
in the international trades in which ICS include ‘slips, trips and falls’ or entering
members’ companies operate have in enclosed spaces without the necessary
fact been declining steadily in recent precautions and equipment.
years, despite the growth in the number
24 Whatever the conclusions of the Responding to the of its accident investigation, which
final accident report, the ‘Costa ‘Costa Concordia’ it is understood will be submitted in
Concordia’ disaster would appear to June 2013. However, various and
highlight, in the most dramatic way A major task for ICS has been to generally reasonable measures relating
possible, that the absence of a fully address the ongoing regulatory to passenger safety and evacuation
implemented safety culture is still an response to the ‘Costa Concordia’ procedures are already being taken
issue which international shipping cruise ship disaster. In January 2012, forward by IMO, largely at the
needs to address more rigorously. This over 30 people lost their lives, while recommendation of the Cruise Lines
is a matter that goes far deeper than 4,000 passengers and crew were able International Association (CLIA), with
simply producing new regulations. to escape to safety. which ICS has been working closely.
An immediate challenge, though, has
ICS believes that there are still lessons Safety of life at sea must always been to dissuade IMO from applying
to be learned from other industrial remain the highest priority and the similar but inappropriate measures to
sectors, not least the offshore oil and way in which the industry addresses passenger ferries, which change their
gas industries, and this is an issue any issues raised by major disasters can passenger complements completely
which ICS means to prioritise in the reflect on its reputation for years to during very short periods.
year ahead. In the meantime, to come. It will be vital for the industry
coincide with the IMO Symposium to understand the sequence of events Nevertheless, there is a growing
on the Future of Ship Safety, ICS that led to the ‘Costa Concordia’ appetite at IMO for the development
is producing a special information tragedy, which involved a state of of more radical measures with respect
brochure on implementing a safety the art vessel, manned by a highly to stability requirements and the
culture, for dissemination free of qualified crew, who were apparently application of the ISM Code, which
charge throughout the entire shipping using the latest navigational may yet have implications for all ship
industry. equipment. types including cargo vessels. Despite
originally stating that no radical
For the moment at least it seems measures would be suggested until
that politicians and regulators are the full causes of the accident are
commendably refraining from knee- known, IMO appears to feel under
jerk responses until the causes of increasing pressure to act.
IMPLEM
EN
effectiv TING An
the accident are fully understood.
e SAFETY However, this approach may yet There is still a danger that the industry
Basic Ad CULTUR
vice for E
and Sea
fa
Shipping
rers Comp anies change during 2013 as more facts will be faced with a plethora of
about this unfortunate incident are regulatory proposals to address the
released and the criminal proceedings results of what happens when a ship
in Italy receive further close attention collides with a rock at speed, rather
across the media. The delay in than the root causes of how such an
publication of the full results of the accident could ever have happened in
Italian accident investigation beyond the first place.
12 months after the incident has been
a source of frustration that is likely to Another issue which the ‘Costa
increase the pressure for ‘something Concordia’ tragedy has highlighted is
to be done’ in the absence of the full the seemingly inadequate obligations
facts about the underlying causes. on the part of flag states to submit
INTERNA
IMO Sym
TIONAL
posium on
CHAMBE
R OF SHIP
the Future PING
of Ship Safe
ty, 2013
the results of accident investigations
During discussions at the IMO to IMO. The impasse created by
Maritime Safety Committee, the failure of the flag state to report
governments have so far resisted calls definitively on such a serious casualty
for IMO to take radical steps until Italy indicates that action may be needed
has published the complete results in an area where other flag states
Representing the
Global Shipping
Industry
IMO agreement to reduce atmospheric pollution from ships At the IMO Marine Environment 25
Protection Committee meeting in
October 2012, ICS was unsuccessful in
persuading a majority of governments
to agree to advance the IMO fuel
Sulphur content of fuel availability study (legally required
permitted in Emission by 2018 to assess the impact of the
Control Areas global 0.5% sulphur cap that will
apply from 2020), in the hope that
this might authoritatively highlight
potential problems associated with
MARPOL Annex VI implementation.
This setback was largely due to bloc
voting by EU Member States.
28 the effect that shipping might pay in decide to develop an MBM for global of 2013. It is very much hoped that
excess of US$20 billion dollars per year application, then the preference of the governments will confirm the vital
would be inequitable, impractical and majority of ship operators worldwide need to ease the potential log jam by
damaging to world trade. The current is for a mechanism linked to fuel spreading implementation over five
focus of the UNFCCC working group consumption rather than an Emissions years rather than two or three.
that is overseeing the establishment Trading Scheme.
of the Green Climate Fund is the low Disappointingly, however, a number of
level of government pledges that Ballast Water Management mainly European governments spoke
fall considerably short of original against determining that all ships
expectations. In principle, in view of the constructed prior to entry into force of
potential damage to local marine the Convention should be regarded as
On the plus side, UNFCCC does not ecosystems caused by the unwanted “existing ships”, seemingly influenced
seem to dispute IMO leadership on transportation of invasive species, by manufacturers’ contentions that
the treatment of shipping, and has ICS fully supports the eventual entry there are sufficient type-approved
broadly welcomed the MARPOL Annex into force of the IMO Ballast Water equipment and facilities available to
VI efficiency amendments. However, Management (BWM) Convention. meet the anticipated demand. There
UNFCCC has still not provided any was also less enthusiasm for ICS’s
clarity about shipping that would In 2013, however, ICS is not actively suggestion that the existing IMO (G8)
be likely to reduce the opposition of encouraging governments that type-approval Guidelines might be
governments, such as China and India, have not yet done so to ratify the revisited, to take account of the more
to IMO making meaningful progress Convention until serious outstanding robust standards that are now being
on MBMs. issues concerning the implementation implemented by the United States.
of the requirements are resolved However, scope still remains to revisit
Notwithstanding the entry into force at IMO. This includes questions these suggestions. A growing number
of the MARPOL VI amendments, the concerning the robustness of the type- of administrations have indicated their
last meeting of the IMO Marine approval process for the expensive support for ICS’s position that the
Environment Protection Committee new treatment equipment (estimated
in May 2013 was unable to make to be US$1 to 5 million per ship), the
progress on developing terms of methodology for sampling during port
reference for the assessment of state control inspections, and the time
proposals that have so far been scale that will be available for as many
made by governments for various as 60,000 existing ships to retrofit the
shipping MBMs. This was primarily new equipment.
due to prolonged discussions, again
led by China and India, about a At the IMO Marine Environment
separate issue - the implementation Protection Committee meeting in
of technology transfer measures to October 2012 there appeared to be
developing countries, which forms part general agreement with ICS proposals
of the MARPOL amendments already that the BWM Convention should be
adopted. amended as soon as it enters in force,
so that retrofitting the new treatment
The development of MBMs remains equipment will not be required until
a priority item on IMO’s agenda for the next full five year survey rather
2013, and the position of ICS is that than the next intermediate survey
it is willing to continue to participate should this be sooner. This idea, along
constructively in the debate provided with other possible adjustments, will
that the forum for doing so is IMO. now be taken forward with a view
The position of ICS remains, however, to IMO developing an Assembly
that in the event that governments Resolution on the issue at the end
BWM Convention was designed to
assure the ability to meet the required
standard by a treatment system
installed on an operating vessel, not
in the rarefied atmosphere of a test
facility.
Tanker Safety 31
In 2013, IMO is expected to adopt
some important regulatory changes
following a major review of tanker
safety. This was in response to a
significant report by an Inter-Industry
Working Group on Fires and Explosions
on Board Tankers, to which ICS
contributed with the Oil Companies
International Marine Forum (OCIMF)
and Intertanko, and which was
presented to IMO following a sequence
of sometimes fatal explosions on
tankers during the last decade.
34
Ship Motions in a Heavy Seaway
37
38 primarily as a mechanism for Electronic Navigation Chart availability continuing lack of new large scale
monitoring shipping, and even taking could be met before the phased-in navigational charts. The delivery of
operational control away from the carriage requirements became effective. improved safety and environmental
Master completely. benefits in the Straits is meant to be
Disturbingly, however, it has become a primary objective of the Marine
To the electronics industry e-navigation apparent that not all ECDIS systems are Electronic Highway or ‘MEH’ project.
is clearly an opportunity to develop fully effective, with the International But these benefits cannot be realised
and sell new equipment. However, this Hydrographic Organization (IHO) unless navigational charts are based on
does not mean it is always appropriate advising that some systems have modern and appropriate hydrographic
for governments to mandate the reportedly failed to display significant surveys.
carriage and the use of new equipment underwater features in the ‘Standard’
just because it exists. If a computer display mode, necessitating the Encouragingly, this deficiency has been
appears to be doing a satisfactory job continued use of paper charts. ICS acknowledged by the littoral states.
then it is natural to increasingly rely on therefore welcomed the decision by India, moreover, has offered the use
the machine, but it is not necessarily IMO’s Sub-Committee on Safety of of a vessel to conduct appropriate
in the best interests of safe navigation Navigation to take action to address hydrographic surveys in the area.
if watchkeepers then forget to look operating anomalies with ECDIS and to Training for survey personnel from
out of the window or otherwise develop advice for mariners. Meetings Malaysia and Indonesia has also been
have standards of professionalism have since been held with ECDIS offered. Hopefully, these developments
undermined. manufacturers and IHO in order to get may lead to real progress being made
to the bottom of this serious problem. with respect to safety of navigation in
There are also big questions regarding Following detailed work by IHO and the region.
how e-navigation will be implemented IMO, in which ICS has participated, the
in practice by coastal states and port initial batch of known anomalies has At a meeting in Malaysia in late 2012,
authorities. Scandinavian countries are largely been addressed although doubt ICS also presented updated results of
progressing with their own advanced exists that all existing ECDIS are yet its detailed survey of safety incident
systems and the St Lawrence Seaway able to display all potential hazards. In reports to the maritime administrations
already operates its own system that view of the potential danger presented of the littoral states. While only a very
is referred to as ‘e-navigation’. The by ECDIS operating anomalies, ICS will small proportion of transits through the
Panama Canal Authority is meanwhile continue to monitor the situation very Straits lead to accidents or near misses,
exploring another system to help with closely. the ICS survey has identified heavy
arrival planning. Work is also being shipping traffic, inappropriate speed
done in the Malacca and Singapore Safety in the Malacca and and the loss of situational awareness
Straits to demonstrate aspects of Singapore Straits as significant factors that need to
e-navigation technology. But each of be addressed. ICS also highlighted
these projects has a different purpose ICS has welcomed the outcome concerns about the understanding
and approach, with the attendant risk of an important meeting between and use of navigation systems such as
of jeopardising the global framework governments to advance navigational ECDIS, AIS and radar.
for standardisation that e-navigation safety in the strategically vital Malacca
has the potential to offer. and Singapore Straits, where there are ICS has therefore welcomed the many
about 70,000 transits by ships each year. other projects being taken forward by
Most informed commentators expect In October 2012, however, at a the Co-operative Mechanism including
that Electronic Chart Display and meeting of the ‘Co-operative the removal of wrecks in the region,
Information Systems (ECDIS) will Mechanism on Safety of Navigation the establishment of a tide, current and
be at the core of e-navigation. On and Environmental Protection in the wind measurement system, as well as
1 July 2012 new mandatory IMO Straits of Malacca and Singapore’ ongoing projects for the replacement
requirements for ECDIS entered into (which involves the littoral states of and maintenance of aids to navigation
force, something which ICS has long Singapore, Malaysia, and Indonesia), and the provision of emergency towing
supported, provided that sufficient ICS expressed concern about the vessels.
state recognition of certificates issued of view about the required length 39
by other countries. Governments of generic ECDIS courses for those
are required to submit the required seafarers who may be required to
information to IMO by July 2013, for undertake them.
evaluation prior to approval by the IMO
Maritime Safety Committee. To help companies comply with
STCW 2010, ISF has continued its
An example of one of several STCW programme of updating its widely
issues that have required clarification used On Board Training Record Books
by ISF is the application of new training for use by trainees seeking to qualify
requirements for the use of ECDIS. as officers and ratings under the
While some training providers and STCW Convention. An important
assessors have been keen to suggest provision under STCW 2010 is that
that all deck officers should be required ratings seeking to qualify for the new
to undergo type-specific training, the grades of Able Seafarer (Deck) or Able
STCW Convention does not actually Seafarer (Engine) will be required to
require this. There are also differences maintain documentary evidence of
STCW Training Issues
The International Shipping Federation
(ISF) is the identity used by ICS when Work Hour Regulations
representing maritime employers, An important matter covered by the STCW 2010 amendments is the
and ISF continues to monitor the revised regulations on fitness for duty and minimum seafarers’ rest
implementation of the 2010 hour requirements. These are now being enforced by port state
amendments to the IMO Convention control. Significantly, this includes a requirement for individual records of
on Standards of Training, Certification seafarers’ work/rest hours to be maintained on board ship.
and Watchkeeping for Seafarers
(STCW). The required changes to In practice, because of the complexity of the record keeping requirements,
national training and certification most shipping companies are using computer based systems. This
regimes are being phased-in between includes the popular ISF Watchkeeper system, produced with ISF’s partner
now and 2017, having entered into IT Energy. This has now been fully updated to check compliance with
force in January 2012. the STCW 2010 regime, including the STCW ‘Manila Clauses’ which
provide ship operators with the modicum of permissible flexibility that is
The majority of seafarers in sometimes required in short sea trades.
international trade work on board ships
registered with flags that are different In practice, although the STCW rest rules are broadly harmonised with
to the country which issued their STCW similar requirements in the ILO Maritime Labour Convention which enters
certificate. One issue that will therefore into force in August 2013, they are in fact marginally stricter. The STCW
require close attention is the extent to rules are therefore expected to continue to be the ‘default’ regime that
which governments submit information will be inspected by port state control.
to IMO to demonstrate that they have
fully effected the changes necessitated The ISF Watchkeeper system is also increasingly being used by ships as
by STCW 2010, to ensure that they a planning tool, in order to anticipate how the possibility of fatigue can
maintain a place on the STCW ‘white be avoided. A number of charterers are now requiring the use of such
list’ (as it is unofficially known). Failure forward planning features in order to comply with their vetting regimes.
to do so could lead to port state At the request of OCIMF in 2012, ISF Watchkeeper now includes features
control difficulties for seafarers holding that satisfy these demanding vetting requirements.
certificates from nations that are not on
the ‘white list’, or difficulties with flag
40
INTERNATI
ONAL CH
AMBER OF
INTERN SHIPPING
ATIONAL (ICS)
SHIPPING
FEDERATIO
N (ISF)
The ILO Minimum Wage for Able Seafarers increased to US$568 a month
MARPOL including Annexes I - II
tober 2012
IMO meetings attendance
LL 66 (and 88 Protocol)
Low Age (ship numbers)
State Performance.
USCG Qualship 21
USCG Qualship 21
basic wage in January 2013. It then will increase to US$585 in 2014, but
ed by REDS
CLC/FUND 92
CLC/FUND 92
ILO 147/MLC
ILO 147/MLC
s a whole).
STCW 78
STCW 78
Albania n n n n n n n n n n n n n n
N/S n n n n Latvia n n n n n n n n n n n n n n n n n n
with no further revision expected to take effect until at least 2015. This
Algeria n n n n n n n n n n n n n n n n n n Lebanon n n n n n n n n n n n n n n n n n n
Antigua & Barbuda n n n n n n n n n n n n n n n n n n Liberia n n n n n n n n n n n n n n n n n n
ive Port State Control
Argentina n n n n n n n n n n n n n n
N/S n n n n Libya n n n n n n n n n n n n n n n n n n
Australia n n n n n n n n n n n n n n n n n n Lithuania n n n n n n n n n n n n n n n n n n
f Understanding (MOU), Bahamas n n n n n n n n n n n n n n n n n n Luxembourg n n n n n n n n n n n n n n n n n n
ficiencies and detentions Bahrain n n n n n n n n n n n n n n
N/S n n n n Malaysia n n n n n n n n n n n n n n n n n n
follows what was effectively a four year deal agreed by the ILO Joint
o MOUs’ white lists and Bangladesh n n n n n n n n n n n n n n n n n n Malta n n n n n n n n n n n n n n n n n n
ose flag states do not Barbados n n n n n n n n n n n n n n n n n n Marshall Islands n n n n n n n n n n n n n n n n n n
Belgium n n n n n n n n n n n n n n n n n n Mauritius n n n n n n n n n n n n n n n n n n
Belize n n n n n n n n n n n n n n n n n n Mexico n n n n n n n n n n n n n n n n n n
Bermuda * n n n n n n n n n n n n n n n n n n Moldova n n n n n n n n n n n n n n n n n n
ns of these global n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n
employers with the stability required during the very difficult economic
Chile n n n n n n n n n n n n n n n n n n Norway n n n n n n n n n n n n n n n n n n
China n n n n n n n n n n n n n n n n n n Pakistan n n n n n n n n n n n n n n n n n n
conducting survey work on
Colombia n n n n n n n n n n n n n n n n n n Panama n n n n n n n n n n n n n n n n n n
There are no published
Cook Islands n n n n n n n n n n n n n n n n n n Papua New Guinea n n n n n n n n n n n n n n n n n n
es complies with IMO Costa Rica n n n n n n n n n n n n n n n n n n Philippines n n n n n n n n n n n n n n n n n n
ional Association of Cote d'Ivoire n n n n n n n n n n n n n n
N/S n n n n Poland n n n n n n n n n n n n n n n n n n
in developing countries.
n
N/S – No data submitted to IMO - can be regarded as negative indicator n
N/S – No data submitted to IMO - can be regarded as negative indicator
* – UK dependent territories - entries for ratification of conventions, STCW ‘white list’ and IMO meetings attendance as UK
seafarers (ISF and ITF being responsible outside the confines of the ILO, to
for developing, with governments, the identify issues on which it might
IMO/ILO Guidelines on Fair Treatment be productive to co-operate. The
of Seafarers in the Event of a Maritime atmosphere at the meeting was cordial
Accident). ISF and ITF also have a and a further meeting is expected to
common interest in wishing to see take place in 2013.
the worldwide implementation of the
ILO MLC, issuing a joint statement in Meanwhile, at the ILO in Geneva, a
August 2012 when it was announced formal meeting is planned for early
that the Convention had received a 2014 with regard to the ILO MLC. The
sufficient number ratifications to enter key issue for discussion will be the
into force. In April 2013, ITF also inclusion of potential amendments
co-sponsored an ICS/ISF submission arising from the Joint ILO/IMO
about the need for the results of Working Group on Crew Claims and
casualty investigations to be reported Abandonment which met after the
by flag states. MLC was adopted but before it was
known when the Convention would
In May 2012, for the first time for enter into force. In preparation
more than a decade, representatives for this major ILO tripartite meeting,
of ISF and ITF members met in London, which will involve employers, unions
Representing the
Global Shipping
Industry
44
concerns, individual visas are now facilitating access to shore leave (and claims covered by the Civil Liability 45
required in the United States and crew transits), a matter on which there Convention), plus wreck removal when
Australia. Problems also exist in Brazil, has been little progress in recent years. the IMO Nairobi Convention enters
Singapore and South Africa amongst into force.
other nations, and some nationalities Increase to LLMC Limits
of seafarer are still unable to leave In view of the need to preserve the
their ships without a visa within the EU Following an important decision by careful balance in the limits between
Schengen area. the IMO Legal Committee in 2012, the different types of claims, the final
ICS has expressed its full support for increases agreed by IMO seem to be a
Notwithstanding the principle that an agreement to increase the limits reasonable outcome.
visas should not be required for of liability under the 1996 Protocol to
shore leave, the priority must be to the Limitation of Liability for Maritime It remains to be seen what economic
ensure that the welfare of seafarers Claims Convention (LLMC) by 51%. impact the new limits will have on the
is met by ensuring that shore leave industry after they come into effect.
is facilitated. ICS and ISF therefore Increased limits were initially proposed However, ICS hopes that the increases
proposed to the April 2013 meeting by the Australian Government will help to ensure that the principle of
of the IMO Facilitation Committee following the ‘Pacific Adventurer’ limitation of liability will be maintained,
that if port states insist upon requiring bunker spill in Queensland in 2009, which is crucial if shipowners are to
visas for shore leave they should also where the clean-up costs were continue to have access to affordable
make provisions for seafarers to be originally thought to have exceeded insurance. It is also hoped that the
able to apply for visas upon arrival in the applicable limitation amount. higher limits will not deter nations
port, or very shortly before. ICS and Throughout the two years of extensive in Africa and South America from
ISF, supported by others, therefore debate at IMO, ICS had observed that subscribing to the LLMC. ICS regards
proposed that a new ‘Recommended shipowners were open to a discussion this as a core IMO Convention and
Practice’ to this effect be included in of increases, but that these had to be continues to promote its global
the FAL Convention. based on the agreed criteria in LLMC, ratification.
namely claims history, inflation, and
Such an amendment would also have the effect on the cost of insurance.
been consistent with ILO Convention
185, which ISF helped to negotiate at While the IMO discussions were taking
an ILO Tripartite Conference in 2003. place, ICS and some governments
(ISF is still committed to encouraging had questioned whether any increases
countries to ratify Convention ILO 185 were justified in view of statistics
to assist in facilitating shore leave for compiled by the International Group
seafarers.) of P&I Clubs which showed that only a
small number of claims had not been
In the event, however, a majority compensated fully under the present
of governments decided that the LLMC limits. However, it was accepted
reference to visa numbers should that the large number of governments
not be included in the revised FAL that had supported Australia’s request
Convention, a decision which ICS and to IMO to review the LLMC limits
ISF have welcomed. meant that some level of increase was
never in doubt.
Nevertheless, while the principle of
‘no visas’ is being retained in FAL, it is In addition to general maritime claims,
not being implemented in practice. A the new LLMC limits, which will come
measure such as that proposed by into effect in 2015, will apply to claims
ICS and ISF could possibly have made under IMO Conventions governing
a significant contribution towards liabilities for bunker spills (other than
Representing the Promo
ting
Global Shipping maritim
e treat
Industry ratific y
ation
the ICS /ISF and
CMI camp
aign
INTERNA
TIONAL
INTERN CHAMBE
ATIONAL R OF SHIP
SHIPPING PING
FEDERATIO
N
COMITé
MARITIM
Interna E
tional
Progress towards a new WTO deal In reality, there presently seems no reason to believe that China is any less
on trade remains slow, largely due conscious of its commitments under the WTO process than previously,
to significant differences between a view that appears to have been confirmed by subsequent public
governments on issues such as statements by Chinese ministers. However, given that Chinese shipping
agriculture. ICS is therefore encouraged companies are under the same tremendous commercial pressures as
by the announcement in early 2013 operators elsewhere, the Chinese Government no doubt wishes to
that there will be a new push at WTO show that it is listening to the concerns of its local industry. This was
to conclude a separate agreement on evinced by the proclamation of a new regulation on cabotage that came
services. However, it will be important into force in January 2013, although in practice this appears to be a
to ensure that shipping is not overlooked, reiteration of principles already contained in China’s Maritime Code.
especially if as rumoured the WTO
‘Friends of Maritime Group’ is about to Encouragingly, given the unwelcome precedent that such policies can set,
be disbanded, with the attendant danger there appear to be indications that China is intending to lift its informal
that shipping could become the victim ban on the ultra large iron ore carriers, operated by the Brazilian producer
of horse-trading in any fresh high level Vale, from visiting Chinese ports. More generally it appears that the
trade negotiations. Chinese Government is carefully weighing the best interests of Chinese
shipowners against its obligations towards its trading partners, the
desire not to support loss making industries (especially those that are still
predominately state-owned) and the long term interests of the Chinese
economy as a whole.
Representing the
Global Shipping
Industry
52
Taxation Matters need to maintain a sensible global OECD model tax agreements, as well as
approach to taxation matters, as set out Article 8 of the current UN model treaty,
The maintenance of tonnage tax in Article 8 of the United Nations Model is important. Any inconsistency with
regimes which now operate in most Double Taxation Convention between the OECD approach, or restriction of
major maritime nations is important to Developed and Developing Countries. its scope, would be problematic for the
ensure that the shipping industry can industry as it could lead to differential
operate efficiently in what are extremely In October 2012, in Geneva, ICS was treatment in the various ports of call
cyclical and volatile international represented at the United Nations during a voyage.
markets. The current review of Committee of Experts on International
the application of the EU State Aid Cooperation in Tax Matters, ICS having The next UN Committee of Experts
Guidelines to maritime transport, made a submission to the Committee meeting will take place in October
which is being overseen by the EU opposing suggested changes to Article 2013 and, in response to a call for
Competition Directorate, is therefore 8 of the UN Convention, specifically submissions on Article 8, ICS has
of great interest to ship operators those proposed by the Indian produced a further paper on maritime
worldwide. In July 2012, in liaison Government concerning the treatment tax issues in co-operation with the
with ECSA, ICS submitted comments of the taxation of revenue from the World Shipping Council.
in support of the maintenance of the domestic leg of an international voyage.
status quo to a European Commission Canal Toll Increases
public consultation. The maintenance of the long
established practice that profits from Throughout 2012, ICS strenuously
Given that shipping is a global industry, international shipping activities are opposed Panama Canal Authority
with shipping companies operating in only taxed in the ‘home state’ of the (PCA) proposals to introduce significant
multiple jurisdictions, there is a vital shipping company, as enshrined by increases to tolls. Unfortunately,
ICS/IS
PublicatioF
n
2013 s
Vital Guid
Ship Oper ance for
ators
Internation
al Chamb
er of Shippi
ng
Internation
al Shipping
Available Federation
from Ma
www.ics- risec Publications
shipping.or
g
the industry was unsuccessful in increases are very dramatic indeed, in co-operation with the International 53
convincing the PCA not to proceed, and may be impossible to pass onto Maritime Pilots’ Association (IMPA) in
although it was persuaded to delay customers. July 2012.
implementation of the first stage of
increases from July to October 2012 With the contraction of Egypt’s tourism In December 2012, ISF published new
and the second stage will now be and its other economic problems, there Guidelines on the Application of the
implemented in October 2013. is clearly increased pressure on the SCA ILO MLC. Other new ISF publications
to maintain what is now the country’s include updated On Board Training
ICS is now concentrating on biggest source of foreign revenue. But Record Books for deck and engine
establishing a more constructive the effect of these increases will be to cadets and deck and engine ratings.
dialogue with the PCA as it assesses give a spur to those owners who may In 2013 these will also be available in
the structure and quantum of tolls to already be considering the Cape route electronic form in conjunction with
be introduced when the project to as a serious alternative. Moreover, the the computer based training provider
expand the Panama Canal is completed entrance to the Suez Canal, via the Red Seagull AS. ISF is currently revising
in 2014/15. ICS has proposed that the Sea and the Gulf of Aden, is already its Personal Training Record Book for
structure of future tolls be discussed unattractive due to the continuing seafarers that are already qualified, in
in detail, both at a general and sector threat of Somali piracy. Recent events order to take account of STCW 2010
specific level. in Egypt, including riots in Ismailia and and ILO MLC requirements.
Port Said, are also generating concerns
At a high level meeting with ICS in about the security of the Canal itself. 2013 will also see the publication
December 2012, the PCA outlined of a new consolidated Ship to Ship
some new ideas for when the new locks To the SCA’s credit, and with assistance Transfer Guide, being produced jointly
come into operation. This included from the army, the Canal has so far with OCIMF, SIGTTO and CDI. Other
the idea of a ‘band system’ in which continued to function smoothly. But major projects include: a revision of the
the PCA would have flexibility to move ICS will be repeating its request for ICS Bridge Procedures Guide; the ICS
toll prices within a stated upper and full and proper consultation between Tanker Safety Guide (Chemicals); revised
lower limit, without re-opening the the industry and the SCA, particularly Guidelines on Garbage Management
tolls process. The PCA believes this whenever toll adjustments are being Plans (all scheduled for publication by
would enable it to better react to contemplated. 2014); as well as a new edition of the
market events and thus keep tolls at ICS Tanker Safety Guide (Liquefied Gas).
a competitive level. These ideas are Publications
at present only conceptual, with no The ISF Watchkeeper work/rest hour
indication as to the level at which tolls Many ICS/ISF publications on best record software, produced with IT
might actually be set. The proposals practices are an essential complement Energy, continues to be popular and in
will be further discussed at PCA to international maritime regulations 2012 was augmented by a new product,
meetings with individual sectors taking adopted by IMO and ILO, and are Watchkeeper Online, which allows
place during 2013, with a further required reading by companies companies ashore to manage and
meeting with ICS expected this year. and seafarers involved in maritime analyse seafarers’ records and better
operations. plan fatigue prevention strategies as
Elsewhere, ICS has voiced serious required by many charterers.
concern about toll increases announced There are currently over 20 titles, most
by the Suez Canal Authority (SCA) marketed under the banner of ‘Marisec In April 2013, ICS made some of its
which were implemented in May Publications’. Additional products publications available for the first
2013. For all but the smallest ships, the are available free of charge (see ‘Free time as eBooks, using the eReader
increases range from about 3% to 5% Resources’ on the ICS website) including technology developed by Witherby
according to tonnage and ship type. the latest ICS/ISF Shipping Industry Flag Seamanship Group, which is now being
These follow across the board increases State Performance Table published in widely used by many other bodies
of 3% in 2012. Given the dire state January 2013 and new Guidance on producing maritime publications,
of the market, for some trades these Pilot Transfer Arrangements published including IMO.
54
Representing the
Global Shipping
Industry
ICS Board
of Directors
2012-2013
Election of New Chairman Chairman Mr Masamichi Morooka
In May 2012, the ICS Annual General Australia Mr Noel Hart
Meeting was held in Port Douglas,
Queensland at the invitation of the Bahamas Mr Chris Oliver
Australian Shipowners Association. Belgium Mr Peter Vierstraete
Canada Mr Wayne Smith
The representatives of the world’s
national shipowners’ associations Cyprus Captain Dirk Fry
elected Mr Masamichi Morooka (Japan) Denmark Mr Claus Hemmingsen
as the new ICS Chairman for an initial Finland Mr Jan Hanses
two year term.
France Mr Raymond Vidil
Mr Morooka succeeds Spyros M Polemis Germany Mr Frank Leonhardt
(Greece) who decided to stand down
Greece Mr John C Lyras
after six years in office. Being at the
helm of the industry’s most influential Hong Kong Mr Robert Ho
international trade association, Mr Ireland Mr John Dolan
Morooka now serves as a leading
representative of the global shipping Italy Mr Stefano Messina
industry, overseeing its liaison with Japan Mr Hiroshi Hattori
international regulators. Liberia Mr Mark Martecchini
Mr Morooka has been supported in his Mexico Mr Luis Ocejo
new role by four ICS Vice Chairmen who Netherlands Mrs Karin Orsel
were re-elected at the AGM: Captain Norway Mr Trygve Seglem
Dirk Fry (Cyprus), Mr Frank Leonhardt
(Germany), Mr Trygve Seglem (Norway) Philippines Mr Gerardo Borromeo
and Mr Gerardo Borromeo (Philippines). Singapore Mr Esben Poulsson
A new ICS Board was also elected for
Sweden Mr Anders Boman
2012/2013.
Turkey Mr Tamer Kiran
The 2013 Annual General Meeting U
nited Kingdom Mr Michael Parker
will be hosted by the Norwegian
Shipowners’ Association in Oslo. United States Mr Charles Parks
56
Board of Directors
Chemical Carriers Oil Tanker
Panel Panel
Chairman: Chairman:
Mr Joseph Ludwiczak Mr Roger Restaino
Liberia Liberia
Marine
Passenger Ship Committee Bulk Carrier
Panel Chairman: Panel
Chairman: Captain Peter Bond Chairman:
Mr Tom Strang Cyprus Mr Dimitrios Fafalios
United Kingdom Greece
Construction
& Equipment Radio & Nautical
Sub-Committee
Sub-Committee
Chairman:
Chairman: Captain Paul Jones
Mr Maurizio d’Amico Singapore
Italy
Canals Environment
Sub-Committee Sub-Committee
Chairman: Chairman:
Mr Koichi Inoue Ms Teresa Lloyd
Japan Australia
Members of the International Chamber of Shipping
FULL MEMBERS
AUSTRALIA Australian Shipowners Association
BAHAMAS Bahamas Shipowners’ Association
BELGIUM Royal Belgian Shipowners’ Association
BRAZIL Syndarma••
BULGARIA Bulgarian Shipowners’ Association•
CANADA Canadian Shipowners’ Association
CHILE Chilean Shipowners’ Association
CHINA China Ocean Shipping (Group) Co••
CROATIA Mare Nostrum, Croatian Shipowners’ Association•
CYPRUS Cyprus Shipping Chamber
DENMARK Danish Shipowners’ Association
FINLAND Finnish Shipowners’ Association
FRANCE Armateurs de France
GERMANY German Shipowners’ Association
GREECE Union of Greek Shipowners
Hellenic Chamber of Shipping•
HONG KONG Hong Kong Shipowners’ Association
INDIA Indian National Shipowners’ Association
IRELAND Irish Chamber of Shipping
ISLE OF MAN Isle of Man Shipping Association••
ITALY Confederazione Italiana Armatori (Confitarma)
JAPAN Japanese Shipowners’ Association
KOREA Korea Shipowners’ Association
KUWAIT Kuwait Oil Tanker Co.
LIBERIA Liberian Shipowners’ Council
MEXICO Grupo TMM S.A.
NETHERLANDS Royal Association of Netherlands Shipowners
NORWAY Norwegian Shipowners’ Association
PHILIPPINES Filipino Shipowners’ Association
SINGAPORE Singapore Shipping Association
SPAIN Asociación de Navieros Espanoles
SWEDEN Swedish Shipowners’ Association•
Swedish Shipowners’ Employer Association••
SWITZERLAND Swiss Shipowners’ Association•
TURKEY Turkish Chamber of Shipping
UNITED KINGDOM UK Chamber of Shipping
UNITED STATES Chamber of Shipping of America
ASSOCIATE MEMBERS
Abu Dhabi National Tanker Co. (Adnatco)•
BW Fleet Management Pte. Ltd•
Chamber of Shipping of British Columbia•
Cruise Lines International Association (CLIA)
European Dredging Association (EuDA)
Interferry•
International Maritime Employers’ Council (IMEC)
Sail Training International
Shipping Australia Ltd•
World Shipping Council•
• Trade Association Only
•• Employers’ Organisation Only
Representing the Global Shipping Industry
38 St Mary Axe
London EC3A 8BH
Tel +44 20 7090 1460
Fax +44 20 70901484
info@ics-shipping.org
www.ics-shipping.org