日本財団図書館（電子図書館）　米国テロ事件後の海事セキュリティ対策の動向

[DRAFT] CONFERENCE RESOLUTION [8]

(adopted on [....] December 2002)

CO-OPERATION AND FURTHER WORK WITH THE INTERNATIONAL

LABOUR ORGANIZATION (ILO)

THE CONFERENCE,

HAVING ADOPTED amendments to the International Convention for the Safety of Life at Sea, 1974, as amended (hereinafter referred to as "the Convention"), concerning special measures to enhance maritime safety and security,

RECOGNIZING the important contribution that the implementation of the special measures adopted will make towards the safe and secure operation of ships, for pollution prevention and for the safety and security of those on board and ashore,

RECOGNIZING ALSO the need to address and establish appropriate measures to enhance the security of ships and of port facilities,

RECOGNIZING FURTHER that the development and use of a verifiable Seafarers' Identity Document will further enhance and positively contribute towards the international efforts to ensure maritime security and to prevent and suppress acts threatening the security in the maritime transport sector,

RECALLING the 1958 Convention concerning Seafarers' National Identity Document (C 108), adopted by the International Labour Organization (ILO) on 13 May 1958, which entered into force on 19 February 1961,

RECALLING ALSO that the ILO Governing Body at its meeting in March 2002 agreed to accelerate the revision of the Seafarer's Identity Document as part of the review process of ILO Convention C.108,

1.	INVITES the ILO to continue the development of a Seafarers' Identity Document as a matter of urgency, which should cover, inter alia, the following: a document for professional purposes; a verifiable security document; and a certification information document;

2.	REQUESTS IMO to note the results of the ILO's consideration of an appropriate Seafarers' Identity Document and take action as it deems appropriate;

3.	INVITES Governments to participate in the 91^st session of the International Labour Conference in June 2003 and to give favorable consideration to the ratification, accession or acceptance of the new ILO instrument concerning improved seafarers identification, once it is adopted;

4.	INVITES IMO and the ILO to establish a joint ILO/IMO Working Group to undertake more detailed work on comprehensive Port Security requirements, based on the attached terms of reference;

5.	REQUESTS the Secretary-General to communicate the actions described in paragraphs .1 to .4 above to the Director-General of ILO.

ANNEX

IMO/ILO WORK ON PORT SECURITY

POSSIBLE TERMS OF REFERENCE

Having regard to the progress made in IMO to develop mandatory requirements and guidance relating to ship and port facility security to:

・ Consider the form and content of further guidance on the wider issue of port security including the relationship between ship and port facility security and wider security and safety considerations relevant to port areas, including the question of verifiable identification of those working within these areas or having access to such areas;

・ Consider the need for any mandatory provisions to relating to the above.

[DRAFT] CONFERENCE RESOLUTION [9]

(adopted on [....] December 2002)

CO-OPERATION WITH THE

WORLD CUSTOMS ORGANIZATION (WCO)

THE CONFERENCE,

RECOGNIZING ALSO the need to address and establish appropriate measures to enhance the security of ships and of port facilities other than those covered by Part B, Chapter XI of the Convention,

RECALLING that the Convention on Facilitation of International Maritime Traffic, 1965 (FAL) already contains requirements related to the provision to administrations of commercial data related to the movement of cargoes by sea,

RECOGNIZING FURTHER the need to include closed cargo transport units (CTUs) to further enhance and positively contribute towards the international efforts to ensure maritime security and to prevent and suppress acts threatening the security in the maritime transport sector,

FINALLY RECOGNIZING the inter-modal nature of closed CTUs movements, the need to ensure security at all stages and the respective roles of shippers, forwarders and carriers,

RECALLING ALSO the role of frontier agencies, in particular Customs Administrations, in controlling the international movement of closed CTUs;

RECALLING FURTHER the Organization's long-standing co-operation with the World Customs organization (WCO),

1.	INVITES the WCO to consider urgently measures to enhance security throughout international closed CTUs movements;

2.	REQUESTS the Secretary-General of IMO to contribute expertise relating to maritime traffic to the discussions at the WCO;

3.	DECIDES to amend the Convention if and when appropriate to give effect to the decisions taken by the WCO and endorsed by the Organization insofar as they relate to the carriage of closed CTUs by sea;

4.	REQUESTS the Secretary-General to communicate the actions described in paragraphs .1 to .3 above to the Secretary-General of WCO.

ANNEX 6

SHIP SECURITY ALARM

1	The MSWG discussed the realisation of equipment to meet the requirements of the proposed Regulation 5 for a ship security alarm. The MSWG noted that subsequent tracking of a ship would be by other means.

2	Regulation 5 provides two options for equipment - using the radio communication installation fitted on board for compliance with the requirements of Chapter IV, or using a dedicated radio installation.

The MSWG noted that the requirements for the radio installations in Chapter IV are not generally in agreement with the requirements for the ship security alarm as Chapter IV radio installations are more optimised to operate in a broadcast, all ships, mode. The details of a distress or piracy alert for instance are made available to all ships and coast stations within range using DSC. Also alarms are raised on the vessel when the distress or piracy alert is made in order to limit the inadvertent operation of equipment.

Considering Chapter IV installations, EPIRBs are fitted to all vessels. Current designs of EPIRB, 406 or Inmarsat, do not have the capability of a ship security alert but this could probably be built in if standards were developed and commercial models produced. It is unlikely that existing EPIRBs could be modified so a new EPIRB would be required to be carried at a cost similar to an existing EPIRB.

Similarly DSC is fitted to all vessels. A modified DSC equipment would be required for the ship security alarm and standards would be required. It is again unlikely that existing DSC equipment could be modified and so a new DSC controller would be required at a cost similar to an existing controller. It should also be noted however that not all ships are fitted with radio transmitting equipment which automatically changes channel under control of the DSC controller, and this feature would be needed for the ship security alarm system.

Inmarsat-C is fitted to vessels which are engaged on voyages within sea area A3 so not all ships are fitted. However Inmarsat-C could support a ship security alarm function with some modifications. Standards need to be developed and commercial models produced and Inmarsat reported that they had work in hand. It is possible that existing Inmarsat-C terminals could be modified on board.

Considering dedicated radio installations, the MSWG noted that commercial Discreet Surveillance and Alarm Systems are already available on the market which perform the function of a ship security alarm. The cost is less than an Inmarsat-C terminal and such equipment might have the advantage of continuing to work after a Chapter IV radio installations had been disabled. Special security EPIRBs could also be developed for the cost of a normal EPIRB.

8	Based on the above considerations the MSWG developed a draft performance standard for a ship security alarm as annex.