Pèspektiv devlopman aktivite maritim nan yon ti Leta zile: ka Repiblik d Ayiti

World Maritime University The Maritime Commons: Digital Repository of the World Maritime University World Maritime University Dissertations Dissertations 1984 Perspective development of maritime activities in a small island state Marie Carmel Oscar World Maritime University Follow this and additional works at: https://commons.wmu.se/all_dissertations This Dissertation is brought to you courtesy of Maritime Commons. Open Access items may be downloaded for non-commercial, fair use academic purposes. No items may be hosted on another server or web site without express written permission from the World Maritime University. For more information, please contact library@wmu.se. THE WORLD MARITIME UNIVERSITY MALMO, SWEDEN THE PERSPECTIVE DEVELOPMENT OF MARITIME ACTIVITIES IN A SMALL ISLAND STATE; THE CASE OF THE REPUBLIC OF HAITI By MARIE CARMEL OSCAR HAITI November’1985 A paper submitted to the Faculty of the World Maritime University in partial satisfaction of the requirements for the award of the Master of Science (MSc) in GENERAL MARITIME ADMINISTRATION COURSE The contents of this paper reflect my own personal views and are not necessarily endorsed by the World Maritime University. Signature: Date: Directed and assessed by: Dr. AHMED ABDEL MONSEF Professor World Maritime University Co-assessed by: AAGE OS Professor World Maritime University 01 November 1985 -ii- d TABLE OF CONTENTS Chapter Title i Table of Coritents ii List of Tables v Acknowledgements vi Abbreviations viii Introduction 2 I Maritime Administration Infrastructure I Statement of the Problems 1 Aims and Competences of the Maritime • Administration 9 1.1 Legislation 11 1 .2 Registration of Ships 12 1.5 Safety of Ships - Classification Societies Delegation of Functions Chapter 8 15 1.4 Maritime Training 16 1.5 Seafarers 16 1 .6 Ports 17 II Existing Structures 1 SEMANAH 25 2 APN 28 II Shipping Development I Haiti's Foreign Trade II Establishment of National Merchauit Fleet 50 57 -111- 0 General View 37 1 Contribution to the Balance of Payments 58 2 Promotion of Country's Foreign Trade 59 5 Promotion of Other Activities 41 4 Strategic and Political Reasons 42 5 The UNCTAD Code of Conduct 45 6 Regional Co-operation 45 Haiti and the Law of the Sea 47 III Chapter III Structure of Maritime Administration Organization 1 Introduction 2 The Set-up and Functions of the Maritime Administration in the Netherlands 5 54 56 Proposed Maritime Administration in Haiti 65 5.1 National Legislation 66 5.2 Registration of Ships 67 5.5 Surveys and Inspections of Ships - Classi­ fication Societies - Delegation of Res­ ponsibilities 69 5.4 Safety of Ships 70 5.5 Maritime Training 71 5.6 Seafarers 72 5.7 Contingency Planning 75 5.8 Inquiries and Investigations into Shipping Casualties 74 o -IV- Conclusions amd Recommendations 83 1 Conservation of the living resources 88 2 Utilization of the living resources 89 3 Marine Scientific Research 91 4 Protection of the Marine Environment 92 5 ^Protection and Preservation of the Ma­ Chapter IV Annexes rine Environment 6 Merchant fleets of the World by flag of registration 7 Bibliography 110 Exclusive Jurisdiction of the Flag State 11 109 List of the International Conventions included in the MOU 10 105 List of Signatures of the Code of Conduct 9 95 Excerpt from the Convention on a Code of Conduct for Liner Conferences 8 93 ILO Conventions and Recommendations 111 114 115 LIST OF TABLES Table 1 Container port traffic of developing countries and territories, 1980 and 1981 19 Table 2 Container traffic in the port of Port-au-Prince 20 Table 5 Evolution of coastal trade in Port-au-Prince 51 Table 4 Cargo traffic in the Port-au-Prince 32 Table Haiti's Balance of Payments, 1978-1982 35•* a -vi- ACKN OWLEPGEMENTS I express my sincere gratitude to Professor Monsef for his incentive and his advice for the success of this paper. Completion of this project was greatly assisted by Pro­ fessors Vanchiswar and Edgar Gold who have been very kind to share their knowledge with me,thanks for your advice. My tanks also go to Professor Beth Ludwig for sending me some information for the achievement of this paper, I express my feelings to all Professors and staff of the World Maritime Uni­ versity for the contribution to my education. Without support of the Haitian Government who has ena­ bled me to participate in the two-yeara course in the World Mari­ time University, this project could not have been undertaken. Tanks also to Ingersson for correcting some english casts in this paper. I am thankful to express my gratitude to all of you, friends and colleagues, for your understanding and espe­ cially to Abraham MaSsawe and Francis Bockary for their help and advice. Last but not least, I show my profound gratitude to my parents and friends in Haiti for encouraging me during my stay here by their attention and their endless love, Malmo, October 1985 -viii- o •ABREVIATIONS APN Autorit^ Portuaire N-ationale B/P Balance of Payments CCT Co-ordinated Caribbean Transport COG Code of Conduct COLREG Collision Regulation Convention CS Classification Societies DDT Direction des Transports ESC European Economic Community PEG Federal Republic of Germany GATT General Agreement on Trade and Tariff ILO International Labour Organisation IMO International Maritime Organisation LCOC Liner Code of Conduct LOADLINE Loadline Convention Lose Law of the Sea Convention MARPOL Marine Pollution Convention MOU Memorandum of Understanding MSA Maritime Safety Administration MSC Maritime Safety Committee MSD Maritime Safety Division MSL Merchant Shipping Legislation NAMUCAR Naviera Multinacional del Caribe NWG Naticaial Working OECD Organisation for Economic Co-operation and Development SEMANAH Service Maritime et de Navigation d'Haiti -ix— 9 ABREVIATIONS cont'd SOLAS Safety of Life at Sea Convention STCW Standards of Training, Certification and Watchkeeping for Seafarers UHCTAD United Nations Conference on Trade and Development WISCO West Indies Shipping Corporation WMD World Maritime University «c n I II fronti ere n at i on ale _linites de departensent J|capitale • grande • ville novenne HOtJ ville 0 -2- INTRODUCTIOH Most often considered as the Queen of the Caribbean Isles, Haiti looks like a giant crab whose two incisors are two big mountai­ nous peninsulas which embrace the Gonave Gulf. The Republic of Haiti, as it is called since its indepen­ dence, is located at the l/3 occidental part of the Island. Its sur­ face area is about 27 750 km 2 (square kilometers) with about 6 million inhabitants. Haiti is bounded to the north by the Atlantic Ocean and to the south by tne Spanish Main (Caribbean Sea). The Republic extends to the Tortuous Island (lie de la Tortue) in the north and the capital is isolated by the Gonave Island (lie de la Gonave)^The entire periphery is surrounded by abundant masses of coralline mountains. Haiti compri­ ses today more than 1 0 ,0 0 0 square miles including a stubby (50 mile long) northen peninsula separated from Cuba at its extremity (Mole St Nicolas) by the 70 mile wide Windward Passage, and a long peninsula on the south pointing 150 miles towards Jamaica, 150 miles west-south w e s i^fig l) In the l6 th, 17th, 18th centuries, the Island, St Domingue at that time, had acquired an intense maritime activity; Spanish ships (galleons) - which were utilized for transporting gold, silver and other precious goods - slave ships, man-of-war, etc, were crossing the Spanish Main (Caribbean Sea) which was the natural and necessary com­ munication link among colonies of the New World and the metropolies. o -5- particularly Spain and Pramce. It became an international route after the Panama Canal had been put into service in 1 9 1 4 ^ * In prosperous years, as many as 80 000 seamen and 700 ships were employed to move products to the Mother country. Prance in, parti­ cular, whose foreign commercial interests of approximately two-thirds 4/ (2 / 5 ) she supplied. Sugar cane became the principal export product sup­ plying the need of all Europe, and also coffee, indigo, cacao, cotton and bananas were exported. "• However, by the revolution of the slave population and strug­ gles for independence, plantations were destroyed. Haiti became indepen­ dent in I8O4, the "Pirst Black Republic", Consequently civil war broke out economic blockade and the scene of the political era in Haiti. And in shch a case, a new page was turned in the annals of Haiti which affected all sectors of administration and even the Haitian Maritime Affairs. At the early stage of independence, Governments after govern­ ments wanted to set up again the potentialities of export products, but administrations were not stable and also there was a lack of administra­ tive techniques. At that time, people in the new nation were not trai­ ned to managd the heavy tasks left by the former metropolies. The lack of financial resources was also a very significant problem for the coun­ try to maintain trade relations with other covintries. And the result of that has had an effect on the shipping development of the country. Till now the situation seems problematic for Haiti who has not too much <» -4- to export and who is relying on foreign carriers for the transporta­ tion of its foreign trade. This project is just a succinct analysis of the present ' and for the years to come of the prospective development of the Hai­ tian maritime activities. What do maritime activities cover?. When discussing in general the desirability for and the possibility of development of maritime activities which cover the most extensive spectrum of services needed by the international shipping in­ dustry, one should have in mind the magnitude both of the tasks and al­ so of the possible benefits^ Development of maritime activities of a country can be de­ fined in its broadest sense as shipping development. The latter covers not only the foreign trade and the sea transport of the country concer­ ned, but also the use of the sea as a whole. Sea transport is involved in the commercial use of the sea. Then it requires shipping services such as ships, cargo, port facili­ ties, shipbuilding, shiprepairing, banking, insurance, shipping com­ panies, all matters governing transport antiquities. From that objecti­ ve trickles the desire and the need of a country to establish its own national merchant marine. The sea also has its economic purposes. States are involved in exploration and exploitation of the natural resources of the marine space such as fish, oil, gas and mineral resources . Such objectives a> -5- to be achieved require new management, scientific knowledge and ex­ pertise. Therefore, there is a need for new attitudes and better \mderstanding from the part of the Government and the officials concer­ ned. They should bear in mind that the very survival of a country does not fundamentally depend on the shipping trade if the export tra­ de of the country is not sufficient. Then the Government has to be m clear as to its strategy and policy by choosing the more profitable means of improving the country's economic level, whether to establish a national merchant fleet and/or to invest in the exploration and exloitation of the resources of the marine space; because according to the chamge in the world marine affairs, shipping trade can only be ve­ ry difficult for a small Island State to carry on the economic develop­ ment process. Saying that, it should be emphasized very strongly that the above suggestions require adoption of new policies, skilled personnel, new National Legislation in conformity with the international stan­ dards set up by the international organisations concerned such as IMO, ILO, UNCTAD, GATT, and the Law of the Sea requirements eind above all financial resources. Hence on could better determine the role, funtions and primary importance of a competent Maritime Administration in a coun­ try, Haiti in this case, which is the one to deal with matters gover­ ning maritime activities. Prom the foregoing, it is quite clear that there is a need a -6- for a study of maritime activities in Haiti as a way of assessing the maritime sector's contribution to the country's maritime development. The scope of this study is planned to generally cover the develop­ ment of the maritime sector. To meet the objectives of the study, I am going to, first of all, define the problems encountered in the already-existent mari­ time administration infrastructure. This is covered in chapter I. The second chapter of this paper deals exclusively with shipping develop­ ment which embraces the study of the foreign trade of Haiti which leads to consider the view of the establishment of a National Merchant Fleet and the Law of the Sea. From the aforesaid, then it is obvious and even essential to propose the structure of the future maritime ad­ ministration in Haiti 9 -7- References 1/ Rodman, Selden, Haiti, 2/ Ibid, page 5» 2/ Brocard, Genevieve, Le Statut Juridique Be La Mer Des Caraibes, Black Republic, page 5» USA 1970. page 4 5 » Frajace 1 9 7 9 * 4/ Rodman,Selden, Ibid, page 5» 5/ Georgandopoulos, El. A., Development of Maritime Infrastructure page 10, lecture notes, WMD, Malmb, 1984* « •8- MARITIME ADKL\'ISTRATICN L vFR a STRUCTURE I- STATEMENT OF THE ?RC■BLE^'.S; HAITI like many other developing' maritime nations has a ma­ ritime administration which,since its inception,has been described as inadequate. H.AITI being a small Island State in a developing area, the reasons for the inadequacy have been attributed to the bureaucrats who have received little or no forijal training in the handling of ma­ ritime matters or have-had little .experience i n ’solving maritime mat­ ters through the hard and expensive method of trial and error. Maritime policies therefore covering maritime activities in HAITI are improperly defined and have given rise to basic problems which have been stated as follows; 1- Inadequate awareness of the basics problems themsel­ ves 2- Non-involvement in the evolution of the international standards and consequential problem of having to deal with them in isolation 3- Cut-dated maritime legislation 4- Inadequate infrastracture as regards organisation and personnel for insuring: a) - Proper standards of maritime safety on board ships and prevention of pollution from ships which cover not only the ships themselves 'but also the personnel manning them b) - Maritime development in general and 9 -9- c)- Attention to allied maritime matters 5- Shortage of marine officers and technical manpower with the needed qualifications and experience 6- Lack of training facilities for marine officers and seamen, 1_/ 1- Aims and Competences of the Maritime Administration Any administration in any particular country has objecti-* ves to pursue, in order to improve the level of its organisation whe­ ther at national, regional or international basis. In order to achie­ ve the set objectives, the organisation'must comply with the National Legislation, on maritime policies. Merchant Shipping Act, of the coun­ try concerned, which must have as one of its bases the international instruments so as to be in conformity with the standards set at inter­ national levels. There are some other factors which are of greater im­ portance to be considered by any administration such as adequate per­ sonnel, people with legal knowledge, etc., for the setting up of a ma­ ritime legislation as it has to be done. The aims the Maritime Administration in Haiti therefore could be broadly put in the following categories; 1- To ensure that all vessels flying national and foreign flags entering Haitian waters meet all shipboard safety requirements; 2- To ensure that all vessels engaged in both home and foreign trade keep the environment clean from any major form of marine pollution. ■ s -10- These two broad categories of goals define the scope of tasks -under which the Administration shall act. Prom the point of view of competency, the Haitian Maritime Administration does not form an administrative entity. The coast surveillance is under the responsi­ bility of the "Marine Haitienne" meaning "Haitian Marine" whose tasks also cover search and rescue, together with all forms of inspection yet with the tasks being performed by three or four persons. Thus the personnel carrying out such enormous duties can neither be described as effective nor adequate. The annual tonnage traffic on the average entering the Hai­ tian waters is about 800 vessels This therefore means that if ins­ pection is limited to asking for the year of build of any particular vessel and the checking of the certificates then the above mentioned personnel is adequate and competent. However, on the other hand if the vessels flying Haitian and foreign flags are to be requested to carry out mandatory, intermediate and annual surveys, then the personnel is not only inadequate but also incompetent because of the poor initial on the job training received. This situation therefore jeopardises the aims of the Maritime Administration. Because of the quality of trained Haitian personnel, all forms of inspection, certification of ships and seagoing personnel have been given to Lloyd's Register of Shipping (LRS), Germanisher Lloyd's and Bureau Veritas with no delimitation in responsibility between the maritime administration and the Classification Societies 1.1- Legislation Being a former French colony, Haiti has a national legisla­ tion based on the French system. The existing lombrella Laws i.e. the Maritime Laws comprise of Acts of Parliament and decrees which have been promulgated to regu­ late maritime activities and create a n\imber of institutions to deal with them. Some of these institutions are - the Ministry of War and Ma ne, the Orga nisation for Coastal Trade, Customs and Bail of foreign ships. Government after government since the independence have re­ vised the Acts of Parliament and decrees. Those more important are the followings: a) - Preferential tariff for national ships and coastal tra­ de movements (1822); b) - Naturalisation and navigation of seagoing vessels (1845) c) - Marine Police regulations (service and surveillance of roadsteads); d) - Ports and Wharves; e) - Lighting of ships and security measures at sea (1885) The above decrees were created with the objective of deve­ loping the Haitiain Merchant Marine. At the end- of the 19th century and the early ?,C>OOs, other Acts and decrees were enacted for establishing regulations related to custrans, modifications on tariffs,fees of wharfage, f r e i ^ rates, etc. 9 - 12 - till the 28th of August I962 when the Docteur Francois Duvalier Code on customs was adopted. In the history of the Haitian Legislation, on should not forget to mention the creation of the " Haitian Maritime Commission" which was established in i960 but unfortunately lasted till 1965 and was assigned the tasks of organizing and controlling the Haitian Mer­ chant Marine. On the 20th of August 19^4, another Act of Parliament was promulgated to take care of ships registration and striking of, ships. However, it is astonishing that, in the previous Legislation, no decree has been stated regarding the social security of seafarers and their registration, prevention of pollution, prevention of colli­ sions, casualty investigations, etc., which are from an administrative point of view, important tasks to be carried out by any Administration. The more recent text in the present legislation is the crea­ tion of the SEMANAH (Service Maritime et de Navigation d'Haiti) to which has been entrusted all duties and tasks concerning the Haitian Maritime Affairs. That decree and all the revised ones are in such a condition that Haiti today needs an updated maritime legislation which would be in conformity with international instrumants governing mariti­ me activities. 1.2- Registration of Ships Registration of ships is usually the prerogative of the Di­ rector of the Maritime Safety Administration/Division in any State. & -15- Nevertheless in most former colonies, the functions of re­ gistration of ships were undertaken by the Administration of customs as mere exercise of collecting revenues for the use of that co\intry's flag. The shortcomings of such a system are that the vessel plan approvala and inspection of buildings are not carefully monitored to ensure that the buildings are in conformity with the laid down princi­ ples of the Merchant Code. This is so because, unlike a Maritime Saf'ety Administration in which a whole division is delegated the responsibili­ ty of overseeing such eui important process, in a Port and Customs Admi­ nistration, such a function may be given to an officer who does not even have the faintest idea of ship safety. 1.5- Safety of Ships - Classification Societies - Delegation of Functions Today's shipping requires the putting of ships in different classes as according to a Claissification Society's class system. This therefore means that such an important function would have to be dele­ gated to a recognize_d C.S. with the primary objective of ensuring that all vessels, save those made of primitive build, would have to meet the standards of a choosen C.S.. Then the Society to which such responsi­ bility is delegated would the watchdog in all shipyards whenever and wherever a ship is to be built to fly Haitian flag. Lloyd's Register of Shipping (LRS) of Great Britain, Bureau Veritas of Prance, Germanisher Lloyd of the Federal Republic of Germa- 0 -14- ny and probably the American Bureau of Shipping of USA, are currently carrying out classification functions on behalf of the Haitian Govern­ ment. The system is a commendable one if the stated C.S. are properly briefed of their functions and responsibilities. The C.S. LRS, has complete authority, granted to it by the Haitian Government, to undertake surveys and to issue appropriate cer­ tificates regarding: \ a;- Cargo ship safety construction b)- Cargo ship safety equipment c) - Passenger ship safety d) - Load Line e) - Tonnage Measurements f) - Radio (see page I5 ) ** As far as Tonnage Measurements are concerned, LRS has a de­ gree of authorisation and has acted on behalf of the Haitian Government. The above stated C.S. are no doubt recognized ones. There­ fore their class notations are acceptable to all national administra­ tions, be they Port State Controllers or mere Flag Administrations. This therefore means that a proper delegation of responsibility would have to be undertaken between the proposed Maritime Administration and the C.S Lloyd^s R e g is te r o f S h ip p in g AUTHORISATIONS GRANTED BY GOVERNMENTS TO LLOYD'S REGISTER OF SHIPPING TO UNDERTAKE SURVEYS AND ISSUE CERTIFICATES CARGO SHIP SAFETY CONSTRUCTION CARGO SHIP SAFETY EQUIPMENT PASSENGER SHIP SAFETY LO A D LI NE lO NN AG E MARPOL RADIO NAIIONAL GOVERNMENT )u D h a b i ( U . A . E . ] -XX XX qeria * X XX ^gola jstralia X X iStria X X X ihamas * * * X X X!X ahrain X XX * angladesh * X X arbados •X- X XX algium X■ X inin X armu da X X a l ga ri a 0 jrma X jrundi X XX im er oon anada 0 ■ X ayman I s l a n d s * X X aile 0 aina ilom bia * * X XX )sta Ri c a X aba *0 X XX /prus *** XXXX techoslovakia * * X XA inmark 0 X ■X a m i n ic a n R e p u b l i c * X X jbai * #A XX :uador 0 0 jypt X ■ :h io pia * XXXX nland * ■ X XX id. Rep. G e r m a n y X Ui ■ance X0 aana * X XX i b r a lt a r * * * X XX ■'eece * •X X ■ X X ainea X aiti * XXXX an du ras * X- X XX o o o o o o o o o o o oo oo oo o o o oo oo o o o CARGO SHIP SAFETY CONSIRUCIION C A R G O S H I P S A F E T Y EO Ul PMt NI PASSENGER SHIP SAFEIY L O A D LINE l O NN AG E MA RP OL RADIO NATIONAL GOVERNMENT B X Ho n q Ko n q X ■ B X Hungary Iceland B X In di a B XoX Indonesia X X Iran X x'lX X X X Iraq X XX XX Ir is h R e p u b l i c X X Israel X B 0 X Iv or y C o a s t X XX XX Jamaica X X Jordan X XX XX Kenya X XX XX Korea 0 Kuwait X X XXb Lebanon B B B XX Liberia X X 'XX X X X L ibya XX XXXXX Madagascar X Malaysia i Q XX XB XX Ma l a w i Maldives XXXX XX Malta X XX X Ma ur i tius X X #X Mexico Monaco' ‘ X Morocco X0 X Mozambique X XX X Na u r u X X X XXX Nepa l X XX "x X Netherlands a B B B B Ne w Z e a l a n d X Nicaragua ' XXXX X Nigeria fxX X X Norway X X 6 B Om a n XXXXX XX Pak.i St an X0 X B X Panama X X XXXXX P a p u a New G u i n e a X X XXX X Paraguay Pe r u o o o o o o o o o o o o o o o o o o o o CARGO SHIP S A U I Y CONSTRUCTION CARGO SHIP SAfLlY EQUIPMENT P A S S E N G I H 's h i p S A F E I Y LOAD U N I TO NN AG E MAHpUl RADIO NAIIONAL GOVl RNMI NI Philippines X X 0 Poland Portugal aX 0 Qa t a r X X X ft ft Romani a St. V i n c e n t and X X X X ft ft the G r e n a d i n e s Sa ud i A r a b i a X X X ft ft ft Senegal X Seychelles X X X ft Sharjah X X X ftX X S i e r r a Le on e 0 6 0 X j in g d p 0 r e X X X iX ft t Somali a jt ft' X ft X X S o u t h 'Africa X X Sp a i n '6 Sri L a n k a XXXX \ XX Su d a n X XX Surinam X 0 X X ft Sweden B X Switzerland X X ^x X X ft C.y r i a ,x X ft X Ia n z a n i a X X'ftX ft X lhailand ft o X T on g a X X X X ft T r i n i d a d C T o ba go X X X ft ft ft Tunisia XXX 1u r k e y X X Uganda X X X ftft U n i t e d Ar a b E m i r a t e s X X X X ft ft United Kingdom B B X X B ft Uruguay U. S. A. U.S.S.R. Vanuatu X X X ft ft Venezuela X X Vietnam X X X ft ft Ye m e n De m . Rep. X Yugoslavia 6 0 Zair e X X X ft ft Zambia X ft ft ft ft o o oo o o o o o o oo o o ooooo o oo o Society has c o m p l e t e a u t h o r i t y to s u r v e y oo - '-■i L a. - an d is su e a p p r o p r i a t e c e r t i f i c a t e s . Q S o c i e t y ha s so me d e g r e e of a u t h o r i s a t i o n and has a c t e d on b e h a l f of G u v e r n m e n t . ^ S o c i e t y has so me d e g r e e of a u t h o r i s a t i o n an d lias a c t e d on b e h a l f of G o v e r n m e n t C e r t i f i c a t e s i s s u e d by N a t i o n a l A d m i n i s t r a t i o n ’ *I ;^ - 16- 1.-4- MAHITIllB TEAI-\i:^^G Seagoing personnel on all ships all over the world today re­ quire training of some sort to meet the challenges of their various functions on board vessels and for the satisfaction of the Port State Control requirements wherever such vessels may call. HAITI currently has a maritime training institution responsible for the training of only ratings, whilst all seagoing officers, abo­ ve the ranks of the category of ratings, are trained outside the country. Considering the country's level of maritime development, it is to be proposed that such a system be continued if a study is undertaken at the moment to evaluate the financial outlays of training such seagoing person­ nel outside HAITI, What must not be overlooked however is the fact that all outside trained personnel should be trained on syllabuses as required by and which are drawn in the STCW convention. Appropriate certificate will be giving to such seagoing personnel after successful completion of their various courses of study, 1,5- SSAFARZRS The standards of examination for various grades of seafarers (ratings and officers) and their appropriate certification in a country are intended to establish and provide proof of the competence of the res­ pective seafarers concerned for the levels at which they have to perform down in national regulations or legislation or in the international conventions on Standards of Training, Certification and Watchkeeping for Seafarers, 1978» These therefore cons­ titute the first element which determine the standards of safety and ef­ ficiency at which the ships of the country operate,^ o -17- While on the one hand the Haitian institution is training ra­ tings, on the other hand the manning pattern deserves to be such as to provide employment for such trained ratings. Therefore the size of the crew on board haitian vessels would have to be determined through a pro­ perly stated national policy of HAITI regarding the scales of manning on board Haitian registered vessels. In this context, it is considered important to point out that, it is the role and function of the Maritime Administration to take care of the working environment of the seafarers as regards their wages, con*<r ditions of service (general conditions of employment) , the social secu­ rity and also the registration of such seafarers. It is known that in ma­ ny developing maritime countries, HAITI in particular, there is no legis­ lation relating to the social security of seamen or if it exists, the hu­ man factors and their interests are not protected as it is required in the international conventions of the International Labour Organisation (ILO), This is also the tasks of the Maritime Administration to take un­ der its responsibilities the medical standard prescribed for any person intending to be a seaman. The International Labour Organisation has also evidently been very much concerned for many years regarding alleged mal­ practices in many developing nations, 1.6- PORTS Ports primarily have an important role to play in any country's economy. It is generally known that a port is an important link in a transportation network and port operations are the basic key-activities in the transport chain from source to client. In any port various modes of transport meet; seaborne from one side and inland shipping, road and/ or rail from the other. Ports are therefore nodal points in the transpor­ tation networks. 1/ ilC H IN IS T R A IIO N r O B lU A lM l DC K > B 1 .A O PB lM C l . -190 T^LE 1- CoBtalqar port traffic of developix^r countriea and territoriaa I960 and 1961 Country or twprltoxy Eoog Kong Singapore Saudi Arabia fiapublio of Korea Philippine• United irab Emirates Sigerla Cyprus Thailand Kuwait Malayaia India Erazil Jamaica Ivory Coaat Argantina Indonesia Panama Bahrain Pakistan Chile Trinidad and Tobago Jordan Syrian Arab Republic Honduras Egypt Sri Luika Papua New Guinea Netherlands Antilles Morocco United Rep. of Cameroon Kenya Mexico Lebanon Haiti Cuatonala Peru Colombia Mozambique Ecuador Matiritius Barbados Container traffic 1981 in TEUs Container traffic I960 in TEUs 1,559,819 1,064,504 913,622 802,632 552, 439.650 279,029 252,in 241,500 223,226 ^ 1 ,464,961 7 916,989 818,816 672.380 457,220 339,753 211,106 6 12 10 26 87.6 4 6 188 26 204,644 205.761 201,079 171.695 145,670 189,430 170,796 ^ 158,395 Per cent change 1981/1980 29 32 50 19 40 27 " 183,680 168,111 179.009 3 133.858 152,230 140,157 130,192 121,621 25 122.655 24 87,110 60,196 61 0 102 130,360 89.512 82,200 77,018 76,844 72,872 53,674 4 5 ,4 0 3 4 4 ,048 4 0 ,9 0 0 ^ 22,474 20,874 20,654 66 72,026 7 84 18 27 56.231 59,496 55,487 55.296 34,472 30,150 27,035 26,656 24,715 49 41,765 61,956 71,027 70,001 36,410 34,692 60,170 48,952 ^ 69,111 41.834 56,870 1 40 33,440 56,643 65 35,363 30.586 35.790 ^ 57.333 32,451 4 2 .7 5 9 21,679 23.349 1 6 ,314 18,124 20,554 25,260 18.587 -5 -5 29 42 14 -37 9 -21 36 17 69 59 5 -1 0 11 Others reported W Total reported ^ 193.247 7 ,666,417 35 9.266,192 World total reported 4 0 ,220,073 37,163,242 8 260,275 ^ 21 Sourcet Containerization International Yea-rpook. iwti'S. ^ Incomplete data. Comprising 23 developing countries wiicre less than 20,000 TEUs were reported. c/ Certain ports did not respond to the background suir/ey ; none is particularly large, so their omission should not be signiiicant. b/ (» TALLS 2 - Port of Port-au-Frince - Container traffic Import/ Export during the period 1962-1984 ( i^^ 'i'-Sh ) 1982 1983 1984 Loaded units 16,659 1 6 ,9 0 0 1 7 ,6 1 8 Empty units 1 ,o56 927 1,051 1 9 0 ,1 5 0 181 ,8 5 0 195,289 Loaded units 8 ,2 5 1 8 ,9 5 0 9 ,0 0 9 Empty units 9 ,4 1 7 8 ,6 0 9 9 ,4 6 4 Tonnage ■48,289 58,789 5 6 ,2 1 6 TOTAL Container handle 35,545 5 5 ,3 6 6 37,122 TOTAL Containerized tonnage 2 5 8 ,4 1 9 2 4 0 ,6 5 9 TRAFFIC II^PCHT Tonnage EXPORT Source : Statistics of World ports, 1985 -20- * 2 5 1 ,5 0 5 & -21- Haiti, whose almost 90% of the entire Import/Export of goods is carried by sea, owns 25 ports. Only 4 of them are of major importance : Port-au-Prince, Cap-Haitien, J^r^mie and Port-de-Paix. The first two stated ports are the major ones. Traffic of slight im­ portance passes through the ports of Les Cayes, Gonaives, Fort-Libert4 and Miragoane or through the mediiim of whatever facilities of­ fered by few companies for importation and exportation of products. But most of those ports are deficient in infrastructure and sometf^mes with no connection between the ports and the hinterland. In the field of maritime transport, Port-au-Prince and CapHaitien are, in reality the only ports which offer facilities to meet the requirements for all ships calling them. But 90% of all the trade passes t h r o u ^ the port of Port-au-Prince. This is so, because most of the commercial activities are centralized in Port-au-Prince, the capital. In the light of the new technology and particularly contai­ nerisation, the port of Port-au-Prince has been modernised to receive containers from all over the world and in particular from the United States of America ( USA ). The container traffic in Port-au-Prince has developed at a fast pace from 0 (zero) container throughput in 1970 to 6 579 containers in 1974 and now to 57 122 containers in 1984* Contai­ ner services were introduced first by Sea-Land Service Inc. late in 1970 in Haiti. By the end of 1973 practically, all of the trade between a -22- Haiti and USA (United Stated of America) was moving in containers, either on roll-on/roll-off vessels, container ships or conventio­ nal vessels handling 20 foot containers. Nowadays, the port is ser­ ved by many other lines such as, Norwegian Cribbean Line (NCL), Carol, Hapag Lloyd (HL), NedLloyd, Compagnie G^n^rale Maritime (CGM), Con­ corde, Kirk, Saguenay, Caribbean Overseas Lines (COL) and others. This increase in container services is due to the fact that the port *€ of Port-au-Prince has adequate facilities for fast port operations of ships and cargo handling. A very hard and onerous work has been carried out in the port of Cap-Haitien which serves not only cargo ships but most of the Passenger vessels. To stimulate the development of the coastal trade, plains are afoot to improve some 12 or 15 ports on the littoral. Besides that, as far as safety of navigation is concerned, pilotage is compelsory and the use of pilots is mandatory for all ves­ sel movements within the port, excluding movements alongside the pier. A jetty is provided to protect the port against any ground-swell. In the port, the*Port Authority has taken complete respon­ sibility for all cargo handling operations including storage facili­ ties. Such duties are also carried out with the assistance of the Cusoms Office n ,V' 9 -25- 2- Existing Structures When analysing the present structure of the Haitian Maritime Administration, it is very difficult for anyone to find one's way. If transport is considered as a whole, whether road, air or seaborne transport, then the Ministry of Transports is the one which would be directly involved and would have to deal with such matters pertaining to them. Indeed-, in Haiti, the Ministry of Transports, Public Works and CommTonicat ions is concerned with the work conducted by the Maritime Affairs, but its responsibilities are vaguely stated and not clearly defined. As it was said previously, the functions supposed to be car­ ried out by the Maritime Affairs Department, are spread over various Ministries. The Haitian Government, aware of the problems of the mari­ time activities in the country, has created the SEMANAH (Service Mari­ time et de Navigation d'Haiti), in order to face the urgent need of national regulations, to enhance the commercial standards of the Home and Foreign Trade, and to facilitate the development of the Haitian Shipping. The overall activities which concern the maritime field are assigned to the SEMANAH which has full and complete responsibility for matters related to the sea transport. The scope of its functions is as follows : 1- Preparation of Bills of the Merchant Marine and strenghtening of the regulations; 9 -24- 2- Safety organisation related to : a) - Periodical inspections and endorsement of ships certificate; b) - Ships construction and repair; c) - Ships crew, qualification of labour force and granting of licence to skilled personnel; 5- Relation with the Haitian Marine for a) - Inspection and application procedures for sa­ fety organisation; b) - Navigational aids, coastal and foreign trade in the territorial waters; 4- Meteorological and maritime conditions of the Haitian waters; 5- Participation in international conferences on mariti­ me transport, vulgarization of technical and operatio­ nal information, offer services in port safety, trai­ ning of personnel, in order to promote the development of the Merchant Marine; 6- To settle and regularise Acts and tariffs for costal trade; 7- To plan and organise the Government assistance in the maritime transport sector by controlling ships cons­ truction, inspection and certification of seaworthi­ ness of small boats, installation and manning of equipment of navigation, the promotion and the moder­ nisation of the national fleet; o -25- 8- To collect fees and commissions for services provided by SEMANAH; 9- Planning of required studies for the establishment of a National Merchant Marine Act and the elaboration of a code, the size and the nature of the vessels, the fixing of their routes and the conditions of the Shipping Trade; 10- Regulations regarding delivery of licence to the< coas­ tal boat's, ships inspection-, seaworthiness and for obtaining ship insurance and freight; 11- Verification of the shipyard industry in Haiti, the fixing of minimum standards, request of facilities for sailships and motor boat financing; 12- Promotion of good relationship with international or­ ganizations in the field of maritime transport and maritime law; 13- To provide and operate the meteorological services, safety, rescue, etc.; 14- To keep contact with foreign shipping companies which are operating in the coxmtry.8/ It is really very heavy work to be carried out by those res­ ponsible for the smooth running of the administration. The SEMANAH is headed by a General Director assisted by a Deputy Director responsible for the management of the new system including a secretariat and a C.C. The SEMANAH initially comprises 4 divisions : 1- The Maritime Safety Division o -26- 2- The Maritime Services Division 3- The Administrative Division 4- The Division of the liaritime Promotion. .The range of activities of the 4 Divisions as spelt out in the decree creating the SDKA^AH are: 1- The Maritime Safety Division is responsible for the study and application of standards and regulations for construc­ tion and inspection of vessels flying Haitian flag. It is also takine care of the licence and certificate of seaworthiness of the crafts' and ships' equipment and the issuan­ ce of certificate in favour of the Merchant Marine personnel. It is also assigned the task of setting up regulations in the Haitian territorial waters. The division is assisisted by the iiaitian Marine at any time. 2- The Maritime Services Division is in charge of the execution of such standards and regulations related to navigation in the territorial waters. It may organise a system of radio communication and radar on the littoral,search ana rescue and t:;e publication of meteorological information and war­ ning in collaboration with the Haitian Marine. 5_ The Administrative Division provides services for the Admi­ nistration and financial services required by SHMAHAH. As far as statistical, economic, technical or financial inqui­ ries are concerned, the SEI’IAKAH has recourse to public or private institutions and organisations. 4- The Division of the Maritime Promotion is in charge of th« responsibility of conducting studies and elaboration of co­ des of conduct for Haitian Mercantile Marine. It has to «» -27- determine the requirements and fix the schemes in fa­ vour of the development of the Haitian Fleet, and to seek the financing of a national plan for ship cons­ truction,2/ The SEMANAH, in its present structure, is administered by a board of Directors which is composed of 6 members who are Statemen; 1- The Minister of PWTC, as president of the board nt 2- The Home and Defence Secretary of State 5- The Foreign Secretary 4- The President of the Board of Trade and Industry 5- The Secretary of State of Fianance and Economic Affairs 6- The General Director of the SEMANAH. 10/ The Board's function is to deal with matters of policy, co-ordinate planning and strategy and also to deal with such matters which can not be delegated to the day to day decision making of any one department aind to approve the budget and investment of the SEMANAH. That national policy of maritime transports and navigation is defi­ ned by the Conseil des Transports meaning National Council of Trans­ ports and the Board decides the application measures of such policy. The Conseil National des Transports was created in 1978 to formulate the national policy of transports,air, road or sea trans­ port. The members are : The Secretaries of State of PWTC, Finance and economic Affairs, Agriculture and natural resources. 0 -28- 2 - APH - National Fort Authority Each coiintry has its circumstances that make its port administration different from any other country. In that perspecti­ ve one can find different types.of port administrations : public con­ trolled ports, locally controlled ports, self-governing ports and a national port authority. 11/ In Haiti, as in several other, countries, the ports are''con­ trolled or governed by a national port authority. The APN has been crea­ ted to supervise all port activities in Port-au-Prince and in particu­ lar the ma nagement and the functioning of the port installations, in­ cluding the port of Cap-Haitien. The APN has been authorized to fix taxes, tariffs and standards of services for the day to day port ope­ ration. It is also assigned the task to take care of the Maritime Po­ lice, to control and organize the going to and fro in the port and in Haitian internal waters, the navigational aids and sometimes the Port Administration -undertakes ships inspections themselves. The other ports of the Island are under control of the APN Coastal Trade Department. The APN is self-supported financially. It is directed by a board of Directors composed of : - The Secretary of State of Finance and economic Affairs who is the president of the board - The Minister of PWTC - The President of the Board of Trade and Industry - The President and General Director of the National Bank - 'The General Director of the APN. 9 -29- Referencea 1/ Vanchiswar, P.S., EBtablishment/Administration of Maritime Affairs in Developing Co^Intries, page 21, WMD, Malmb 1984 2/ Nedeco, Rapport d^avancement aprfes la premifere phase, inventaire. premieres recommendations, page 84, La Haye-Pays-Bas, Mai 1985 / ** 2/ Recueil general des Lois et actes du Gouvemement d^Haiti. Tome ler ^ Vanchiswar, Ibid, page 66 ^ Ibid, page 66 ^ Ibid, page 94 2/ Blaauw, H.G,, Groenveld, R...., Applicability of Simulation Models in design of Ports in Beveloping Countries, page 1, Nether­ lands 8/ Le Moniteur. Jouroal Officiel de la Republique d'Haiti. Ho 20, page 99, Jeudi 11 Mars 1982 2/ Ibid, page 100 10/ Ibid, page 100 uy Monsef, A. Shipping Economics, page 182, lecture notes, WMU, Malmb 1984. -50- SHIPPING HE VELOFKE.V 1' CHAPTER II HAITIForei^ Trade The sea in HAITI'S doaestic trade is usually used for trans­ portation of goods and passengers to and from the related small islands within the country to the main commercial place which is Port-au-Prince, the capital. Some more than 15 motor-boats are employed for such a sys­ tem of carriage and some more than 400 sail ships made of primitive build are also used for the coastal trade (see table 3 )• National and ** international coastal trade is important for the country's economy for the reason that there is a genuine link between HAITI and the rest of tne Ca­ ribbean Isles on a sub-retional basis. The most important concern for the country's maritime transport economy is the condition of its present foreign trade. The expres­ sion " Foreign Trade " is usually understood as both Import/Export of the country concerned. To visualise the problems confronting the foreign trade in Haiti,let us do a careful analysis, by using the related figu­ res from 1 9 7 4 /1 9 8 4 , of the country’-'s Imports/Exports (see table 4 ), the country's Balance of payments from 1978/ 1982 (see table 5 )» "the trend - increase/decrease - of the seaborne transportation as well as the existing trading arrangements, the external shipping lines services involved and their operations. Such study possibilities will also be of paramount importance to determine whether the establishment of a Natio­ nal Merchant Shipping would help the country to improve its level of na­ tional maritime economy - the national income/revenue as a whole - and to have an enviable position in the intemal»®seabome transportation. o -51- CASL3 3- Evolution of coastal trade in Port-au-Prince during the period 1974 - 1981 FREIGHT (2 ) TOTAL ' 43 800 25 500 7 900 36 200 32 100 7 400 TRAFFIC PASSSI^’GERS 74 - 75 75 - 76 •c 7 300 77 - 78 34 800 37 500 3 300 78 - 79 34 600 3‘i 500 4 70 U 79 - 80 34 d OO 35 000 3 500 41 500 35 600 5 500 1 1 CD 32 000 0 45 200 CO 76 - 77 Source : APK ( Autorit^ Portuaire Nationale ) (1) - estimation. (2 ) - Freight ( tons ) -52- TABLE' 4- Port of Port-au-Prince - Cargo traffic Import/Ex- port during the period 1974 - 1984 (in t/m) TRAF-IC mPORTS EXPORTS TOTAL 74 - 75 501 000 119 000 620 000 75 - 76 559 000 152 000 691 000 76 - 77 707 000 201 000 908 000 77 - 78 634 000 168 000 802 000 78 - 79 681 000 125 000 806 000 79 - 80 658 691 95 154 054 67 792 746 62 80 - 81 723 912 09 85 024 25 808 956 52 81 - 82 674 949 75 140 6S4 19 615 635 94 82 - 83 811 557 15 162 595 08 973 932 23 83 - 84 811 080 18 1?1 277 962 557 18 (1 ) (1 ) (1 ) (1 ) Source : KPA ( National Port Authority ) APN ( Autorit^ Portuaire Rationale ) (l)- e x t e n d e d fi-Tires. -35- a TABLE 5- H a i t i 's Balance of Payments during the period 1978 - 1982 YEAR EXPORTS IMPORTS, LEFICITS 1978 134,7 2 0 9 ,0 54,3 1979 138,0 2 2 9 ,8 91,6 MC 19S0 2 1 5 ,8 ' 319,0 105,2 1981 151,1 557,9 206,8 1982 164,5 460,7 296,4 Source : South American handbook 1985, Rand, Me Nally, Encyclopedia of the Nations, Americas, 6th edition. The above table shows HAITI'S trade performance(in millions of dollars). calculated on a balance-of-payments basis -54- o r When one thoroughly examines the exportation data of the country shown on table 4 of the previous page, the Haitian exports have been fluctuating from year to year. During the period of 19761977f there has been an increase in exports and from that time it has been decreasing till 1980-1981. A very marginal increase has been re­ gistered last year, but it might be considered as stable. The result is really catastrophic due to the insufficiency of the supply of agricultural production and particularly from the coffee production f which is the main export product of the country and also due to the, market fluctuations. Haiti's exports, on a general basis, is acquainted with an instability in prices which seem to dominate the econcmic life of all the maritime activities. The country is primarily an exporter of agri­ cultural products, mineral, forest and handicraft products. Industrial products exported by the country are made from local raw materials and imported raw materials. The major export is coffee which accounts for 29% of the total export 1_/. The leading trade partner of Haiti's ex­ ported goods is the United Stated of America (including Puerto Rico); goods are also exported to Canada and some European countries. 'The figure shows that the Haiti's imports since 1974- and there is-no doubt about it - are only increasing, till last year. The volume of goods imported from abroad is about four (4 ) times more than the volume of exported goods. Major imports are machinery, electrical apparatus, transport equipment, fish, wheat, textiles, ‘paper and phar­ maceuticals The main supplier of Haiti are the USA, Japan, France and the Federal Republic of Germany -350 From the point of view of the Balance of payments, the coun­ try has registered a deficit of 296.4 million dollars for the year 1982 (see table 5)» This means that there is a significant drain of foreign exchange in the country. Haiti has never participated in the carriage of its foreign trade; imports/exports are left to the hands of foreign shipping companies services. Therefore freight payments to foreign li­ nes represent, as mentioned before, a significant drain on the country's foreign exchange and that affects the country's economy. It is then im­ portant to state the foreign Shipping Lines carrying our trade : 1- CAROL - participants - NedLloyd Lines - Hapag Lloyd - Compagnie G^n^rale Maritime - Harisson Line container service between Europe Nortwest Continent/U.K. and the Caribbean/East Coast Central America. 2- Norwegian Caribbean Line 3- Kirk Line 4- Saguenay 5- Concorde 6- Mar Caribe (CCT: Coordinated Caribbean Transport) 7 _ zim - American Israeli Shipping Co. 8- Sea-Land Company. Almost all these foreign lines whose vessels are predomi­ nantly container vessels maintain regular services with Haiti. The most intensive traffic is maintained between Haiti and USA, besides feeder services from San Juan (Puerto Rico) and kingston (Jamaica). o - 36- So great is the significance of seaborne transportation in any country's economy, it is obvious, nay even essential, for the coTintry to retain control of transportation systems and their develop­ ment since these constitute integral part of the foreign trade process. As said before, some of the shipping companies carrying Haiti's foreign trade are liner shipping companies which could be an already open-door for the country when establishing its Merchant Fleets to enter within the framework of one of these international consortia and pools and or to carry 40 % of its trade besides other advantages provided by the Code of Conduct for Liner Conferences, This code being regarded as the me­ chanism for the promotion of the developing national maritime merchant fleets. Liner conferences being a dominating sector in the Haitian Ship­ ping Services, it is justifiable that, if the country steps into the liner market, its economy will improve as well as employment and other sector of activities. And that will urge the export industry and foreign investment in the coiintry. That was why, Peter E. Evelyn, vice president of the Caribbean Division, CCT, said that she was optimistic about the future of traffic vol\imes to the U,S, from Haiti, Jamaica and the Do­ minican Republic, largely because of the expansion of assembly plants in those Islands 4 /* Therefore it is of paramount importance to defi­ ne the advantages offered by establishing Merchant Marines in any coun­ try 0 -57- OF N.VTIOKAL MSRCdiJvT FL: FT General View Interm-tional Trade plays a matchless intensive role in any contribution to any country's economic development. D-aring the first and the second world wars, every country without a merchant fleet, felt crippled as a result of being deprived of its sea trade routes, and most of the non-maritime countries ^’ere convinced that a substantial merchant fleet was essential to tneir futu­ re security^/And it has been the same for many developing countries which have for many years relied exclusively on foreign flag shipping for hand­ ling their deep-sea export and import trade. Considering the fundamental importance of foreign seaborne trade to the economy of the developing countries, it is natural and even necessary for them to reduce their de­ pendencies on foreign shipping lines for the transportation of their trade. For many years it has been the desire of these countries to es­ tablish their own National Merchant Marines in orde'i- to carry part of their trade and therefore actively participate, as developed countries do, in International Shipping. Merchant Fleets has a number The envy of- establishing National . of reasons: 1- Contribution to the Balance of Payments of the country 2- Promotion of the country's foreign trade 5- Promotion of other related activities to shipping such as insurance , banking, ship repair, container repair, fowa,rding, etc... 4- The UN Code of Conduct, the 40:40:20 5- Strategic arid political reasons. -58- 0 All these factors stated above are interrelated, but they have to be exanined separately according to their importance, 1- Contribution to the Balance of Pa^rments Little or no attention had been paid by developing nations, whether at national or international level, to the importance of foreign exchange deficits which had led to an out of the total Balance of Pay­ ments deficits. This is due to the fact that the freight costs of goods being transported, whether imports or exports, by foreign shirping lines were to be paid in foreign currency and that has been profitable“ only to foreign carriers. The critical problem of the B/P is very delicate and gives rise to consider more carefully its impacts on the country's economy. The consideration of the effects of the B/P in the long run is one of the decisive measures. Now, it should be mentioned that developing countries attach great importance to the effects of shipping operations on their B/F be­ cause of the B/P' s influence on both services item and on their visible trade exports and imports alike. The entry of developing coun­ tries into Kerchant Shipping will strain t'lem to get involved vigo­ rously in earning and saving foreign currency by reducing freight costs and increasing participation in the carriage of their foreign trace, in order to reduce financial risks in the transport sector. It become more significant when considering the gross foreign exchange eamin. saving which corresponds to the total freight paid ping lines for the country's or to national ship­ foreign trade. The gross revenue earned by the national shipping lines carrying direct trades on the one hand is a benefit to the country's Balance of Payments, This is so, because freight costs for imports/ -59- o exports by national shipping lines will be paid respectively in natio­ nal and foreign currency and therefore this leads to a saving and ear­ ning of foreign exchange. It is also a source of gaining foreign currency, even when national other ships are in cross trades - services between two countries than the home country. i3ut , for national ships on cross-trades the spending in foreign exchange will be doubled compared to ships en­ gaged in direct trade as their time will be spent between foreign ports while they will not enter national ports?'^Their expenditure then wild equal in effect to ships engaged in direct trades from the point of view of B/P, 2- Promotion of countip/'^s Foreign Trade The ship'.'ing companies of developed countries, in the opera­ tion of their existing services and when planning new routes, concentra­ te on securing participation in already existing cargoes. Very seldom do they actively assist in the promotion and development of trade in deve­ loping coiintries.National fleets are more linked with tne economic and com.:.ercial interests in their countries than foreign carriers . Then the risks to a country'^ foreign trade are minimize. Shipping is not only running ships and world shipping servi­ ces trying to develop accordihg to the requirements of trade and shipping needs. Then , devi:loping nations by expanding their exports will in­ crease their participation in the transport of their foreign trade. As shipping is considered a risky business, they - developing countries have to be wise when choosing the more suitable means of improving the organisation of the supply of shipping services under fixed and re- o -40- liable conditions. Thus, this explains the desire of those nations to seek mem­ bership in liner conferences^hich transport most of their foreign trade A 1 iner operation because of the nature of the service offered requires an extensive or=:anisation of the shipping operation. Then , national ship­ ping lines must be able to organize their operations^o be able to operaunder commercially reasonable and profitable terms • This means that, according to the number and types of ships operating, they woula try to optimize their operations and minimize their costs factor. The effect ^of participation of the national flag vessels is to strengthen the conference control over the trade. Shipping development in the liner sector'tends to promote the export of the country concerned. The existence of a substantial national liner ton;-.age mitint further .remote the exnort trade of the country con­ cerned, by influencing the overall availability and adequacy of liner services linking that country with overseas markets and exerting a pressure upon the levels of freight rates at which the national trade is carried to-date 12/• If a country controls substantial tonnage in relation to the transport services needed in a particular trade and provided termined to it is de­ withdraw if necessary from the respective conferences, it has a quite strong negotiating and bargaining position vis-a-vis the conferencesl^raditionallj" the liner sector is considered as the most im­ portant one for the economy of developing countries. This can easily be understood when taking into consideration t'.ie past status of these countries as former colonies; their production and trade were dictated <3 -41- by their mother country's power and also the location of needed raw materials, fuels and consumption :nar.-:ets of finished productsiS/. Bulk shipping provides the transport for essential imports of a lar;e number of raw materials for the steel industry. Then similar observations can be made with regard to the bulk cargo sector which would' also be beneficial for the Third World Xations by increasing their shipping earnings and reducing t.-.eir freight costs in terms of foreign exchange, however, for a small island state like Haiti, the oulk qr market is not a commendable one, because the ccantry is not strong enough to compete in that market. That is the reason why the liner mar­ ket is more attractive and more suitable for less developed maritime co'untries. 3- Promotion of other related activities to Shinning Shipping is an industry characterized by a gre^t complexity and by a magnitude of interests and activities 13/» Then_it can contribute to the diversification of the economies of the coiuntry establishing a merchant fleet by a wide range of services and supoorting activities. Economic benefits from, nytional investment in shipping depend ^ significantly on the extent to w.ich maritime activities a.re integrated with the economic development of the country B / * Investineht in shipping may, in appropriate cases, create further employment and output in re­ lated sector. The extent of the economic linkages will depend largely on how far shiooing is planned as an integral part of the economy and can draw on, and provide service for, otner sectors of the economy 15/» -42- o ?he main economic linkages between shipping and other sectors of the economy, apart from the employment of crew and onshore personnel, could be shiprepair and shipbuilding and their supply industries ( e.g., iron ana steel, various equipment and machinery industries, etc.) as well as marine insurance, container repairs, banking,mariti­ me training institutes,16/ etc, to state only those. All these stated activities give economic, technological and social benefits and restrain the outflow of foreign exchange from t;:e country. Transportation being an international growth industry w^th every prospect of accelerating; cevelooment and expansion, ports ana inland transportation can be developed and advanced, and resources will not be misused. Capital can be channelled to developing oomestic inaustries which wall manufacture many of the products imported from abroad, 11/ The dependency on foreign goods will decrease and the balance of pay­ ments will improve, 18/ 4- Strategic and -political reasons For a co'untry the questions of security of services blend into national defence. Then a country*v;hen provided shippinf^ services to carry part of its foreign trade*forsees against all evevtualities such as war or other emergencies. Wheter developed or not, many nations such as USA, Korea, Israel.19/ etc, felt that their political and na­ tional interests had inspired their envy to develop national mercanti­ le marines. The latter enable also the developing countries to a. - reduce economic dependency from abroad and particular­ ly from their former metronolies b. - develop economic cUid trade relations with nations at re­ gional and international level c. - protect their merchant fleets from their start, the- o -45- ref ore securing their supplies from aund their links with overseas countries in times of emergency 20/ d.- strengthen political position of their countries, tneir national prestige and identity.21/ 5- The UhXTAJ Code of Conduct The United Nations Convention on the Code of Conduct for li­ ner conferences was b o m in 1974 after years of tremendous efforts on the part of the developing countries and the snipping division of UNCTAD. 79 countries have participated in the relevant deliberations. This code tnen rose a lot of conflicts of interes" between so­ me developed and develoning co'untries. wTien the convention was opened for signature, countries which have founo theii- interests jeopardised have immediately defined their attitudes towards it. Particularly the DhC countries and the United Kin._dom, in the Brussels Package, advance that trie convention on the code of conduct for liner conferences was a com­ promise between the traditional maritime nations which did not want a code at all and the developing maritime nations which wanted specific regulatory rules and procedures based balanced rather t.ian unilaterally imposed considera.tionsr^n the other side, the United Btates is totally opposed to the cargo sharing principles and the central economic plan­ ning and the Americans believe that free competition among shitping lines benefits trade interests. We consider that car^-’o sharing schemes, like most other forms of economic protection, no matter how attractive in the short run, are of long ter:, detriment to those protected. We believe tnat economic develoiment benefits from co.mm.ercial ne.-.otiation in a way not alwa..s foreseeable or capable of planning 21/. 0 -44- Then for t .e Americans, tr.e intemaricnal seatoine tra:.sportarion is not as free as it was before and even the carriers ana the shipceis are not free to operate. w"nar is the idea behind it? It h„s been said that the code of conduct for liner co;'ferences is to facilitate the development and expansion of Third V/orld Fleets and is for developing nations the alternative ways of achieving their desired objectives. However, v;hen taking into consideration the I article 1 and 2 of the convention which deal exclusively with membership and particication in trade inducing the carro sharing provisions, the convention on the code of conduct is likely to encourage conference membership by developing nation lines and generally strengthen the con­ ference system through increased use of pooling agreements as one way of irndementinr cargo sharing princirle^^see annex 7 pae'e and 4 )• According to the di; and ChCb co'ontries, the purpose of the Brussels package is to reduce*to a minimum the damage to international trade caused by the code's carj o sharing provision^T^ihe result will oe such as the O.-'CD countries acceding to the code will disapply its car­ go sharing provisions in order to increase chances in cargo reservation. Nevertheless, cargo reservation is also &■ way to reduce dependency on foreign carriers .for .developing countries . \ilhen developing nations de­ velop their own fleets in trades w.'.ich are already adequately covered by other carriers, only Governmental cargo reservation can secure car.:_.o for national fleets^r'^And considering nowadays tneir position in the United Nations a.gencies, they will strengthen it more and more to pro­ tect their interests.,This cargo sharing provisions are in their favour as long, as they are able’ to even more. carry 40 ,-. of t.ieir foreign trade and -45- The CoC recognizes the r i ^ t of member lines to use char­ tered tonnage to fulfill their conference obligations (see annex 7» article 2, para 11). Then developing countries will establish priva­ te and/or public shipping line(s) to serve part of the foreign trade by using time chartered or lease liner or bulk ships or such vessels acquired or hire-purchase basis whereby, at the end of the charter or lease period, they become the property of the national shipping line. Korea, for instance, has partly used this latter approach; of the to­ tal shipping tonnage operated by Korean shipowners in April 1979> 64% was owned, 24 % involved bareboat charter with option to buy and 12% was time chartered.27/ 2- Regional Co-operation and the establishment of Merchant Fleets Shipping is generally considered a risky business. Then from a country's point of view, regional co-operation is another case in which developing coiintries can develop national fleets economically and par­ ticipate in the carriage of their foreign trade. In regions like the Caribbean and Latin America, where WISCO and NAl'TOCAR - two liner compa­ nies which include respectively Trinidad-Tobago, Antigua, Barbados, Do­ minica, Grenada, Guyana, Jamaica, Montserrat, St Kiitts, St Lucia and St Vincent, Costa Rica, Cuba, Jamaica, Mexico; Nicaragua, Trinidad-To28/ bago and Venezuela - regional co-operation is very important when con­ sidering the overall tonnage of the region's merchant fleets (see an­ nex 6) compared to the world tonnage. Haiti, with a small amount of foreign trade could join one of those l ^ e r ccmpanies and would bene­ fit from their knowledge, their experience and financial resources. o - 46- Then such a co-operation will ease the burden of developing the fleet since it will be spread among many nations. Therefore that will im­ prove a ntimber of aspects of shipping policy through negociations with shipping conferences, regional, shippers council, regional ins­ titutions for maritime training to a regional shipowners associa­ tion, regional shipbuilding and ship repair.29/ 0 -47- HAITI AND THE LAW OF THE SEA ” The ocean is a great neutralizing ele­ ment, but one that has seen equality in its uses.”30/ Edgar Gold. Pacing acute problems on account of the new technology in the shipping world which leads to a change in the world marine affairs, the small Islands States, Haiti in particular, have a gi^at effort to make in order to meet the shipping challenge. Small Islands States, since their former colonial regime, rely their economies on land pro­ ducts which constitute the greatest part of their exportations and which seem for them the safest way to share the international seabor­ ne trade. Indeed, agricultural products contribute to a country's ex­ port and therefore to the coi^try's development and economy. Maritime shipping as a whole does not consist in the use of the sea as a waterway, it is an activity having for its purpose also the exploitation of natural resources of the marine space. Hence, when considering the sea itself and the possibilities and advantages it of­ fers such as fishing, oil and gas development, mineral resources that have been profitable for many years to developed countries, small is­ land states should take advantage,, particularly for the time being where living and non-living resources are becoming scarcer and of increaising value. According to the evolvement of the new LOSCs, the li­ mitation of the Haitian waters from which is derived the extension of its coastal state responsibilities for new resources, requires from s -48- the Officials concerned a new management. A new concept of the sea, a new policy should be adopted by the Haitian Government and also by many other developing coiontries to overcome such difficulties. Nevertheless, is Haiti capable of managing all the area for living and non-living resources under its jurisdiction? For the time being, Haiti is not in position to do the necessary research for the conservation and management of these resources which require scienti­ fic knowledge, skilled personnel and moreover outside assistance, « Haiti's land resources being limited, the cotintry has to seek other possibilities. It is in that perspective Haiti has extended its territorial sea to 12 miles, and has claimed for 15 miles of fishe­ ries zone I L / - Of course, Haiti has signed the Geneva Convention on the Law of the sea 1958 on the territorial sea and the contiguous zone, and the Geneva Convention of fishing and conservation of biological resour­ ces on the High Seas, The coxmtry is also a party to the new LOSC, As many experts think, Haiti is geographically disadvanta­ ged as far as living resources on the sea are concerned. This idea may be wrong. Fishing possibility is not limited for the country. There is a migration of fish and other seafood’between Haiti and Cuba and between Haiti and Venezuela. Fishery resources are also ab-undant in the small ponds and in the Artibonite river. But the sole problem is that the commercial fishing industry is not developed. It is said that if a fis­ hery source was not fully exploited- it would in some sense be "wasted" ^2/« The article 51 of the Single Negotiating Text part II provides that the living resources in the EEZ must be fully exploited 33/. The ar­ ticle 62 (see annex 2) of the new LOS also provides that the coastal stashall promote the objective of optimvim utilization of the LR in the EEZ (ex- ■49 elusive economic zone ) an.Q that it shall determine its capacity to har­ vest the living resources. It also provides that the coastal state does not have the capacity to harvest the entire allowable catch, it shall through agreements or other arran. emer.ts and oursuant to the terms, con­ ditions, laws and regulations ................ give other States ac­ cess..........(see annex 2) witnout prejudice to article 6l which pro­ vides that coastal State shall ensure throagh proper conservation and manafement measures for the maintenance of tne living resources in the Exclusive economic Zone (see Annex l). «c Haiti as an island State could produce more fish and other seafood needed of its own resources, instead of importing them from abroad. The country is also totally dependent on imports for ob­ taining .petroleum products. Hence petroleum reserves no doubt exist in Haiti, but their extent is not kno'wn^^and there is a lack of techni­ cal ex'oertise and financial resources. There has been a marginal or 55/ a slight exploration in the " Plateau Central'^ and in the exclusive Economic Zone of the country, which could not determine the potentia­ lities in the area of oil and gas development. That is why the country needs technological expertise for oil discoveries and development. This indeoendence can be very fruitful and even successful for tne country's activities and objectives such as national security, economic and so­ cial development, employment etc. The wealth of the sea can be an * effective basis for econom.ic progress of a small island. As far as marine scientific research (see Annex 3 ) on tiie area is concerned only regional co-operation among States in LatinAmerica and the Caribbean could be beneficial as it is going on in -50- o the area concerning marine pollution since e v e r y state has a duty to protect and preserve the niarine environment and futheniiore, to pre­ vent pollution in protected area where living resources are located. Marine pollution ( see anne.x 4 ) being an Lmportant matter to take into consideration, it is further agreed tnat States should ensure that its national legislntion provides aderuate sanctions against these who infrige on existing re-ulations • However, what one could unde:stand is that relations among States in the Caribbea.n, particularly the bigger ones, are not on good terms. The main problem is not that of language which could be easily resolved, but the reasons are primarily of political nature. Krom my point of view, up to tnat time, it is not impossible to dream of setting up such a regional co-operation in the Caribbean concerning living ,non­ living resources and marine scieniific research in the area, but it can be difficult, 'i^nat can States in t;.e region expect from the regionalisaticn of the Lav of x;ie Sea? a) - Coastal States in the area cfin pool together financial anu technological capabilities to explore and exploit living resources of the area under their jurisdiction b) - Soastal Crates, by doing so, w'ill look at the living resources on a regiona.1 basis which will bring enourmous benefits and result in positive economic integration in the area c) - Taking into account the very complicated subjects rela­ ted to the Law of tne Sea issues, it has been said that some developing countries don't delegate appropriate diplomats to deal with them 37/« The latters have little or no experience in the field. Then that could be considered as a waste of time and money to delegate such diplomats to o -51- the Law of the Sea conferences. Whoever, lawyers or other diplomats, before representing^ a country- in any conference should be aware of the problems of the country in order to discuss effectively as experts from develop covmtries do. Nevertheless, if coastal States pool together knowledge and experience, they will be able to select a.' group of ex­ pert to represent trie region as a w'nole in the Law 'of the Sea issues. References iy Me, Nally, Rand, South American handbook 1985» Encyclo-pedia of the Nations, American, page 171 2 / Ibid, page 171 2 / Ibid, page 172 4 / Handling and Shipping Management, July 1985» page 55 5 / Monsef, A,, Shinning Economics, nage 21, lecture notes, WMU, Malmo *a 1984 6/ Ibid, page 55 1/ Ibid, page 48 §/ Rajwer, L.M.S., Vadente, M.G.,...., Shinning and developing coun­ tries, March 1971 2/ Georgandopoulos, El.A., The Economics of Liner Shipping, lecture no­ tes, WMU, Malmo 1984 10 / Ibid. 11 / Ibid. 12 / Ibid. 1 5 / Monsef, A., Ibid, page 15 14 / Hansen, Harald, The developing countries and international ship­ ping. World Bank, page 5 I * 1981 15/ Ibid, page 4 I 16/ Ibid, page 41 17 / Herman, Amos, Shipping Conferences. Lloyd's, page l62, 1983 16/ Ibid, page 162 12/ Hamsen, Harald, Ibid, page 42 References cont*d 2 0 / Georgandopoulos, El. A., Establishment of merchant marines in developing countries, lecture notes, WMU, Malmb 1984 21/ Hausen, Harald, Ibid, page 42 2 2 / Ademuni-Odeke, The Brussels Package, page 254* 1984* No 4* 255-250 2 5 / Herman, Amos, Ibid, page 197 Hansen, Harald, Ibid.page 55 '* 2 3 / Ademuni-Odeke, Ibid, page 257 2 6 / Herman, A. Ibid, page 162 2 7 / Hansen, H. Ibid, page 26 28/ Ibid, page 48 2 9 / Ibid, page 49 50 / Gold, Edgar, Maritime Transport. 1981, page 562 51 / Brocard, Genevieve, Le Statut Juridique de la Mer des Caraibes. France 1979, page 45 52 / Walsh, Don, The Law of the sea. Issues in ocean resource Management. 1 9 7 7 * page 99 5 5 / Ibid, page 99 54 / Lundahl, Mats, Peasants and Poverty. A Study of Haiti, 1979 Ibid. 5 6 / Jones, Erin Bain, Law of the sea. Oceanic Resources. 1972 57 / Walsh, Don, Ibid, page II9 «» -54- chapter III STRUCTURE OF MARITIME ADMINISTRATION ORGANIZATION 1- Introduction Developed and developing countries alike have, in their va­ rious stages of building institutions as state organizations, tended to structure institutions baaed on prevailing conditions at the time of the creation of the institution. In developed countries, such institutions are not left in their original forms of inception, but are adapted to incorporate not only present situations, but situations yet to come in the most imme­ diate future. Developing countries, on the other hand, are the complete op­ posite of what happens to the institution building process in developed countries. Maritime administrative organizations in most developing countries can not be pinpointed per se as unified single institutions. This is so because during various stages of their colonial dependency, institutions like Maritime Administration were not given the priori­ ties they deserved or they were considered by the administrators of colonies as being expensive structures, whose costs more than anything else outweighted their benefits. Therefore, the level of the Maritime Administration has been translated into a general lack of purpose and ®^^4cient guidance The quality of admianistrative performance is lo­ wered by a lack of appropriate administrative techniques and routines 2/. Hierarchical levels and other chains are only insufficiently defined and sometimes the administrative works are improvised with no accura- e -55- cy and clarity with respect to objectives. This therefore, as ear­ lier stated in the first chapter, gave rise to the diffusion of ma­ ritime activities over various institutions. In view of the development of trade and technology, and as Shipping is becoming riskier. Governments in all parts of the World pay a great deal of attention to their maritime administra­ tion organization. Each country regarding its needs and interests, has, set up its own maritime administration to deal with such complica­ ted matters in one way or another. Some traditional seafaring nations, such as Norwa y and Denmark, have left the tasks to their Ministry of Commerce, while in most developed and developing countries the same tasks are the responsibilities of the Ministry of Trainsport, However, there is no doubt that, in those countries (deve­ loped), the Maritime Administration has a long tradition and is wellestablished. Therefore, one may view the system of organizing or of setting up maritime administrations as a pattern for an efficient ma­ ritime administration. Furthermore, it is in that perspective in the midst of the United Nations, a specialized body named IMO dealing with matters per­ taining maritime activities and more particularly with the technical aspects and another named ILO taking care of the social welfare and economic security of seafarers have been created. Since their incep­ tion, many conventions have been drafted and ratified by many mariti­ me nations, developed or not, which want to keep their place in or to enter the international shipping and their national legislation to be up-to-date with the international conventions requirements. -56- 4 2- The Set-ux> and Functions of the Maritime Administration In the NETHERIAKBS The present structure of the Dutch Maritime Administration is the outcome of the early 1980s move to bring together various Go­ vernment Departments representing the Netherlands as a traditional seafaring nation and also as a port state. The Directorate of Ship­ ping and Maritime Affairs is under the Ministry of Transport and Pu­ blic Works responsible for activities which go "back centuries, while at the same time it seeks solutions to problems arisen in the present time. The Directorate of Shipping and Maritime Affairs is assigned the task to achieve unified administration in maritime matters. It is carried out at the international level wherever the Netherlands is in­ volved and entails promoting the interests of all shipping under Dutch flag. The Directorate of Shipping and Maritime Affairs operate t h r o u ^ two major Chief Directorate responsible respectively for shipping policy and shipping traffic; a) The Directorate of Shipping policy has responsibility for vessels under Dutch flag and for social and economic questions affecting their crews. It is engaged in international consultations aimed at improving safety at sea and the employment conditions of crews and is involved in crew training. It is also responsible for the safety of ocean-going and waterway vessels. ♦linistry of Transport and rutljc Works Minister =— I Secretary of State Secretary General Secretariat attached to the -0 i Directoi(ate}-General Shipping and Maritime Affairs irs~| J-- ----- J • Councillor research and logistics 1 Principal Director Maritime Traffic "-1--------- — 1 -----------Director Pilotage and Maritime Traffic Four Maritime Districts North IJmond Rijnmond Schelderoond Staff divisions: Personnel Financial Affairs Internal Affairs jprincinal D Director Shipping and Maritime Policy Director Legal Affairs T Director Nautical and Technical Affairs Shipping Inspection Division for international maritime policy Division for economic and political affairs Division for social affairs and education Civil emergency planning d ivi sion Division for Nautical and general Affairs Division for Inland Waterways (technical equipment) Division for IMG Co-ordiret Division for Navigation and Communication Division for Marine Environment• Division ior Shipbuilding Division for Shipaccidents Principal division Technical Affairs Division for Shipsmeasuring Division-for mechinical engineering -58- 0 In order to improve safety, the Shipping Inspectorate which is part of the Directorate of Shipping policy has the tasks to enforce regulations laid down in the Dutch Legislation and in the internatio­ nal conventions for the prevention of accidents involving vessels. b)- The Directorate of Shipping Traffic deals broadly with the environment in which vessels and their crews operate. It is res­ ponsible for pilotage service in order to assist ship masters in na­ vigating safely into and out of Dutch seaports. Buoys, beacons, light­ houses and the coast guard service are also under the supervision,* of this Directorate. It also plays an important role in dealing with ac­ cidents and carrying out rescue work at sea. 2.1- Classification Societies and their statutory functions In Holland there is no national Classification Society or Bureau. Within the Directorate of Shipping and Maritime Affairs, it is mainly the Directorate of Nautical and Technical Affairs and Ship­ ping Inspection which are maintaining relations with the Classifica­ tion Societies. The works carried out by the Classification Societies are so­ mewhat technical in the area of construction and at surveys and cer­ tification. The Glassification Societies come into the picture when they have to perfo,rm duties such as inspections and surveys and also to issue certificates regarding Load Lines, Solas, Marpol and Tonnage Measurements Conventions. The Classification Societies also provide information on data related to ships, casualty ships, etc.... investigation of - 59- The Classification Societies recognized by the Dutch Admitration are the followings: - Lloyd's Register of Shipping (LRS) - Bureau Veritas (BV) - Det Norsks Veritas (DNV) - American Bureau of Shipping (a BS) - Germanisher Lloyd (GL) - Registro Italiano Navale (RIN) *c - Nippon Kaiji Kyokai (NKK) Notwithstanding the delegation of power given by the Dutch Administration to the C.S., the Administration assumes full responsi­ bilities with regards to inspections and surveys thus carried out and to certificates thus issued. 2,2- The Dutch National Maritime Legislation and the International Conventions In the Netherlands, like in many other countries, it has hot been very difficult to incorporate international instruments and conventions into the Dutch Legislation. The Dutch Public Law is the one in which all international conventions with regard to subjects such as safety of_ships, pollution by ships, manning, measurements, are inser- • ted . As any one knows, the public law is made by IMO (international Maritime Organisation) related to SOLAS, MARPOL and STCW Conventions and also the ILO(International Labour Organisation) Conventions, Before any convention is ratified , a law to implement con­ ventions shall be made by the Dutch Lawyers for a previous approval by -60- the Parliament. There is also a need for a separate law in most ca­ ses before obtaining that approval. The implementation of a convention must fit in the Dutch National Law system. After the approval 'by the Parliament, the Netherlands^becomes party to the conventions and the Administration asks for the approval for future amendments technical regulations. Then it can be easily to the for the Administration to adopt the Dutch Legislation to the latest international amendments. 2.5- National Co-operation The National Working Group The Dutch Government and such as IMO and ILO, nistration are connected International Organisations to ' the Dutch Maritime Admi­ under the Ministry of Transport and Public Works. Deci­ sions - decisions regarding maritime matters -for the Dutch Government are passed through the National Working Group who has the responsi­ bility of discussing any new convention or amendments to conventions. The NWG is composed of a civil servant who is the chairman and other members from Industry and Trade Unions. The members are not permanent because, depending on the matter to be discussed, different experts are required. All proposals from IMO are sent to the NWG by the Maritime Administration and the reverse is done after the outco­ me of collective discussions and the result is comm\inicated to IMO. To safeguard the interests of the Nation, all internatio­ nal issues are handled with competency and efficiency by the Natio­ nal Working Group. -6 1 - 0 2 .4 - R eg io n al C o -o p e ra tio n The Memorandum o f U nderstein d in g (MOU) In o rd e r to im prove m a ritim e s a f e t y in E uropean p o r t s , some 14 European c o u n tr ie s hctve found t h a t th e r e was a r e a l n eed t o co­ o p e r a te and t o work on a j o i n t p o l i c y . T h is i s th e re a so n why th e Memo­ randum o f P a r i s i th e s o - c a l l e d MOU, in w hich a l l member c o u n tr i e s f o l ­ low th e same system f o r th e P o r t S t a t e C o n tro l u n d e r th e MOU a rra n g e m e n ts h a s been c r e a te d . The 14 S t a t e s a d o p te d MOU b e ca u se o f th e f o llo w in g r e a s o n s ; - Most o f th e s e a a r e a su rro u n d e d by th e S t a t e s i s o f heavy sea t r a f f i c , th e r e f o r e th e p o s s i b i l i t i e s f o r d a n g e r t o en v iro n m en t and l i f e and p r o p e r t y .a t s e a i s q u it e o f h ig h m a g n itu d e . The b e s t way o f m in im iz in g th e d a n g e r was t o be t h r o u ^ a j o i n t e f f o r t t h o u ^ , - The European A t l a n t i c C oast t h o u ^ i t m i ^ t lo o k r e l a t i v e l y s h o r t , h as many d i f f e r e n t p o r t s t a t e s . - MOU i s a harm onized way o f im p lem en tin g i n t e r n a t i o n a l c o n v e n tio n s . (s e e annex 9 ) ' P o r t S t a t e C o n tro l in th e N e th e rla n d s i s done u n d e r MOU a r ­ ra n g e m e n ts. P o r t s t a t e ' c o n tr o l by MOU members g iv e f a i r c o m p e titio n among p o r t s and a l s o among sh ip o w n e rs’, due t o th e f a c t t h a t a l l s t a t e s f o llo w th e same p ro c e d u re s f o r a l l f o r e ig n s h i p s . As f a r a s - i n s p e c t i o n i s c o n c e rn e d , c o s ts f o r member s t a t e s a r e re d u c e d /m in im iz e d , b ecau ­ se g e n e r a lly s h ip s a re in s p e c te d a f t e r e v e ry s i x m o n th s. MOU a v o id s d is c r im in a tio n a c c o rd in g t o f l a g . o 2 .5 “ - 62 - C o n clu sio n R e g a rd le s s o f th e d if f e r e n c e in th e l e v e l o f develpm ent betw een .the N e th e rla n d s and H a i t i , m a tte r s su ch a s th e N a tio n a l Working Group and th e Memorandum o f U n d e rsta n d in g a r e of param ount im p o rta n ­ ce a s lo n g a s tn e y a r e in v o lv e d in th e p r o t e c t i o n o f i n t e r e s t s o f a n a tio n and o f a community as a w h o le. F o r a n a t io n / c o u n t r y t o be a b le t o have sm ooth im p le m e n ta tio n o f m a ritim e p o l i c i e s , a m o b ili s a tio n of com petent and s k i l l e d p e rs o n n e l from v a r io u s i n d u s t r i e s i s v e ry n e c e s ­ sary from th e v e ry e a r l y s ta g e s in th e f o r m u la tin g o f su ch p o l i c i e s . The N a tio n a l W orking Group o f trie N e th e rla n d s i s th e c o l l e c t i o n of th e s e com petent and s k i l l e d p e r s o n n e l. The r o le o f th e NWG i s e x p re s s e d n o t o n ly f o r d o m e s tic /n a t i o n a l m a tte r s b u t a l s o f o r i n t e r n a t i o n a l o n es; w hich d i r e c t l y o r i n ­ d i r e c t l y a f f e c t th e c o u n try . The N e th e rla n d s i s r e p r e s e n te d in i n t e r ­ n a t i o n a l c o n fe re n c e s and m e e tin g s by a team o f e x p e r ts in v a r io u s f i e l d s . In d o in g s o , th e y a re a b le t o p a r t i c i p a t e e f f e c t i v e l y and a l s o t o p r o t e c t t h e i r n a t i o n a l i n t e r e s t s . We, in H a i t i , s t i l l n eed su ch a s ta b le N a tio n a l W orking Group t o ta k e c a re o f th e i n t e r n a t i o n a l con­ v e n tio n s a s w e ll as th e c o u n tr y 's s h ip p in g p o l i c y . In th e C arib b ean f o r exam ple, a s u b - r e g io n a l Memorandum o f U n d e rsta n d in g can be form ed f o r a b e t t e r c o n tr o l o f f o r e i g n v e s s e l s c a l l i n g o u r p o r t s , -for im p ro v in g s a f e t y in o u r a r e a and t o p r o t e c t th e m arin e en v ironm ent -639 3- P ro p o sed M aritim e A d m in is tra tio n in H a i t i As m en tio n ed in th e f i r s t c h a p te r o f t h i s p a p e r , th e M ari­ tim e A f f a i r s in H a i t i a re th e r e s p o n s i b i l i t i e s o f th e SEMAl^AH, an i n s ­ t i t u t i o n which h as been c r e a te d w ith in th e fram ew ork o f th e S e rv ic e Autonome des T ra n s p o rts now D ir e c tio n des T r a n s p o rts (DDT), m eaning D i­ r e c t o r a t e o f T r a n s p o r ts . T h is D i r e c t o r a te i s a b ra n c h o f th e M in is try o f P u b lic Works, T ra n s p o rts and C om m unications, The o v e r a l l r e s p o n s i­ b i l i t i e s have been s p e l t out in th e f i r s t c h a p te r . In my p o in t o f v ie w , th e d e s ig n a tio n o f such an i n s t i t u t i o n l i k e S£lMANAil( S e rv ic e M aritim e e t de N a v ig a tio n d 'H a i t i ) does n o t have any s i g n i f i c a n c e f o r th e ty p e o f ta s k s i t c a r r i e s o u t and does n o t f i t in w ith th e g r e a t e x te n t o f i t s r e s p o n s i b i l i t i e s . The SEMANAH h a s had a good s t a r t . Ne­ v e r t h e l e s s , such a m a ritim e s e r v ic e and n a v ig a tio n s h o u ld be a s s ig n e d th e ta s k o f r e g u l a t i n g n a v ig a tio n in th e H a itia n w a te rs in c o -o p e ra ­ t i o n w ith th e H a itia n M arine, in c lu d in g n a v ig a t io n a l a i d s , ra d io -c o m ­ m u n ic a tio n , to g e th e r w ith th e N a tio n a l P o r t A u th o r ity C^P^)* u n d e r th e a u s p ic e s o f a p ro p e r D ir e c to r a te o f M aritim e A f f a i r s o r S h ip p in g A ffa irs , In r e s p e c t o f t o d a y 's m a ritim e developm ent and th e n eed s t o comply w ith i n t e r n a t i o n a l in s tr u m e n ts , i t s h o u ld be u n th in k a b le t h a t a c o u n try l i k e H a i t i , in s p i t e o f th e Government e f f o r t s , does n o t r e q u ir e a genuine m a ritim e a d m i n i s t r a t i o n . The A d m in is tra tio n o f m a ritim e a c t i v i t i e s th e r e f o r e s h o u ld be e n t r u s t e d t o a g iv e n I n s t i t u ­ t i o n d e s ig n a te d •• D ir e c to r a te o f M aritim e A f f a i r s " o r " d i r e c t o r a t e o f s h ip p in g A f f a ir s Such an i n s t i t u t i o n w i l l be a D epartm ent w ith ­ in th e o r g a n is a tio n s t r u c t u r e o f th e D i r e c t o r a t e o f T r a n s p o rts w ith -64- 0 th e ta s k s o f overcom ing d i f f i c u l t i e s e n c o u n te re d t i l l now by th e Of­ f i c i a l s in m aking l e g i s l a t i o n and h a n d lin g m a ritim e m a t t e r s , o f a - d o p tin g a new p o lic y f o r m a ritim e t r a n s p o r t and c o - o r d in a tin g a l l a c ­ t i o n s ta k e n by th e Government in th e m a ritim e f i e l d . F o r th e sm ooth ru n n in g o f th e A d m in is tr a tio n , th e r e w i l l be a n eed f o r q u a l i f i e d p e r s o n n e l, su ch a s M a s te r M a rin e rs , E x tr a M a s te rs , C h ie f E n g in e e rs , N a u tic a l and T e c h n ic a l N aval A r c h i t e c t s , a l s o th o s e g ra d u a te d from th e W14U( World M aritim e U n i v e r s ity ) . U n f o r tu n a te ly in H a i t i l i k e in many d e v e lo p in g m a ritim e n a t i o n s , th e r e i s a la c k of h ig h e r s t a f f and g e n e r a lly th e s t a f f , i f e x i s t e n t , i s somehow m is u se d . M orever, th e name and f u n c tio n s o f tn e i n s t i t u t i o n r e s p o n s ib le f o r th e h a n d lin g o f m a ritim e a c t i v i t i e s w i l l be e n a c te d in th e N a tio n a l L e g is ­ l a t i o n , in c lu d in g th e l e v e l o f q u a l i f i c a t i o n o f th e p e rs o n n e l t o be r e c r u i t e d and em ployed and th e works th e y have t o p e rfo rm . As s t a t e d e a r l i e r in th e f i r s t c h a p te r , th e two b ro ad c a t e ­ g o r ie s o f g o a ls which d e fin e th e sco p e o f t a s k s u n d e r w hich th e Admi­ n i s t r a t i o n s h a l l a c t a re and I r e p e a t : 1 - To e n su re t h a t a l l v e s s e l s f l y i n g n a t i o n a l and f o r e ig n f l a g s e n te r in g H a itia n w a te rs m eet a l l s h ip b o a rd s a ­ f e t y re q u ire m e n ts ; 2 - To e n su re t h a t a l l v e s s e l s engaged in b o th home and f o r e ig n tr a d e keep th e en v iro n m en t c le a n from any ma­ j o r form o f m arin e p o l l u t i o n . To m a in ta in and im prove s a f e t y o f i n t e r n a t i o n a l s h ip p in g and t o p r o t e c t th e m arin e en v iro n m en t a g a i n s t g rav e d a n g e rs o f p o l­ l u t i o n from s h ip - b o m e s u b s ta n c e s , p a r t i c u l a r l y o i l , tn e I n t e r n a - -6 5 - o I ' t i o n a l M aritim e O rg an isatio n (IM O ) i s th e I n t e r n a t i o n a l I n s t i t u t i o n d e a lin g s o l e l y w ith su ch t e c h n i c a l m a ritim e m a t t e r s . The s a f e t y of Mer­ c h a n t S h ip p in g i s one o f th e main o b je c t iv e s o f IMO. In t h i s conne­ x io n , a l l a p p ro a ch e s t o s a f e t y m a tte r s have been c o n s id e re d a s h a v in g p r i o r i t i e s f o r th e b e n e f i t o f th e w orldw ide commtinity. In th e l i g h t o f th e a d v a n c e d 'te c h n o lo g y in th e w o rld s h ip p in g in d u s t r y , in o rd e r t o a s s e s s s a f e t y , i t s c a u se s and c o n se q u e n c e s, many f a c t o r s sh o u ld be ta k e n i n t o c o n s id e r a tio n . These f a c t o r s a r e : 1 . - The s h ip i t s e l f ( c o n s t r u c t i o n , equipm ent , man­ n in g ) in r e s p e c t o f th e crew and c a rg o on b o a rd ; 2 . - Human f a c t o r w ith re g a rd t o th e q u a l i f i c a t i o n o f s e a f a r e r s employed on b o a rd s h ip s I t i s in t h a t p e r s p e c tiv e th e A d m in i3 trd ,tio n w i l l c a r r y o u t p ro p e r s u rv e y s and c e r t i f i c a t i o n t o e ac h v e s s e l e n t e r i n g n a t i o ­ n a l m a ritim e bovm daries and c a l l i n g th e H a itia n p o r t s . B efo re g o in g d e e p ly i n t o t h a t p a r t o f th e s u b j e c t , i t s h o u ld n o t be in th e way t o s t a t e th e r e l e v a n t i n t e r n a t i o n a l in s tr u m e n ts , t h e i r p r o to c o ls , r e g u l a t i o n s , am endm ents, up t o th a t, tim e a d o p te d by th e I n t e r n a t i o n a l I n s t i t u t i o n s c o n c e rn e d , w hich have been v e ry u s e ­ f u l f o r many y e a r s t o a l l m a ritim e n a t i o n s . D eveloped and d e v e lo p in g c o u n tr ie s a l i kt e who have r a t i f i e d some o r a l l o f them , have fo u n d t h a t such r e g u la te d c o n v e n tio n s e n a b le d them t o m inim ize , re d u c e and even im prove th e r i s k s a t s e a and c o n s e q u e n tly sh ip o w n ers i n t e r e s t s , ma­ r i n e i n d u s t r i e s i n t e r e s t s and a l l co n cern ed have .been p r o t e c t e d . Wor­ k in g j o i n t l y w ith ILO, th e m ost im p o rta n t i n t e r n a t i o n a l c o n v e n tio n s r e l a t i n g t o th e d is c u s s in g m a tte r s and g o v e rn in g m a ritim e a d m in i s tr a t io n a re th e f o llo w in g s ; -6 6 - 9 - The i n t e m a t i c a i a l c o n v e n tio n on Load L in e , I966 - The i n t e r n a t i o n a l c o n v e n tio n f o r th e s a f e t y o f l i f e a t s e a 1974 and 1978 SOLAS P r o to c o l - The i n t e r n a t i o n a l c o n v e n tio n on S ta n d a rd s o f T r a in in g , C e r t i f i c a t i o n and W atchkeeping f o r s e a f a r e r s , STCW 1978 - The i n t e r n a t i o n a l c o n v e n tio n on C o l l i s i o n R e g u la tio n s , 1972 - COLRiDG - The i n t e a m a t i o n a l c o n v e n t i o n on m a rin e p o l l u t i o n ^ MAEPOL 73/78 - Tlliie M erchant S h ip p in g ( minimum s ta n d a r d s ) c o n v e n tio n 1976, ILO c o n v e n tio n No 147 - ILO No 53 - ILO No 68 - ILO No 73 - ILO No 92 - ILO No 134 - ILO No 138 None o f th e above s t a t e d c o n v e n tio n s have been r a t i f i e d by H a i t i , T h is th e r e f o r e c o n s t i t u t e s a b ig o b s ta c le t o o u r m a ritim e de­ v e lo p m e n t, 5 .1 “ N a tio n a l L e g is la tio n The im p o rtan c e o f h a v in g u p d a te d m a ritim e l e g i s l a t i o n in t h i s connexion i s a r e a l n eed f o r H a i t i s o , th e D i r e c t o r a t e o f M ari­ tim e o r S h ip p in g A f f a i r s i s th e one w ith th e f u n c tio n s o f overcom ing such problem s in o r g a n is a ti o n a l te rm s and o f a d m in is te r in g su ch m a r i- 67 tim e m a tte r s e f f i c i e n t l y and e f f e c t i v e l y . T h e re fo re th e p r e p a r a t io n o f th e N a tio n a l L e g is la tio n /M e ro h a n t S h ip p in g A c t, b o th p rim a ry and s u b s i d i a r y , i s e s s e n t i a l f o r th e m a ritim e developm ent o f H a i t i . To s t r e t c h o u t such a N a tio n a l L e g i s l a t i o n , q u a l i f i e d m a ritim e t e c h n i c i a n s / e x p e r t s a re r e q u ir e d t o exam ine and d is c u s s th e t e x t s o f the- con­ v e n tio n s w hich a re th e b a s e s o f any m a ritim e L e g is la tio n /M e rc h a n t S h ip p in g A c t. T h e re fo re from t h e i r e x p e rie n c e and t h e i r know ledge in th e f i e l d th e y would s p r in g a d v ic e on what c o n v e n tio n s th e Go­ vernm ent sh o u ld a d o p t and how th e y sh o u ld be r a t i f i e d , im p lem en ted , and e n f o r c e d , in o r d e r to make th e m a ritim e L e g is la tio n in co m p lian ­ ce w ith th e i n t e r n a t i o n a l L a w s /in s tru m e n ts , r e g u l a t i o n s , r e s o l u t i o n s e t c . , w hich would le a d t o a g r e a t e r u n d e rs ta n d in g o f im p ro v in g th e s a f e t y o f l i f e a t s e a aind th e p r o t e c t i o n o f th e m a ritim e e n v iro n m e n t. A ll r e g u l a t i o n s s h o u ld be a p p lie d n o t o n ly t o s e a g o in g v e s s e l s b u t a l ­ so t o a l l s h ip s u s e d f o r econom ic p u rp o s e s . In d o in g s o , i t becomes, c le a r 'h o w t o d e f in e th e -w o rk o f th e Ma­ r it im e A d m in is tra tio n and a ls o th e l e v e l o f th e a d m i n is tr a tiv e p e rs o n ­ nel fo r 5 .2 - . maximum e f f i c i e n c y and p r o d u c t i v i t y . R e g i s t r a t i o n o f S h ip s A ccording to th e Law o f th e Sea C o n v en tio n s w hich l a y down th e p r i n c i p l e s o f th e e x c lu s iv e j u r i s d i c t i o n o f th e F la g S ta t e o v e r s h ip s on th e H i ^ S eas ( see annex 1 0 ), i t i s o b l ig a t o r y t h a t a s h ip s h o u ld have a n a t i o n a l i t y i . e , s h o u ld be r e g i s t e r e d in a g iv e n coun­ t r y whose f l a g i t i s e n t i t l e d t o f l y . R u les and r e g u l a t i o n s w i l l be in a c te d in th e N a tio n a l L e g is la tio n t o t h a t e f f e c t . The s h ip m ust com­ p ly w ith th e N a tio n a l L e g is la tio n o f th e c o u n try c o n c e rn e d . I t i s f o r -6 8 - th e s e re a s o n s th e p ro c e s s o f r e g i s t r a t i o n o f s h ip s s h o u ld he p e r f o r ­ med by a com petent m a ritim e s a f e t y a d m in is tr a tio n o r d i v i s i o n in e v e ry c o u n try . B uies and r e g u l a t i o n s o f th e N a tio n a l Law r e l a t e d t o th e r e g i s t r a t i o n o f s h ip s s h a l l be a d o p te d , im plem ented and e n fo rc e d by th e m a ritim e s a f e t y d i v i s i o n t o overcome i t s d u ti e s in due fo rm . In g e n e r a l, i t w i l l be s k e tc h e d out in th e M erchant S h ip p in g L e g is l a ti o n th e b a s ic i n t e r n a t i o n a l in s tru m e n ts th e s h ip m ust comply w ith su ch a s c o n s t r u c t i o n , s ta n d a r d s , s h ip s eq u ip m en t, crew q u a l i f i c a t i o n , e t c * . . . , and th e f \m c tio n s o f th e m a ritim e s a f e t y d i v i s i o n r e g a r d in g r e g i s ­ t r a t i o n o f s h ip s w henever th e s h ip may c a l l . I t would be q u ite u n d e rs ta n d a b le t h a t H a i t i s h o u ld a d o p t a good p o l i c y t o a t t r a c t sh ip o w n ers t o r e g i s t e r t h e i r s h ip s in th e coun­ t r y . The Government o f H a i t i w i l l g iv e more c o n s id e r a tio n t o su ch s h i p ­ owners f o r th e m a ritim e developm ent and f o r th e p ro m o tio n o f th e Mer­ chant M arine . I t i s a l s o im p o rta n t t o r e g i s t e r th e f i s h i n g . v e s s e l s . To prom ote th e f i s h i n g in d u s tr y in th e c o u n try , a l l equipm ent on b o a rd f i s h i n g v e s s e l s and th e c e r t i f i c a t i o n o f th e fis h e rm e n s h o u ld be e x a ­ m ined c a r e f u l l y . W henever H a i t i h a s a r e g io n a l ag reem en t w ith one o r s e v e r a l is la n d s in th e re g io n t o f i s h in t h e i r j u r i s d i c t i o n a l wa­ t e r s th e n i t i s obvio u s t h a t th e f i s h i n g v e s s e l s engaged f o r t h a t com­ m e r c ia l p u rp o se w i l l show t h e i r f l a g . o 5 .5 “ - 69- S urvey s sind I n s p e c tio n s o f s h ip s - C l a s s i f i c a t i o n S o c i e t i e s D e le g a tio n o f r e s p o n s i b i l i t i e s . S u rv ey s and in s p e c tio n s o f s h ip s would be co n d u cted by th e m a ritim e s a f e t y d i v is io n a s th e r e i s no p o r t s t a t e c o n tr o l in H a i t i , A nnual, p e r i o d i c a l and in te r m e d ia te s u rv e y s sh o u ld be c a r r i e d o u t in a c c o rd a n c e w ith th e r e le v a n t r u l e s and r e g u l a t i o n s l a i d down in th e i n t e r n a t i o n a l c o n v e n tio n s so a s t o o v e rh a u l s h ip s e q u ip m e n ts, m anning s e a w o r th in e s s , lo a d l i n e and o th e r m a tte r s p e r t a i n i n g t o s h ip s a f e t y f4f and w hich in v o lv e s a f e t y o f l i f e a t s e a and th e p r o t e c t i o n o f th e ma­ r i n e e n v iro n m e n t. R u les and r e g u l a t i o n s may be a c c u r a t e l y d e fin e d in th e N a tio n a l L e g is la tio n w ith r e s p e c t t o s u rv e y s and in s p e c t i o n s . I n s p e c tio n o f s h ip s i s a trem endous amount o f work w hich can n o t be done by th e a d m in is tr a tio n and th e Government s u rv e y o rs th e m s e lv e s . Then th e a d m in is tr a tio n w i l l d e le g a te c e r t a i n a s p e c ts o f in s p e c tio n t o th e C .S , re c o g n iz e d by th e H a itia n G overnm ent, I f th e a d m in is tr a tio n h a s a s h o rta g e o f manpower, th e work w i l l be c a r r i e d o u t o n ly by th e C .S , The A m erican B ureau o f S h ip p in g , B ureau V e r i t a s , D et N orske V e r i t a s , L lo y d 's R e g i s t e r o f S h ip p in g , and G erm anisher L loyd a re f o r many y e a r s /g e n e r a t i o n s a lr e a d y i n v o l­ v e d in t h a t ty p e o f jo b and a re p e rfo rm in g t h e i r d u t i e s in a w o rth y m anner. C a rry in g o u t t h e i r work on b e h a lf o f th e m a ritim e a d m in is­ t r a t i o n , th e c o n tr a c te d C .S , w i l l is s u e th e c l a s s c e r t i f i c a t e s to s h ip s f o r in s u ra n c e s p u rp o s e s and a l s o lo a d l i n e and to n n ag e mea­ su re m en t c e r t i f i c a t e s . I n i t i a l s u rv e y s on th e d e s ig n and th e co n s­ t r u c t i o n os s h ip s i s a l s o done by th e C .S . d u rin g th e b u i l d i n g in th e -70- s h ip y a r d s . Such d e le g a tio n t o C .S , can be li m i t e d i f th e Government i s c o n s c io u s ly c o n v in ce d t h a t a number o f n a t i o n a l s sh o u ld be t r a i ­ n ed in t h i s f i e l d in o rd e r to red u ce th e c o s t o f s u r v e y s . 5 ,4 - S a f e ty o f S h ip s and I n t e r n a t i o n a l C o n v en tio n s As s t a t e d e a r l i e r , th e M aritim e S a f e ty D iv is io n i s th e r e s p o n s ib le f o r s a f e t y m a tte r s r e l a t e d t o th e s h ip and h e r crew and t o th e m arine environm ent p r o t e c t i o n . H ence, p r a c t i c a b l e s ta n d a r d s in mat— «« t e r s c o n c e rn in g m a ritim e s a f e t y and e f f i c i e n c y o f n a v ig a t io n s h o u ld be a d o p te d a s soon a s p o s s ib le by th e H a itia n G overnm ent. I t i s a l s o th e r o l e and f u n c tio n s o f th e M aritim e S a f e ty D iv is io n t o co n v in ce th e Government 'O f th e a d o p tio n and r a t i f i c a t i o n o f th e i n t e r n a t i o n a l i n s ­ tru m e n ts .T h e SOLAS c o n v e n tio n i s th e m ost im p o rta n t i n t e r n a t i o n a l i n s ­ tru m e n t r e l a t e d t o th e p r o t e c t i o n o f himian l i f e a t s e a and s h ip s a f e t y . ^ The p r o v is io n s th e re u p o n a r e : C h a p te r I : G e n era l p r o v is io n s C h a p te r II - 1 : C o n s tr u c tio n - S u b d iv is io n , S t a b i l i t y , Ma­ c h in e ry and e l e c t r i c a l i n s t a l l a t i o n s C h a p te r I 1-2 : C o n s tr u c tio n - f i r e p r o t e c t i o n , f i r e de­ t e c t i o n and f i r e e x t i n c t i o n C h a p te r I I I : L if e - s a v in g A p p lia n ce s C h a p te r IV : R ad io -co m m u n icatio n s. R a d io -te le g r a p h y and R a d io -te le p h o n y C h a p te r V : S a f e ty o f n a v ig a t io n , c a r r ia g e o f s h ip b o a rd n a v ig a t io n a l equipm ent' ® 3 .5 - -7 1 - C h a p te r V I i C a rria g e o f g ra in C h a p te r V II : C a rria g e o f D angerous Goods C h a p te r V I I I : N u c le a r s h ip s A ppendix : S urvey and C e r t i f i c a t i o n , M aritim e T r a in in g M aritim e a c t i v i t i e s a re n o t o n ly ru n n in g s h i p s . Of c o u rs e , i t i s n e c e s s a r y d ep en d in g on th e im p o rtan c e i t h a s on th e econom ic l i f e nr o f a c o u n try . B ut a m a tte r of im p o rtan ce i s th e t r a i n i n g o f seam en. Tbe a v a i l a b i l i t y o f w e ll e d u c a te d a n d /o r t r a i n e d management p e r s o n n e l, a l s o o f s e a g o in g p e rs o n n e l i s o f c r u c i a l im p o rtan ce f o r th e M erchant M arine d ev elo p m en t. M an a g e ria l s t a f f w ith p r o f e s s i o n a l q u a l i f i c a t i o n s and s e a g o in g e x p e r t i s e a re r e q u ir e d f o r many re a s o n s N ot o n ly th e s t a f f su ch as m a ritim e c o n s u lt a n ts w i l l be n eed ed in th e Head O f f ic e , but a l s o s u r v e y o r s , in s p e c to r s ,, e t c . . . E d u c a tio n and t r a i n i n g p o l i c i e s s h o u ld deal w ith such problem s o f e d u c a tio n , t r a i n i n g a t s e a , c e r t i ­ f i c a t i o n , ex am in atio n and l e g i s l a t i o n in i n t e g r a t i o n . The STCW o f th e IMO c o n v e n tio n s i s th e f i r s t i n t e r n a t i o n a l l e g a l in s ta lm e n t f o r m a ritim e t r a i n i n g t o d e a l w ith s e a f a r e r s know­ le d g e , I t i s s p e c ifie d * in th e STCW t h a t a l l s e a g o in g o f f i c e r s on b o a rd s e a g o in g v e s s e l s sh o u ld c a r r y a p p r o p r ia te c e r t i f i c a t e s o f com­ p e te n c y in r e s p e c t o f th e work th,ey have t o p e rfo rm , STCW has n o t y e t been r a t i f i e d by th e H a itia n G overnm ent, The H a itia n s c h o o l i s t r a i n i n g o n ly r a t i n g s - many of, them a re u n d e r L ib e r ia n f l a g - w ith a system o f e d u c a tio n b a se d on th e F ren ch one, b u t th e r e i s no f a c i l i t y o f t r a i n i n g s e a g o in g o f f i c e r s due t o la c k o f - 6 -7 2 - te a c h in g s t a f f . As f o r th e ru n n in g o f a t r a i n i n g i n s t i t u t e a huge i n v e s t ­ m ent i s r e q u ir e d , th e H a itia n f in a n c e s a r e in a bad s t a t e and can n o t a f ­ f o r d such heavy in v e s tm e n t. The b e s t s o l u t i o n would be t h a t H a itia n o f f i c e r s c o n tin u e to be t r a i n e d o v e r s e a s . However th e y can be e d u c a te d in one o f th e r e g io n a l i n s t i t u t e s , in Ja m a ic a f o r ex am p le,o n a r e g io n a l a g re e m e n t. 3»6- S e a f a r e r s UC There i s a l i a i s o n betw een IMO and ILO w hich i s s t i l l dea­ l i n g w ith m a tte r s r e l a t e d to t r a i n i n g , e x a m in a tio n s and c e r t i f i c a t i o n o f s e a f a r e r s in c lu d in g th e w orking c o n d itio n s on b o a rd s h i p s , s o c i a l s e c u r i t y and so on. S e a f a r e r s , a s we know, a r e in v o lv e d in th e s a f e t y o f s h ip s and th e p r o t e c t i o n o f th e m arin e e n v iro n m e n t. Many a c c id e n ts have o c c u re d in th e p a s t due t o human e r r o r . Then th e s ta n d a r d s o f s e a f a r e r s may be checked wi b e h a lf of th e m a ritim e s a f e t y a d m in is t r a ti o n who w i l l s e t up a good system o f e x am in atio n and c e r t i f i c a t i o n in a c ­ c o rd a n ce w ith th e re q u ire m e n ts o f th e STOW c o n v e n tio n s . Seamen engaged by b o th n a t i o n a l and f o r e ig n sh ip o w n ers e n jo y th e same p r i o r i t i e s in r e s p e c t o f c o n d itio n s o f em ploym ent, s o c i a l s e c u r i t y e t c . I t i s th e d u ty o f th e a d m in is tr a tio n t o ta k e u n d e r i t s r e s p o n s i b i l i t i e s a l l m at­ t e r s r e l a t i n g t h e r e i n , in c lu d in g r e g i s t r a t i o n and c l a s s i f i c a t i o n o f seam en. S in c e 1920, th e I n t e r n a t i o n a l L abour O rg a n iz a tio n (ILO) h as a d o p te d a number o f r u l e s , r e g u l a t i o n s and c o n v e n tio n s which sh o u ld be in c lu d e d in th e n a t i o n a l l e g i s l a t i o n ( s e e annex 11) -75- 3 .7 - C o n tin g en cy P la n n in g The amount o f o i l t r a n s p o r t e d hy s e a d u rin g th e y e a r 1983 was more th a n 1,700 m illi o n t o n s . T h e h ig h e s t p r i o r i t y sh o u ld be a c c o rd e d t o th e im p le m e n ta tio n by S t a t e s o f th e i n t e r n a t i o n a l s t a n ­ d a rd s and r e g u la tio n s f o r b e t t e r 4> rev en tio n and c o n t r o l o f llu tio n po­ in th e m arine e n v iro n m e n t. Some d ev elo p ed c o u n tr i e s due to th e f a c t t h a t t h e i r c o a s t a l a r e a s have been a f f e c t e d by g rav e m arin e p o l l u t i o n from s h ip s such a s T o rre y Canyon and Amocco C a d iz ,.h a v e e x M r pounded a system o f c o m b a ttin g o i l p o l l u t i o n . But th e co n seq u en ces a re g r e a t e r f o r d e v e lo p in g c o u n tr ie s w hich have fe w e r o r no r e s o u r c e s f o r d e a li n g w ith o i l p o l l u t i o n , e s p e c i a l l y when c u r r e n ts move o i l s l i c k s , 1 / t o such an e x te n t t h a t even th e c o a s ta l a r e a s a re a f f e c t e d . N a tio n a l c o n tin g e n c y p la n s a re to be d r a f t e d by th e coun­ t r y t h r o u ^ i t s m a ritim e s a f e t y a d m in i s tr a tio n a s i t i s v e ry n e c e s ­ s a r y f o r H a i t i in view o f th e im p o rtan ce o f to u ris m and th e concen­ t r a t i o n o f m a ritim s’ o i l t r a n s p o r t a t i o n in th e C arib b ean r e g io n . The p o r t o f P o r t- a u - P r in c e h a s t o be p ro v id e d w ith r e c e p tio n f a c i l i t i e s f o r o i l r e s id u e s from t a n k e r s . The m a ritim e s a f e t y s h o u ld sen d ex­ p e r t s to a tte n d th e MSC m e e tin g s in o rd e r to be u p - t o - d a t e w ith th e work co n d u cted on m arin e p o l l u t i o n . To e lim in a te -the p ro b le m s, IMO h as a d o p te d m e asu re s f o r th e m u tu al b e n e f i t s . F u rth e rm o re , IMO i s e n c o u ra g in g d e v e lo p in g coun­ t r i e s , by a s s i s t i n g them t e c h n i c a l l y in p r o j e c t s r e l a t e d t o th e m arine e n v iro n m en t p r o t e c t i o n p u rsu e d a t g l o b a l, r e g io n a l and n a t i o n a l l e ­ v e l s , by o r g a n iz in g c o n fe re n c e s , r e g io n a l and n a t i o n a l s e m in a rs , symposi-um and t r a i n i n g c o u r s e . -74- S t a t e s a r e in v o lv e d in r e g io n a l a c t i v i t i e s d e a lin g w ith c o - o p e r a tio n in c o m b a ttin g m arin e p o l l u t i o n in c a s e s o f em ergency and f o r each re g io n th e r e i s a r e g io n a l m arin e p o l l u t i o n d d v i s e r o r a s s i s ­ t a n t r e g io n a l m arine p o l l u t i o n a d v i s e r o r an i n t e r - r e g i o n a l c o n s u l­ t a n t in m arin e p o l l u t i o n . MARPOL i s th e i n t e r n a t i o n a l c o n v e n tio n w hich la y s down r e ­ g u la tio n s r e l a t e d t o th e p r e v e n tio n , c o n tr o l and m ethods o f com bat­ tin g o il p o llu tio n . 5 .8 - *€ I n q u i r i e s and I n v e s t i g a t i o n i n t o S h in n in g C a s u a ltie s I n q u i r i e s and i n v e s t i g a t i o n i n t o s h ip p in g c a s u a l t i e s a re h e ld in c a se o f a c c id e n ts o c c u rin g in th e c o n t r a c t i n g e s t a t e 's c o a s t and in i t s s h i p s , a s l a i d down in th e C h a p te r I , P a r t C ,R e g u la tio n 21 o f th e i n t e r n a t i o n a l c o n v e n tio n cai S a f e ty Of L ife At Sea (SOLAS). A cci­ d e n ts can be d e fin e d as c o l l i s i o n , g ro u n d in g , f i r e and e x p lo s io n on b o a rd s h ip s w hich in v o lv e s e r io u s p o l l u t i o n , d e a th o r ' i n j u r i e s 8 / . I n ­ q u ir y w i l l be re q u e s te d by th e M aritim e S a f e ty A d m in is tra tio n th ro u g h th e D ir e c to r a te of M aritim e A f f a i r s f o r i n v e s t i g a t i o n o f th e c irc u m s­ ta n c e s and c a u s e s o f th e a c c id e n t. U nder th e MSL, an o f f i c e r who w i l l p o s s e s s n e c e s s a r y e x p e r t i s e in th e f i e l d f o r t h i s p u rp o se w i l l be a p p o in te d t o p r o p e r ly co n d u ct th e p r e lim in a r y in q u ir y .2 /. The a p p o in ­ te d o f f i c e r w i l l go on b o a rd th e s h ip f o r i n t e r r o g a t i o n o f w itn e s s e s , t o c o n tr o l th e equipm ent , r e le v a n t docum ents, e t c . . . , and a s u i t a b l e r e p o r t sh o u ld be s u b m itte d t o th e A d m in is tra tio n f o r f u t h e r e x a m in a tio n .1 0 / B a s e d upon t h i s r e p o r t , t h e A d m i n i s t r a t i o n w i l l d e c i d e w h e t h e r o r n o t a f o r m a l i n v e s t i g a t i o n i s t o be h e l d . 1 1 / When p r e lim in a r y in q u ir y i s c o n s id e re d i n s u f f i c i e n t and when s a f e t y o f l i f e a t s e a and m arin e p o l l u t i o n a re in v o lv e d and a t ­ t r a c t p u b lic i n t e r e s t , a more l e g a l in q u ir y J[2/ w hich i s a p u b lic one, may be h e ld , u s u a l l y by a C ourt a s s i s t e d by th e O f f i c i a l s r e s p o n s i­ b l e o f th e MSB w ith a v e ry com petent and e x p e rie n c e d Lawyer a s c h a i r ­ man. The d u ty o f th e MSA sh o u ld be m a n d a to ry .1 3 / 0 -76- M aritim e P o li c y a s re g a rd s p o r t developm ent smd p o r t s a f e t y M aritim e a c t i v i t i e s le a d t o developm ent o f p o r t s o f th e c o u n try c o n c e rn e d , H a i t i in t h i s c a s e , whose o n ly two p o r t s a r e of g r e a t im p o rta n c e . P o r t developm ent i s v e ry im p o rta n t f o r H a i t i , The c o n c e n tr a tio n o f 90% o f th e m a ritim e a c t i v i t i e s in P o r t- a u - P r in c e c r e a t e s a re ta rd m e n t in th e p r o g r e s s and th e developm ent o f th e o t h e r p o r t s o f th e c o u n try . The p o lic y sh o u ld be t o p ro c e d e v e ry q u ic ­ k ly t o a d e c e n t r a l i z a t i o n o f a c t i v i t i e s in fa v o u r o f th e o th e r p o r ts which have been b e fo re u t i l i z e d f o r s h ip m e n t. S o , i t w i l l be c h e a p e r t o u s e th e l o c a l manpower and i t w i l l be e a s i e r to c a r r y out a s t r i c t c o n tr o l by e s t a b l i s h i n g in each p o r t c o n ce rn e d an .- o f f i c e whose D i r e c t o r w i l l p ro v id e in fo rm a tio n t o th e c e n t r a l o f f i c e in P o r t - a u - P r i n c e . Then i f th e r e any in s p e c tio n , s u rv e y t o be done, th e n th e c e n t r a l a d m i n is tr a tio n w i l l sen d a p p ro ­ p r i a t e s u rv e y o rs f o r b e t t e r c o n tr o l in th e p o r t a r e a o r th e r e w i l l be a perm aneht s u rv e y o r in th e o f f i c e . T hat i s why th e r e sh o u ld be a c l o s e r l i n k betw een th e ad ­ m i n i s t r a t i o n ( th e p ro p o sed m a ritim e a d m in is tr a ti o n ) and th e p o r t a u ­ t h o r i t y in c a r r y in g out ta s k s r e l a t e d t o s a f e t y m a t t e r s . The p o r t o f P o r t- a u - P r in c e which h a n d le s m ost o f th e c a rg o in c lu d in g th e d a n g ero u s goods h as to be p ro v id e d w ith a s p e c i a l s to r a g e f o r t h a t p u rp o se and th e a d m in is tr a tio n s h o u ld p ro v id e s p e c i a l t r a i n i n g f o r th e d o c k e rs in t h i s c o n n e c tio n P R O P O S E D M A R I T I M E A D M I N I S T R A T I O N O R G A N I S A T I O N CHART NATIONAL U. GROUP LAW OF THE SEA 'c o n v e n t i o n s D I V ISIO N OF SHI PPIN G PO L I C Y O R G A N I S A T I O N CHART 6 « WARITiriE SAFETY DIV ISIOM O R G A N I S A T I O N CHART DIRECTORATE OF MARITIME AFFAIRS MARITIME SAFETY DIVISIOW __izz: TECHNICAL ------- 1 NAUTICAL DIVISION DIVISION I SHIPS' REGISTRATION SHIPS CONSTRUCTION SEAMEN'S AFFAIRS ENVIRONMENT PROTEC­ TION - REGIONAL CONTINGENCY PLANNING INWESTIGATION INTO iSHIPPING CASUALTIES ADWINISTRATIl/E & P L A N N I N G DIV ISIO N O R G A N I S A T I O N CHART 0 I 00 0 1 m & -8 1 - R e fe re n c e s 2/ L u n d ah l, M ats, P e a s a n ts and p o v e r ty , a S tu d y o f H a i t i , 1979 2 j Ib id . ^ S tu b b e iu d , G unnar, P r e s e n t IMP work r e l a t e d t o th e p r o t e c t i o n o f th e m arin e e n v iro n m e n t, l e c t u r e n o t e s , WMU, M almo, F e b ru a ry 1985 V IMO, S a f e ty o f l i f e a t S e a . 1974 ^ E d u c a tio n and T r a in in g f o r s e a f a r e r s - r What p o lic y f o r th e 19^Qs? . C o n fe re n c e , London, F e b ru a ry 1984 ^ S tu b b e ru d , G. I b i d . 2 / Ib id . 8 / M arine I n q u i r i e s emd c a s u a lty i n y e s t i e a t i o n s . S e m in a r, London, 25 November 1982 i / Ib id . 1^ Ib id . 1 1/ Ib id . 12/ Ib id . 1 ^ Ib id . o -85~ CHAPTER IV CONCLUSIONS AND RECOMMENDATIONS In t h i s p a p e r , I have been to u c h in g a l o t o f p o in ts w hich a r e momentous f o r a c o u n tr y 's m a ritim e d e v elo p m en t. As soon a s m a ri­ tim e a c t i v i t i e s in c lu d e a l l s e c t o r s d i r e c t l y c o n n e c te d t o th e n a t i o ­ n a l i n t e r e s t s o f th e covintry, one sh o u ld taJce i n t o c o n s id e r a tio n a l l a s p e c ts which p la y an im p o rta n t r o l e in i t s developm ent and manage­ m en t. To a l l e v i a t e B /P p ro b le m s, H a i t i need t o prom ote i t s e x ­ p o r t s p r o d u c ts , so a s t o o b ta in a p la c e in i n t e r n a t i o n a l s h ip p in g . The e s ta b lis h m e n t o f n a t i o n a l f l a g s h ip p in g c o u ld h e lp t o red u ce f r e i g h t c o s ts p a id t o f o r e ig n c a r r i e r s and t o prom ote H a i t i 's f o ­ r e ig n tr a d e and th e r e f o r e b e n e f i t s c o u ld be a c h ie v e d . An in v e stm e n t in s h ip p in g sh o u ld n o t be lo o k e d upon in i s o l a t i o n , b u t a s a p a r t o f m a ritim e s t r a t e g y o r p o lic y t h a t i s lin k e d c l o s e l y w ith g e n e r a l f o ­ r e ig n tr a d e and econom ic developm ent s t r a t e g y o f th e c o u n try i y . T hat i s why b e fo re any in v e s tm e n t, a p p r o p r ia te f e a s i b i l i t y s t u d i e s a r e esrs e n t i a l in o rd e r t o t e s t th e s h ip p in g s e c t o r . I t i s in t h i s p e r s p e c tiv e t h a t one o f th e main aim s o f UNCTAD Code o f Conduct f o r l i n e r c o n fe re n ­ c e s i s t o s e c u re f u l l c o n fe re n c e m em bership f o r m erch an t f l e e t s o f d e v e lo p in g c o u n tr ie s 2 / , Once d e v e lo p in g c o u n tr ie s have f r e e a c c e s s t o l i n e r c o n fe re n c e s , a c c o rd in g t o th e code r e g u l a t i o n o f th e c a rg o s h a r in g p r i n c i p l e s o f 4 0 :4 0 :2 0 , w hich c o u ld b e t t e r s t im u l a te them t o e s t a b l i s h t h e i r own n a t io n a l m erch an t m a rin e s . -8 4 - & Of c o u r s e i t i s a good i d e a . N e v e r t h e l e s s , e s t a b l i s h i n g a m e r c h a n t f l e e t n e e d s a g r e a t c a p i t a l t o b u i l d o r t o buy s h i p s and t o o b t a i n s h o r e e s t a b l i s h m e n t s . W ith due r e g a r d t o s h i p p i n g f i n a n c e f o r t h e c o u n t r y ' s n a t i o n a l f l e e t , t h e m ain m e th o d s o f f i n a n c i n g on s u ita b le c o n d itio n s a r e i 1- B i l a t e r a l agreem ent o r 2 - Through i n t e r n a t i o n a l f i n a n c i a l i n s t i t u t i o n s or 3 - J o i n t V e n tu re s. F i r s t l y , in c r e a s in g e f f o r t s a re b e in g made on th e p a r t o f d e v e lo p in g c o u n tr ie s to o b ta in b i l a t e r a l ag reem ent f o r th e e s t a b l i s h ­ m ent o f t h e i r m erchant m arin es4 ^B u t su ch b i l a t e r a l a s s i s t a n c e i s more l i k e l y t o be a v a i l a b l e f o r a c q u i s i t i o n o f new s h ip s from th e do n o r c o u n try and l e s s l i k e l y f o r p u rc h a se o r a c q u i s i t i o n o f seco n d hand v e s s e l s ^ S e c o n d l y , a s f a r a s i t i s known, lo a n s from r e g io n a l d e v e lo p ­ m ent i n s t i t u t i o n s such a s th e A sian D evelopm ent Bank, th e C arib b ea n D evelopm ent B ank,has n o t been s i g n if ic a n t'^ A n d even lo a n s from th e World Bank, a p p e a rs t o have been m odesti^H ow ever, on o f th e m ost ap­ p r o p r i a t e ways o f fin a n c e f o r e s t a b l i s h i n g n a t i o n a l f l e e t s i s c l e a r ­ l y j o i n t v e n tu r e s . J o i n t v e n tu r e s betw een d e v e lo p e d and d e v e lo p in g c o v m trie s , a s w e ll a s among d e v e lo p in g c o u n t r i e s , o f f e r c o n s id e r a b le • p o s s i b i l i t i e s to a c q u ir e v e s s e ls a s w e ll a s management and o p e r a t io ­ n a l e x p e r t i s e d The j o i n t v e n tu re a f f o r d s th e maximum o p p o r tu n ity t o c o n tr o l and d ev elo p a s t r u c t u r e w hich i s c o n s i s t e n t w ith a c l e a r l y s t a t e d p u r p o s e d I t i s t r u l y one o f th e m ost f l e x i b l e a rra n g e m e n ts . 9 -8 5 - The t h i r d p a r t o f c h a p te r I I h as been d e a lin g w ith th e Law o f th e s e a . The s e a o f f e r s p o s s i b i l i t i e s , b u t H a i t i h a s no n e ­ c e s s a r y i n f r a s t r u c t u r e t o e x p l o i t th e m arin e r e s o u r c e s o f th e ocean s p a c e s s u rro u n d in g i t . F i s h e r i e s , o i l and g a s , m in e ra l r e s o u r c e s a re v i t a l e le m e n ts f o r th e econom ic developm ent and th e n a t i o n a l s e c u r i ­ t y o f H a i t i . When one ta k e s i n t o c o n s id e r a tio n th e f u t u r e o f s h ip p in g , th e ocean re s o u r c e s a re th e o n ly o th e r way f o r H a i t i t o s u r v i v e . Even a s m a ll d is c o v e r y o f o i l o r a s m a ll developm ent o f o th e r e n e rg y s o u r *C c e s in th e 200 EEZ c o u ld m a t e r i a l l y red u ce dependency on o i l im p o rts t o th e c o u n tr y . Sea re s o u r c e s th e r e f o r e r e q u ir e th e c r e a t i o n o f an e f f e c t i v e n a t i o n a l management sy stem u n d e r th e Law o f th e s e a conven­ t i o n s and governed by th e n a t i o n a l l e g i s l a t i o n o f H a i t i , I m ust a l s o s t r e s s a t t h i s p o in t t h a t th e M aritim e A f f a i r s , th e M in is tr y o f A g ri­ c u l t u r e , N a tu ra l R e s o u rc e s, and th e M ining M in is t r y , s h o u ld work in e . j o i n t c o - o p e r a tio n t o a c h ie v e th e s e t o b je c t iv e s ( s e e f i g 5) The l a s t c h a p te r d e a ls e x c lu s i v e ly w ith th e s t r u c t u r e o f m a ritim e a d m i n is tr a tio n . The p ro p o se d m a ritim e a d m in is tr a tio n in H a i t i w i l l c o n tr ib u te tow ard s o p e r a tio n a l e f f i c i e n c y o f th e s h i p s , crew c o m p e te n c y /e ffic ie n c y as w e ll a s r e d u c tio n in c o s ts o f m a in te ­ n ance and r e p a i r o f s h ip s and m arin e in s u ra n c e p re m ia . The e s t a b l i s ­ hment o f a p ro p e r m a ritim e a d m in is t r a t io n s h o u ld c o n s tr a in th e co\int r y t o d e le g a te a p p r o p r ia te r e p r e s e n t a t i v e s t o IMO m e e tin g s , se m in a rs o r c o n fe re n c e s and e s p e c i a l l y in th e MSC works - p a r t i c u l a r l y works c o n d u cte d on m arine p o l l u t i o n p r e v e n tio n - ILO, UNCTAD and o th e r i n t e r n a t i o n a l o r g a n is a tio n s d e a lin g w ith m a ritim e m a t t e r s , f o r a b e t t e r u n d e rs ta n d in g o f th e i n t e r n a t i o n a l s ta n d a r d s , t o prom ote th e c o u n tr y 's m a ritim e developm ent in th e new i n t e r n a t i o n a l econom ic o rd e r ! P R O P O S E D O R G A N I S A T I O N OF FIANAGEFIEIMT OF OCEAN R E S O URC ES & I CD ON -8 7 - 9 R e fe re n c e s 1 / H ansen, H a ra ld , D e v elo p in g c o u n tr ie s and I n t e r n a t i o n a l S h ip p in g , World Bank, 1981» page 49 2 / M onsef, A ., S h ip p in g Econom ics, l e c t u r e n o t e s , WMU, Malmb, 1984 page 51 ^ H ansen, H ,, I b i d , page 55 ^ I b i d , page 58 ^ Ib id . " " y I b i d . "" " 57 2 / I b i d . ” '• 56 57 8 / I b i d . Annex 9» page 89 2 / W alm sley, J o h n , I n t e r n a t i o n a l J o i n t V e n tu re s . 1982, page 4 -8 8 A^;::JX i A r t i c l e 6l C o n se rv a tio n o f th e l i v i n g re s o u rc e s 1 . The c o a s t a l S t a t e s h a l l d e t e r m i n e t h e a l l o w a b l e c a t c h o f t h e l i ­ v i n g r e s o u r c e s in i t s e x c l u s i v e econom ic z o n e . 2 . The c o a s t a l S t a t e , t a k i n g i n t o a c c o u n t t h e b e s t s c i e n t i f i c e v i d e n c e a v a ila b le to i t , s h a l l e n s u r e th r o u g h p r o p e r c o n s e r v a t i o n and management m e a s u r e s t h a t t h e m a in te n a n c e o f t h e l i v i n g r e s o u r c e s in t h e e x c l u s i v e econo m ic zone i s n o t e n d a n g e r e d by o v e r - e x p l o i t a t i o n . As a p D r o r r i a t e , t h e *C c o a s t a l S t a t e and c o m p e te n t i n t e r n a t i o n a l o r g a n i s a t i o n s , w h e t h e r s u b r e g i o n a l r e g io n a l o r g lo b a l, s h a ll c o o p e ra te to t h i s end, 5. Such m e a s u re s s h a l l a l s o be d e s i g n e d t o m a i n t a i n o r r e s t o r e po­ p u l a t i o n s o f h a r v e s t e d s p e c i e s a t l e v e l s w hich can p r o d u c e t h e maximum s u s t a i n a b l e y i e l d , a s c u a l i f i e d by r e l e v a n t e n v i r o n m e n t a l and econom ic fa c to rs, i n c l u d i n g t h e econom ic n e e d s o f c o a s t a l f i s h i n g c o m m u n itie s and th e s p e c i a l re o u ire m e n ts of d e v e lo p in g S t a t e s , a n d .ta k i n g i n t o acc o u n t fis h in g p a tte rn s, th e i n t e r d e p e n d e n c e o f s t o c k s and an,> g e n e r a l l y recom ­ mended i n t e r n a t i o n a l minimum- s t a n d a r d s , w h e th e r s u b r e g i o n a l , r e g i o n a l o r g lo b a l. 4 . In t a k i n g s u c h m e a s u r e s t h e 'C o a s t a l S t a t e s h a l l t a k e , i n t o c o n s i d e ­ r a t i o n t h e e f f e c t s on s p e c i e s a s s o c i a t e d w i t h o r d e p e n d e n t upon h a r v e s t e d s p e c i e s w i t h a v ie w t o m a i n t a i n i n g o r r e s t o r i n g p o p u l a t i o n s o f s u c h a s s o c i a ­ t e d o r d e p e n d e n t s p e c i e s above l e v e l s a t w hich t h e i r r e p r o d u c t i o n may b e c o ­ me s e r i o u s l y t h r e a t e n e d . 5 . A v a i l a b l e s c i e n t i f i c i n f o r m a t i o n , c a t c h and f i s h i n g e f f o r t s t a ­ tistic s, and o t h e r d a t a r e l e v a n t t o t h e c o n s e r v a t i o n o f f i s h s t o c k s s h a l l be c o n t r i b u t e d and ex c h a n g e d on a r e g u l a r b a s i s t h r o u g h c o m p e te n t i n t e r n a ­ t i o n a l o r g a n i s a t i o n s , w h e t h e r s u b r e g i o n a l , r e g i o n a l o r g l o b a l , w here a p p r o ­ p r i a t e and w i t h p a r t i c i p a t i o n by a l l S t a t e s c o n c e r n e d , i n c l u d i n g S t a t e s whose n a t i o n a l s a r e a l lo w e d t o f i s h i n t h e e x c l u s i v e econ om ic z o n e . -8 9 - & ANNEX 2 A r t i c l e 62 U t i l i z a t i o n of th e l i v i n g re s o u rc e s 1 . The c o a s t a l S t a t e s h a l l p ro m o te t h e o b j e c t i v e o f optim-om u t i l i z a t i o n o f t h e l i v i n g r e s o .^ r c e s i n t h e e x c l u s i v e econom ic zone w i t h o u t p r e j u d i c e to .a rtic le 6 l. 2 . The c o a s t a l S t a t e s h a l l d eterm in e i t s c a p a c ity to h a r v e s t th e l i ­ v i n g r e s o u r c e s o f th e e x c l u s i v e eco.iom ic zone . ’» /here t h e c o a s t a l S t a t e does n o t have t h e c a p a c i t y t o h a r v e s t t h e e n t i r e a l l o w a b l e c a t c h , i t s h a l l t h r o u g h a g r e e m e n ts o r o t h e r a r r a n g e m e n ts and p u r s u a n t t o t h e t e r m s , c o n d i f i o n s , la w s and r e g u l a t i o n s r e f e r r e d t o in p a r a g r a p h 4 , g iv e o t h e r S t a t e s ac--es t o th e s u r p lu s o f th e a llo w a b le c a tc h , h av in g p a r t i c u l a r r e g a rd to th e p r o ­ v i s i o n s of th e a r t i c l e 69 and 70, e s p e c i a l l y i n r e l a t i o n t o t h e d e v e l o p i n g S t a t e s m e n tio n n e d t h e r e i n . 3 . In g i v i n g a c c e s s t o o t h e r S t a t e s t o i t s e x c l u s i v e eco nom ic zone u n d e r t h i s a r t i c l e , t h e c o a s t a l S t a t e s h a l l t a k e i n t o a c c o u n t al.1 r e l e v a n t fac to rs, i- ^ c lu d in g , i n t e r a l i a , t h e s i g n i f i c a i i c e o f t h e l i v i n g r e s o - r c e s o f t n e a r e a t o t h e economy o f t h e c o a s t a l S t a t e c o n c e r n e d and i t s o th e r n a t io ­ n a l i n t e r e s t s , t h e p r o v i s i o n s o f t h e a r t i c l e s 69 and 7 0 , t h e r e o u i r e m e n t s o f d e v e i o p i n g S t a t e s in t h e s u b r e g i o n o r r e g i o n in h a r v e s t i n g p a r t o f t h e s u r p l u s and t h e n e e d t o m in im iz e eco no m ic d i s l o c a t i o n in S t a t e s wnose n a t i o ­ n a l s havf h a b i t u a l l y f i s h e d in t h e so ne o r w hich h av e made s u b s t a n t i a l e f f o r t s in r e s e a r c h and i d e n t i f i c a t i o n o f s t o c k s . 4 . N a t i o n a l s o f o t h e r S t a t e s f i s h i n g i n t h e e x c l u s i v e eco no m ic zone s h a l l comply w ith t h e c o n s e r v a t i o n m e a s u r e s and w i t h t h e o t h e r te rm s and c o n d i t i o n s e s t a b l i s h e d in t h e law s and r e g u l a t i o n s o f t h e c o a s t a l S t a t e . T hese la w s and r e g u l a t i o n s s h a l l be c o n s i s t e n t w ith t h i s C o n v e n tio n and may r e l a t e , i n t e r a l i a . to th e fo llo w in g ; -9 0 - (a) l i c e n s i n g o f f i s h e r m e n , f i s h i n g v e s s e l s and e q u ip m e n t, i n c l u d i n g paym ent o f f e e s and o t h e r fo rm s o f r e m u n e r a t i o n , w h ic h , i n t h e c a ­ s e o f d e v e l o p i n g c o a s t a l S t a t e s , may c o n s i s t o f a d e q u a t e compensa­ t i o n i n t h e f i e l d o f f i n a n c i n g , e q u ip m e n t and t e c h n o l o g y r e l a t i n g to th e f i s h i n g in d u s tr y ; (b) d e t e r m i n i n g t h e s p e c i e s w hich may be c a u g h t , and f i x i n g q u o t a s o f c a t c h , w h e th e r i n r e l a t i o n t o p a r t i c u l a r s t o c k s o r c a t c h p e r v e s s e l o v e r a u e r i o d o f tim e o r t o t h e c a t c h by n a t i o n a l s o f any S t a t e d u rin g a s p e c if i e d p e rio d ; (c) r e g u l a t i n g s e a s o n s and a r e a s o f f i s h i n g , t h e t y p e s , s i z e s and a *C mount o f g e a r , and t h e t y p e s , s i z e s and num ber o f f i s h i n g v e s s e l s t h a t may be u s e d ; (0 f i x i n g t h e age and s i z e o f f i s h and o t h e r s p e c i e s t h a t may be c a u g h t ; (e) s p e c ify in g in fo im a tio n re q u ire d of f i s h i n g v e s s e l s , in c lu d in g catch and e f f o r t s t a t i s t i c s and v e s s e l p o s i t i o n r e p o r t s ; (f) r e q u i r i n g , u n d e r t h e a u t h o r i z a t i o n and c o n t r o l o f t h e c o a s t a l S t a t e , t h e c o n d u c t o f s p e c i f i e d f i s h e r i e s r e s e a r c h programm es and r e g u l a ­ t i n g t h e c o n d u c t o f su c h r e s e a r c h , i n e l u d i n g t h e s a m p l i n g o f c a t c h e s , d i s p o s i t i o n o f s a m p le s and r e p o r t i n g o f a s s o c i a t e d s c i e n t i f i c d a t a ; (g) t h e p l a c i n g o f o b s e r v e r s o r t r a i n e e s on b o a r d s u c h v e s s e l s by t h e c o a sta l S ta te ; (h) t h e l a n d i n g o f a l l o r any p a r t o f t h e c a t c h by s u c h v e s s e l s in t h e p o r ts of th e c o a s ta l S t a t e ; (i) te rm s-an d c o n d itio n s r e l a t i n g to j o i n t v e n tu r e s o r o th e r c o -o p e ra ­ t i v e a rran g em en ts; (o ) r e q u i r e m e n t s f o r t h e t r a i n i n g o f p e r s o n a l and t h e t r a n s f e r o f f i s h e ­ r i e s t e c h n o l o g y , i n c l u d i n g en h an c em en t o f t h e c o a s t a l S t a t e ' s c a p a ­ b i l i t y of u n d e rta k in g f i s h e r i e s re s e a rc h ; (k) 5. enforcem ent p ro c e d u re s . C o a s t a l S t a t e s s h a l l g iv e due n o t i c e o f c o n s e r v a t i o n and .nanagement la w s and r e g u l a t i o n s . -9 1 - o AMEX 5 A r t i c l e 143 M arine s c i e n t i f i c r e s e a r c h 1. M arin e s c i e n t i f i c r e s e a r c h i n t h e A rea s h a l l be c a r r i e d o u t e x c l u s i ­ v e l y f o r p e a c e f u l p u r p o s e s and f o r t h e b e n e f i t o f m ankind a s a w h o le , in a c ­ cordance w ith P a r t X I I I , 2. The A u t h o r i t y may c a r r y o u t m a rin e s c i e n t i f i c r e s e a r c h c o n c e r n i n g th e A rea and i t s r e s o u r c e s , and may e n te x ’ i n t o c o n t r a c t s f o r t h a t o u r p o s e . The A u t h o r i t y s h a l l prom o te and e n c o u r a g e th e c o n d u c t o f m a rin e s c i e n t i f i c r e s e a r c h *• i n t h e A r e a , and s h a l l c o - o r d i n a t e and d i s s e m i n a t e t h e r e s u l t s o f s u c h r e s e a r c h and a n a l y s i s when a v a i l a b l e , 3. S t a t e s P a r t i e s may c a r r y o u t m a rin e s c i e n t i f i c r e s e a r c h i n t h e A r e a , S t a t e s P a r t i e s s h a l l p ro m o te i n t e r n a t i o n a l c o - o p e r a t i o n in m a rin e s c i e n t i f i c r e s e a r c h i n t h e A rea by ; (a) p a rtic ip a tin g in i n t e r n a t i o n a l programm es and e n c o u r a g i n g c o - o p e r a ­ t i o n in m a rin e s c i e n t i f i c r e s e a r c h by p e r s o n n e l o f d i f f e r e n t coun­ t r i e s and o f t h e A u t h o r i t y ; (fc) e n s u r i n g t h a t programmes a r e d e v e lo p e d t h r o u g h t h e A u t h o r i t y o r o t h e r i n t e r n a t i o n a l o r g a n is a tio n s as a p p r o p r ia te f o r th e b e n e f i t of developinj;' S t a t e s and t e c h n o l o g i c a l l y l e s s d e v e l o p e d S t a t e s w ith a v ie w t o ; (i) stre n g th e n in g t h e i r re se a rc n c a p a b i l i t i e s ; (ii) t r a i n i n g t h e i r p e r s o n n e l and t h e p e r s o n n e l o f t h e A u t h o r i t y in th e t e c h n i q u e s and a p p l i c a t i o n s o f r e s e a r c h ; (iii) f o s t e r i n g t h e em ployment o f t h e i r q u a l i f i e d p e r s o n n e l in r e ­ s e a r c h i n t h e A re a ; (c) e f f e c t i v e l y d i s s e m i n a t i n g t h e r e s u l t s o f r e s e a r c h and a n a l y s i s when a v a i l a b l e ; t h r o u g h t h e A u t o r i t y o r o t h e r i n t e r n a t i o n a l c h a n n e l s when a p p ro p ria te . -9 2 <» A1\-CEX 4 A r t i c l e 145 P r o te c tio n o f th e m arine environm en t N e c e s s a r y m e a s u r e s s h a l l be ta k e n in a c c o r d a n c e w i t h t h i s C o n v e n tio n w i t h r e s p e c t t o a c t i v i t i e s i n t h e A rea t o e n s u r e e f f e c t i v e p r o t e c t i o n f o r t h e m a rin e e n v iro n m e n t from h a r m f u l e f f e c t s w hich may a r i s e from s u c h a c t i v i ­ tie s. To t h i s end t h e A u t h o r i t y s h a l l a d o p t a p p r o p r i a t e r u l e s , r e g u l a t i o n s an d p r o c e d u r e s f o r i n t e r a l i a i (a) t h e p r e v e n t i o n , r e d u c t i o n and c o n t r o l o f p o l l u t i o n and o t h e r h a ­ z a r d s t o t h e m a rin e e n v i r o n m e n t , i n c l u d i n g t h e c o a s t l i n e y and o f i n t e r f e r e n c e w ith t h e e c o l o g i c a l b a l a n c e o f t h e m a r in e e n v i r o n m e n t, p = : r t i c u l a r a t t e n t i o n b e i n g p e i d t o t h e n e e d f o r p r o t e c t i o n from h a r m f u l e f ­ f e c t s o f such a c t iv im ie s as d r i l l i n g , d re d g in g , e x c a v a tio n , d is p o s a l o f w aste, c o n s t r u c t i o n and o p e r a t i o n o r m a in te n a n c e o f i n s t a l l a t i o n s , p i p e l i n e s and o th e r (b) d e v i c e s r e l a t e d t o su ch a c t i v i t i e s ; t h e p e o t e c t i o n and c o n s e r v a t i o n o f t h e n a t u r a l r e s o u r c e s o f t h e A rea and t h e p r e v e n t i o n o f d .mage t o t n e f l o r a anc fa'ona o f t h e ma­ r i n e e n v iro n m e n t -9 3 & M-«SX 5 PROTECTION AInID PRZSiiRVATION OP TH::. EI^VIRCN. xii'.'T A r t i c l e 192 G e n e ra l o b l i g a t i o n S t a t e s h - v e t h e o b l i g a t i o n t o p r o t e c t and p r e s e r v e t h e m a r in e e n v i r o n m e n t. A r t i c l e 193 S o v e r e ig n r i g h t o f S ta te s to e x o lo it t h e i r n a tu ra l re s o u rc e s S t a t e s h^ve t h e s o v e r e i g n r i g h t t o e x p l o i t t h e i r n a t u r a l r e s o u r c e s p u r s u a n t t c t h e i r e n v i r o n m e n t a l p o l i c i e s and in a c c o r d a n c e w i t h t h e i r d u t y t o p r o t e c t and p r e s e r v e t h e m a rin e e n v i r o n m e n t. A r t i c l e 194 M easu res t o p r e v e n t , r e d u c e and c o n t r o l - p o l l u t i o n o f t h e m a rin e e n v iro n m e n t 1. S t a t e s s h a l l t a k e , i n d i v i d u a l l y o r j o i n t l y a s a p p r o p r i a t e , a l i men- surtTo c o n s i s t e n t w ith t h i s C o n v e n tio n t h a t a r e n e c e s s a r y t o p r e v e n t , r e d u c e and c o n t r o l p o l l u t i o n o f t n e m a rin e e n v iro n m e n t from an y s o u r c e , u s i n g f o r t h i s p u r p o s e t h e b e s t u r a c t i c a b l e means a t t h e i r d i s p o s a l and in a c c o r d a n c e w ith t h e i r c a p a b i l i t i e s , ana t h e y s h a l l e n d e a v o u r t o h a r m o n iz e t h e i r p o l i c i e s in t h i s c o n n e c t i o n . 2, S t a t e s s h a l l t a k e a l l m e a s u re s n e c e s . a r y t o e n s u r e t h a t a c t i v i t i e s u n d e r t h e i r j u r i s d i c t i o n o r c o n t r o l a r e s o c o n d u c t e d a s n s t t o c a u s e damage by p o l l u t i o n t o o t h e r S t a t e s and t h e i r e n v i r o n m e n t, and t h a t p o l l u t i o n a r i ­ s i n g from i n c i d e n t s o r a c t i v i t i e s u n d e r t h e i r j u r i s d i c t i o n o r c o n t r o l d oes n o t s p r e a d beyond t h e a r e a s where t.ie y e x e r c i s e s o v e r e i g n r i g h t s in a c c o r d a n w i t h t h i s C o n v e n tio n , 5, The m e a s u re s t a k e n p u r s u a n t t o t h i s P a r t s h a l l d e a l w ith a l l s o u r c e s o f p o l l u t i o n o f t h e m a rin e e n v i r o n m e n t . T hese m e a s u r e s s h a l l i n c l u d e , i n t e r a l i a , t h o s e d e s ig n e d t o m in im iz e t o t h e f u l l e s t p o s s i b l e e x t e n t ; -94 (a) th e r e le a s e o f t o x i c , h arm fu l o r n o x io u s s u b s ta n c e s , e s p e c i a l l y t h o s e w hich a r e p e r s i s t e n t , from l a n d - b a s e d s o u r c e s , from o r t h r o u ^ t n e a tm o s p h e re o r by dumping; (b) p o l l u t i o n from v e s s e l s , in p a r t i c u l a r m e a s u r e s f o r p r e v e n t i n g a c ­ c i d e n t s an d d e a l i n g w i t h e m e r g e n c i e s , e n s u r i n g t h e s a f e t y of o p e r a t i o n s a t s e a , p r e v e n t i n g i n t e n t i o n a l an d u n i n t e n t i o n a l d i s ­ c h a r g e s , and r e g u l a t i n g t h e d e s i g n , c o n s t r u c t i o n , e q u ip m e n t, o p e r a ­ t i o n and m anning o f v e s s e l s ; (c) p o l l u t i o n from i n s t a l l a t i o n s and d e v i c e s u s e d in e x p l o r a t i o n o r e x p l o i t a t i o n o f t h e n a t u r a l r e s o u r c e s o f t h e s e a ^ b e d and s u b s o i l in p a r t i c u l a r m e a s u re s f o r p r e v e n t i n g a c c i d e n t s and d e a l i n g w i t h e m e r g e n c ie s , e n s u r i n g t h e s a f e t y o f o p e r a t i o n s a t s e a , and r e g u ­ l a t i n g t h e u e s i g n , c o n s t r u c t i o n , e q u ip m e n t, o p e r a t i o n and m anning o f su ch i n s t a l l a t i o n s o r d e v i c e s ; (d ) p o l l u t i o n fro m o t h e r i n s t a l l a t i o n s and d e v i c e s o p e r a t i n g i n t h e m a rin e e n v i r o n m e n t, in p a r t i c u l a r m e a s u r e s f o r p r e v e n t i n g a c c i d e n t s and d e a l i n g w ith e m e r g e n c i e s , e n s u r i n g t h e s a f e t y o f o p e r a t i o n a t s e a , and i r e g u l a t i n g t h e d e s i g n , c o n s t r u c t i o n , e q u ip m e n t, o p e r a ­ t i o n and m anning o f s u c h i n s t a l l a t i o n s o r d e v i c e s . 4. In t a k i n g m e a s u r e s t o p r e v e n t , r e d u c e o r c o n t r o l p o l l u t i o n m - r i n e e n v i r o n m e n t. S t a t e s s h a l l r e f r a i n from ^ j u s t i f i a b l e of th e in te rfe re n ce w i t h a . c t i v i t i e s c a r r i e d o u t by e t h e r S t a t e s in t h e e x e r c i s e o f t h e i r r i g h t s and in p u r s u a n c e o f t h e i r d u t i e s i n c o n f o r m i t y w i t h t h i s C o n v e n tio n 5. The m e a su re s ta k e n in a c c o r d a n c e w i t n t h i s P a r t s h a l l i n c l u d e t h o s e n e c e s s a r y t o p r o t e c t a;;d p r e s e r v e r a r e o r f r a g i l e e c o s y s te m s a s w e l l a s t h e n a b i t a t o f d e p l e t e d , t h r e a t e n e d o r e n d a n g e r e d s p e c i e s and o t h e r form s o f m -rine l i f e Mer chant f l e e t * o f t h e worltf by f l a g o f r e a t s t r a t l o n . « / g r o u p s o f c o u n t r l e a and t y p e s o f s h f p s . b / In g r t anq dwt. a s a t i J u l y | b w t f i g u r e s a r e shown t n p a r e n t n e s e s ) Tota 1 (World t o t a l e / ID evelooed ( mb rket-econoey ■ c o u n t r ie s ( A u s t r a 1 la (A u str ia 1Be 1g 1un (Canada (Denmark (Taeroe I s la n d s (F inland 1France iGemaq/, Federal jRepil)llc o f (G ib ra lta r (Greece ( Icelan d 11reland 1Israel 011 tan k ers Bulk c a r r ie rs £ / ( Genera 1' ca rgo j)/ | ( C on tain er sh ip s 166 38k 113 116 077 8k8 I 78 613 955 ( 12 9k1 690 <118 96U 996 (6 93 ii60 988) (32k 5k7 6 6 8 ) (2 0 6 000 99 9)1 (11 3 978 OUO)i ( 1 5 '8^ k86) 11 1 1 1 875 316 (2 825 k20) 101 020 (167 019)1 391 7k7 (6kk 91 8) I 2kk 909 1 (311 631)1 1 62 535 I , 32 k86 1 ( 1 1 0 757)1 (H7 ^62)1 j 1 227 5k 1 1 26k 78k 1 (2 231 k 5 1 ) l {373 1|12)| 1 271 998 1 88 k02 1 (1 0 3 302)1 (558 11k)( I k80 855 1 7k3 678 1 (1 208 787)1 ( 8 0 9 907)1 1 10 099 1 ( 1 9 *i58)l 1 k22 893 1 521 039 1 (6 8 6 692)1 (6 7 3 035)1 I 1 111 795 1 1 705 k67 1 (3 0k3 792)1 (1 520 178)1 980 389 1 (1 68k 2 23)1 2 271 096 27k lk5 1 (3 588 176)( (k78 793)1 1 228 83k ( 1 25k 295 1 (1 1k2 537)1 (3 5 7 823)1 1 1 2 557 088 1 5 21k 063 1 (k 906 5 9 0 ) ) (8 1k3 295)1 ‘ 1 ) 500 ( 67 952 ( ( 3 9 672)1 (1 221)1 I 1 1 13k 717 ) 2 376 995 1 (2 103 k k 5 ) l (3 597 336)1 1 1 6 556 806 ( 10 770 880 ( ( 18 727 2 5 7 ) ( ( 1 2 992 6 3 6 ) ) ( 1 1 k38 006 i 7 706 661 ( 1 757 736 ( 2 651 551 ) (2 k98 7 9 9 ) ( (2 981 76H)| ( 1 2 35k 626)1 (5 197 956)1 1 1 1 15 303 I 15 708 ( 1 (2U 859)1 (25 k 6 2 )| 1 1 1 1 kO 035 20k ( 13 175 2 2 9 ( 16 8k1 33k I 9 013 800 I ( 7 0 231 7 7 1 )) (2 5 837 5 0 1 ) ) ( 3 0 163 110)1 ( 1 3 567 609)1 1 I 1 1 538 1 181 355 1 72 097 ( (1 6 8 171)1 (2 651)1 (1 1 8 316)1 1 1 1 101 k6k 1 k9 807 1 239 085 1 15 123 1 ( 6 7 67 0)1 (277 k 7 7 )( ( 161 1 k 5 ) l (25 0 0 6 )) 1 1 ( 676 295 1 125 300 1 763 1 231 8 7 8 1 (872 117) (36 3 k 7 k ) | (158 5 6 5 )( (1 k 3 7 ) | 1 ( 92 508 (9 2 6k9) O thers ( kk 9k7 390 ) ( 3 5 752 7 9 5 ) ) 165 763 1 (91 999)1 5 997 (8 80 0) 1 163 568 1 ( 158 822)1 1 30 6k8 1 (31 198)1 ( 833 185 1 (833 6 k 2 ) | 11 1 1 1 * 3 895 ! (k 837)1 503 105 1 (53k 059)1 1 1 131 050 1 (1 152 690)1 1 1 1 1 9k 178 1 ( 1k1 02k ) | 1 1 ( « 1 k 956 1 ( 5 7 0 9 )) 1 312 866 ( (3 k 7 029)1 1 3kl 058 1 ( 3k5 698)1 63k k13 1 (92 100)1 599 257 1 (3 82 369)1 57 353 1 (19 193)1 29k k51 1 { 129 327)1 893 707 1 (636 592)1 728 318 ) (523 617)1 k05 1 (603)1 910 663 ( (522 7 2 7 ) ) 107 720 ) (k7 20k ) | 67 735 1 (1 7 9 k 7 ) | 5 k68 ( (1 61 2)1 1 T o ta l O il tankers Bulk c a r r i e r s j£/ G enera I c a rg o j l / Ita ly 10 370 966 <17 0 03 8 6 0 ) 0 128 175 <7 799 3 0 0 ) 3 8 8 5 520 (6 892 319) Cl Japan 01 593 612 <66 526 0 6 3 ) 17 2 9 5 636 <32 727 9 0 9 ) 13 7 1 0 2 2 5 (2 3 6 00 0 8 3 } 3 797 3H3 I (6 H&H 130) 3 268 <0 9 5 9 ) (U 9 59)1 • N e t h e r la n d s ( 5 393 1O0) (8 030 109) New Z ealand 2 50 208 ( 2 7 0 08 2) 52 309 1 ( 8 3 2 06 )1 Portuga 1 South A f r ic a Spa in Sweden Swi t z e r i a n d Turkey U nited Kingdoa M 3) O th ars 25 2 01 0 <260 8 6 0 ) 1 190 957 <837 330) 1 703 700 <1 557 0 2 3 ) 5 082 700 <0 170 518) * ro ■ 6 3 9 031 (1 06 0 7 9 2 ) - 1 1 M 3 HOB ( 2 213 7 3 6 ) 368 058 <328 759) 761 621 <612 9 7 0 ) 90 736 <108 3 2 2 ) 0 2 276 (38 602) 60 867 (3 9 8 7 2 ) 1 0 8 2 381 (1 768 0 5 7 ) 52 196 (30 033) 2 788 019 (2 936 6 6 6 ) 319 301 (0 2 3 5 7 5 ) 9 208 (12 0 2 0 ) 171 213 (9 7 8 5 2 ) 125 900 I (1 6 3 051)1 285 907 ( 2 6 9 156) 101 010 i (6 8 860)1 77 882 (105 020) 853 698 (5 6 0 501)1 11 697 770 1 6 2 00 66 9 1 ( 2 3 152 5 3 5)1 ( 1 0 869 160)1 1 1 132 590 1 1 001 589 769 073 1 ( 2 2 2 0 9 7 )1 (2 220 853)1 (1 065 309 ) 1 1 37 597 1 776 153 185 295 1 ( 6 2 571)1 ( 3 1 8 150)1 (6 8 2 168) i 1 8 130 693 1 0 9 1 9 007 1 205 536 1 (2 138 9 70)1 (13 786 611)1 ( 9 368 150) 1 1 018 338 1 3 787 567 1 1 6 1 6 019 (3 151 2 51 )1 (6 7 9 U2U)I (5 793 918) 1 1 181 302 1 1 500 315 161 ( 0 6 8 281) ( 2 50 0) ( 2 8 7 0 0 5)1 . 1 2 127 921 709 288 758 309 1 (1 271 2 3 2)1 (1 300 105) (3 000 051 ) 1 "10 371 013 5 556 9 52 1 22 505 265 ( 1 9 307 316) (9 769 3 9 1 ) (3 5 989 88 9) 509 236 I (7 6 9 6 6 8 ) i I 2 0 7 0 756 (2 865 0 9 7 ) 1 510 907 (1 015 5 2 0 ) 2 995 237 (2 592 165) 21 861 635 (38 760 85 1) I 1 070 530 ) (1 705 518)1 I 930 655 I (1 206 636)1 I 126 07 2 I (1 6 6 6 2 7 )1 70 362 (5 7 0 8 0 ) I I I 707 793 I (6 5 9 125)1 I 6 207 (11 709)1 I 151 088 I (5 5 0 2 6 )1 U n ite d S t a t e s o f A a e r ic a 15 292 673 (23 205 0 7 6 ) 7 8 50 793 ( 1 5 611 773 ) 311 209 (6 3 2 0 7 0 ) 1 622 392 (2 150 32 2 ) 2 039 363 (1 953 112) 3 068 876 (2 853 39 9 ) Y u g o sla v ia 2 531 506 (3 659 250 ) 231 357 (386 635) 9 0 7 639 (1 5 5 8 1 1 5 ) 1 28 7 166 (1 83 6 180) 35 703 (50 988) 69 601 (27 123) 88 8 5 2 672 57 901 0 63 209 131 206 (300 897 225 ) ( 1 7 1 2 2 9 6 3 2 ) (101 6 1 9 0 7 6 ) 29 053 873 <00 312 0 3 6 ) 9 623 576 ( 9 397 8 8 0 ) 23 300 062 (1 6 336 6 0 1 ) 85 310 <120 0 3 3 ) 1 355 <1 162) 107 378 (5 9 2 1 7 ) S uh-total O p en -reg istry co u n tries Bahamas 032 502 (568 231) •d P 3 268 1 1 2 180 9 86 1 <0 209 8 6 8 ) I Norway 9T5296 shipa 187 090 (302 052) ANNEX 6 Monaco C onta i n e r 50 9 6 5 <85 7 6 7 ) I V£i ON I c a r r ie rs T o ta l tan k ers Be m uds ^7*1 *102 (710 787) Cyprus 2 1tl9 869 ( 3 361 0 5 6 ) 172 8 2 t 1 (320 096) 1 1 560 308 1 (1 0 2 6 0 2 0 ) L ib e r ia 70 718 *139 (1 3 9 250 179) 91 223 229 ( 8 6 919 2 9 9 ) PsnsMS 32 600 278 (5*1 800 385 S u b -to ta l: 1 ca rgo j i / | sn ip s otners 111 ^32 199 2 5 7 i (2 0 7 6 5 9 ) 1 1 1 178 8 3 8 1 (1 763 9 8 2 ) 6 333 (8 718) (115 267) 8 631 (12 070) 10«l 655 (60 858) 22 922 980 (9 3 900 716) 3 155 713 (9 728 2 9 7 ) 362 230 (HU2 173) 3 05M 787 (3 759 799) 8 722 759 ( 1 7 187 309) 10 808 592 ( 1 9 399 2 0 7 ) 10 0 80 268 (1 5 238 2 6 9 ) 750 li90 (870 837) 2 238 17U ( 2 159 76 8) 50 866 612 106 375 *190 ( 1 9 8 .690 6 3 8 ) ( 1 0 5 759 666 ) 39 118 807 (6 3 388 9 1 8 ) 19 699 386 (2 2 057 6 8 5 ) 1 129 059 (1 33U 9 6 0 ) 5 616 626 ( 6 15*1 9 0 9 ) 39 353 1 ' ( 5 9 102) . 1 297 917 1 (9 9 8 6 2 6 ) 6 S o d a 1 i s t count r i e s o f E a ste r n Eurooe and A sia S o c i a l i s t cou n t r i e s o f E a ste r n Europe 59 886 (7 9 9 9 0 ) 1 239 (-) 977 271 (797 061 ) 319 6 18 (920 783) 118 201 (69 07l|) - 102 589 ( 165 927 ) 81 709 (105 727) (-) 56 127 (9 9 88 7) 296 319 (963 298 ) 861 105 (1 118 8 6 2 ) 225 037 ( 13l» 27 9 ) A lbania 56 127 (7 9 9**0) Bulga r ia 1 298 210 ( 1 785 0 1 9 ) 338 120 (5 9 8 101) 189 798 (271 159) DeMocra t i c Repub 11c o f Ge rmany 1 938 588 (1 816 126) Hunga ry . 81 536 ! (112 985) 1 - Poland 3 650 615 1 ( 5 093 9 8 0 ) 597 985 ( 9 9 9 283 ) 1 261 792 ( 2 023 089)1 1 919 815 (1 768 2 0 6 ) *•21 573 (2 5 7 9 0 2 ) Ro«an ia 2 203 317 (3 295 365) 1 383 720 ( 6 9 9 760) 871 882 (1 916 839)1 707 899 (959 213) 239 871 (169 558) Union o f S o v i e t S o cia lIst R epubiIcs 23 788 668 1 ( 2 6 626 8 7 5 ) 1 9 809 822 1 ( 7 392 V 89) S u b -total 1 32 651 859 ( 3 8 980 6 9 9 ) 6 130 279 ( 9 6 85 0 2 0 ) C z e c h o s lo v a k ia S o c ia list co u n tries o f Asia 1 1 1 China j 1 81 536 (112 985) 1 8 056 899 ( 1 2 188 2 1 5 ) 500 1 178 891 ( 1 975 788)1 1 1 1 1 1 11 328 363 1 5 130 927 ( 8 166 3 9 9 ) 1 ( 1 9 753 0 3 1 ) I < 1 1 7 806 698 2 120 629 ( 3 350 6 3 5 ) 1 ( 1 0 187 8 1 5 ) 2 293 997 ( 3 990 8 7 6 ) 1 9 185 321 1 ( 5 877 3 6 2 ) j 325 081 ( 3 3 8 102) 8 731 293 ( 5 %07 33*1) 325 081 (3 3 8 102) 9 737 71*1 ( 6 038 t « 7 ) 7 921 ( 1 3 156) 391 219 (381 0 3 3 ) m I V£) -J 1 (Democratic 1 r 1 278 922 1 (9 1 6 265)1 1<t6 310 (2 1 8 6 3 t|) 39 582 (2 9 2 3 il)‘ 192 67t| . (291 355) 19 589 (8 975) It 52ll 305 (£ 367 3 5 1 ) 7 921 ( 1 3 156) 15 8 5 2 6 6 8 (21 litO 3 6 2 ) 333 00 2 i 10 188 lOH (351 2 5 6 )1 (6 ll57 389) Il50 390 2lt2) •d P ANNEX 6 58 761 1 39 269 ( 1 1 5 8 0 1 )1 (5 2 616 jBeople'B Rep. 1 I o f Korea i 1 261 897 1 19 200 ( V i e t Naa 35 389 1 j ( 3 8 2 651)1 (58 615)1 t ( 2 3 706 1 1 1 1 273 036 i (Sub-total 8 597 618 1 2 391 966 1 <9 017 198 1 ( 1 2 967 151)1 1 ( 2 150 2 09 )1 ( 1 1 (S u b -tota1 7 903 310 ( 7 972 393 I 91 299 977 j ( S o c i a l i S t coun- ( (51 967 795)1 (11 835 2 2 9 ) ( (12 163 592 ( t r i e s o f C a ste r n l j (Europe and A sia ( 1 1 1 1 I 1Oe v e 1op i nq coun I 1 ( t r i e s and 1 1 Ite r n to r ie s of ( 1 ( A f r ic a 1 ( 1 I 1 ( A lg e r ia 1 369 709 I 595 327 80 988 1 (1 131 100) (1 28 779 ) 1 ( (1 976 1 1 1 (Angola 90 928 I 2 052 I 1 (132 389)1 • (3-036) I 1 1 (Benin . 9 950 I ( (9 880)1 1 I 1 1 1 1 (Cape Verde 10 793 ( 1 (17 026)1 ( 1 I 11 11 (Como ro s 977 ( ( 1 1 ( 1 793)1 1 1 I 1 (Congo 7 962 ( 1 1 (1 0 8 9 0 )( ( i1 11 ( (DJ ibout i 3 395 ( ( (3 256)1 ( 1 1 1 I 1 105 880 635 801 I t 22 605 (Egypt (809 792)1 I ( 1 7 5 169) ( ( 3 8 300) 1 1 ( (C q u atoria1 6 912 ( ( 1Guinea (6 700 )( ( 11 ( 11 ( E t h io p ia 28 518 I 3 366 1 (93 177)1 (5 228) ( 1 1 ( 1 (Gabon 79 971 78 269 1 1 ~ (1 91 1 62) (193 5 9 9 ) ( 1 ( 1 11 1 (Gaaibia 3 390 ( 1 ( 9 209)1 1 1 1 1 I (Ghana 256 869 1 1 I I {Z91 321) B I I I I I 202 (2 9 5 80 (1 2 5 I I 5H3 I 2 9 1 )1 I 122 I 2 9 8)1 2 99 9 I ( 9 9 00 )1 I 8 327 I ( 1 5 9 3 2 )1 I 977 I (1 793)1 I I I I 1 780 I ( 2 3 00)1 I 909 362 I (5 3 5 9 2 7)1 ( 6 912 I (6 700) 23 967 (37 577) 95 5 (630) 1 597 (2 900) 188 757 ( 2 5 9 133) 965 851 (921 2 8 7 ) 8 259 (9 100) 1 951 (960) VIO CD 1 1 1 1 1 ( 1 1 1 ( 1 1 11 1 I 1 1 11 1 ( 1 1 1 1 1 1 1 2 966 (1 996 ) 7 962 - (1 0 890) 1 615 (956) 97 959 ( 5 5 396) 1 183 (3 7 2 ) 3 393 (1 8 0 2 ) 1 793 (1 309) 68 112 ( 9 3 186) I 1 T otal i1Cu1nes C u ln e s - B I s s a u 3 767 ( 2 52 3) Ivory C oast 152 384 (1 9 4 145) . 5 417 (3 164) Libyan Arab Ja n a h 1r lya 912 024 (1 604 885) Madagascar 77 102 (105 137) ■ 924 (100) Malawi Mauri t a n ia 7 954 (3 282) I H a u r it lu s 1 31 479 (42 01 3) 1Morocco 11 1 iMozanblque 11 1 ( N ig e r ia 1 1 1 |Sao Tone and ( P r i n c ip e ( . ( S t . H elena 1 1 (Senegal 393 979 (601 289) { 1 1 1 11 11 I (S e y c h e l i e s 1S 1e rra Leone 1 1 j s o M l la 1 1 11 1 I | 1 40 859 (37 835) 463 395 (643 59 1) 463 (427) 3 150 (2 2 64) 39 907 (3 3 164) 1 160 (321) 4 467 (1 324) 1 I 1 • G eneral Bulk r j ca r r ie rs £ / 1 1 1 1 796 586 ( ( 1 504 3 5 6 )( c arg o s 210 • 1 1 1 113 375 ( (201 765)1 I 6 549 ( ( 1 0 619)1 1 146 635 ( ( 2 8 5 755)1 1 1 1 1 1 1 3 620 1 1% 9 70 )1 1 1 1 1 I 5 157 (2 6M2) i 1 075 2 712 I (1 5 0 3 ) I • 136 2 78 (1 81 3 0 3 ) ( 1 2 8H0) • 1 168 (1 5 9 0 ) h 249 (1 574) • 70 407 (7 8 0 0 9 ) 45 031 (2 2 5 20 ) 60 896 (86 079) 7 848 (5 571) 16 106 *c( P 924 ( 100) • 1 581 (1 9 6 4 ) 6 373 (1 318) “ 27 635 (41 33 0) 3 644 (683) 58 605 ( 1 0 0 50 1) 78 753 (1 2 4 0 6 2 ) 143 246 (1 7 4 941 ) 14 102 ( 19 6 8 4 ) 20 208 (7 532) 283 956 (341 6 6 2 ) 32 604 (1 6 174) • 463 (427) - 3 150 (2 264) 11 156 (15 790) 25 129 (12 404) 1 160 (321) • 4 467 (1 32 4) 1 1 1 I C185) (1 0 2 0 ) 1 17 525 (1 5 8 2 7 ) O th e r s •* 8 358 ( (13 1l87)| 1 ( • 1 1 C onta(nar sh ip s ANNEX 6 5 667 (2 8 2 7 ) Kenya 1I1 o il tankers I 1 12 736 (12 322) 4 789 (3 505) j I VO VO I 93 203 (12K 0 8 5 ) •• • liB3 (123 539) 1 720 I 45K6) 4 Togo 2 5 71K ( 3 6 120) • • 2 5 00 2 (3 6 120) 712 T u n is ia ' 136 352 (1 8 3 570 ) 27 030 (K7 2 0 0 ) 2 0 157 ( 3 2 217 55 227 (7 1 7 3 6 ) 33 938 (3 2 K15) U n ite d R e p u b iic o r Caaieroon 37 987 (55 K95) • • 30 518 (51 377) 7 <169 (<l 116) U n ite d R e p u b lic o f Tanzania 56 62K (71 672) 3 6K6 (5 652) • *»0 799 (58 851) IK 179 ( 7 169) Za 1 re 92 OKK (133 256) - - 77 9 5 0 I (1 1 8 5 1 3 )1 IK 09K (H< 7K3) 5 097 5K0 ( 7 3K5 137) 1 666 697 (3 529 51 9) 162 355 ( 2 9 9 792) 1 9<«e 2 3 2 I (2 6<<7 <(70) I S u b - t o t a 1; I A n t ) gua • 559 (KK3) 2 255 758 (3 2K7 081) 1 060 056 (6 68 356) Ba rbados • 3 OIK (K 191) - 1K7 (250) K12 (193) o 0 1 7K7 59K (1 235 0 0 9 ) 372 563 (6 1 8 6 2 5 ) 877 251 (1 205 K65) 258 350 (187 962) KK 967 (71 538) • KO 003 (70 200) 7K8 (1 0 6 0 ) K 216 (278) 620 (805) •* - 620 (605) 15 129 (16 93K) - - 15 129 (IB 93K) 5 678 111 ( 9 K10 370) 1 772 967 ( 3 2 70 5 5 5 ) 2 K32 7K3 (K 159 K3K) 1 269 002 (1 792 7 6 5 ) Cayaun I s la n d s 311 396 (K61 60 7) 58 666 (1 1 0 K39) K5 627 (75 852) 162 993 (2K9 7K9) Ctii l e K9K 939 ( 7 6 8 62K) 36 359 (62 626) 213 K9K (K13 8 6 3 ) 169 065 (258 535) 56 001 (3 3 59 8) Co 1OMb i a 313 90K (KOO 778) 30 7KK (K9 8 5 9 ) 29 296 (K3 5 6 9 ) 2KK 716 ( 3 0 5 K12) 9 1K8 (1 938 ) Bo 1 i V j a Brazi I o I 3 OIK (K 191) Argent ina B elize o^ I I O e v e lo o in a coun t r i e s and terr ito rie s of Ane r i C8 Angui 1 la •d P3 AM EX 6 Sudan 163 399 (167 6 1 6 ) 3 695 ( 5 56K) * 0 K15 (20 003) 'Total Costa fUca 23 490 (26 031) • 698 (959) Do*in lean Repub 1 Ic Ecuador 354 443 ( 4 9 7 543) 164 238 (2 8 2 136) • 1 Peru 187 157 (1 5 5 7 1 3 ) . 9 420 (16 564) 7 907 (4 125) 1 631 967 (8 4 8 168) 61 907 (1 0 0 0 3 9 ) 674 (1 6 3 5 ) (Falkland Islands ()felvlnas) £ / 1 (S ain t K itta , (Nevla 1 8 700 (3 6 9 4 ) 34 812 (5 7 6 8 6 ) - 1 m 790 |Z 2 3 3 7 ) ■■ 2 925 (3 318) ( H a iti 1 1 I Hondo ra s 1 11 1J a o a le a 1 11 iH exico 1 11 ( H o n ts e r r a t I 1I (Nicaragua 1 1 Paraguay 1 - |EI S a lv a d o r 1 (Grenada 1 11 1Gua te w a 1a 1 1 Guyana W TlBli'l V !-' cargo j |/ 68 185 (102 980) 949 216 (1 206 9 0 0 ) Don1n 1ca 1 c a r r i e r s Si/ 226 28 353 (3 9 6 16 ) 20 689 (19 518) 2 123 (1 6«»4) 74i 234 148 (323 545) 1 1 1 • - 1 1 1 I 1 1 9 794 I (13 9 8 8 ) 1 1 1 251 630 1 (1 752 4 8 0 ) 1 1 1 010 j (1 5 6 6 ) 1 1 20 787 ( ( 2 9 464} ) 1 31 785 I 137 H36) 1 1 836 326 1 (1 115 1 1 25 6 } (91) 1 U ir iM r at) I pa Othora 698 (9 5 9 ) 24 333 (3 9 4 8 7 ) {-) 163 772 (1 9 7 0 6 1 ) 26 433 (1 6 346) 385 - - 2 925 (3 31 8 ) 537 (6 3 0 ) • 7 370 (3 4 9 5 ) 226 (3 4 2 ) - 477 (-) 27 876 (3 9 6 1 6 ) 8 974 (13 0 0 6 ) 10 O il (4 743) 1 704 (1 769)1 1 1 • • 32 882 (62 289) - 1 1 185 105 1 (2 4 8 9 9 8 ) - - 3 308 (5 813) 564 976 (9 4 2 352) 128 603 (2 0 6 369) 174 225 (2 3 8 0 9 1 ) 383 826 (3 6 5 6 6 8 ) - - 1 010 (1 5 6 6 ) - 3 711 (5 883) - 15 536 (2 3 5 8 1 ) - 1 540 (> ) 2 935 (3 880) • 25 421 (3 2 6 6 1 ) £* 3 429 (9 1 5 ) 147 201 (237 702) 230 949 (4 0 0 2 4 6 ) 285 533 (4 1 0 4 0 0 ) - 172 643 (6 7 39 6 ) • •b P> •~4 \ 1 > - 840 (1 2 5 2 ) 1 1 1 J 1 4 075 [ (H 685)1 1 3 428 (5 110) 1 283 (*I90) 12 086 (7 573) 3 058 (3 0 6 5 ) 256 (9 1 ) ANNEX 6 Cuba . tan k ers o. SA int L ucia . j 1 I 1 — 2 377 <2 9 9 8 ) 25 966 (33 889) 6 8 70 (7 899) Sur inaaie 15 222 (1 9 208) 208 (3 6 0 ) 6 (8 T r in id a d and Tobago 19 352 (12 116) - Turks and Ca i c o s 1s 1ands 3 212 (** 857) 890 (1 9 5 0 ) Uruguay 201 677 (312 579) 99 933 (169 081) 13 (22 V enezuela 910 891 (1 279 822) 957 968 (7 9 9 9 9 9 ) 36 (69 7 359 19 018) 818 (997) 111 115 021 (21 190 866) 9 199 523 (7 293 302) Bahra i n 20 261 (22 629) 1 736 (2 532) B ang la desh 911 282 (572 732) 97 690 (7 7 167) -------- 10 809 (15 898) • 1 311 (1 1 8 3 ) T1 991 (16 307) 1 393 (1 7 7 1 ) 2 2 30 (770) p 9 516 (6 016) 19 836 ( 6 100) 2 085 (3 9 0 7 ) 237 (-) 79 066 (1 0 5 0 9 8 ) • 19 975 (16 230) 270 759 (399 9 6 8 ) • 195 873 (75 721) ■* 1 598 (1 393) Brune i 616 (99B) Buraia 87 972 (101 762) 2 986 ( 9 73 9) Deuoc ra t i c Kampuchea 3 558 (3 839) - Hong Kong 3 *198 512 ( 5 676 835) 590 358 ( 9 6 7 152)1 ind ia 6 213 989 (1 0 058 596) 1 256 999 1 ( 2 200 9 3 2 )1 1 9 993 1 (6 6 7 8 ) 1 1 3 621 035 1 9 727 259 (6 200 5 69 )1 (6 512 0 6 1 ) 1 1 1 1 1 i 9 110 1 (1 5 166) 1 1 1 276 229 55 752 1 (3 8 6 9 3 8 ) (9 9 5 18 )1 11 1 1 1 67 883 1 (91 5 0 2 ) 1 1 998 1 1 (1 9 8 1 ) 1 213 6 1 7 2 395 9 9 6 1 (2 8 6 6 2 3 ) ( 9 023 5*i7)| 1 2 791 708 1 1 990 285 (9 892 6 6 2 ) 1 ( 2 898 6 3 0 ) Indones ia 1 Bii6 829 ( 2 632 655) 317 929 1 ( 5 1 7 300)1 219 190 1 1 070 115 ( 3 6 5 6 0 7 ) 1 (1 595 2 1 1 ) V i r g in I s l a n d s ( Bri t i sh) S u b -totaI: D e v e lo o in a co u n t r i e s and te r r i torres o f Asia • 357 2 020 <2 9 9 8 ) 12 591 ( 1 7 130) 1 559 663 (1 167 8 0 9 ) 9 935 (9 926 ) • , 31 661 (19 6 0 9 ) 616 (998) • 17 103 (5 5 2 1 ) • 2 560 ( 2 35 8) 390 179 ,( 3 7 2 929) 58 362 (29 089) 179 502 (116 822) 30 905 (92 252) 206 790 (162 285) 00 ANNIDC 6 S a i n t V in c e n t and t h e Crenad in e s 1 i 1 1 I 981 1 959)1 1 1 1 1 11 1 1 1 1 1 1 203 1 165JI 1 296 1 o I 0 r\3 1 1 [------- O I 1 ta n it e r s T otal Bulli c a r r ie rs c / G e n e r si c sr g o Jl/ C ontaIner sh ip s O th e r s , 161 956 ( 6 2 28 2) j 1 ran 1 312 734 ( 2 024 2 7 5 ) 631 274 (1 173 6 6 2 ) 124 135 (213 822) 395 369 (5 5 4 5 0 9 ) 1 1 raq 1 521 491 ( 2 657 319) 1 140 953 ( 2 168 790) - 248 746 ( 3 6 7 359 ) 14 405 (1 5 763) 117 387 (1 0 5 4 0 7 ) • • 20 727 (30 355) •* 176 ( -I • 40 8 949 ( 6 0 9 795 ) 55 721 (64 414) 361 844 (4 0 5 298 ) {Jordan 20 903 ( 3 0 355) 1Kuwa 11 2 014 379 ( 3 251 218) 1 187 865 ( 2 171 71 1) I Lebanon 368 101 ( 5 3 6 4 02) 1 325 (2 031) 15 910 (2 6 5 5 9 ) 287 373 (430 622) 1 946 (1 5 4 3 ) 61 547 (75 647 ) |H a la y s la 1 195 411 (1 634 068) 37 661 (72 963) 396 484 (681 5 4 2 ) 272 396 (367 198) 117 262 (1 3 4 2 0 8 ) 371 608 (3 7 8 157) |HaId Ives ■ 1 399 (1 981 ) 34 754 (55 283) 177 980 (254 083) - 3 156 ( 6 127) 43 429 (8 9 937) I t 950 (1 7 5 2 7 ) 505 211 (7 0 4 2 3 0 ) 577 304 ( 1 101 389) 961 141 (1 691 5 9 6 ) 969 876 (1 414 5UU) 73 217 (1 3 8 9 7 9 ) - 120 545 (184 922) 1 104 065 (2 117 0 2 7 ) 2 675 109 ( 4 601 6 8 1 ) 941 507 (1 475 0 2 7 ) 2 892 932 (5 745 8 1 1 ) 311 621 (5 4 5 9 8 2 ) 676 431 (9 4 7 33 1) 8 934 (11 661 ) joean I r a k is ta n {P h ilip p in es (Qatar ( Repub 1Ic o r (Korea (Saudi Arabia (S in g ap ore t S r i Lanka (S y r ia n Arab {Repub1Ic (Tha1 land (U n ite d Arab (E el r a t e s (Yeeen 218 415 (3 1 3 01 0) 597 817 (821 318) 1 { ( 2 773 855 { (4 405 412) 1 233 873 ( ( 3 6 6 108) 1 ( 1 5 529 398 1 ( 8 881 818) ( ( 4 301 789 ( ( 7 768 780) 11 ( 7 183 326 1( 1 2 194 53 5) ( 124 536 ( (169 660) 1 1 43 054 1 (6 1 9 4 2 ) 1 1 441 949 1 ( 6 4 9 704) 1 I 2 3 0 962 (351 421 ) 1 1 I 11 1 3 091 2 582 871 (5 023 396) 21 939 (35 877) 1 ( 1 866 161 1 2 013 190 ( 3 423 7 4 7 ) j ( 2 9 00 0 7 8 ) ( 93 768 1 ( 1 3 0 33 1) I ( 38 568 (5 6 992) 1 1 1 - I ( { 1 ■ \1 1 1 { 1 { ( 2 833 { {k 2 9 3)1 I 20 658 { (2t| 302)1 1 299 817 { <321 8 05)1 I 34 706 ( (40 035)( 553 461 1 <677 2 91 )1 1 1 1 1 4 282 (1 6 6 3 ) 5 778 (5 53 4) 19 227 (9 624) 262 701 (193 590) 19 453 (17 905 ) 508 900 (366 278 ) 386 099 (4 8 9 6 2 1 ) 167 643 (1 7 0 0 2 3 ) 8 829 (3 4 5 2 ) •• 4 486 (4 9 5 0 ) ( ( 140 470 (244 478) - 270 040 ( 3 8 0 100) 7 678 (10 204) 24 161 (1 4 9 2 2 ) ( 72 845 (149 521) 17 0 5 9 (27 743) 107 217 (143 610) • 33 861 (3 0 547) j (1 « 5 0 ) 1 • 1 260 (1 8 5 0 ) 1 631 ■ 1-1 V------------------------- 13 609 (1 3 « 8 1 ) 1 B86 (3 185) S 207 (H 7 6 8 ) I HO 202 181 1 ( 6 5 216 2 2 6 ) 12 67 9 07 3 ( 2 l| 0 1 0 0 6 0 } 11 183 753 11 8 2 6 92 0 l i O 661 8 1 6 ) (1 6 138 8 8 2 ) lYeaen l(D eB o cra tic) iS u b -to t* I: 1 8 < 5 1 9 7 9 171 ( 1 708 5 3 9 ) 5 1 6 9 2 8 ) 3 03 3 26 9 ( 2 69 6 9 3 1 ) I iO e v e lo p In g c o u n - | ) t r i e s or Europe I I (Malta ( I I I •d P> IP H25 563 (6 1 3 8 5 8 ) 6 973 (1 0 7 5 1 ) mo 7H6 (2 1 8 17 9 ) 265 67U (3 8 3 2 2 7 ) • 12 170 (1 7 0 1 ) H25 563 ( (6 1 3 8 5 8 ) j 6 973 (1 0 7 5 1 ) IbO 7H6 (2 1 8 179) 265 67<i (3 8 3 2 2 7 ) - 12 170 (1 7 0 1 ) ( 1S u b - t o t * I : ( ( ( I ID e v elo p in g co u n j t r i e s and (te r r ito rie s of (Oceania I I I 23 78<i (2 5 6 8 8 ) 1 2 272 |Ki r i b a t i I (1 6116) (Nauru 61 755 (8>4 621 ) I I (Papua New Guinea I I (SolOMon I s la n d s | 2l| 699 (27 390) l| 630 (3 658) I I I I I I I I 1 I I I I Tonga ( I I ( ( j TuvaIu ( ( i ( 526 ( (2 5 0 ) ( ( 3 035 ( (3 6 1 3 ) ( ( I Variua tu ( jsaeoa I I IS u b - t o t a l : I I ON i (Fiji I o ( I I I 1 mmX I I ( ( 193 101 ( (1 7 6 2 6 1 ) i 36 976 ( (5 9 3 2 1 )( 2 <135 (3 2<i2) I 2 225 377 ( (3 362 9 8 0 ) I______________ I________________ ( 5 9 983 906 (1 9 9 592 3 50) I ( I ( ( I I I I I I I 19 709 (2 2 8 5 7 ) ( I I ( 6 875 (9 991) 18 779 391 (3 9 853 6 2 3 ) 36 97 6 ( (5 9 3 2 1 ) ( 571 (3 6 2 ) - 5 075 (2 9 9 3 ) 1 10 759 (1 9 9 2 8 ) 1 933 (2 2 2 7 ) 2 697 931) 13 503 (2 0 5 9 5 ) ( 1 1 ( j 3 902 (2 6 3 8 ) 353 (2 5 0 ) I I (-) 1 n I 130 (2 0 3 ) 3 838 (5 5 3 6 ) I 1 157 f (9 2 6 ) I 39 905 (2 9 7 0 2 ) I 15 808 0 3 2 ( IB 189 763 (2 7 939 6 7 7 ) ( ( 2 5 758 8 8 7 ) 1 991 71 2 (1 725 6 6 9 ) 5 729 558 (9 769 9 9 9 ) 369 391 (3 7 1 7 1 9 ) 116 090 (3 7 9 0 2 ) ( I I 98 7 178 (8 7 9 5 2 3 ) I 777 553 I (1 370 2 6 6 )1 9 7 8 265 (7 0 9 0 5 0 ) ( ( 173 I 2 905 (3 9 1 0 ) 59 89 5 (77 2 9 7 ) 1 o -r1 11 510 (9 220) - ( ( (S u b -to ta l: ( d e v e lo p in g ( c o u n t r i e s and ( te r r lto rie s ( (Other junaI lo c a t e d 19 190 (12 9 7 9 ) 1 701 I 9 995 ( (5 9 6 2 ) I 5 15U (5 9 6 0 ) (1 UBU) 17 905 ( (2 3 2 3 3 ) ( ( I ( << 6l|0 ( 6 7U9) I -105 ANNEX 7 page 1 EXCERPT FROM THE CONVENTION ON A CODE OF CONDUCT FOR LINER CONFERENCES C h ap ter 11 RELATIONS AMONG MEMBER LINES A rtic le 1 MEMBERSHIP 1. Any n a t i o n a l s h ip p i n g l i n e s h a l l have the r i g h t to be a f u l l member of 8 c o n f e r e n c e which s e r v e s th e f o r e i g n t r a d e o f I t s c o u n t r y , s u b j e c t t o " t h e c r i t e r i a s e t o u t In a r t i c l e 1, p a r a g ra p h 2 . S h ip p in g l i n e s which a r e n o t n a t i o n a l l i n e s In any t r a d e o f a c o n f e r e n c e s h a l l have the r i g h t to become f u l l members o f t h a t c o n f e r e n c e , s u b j e c t to th e c r i t e r i a s e t o u t In a r t i c l e I , p a r a g r a p h s 2 and 3 , and to th e p r o v i s i o n s r e g a r d i n g th e s h a r e o f t r a d e as s e t o u t In a r t i c l e 2 as r e g a r d s t h i r d - c o u n t r y s h i p p i n g l i n e s . 2. A s h ip p in g l i n e a p p ly in g f o r membership o f a c o n f e r e n c e s h a l l f u r n i s h e v id e n c e o f I t s a b i l i t y and I n t e n t i o n , which may I n c lu d e th e use o f c h a r t e r e d to n n a g e , p r o v id e d th e c r i t e r i a of t h i s p a ra g ra p h a r e m e t, to o p e r a t e a r e g u l a r , a d e q u a te and e f f i c i e n t s e r v i c e on a l o n g - t e r m b a s i s a s d e f i n e d In th e c o n f e r ­ e n ce ag reem ent w i t h i n th e framework, of th e c o n f e r e n c e , s h a l l u n d e r ta k e to a b i d e by a l l th e term s and c o ir d ltlo n s o f th e c o n f e r e n c e a g re e m e n t, and s h a l l d e p o s i t a f i n a n c i a l g u a r a n t e e to co v er any o u t s t a n d i n g f i n a n c i a l o b l i g a t i o n I n th e e v e n t o f s u b se q u e n t w ith d r a w a l , s u s p e n s i o n o r e x p u l s i o n from member­ s h i p , I f so r e q u i r e d under th e c o n f e r e n c e a g re e m e n t. 3. I n c o n s i d e r i n g an a p p l i c a t i o n f o r membership by a s h ip p in g l i n e which I s n o t a n a t i o n a l l i n e In any t r a d e of th e c o n f e r e n c e c o n c e r n e d . In a d d i t i o n to t h e p r o v i s i o n s o f a r t i c l e 1, p a r a g ra p h 2 , th e f o ll o w i n g c r i t e r i a , I n t e r a l i a , s h o u ld be ta k e n i n t o a c c o u n t: (a) The e x i s t i n g volume of th e t r a d e on the r o u te o r r o u t e s s e rv e d by th e c o n f e r e n c e and p r o s p e c t s f o r I t s grow th; (b ) The adequacy of s h ip p in g s p a c e f o r th e e x i s t i n g and p r o s p e c t i v e volume o f t r a d e on th e r o u t e o r r o u t e s s e r v e d by t h e c o n f e r e n c e ; (c) The p r o b a b le e f f e c t o f a d m is s io n o f th e s h ip p in g l i n e to th e c o n f e r e n c e on th e ' e f f i c i e n c y and q u a l i t y o f th e c o n f e r e n c e s e rv ic e ; (d) The c u r r e n t p a r t i c i p a t i o n o f th e s h ip p in g l i n e i n t r a d e on the same r o u t e o r r o u t e s o u t s i d e th e framework o f a c o n f e r e n c e ; and (e) The c u r r e n t p a r t i c i p a t i o n o f th e s h ip p i n g l i n e on th e same r o u te o r r o u t e s w i t h i n th e framework o f a n o t h e r c o n f e r e n c e . ■ -106ANNEX 7 p ag e 2 tlD n c r i t e r i a s h a l l not be a p p l i e d bo a s to s u b v e r t th e im plem entst on o f th e p r o v i s i o n s r e l a t i n g to p a r t i c i p a t i o n in t r a d e s e t oiit i n ^ s r t l c l e 2 4. An a p p l i c a t i o n f o r ad m issio n or re a d m ls s lo n to membershio s h a l l he p ro m p tly d e c id e d upon and th e d e c i s i o n communicated by a c o n f e r e n c e to an a p p l i c a n t p ro m p tly , and i n no ca se l a t e r th a n s i x months from th e d a t e of a p p l i c a t i o n . When a s h ip p in g l i n e i s r e f u s e d a d m is sio n o r re a d m ls s lo n th e c o n f e r e n c e s h a l l , a t the same tim e , g iv e in w r i t i n g th e g r o u p s f ^ r ^ c J 5. When c o n s i d e r i n g a p p l i c a t i o n s f o r a d m is s io n , a c o n f e r e n c e s h a l l take i n m a c c o u n t th e view s put forw ard by s h i p p e r s and s h i p p e r s ' o r g l n L a U o L o f t J ^ c o u n t r i e s whose t r a d e i s c a r r i e d by th e c o n f e r e n c e as w ^ f a s t L ot" a p p r o p r i a t e a u t h o r i t i e s i f th e y so r e q u e s t . ^ 6. I n a d d i t i o n to the c r i t e r i a f o r a d m is sio n s e t out in a r t i c l e 1 n a r a ff a p p ly in g f o r r e - a d m is s i o n s h a l l a l s o g iv e e v id e n c e 1 andT® o b l i g a t i o n s in a c c o rd a n c e w ith a r t l c ^ e ^ parag raX w hich t h e l i n e U i r t L “ cL“L ? e I c e ! ' “ “ ' h l r c u e e t c c e . under A rtic le 2 PARTICIPATION IN TRADE a d m itte d to membership o f a c o n f e r e n c e s h a l l have s a i l i n g and l o a d in g r i g h t s i n the t r a d e s co v ere d by t h a t c o n f e r e n c e . 2. When a c o n f e r e n c e o p e r a t e s a p o ;jl, a l l s h ip p i n g l i n e s members o f th e n artlrr* ^ ^ co v ere d by th e pool s h a l l have' th e r i g h t to p a r t i c i p a t e in th e p o o l f o r t h a t t r a d e . “ ^M o ecU v fo f ■''“ ■'"“ hixe the chare of trade which wember lln e e ““ “ " - “ I eh lp p ln s lln e e o f each co u n try . .h?! f ,y Shipping lines for that country. he regarded ee a elngle arouo of group or within a pool of individual member w ag r^D ^r ? ^ r r ,y S h ip p in g u „ e e i n a c c o rd a n c e w ith a r t i c l e 2 . Ln ^ fo ll o w i n g p r i n c i p l e s r e g a r d i n g t h e i r r i g h t to p a r t i c i p a t i o n m t^ I ir ^ g r e :!" " * “ "‘ hfence e h e ll he oheerved? unlesS ^ t J ^ S u e U) The group o f n a t i o n a l s h ip p in g l i n e s o f each o f two c o u n t r i e s oK between which i s c a r r i e d by th e c o n f e r e n c e s h a l l have e q u a l r i g h t s to p a r t i c i p a t e i n th e f r e i g h t and volume o f t r a f f i c g e n e r a te d by t h e i r m u tual f o r e i g n t r a d e and c a r r i e d by th e c o n f e r e n c e ; AMEX 7 page 3 (b) T h i r d - c o u n t r y s h ip p in g l i n e s , i f any. s h a l l have th e r i g h t to a c q u i r e a s i g n i f i c a n t p a r t , su ch a s 20 p e r c e n t , i n th e f r e i g h t and volume o f t r a f f i c g e n e r a te d by t h a t t r a d e . any one Of the countries uhose trade I s carried by a conference ““ “ “ ‘>”*1 ahlpplng llnee participating In the carriage of t i « • ^ " J S 'b e e n « t ? L ° » a d e to which n a t i o n a l . h i p p i n g U n a . of t h a t c ^ n t r y e n title d un d er a r t i c l e 2 , p a ra g ra p h 4 s h a l l be d i s t r i b u t e d amongth e ^ J « Ja “ “ e sh ar" P‘ « l o l p a t l n 8 I n th e t r a d e In p r o p o r t i o n to t h . l f ^ t l o n a l s h ip p in g l i n e s o f one c o u n try d e c id e n o t to c a r r y t h e i r f u l l s h a r e o f th e t r a d e , t h a t p o r t i o n o f t h e i r s h L e o f t h r ^ r i d e i J u h D ^ ln a d i s t r i b u t e d among th e i n d i v i d u a l member l i n e s p a r t U l p a t l n g i n th e t r a d e i n p r o p o r t i o n to t h e i r r e s p e c t i v e s h a r e s . s h ip p in g l i n e s o f th e c o u n t r i e s co ncerned do no t p a r ­ t i c i p a t e i n th e t r a d e between th o s e c o u n t r i e s co v ere d by a c o n f e r e n c e ^ th e a r e s o f t r a d e c a r r i e d by th e c o n f e r e n c e between th o s e c o u n t r i e s s h a l l be member l i n e s o f t h i r d c o u n t r i e s by c o n m e r c la l n e g o t i a t i o n s between th o s e l i n e s . " Snd s h ip p in g l i n e s o f a r e g i o n , members o f a c o n f e r e n c e , a t one end o f th e t r a d e co v ere d by th e c o n f e r e n c e , may r e d i s t r i b u t e among th e m selv es by m utual agreem ent th e s h a r e s i n t r a d e s a l l o c k e d to them. ^ * 0^0 h a r t i c l e 2 , p a r a g r a p h s 4 to 7 I n c l u s i v e . v tu a u c e wren ia L : 3! 9. S u b j e c t to th e p r o v i s i o n s o f a r t i c l e 2 , p a r a g r a p h s 4 to 8 I n c l u s i v e r e g a r d i n g s h a r e s o f t r a d e among i n d i v i d u a l s h ip p in g l i n e o r grou ps o f s h i p ­ p in g l i n e s , p o o li n g o r t r a d e - s h a r i n g a g re e m e n ts s h a l l be review ed by th e c o n f e r e n c e p e r i o d i c a l l y , a t I n te j r v a l s to be s t i p u l a t e d i n th o s e ag reem en ts and i n a c c o rd a n c e w ith c r i t e r i a to be s p e c i f i e d i n th e c o n f e r e n c I M r ^ m e n t . a r t i c l e s h a l l commence as soon as p o s s i b l e a t e r e n t r y i n t o f o r c e o f th e p r e s e n t C o n v en tio n and s h a l l be com pleted w ith i n a t r a n s i t i o n p e r io d which i n no c a s e s h a l l be lo n g e r th a n two y e a r s , ta k i n g i n t o a c c o u n t th e s p e c i f i c s i t u a t i o n i n each o f th e t r a d e s c o n c L n e J . ® members o f a c o n f e r e n c e s h a l l be e n t i t l e d to o p e r a t e c h a r t e r e d s h i p s to f u l f i l l t h e i r c o jife re n c e o b l i g a t i o n s . . s h a r i n g and th e r e v i s i o n o f s h a r e s a s s e t o u t in ^ 1° i n c l u s i v e s h a l l a p p ly when, in th e ab sen ce Of a p o o l , t h e r e e x i s t s b e r t h i n g , s a i l i n g a n d / o r any o t h e r form o f c a rg o a l l o c a t i o n a g re e m e n t. * 13. Where no p o o l i n g , b e r t h i n g , s a i l i n g o r o t h e r t r a d e p a r t i c i p a t i o n a g r e e m ra te e x i s t i n a c o n f e r e n c e , e i t h e r group o f n a t i o n a l s h i p p i n g l i n e s members Of t h e c o n f e r e n c e , may r e q u i r e t h a t p o o lin g a rr a n g e m e n ts be I n t r o d u c e d , in r e s p e c t o f th e t r a d e betw een t h e i r c o u n t r i e s c a r r i e d by th e c o n f e r e n c e , in 108- ANNEX 7 page 4 c o n f o r m ity w ith th e p r o v i s i o n s o f a r t i c l e 2 , p a ra g ra p h A; o r a l t e r n a t l v a l y th e y may r e q u i r e t h a t the s a i l i n g s be so a d j u s t e d as to p r o v id e an o p p o r t u n i t y t o t h e s e l i n e s to e n jo y s u b s t a n t i a l l y th e same r i g h t s to p a r t i c i p a t e In the t r a d e betw een th o s e two c o u n t r i e s c a r r i e d by t h e c o n f e r e n c e as th e y would have en jo y ed u n d er th e p r o v i s i o n s o f a r t i c l e 2 , p a r a g ra p h A. Any such r e q u e s t • h a l l be c o n s i d e r e d and d e c id e d by th e c o n f e r e n c e . I f t h e r e I s no agreem ent t o I n s t i t u t e su ch a p o o l o r a d ju s tm e n t o f s a i l i n g s among th e members o f th e c o n f e r e n c e , th e g ro u p s o f n a t i o n a l s h i p p i n g l i n e s o f th e c o u n t r i e s a t bo th ends o f t h e t r a d e s h a l l have a m a j o r i t y v o te In d e c i d i n g to e s t a b l i s h such a pool or a d ju s tm e n t o f s a i l i n g s . The m a tte r s h a l l be d e c id e d upon w i t h i n a p e r io d n o t e x c e e d in g s i x months from the r e c e i p t o f th e r e q u e s t . lA . I n th e e v e n t o f a d is a g r e e m e n t betw een th e n a t i o n a l s h ip p in g l i n e s of t h e c o u n t r i e s a t e i t h e r end whose t r a d e I s s e rv e d by th e c o n f e r e n c e w ith r e g a r d t o w h eth er o r n ot p o o li n g s h a l l be I n t r o d u c e d , th e y may r e q u i r e t h a t w i t h i n th e c o n f e r e n c e s a i l i n g s be so a d j u s t e d as to p r o v id e an o p p o r t u n i t y t o t h e s e l i n e s to e n jo y s u b s t a n t i a l l y t h e same r i g h t s to p a r t i c i p a t e in th e t r a d e betw een th o s e two c o u n t r i e s c a r r i e d by th e c o n f e r e n c e as th e y would have e n jo y e d u nd er th e p r o v i s i o n s o f a r t i c l e 2 , p a ra g ra p h A. I n th e ev e n t t h a t t h e r e a r e no n a t i o n a l s h i p p i n g l i n e s i n one o f th e c o u n t r i e s whose t r a d e I s s e r v e d by th e c o n f e r e n c e , the n a t i o n a l s h i p p i n g l i n e o r l i n e s o f th e o t h e r c o u n t r y may make the same r e q u e s t . The c o n f e r e n c e s h a l l u se I t s b e s t e n d e a v o rs to meet t h i s r e q u e s t . I f , how ever, t h i s r e q u e s t I s n o t m et, th e a p p r o p r i a t e a u t h o r i t i e s o f th e c o u n t r i e s a t b o th ends o f th e t r a d e may t a k e up t h e m a t t e r I f th e y so w ish and make t h e i r view s known to th e p a r t i e s co n cerned f o r t h e i r c o n s i d e r a t i o n . I f no agreem ent I s r e a c h e d , th e d i s p u t e s h a l l be d e a l t w i t h In a c c o rd an ce w ith th e p r o c e d u r e s e s t a b l i s h e d I n t h i s Sode. 15. O th e r s h i p p i n g l i n e s , members o f a c o n f e r e n c e , may a l s o r e q u e s t t h a t p o o lin g o r s a i l i n g ag ree m en ts be I n t r o d u c e d , and th e r e q u e s t s h a l l be c o n - s l d e r e d by t h e c o n f e r e n c e In a c c o rd a n c e w ith th e r e l e v a n t p r o v i s i o n s of t h i s Code. 16. A c o n f e r e n c e s h a l l p r o v id e f o r a p p r o p r i a t e m easures In any c o n f e r e n c e p o o lin g ag reem en t to cover c a s e s where th e c a rg o has been s h u t o u t by a member l i n e f o r any r e a s o n e x c e p tin g l a t e p r e s e n t a t i o n by th e s h i p p e r . Such a g r e e ­ ment s h a l l p r o v id e t h a t a v e s s e l w ith unbooked s p a c e , c a p a b le o f b e in g u sed , be allo w ed t o l i f t th e c a r g o , even In e x c e s s o f th e p o o l s h a r e o f th e l i n e I h th e t r a d e . I f o th e r w is e th e c a rg o would be s h u t o u t and d e la y e d beyond a p e r io d s e t by t h e c o n f e r e n c e . 17. The p r o v i s i o n s o f a r t i c l e 2 , p a r a g r a p h s 1 to 16 I n c l u s i v e c o n c e rn a l l goods r e g a r d l e s s o f t h e i r o r i g i n , t h e i r d e s t i n a t i o n o r th e u s e f o r which th e y a r e I n te n d e d , w ith th e e x c e p t i o n o f m i l i t a r y equipm ent f o r n a t i o n a l d e fe n c e p u r p o s e s . tio te; As o f J a n u a r y lA , 1980 th e C on vention had n o t e n t e r e d I n t o f o r c e — see p a r a . 1 .2 8 o f th e main t e x t . 109 ANNEX 8' Signatures and ratification of, or accessions to. the Convention on a Code of Conduct for Liner Conferences. The countries, arranged in chronological order of signing, arc: Ghana Chile IhikiMan Gambi.i Sri Lanka Venezuela Bangladesh Nigeria Benin United Republic of Tanzania Niger Philippines Guatemala Mexico United Republic of Cameroon Cuba Indonesia Isors Coast Central African Republic Senegal Zaire Madagascar Togo Cape Verde ' India Kcnva M.ih Sudan Gabon F.thiopia Iraq Costa Rica Peru rg>pt Tunisia Republic of Korea Czechoslovakia Honduras Union of Soviet Socialist Republics German Democratic Republic Sierra Leone Uruguay Bulgaria Ciusana Morocco Jordan Yugoslavia Guinea Mauritius China Barbados Romania Lebanon Jamaica Congo Malaysia Federal Republic of Germanyt Netherlands^ Trinidad and Tobago 24 June l')75 25 .lune l'J75 27 .lune Id75 30 June 1975 30 June 1975 30 June 1975 24 Julv 1975 10 Scptcmhcr 1975 27 October 1975 3 November 1975 13 January 1976 2 March 1976 3 March 1976 6 Mav 1976 15 June 1976 23 June 1976 11 January 1977 17 Fchruarv 1977 13 Mav 1977 20 Mav 1977 20 Julv 1977 23 December 1977 12 January 1978 13 January 1978 14 February 1978 27 February 1978 15 March 1978 16 March 1978 5 June 1978 f September 1978 25 October 1978 27 October 1978 21 November 1978 25 January 1979 15 March 1979 11 May 1979 2 June 1979 4 June 1979 28 June 1979 9 Julv 1979 9 Julv 1979 9 Julv 1979 12 Julv 1979 7 February 19X0 11 Februarv 1980 11 March 1980 7 Julv 1980 19 August 1980 16 September 1980 23 Scptcmhcr 1980 29 October 1980 7 January 1982 30 April 1982 20 Julv 1982 26 Julv 1982 27 August 1982 6 April 1983 6 April 1983 3 August 1983 T, S 5 s s a a a a T r r a a a r r a r a a r a r a a a r T a r a a a a app a acc T a a a a a a r a a a a a a a a a r r a -110—1 1u — annex: 9 L i s t o f i n t e r n a t i o n a l in s tru m e n ts in c lu d e d in th e MOU (Memorandum o f U n d e rsta n d in g ) r e p o r t on P o r t S ta te C o n tr o l. 1 - SOLAS 1948 2 - SOLAS I960 5 - SOLAS 1974 4 - P r o to c o l 78 (SOLAS 74) 5 - MARPOL 75 /7 8 6 - Load L ine 1966 7 - COLREG 1972 8 - STOW 1978 9 - ILO No 7 10- ILO No 55 11- ILO No 68 12- ILO No 75 15- ILO No 92 14- ILO No 154 1 5 - ILO No 147 16- B alk C hem ical 17- Gas C a r r i e r 1 8 - Gas C a r r i e r ( E x is tin g ) a MNEX 10 A rticle 91 Nationality of Snips 1* Every State shall fix the conditions for the Qrant of it s nationality to ships, for the Registration of Ships in its te rrito ry , and for the right to fly it s Flag. Ships have the nationality of the State whose Flag they are en titled to fly . There must exist a genuine link between the State and the ship. 2. Every State shall issue to ships which i t has granted the right to fly its flag documents to that affect. Article 92 Status of Ships 1. Ships Shall sail under the Flag of one State only and. save in exceptional cases expressly provided for in International Treaties or in th is Convention, shall be subject to its exclusive ju risdiction on the high seas. A Ship may not change its flag during a voyage or while in a port of c a ll, save in the case of a real transfer of ownership or change of registry. 2. A S h i p which sa ils under the Flags of two or siore States, using them according to convenience, nay not claim any of the n atio n alities in question in respect to any other State, and nay be assimilated to a ship without nationality. A rticle 93 Ships flying the Flag of the United Nations, it s Specialized Agencies and the International Atomic Energy Agency The preceding Articles do not prejudice the question of ships employed on the o ffic ial service of the United Nations, its Specialized Agencies or the International Atonic Energy Agency, flying the Flag of the Organisation. -Ill- o A rticle 94 Duties of the Flag State t 1. Every State shall effectively exercise Its Jurisdiction and control In adm inistrative, technical and social matters over snips flying Its Flag. 2. In particular every State shall; (a) maintain a Register of Ships containing the names and particulars of ships flying i t s Flag, except those which are excluded from generally accepted International Regulations on account of th e ir small size; and (t>) assume jurisdiction under Its Internal law over each ship flying Its Flag and Its master, officers and crew In respect of adm inistrative, technical and social mattters concerning the ship. 3. Every State shall take such measures for ships flying Its Flag as are necessary to ensure safety at sea with regard. Inter alia to: (a) the construction, equipment and seaworthiness of ships (t>) the manning of ships, labour conditions and the training of crews, taking Into account the applicable international Instruments (c) the use of signals, the maintenance of communi­ cations and the prevention of co llisio n s. 4. Such measures shall Include those necessary to ensure: (a) that each ship, before registration and thereafter at appropriate Intervals, Is surveyed by a qualified surveyor of ships, and has on board such Charts, nautical Publications and navigational equipment and Instruments as are appropriate for the safe navigation of the ship (b) that each ship is In the charge of a master and officers who possess appropriate qualifications. In p articular In seamanship, navigation, communications and marine engineering, and that crew Is appropriate In q u a lific a tio n and numbers fo r th e ty p e , s i z e , machinery and equipment o f th e Ship; -112- <» (c) tnat the master, officers and, to the extent appropriate, the crew are fully conversant with, and required to observe the applicable International Regulations concerning the safety of lif e at sea, the prevention of co llisio n s, the prevention, reduction end control of marine pollution, and the maintenance of communications by radio. 5. In taking tne measures called for In Paragraphs 3 and 4 each State Is required to conform to generally accepted International Regulations, procedures and practices and to take any steps which may be necessary to secure th e ir observance. 6. A State which has clear grounds to believe that proper „ ju risd ictio n and control with respect to a ship have not been exercised may report the facts to the Flag State. Upon receiving such a report, the Flag State shall Investigate the matter and. If appropriate, take any action necessary to remedy the situation. 7. Each State shall cause an Inquiry to be held by or before a suitably qualified person or persons Into every marine casualty or Incident of navigation on the high seas Involving a ship flying Its Flag and causing loss of life or serious injury to nationals of another State or to the marine environment. The Flag State and the other State shall co-operate In the conduct of any Inquiry held by that other State into any such marine casualty or Incident of navigation*. While the registration of a snip In a State becomes thus obligatory under the rule of International Law, the Rules and conditions subject to Which a ship Is registered In a State are governed by the National Shipping Merchant Law of th at S tate. The relevant provisions are expected to be covered by the Merchant Snipping Act of the State (see Part III of the frame-work of the Act Indicated e a rlie r) and the Registration Rules promulgated under the Act. (A model of the Registration Rules Is provided separately). -115 -114- ANNEX 11 ILO co n v en ticais and recom m endations in th e f i e l d o f m a ritim e la b o u r GENERAIj S e a fa re rs'E n g a g e m e n t (F o re ig n V e s s e ls ) Recom m endation, 1958 Ko 107 S o c ia l C o n d itio n s and S a f e ty ( S e a f a r e r s ) Recom m endation, 1958 No 108 Snploym ent o f S e a f a r e r s (T e c h n ic a l D evelopm ents) Recom m endation, 1970 No 159 C o n tin u ity o f Employment ( S e a f a r e r s ) C o n v en tio n , 1976 No 145 C o n tin u ity o f Employment ( S e a f a r e r s ) R eccaim endation,1976 No 154 M erchant S h ip p in g (Minimum S ta n d a rd s ) C on v en tio n 1976 No 147 M erchant S h ip p in g (im provem ent o f S ta n d a rd s ) Recom m endation, 1976 No 155 TRAINING AND E3^TRY INTO EMPLOYMENT P la c in g of Seamen C o n v en tio n , 1920 No 9 S eam en's A r t i c l e s o f A greem ent C o n v en tio n , 1926 No 22 S e a f a r e r s 'I d e n t i t y Documents C o n v en tio n , 1958 No 108 V o c a tio n a l T r a in in g ( S e a f a r e r s ) Recom m endation, 1970 No 157 CONDITIONS FOR ADMISSION TO EMPLOYMENT Minimum Age (S ea) C o n v en tio n , 1920 No 7 Minim-urn Age (Trim m ers and S to k e r s ) C o n v en tio n , 1921 No 15 Minimum Age (S ea) C onvention (R e v is e d ), 1956 No 58 M ed ical E xam ination o f Young P e rs o n s (S e a ) C o n v en tio n , 1921 No 16 M ed ical E xam ination ( S e a f a r e r s ) C o n v en tio n , 1946 No 75 9 -115- CERTIPICATES OF COMPETENCY O f f i c e r s ' C anpetency C e r t i f i c a t e s C o n v en tio n , 1956 No 55 C e r t i f i c a t i o n o f S h i p s ' Cooks C o n v en tio n , 1946 No 69 C e r t i f i c a t i o n o f A ble Seamen C o n v en tio n , 1946 No 74 GENERAL CQNDITIQNS OP EMPLOYMENT Wages, H ours o f Work and M anning (S ea ) C on v en tio n (R e v is e d ), 1958 No 109 Wages, HLours o f Work and M anning (S ea ) Recom m endation, 1958 No 109 P a id V a c a tio n s ( S e a f a r e r s ) C on v en tio n (R e v is e d ), 1949 No 91 R e p a tr i a tio n o f Seamen C o n v en tio n , 1926 No 25 R e p a tr i a tio n (S h ip M a ste rs and A p p re n tic e s ) Recom m endation, 1926 No 27 S e a f a r e r s ' Annual Leave w ith Pay C o n v en tio n , 1976 No I46 P r o t e c t i c n o f Young S e a f a r e r s Recom m endation, 1976 No 155* SAFETY, HEALTH AND WELFARE Pood and C a te rin g ( S h i p s ' Crew s) C o n v en tio n , 1946 No 68 B ed d in g , Mess U te n s is and M isc e lla n e o u s P r o v is io n s ( S h i p s ' Crews) Recom m endation, 1946 No 78 Accommodation o f Crews C onventio n (R e v ise d ) 1949 No 92 Accommodation o f Crews (S u p p lem en tary P r o v is io n s ) C o n v en tio n , 1970 No 155 Crew Accommodation ( A ir- C o n d itio n in g ) Recom m onnation, 1970 No I40 Crew Accommodation (N oise C o n tro l) Recom m endation, 1970 No I4 I S h i p s ' M edicine C h e sts Recom m endation, 1958 No I05 M edical A dvice a t S ea Recom m endation, 1958 No IO6 P r e v e n tio n o f A c c id e n ts ( S e a f a r e r s ) C o n v en tio n , 1970 No 154 P r e v e n tio n o f A c c id e n ts ( S e a f a r e r s ) Recom m endation, 1970 No I42 4 -116- S eam en ' W elfare i n P o r t s R ecom m endation, 19^6 No 48 S e a f a r e r s ' W e lfa re R ecom m endation, 1970 No 138 LABOUR INSPECTION L a b o u r I n s p e c t i o n (Seam en) R ecom m endation, 1926 No 28 SOCIAL SECURITY Unemployment In d em n ity (S hipw reck ) C o n v en tio n , 1920 No 8 Unemployment In s u ra n c e (Seamen) Recom m endation, 1920 No 10 S h ip o w n e rs ' L i a b i l i t y (S ic k and I n ju r e d Seamen) C o n v en tio n , 1956 No 55 S ic k n e s s In s u ra n c e (S ea ) C o n v e n tio n , 1956 No 56 S o c ia l S e c u r ity ( S e a f a r e r s ) C o n v en tio n , 1946 No 70 S e a f a r e r s ' S o c ia l S e c u r ity (A greem ents) Recom m endation, 1946 No 75 S e a f a r e r s ' (M edical Care f o r D ep en d an ts) R ecom m endation, 1946 No 76 S e a f a r e r s ' P e n s io n s C o n v en tio n , 1946 No 71 INTERNATIONAL LABOUR STANDARDS APPLYING TO ALL WORKERS INCLUDING SEAFARERS Freedom o f A s s o c ia tio n and P r o t e c t i o n o f th e R i ^ t t o O rg an ize Con­ v e n t i o n , 1948 No 87 R i ^ t t o O rganize and C o lle c ti v e B a rg a in in g C o n v en tio n , 1949 Ho 98 M ed ical Care and S ic k n e s s B e n e f it s C o n v e n tio n , 1969 No 150 Minimum Age C o n v en tio n , 1975 No 138 -117- B ib lio g ra p h y A ld e rto n , P .M ., Sea T r a n s p o r t, O p e ra tio n and Econom ics, London 1973* B a u c h e t, P i e r r e , L'^conom ie du t r a n s p o r t i n t e r n a t i o n a l de m a rc h a n d is e s , a i r e t m er, P a r i s 1982. B ro c a rd , G enevieve, Le S t a t u t J u r id iq u e de l a Mer des C a r a ib e s ,1979 G old, E d g a r, M aritim e T r a n s p o rt, The E v o lu tio n o f I n t e r n a t i o n a l M ari­ ne P o lic y and S h ip p in g Law, 1961. H ansen, H a ra ld , The d e v e lo p in g c o iu itr ie s and I n t e r n a t i o n a l S h ip p in g , Work Bank - S t a f f w orking p a p e r No 502, 1981. Herman, Amos, S h ip p in g C o n fe re n c e s, London 1981, L io n ta s , A ., P r e f e r e n c e s T a r i f a i r e s e t D evelopm ent, P a r i s 1973* L u n d ah l, M ats, P e a s a n ts and P o v e rty , A S tu d y o f H a i t i , 1979* Mangone, J .G e r a r d , The f u tu r e o f o i l and gas from th e s e a , 1985* M etaxas, B .N ., The econom ic o f Tramp S h ip p in g , London 1971• Odeke, Ademuni, P r o te c tio n is m and th e f u t u r e o f I n t e r n a t i o n a l S h ip p in g , 1984. O ppenheim er, P e t e r , I s s u e s in I n t e r n a t i o n a l E conom ics, 1980, R a jw e r/V a le n te /O y e v a a r/M a lin o w sk i, S h ip p in g and D ev elo p in g C o u n tr ie s , March 1971* J o n e s , E rin B ain , Law o f th e S e a , O ceanic R e s o u rc e s, 1972. R odifere, Ren^, D r o it M a ritim e , Le N a v ire , P a r i s 1980. W alsh, Don, The Law o f th e S e a , Is s u e s in Ocean R eso u rces Management, 1977. L e c tu re N otes G eorgandopoulos, A .E l., L e c tu re g iv en a t th e WMU on E s ta b lis h m e n t o f M erchant M arines in d e v e lo p in g c o u n t r i e s , 1984 -118- L e c tu r e N o te s G e o rg a n d o p o u lo s, E l , A . , L e c tu r e g iv e n a t th e WMU on D evelopm ent o f M a ritim e I n f r a s t r u c t u r e , 1 9 8 4 . ------------ , The E conom ics o f L i n e r S h ip p in g , L e c tu r e g iv e n a t th e WMU, 1984. M o k ta r, Gamal, Manpower P la n n in g in d e v e lo p in g c o u n t r i e s . L e c tu r e g i ­ ven a t th e WMU,1984. M onsef, A ., S h ip p in g E co n o m ics, L e c tu r e g iv e n a t th e WMU, 1984. S tu b b e ru d , G unnar, D evelopm ent o f M a ritim e S a f e t y A d m i n i s t r a t i o n , 1 9 8 4 . V a n c h is w a r, P . S . , E s ta b lis h m e n t/A d m i n is tr a ti o n o f M a ritim e A f f a i r s in D e v e lo p in g C o u n tr i e s , L e c tu r e g iv e n a t th e WMU, 1 9 8 4 .