航行安全分委会 2006 年 5 月份专刊

1. 航行安全分委会2006年5月份专刊 （第三期 总第三期） 2006.05

2. 主 办：国际海事研究会 航行安全分委会 主任编委：李文华 编 辑：航行安全分委会秘书处

3. 本期目录 第一章　热点新闻跟踪 第二章　广州航行通警告会议 第三章　公约、导则新动态 第四章　IMO各分委会简介

4. 第一章　热点新闻跟踪

5. 老铁山水道船舶定线制及报告制 • 交通部于4月28日发布2006年第10号《关于实施老铁山水道船舶定线制和船舶报告制的公告》，两制将于2006年6月1日起正式施行。 • 该定线制及报告制由大连海事局交管中心负责，在 该区域航行及作业的船舶要求守听VHF10/16频道。

6. 老铁山水道船舶定线制及报告制 • 船舶报告适用距离 • 以老铁山灯塔为中心，半径为20海里的海域 • 适用船舶： • 客船 • 300GT及以上其他船舶 • 300GT以下自愿加入报告制的船舶 有着百年历史的老铁山灯塔

7. 老铁山水道船舶定线制及报告制 • 老铁山水道背景 • 该水道介于辽东半岛西南端的老铁山与庙岛列岛北端的北隍城岛之间，可航水域宽度为5.5海里，水深39米至68米，是进出环渤海各港口大型船舶的必经之路。 • 随着航运业的繁荣和环渤海地区经济的发展，进出老铁山水道的船舶日趋增多。由于没有实施分道通航，加之海况复杂，导致这一水域成为我国沿海事故多发的危险区域之一。 • 为改善航行条件，1999年着手研究实施船舶定线制，最终形成了老铁山水道船舶定线制的成熟方案。

8. 老铁山水道船舶定线制及报告制 • 老铁山水道船舶定线制 • 该水道在5.5海里可航水域中间划定了长9海里，宽1海里的水域作为中间分隔带，两侧各设宽为2.25海里的船舶通航分道。 • 西行船：由黄海进入渤海湾的船舶，走西行船舶通航分道。 • 东行船：由渤海湾进入黄海的船舶，走东行船舶通航分道。 • 警戒区：水道西侧端口船舶的航向相对复杂，因此在这一侧设定了一个半径5海里的警戒区。

9. 老铁山水道船舶定线制及报告制 • 老铁山水道定线制示意图 船舶报告圈 西行船航向 警戒区 东行船航向

10. 老铁山水道相关新闻 • 老铁山水道两轮相撞，船上25人全部获救 • 5月22日16时,辽宁省海上搜救中心（辽宁海事局）接到“中海通”轮报告,该轮在老铁山水道与“航宇6”轮发生碰撞，请求救助。 • 搜救中心立即启动应急程序， 要求“航宇6”轮及附近航行的“浙海722”轮、“宝鸿1”轮尾随监护难船，并要求难船驶往最近的旅顺港。 • 1713时，“中海通”轮宣布弃船。1838时，在搜救中心协调下，遇险的25名船员全部登上“航宇6”轮，安全获救 。 • 难船沉没位置对老铁山水道定线制区域没有影响。据介绍，两船相撞时，海面能见度小于60米。

11. 台风“珍珠”

12. 台风“珍珠” －防范部署 • 今年第一号台风“珍珠”5月18日凌晨1时左右在广东汕头登陆，从交通部中国海上搜救中心总值班室获悉，截至18日18时，台风登陆期间，我国沿海海域没有发生一起水上重大险情。 • 交通部部长李盛霖17日彻夜密切关注台风动态和交通系统防抗台风工作，并根据现场反馈信息及时作出科学部署。 • 中国海上搜救中心主任、交通部副部长徐祖远17日晚在上海部署防抗台风“珍珠”工作。 • 徐祖远强调，防抗台风要以减少人命损失为第一要素、第一目标。思想上一定要引起高度警惕，行动上一定要全力以赴，同时海上救人要讲究科学。

13. 台风“珍珠”－搜救 • 17日22时30分，中国海上搜救中心接到越南海上搜救中心通报，由于受到台风“珍珠”影响，该国11艘渔船(共99名渔民)在东沙岛附近海域失去联系，请求协助。交通部中国海上搜救中心立即协调南海救助局派遣“德进”轮前往搜救。 • 搜救中心又先后派出“海巡31”、“南海救111”、“南海救159”、“南海救199”等专业搜救船舶赶赴东沙群岛参与搜索救助。 “海巡31”赴东沙群岛搜索失踪的越南渔民

14. 台风“珍珠”－搜救 • 经过60多个小时的连续搜救，共发现２２艘越南渔船，船上有渔民５００余名和２１具尸体，搜救队向其中的１５艘渔船提供了燃油３０吨、淡水１４０吨以及大量的食品和药品，使上述船只恢复自航能力。 “南海救111”对难船进行补给作业

15. 台风“珍珠” －搜救 • 据越方公布的最新数字，截至当地时间24日上午6时30分，已有２７名越南渔民落水死亡，还有４艘渔船和103名渔民失踪。 5月23日，在越南中部的岘港市韩江港，遇险越南渔民的家属等待获救渔民归来。

16. 台风“珍珠”－政府表态 • 越南政府高度评价中国搜救失踪越南渔民 • 越南国家主席陈德良２２日致电中国国家主席胡锦涛，就中方及时救助遭受台风“珍珠”袭击的越南渔民表示感谢。 • 越南外交部副部长黎功奉表示，越南政府和人民诚挚感谢中国政府和人民对遭遇台风袭击的越南渔民开展及时、高效的搜救行动，充分体现了越中两国同志加兄弟的友好情谊。 • 越南中央防汛指导委员会主任黎辉午２３日在迎接获救的越南渔民安全返港时说：“中国船只不仅对遇险越南渔民进行救援，还向越南渔船提供食品、药品和燃油等生活用品，否则，这些渔船将陷入危机境地。对此，我们要感谢中国政府和人民。”

17. 台风珍珠－媒体报道 • 越南社会各界高度评价中国搜救失踪越南渔民 • 越南媒体连日来连续刊登有关中国派出搜救船只救助在台风“珍珠”中遇险的越南渔船和渔民的报道。 • 越南《人民军队报》和《新河内报》等报纸24日在国际版显要位置以“中国迄今最大的国际海上救援行动”为题，刊登对中国驻越南大使胡乾文的专访，全面介绍中国协助越南搜救遇险越南渔船和渔民的情况，称赞中方以最现代的交通工具全力搜救遇险的越南渔船和渔民，并向他们提供了大量的物资支持。

18. 国际航标协会第16届大会 • 国际航标协会第16届大会于5月22日在上海举行，交通部副部长徐祖远在大会上致辞说，经过近20年的发展，截至2005年底，中国海事局共管理和维护各类沿海干线公用航标2295座，比2000年增加了1347座。 • 由于中国航标保障服务系统水平和能力的提高，2005年事故发生件数比2000年下降了41％，事故死亡人数下降了34％。大会称中国航标保障服务系统已达世界先进水平。

19. 国际航标协会第16届大会 • 我国还出台了长江三角洲、珠江三角洲和渤海湾３个区域的《沿海港口建设规划》，并编写完成了中国海区航标总体规划，加大对沿海重要港口、水域助航设施的调整和改造力度，加强航标法规和标准化建设，组织制定和颁布了一系列航标标准和技术规范，已基本建成中国沿海岸基船舶自动识别系统骨干网。 • 近５年来，中国港口货物总吞吐量及集装箱吞吐量成倍增长，2005年中国港口（不含台港澳地区）吞吐量完成48.5亿吨，集装箱完成7564万标准箱，已连续３年位居世界第一。

20. 世界第一坝顺利建成 • 2006年5月20日14时，全长2309米的三峡大坝全线浇筑到海拔185米设计高程，至此，世界规模最大的混凝土大坝终于顺利建成。 • 两院院士潘家峥兴奋地表示：大坝全线挡水后，可真正形成防洪库容，起到调蓄洪水的作用；今年汛期后库区蓄水至156米，左岸电厂发电机组可满负荷运行；长江水道的通航能力也将会有较大提高。

21. 世界第一坝顺利建成 • 然而，三峡工程并未划上句号。按计划，今后三峡工程的重心将转入右岸电厂和地下电厂、垂直升船机等工程的建设，全部工程有望提前在2008年竣工。

22. 佳木斯同江口岸正式开通 • 5月10日，佳木斯同江口岸哈鱼岛对俄罗斯口岸下列宁斯阔耶正式开通。佳木斯海事局同江海事处及时派出执法人员赴哈鱼岛对参加外贸运输的中俄船舶进行查验，当天进出旅客418人次。

23. Professor Günther Zade Professor Günther Zade, founding father, former Vice-Rector and Academic Dean of the World Maritime University (WMU) has died in Germany. He was 70.

24. Professor Günther Zade • Professor Zade was involved with the design and establishment of the WMU prior to its opening in Malmö, Sweden， in July 1983 • He dedicated his life and intellect to the creation and progressive development of the University. As Vice-Rector and Academic Dean of WMU, he contributed directly and positively towards the well-being and academic achievement of the University • Even after retirement in 2001, he continued to serve WMU as a research fellow and became editor of the WMU Journal of Maritime Affairs.

25. Professor Günther Zade • IMO Secretary-General and WMU Chancellor Efthimios E. Mitropoulos said: “It was with great sadness that we learned of the death of Professor Zade. He made an outstanding contribution to the establishment, development and progress of this unique institution that serves so well the global maritime community.” • “His singular devotion to the development of maritime education and training is wholeheartedly acknowledged throughout the maritime community and many WMU graduates are, in high-level roles in the maritime world, because of Professor Zade's role as their mentor.”

26. Professor Günther Zade • Günther Zade grew up in East Germany and studied mathematics at Leipzig University, becoming a member of the East German national water polo team. • He embarked on a seafaring career in the West German in 1957, becoming a master mariner and completing postgraduate studies in Nautical Studies and Education. From 1968 until 1983 he served at Bremen Hochschule für Nautik, as Lecturer, Professor, Vice-Rector and Rector. • In 1982, the then Secretary-General of IMO, Dr. C.P. Srivastava, asked Professor Zade to assist in the design and establishment of WMU, an institution that he served with passion and enthusiasm for almost twenty years.

27. Professor Günther Zade • His outstanding contribution to WMU and to maritime education worldwide has been widely honoured. • The Government of Germany awarded him one of that nation's highest honours, the Bundesver dienst kreuz 1.Klasse, • The Government of France created him Chevalier de l‘Ordre du Mérite Maritime. • Shanghai Municipality awarded him the Magnolia Silver Award. • Lloyd's List presented him with the Award for Lifetime Achievement in Maritime Training. • Constanza Maritime University in Romania recently awarded him an honorary doctorate. • ……

28. The commissioning of a regional maritime rescue co-ordination centre (MRCC) as well as meetings with the Presidents of both Kenya and Tanzania were among highlights of a recent mission to Africa by IMO Secretary-General Efthimios E. Mitropoulos. MRCC in Africa

29. MRCC in Africa • In Mombasa, Mr Mitropoulos commissioned a new regional MRCC. This is the first such facility to be inaugurated following a resolution adopted by the IMO Conference on search and rescue (SAR) and the Global Maritime Distress and Safety System (GMDSS), held in October 2000 in Florence, Italy, proposing the establishment of five sub regional MRCCs in western, southern and eastern parts of Africa. • A second regional MRCC is expected to be opened in Cape Town, South Africa, before the end of this year, while three more, on the Western coast of Africa, are at the planning stage.

30. 第二章　广州航行通警告会议

31. 2006年航行通警告管理工作会议 • ５月１１日，以“安全畅通、有效监管、优质服务”为目标的交通部直属海事系统航行通警告管理工作会议在广州召开。来自全国１２个直属海事局分管此项业务的局领导及业务处室领导共５９人参会。部海事局郑和平副局长参加了此次会议。

32. 2006年航行通警告管理工作会议 • 郑和平副局长在会议上首先提到,东海平湖油气田施工作业发布航行警告一事引起了很大反响，也引起了国务院和部领导对航行通警告播发业务的高度关注。今年年初，由于平湖油气田施工者提供了不准确的作业信息，海事部门在没有通过海图作业核实的情况下就将此信息发布出去，导致日本个别别有用心的媒体利用日本单方面主张的东海分界线频繁叫嚣。 • 郑局长在会议强调，航行通警告管理是海事管理的重要职能之一，是为航海者服务的主要方式。航行通警告管理工作涉外性强、影响面广、技术要求高，需要较强的政治敏感意识、外交意识、责任意识和服务意识。规范航行通警告管理工作，是提升海事行政管理效能，为航海者提供优质信息服务和建设“三个海事”的迫切要求。

33. 2006年航行通警告管理工作会议 • 会议认识到，航行通警告发布是交通海事代表国家履行国际公约的沿海国义务的体现。我国航行通警告管理工作在制度体系、工作机制、发布手段和能力、技术创新和队伍素质等方面都取得了明显的进步。 • 会议认为，近期工作暴露出来的问题具有一定的必然性和代表性，本次会议的目的是为了查找薄弱环节和剖解工作难题，分析问题原因和共商发展对策，落实今年通航航测管理工作会议部署。

34. 2006年航行通警告管理工作会议 • 会议要求各直属海事局通航处要加强对业务的研究，强化外交意识，增强政治敏感性，注重辖区有关信息的收集，建立完善的信息档案，注意对各分支局业务的指导。 • 会议建议成立航行通警告研究小组，集中智慧，解决发布工作存在的问题和难题；加强对相关国际公约的研究，加强航行通警告发布人员、编辑人员的培训，提高对航行通警告的管理能力。 • 会议确定，航行通警告工作要探索和把握航行通警告管理工作的规律性，增强工作的前瞻性和创造性，确保水上安全信息发布的及时、准确、有效，营造更加安全畅通、高效便捷、值得信赖的通航环境，力争用３－５年的时间，把我国航行通警告系统建设成为制度标准程序体系基本完备、航海图书资料基本健全、发布手段组合先进的航行通警告管理系统，使我国的航行通警告发布水平达到中等发达国家的水平。

35. 2006年航行通警告管理工作会议 • 在分组讨论阶段，黄习刚副处长代表航行安全分委会做了题为《航行通警告研究》的报告，将航行通警告工作涉及的国际公约、导则、指南及我国相关的法规、条例和发布管理办法等一一作了介绍，报告中详细说明了国际航警区域的划分及各级协调人的职责，明确了我国作为国家协调人所担负的责任和义务，对我国为取代日本，争取成为区域协调人的目标进行了理性的分析。 • 根据IMO自愿审核机制的要求，报告分析了我国在航行通警告工作中存在的差距，对播发的中英文格式、播发时段、期限、覆盖范围等方面提出了国际标准的要求；报告认为对航行通警告工作应该加强专业化管理的能力。 • 会议中，部局张晋文、上海海事局杨晓东也作了专题演讲。

36. 2006年航行通警告管理工作会议 • 航行通警告会议结束后，5月12日在广州又召开了全国VTS现场会，对我国海事系统所属的船舶交通管理中心的运作和管理情况进行了充分地交流，该会提供了一个交流的平台，有助于大家在VTS工作中统一做法，取长补短，互相学习和促进。 • 我局陶维功副处长在现场会上作了题为“香港船舶检察中心交流体会”的报告，全面详细地介绍了我局前期同香港海事处交流学习的成果。

37. 第三章 公约、导则新动态　

38. Maritime Safety Committee - 81st session • IMO's Maritime Safety Committee (MSC) adopted new regulations on Long-Range Identification and Tracking of ships (LRIT), when it met at the Organization's London Headquarters for its 81st session from 10 to 19 May 2006. • Other important issues on the MSC agenda included the adoption of other amendments to the SOLAS and STCW Conventions, the completion of a major work programme on passenger ship safety and further development of goal-based standards for new ship construction

39. Long-Range Identification and Tracking of ships(LRIT) • The MSC adopted new regulations for the LRIT together with associated performance standards and functional requirements. • The new regulation on LRIT is included in SOLAS chapter V on Safety of Navigation, through which LRIT will be introduced as a mandatory requirement for the following ships on international voyages: passenger ships, including high-speed craft; cargo ships, including high-speed craft, of 300 gross tonnage and upwards; and mobile offshore drilling units.

40. LRIT-Distinctions with AIS • The LRIT information ships will be required to transmit include the ship's identity, location and date and time of the position. • There will be no interface between LRIT and AIS. One of the more important distinctions between LRIT and AIS, apart from the obvious one of range, is that, AIS is a broadcast system, data derived through LRIT will be available only to the recipients who are entitled to receive such information and safeguards concerning the confidentiality of those data have been built into the regulatory provisions. • SOLAS Contracting Governments will be entitled to receive information about ships navigating within a distance not exceeding 1000 nautical miles off their coast.

41. LRIT- Implementation Schedule • The regulation about LRIT foresees a phased-in implementation schedule for ships constructed before its expected entry into force date of 1 January 2008 and an exemption for ships operating exclusively in sea area A1 from the requirement to transmit LRIT information, since such ships are already fitted with AIS. It also identifies which authorities may have access to LRIT information. • The MSC also adopted performance standards and functional requirements for LRIT and an MSC resolution on Arrangements for the timely establishment of the long range identification and tracking system.

42. LRIT- the Right of Flag&Coastal States • The SOLAS regulation on LRIT establishes a multilateral agreement for sharing LRIT information for security and search and rescue purposes, amongst SOLAS Contracting Governments, in order to meet the maritime security needs and other concerns of such Governments. • It maintains the right of flag States to protect information about the ships entitled to fly their flag, where appropriate, while allowing coastal States access to information about ships navigating off their coasts. • The SOLAS regulation on LRIT does not create or affirm any new rights of States over ships beyond those existing in international law, particularly, UNCLOS, nor does it alter or affect the rights, jurisdiction, duties and obligations of States in connection with UNCLOS.

43. Amendments to SOLAS Chapter IV • The amendments relate to the provision of radio equipment, in Regulation 7, to require ships to carry an EPIRB capable of transmitting a distress alert through the polar orbiting satellite service (COSPAS-SARSAT) operating in the 406 MHz band; and, in Regulations 9 and 10, to clarify that the means of initiating ship-to-shore distress alerts may be through the Inmarsat geostationary satellite service by a ship earth station.

44. Amendments to SOLAS Chapter V • The amendment adds a new paragraph to Regulation 22 - Navigation bridge visibility to allow ballast water exchange at sea, provided that the master has determined that it is safe to do so and takes into consideration any increased blind sectors or reduced horizontal fields of vision resulting from the operation to ensure that a proper lookout is maintained at all times. • The operation should be conducted in accordance with the ship's ballast water management plan, taking into account the recommendations on ballast water exchange. The commencement and termination of the operation should be recorded in the ship's record of navigational activities.

45. Amendments to the 1988 SOLAS Protocol • The amendments relate to surveys of structure, machinery and equipment of cargo ships, to require a minimum of two inspections of the outside of the ship's bottom during the five year period of validity of the Cargo Ship Safety Construction Certificate or the Cargo Ship Safety Certificate, except in certain circumstances. • The interval between any two such inspections should not exceed 36 months. • The amendments to the 1988 SOLAS Protocol will be deemed to have been accepted on the date on which they are accepted by two-thirds of the Parties to the Protocol and will enter into force six months later.

46. Amendments to the STCW • The amendments add new minimum mandatory training and certification requirements for persons to be designated as ship security officers (SSOs). • The amendments to the STCW Convention and to parts A and B of the STCW Code include Requirements for the issue of certificates of proficiency for Ship Security Officers; Specifications of minimum standards of proficiency for ship security officers; and Guidance regarding training for Ship Security Officers. • The anticipated entry into force date for the STCW amendments is 1 January 2008.

47. E-navigation • The MSC decided to include, in the work programmes of the NAV and Radiocommunications and Search and Rescue (COMSAR) Sub-Committees, a high priority item on "Development of an e-navigation strategy", with a target completion date of 2008 and with the NAV Sub-Committee acting as co-ordinator. NAV 52, which meets in July 2006, was instructed to give preliminary consideration to this important topic. • The aim is to develop a strategic vision for e-navigation, to integrate existing and new navigational tools, in particular electronic tools, in an all-embracing system that will contribute to enhanced navigational safety while simultaneously reducing the burden on the navigator.

48. Other issues • The MSC agreed: • Amendments to the 1994 and 2000 High-Speed Craft (HSC) Codes; • Amendments to the revised performance standards for shipborne VDRs (A.861(20)) and S-VDRs (MSC.163(78)), for which carriage requirements enter into force on 1 July 2006; • MSC Circular on Means of embarkation on and disembarkation from ships; • MSC/MEPC circular on IMO requirements on carriage of publications on board ships; • Approved amendments to unified interpretations to SOLAS chapters II-1 and XII.

49. 第四章　IMO各分委会简介

50. IMO STRUCTURE • The Organization consists of an Assembly, a Council and four main Committees: the Maritime Safety Committee; the Marine Environment Protection Committee; the Legal Committee; and the Technical Co-operation Committee. • There is also a Facilitation Committee and a number of Sub-Committees support the work of the main technical committees.