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Tampa May 9, 2006 - The 2006 Harbor Safety Committee of the Year award was presented to the Tampa Bay Harbor Safety and Security Committee (TBHSSC) at the National Harbor Safety Committee Conference on April 26 in Washington DC.

Coast Guard Admiral Thomas Gilmour, Assistant Commandant for Prevention, presented the prestigious award to the TBHSSC at a formal reception honoring the nation's harbor safety committees. Accepting the award were Sal Litrico, Chairman of the TBHSSC, and Terry Fluke, Vice Chairman of the TBHSSC. Also in attendance were Coast Guard Capt. Joseph Servidio, Captain of the Port and Commanding Officer of Coast Guard Sector St. Petersburg, and Allen Thompson, of the Tampa Bay Pilots Association.

"This is a tremendous honor for our maritime community," said Litrico. "Our efforts commenced over 10 years ago and have been a work in progress. Our purpose is to achieve the highest safety and security standards while remaining competitive in our respective commercial endeavors. The key to our success has been the integration of all major stakeholders working in cooperation and partnership with the U.S. Coast Guard."

The award is given on the basis of the previous year's accomplishments and voted on by harbor safety committees around the nation. Other harbor safety committees making the final nomination included Los Angeles/Long Beach, Puget Sound, Maine and New Hampshire and Calcasieu River Waterway.

The Tampa Bay Harbor Safety and Security Committee has been a consistently proactive nexus for maritime activities with participation from all the industry, regulatory and law enforcement agencies that have an interest in the safety and efficient maritime operations of the ports in the Tampa Bay region. The harmonious blend of initiatives by the ports of Tampa, St. Petersburg and Manatee in concert with U.S. Coast Guard Sector St. Petersburg has resulted in substantial achievements in harbor navigational improvements. This has been accomplished through the NOAA Tampa Bay PORTS and the Cooperative VTS, heavy weather response and recovery, participation in congressional and state level emergency planning for hurricane recovery, and coordination of communications among the various agencies.

"Earning this distinguished award, as voted by our nation's Harbor Safety Committees, confirms the strength and quality of the partnerships within Tampa Bay," said Servidio. "Agencies, Port Authorities, the maritime industry and its leaders work together through the committee to put the safety, security, and environmental protection needs of Tampa Bay and the community first."

US, Canada to Conduct Marine Pollution Exercise

Seattle May 8, 2006 - The US and Canadian coast guards and several other agencies are conducting a joint exercise Tuesday and Wednesday in the Straight of Juan de Fuca to test their ability to respond to a major pollution incident impacting the contiguous waters on both sides of the border.

The exercise will test the Canada/United States Marine Pollution Contingency Plan, Pacific Annex with the deployment of vessels, aircraft and pollution response equipment from international federal state and local governments.

This exercise has been planned jointly and in advance by representatives from government agencies and industry. The exercise will focus on an operational response to a Trans-boundary marine oil spill in the Strait of Juan de Fuca, under the direction of both coast guards.

During the exercise responders will focus on objectives such as safety of life, testing communications, evaluating response capabilities and testing the deployment of a Canadian coast guard hovercraft to Port Angeles, Wash.

The exercise will involve the deployment of vessels and oil recovery equipment from several agencies. In addition to the Coast Guard and Canadian coast guard, representatives from US Customs and Border Protection, Canada Border Services Agency, US Navy, Canada Department of National Defense, Marine Spill Response Corporation, Burrard Clean Operations, National Response Corporation, Clallam County, City of Port Angeles and the Makah Tribe will also participate.

LNG Industry Defends Offshore Project Technology

Washington May 8, 2006 - The Center for Liquefied Natural Gas (CLNG) steadfastly supports the use of open-loop vaporization (OLV) systems proposed in LNG terminals in the Gulf of Mexico, calling it a proven and environmentally sound technology predominately used in more than 40 LNG import terminals throughout the world.

Environmental impact statements (EIS) issued by the US Coast Guard conclude that offshore LNG facilities will have only minor adverse impacts on the environment, including fisheries. CLNG commissioned the highly respected research firm, Exponent, to analyze the methodologies used by the federal government in these EIS. Exponent found that the government's methodologies are sufficient for licensing purposes, even though they overestimate the negative impacts to fisheries.

"CLNG continues to back the use of OLV technology as an environmentally responsible method of delivering clean-burning natural gas to meet US energy needs," said Bill Cooper, executive director, CLNG. "Not only is it critically important to US energy needs, building LNG facilities in the Gulf of Mexico will further economic recovery and redevelopment along the Gulf Coast.

"History shows that tight natural gas supplies and high gas prices make industry less competitive and lead to jobs moving overseas," continued Cooper. "New LNG terminals are needed. The use of seawater vaporization in offshore terminals reduces costs and makes more natural gas available for use by industry, utilities, manufacturing, agriculture and consumers."

CLNG is a coalition of LNG producers, shippers, terminal operators and developers, energy trade associations and natural gas consumers. Its goal is to enhance public education and understanding about LNG by serving as a clearinghouse for LNG information.

Statement by RMS Titanic, Inc. Regarding the Passing of Lillian Asplund

Atlanta May 8, 2006 - "We are saddened to learn of the passing of Lillian Gertrud Asplund. We honor her life and legacy as the last American Titanic survivor. Ms. Asplund, who was five at the time of the sinking, survived with her mother Selma and brother Felix. Sadly, her father and three other brothers perished. Though Ms. Asplund rarely spoke of that night in 1912, her passing again reminds us of this tragic disaster and its important place in history. She will be greatly missed and our thoughts and prayers go out to her family, friends and all those who mourn her loss."

Navigators Launches Inland Marine Division

New York May 9, 2006 - The Navigators Group, Inc. today announced that its principal underwriting agency subsidiary, Navigators Management Company, has established the Inland Marine Division. The Division will focus on traditional Inland Marine insurance products including Builders' Risk, Contractors' Tools and Equipment, Fine Arts, EDP Equipment and Motor Truck Cargo. The Inland Marine Division will be based in Navigators' New York City office and expects to develop a local presence in other existing Navigators U.S. offices in coming months.

Edward R. Helfers, Jr. has joined Navigators as President of the Inland Marine Division. Ed Helfers has an extensive inland marine underwriting background, most recently as Vice President of Inland Marine and Related Property for Firemen's Fund McGee Marine Underwriters. Lisa Uzzo has also joined Navigators as Regional Vice President of the Inland Marine Division and Joanne Stewart-Cicero will be the Inland Marine Claims Manager.

Navigators' Chief Executive Officer Stan Galanski commented, "Navigators is recognized as a leading underwriter of ocean marine insurance. Inland marine is an attractive niche in which we have sought to expand. We are delighted to have attracted an accomplished and recognized industry veteran to spearhead this effort. We expect there will be synergy not only with our ocean marine underwriting operations, but with our construction underwriting unit as well."

Ed Helfers commented, "I am pleased to join an organization with the established underwriting culture and specialty orientation of Navigators. The Inland Marine Division will compete on the basis of quality products, technical expertise and superb claims service, consistent with the philosophy of Navigators."

Gun-Toting Smugglers Force Migrants Overboard off Yemen, Drowning at Least 39 – UN

BTS Transportation Services Index (TSI) Rose 0.8 Percent in March from February

Washington May 9, 2006 - The Transportation Services Index (TSI) rose 0.8 percent in March from its February level, rising after three consecutive months of decline, the Bureau of Transportation Statistics (BTS), a part of the U.S. Department of Transportation’s Research and Innovative Technology Administration (RITA), reported today.

TSI is a single seasonally adjusted index of the month-to-month changes in the output of services provided by the for-hire transportation industries, including railroad, air, truck, inland waterways, pipeline, and local transit.

Vietnamese Shipbuilder to Make Vessels for Israel

Ha Noi May 9, 2006 (VNA) - The Viet Nam Shipbuilding Industry Corporation (VINASHIN) and its subsidiary, the Ha Long Shipbuilding Plant, on May 9 fixed a deal to build eight vessels to carry autos for the Ray Car Carried Limited Company of Israel. The price tag is close to one billion USD.

Designed by the Italian company, Naval Progetti, each vessel will be 185.6 m long, 32.26 m wide, and 36.56 m high.

The Ha Long Shipbuilding Plant plans to launch the first of these vessels by September 2008.

VINASHIN has inked a number of major contracts to build vessels for various customers of Japan, the Republic of Korea, Europe and America.

Oslo May 9, 2006 - Aker Yards has confirmed an optional agreement with Nordcapital Holding GmbH & Cie. KG in Hamburg, Germany for the building of two Platform Supply Vessels.

The Contract value is approximately NOK 290 million. Delivery is scheduled for summer and autumn 2008.

The vessels have the designation UT 755LN.

Long-range identification and tracking of ships on agenda at IMO's Maritime Safety Committee

London May 9, 2006 - Preview: Maritime Safety Committee - 81st session: 10-19 May 2006

• Long-range identification and tracking of ships
• Adoption of amendments
• Passenger ship safety
• Prevention of accidents involving lifeboats
• Goal-based new ship construction standards
• Review of the STCW Convention and the STCW Code
• Review of principles of safe manning
• Consideration of human element issues in IMO's work
• Work by Sub-Committee on other issues
• Implementation of the revised STCW Convention

IMO's Maritime Safety Committee (MSC) will discuss the proposed adoption of new regulations on Long-Range Identification and Tracking (LRIT) of ships, when it meets at the Organization's London Headquarters for its 81st session from 10 to 19 May 2006.

Other important issues on the MSC agenda include the adoption of other amendments to the SOLAS and STCW Conventions, development of goal-based standards for new ship construction and passenger ship safety.

LRIT

The MSC will consider, with a view to adoption, draft proposed regulations for the Long-Range Identification and Tracking (LRIT) of ships together with associated performance standards and functional requirements. These have been developed by the Sub-Committee on Radiocommunications and Search and Rescue (COMSAR), taking into account work carried out initially by the Sub-Committee on Safety of Navigation (NAV).

The proposals before the Committee suggest the inclusion of the regulation in SOLAS chapter V on Safety of Navigation, through which the SOLAS Convention will introduce LRIT as a mandatory requirement for all ships covered. The aim is to establish a mechanism for the collection from ships of LRIT information, at the initial stage, for security and search and rescue and a scheme for the provision of LRIT information to SOLAS Contracting Governments.

It is envisaged that the LRIT information ships would be required to transmit include the ship's identity, location and date and time of the position; and that there should 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, whereas 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.

The draft proposed regulation foresees a phased-in implementation schedule for ships constructed before its eventual entry into force date and exemption for ships operating exclusively in sea area A1 from the requirements 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 will also consider draft performance standards and functional requirements for LRIT prepared by the COMSAR Sub-Committee.

Adoption of amendments

The MSC will consider for adoption a number of other proposed amendments.

Amendments to SOLAS Chapter II-2 - Fire protection

These include draft amendments relating to Regulation 9 - Containment of fire, so as to include a requirement for water-mist nozzles which should be tested and approved in accordance with the guidelines approved by the Organization; and in Regulation 15 - Arrangements for oil fuel, lubricating oil and other flammable oils, draft new text relating to the application of the regulations to ships constructed on or after 1 February 1992 and on or after 1 July 1998.

Amendments to SOLAS Chapter III - Life-saving appliances and arrangements

In Regulation 7 - Personal life-saving appliances, the draft amendments add a new requirement for infant lifejackets. For passenger ships on voyages less than 24 hours, a number of infant lifejackets equal to at least 2.5% of the number of passengers on board is to be provided; and for passenger ships on voyages of 24 hours or greater, infant lifejackets are to be provided for each infant on board. A further draft amendment relates to provision of lifejackets for larger passengers and states that, if the adult lifejackets provided are not designed to fit persons with a chest girth of up to 1,750 mm, a sufficient number of suitable accessories are to be available on board to allow them to be secured to such persons.

Amendments to SOLAS Chapter IV – Radiocommunications

The draft 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.

Amendments to SOLAS Chapter V - Safety of Navigation

The draft amendment adds a new paragraph 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.

Amendments to the International Code for Fire Safety Systems (FSS Code)

The draft amendments replace the text of Chapter 5 Fixed gas fire-extinguishing systems with a revised text.

Amendments to the International Life-Saving Appliance Code (LSA Code)

The draft amendments include the requirement that all life saving appliances should withstand in stowage an air temperature range of 30°C to +65°C and personal life-saving appliances should remain operational throughout an air temperature range of -15°C to +40°C. The color of life-saving appliances is now specified to be "of international or vivid reddish orange, or a comparably highly visible color on all parts where this will assist detection at sea". The existing section 2.2 on General requirements for lifejackets is revised and replaced. Further amendments relate to specifications for immersion suits and anti-exposure suits.

Amendments to Guidelines for the authorization of organizations acting on behalf of the Administration (Resolution A.739(18))

The draft amendments to the guidelines, which are mandatory under SOLAS chapter XI-1, add a new paragraph 2-1 to require the use of only exclusive surveyors and auditors for surveys and certification, although radio surveys may be subcontracted to non-exclusive surveyors.

Amendments to the STCW Convention and STCW Code

The draft amendments add new minimum mandatory training and certification requirements for persons to be designated as ship security officers (SSOs). The draft 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.

Further draft amendments to part A of the STCW Code add additional training requirements for the launching and recovery of fast rescue boats. The proposed amendments have been prepared in response to reports of injuries to seafarers in numerous incidents involving launching and recovery of fast rescue boats in adverse weather conditions.

Amendments to the 1988 SOLAS Protocol

The draft 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.

Amendments to the IMDG Code

Draft amendments to the IMDG Code (Amendment 33-06) include those intended to reflect the decisions of the UN Sub-Committee of Experts on the Transport of Dangerous Goods (UN SCOE), including those relating to transport of UN 1040 (Ethylene Oxide with Nitrogen up to a total pressure of 1 Mpa (10 bar) at 50oC); UN 2211 (Polymeric beads); UN 3314 (Plastics molding compound); Ammonium Nitrate (UN 1942) and Ammonium Nitrate Fertilizer (UN 2067); segregation provisions for class 8 acids and alkalis when not in limited quantities; and the packaging of articles containing dangerous goods in limited quantities.

Passenger ship safety

The MSC will review the work carried out in a number of Sub-Committees to contribute to its major work program item on passenger ship safety. The work bases its guiding philosophy on the premise that the regulatory framework should place more emphasis on the prevention of a casualty from occurring in the first place and that future passenger ships should be designed for improved survivability so that, in the event of a casualty, persons can stay safely on board as the ship proceeds to port. The Working Group on Passenger Ship Safety will be established to consider the work in detail. The Sub-Committees on Radiocommunications, Search and Rescue (COMSAR), Ship Design and Equipment (DE), Fire Protection (FP), Stability, Load Lines and Fishing Vessel Safety (SLF) will report on their work on passenger ship safety and the MSC will be asked to consider proposed draft amendments to SOLAS chapters II-1 and II-2 and the FSS Code related to alternative designs and arrangements; safe areas and the essential systems to be maintained while a ship proceeds to port after a casualty; on-board safety centers from where safety systems can be controlled, operated and monitored; recovery systems for search and rescue; fixed fire detection and alarm systems, including requirements for fire detectors and manually operated call points to be capable of being remotely and individually identified; and fire prevention, including amendments aimed at enhancing the fire safety of atriums, the means of escape in case of fire and ventilation systems. Further proposed amendments relate to time for orderly evacuation and abandonment, including requirements for the essential systems that must remain operational in case any one main vertical zone is unserviceable due to fire.

Other draft amendments for consideration relate to SOLAS chapter III on recovery arrangements for the rescue of persons at sea, which would state that all SOLAS ships must be equipped to recover persons from the water and/or survival craft and rescue craft, and give functional requirements for achieving this. Draft circulars for consideration include: Guidelines for recovery techniques; Guidelines on the provision of external support as an aid to incident containment for SAR Authorities and others concerned; Enhanced contingency planning guidance for passenger ships operating in areas remote from SAR facilities as well as Criteria for what constitutes an area remote from SAR facilities; Guidelines on training of SAR service personnel working in major incidents; and Guidance for cold water survival.

Prevention of accidents involving lifeboats

The MSC will consider for approval and subsequent adoption a proposed draft amendment to SOLAS regulation III/19.3.3.4 concerning provisions for the launch of free-fall lifeboats during abandon-ship drills. The amendment will allow, during the abandon-ship drill, for the lifeboat to either be free-fall launched with only the required operating crew on board, or lowered into the water by means of the secondary means of launching without the operating crew on board, and then maneuvered in the water by the operating crew. The aim is to prevent accidents with lifeboats occurring during abandon-ship drills. The MSC will also consider a draft MSC circular on Early implementation of draft SOLAS regulation III/19.3.3.4; a draft MSC circular on Guidelines for the development of operation and maintenance manuals for lifeboats and a draft MSC circular on Measures to prevent accidents with lifeboats consolidating previous circulars MSC/Circ.1049, MSC/Circ.1093, MSC/Circ.1136 and MSC/Circ.1137. The draft consolidated circular includes the Guidelines for periodic servicing and maintenance of lifeboats, launching appliances and on-load release gear; Guidance on safety during abandon-ship drills using lifeboats; and Guidelines for simulated launching of free-fall lifeboats.

Goal-based new ship construction standards

The MSC will continue its work on developing goal-based standards (GBS) for new ship construction. The work has a five-tier structure: goals (Tier I), functional requirements (Tier II), verification of compliance criteria (Tier III), technical procedures and guidelines, classification rules and industry standards (Tier IV) and codes of practice and safety and quality systems for shipbuilding, ship operation, maintenance, training, manning, etc. (Tier V).

Interesessional work by a correspondence group will be reviewed by the MSC and a GBS

Working Group is expected to continue the work during the session. The work-plan for GBS includes consideration of the probabilistic safety level methodology in the framework of GBS; completion of Tier II - functional requirements; development of Tier III - verification of compliance criteria; implementation of GBS; incorporation of GBS into IMO instruments; development of a ship construction file and consideration of the need for the development of a ship inspection and maintenance file; and consideration of the need to review consistency and adequacy of scope across the tiers.

Review of the STCW Convention and the STCW Code

The MSC will be invited to consider a proposal that a comprehensive review of the STCW Convention and STCW Code is needed, in order to ensure that ensure that the Convention meets the new challenges facing the shipping industry including, but not limited to, rapid technological advances today and in the future. In addition, the MSC will also consider proposals to introduce training requirements for personnel manning liquefied natural gas (LNG) tankers, mandatory alcohol limits during watchkeeping duties and training and familiarization with electronic chart display and information systems (ECDIS).

Review of Principles of safe manning

The MSC will also be asked to consider the approval of a new work program item dealing with the review and revision of the Principles of Safe Manning, with a view to considering, for example, whether it might be appropriate to identify factors against which flag and port State administrations can evaluate manning levels on ships of similar type, size and trade.

Consideration of human element issues in IMO's work

The report of the Joint MSC/MEPC Working Group on Human Element, which was reconvened during the fifty third session of the Marine Environment Protection Committee (18 to 22 July 2005) will be considered. Specifically, the MSC will be invited to approve draft MSC/MEPC circulars on: checklist for considering human element issues by IMO bodies; strengthening of human element input to the work of IMO; framework for IMO consideration of ergonomics and work environment; and the Organization's strategy to address the human element, which includes a related action plan.

Work by Sub-Committees on other issues

Other issues under consideration, which have been considered by the Sub-Committees, include the proposed adoption of a new traffic separation scheme (TSS) (Canary Islands) as well as amendments to existing TSS; adoption of routing measures other than TSS, namely new areas to be avoided (Dover Strait, Canary Islands); and adoption of a new mandatory ship reporting system for the Canary Islands.

Other issues include consideration of a draft Performance standard for protective coatings of dedicated seawater tanks and of double-side skin spaces of bulk carriers; proposed amendments to the 1994 and 2000 High-Speed Craft (HSC) Codes; adoption of revised performance standards for shipborne voyage data recorders (VDRs) (resolution A.861(20)) and simplified voyage data recorders (S-VDRs) (resolution MSC.163(78)), for which carriage requirements enter into force on 1 July 2006; a draft MSC circular on Means of embarkation on and disembarkation from ships; a draft MSC/MEPC circular on IMO requirements on carriage of publications on board ships; and unified interpretations of SOLAS.

Implementation of the revised STCW Convention

The list of Parties deemed to be giving full and complete effect to the provisions of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, as amended, is expected to be updated when IMO Secretary-General Efthimios Mitropoulos submits his report on those countries whose reports of independent evaluations have been completed since the previous MSC meeting.

Maritime Rescue and Piracy Issues Top Agenda in Successful Africa Mission

London May 9, 2006 - The commissioning of a regional maritime rescue co-ordination center 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.

Mr. Mitropoulos began a busy three days of meetings (3 to 6 May) with a visit to the President of Kenya, His Excellency Mr. Mwai Kibaki in the capital, Nairobi. The two discussed matters of mutual interest, in particular arrangements for the diplomatic conference to adopt a new international convention on wreck removal which Kenya is to host on IMO's behalf next year.

Mr. Mitropoulos then traveled to Mombassa, where he first visited the Mission to Seafarers. In praising seafarers for their services to the community, he described them as "the soul, heart and brains of a ship". After addressing the seafarers present, he answered questions on a variety of topics.

Also in Mombassa, Mr Mitropoulos commissioned a new regional Maritime Search and Rescue Co-ordination Center (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 under this initiative 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 currently at the planning stage.

Along with its associated Maritime Rescue Sub-Centers (MRSCs) in Victoria (Seychelles) and Dar es Salaam (United Republic of Tanzania), the Mombassa MRCC will provide search and rescue coverage in what had previously been identified as one of the areas suffering unduly from a lack of adequate SAR and GMDSS facilities.

Speaking to the staff of the MRCC during the commissioning ceremony, Mr. Mitropoulos took the opportunity to point out the immense importance of the work that lay before them.

He said, "I congratulate you on your employment and on the humanitarian task you will be asked to perform, 24 hours-a-day, seven days-a-week, 365 days-a-year - the same hard tasks shipping performs in the service of the community.

"The Indian Ocean has many times, most recently with the 2004 tsunami, shown its inhospitable face and has caused many disasters to the detriment of shipping, with the loss of precious human lives and the destruction of the marine environment."

He went on to speak of the zeal and enthusiasm with which he felt sure the staff would undertake their heavy duties and offered them these words of advice: "Never be complacent, never underestimate the seriousness of any distress incident you handle and never consider any incident to be the same as another - because each has its peculiarities and special characteristics that demand special attention."

He reminded staff that they would be the last hope of seafarers for whom fate had in store the bitter experience of a shipwreck, but would be the first they would thank once rescued and safe on solid ground, earning their eternal gratitude and that of their families.

Mr. Mitropoulos also stressed the importance of continual personnel training to ensure that the knowledge and professional skills of the staff of the Center could be kept up to date with developments in the sophisticated satellite and terrestrial communication systems with which the new facility is equipped.

Moving on to the United Republic of Tanzania, Mr. Mitropoulos traveled to the capital, Dar es Salaam, to meet the country's president, His Excellency Mr. Jakaya Kikwete. He also visited the Mission to Seafarers there, and inspected the site of the Maritime Rescue Sub-Center that is due to come into operation later this year.

As part of a wide-ranging agenda, Mr. Kikwete and Mr. Mitropoulos discussed matters of mutual concern including the increasing threat of piracy in east African waters. When in service, the Dar es Salaam facility will act not only as a rescue sub-center but will also undertake personnel training, vessel traffic surveillance and piracy monitoring.

Both the Mombassa MRCC and its associated MRSCs have been funded through the International SAR Fund (ISAR Fund), the establishment of which was approved by the IMO Council in June 2004 to cover, initially, the establishment of the five regional MRCCs and 26 MRSCs in Africa. The ISAR Fund is a multi-donor trust fund, under the auspices of the Secretary-General, designed to assist countries to put into place an adequate SAR infrastructure and, by doing so, boost IMO's efforts to implement the Global Search and Rescue Plan, agreed at the IMO Conference held in 1998 in Fremantle, Australia. To establish the Mombassa MRCC, funds were also used from the Tsunami Maritime Relief Fund established by IMO soon after the catastrophe suffered by the Indian Ocean countries in the wake of the tsunami of 26 December 2004.

The new facilities have been described by Secretary-General Mitropoulos as excellent, tangible examples of what can be achieved when the need is sufficiently compelling and the will to succeed is sufficiently strong, and that the experience gained from them should serve as examples for other regions to follow.

In his discussions with the two Presidents, he took the opportunity to draw attention to how IMO's technical co-operation activities could yield demonstrable, effective results that serve the greater good of all. He also highlighted how the establishment of the search and rescue facilities reflected very well the theme for this year's World Maritime Day, which is "Technical Co-operation: IMO's response to the 2005 World Summit", through which special emphasis will be placed on the maritime needs of Africa and on IMO's contribution to the attainment of the Millennium Development Goals.

Dutch Fishing Vessel Ordered to Pay £14,000 for Illegal Fishing in UK Waters

London May 9, 2006 The owners / master of a Dutch fishing vessel were fined a total of £14,000

and ordered to pay costs of £1,800 for fishing illegally in British waters.

The vessel, a fly seiner called Zuiderkruis (UK24), was found guilty at Brighton Magistrates Court of using an illegal net and failing to stow cod separately.

HMS Ledbury, which detained and escorted the fishing vessel to Shoreham, carried out the routine inspection.

The case was brought by the Marine Fisheries Agency (MFA) on behalf of the Department for Environment, Food & Rural Affairs (Defra).

Following the verdict, Angus Radford, District Inspector with the Marine Fisheries Agency, said:

"We will pursue everyone who fishes illegally in British waters. Today's fines reflect the seriousness of the offences committed. These penalties should not be seen as an occupational hazard but a real deterrent.

"Fisheries protection is an important part of maintaining a sustainable fishing industry and the UK manages and protects fish stocks. The MFA and Royal Navy, want a long term sustainable future for the nation's fishing industry"

7,465 Tons of Sand Replenished According to Engineering Study; Are Beach Prisms the Answer to Reducing Shoreline Erosion?

Midland VA May 9, 2006 - "Beach Prisms(TM) can be the answer to the age-old challenge of shoreline erosion," says Ashley Smith, vice president for sales and marketing at Smith-Midland Corporation of Midland, Va.

After 18 years of product testing at more than 20 sites on the Chesapeake Bay and its tributary rivers, Smith-Midland is now offering Beach Prisms(TM) for sale and installation.

"Our experience has proven that Beach Prisms(TM) either slow the rate of shore erosion, stop erosion or reverse erosion by replenishing sand in front of and behind the Prisms," said Smith.

What are Beach Prisms(TM)?

Beach Prisms(TM) are permeable, precast concrete products that work by reducing the amount of energy in incoming waves before the waves reach the shoreline. Waves pass through the specially designed slots in the triangular 3- or 4- foot tall, 10-foot long Beach Prisms(TM).

According to Smith, the success of a Beach Prisms(TM) installation is dependent on the prevailing wind in relation to the shoreline, the tides, the fetch and the availability of sand in the surf. Beach Prisms(TM) are for river- and bay-front property owners who want an alternative to traditional armor stone, or groins and jetties. Beach Prisms(TM) are jointly permitted by state and federal agencies, including the Department of Natural Resources and the Army Corps of Engineers.

Ottawa May 9, 2006 - In response to the Transportation Safety Board’s report on the Queen of Surrey, Transport Canada today committed to reviewing international marine regulations and standards for fixed fire-extinguishing systems to ensure future Fire Safety Regulations meet or exceed international standards.

"Transport Canada’s top priority for Canadian ferries is to develop and maintain regulations that help ensure the safe passage of people and goods," said Lawrence Cannon, Minister of Transport, Infrastructure and Communities.

The Transportation Safety Board’s final report and recommendations, released in February 2006, follow a non-fatal engine room fire on the BC ferry Queen of Surrey on May 12, 2003. In this report, the Transportation Safety Board recommended that Transport Canada: review Canadian and international marine regulations and fixed fire-extinguishing systems; and require Canadian passenger vessels over 500 gross tons to meet international standards for structural fire protection.

Transport Canada is also working to develop future Fire Safety Regulations with the goal of requiring new passenger vessels over 150 gross tons and operating beyond sheltered waters to meet and, in some areas, exceed Safety of Life at Sea (SOLAS) Convention standards for structural fire protection. Existing vessels undergoing major modifications will also be required to comply with SOLAS Convention standards.

While future Fire Safety Regulations will enhance safety on Canadian ferries, ferry operators must currently meet a number of stringent safety requirements in terms of design, construction, fire protection, detection and extinction systems, and training of crew. For example, the Canada Shipping Act requires carbon dioxide fire suppression systems to be examined and tested by a fire-extinguishing expert and the vessels to be inspected by Transport Canada.

Immediately following the fire aboard the Queen of Surrey, Transport Canada required BC Ferries to double check all carbon dioxide fire suppression systems aboard its ferries to ensure they were fully compliant.

In addition to its two recommendations, the Transportation Safety Board also indicated concern with the adequacy of regulatory inspections.

"Transport Canada remains committed to the continuous improvement of its quality management system, and in particular, with the training of its inspectors to ensure the highest quality of inspection," said Minister Cannon.

BC Ferries provided Transport Canada with updates on the review and repair of carbon dioxide fire suppression systems throughout its fleet. Transport Canada will continue to monitor the fleet during normal annual inspections of the vessels.

The future Fire Safety Regulations will fall under the Canada Shipping Act, 2001, which is an updated and more comprehensive version of the original 1936 legislation. It will help the marine community operate in a manner that is safer, more efficient, and environmentally sound. It is scheduled to be brought into force early in 2007.

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