Welcoming Remarks from Chair of IMO

Greetings delegate, and welcome to AYIMUN 2018. On behalf of the committee,

we hope you will enjoy your stay and use this opportunity to immerse yourself with
the ambient environment of Bangkok was signed.

I will not be alone, as I will be accompanied with my colleague Huzaifa Fazal.

Through this platform, I encourage MUN enthusiasts to enjoy MUN and embrace the
power of diplomacy as a way of learning and developing personal skills which can be
used in the future. I also would like to welcome delegates to join International
Maritime Organization due to the fact that it will be one of the most memorable stories
you could possibly get.

This study guide will act as your reference for the debate in our council.
However, this study guide will not cover all the materials and information regarding
the issue , but rather provide a good starting point of your further research upon the
issues of Reducing Pollution by Ships. Do not hesitate to send us messages if you have
questions. We are eager to address any concerns you may have before, during, and
after the conference. We look forward to meeting you on your fruitful sessions.

Regards,

Raditya S. Rahim

International Maritime Organization

Asia Youth International Model United Nations 2018

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 Welcoming Remarks from Co-Chair of IMO

Greetings, I am Huzaifa Fazal from India, but currently am staying and pursuing my
studies in Kuala Lumpur, Malaysia. I will be one of the Board of Dias of Asia Youth
International Model United Nations 2018 and will be assisting you as the co-chair of
the International Maritime Organization (IMO) alongside the chair–Raditya Rahim.

I am delighted to welcome all the delegates coming from various parts of the world
to attend AYIMUN 2018, where you will be learning and experiencing how decisions
are made at an international level in the United Nations and at the same time
developing various soft skills such as public speaking, critical thinking and negotiation.
And of course, having fun in the various activities that the secretariat has planned for
you.

The agenda at hand, ‘Prevention of Pollution by Ships’ is a matter of utmost concern

as 90% of global trade occurs through shipping. This involves not only maritime safety
to prevent accidental incidents, but also active measures taken to prevent and protect
the marine environment. The scope of the Study Guide is only to outline and illustrate
on the main aspects of the agenda and simply to facilitate and give a starting point
for your preparation. However, if at any point any questions arise, do email me or
Radit and we will try to get back as soon as possible.

With that being said, I can't wait to meet you all in Bangkok!

Best Regards
Mohammad Huzaifa Fazal
International Maritime Organization
Asia Youth International Model United Nations 2018

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 Council Overview

Because of the international nature of the shipping industry, it has long been

recognized that action to improve safety in maritime operations is more effective if

carried out at the international level rather than by individual countries acting

unilaterally and without coordination.

A conference held by the United Nations in 1948 adopted a convention

establishing the International Maritime Organization (IMO) as the first ever

international body devoted exclusively to maritime matters.

In the 10-year period between the adoption of the convention and its entry into

force in 1958, other problems related to safety but requiring slightly different emphasis

had attracted international attention. One of the most important of these was the

threat of marine pollution from ships, particularly pollution by oil carried in tankers.

An international convention on this subject was adopted in 1954, and responsibility

for administering and promoting it was assumed by IMO in January 1959. From the

very beginning, the improvement of maritime safety and the prevention of marine

pollution have been IMO’s most important objectives. In the early 2000s, maritime

security became another major focus for the Organization.

“The overall objectives are summed up in the IMO slogan: safe, secure and efficient

shipping on clean oceans.”

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 The Organization is the only United Nations specialized agency to have its

Headquarters in the United Kingdom. It currently (June 2013) has 170 Member States

and three Associate Members. Its governing body, the Assembly, meets once every

two years. Between sessions, the Council consisting of 40 member governments

elected by the Assembly, acts as IMO’s governing body.

IMO is a technical organization and most of its work is carried out in a number

of committees and subcommittees. The Maritime Safety Committee (MSC) was one of

the main organs, along with the Assembly and Council, established by the 1948

Convention on IMO. Today, the MSC deals with all matters relating to the safety of

shipping, as well as addressing maritime security issues and piracy and armed robbery

against ships.

The Marine Environment Protection Committee (MEPC) was established by the

Assembly in November 1973. It is responsible for coordinating the Organization’s

activities in the prevention and control of pollution of the environment from ships.

There are seven sub-committees: Sub-Committee on Human Element, Training and

Watch keeping (HTW); Sub-Committee on Implementation of IMO Instruments (III);

Sub-Committee on Navigation, Communications and Search and Rescue (NCSR); Sub-

Committee on Pollution Prevention and Response (PPR); Sub-Committee on Ship

Design and Construction (SDC); Sub-Committee on Ship Systems and Equipment

(SSE); and Sub-Committee on Carriage of Cargoes and Containers (CCC).

The Legal Committee was originally established to deal with the legal problems

arising from the Torrey Canyon accident of 1967, but it was subsequently made a

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permanent committee. It is responsible for considering any legal matters within the

scope of the Organization.

The Technical Cooperation Committee is responsible for coordinating the work

of the Organization in the provision of technical assistance in the maritime eld, in

particular to developing countries. The Facilitation Committee is responsible for IMO’s

activities and functions relating to the facilitation of international maritime traffic.

These are aimed at reducing the formalities and simplifying the documentation

required of ships when entering or leaving ports or other terminals. All the technical

bodies of IMO, and the IMO Assembly, are open to participation by all Member

Governments on an equal basis. The IMO Secretariat is headed by the Secretary-

General, who is assisted by a staff of some 300 international civil servants. The

Secretary-General is appointed by the Council, with the approval of the Assembly.

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 Topic ‘Prevention of Pollution by Ships’

Background
Today, more than 90 percent of global trade transpires through the shipping

industry. That involves about 90,000 marine vessels globally ("Shipping Pollution); and

as all modes of transportations that consume fossil fuels, the shipping industry

produces vast amounts of carbon dioxide and other harmful pollutants that contribute

to global warming and various other forms of pollution that harm marine and human

life.

It is estimated that from all the global emissions of carbon dioxide that is

attributed as a result of man-made activities, the shipping industry accounts for 2-3%

of it (International Maritime Organization, 2015). This is comparable to major

economies that are at the top of the list in terms of carbon emission. In fact, if the

shipping industry were to be considered as an entity it would be the 6th largest emitter

of greenhouse gases responsible for global warming, only behind U.S.A, China, India,

Japan and Russia. Greenhouse gas emissions by ships is expected to increase by 50-

250% by 2050 if no consequential action is taken. It is clear that the shipping industry

is a major contributor of harmful substances and pollutants.

Major accidents at sea have also caused the industry to realize the need to

improve prevention methods of environmental contamination by ships. In 1967, a

tanker called Torrey Canyon ran aground spilling 120,000 tons of crude oil into the

sea. Up to that time, it was the largest incident involving oil pollution and thus

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garnered attention as the oil trade industry grew (MARPOL73-38:Breif History, 2015).

The International Maritime Organization (IMO) or the Inter-Governmental Maritime

Consultative Organization (IMCO), as it was known until 1982, was prompted to draft

a series of new frameworks and conventions in order to reduce and prevent such

accidents from contaminating the marine environment. The International Convention

for the Prevention of Pollution of the Sea by Oil (OILPOL) 1954 was one of few

conventions that was brought under the aegis of IMO when it began its operations.

IMO has maintained and promoted OILPOL through the various amendments that

have been made to it in 1962, 1969, and 1971. OILPOL stated that the cleaning of

cargo tanks in routine shipboard operations is what caused most of the oil pollution at

sea. It was a normal practice in the 1950s to drain out the mixture of water and oil

after cleaning the tanks right into the sea. This practice was prevented by OILPOL 54.

Dumping of oily water waste was not allowed within a certain distance of land and

also in predefined places that were susceptible to environmental danger (International

Maritime Organization, 2017). OILPOL was then subsumed by MARPOL (International

Convention for the Prevention of Pollution from Ships) in 1973. Since then, MARPOL

has been one of the most important conventions regarding marine environmental

contamination and air pollution.

Ships mostly use heavy fuel oil which is a crude oil by-product. Heavy oils

contain Sulphur concentrations that are about 1800 times more than those in diesels

and petrol used by cars and bikes. 2 billions barrels are expected to be used by ships

annually. Particles that are released from exhausts of ships are transformed into toxic

particles and often let adrift far away from their originating positions on the shipping

Page | 8
routes. Not only do they endanger the health of humans and acidify water bodies

nearby, their reach can be up to hundreds of kilometers inland as well. Studies show

that Sulphur- related pollution emitted by ships are responsible for 400,000 premature

deaths that have resulted due to lung cancer and cardiovascular disease, and 14

million cases of childhood asthma annually (Winebrake & Corbett, 2018). In light of

these alarming numbers and the adoption of the 2030 Agenda, or the Sustainable

Development Goals, the IMO is dedicated to achieving the 17 goals set out as it is one

of the United Nations Specialized Agencies. In particular, Goal number 7, 13 and 14

that refer to the use of clean energy, climate action and preservation of marine life

respectively. With these in mind, the International Maritime Organization must devise

frameworks and conventions to monitor and set regulations that help prevent the

contamination and pollution of the atmosphere and marine life. And to ensure the

effective implementation of these frameworks and regulations.

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Past International Actions

International Convention for the Prevention of Pollution of the Sea by OIL (OILPOL)

The oil and gas industry was already booming in the mid 1900s. This gave rise

to the number of tankers being used to transport the products of this growing industry.

Sea being the cheapest means of transport, it was used extensively for shipping. This

grew concerns in the international community as accidents involving oil tankers were

increasing and damaging marine life.

In London, May 12, 1954, the International Convention for the Prevention of

Pollution of the Sea by Oil (OILPOL), an international treaty was signed. This

convention realised that the majority of oil pollution was a result of everyday shipboard

operations such as the cleaning of cargo tanks. It was a normal practice in the 1950s

to drain out the mixture of water and oil after cleaning the tanks right into the sea.

This practice was prevented by OILPOL 54. Dumping of oily water waste was not

allowed within a certain distance of land and also in predefined places that were

susceptible to environmental danger. These areas were called ‘special areas’.

(International Maritime Organisation, 2017).

OILPOL was one of the many conventions that was brought under the aegis of

IMO when it began its operations in 1959. Since then its implementation has been

promoted and monitored by the IMO. OILPOL was later incorporated into the

International Convention for the Prevention of Pollution from Ships (MARPOL) in 1973.

SOLAS Convention

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 The international Convention for the Safety of Life at Sea (SOLAS) was first

adopted in the 1914 as a response to the RMS Titanic sinking. It is an international

maritime treaty that deals with the safety of merchant ships. It specifies minimum

safety standards in various safety procedures starting from the construction of

merchant ships to the equipment they use and their operations.

SOLAS 1974 has 162 contracting states as of March 2016. This covers about

99% of the world’s merchant ships in terms of gross tonnage. There are 3 states that

are considered non-parties to SOLAS 1974, which include Sri Lanka, Bolivia and

Lebanon. Due to them not being compelled to SOLAS, they are often considered flag

of convenience states.

Flag states are required by SOLAS 1974 to ensure the implementation of the

safety standards set out by the convention onto ships flagged by them. Some countries

have incorporated the international standards of SOLAS into their national laws to

facilitate its implementation and to ensure that legal proceedings will be in order if

any party is found to have breached them. The convention includes general obligations

set out in articles, followed by an annexe divided into twelve chapters.

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International Convention for the Prevention of Pollution by Ship 73/78 (MARPOL)

In 1959, OILPOL was one of the most important conventions taken under by

the IMO, yet its importance was not reflected by states as they showed little to no

signs of concern towards the danger to marine bodies that resulted from oil pollution.

This outlook was only changed after the one of the biggest oil pollution incident

occurred, the Torrey Canyon accident.

In 1967, the Torrey Canyon left Kuwait for its final voyage with crude oil. It

was grounded by a rock while entering the English Channel, spilling up to 120,000

tons of crude oil into the sea. After this major incident, several amendments were

made to the OILPOL convention with the scope of including revised guidelines on

reducing cargo capacity on tankers and introducing new shipboard operations that

would result in less waste.

The International Convention for the Prevention of Pollution from Ships

(MARPOL) came into existence at a conference held on 1973 by the IMO. Many of the

provisions of the amended OILPOL convention as well as many new guidelines and

frameworks were incorporated into MARPOL. IMO’s goal at hand at the time was to

develop an agreement that encompassed general environment pollution by ships.

MARPOL covered not only operational and accidental pollution but also many types of

pollution such as pollution by sewage, garbage, chemicals, goods in packed form and

air pollution.

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 Originally MARPOL could not be enforced due to the lack of

ratifications. However, the current convention, which is a combination of 1973

Convention and the 1978 Protocol, has entered force on 1983. This was achieved by

the new system of tacit acceptance. Previously, for IMO conventions to be binding it

had to be ratified by a number of member states whose combined total gross tonnage

amounted to at least 50% of the world’s gross tonnage. The new system of tacit

acceptance states that if objections are not heard from member states after a certain

timeframe, it will be assumed that they assented to the treaty. 152 states,

representing 99% of global shipping tonnage, have ratified the convention as of May

2013. Even after ratification, implementation has its own difficulties.

Due to the international nature of shipping, implementing MARPOL is

complicated. When a ship visits another country, that country can conduct its own

verifications of compliance with international standards. If noncompliance is found, it

can detain the ship. When jurisdiction is unclear or cannot be determined, then flag

states are referred to, in accordance of MARPOL. However, reports have documented

and shown that even when flag states are referred to, response rates have been poor

at best.

The question of the effects of the implementation of MARPOL have also been

raised time and time again. When IMO standards are enforced, shipping costs increase

and thus potentially push freight traffic back onto roads could be an environmentally

more damaging result.

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Main Issues on Topic

There is a prominent line of thought in modern trade that hails the decline of

sustainability in the world. Indeed, statistics show that air pollution, water pollution,

noise pollution, wildlife collisions, and other forms of human error activity have

dramatically decreased over the past few decades. This hopeful trend can be

attributed to manifold factors, including the progress of actors and the rising

prevalence of international law as a means to implement global standards. However,

one must wonder whether this supposition is too good to be true.

After all, if actors are hardwired to protect their in-group and engage in their

own interests when their status, resources, and security are threatened, how could

we have overcome our primal instincts while such threats exist? Not all of these forms

of threats involve human and ecosystem directly; rather, it affects us indirectly and

will cause such damage in the future. It is these aspects of conflict that the IMO should

take note of in the world around us, and seek to diffuse in the coming year. We have

determined that the benefits of greener shipping outweigh the costs. Yet global

environmental rule-making, implementation and enforcement take a long time,

creating delays that can endanger public health and the environment.

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Atmospheric Pollution

Gas Emissions and Greenhouse Pollutants.

As previously stated the initial explanation of this phenomenon, gas emissions

and greenhouse pollutants are very common in shipping realm. It has caused more

than 50.000 premature deaths in Europe only; and more than 23.000 deaths in Asia–

East Asia became the highest number regarding premature deaths as the effect of air

pollution. It might increase if we cannot take tangible action specifically in reducing

emissions and pollutants. Just as the exhaust tanks in vehicles emit waste fumes and

noxious air, the engine of the cruise ships also emit such unwanted air. And the scope

of the gases emitted differs hugely between the vehicular emissions on the road and

the cruise ship emissions on the sea, leading to ship pollution of immense proportions

in the oceanic areas.

There are three main particles that can caused severe damage to human and

wildlife in general; namely Sulphur dioxide (SO2), nitrogen dioxide (NOx), and

particulate matter (PM). Its shape can easily pass through our skin and blend with our

blood which will trigger inflammations which will cause internal damage such as heart

and lung failures as well as cancer.

There are actions taken by countries, regions, and even IMO which will

decreasing the number usage of Sulphur to 0.5% by 2020. European Union (EU) has

shown its concern related to the matter along with bodies in charge to pollution caused

by ships.

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Safeness of Coral Reefs and Marines Life

The ecosystem beneath the sea must be considered by IMO in order to preserve

the species and all aspects exist. There are several ways which ships can caused

damage to the environment and endanger marines life. Bilge water pollution and solid

waste pollution are some of the main issues. However, delegates are required to bring

their concerns to the table and bring new approaches in order to deal with such issues.

Bilge Water Pollution

Bilge water or known as oil pollution caused by mostly cargo ships and tanker.

Untreated bilge water can contain oil, gasoline, solvents, detergents, chemicals, and

more and when discharged in to the sea can negatively affect biodiversity, food, and

health in coastal areas, oceans and waterways. Faulty engine system and improper

repair work are two areas through which oil could leak and mix with the oceanic water.

Collisions and accidents are also a reason or oil pollution. Since oil is heavier than

water, it does not degrade quickly leading to problems to marine creatures and plants

that are forced to ingest such polluted water. The source of bilge water accumulation

can include but is not limited to the following:

• Leakage from pipes and connections;

• Leakage from valve and pump glands/seals;

• Careless performance of maintenance and general poor standards of

housekeeping;

• Insufficient cleaning and removal of debris and subsequent blockage of save-

alls;

Page | 16
 • Water condensed from air systems (such as air-conditioning equipment, air

compressors, compressed air receivers and diesel engine charge/scavenge air

cooler drains).

Solid Waste Pollution

Transportation or carriage of merchandise assume an imperative part in the

advancement of human social orders and universal delivery industry, which conveys

90% of the world exchange, is the existence blood of worldwide economy. Amid ships

operational movement various strong and dangerous squanders, likewise alluded as

rubbish are created from galleys, group lodges and motor/deck divisions stores. This

audit gives a diagram of the present practices locally available and looks at the proof

that connections squander administration design directions to delivery exchange. With

strict consistency to International Maritime Organization's MARPOL controls, which

keeps the contamination of ocean from ships different releases, very much archived

strong and dangerous waste administration rehearses are being taken after locally

available boats.

All ship board squanders are gathered, isolated, put away and discarded in

fitting areas, as per shipping organization's natural insurance strategy and strong and

dangerous waste administration design. For instance, sustenance buildups are ground

installed and dropped into the ocean as fish nourishment. Cardboard and so forth are

singed installed in incinerators. Glass is arranged into dim/light and stored aground,

as are plastics, metal, tins, batteries, fluorescent tubes, and so on. The deposit from

plastic burning which is as yet considered as plastic is taken back to shore for transfer.

Page | 17
New targets are being set up to diminish the volume of junk created and discarded to

shore offices, and more up to date dispatches are utilizing baling machines which pack

cardboard and so on into bundles to be taken shore wards. The refuse administration

and its control framework fill in as a 'consistent change' procedure to accomplish new

targets. Such materials end up forming an unwanted debris on the oceanic surface

leading to large scale threats for the oceanic plants and creatures.

As mentioned many times previously, the issue of pollution by ships has only

been recently conceived. As such, there are no broad international initiatives from

which to draw inspiration. However, bits and pieces of past international actions

regarding certain sub-issues could serve as models for parts of a potential resolution.

Possible Solutions

In order to prevent pollutants and its potential impact on human health and

marines’ life, it will be necessary to advance a combination of solutions that aim at

tackling the many different problems that pollution by ships poses. Delegates is

required to bring their own solutions and this part will act as a guideline for delegates

to come up with original ideas and solutions during the conference.

Innovation

Page | 18
 There are manifold ways in which both governments and civilians can work

towards new innovations so as to help prevent further damage and its detrimental

effects on human health and marines’ life. Potential solutions include creating new

design of vessels and ships in order to prevent damage to coral reefs with an

advancement on the technology to create a safer way to sail across oceans.

Governments could also encourage companies to make and/or use ships and

vessels which either making it more accessible, both financially and geographically, or

providing tax breaks for those using electric or hybrid ships and vessels. Furthermore,

recycling is another important way in which both governments and companies need

to consider as a tool to create efficient cycle and eco-friendly. Even encouraging

alternative technology or ideas might prove beneficial for reducing damages caused

by ships and vessels.

Implementing many of these solutions would prove easy if governments began

to encourage and fund environmental education programs that inform non-state

actors about ways to quickly and easily begin discovering new ideas.

Reduce The Usage Of Heavy Fuel Oil/Alternative Choice Of Fuel

As the shipping industry continues to grow, concerns of greenhouse gas

emission increase are well grounded. In light of climate change and the Paris

Agreement, the industry is at a crucial point in regards to the choice of fuel that will

power the shipping industry in the future. Delegates need to research into the different

types of fuels that are currently being used in the industry and possible alternatives

Page | 19
that exist. What are the costs and benefits of each one and which ones will be the

most viable to be used in the future.

Climate change has made the need for regulations necessary and thus the

future use of heavy fuel oil with high sulphur content is unsustainable for the

foreseeable future. Liquified natural gas (LNG), and diesel, contrary to popular belief

are most likely not a viable solution either. Environmental impacts of fuel consumption

lay much beyond the bounds of simply fuel combustion. To understand the extent of

its far reaching impacts, it is crucial to consider the full life-cycle of a fuel and the

emissions released in various stages over the life cycle. These might include emissions

related to manufacturing or growing of the fuel, distribution of the fuel, use of the

fuel, and lastly the disposal of the fuel. If all of these stages are not considered when

drafting regulations and policies, it might mislead the industry into the use of fuels

that ultimately might have a worse effect on climate change.

Possible fuels to be researched are diesel, Liquid natural gas (LNG), methanol,

hydrogen with carbon capture storage and without carbon capture storage, renewable

hydrogen, biodiesel, bio-LNG and straight vegetable oil.

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Suggested Further Reading

After reading this study guide, delegates should have knowledge on the

mandate and powers of the International Maritime Organization, information on the

history of the shipping industry, and a selection of important questions that needs to

be answered by the end of the conference. The next step is to research your assigned

nation’s policies and official stances on these matters, review the current challenges

of the topic, and brainstorm innovative solutions that will solve the current problems

while still remaining within the policies of your nation.

Given that this is a topic of the Director’s own creation, it will be difficult to do

independent research on the topic at large; typing “Reducing Pollution by Ships” into

an online search engine will yield few helpful results. Delegates should instead

approach the topic from multiple angles to gain multiple perspectives on the issue.

One suggested approach is as follows:

First, delegates should gain a firm grasp on relevant topics in pollutions by

ships. Delegates may wish to look up basic concepts in pollutions, as well as ones

pertinent to shipping industry. Notes from free online shipping and pollution courses

or even university- level shipping and pollution courses can be found online through

effective searches. Additionally, there have been many academic studies published

regarding the effects of pollution.

Page | 21
 Second, delegates should dive deeper into subtopics they deem relevant. For

example, if a delegate would like to focus on Atmospheric Pollution in the committee,

they should thoroughly look at UN and IMO resources on Atmospheric and the global

framework for approaching it. Alternatively, delegates may wish to find case studies

and analyze them through the lens of pollution and oceans, to illuminate past problems

and possible solutions that could be proposed in the committee.

The challenge of this committee is to solve the problem within the IMO’s

framework. While the topic could be approached from many angles, delegates are

somewhat restricted by the IMO’s powers and organizational mandate. Delegates are

thus strongly encouraged to research the IMO itself, and to look for any edibility in its

mandate. This can be done through looking at past IMO resolutions, publications, and

other actions that significantly influenced global issues.

Page | 22
QARMAs

Although delegates are expected to address these questions in their

resolutions, delegates should avoid treating this particular list as exhaustive, and they

are instead encouraged to go above and beyond the demands of these questions in

order to develop truly well-rounded and effective responses to the effects of climate

change on human health and marines life. We would especially encourage delegates

to bring their own research to the table.

1. How can IMO encourage member states to work closely with non-state

actors?

2. What IMO can recommend to subside fuel and Sulphur?

3. How do least developed countries and small developing islands contribute to

preserve marines’ life and reduce pollutants?

4. What strategies can be implemented to mitigate the impacts of pollutants by

shipping on human health and marines’ life?

Page | 23
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