MASTER EXAM ORAL QUESTIONS AND ANSWERS - LATEST QUESTIONS | Page 125

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The MTO is not an agent of neither the shipper or consignee,he is an independant entity responsible of the performance of the voyage under contract mentioned in the MTD(Mulimodal transport document).The MTO os liable to pay compensatio under the Multimodal Transport ACt for delay in shipment/loss of goods,while under his custody.

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Datum means a geographic point, line, or area used as a
reference in search planning.

The following factors should be considered

* reported position and time of the SAR incident
* any supplementary information such as DF bearings or sightings
* time interval between the incident and the arrival of SAR facilities
* estimated surface movements of the distressed craft or survival craft, depending on drift  The datum position for the search is found as follows:
 drift has two components: leeway and total water current
 leeway direction is downwind &  leeway speed depends on wind speed


* the observed wind speed when approaching the scene may be
used for estimating leeway speed of liferafts by using the graph given in vol 3 of IAMSAR
(Persons in the water (PIW) have no leeway while liferaft stability and speed vary with or without drogue or ballast.)
* total water current may be estimated by computing set and
drift when approaching the scene
* drift direction and speed is the vector sum of leeway and total water current
* drift distance is drift speed multiplied by the time interval between the incident time, or time of the last computed datum, and the commence search time
(drift distance = drift speed x drift time)
* datum position is found by moving from the incident position, or last computed datum position, the drift distance in the drift direction and plotting the resulting position on a suitable chart.

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In nautical navigation, a force acting on the bow of a ship in a manner which forces the ship away from the bank in a restricted channel, especially where the banks are steep; it is a force which opposes bank suction.

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This is the part of the process with which IMO as an Organization is most closely involved.  IMO has six main bodies concerned with the adoption or implementation of conventions.  The Assembly and Council are the main organs, and the committees involved are the Maritime Safety Committee, Marine Environment Protection Committee, Legal Committee and the Facilitation Committee.  Developments in shipping and other related industries are discussed by Member States in these bodies, and the need for a new convention or amendments to existing conventions can be raised in any of them.
In early conventions, amendments came into force only after a percentage of Contracting States, usually two thirds, had accepted them. This normally meant that more acceptances were required to amend a convention than were originally required to bring it into force in the first place, especially where the number of States which are Parties to a convention is very large.
 
This percentage requirement in practice led to long delays in bringing amendments into force. To remedy the situation a new amendment procedure was devised in IMO. This procedure has been used in the case of conventions such as the Convention on the International Regulations for Preventing Collisions at Sea, 1972, the International Convention for the Prevention of Pollution from Ships, 1973 and SOLAS 1974, all of which incorporate a procedure involving the "tacit acceptance" of amendments by States.
 
Instead of requiring that an amendment shall enter into force after being accepted by, for example, two thirds of the Parties, the %u201Ctacit acceptance%u201D procedure provides that an amendment shall enter into force at a particular time unless before that date, objections to the amendment are received from a specified number of Parties.
 
In the case of the 1974 SOLAS Convention, an amendment to most of the Annexes (which constitute the technical parts of the Convention) is `deemed to have been accepted at the end of two years from the date on which it is communicated to Contracting Governments...' unless the amendment is objected to by more than one third of Contracting Governments, or Contracting Governments owning not less than 50 per cent of the world's gross merchant tonnage. This period may be varied by the Maritime Safety Committee with a minimum limit of one year.
 
As was expected the "tacit acceptance" procedure has greatly speeded up the amendment process.  Amendments enter into force within 18 to 24 months, generally  Compared to this, none of the amendments adopted to the 1960 SOLAS Convention between 1966 and 1973 received sufficient acceptances to satisfy the requirements for entry into force.