). In theory, the changes outlined will be welcomed by the
maritime community. The question is whether or not member nations will incorporate said changes into practice. Specifically, IMO's desire to (a) ensure implementation of existing regulations and (b) address safety
and environmental protection issues by ship type, make sense. These goals are a logical extension of intelligent regulatory policy. Other goals, however, may be very tough to achieve. In particular, resolution
A21/8/1's goal to "avoid excessive regulation" should be heartily embraced by many in the maritime community. However, will IMO be able to follow through with this policy? The next time an environmentalist
group makes accusations directed at the maritime community, will IMO's delegates really review the facts before slapping down hastily erected regulations? Recent history shows politics has a greater influence on environmental
policy then does science.
Budget Woes
As a branch of the United Nations, IMO is caught in the budgetary controversy surrounding the U.N. Although IMO makes up less then 1.5% of the total U.N. budget, IMO's
Secretary General O'Neill declared a zero growth budgetary policy. For the next two years all committees' budgets must remain fixed at current levels regardless of new demands or initiatives.
The zero growth budget has
already placed a number of high priority programs on hold and positions in IMO must remain unfilled. IMO will be looking for new financing including requesting outside funding from industry or others. It will be very
interesting to see how these budget woes affect IMO decision making in the coming years. In the 20th century, IMO has been one of the most successful branches of the United Nations. The marine environment has greatly
benefited from IMO's work in terms of reduced pollution and oil spills. It is disturbing to see IMO programs being compromised in the 21st century because of excesses in other U.N. divisions.
Environmental Issues in the Immediate Future
Ballast Water 
- The detrimental effects from invasions of exotic species was well documented in the 90's. The challenge of this decade will be dealing
effectively with this problem through technology and policy. IMO has identified ballast water as a vector of introduction and is concentrating immense resources into finding solutions. Their work is progressing,
but will continue to take time. In the meantime, localized laws such as California's Ballast Water Rule are popping up. Proof of open ocean ballast water
exchange is demanded by many ports before allowing ships to transit. However recent discoveries identifying serious environmental risks in open ocean exchange are likely to put this practice in jeopardy.
Antifouling Paints - The toxic effects of organotin based antifouling paints on ships hulls was addressed and dealt with in the 80's. The call for a full tributyltin ban has
re-surfaced and IMO must create and approve a legal document outlining the terms of the ban by 2001. Expect to see a great deal of controversy in the antifouling paint debates in the coming year.
Reclassification of IMO Bulk Chemicals - Work to be performed by the GESAMP committee discussed in CQD Vol. 4.6 has been seriously curtailed by the budgetary
axe. An expected reclassification of 600 chemicals carried in bulk will not be likely before 2002 unless funds are found from external sources to IMO. Experts are worried
certain chemicals are being transported improperly because of outdated classification information.
Technical Cooperation Programs - Highly desired by ports in developing nations,
the Technical Cooperation Program is another area stressed by budgetary limits. Third world nations believe technical cooperation assistance from industrialized countries is
the only way to solve many of their environmental problems. Outside funding has kept this program afloat for the present.
Air Pollution from Ships - IMO spent most of the 90's creating guidelines to control
air pollution from ships (Annex VI to MARPOL 73/78). The next few years will be critical ones for IMO to convince the nations of the world to adopt Annex VI. The
maritime industry will be more successful in reducing ship's air pollution if the ports of the world adopt one set of guidelines represented by Annex VI, rather than an ad-hoc
assortment of rules. The crisis of increasing greenhouse gases in the world's atmosphere will keep this issue in the forefront as shippers and all industries will be pressed to show what they are doing to help.
Waste Disposal at Sea - The maritime community has led this battle since 1972 by establishing the London Convention on the prevention of marine pollution by dumping
of wastes and other matter. One of the real successes of the IMO community, this program is in jeopardy of a serious budget battle. Some IMO delegations are
suggesting the contracting parties to the conventions should be responsible for long term financing rather than the whole IMO membership. This sets up a dangerous
precedence whereby those who accept to abide by environmental guidelines for the benefit of all, will be straddled with additional burdens. Indeed this provides a
disincentive to those looking to adopt the guidelines and could lead to future defections from the Convention.
This may also represent a potentially changing attitude towards disposal at sea.
Increasing controversy in the United States over the inability to dredge ports due to the closing of offshore dumping stations may be a reflection of this shift in public
opinion. The status of the London Convention bears watching closely.
Sewage Disposal and Port Reception Facilities - Ship Owners have long faced a conundrum 
between following accepted practices for storage of waste on board
(Annex IV of MARPOL 73/78) and the lack of reception facilities in ports to dispose of the waste. IMO is currently trying to find solutions to the severe shortage of waste facilities particularly in third world
ports. However, the budgetary squeeze will likely affect future work to fix this problem. Without outside support, this is another program likely to be delayed even though the situation remains unanswered.
Industry and the Environment - One of the challenges posed by Mr. O'Neill to IMO delegates is to "focus attention on developing a safety culture and environmental
conscience in all activities undertaken by the organization." This is a challenge we at CQD Journal expect to see accepted by the maritime industry in this new century.
Developing an environmental conscience involves changing consumption and production patterns as well as changing public opinion. The maritime community is
already changing its patterns by embracing environmental values in its business practices. The industry is ready to do more, not by mandate of a government of
political authority, but because an understanding that environmental practices lead to business success.
Shipyards and Drydocks
The United States Environmental Protection Agency and similar organizations in other nations are considering tightening regulations surrounding drydocks and shipyards.
We can expect to see rule changes relating to shipyard wastewater discharge, shipyard stormwater discharge, and the effects of shipyard processes.
Many nations are also considering adopting restrictions to copper oxide type paints, similar to rules currently in effect for tributyltin based paint. Shipyards and drydocks will be watching this debate closely.
