摘要：1965年，国际海事组织（IMO）通过了《便利国际海上运输公约》（FAL公约），旨在减少海上运输中的不必要延误，促进各国政府间合作，并确保船舶在抵达、逗留和离开过程中所涉及的各项手续和程序尽可能统一。该公约于1967年生效。
IMO, WHAT IT does (5): OTHER MATTERS
IMO的职责（5）：其他事项
In 1965 IMO adopted the Convention on Facilitation of International Maritime Traffic. Its primary objectives are to prevent unnecessary delays in maritime traffic, to aid co-operation between Governments, and to secure the highest practicable degree of uniformity in formalities and procedures in connection with the arrival, stay and departure of ships at ports. The Convention came into force in 1967.
1965年，国际海事组织（IMO）通过了《便利国际海上运输公约》（FAL公约），旨在减少海上运输中的不必要延误，促进各国政府间合作，并确保船舶在抵达、逗留和离开过程中所涉及的各项手续和程序尽可能统一。该公约于1967年生效。
In 1971 IMO, in association with the International Atomic Energy Agency and the European Nuclear Agency of the Organization for Economic Co-operation and Development, convened a conference which adopted the Convention relating to Civil Liability in the Field of Maritime Carriage of Nuclear Material.
1971年，IMO、国际原子能机构（IAEA）、经济合作与发展组织（OECD）的欧洲核能机构联合召开了一次会议，通过了《海上核材料运输民事责任公约》（该公约于1975年生效，旨在明确海运核材料事故的责任承担问题）。
In 1974 IMO adopted the Athens Convention relating to the Carriage of Passengers and their Luggage by Sea, which established a regime of liability for damage suffered by passengers carried on seagoing vessels.
1974年，IMO通过了《海上旅客及其行李运输雅典公约》。该公约建立了海上旅客及其行李损害赔偿责任制（该公约于1987年生效）。
The general question of the liability of owners of ships was dealt with in a convention adopted in 1957. In 1976 IMO adopted a new Convention on Limitation of Liability for Maritime Claims (LLMC) which raised the limits, in some cases by 300%. Limits are specified for two types of claim - those for loss of life or personal injury and property claims, such as damage to ships, property or harbor works.
早在1957年便有一项公约（《1957年海船所有人责任限制国际公约》）规范船舶所有人责任认定的一般性问题。1976年，IMO通过了《海事索赔责任限制公约》（LLMC公约），将索赔责任限额在某些情况下提高到了300%。该公约规定了两类索赔限额：一是人身伤亡索赔限额；二是财产（如船舶、港区水域财产或港口设施等）灭失或损毁的索赔限额。
For most of the last century, salvage at sea was based on a formula known as "no cure, no pay". While it was successful in most cases, the formula did not take pollution into account: a salvor who prevents massive pollution damage but does not save the ship and its cargo can expect no compensation. The 1989 International Convention on Salvage was adopted to remedy this defect. It entered into force in July 1996.
在20世纪大部分时间里，海难救助都遵循“无效果无报酬”原则（即救助方对遇险的船舶和其他财产的救助，取得效果的，有权获得救助报酬；如未取得效果的，则无权获得救助报酬 ）。该原则在多数情况下行之有效，但未考虑环境污染问题，即若救助方防止了重大污染，但未能挽救船舶及其货物，则无法获得补偿与相关报酬。《1989年国际救助公约》对此问题进行了修正，其于1996年7月生效。
In 2007, IMO adopted the Nairobi International Convention on the Removal of Wrecks, 2007, which provides the legal basis for States to remove, or have removed, shipwrecks that may have the potential to affect adversely the safety of lives, goods and property at sea, as well as the marine environment.
2007年，IMO通过了《内罗毕国际船舶残骸清除公约》，旨在提供法律依据，以确保各国及时有效清除可能危及海上人命、货物和财产安全以及海洋环境的沉船（该公约于2015年生效，我国于2016年递交加入书，2017年2月11日对我国生效）。
供稿：新港海事局 谭韵璇
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来源：京津冀消息通