Wavelength, issue 53, September 2015

ISSUE 53 SEPT 2015

To reach our Seafarers

In this issue Company News Marine Growth Prevention Systems CHIRP Maritime Feedback Travelling Safely

Safety First 8 4 Suez Canal Upgrade 10 6 City and Port of Singapore 14 7 Torrey Canyon 16 3

Editorial Dear readers, In this issue the focus is on some of the challenges faced by the maritime industry. These challenges range from the personal to the infrastructure of the industry itself and how they are effectively met.

Manning and Training has highlighted how the health of seafarers can be safeguarded, while Marine Operations has illustrated how important it is for each and every vessel to comply with regulations and the Technical Department has provided a fascinating insight into how science and technology provide solutions to the problems posed by marine growth in vessel pipelines. Furthermore, the challenges involved in the Suez Canal upgrade, container ship evolution and those faced by the Port of Singapore Authority are cited as prime examples of how the industry is dealing with potential pitfalls that might negatively affect progress.

In each case, there is a clear indication that the experience, expertise, innovation and skill sets available within shipping are able to guide the industry safely through choppy waters. However, the article on the Torrey Canyon incident is a stark reminder that complacency, a lack of vigilance and inadequate knowledge are a recipe for disaster. Therefore, the industry’s invaluable know-how should be utilized so as to ensure safer, more efficient practices and ultimately a more secure future.

I hope that the contents of this issue make interesting reading. If you have any comments, suggestions or questions about any of the articles, please do not hesitate to contact me at comment@wavelength.gr Best wishes,

Nick Seaman

Part of the new-look Suez Canal. Read about the upgrade on page 10.

Disclaimer: The contents provided herewith are for general information purposes only and are not intended to replace or otherwise contradict the detailed instructions and procedures issued by the owners, managers, flag etc. The articles presented and the views expressed in the bulletin do not necessarily reflect those of the publishers.

Editor: Nicholas Seaman Email: contact@wavelength.gr Design-Production: www.remdesign.gr

Company News Emergency First Aid Course.

Recently the office staff underwent an Emergency First Aid at Work course at the office training facility. The course was administered by trained medical and rescue staff of EMP Medic First Aid, and was attended by representatives from all company departments and disciplines.

During the course the attendees were trained in: • Rescuer and Victim protection.

• Avoidance of contagious diseases.

• Cardiopulmonary resuscitation (CPR).

• Dealing with drowning and choking.

• Controlling bleeding.

• Shock treatment.

• Dealing with strokes, heart attacks, etc.

• Responding to injuries and wounds.

Apart from the abundant audiovisual training systems, the attendees were also given the opportunity for a hands-on experience both on each other and on polypropylene dummies by practising chest compressions, airway clearing and rescue breathing techniques.

Vassilis Manousakis (IT) checks Supt Eng Ploutarchos Paneris for signs of breathing

Chara Markatzinou (M&T) gets ready to turn over the victim (YKP)

Nadia Pampouki (MAROPS) and Deputy DPA Elli Moretti getting trained in preparation for administering CPR

Nikos Stavrakis (CHART) performs chest compressions

Deputy DPA Elli Moretti administers rescue breaths

At the end of the event all attendees were subjected to a test in order to be awarded the First Aid Training certification. It was agreed by all attendees that these courses are extremely interesting and should be repeated at regular intervals.

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Technical Fouling is created when mussels, barnacles, algae, seaweeds and various other lower forms of marine life enter a vessel’s seawater pipelines and settle on the internal wetted surfaces, where they rapidly develop and reproduce.

Due their complexity and relative inaccessibility, internal seawater piping systems and intakes are prone to heavy fouling. Such fouling in seawater cooling systems constitutes a threat to the performance of a vessel as well as installations which affect operational capability and crew habitability in the short term. In addition, the fouling can have longer-term impacts on the integrity of internal piping.

The need for an effective MGPS is highlighted by the fact that operational problems only become apparent after colonization has taken place and the fouling organisms have grown large enough for the obstruction to be noticed or when cooling differentials become critical in tropical conditions. In short, prevention is without doubt better than cure.

As illustrated below, fouling controls can be effectively maintained by the installation and operation of Marine Growth Prevention Systems that prevent fouling by operating within internal seawater systems through the delivery of antifouling agents.

The importance of the MGPS (Marine Growth Prevention System)

Marine Growth in Sea Water pipes & Sea Chests.. ..is a cause of serious operational problems (black outs / propulsion loss) due to blockage of sea water flow:

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Marine Growth in Sea Water pipes & Sea Chests.. ..can cause accelerated corrosion of sea water cooling pipes; • crevice corrosion due to restricted flow of water; • acidic corrosion due to the decaying of marine life inside the piping, leading to increased piping renewals.

Description of an anodic copper dosing MGPS The system is based on the electrolysis of copper & alumimium anodes which are fed with an impressed electric current from a control panel.

This is a dual action system protecting seawater pipework against bio-fouling and corrosion.

COPPER ANODE produces ions which are carried by the flow of seawater into the pipework system preventing marine growth (barnacles and mussels will not settle or multiply) 2+

Anodic reaction: Cu  Cu + 2e Cathodic reaction: 2H2O+2e H2+2OH-

ALUMINIUM ANODE produces ions which spread throughout the system to apply an anti-corrosive layer on the internal surface of sea water cooling pipes Anodic reaction: Al  Al3+ + 3e Cathodic reaction: 3H2O+3e 3/2H2+3OHProduction of Aluminium Hydroxide: Al3++ 3OH- Al(OH)3

Sea chest mounted anodes

Strainer mounted anodes

Operation & Maintenance of the MGPS • Copper & Aluminium anodes are usually renewed during drydockings and according to their design life (2.5 -5 years).

• More frequent replacement may be required depending on the actual consumption of the anodes.

• Control panel readings of current are recorded on MGPS maker’s log sheet.

• Log sheet is forwarded once a month to the MGPS maker for an appraisal of the system.

• Current to each anode should be increased if marine growth is detected in sea water pipes and associated coolers.

• The higher the current setting,the shorter the anode life.

• Ensure that cables are connected correctly after anode renewal.

• Take Megger readings between anode cables & hull after anode renewal.

• Anodes should always be immersed in the water (daily air purging of strainers is required).

Wasted anodes

MGPS log sheet

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Marine Operations CHIRP Maritime Feedback Reports the Disregard for TSS in the Malacca Strait The report of the disregard for TSS in the Malacca Strait is just one of many that the CHIRP Maritime Programme publishes to highlight practices that compromise maritime safety worldwide.

The reporting system adopted by CHIRP is governed by three guiding principles and a structured procedure, both of which have served to make CHIRP Maritime Feedback a significant factor in enhancing the awareness of seafarers to those practices that introduce unnecessary risk into the maritime sector. The guiding principles of confidentiality protection, non-punitive action and no whistle-blowing intention have led to the respect for what CHIRP Maritime aims to do by both those reporting dangerous practices and those who are advised to avoid such practices. As regards the reporting procedure, it is conducted with sensitivity and a high degree of professionalism by an advisory board comprising a wide range of maritime experts with a wealth of experience in the maritime sector. Due to the way reports are handled, the maritime incident reporting programme has proved a valuable tool in the identification of safety related issues and definition of corrective actions.

The CHIRP Maritime Feedback report of the incident in the Malacca Strait highlights the disregard for COLREG by a vessel transiting waters that cater for high traffic density.

Despite the fact that the Mallaca Strait TSS is monitored by VTS, it appears that the enforcement of regulations can fall short of what is required. As such, Masters of all vessels in those waters should remain especially vigilant for instances of other vessels being in violation of regulations, thereby enhancing the risk of collision.

The report of the disregard for COLREG in the Malacca Strait was made by a Master whose vessel was proceeding in the SE band traffic in the Strait of Malacca TSS. At about 08:30 UTC, the radar detected a vessel ahead which was proceeding against the general traffic flow in a northwesterly direction as indicated by the AIS data of the contravening vessel. According to the Master’s radar screens, the position of his vessel was approximately 02-18 N 101-49E and in his estimation, there was no direct risk of collision. Monitoring of the vessel that was not in compliance with regulations continued until she was past and in the clear.

An observation made connected with the incident was that the enforcement of regulations in the Malacca Strait is still poor since the VTS centres along that busy water lane seem to ignore the majority of violations. In contrast to this relaxed approach to requirements, the Singapore Strait authorities have made significant improvements that should be replicated in the Malacca Strait. The images presenting the

incident from 08:31:30 UTC to 08:48:30 UTC are shown below.

As a result of the report, CHIRP contacted the third-party ship owner concerning the fleet vessel’s apparent disregard for compliance with COLREG. The intention was not to apportion blame, but to establish lessons learned from the report. The company Superintendent went on board the vessel to investigate.

Subsequently, the lesson learned was shared across the fleet and all the Masters were reminded to comply with COLREG to prevent the recurrence of a similar event in the future.

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CHIRP concluded that the report highlighted serious and dangerous rule breaking behaviours. CHIRP was also quick to commend the ship manager’s Operations Superintendent for responding well and for the action taken after visiting the vessel. Another conclusion reached was that the lack of a challenge by the VTS provider meant that there was little pressure to ensure compliance with COLREG and adopt the practice of good seamanship. CHIRP further commented that wherever the location, TSS Authorities should make Masters more aware of the assistance they can provide in the area given similar situations. Finally, CHIRP remarked that reporters should report similar incidents directly to VTS centres if the vessel can be positively identified in order that the VTS centres have the opportunity to advise the vessel in question to comply with requirements and put an end to a dangerous situation.

Sources: www.chirp.co.uk/upload/docs/Maritime/MFB%2038.pdf, www.chirp.co.uk/what-we-do/who-we-are

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Issue 52-June 2015

Manning and Training travelling is second nature for Travelling Safely: Although seafarers, they should always follow some

basic health instructions with regard to preparing for any voyage. These instructions are easy to follow and they will help seafarers avoid health problems during their period of contract. As such, they are designed to protect a seafarer’s health, which should never be taken for granted.

The following advice should be followed prior to any voyage:

Plan health protection!

Gather information about the health hazards associated with the ports to be visited.

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Communicate to the company the precautions that need to be taken.

Visit the company medical service, your doctor or travel clinic and obtain the necessary prescriptions, vaccinations and prophylactic (protective and preventive) medication.

Visit your dentist for a check-up, especially if you have not had a check-up for over six months.

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You should always carry appropriate medical information in written English about any health conditions or allergies that you have and any medication you are taking.

Carry necessary travel documents such as: • • •

A Blood Group Card.

An International Vaccine Certificate.

An Allergy Card or a medical alert bracelet.

Remember that if you wear glasses, take an extra pair!

A Personal Protection Protect yourself from the sun by • • •

Wearing sunglasses.

Applying a good sunscreen with a high protection factor.

Wearing a cap.

Protect yourself from heatstroke by • • •

Drinking adequate amounts of liquid.

Adding extra salt during normal food preparation.

Getting sufficient rest.

Protect yourself from the cold by • • • •

Wearing several layers of loose clothing.

Keeping clothes dry.

Eating proper nutritious meals.

Avoiding alcohol.

Protect yourself from insects by • • •

Covering ventilation holes with nets.

Using insect repellents.

Using impregnated bed nets and sleeping in screened accommodation.

Always seek medical advice if you are bitten.

B Protection against infections and diseases Malaria is a parasite infection transmitted by mosquito bites. The disease occurs in many tropical and subtropical regions.

It can be serious and even fatal. It is often necessary to continue taking preventive medication after returning home.

Contact your company to obtain the ship’s itinerary and the potential risk of contracting malaria. You will be provided with information and guidance regarding the preventive measures that are taken aboard. Consult the company medical service or your doctor to get the necessary medication, which differs according to the geographic area to be visited.

Alarm signal: a fever of over 38oC for longer than 24 hours Other symptoms: headache, fatigue, diarrhea and vomiting.

In spite of being effective when used correctly, medication against malaria does not guarantee full protection.If you contract a fever after visiting a malaria-endemic area, seek medical assistance to rule out malaria.

It is essential that you protect yourself against mosquito bites by • • •

earing light-coloured clothes that cover the whole body after sunset.

W Using an insect-repellent (with at least 20% DEET) on all uncovered areas. It is important to remember that these products are only fully active for limited period of time and that they should be reapplied regularly (even 4 hours).

Protecting your cabin or bed with a mosquito net, preferably one impregnated with insecticides.

[continued on page 10]

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SAFETY FIRST! Chart corrections while navigating contribute to grounding Source: MAIB Report No 30/2014 NARRATIVE: With the vessel on a northerly course, at 14:30 the OOW fixed and plotted the vessel’s position, but did not calculate the predicted time for the next course alteration. About seven minutes later a radar alarm sounded, indicating that the vessel was five cables south of the waypoint marking the start of the 283° track.

The OOW acknowledged the alarm and fixed the vessel’s position at 14:38 using GPS Grounded position and a range/bearing from a nearby RACON buoy. He then continued with his chartwork, completing corrections on some newly delivered charts. At 14:41, the radar alarm sounded again, this time indicating that the vessel was crossing the northern boundary of the five cable safety corridor on the 283° track. Realising that he had missed the turn to the 283° course, the OOW came to port and steadied the vessel on a heading of 270°. At 15:00, the OOW recorded and plotted a fix which showed that the vessel was significantly to starboard of the planned course; he then adjusted the vessel’s heading Intended 2830 Tleg further to port, to 267°. At 15:15 the OOW took a GPS fix but incorrectly plotted it one mile to the south of the vessel’s actual position. At 15:21, the vessel’s speed started to decrease and the bow swung to port as it grounded.

ANALYSIS: When the relieving OOW took over the watch, he did not check to identify what navigation marks would be made or the potential dangers that lay ahead. Neither did he make an assessment of the expected effects of tidal stream or wind. When the OOW eventually altered course to port, the vessel was already well to starboard of the 283° track. His choice of 270° and then 267° were not effective in regaining track. When plotting the fix at 15:15, the OOW’s unfounded understanding of the situation was that the vessel was regaining the track. As a result, it is highly likely that he plotted the fix showing where he perceived the vessel to be based on this incorrect assessment.

However, other clues that the vessel was not regaining the planned track were available. Had the OOW correlated visual observations with the chart, it would have been readily apparent that a nearby buoy on the port bow should have been to starboard. Additionally, the S-band radar and map function would have clearly shown the vessel’s actual track diverging away from the intended track as seen in the diagram above. The GPS display would also have shown the course and speed over the ground which, if compared with the course and speed through the water, would have indicated a very significant difference. During his watch, the OOW spent long periods of time at the chart table correcting and preparing the newly delivered charts. With responsibility for navigation, it is understandable that he felt a strong duty to prepare the charts for the passage ahead. Nevertheless, this task distracted him from his primary role of maintaining a lookout and monitoring his vessel’s passage, resulting in him missing the planned turn to port.

THE FACTORS: All of these factors meant that the OOW did not have continuous and accurate positional awareness. Some of the edited findings of the official report were: • The vessel was underway without a complete berth-to-berth passage plan.

• When taking over as OOW, the officer did not make himself aware of the navigational hazards ahead or the very significant effects of wind and tidal stream.

• The OOW was distracted from his task of navigating the ship by undertaking passage planning and chart corrections when on watch, causing him to miss the planned course change and lose positional awareness.

• After altering course to 270°, the OOW did not effectively monitor the vessel’s position; no fix was taken when steady on the new course, no estimated position (EP) was calculated and radar parallel indexing was not used.

• Unaware of the significant northerly set, the OOW assessed that the intended track was being regained and plotted the 15:15 fix where he perceived the vessel to be.

Enclosed Spaces

Good navigation results are unlikely if the OOW is preoccupied with other duties such as chart corrections. Close coastal navigation requires 100% of your focus and attention at all times.

Sources: 1) IACS, 2) MCA, 3) USCG

STOP TAKE 5

Several incidents have occurred because the seafarers involved did not recognise the space they were entering as a potentially dangerous space. The master and/or safety officer should regularly review with members of the crew which spaces are, or could in particular circumstances become dangerous and crew members are encouraged to make their own assessments and not rely entirely on signage or permanent designations.

Cofferdam. An experienced seaman died on board a passenger ship after he entered an almost empty ballast tank. The tank’s manhole cover, which was inside a small cofferdam accessed from within the engine room, had been removed and the seaman had been instructed to confirm the contents of the tank. As it was not intended for the seaman to enter the tank, no permit to work was issued. When the seaman went missing, an experienced motorman was sent into the cofferdam to check on his wellbeing. He found the seaman lying at the bottom of the empty tank and raised the alarm. The motorman then entered the tank but collapsed when trying to recover the seaman. After the ship’s emergency response team provided air to the stricken crew via in-line breathing apparatus, the

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Safety Bulletin 15-03

FOR EVERY JOB USE YOUR LMRA CARD motorman recovered and was able to leave the tank. However, the seaman never regained consciousness. He had been asphyxiated in the oxygen depleted atmosphere of the tank, which had not been inspected for a long time and was heavily corroded..

Sewage Treatment Plant. During the survey of a Sewage Treatment plant (STP) compartment on board a training ship, dangerous levels of CO and reduced oxygen levels were recorded on the surveyor’s personal meter, despite the STP compartment having been declared ready for entry by the ship’s staff and no evidence of adverse ventilation having been observed.

Emergency fire pump space. During a PSC inspection, depleted oxygen levels were found in the compartment containing the emergency fire pump which was located about 13 metres below the open deck and accessed by vertical ladder. Although the ship’s staff declared the compartment fit for entry and ventilation fans were observed as being fully operational, subsequent investigations revealed that the fresh air inlet door / hatch was closed, thereby preventing fresh air being drawn into the space.

Freefall Lifeboat. An inspector was on board a tanker vessel to conduct a Port State Control Examination. In anticipation of the examination, the crew opened the hatch to the Freefall Lifeboat to let it air out. As the Inspector entered the lifeboat his gas meter sounded an alarm and he quickly exited. Upon investigation, it was confirmed with the ship’s equipment that carbon monoxide had collected in the lifeboat as the wind had been blowing exhaust from the main stack into the lifeboat.

Although lifeboats are not confined spaces by international standards, the risks are the same! This shows how important it is to always Take-5!!! and carry out a Last Minute Risk Assessment to identify and assess the various hazards associated with a task,

IRRESPECTIVE OF HOW SAFE, ROUTINE OR REPETITIVE IT MAY SEEM TO BE

WARNING

TRUST

Ten Really Useful Safety Tips

ENCLOSED SPACES Ships’ crews need to be aware of any space onboard a ship that has not been opened for some time. The list below is not exhaustive and awareness of potential risks is necessary for all spaces onboard ship. accommodation spaces adjacent to or with hold ventilation ducts running through them which are not normally used; cargo pump rooms;

holds and other cargo spaces;

some machinery spaces; such as crankcases, boilers, scavenge air spaces etc.; enclosed tanks; such as double bottoms, fuel tanks, sewage tanks etc.; chain lockers; battery lockers;

void spaces and cofferdams; some store rooms,

and as described in the case above…

even lifeboats!

Work in confined and enclosed spaces has a greater likelihood of causing fatalities, severe injuries and illness than any other type of work onboard ships or in shipyards.

The key hazards associated with confined spaces are: • Serious risk of fire or explosion; • Loss of consciousness from asphyxiation arising from gas, fumes, vapour or lack of oxygen; • Drowning arising from increased water level; • Loss of consciousness arising from an increase in body temperature; • Asphyxiation/suffocation arising from free flowing solid (engulfment) or the inability to reach a breathable atmosphere due to entrapment.

Gas, fumes, vapour or lack of oxygen Methane (Lighter than Air) Carbon Monoxide (Same than Air)

Hydrogen Sulfide (Heavier than Air)

It is important to understand that some gases or vapours are heavier than air and will settle to the bottom of a confined space. Also, some gases are lighter than air and will be found around the top of the confined space. Therefore, it is necessary to test all areas (top, middle and bottom) of a confined space with properly calibrated testing instruments to determine what gases are present. Atmospheres may be different in individual bays of the same tank.

If testing reveals oxygen-deficiency, or the presence of toxic gases or vapours, the space must be ventilated and re-tested before entering!

A number of accidents in enclosed spaces occur during attempts to rescue others. No matter how urgent the situation is, one must first ensure that the space is safe to enter. When the atmosphere of an enclosed is uncertain, then it should be treated as hazardous / oxygen deficient.

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Manning and Training

(continued from page 7)

Tetanus & Diphtheria Vaccination against tetanus is indispensable for seafarers. The vaccination against diphtheria is especially recommended for seafarers going to tropical and subtropical regions and indispensable for seafarers travelling to countries of the former Soviet Union. It is recommended that seafarers should be immunized against tetanus and diphtheria every 10 years.In order for seafarers to be completely immune, their last vaccination should not have been administered more than 10 years ago. Those seafarers who were last vaccinated against tetanus or diphtheria more than 20 years ago should have 2 doses administered within 6 months.

Hepatitis Hepatitis A is the most common disease contracted by travellers that can be prevented by vaccination. Infection occurs through food, drink and a lack of hygiene. Hepatitis B is transmitted by sexual contact and through blood transfusions (in certain countries), sharing needles, piercing and tattoos. Hepatitis B may develop into chronic hepatitis and carriers may infect other people.

Hepatitis A prevention can be achieved through personal food hygiene and immunization.Vaccination against Hepatitis A is important for seafarers. 2 injections, the second of which is administered between 6 and 12 months after the first, give protection for 25 years to life. Hepatitis B prevention: It is important that seafarers limit their risk behaviour. This type of behaviour not only includes occasional sexual contact, dry injections, tattoos and piercings but also occupational accidents and medical or dental treatment abroad.Vaccination against Hepatitis B is possible with 3 injections. The second of these should be administered 1 month after the first and the third should be administered within 6 to 12 months after the first. Combined vaccination against Hepatitis A and B is possible with 3 injections.

The second should be administered 1 month after the first and the third should be administered within 6 to 12 months after the first.

Poliomyelitis is a crippling disease caused by a virus. Infection is still possible in certain areas in Africa and Asia. One repeat vaccination (booster) for an adult who has been vaccinated during childhood is sufficient for lifelong protection. Adults who have not been fully vaccinated need to receive the full basic vaccination.

Think smart! Be well prepared for your voyage! Your decisions and preparations will make your travel safer.

In the next issue of Wavelength you will find invaluable information about Yellow Fever, Typhoid Fever, Hygiene and Food, Travelling by Plane and other interesting points.

The information for the article was collected from International Committee on Seafarers’ Welfare (www.seafarershealth.org)

How big will Container Ships become?

A study in contrasts from an early container vessel to the modern Triple E

An early container vessel from the 1950s

The CSCL Globe

Just over a quarter of a century ago the first container vessels too large to sail through the Panama Canal were built. These postPanamax ships could carry over 4,000 TEU, which was about 30% more than Panamax vessels could handle. At the time their size was impressive, but today their dimensions pale in comparison with the largest class of container ships running a pendulum service between Asia and Europe.

This new Triple E class of container vessel is around a quarter of a mile in length, taller that London’s Olympic Stadium, has a capacity equivalent to 18,000 TEU and contains eight times as much steel as the Eiffel Tower. Although such statistics may raise concerns over the environmental impact this class of vessel has, there is a solid argument that they are the most environmentally friendly. Indeed, Triple E stands for economy of scale, energy efficiency and environmentally improved, all of which are factors that back up the claim.

Further evidence to support this assertion can be seen in the redesigned Triple E engines, which have a vastly improved waste-heat recovery system. This improvement together with the speed cap being reduced to 23 knots means that there is a 50% reduction in the production of CO2 per container shipped. Thus, the fact that bigger ships can efficiently carry more cargo leads to the prediction that container vessels will continue to grow.

The question of by how much their size will increase may be answered by investigating their evolution over the past seven decades.

How they have evolved in terms of size is shown in the following table.

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As can be seen from the table, the size of container vessels has increased significantly this century. As of February 2015, the largest Triple E vessel was the CSCL Globe. She is over 400 metres in length and can carry 19,224 containers. Such CLASS DECADE CAPACITY (TEU) DIMENSIONS (m) figures would initially create the impression that there 137 x 17 x 9 Early container 1950s 500 - 800 is still ample room for growth in the size of container vessels. However, there may be a limiting factor which 215 x 20 x 10 Fully Cellular 1970s 1000 - 2500 does not relate to the container ships themselves. This 230 x 32 x 12,5 Panamax 1980s 3000 - 4000 factor concerns the ports that cater for them. Fortunately, due to the highly competitive nature of the port business 285 x 40 x 13 Post Panamax 1980s 4000 - 5000 and the competence of port authorities to meet new 300 x 43 x 14,5 Post Panamax Plus 2000s 6000 - 8000 challenges, this limiting factor is likely to be minimal. So, how big will container ships become? Well, in the Shipping 366 x 49 x 15,2 New Panamax 2010s 12,500 industry, there is talk of a ship too large for the Suez 400 x 59 x 15,5 Canal. The vessel in question would just get through the Triple E 2010s 18000 Strait of Malacca. This new class, the Malaccamax, would have a capacity of 30,000 TEU! It is a staggering thought, but when and if it materializes remains to be seen. For the moment, though, construction plans for vessels up to 22,000TEU capacity are already on the drawing board.

Sources: www.worldshipny.com/images/ASpan.jpg, www.flickr.com/photos/capnkeith/16036171798 [ Author: Keith Skipper ], www.bbc.com/news/magazine-21432226

Suez Canal Upgrade

Old Suez Canal 2013

New Suez Canal 2015

Like all navigable stretches of water, the Suez Canal has a chequered history. Even before it was constructed, the concept of establishing an essential route for trade between the East and West by linking the Mediterranean and Red Seas was grasped by Napoleon. However, the iconic French historical figure was informed that such an undertaking was impossible. Luckily, the notion persisted and following a decade of construction by a huge workforce, the Suez Canal opened in 1869 thanks to the vision of the engineer, Ferdinand de Lessops.

This great maritime shortcut initially provided its French and British investors with vast profits, a situation that lasted until 1956, when it was nationalized by President Nasser. During what is known as the Suez Crisis, the waterway was closed for about six months. Then, in 1967, war in the Middle East disrupted maritime traffic again, causing the Canal to be closed for eight years.

Apart from these setbacks, traffic along the Canal grew from 486 ships passing through the Canal in 1870 to 17,148 vessels traversing the waterway in 2014. In that year the Canal generated $5bn worth of revenue for Egypt, making it a major source of income. Although this was a substantial amount, the Egyptian Authorities deemed an upgrade essential if the Canal was to keep pace with the changing face of the maritime industry. As such, it was announced that the Suez Canal would be widened and deepened to increase the follow of traffic. It was a massive undertaking that involved dredging on an unprecedented scale with serious time pressures. In order to complete the planned widening and deepening to 24 metres, up to 180,000,000 m3 of material had to be dredged. Despite the incredible challenges faced by those involved in the upgrade, work was completed in just one year at a cost of $8bn, all of which came from Egyptian investors. According to the Suez Canal Authority, 72km of new waterways were added, including second channels that allow two-way traffic to pass through the Canal along certain sections.

The first trial run took place on July 25th 2015 and the upgraded Suez Canal was formally inaugurated twelve days later in an opening ceremony attended by several heads of state. It was a momentous occasion that gave a boost to Egyptian national pride. A second boost from the Suez Canal will be financial. Eventually, Egypt expects the Suez Canal to make up about one-third of the country’s economy. This estimate is based on projections of $13bn of annual revenue being generated by the Suez Canal by 2023. Though some analysts believe this figure is high, others think it is perfectly reasonable as there is a toll of up to $1.25m for a ship to pass both ways through the channel. This difference of opinion has dampened enthusiasm in some quarters, but it should not detract from Egypt’s feat of accomplishing the upgrade in just one year. What is more, the country intends to establish a 460 sq km economic zone around the Canal to be used as international industrial and logistics hub that will attract foreign investment.

The cost of the infrastructure upgrade to match the one accomplished on the Canal itself will require an investment of between $120 and $150bn. This Suez Canal Axis Development Project can only be described as ambitions, but given what Egypt achieved in 12 months' construction work on the iconic waterway, this new vision can certainly be realised.

Sources: www.edition.cnn.com/2015/08/06/world-new-suez-canal-opens/ www.bbc.com/news/world-middle-east.33666314 Image: http://blog.geogarage.com/2015_08_01_archive.html

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Humankind’s Marvels and Nature’s Wonders Huacachina

Huacachina, which is known as the “Oasis of America”, is a small settlement completely surrounded by Peruvian desert. Located 300 km south of Lima, Huacachina is encircled by lush palm trees that have greeted visitors since the 1940s, when wealthy Peruvian came to bathe in the waters that were thought to have healing powers.

Today, the gem in the desert is home to around a hundred descendants of the Incas who are heavily dependent on the tourist industry. These residents now play host to holidaymakers from all over the world who enjoy sandboarding, riding in dune buggies and watching glorious sunsets illuminate the golden landscape.

Sources: www.atlasobscura.com/places/huacachina-oasis www.dailymail.co.uk/travel/travel_news/article-2966798

Lake Natron Lake Natron in northern Tanzania is such a unique body of water that it was included in the Ramsar List of Wetlands of International Importance in 2001. The bright red lake holds the world’s most caustic natural solution with a pH varying between 9 and 10.5 that can reach temperatures of up to 60oC. The lake gets its name from a compound called natron that consists chiefly of sodium carbonate.

This compound gets into Lake Natron in the volcanic ash from the Great Rift Valley. Due to the exceptionally harsh conditions created by the presence of this material in the lake, birds that have become immersed in the lake have died and undergone calcification. It is not known why some birds end up in the lake, but it is thought that the reflection created by the surface causes them to become confused.

In the same way that garden birds sometimes crash into reflective glass windows, birds in the area occasionally dive into the lake.

Even though conditions are so extreme, one fish, the alkaline tilapia, has actually managed to adapt to this highly caustic environment.

Additionally, there is one bird, the lesser flamingo, which feeds on the algae that give the lake its colour and calls Lake Natron home. This bird also nests on the lake that affords protection against predators.

However, even this species of flamingo has to exercise caution because one false step can lead to the bird becoming calcified, too.

Sources: www.earthobservantory.nasa.gov/IOTD/view/php?id=5465 www.newscientist.com/article/mg21929360.100.deadly-lake-turnsanimals-into-statues.html#.VXu3EPmgpBe

Courtesy of Nick Brandt

Superstition at Sea Ever since humankind took to travelling by sea, a mariner’s life has been impacted on by superstitions. In the early days of life on vessels traversing the vast oceans without weather forecasts, radio, communication or satellite navigation systems, seafarers were isolated from the rest of the world.

It was no surprise then that seafarers took to grasping at any belief that might make them safe from the perils of the sea at the time. What is surprising, though, is that despite technological advances, some of these ancient superstitions still persist. Here are a few that have endured till today and are still taken seriously by some of those whose living is made at sea.

Bananas This tasty yellow-skinned fruit has been regarded as an omen of doom since the 1700s. The superstition arose as a result of the observation that many ships which did not reach their destination were carrying a cargo of bananas. There are several possible origins of the superstition that bananas on vessels bring bad luck. Two of the most plausible relate to the property of bananas and what lurks in banana plantations.

Firstly, when bananas fermented during a long voyage in the days before climate control they gave off methane, which when trapped reached lethal levels. This poisonous atmosphere below deck could have been responsible for numerous deaths. Secondly, even today banana cargoes are known to be accompanied by venomous spiders, including the Brazilian wandering spider, whose venom is the most lethal of any that is dispatched in a spider bite. Such fatal bites would have led to bananas being considered a bad omen!

Red Skies The saying “Red sky in the morning, sailor take warning. Red sky at night, sailors delight” also has some basis in fact as it began in England, where weather conditions originate in the Atlantic Ocean to west. So, if the air is clear in the evening the sunset will have a red tint. On the other hand, in the morning, red light will be reflected by clouds to the west, which is a sign of moisture in the air and possible storms. As such, the red sky superstitions may hold true for some voyages.

Women The belief that having a woman on board a ship would lead to disaster dates back hundreds of years. This belief was based on the notion that a woman would be a distraction for the seafarers who would be unable to execute their duties correctly, thereby angering the seas. Today, women serve in Navies and on merchant vessels where the notion that females have no place on the high seas has been firmly dispelled.

However, there are still fishermen who are adamant that women should never board their ships.

The vast majority of the other maritime superstitions appear to have little associated logic. Instead, they were probably founded on isolated incidents which occurred before accidents.

Such incidents were subsequently cited as the reason for the accident. These include encountering a ginger or a flat-footed individual before embarking on a voyage. Fortunately, if either of these people is spoken to first, the danger can be averted.

Among other superstitions thought to bring bad luck are flowers on a vessel, boarding left foot first, throwing stones from a ship putting out to sea or at sea and starting a voyage on particular days of the year. Although the vast majority of superstitions relate to bad luck, there are some that bring good luck. For instance, sighting swallows, dolphins or an albatross, having tattoos and throwing an old pair of shoes overboard are said to bring good fortune.

These are just some of the superstitions relating to the lore of the sea. Nowadays, they largely appear to be outdated in the light of scientific advances. However, there are experienced seafarers who will tell you that science cannot always fully explain everything that is observed out in the ocean. As such, these traditions should be respected when they go hand in hand with good seamanship.

Sources: www.dmag.com/Stories/Weird%Stuff/08-06-feature.htm www.failedsuccess.com/index.php?/weblog/comments/ superstitions_sea_fishermen/ www.beaterexam.com/blog/2011/07/beater-superstitions.aspx

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Issue 53-Sept 2015

Special Vessel

MV Blue Marlin Semi-Submersible Heavy Lift Ship When a cargo is so large that it cannot be loaded by crane, the Blue Marlin comes into its own. This amazing vessel submerges while the cargo of up to 76,000 metric tons is towed into position. Once the structure to be transported is in place, the Blue Marlin gently rises to lift her cargo clear of the water. It is a manoeuvre that never fails to impress.

Ozone Recovery Up until 1987, the year of the Montreal Protocol, the use of chemicals, principally CFCs, was having a devastating effect on the ozone layer.

These chemicals used in fridges, air conditioning units and aerosols eventually caused a hole to appear above the Antarctic and significant thinning of the layer elsewhere. Fortunately, the Montreal Protocol, unlike other protocols regarding climate change, reached consensus in the decision to phase out CFCs and replace them with safe substitutes.

September 1979

September 1989

September 1999

September 2009

MV Blue Marlin: Transporting sea-based X-Band Radar

Construction of the 224.8-metre long, 63-metre wide vessel was completed in April 2000 and upgraded at Hyundai Mipo Dockyard in Ulsan, South Korea. The Blue Marlin is powered by 17,000 hp diesel engines and accommodates up to 60 crew members who can benefit from onboard swimming facilities, a workout room and sauna. As regards speed and handling, the vessel can reach 13 knots and due to her unique design and specifications, guiding the Blue Marlin across the ocean has been compared to steering an office block, thereby requiring a great deal of skill and vigilance.

Perhaps the best way to illustrate how special the Blue Marlin is is to mention some of the feats she has accomplished. These include the transportation of the stricken destroyer USS Cole, the shipping of the sea-based X-band radar from Corpus Christi, Texas to Adak, Alaska via the southernmost tip of South America and Pearl Harbour, Hawaii, and perhaps the most impressive of all, the delivery of the 60,000 tonne, $1bn BP oil rig Thunder Horse, the largest offshore structure in the world, from Korea to the Gulf of Mexico, 16000 miles away.

This special vessel also has a connection with a number of the company's early 1980s aframax tankers such as the Sereno, Merbabu and Star, which were converted to heavy lift vessels in the mid 2000s. Due to their robust construction and quality maintenance, most are still active in this role. The 1981-built Nilos in particular was converted to a semi-submersible ship performing similar tasks to those of the Blue Marlin,and is still operating almost 35 years after her original construction as an oil tanker.Congratulations are in order not only to those who designed and constructed these vintage ladies but also to the crews that have sailed on and maintained them throughout the years.

MV Blue Marlin: Carrying USS Cole Sources: www.dockwise.com/page/fleetdata.html

www.dailymail.co.uk/sciencetech/article-2158303/Thats-load-ships-The-carrier-boathold-22-barges-oil-rig-back.html www.twistedsifter.com/2014/04/blue-marlin-giant-ship-that-ships-other-ships

Some sign of ozone recovery

The recognition of the need for the immediate action was probably due to the indisputable evidence that CFCs were responsible for ozone destruction and the realization of what would happen if there was no consensus. As such, cause and effect in terms of CFCs indirectly leading to increasing incidences of skin cancer and reduced production of oxygen by plants because of ultraviolet penetration of the ozone layer were firmly established. This resulted in affirmative action that is now, almost 30 years after the Protocol, beginning to pay off.

According to a panel of 300 scientists that reports to the UN on ozone depletion every four years, there has been a recovery in the amount of ozone protecting the Earth from harmful UV rays. From the data presented, it is estimated that 1980 ozone levels will again be seen in 2050 in all places except in the Antarctic, where recovery will be complete in 2075. Overall, the news is good, but there is some evidence that certain banned substances like CCI4 are still being used illegally. Despite this hiccup and the need for further research into whether the CFC substitutes are exacerbating global warming, the progress made during the Montreal Protocol clearly demonstrates that with effective communication, proper coordination and efficient collaboration, individual actions can produce the desired global outcome.

Sources: www.natureworld.com/

articles/9992/20141031/ozone-hole-stillshrinking-nasa.htm www.washingtonpost.com/news/morningmix/up/2014/09/11/try-to-keep-up-earthsozone-layer-is-recovering-but-that-ismaking-global-warming-worse

Issue 53-Sept 2015

13

Cities and Ports

Singapore

The City. Up to the end of the 14th century, Singapore Island was more commonly known as Tumasek, which

is derived from the Javanese word for “sea”. Before the beginning of the 15th century, Tumasek was subjected to raids from the southern Indian kingdom of Chola. Moreover, there were raids originating from Java, all of which took their toll. Eventually, Tumasek began to fall into decay, but it remained an important port of call in the region.

The precise origin of the current name of Singapore is unclear, but it is known that in the 19th century, it began its resurgence.

In 1819, Sir Stanford Raffles of the East India Company was looking for a trading site in the area. After finding the Carimon Islands unsuitable, he turned his attention to Singapore, where he found few settlers and was informed that the land was for sale by a local chief. Following a series of disputes, Singapore and Malaya were left under the British sphere of influence and in 1824, Singapore Island in its entirety was purchased by the British. In 1851, Singapore was under the control of the Governor-general of India and sixteen years later Singapore became a British colony. This was the situation until 1959, when Singapore became self-governing, but retained British control of defence and foreign policy. After this change, there were a number of political moves that ended British military presence. This termination coincided with an intense economic growth policy based primarily on exports and trade. The policy was highly successful, but suffered a setback during the Asian financial crisis. The economy rebounded in the late 1990s and at the beginning of the century due to an increase in the strength of the manufacturing industry.

Today production has undergone diversification, moving from labour-intensive industries to the manufacture of electronic equipment as well as oil refining. Furthermore, the financial services offered by Singapore are highly sophisticated and the Singapore Stock Exchange is one of the most important elements in the region’s financial activity. As regards the challenges faced as a result of significant growth, these primarily relate to space and population as 5.5 million people now live in an area of just 750km2. Singapore has managed to overcome these challenges through a balanced programme of constructing ultra-modern buildings such as the Pearl Bank apartments and the Interlace, while retaining historic buildings that serve as a reminder of its roots. There are also world-class hotels like the Marina Bay Sands and experiences such as those provided by Gardens by the Bay and a Ship over the Port that cater for visitors and residents alike in this proud city state.

The Port.

Located at the southern end of the Malay Peninsula, the Port of Singapore is linked with more than 600 ports in 123 countries. As a result of these links, the Port is home to more than 5000 maritime establishments and businesses. In terms of global rankings, the Port is a world leader on two fronts. Firstly, as the Port of Singapore handles around 20% of the world’s container traffic, it is the busiest container transshipment hub on the planet.

Secondly, due to technologically advanced shipbuilding and repair facilities, the Port of Singapore dominates the global jack-up rig-building market.

In order to cope with the volume of traffic, there is a vast amount of equipment and numerous facilities. The Port of Singapore boasts more than 200 quay cranes and a number of gantry cranes have a twin-lift capability and are able to outreach across 22 rows of containers. These state-of-the-art quay cranes can serve the biggest container vessels in the world. What is more, there are mobile harbour cranes that handle heavy-lift project cargo. As regards maintenance, there are anchorages for repairs and services available. Additionally, the Port has facilities for temperature monitoring of refrigerated containers. There are both conventional and special purpose terminals to handle oil, petroleum, natural gas, cement and steel products and the car terminal is one of the major regional automotive transshipment hubs. Among the services offered are container survey and washing, the supply of water and provisions, pilotage and towage.

An insight into how busy the Port of Singapore is can be gained by reviewing the relevant statistics. In 2010, the Port of Singapore handled 503 million tons of cargo, including 289 million tons of containerized cargo in 28,4 million TEUs. In the same year, over 182,000 vessels called in at the Port of Singapore. They ranged from container ships, tankers and bulkers through passenger vessels and ferries on to barges and tugs.

The container terminals are at Tanjong Pagarm Brani, Keppel and Pasir Panjang. There are 54 berths and the newest terminal at Pasir Panjang is designed to serve the very largest container vessels that carry 13,000 TEUs or more. In 2010, PSA Terminals received the Lloyd’s List Asia Award for “Container Terminal Operator of the Year” for the tenth time. The main bulk and break bulk terminal is at Jurong Port, which covers 152 hectares with 23 multi-purpose berths and a total quay length of over 4500 metres. This port can handle a variety of cargoes, including those that require the Port of Singapore’s extensive network of pipelines and conveyors.There is also Sembawang Port, which has facilities to handle general cargoes in its 7 berths covering over 1100 metres of quay alongside depths ranging from 9.2 metres to 12 metres. Like the container terminals, the Port of Singapore’s cruise terminals have won awards. In 2010, the Cruise Centre catered for around 4.5 million cruise and ferry passengers who were welcomed into a festive garden-themed atmosphere.

The City and Port of Singapore continue to optimize all the space at their disposal. At the same time, through innovation and technological advances, this has been achieved in such a way that Singapore has become both an aesthetically pleasing and highly efficient city state.

Sources: www.worldportsource.com/ports /review/SGP_Port_of_Singapore_244.php www.cnn.com/2015/06/10/travel/gallery/singapore-future-buildings/ www.britannica.com/place/Singapore/History

Food for Thought

Humour !?

The gift of fantasy has meant more to me than my talent for absorbing positive knowledge. Albert Einstein

A police officer on traffic duty flags down a car.

“Sir, you appear to have 12 penguins in the back of your car.”

“That’s right. I do,” says the driver.

“Well, that’s ridiculous – take them to the zoo right now!”

“OK, officer.”

Good actions give strength to ourselves and inspire good actions in others. Plato A good head and a good heart are always a formidable combination. Nelson Mandela Hope lies in dreams, in imagination, and in the courage of those who dare to make dreams into reality. Jonas Salk Success depends on previous preparation, and without such preparation there is sure to be failure. Confucius For investors it is uncertainty that creates panic. For the rest of us it is inevitability that can cause anxiety. Thought from the editor

Humour !?

A woman has identical twins but has to give them up for adoption. One of them goes to Egypt and is named ‘Amal’. The other goes to a family in Spain and the family names him ‘Juan’.

Years later, Juan sends a picture of himself to his mum. On receiving the picture, she tells her husband that she wishes she also had a picture of Amal. Her husband responds, “But they’re twins. If you’ve seen Juan, you’ve seen Amal.”

Next day the same policeman in the same spot sees the same car coming towards him. He flags the car down and sees the 12 penguins in the back.

“I thought I told you to take them to the zoo.”

“Yes, officer; I did and it was great – today I’m taking them to the cinema.”

Humour !?

Two aerials meet on a roof.

They fall in love and get married.

The wedding was rubbish but the reception was brilliant!

ACROSS 2. Egyptian President during Suez Crisis (6) 3. Singapore Terminal that handles largest container vessels (5,7) 8. City 300 km north of Huacachina (4) 9. Seeing these birds can bring good luck to seafarers (8) 10. Percentage of global container traffic handled by the Port of Singapore (6) 11. What the R in CPR stands for (13) 12. CHIRP conducts its reports with a high degree of this (15) 14. Recovery time of seas after Torrey Canyon grounding (5,5) 15. Ions from this metal prevent corrosion in MGPS (9) 17. Type of problems dealt with in the 1978 Protocol (9) 18. Mosquito nets should be impregnated with these(12) 21. Some sailors don't want this fruit on board (6) 22. Colour of Lake Natron (6,3) 23. De Lessops' first name (9) 24. Country where Lake Natron is located (8) DOWN 1. Biggest class of container vessel (6,1) 4. Where the Torrey Canyon was grounded (5,6) 5. This gives protection from Hepatitis A (12) 6. You can practise first aid on dummies made of this (13) 7. Always seek this if you are bitten (7,6) 13. According to Confucius, without this failure results (11) 16. This Protocol has assisted ozone recovery (8) 19. Ions from this metal prevent marine growth (6) 20. Port of destination for X-band radar transported by Blue Marlin (4)

Issue 53-Sept 2015

15

21.Banana 22.Brightred 23.Ferdinand 24.Tanzania DOWN: 1.TripleE 4.SevenStones 5.Immunisation 6.Polypropylene 7.Medicaladvice 13.Preparation 16.Montreal 19.Copper 20.Adak

SOLUTIONS ACROSS: 2. Nasser 3.PasirPanjang 8.Lima 9.Swallows 10.Twenty 11.Resuscitation 12.Professionalism 14.Fortyyears 15.Aluminium 17.Technical 18.Insecticides

From Incidents to Regulations Incident: SS Torrey Canyon; grounding, sinking and oil spill Regulations: MARPOL 1973/78/ International Convention on Civil Liability for Oil Pollution Damage Historical Background: Built and launched in 1959, the Torrey Canyon at 297m in length and 38m in width was a large vessel

for its time. Eight years after launch, on March 18, 1967, the Torrey Canyon was floundering on one of the notorious Seven Stones rock pinnacles 15 nautical miles west of Land’s End and 7 nautical miles from the Scilly Isles. At the time of the grounding, the oil tanker was loaded with over 120,000 tonnes of crude. The reason for its grounding was quickly established as the Master having plotted a shorter route and the cook being on watch on the bridge when the Torrey Canyon struck a rock pinnacle. However, of more immediate concern was determining a way to limit the damage from the oil that was pouring out of the stricken tanker. After the crew had been rescued by lifeboats and helicopters, discussion about how best to implement damage control got under way. Several suggestions were made, but because there had been no precedent of such a disaster, there was considerable confusion as to the most effective means of dealing with the wreck. One suggestion put forward was that foam booms could be used to contain the oil. This was adopted, but it was soon realised that the booms were no match for the rough seas which broke them up into pieces. Another proposal was to use detergents to disperse the oil. This was also done, but some dispersants were even more toxic that the oil itself. Consequently, this procedure merely exacerbated the problem instead of resolving it. The decision to bomb the wreck so as to burn the oil was not taken lightly, but it was regarded as the best course of action at the time. The bombing succeeded in sinking the Torrey Canyon. However, it did not disperse the oil, so even more drastic measures were deemed to be necessary. Aviation fuel was dropped onto the slicks but the tides kept on putting out the fire. As a last resort, napalm was discharged on the slick resulting in a flaming sea and smoke rising high into the sky. Despite this combination of responses, oil slicks drifted into the Channel, eventually reaching French and British coasts, including those of the Channel Islands.

The slick was finally dispersed by favourable weather, but there was a massive loss of birdlife and marine life. It was an ecological disaster.

120 miles of Comish coastline had been contaminated and six months after the grounding some beaches had turned into a wasteland.

Worst hit were the Marazion and Prah Sands in Cornwall, where the sludge was a foot deep. In Guernsey tons of oil were taken from the beaches and dumped into what is now called the Torrey Canyon quarry. Some of the oil has been reused, but the quarry cannot be dredged because there are still unexploded bombs from World War II at the bottom. So, bioremediation is being used in the quarry, where naturally occurring bacteria that eat oil are gradually munching their way through the problem created in March 1967. As regards the sea, recovery took over forty years.

When the Torrey Canyon ran aground, questions were raised as to the effectiveness of the measures in place at the time to prevent pollution from ships. In addition, there were further questions asked relating to the issue of compensation for damage caused by such pollution. It was soon determined that the 1954 OLIPOL Convention, which entered into force in 1958 and attempted to deal with the problem of oil polluting the seas, fell short of what was required due to rapid industrial growth between 1954 and 1967. Consequently, the IMO called an Extraordinary Session of its Council to draft a plan of action incorporating both technical and legal aspects of the Torrey Canyon incident.

In 1969 the IMO Assembly decided to convene and there was an international conference in 1973 to lay the foundations for an international agreement to place restraints on sea, land and air contamination by ships. Meanwhile, in 1971, the IMO amended OLIPOL to place limits on the size of tanks on oil tankers so as to minimize spill size if a tanker were to be involved in a collision or grounding.

The 1973 Convention needed to be ratified by 15 states, accounting for more than 50% of the world’s shipping tonnage, but by 1976 there had been only three ratifications representing less than 1% of the global tonnage. Despite the importance of the issues at hand, there was pessimism as to whether the 1973 Convention would ever enter into force. So, the 1978 Protocol absorbed the parent Convention and made provision for states to deal with the technical problems that had prevented ratification. The combined instrument of the International Convention for the Prevention of Marine Pollution from ships, 1973 as modified by the Protocol of 1978 relating thereto (MARPOL 73/78) eventually entered into force on 2 October 1983. Its objective was to preserve the marine environment by completely eliminating pollution by oil and other harmful substances as well as minimizing the accidental discharge of these substances.

As of May 2013, 152 states representing 99.2% of the world’s shipping tonnage were parties to the Convention.

As for Civil Liability for Oil Pollution Damage, the currently applicable Convention came into force in 1996.

Sources: www.bbc.com/news/science-environment-13280507

www.cedre.fr/en/spill/torrey/torrey.php www.imo.org/knowledgeCentre/ReferencesAndArchives/ HistoryofMARPOL/Documents www.theguardian.com/environment/2010/jun/24/torreycanyon-oil-spill-deepwater-bp

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