FLAME SPREAD AND SMOKE & TOXICITY TESTING INTERPRETATIONS FOR PLASTIC PIPES

Lightweight composite materials are increasingly used in the ship industry as a substitute to their heavier steel alternatives. These materials are often inherently flammable and require an assessment of the fire risk associated with their flame spread and smoke & toxicity in order to enable their safe usage. However, for plastic pipes there are contradictions within the IMO (International Maritime Organisation) guidelines which lead to different interpretations and different implementations. The goal of this work is to evaluate whether smoke and toxicity is adequately assessed for products currently approved for use and commercially available on the market. Testing according to standardised means given in the IMO code shows that the materials fail both flame spread and smoke & toxicity testing. This proves that there are different interpretations and illustrates the need for clarity in this area to enable safe and consistent use of these materials.

How to Amend UNCLOS and Why It Has Never Been Done

The United Nations Convention on the Law of the Sea (UNCLOS) contains detailed provisions concerning its amendment, but these have never been used and this article explores why this is so. States have instead maintained the Convention as a “living instrument” by adopting updated rules in other organisations, especially the International Maritime Organisation and the International Labour Organisation. States have also used the consensus procedure at Meetings of the States Parties to modify procedural provisions in UNCLOS, and have adopted two Implementation Agreements relating to UNCLOS. In addition, port State jurisdiction has developed considerably since the adoption of UNCLOS, and of course other international organisations have been active in related fields.

Can Market-based Measures Stimulate Investments in Green Technologies for the Abatement of GHG Emissions from Shipping? A Review of Proposed Market-based Measures

In order for the maritime sector to align itself with the targets set by the Paris Agreement, it should reduce its GHG emissions by at least 50% by 2050 compared to 2008 with the ultimate aim to phase them out entirely. It is along these lines that in April 2018 the International Maritime Organisation (IMO) developed a strategy, consisting of a range of potential technical and operational measures to reduce GHG emissions from international shipping, ranking from improvements on ship design to the employment of alternative fuels. In order to stimulate the adoption of these policies, the IMO also considers the implementation of market-based measures (MBM) that will provide additional incentives to shipowners to invest in new technologies and uptake of cleaner fuels. The MBMs analysed in this paper include two different policies proposed by different countries and associations for the abatement of GHG emissions from shipping: a) the International Fund for GHG emissions from ships that includes the imposition of a global levy on marine bunker fuel for all vessels and b) the Maritime Emission Trading System (METS) that requires all maritime companies to buy/sell emission allowances to meet their annual emission reductions targets, setting a cap on global shipping emissions. This paper presents and analyses these two diverse MBMs, highlighting their main advantages and drawbacks. The scope of this paper is to investigate the potential of these MBMs to incentivise investments in new technologies and alternative fuels, both essential for the decarbonisation of the maritime sector.

Biofouling Impacts and Toxicity of Antifouling Agents on Marine Environment: A Qualitative Study.

Biofouling from microorganisms, plants, barnacles, mussels or algae is a major problem for marine structures. Fouling leads to increased fuel costs due to increased frictional resistance on ships, and reduces reserve buoyancy of floating offshore structure, in addition to causing cage deformation and structural fatigue, impacting endurance of materials. The intrusion of invasive aquatic species (IAS) to new environments by ships is identified as a major threat to the world’s oceans. Marine fouling affects most manmade surfaces immersed in the sea, resulting in substantial losses. Anti-fouling paints tackle this problem to a certain extent. Extensive research is in progress in the antifouling technologies in maritime sector, with new products in compliance with International Maritime Organisation (IMO) regulations being developed. The most efficient solution to minimise fouling is to make surfaces unsuitable for settlers, coating them with Antifouling (AF) Paints containing toxic compounds. Most AF agents had Tributyltin (TBT), and has been phased out by IMO since 2008 due to harmful effect on environment. However, use of TBT in AF paints is not prohibited, though has been restricted in several countries. The environmental problems by biofouling and toxicity of existing and alternative Anti-Fouling techniques are reviewed in this paper. Further, various ship hull cleaning technologies commercially available including afloat cleaning are also introduced. Keywords— Biofouling, TBT, Antifouling (AF), IAS, IMO, AFS, Alternatives

Improvement of the Cargo Fleet Vessels Power Plants Ecological Indexes by Development of the Exhaust Gas Systems

Modernisation of the power plants of cargo fleet vessels to satisfy the requirements set out by the International Maritime Organisation is an urgent scientific and technical problem. The article presents the results of developing a solution to this problem that focuses on the exhaust gas system. We propose the use of ejection nozzles as part of this system. It was found that when the ejection coefficient in these nozzles is n = 3, it is possible to exclude the use of SCR reactors, thus reducing the operating costs of the marine power plant. Using a mathematical modelling method, the efficiency of operation of six types of nozzle as part of the exhaust gas system was investigated, and a constructive layout was proposed for the gas ducts and inlet louvres for supplying ambient air. To increase the efficiency of the proposed system, we consider several options for intensifying heat transfer processes through the use of dimple systems in the nozzles and nozzles with swirling flow. We found that these technical solutions would make it possible to further increase the efficiency of the systems by up to 19% abs.

Reconciling Conflicting Interests of Coastal and Riparian States: The Hard Case of Black Sea Straits

There are two basic understandings of the regime of the Black Sea straits: the Black Sea straits as a legal regime and the Black Sea straits as a political regime [1]. The legal assessment of the Black Sea Straits regime requires determining what the existing regulation of the Straits is, how open the Straits are to international navigation, and if closed, whether there are real legal grounds for closing straits while the reference to the Black Sea Straits as a political regime allows for the possibility that straits may be closed for ensuring the security of Turkey and the Black Sea riparian states [1]. It is worth noting that arguments advanced by international legal scientists on the Black Sea straits as legal regime fundamentally differ from each other. Some scientists consider the Montreux Convention to be a major problem in the legal regulation of the Black Sea straits. They consider it necessary for Turkey to recognise the 1982 Convention on the Law of the Sea as a legally binding treaty [2]. Others argue that the main problem in regulating the Black Sea straits is the unilateral regulations adopted by Turkey (1994, 1998 and 2003 Regulations), which, in their view, violate the basic norms of the Montreux Convention, especially the regime of free passage through the straits established by this Convention [3; 4]. Another group of scientists believes that although the regime of the Black Sea straits is significantly restricted by Turkish unilateral regulations, these acts are aimed at protecting the marine environment and safety, and, therefore, the Turkish policy of regulating the Black Sea Straits is legally justified [1; 5]. This article is dedicated to the international legal regulation of navigation in the Black Sea Straits. The aim of the paper is to evaluate the current regime of the Black Sea Straits, the relationship and differences between the regime established by the Montreux Convention and the unilateral acts adopted by Turkey on the regulation of traffic in the Black Sea Straits, and to answer the question whether the urgent need to protect the natural environment and maritime safety entitles Turkey to restrict the regime established by the Montreux Convention. Thus, special attention will be drawn to the Montreux Convention, the rules and recommendations adopted by the International Maritime Organisation and the case law of international courts. In the view of the authors, the environmental and safety arguments put forward by Turkey for restricting navigation through the Black Sea Straits have two conceptual dimensions. First, these arguments are acceptable when it comes either to introducing norms related to the movement of ships to ensure safety of navigation or providing an obligation of notification to the Turkish authorities [6]. Another important thesis advanced by this article is that in each particular case, the regulations adopted by Turkey should be interpreted in the light of the recommendations made by the International Maritime Organisation. The main rationale of this argument is that under the existing regulations, Turkish authorities can still suspend the movement of ships in the straits for various reasons, some of which are quite vague. However, the article showcases that Turkey can, in case of pressing environmental need, when there is an urgent interest in the protection of the natural environment, act with the motive of protecting the natural environment, regardless of whether this action derives from a particular international treaty.

2019 World of Shipping Portugal. An International Research Conference on Maritime Affairs editorial “Leading the shipping industry into the future”

Background, the context and purpose of the study The current Editorial addresses the evolutionary path of the shipping industry. It mentions its role throughout the years, identifies the leading market segments, refers to the different operational modes due to the inherent nature of the cargoes they carry and lists some trends that appear to have been shaping the maritime industry. Within the scope of this background, the Editorial claims that all maritime market segments face the same future challenges and lists a range of international legislation released by the International Maritime Organisation which industry players must comply with. Findings, the main results Not/aplicable. Conclusions, brief summary and potential implications The Editorial concludes by stating that the maritime industry will benefit from the implementation of innovative solutions and further claims that wrong decisions will have severe impacts on the finances of the shipping companies and the environment. Moreover, it presents in a brief way the papers published in this Special Issue, which were selected among the ones presented at the 2019 World of Shipping Portugal, an International Research Conference on Maritime Affairs, 21–22 November 2019, that took place at Hotel Riviera, in Carcavelos, Portugal.

THE IMPACT OF BASIC TRAINING ON SEAFARERS’ SAFETY KNOWLEDGE, ATTITUDE AND BEHAVIOUR

Standards of Training, Certification, and Watchkeeping (STCW) Basic Training (BT) is mandatory for every seafarer before starting to work on board merchant ships. The knowledge, attitude, and behaviour (KAB) theory explains that knowledge enhances one’s attitude, thus leading to improved behaviour. Accordingly, this study determined the effects of BT on seafarers’ shipboard safety KAB. The process commenced by ascertaining whether the BT course offered in the Maritime Institutes was on par with BT contents provided by the International Maritime Organisation (IMO). For data collection and filtration purposes, the factors, filtering elements, and filtered model (FFF model) were utilised to measure safety education and KAB. Following this, a measurable questionnaire was developed for this particular study survey. The data collected were then analysed by using the Principal Component Analysis (PCA) and Confirmatory Factor Analysis (CFA), which involved the use of SPSS and AMOS SPSS. Essentially, data obtained from the respondents successfully established the impacts of BT on the KAB, which revealed its role in improving the seafarers’ KAB. Therefore, the factors identified in this study are expected to be utilised in maritime institutions as BT syllabus incorporates domains aimed to instil the right attitudes among seafarers.

Multi-Missioned Maritime Services: An Assessment of Proportional Approach of Inter-Agencies Operations in Nigeria and Malaysia

The interception of erring ships is one of the major tasks of maritime nations. The establishment of maritime agencies is done to protect seafarers, marine environments among others. Nigeria and Malaysia no doubt are two countries endowed with seas, and the two countries have enacted laws and established maritime agencies to tackle the menace of insecurity in ports and the maritime domains. The study compares the strategies for combating insecurity by maritime agencies in Nigeria and Malaysia. Interestingly, the two countries are also members of the International Maritime Organisation (IMO). Both countries, among other benefits, charge fees on cargoes loaded or unloaded in their ports. These charges significantly serve as sources of income, which enhances the economic development of the two nations. This paper examines the economic gains from the ports and maritime domain as well as the attendant risks inhibiting the fortunes derived from the seas despite legal and administrative machinery to surmount the challenges. The paper adopts methodological triangulation, and micro comparison to study or assess the phenomenon of various maritime security agencies at it enhances insight into their different approaches. This article gives a prognosis of some areas of benefits, interface, and shortcomings in the legal and administrative agencies of maritime security in Nigeria and Malaysia. It concludes by demonstrating that the laws regulating port and maritime security are virtually the same in both countries with little differences. It found that there is a lot to be learned from the implementation strategies of the Malaysian agencies especially in the areas operational disposition and this perhaps possible on the strength of basic amenities like stable electricity which is one of the panaceas to tame stowaway passengers among other insecurity in the port and maritime domain.