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Even so, the measures proved to be inadequate for passenger ships, as illustrated by a series of fires during the 1960s. Implementation of its recommendations was prevented by the First World War, but subsequent Conventions - SOLAS 1929 and later - led to the introduction of more safety features, including the use of non-combustible construction materials. The Safety of Life at Sea (”SOLAS”) Convention of 1914 highlighted the need for measures designed to minimise the risk and the consequences of fire, among other hazards. Subsequently, navigation rules have been refined in various ways and are currently based on the 1972 Collision Convention, which came into force in 1977 and has been adopted by 154 countries for over 98 per cent of the world’s tonnage (1). During the second half of the 19th century the rules went through several phases within the Merchant Shipping Acts and culminated in the Maritime Conventions Act 1911. The introduction of navigation lights enabled the navigation regulations to be developed further, first by Trinity House and then by the Steam Navigation Act of 1846. Navigation regulations for the avoidance of collisions have been in force since the late 18th century, and important safety construction features were imposed during the 1850s, including the requirement that iron ships be fitted with a collision bulkhead and an engine-room bulkhead. CollisionĪnother major risk for merchant shipping is the danger of collision, in relation to which navigation and ship construction are key features. Eventually, international uniformity resulted from the 19 Load Lines Conventions.
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By the Merchant Shipping Act of 1876 load lines became compulsory for all British ships but it was not until 1894, when the position of the line was fixed, that the full benefit of what is known as the Plimsoll Line was felt. In 1835 a rule to avoid overloading, specifying a relationship between freeboard and the depth of the hold, was introduced by what was then Lloyd’s Register of British and Foreign Shipping, for vessels registered with that organisation. In response to appalling loss of life during the 19th century, rules governing construction and seaworthiness were also gradually developed. Efforts to prevent merchant ships from being overloaded were very haphazard until the Middle Ages, when enforcement measures were taken by the Venetian Republic, and in Northern Europe by the Hanseatic League and later were imposed by the major maritime nations when longer voyages became commonplace. Historically, seafarers were often exposed to the risk of their ships capsizing from being overloaded, because the degree of loading was left entirely to the shipowner. An indication of what the future holds may be gained from seeing how various safety issues for shipping have been addressed in the past. Currently, international shipping is facing severe risks from piracy and armed robbery, in response to which prudent shipowners are voluntarily taking measures that may soon have to be enforced for the benefit of all. Many of the safety initiatives were developed in the 19th and early 20th centuries. Otherwise, some shipowners would have found it expedient not to incorporate them.
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The numerous safety features incorporated into modern ships did not come about by chance or simply by the foresight of the more diligent shipowners: they resulted from rules imposed by classification societies and flag states, or by legislation. Shipping has been described by the International Maritime Organisation as perhaps the most international of all the world’s great industries, and also one of the most dangerous.
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It seems likely that a multi-part regulatory regime will ultimately be imposed for measures against piracy. In the past, many safety issues for shipping have been addressed by legislation. Briefings Safety at sea - with particular reference to piracy This briefing looks at the development of responses to a number of aspects of safety at sea, and draws lessons for the future in relation to the risk of armed robbery and hijackings.
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