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CLEAN ADR ACT, 1956
1959 was the first complete year that the Dark Smoke (Permitted Periods) (Vessels) Regulations,
1958 have been in operation and the overall result achieved has been most satisfactory.
The conference which was held in May 1958 with representatives of various shipping interests to
discuss the best ways and means of implementing the Regulations has proved during the year to
have been of great value, as owners and agents of vessels have invariably been most co-operative
in doing everything possible to prevent emission of smoke from their ships.
The governments of foreign countries whose ships use the Port of London were asked,through
the appropriate Consuls-General, to notify shipping departments and companies in their respeccountries
of the provisions of the Clean Air Act and the Regulations. That these governments
enthusiastically acceded to this request is suggested by the fact that only seven foreign ships
were reported to have contravened the Regulations in the Port of London. In each case the shipowner
and appropriate Consul-General were notified and in no instance has aforeign ship offended
a second time. Three of these seven foreign vessels were owned by the U.S.S.R. Mr. Mackie, the
Chief Port Health Inspector, had a most cordial interview with representatives of the Government
of the U.S.S.R., culminating in satisfactoiy agreements to cover existing and future technical
policies. No foreign ship has been observed to contravene the Regulations since October 1959.
More than 2,000 cards pointing out that the emission of dark smoke from vessels is restricted
by law have been delivered aboard ships personally by the Port Health Inspectors, thus providing
opportunities for talks on smoke prevention with the personnel on board.
It was decided that in the initial stages of the campaign official notices of contraventions
should only be served on owners or masters of vessels in respect of emissions of black smoke in
excess of the permitted period of three minutes. Black smoke is smoke of shades four or five as
measured by the Ringelmann Chart, dark smoke being of shades two and three.
Without doubt the campaign this year has been one of resolution and success. Naturally, the
new duties have strained the limited staff of Inspectors and the burden has fallen more heavily on
the River districts as was envisaged. In spite of applied warnings, reprimands, patience and persuasion,
there have been defaulters and it has been necessary to serve 25Notices during the year
for Black Smoke offences. 8 cases have been dealt with by Magistrates and penalties imposed.
It is apparent from informal conversations with the Industry that the prosecutions, which were
given widespread press publicity, have had a salutary effect.
It is rather significant that of the 25 Notices served, only 6 were served in the latter half of
the year, which strikes a note of optimism for the future.
In regard to the remaining seventeen ships it was felt either that successful defences, as
provided by the Act, could be advanced or the more ultimate good would result from personal
interviews or correspondence with owners than by prosecution which is the last resort when it is
decided that no other methods would be successful in preventing further offences.
It is encouraging to note that Notices concerning smoke emissions in relation to the Clean
Air Act have been affixed in many ships in appropriate positions. Large sums of money have
been spent by Owners on improvements and furnace modifications and some have actually replaced
obsolete boilers and engines with diesel machinery, especially in harbour craft. Oil fuel firing
and diesel engines tend to monopolise future construction and ought to relieve much of the burden
at present imposed on the Authority as far as smoke observation is concerned.
It is, of course, far easier to deal with a ship which emits smoke in dock as she can be
boarded immediately and the veracity of the Engineer's explanation of the offence checked. The
experience of Mr. T.L. Mackie, the Chief Port Health Inspector, who is a qualified marine
engineer, is invaluable in this connection.
Furthermore the Port Health Authority's policy of 'Prevention rather than Cure' can be
adopted in the Docks. It is customary for an Inspector who sees a ship emitting smoke, even as
slight as Ringelmann one or two for an appreciable time to board the ship and discuss the position
with the Engine Room staff. This policy prevents many offences, and provides an opportunity
for giving helpful advice to Engine Room Officers.
It was stated earlier in this report that statutory action has been taken only in regard to
Black Smoke emissions. The success of the campaign in this connection has been so marked
that it has been decided to implement during 1960 the remaining provisions of the Regulations in
respect of Dark Smoke. It must be appreciated, however, that technical difficulties in obtaining
evidence of contraventions in regard to Dark Smoke are greater than those in respect of Black
Smoke, in that the permitted periods of emission are much longer. In some cases it is necessary
for a ship under way to be kept under observation for as long as two hours in order to prove a
contravention of the regulations. The speed of the launches available to the Port Health Inspectors
is insufficient to keep most of the ships entering or leaving the Port of London in sight for
so long a period. Furthermore, a fast ship could steam from Tower Bridge to the mouth of the
River in little more than two hours. Fortunately, however, the decrease in emissions of Black
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