View report page

4. Mooring Station (Regulations 22 to 30)
Situation of stations and any standing directions issued under these Regulations:-
NO CHANGE
5. Arrangements For —
(a) Hospital accommodation for infectious diseases (other than smallpox - see Section VII):-
NO CHANGE
(b) Surveillance and follow up of contacts:—
NO CHANGE
(c) Cleansing and disinfection of ships, persons, clothing and other articles:—
NO CHANGE
Very Large Crude Carriers (V.L.C.C.'S)
The problems associated with the handling of very large crude carriers of the 200,000 tons
deadweight class and above, were considered in May. These very large vessels which carry
bulk oil are at present unable to enter British or Continental Ports fully laden. It would therefore
be necessary for the V.L.C.C. to be lightened in a sheltered coastal bay close to the ultimate
destination of the oil cargo. To this end a lightening vessel would be employed to receive the
requisite amount of cargo to permit the VjL.C.C. to proceed to a U.K. or Continental Port for
ultimate discharge. The lightening ship would also discharge atatU.K. or Continental Port. The
areas considered, so far as the U.K. was concerned, for the transfer operations to take place
were Lyme Bay, the Suffolk Coast ncrth of Felixstowe, the Liverpool side of Anglesey Bay and
the Clyde estuary between Arra'n and Ayrshire. The actual operation would occur outside of
British territorial waters, but within ten miies of the U.K. coast. An area off Cherbourg was
considered to be suitable for cargoes destined to that part of Europe.
The operations would clearly involve some intermingling of the ViL.C.C. crews with those
of the lightening vessels and it was considered that this could result in health risks. Accordingly
the Ministry of Health, Her Majesty's Customs and the oil company concerned agreed on the
adoption of a standard practice whereby the lightening vessel would obtain aHcclaration of Health
from the Master of the V.L.C.C. irrespective of whether the lightening operation took place inside
or outside of territorial waters. The Declaration of Health would be produced either to the Port
Health Authority or H.M. Customs in the United Kingdom (if the lightening vessel entered a United
Kingdom port to discharge her cargo)or to the appropriate authorities abroad should the lightening
vessel proceed there from the lightening operation.
The Port of London was directly concerned in the first massive transfer of crude oil at sea
when the V.L.C.C., "MACOMA" of 207,000 tons, deadweight, from Mena al Ahmadi (Kuwait) with
a crew of forty-one rendezvoused with the lightening vessel "DRUPA" of 70,000 tons deadweight
(crew of fifty one) in Lyme Bay on the 30th May. Some 70,000 tons of crude oil were transferred
to the "DRUPA" in a period of 24 hours. After the transfer was completed the "MACOMA"
continued her voyage to Rotterdam and the "DRUPA" proceeded to Shellhaven where she arrived
on the 1st June. The Master of the "DRUPA" produced two Declarations of Health. One in
respect of his own vessel and one in respect of the "MACOMA" completed at Lyme Bay and
dated the 30th May. There had been no sickness on the voyage of the "MACOMA" and no sickness
had occurred on the voyage of the "DRUPA", consequently pratique was granted on the latter
vessel's arrival at Thameshaven.
The lightening operation was repeated on seven occasions during the year and the agreed
standard practice worked well. On three occasions the V.L.C.C. herself berthed at Thameshaven.
Lighter Aboard Ship Development
The concept evolved during World War II of assault craft operating between an offshore
mother ship and a beach head or harbour has now been further developed to suit the requirements
of the commercial carriage of goods by sea.
During the latter part of the year a well known American Shipping Company with a long tradition
of trading to this Port announced the building of three "Seabee clipper" ships. It would
appear from press reports that these ships will be of approximately 44,000 tons deadweight with
a capacity of 38 barges carrying 17,500 tons of cargo; 1,600 I.S.O. Containers; a tank capacity
of some 15,000 tons for liquid cargo and a heavy lift of 2,000 tons capacity at the stern to load
and discharge two lighters simultaneously. It is claimed that loading and discharge would be
completed in a period of 13 hours.
It will be essential for this and other forms of LASH ships to anchor or moor in a sheltered
open stretch of deep water, avoiding as far as possible main tidal currents and in an area reasonably
free of other traffic in order that discharge and loading of lighters may be carried out in
safety. The loaded lighters will be towed by tugs to specified wharves within a reasonable
distance of the LASH ship for discharge, H.Mi.C. clearance and ultimate distribution of the cargo.
10