Useful Web Sites

• Turkish Maritime Pilot's Association
• Undersecretariat of Maritime Affairs
• General Directorate of Coastal Safety

1. CHARACTERISTICS OF THE STRAITS / NAVIGATIONAL RISKS
2. MARITIME TRAFFIC IN THE STRAITS
3. CONSEQUENCES OF THE DENSE MARITIME TRAFFIC IN THE STRAITS
4. INTRODUCTION   OF   MARITIME TRAFFIC   REGULATIONS   FOR     THE TURKISH STRAITS
5. TURKISH STRAITS VESSEL TRAFFIC SERVICES
6. CONCLUSION

1. CHARACTERISTICS OF THE STRAITS / NAVIGATIONAL RISKS

It is worthwhile to recall some of the specific characteristics of the Turkish Straits with a view to having better understanding of the differences and difficulties that are inherent in this waterway.

There are more than 260 straits in the world. But none of them even remotely resembles the Turkish Straits in terms of the geography and other factors. The Turkish Straits are considered as one of the most strategic waterways of the world.

The total distance to be covered through the Straits, consisting of the Strait of Istanbul, Strait of Çanakkale and the Sea of Marmara, is about 164 miles, which for an average vessel takes about 16 hours to navigate. Their narrow and winding shape is more akin to that of a river. No part of the Straits lies in high seas. They are located in Turkey’s internal waters.

The length of the Strait of Istanbul is approximately 17 NM with a width varying from 700 meters to 1500 meters and is characterized by several sharp turns. The ships are bound to alter course in this Strait at least 12 times up to 80 degrees. Typical and unstable currents also prevail at these turns, therefore, navigation for a large ship around these sharp turns is quite dangerous. Even medium size ships encounter difficulties while navigating in these sections of the Strait of Istanbul. Weather conditions causing poor visibility due to thick fog, rain, snow and strong changing currents reaching up to 7-8 knots are additional navigational difficulties in these narrow waterways.

The Strait of Istanbul is also unique as it runs right through the city of Istanbul, declared as a "World Heritage” by UNESCO, with more than 12 million inhabitants. The shorelines of Istanbul are densely populated. The vessels carrying dangerous cargo regularly approach as close as 50 meters to these inhabited areas. Excluding the vessel traffic and the local traffic such as leisure crafts and fishing vessels, the daily domestic vessel movement alone in the Strait of Istanbul is more than 2500. Over 2.5 million people are daily on the move at sea by intra-city ferries and other shuttle boats, crossing from one side to another in Istanbul. It is also one of the rarest marine biological corridors of the world, acting as a genetic bridge for marine life between the Black Sea and the Mediterranean.

The length of the Strait of Çanakkale is about 37 NM, with a general width ranging from 1300 meters to 2000 meters. Its geographic features are similar to those of the Strait of Istanbul.

In light of this brief information, it is not difficult to say that the Turkish Straits are one of the most difficult to navigate and thus potentially dangerous waterways in the world for maritime traffic.

2. MARITIME TRAFFIC IN THE STRAITS

Since the signing of the Montreux Convention, establishing the regime of passage through the Turkish Straits in 1936, the number of vessels passing through the Straits has increased 11 times while their total tonnage has increased more than 25 times. Indeed, while the number of ships passing through the Straits was 4500 in 1938, in 2007 this figure is 56.606.

In recent years, not only the frequency of vessel traffic has increased but also the size of vessels and the nature of cargoes have drastically changed. The ratio of oil, oil products and other dangerous and hazardous materials transported by large tankers has been rapidly increasing. Indeed, the number of oil tankers and other dangerous cargo vessels passing through the Strait of Istanbul rose by % 90 in the last 7 years alone from 4248 in 1996 to 10.054 in 2007. Similarly, the amount of hazardous cargo increased from 60.1 million tons in 1996 to 143.9 million tons in 2007, with an increase by % 130. The figures for the Strait of Çanakkale are similar as displayed in the following charts:

STATISTICAL FIGURES
REGARDING TANKER TRAFFIC
IN THE STRAIT OF İSTANBUL

The vast increase in the number of vessels and the amount of hazardous cargo in recent years has caused considerable growth of the risk of maritime disasters in the Turkish Straits which will entail grave consequences on the surrounding human and marine environment at incomparable proportions. Numerous tragic accidents that have occurred in the Straits in the past are evidential in this regard.

3. CONSEQUENCES OF THE DENSE MARITIME TRAFFIC IN THE STRAITS

The increasingly congested maritime traffic in the Turkish Straits causes serious concern from various respects.

An accident in the Strait of Istanbul that involves hazardous cargo has the potential of endangering the lives of hundreds of thousands of people, if not millions. Moreover, the effects of an environmental catastrophe resulting from such an accident would leave its scars for many decades.

The nature, volume and frequency of vessel traffic, the increase in the size and tonnage of the vessels and the nature of cargoes, have sharply increased the risk of maritime accidents in the Straits which could have grave consequences in terms of ecological, environmental and physical disasters.

The dense maritime traffic in the Turkish Straits and the consequent marine pollution, have already severely affected the environment. There is a significant decrease in the number and the variety of the surface and subsurface fish in the Straits, mainly bluefish, mackerel, and swordfish.

Until early 1970’s the Turkish Straits were known as a rich and productive marine area. The Straits also used to play an important role as a biological corridor between the Mediterranean and the Black Sea, and acted as an acclimatization zone for the Mediterranean species. However, due to the pollution mainly stemming from maritime traffic, this sensitive eco-system is now facing the threat of destabilization. Most of the fish species are on the verge of extinction. Not only maritime accidents but also garbage dumping, used oil dumping, ballast water and waste water discharging contribute to a great extent to marine pollution.

Noise pollution, destruction of natural beauty and damage to cultural heritage are other side effects of the intense maritime traffic.

403 main accidents have been recorded in the Strait of Istanbul alone since 1948. The number of collisions has been 292, crashing into buildings in the residential areas along the Strait of Istanbul have been 27, grounding 35 and fire 6. A collision or an environmental disaster will force the closure of the Straits for unpredictable periods as it happened several times in the past, which would affect the economies of the Black Sea countries as well as land locked Caucasian and Central Asian States.

A few examples of major accidents that occurred in the Strait of Istanbul are as follows:

-In 1979, a collision between the Romanian tanker "Independenta" and the Greek freighter "Evriali" resulted in over 30 deaths. 30.000 tons of crude oil was burned and 65.000 tons of oil spilled into the sea. An area of 5.5 km in diameter was coated with a thick tar. In this area mortality rate among marine species was estimated at 96 %.

-In 1991, Lebanese "Rabunion” collided with another vessel in which 8 crewmen were killed and the Lebanese vessel sank with its cargo of 20.000 live sheep, again causing a serious environmental damage.

-In 1994, "M/T Nassia” hit "M/V Shipbroker”-both Greek Cypriot flagged vessels. The fire on Nassia lasted for over a week, resulting in the closure of the Strait to maritime traffic. The fire also spread on to the freighter killing 26 crewmembers. This accident also caused heavy environmental damage. 20.000 tons of oil spilled over the sea, fish from several species and cetaceans were stranded and sea birds were killed.

The rate of accidents has drastically declined after Turkey started to implement the traffic regulations in the Straits. The number of collisions which was around 50 per year before the enaction of these regulations has dropped to less than 5.

4. INTRODUCTION OF MARITIME TRAFFIC REGULATIONS FOR THE TURKISH STRAITS

The increasing maritime traffic in the Turkish Straits, especially the sharp rise after 1990’s in the number of oil tankers and the amount of oil they carry bring with them the growing risk and danger of a large-scale accident in the Straits causing huge environmental damage and destruction. The past examples show that this risk and danger may turn into a nightmare any time unless the necessary measures are taken to ensure safety of navigation in the Straits.

Having faced with this gloomy reality, Turkey had to take some safety measures in the Straits in 1994. The measures, which were contained in the Turkish Straits Regulations, were revised in 1998 taking into account 4 years of practice and experience.

On the other hand, traffic separation schemes (TSS) were introduced in 1994 in the Straits in accordance with the provisions of the “International Regulations for Prevention of Collision at Sea” (COLREG). The TSS were approved by the International Maritime Organization (IMO) General Assembly in November 1995. The Turkish Straits Regulations and the TSS aim at enhancing safety of navigation in the Turkish Straits and are in conformity with the relevant rules of international law and practice.

Indeed, the Maritime Safety Committee of the IMO concluded at its 71st session, which was held in London on 19-28 May 1999 that the safety measures and the associated IMO Rules and Recommendations “have proven to be effective and successful". The drastic decline in the number of accidents and collisions substantiate this conc lusion.

5. TURKISH STRAITS VESSEL TRAFFIC SERVICES

On the other hand, as part of its continuous efforts to enhance the maritime security and navigational safety as well as to protect the surrounding cultural heritage, marine environment, human life and property in the Turkish Straits, the Turkish Government has installed a modern vessel traffic services (VTS) system which has been operational since 30 December 2003. This system is aimed at increasing the safety of navigation and security, rather than making it possible for a greater number of vessels to pass through the Turkish Straits. It is an undertaking of extreme expense, which Turkey has had to bear.

6. CONCLUSION

Despite the safety measures that have been taken, the Turkish Straits are still threatened by the ever growing number of oil tankers and other dangerous cargo vessels.

Yet, there are arguments that the safety measures taken in the Straits contravene with the principle of freedom of passage envisaged by the Montreux Convention. As explained above, the safety measures are needed vis-à-vis the risks and dangers resulting from the increased tanker traffic in the Straits. One has to interpret the principle of freedom of passage with due regard to the safety of millions of people and the protection of environment. As manifested in the aftermath of the Erika and Prestige accidents, marine safety is a growing concern worldwide. As one of the most threatened and congested waterways, the Turkish Straits cannot and should not be left out of this global concern. Otherwise, this would be nothing but an abuse of the right of freedom of passage without taking into account the legitimate and justified concerns of Turkey for its people, its environment and its historical and cultural assets.