#Maritime Regulations

[wesermaritim]

Underwater Hull Inspections, Cleaning & Propeller Maintenance – How Weser Maritim Prevents Damage, Ensures Compliance & Improves Fuel Efficiency

Underwater hull inspections are essential for preserving a vessel’s structural integrity, enhancing fuel efficiency, and ensuring compliance with maritime regulations. Regular inspections help prevent corrosion, fractures, and hull fouling, reducing operational costs and maintaining seaworthiness.

Propeller maintenance is equally crucial, as a well-maintained propeller minimizes vibrations, improves propulsion efficiency, and lowers energy consumption.

Weser Maritim offers advanced underwater repair services, including high-resolution inspections, ultrasonic thickness measurements, and in-situ welding. Their team of expert divers and engineers provides rapid response solutions for unexpected hull damage and propeller malfunctions.

Case studies highlight Weser Maritim’s success in preventing major hull damage and ensuring compliance through propeller maintenance. Their services help shipowners avoid costly drydock repairs, reduce fuel consumption, and meet regulatory standards.

By partnering with Weser Maritim, vessel owners benefit from rapid response, technical expertise, comprehensive solutions, and global service coverage, ensuring reliable and efficient underwater maintenance.

[aiolegalservices]

AIO's Maritime Legal Services: Safeguarding Your Assets and Maritime Operations

At AIO, our maritime legal services stand as a beacon of assurance for clients in the maritime, oil tanker and commercial vessel industry. With a comprehensive suite of services tailored to meet the diverse needs of our clients, we prioritise protection, compliance, and strategic counsel in every aspect of maritime law. One of our core strengths lies in our Charterparty Expertise. Meticulously…

[manning-services-india]

Manning Services

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[listen-to-the-inner-walrus]

sometimes learning maritime history is just sitting there thinking like okay i get that all my why would you not Xs is money like its just who cares about safety when money BUT i feel like if all of you would agree on shipping lanes for lake fucking huron, youd probably save money on ship collisions, what do you mean these lanes didnt apply to canadian ships????

[tmarshconnors]

What If the Titanic had not sunk?

If the Titanic had not sunk, it would have had a significant impact on maritime history. Here are some possible scenarios of what might have happened if the Titanic had not sunk:

Enhanced Safety Regulations: The sinking of the Titanic brought attention to the inadequate safety measures and regulations in the maritime industry. If the Titanic had not sunk, it is likely that stricter safety regulations would have been implemented sooner. This could have improved the safety standards for future ships and prevented other maritime disasters.

Design and Technological Improvements: The sinking of the Titanic exposed flaws in the ship's design and technological capabilities. If it had survived, it would have likely undergone modifications and improvements to address these issues. Shipbuilders and engineers would have focused on enhancing safety features, such as increasing the number of lifeboats and improving communication systems.

Public Awareness and Preparedness: The sinking of the Titanic had a profound impact on public awareness of maritime safety and preparedness. If the disaster had been averted, there might have been less urgency in raising awareness about the need for lifeboat capacity, adequate training, and safety drills. The public's perception of the risks associated with ocean travel may have been different, potentially leading to a different approach to safety measures in the industry.

Impact on World War I: The Titanic sinking had indirect effects on World War I. The loss of many wealthy individuals aboard the Titanic affected the social and economic landscape. If the Titanic had not sunk, some of these influential individuals might have continued to play roles in society and politics, potentially influencing the course of events during the war.

Alternative Maritime Disasters: If the Titanic had survived, it is possible that a similar disaster could have occurred at a later time, involving a different ship. The sinking of the Titanic highlighted the need for improved safety measures across the entire maritime industry. If those improvements were delayed, it could have led to a similar disaster on a different vessel, which might have then sparked the same reforms and changes.

It's important to note that these scenarios are speculative, and it is impossible to accurately predict the exact outcome if the Titanic had not sunk. The sinking of the Titanic had a significant impact on maritime safety and continues to be an important event in history.

[netherstray]

Hey! Here are some channels where you can learn more about the silly, over-regulated industries these heroes keep bitching about!

babe wake up a new disaster in applied libertarianism just dropped

[maritimecyprus]

Maritime Compliance: Maritime Single Window (MSW) mandatory as from 01 Jan 2024

[oqulis]

I think we should name planes like we do boats

[electronalytics]

Marine Vessel Energy Efficiency Solutions Market Geographical Expansion & Analysis, Share,Size, during 2017 to 2032

Marine vessel energy efficiency solutions refer to technologies, practices, and systems designed to improve the fuel efficiency and reduce the environmental impact of marine vessels. These solutions are adopted in various types of ships, including cargo vessels, tankers, passenger ships, and offshore support vessels. Here is an overview of the marine vessel energy efficiency solutions market, including its demand and key trends:

Market Overview: The marine vessel energy efficiency solutions market has been growing steadily due to increasing environmental regulations, rising fuel costs, and the need to reduce greenhouse gas emissions from the shipping industry. Energy efficiency solutions in marine vessels aim to optimize fuel consumption, reduce emissions, and enhance operational efficiency.

Marine Vessel Energy Efficiency Market size was valued at USD 163.02 Million in 2022 and is expected to expand at a CAGR of 4.25% in the forecasted period 2023-2030.

Demand Drivers:

Environmental Regulations: Stringent regulations imposed by international bodies, such as the International Maritime Organization (IMO), require the shipping industry to reduce emissions and improve energy efficiency. Compliance with these regulations is driving the adoption of energy efficiency solutions in marine vessels.

Fuel Cost Savings: The rising fuel costs have become a significant concern for ship operators and owners. Energy efficiency solutions can help reduce fuel consumption, resulting in cost savings over the vessel's operational lifespan.

Environmental Sustainability: The shipping industry is under pressure to reduce its environmental impact and contribute to global sustainability goals. Energy efficiency solutions play a crucial role in minimizing greenhouse gas emissions, air pollution, and other environmental impacts associated with maritime activities.

Key Trends:

Advanced Propulsion Systems: Adoption of advanced propulsion systems, such as hybrid-electric propulsion and fuel-efficient engines, is a key trend in the marine vessel energy efficiency solutions market. These systems optimize power generation and propulsion, leading to reduced fuel consumption and emissions.

Hull and Propeller Optimization: Technologies aimed at improving hull and propeller design and maintenance are gaining prominence. These solutions include advanced hull coatings, air lubrication systems, and propeller optimization techniques to reduce drag and enhance vessel efficiency.

Energy Management Systems: Energy management systems monitor and optimize various vessel systems and operations to achieve energy efficiency. These systems integrate data from various onboard sensors, optimizing power generation, consumption, and distribution across the vessel.

Waste Heat Recovery: Waste heat recovery systems capture and utilize waste heat generated during vessel operations for various purposes, such as electricity generation or preheating fuel and water. These systems improve overall energy efficiency by utilizing otherwise wasted energy.

Digitalization and Data Analytics: The integration of digitalization and data analytics is transforming the marine vessel energy efficiency market. Real-time monitoring, data analysis, and predictive maintenance enable operators to optimize vessel performance, identify inefficiencies, and make data-driven decisions for energy savings.

Alternative Fuels and Renewable Energy: The adoption of alternative fuels, such as liquefied natural gas (LNG) and biofuels, is on the rise in the shipping industry. Additionally, renewable energy sources, such as wind and solar, are being explored for auxiliary power generation on vessels, further enhancing energy efficiency.

The Marine Vessel Energy Efficiency Solutions market offers several key benefits for stakeholders involved in the maritime industry, shipping companies, and environmental conservation. Here are some of the main advantages:

Fuel Cost Savings: Implementing energy efficiency solutions in marine vessels can lead to significant fuel cost savings. Optimized operations and improved fuel consumption efficiency reduce the overall fuel expenses for shipping companies.

Emissions Reduction: Energy efficiency solutions help reduce greenhouse gas emissions and air pollutants from marine vessels. This contributes to environmental sustainability and helps the shipping industry meet emission reduction targets.

Compliance with Regulations: As environmental regulations become more stringent, adopting energy-efficient practices and technologies helps shipping companies comply with international and regional emissions standards and avoid potential penalties.

Enhanced Competitiveness: Shipping companies that invest in energy efficiency solutions can gain a competitive edge by offering more sustainable and environmentally friendly transportation services, attracting environmentally conscious customers and investors.

Long-term Cost Stability: Energy efficiency measures often lead to long-term cost stability, as fuel prices and operating expenses are better controlled, reducing the impact of volatile fuel markets on the shipping industry.

Overall, the Marine Vessel Energy Efficiency Solutions market not only provides economic advantages for shipping companies but also plays a vital role in reducing the maritime industry's environmental impact, fostering sustainable practices, and supporting the global transition to a greener future.

We recommend referring our Stringent datalytics firm, industry publications, and websites that specialize in providing market reports. These sources often offer comprehensive analysis, market trends, growth forecasts, competitive landscape, and other valuable insights into this market.

By visiting our website or contacting us directly, you can explore the availability of specific reports related to this market. These reports often require a purchase or subscription, but we provide comprehensive and in-depth information that can be valuable for businesses, investors, and individuals interested in this market.

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Market Segmentations:

Global Marine Vessel Energy Efficiency Solutions Market: By Company • ABB Group • Siemens • GE • Schneider Electric • Wärtsilä • MAN • KONGSBERG • Becker Marine Systems • China Classification Society • Bureau Veritas • Kawasaki Global Marine Vessel Energy Efficiency Solutions Market: By Type • Software and System • Energy-Saving Devices Global Marine Vessel Energy Efficiency Solutions Market: By Application • Tanker Vessels • Container Vessels • Bulk Vessels Global Marine Vessel Energy Efficiency Solutions Market: Regional Analysis The regional analysis of the global Marine Vessel Energy Efficiency Solutions market provides insights into the market's performance across different regions of the world. The analysis is based on recent and future trends and includes market forecast for the prediction period. The countries covered in the regional analysis of the Marine Vessel Energy Efficiency Solutions market report are as follows: North America: The North America region includes the U.S., Canada, and Mexico. The U.S. is the largest market for Marine Vessel Energy Efficiency Solutions in this region, followed by Canada and Mexico. The market growth in this region is primarily driven by the presence of key market players and the increasing demand for the product. Europe: The Europe region includes Germany, France, U.K., Russia, Italy, Spain, Turkey, Netherlands, Switzerland, Belgium, and Rest of Europe. Germany is the largest market for Marine Vessel Energy Efficiency Solutions in this region, followed by the U.K. and France. The market growth in this region is driven by the increasing demand for the product in the automotive and aerospace sectors. Asia-Pacific: The Asia-Pacific region includes Singapore, Malaysia, Australia, Thailand, Indonesia, Philippines, China, Japan, India, South Korea, and Rest of Asia-Pacific. China is the largest market for Marine Vessel Energy Efficiency Solutions in this region, followed by Japan and India. The market growth in this region is driven by the increasing adoption of the product in various end-use industries, such as automotive, aerospace, and construction. Middle East and Africa: The Middle East and Africa region includes Saudi Arabia, U.A.E, South Africa, Egypt, Israel, and Rest of Middle East and Africa. The market growth in this region is driven by the increasing demand for the product in the aerospace and defense sectors. South America: The South America region includes Argentina, Brazil, and Rest of South America. Brazil is the largest market for Marine Vessel Energy Efficiency Solutions in this region, followed by Argentina. The market growth in this region is primarily driven by the increasing demand for the product in the automotive sector.

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[superstrijder00]

And in the EU we have different laws and bodies to do the same thing. Remember when during brexit one of the points was 'they have an insane amount of regulations on the most inane topics'? Well turns out some of those regulations are things like 'put a best by date on foods', 'don't make tablecloths out of asbestos cloth' or other actually useful things!

I’m still thinking about that “is OSHA regulations Cop Behavior” post. Like. You know who thinks regulations are for losers? People who build submersibles out of logitech gamepads and rejected carbon fibre. People who trust starlink as their only surface lifeline.

Do you wanna be like the fine film on the floor of the Atlantic that was once a billionaire? Is that the hill you’re really gonna die on?

We have an expression in my field- “Regulations Are Written In Blood”

People don’t have fucking safety standards as a power trip, we have them because somewhere in the past, NOT having those regulations killed or maimed someone.

A lot of laws out there are bullshit- safety regulations sure as fuck aren’t. I have the literal scars to prove it.

[ltwilliammowett]

Bark Johanne in a storm, by Hans Peter Jürgens (1924-)

170 years ago, the bark Johanne ran aground off Spiekeroog during an autumn storm. As there was no regulated or even standardised sea rescue service, 84 people lost their lives. This was the trigger for the founding of the German Maritime Search and Rescue Service - DGzRS

[fatehbaz]

Work acquaintance, ostensibly as a joke about me and my interests, asked if I had any educational reading recommendations about "Santa's sleigh"

So, to pass the time, I thought we'd have a dialogue about the history of urban vehicularization, pedestrian encounters with vehicles, and control of space and mobility, through the "vehicle" (pun intended) of a case study of carriages and sleighs in eighteenth-century Amsterdam.

---

And none of this is to be taken seriously, I'm just saying words recreationally. But Amsterdam is important in the history of urban space. It was the site of early speed limit regulations for vehicles: In 1681, a bylaw limited vehicle speed to walking pace (stapvoets), and a 1696 deposition describes the servants of a sheriff stopping a driver for driving too fast. By the 1770s, the sleigh-man's guild had 285 sleigh-men active year-round, not counting unregistered personal sleighs, or those who used sleighs over snow in winter. The (colonialism-fueled) expansion of the city's infrastructure (in the context of maritime trade and East India Company profits) allowed sudden, dramatic architectural expansion, though there was uneven adoption of new transportation methods of wheeled vehicles in newly-built edges of the urban area (where textile factories were situated) while maintaining the architecture of the dense streets of the medieval city core, so that sleighs and carriages existed side-by-side in a way that was distinct from the streets of Paris and London.

In 1790, visiting German scientist Georg Forster described Amsterdam as such: "The whole day long, a continuous thunderous roaring dominates. The manifold carriages of mayors, councilors, state officials, directors of the East India Company, physicians and the lavishly rich, the unremitting transport of goods [...] obstruct the way of passage and cause a constant yelling and rumbling [...]."

But history scholar Bob Pierik (in an article that opens with Forster's lamentation) describes how Amsterdam was an early site of "vehicularization" and related street regulations, and he finds this notable and worth considering because it anticipated and predated the more famous and more widely discussed urban regulations and policing of properly-industrialized nineteenth-century London, which allows us to perhaps rethink the historiography and "teleological narrative" of modernity.

Since vehicles, pedestrians, and their attendant regulations were experimented with in the Dutch metropole decades before the mechanized transportation and "politics of paving" in Victorian Britain, there were what Pierik calls "multiple modernities" existing simultaneously in the streets of early modern Amsterdam (a "proper metropolis" at that time).

---

Evidently, "sleighs had been an important part of street life in Amsterdam long before coaches and chaises." Indeed, Pierik invokes the observation of English author Samuel Ireland from 1789, describing a visit to Amsterdam: "[C]arriages with wheels, except for the use of the nobility and gentry, were not suffered here for many years […]. A sleigh, as the Dutch term it (the French a traineau or pot de chambre) is now in use: it is the body of a coach, without wheels […]."

And guess what? They dragged those sleighs over pavement. No wheels, but only "an oily cloth (a smeerlap) was used to smoothen the passage."

A piece of rhyming graffiti, written on a wagon, and collected by Hieronymus Sweerts between 1683 and 1690, reads:

Who drives fast make a quick start

But easily loses their horse and cart

Careful and sen-

Sible is a good carriage man.

(For all excerpts and arguments here, by the way, see: Bob Pierik. "Coaches, Sleighs, and Speed in the Street: "Vehicularization" in Early Modern Amsterdam." Journal of Urban History, Volume 50, Issue 4. First published online 2 September 2022.)

Along with sleighs for transporting goods and products, there were sleighs for personal transport: a toeslee (closed sleigh) and koetsslee (coach sleigh).

---

And what of the pedestrian? Early on, at least in the Netherlands, vehicles were perceived as dangerous to pedestrians, and it could apparently be seen as arrogant to flaunt aristocratic wealth by gallavanting around in an expensive personal carriage in the city center, and so regulations and public opinion seem to indicate that pedestrian right-of-way was prioritized. An Amsterdam bylaw from 1528 indicated that drivers of sleighs could not sit upon their vehicle but had to walk beside it, because:

"[D]riving caused great disorder, often mixed with malice, as people, specifically women and children, are at great danger of being driven over."

An important city bylaw in 1634 banned the use of coaches within city walls. But the prohibition was gradually loosened, such that conflict between coach-drivers and pedestrians was frequently mentioned in depositions. But by the 1730s, something had changed. In Pierik's words:

[Quote.] Pedestrians now shared space with vehicles and had a new responsibility to protect themselves […]. [T]he language used in Bicker’s chronicle is very telling: In 1734, exactly a century after the vehicle ban, he wrote of a coachman who “had the misfortune of driving over a poor woman who died shortly thereafter.” Here, rather than the “women and children first” rhetoric that we have seen in the sixteenth-century regulations on the sleigh-men in the previous section, the coachman was also presented as a victim, and the right of the coach’s presence on the streets remained undisputed. Similarly, in 1746, Bicker Raije wrote of a nine- or ten-year-old boy who was “negligently watching around him” moments before he was killed by a sleigh horse. [End quote.]

The trend continued, and in the nineteenth century, British authorities would notoriously enact sweeping policies to control mobility in and access to urban space, in ways that prioritized "economic" activity while reinforcing class hierarchies. In fact, Pierik sees this vehicularization of the early modern city as "at once a civilizing and a colonizing project" in the same vein as what Koslofsky described as "nocturnalization," or the way in which, in London and Paris, "the elites of the court and the city colonized the urban night" with their affordance of transportation and a mobility not always shared with those lower in the hierarchies.

We are, of course, reminded of another aristocratic figure who, traveling through the night, engaged in this civilizing mission of nocturnalization and colonized public space with their vehicle. Someone who, like the early modern vehicle regulations of Amsterdam, is associated with Dutch tradition. Someone whose persona is closely connected to mobility, even hyper-mobility, drawn forth by their sleigh:

Santa Claus.

[on-a-lucky-tide]

Nik dares to dream.

CW: none, a little suggestive at the end.

Price and Nik sit in Price's bunk in their boxers. It's a compromise; Nik's managed to get Price out of his office with only a single folder of paperwork and a half-chewed biro. Just one more form, Nik. It'll keep me ahead tomorrow.

It's a delicate operation, prying John Price out of his office and his clothes. To hang Captain Price on the coat hook for the night, to let John stretch his legs. Slowly, slowly.

Nik sits patiently at John's back, nosing the soft hairs at the base of his neck, savouring the awful cologne he insists on wearing while on base. He needed a better one, really, and Nik had spent half an hour in a 'John Lewis' pawing over scents a week or so ago. A very flowery woman had overwhelmed him with smelly strips of cardboard and jargon he didn't recognise, so that had been mission failed. He did consider asking Farah or Iskra for help, but... Eh, Nik could tolerate the musky shit.

John's hair is scruffy and Nik knows he only has about a day to enjoy it before John goes and gets it cut back into regulation tidiness. Soap has a nickname for it; short, back and slap? Or was it... short, slap and twat? Back and... hmm, Nik can't remember.

But he does know he prefers John like this.

Ruffled, unkempt, just as he looks when they're off grid; rough stubble, scruffy hair, sweat and gun oil, his blue eyes bright, wild. Alive. So confident, lethal, and... Hmm, now what did Ghost call it? Ballsy.

"Da."

"Hm?" John doesn't look up from his paperwork, chewed pen scratching away.

"Ahh, sorry. I was... hmm, mechta. To have dreams that are awake."

"Hm," John huffs softly, shoulders lifting in a half shrug, "a daydream."

"Daydream," Nik repeats, resting his nose against the back of John's neck. He decides he doesn't mind the bad cologne, or the loss of the scruffy hair; he can't have John naked and warm against him when they're in the field. Of course, Nik would be lying if he said he hadn't fantasised about sex in his helicopter. Maybe, one day...

Nik moves over to John's shoulders and spends some time admiring another favourite thing. Something he can only enjoy in these moments when the world is locked out, and danger is a million miles away.

The freckles.

When he'd been a boy, his grandmother had likened them to kisses from angels, and Nik quite liked the idea that some were watching over John when he couldn't be, leaving their footprints on his skin beneath his Kevlar vest. He shifts closer, runs the backs of his fingers down John's spine to settle his hand at his waist, and noses those freckles with a contented hum.

He imagines John in the sun, perhaps on a beach in Croatia or Montenegro. Nik's always liked that part of the world; it lacked the touristy aftertaste of the coastal towns in the Mediterranean, and maintained some of its unique character. They could take a boat out to the sunken wrecks in search of ancient pottery and glass, swim in the Adriatic with the reef sharks and turtles, visit the museum full of maritime weaponry and stories of pirates, and each day John's skin would sprout more freckles for Nik to kiss.

He kisses them now. Languid, lingering. His thumbs stroke in circles, and Nik closes his eyes with the taste of John's skin in his mouth. They would drink good beer, smoke good cigars, sit together at the end of the pier in Dubrovnik perhaps and watch the lights twinkle on the surface of the ocean, John's hair would be ruffled and soft with sun and sea salt. He'd laugh, relaxed and unbothered, no paperwork. Half cut, they would stagger back to their hotel, and Nik would--

"Nik."

Nik blinks. He can see the side of John's face where he's turned to look over his shoulder. There's a hand over his at John's waist, goosebumps over John's shoulders and down his biceps. The biro sits forgotten on the manilla folder.

"Da."

"You were holdin' tight. Want to tell me about these daydreams?"

Nik feels his ears warm, and perhaps his sheepish response gives John the wrong idea. "One day they might not be dreams. I will keep them as a surprise."

"You dirty bastard..."

"They were not dirty! Eh, not all of them."

"Don't believe you, mate. Too much filth for you to even tell me about. Shocking."

"Chtob u tebya hui vo lbu vyros, Price! Your mind is in the gutter."

Nik grabs John around the middle and pulls him back into a tight embrace. He tries to gain the upper hand with a grapple, but John takes up the challenge and they tussle for some minutes, giggling and guffawing like schoolboys. The folder and pen scatter onto the floor, along with the blankets and a pillow.

Nik gains the upper hand through sheer bulk, and because he's not afraid to play dirty and grab at John's underarms, making him bunch up and wriggle in surrender. Still far too honourable in the bedroom. They settle into a kiss, Nik's arm curled beneath John's head to keep it tucked close, one of John's legs trapped in his. He slides a hand down the curve of John's body and into his boxers.

The first gasps are always the sweetest; John's always so surprised by pleasure, sometimes tries to cling onto the gruff, abrasive masculinity he uses as a shield from the world, but Nik knows how to handle him, how to coax him open. His body relaxes, his legs spread and he buries his hand in Nik's hair, chasing kisses and touches like a man starved.

One day, Nik promises himself, he will have John like this every night and in the morning he will not have to rebuild his walls again. One day. Hm. A man can dream.

[twinliches]

Considering article XII of the OST, would Mark Watney actually be a space pirate? He's not even using a foreign governments stuff, so does the OST even apply? Is he breaking any laws at all?

for context, this question is about this scene from The Martian:

“I’ve been thinking about laws on Mars. There’s an international treaty saying that no country can lay claim to anything that’s not on Earth. By another treaty if you’re not in any country’s territory, maritime law aplies. So Mars is international waters. Now, NASA is an American non-military organization, it owns the Hab. But the second I walk outside I’m in international waters. So Here’s the cool part. I’m about to leave for the Schiaparelli Crater where I’m going to commandeer the Ares IV lander. Nobody explicitly gave me permission to do this, and they can’t until on board the Ares IV. So I’m going to be taking a craft over in international waters without permission, which by definition… makes me a pirate. Mark Watney: Space Pirate.”

any i have to disappoint - mark is not a space pirate. first of all, i don't know where this man got the idea that maritime law applies to outer space. that is simply not true - while general law applies in outer space (Art III OST), the law of the sea (UNCLOS) clearly regulates, well, the sea. which space is not! what he is kind of right about is that there is an exclusion of appropriation of celestial bodies (Art II OST) - but he is not appropriating a celestial bodies, he is entering a space object which belongs to the USA, which you can own even in space, and belongs to you forever even if you never interact with it again (Art VIII OST). now, he does not have permission to interact with the object, which would technically be a violation of the USA's right to jurisdiction and control. ...but he is ALSO under the jurisdiction and control of the USA as a NASA astronaut, and international law necessarily requires the involvement of multiple jurisdictions/states to be applicable, so this is a non-issue under international space law and a labour law question more than anything. sorry mark.

[auressea]

Oil Spills was a Very Topical theme- along with Nuclear Waste

Amoco Cadiz Oil Spill (1978) Ixtoc 1 Oil Spill (1979) Atlantic Empress Oil Spill (1979)

Super Friends (1980), "The Incredible Crude Oil Monster"