Category: Safety & Security

The ISM code sets an international standard for the safe management and operation of ships and requires companies to document and implement clear procedures, standards and instructions for safety management ashore and afloat.The ISM code does not replace the requirement for compliance with existing regulations.The purpose of the code is to provide an international standard for the safe management and operation of ships and for prevention of pollution.The objectives of the code are to ensure safety at sea, prevention of human injury or loss of life, and avoidance of damage to the environment.The Code was introduced on a mandatory basis in three stages depending on the type of vessel but regardless on date of construction.

Launching, Retrieving, Maintaining Of Lifeboats Is A High-risk Activity Particularly Whilst At Sea, And As Such As It Should Be Approached In Way That All Hazards Are Identified And Mitigated. Seafarers Must Know The Solas Requirements And IMO Guidelines For Life Boat Launching Procedures.

What Are The SOLAS Amendments For Life Boat Launching And When Did They Come Into Practice?
Amendments To The International Convention For The Safety Of Life At Sea (SOLAS) Aimed At Preventing Accides During Lifeboat Launching Entered Into Force On 1 January 2013.
According To The Amendments Adopted In May 2011 And The New Paragraph 5 To SOLAS Regulation III/1, Lifeboat On-load Release Mechanisms Not Complying With The New International Life-Saving Appliances (LSA) Code Requirements, Have To Be Replaced, No Later Than The First Scheduled Dry-docking Of The Ship After 1st July 2014 But, In Any Case, Not Later Than 1st July 2019.
The SOLAS Amendment Is Intended To Establish New, Stricter, Safety Standards For Lifeboat Release And Retrieval Systems And Requires The Assessment And Possible Replacement Of A Large Number Of Lifeboat Release Hooks.

Why Do Majority Of Lifeboat Accidents Take Place And What Are The Measures Take To Overcome Them?
The Majority Of Accidents Related To Lifeboats Generally Result From Lack Of Familiarity With Equipment, Inadequate Maintenance, Unsafe Practice During Lifeboat Drills And Inspections/test, Failure Of Communications, And Failure Of Involved Personnel To Assess The Relevant Risks And Take The Required Measures. These Factors Have Been Exacerbated In Many Cases By The Design And Instructions Provided By The Manufacturers.
          The Design Of Some Equipment And Manufacturers’ Instructions With Regards To Repair And Maintenance, May Require Special Attention And Training Of Ship’s Personnel In Order To Attain The Required Level Of Familiarity To Overcome Risks. Also Particular Attention Must Be Paid To The Authorized By Manufacturers Service Engineers When They Attend The Maintenance Or Inspect The Various Critical Parts Of The Lifeboats (winches, Release Mechanism), Bearing In Mind That Human Errors Apply Also To Them.

What Is The IMO Guidelines For Correct Launching Procedure For Conventional Lifeboat?
CONVENTIONAL LIFEBOATS
During Abandon Ship Drills, When Lowering And Manoeuvring Is In Process, The Life Boats Should Never Be Lowered Simultaneously. When The First Life Boat Has Been Safely Recovered And Secured On Board, Only Then The Crew May Proceed With The Lowering Of The Second Life Boat.
Ship’s Staff Should Always Remember That The Setting And Maintenance Of The Release Gear And The Lifeboats Winch Are Critical To The Safe Operation Of Lifeboats And The Safety Of Personnel In The Lifeboat. All Inspections, Maintenance, Operations And Tests Of This Equipment Should Therefore Be Carried Out With Utmost Care And After Having Conducted Risk Assessment. Moreover, Evidence (photos) Of Testing Of The Release Gear Should Be Sent To The Office, Via Crew Mail, On A Monthly Basis.
          Procedures For Each Type And Maker Of Lifeboat Should Be Regularly Reviewed To Ensure They Contain Correct Actions And Precautions, Which Must Be Carefully Followed As Laid Out.
It Is Imperative That The Crew Fully Understand The Operation Of All Equipment, Especially Of Winches, Davits And Release Gear, In Order To Ensure That Mechanisms Are In Good Order And All Safety Interlocks Have Been Checked And Confirmed In Place.
          Review And Understand The Lifeboat Manufacturers’ Specifications And recommendations For Operations And Maintenance.
– No Person Must Enter The Lifeboat After Its Fist Lashing Has Been Removed.
– Before Placing Persons Onboard A Lifeboat, Same Must First Be Lowered One (1) Meter Above The Water And Recovered Without Persons On Board To Ascertain That The Arrangement Functions Correctly. Upon Recovery, Ch. Enginer Shall Check And Inspect Indicators And Associated Equipment.
– The Lifeboat Should Be Lowered Into The Water With Only The Number Of Persons On Board Necessary To Operate The Boat. One Experienced Deck Officer And One Engineer Officer Must Be Among Them.
– No Modification (drilling For Locking Pin Insertion Point ) To On Load Release Hooks Shall Take Place And Existing Locking Pins Must Have Clear Instructions Nearby, For Easy And Fast Guidance And Be Coloured On The Insertion Point, As Addressed In MSC.1/Circ.1205. In Addition, A Warning Notice For The Handle Of The Locking Pin, That It Must Be Removed Before Activating The Release Mechanism, Should Be Placed- The Lifeboat Should Be Lowered Into The Water Only If Suitable And Certified Fall Preventive Device Is Fitted At Both Lifeboat Hooks.
– The Responsible Officer Must Ensure That Lifeboat FPDs Are Properly In Place Before Commencing Any Drill. Please See Photos Below For Your Further Guidance.
The FPDs Should Be Used Only For Drill Purposes, Or In The Event Of Launching And Recovery Of The Life Boat In Water For Non-emergency Purposes (i.e Inspection), And Should Be Safely Stored Inside The Lifeboat, After Completion Of Same. The Reason For Use Of The FPD Is Because It Protects The Crew In Case The Boat Is Unintentionally Disconnected From The Falls. For This Reason, The Use Of FPD Should Be Part Of The Training Onboard And Crew Should Be As Familiar With Them As With Other Parts Of The Operational Equipment Of The Boat. Training Of The Crew Must Contain The Operations That Have To Be Carried Out At The Bow And Stern Hooks For Using The FPD- On Completion Of Operation Personnel Must Leave The Boat When It Reaches The embarkation Deck, And Before The Boat Is Secured.
– The Whole Operation Must Be Carried Out Under The Supervision Of Master And Chief Engineer.
In This Respect, Organizations And Reputable Third Parties Have Taken Actions To Minimize Accidents.

What Guidines Are To Be Followed For Launching Free Fall Life Boat According To IMO?
In Line With SOLAS Chapter III Regulation 19 Para 3.3.4, “free Fall Life Boats Must Be Lowered In The Water At Least Once Every Three Months During An Abandon Ship Drill The Crew Shall Board The Lifeboat, Properly Secure Themselves In Their Seats And Commence The Launch Procedure Up To But Not Including The Actual Release Of The Lifeboat (i.e., The Release Hook Shall Not Be Released).
The Lifeboat Shall Then Either Be Free-fall Launched With Only The Required Operating Crew On Board, Or Lowered Into The Water By Secondary Means Of Launching Without The Operating Crew On Board, And Then Manoeuvred In The Water By The Operating Crew. At Intervals Of Not More Than Six Months, The Lifeboat Shall Either Be Launched By Free-fall With Only The Operating Crew On Board, Or Simulated Launching Shall Be Carried Out In Accordance With The Guidelines Developed By The Organization”.

To Sum Up, Technically, As Per Above SOLAS Regulation The FFLB Must Be:
A. Lowered And Manoeuvred In The Water At Intervals Not Exceeding The Three (3) Months Using Life Boat Davit (secondary Mean).
1. The Entire Crew Will Enter The Life Boat And Take Their Respective Position.
2. The Crew Will Start And Test Life Boat Engine Ahead And Astern As Well As Boat’s Steering Port And Starboard.
3. The Crew Will Exit From The Life Boat.
4. The Boat Shall Then Be Launched In The Water By Secondary Means (davit) With NO Crew Inside. Make Sure That The Life Boat Will Remain Properly Moored Next To Vessel.
5. Operating Crew Shall Proceed To The Life Boat Using The Rescue Boat.
6. Once The Operating Crew Reach The Life Boat, The Life Boat Shall Then Be Manoeuvred In The Water By The OPERATING Crew Only.
7. After Completion Of Manoeuvring, Operating Crew Will Exit From The Life Boat After Having Prepared The Boat For Recovery.
8. Operating Crew Return To The Vessel.
9. Life Boat Recovered Using The Davit.

B. Lowered And Manoeuvred In The Water By Free Fall Launching Every Six Months. However, There Is NO Need To Free Fall Launch The Life Boat, Provided That SIMULATED LAUNCHING Has Been Conducted At Interval Not Exceeding The Six months, As Is Mentioned Above.

GUIDELINES FOR THE SIMULATED LAUNCHING OF FREEFALL LIFE BOATS
The Purpose Of These Guidelines Is To Provide A Basic Outline Of Essential Steps To Safely Carry Out Simulated Launching. These Guidelines Are General; The Lifeboat Manufacturer’s Instruction Manual Should Always Be Consulted Before Conducting Simulated Launching. Simulated Launching Should Only Be Carried Out With Lifeboats And Launching Appliances Designed To Accommodate It, And For Which The Manufacturer Has Provided Instructions. Simulated Launching Should Be Carried Out Under The Supervision Of A Responsible Person Who Should Be An Officer Experienced In Such Procedures.
Typical Simulated Launching Sequence
1. Check Equipment And Documentation To Ensure That All Components Of The Lifeboat
And Launching Appliances Are In Good Operational Condition.
2. Ensure That The Restraining Device(s) Provided By The Manufacturer For Simulated Launching Are Installed And Ensure And That The Free-fall Release Mechanism Is Fully And Correctly Engaged.
3. Establish And Maintain Good Communication Between The Assigned Operating Crew And The Responsible Person.
4. Disengage Lashings, Grips, Etc., Installed To Secure The Lifeboat For Sea Or For
Maintenance, Except Those Required For Simulated Free-fall.
5. Participating Crew Board The Lifeboat And Fasten Their Seatbelts Under The Supervision Of The Responsible Person.
6. All Crew, Except For The Assigned Operating Crew, Disembark The Lifeboat. The Assigned Operating Crew Fully Prepares The Lifeboat For Free-fall Launch And Secures Themselves In Their Seats For The Release Operation.
7. The Assigned Operating Crew Activates The Release Mechanism When Instructed By The Responsible Person. Ensure That The Release Mechanism Operates Satisfactorily And, If Applicable, The Lifeboat Travels Down The Ramp To The Distance Specified In The Manufacturer’s Instructions.
8. Re-secure The Lifeboat To Its Stowed Position, Using The Means Provided By The Manufacturer And Ensure That The Free-fall Release Mechanism Is Fully And Correctly Engaged.
9. Repeat Steps 3-7 Above, Using The Back-up Release Mechanism When Applicable.
10. The Assigned Operating Crew Disembarks The Lifeboat.
11. Ensure That The Lifeboat Is Returned To Its Normal Stowed Condition. Remove Any Restraining And/or Recovery Devices Used Only For The Simulated Launching Procedure

An Immersion Suit Is A Life Saving Appliance Carried Onboard. It Is A Dry, Waterproof Suit That Protects The Wearer From Hypothermia From Immersion From Cold Water, After Abandoning A Sinking Or Capsized Vessel.

What Is The Solas Regulation For The Testing Of Immersion Suit?
To Ensure The Maintenance Of Adequate Strength And Watertightness Of Seems And Closures Of Immersion Suits And Anti-exposure Suits With Age, It Is Recommended That Each Suit Be Subjected To An Air Pressure Test As The Following, At Intervals Not Exceeding Three Years, Or More Frequently For Suits Over Ten Years Of Age.
A Suitable Head Piece, Fitted With A Means To Inject Air Into The Suit, Should Be Inserted Into The Face Orifice Of The Suit And Secured So As To Minimize Leakage Around The Face Seal.a Low-pressure Monitoring Device, Either Integral To The Fitting For Air Injection Or As A Separate Device, Should Also Be Inserted.
If The Suit Is Fitted With Detachable Gloves And/or Boots, The Wrists And/or Cuffs Should Be Sealed By Inserting A Short Lenght Of Suitable Diameter Plastic Pipe And Securing The Gloves And/or Boots With Suitable Wire Ties Or Hose Clamps.the Zipper Should Be Fully Zipped, And Any Face Flap Closed.
The Suit Should Then Be Inflated To A Pressure Fo 0.7 To 1.4 Kpa (0.1 To 0.2 Psi) If An Auxiliary Inflatable Means Of Buoyancy Is Provided, It Should Be Inflated Through The Oral Valve To A Pressure Of 0.7 Kpa (0.1 Psi) Or Until Firm To The Touch.
Each Seam And Closure Of The Suit-and Each Seam, Oral Tube And Attachment Points And Joint Or Valve Of Any Auxiliary Inflatable Means Of Buoyancy Should Then Be Covered With A Soapy Water Solution Containing Enough Soap To Produce Bubbles (if Leakage Is Noted At A Foot Valve To The Extent That Air Pressure Cannot Be Maintained, The Valves Should Be Sealed For The Test).
If Leaks Are Revealed By The Propagation Of Bubbles At Seams Or Closures, The Leaking Areas Should Be Marked And, After Cleaning The Suit Thoroughly With Fresh Water And Drying It, Repaired In Accordance With The Suit Manufacturer’s Recommendations. The Air Pressure Test May Be Carried Out On Board Ship If Suitable Equipment Is Available. This Test Do Not Adequately Address Deterioration Of Seems And Closures (zippers, Etc.) Which May Not Be Readily Apparent By Visual Inspection. Such Deterioration Can Be Detected By Pressurization Of The Suit With Air, And Testing Of The Seams And Closures For Leaks With A Soapy Water Solution.

– All Cargo Vessels Should Now Carry One  immersion Suit For Every Person Onboard (as Indicated In The Record E Of The Cargo Ship Safety Equipment Certificate)
– Additional Immersion Suits May Be Required At Remotely Located Watch Or Work Stations, Depending On The Design Of The Vessel And Flag State.
– Vessels Trading Solely In Tropical Waters May Be Exempted By Flag State. No Exemption Is Granted To The Bulk Carriers.

What Are The Maintenance To Be Carried Out For Immersion Suit?
When Carrying Out The Inspection Of Immersion Suits And Anti-exposure Suits Required By Solas Regulation Iii/20.7,the Following Procedure Is Recommended:
1. Check Closures On Storage Bag As Well As General Condition Of Bag For Ease Of Removal Of Suit. Ensure Donning Instructions Are Legible. Confirm That Suit Is The Type And Size Identified On The Bag.
2. Lay The Suit On A Clean, Flat Surface. Make Sure The Suit Is Dry Inside And Out. Visually Check For Damage. Rips, Tears Or Punctures Should Be Repaired In Accordance With Manufacturer’s Instructions By A Suitable Repair Station (one Authorized By The Manufacturer And/or Acceptable To The Administration).
3. Check The Zipper By Sliding It Up And Down To Check For Ease Of Operation, Using Lubricant Recommended By The Manufacturer, Lubricate The Front And Back Of The Zipper And The Slide Fastener.if The Zipper Is Not Functional,the Suit Should Be Removed From Service And Discarded Or Returned To The Manufacturer Or A Suitable Repair Station.
4. If Fitted, Check Inflatable Head Support And/or Buoyancy Ring For Damage And Ensure That It Is Properly Attached.check Inflation Hose(s) For Deterioration.at Least Quarterly, The Head Support/buoyancy Ring Should Be Inflated And Tested For Leaks (this Test Does Not Apply To Integral Inflatable Lifejackets) Leaks Should Be Repaired In Accordance With Manufacturers’ Instructions By A Suitable Repair Station
5. Check Retro Reflective Tape For Condition And Adhesion. Replace If Necessary.
6. If Fitted, Check Whistle And Expiration Date Of Light And Battery.
7. Replace Suits In The Bag With Zippers Fully Opened
8. The Opportunity Should Be Taken At Such Monthly Inspections For The Crew To Practise Donning The Immersion Suits Or Anti-exposure Suits.
 

​BALTIC SEA AREA – A MARPOL 73/78 SPECIAL AREA.
What Is The Baltic Sea Area Geographically?
The Baltic Sea Area Comprises The Baltic Sea Proper, Plus The Gulf Of Bothnia, The Gulf Of Finland, And The Entrance To The Baltic Sea Bounded By The Parallel Of The Skaw In The Skagerrak At 57 44.43’N. With A Total Area Of About 370,000 Km2, The Baltic Sea Area Is One Of The World’s Largest Brackish Water Basins.

Why Is It Important To Protect The Baltic Area?
The Baltic Sea Area Has Always Been Of Great Importance To The People Living Around It, Providing A Natural Bond As Well As Routes Of Navigation. Fisheries Remain A Valuable Part Of People’s Livelihood And The Baltic Sea Area Is Also A Recreational Resource Of Growing Value.Because Of The Very Specific Hydrographical, Chemical And Physical Conditions Of The Baltic Sea Area, And Its Geological History, It Possesses Quite Unusual Fauna And Flora. Marine And Freshwater Organisms Live Side By Side, And There Is A Number Of Living Relicts. The Exchange Of Water In The Baltic Sea Is Very Slow, And If Harmful Substances Are Introduced They Will Remain There For A Very Long Time.As The Fauna And Flora Of The Baltic Sea Area Are Extremely Sensitive To Changes In Their Environment There Should Be No Discharges Of Harmful Substances, Especially Oil And Noxious Liquid Substances, Into This Vulnerable Sea.

What Are The Conventions In Place To Protect The Baltic Sea?
The Pollution Prevention Regulations To Protect The Marine Environment Of The Baltic Sea Area From Pollution, Every Ship Entering The Area Is Urged To Comply With The Anti-pollution Regulations Of The HELSINKI CONVENTION. This Applies To All Ships, Irrespective Of Whether Or Not They Are Flying The Flag. The Helsinki Convention Growing Awareness That National Measures Alone Are Not Sufficient To Protect This Highly Sensitive Marine Environment Led The Baltic Sea States To Adopt The HELSINKI CONVENTION (Convention On The Protection Of The Marine Environment Of The Baltic Sea Area), Which Was Signed In 1974 And Came Into Force In 1980. The 1974 Convention Was The First International Agreement Worldwide To Take Into Account All Aspects Of Marine Environment Protection.The Convention Aims To Prevent Pollution From Ships (including Dumping), Pollution From Land-based Sources, And Pollution Resulting From The Exploration And Exploitation Of The Seabed And Its Subsoil. The Convention Also Regulates The Co-operation To Respond To Marine Pollution By Oil And Other Harmful Substances. A Revised Convention Was Signed In 1992 In Order To Extend, Strengthen And Modernize The Legal Regime For The Protection Of The Marine Environment Of The Baltic Sea Area.The 1992 HELSINKI CONVENTION Entered Into Force On 17 January 2000.
In Accordance With The International Convention For The Prevention Of Pollution From Ships, 1973, As Modified By The Protocol Of 1978 Relating Thereto (MARPOL 73/78), Under Which The Baltic Sea Area Has Been Designated As A Special Area (regarding Annexes I, Oil, And V, Garbage), Far-reaching Prohibitions And Restrictions On Any Discharge Into The Sea Of Oil Or Oily Mixtures And Garbage Have Been Introduced By The Baltic Sea States.The Discharges Of Noxious Liquid Substances Are Also Strictly Regulated. In Addition, Regulations Concerning The Discharge Of Sewage Into The Sea And The Prohibition Of Incineration Of Shipgenerated Wastes In The Territorial Seas Of The Baltic Sea States Have Been Adopted By The Contracting Parties To The HELSINKI CONVENTION. There Is Also A General Ban On Dumping And Incineration Of Other Wastes, Not Incidental To Or Derived From The Normal Operation Of Ships, In The Entire Baltic Sea Area.
The Discharge Regulations Must Be Strictly Observed Owing To The Vulnerable Marine Environment Of The Baltic Sea Area And In Order To Keep The Shorelines And Beaches Clean.

What Are The Pollution Prevention Meausers For Oil And Cargo Waste Discharges In Place At Baltic Sea?
The Discharge Regulations Are As Follows:
And Refined Products.The Prohibition Applies Not Only To Discharges From The Cargo Tanks Of Oil Tankers But Equally To Discharges From The Machinery Spaces Of Any Ship. Only If The Oil Content In The Effluent Does Not Exceed 15 Parts Per Million Can A Discharge Be Permitted. For Ships Of 400 Gross Tonnage And Above The Oil Filtering Equipment Must Be Provided With Arrangements That Ensure That Any Discharge Of Oil Or Oily Mixtures Is Auto-matically Stopped When The Oil Content In The Effluent Exceeds 15 Parts Per Million. Ships Of Less Than 400 Tons Gross Tonnage, Lfying The Flag Of A Baltic Sea State, Should Comply With Adopted Guidelines Concern-ing Holding Tanks/oily Water Separating Or Filtering Equipment.
Finland Has Prohibited The Use Of Bilge Water Separators In Her Inland Waterways And In The Territorial Waters, Within The Area 4 Nautical Miles From The Nearest Land. Any Discharge Of Oil Or Oily Mixtures Into The Baltic Sea Area Is Prohibited. Oil Means Petroleum In Any Form Includ-ing Crude Oil, Fuel Oil, Sludge, Oil Refusepre-wash Procedure Must Be Applied And Similarly The Residue Must Be Discharged To A Reception Facility Until The Tank Is Empty. There Is A Prohibition On Discharges From Tanks That Have Contained Category X,Y Or Z Substances, Specified By IMO’s Inter-national Bulk Chemical Code, Which Cat-egorizes Noxious Liquid Substances (NLS) Carried In Bulk According To Their Magni-tude Of Harm To The Marine Environment If Discharged, Unless Specific Provisions Of Annex II "Regulations For The Control Of Pollution By Noxious Liquid Substances In Bulk" To MARPOL 73/78 Are Met. Tanks Having Contained Category X Substances Must Be Pre-washed Before A Ship Leaves The Port Of Unloading And The Resultant Tank Washings Must Be Delivered To A Reception Facility.The Concentra-tion Of The Substance In The Effluent To The Facility Must Be At Or Below 0.1% By Weight And The Tank Must Be Fully Emptied.
For High-viscosity Or Solidifying Substances In CategoryY The Specified The Cargo Residues In CategoryY Or Z Must Be Removed To Specified Small Quantities And Any Tank Washings Must Be Discharged To A Reception Facility Of The Port Of Unloading Or Another Port With A Suitable Reception Facility Provided That It Has Been Confirmed That A Reception Facil-ity At That Port Is Available And Is Adequate For Such A Purpose. The Eventual Discharge Of Any Residues Of Substances In Category X,Y Or Z Into The Sea Must Comply With Specific Provisions For Each Substance Category On The Speed Of The Ship, Discharge Below The Waterline, Distance From The Nearest Land And Depth Of Water. The Carriage And Discharge Into The Sea Of Noxious Liquid Substances Which Have Not Been Categorized, Provisionally Assessed Or Evaluated, Or Of Ballast Water, Tank Washings, Or Other Residues Or Mixtures Containing Such Substances Is Prohibited.

What Is The Regulation For Disharge Of Sewage In The Area?
For Ships Engaged In International Voyages In The Baltic Sea Area, Of 400 Gross Ton-nage And Above Or Which Are Certified To Carry More Than 15 Persons Regulations On sewage From Ships Is Prohibited Within 12 Nautical Miles Of The Nearest Land Unless Sewage Has Been Comminuted And Disinfected Using An Approved System And The Distance From The Nearest Land Is Longer Than 3 Nautical Miles. In Any Case, When Discharging From A Sewage Holding Tank, The Discharge Must Be At A Moderate Rate And The Ship Must Be Proceeding En Route At A Minimum Speed Of 4 Knots. Only If A Sewage Treat-ment Plant, Approved According To The Requirements Of IMO, Is Used Onboard, Can The Discharge Take Place At Any Dis-tance From The Nearest Land. surveys And Certification Of Annex IV "Regulations For The Prevention Of Pollu-tion By Sewage From Ships" To MARPOL 73/78 Also Apply.

Explain The Regulations Laid Down For Garbage?
The Discharge Of Garbage In The Baltic Sea Area Is Prohibited. However, Food Wastes May Be Discharged, But In Any Case Not Less Than 12 Nautical Miles From The Nearest Land. Incineration Means The Deliberate Combustion Of Wastes Or Other Matter At Sea For The Purpose Of Their Thermal Destruction, Excluding Activities Incidental To The Normal Operation Of Ships Or Other Man-made Structures.The Baltic Sea Has Been Designated As A SOx Emission Control Area Which Requires That All Ships Navigating In Its Waters Use Fuel Oil With A Sulphur Content Not Exceeding 1.5% M/m Or An Exhaust Gas Cleaning System/any Other Technical Method Reducing The Total Emissions Of Sulphur Oxides From Ships Ensuring The Same Level Of Efficiency.A Bunker Delivery Note Accompanied By A Representative Sample Of The Delivered Fuel Oil Should Be Kept On Board The Ship For Inspection And According To Annex VI "Regulations For Prevention Of Air Pollution From Ships" To MARPOL 73/78. In Accordance With Annex VI Deliberate Emissions Of Ozone-depleting Substances Is Prohibited.
Incineration, Except For The Incineration Of Ship-generated Wastes, Is Prohibited Throughout The Baltic Sea Area. However, The Incineration Of Wastes Deriving From The Normal Operation Of The Ship Is Also Prohibited In The Territorial Seas Of The Baltic Sea States.

Vessel Break Away From Jetty Can Causes personal Injury, Significant Contact Damage To The Vessel Including Ranging And Grounding, Damage, Damage To Adjacent Vessels, Damage To The Environment. The Majority Of These Incidents Occured During Periods Of Adverse Weather, With High Winds Acting On Vessels With Large Windage Areas In Many Cases Additional Mooring Lines Were Deployed In Anticipation Of High Winds,ultimately To No Avail.
In Some Case The Vessel Moorings Were Even Supplemented By Shore Lines With Load Monitoring,however,the Vessel Still Broke Free Due To Excessive Loads On The Lines,seemingly As A Result Of Abnormal Tidal Flow Caused By Restricted Under Keel Clearance.in Another Case,the Vessel Did Get Tugs To Hold Her Alongside The Berth,only To Stand Them Down Prematurely. The Second Time The Vessel Came Off The Berth She Grounded Resulting In Substantial Bottom Damage.

What Are The Reasons Behind Such Incidents?
Whilst Incidents Of This Nature May Involve Reports Of Defective Mooring Equipment Or Lack Of Attention To Moorings, Investigations Suggest That In Many Incidents A Proper Risk Assessment Was Not Undertaken.it Is Recommended That Appropriate Risk Assessment Are Carried Out, Taking Into Consideration The Vessel’s Characteristics Type, Size, Trading Pattern And The Prevailing Weather Conditions. Factors To Be Taken Into Consideration Include, But Should Not Be Limited To, The Following:
Examples Of Wind, Tidal, Swell And Weather Related Factors
Wind Loads Exerted Onto A Vessel’s Superstructure And Hull Above The Water Line, Which Can Form A Large Proportion Of The Total Load On The Mooring System Depending On The Moored Vessel’s Location And Characteristics. Wave Loads On A Vessel, Which Can Vary Depending On The Vessel’s Response To Waves Of Varying Periods And Heights.of Special Concern Are Moorings In Relatively Shallow Water Depths, In Low Tide And High Wave Conditions.these Conditions Can Lead To Violent Vessel Behaviour At The Moorings (breaking Waves, Excessive Motions, Snatch Loads Etc.)And In Extreme Cases, Loss Of Under-keel Clearanse In Wave Troughs For Larger, Deeper Draft Vessels.Forces Resulting From Steady Currents In Combination With Other Loadings,especially At Low Water Levels In Breaking Wave Conditions, Which Can Also Exert Substantial Loads On A Ship’s Mooring System. The Effect Of Wind Against Tide Or Current And The Effect Of A Change In Tide Direction On Moorings. Tidal Surges Before, During And After Storms, Which May Be Well Away From The Area In Which The Vessel Is Berthed,causing Unusually Large Tidal Ranges And Lower Than Expected Water Levels. Examples Of Port/berth Related Factors – Characteristics And History Of The Port And Berth Any Unusual Occurrences.
– Peculiar Features Of The Berth Such As Overhanging Arrangements, Obstruction By Gantry Cranes, Wind Funnelling Effects From Shore Structures.
– Design / Type, Position, Quality And Adequacy Of Shore Mooring Equipment Including Storm Moorings And Fenders And Of Tugs.
– Exposure At The Berth To Wind,tide And Swell Conditions.
– Delay In The Availability Of Shore Mooring, Equipment, Mooring Gangs, Pilots And Tugs Etc.in Normal As Well As Emergency Situations.
– Proximity Of Other Vessels And Hazards In The Vicinity Of The Berth.
– Effect Of Passing Vessels On Vessels Moored Alongside.
– Availability Of Storm Bollards, Which May Not Be Useable During Cargo Operations If Moorings Restrict Working On The Berth.
.- Port/terminal Procedures In The Event Of Extreme Conditions And Their Suitability.
Examples Of Vessel Related Factors – Size/type Of Vessel, Notably The Windage Area (including Windage Area Due To Cargo Or Containers If Applicable) And The Related Effects Of The Same With Chandes In Wind, Tidal And Swell Conditions.
– Design/type And Condition Of Mooring Equipment, Its Limitations And Weaknesses
– Suitability Of The Mooring Pattern-number Of Lines, Lengths, Angles And Leads And The Ability To Maintain Even Tension On The Lines.
– Manning Level/crew Availability For Normal As Well As Adverse Weather Conditions.
– Weather Forecast And Warnings-reliability And Frequency. – Readiness Of Engines, Anchors And Power On Deck.
– Availability, Condition And Readiness Of Additional Moorings.

Whay Should We Do To Avoid Such Incidents?
It Is Recommend That The Master Carries Out A Proper Risk Assessment For The Different Mooring Conditions And Loadings To Suit Their Specific Vessel Characteristics And Mooring Location In Normal As Well As Adverse Weather Conditions. The Master Is Encouraged To Be Proactive In Requesting Information From The Port, Pilots And Agents And In Establishing How Warnings Will Be Broadcast By The Port However, He Should Not Rely Wholly On Information From Other Parties.in The Event That Deteriorating Conditions Are Forecast, The Master Should Make Timely Decisions To Ensure That The Vessel Is Brought To A State Of Immediate Readiness.amongst Other Things The Master Will Want To Esure That,before Conditions Become Extreme, The Vessel Is Fully Manned,is Appropriately Ballasted For Heavy Weather(with Due Regard To Under Keel Clearance At The Berth And In The Port),has Engines Ready, And Is In Close Contact With The Terminal And Port Authorities In Relation To Timing And Availability For Stoppage Of Cargo Operations,deployment Of Additional (storm) Moorings, And For Tugs, Pilots Etc. Most Importantly,the Master Will Need To Decide Whether To Ramain Alongside Or Depart From The Berth To Sea Or A Safe Anchorage.it Is Worth Bearing In Mind That Additional Precautions Such As Extra Mooring Lines May Not Prevent A Ship From Breaking Free From Her Moorings.
Last, But By No Means Least, It Is Also Worth Remembering That Mooring Stations Can Be Very Dangerous Plsces In Bad Conditions, Hence Another Good Reason Not To Delay Departure From The Berth Until It Is Dangerously Late The Terminal