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Findings and Proposed Action Plan

for the Safe Navigation in the

Bay of Boka

SEA EMPRESS

1n 1998 the Department of Transport (UK),

undertook a review.

Principle recommendation was the Port Marine

Safety Code (PMSC).

First published on 15 March 2000

According to the Code, the harbour authority must:

1. Review local and national legislation;

2. Comply with the duties and powers

3. All risks are formally assessed and as low as

reasonably practicable;

4. Operate an effective marine safety management

system (SMS) developed after formal risk

assessment;

5. Use competent people (i.e. trained, qualified and

experienced) in positions of responsibility for safety

of navigation;

2002 SOLAS Chapter V Reg. 12 1. VTS contribute to safety, efficiency and

protection of the environment 2. Governments to establish VTS if volume of

traffic or risk justifies 3. VTS to follow IMO guidelines. May be made

mandatory in territorial waters 4. Governments to encourage use of VTS by

ships flying their flag UNCLOS gives coastal states the scope for the

creation & maintenance of Vessel Traffic Systems

2002 MSC/Circ.1065

Maritime Safety Committee of IMO invited Member Governments to bring IALA model courses to the attention of VTS authorities, training institutes for the training of their personnel

Vessel Traffic Service

To improve the safety and efficiency of

vessel traffic and to protect the

environment.

Traffic Organisation Service A service to prevent the development of dangerous

maritime traffic situations and to provide for the safe and efficient movement of vessel traffic within

the VTS area.

Navigational Assistance Service A service to assist on-board navigational decision-

making and to monitor its effects.

Information Service A service to ensure that essential information

becomes available in time for on-board navigational decision-making.

Incident Document Review

Methodology

Practical knowledge of key experts

Views and qualitative assessments

of key stakeholders

Traffic profile

Nautical tourism

Port legislation

Environmental conditions

Incident/accident reports

Safety Study applied the Principle of

ALARP

As Low AS Reasonably Practicable

Risk analysis assigned the following levels of risk:

Acceptable: Risk control measures sufficient but

require monitoring

Unacceptable: Risk control measures insufficient.

Additional measures required to lower the risk to

ALARP.

Totally Unacceptable: Risk control measures are

totally inadequate and required further investigation.

NAVIGATIONAL RISK MATRIX

Radar and Communications

Limited radar coverage

No CCTV coverage

VHF radio coverage needs to be addressed

No designated port working channel

Insufficient harbour patrol / Enforcement

Hazard is defined as something with the potential to

cause harm to:

People

Environment

Property

Stakeholders

HAZARD IDENTIFIED

Collision: Two vessels whilst underway

Impact: A striking an object

Grounding: A vessel touching the sea bottom

Fire: On board a vessel through explosion or neglect;

Sinking: Due to structural failure

Pollution: breach of fuel or cargo tanks

HAZARD EVENT

Related to:

Frequency of ship movement;

Hydrographical / meteorological conditions;

Traffic density;

Performance of ship’s crew including master / pilot;

Condition of vessel, and equipment on board;

Classification of hazardous goods on board;

Machinery / steering failure;

Navigation error.

NAVIGATIONAL RISKS

Entrance to the Bay of Boka

influenced by

Weather / Sea conditions

Difficult pilot embarkation

11.7 m shoal Plic. Ploca

Cross winds - Kobila and Durov Kam

Seasonal build up of yachts and small craft / boats

uncontrolled drift

Risk rating –medium to high - Unacceptable

NAVIGATIONAL RISKS

Strait of Kumbor

influenced by

Weather / Sea conditions

Confined space

Seasonal build up of yachts and small craft / boats

uncontrolled drift


NAVIGATIONAL RISKS

Tivat Airport

influenced by

Seasonal build up of yachts with high masts

Yachts anchor close to the end of the runway

Poor radio communications

Poor enforcement


NAVIGATIONAL RISKS

Strait of Verige

influenced by

Very narrow passage

Cross channel ferry operations

Seasonal build up of yachts, boats, jet-skis etc

Strong wind / current

Poor radio communications


NAVIGATIONAL RISKS

Port of Kotor

influenced by

Limited space for manoeuvring

Cross channel ferry operations

Yachts anchor close to turning area

Strong unpredictable wind

Propeller wash


NAVIGATIONAL RISKS

Porto Montenegro Marina and Bijela Shipyard

influenced by

operate within strict safety regime

suitable risk control measures in place

Risk rating – low - Acceptable

RECOMMENDED RISK CONTROL STRATEGY

One authority – safety of navigation/control of traffic

Delineate port/harbour limits

Improve radio communications &

New radio working channel

Establish VTS –radar, CCTV, AIS, met sensors

Establish VTMIS electronic reporting system

Staff trained to IALA 103

HM – to organise traffic & manage the waterways


Designate vessel reporting points

Survey & mark Plic Ploca shoal

UKC

Vessels to report defects in machinery/ steering

Establish waiting area and allocation of new

anchorage positions

Establish strict PSC inspection regime


Establish wind criteria for vessel movements

Consider tug assistance in wind force 15/17 k & over

Escort vessel to clear way ahead of impeding craft

Re-visit Art. 10 of LMS on safe speed

Heavy penalty for damage from wave wash

Organise single pilotage organisation

Consider Service Level Agreement with the pilot

organisation


Form passage plan part of master/pilot info exchange

Kumbor and Verige passage – narrow channel/fairway

status, Single vessel transit, traffic light system, high

intensity fog lights

Patrol area 24/7 with high speed patrol boats

Establish ‘Exclusion Zone’ in line with runway 14

Spot checks aboard vessels for drug and alcohol

abuse

Thank you