BANDAR IMAM KHOMEINI PORT BYE-LAWS ٢٠٠٦ Considering for

Transcription

Form No. ٠١
BANDAR IMAM KHOMEINI PORT
BYE-LAWS ٢٠٠٦
Considering for the promotion of good port management it is necessary to lay down rules
with respect to order, safety and the environment in the port and its surroundings as well
as to the quality of the services in the port; decides to enact the following bye-laws
Compiler:
BIK Harbour Master
Ghassem Arabzadeh Hosseini
NON AUTHORITATIVE TRANSLATION
Warning: Notwithstanding great care has been taken in translating these bye-laws,
differences between the English and Persian text may occur. In cases of disputes or
discrepancies the Persian text shall prevail.
TABLE OF CONTENTS
PLEASE CONTINUE OVERLEAF
٩٩
Form No. ٠١
Section ١: General provisions
Definitions and Acronyms
١. Scope of application
٢ Acceptance - Conditions of
٣ Accommodation Doors, Windows and Portholes
٤ Alcoholic Drinks and Drugs
٥. Anchors
٦. Ballast, Oil Transfers and Pollution Prevention٩
٧. Berth Limitations
٨. Berth Scheduling
٩. Bunker Tank Openings
١٠. Cameras
١١. Caution Speed
١٢ Communications
١٣. Draught and Trim
١٦
١٤. Explosives
١٥. Firearms
١٦. Fishing and Diving
١٧. Flags and Signals
١٨. Funnel Discharges
١٩. Galley Stoves and Cooking Equipment
٢٠. Gangway Requirements
٢١. Main Engine
٢٢. Moorings and Fire Wires
٢٣. Naked Lights
٢٤. Operational Procedures
٢٥. Personnel Access to the Terminal
٢٦. Pilotage
٢٧. Port Access Documents
٢٨ Portable Radio Transmitters, Flashlights and Electrical Equipment
٢٩. Port Clearance
٣٠. Port Control
٣١. Port Services
٣٢. Port Tariff and Charges
٣٣. Pre-arrival information
٣٤. Pre-operations Meeting and Inspection
٣٥. Ship/Shore Co-operation - Vessel Alongside
٣٦. Shipboard Hot Work
٣٧. Scuppers and Drip Trays
٣٨. Sea and Overboard Valves
٣٩. Security
٤٠. Ship to Ship Transfer
٤١. Shore Leave
٤٢. Stores, Provisions and Spare Parts
٤٣. Swimming
٤٤. Tank Lids and Connections, Cargo and Bunker
٤٥. Towage Services
٤٦. Tug – Stand-by
٤٧. Waste Disposal
٤٨. Weather Limitations
٤٩. Licences, exemptions and other decisions
٥٠. Obligations of applicants and holders of licences, exemptions and other
٥
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٢٣
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٢٤
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٢٥
٢٦
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٢٨
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Form No. ٠١
decisions
٢٩
٥١. Standard addressee
٣٠
٥٢. Section ٢: Order in port
٣٠
٥٣. Traffic signs
٣٠
٥٤. Prohibition of berthing
٣٠
٥٥. Berthing sea-going chemical and gas carrier
٣١
٥٦. Appliances in the port
٣١
٥٧. Shifting Ships
٣١
٥٨. Section ٣: Use of the port
٣١
٥٩. Use of propellers and thrusters
٣٢
٦٠. Fishing boats and dhow in port
٣٢
٦١. Mooring properly
٣٢
٦٢. Section ٤: Safety in Port
٣٢
٦٣. Elements for safe approaching to BIK Port
٣٢
٦٤. Air pollution; substances causing stench or hindrance
٣٣
٦٥. Reporting and removing substances or objects introduced into the water
٣٤
٦٦. Carrying out activities
٣٤
٦٧. Fumigation of ships
٣٤
٦٨. Ships constituting serious danger, damage or hindrance
٣٥
٦٩. Section ٥: Services
٣٥
٧٠. Paragraph ١ General
٣٥
٧١. Definitions
٣٥
٧٢. Further rules
٣٥
٧٣. Inspection of vessels
٣٥
٧٤. Requirements for vessels and crew
٣٦
٧٥. Paragraph ٢ Mooring and unmooring ships
٣٦
٧٦. Prohibition mooring and unmooring ships
٣٦
٧٧. Mooringman licence
٣٦
٧٨. Recognition mooringmen organization
٣٧
٧٩. Obligations mooringman
٣٨
٨٠. Paragraph ٣ Passenger transport in port
٣٨
٨١. Area of application
٣٨
٨٢. Shuttle services
٣٨
٨٣. Embarking and disembarking passengers
٣٨
٨٤. Section ٦: Ships carrying dangerous substances, petroleum harbours, smoking
and naked fire, combination carriers
٣٨
٨٥. Rules for ships carrying dangerous substances
٣٨
٨٦. Zoning regulation for general cargo ships carrying dangerous substances
٣٩
٨٧. Tankers carrying dangerous substances only in petroleum harbours
٣٩
٨٨. Ships admitted to petroleum harbours
٣٩
٨٩. Smoking and naked fire
٤٠
٩٠. Loading and discharging combination carriers
٤٠
٩١. Rules for combination carriers
٤٠
٩٢. Section ٧: Cleaning of ships and collecting dangerous substances
٤١
٩٣. Cleaning of ship’s cargo spaces
٤١
٩٤. Designation of companies with reception facilities
٤١
٩٥. Application for a designation
٤١
٩٦. Restrictions and regulations
٤٢
٩٧. Reporting delivery
٤٢
٩٨. Section ٨: Penal and final provisions
٤٣
٩٩. Instructions
٤٣
١٠٠. Penal provision
٤٣
١٠١. Supervisory civil servants
٤٣
١٠١
Form No. ٠١
١٠٢. Access to spaces and places
٤٣
APPENDICES :
APPENDIX A - Imam Khomeini Port Layout
APPENDIX B - General Directions for Navigation in the Port of
Imam Khomeini
APPENDIX C - Pilotage Directions & Regulations to Pilotage Directions
APPENDIX D - Pilotage Passage Plan (Sample)
APPENDIX E - Pilot Boarding Facilities Card
APPENDIX F - Agreement for the issue of a Pilotage Exemption
Certificate
APPENDIX G - The Boarding and Landing of Pilots by Pilot Boat
Code of Practice
APPENDIX H - Imam Khomeini Port Conditions of Use (COU)
APPENDIX I - Incident & Near Miss Report Form
APPENDIX J - Safe Moorings Code
APPENDIX K - Safe Working Practices for Ship Towage Operations
APPENDIX L - Port Entry Guide
APPENDIX M - The Master- Pilot Information Exchange Guidline
SECTION ١
A.
B.
C.
D.
E.
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٤٨
٥٨
٧٢
٧٧
٧٩
٨٤
٩٥
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١٠٢
١١٨
١٣٥
١٣٩
GENERAL PROVISIONS
Ports have rules in byelaws and directions, which every user must obey as a
condition of his right to use the harbour.
Harbour authorities have a duty to make proper use of powers to make
byelaws, and to give directions (including pilotage directions), to regulate all
vessel movements in their waters.
These powers should be exercised in support of the policies and procedures
developed in the authority's safety management system, and should be used to
manage the navigation of all vessels.
Harbour authorities should have clear policies on the enforcement of
directions, and should monitor compliance.
Powers of direction should be used to require the use of port passage plans in
appropriate cases whether vessels are piloted or not.
Article ١٫١ Definitions and Acronyms
In these byelaws and the provisions based on it the following terms shall have the
following meanings:
١.
ship: any vessel or craft including a water plane, a hydrofoil, a hovercraft, a drilling
unit, a work platform or similar object, a dredger, a floating crane, an elevator, a
pontoon and any other floating machine, floating object or floating installation;
١٠٢
Form No. ٠١
٢.
seagoing ship: any ship engaged in maritime navigation or which according to its
construction is destined for maritime navigation and any ship provided with a
document – issued by the competent authority of the state in which the ship is
registered – demonstrating the ship to be fit for sea-navigation;
٣.
٤.
inland navigation vessel: any vessel not being a seagoing ship;
tanker: any ship built for or adapted to the transport of bulk liquid cargo in her
cargo spaces;
٥. combination carrier: means a ship designed to carry either oil or solid cargoes in
bulk;
٦. skipper: the person actually in command of an inland navigation vessel;
٧. master or captain: the person actually in command of a seagoing ship;
٨. operator: the owner, manager, bareboat charterer or any other person having
control of the use of the ship;
٩. harbour master: the person thus appointed by the Port Management;
١٠. harbour or port: the waterways within the municipality open to shipping;
١١. petroleum harbours: the Mahshar Terminal designated by the Oil Ministry and
berth No.٣٤;
١٢. dangerous substances: any substance that may cause danger of explosion, fire,
corrosion, poisoning, intoxication or radiation, as mentioned in the International
Maritime Dangerous Goods Code, the (International) Code for the Construction and
Equipment of ships carrying Dangerous Chemicals in Bulk, the (International) Code
for the Construction and Equipment of ships carrying Liquefied Gases in Bulk of the
International Maritime Organization, or, alternatively, in the ‘National law’;
١٣. noxious substances: any substance which has been designated or mentioned by or
pursuant to the ‘BIK Port Authority’ (Prevention of Pollution from Ships Act);
١٤. flash point: the flash point determined by the Recognized Iranian Laboratory;
١٥. cleaning: every act directed to or in connection with gas freeing, cleaning or drying
a ship;
١٦. reception facilities: as define in Marpol ٧٣/٧٨ Annex I R.١٢ & Annex II R.٧ a
facility suitable for the reception of ship-generated waste, residues, mixture
containing oil or noxious substances;
١٧. ship-generated waste: waste, including residues not being cargo residues and
sanitary waste, which results from the ship’s operations and which falls within the
scope of Appendices I, IV and V of the International Convention for the Prevention
of Pollution from Ships, as well as cargo related waste, being all material which
remains on board as waste after stowage and handling of the cargo, which in any
case includes: stowage material, shores, pallets, packing material, dunnage wood,
paper, carton, wire and strip iron.
١٨. Approved Equipment - means equipment of a design that has been tested and
certified by a recognized authority (e.g. a Government Department., Classification
Society, etc.) as being safe for use in a specified zone, manner or condition, and
duly endorsed by a certifying stamp on such equipment and the accompanying
certificate as issued by such authority.
١٩. CD - means chart datum.
٢٠. Private Terminals - means Mahshar oil terminal, BIPC terminal, RPC Terminal,
TTPC Terminal and Steel company as beneficial holder of the concession to use and
utilize their Berths, and, solely for the purpose of the indemnity and waiver of
liability provisions set forth in the Conditions of Use for their berths, shall include
its affiliated Terminals operating at their Berths, as well as, for the avoidance of
doubt, any of their directors, officers, agents, employees and servants in whatever
capacity they may be acting.
١٠٣
Form No. ٠١
٢١. Conditions of Use - means the document titled “Conditions of Use of the BIK Port”
which shall be signed by the master of every Vessel upon entry to the Port and
which sets forth additional terms and conditions with respect to the use of the Port
(Appendix H).
٢٢. Draught - means the depth below the waterline of the deepest part of the Vessel.
٢٣. Drugs - means drugs (e.g. narcotics) which have been used, or obtained with the
intention of being used, for the effects they produce.
٢٤. ETA - means the Estimated Time of Arrival.
٢٥. ETD - means the Estimated Time of Departure.
٢٦. Gas Free - means a tank, compartment or container into which fresh air has been
introduced in sufficient quantities to lower the level of any flammable, toxic, or inert
gases to that required for a specific purpose e.g. hot work, entry, etc.
٢٧. Hot Work - means work involving sources of ignition or temperatures sufficient to
cause the ignition of a flammable gas mixture. This includes any work requiring the
use of any one, or combination of, the following - welding, burning, or soldering
equipment, blow torches, some power driven tools, portable electrical equipment
which is not intrinsically safe, sand blasting, and internal combustion engines.
٢٨. Hot Work Authorization - means a document issued or approved by the Port
Authority,(Fire brigade Department) permitting specific hot work to be performed
over a specified time period, in a defined area.
٢٩. IMO - means the International Maritime Organization.
٣٠. IMPA - means the International Marine Pilots Association.
٣١. ISM Code - means the International Safety Management Code.
٣٢. Inert Condition - means a condition where the atmosphere throughout the tank or
space has been reduced to not more than ٨٪ oxygen by volume for an oil tanker and
not more than ٢٪ for LNG tanker through the introduction of an inert gas.
٣٣. Inert Gas - means a gas or a mixture of gases, such as flue gas, containing
insufficient oxygen to support the combustion of hydrocarbons.
٣٤. Intrinsically safe - means the condition whereby any spark or thermal effect,
generated by the normal operation or accidental failure of the equipment, is
incapable, under prescribed test conditions, of igniting a prescribed gas mixture.
Any equipment so rated will be certified, by the appropriate body, as 'Intrinsically
Safe'.
٣٥. ISGOTT - means International Safety Guide for Oil Tankers and Terminals.
٣٦. LOA - means the overall length of the Vessel.
٣٧. MARPOL - means International Convention for the Prevention of Pollution from
Ships.
٣٨. Master - means the master of the Vessel or, in his absence, his duly authorized
deputy.
٣٩. Naked Lights - means open flames, exposed incandescent material or any other
unconfined source of ignition.
٤٠. OBO - means a ship which is designed to carry either petroleum cargoes or dry
bulk.
٤١. OCIMF - means Oil Companies International Marine Forum.
٤٢. Pilotage Exemption Certificate - means a certificate issued by the Port
Management authorizing the Master of a Vessel to perform pilotage acts within the
defined Port Area.
٤٣. Port - means the Port of Imam Khomeini and includes the Port Area and the area
defined within the Port Limits.
٤٤. Port Area - means the area of land and water enclosed by and including, the Main
and the Port security fence.
٤٥. Port Access Documents – means documents submitted to the Master by the Pilot
upon boarding of the Vessel. The document includes: Conditions of Use, Pilotage
Passage Plan, Ballast Declaration, Navigation Equipment Check List.
١٠٤
Form No. ٠١
٤٦. Port Management or Port Authority - means PSO, or any successor of PSO, in its
capacity as the party charged with the management and administration of the Port of
Imam Khomeini, pursuant to the terms of the I.R of Iran Government Decree and
Ministry of Road and Transportation, and more specifically the Port Management
designated by Government or its successor, to be responsible for the administration
and control of the Port. Such Port Management or manager includes the person or
persons, his deputies and assistants, authorized by the Government or its successor,
to exercise the powers or perform the duties in respect of operations, administration
and control of the Port, and of making and enforcing regulations.
٤٧. Port Tariff - means the applicable terms, conditions and scale of charges levied by
the Port Management for the use of the Port facilities and the provision of services
within the Port. The Port Tariff is obtainable through the Agency and
www.bik.ir.com..
٤٨. Port Users Agreement - means an agreement between PSO and an End-User
governing the conditions of use of the Port in connection with the End-Users’
activities.
٤٩. P & I Club - means the Protection and Indemnity Club.
٥٠. PSO - Port and Shipping Organization of Islamic Republic of Iran.
٥١. Responsible Officer (or person) - means the person appointed by the master of the
Vessel and empowered to take all decisions relating to a specific task, having the
necessary knowledge and experience for that purpose.
٥٢. ROPME - means Regional Organization for the Protection of the Marine
Environment.
٥٣. SBT - means Segregated Ballast Tank.
٥٤. Segregated Ballast Tanker - means a tanker which meets the segregated ballast
requirements of MARPOL ٧٣/٧٨ and whose ballast water is introduced into
dedicated ballast tanks by a completely separate system to that used for the transfer
of cargo oil and fuel oil.
٥٥. SOLAS - means the International Convention for the Safety of Life at Sea.
٥٦. SOPEP - means Shipboard Oil Pollution Emergency Response Plan
٥٧. Tank Cleaning - means the process of removing hydrocarbon vapors, liquid, or
residue.
٥٨. Terminal - means the End-Users installations where all type of ship are berthed for
the purpose of loading cargo respectively.
٥٩. Terminal Regulations and Information - means rules, regulations, conditions,
guidelines, procedures, recommendations and information issued by the relevant
End User or the Port Management for the Purpose of conducting safe and efficient
cargo operations at their Terminal.
٦٠. Trim - means the difference between the forward and aft draughts.
٦١. Vessel - means any ship, dredger, craft or other floating navigable object.
Article ١٫٢
Scope of application
١. Unless stipulated otherwise in these bye-laws, these byelaws shall apply to the port
and all to the port belonging infrastructural works, as well as to all persons and
Vessels within the Port Area and to those persons and Vessels within Port Limits.
٢. These byelaws shall also apply to ships directly or indirectly moored or at anchor
outside the port but within the VTS Zone.
١٠٥
Form No. ٠١
٣. Nothing in these Regulations shall be construed as over-riding or contradicting to:
a) The Laws of the I.R of Iran;
b) The provisions of international, national or regional regulations as applicable;
c) The practice of good seamanship.
٤. Nothing contained herein shall be construed as relieving the Master of any vessel
from his responsibility for the safety of the vessel under his command. Masters of all
vessels visiting the Port shall sign and agree to the “Conditions of Use”.
٥. The Port Management reserves the right at any time, to alter, change or amend any or
all of the provisions contained in these Regulations and in the “Conditions of Use”
(Appendix H) with or without prior notice.
Article ١٫٣
Acceptance - Conditions of
١. The Master and owners of each Vessel utilizing the Port shall ensure that such Vessel,
and its Master, officers and crew, comply with all applicable laws which are in force,
including by-laws, rules, regulations and/or ordinances enacted or issued by a
competent authority and the “Conditions of Use” (hereinafter called “applicable
laws”).
٢. Vessels nominated for the Port shall be capable of operating within the limitations of
the berth, loading facility, and mooring equipment, as set forth in these Regulations.
The Private Terminals shall have the right, at its sole discretion, to exempt a Vessel
from the application of the aforesaid design limitations in their Berths and notify the
Master of the Vessel accordingly. It is the responsibility of the Master, the owners,
and the operators of each Vessel nominated for the Port to ensure the safe conduct of
its operations at the Port, and to ensure that his Vessel meets the following
requirements:
.١. In the case of Vessels nominated for the carriage of Dangerous goods in bulk or
packaged form such as oil product, liquefied gases, chemical or any cargo which
identified as marine pollutant. Vessels shall be designed, constructed, equipped,
operated and maintained so as to comply with the provisions of the related IMO
codes, amendments and conventions, for the carriage of the cargo. Vessels
designed for the carriage of such cargo, which for any reason are not subject to the
provisions of the IMO Codes and Conventions, shall hold a valid certificate issued
by the Flag Administration of the Vessel, or by a Classification Society acceptable
to the Flag Administration of vessel and FSC/PSC of Iran, confirming that the
Vessel is designed, constructed, equipped, operated and maintained to the IMO
standards for such Vessels. Conventional tankers, chemical carriers, and dry cargo
Vessels shall comply with all relevant international rules and regulations and
Classification Society Rules.
.٢. Vessels shall have on board a Master and sufficient officers and crew trained and
qualified in accordance with the relevant provisions of the International
Convention on Standards of Training, Certification and Watch keeping for
Seafarers ١٩٧٨, and any subsequent amendment, where applicable. In all cases,
the training qualifications and experience of the Vessel’s staff shall be appropriate
for the safe conduct of the loading or discharging operations being conducted at
the Port and the nature of the products being handled.
.٣. Vessels shall have and retain onboard sufficient personnel with good working
knowledge of the English language to, at all times, enable operations to be carried
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Form No. ٠١
out safely and efficiently and to maintain immediate and reliable ship/shore
communications on operating matters and in emergency situations.
.٤. Vessels shall have on board a complete and valid set of safety certificates
including SOLAS and Classification Society Certificates. A Certificate of Fitness
is required in the case of all Vessels carrying liquefied gases in bulk, chemical in
bulk and sulphur in bulk together with a General Arrangement plan showing the
layout of the Vessel in the English language. Valid Certificates of Competency for
all appropriate personnel in accordance with the law of the state in which the
Vessel is registered are also required.
.٥. The Port Management and the Private Terminal representative shall have the right
at any time, to inspect the Vessel (FSC & PSC) and all required certificates and
documents to ensure compliance with the Port and Terminal Regulations.
.٦. Liquid tankers are required to arrive with their Inert Gas system in a good working
order with and all their tanks inerted, with a maximum oxygen content of ٨٪ by
volume and under positive pressure.
.٧. Vessels shall vacate the jetty as soon as loading or discharging operations are
completed, or at any other time as so directed by the Port Management and Private
Terminal. The Port Management reserves the right to require the Vessel, on
completion of loading, to proceed to the outer anchorage to await cargo
documents.
٣. The Port Management shall, at its own discretion, have the right to suspend or cease
cargo operations and may require the removal of any Vessel from the Port.
٤. Neither the Port Management, nor its servants or agents (in whatsoever capacity they
may be acting), shall be liable for any direct or indirect costs and expenses incurred by
a Vessel, its owners, operators, charterers, or agents as a result of a refusal to load or
discharge all or part of a nominated shipment, delay to or suspension of loading or
discharging, or a requirement to vacate the berth.
Article ١٫٤
Accommodation Doors, Windows, and Portholes
This regulation applies to LNG carriers, Oil tankers and vessels loading sulfur:
All external doors, windows, and portholes are to remain closed during the Vessel's stay
within the Port. The outermost doors to the accommodation block, engine-room and
motor-room should preferably be fitted with self closing devices.
Article ١٫٥
Alcoholic Drinks and Drugs
Islamic republic of Iran is a Muslim country with very strict laws governing the import
and consumption of alcohol.
١. Masters are to ensure that the bonded store is sealed prior to the Vessel's arrival
alongside and an accurate declaration prepared for presentation to the competent
Authorities. Heavy penalties may be imposed on any infringement of the law.
٢. The use or possession of Drugs anywhere within the State or territorial waters of
Iran is strictly forbidden with heavy and severe penalties for any transgressor.
Masters are reminded of their responsibility for the security of prescription drugs
carried onboard Vessels.
١٠٧
Form No. ٠١
Article ١٫٦
Anchors
The anchors are to be unlashed and ready for letting go during transiting the Channel and
manoeuvring within the Port. Once the Vessel is moored, the bow stoppers are to be
placed on the chains with the pins removed so that they can be lifted clear of the chain in
an emergency.
Anchorages
١. Two anchorage areas have been designated off the Port within the following
coordinates :Outer Anchorage for vessels
carrying dangerous good
North
٢٩˚ ٤٧.’٤
٢٩˚ ٤٦.’٤
٢٩˚ ٤٥.’٤
٢٩˚ ٤٤.’٦
East
٠٤٩˚ ١٩.’٤
٠٤٩˚ ١٨.’٤
٠٤٩˚ ٢١.’٥
٠٤٩˚ ٢٠.’٦
for vessels carrying
general cargo
North
٢٩˚ ٥١.’٤٨
٢٩˚ ٥٠.’٢٤
٢٩˚ ٥٢.’٠
٢٩˚ ٥٣.’٢٤
East
٠٤٩˚ ١٤.’٠
٠٤٩˚ ١٤.’٠
٠٤٩˚ ١٠.’٠
٠٤٩˚ ١٠.’٠
Two Inner anchorage areas have been designated in the Port within the following
coordinates :inner Anchorage for vessels
general cargo
North
East
٢٩˚ ٥١.’٤٨
٠٤٩˚ ١٤.’٠
٢٩˚ ٥٠.’٢٤
٠٤٩˚ ١٤.’٠
٢٩˚ ٥٢.’٠
٠٤٩˚ ١٠.’٠
٢٩˚ ٥٣.’٢٤
٠٤٩˚ ١٠.’٠
for vessels carrying
North
East
dangerous good
٣٠˚ ٢٤.’٦
٠٤٩˚ ٠١.’٥
٣٠˚ ٢٤.’٥
٠٤٩˚ ٠٤.’٠
٣٠˚ ٢٣.’٧
٠٤٩˚ ٠٥.’٤
٣٠˚ ٢٤.’٠
٠٤٩˚ ٠٥.’٤
٢. Masters should be aware of high current and shall be maintain a proper watch by all
available means while vessel at anchor.
٣. Prohibited Anchorages
In principle anchoring in the precautionary area, traffic lanes and/or fairways is
prohibited except with permission of the proper authority or as a matter of emergency.
Article ١٫٧.
Ballast, Oil Transfers and Pollution Prevention
١. The waters in and around the Port are renowned for their abundant marine life and
there is an increasing awareness of the environment in the Khor Musa area. Any
pollution affecting the well-being of the area is looked upon as extremely serious and
will incur heavy penalties, in addition to any clean up costs.
٢. The Port does NOT have ballast water reception facilities. To protect the interests of
all parties Masters should be guided as follows:-
١٠٨
Form No. ٠١
.١. Only the discharge of “clean” ballast from Segregated Ballast Tanks (SBT) is
permitted.
.٢. All ballast water, other than that contained within SBT, shall be retained onboard.
.٣. Ballast water for discharge at this Port will be sampled and analyzed by the
related port authority before discharge is allowed.
.٣٫١. Should any analysis indicate that the quality of the ballast water does not
conform to that required within the “Environmental Guidelines” as Below
Table published and amended from time to time by the Port Management,
then appropriate action will be pursued.
A table showing the acceptable criteria for ‘clean ballast’ is given below :Substance
Ammonia
Biochemical Oxygen Demand
Chemical Oxygen Demand
Floatable Oil & Grease
PH
Total Suspended Solids
Total Oil
Total Organic Carbon
Units
mg/l
mg/l
mg/l
mg/l
pH units
mg/l
mg/l
mg/l
Max. allowable
٣
٧٥
٤٧٠
Nil
٦–٩
٣٥
١٥
١٥٠
.٣٫٢ In line with the ROPME Protocols any water discharged into Persian Gulf
should be free from substances that:
¾
¾
¾
¾
Settle or form objectionable deposits.
Floats as debris, scum, oil, or other matter to form nuisance.
Produce objectionable colour, odour, or turbidity.
Result in impact on the adjacent open Gulf water quality and injure or are
toxic or produce adverse physiological responses in humans, marine
animals or plants.
٣. Masters are strongly encouraged to take all necessary precautions to minimize and
control the introduction of unwanted aquatic organisms and pathogens from the
Vessel’s ballast water by adopting a ballast water exchange and sediment removal
procedures in accordance with the relevant IMO Guidelines and Recommendations.
٤. Whilst within the Port Limits the internal transfer of any oil or slops is not permitted
without the approval of the Port Management.
٥. In the event that pollution, on the land or within the waters of the Port Limits occurs,
regardless of cause or origin, the person in charge or responsible for the operation,
works or location where such pollution occurs, shall immediately report the incident
via the Port Control by the most expeditious means.
٦. It is strictly prohibited to throw rubbish, sludge, dunnage, ashes or anything into the
waterways. Rubbish, sludge and ashes will be removed by the Port Authority, its
employees or contractors
٧. Immediate action must be taken to stop or minimize further pollution and contain
or clean up any spillage of oil on, the Vessel's deck, or shore areas.
١٠٩
Form No. ٠١
٨. Failure to report a pollution incident is a serious offense against the Regulations and
persons found contravening this requirement will be liable to heavy fines and
prosecution in Iranian courts.
Article ١٫٨. Berths Limitations
The following limitations shall apply:
berth No.
Max. Vessel
length overall
١
٢
٣
٤
٥
٦
٧
٨
٩
١٠
١١
١٢
١٣
١٤
١٥
١٦
١٧
١٨
١٩
٢٠
٢١
٢٢
٢٣
٢٤
٢٥
٢٦
٢٧
٢٨
٢٩
٣٠
٣١
٣٢
٣٣
٣٤
Steel jetty
New steel jetty
Silo
BIPC ١
BIPC ٢
RPC ١
RPC ٢
RPC ٣
TTPC jetty
Under Development
Under Development
Under Development
Under Development
Under Development
Under Repair
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
No limited
٢٧٠
٢٧٠
٢٣٠
٢٣٠
٢٠٠
٢٠٠
٢٠٠
٢٠٠
٢٢٥
Min. Depth of
water alongside¹
٨٫٧٠
٨٫٧٠
١٠٫٧٠
١٠٫٧٠
١٠٫٧٠
١٢٫٢٠
١٢٫٢٠
١٢٫٢٠
١٠٫٢٠
١٠٫٢٠
١٠٫٧٠
١٠٫٧٠
١٠٫٧٠
٩٫٧٠
٩٫٢٠
٩٫٢٠
١٠٫٧٠
١٠٫٧٠
١١٫٧٠
١٠٫٧٠
١٠٫٧٠
٩٫٧٠
١٠٫٢٠
٨٫٧٠
٩٫٢٠
٧٫٧٠
٧٫٢٠
١١٫٨٠
١٣
١٠٫٢٠
١١٫٧٠
١١٫٧٠
١٣٫١٠
٨٫٧٠
١٣٫١٠
٨٫٧٠
Max. Allowable
Unloading Draught
alongside ²
١١
١١
١٣
١٣
١٣
١٤٫٢٠
١٤٫٢٠
١٤٫٢٠
١٢٫٥
١٢٫٥
١٣
١٣
١٣
١٢
١١٫٥٠
١١٫٥٠
١٣
١٣
١٣
١٣
١٣
١٢
١٢
١١
١١
٩
٩
١٤٫٢٠
١٤٫٢٠
١٢٫٥٠
١٤
١٤
١٤
١١
١٤٫٢٠
١٠
١١٠
Form No. ٠١
In addition to the physical limitations stated above, consideration must be given to the
operating envelope of the loading arms and any other applicable operating limitations at
the berth as specified in the relevant Terminal Regulations & Information. The Port
Management reserves the right, at its sole discretion, to change the above limitations.
Therefore, it is advise that contact with port authority to confirm safe permissible vessel
draught prior entering.
¹ - The vessels with draught mentioned in column ١ can loading/ un loading the
cargo without limitation of the tide.
²- The vessel nominated to un-loading cargo with draught more than column ١
shall consider following issues:
- Shall be waiting to berth according the tidal arrangement plan.
- Shall be arrange a sequence of un-loading to make even keel and reduce
the draught of vessel according the plan agreed between master and
terminal representative.
- The vessels nominated to load cargo with departure draught exceeding in
column ١ shall be made an agreement contract between port authority
and shipping line to accept the vessel entering, loading arrangement plan
and all charges arise in this regard.
Article ١٫٩.
Berth Scheduling
١. Scheduling shall be arranged in consultation with the Port Affair and End-Users,
taking into consideration their agreed schedules and any other factor at the sole
discretion of the Port Management.
٢. As a part of its application for berth, the vessel, its owners or agents, shall provide
protection and indemnity association (P & I Club) insurance to protect the property of
BIK Port area which affords the vessel indemnity coverage as well as the name and
telephone number of the local legal representative thereof knowledgeable with regard
to such coverage. Any damage caused by the vessel to the wharf or any installation or
equipment which is the property of the BIK, whether it be through incompetence or
carelessness on the part of the pilot or officer of the ship carrying out operations or for
any other reason, shall be the responsibility of the master and of the owners of the
ship causing the damage. The Port Authority shall be able to detain the ship until it
has received a satisfactory guarantee for the amount of the damage caused or a
reasonable estimate thereof.
٣. Any vessel having completed loading and unloading cargo shall on request of the Port
Authority vacate the berth immediately.
٤. Any vessel, her agents, charterers, and owners failing to timely vacate its berth, the
port authority have right to remove such vessel at cost, risk, and expense of her agent,
charterer, and owner.
٥. The Port Authority at its sole discretion, may deny the right to unmoor or moor a
vessel at the Berths, or anchored when the authority deems it necessary for reasons of
safety.
٦. The Harbour Master may order a vessel to leave its berth when in its sole discretion it
deems it necessary for reasons of safety.
٧. Due to high current and wind in BIK Port area, Berthing and unberthing of the vessels
are carried out in accordance with tidal arrangement plan. The BIK Authority shall not
be liable for delays arising in this regard.
١١١
Form No. ٠١
Article ١٫١٠.
Bunker Tank Openings
All openings to bunker tanks must be closed and gas tight apart from those openings
designed and installed as the bunker tank ventilating system.
Article ١٫١١.
Cameras
The use of cameras, including video cameras, within the Port Limits is strictly prohibited
without the prior written permission of the Port Management.
Article ١٫١٢.
Caution Speed
Every Vessel within the Port shall navigate with care and caution at a speed and in a
manner which shall not endanger the safety of other Vessels.
Article ١٫١٣.
Communications
١. All communications shall be in Persian or English.
٢. Communications shall be directed through the proper channels as agreed during the
pre-loading meeting. If in doubt, Masters are requested to contact ‘Port Control’
using the following communications table for guidance.
Communications
Primary
Secondary
Port Control
VHF Chan.١٦،١٣
Ship Telephone
BIK Agencies
Ship Telephone
VHF ١٦ via
‘Khomeini Radio’
Article ١٫١٤.
Backup
Fax. No.
(٩٨)٦٥٢٢٥٢ ٢٣٦٩
--------
Draught and Trim
١. Arrival - Vessels shall have their propeller(s) submerged and have a reasonable stern
trim not exceeding ٣ meters.
٢. The approach to the Port is through a Khur Musa Bar dredged to - ١٢٫٤ meters CD.
٣. For passing the Khur Musa Bar, all vessels with a draught exceeding ١١٫٣٠ shall
contact with BIK VTS Center to arrange a tidal movement plan for safe passage.
Article ١٫١٥.
Explosives
Vessels carrying explosives are not allowed to enter the Port, without the prior written
permission from the Port Management or Terminal Authority, who shall, if entry is
granted, specify the required precautions and procedures as imposed by the governing
authorities.
Article ١٫١٦.
Firearms
All firearms, including ammunition, shall be declared to the Port Security Authority who
will specify the security arrangements required as imposed by the relevant authorities.
Article ١٫١٧.
Fishing and Diving
١١٢
Form No. ٠١
١. No fishing is allowed alongside or in the vicinity of the berths, the sea water intakes,
and in all other Port areas as designated by the Port Management.
٢. Commercial diving for Vessels underwater surveys may be arranged through the
Agent with the prior written approval of the Port Management.
Article ١٫١٨.
Flags and Signals
When within Port Limits, from sunrise to sunset, all Vessels shall fly their national flag
and the national flag of I.R of Iran. In addition, Vessels shall at all times, comply with the
International Code of Signals and display flags, shapes and lights as required by the
International Regulations for the Prevention of Collision at Sea.
Article ١٫١٩.
Funnel discharges
A soot blowing and excessive smoke emission from the funnel is prohibited.
All appropriate measures shall be taken to prevent the emission of sparks from funnels.
Article ١٫٢٠.
Galley Stoves and Cooking Equipment
Only the use of galley stoves and other mechanically secured cooking equipment within
the catering area shall be permitted at Oil, LNG, chemical terminals and Berths No.٣٣,
٣٤.
Article ١٫٢١.
Gangway Requirements
١. Any gangway provided by the Vessel should conform with the Regulations with
correctly rigged rails, embarkation steps, safety net, and appropriately positioned
lifebuoy.
٢. During the hours of darkness the access area on deck, and where possible, the length
of the gangway should be floodlit.
٣. A gangway and manifold watch shall be maintained at all times by competent
shipboard personnel.
٤. During the Vessel’s stay alongside, notices and information shall be displayed at the
gangway access area as required under the relevant Terminal Regulations and
Information.
Article ١٫٢٢.
Main Engine
١. The main engine shall only be tested with the prior approval of the Port Management
who require the Pilot to be onboard and a requisite number of tugs in attendance.
٢. The main engines of all Vessels within Port Limits shall always be kept ready for use
within the shortest possible notice.
٣. At Silo, Steel berths and Oil terminals any repairs or other work, which may render
the Vessel incapable of maneuvering under its own power, are not permitted. In cases
of breakdowns that affect the Vessel’s readiness to manoeuvre, the Port Management
may agree to allow emergency repairs to be carried out on the condition that adequate
safety and precautionary measures are undertaken by the Vessel including hiring
sufficient number of tugs. The Port Management reserves the right to shift the Vessel
to another berth for the purpose of such repairs.
١١٣
Form No. ٠١
٤. The permission letter of immobilizations shall be issue by The Port Authority.
Article ١٫٢٣.
Mooring Requirement and Fire Wires
١. The layout for the mooring arrangement of Berths was developed to suit a wide range
of vessel designs. The Master is responsible for providing adequate mooring ropes
and wires (with tails) and ensuring that they are properly tended whilst the vessel is
alongside. As a guidance, the minimum requirement for a typical vessel is stated in
the table below:Lines
Berths No
For all berths
Head / Stern
For’d. Aft.
٣
٣
Breast
For’d. Aft.
٢
٢
Springs
For’d. Aft.
٢
٢
٢. Oil Tankers in Bandar Imam Port complex: The Master must ensure that:
.١. Ropes and Wires: the vessel is secured alongside with suitable ropes and wires
which are to the satisfaction of the Port Management. A minimum of eight (٨)
mooring lines must be in use at each end of the vessel, of which two(٢) lines must
be springs. The use of mooring lines of dissimilar materials shall be avoided in
parallel service. Wires, when used must be fitted with synthetic fibre rope tails
which should not exceed ١١ meters in length overall and which should have a
breaking strength at least ٢٥٪ greater than the breaking load of the wire to which
they are attached. Alternatively, low stretch synthetic fiber ropes may be
substituted for wire if the elongation of the rope does not exceed ٣٪ of the rope
length.
.٢. Fire Wires: During the vessel’s stay alongside, the fire wires should be positioned
on the offshore bow and quarter. The wires being made fast in the following
manner. The eye of the wire shall be lowered to the level of the sea, with the
inboard end led directly through a fairlead to the bitts, or bollard, where the wire
shall be made fast using a minimum of five turns. There shall be no slack between
the fairlead and the bollard. A heaving line, or other comparable rope, shall be
secured to the wire immediately inboard of the eye and hove up until the eye is
positioned at a height of approximately three (٣) meters above the level of the sea.
The eye shall be maintained at that height at all times while the Vessel is
alongside.
٣. General: Masters should not hesitate to increase the number of moorings should they
feel it is prudent to do so.
.١. Mooring lines are to be in good condition. Coiled or flaked ropes should be turned
up on the bitts in the ‘figure of eight’ style in accordance with OCIMF
recommendation, where possible. Ropes turned up on the winch drum and backed
up on bitts are not acceptable.
.٢. Mooring wires and ropes with dedicated winch drums must be spooled in the
correct direction on the winch drum.
.٣. Mooring lines used in a common direction (head / stern /breast / springs) shall be
of similar breaking strength, elasticity and material. Under no circumstances will a
mixture of wire and synthetic ropes be accepted in a common direction or to the
same Dolphin, except moorings which are additional to the indicated minimum
requirements.
.٤. On completion of mooring, winches should be out of gear with the brakes
‘hardened up’. Winches must NOT be left on ‘automatic tension’.
١١٤
Form No. ٠١
.٥. It is the Master’s responsibility to ensure that :i) Their Vessels are securely moored in line with the foregoing as applicable and
with due regard to the current weather forecast.
ii) A strict watch, of sufficient and proficient personnel, is maintained to ensure
that moorings are tended, as required, to prevent slack or over taut lines, and
undue movement of the Vessel.
iii) Weather forecasts are monitored during the Vessel’s stay alongside, and
appropriate action taken in advance of deteriorating weather.
.٦. Regular checks of the moorings shall be undertaken by the shipboard personnel.
The Master shall remain at all times responsible for ensuring the integrity of the
Vessel’s moorings.
.٧. Failure to adequately tend the moorings shall be considered a breach of the Port
Regulations with consequent and appropriate action being taken by the Port
Management.
Article ١٫٢٤.
Naked Lights
The use of Naked Lights within the Port Area is prohibited except:
١. Under a specific and detailed Hot Work Authorization issued by the Port Management
for such purpose, time and area.
٢. In the designated places at the time that smoking is permitted.
٣. As approved under the Boiler Firing precautions and requirements.
Article ١٫٢٥.
Operational Procedures
Masters shall refer to the relevant Terminal Regulations and Information:
١.
٢.
٣.
٤.
٥.
٦.
Mahshar Terminal
BIPC Terminal
RPC Terminal
TTPC Terminal
Steel Terminal.
Imam Khomeini Port Complex
Article ١٫٢٦.
Personnel Access to Terminals
١. The Port Management shall implement access procedures within the Port, in line with
the Government authority’s requirement.
٢. Security arrangements to be implemented at the relevant Terminal by the End- Users
shall be coordinated with the Port Management.
Article ١٫٢٧.
Pilotage
١. Pilotage is compulsory for all Vessels navigating within the Port Area except, at the
sole discretion of the Port Management, the following:
.١. Pilotage Exemption Certificate will be issued by the Port Management to the
Vessel’s Master after being satisfied that such Master has sufficient knowledge
of the Port and approaches in addition to being conversant with the Port and its
operations.
.٢. Supply boats authorized by the Port Management to use the Port as a regular
base for their offshore operations.
١١٥
Form No. ٠١
.٣.
.٤.
.٥.
.٦.
All tugboats operating as such exclusively within the Port Area.
Military, Coastguard, and Customs Vessels of the I.R of Iran.
Any other Vessel exempted by the Port Management.
Fishing Boat, Dhow
٢. Pilotage Exemption Certificates - shall be issued, on application, at the sole
discretion of the Port Management, to the Master of the Vessels NOT exceeding ١٠٠
meters in LOA, that may qualify for exemption under ١٫٢٧. (١٫١)and(١٫٢) above. The
terms and validity of the Certificate shall be determined by the Port Management.
٣. Boarding Area - Vessels arriving from sea, which are required to take a pilot in
compliance with this Direction, or otherwise require a pilot, shall take the pilot on
board in a position Buoy No.١٢. Vessels may board a pilot in other areas only if
expressly directed to do so by the Port Management.
٤. Pilot Ladder Requirements:
Vessels using Pilot Boarding Stations are requested to comply with Regulation ١٧,
Chapter V of the International Convention for The Safety of Life at Sea, ١٩٧٤.
.١.
.٢.
.٣.
.٤.
.٥.
The rigging of pilot ladders and the embarkation and disembarkation of pilots
shall be supervised by a responsible deck officer.
Pilot ladders shall be secured in a position well clear of any overboard discharge
and such that each step rests firmly against the Vessel’s side.
Pilot ladders shall be secured in a position where the pilot can gain safe and
convenient access to the Vessel after climbing not more than ٩ meters. Where
the vertical distance exceeds ٩ meters then a combination of accommodation
ladder and pilot ladder is required.
Adequate lighting shall be provided so that the pilot ladder and the boarding
position shall be properly illuminated.
Refer to 'Pilot Boarding Facilities' (Appendix E) as per IMO requirements and
IMPA recommendations.
٥. Master and Pilot Exchange - Pilotage Passage Plan
The Port Management encourages communications and exchange of information
between the ship and the Pilot. A sample form of the Pilotage Passage Plan for all
Vessels is attached as Appendix D.
٦. According to Port Authority regulations, no service will be rendered to:
.١. Large vessels with a draught over ١٤٫٢٠ meters;
.٢. Vessels without adequate communications possibilities;
.٣. Vessels from which it may be expected that shore-based pilotage cannot or could
not reasonably be performed safely.
.٤. Vessels departing to sea with draught exceeding ١٣٫٥٠ meters.
NOTE : Inbound and out bound vessels with a draught exceeding ١١٫٦٠ meters
should be aware that the entry/and moving time depends on the Tidal
arrangement plan(Suitable top water) due to prevailing hydrological
and meteorological conditions.
٧. Pilotage is COMPULSORY for shifting a vessel, except exempted by harbour master.
١١٦
Form No. ٠١
٨. Duties of master, bridge officers and pilot
.١. Despite the duties and obligations of a pilot, the pilot’s presence on board does not
relieve the master or officer in charge of the navigational watch from their duties
and obligations for the safety of the ship. It is important that, upon the pilot
boarding the ship and before the pilotage commences, the pilot, the master and the
bridge personnel are aware of their respective roles in the safe passage of the
ship(see appendix C & L).
.٢. The master, bridge officers and pilot share a responsibility for good
communications and understanding of each other’s role for the safe conduct of the
vessel in pilotage waters.
.٣. Masters and bridge officers have a duty to support the pilot and to ensure that his
actions are monitored at all times.
.٤. Exchange of information between pilot and master should include at least:
.٤٫١ rate of turn at different speeds, turning circles, stopping distances and, if
available, other appropriate data;
.٤٫٢ general agreement on plans and procedures, including contingency plans, for
the anticipated passage;
.٤٫٣ discussion of any special conditions such as weather, depth of water, tidal
currents and marine traffic that may be expected during the passage;
.٤٫٤ discussion of any unusual ship-handling characteristics, machinery
difficulties, navigational equipment problems or crew limitations that could
affect the operation, handling or safe maneuvering of the ship;
.٤٫٥ information on berthing arrangements; use, characteristics and number of
tugs; mooring boats and other external facilities;
.٤٫٦ information on mooring arrangements(see appendix J); and
.٤٫٧ confirmation of the language to be used on the bridge and with external
parties.
.٤٫٨ ensuring that the intentions of a pilot are fully understood and acceptable.
٩.
Communications language
.١. Communications on board between the pilot and bridge watch keeping personnel
should be conducted in the English language or in a language other than English
that is common to all those involved in the operation.
.٢. When a pilot is communicating to parties external to the ship, such as vessel
traffic services, tugs or linesmen and the pilot is unable to communicate in the
English language or a language that can be understood on the bridge, the pilot
should, as soon as practicable, explain what was said to enable the bridge
personnel to monitor any subsequent actions taken by those external parties.
١٠.
Reporting of incidents and accidents
When performing pilotage duties, the pilot should report or cause to be reported to the
appropriate authority, anything observed that may affect safety of navigation or
pollution prevention. In particular, the pilot should report, as soon as practicable, any
accident that may have occurred to the piloted ship and any irregularities with
navigational lights, shapes and signals.(see appendix I)
١١.
Refusal of pilotage services
١١٧
Form No. ٠١
The pilot should have the right to refuse pilotage when the ship to be piloted poses a
danger to the safety of navigation or to the environment. Any such refusal, together
with the reason, should be immediately reported to the harbour master for action as
appropriate.
١٢.
١٣.
ACCOMMODATIONS FOR PILOTS REQUIRED TO STAY ON BOARD
A VESSEL
.١.
When a Pilot is required to stay on board a vessel when not actually engaged in
the duties of piloting, he must be provided with a cabin which is clean,
serviceable, adequate, and equivalent to an officer’s cabin (including private
"working" toilet facilities where available). Under no circumstances is the ship's
hospital to be used for a pilot's accommodation.
.٢.
Food to be supplied as befitting a pilot's position as an officer.
.٣.
The Authority will not assign a pilot to any ship which does not meet the
requirements referred to in (.١.) and (.٢.).
DELAYED SAILINGS AT PORT OR ANCHORAGE
When a Pilot boards a vessel at a berth or anchorage at the ordered time, and is informed
that the vessel will be delayed he shall, on request be provided quiet, clean
accommodation while awaiting the readiness of the vessel to sail.
١٤. Vessels pose a danger to the safety of navigation or to the environment due to her
speed less than ٥ knots, shall employ a escort or assistant tug.
Article ١٫٢٨.
Port Access Document
The Imam Khomeini Port Conditions of Use (COU) is to be signed by the Master
before the Vessel enters the Port.
Article ١٫٢٩.
Portable Radio Transmitters, Flashlights (Torches) and
Electrical Equipment
١. Shall not be used on board oil, gas, liquid tankers, or any vessels which have
dangerous cargo, unless certified as Approved Equipment. Similarly, the use of
portable electric lamps and equipment on wandering electric cables is prohibited in
any cargo or adjacent ballast space, pump room, compressor room, cofferdam, bunker
tank, enclosed spaces, hold or anywhere over the cargo tank.
٢. Domestic radios / tape recorders, electronic calculators, or any other electrically
powered equipment shall only be used within the accommodation of any Vessel
except those mentioned in (١).
Article ١٫٣٠.
Port Clearance
With the exception of supply vessels and local small crafts operating within BIK
territorial waters, each Vessel wishing to leave the Port shall obtain a Port Clearance
issued by the Port Management. A Port Clearance for outward sailing may be withheld
from any Vessel by the Port Management for any violation to the provisions of the Laws
and Regulations, or for any legal cause or restraint duly ordered by the Court of I.R of
Iran, or for non-payment of Port charges.
١١٨
Form No. ٠١
Article ١٫٣١.
Port Control
The Port Control room is stationed at the top of the Port Control tower and is on standby
for ٢٤ hours. / day for communications. Masters are encouraged to contact ‘Port Control’
(VHF Channel. ١٦ and ١٣) should they have any concerns or be in doubt as to the
operational requirements of the Port.
١. All movements within the Port Limits are subject to the permission of the Port
Management. Any Vessel wishing to enter, leave, or move within Port Limits should
seek the permission of ‘Port Control’ on VHF channel ١٦ & ١٣ before moving.
٢. Masters should note that the Khur Musa bar to and from the Port is subject to
controlled ‘one way navigation’ at all times.
٣. Routine weather forecasts and navigation warnings may be obtained from Port
Control on request.
٤. Non routine and urgent navigation warnings will be broadcast immediately on VHF
Ch. ١٦ as well as receipt.
Article ١٫٣٢.
Port Services
Only services provided or authorized by the Port Management shall be utilized within the
Port Area. The use of the Port equipment, services and facilities shall be given priority
over other third party equipment, services and facilities. Requests for the various services
shall be made through the Agent. No third party services, equipment or facilities shall be
allowed within the Port Area without the written approval of the Port Management.
Article ١٫٣٣.
Port Tariff and Charges
١. The Port Management reserves the right to issue the Port Tariff which will contain the
terms and conditions and the scale of charges that shall apply for the use of premises,
facilities, works, equipment and services within the Port.
٢. Where applicable, the terms, conditions and charges as agreed between PSO and the
relevant End-User under specific Land Lease or Port Users Agreements shall override
those contained in the Port Tariff.
٣. The Port Management reserves the right to alter, change, or amend from time to time
any or all charges, terms, conditions or interpretations contained in the Port Tariff
with or without prior notice.
Article ١٫٣٤.
Pre-Arrival Information
Vessels calling at the Port are required to provide the Port Management with the
following information:
١. Where applicable, ETA’s at least, ٤٨ hours, ٢٤ hours, and ١٠ hours, in advance of
arrival, with notification of variations in excess of ٢ hours within the last ١٠ hours.
Such notices should be addressed via:
¾ the Agent.
¾ Fax; ٠٦٥٢٢٥٢ ٢٣٦٩
¾ E. Mail; [email protected]
١١٩
Form No. ٠١
٢. Within six (٦) hours of arrival, Vessels should contact “Pilot station or Port Control”
by VHF via channel ١٦.
٣. The initial ETA (٤٨ hours ETA) message to the Pilot Station should include all the
information required by local regulations, including:
No.
Pre Arrival Information.
١
٢
٣
٤
٥
٦
٧
٨
٩
١٠
١١
١٢
١٣
Ships name and call sign
Port of Registry
Name of Master
GRT/NRT
Arrival Displacement
Summer Deadweight (metric tonnes)
Length overall
Draft fore & aft.- Arrival
Draft fore & aft. - Sailing
Air draught
side alongside, if required
ship’s agent
Advise quantity of clean segregated ballast to be
discharged at this Port.
Advise any Vessel defect affecting cargo operations
or manoeuvring/mooring ability.
Confirm P&I Club name / validity.
Confirm Pollution Cover
Last ٣ Ports of call
Does Vessel have fully operational Inert Gas system?
Are smoke/fire detection and fixed fire extinguishing
systems operational?
Amount and grade of cargo required
Both anchors to be cleared away and main engine
tested astern before pilot boards.
Vessel’s Inmarsat No., Telex. No., Fax. No. E mail
Validity of ISM DOC/SMC and issuing authority.
Validity of ISPS Certificate and issuing authority.
١٤
١٥
١٦
١٧
١٨
١٩
٢٠
٢١
Chemical
or LNG
carrier
x
x
x
x
x
x
x
x
x
x
x
x
x
Oil
Tanker
Dry
Cargo
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
٢٢
٢٣
٢٤
٢٥
٢٦
x = to be completed as indicated
Article ١٫٣٥.
x
Pre -Operations Meeting and Inspection
On completion of mooring, all Vessels, except those exempted by the Port Management,
shall pursue the following actions:
١. The mooring pattern shall be regularly monitored
٢. Pre-loading meeting shall be attended by the appropriate representatives of the Vessel
to discuss with representatives from the relevant Terminal, and the Port Management:
.١ Ship/shore communications;
.٢ Ship/shore safety check list if applicable;
.٣ Emergency procedures;
.٤ Cargo handling plan;
١٢٠
Form No. ٠١
.٥
.٦
.٧
Bunker / ballast handling plan;
Permit to work requirements;
Any concerns or operational requirements.
٣. An inspection of the Vessel will be carried out by FSC or PSC :
.١
.٢
To confirm compliance with the IMO standards, convention and thereof.
To confirm compliance with requirements of Port Regulations.
٤. Whilst the Vessel is alongside, subsequent inspections may be carried out at any time
by the FSC/PSC.
Article ١٫٣٦.
Ship/Shore Co-operation - Vessel Alongside
Whilst a Vessel is alongside at the Mahshar Terminal, BIPC, RPC, TTCP Terminal,
liquid or dry cargo berths of BIK:
١. The relevant End-User shall appoint and maintain at the Terminal, at all times, a
sufficient number of qualified and experienced persons, including a competent person
with suitable marine expertise, to monitor the progress of all operations onboard the
Vessel and to ensure reliable communications are maintained with the Master and the
Port Management.
٢. The Master shall ensure that his staff who are charged with the responsibility of
conducting or overseeing the cargo operations and related duties are qualified and
competent, including the ability to communicate in English. Sufficient Vessel
personnel shall be made available at all times to ensure that the Port Management
requirements for safe and efficient operations and mooring practices, are observed and
that adequate ship/shore liaison is maintained. The Master and his delegated staff shall
ensure that the instructions and requirements that may be imposed by the Port
Management, pursuant to these Regulations, are attended to and performed with
reasonable dispatch and in an appropriate manner.
Article ١٫٣٧.
Shipboard Welding/Hot Work
Repair work involving burning, welding, flame cutting, brazing, grinding and similar
operations which produce ignition sources including the use of Naked Lights are
prohibited unless a Hot Work Authorization has been issued by the Port Management .
Any violation could result in the cessation of the cargo operations and the Vessel
requested to vacate the berth and being put to anchor pending a full inquiry. The Vessel
will be responsible for all the costs and delays whatsoever resulting from such action.
A copy of the permit issued by the Port Management must be in the possession of the
person on the job in charge of the operation and that person must and cause all others to
fully comply with all applicable codes and industry standards and local laws, rules and
regulations. Hot work will not be permitted when conditions are deemed to be hazardous
to BIK Port facilities. Suitable fire extinguishing equipment shall be available in the hot
work area ready for instant use.
Article ١٫٣٨.
Scuppers and Drip Trays
During the transfer by hose or loading arm of any pollutant liquid at ambient temperature
all deck scuppers and drain holes must be plugged. Any accumulating water should be
removed periodically. Drip trays must be placed under connections. During the transfer of
bunker deck scuppers at the vicinity of the loading platform should remain plugged.
١٢١
Form No. ٠١
Article ١٫٣٩.
Sea and Overboard Valves
١. Overboard discharge valves on the bilge and cargo systems shall be firmly closed and
locked. Where the indicated valves are hydraulically powered then a suitable means of
preventing accidental operation shall be arranged.
٢. During the Vessel’s stay in the Port all overboard discharge valves shall be monitored
to ensure that no polluting substances are released.
٣. Water discharges (e.g. cooling water) shall not be directed onto or over the jetty or
dolphins. Where this cannot be achieved mechanically then suitable baffle boards
must be rigged to the satisfaction of the Port Management .
Article ١٫٤٠.
Security
In compliance with ISPS Code, The Government of Iran and the Port Management
require that no unauthorized persons board Vessels within the Port Limits. Masters are
required to check the identity of all persons boarding their Vessel. A gangway watch must
be maintained at all times by competent shipboard personnel and any unauthorized
attempt to board the Vessel shall be reported immediately to Port Security Officer through
Channel ١٦. Security passes are required for all personnel proceeding ashore; these can be
arranged through the Agent.
Notification
The agents of ships covered by the ISPS Code are required to supply the following details
٢٤ hours in advance, via
١.
٢.
٣.
٤.
the International Ship Security Certificate (ISSC);
the name of the body which granted the ISSC;
the ship's current security level;
whether the ship is capable of maintaining all protective security measures at each
security level;
٥. the following information about the previous ten ports visited:
.١ the name of the port and the dates of the ship's visit;
.٢ the security level being maintained;
.٣ any further details concerning this visit and port security.
Article ١٫٤١.
Ship to Ship Transfer
The ship to ship transfer of cargo, bunkers, water, stores, provisions or any other materials
and equipment, in the Port, or within the Port Limits, is strictly prohibited without the
written permission of the Port Management.
Article ١٫٤٢.
Shore Leave
Shore leave can be arranged through the Agent, including transport from and to the
Vessel. Shore passes are supplied by the Agent to the Master and shall be returned prior
to sailing.
Article ١٫٤٣.
Stores, Provisions and Spare Parts
١٢٢
Form No. ٠١
Barges or crafts carrying stores or spare parts are NOT allowed alongside any LNG or
liquid tanker when the loading arms are connected. Delivery of stores and/or spare parts
by barge or boat should be arranged for the period before or after loading. Arrangements
shall be made through the Agent.
Article ١٫٤٤.
Swimming
Swimming is not permitted within the Port Area.
Article ١٫٤٥.
Tank Lids and Connections, Cargo and Bunker
١. Cargo and bunker tank lids must be closed and gas tight at all times.
٢. Cargo and bunker connections not in use must be blanked and gas tight with all holes
bolted.
Article ١٫٤٦.
Towage Services
١. All towage operations within the Port Limits shall be performed by tugs provided by
the Port Management.
٢. Tugs lines are used during normal towing operations. The number of tugs required for
each operation shall be decided by the Port Management at their sole discretion.
Article ١٫٤٧.
Tug Stand-by
١. Any request for the services of a stand-by tug or additional tugs should be directed
through ‘Port Control’ on channel ١٦.
٢. The scale of charges for tug services is published within the Port Tariff.
Article ١٫٤٨.
Waste Disposal
Collection wastes are mandatory and made available for the collection of inert and
domestic (non -hazardous) wastes.
Article ١٫٤٩.
Weather Limitations
The following Weather working parameters and limitations are observed for traffic and
pilotage operations within Bandar Imam Khomeini Port Area:
Weather
Parameter
Vessels of up to
٢٠،٠٠٠ Summer
Deadweight*
٠٫٥ Nautical Mile
٢٥٫٠ Knots
٢٥٫٠ Knots
Visibility
Wind – Berthing
Wind –Unberthing
Current at Port
٢٫٥ Knots
Entrance
Wave Height (in
٢٫٥ Meters
The Channel)
* excluding supply vessels
Important Notes:
Vessels between
٢٠،٠٠٠ and ١٥٠،٠٠٠
Summer Deadweight
٠٫٨ Nautical Mile
٢٠٫٠ Knots
١٨٫٠ Knots
Vessels greater
than ١٥٠،٠٠٠
Summer Deadweight
١٫٠ Nautical Mile
٢٠٫٠ Knots
١٥٫٠ Knots
٢٫٢ Knots
٢٫٠ Knots
٢٫٠ Meters
٢٫٠ Meters
١٢٣
Form No. ٠١
a) The actual decision to berth or unberth a vessel depends on many factors which
can only be assessed by the Pilot and the Master. The above parameters may not
therefore be strictly observed by the Pilot, if in his professional judgment and in
consultation with the Master, more or less restrictive parameters should apply to
ensure the safe manoeuvring of the vessel.
b) Other weather parameters and limitations affecting the cargo operations
alongside are contained in the relevant Terminal Regulations.
Article ١٫٥٢
Licences, exemptions and other decisions
١. The Port Directing Manager may grant licences and exemptions and attach restrictions
and regulations to them. The restrictions and regulations may only serve to protect the
interest in connection of which the licence or exemption is required.
٢. Unless stipulated otherwise in these bye-laws, licences shall be granted for duration
one year at the most. An exemption shall be granted for a once-only conduct or act or
for duration of a voyage.
٣. Granting a licence or exemption is done in writing; in urgent cases an exemption may
be granted verbally for a once-only conduct or act.
٤. The Port Directing Manager may refuse, alter, suspend or withdraw a licence or
exemption if:
.١. one or more interests which are protected by these byelaws, including order, safety
and the environment of the port and its surroundings, as well as the quality of the
services in the port, require so;
.٢. a restriction or condition attached to this is not observed;
.٣. after granting, such a fact or circumstance occurs that, if the fact or circumstance
had been known at the time of the granting, the licence or exemption would not or
not under these conditions or restrictions have been granted;
.٤. the information provided is incorrect;
.٥. the licence or exemption is not made use of;
٥. This article shall apply mutatis mutandis to the instruction referred to in section ٧ and
the other decisions issued by or pursuant to these byelaws.
Article ١٫٥٣
Obligations of applicants and holders of licences, exemptions
and other decisions
١. An application for a licence or an exemption shall be submitted in writing to the Port
Directing Manager.
٢. For the application of a licence or an exemption, the applicant shall use the model of
the form provided by the harbour master.
٣. The holder of a licence or an exemption is prohibited from acting contrary to the
restrictions under which the licence or exemption has been granted as well as to the
regulations attached to these restrictions.
٤. The holder shall keep the licence or exemption, or a copy of this, relating to a ship, on
١٢٤
Form No. ٠١
board the ship at all times, unless it concerns a ship without crew accommodation.
٥. This article shall apply mutatis mutandis to the instruction referred to in section ٧ and
the other decisions issued by or pursuant to these byelaws.
Article ١٫٥٤
Standard addressee
١. Unless otherwise appears from the text, the captain or skipper shall be responsible for
the observance of the provisions laid down by or pursuant to these byelaws.
٢. In the absence of a captain or a skipper, the operator shall be responsible for the
observance of the provisions laid down by or pursuant to these byelaws.
SECTION ٢
ORDER IN PORT
Article ٢٫١
Traffic signs
١. For the purpose of order and safety in port, the Port Directing Manager may have
traffic signs erected in port.
٢. It is prohibited to act in violation of the traffic sign and the corresponding
information, referred to in item ١, unless the port authority has issued an exemption in
this respect.
Article ٢٫٢
Prohibition of berthing
١. It is prohibited to berth a ship or to lie at a berth, unless this is done:
.١. in accordance with the locally installed traffic signs and further details, referred to
in Article ٢٫١;
.٢. in accordance with the 'Safety Traffic Regulations';
.٣. in accordance with the 'Terminal Acts' and ‘Finance permission(bye-laws on port
dues);
.٤. with a licence on the basis of the 'custom permission';
.٥. with permission of the tenant, leaseholder or owner of a berth bordering on that
site;
.٦. in accordance with the Layout of Berths decided on by the Port Terminal Affair,
in compliance with the special stipulations included therein, or;
.٧. with an exemption granted by the Port Directing manager.
.٨. in accordance with tidal plan.
٢. Contrary to item ١ under (.٥.), the harbour master may prohibit the taking up or
keeping of a berth, for reasons of order, safety or environment.
Article ٢٫٣
Berthing sea-going chemical and gas carrier
١. A sea-going chemical and gas tankers carrying dangerous substances shall be berthed
in such a manner that she can sail directly bow first from the harbour, unless this is
١٢٥
Form No. ٠١
not possible due to draught or nautical circumstances, or the act is in accordance with
an exemption granted by the Harbour Master.
٢. If due to draught or nautical circumstances a sea-going tanker cannot leave the berth
and sail directly bow first from the harbour, this shall be reported to the harbour
master.
٣. In BIPC, RPC, TTPC and Mahshar terminals, vessels shall be berthed and unberthed
on flood tide. The Harbour Master may grant an exemption to berth and unberth the
vessels on ebb tide according to ship size, current and weather conditions.
٤. Subject to statute, the BIK Authority shall not be liable for delay of vessels
caused by the tidal restriction and weather conditions.
Article ٢٫٥
Appliances in the port
١. It is prohibited to have or to place any appliance or object in, under or above the
water, if this can cause danger, damage or hindrance.
٢. Item ١ does not apply if it concerns ship’s equipment and appliances that can be and
are actually used for loading and discharging a ship, or the act is in accordance with
an exemption granted by the Port Authority.
Article ٢٫٦
Shifting ships
١. The Port Authorities through by the harbour master shall have the right to order the
master or Terminal Operator in writing to shift the ship to another berth or anchorage
within a reasonable time-limit to protect safety or environmental interests.
٢. If the order, referred to in item ١, is not complied with, the harbour master shall have
the right to shift the ship to another berth for the account and risk of the Terminal
operator or master.
SECTION ٣
USE OF THE PORT
Article ٣٫١
Use of propellers and thrusters
١. It is prohibited to use propellers and thrusters if the ship:
a. is aground, or;
b. is moored or anchored.
٢. The prohibition, referred to in item ١, does not apply if:
a. it concerns a moored vessel or anchored vessel, which has to swing on or off or
adrift in order to prevent damage, or;
b. the act is in accordance with an exemption granted by the harbour master.
DAMAGE TO PROPERTY OF NAVIGATION DISTRICT
Users of the facilities of the Khur Musa and BIK port shall be held responsible for all
damage to the property of the Khur Musa and BIK port occasioned by them, and the user
shall be responsible for such damage billed at cost plus twenty percent (٢٠٪).
١٢٦
Form No. ٠١
Article ٣٫٢
Fishing boats, dhow, Small vessels and tug and barge in Port
The following should particularly be taken into account when planning a sailing:
١. weather: before sailing, check the weather forecast and get regular updates if you
are planning to be out for any length of time.
٢. tides: check the tidal predictions for your trip and ensure that they fit with what
you are planning to do.
٣. limitations of the vessel: consider whether your vessel is up to the proposed trip
and that you have sufficient safety equipment and stores with you.
٤. navigational dangers: make sure that you are familiar with any navigational
dangers you may encounter during sailing. This generally means checking an up
to date chart and a current pilot book or almanac.
Article ٣٫٣
Mooring properly
It is prohibited to load or discharge, unless the ship has been moored properly.
SECTION ٤
SAFETY IN PORT
Article ٤٫١
Elements for safe approaching to BIK Port
The main elements to ensure safety of life at sea, safety and efficiency of navigation, and
protection of the marine environment during the passage of khur musa; such elements
should include, but not be limited to:
١.
safe speed, having regard to the proximity of navigational hazards along the
intended route or track, the manoeuvring characteristics of the vessel and its
draught in relation to the available water depth;
٢.
necessary speed alterations en route, e.g., where there may be limitations
because of night passage, tidal restrictions, or allowance for the increase of
draught due to squat and heel effect when turning;
٣.
minimum clearance required under the keel in critical areas( such as bar) with
restricted water depth;
٤.
course alteration points, taking into account the vessel's turning circle at the
planned speed and any expected effect of tidal streams and currents;
٥.
the method and frequency of position fixing, including primary and secondary
options, and the indication of areas where accuracy of position fixing is critical
and where maximum reliability must be obtained;
٦.
use of ships' routeing and reporting systems and vessel traffic services;
٧.
considerations relating to the protection of the marine environment; and
٨.
contingency plans for alternative action to place the vessel proceed to a port of
refuge or safe anchorage in the event of any emergency necessitating
abandonment of the plan, taking into account existing shore-based emergency
١٢٧
Form No. ٠١
٩.
response arrangements and equipment and the nature of the cargo and of the
emergency itself.
the reliability and condition of the vessel's navigational equipment;
١٠. Deep draught vessels should estimated times of arrival at BIK port for tide
height and flow;
١١. Vessels with a draught of ١١٫٦٠ metres or more shall use Khur Musa Channel
and waiting for necessary sufficient height of tide to transit Khur Musa Bar.
١٢. up-to-date certificates and documents concerning the vessel, its equipment,
crew, passengers or cargo;
١٣. appropriate scale, accurate and up-to-date charts to be used for the passage, as
well as any relevant permanent or temporary notices to mariners and existing
radio navigational warnings;
Article ٤٫٢
Air pollution; substances causing stench or hindrance
١. It is prohibited to allow soot to escape from a ship.
٢. It is prohibited to allow vapours, fumes, gases, dust or steam to escape from a ship,
unless it has been ensured that this does not or cannot cause any danger, damage or
hindrance.
٣. It is prohibited to load onto or discharge from a ship, substances in bulk designated by
the Port Authority, which may cause stench or hindrance when loading or discharging
a ship.
٤. The prohibitions referred to this Article do not apply if the act is in accordance with:
a. a licence issued by or pursuant to the PSO or;
b. an exemption granted by the Port Directing manager.
Article ٤٫٣
Reporting and removing substances or objects introduced into
the water
The person by whose fault an object or substance is released or is introduced into the
water, which causes or may cause danger, damage or hindrance, shall ensure that:
١. the Port Authority is reported thereof without delay, and;
٢. the substance or object is removed without delay, unless this is reasonably not
feasible.
Article ٤٫٤
Carrying out activities
١. It is prohibited for any person to carry out or to have carried out activities on a ship or
object on board a ship, concerning the adaptation, repair or improvement of the ship
or object:
.١. if the ship is in a petroleum and chemical harbour and during the activities fire is
used or fire or sparking may arise;
.٢. if it concerns a ship carrying dangerous substances or, if it concerns a tanker, for
which no cleaning certificate has been issued and during the activities fire is used
or fire or sparking may arise;
.٣. if as a result of activities the manoeuvring readiness of the ship is hampered, or;
١٢٨
Form No. ٠١
.٤. if the activities may cause danger, damage or hindrance.
٢. The prohibition, referred to in item ١ does not apply:
.١. if the ship is at a dock or at or alongside a repair-yard for which a licence under
the ‘Protection and Safety Maritime Affair’, or ‘Fire Brigade Division’, has been
granted, or;
.٢. if an exemption has been granted by the Port Management.
Article ٤٫٥
Fumigation of ships
١. It is prohibited to take up berth with a ship with the intention to fumigate the ship or
the cargo by treating with gases or substances that release gases, unless the Pratique
Executive have granted an exemption for this.
٢. It is prohibited to take up berth or to be berthed with a ship that is loaded with dry
bulk cargo if the cargo has been treated with gases or substances that release gases
with the intention to fumigate the cargo, unless:
.١. a certificate for the ship has been issued by an expert, recognized or appointed by
or pursuant to the ‘Port Management’, stating that the ship and cargo are
adequately free of gases or substances, or;
.٢. an exemption has been granted by the Port Management.
Article ٤٫٦
Ships constituting serious danger, damage or hindrance
١. The Port Management may impose a prohibition to enter the port with a ship or to be
berthed within the municipality, if in their opinion the ship causes or may cause
serious danger, damage or hindrance, or serious disturbance of public order.
٢. The prohibition will only be imposed after it has appeared that conditions that in the
present case may be imposed by the Port Management have not been complied with,
or if by their judgment no measures are possible.
٣. The person on whom the conditions or the prohibition has been imposed shall be
obliged to comply with this.
SECTION ٥
SERVICES
Paragraph ١
General
Article ٥٫١٫١.
Definitions
For the application of this section the following words shall have the following meanings:
a. mooring man: the person who in the performance of his duties moors or unmoors
sea- going ships;
b. length: the length as referred to in Article ١, under ٣٦ ;
c. mooring man organization: an organization of moorings recognized by the Port
directing manager that performs activities to guarantee the professional skill of
mooring men and bears the responsibility for the required equipment;
d. transport of passengers: transport of passengers against payment;
e. shuttle services: transport of passengers from and to port by sea- going ships
against payment;
١٢٩
Form No. ٠١
Article ٥٫١٫٢.
Further rules
The Port Management may lay down further rules concerning the provisions of this
section.
Article ٥٫١٫٣
Inspection of vessels
١. The Port authority may lay down rules for certain categories of vessels rendering
services in port with regard to the construction, arrangement and equipment of the
vessel.
٢. If a vessel complies with the rules, referred to in item ١, an institution or a person
designated by the PSO that carries out activities connected with the inspection of
inland navigation vessels, issues a certificate of efficiency. A copy of the certificate
shall be presented to the harbour master.
٣. A certificate of efficiency shall lose its validity in accordance with Article ١٫٥٢ and if:
.١. the arrangement of the vessel is changed, or;
.٢. due to the condition of the vessel, use is no longer justified.
Article ٥٫١٫٤
Requirements for vessels and crew
١. The skipper of a vessel that has been arranged and is used for mooring sea-going
ships, shuttle services or passenger transport of ١٢ persons or less excluding the
crewmembers:
.١. shall use a vessel that meets the standards required pursuant to Article ٥٫١٫٣, item
(١) for the category concerned and that has:
- a certificate of efficiency as referred to in Article ٥٫١٫٣, item ٢, or;
- a certificate of inspection as referred to in ‘Port and Shipping Organization’
(Inland Waterway Vessels Act).
.٢. shall possess a commercial vessels master’s certificate as referred to in ‘Port and
Shipping Organization’ (Inland Waterway Vessels Act) and a basic certificate for
VHF.
Paragraph ٢
Mooring and unmooring ships
Article ٥٫٢٫١
Prohibition mooring and unmooring ships
١. It is prohibited for any person to render mooring/unmooring services without harbour
master’s permission:
٢. Item ١ does not apply if:
.١. immediate action is taken by the crewmembers who are on board on arrival of the
ship at the berth concerned;
.٢. the act is in accordance with a boatman licence granted by the Port and Shipping
Organization;
.٣. the sea-going ship is being shifted along a quay, without getting completely clear
from it, or;
.٤. the activities are carried out within the scope of the training, referred to in Article
٥٫٢٫٢, item ١, under the responsibility of a fully-licenced boatman.
١٣٠
Form No. ٠١
Article ٥٫٢٫٢
mooring man licence
١. A mooring man licence shall only be issued to the person who:
a. has successfully concluded a training recognized by the PSO or end user, which
meets the requirements set by the PSO, or has gained experience as a mooring
men having independent authority for the period of one year in one or more ports
of Iran, within the last two calendar years before application for the licence,
including experience – comparable to the situation in the port of Iran – in mooring
and unmooring on buoys, on unsheltered waters with high waves and on bearths
with strong tidal currents, insofar as the mooring man has sufficient knowledge of
the English language and according to the judgment of the PSO an equal level of
knowledge and skills has been ensured, and;
b. is a member of a recognized mooring/unmooring organization.
٢. The licence may be temporary in nature if the training recognized by the PSO has not
been successfully concluded initially.
٣. Without prejudice to Article ١٫٥٢, item ٤, the licence may be withdrawn if:
a. the conduct or services carried out give cause for that, or;
b. the mooring man is not complying with the instructions, given by authorized
persons.
٤. The licence shall expire two months after the membership of the mooring/unmooring
organization has terminated.
Article ٥٫٢٫٣
Recognition mooring/unmooring Organization
The PSO may recognize a mooring/unmooring Organization if it:
١. has a valid ISO ٩٠٠١, ٩٠٠٢ or comparable certificate, or shows that it will have
this certificate available in the near future;
٢. has at least one contact point which can be reached ٢٤ hours a day, where mooring
man can be ordered;
٣. regularly consults and co-ordinates with nautical service providers( Maritime
Affair) in the port about the method of working and the procedures at mooring and
unmooring;
٤. ensures good quality and quantity of the personnel and equipment, in order to be
able to provide proper services, provided that in a round-the-clock service, per
hour, at least three sea-going ships can be moored or unmoored, and;
٥. the mooring man have been given a proof of identity along with a photo of good
likeness and which at least states:
- the name, place of birth and date of birth;
- the number and duration of the licence, and;
- the name of the mooring/unmooring Organization of which the mooring man is
a member.
Article ٥٫٢٫٤
Obligations mooring man
١٣١
Form No. ٠١
During the activities the mooring man shall carry a valid proof of identity, referred to in
Article ٥٫٢٫٣, under (٥), and shall show this upon the request of persons or companies
that make use of his services.
Paragraph ٣
Passenger transport on water
Article ٥٫٣٫١
Area of application
This Paragraph shall apply to all waters within the territorial waters.
Article ٥٫٣٫٢
Shuttle services
It is prohibited to keep up a shuttle service without a licence granted by the Port
Management, unless the transport is carried out with a tugboat assisting a sea- going ship
on arrival or departure.
Article ٥٫٣٫٣
Embarking and disembarking passengers
١. The embarking and disembarking of passengers shall only take place at places that are
in a proper state, well- lit and suited for embarking and disembarking passengers.
٢. It is prohibited to disembark passengers without prior permission by the operator of
the site or ship concerned.
SECTION ٦
SHIPS CARRYING DANGEROUS SUBSTANCES,
PETROLEUM HARBOURS, SMOKING AND NAKED FIRE,
COMBINATION CARRIERS
Article ٦٫١
Rules for ships carrying dangerous substances
١. With regard to the presence in port of ships that are loaded, are being loaded or have
been loaded with dangerous or noxious substances and which have not been cleaned
of these substances, the Port Management may lay down rules for the purpose of
safety and avoidance of damage and hindrance.
٢. The rules referred to in item ١ may inter alia relate to:
a.
b.
c.
d.
e.
f.
g.
the documents concerning ship and cargo to be presented;
taking up berth;
guarding and supervision;
the prevention of fire and other calamities and fighting these;
carrying out activities from which danger, damage or hindrance may occur;
loading and discharging, or;
reporting incidents.
Article ٦٫٢
Zoning regulation for general cargo ships carrying dangerous
substances
١. The Port Management may lay down rules concerning berthing in the vicinity of
housing concentrations by ships that have been loaded or will be loaded with packed
dangerous substances to be designated by the Port Management.
١٣٢
Form No. ٠١
٢. The rules shall inter alia comprise restrictions in respect of quantity and packing size
of the designated substances on board within determined distances to nearby housing
concentrations.
Article ٦٫٣
Tankers carrying dangerous substances only in petroleum
harbours
It is prohibited to be berthed outside the petroleum harbours with a tanker having a cargo
or cargo residue of dangerous substances on board, unless:
١. it concerns a tanker which has no other dangerous substance than a combustible
liquid with a flash point of ٦١ degrees Celsius or higher as cargo or cargo residue
on board;
٢. it concerns a combination carrier which has combustible cargo residues in the slop
tanks and which has been or will be loaded with dry bulk cargo;
٣. a cleaning certificate has been issued for the tanker;
٤. it concerns a berth indicated with a traffic sign as a berth for ships carrying
dangerous substances;
٥. it concerns an inland navigation tanker of which the skipper:
-
prior to taking up berth, has followed the related regulations concerning the
gas freeing of empty cargo tanks for his cargo- and slop tanks and does not
need to carry any signal;
keeps the tanks closed, and;
has reported the intention of taking up berth to the harbour master, or;
٦. an exemption has been granted by the Port Management for taking up berth
outside the petroleum harbours.
Article ٦٫٤
Ships admitted to petroleum harbours
١. It is prohibited to be with a ship in a petroleum harbour, unless:
.١. the ship is using, has used, or will use the port facilities for the purpose of
discharging, loading, cleaning cargo tanks, or bunkering;
.٢. it concerns a rowing boat or a motor boat not driven by a petrol engine and which
is part of the equipment of a ship as referred to under (١٫١), and of which no other
use is made than transporting crew members to and from the ship;
.٣. the presence of that ship in the harbour – in connection with the arrival, the stay or
the departure of a ship as referred to under (١٫١) – is necessary for reasons of ship
management;
.٤. the ship is in the service of a public corporate body or of port management and the
presence of that ship is required within this scope;
.٥. the ship is proceeding directly and without interruption to or from port facilities in
an adjacent area of the port positioned outside the petrol harbour, avoiding the
proximity of ships lying in the chemical harbour, or;
.٦. it concerns a vessel rendering specific services insofar as the regulations to be set
by the BIK Port Authority with regard to the construction, arrangement and
equipment of the vessel are observed.
١٣٣
Form No. ٠١
٢. It is prohibited to load or discharge a ship in the petrol harbour(jetty no.٣٤) at a berth
not specifically equipped for loading or discharging the cargo concerned.
٣. The prohibitions referred to in items ١ and ٢ do not apply if the act is in accordance
with a licence or exemption granted by the Port Management.
Article ٦٫٥
Smoking and naked fire
For the purpose of safety, the Port Management may issue regulations concerning inter
alia refraining from smoking, preventing fire, naked lights and the causing of sparks.
Article ٦٫٦
Loading and discharging combination carriers
١. It is prohibited to start loading- or discharging activities on board a combination
carrier that has been or will be loaded with dry bulk cargo, unless the act is in
accordance with an exemption granted by the Port Management.
٢. The exemption may be granted if:
.١. a certificate for combination carriers has been presented to the Port Authority,
issued by a expert company, which confirms compliance with the rules, as referred
to in Article ٦٫٧, heading and under (٢), or;
.٢. at least ٢٤ hours prior to arrival at the port a statement in writing has been
presented to the Port Authority, from which it appears that:
i. the ship has never carried combustible liquids with a flash point below ٦١
degrees Celsius, or;
ii. the ship is sufficiently empty, clean and gasfree of combustible liquids with a
flash point below ٦١ degrees Celsius and verification thereof by the FSC or
PSC has taken place with positive results.
Article ٦٫٧
Rules for combination carriers
The Port Management may lay down rules concerning:
١. maintaining safe pressure and atmosphere in spaces and cargo tanks during the
stay of the ship in port, or;
٢. the being empty of spaces and cargo tanks of combustible liquids with a flash
point below ٦١ degrees Celsius, or the carrying on board of residues thereof and
concerning the permissible pressure and atmosphere in those spaces and cargo
tanks.
SECTION ٧
Article ٧٫١
CLEANING OF SHIPS AND COLLECTING DANGEROUS
SUBSTANCES
Cleaning of ship’s cargo spaces
The Port Directing Manager may lay down rules concerning the cleaning of ship’s cargo
spaces containing or lately having contained dangerous or noxious substances, either on
board the ship itself, or from a service vessel.
١٣٤
Form No. ٠١
Article ٧٫٢
Designation of companies with reception facilities
١. For inclusive purposes of implementation of the provisions laid down by or pursuant
to the ‘Protect and Safety maritime Affair’ (Prevention of Pollution from Ships Act
and MARPOL), the Port Management shall designate companies for the reception of
ship generated waste, other noxious substances and oil residues, directly discharged
by sea-going ships entering the area of application referred to in Article ١٫٢, for the
purpose of loading, discharging, bunkering, or repairing.
٢. Designation shall take place with due observance of proportionality between the
anticipated quantity of the substances, referred to in item ١ on the one hand, and the
reception possibilities within the Port on the other hand.
٣. Without prejudice to Article ١٫٥٢, the Port Management may refuse, alter, suspend or
withdraw a designation if for the period of one year:
a. no or hardly any residues substances from sea-going ships have been received, or;
b. the reception has not or insufficiently been reported.
Article ٧٫٣
Application for a designation
١. Together with the application for a designation as referred to in Article ٧٫٢, at least
the following shall be produced:
a. particulars of the company of the applicant and position of the applicant;
b. an extract from the register of the Chamber of Commerce of the company
concerned;
c. the relevant licences and exemptions issued by or pursuant to the PSO or
Environmental Organization (Environmental Management Act), and;
d. the particulars of the reception facilities that the applicant has available, among
which at least the capacity and the suitability.
٢. Furthermore, in the application it shall be adequately shown to the satisfaction of the
Port management:
a. which type of noxious substances the application relates to;
b. the destination of the received noxious substances, and;
c. the activities the company carries out or intends to carry out in the field of the
substances and residues to be received, referred to in Article ٧٫٢.
Article ٧٫٤
Restrictions and regulations
١. Without prejudice to Article ١٫٥٢, the Port Management may attach restrictions and
regulations to the designation which inter alia may relate to:
.١. the reception facilities at the disposal of the company and the changes thereof;
.٢. the suitability of the reception facilities;
.٣. the extent of availability for receiving and the obligation to accept substances and
oil residue as referred to in Article ٧٫٢, item ١;
.١. the types of substances to which the designation applies;
.٢. the providing of information about the tariff charged to ships delivering
substances as referred to in Article ٧٫٢, item ١;
١٣٥
Form No. ٠١
.٣. the reporting of the reception of substances and oil residue as referred to in
Article ٧٫٢, item ١, and the providing of information on this;
.٤. the maximum length of stay of the substances and oil residue received in the
reception facilities of the company and the providing of information and the
keeping of an administration with regard to this, or;
.٥. the delivering of the collected substances and residues.
٢. The Port Directing Manager may lay down policy rules with regard to the regulations
and restrictions as referred to in item ١.
Article ٧٫٥
Reporting delivery
١. The captain of a sea-going ship carrying on board ship-generated waste and other
noxious substances or oil residue, shall ensure that his intention to deliver those
substances is reported to the Port Authority’, at least ٢٤ hours prior to the
commencement of the delivery.
٢. When reporting, it shall be communicated simultaneously to which designated
company the delivery will be made, which noxious substance or oil residue will be
delivered and the quantity thereof.
SECTION ٨
FINAL AND PENAL PROVISIONS
Article ٨٫١
Instructions
١. In the interest of order and safety in port, the Port Management may issue instructions,
in particular in order to regulate navigation and berthing and for the purpose of
preventing danger, damage, pollution and hindrance.
٢. The person to whom an instruction is addressed shall act accordingly without delay.
Article ٨٫٢
Penal provision
Any offence of the provisions laid down by or pursuant to these bye-laws will be
punished by imprisonment not exceeding two months or by a fine determine by Port
Authority.
Article ٨٫٣
Supervisory civil servants
١. Insofar as the waters under the management of BIK Port Authority are concerned, the
persons employed with the Port Management shall be in charge of the supervision of
the compliance with the provisions laid down by or pursuant to these byelaws,
insofar as these persons hold an investigative power qualification.
٢. Furthermore, persons to be appointed by order of the Port Management shall be in
charge of the supervision of the compliance with the provisions laid down by or
pursuant to these byelaws.
Article ٨٫٤
Access to spaces and places
Persons in charge of the supervision of the compliance with or investigation of the
provisions laid down by or pursuant to these bye-laws shall be empowered to enter a
dwelling without the permission of the occupant, insofar as the supervision of the
١٣٦
Form No. ٠١
compliance with or investigation of the provisions laid down by or pursuant to these byelaws require so.
Article ٨٫٤
Regulation of vessels in the Khur Musa and the Berths
١. General rules for navigation
A master who navigates his vessel on the Khur musa.١. without due care and attention; or
.٢. in a manner liable to injure or endanger persons, other vessels, the banks of the
Khur Musa (whether above or below mean high water level) or any structure or
installation in or beside the Khur Musa);
shall be guilty of an offence and liable to a fine not exceeding [the statutory maximum
and on conviction on indictment to a fine].
٢. Vessels adrift
.١. The owner or master of a vessel adrift in the Khur Musa or in the berths shall be
guilty of an offence and liable to a fine not exceeding [the statutory maximum
.٢. It shall be a defense to the owner or master of a vessel charged with an offence
under subsection (١) of this section to prove that the vessel did not become adrift
as the result of any neglect or default on his part.
٣. Overcrowding of vessels
.l. Subject to the minimum manning certificate the master of a vessel shall not
carry in that vessel in the Khur Musa a number of persons greater than it is
licensed by the Port Authority as fit to carry, or, if it is not so licensed, than it is
reasonably fit to carry.
.٢. A master who contravenes this section shall be guilty of an offence and liable to
a fine not exceeding [the statutory maximum and on conviction on indictment to
a fine].
٣. Failure to comply with directions
.١. The master of a vessel who fails to comply with a general or special direction
shall be guilty of an offence and liable to a fine not exceeding [the statutory
maximum and on conviction on indictment to a fine].
.٢. It shall be a defense to the master of a vessel charged with an offence under
subsection (l) of this section to prove that he had reasonable ground for
supposing that compliance with the direction in question would be likely to
imperil his vessel or that in the circumstances compliance was impracticable.
٤. Damage by a vessel
١. The owner of a vessel shall be liable to pay to the Port Authority the cost of
making good any damage done by any means whatsoever by the vessel or by any
person employed on or about the vessel to.١. any part of the port premises in the BIK Port; or
١٣٧
Form No. ٠١
.٢. equipment in the Kur Musa and BIK Port belonging to the Port Authority.
٢. The Port Authority may recover from the owner of the vessel as a debt in any
court of competent jurisdiction the cost of making good any such damage.
٥. Giving false draught
١. The master of a vessel entering or leaving or intending to enter or leave a berth
shall report the draught of his vessel to the Port Authority.
٢. The master of a vessel who in response to a requirement under subsection (١) of
this section gives incorrect information shall, without prejudice to any right of the
Port Authority to compensation for loss or damage occasioned thereby, be guilty
of an offence and liable to a fine not exceeding [the statutory maximum and on
conviction on indictment to a fine].
٦. Non-compliance with officer's orders, obstruction etc
A person who١. … resists, obstructs or impedes a harbour master, Port Authority in the execution
of his duty, or …
٢. does not carry out the lawful orders of any harbour master or of any other officer
of the Port Authority;
shall be guilty of an offence and liable to a fine not exceeding … [the statutory maximum
١٣٨
Form No. ٠١
APPENDIX A
IMAM KHOMEINI PORT LAYOUT
١٣٩
Form No. ٠١
١٤٠
Form No. ٠١
APPENDIX B
General Directions for Navigation
in the Port of Imam Khomeini
٢٠٠٦
General Directions for Navigation
in the Port of Imam Khomeini
٢٠٠٦
Compiler and Editor: BIK Harbour Master
١٤١
Form No. ٠١
PORT OF IMAM KHOMEINI AUTHORITY
١. COMMENCEMENT
These Directions shall come into force on ------------------, on which date the
General
Directions for Navigation in the Port of Imam khomeini are revoked.
٢.
DEFINITIONS AND INTERPRETATION
٢٫١.
In these Directions:
a) “Approach Channel” means one or more of the following:
The Light vessel, The Khur-e-Musa Channel
b) “Bunker Vessel” means any vessel, normally navigating within the Khur
Musa, used for the storage, transportation or delivery of oil products to
vessels or facilities in the BIK Port.
c) “Class” means a reference to that class within the classification
specified in SOLAS, IMDG code, IBC and BCH code
d) “Clearance” means authorization by a Harbourmaster to navigate as
proposed by a vessel.
e) “Designated Anchorage ” means an area designated by a
Harbourmaster as an anchorage area or berth and published on charts
and in the Port Information or in Notices to Mariners.
f) “Exclusion Zone” means any temporary or permanent area of the Khur
Musa, defined by a Harbourmaster as being closed to general
navigation for the purposes of navigational safety or emergency
response.
h) “Fairway” means a navigable channel or Narrow Channel, which is a
regular course or track of shipping.
i) “Gross Tonnage” in relation to a vessel means the tonnage as
ascertained in accordance with the International Convention of
Tonnage Measurement of Ships ١٩٦٩, or the Merchant Shipping
(Tonnage) Regulations ١٩٨٢, as amended, and where in accordance
with those regulations alternative tonnages are assigned to a vessel,
the Gross Tonnage of the vessel shall, for the purposes of these
Directions, be taken to be the larger of those tonnages.
j) “Harbourmaster” means a person appointed by the Port Management
of BIK to be a Harbourmaster and includes the deputies and assistants
of a person so appointed and Officers in charge of VTS Centres.
k) “IMO” means International Maritime Organisation.
١٤٢
Form No. ٠١
l) “ISM Code” means the International Management Code for the Safe
Operation of Ships and for Pollution Prevention as adopted in IMO by
Resolution A.٧٤١(١٨).
m) “Master” is taken to have the same meaning as in the Act, namely, “in
relation to a vessel, means any person having or taking the command,
charge or management of a vessel for the time being”.
n) “Narrow Channel” means the following areas within the Khur Musa:
• Bar from the Buoy no.١٤ to the Buoy No.٣٠ Precautionary Area;
o) “Notices to Mariners” means Notices to Mariners issued by the PSO.
p) “Passenger Boat” means a vessel used for carrying passengers.
q) “Passenger Vessel” has the same meaning as the SOLAS part A Reg.
٢(definition).
r) “PEC” means Pilotage Exemption Certificate.
s) “PSO” means Port and Shipping Organization of Islamic Republic of
Iran.
t) “Port Passage Plan” means a systematic and documented navigational
plan for all stages of any voyage into, out of or within the Khur Musa
channel in accordance with the guidelines as may be varied or
substituted from time to time, or any similar flag state administration
notice issued pursuant to the associated IMO Conventions on
Standards of Training, Certification and Watch keeping for Seafarers
(STCW).
u) “Reporting Vessel” means every vessel which is required by these
Directions to report its position, intentions or movements, specifically:
• vessels of more than ٤٠ metres in length overall,
• vessels of Gross Tonnage of more than ٥٠ tons which ordinarily
also navigate outside the Khur Musa.
• tugs engaged in towing, or about to tow one or more vessels.
v) “Restricted Visibility” means all circumstances when visibility is less
than ٠٫٥
nautical miles.
w) “River Byelaws” means the Port of Imam Khomeini on River Byelaws
٢٠٠٦ (as amended).
x) “Specified Vessel” means any vessel having on board (including in its
slop tanks), quantities of the following (IMO coding in brackets):
• Explosives (Class ١, excluding Class ١٫٤), in excess of ١٠ kg Net
Explosive Quantity;
• Liquid Natural Gas (LNG) in bulk, Liquid Petroleum Gas (LPG) in
bulk or being non-gas free following discharge of these cargoes
• (Class ٢);
• Flammable liquids and substances in bulk or being non-gas free
following discharge of these cargoes (Class ٣ of flashpoint <٢٣° C);
• Toxic and corrosive substances in bulk or being non-gas free
following discharge of these cargoes (Classes ٦٫١ and ٨٫٠).
y) “VTS Centre” means the Vessel Traffic Service Centre of BIK Call Sign
‘BIK Port Control’ and Pilot Station - Call Sign ‘Khur Musa pilot station’
and includes any other VTS control point through which a
Harbourmaster’s instructions and advice are issued to Masters of
vessels by VHF radio and to which vessels report.
z) “Waypoint” means a position designated by a Harbourmaster as a
reporting point, and publish to Port Information and Notices to Mariners.
aa) ”BIK “ means Bandar Imama Khomeini port.
٢٫٢. In these Directions, unless the context otherwise requires:
١٤٣
Form No. ٠١
a) unless stated otherwise in a particular Direction, for the purposes of port
regulation, all Directions shall be deemed to apply to all vessels, to the whole of
the Khur Musa and at all times, and a Direction addressed to a Master shall be
deemed to apply to the vessel of which he is the master or person, for the time
being, in charge;
b) the Direction headings form part of and affect the construction and interpretation
of the Directions;
c) words importing the singular shall be construed as importing the plural
and vice versa.
٤.
USE OF VHF RADIO
٤٫١. This Direction shall apply to: Reporting Vessels; Vessels of more than ٢٠
metres in length overall; Passenger Boats; Tugs; Bunker Vessels, and Vessels
engaged or intending to engage in fishing.
٤٫٢. Every vessel to which this Direction applies shall, at all times when
underway or at anchor:
a) Be equipped with an operational VHF radio capable of
communicating with BIK VTS Centers,
b) Maintain an effective, continuous listening watch on the VHF channel
appropriate to that part of the BIK in which it is navigating or lying
alongside.
c) Use VHF radio to comply with the communications requirements set
out in these Directions.
d) Man and operate the VHF radio with a suitably qualified person,
capable of communicating effectively in English.
٤٫٣. Prior to a vessel’s departure from a berth, pier or anchorage, the Master shall
ensure that the appropriate BIK VHF channel is monitored for information that
may affect the safe navigation of his vessel, including the routine half-hourly
VHF navigation information broadcast immediately prior to the intended
departure time.
٤٫٤. The Master of a Specified Vessel navigating in the Khure Musa shall
always prefix the vessel’s name or call sign with the word ‘SPECIFIED’ in
any VHF communication with a VTS Centre or other vessel.
٥.
MACHINERY AND EQUIPMENT CONDITION AND READINESS, OILY
WATER SEPARATORS AND BILGE SYSTEMS
٥٫١. The Master of a vessel whose navigation may be affected by reason of
any structural, mechanical or equipment defect (including, but without
prejudice to the generality of the foregoing, limitations of power on any
propulsion equipment or manoeuvring aids) shall, immediately upon
becoming aware of such defect when in the Khur Musa or upon entering
the Khur Musa:
a) Inform the appropriate VTS Centre;
b) Not move in the Khur musa without first having obtained the consent
of a Harbourmaster; and
c) Move only in accordance with the direction of a Harbourmaster.
١٤٤
Form No. ٠١
٥٫٢. Masters shall ensure that (except in an emergency), no changes are
made to machinery configuration, including machinery generating power,
whilst under way and in the vicinity of structures or other vessels.
٥٫٣. Masters shall ensure that whilst their vessel is in the Khur Musa, all oily
water separators are isolated and bilge overboard discharge valves are
secured closed, to prevent accidental discharge.
٦. AUTOMATIC STEERING AND BACKUP STEERING GEAR
٦٫١. When use is being made of an automatic pilot steering device, the
Master of the vessel shall ensure that a qualified helmsman is available
without delay to steer the vessel annually should circumstances demand.
٦٫٢. Masters shall ensure that any duplicate, secondary or backup steering
gear and steering gear power systems are fully operational and ready for
immediate use whilst their vessel is navigating within the Khur Musa.
Emergency steering gear systems should have been recently tested.
٧. PORT PASSAGE PLANS
٧٫١. The Master of every Reporting Vessel ordinarily navigating outside the
Khur Musa shall have, prior to navigating in the Khur Musa, prepared a
Port Passage Plan for use during the vessel’s passage in the Khur Musa.
٧٫٢. On Reporting Vessels ordinarily navigating outside the Khur Musa
served with an authorized pilot, the embarking pilot, upon arrival on
board and following any action to establish the navigational safety of the
ship, will advise the vessel’s Master of the details of the pilot’s Port
Passage Plan. He will also advise the Master of any changes made
necessary to the vessel’s Port Passage Plan by local circumstances.
Before proceeding with the passage the Master and the pilot shall agree
the Port Passage Plan for the voyage in the Khur Musa.
٧٫٣. On Reporting Vessels ordinarily navigating outside the Khur Musa, and
not embarking a BIK authorized pilot, but navigating or intending to
navigate within the Khur Musa, (including those vessels declaring a valid
PEC holder as navigating the vessel for the passage in the Khur Musa),
the Master or PEC holder shall, upon request from a VTS Centre,
provide a Harbourmaster with relevant details of the Port Passage Plan.
٨. REPORTING VESSEL MOVEMENTS IN THE Khur Musa
٨٫١. The Master of a Reporting Vessel, when intending to navigate in the
Khur Musa, shall give notice of this intention to a Harbourmaster either
٢٤ hours in advance, or not later than one hour before departure from the
last port, berth or offshore operating area, whichever is the later.
٨٫٢. When the Master of a Reporting Vessel has notified a Harbourmaster of
an intended movement of the vessel but becomes unable to meet an
estimated time so notified, he shall inform the appropriate VTS Centre of
the vessel’s inability to meet that estimated movement time.
٨٫٣. The Master of a Reporting Vessel intending to navigate in the Khur Musa
shall, prior to the vessel’s arrival at the outer limits, report to a
١٤٥
Form No. ٠١
Harbourmaster through the Pilot Station VTS Centre (callsign: Khur
musa pilot station), that his vessel ‘complies with the navigational safety
requirements of BIK General Directions’.
Making this report will confirm:
a) That the vessel’s charts for the Khur Musa and associated
navigational publications are corrected and up to date;
b) That the Master has prepared an appropriate Port Passage Plan for
use during the vessel’s passage in the Khur Musa;
c) That the vessel, if appropriate, is compliant with the requirements of
the ISM Code;
d) if the vessel is not subject to the ISM Code, that the vessel has no
deficiencies or defects in respect of its crew, navigational equipment,
propulsion or manoeuvring machinery;
e) That arrangements have been made to provide appropriate mooring
assistance for the vessel at intended berth in the Khur Musa.
٨٫٤. The Master of a Reporting Vessel, berthed or anchored within port limits,
shall inform the appropriate VTS Centre, ١٠ minutes before the time at
which he proposes to start navigating the Khur Musa. He must then
request and obtain permission to proceed, immediately before he
proposes to start to navigate. If navigation has not commenced within ١٥
minutes of the initial advice, the Master shall inform the appropriate VTS
Centre of his intentions.
٨٫٥. When a Reporting Vessel is navigating the Khur Musa or is intending so
to navigate and passes a Waypoint, the Master is to inform a
Harbourmaster at the appropriate VTS Centre that the vessel is passing
that Waypoint.
٨٫٦. The Master of any vessel engaged in or intending to engage in fishing
operations in the Khur Musa shall:
a) Report his departure from his berth or mooring, or entry into the Khur
Musa; and
b) Provide a Harbourmaster, at the appropriate VTS Centre, with a
periodic update of his subsequent intentions and movements whilst
proceeding to, from or engaged in fishing operations inside port limits.
٩.
EXCLUSION ZONES
No vessel shall, except in an emergency or with the specific permission of a
Harbourmaster, navigate within or otherwise enter any Exclusion Zone
established in the Khur Musa, from time to time, by a Harbourmaster.
١٠. CONDUCT IN RESTRICTED VISIBILITY
A vessel of more than ٤٠ meters in length overall which is not equipped with an
operational radar installation shall not enter the Khur Musa in conditions of
Restricted Visibility, and shall not navigate in the Khur Musa in such conditions
except to proceed to the nearest safe anchorage or berth.
١١. APPROACH CHANNELS, WAITING AND ANCHORING
١٤٦
Form No. ٠١
١١٫١. The Master of a vessel shall not navigate his vessel in an Approach
Channel of the Khur Musa or anchor in a Designated Anchorage in the
Khur Musa unless such Approach Channel or Designated Anchorage (as
the case may be) is suitable for a vessel of its draught and size.
١١٫٢. No vessel shall at any time wait for a berth in the Khur Musa or in a
Designated Anchorage, unless specifically authorized by a VTS Centre.
١١٫٣. No vessel shall, except in an emergency, wait in an inner Designated
Anchorage for longer than the period (if any) specified for anchoring in
such an area by a Harbourmaster.
١١٫٤. No vessel shall at any time anchor in a Fairway, other than in an
emergency or for the purpose of maneuvering or with the prior approval
of a Harbourmaster.
١١٫٥ The vessel's passage into the Khur Musa Bar may be restricted to a
maximum speed of seven knots due to the lack of UKC determined by
the Chief Pilot.
١٢. TRAFFIC INSTRUCTIONS
The Master of any vessel who is navigating or intending to navigate the Khur
Musa shall
comply with all traffic instructions issued by a VTS Centre which may include
restrictions on overtaking and vessel speed.
١٣. OVERTAKING MANOEUVRES
١٣٫١. Vessels shall only overtake if the maneuver can be completed so that the
vessels involved do not prejudice their ability to navigate safely,
particularly in areas of additional constraint such as river bends.
١٣٫٢. Overtaking in bar area prohibited.
١٤. SEPARATION WITH RESPECT TO SPECIFIED VESSELS
Vessels navigating in the Khur Musa:
١٤٫١. in the same direction shall:
a) If a Specified Vessel, maintain a separation of at least one quarter of
a nautical mile from any Reporting Vessel or any Passenger Vessel.
This separation may be reduced, for the purpose of overtaking, with
the specific permission of a pilot and VTS Center.
b) if a Reporting Vessel or a Passenger Vessel, maintain a separation of
at least one quarter of a nautical mile from any Specified Vessel. This
separation may be reduced, for the purpose of overtaking, with the
specific permission of a pilot and VTS center.
١٤٫٢.Other than in the same direction shall proceed with extreme caution
when passing a Specified Vessel, which is proceeding in the opposite
direction, or is berthed or in the act of berthing, taking into account the
prevailing conditions.
١٤٧
Form No. ٠١
١٥. NAVIGATION IN THE KHUR MUSA BARRIER CONTROL ZONE
١٥٫١. In addition to the requirements of General Directions ٤ and ٨, all vessels
fitted with VHF radio intending to navigate in the Khur Musa Barrier
Control Zone shall inform the BIK VTS Centre on VHF Channel ١٦ of
their estimated time of arrival at the Khur Musa Barrier or other
destination within the Zone.
١٥٫٢. All vessels fitted with VHF radio and bound from berths within Port shall
contact the BIK VTS Centre ٣٠ minutes before departure to obtain
information on expected traffic movement and shall maintain a listening
watch thereafter.
١٥٫٣. Navigation in Restricted Visibility
a) No vessel over ٥٠ meters in length shall navigate through the Khur
Musa during periods when visibility at the Khur Musa is declared by
the Harbourmaster, having used all available information, to be less
than ٠٫٥ nautical miles.(refer to Article ١٫٤٧ page.٢٨)
b) No Reporting Vessel of ٥٠ meters or less in length shall navigate
through the Khur Musa during periods when visibility at the Khur
Musa, is declared by a Harbourmaster, to be less than ٠٫٢٥ nautical
miles.
c) Any vessel within (٣) (a) or (b) above shall remain at her berth,
anchor in a Designated Anchorage Area or anchor as directed by the
appropriate VTS Centre, until such time as a Harbourmaster declares
the visibility to be over ٠٫٥ nautical miles.
١٥٫٤. Traffic Control Procedures
Upon receipt of any specific traffic instructions, associated with the above
procedures, vessels are to set and maintain a listening watch on VHF
Channel ١٣ and ١٦ as appropriate.
١٦. DISPLAY OF A RED LIGHT BY SPECIFIED VESSELS
١٦٫١. All Specified Vessels shall, when in the Khur Musa during the hours of
darkness and in restricted visibility, display a fixed all round red light,
which shall be above and clear of sidelights, at least ٢ meters away from
other navigation lights and positioned so as not to be confused with any
other light.
١٦٫٢. The red light shall be exhibited:
a) From sunset to sunrise;
b) From sunrise to sunset in restricted visibility and in all other
circumstances when it is deemed necessary.
١٦٫٣. All Specified Vessels shall, when in the Khur Musa during the hours of
daylight, conspicuously display the International Code of Signals flag
‘B’ in lieu of the abovementioned red light.
١٤٨
Form No. ٠١
١٧. NAVIGATION RISK ASSESSMENT
١٧٫١.Vessels which fall outside the scope of the PSO navigational safety
management system, and intending to navigate in the Khur Musa shall, when
required by the Harbourmaster, submit to a formal risk assessment before
entering the Khur Musa or any part of the Khur Musa specified.
١٧٫٢.The Master of a vessel required to submit to a formal risk assessment
shall provide the Harbourmaster with any information he may request in
respect of, but not limited to; the vessel, its equipment, general condition,
certification, organizational and ship management systems and crew
competency, so that a full assessment of the risks associated with the
navigation of the vessel and any appropriate mitigation of such risks in the
Khur Musa can be made.
APPENDIX C
¾ PILOTAGE DIRECTIONS
¾
REGULATIONS TO THE PILOTAGE DIRECTIONS
PILOTAGE DIRECTIONS
١٤٩
Form No. ٠١
٢٠٠٦
Introduction
The BIK Authority as a Competent Harbour Authority in the exercise of its powers under
PSO, gives the following Pilotage Directions to the Masters of vessels in the BIK Pilotage
District.
In order to maintain and enhance safety of navigation within the Khur Musa, it is
important that Masters and watch keepers are aware of current Port of Imam Khomeini
Byelaws, Directions and Notices to Mariners. It is therefore vital that owners/agents
ensure that all such relevant information and publications are promptly distributed to
vessels.
It is the duty of the Master of a vessel to which a Pilotage Direction applies to comply
with that Direction.
Failure by the Master of a vessel to comply with a Direction constitutes an offence, and
renders that person liable, on conviction, to a fine up to the statutory maximum indictment
on the standard scale. However, it is a defense for the Master of a vessel to prove that he
had reasonable grounds for supposing that compliance with the Direction in question
would be likely to imperil his vessel or that he had a reasonable excuse for his act or
failure to act.
Regulations to the Pilotage Directions
Also published in this document are Regulations to the Pilotage Directions. These
regulations define the various administrative procedures and requirements, in particular
those regarding the issue and renewal of Pilotage Exemption Certificates issued by the
BIK Authority from time to time, which are necessary to support and implement the
Pilotage Directions.
These Regulations do not form part of the Directions.
Data Protection
Mariners are reminded that telephone calls, VHF radio traffic, CCTV and radar images
may be recorded in the VTS Centers at BIK.
١.
COMMENCEMENT
These Directions shall come into force on ……………..٢٠٠٦ on which date, Previous
Pilotage Directions are revoked.
١٥٠
Form No. ٠١
٢.
SHORT TITLE
These Directions may be cited as the Port of Imam Khomeini Authority Pilotage
Directions ٢٠٠٦ and are made by the BIK Authority, a competent harbour authority in
exercise of its powers under member of PSO.
٣.
DEFINITIONS AND INTERPRETATION
١. In these Directions:a)
"BIK" means Bandar Imam Khomeini Port Complex
b)
"BIK Pilotage District" means the area of the Khur Musa from Buoy No ١٢ the
point of embarkation/disembarkation of the pilot to Berths of the BIK Port
c)
“BIK Pilot Station” means the Platform which the pilots are arrange to standby for
nominated inbound vessel, charted in position latitude ٢٩˚ ٥٩’.١١٦ N longitude
٠٤٩˚ ١٠’.٨٩٨ E;
d)
“Bona Fide First Mate” means the person on board a vessel who will take command
in the event of the Master being indisposed;
e)
"Harbourmaster" means a person appointed by the Port of BIK Authority to be a
Harbourmaster and includes the deputies and assistants of a person so appointed and
Officers in charge at BIK Authority VTS Centers.
f)
"Length of Object Towed" means the maximum overall length of the object towed
including overhanging cargo or equipment.
Note: This definition only applies to BIK Authority Pilotage Directions.
g)
"Marine Pollutants in Bulk" means products carried as cargo which are subject to
Annexes ١ and ٢ of The International Convention for the Prevention of Pollution
from Ships ١٩٧٣, as modified by the Protocol of ١٩٧٨ relating thereto, better known
as MARPOL ١٩٧٣ - ٧٨, as amended from time to time. In the context of this
Direction "in Bulk" means marine pollutant carried as cargo in tanks which are a
structural part of, or permanently attached to, the vessel. Residues of cargo
remaining in cargo tanks following the complete discharge of the cargo are not
included.
h)
“Master” means a person (except a Pilot) having command or charge of any vessel;
i)
"Operating Draught" means the maximum draught of a vessel during its current
passage, or movement within the BIK Pilotage District.
j)
"Passenger Vessel" means a vessel which is certificated to carry more than ١٢
passengers.
k)
Pilot” means a person authorised by BIK Authority to act as a pilot for the relevant
area within the BIK Pilotage District;
l)
“PEC” means Pilotage Exemption Certificate granted by PSO;
Note: A PEC is only relevant to a vessel for which pilotage is compulsory.
١٥١
Form No. ٠١
m)
"Restricted Visibility" means all circumstances when visibility is less than ٠٫٥
nautical miles.
Note: Within the BIK Pilotage District the Harbourmaster or his designated deputy
will, using all available information, decide when and where Restricted Visibility
pertains or is likely to pertain and inform shipping as appropriate.
N
"Specified Vessel" means any vessel having on board (including in slop tanks)
quantities of the following (IMO coding in brackets);
• Explosives (Class ١, excluding Class ١٫٤), in excess of ١٠ kg Net Explosive
Quantity;
• Liquid Natural Gas (LNG) in bulk, Liquid Petroleum Gas (LPG) in bulk, or
being non-gas free following discharge of these cargoes (Class ٢);
• Flammable liquids and substances in bulk or being non-gas free following
discharge of these cargoes (Classes ٣٫١ & ٣٫٢);
• Toxic and corrosive substances in bulk or being non-gas free following
discharge of these cargoes (Classes ٦٫١ and ٨٫٠).
O
"Tug and Tow" means a tug towing another vessel or vessels astern, alongside or
pushing another vessel or vessels ahead.
P
"Vegetable and/or Edible Oils" means oils derived from vegetable and animal
sources.
q
"VTS Centre" means the Vessel Traffic Service Centers at BIK - Call Sign
‘BIK Port Control ’ or Plot Station - Call Sign ‘Khur musa Pilot Station’
through which
the Harbourmaster’s instructions and advice are issued to masters of vessels by VHF
radio and to which vessels report.
٢. In these Directions, unless the context otherwise requires:
a)
vegetable and edible oils are deemed to be Marine Pollutants;
b)
words importing the singular shall be construed as importing the plural and vice
versa;
c)
the Direction headings do not form part of or affect the construction or interpretation
of the Directions.
٤. VESSELS SUBJECT TO COMPULSORY PILOTAGE
Pilotage is compulsory in BIK Pilotage District for all type and size of vessels.
٥.
VESSELS EXCEPTED FROM COMPULSORY PILOTAGE
The following vessels are excepted from compulsory pilotage:
١. Iranian Warships in any part of the BIK Pilotage District.
٢. Local cargo and fishing dhow
١٥٢
Form No. ٠١
٣. A separate authorization or PEC is required to pilot a vessel within the BIK Pilotage
District.
٦.
USE OF AN ASSISTANT PILOT
The circumstances in which an authorized pilot in charge of a vessel is to be accompanied
by an assistant who is also an authorized pilot, shall be determined by the Harbourmaster;
taking into account the size, characteristics or circumstances of the vessel, its equipment,
cargo or crew, or the meteorological or tidal conditions.
٧.
BOARDING AND LANDING PILOTS
١. River Pilots shall normally be boarded or landed at buoy No ١٢.
٢. Harbour Pilot shall normally be boarded or landed at buoy No. ٤٤
٨.
PILOT BOARDING INADVERSE WEATHER CONDITIONS
In adverse weather conditions the boarding of a pilot at the points referred to in Direction
No.١٢ may be impractical. In such circumstances a vessel may board a pilot in more
sheltered waters in accordance with advice notified at the time by the BIK VTS Centre.
٩.
NON-AVAILABILITY OF PILOTS
Ships which require to board a pilot under the requirements of these Directions but for
which no pilot is immediately available, shall not navigate within the BIK Pilotage
District without having first obtained the permission of the Harbour Master at the BIK
Authority VTS Centre.
١٠.
RESPONSIBILITIES OF MASTERS
Masters of vessels using the services of a pilot within the BIK Pilotage District shall
ensure that a member of the crew who is capable of understanding and executing the
pilot’s orders and advice and who is also competent to take command of the vessel, is
always on the navigating bridge with the pilot and also competent to take charge of the
vessel, is immediately available to do so.
١٥٣
Form No. ٠١
REGULATIONS TO THE PILOTAGE DIRECTIONS
١
٢
٣
٤
٥
٦
Contents
Pilotage Exemption Certificates (PECs)
Procedure for Obtaining the Services of an Authorized Pilot for the BIK Pilotage
District
Boarding and Landing Information for Ships Bound to or from the Port of Imam
Khomeini
Regulations for the Issue of Expected Ship Status
Ships Intending to use PECs or Claiming Excepted Status
Limitation of Liability
Unless the context otherwise requires the definitions used in these Regulations
follow those in the Pilotage Directions ٢٠٠٦.
١. PILOTAGE EXEMPTION CERTIFICATES (PECs)
١٫١ The BIK Pilotage District is a Geographical Areas relevant to the use of PECs.
١٫٢ PILOTAGE EXEMPTION CERTIFICATES (PECs)
١٫٣ PEC Applicable for vessels size Not exceeding ١٠٠ meters LOA
The BIK Authority requires a contractual agreement to be in place between the BIK
Authority and the owner or operator of the vessel regarding the management of
navigation on board the vessel and procedures relating to the use of PECs in the BIK
Pilotage District.
Note: Appendix E shows a sample form of Agreement.
١٫٣ REGULATIONS FOR THE ISSUE OF A PEC
The following conditions must be satisfied before a PEC will be issued for any
vessel:
a)
All PEC applicants must be capable of communicating effectively in English, by VHF radio.
b)
Any person proposing to fulfill the qualifying trip requirement for a PEC must inform the BIK
Authority prior to commencing the first qualifying trip. Trips undertaken prior to this
notification will not be counted as qualifying trips.
١٥٤
Form No. ٠١
Note: In response to this advice the BIK Authority will send to the applicant a PEC pack for
which a nominal charge will be made. This pack contains information necessary for the PEC
applicant and includes relevant Byelaws, Directions and Notices, a chart checklist, examination
syllabi, tripping logs, and the following forms:
•
•
•
Application for a PEC
Renewal of a PEC
Applications for further vessels to be added to a PEC
c)
Qualifying trips can only be undertaken by bona fide Masters and First Mates and should reflect
a balance of inward and outward passages.
d)
Any person undertaking the tripping requirement necessary for the issue of a PEC must report
each qualifying trip to the appropriate VTS Centre during that trip and record the trip in his
tripping log.
e)
Qualifying trip means that the applicant has been present on the navigating bridge of the vessel
throughout its passage through the PEC area for which application is being made. During the
trip the applicant must have effectively understudied the PEC Holder or the BIK pilot, having
the conduct navigation of the vessel at that time.
f)
On completion of the qualifying trips a fully completed application must be submitted using the
form supplied. This application must be accompanied by the following documentation:
•
•
•
A copy of the Certificate of Competency of the applicant appropriate for the capacity in
which he serves and valid for the ship(s) in which the PEC will be used. (A certified
translation of this certificate may be required).
A copy of the valid Medical Certificate for the applicant (a certified translation of this
certificate may be required).
The applicant’s tripping log identifying all the qualifying trips undertaken and each
record properly countersigned by BIK pilot present during the trip and showing the
relevant pilot authorization number. The BIK Authority may verify these details by
cross-reference to VTS records.
g)
Each Applicant will be assessed by a Pilot, on board a vessel of the size and type appropriate to
the application, throughout the PEC area(s) for which the Applicant has applied. The Pilot must
be satisfied as to the relevant skills, experience and local knowledge of the Applicant.
h)
All applicants will be interviewed by a Harbour Master or Chief Pilot(Pilotage Manager) prior
to the issue of a PEC. This interview will normally be arranged at the same time as the visit to
the VTS Centre (see below) or, for applicants requiring examination (see below), the interview
with the Harbour Master or Chief Pilot will form part of the examination.
i)
A visit to the appropriate VTS Centre by the applicant is also a pre-requisite for the issue of a
PEC.
j)
For the following categories of ship, success in an oral examination is additionally required
prior to the issue of a PEC:
•
•
All vessels of over ٥٠ meters but NOT exceeding ١٠٠ meters in length overall;
All vessels NOT exceeding ١٠٠ meters in length overall which are Passenger Vessels,
Specified Vessels or vessels carrying Marine Pollutants in Bulk.
Examinations will only be for one geographical area at a time and will take place before the
practical assessment.
١٥٥
Form No. ٠١
k)
Upgrade Examinations
Where a PEC Holder requires additional vessels added to his certificate and such vessels
represent an increase in length overall of more than ٢٠ meters and/or an increase in the
operating draught of more than ١٫٥ meters, then that PEC Holder will be required to complete ٦
familiarization trips in the larger sized vessel and attend an interview with the Harbour Master
or Chief Pilot.
l)
All vessels between ٢٠ meters and ٦٠ meters in length overall:
The following number of qualifying trips are required prior to the issue of a PEC:
Applicants for BIK Pilotage District shall have performed at least ٦ qualifying trips in the Area
for which application is being made within the ١٢ months previous to the date of application.
Two of these trips shall have been undertaken during the hours of darkness.
m)
All vessels between ٦١ meters and ٨٠ meters in length overall:
Applicants for BIK Pilotage District shall have performed at least ٨ qualifying trips in the Area
for which application is being made within the ١٢ months previous to the date of application.
Three of these trips shall have been undertaken during the hours of darkness.
n)
All vessels between ٨١ meters and ١٠٠ meters in length overall:
Applicants for BIK Pilotage District shall have performed at least ١٠ qualifying trips
in the Area for which application is being made within the ١٢ months previous to the date of
application. Four of these trips shall have been undertaken during the hours of darkness.
o)
The BIK Authority reserves the right to restrict the scope of the PEC in the event that unusual
circumstances apply, which do not warrant rejection of the application.
١٫٤
REGULATIONS FOR THE RENEWAL OF A PEC
The following conditions must be met before a PEC is renewed:
a)
A fully completed application on the appropriate form must be received one month before the
date of expiry of the PEC.
b)
The applicant must be in possession of a Certificate of Competency for the capacity in which
he serves, valid for the vessel(s) in which the PEC will be used. The BIK Authority may require
to sight this document.
c)
The applicant must be in possession of a valid Medical Certificate. The BIK Authority may
require to sight this document.
d)
The application must be accompanied by tripping logs which document the qualifying trips
undertaken by the applicant. These records will be cross- referenced with VTS records.
e)
Applicants for renewal must have performed at least six acts of pilotage in the areas for which
renewal of the PEC is being made since the issue, or last renewal date, of the PEC. Where this
cannot be proven to the BIK Authority’s satisfaction, the Applicant may be reassessed.
١٫٤
REGULATIONS FOR THE USE OF A PEC
a)
A PEC can only be used on vessels of which the PEC Holder is the bona fide Master or First
١٥٦
Form No. ٠١
Mate.
b) PEC Holders should have their exemption certificate available for inspection at all times.
c)
The holder of the PEC number given to the appropriate VTS Centre as having conduct of the
navigation of the vessel must be on the navigating bridge of that vessel unless relieved by
another PEC Holder as in d) below.
d)
The appropriate VTS Centre must be appraised immediately of any change of watch between
PEC Holders which takes place within the BIK Pilotage District.
e)
Whenever a PEC is being used within the BIK Pilotage District the holder, where safety
permits, should make the required reports to the appropriate VTS Centre personally when the
vessel passes designated reporting points. This is to facilitate voice recognition procedures.
f)
A PEC remains valid for one year from the date of issue, or the date of renewal. It is the
responsibility of the holder to ensure that his PEC remains valid.
g) A PEC will only remain valid when the Certificate of Competency and the Medical Certificate
of the holder are in date.
h) The BIK Authority reserves the right to inspect the relevant documents of a PEC Holder and/or
the relevant documents of the vessel in which the PEC is being used at any time.
i)
The BIK Authority reserves the right to interview any PEC Holder applying to have further
vessels added to his PEC.
j)
Holders of PEC’s which are continuously maintained will be subject to practical
assessment every three years. This assessment must demonstrate that the PEC Holder
has maintained his skill, experience and local knowledge of the areas relevant to his/her
PEC.
k)
A PEC may only be used on a vessel which has been nominated to the BIK Authority in
advance, and is subsequently named on that certificate.
١٫٥ SUSPENSION OR REVOCATION OF A PEC
The BIK Authority may suspend or revoke a PEC granted by it under his jurisdiction if it appears that
the holder has been guilty of misconduct or incompetence affecting his capability to pilot the vessel, or
any other ships nominated in the PEC, of which he is bona fide Master or First Mate.
١٫٦ TEMPORARY WITHDRAWAL OF A PEC
Where a PEC Holder has been involved in an incident in which the safety of navigation may have been
compromised the BIK Authority may, in the interests of safety, temporarily withdraw the PEC pending
formal investigation of the incident. Where the Certificate of Competency or Medical Certificate of a
PEC Holder is found to be invalid the PEC will be withdrawn pending revalidation of these supporting
documents.
٢. PROCEDURE FOR OBTAINING THE SERVICES OF AN AUTHORISED PILOT FOR THE
BIK PILOTAGE DISTRICT
١٥٧
Form No. ٠١
٢٫١ NOTICE
It is imperative that ample notice is given of the requirement for the services of a pilot. To comply with
the compulsory procedure, an order for a pilot must relate to the time that the pilot is required at the
boarding point whether inward bound, changing berth or departing from the Port. Failure to provide the
proper information in a timely manner may cause the vessel to be delayed and/or to render the vessel
liable for a surcharge on the applicable pilotage charges.
٢٫٢ ETA’s FOR INWARD BOUND VESSELS
Vessels requiring the services of an authorized pilot must make a PROVISIONAL ORDER for this
service. The PROVISIONAL ORDER must be placed, with the BIK VTS Centre, at least ٤٨ hours in
advance of the ETA of the vessel. In addition, the following vessel details are also required: gt, length
overall, Operating Draught, full maneuvering speed and destination (name of berth; Mahshahr,
Petrochemical….).
Confirmation of the above information and a CONFIRMED ORDER for a Berthing must be given to
the BIK VTS Centre not later than ١٠ hours in advance of the ETA of the vessel at Buoy No.١٢.
(This constitutes the COMPULSORY NOTICE). Shorter notice may attract a surcharge or may result in
a delay to the vessel.
Thereafter, any further changes and the final advice of ETA must be given when the ship is in VHF
radio contact with the appropriate pilot station.
Vessels engaged in short sea voyages may give notice of the CONFIRMED ORDER for a pilot and
ETA at the time of leaving the previous port, where this is less than the above COMPULSORY
NOTICE. Should the services of an authorized pilot be cancelled within ٨ hours of the confirmed ETA,
a cancellation charge will be made.
Note: unprogramed Vessels bound for BIK Port which anchor in the outer anchorage, are required to
give not less than ٨ hours notice of the requirement for a pilot. Less than ٨ hours notice will normally
incur a delay and surcharge for transport of a pilot.
٢٫٣ ETD’s FOR OUTWARD BOUND VESSELS, VESSELS MOVING BETWEEN BERTHS, OR
VESSELS MOVING FROM AN ANCHORAGE
Vessels requiring the services of an authorized pilot to depart from a berth, or to move from one berth
to another, or to move from an inner anchorage, must notify the BIK Authority VTS Centre ٤ hours in
advance of the time of the requirement, giving their ETD from the berth, buoy, or anchorage. In
addition, the following vessel details are also required: gt, length overall, Operating Draught, and
destination. This notification may be in the form of a PROVISIONAL ORDER.
Confirmation of this information and a CONFIRMED ORDER for a pilot must be given to the BIK
Authority VTS Centre not later than ٢ hours in advance of the requirement, (this constitutes the
COMPULSORY NOTICE). Shorter notice may attract a surcharge, or may result in a delay to the
vessel. Thereafter, changes to the ETD must be notified to the BIK Authority VTS Centre until ٢ hours
before sailing when contact should be made verbally by VHF radio or telephone.
Should the services of an authorized pilot be cancelled within ١ hours of the confirmed ETD, a
cancellation charge will be made.
٢٫٤ VESSELS ANCHORING IN THE BIK PILOTAGE DISTRICT
Vessels required to anchor in inner anchorage before proceeding to their destination, must request from
the BIK Authority VTS Centre, by VHF radio, permission for the pilot to remain on board until the
vessel is required to get underway. No arrangements may be made in this respect without permission.
Under normal circumstances, when a vessel anchors for an extended period, the pilot may disembark
and be replaced by another pilot before the vessel leaves the anchorage.
Inward or outward bound vessels required to anchor and which have used the services of an authorized
١٥٨
Form No. ٠١
pilot must, as soon as is practicable, advise the BIK Authority VTS Centre on VHF radio of their ETA
at the anchorage in order that arrangements can be made to land the pilot. When a pilot is required to
move the vessel from the anchorage, the vessel must comply with the requirements of paragraph ٢٫٣
above.
٢٫٥ VESSELS REQUIRING PILOTS TO DISEMBARK AT CONTINENTAL PORTS
Vessels which could not landed pilot due to bad weather and Ship owners/agents wishing the pilot to
remain on board to a continental port must obtain the approval of the Harbour master at the BIK before
the service is required. Vessels over-carrying pilots should provide suitable accommodation, victuals
and lifesaving equipment, for the pilot. Master shall be pay wage, traveling expenses to return him
back.
No arrangements may be made without port Authority permission.
٢٫٦ HARBOUR PILOTS
The harbor Pilot will boarded all vessels when berthing or unberthing at the all wharves or jetties.
Note: Port of Imam Khomeini pilots are only authorized to pilot vessels within the BIK Pilotage
District.
٣. BOARDING AND LANDING INFORMATION FOR SHIPS BOUND TO OR FROM THE
PORT OF IMAM KHOMEINI
٣٫١ BOARDING AND LANDING
Vessels intending to board or land a pilot must establish good VHF communications with the pilot boat
prior to undertaking the transfer. A good lee should be provided by adjusting course and speed so that
the pilot transfer can be accomplished safely. Vessels are reminded of their statutory obligations under
international Pilot Ladder regulations.
٣٫٢ PILOT BOATS
Pilot boats have a gray hull and white superstructures and the word "PILOTS" on the side of the
wheelhouse. They fly a pilot flag by day and by night display the signals required by Rule ٢٩ of the
International Regulations for Preventing Collisions at Sea ١٩٧٢ (as amended).
٤. REGULATIONS FOR THE ISSUE OF EXCEPTED SHIP STATUS
Owners or operators of vessels requiring to be accorded Excepted Ship status, should apply to the BIK
Authority in writing well in advance of the requirement to exercise the exception. Applications should
identify the period over which the vessel is expected to be working within the BIK Pilotage District, as well
as providing details of those personnel nominated to navigate the vessel whilst operating as an Excepted
Ship. Before granting Excepted Ship status, the BIK Authority will require to assure itself of the skill,
experience and local knowledge of the nominated personnel.
٥.
SHIPS INTENDING TO USE PECs OR CLAIMING EXCEPTED STATUS NOTIFICATION
Vessels intending to use PECs or be excepted from compulsory pilotage, as defined in these directions,
must notify the BIK Authority VTS Centre at least ٢٤ hours in advance of their intention to navigate in
the BIK Pilotage District, giving ETA/ETD as appropriate, ship name, gt, length overall, Operating
Draught, name, initials and the PEC number of the bona fide Master or First Mate who will have conduct
of the navigation of the vessel on that passage.
Failure to provide this information will necessitate the vessel taking the services of an authorized pilot and
١٥٩
Form No. ٠١
could involve the vessel in a delay as well as the imposition of a surcharge. Vessels arriving from ports less
than ٢٤ hours distant must provide the information at the time of leaving the previous port.
٦. LIMITATION OF LIABILITY
The liability of the BIK Authority for the provision of pilots is subject to the following limitations.
٦٫١ DELAY
The BIK Authority shall not be liable for delays arising from their failure to provide pilotage services,
or for delays in providing a pilot. This applies whether the failure and/or delays is the result of force
majored, strikes, adverse weather, or any other cause whether within the control of the BIK Authority
or not.
٦٫٢ ACTS OR OMISSIONS OF PILOTS
Subject to statute, the BIK Authority shall not be liable for loss or damage caused by the acts or
omissions of their pilots.
٦٫٣ ACTS OR OMISSIONS OF THE BIK AUTHORITY
Subject to statute, the BIK Authority shall not be liable for loss or damage caused by their acts or
omissions in respect of the provision of pilotage services.
١٦٠
Form No. ٠١
APPENDIXD
PILOTAGE PASSAGE PLAN
١٦١
Form No. ٠١
١٦٢
Form No. ٠١
١٦٣
Form No. ٠١
١٦٤
Form No. ٠١
APPENDIX E
PILOT BOARDING
FACILITIES CARD
١٦٥
Form No. ٠١
١٦٦
el
Form No. ٠١
BIK Authority Pilotage Exemption Certificate – Tripping Record
PEC ref number
From
To
Master or
F/Mate
ecord of passages made by me in BIK pilotage Area ²
Day or
Night trip
Witnessed ¹
Applicants signature
¹ For training this MUST be a BIK Pilot
² You MUST sign this form for it to be accepted as evidence
١٦٧
Form No. ٠١
APPENDIX F
AGREEMENT FOR THE
ISSUE OF A
PILOTAGE EXEMPTION
CERTIFICATE
AGREEMENT FOR THE ISSUE OF A
PILOTAGE EXEMPTION CERTIFICATE
١.
SAFETY OF OPERATIONS
a) As part of the agreement, the Port of Imam Khomeini Authority will ensure the
ready availability, on its web site (www.bik.ir.com), of all up-to-date Navigational
and Regulatory Information regarding navigation, within the Port of BIK Pilotage
District. Hard copy may also be provided on request.
b) Operators will agree to disseminate the information referred to in (a) to their
Masters and First Mates who hold PLA Pilotage Exemption Certificates (PEC’s)
as quickly as possible.
١٦٨
Form No. ٠١
c) While piloting their ships within the BIK Pilotage District all PEC Holders will
have valid Certificates of Competency appropriate to their rank and the size of
vessel on which they are serving and valid medical certificates.
d) Only PEC Holders actually signed on to the ship’s articles as the Master or First
Mate will be entitled to pilot the ship for which the PEC applies within the BIK
Pilotage District.
e) Operators will ensure that arrangements are in place whereby holders of PEC’s
will be properly rested prior to commencing any act of pilotage within the BIK
Pilotage District.
f) Operators will notify the BIK Autority promptly if any PEC Holder is directly
involved in any navigational incident while using their PEC, and that the use of
such PEC’s will be considered for suspension until the matter has been
investigated by the BIK Authority and their report completed. The BIK Authority
undertake that such investigation will take place as soon as possible after the
incident.
g) Any PEC Holder who fails a test administered under the Operators’ Drug and
Alcohol Policy, or is convicted of any offence involving drugs or drink, will not
be permitted by the Operator to use the PEC until the operator is satisfied that
such a PEC Holder poses no threat to the safety of navigation.
h) All PEC Holders will have to hand, and be familiar with, the appropriate BIK
Authority Bye-laws, Pilotage Directions, General Directions.
i) The Operator will ensure that pilotage and the use of PEC’s form part of the ISM
Procedure for the ships on which PEC’s are used.
٢.
PROCEDURES
a) The operators will notify the BIK Authority of any relevant change to the status or
category of the ship, such as: from “non-specified and hazardous” to “specified
and hazardous and marine pollutant” for ships of between ٥٠ and ١٠٠ metres in
length prior to visiting the port.
b) Operators will nominate a responsible officer within their organization fully
authorized to deal with matters relating to the use and administration of PEC’s,
held by their masters and chief mates.
c) Operators will notify the BIK Authority of the name and address of the Company
which is legally responsible for the operation of the ships in their fleet and the
name of the Protection and Indemnity organization in which the ship is entered for
P&I risks.
d) The Operator will ensure that pilotage, and the use of, will form part of the ISM
procedures in place for ships navigating within the Port of Imam Khomeini
Pilotage District. The operator further agrees to participate in and contribute to the
BIK Authority Navigational Safety Management System.
١٦٩
Form No. ٠١
e) The Operator undertakes that only properly qualified personnel who are willing to
hold a PEC and who have a good command of the English Language will be put
forward for qualification of a BIK Authority PEC.
f) On application, after making ٨ calls at the port during the preceding year, a
Certificate may be issued at the Harbour Master’s sole discretion to the Master of
a specific Vessel after satisfying the relevant Authority of his competence. The
charge will be ٢٥٠٠$ - per annum. The Certificate will only be renewed if the
holder has made a minimum of twelve calls at the Port which issued the
Certificate, during the period of the Certificate’s validity.
١٧٠
BIK Pilotage Exemption Certificate - Declarations
Form No. ٠١
B.I.K
Name
PEC Ref
Is this for a
New Application
or
Part ١ – Experience in BIK Areas during past year
In signing below,
Applicant confirms
these declarations. A
No. false statement could
lead to prosecution.
You MUST sign here
Renewal
for this form to be
accepted.
Number of passages as Bona Fide Master or First Mate made on watch
through each BIK
area in the past year. Also number of passages you
judged as by day and by night.
Day
As Master
As F/Mate
Night
As Master
As F/Mate
number
You MUST give evidence to substantiate the totals above using copies of
Tripping Record Form accompanying this application.
Part ٢ – Declarations.
•
The information I have given above is correct and may
be confirmed from the attached Tripping record.
•
I understand that the granting of Pilotage Exemption
Certificate also depends upon my familiarity with the
English language.
•
I hold a valid certificate of competency for the position in
which I serve (Master or First Mate ),
Waterman’s/Boatmaster’s Licence, appropriate to the
vessels nominated to the BIK area, and meet the
medical standard required to maintain its validity.
(Please supply copies of in-date certifications if we do
not already hold them).
•
I have up-to-date knowledge of issues affecting
navigation in BIK area. I am claiming, including local bye-laws, regulations and
Notices to Mariners.
•
The holder of PEC’s shall only pilotage in khur Musa
area.
For berthing/ unberthing of the vessels shall employ the
harbour pilot.
Date
Part ٣ – Company (to whom should we refer when dealing with this
application?)
Company
Contact
Telephone
For BIK Authority use only
Date received
Applicable area: Khur Musa
(as a
river Pilot)
Fax
Approved & date effective
١٧١
Form No. ٠١
APPENDIX G
The Boarding and Landing
of Pilots by
Pilot Boat Code of Practice
The Boarding and Landing of Pilots by
Pilot Boat Code of Practice
Its purpose is to act as a guide to safe practice and is commended to all those involved in
the pilotage service. It covers not only the act of transfer From pilot boat to ship and vice
١٧٢
Form No. ٠١
versa, but also addresses issues such as the pilot boat itself, boarding and landing areas
and training. It should be used primarily as a basis for safe operating procedures which
are capable of being adapted to suit particular locations or type of operation.
١. Pilot Boat
٢. Leaving the Berth
٣. Competent Authority
٤. Approaching the Vessel
٥. The Vessel
٦. Pilot Boarding
٧. Pilot Landing
٨. Leaving the Vessel
٩. Heavy Weather
١٠. Poor Visibility
١١. Man Overboard Procedure
١٢. Training
١٣. Guidance Notes for Pilot Transfers To/From Tugs
١
The Pilot Boat
١٫١ The Competent Harbour Authority must ensure that the pilot boat on service, in all
ways, meets the relevant requirements Small Workboats and Pilot Boats Regulations
and PSO "Code of Practice for the Safety of small workboats and pilot boats" and
any subsequent additions or amendments.
١٫٢ Prior to leaving the berth, and at least once per watch, the wheelman should ensure
that his pilot boat is in all respects ready for sea. All openings (e.g. hatches, access
to below-deck spaces and engine rooms) should be closed when under way and at
sea.
١٫٣ On joining and prior to leaving a berth, the wheelman and crew should familiarize
themselves with the positions and stowage of the safety equipment fitted to that
particular pilot boat.
١٫٤ On joining in harbour or at sea, the pilot should also endeavour to familiarize
himself with the positions and stowage of the safety equipment fitted to that
particular pilot boat.
١٫٥ Because ١٫٤ above is not always easy when landing on a dark night, pilots should
ensure that they are familiar with the normal positions of stowage for such
equipment on their pilot boat, or, where several different classes of pilot boat are in
operation, the normal stowage for such equipment in that class of pilot boat.
١٧٣
Form No. ٠١
١٫٦ Where appropriate, arrangements should be made for pilot boat mooring ropes to
remain at the berth, in order to avoid accidental loss or accident while underway.
١٫٧ The decks of the pilot boat should be clear of all obstruction to the passage of pilot
and crew.
١٫٨ An up-to-date and accurate log should be maintained.
١٫٩ Pilots should be careful, and in particular during periods of reduced visibility, not to
impede the wheelman (coxswain) of the pilot boat in his navigation of the boat, for
example by impeding his access to radar and use of the boat’s VHF.
٢
Leaving the Berth
٢٫١ The pilot boat should not leave a berth unless in all respects ready for sea.
٢٫٢ The pilot boat should be manned in compliance with PSO instructions.
٢٫٣ The pilot boat should not operate outside the terms of its pilot boat certificate.
٢٫٤ Mooring ropes should be safely stowed. (See ١ .٦)
٢٫٥ Radio VHF communication with Port/Pilot Station should establish that the pilot
boat is leaving berth on task, and has returned to berth on completion. Even where
there is no practical need to do this in daylight/or otherwise clear visual contact with
the pilot station, this practice is essential when the boat is operating in reduced/nil
visibility.
٢٫٦ All pilots and crew on the pilot boat should wear appropriate protective clothing and
buoyancy equipment as approved by the Competent Authority.
٣
Competent Authority
٣٫١ Competent Authority should ensure that areas chosen for the boarding and landing
of pilots have regard to sufficient sea-room for manoeuvre depth of water and,
where possible, shelter from the more exposed elements of predominant wind and
weather.
٣٫٢ Where possible, such areas should be clearly defined and marked on the appropriate
charts.
٤
On Approaching the Vessel
٤٫١ VHF Radio contact should be established between the pilot boat and vessel as soon
as possible on the channel established by the BIK Authority for that purpose
٤٫٢ The position of the vessel should be established by the coxswain of the pilot boat
and, where there is more than one vessel, their relative positions.
٤٫٣ After consultation with the pilot, the pilot boat’s coxswain, should advise on which
side the vessel should rig her pilot ladder in order to give the best lee for his
approach and communicate this information to the vessel. The decision on which
side the pilot will board shall be agreed and communicated to the vessel as early as
is practicable.
١٧٤
Form No. ٠١
٤٫٤ The pilot boat’s coxswain should liaise with the vessel in order to make the best lee
for safe transfer of a pilot, making due allowance for the close proximity of other
vessels.
٤٫٥ During the approach to the vessel, both pilot and assisting deckhand should remain
inside the cabin until the pilot boat is at reduced speed and in the lee of the vessel.
٤٫٦ At night the pilot boat deck lights should be turned on before anyone ventures on
deck.
٤٫٧ During final approach, the pilot boat searchlight should be turned on to illuminate
the pilot ladder and fore-deck of the pilot boat. Care must be taken not to dazzle
personnel on deck or adversely affect the night vision of persons on the bridge of the
boarded vessel.
٤٫٨ Particular caution should be taken with a vessel at anchor unable to manoeuvre to
make a lee. She may need to be underway before embarking the pilot to provide a
lee.
٤٫٩ When boarding vessels with low freeboard, it may be more prudent to attempt
boarding from the forward most part of the raised poop deck or from the after-most
part of the focsle. In these cases a pilot ladder and ancillary equipment must be
provided.
٤٫١٠ In adverse weather conditions where the risks to personnel and the launch may be
too great, consideration must be given as to whether an attempt to board or land a
pilot should be aborted.
٤٫١١ The decision whether or not to place the pilot boat alongside the agreed location
shall ultimately be the responsibility of the Coxswain.
٥
The Vessel
٥٫١ Upon establishing contact with the pilot station/pilot boat, the vessel should rig a
pilot ladder or combination on the appropriate side as requested and in accordance
with the International Convention for Safety of Life at Sea (SOLAS ١٩٧٤) Chapter
V Reg.١٧ & IMO Resolution A٦٦٧ (١٩٩١).
٥٫٢ During the transfer of pilot between pilot boat and vessel, the officer supervising the
embarkation at the pilot ladder should be in direct contact with the bridge of the
vessel. On large vessels, or when the embarkation point is not visible from the
bridge, the communication should be by portable radio.
٥٫٣ During the transfer the vessel should maintain steerage way with the engines going
ahead and at a speed compatible with the ability of the launch to remain comfortably
alongside.
٥٫٤ The vessel should not be stopped in the water or her engines put astern, except in an
emergency or when requested to do so by the pilot boat coxswain.
٥٫٥ When boarding with a combination accommodation ladder/pilot ladder, the
accommodation ladder must lead aft.
١٧٥
Form No. ٠١
٥٫٦ The accommodation ladder must be rigged sufficiently high to allow the pilot boat
to lay alongside the pilot ladder section.
٦
Pilot Boarding
٦٫١ The decision whether or not to attempt to put a pilot boat alongside a vessel is the
responsibility of the coxswain.
٦٫٢ Any deckhand on deck and pilot should be wearing buoyancy aids as approved by
the Administration. The pilot will wear protective-clothing and buoyancy equipment
as defined in paragraph ٢٫٦. In all cases, these are to be fastened in accordance with
the manufacturer’s instructions.
٦٫٣ It is recommended that the deckhand should be secured to the pilot boat whilst on
deck without restricting freedom of movement.
٦٫٤ When leaving the cabin it is recommended that the deckhand, followed by the pilot,
should pass along the outboard side of the cabin to the boarding position, which is
normally the fore-deck of the pilot boat, in full view of the coxswain
٦٫٥ In adverse weather conditions the risks associated with boarding a ship are
heightened.
٦٫٥٫١ In open waters the pilot and deckhand should proceed to the fore-deck before the
pilot boat goes alongside but then only when the boat is in the lee of the vessel being
served.
٦٫٥٫٢ In inshore waters, e.g. Port Area, the pilot and deckhand should remain inside the
cabin until the pilot boat is settled alongside the vessel.
٦٫٥٫٣ In either of the above cases (٦٫٥٫١ and ٦٫٥٫٢) the Coxswain will advise which
method is to be used.
٦٫٥٫٤ In either case the pilot, when he has made the decision to board the vessel must
proceed with the deckhand via the outboard side of the pilot boat, attached,
particularly in conditions where the boat is likely to move significantly either
pitching, rolling, or both, to the Hand rail.
٦٫٥٫٥ In all cases the decision whether or not to board the vessel must be the
responsibility of the pilot at the time.
٦٫٦ Providing the ladder has been rigged at the correct height, the deckhand should lift
the end clear as the pilot boat comes alongside. It is important that the ladder does
not become trapped between vessel and pilot boat, causing damage and excessive
strain on the ladder.
٦٫٧ Where an adjustment to the height of the pilot ladder is required, this should be
communicated to the bridge of the vessel by the coxswain and the pilot and
deckhand recalled to the protection of the pilot boat cabin.
٦٫٨ Before the pilot steps onto the ladder he should establish it is secure by
communication with those at the top of the ladder. If there appears to be nobody on
deck at the top of the ladder, the pilot should not attempt to embark.
١٧٦
Form No. ٠١
٦٫٩ The timing of stepping from pilot boat to ladder requires use of proven techniques
e.g. using the top of the wave to step onto the ladder and the roll of the vessel to aid
the ascent. If conditions are such that, in the estimation of the pilot a safe boarding
cannot be effected, then the attempt should be abandoned.
٦٫١٠ When the pilot has a reasonably short climb, it is better for the pilot boat to remain
alongside while the climb is completed to ensure the pilot boat does not foul the
ladder when leaving the vessel’s side.
٦٫١١ With a long climb, the pilot may prefer the pilot boat to move away from the
vessel’s side in order to avoid serious injury in the event of a fall. Such a decision
should be made as a result of consultation between pilot and coxswain prior to the
pilot leaving the cabin. If the pilot boat leaves the vessel’s side, particular care must
be made not to foul the ladder.
٦٫١٢ When boarding by hoists, a ladder must be rigged adjacent to the hoist and available
for immediate use in the event of possible mechanical failure (IMO Resolution
A.٦٦٧, para.٤٫٧٫٣.).
٦٫١٣ When boarding by hoist, the pilot should climb the flexible short pilot ladder into
the rigid upper section before indicating that he is ready to be hoisted.
٦٫١٤ The pilot boat should move away from the vessel once the pilot enters the hoist
‘cage’.
٧
Pilot Landing
٧٫١ As with boarding, communication should be established between vessel and pilot
boat and arrangements made in advance.
٧٫٢ Before leaving the bridge the pilot should obtain an assurance from the master that
the pilot ladder is properly secured.
٧٫٣ The pilot should ensure, as far as practicable, that the pilot ladder is properly
secured before disembarking.
٧٫٤. The deckhand should be at the bottom of the ladder ensuring that the ladder is
rigged at the correct height and clear (as in paragraph ٦٫٦).
٧٫٥. Before stepping onto the ladder the pilot should check that the pilot boat is lying
alongside and has not fouled the pilot ladder.
٧٫٦ Before reaching the pilot boat the deckhand should advise the pilot how many steps
further to go and when to step backwards off the ladder, giving physical help when
required.
٧٫٧. Both pilot and deckhand should be wearing buoyancy aids as described in paragraph
٦٫٢.
٧٫٨ It is recommended (as in paragraph ٦٫٣) that the deckhand should be secured to the
pilot boat whilst on deck whenever possible
١٧٧
Form No. ٠١
٧٫٩ It is recommended that the pilot should make his way to the cabin via the outboard
side of the pilot boat. Once the deckhand has seen the pilot boat clear of the ladder,
he should then also make his way to the cabin via the outboard side of the pilot boat.
٧٫١٠ While the decision whether or not to disembark from a vessel to the pilot cutter rests
clearly with the pilot, the decision whether or not to attempt to put a pilot boat
alongside a vessel is the responsibility of the coxswain.
٨
Leaving the Vessel
٨٫١ Before leaving the lee of the vessel the coxswain should ensure both pilot and
deckhand are safely inside the pilot boat accommodation; a check should be made to
ensure that the pilot boat has not fouled the ladder or the ship’s gear in any way.
٨٫٢ Should the pilot boat have difficulty leaving the side of the vessel, the coxswain
should indicate his problem to the master and request appropriate action to be taken.
٩
Heavy Weather
٩٫١ Pilot boats should proceed at a safe speed in heavy weather compatible with sea
conditions and launch design.
٩٫٢ In fast pilot boats maximum use should be made of the seating provided, together
with seatbelts where fitted.
٩٫٣ To avoid injury on passage, the stowage of ancillary equipment should be designed
to be clear of seating areas, with particular emphasis on the space around head and
shin.
٩٫٤ Loose equipment or stores should not be carried unless properly stowed.
٩٫٥ See also paragraphs ٦٫٥ and ٦٫٩ for boarding in heavy weather.
١٠. Poor Visibility
١٠٫١ The pilot boat must be allowed extra time on task in order to proceed at a safe speed
in poor visibility.
١٠٫٢ In all cases where visibility or vision is impaired, the deckhand is to provide lookout
until the vessel and its surroundings (e.g. mooring buoys) are clearly sighted by the
coxswain, and conversely when leaving a vessel the coxswain will, as far as
practicable, remain alongside the ship until the deckhand is in a position to provide
lookout.
١٠٫٣ Pilot boat radar should be operational where fitted.
١٠٫٤ Pilot boat fog signal must be operational.
١٠٫٥ Ascertain, by radio contact with the ship being served, the ship’s position, course
and speed, and position relative to other vessels.
١٠٫٦ The coxswain should always approach round the stern and not across the ship’s
head.
١٧٨
Form No. ٠١
١١
Man Overboard Procedure
١١٫١ In the event of an "over the side" accident, the first essential is to locate the casualty
and maintain him in sight; a task to which all crew and pilots on board must devote
their whole attention.
١١٫٢ Port authorities and shipping should be informed as soon as possible, but long
conversations must be avoided. Speed of sighting and recovery remain the priority.
١١٫٣ Once found, and as the pilot boat is positioned, retrieval equipment can be prepared
and deployed as appropriate.
١١٫٤ Recovery should be made as per well practised drill. The method will depend on the
equipment carried and the weather conditions.
١١٫٥ Subsequent to an incident arising during the course of boarding and landing, a full
report must be written and given to the port authority concerned.
١٢
Training for Retrieval of Casualties
١٢٫١ The success or failure of the rescue relates directly to the expertise of the pilot boat
crew and pilots and their familiarity with recovery equipment, training in the
treatment of hypothermia and artificial resuscitation.
١٢٫٢ Retrieval drill for pilot boat crews and check-listing of recovery equipment should
be carried out on a regular basis to ensure a satisfactory level of competence with an
appropriate log book entry.
١٢٫٣ Pilots should all be familiar with the recovery equipment of their pilot boats and
during their initial training should receive actual "over the side" training.
١٢٫٤ All sea-going pilotage staff should receive training in resuscitation and the treatment
of hypothermia as standards defined.
This Code applies to ALL craft used for pilotage duties. Where craft other than
purpose-built pilot boats and cutters are used (as in, for example, the case of tugs)
allowance may need to be made where the design, operation or other characteristics
of the craft preclude it from complying with particular recommendations listed in
the Code. In such cases, Competent authority will need to be satisfied that an
equivalent standard is being reached.
Guide To Good Practice. For Pilot Transfers To / From Tugs (BIK only)
This procedure pertains to boarding a ship, which is under way, from a tug, and landing
from a ship, which is under way, to a tug.
١.
Before a tug goes alongside a ship to board or land a Pilot good VHF
communications must be established between the Tug Master and the Shipmaster, or
if the ship is already under pilotage good VHF communications between the
Tugmaster and the Pilot aboard the ship.
٢.
The ship should make the best lee possible in the prevailing circumstances and
inform the tug when she is ready for the tug to come alongside.
١٧٩
Form No. ٠١
٣.
The Tugmaster is the final arbiter regarding suitable weather conditions for transfer
٤.
The speed of the ship during transfer should be approximately ٥ to ٦ knots through
the water.
٥.
If the height of the bottom of the pilot ladder above the water is incorrect for the tug
the tug should inform the ship so that the situation can be corrected (a list of height
above water for different tugs is attached). This information should be passed as
early as possible in the operation so that time taken to correct the situation does not
unnecessarily delay the overall operation.
٦.
The tug should go alongside only when
a) a lee is established,
b) the ship is ready for the tug to come alongside and has informed the tug of that
fact,
c) the pilot ladder is at the correct height for the tug.
٧.
A Tug Hand must be in attendance at the foot of the pilot ladder to assist the
boarding or landing Pilot and to ensure that the ladder does not foul on any part of
the tug.
٨.
When the tug is in position and the Tug Master is satisfied that it is safe for
boarding/landing operation to commence he will indicate his readiness to the Tug
Hand on deck.
٩.
Then and only then should the disembarking Pilot commence his descent or the
embarking Pilot step on to the Pilot ladder.
١٠. Only one person at a time is permitted to use the pilot ladder.
١١. Transfer of bags by heaving line, if required, will take place after the Pilot is clear of
the ladder.
١٢. The tug will keep position until the embarked Pilot is on the deck of the ship and the
disembarked Pilot is safely on the deck of the tug.
١٣. The tug will then clear the ship and report to the ship that the operation is complete
and the tug clear.
NB
a) The appropriate recovery gear must be readied before the boarding or landing
operation commences
b) The deck of the tug around the transfer point must be illuminated at night.
c) Another tug may run ahead of the boarding/landing operation to provide a lee
when, for instance, a wind is against tide resulting in moderate to rough sea
conditions.
١٨٠
Form No. ٠١
APPENDIX H
B.I.K PORT
CONDITIONS OF USE
Acceptance - Conditions of
١. The Master and owners of each Vessel utilizing the Port shall ensure that such Vessel,
and its Master, officers and crew, comply with all applicable laws which are in force,
including by-laws, rules, regulations and/or ordinances enacted or issued by a
competent authority and the “Conditions of Use” (hereinafter called “applicable
laws”).
٢. Vessels nominated for the Port shall be capable of operating within the limitations of
the berth, loading facility, and mooring equipment, as set forth in these Regulations.
The Private Terminals shall have the right, at its sole discretion, to exempt a Vessel
١٨١
Form No. ٠١
from the application of the aforesaid design limitations in their Berths and notify the
Master of the Vessel accordingly. It is the responsibility of the Master, the owners,
and the operators of each Vessel nominated for the Port to ensure the safe conduct of
its operations at the Port, and to ensure that his Vessel meets the following
requirements:
a) In the case of Vessels nominated for the carriage of Dangerous goods in bulk or
packaged form such as oil product, liquefied gases, chemical or any cargo which
identified as marine pollutant. Vessels shall be designed, constructed, equipped,
operated and maintained so as to comply with the provisions of the related IMO
codes, amendments and conventions, for the carriage of the cargo. Vessels
designed for the carriage of such cargo, which for any reason are not subject to the
provisions of the IMO Codes and Conventions, shall hold a valid certificate issued
by the Flag Administration of the Vessel, or by a Classification Society acceptable
to the Flag Administration of vessel and FSC/PSC of Iran, confirming that the
Vessel is designed, constructed, equipped, operated and maintained to the IMO
standards for such Vessels. Conventional tankers, chemical carriers, and dry cargo
Vessels shall comply with all relevant international rules and regulations and
Classification Society Rules.
b) Vessels shall have on board a Master and sufficient officers and crew trained and
qualified in accordance with the relevant provisions of the International
Convention on Standards of Training, Certification and Watch keeping for
Seafarers ١٩٧٨, and any subsequent amendment, where applicable. In all cases,
the training qualifications and experience of the Vessel’s staff shall be appropriate
for the safe conduct of the loading or discharging operations being conducted at
the Port and the nature of the products being handled.
c) Vessels shall have and retain onboard sufficient personnel with good working
knowledge of the English language to, at all times, enable operations to be carried
out safely and efficiently and to maintain immediate and reliable ship/shore
communications on operating matters and in emergency situations.
d) Vessels shall have on board a complete and valid set of safety certificates
including SOLAS and Classification Society Certificates. A Certificate of Fitness
is required in the case of all Vessels carrying liquefied gases in bulk, chemical in
bulk and sulphur in bulk together with a General Arrangement plan showing the
layout of the Vessel in the English language. Valid Certificates of Competency for
all appropriate personnel in accordance with the law of the state in which the
Vessel is registered are also required.
e) The Port Management and the Private Terminal representative(FSC & PSC) shall
have the right at any time, to inspect the Vessel and all required certificates and
documents to ensure compliance with the Port and Terminal Regulations.
f) Liquid tankers are required to arrive with their Inert Gas system in a good working
order with and all their tanks inerted, with a maximum oxygen content of ٨٪ by
volume and under positive pressure.
g) Vessels shall vacate the jetty as soon as loading or discharging operations are
completed, or at any other time as so directed by the Port Management and Private
Terminal. The Port Management reserves the right to require the Vessel, on
completion of loading, to proceed to the outer anchorage to await cargo
documents.
١٨٢
Form No. ٠١
٣. The Port Management shall, at its own discretion, have the right to suspend or cease
cargo operations and may require the removal of any Vessel from the Port.
٤. Neither the Port Management, nor its servants or agents (in whatsoever capacity they
may be acting), shall be liable for any direct or indirect costs and expenses incurred by
a Vessel, its owners, operators, charterers, or agents as a result of a refusal to load or
discharge all or part of a nominated shipment, delay to or suspension of loading or
discharging, or a requirement to vacate the berth.
Alcoholic Drinks and Drugs
Islamic republic of Iran is a Muslim country with very strict laws governing the import
and consumption of alcohol.
a) Masters are to ensure that the bonded store is sealed By The BIK Guard and do
NOT OPEN before vessel unberthed and saild and an accurate declaration
prepared for presentation to the competent authorities. Heavy penalties may be
imposed on any infringement of the law.
b) The use or possession of Drugs anywhere within the State or territorial waters of
Iran is strictly forbidden with heavy and severe penalties for any transgressor.
Masters are reminded of their responsibility for the security of prescription drugs
carried onboard Vessels.
Cameras
The use of cameras, including video cameras, within the Port Limits is strictly prohibited
without the prior written permission of the Port Management.
I
as a master of the vessel
is
accept and undertake to comply with aforesaid BIK Conditions of Use.
Master stamp & signature:
Any offence of the provisions laid down by or pursuant to these bye-laws will be
punished by imprisonment not exceeding two months or by a fine determine by Port
Authority.
١٨٣
Form No. ٠١
APPENDIX I
KHUR-E-MUSA USERS
INCIDENT &
NEAR MISS REPORT FORM
١٨٤
Form No. ٠١
KHUR-E-MUSA USERS INCIDENT &
NEAR MISS REPORT FORM
The Master of a vessel is required to report details of specific navigational incidents
in which his vessel may be involved, to the Harbour Master.
URGENT navigational matters should be reported immediately to the Harbour Master
through the appropriate VTS Centre at BIK Port Control. The Harbour Master
will always require a follow-up written report in support of the initial verbal
advice, for which this form may be used.
This form may also be used when reporting any NON-URGENT navigational
incidents and occurrences, near misses, observations, Hydrographic information
or matters.
NAME
ADDRESS
١٨٥
Form No. ٠١
TELEPHO
NE
DAY:
OWN
CRAFT
NAME:
EVENING:
E-MAIL:
TYPE:
DIMENSIONS:
CLUB /
ORG
NATURE OF INCIDENT / OCCURRENCE
DATE:
TIME:
LOCATION:
NATURE: COLLISION / NEAR MISS / GROUNDING / BAD NAVIGATION / RUDENESS / OTHER:
BRIEF DESCRIPTION:
١٨٦
Imam Khomeini Port Bye-Laws
NAME / DESCRIPTION OF
PERSONS INVOLVED
OTHER RELEVANT
INFORMATION
TIDE:
WEATHER:
VISIBILITY:
REPORTING OBSTRUCTION / HAZARD TO NAVIGATION / HYDROGRAPHIC INFORMATION ETC:
Consolidated Edition, 2006
١٨٧
SUPPORTING INFORMATION / DIAGRAM:
REPORT
SUBMITTED BY
NAME:
POSITION:
DATE:
SIGNED:
Data Protection Act - Information supplied in this report is confidential and is for the Authority’s use only.
١٨٨
Code of Practice
For the Safe Mooring of
Vessels on the Imam Khomeini Port ٢٠٠٦
Compiler and Editor:
Harbour Master
www.bik.ir.com
١٨٩
CONTENTS
Page
١
INTRODUCTION
١٫١
١٫٢
١٫٣
Responsibilities for the Safety of Personnel
Co-ordination of Mooring Operations
Self-Mooring Operations
١٠٥
١٠٥
١٠٦
٢
GUIDANCE TO BOATMEN AND LINESMEN
١٠٦
٢٫١
٢٫٢
٢٫٣
٢٫٤
٢٫٥
٢٫٦
٢٫٧
٢٫٨
Preparations
Personal Safety
VHF Communications
Mooring Boats - Fitness for Purpose
Line Handling
Mooring Boat Operations
Unmooring
Damage
١٠٦
١٠٧
١٠٩
١٠٩
١٠٩
١١٠
١١١
١١٢
٣
GUIDANCE TO PILOTS AND SHIPS’ MASTERS
١١٢
٣٫١
٣٫٢
٣٫٣
٣٫٤
Ship Preparations
Mooring/Unmooring Operations
Use of Self-tensioning Winches
Damage
١١٢
١١٣
١١٤
١١٥
٤
GUIDANCE TO BERTH OPERATORS
١١٥
٤٫١
٤٫٢
٤٫٣
Safety
Mooring Operations
Damage
١١٥
١١٥
١١٧
CODE OF PRACTICE FOR THE SAFE MOORING
١٩٠
OF VESSELS ON THE IMAM KHOMEINI PORT
SECTION ONE - INTRODUCTION
١٫١ Responsibilities for the Safety of Personnel
All those with a responsibility for personnel or equipment involved in the mooring of
vessels have a duty to ensure that safe working practices are followed, and that all
equipment used is fit for purpose. They should also ensure that those involved are
properly trained.
Thus, a vessel Master remains responsible for the safety of his crew, not only onboard,
but also when they are working at his direction on the jetty or mooring buoy. He is also
responsible for the provision of their Personnel Protective Equipment (PPE).
The Berth Operator of a jetty or mooring buoy is also responsible for conducting a
formal risk assessment of the mooring operation at the berth as required by standards and
international regulations (the Management of Health & Safety at Work Regulations
١٩٩٩) for ensuring that all equipment provided by him is fit for purpose and well
maintained. In addition, he should ensure that the work area is kept clear of hazards.
Where Linesmen or Boatmen are hired to provide mooring assistance, it is the
responsibility of the contracted organization as their Employer to ensure that appropriate
PPE is provided and that all other equipment is fit for purpose. Similarly, where
Linesmen or Boatmen are directly employed by a Berth Operator, it is the latter, as the
Employer, who is responsible for any equipment used including the provision of PPE,
and for determining safe levels of manpower.
Those Boatmen and Linesmen who are self-employed also have a responsibility to ensure
the provision of appropriate PPE.
١٫٢ Co-ordination of Mooring Operations
Responsibility for co-ordinating a mooring operation lies with whoever has the conduct
of the vessel, be that the Master or the Pilot. It is not the task of those providing mooring
assistance.
The number of personnel employed in any mooring operation should be determined
having due regard for the size of the vessel, the prevailing operational circumstances, the
weather, and the state of tide. In all circumstances, sufficient manpower should be
provided to ensure that individual Linesmen or Boatmen are not exposed to undue risk,
and that the operation can be conducted safely and efficiently. Due regard should also be
given to the size, weight and scope of the mooring lines to be handled.
The practice of mooring/unmooring using a single Linesman is strongly discouraged,
except where the size of the vessel and weight of mooring lines are such that the person
concerned is not foreseeable at risk.
١٩١
١٫٣ Self-Mooring Operations
The mooring of vessels using members of the crew only is considered to be potentially
dangerous. Suitably trained and experienced Boatmen and/or Linesmen should normally
be employed to undertake the operation. Self-mooring should only be attempted
following formal risk assessment by the Berth Operator. This risk assessment should take
into account the size of the vessel in relation to the berth and/or mooring buoys, the
potential dangers to personnel and the weather and tidal conditions. In all cases the
potential risks to personnel should have been reviewed so as to ensure their safety.
It must be stressed that the Master of a vessel who authorizes self-mooring, remains
personally responsible for the safety of his crew. Where members of the crew are so
employed, it is the responsibility of the Master to ensure that all risks have been fully
assessed and that the crew is provided with appropriate PPE.
SECTION TWO - GUIDANCE TO BOATMEN AND LINESMEN
All personnel involved in mooring operations should ensure that they have available
appropriate PPE, and that they know how to use it. All PPE equipment should be cleaned,
maintained and checked on a regular basis, as recommended by the manufacturer.
٢٫١ Preparations
Boatmen and Linesmen should normally be ready for work with mooring boats fully
manned and equipment checked ١٥ minutes before work is due to commence. Equipment
requiring testing includes the following:
¾ heaving lines and messenger ropes of sufficient strength for the job in hand;
¾ winches on the jetty for heaving in the messenger;
¾ shore wires or lines provided;
¾ quick release hooks;
¾ VHF radios;
¾ Mooring boats and associated equipment.
١٩٢
The person supervising the Linesmen/Boatmen should confirm with the Berth Operator
the required mooring plan, and any specific positioning requirements. He should make
VHF contact with the vessel in good time to check communications. He should also
ascertain and agree the berthing arrangements and determine whether any non-standard
arrangements are required by the Pilot or Master. In complex situations, it may be
necessary for the Supervisor to board the vessel in order to discuss arrangements with the
Master or Pilot. The Supervisor should also establish whether fiber or wire moorings are
to be used in order to ensure that there are sufficient persons available in the mooring
boats and/or on the berth.
٢٫٢ Personal Safety
Personnel involved in mooring operations:
SHOULD ALWAYS:
¾ Wear approved and in-date self-inflating lifejackets and other appropriate PPE
(e.g. hard hat, safety footwear, etc) throughout the operation.
¾ Ensure that the working area is safe and free from trip or slip hazards, particularly
around bollards. Report any trip or slip hazards immediately to the Berth
Operator.
¾ Ensure that all ladders are safe, in good condition and free from obstruction.
¾ Check the condition of mooring bollards, but stand well clear whilst waiting.
¾ Remain alert to what the vessel crew and fellow Linesmen/ Boatmen are doing.
¾ Always hold a line by the side of the eye or the standing part.
¾ Throw the eye of a rope over a bollard or hook.
¾ Refuse a stranded or rusted wire whilst notifying the mooring Supervisor and
vessel.
SHOULD NEVER:
¾ Stand in the bight or eye of a mooring line at any time.
¾ Walk over a slack mooring line between a bollard and a ship.
¾ Stand astride, stand on or walk over taut mooring lines.
١٩٣
¾
¾
¾
¾
¾
¾
Stand between a mooring line and the quay edge.
Let a wire rope slip through the hands or slide a hand along a wire.
Wear rings.
Sit on the bollard or the quay edge.
Stand behind a bollard when the ship is heaving alongside.
Stand in a "DANGER ZONE", i.e. in the area into which a line under tension
could recoil.
٢٫٣ VHF Communications
VHF communications are a vital component of safe mooring operations. It is essential
that those onboard a vessel, in the mooring boats and on the berth (both fore and aft) are
able to communicate promptly should the need arise. Once VHF communications have
been established and tested, mooring personnel should keep transmissions to a minimum
١٩٤
and should normally only call when in doubt, or in an emergency. Where tugs are being
used, mooring personnel should consider monitoring the tug - ship VHF channel in order
to have an appreciation of progress in the berthing/unberthing operation.
٢٫٤ Mooring Boats - Fitness for Purpose
All workboats used within the Port of Imam Khomeini are required to be inspected and
licensed by the PSO or Recognized company as being ‘fit for purpose’. They should be
sufficiently powerful to handle the size and weight of large mooring lines.
The life saving equipment required by the company should be available for immediate
use. They should be equipped with effective VHF radios. Engines and other equipment
should be maintained to the manufacturer's specifications and be properly serviced.
Equipment such as heaving lines and messengers used to haul the ship's lines up the face
of the berth or dolphin should be of appropriate length and strength. All equipment
should be checked before the start of each operation. Boats should be crewed such that
they are capable of handling safely all the wires and ropes needed to complete the
operation. It is strongly recommended that safe manning in mooring boats should include
a Coxswain and at least one Linesman. The person in charge of the boat should meet the
minimum competency standards as specified by the PSO.
٢٫٥ Line Handling
The following guidance has been identified as being "best practice" and is published as
part of the Code for the benefit of all conducting mooring operations on the BIK:
Mooring at a Berth
¾ There is evidence to show that some vessels are occasionally using weighted
heaving lines, which can cause injury. A weighted line should not be accepted by
a Linesman.
Linesmen should wear safety helmets at all times. Ship's crew should be warned
before heaving lines are thrown back onto a ship.
¾ Badly maintained or defective mooring lines can be dangerous, and should not be
used. Where a mooring gang sees that a defective line has been supplied, the
situation should be reported immediately to the vessel, which should provide a
replacement.
¾ Linesmen should keep clear of the jetty edge when hauling lines ashore. Lines
under tension should not be walked along a jetty. The weight should always be
taken by one person whilst another walks a slack line up the jetty. Linesmen
should be alert to the dangers posed by vehicles and cranes moving in the vicinity.
¾ All mooring lines on a bollard should be ‘dipped’ to facilitate prompt and easy
release. Lines should only be "dipped" when slack, and when the weight of the
line is held by another person or stopper. Where two Linesmen are so engaged,
careful coordination between them is essential as the weight of the line is
transferred to the bollard.
¾ Once a line has been placed on a bollard, slack should be taken up in order to
keep the line clear of the water. Lines should only be tensioned on the specific
١٩٥
instruction of the Master or Pilot. Linesmen should never stand behind a bollard
once a line has been placed on it. A line can come under rapid and sudden tension
as a result of vessel movement, or listing. Injury to personnel in the vicinity can
be caused when sudden tension causes a line to "snake". Where tension is
extreme, it is possible that a line will part. In such circumstances, man-made fiber
ropes and steel wires are likely to recoil violently and can inflict serious injury.
dipped
¾ Wire ropes are prone to snagging, particularly near the splice. Mooring gangs
should be alert to this risk and should take appropriate precautions.
¾ Forward and aft springs should not normally be put onto the same bollard, but if
this is unavoidable, they should always be "dipped".
¾ In some circumstances, the Master or Pilot may instruct that breast lines are not to
be run until the vessel is alongside and in position.
¾ Linesmen should not leave the berth until all lines have been made fast, and the
Master or Pilot has indicated their agreement. Heaving lines and messengers
should be returned to the ship or Berth Operator.
¾ On occasions when it is necessary for a Linesman to board a vessel underway to
assist in the mooring operation, embarkation should be via a correctly rigged pilot
ladder. Such Linesmen remain under the direction of the Master or Pilot
throughout their time onboard the vessel.
٢٫٦ Mooring Boat Operations
¾ Care should be taken at all times to keep mooring boats clear of vessel propellers
and thrusters. The Boatman in charge of a boat should not allow it to come in
close to the stem or stern without having first obtained clearance from the Master
or Pilot on VHF radio.
¾ Whenever possible, lines should always be run straight forward and aft. Once
made fast to a bollard or buoy, heaving should not commence until the mooring
boat Coxswain has signaled that the boat is safe and clear.
¾ Mooring lines should be lowered into the boat and flaked down so that they can
be readily hauled up the side of the jetty or dolphin. Mooring lines should be
securely lashed in the boat before the boat proceeds to the jetty or dolphin, and in
a manner which facilitates quick release in the event of an emergency. A suitable
١٩٦
¾
¾
¾
¾
cutting instrument should be immediately available in case of emergency. Lines
should not be allowed to enter the water, particularly in the vicinity of propellers
or thrusters.
Where a strong on-shore wind or tidal set exists, extreme caution should be taken
by all involved to ensure that a mooring boat does not get trapped between the
vessel and the jetty. In circumstances where such risk potentially exists, close
liaison between the Boatman in charge of the mooring boat and the Master or
Pilot is essential.
A Boatman in charge of a mooring boat should alert the Master or Pilot on VHF
as soon as he considers that the situation is becoming dangerous. He should also
take whatever avoiding action he deems necessary to ensure the safety of
personnel.
Where there is a risk of the mooring boat being trapped between the vessel and
the jetty, consideration should be given to running springs to the jetty using
heaving line/messenger from the ship.
Where a tug is towing on a shortened line and its wash is hindering the control of
a mooring boat, or otherwise putting it at risk, the Boatman in charge should
notify the Master or Pilot, and ask for the towing line to be extended.
٢٫٧ Unmooring
¾ Unmooring should not commence until the shore gangway has been properly
secured, or brow landed.
¾ No mooring line should be slackened or released except on the specific instruction
of the Master or Pilot. Likewise, slackened lines should not be released until
advised by the Master/Pilot as such lines may still be required for warping
purposes.
¾ Linesmen should be aware that added tension can be put on a mooring line during
an unberthing operation, and especially when using engines to “spring off". Extra
strain can also be put on mooring lines when using tugs, or when wind and tide
are setting the vessel away from the berth.
¾ A mooring line should never be let go under tension. Once a line has been
released from a bollard or hook, it should be walked clear of any obstruction,
unless it has been released using a triggered slip hook. All personnel in the
vicinity should stand well clear.
¾ When releasing a mooring line, care should be taken to hold it by the side of the
eye, and to avoid hands getting between the line and the hook or bollard.
¾ When releasing a dipped rope, sufficient slack should be pulled through the eye of
any other ropes, so that the eye of the line to be released may be pulled over the
top of the hook or bollard. This will facilitate clearing any subsequent jam as and
when the line is put under tension.
¾ Where a mooring is badly jammed, it may be necessary to briefly slacken other
lines on the same bollard, whilst taking care not to release them.
¾ When releasing mooring lines at the stern, including after breast lines and back
springs, they should be controlled and if possible kept clear of the water to reduce
the risk of fouling propeller(s). Berths can sometimes provide messenger lines to
assist the process.
١٩٧
٢٫٨ Damage
Any defects or damage to a berth or its infrastructure found before or occurring during
the berthing operation should be reported as soon as possible to the Port Authority, the
Master or Pilot of the vessel and the Harbour master via the appropriate VTS Centre.
SECTION THREE - GUIDANCE TO PILOTS AND SHIPS' MASTERS
When berthing and unberthing, it is the duty of the Master and Pilot to ensure that the
vessel is handled in a safe and controlled manner, having due regard to the safety of
those on the berth and in mooring boats as well as the crew of the vessel. Care should
be taken that undue strain is not put on springs or other mooring lines and consideration
should be given to the use of tugs over and above the tug norm in adverse weather
conditions. Responsibility for co-ordinating the mooring operation lies with whoever has
the conduct of the vessel, be that the Pilot or Master.
٣٫١ Ship Preparations
¾ Anchors should be cleared away and winches and capstans should have been
checked before arrival at the berth.
١٩٨
Anchor
is not
clear
¾ All mooring lines not on tension winches or drums should be coiled or flaked
neatly on deck ready for use.
¾ Lines on self-tensioning winches should be checked prior to use to ensure that
they run freely and are not trapped on the drum.
¾ VHF communications should be established early with all involved in the
mooring operation. Linesmen, Boatmen, tugs and Berth Operator should all be
briefed on the mooring/unmooring plan and their role in it.
٣٫٢ Mooring/Unmooring Operations
¾ Ship's crew should be briefed not to throw weighted heaving lines.
¾ No mechanical throwing devices are to be used.
¾ Before bringing a mooring boat under the bow to collect a line, ship’s anchors
should have been secured i.e. not in use or being prepared for use. Similarly, a
mooring boat should not be allowed under the stem or stern whilst thrusters and
engines present a hazard. Boats should keep well clear of a dredged anchor.
١٩٩
¾ Where there is an on-shore wind or tidal set, particular care should be taken to
ensure that the mooring boats are well clear before allowing the vessel to settle
onto the berth. The running of lines should be monitored carefully. Attentive
watch should be maintained on the appropriate VHF channel. Where the berth
configuration and size of vessel permits, consideration should be given to running
springs using heaving lines from the ship instead of using mooring boats.
¾ When paying out mooring lines from the ship, care should be taken to avoid
excessive weight for the Linesmen by keeping the bight to a minimum and under
control.
¾ Ships mooring lines should not normally be used for towing operations except in
an emergency, or where a proper risk assessment has been carried out. Where
such use is authorized, extreme caution should be taken to ensure that the size and
condition of the line are suitable and that it is kept slack and under control when
lowering to the tug and making fast. Crew should stand well clear and be alert to
the possibility of the hawser coming under sudden tension or a parted line snaking
or recoiling.
¾ Care should be taken to ensure that the vessel is moored in the correct position,
and as required by the Berth Operator, before mooring personnel are stood down.
¾ Appropriate lifesaving equipment should be supplied onboard the vessel at the
mooring stations and should be available for immediate use.
¾ When running mooring lines ashore, they should normally be passed via the
mooring boat crew, unless otherwise instructed by the Master or Pilot.
¾ The Master and Pilot of a vessel equipped with controllable pitch propellers or
stern thrusters should be aware of the inherent dangers which exist in relation to
after mooring lines.
¾ The Pilot should not leave the bridge or break communication with the
Boatmen/Linesmen until the mooring operation is complete.
٣٫٣ Use of Self-tensioning Winches
Because the winch restraint on a self-tensioning winch is limited to the pay-out load, it is
advisable that mooring winches are not left in automatic self-tensioning mode once the
vessel is secured along-side. It is recommended that on completion of mooring, the winch
is left with the mechanical brake on and winch out of gear. The holding power of winch
brakes will always be designed to exceed the render value of the winch.
When setting mooring winches, particularly self-tensioning winches, the possibility of
ranging, or lines running out or parting due to passing vessels or adverse weather should
be considered and due allowance made. Complacency should be avoided in periods of
favourable weather conditions.
٣٫٤ Damage
٢٠٠
Any damage caused to the vessel, mooring boat or berth during berthing should be
reported to the Port Authority and the Harbour master via the appropriate VTS Centre
immediately on completion of the operation.
SECTION FOUR - GUIDANCE TO BERTH OPERATORS
٤٫١ Safety
It is the duty of a Port Authority (under Health & Safety at Work legislation) to maintain
a safe work area, clear of potential hazards. To this end, a risk assessment should be
conducted in respect of mooring operations at the Operators’ berth(s).
It is also the responsibility of a Port Authority to ensure that the berth dimensions and
mooring arrangements are adequate to accommodate safely any ship intending to secure
or work alongside. In particular, the Port Authority should routinely establish the water
depth available at the berth by conducting hydrographic surveys. The results of these
surveys should be forwarded as soon as possible to the Harbour Master.
Other precautions that should be taken include:
¾ Safe access to and from the berth should be provided.
¾ Ladders on jetties and dolphins should be properly maintained and checked
regularly. Mooring dolphins should be provided with appropriate safety rails and
personnel protection arrangements.
¾ At night and during poor visibility, the work area should be adequately lit.
Mooring bollards not available for use should be boxed over or painted red.
¾ All persons engaged in the mooring operation should wear appropriate PPE.
¾ Lifesaving equipment, capable of being used at all states of the tide, should be
positioned at appropriate intervals on a jetty.
٤٫٢ Mooring Operations
Effective communications should be established between the Port control and the
Boatmen/Linesmen. The Port control Traffic should be aware of the latest ETA of the
vessel, and of the number of Boatmen/Linesmen required to do the job. He should also
ensure that sufficient numbers of Boatmen/Linesmen attend to ensure safety.
At a Jetty
¾ Berth/terminal Operators should normally provide a responsible person on the
jetty to facilitate and oversee the mooring operation.
¾ Any specific requirement in respect of vessel position should be made known to
the Mooring Supervisor, who will relay the information to the vessel Master or
Pilot.
¾ Late changes to ETAs should be avoided. Where unavoidable, any such change
should be communicated to the Master/Pilot via the appropriate VTS Centre.
٢٠١
¾ All equipment at the berth required for mooring should be checked before the
operation commences. Any defects should be reported to the Mooring Supervisor
and, if appropriate, to the vessel Master or Pilot.
¾ Jetty fendering should be checked prior to berthing. Where an obstruction exists
on the jetty face, its existence and location should be reported to the vessel Master
or Pilot and the Harbour Master.
¾ The details and location of any damaged fendering or fendering/berth face under
repair should be reported to the Master/Pilot before the vessel berths.
¾ The Berth/Terminal Operator should ensure that shore cranes are in the correct
position, and that booms do not protrude beyond the jetty during berthing
operations. Cranes not required for loading/discharging, and other potential
obstructions, should be moved well clear of bridge wings and bow flare.
¾ Shore cranes should not be moved during the mooring operation, nor as the vessel
approaches the berth.
¾ Bridge positioning signs or manifold connection flags (prominent and illuminated
at night) should be used on the jetty to assist in positioning a vessel before
landing.
¾ Consideration should be given to reducing the risk of chaffed lines by providing
rope guides or running bars where small ships are expected to lie alongside over
low water.
At a Buoy
¾ Where mooring buoys are fitted with rings, the shackle required for securing the
mooring line should be readily accessible.
¾ The buoy and its equipment should be well maintained. Suitable hand holds are to
be provided if mooring requires
٤٫٣ Damage
Any damage caused to the vessel, mooring boat, berth or buoy during berthing should be
reported to the Master/Pilot and the Harbour master immediately on completion of the
operation.
٢٠٢
٢٠٣
APPENDIX K
Safe Working Practices for
Ship Towage Operations
٢٠٤
Safe Working Practices for Ship Towage
Operations
Code of Practice for Ship Towage Operations on
the Khur Musa and BIK Port Area ٢٠٠٦
Compiler:
BIK Harbour Master
٢٠٥
Content
Section ١ Preparing for Towage Operations
١٫١ Planning and Co-ordination
١٫٢ Pilot / Vessel Master Exchange
١٫٣ Pilot / Tugmaster Exchange
١٫٤ Pilot / Boatmen & Linesmen Exchange
١٫٥ Preparations on board
Tug and vessel Procedure
Watertight Integrity
Testing and inspection of towing equipment
Tug/Workboat Personnel
Tugs, Workboats and Line handling Boats
Section Two – Communications
BIK VTS
Section Three - Pilot Instructions to the Tug
Section Four - Towage Operations
٤٫١ Connecting and Disconnecting Towing Gear
Connecting
Tug Positioning and Speed
Disconnecting
Ships Mooring Lines
٤٫٢ Precautions during Towage Operations
Crew Safety during Towing Operations
Safety of Boatmen and Mooring Boats
Use of bridal rope during towing operations
Maintain Communications
Section Five - Safe Speed
٥٫١ Speed Kills
٥٫٢ Some speed is required at times
Section Six - Towage in Restricted Visibility
٦٫١ Introduction
Purpose and Application
Restricted Visibility
٦٫٢ Procedure when Restricted Visibility is expected
٦٫٣ Procedure when Restricted Visibility occurs during a towage operation
Section Seven - The Use of Tugs in Ship Handling
٧٫١ Interaction
٧٫٢ Tug Escorting
Section Eight - Local Towage Operations
٨٫١ Petrochemical and other BIK berths
Section Nine - Common Hand Signals
Section Ten - Further Guidance and Advice
Section Eleven - Application of the Guidelines
page
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Section One – Preparing for Towage Operations
١٫١ Planning and Co-ordination
٢٠٦
Before beginning towing operations, a comprehensive plan of action should be prepared
by the Pilot or Master, taking account of all relevant factors, including tide, wind,
visibility, the ship’s size, type and characteristics, the berth operator requirements. A
good knowledge of the type and capabilities of the tugs allocated to the job is important,
in order that the Pilot or Master can ensure tugs are both suitable for the task ahead and
positioned on the vessel so as to be most effective, and to facilitate a safe operation.
Any conflict or mismatch between the required manoeuver and the tugs allocated must be
resolved before the towage operation begins.
Responsibility for co-ordinating a towage operation lies with whoever has the conduct of
the vessel being towed, be that the Master or the Pilot. When berthing and unberthing, it
is the duty of the Master and Pilot to ensure that the vessel is handled in a safe and
controlled manner, having due regard to the safety of all those involved, whether it be on
the ship, assisting tug(s), line handlers or mooring gangs and other river users as
appropriate.
The number of personnel employed in any towage operation should be determined having
due regard for the size of the vessel and the prevailing operational and environmental
circumstances. In all circumstances, sufficient manpower should be provided to ensure
that individuals are not exposed to undue risk, and that the operation can be conducted
safely and efficiently. Due regard should also be given to the size, weight and scope of
the towing gear and lines to be handled.
All those with a responsibility for personnel or equipment involved in assisting the
towage/mooring of vessels have a duty to ensure that safe working practices are followed,
and that associated equipment is fit for purpose. They should also ensure that those
involved are properly trained, adequately briefed in their duties, and issued with, and use,
suitable and effective personal protective equipment.
١٫٢ Pilot / Vessel Master Exchange
In addition to the standard information passed to the Pilot, it is recommended that the
Master provide the Pilot with a deck General Arrangement showing the layout and safe
working load (SWL) of the mooring fittings, where known, and inform him:
•
•
•
•
•
which fairleads, chocks, bollards and strong points can be used for towing;
the SWL of this equipment;
areas of hull strengthened or suitable for pushing and relevant identification marks
employed. (This information is needed due to variations in ship construction and
the appropriate area frequently being out of line with the chock);
using ships’ mooring lines as towlines is not recommended (except in an
emergency) as the strength may not be in accordance with tug towing force and
may therefore limit the tug’s performance; and
any special features (i.e. controllable pitch propellers, thrusters etc).
The Pilot should advise the Master:
•
•
the tug rendezvous time and position;
the number of tugs and the mode of towage;
٢٠٧
•
•
•
•
•
•
•
•
•
•
•
whether the ship’s or the tug’s line are recommended for use;
the type of tugs to be used and their bollard pull(s);
if escorting, the maximum towline forces that the tug may generate at escort
speeds;
maximum planned speed for the passage;
the method by which the ship’s crew should take on board and release the tug’s
tow line;
the prohibition on the use of weighted heaving lines;
that on release, the tug’s gear should be lowered back always under control;
areas of the transit posing particular risks with respect to the possible use of the
tug;
intentions with regard to use and positioning of the tug(s) for berthing
manoeuvres;
intentions with regard to use of the tug(s) in an emergency (escort operations);
and
primary and secondary VHF channels for use in the operation.
١٫٣ Pilot / Tugmaster Exchange
The Pilot and Tugmaster should, as a minimum, discuss the following issues:
• the SWL of the vessel’s chocks, bollards and strong points to be used for towing.
(Failure to provide this information could result in broken equipment);
• the tug hook up point, taking into account the prevailing weather and sea
conditions, for escorting operation (if appropriate) and berthing;
• if active escorting, the start point of the escorted passage;
• the maximum speed of the tug;
• passage details in their entirety while accompanied by the tug(s), particularly
details of any swing manoeuvre, release position and sequence of release;
• berthing details in their entirety, including tug positioning around the vessel’s hull
and the vessels required position on the berth;
• intended and emergency use of ships anchors;
• any unusual items regarding the particular vessel as gleaned from the Master/Pilot
exchange;
• and if appropriate, any shallow water or bank effect areas where significant surges
may be experienced that might add to the tug loads.
• the Tugmaster should advise the Pilot (as far in advance as possible of the
scheduled manoeuvre) if the tug is experiencing a failure or reduction in its ability
to manoeuvre or deliver full bollard pull.
١٫٤ Pilot / Boatmen & Linesmen Exchange
•
•
•
The Pilot should ensure that the Boatmen/Linesmen are fully briefed as to the
mooring/unmooring plan, being clear as to the allocation of tugs and which lines
are to be run and when;
The Pilot and Boatmen/Linesmen should exchange information regarding any
restrictions that may affect line handling or the operation of line boats;
Any last minutes changes to mooring requirements must be passed as quickly as
possible to avoid confusion or unsafe operations;
٢٠٨
•
The Pilot should not leave the bridge or break communication with the
Boatmen/Linesmen until the towage/mooring operation is complete.
١٫٥ Preparations on board
Tug and Vessel Procedures
Operations such as mooring and towing impose very great loads upon ropes or warps,
gear and equipment. The circumstances of recent accidents show that greater emphasis
should be given to considering the system as a whole.
As a result of the imposed loads, sudden failure in any part of the system may cause death
or serious injury to personnel. Masters should avoid men being stationed or necessarily
working in the bight of warp or rope formed by the lead from the winch or windlass
round and through the fairleads and over-side. In any case, the consequences of failure in
any part of the system must be carefully considered and effective precautions taken.
All fixed and running gear including ropes should be carefully maintained, tested,
certified and regularly inspected against wear, damage and corrosion. Particular attention
is drawn to the need to ensure that pedestal roller fairleads, lead bollards, mooring bitts
etc are:
(a) used appropriately and within their design capabilities;
(b) correctly sited; and
(c) effectively secured to a part of the ship’s structure which is suitably strengthened.
Investigation of one accident showed that due to corrosion fatigue, a roller pin fractured
at a sharp change of section machined at the lower end. The place of fracture was
inaccessible to inspection and maintenance being just below the housing surface. In
another instance, the welding between fairlead pedestal and deck failed. In a third case, a
bollard which was pulled out had been secured to a deck pad by bolts of inadequate
diameter and loose nuts.
Watertight Integrity
The watertight integrity of the tug should be maintained at all times. When a tug is
engaged on any towage operation all watertight openings should be securely fastened. All
watertight openings should be marked with a sign stating that they are to remain closed
during towage operations.
Any such openings used whilst moving about the tug during a towage operation should
be re-secured immediately after use.
Testing and inspection of towing equipment
Towing hooks and alarm bells, if fitted, should be inspected daily. The emergency release
mechanisms on towing hooks and winches should be tested, both locally and where fitted
remotely, at frequent intervals to ensure correct operation. All towing equipment in use
should be inspected for damage before undertaking and after completing a towage
operation.
Tug/Workboat Personnel
Vessel crews involved in towage operations should always:
٢٠٩
•
•
•
•
Wear approved and in-date self-inflating lifejackets and other appropriate PPE
(e.g. hard hat, safety footwear, etc) throughout the operation;
Ensure that the working area is safe and free from trip or slip hazards;
Remain alert to what the vessel crew is doing;
Refuse a damaged towing hawser whilst notifying the Tugmaster and vessel.
Tugs, Workboats and Line handling Boats
Engines and other equipment should be maintained to the manufacturers’ specifications
and be properly serviced. Equipment such as heaving lines and messengers should be of
appropriate length and strength. All equipment should be checked before the start of each
operation. Life saving equipment should be available for immediate use.
All ship towage tugs, workboats (including line handling boats) used within the Port of
BIK are required to be inspected and licensed by the Recognized Local Classification or
IACS Classifications as being ‘fit for purpose’. They should only be used in assisting ship
manoeuvring and berthing/unberthing operations for which they have the capacity and/or
are licensed.
Boats should be crewed such that they are capable of handling safely all the wires and
ropes needed to complete the operation. It is strongly recommended that safe manning in
mooring boats should include a Coxswain and at least one Linehandler. The person in
charge of the boat should meet the minimum competency standards as specified by the
Classification.
Section Two – Communications
VHF communications are a vital component of safe towage operations. It is essential that
those onboard the vessel, the tug(s), where appropriate the mooring/line boats, and those
on the berth, are able to communicate promptly throughout the towage operation, should
the need arise.
Prior to towing operations being undertaken, the Pilot, Master and Tugmaster(s) should
establish suitable means of communication, exchange relevant information (e.g. speed of
vessel), and agree a plan for the towage operation. Pilots and Linesmen should carry a
fully charged spare battery for their hand held VHF.
Once VHF communications have been established, tested and Pilot/Tugmaster/Linesmen
and Boatmen information has been exchanged, personnel should keep transmissions to a
minimum and should normally only call when in doubt, or in an emergency. Mooring
personnel should consider monitoring the tug/ship VHF working channel in order to have
a proper appreciation of progress in the berthing/unberthing operation.
During operations, it is important that effective communications should be maintained
between:
(a) the towing vessel and both the bridge team, and the mooring decks of the vessel
undertow; and
(b) the ship’s tow party(ies) and the bridge team.
In all communications clear identification of the parties’ communicating should be used
to prevent misunderstandings. The Tugmaster should be kept informed of engine
movements, helm orders, proposed use of thrusters and anchors on the towed vessel.
BIK VTS
٢١٠
The BIK operates two VTS Centers: at Port control and Pilot station. It is important that
BIK VTS is included in the communication loop, as appropriate, when planning and then
executing a ship towage operation. BIK VTS has its own role and responsibilities to
undertake on such occasions and will be available to provide information on tug
allocations, act as a communication link with the berths, agents, and where necessary
Boatmen and Linesmen. VTS will also advise the Pilot/Master of any traffic likely to be
affected by the towage operation.
During the towage operation, it is important for Pilots and Masters to keep BIK VTS
fully appraised of the planned manoeuvre and its progress, in order that VTS can keep
other port users appraised, and to warn of dangers or restrictions created by the operation.
Pilots and Masters are to advise BIK VTS of the tug VHF working channel.
Section Three - Pilot Instructions to the Tug
It is vital in any regular towage operation, but especially important in a port the size and
diverse as BIK, with a large number of operational Pilots, that instructions to tugs are
specific, consistent and easy to understand.
To avoid confusion, Pilots will ask for tug power and directional requirements as follows:
The direction of pull will be indicated as follows:
The power required will be indicated as percentages, i.e.
Stop - ٢٥٪ - ٥٠٪ - ٧٥٪ - Full
Section Four - Towage Operations
٤٫١ Connecting and Disconnecting Towing Gear
Connecting
٢١١
Before arrival at the tug connecting position, the Pilot or Master should establish
effective communications with the tug(s) and agree working channels. Likewise,
effective communications must be established between the bridge and the vessels crew at
‘stations’ and they should confirm that they are ready to receive the tug (as appropriate).
The vessel’s speed should be reduced to that which allows a safe rendezvous and
connection with the tug(s). The required speed should be agreed in advance with (all) the
Tugmaster(s) involved. At all times during the connecting process, the Pilot should be
aware of the position and intention of all relevant shipping movements in the area. He
should keep BIK VTS appraised of his intentions at all times, requesting advice on
shipping as necessary.
The Pilot or Master should ensure that his planning takes full account of the time taken to
connect the tow(s), especially if adverse conditions are likely to extend this process.
Account should also be taken of potential language difficulties as it is not unknown for
there to be uncertainty and confusion as to which ship’s lead is to be used. Vessel
mooring parties should be fully briefed and the Pilot should check when in doubt and be
confident that his instructions are being followed.
Before commencing a tow the Tugmaster should determine which towing gear is suitable
for the operation and instruct the crew accordingly. When receiving heaving lines, the tug
crew should be aware of the risk of injury through being struck by a ‘Monkey’s Fist’ or
other weighted object attached to the line. Ships’ personnel should wherever possible,
agree with the tug crew the area where the heaving line is to be thrown, to allow the
recipients to move clear. When connecting to a tow, the tug crew should ensure that the
towing gear is clear of any obstructions, able to run freely and is released from the tug in
a controlled manner. The eye of the towline should always be passed around the first horn
of the bitts and over the second to spread the towing load on the bitts. This is the basis
upon which the SWL is calculated.
The Pilot or Master should maintain radio contact with the Tugmaster/vessel crew
throughout the process. He should be ready to revise the intended tug position if the
Tugmaster reports any restrictions at the chosen position, e.g. large flare, overhanging
anchor or unsuitable push up point. The Pilot or Master must keep all those involved up
to date and appraised of any changes to the agreed plan.
Tug Positioning and Speed
The Pilot should always advise the Tugmaster before making headway on the vessel,
allowing the tug to move to a suitable position for towing while making way.
The positioning of tugs on a vessel is a matter for discussion between the Pilot/Master
and the Tugmaster(s), having full regard for the areas of the hull, which should be
avoided, e.g. watertight doors, between frames etc.
In strong tidal conditions a high percentage of the tug’s power may be utilized in
maintaining position on the vessel BEFORE applying thrust to the vessel. If the tugs are
made fast alongside they are at their most effective with a minimal ship speed through the
water.
Disconnecting
٢١٢
During disconnection, both the vessel’s and tug’s crew on deck should be aware of the
risk of injury if the towing gear is released from the tow in an uncontrolled manner and
avoid standing directly below.
They should also be aware that any towing gear which has been released and is still
outboard may ‘foul’ on the tug’s propeller(s), steelworks or fendering, causing it to come
tight unexpectedly. The towline should always be lowered onto the tug deck, never just
‘cast off’ and left to run.
Ships Mooring Lines
Ships mooring lines should not normally be used for towing operations except in an
emergency, or where a proper risk assessment has been carried out. Where such use is
authorized, extreme caution should be taken to ensure that the size and condition of the
line is suitable and that it is kept slack and under control when lowering to the tug and
making fast.
٤٫٢ Precautions during Towage Operations
Crew Safety during Towing Operations
Once the towing gear is connected, the crew should indicate this to the Tugmaster and
then clear the area and, if required to remain on deck, stand in a safe position. If the crew
are required to attend the towing gear during a towing operation, the length of time
exposed should be kept to a minimum.
During towage operations the towing gear equipment and personnel should be
continuously monitored and any change in circumstances immediately relayed to the
Tugmaster. This is particularly important on tugs where the Tugmaster has a restricted
view of the towing area/ personnel. Crew should be aware that the tow may have to be
released in an emergency situation, and that this may occur without warning.
Having verified the towline is fast to the tug, then this must be confirmed with the
vessel’s bridge. The Pilot should then confirm ‘all fast’ to the tug, thus completing the
loop. Sometimes it is not possible for the Tugmaster to see the crew on deck due to
structural design or at night when they may be obscured by deck lighting on the ship.
Safety of Boatmen and Mooring Boats
Tugmasters, Pilots and Masters should be aware, at all times, of the position and
intentions of mooring boats, especially in strong tidal or adverse weather conditions. This
is particularly important in circumstances where visibility is limited from the tug
wheelhouse and ship’s bridge. Remember that bow and stern thrusters, and the wash from
tugs and the vessel being assisted, can all cause significant problems for mooring boats,
especially when they are in close to the vessel and/or tug(s) picking up and running with
lines. Controllable pitch propellers are a separate, but equally dangerous hazard.
When running aft breast or stern lines, the Pilot/Master should never use the vessel’s
engines without confirming with the Linesmen as to the position of the mooring boat.
Sound signals can be used as a warning on occasions when vessel noise compromises
VHF monitoring.
Use of bridal rope during towing operations
٢١٣
A suitable bridle rope or wire should be used where it is identified, through the position
of the tug in assisting the tow or the nature of the operation, that the tow line is likely to
reach such an angle to the fore and aft line of the tug that a ‘girting’ situation may arise.
Maintain Communications
The Pilot and Tugmaster should ensure that effective communication is maintained
through out the operation. The Pilot should ensure that the vessel Master is kept appraised
of the use/intended use of the tugs, especially should circumstances dictate a change from
the intended plan. The towage operation should be maintained at a safe speed,
commensurate with the conditions and circumstances. The vessel’s crew should be
warned that the tug may be used at full power at any time.
Section Five - Safe Speed
٥٫١ Speed Kills
This concept applies equally well to ship towage operations as it does to road transport.
Most ship towage manoeuvres should be carried out with the minimum of way on the
ship. This is especially true when swinging, and no way should be on the ship when
working a conventional tug stern to stern.
Exercise caution when using the engines while the tugs are working. The after tug will be
affected by the wash and every tug will be affected by the change of speed either up or
down, and a rapid change in speed is all the worse. If the situation dictates the use of the
engines, the minimum that the situation allows should be used and the tugs should be
informed of what the ship is about to do as it will affect their own actions.
Taking the example of a conventional tug on forward, swinging the ship and broad out on
the bow. Then if the ship starts to move ahead it is in danger of running past the tug,
which once past the point of balance, will be swung on the end of a pendulum to smash
against the ship’s side. The Tugmaster’s only option is to trip the tow line. If, however,
the Pilot warns the tug before he starts the ship’s engine, the Tugmaster should
immediately reduce the angle of the tow off the bow and thus remove the risk of being
over run.
٥٫٢ Some speed is required at times
When taking up the tow line, the tugs like to have about ٤ knots through the water. This
gives them the necessary way to assist them to manoeuvre close to the ship while it gives
them plenty of power in reserve should they have to break away. As the tugs are trying to
balance themselves in a position to pass the towline they are looking for a steady speed. If
the Pilot requires to change the speed, e.g. to maintain steerage way, he must tell the tugs
of his intentions before ordering a change to the engine speed.
The forward tug is especially vulnerable when passing up the tow line. This tug has to
position itself very close under the bow, sometimes under ١ meter from the ship’s
waterplane. The Tugmaster will be concerned about any bulbous bow or other underwater
protrusion, the proximity of the flare of the bow and other odd bits sticking out
(especially that some container ships seem to have up forward) and at the same time he is
fighting the hydraulic pressure wave that exists around the bow. The forward tug would
٢١٤
be most disconcerted with a change of speed while passing up the tow. Alterations of
course should also be avoided whilst connecting the tow.
Conventional tugs will also require a little way to enable them to disconnect. Voiths do
not.
Section Six - Towage in Restricted Visibility
٦٫١ Introduction
The following procedures are to be followed by all those involved in ship towage
operations in the Port of Imam Khomeini, including:
• Tugmasters;
• Pilots;
• Vessel Masters;
• Duty Port Controllers;
• Duty Officers;
• Duty Towage Controllers.
Purpose and Application
The purpose of the procedures is to clarify, in good time, what towage services will be
available to vessel Masters and Pilots when Restricted Visibility exists or is expected to
exist in, or in the vicinity of, the areas of the Port where tugs will assist vessels. They will
apply at times when the vessel requiring tug assistance is either preparing to leave or
berthing to a jetty.
Restricted Visibility
“Restricted Visibility” means all circumstances when visibility is less than ٠٫٥ nautical
miles.
٦٫٢ Procedure when Restricted Visibility is expected
١. When Restricted Visibility is deemed to exist in or is expected to exist in, or in the
vicinity of, the areas of the Port where tugs will assist a vessel, Duty Officer will
ascertain from the Duty Towage Controller what towage services will be available
to the vessel at the time when the towage service is required.
٢. To assist in the identification of the actual towage requirements it may be
effective for the Pilot or Master of the vessel to liaise directly with a duty
Tugmaster. In these circumstances it is important that the Duty Port Controller
and Duty Towage Controller are appraised of any resultant decisions made by the
Pilot or Master and the Tugmaster.
It is suggested that the range of towage services potentially available may be categorized
as follows:
•
•
•
•
•
Normal towage services;
Push/pull operations (made fast alongside);
Push operations (not made fast);
Other (as agreed between Pilot or Master and the Tugmaster);
No service.
Notes:
٢١٥
١. Within the BIK Port a Harbourmaster or his designated deputy may, using all
available information, decide that Restricted Visibility pertains in a particular area
or at a particular time or is likely to pertain and inform shipping as appropriate.
٢. The procedure assumes that Restricted Visibility persists throughout the towage
operation. As it is recognized that Restricted Visibility can improve very quickly,
the decision on the level of service agreed may be qualified by ‘if the Restricted
Visibility persists’. The response from the Duty Towage Controller must however
be positive in regard to the service, which will be available, when the vessel
requires it and the restricted visibility persists.
٦٫٣ Procedure when Restricted Visibility occurs during a towage operation
١. Should Restricted Visibility occur during a towage operation, the Pilot and/or
Master and the Tugmaster(s) will discuss the situation immediately and agree
upon a course of action to ensure the safety of all persons and vessels involved,
given the location, environmental and vessel traffic conditions, seeking the advice
of BIK VTS as appropriate.
٢. The Pilot or Master will advise BIK VTS of the circumstances and the decision
immediately, keeping VTS informed of any operational developments, or any
improvement or deterioration of the visibility, as necessary.
Section Seven - The Use of Tugs in Ship Handling
Different tug types and their capabilities and characteristics are discussed in several good
reference publications (See Section ١٠). Pilots and Tugmasters should be aware of the
limitations of the tugs involved in each operation. Particular consideration should be
given as to the best use of individual tugs given the planned manoeuvre and the local
conditions and circumstances. The following provides an introduction to some of the
major issues involved in the use of ship towage tugs. Further reading is recommended.
The Duty Towage Controller should make every effort to provide tugs of appropriate
bollard pull and capability for the particular towage operation in question.
٧٫١ Interaction
Interaction and its effects on the tug and its handling are well known, and appreciated in
port/harbour towage. Pilots, Masters and Tugmasters are reminded that these effects
increase with speed.
In areas where interaction exists, and when manoeuvring alongside a tow, the
Pilot/Master should be aware of the possibility of underwater obstructions such as
bulbous bows, stabilizer fins etc, and areas of the ship’s sides, such as pilot doors, which
are to be avoided. The use of bow thrusters by the towed vessel may present a hazard to
the tug. When in close proximity to or coming alongside a tow, the crew should be aware
of interaction and the effect it may have on the tug. This may take the form of sudden
movement or contact and result in loss of balance or movement of equipment and other
objects.
٧٫٢ Tug Escorting
٢١٦
Escorting as a regular operation is becoming common within the port towage industry. It
should only be carried out after investigating the suitability of the tug for the operation
and the Pilot, Master and Tugmaster(s) agreeing a plan.
This type of operation is carried out in the ‘passive’ and ‘active’ modes: passive when
running free in close attendance and active when fast to the tow. If active escort is being
undertaken the form of towage can be ‘direct’ or ‘indirect’, depending on the speed of the
tow. When made fast, all those involved should be aware that increased loads can be
applied to towing gear, especially when operating in the indirect mode.
Section Eight - Local Towage Operations
The following identifies established local procedures as examples of good practice in ship
towage operations.
٨٫١ Petrochemical and other BIK berths
Great care is to be exercised when coming alongside the Oil and Chemical tanker berths
due to the complexity of pipe work on the jetties. Vessels should always land parallel to
distribute the landing load evenly along the jetty length. The tide runs strongly in these
areas and care must be taken to allow for this when berthing and unberthing.
Communication should be established on the relevant VHF working channel with
mooring team at the earliest opportunity and positioning/mooring requirements
confirmed.
When manoeuvring at BIK berths in general, make the tug(s) fast in advance of arrival
off the berth and allow for the strength of the current when swinging and approaching the
berth. Remember that making fast a tug or tugs too early can severely reduce the
maximum speed available to the vessel, increasing the time from making fast the tug to
approaching the berth. The after tug can be used to reduce the speed of the vessel and the
vessel’s engine can still be used to maintain steerage, but be aware that the propeller
wash could cause the after tug some difficulties.
Section Nine - Common Hand Signals
The following hand signals are in common use:
١. An outstretched arm with hand open and flat being waved downwards means
“slack off”;
٢. A sharp upward movement of the arm with the hand cupped towards the signaller
means “let go” or “cast off”;
٣. Crossed arms in front of the body means “make fast” or “ is made fast”;
٤. A circular movement of the hand above the head means “heave away”;
٥. Both hands raised above the shoulders, with open hands facing forward means
“stop”;
٦. A raised hand with the fist being clenched and unclenched means “heave or hoist
slowly” (inching).
٢١٧
Section Ten - Further Guidance and Advice
Further guidance and advice can be found in the following publications:
•
•
•
•
•
•
Tug Use in Port: A Practical Guide – Nautical Institute;
Recommendations for Ships’ Fittings for use with Tugs – OCIMF;
The Shiphandlers Guide – Nautical Institute;
Current relevant Merchant Shipping Notices;
Code of Safe Working Practices for Merchant Seamen;
Management of Health & Safety at Work Regulations ١٩٩٩;
٢١٨
•
Current relevant Merchant Shipping Acts;
Acknowledgements
Selective guidance and advice from several of the above publications has been used in
this Code of Practice
Section Eleven - Application of the Guidelines
These guidelines established with extensive consultation with a wide cross-section of
river users (pilots and Masters).
A further review confirmed that the utilization guidelines remain sound and relevant to
shipping operations in the tidal Khur Musa. For convenience, however, allocations are
now shown both in terms of tug numbers and relevant bollard pull. These allocations
align very closely with the guidance and data published in Nautical Institute publications,
such as: Tugs Use in Port, The Work of the Harbourmaster, and The Shiphandler’s
Guide.
It is not intended, subject to the requirements of specific named Berth. see below, that the
Guidelines be regarded as a rigid set of rules that must be followed on all occasions. The
final decision on the number of tugs to be used must rest with the Master of the vessel, in
consultation where appropriate, with the Pilot and/or the BIK pilotage Manager, who will
take account of the particular exceptional circumstances, including the prevailing weather
and tidal conditions.
It should be noted however, that in cases where the vessel Master refuses to accept
the Pilot’s, or in advance of the Pilot being embarked, the Pilotage Manager’s advice
in respect of the number of tugs required to facilitate a safe operation, the
Harbourmaster may impose the required number of tugs by Special Direction.
These tugs will be for the owner’s account.
The purpose of these Guidelines is to ensure, so far as possible, safe ship manoeuvring
operations. Any advice given by a Pilot, Pilotage Manager or by the Harbourmaster
asking a vessel Master to comply with the Guidelines will be given on that basis and
against significant experience and knowledge of local conditions and operating
parameters.
In establishing the Guidelines, the following assumptions have been made:
a) The vessel receiving ship towage assistance in manoeuvring is a normally responsive
vessel with all mechanical equipment in proper working order;
b) The weather conditions are favorable;
c) The tidal conditions are advantageous;
d) There is no adverse local vessel traffic activity or effect;
e) All manoeuvring aids in full working order and producing the power advertised;
f) Any bow and stern thrusters are fully operational, suitably immersed and delivering
their full rated output.
Note: Thrusters on a common hydraulic line with deck machinery are known to be
badly affected when winches are operated, and therefore will make the vessel unable
to comply with (f) above.
٢١٩
This Part also serves to provide guidance to Agents and others involved with the
programming of shipping that will enable them to plan safe and efficient operations
within the Port of Imam Khomeini. Ships’ Agents are not in a position to make
judgments on behalf of the vessel Master, on the number of tugs allocated to a vessel.
If vessel Masters and/or Ships Agents have any queries regarding the allocation of tugs or
the number of tugs to be allocated as identified by the Code, they must discuss these
questions with the Pilot Manager or Harbour Master.
Mandatory Requirements
Mahshar terminal berth operator may continue to impose their own tug requirements for
vessels using their terminal.
APPENDIX L
B.I.K
PORT ENTRY GUIDE
٢٢٠
PORT OF IMAM KHOMEINI
PORT ENTRY GUIDE
A summary of the principal rules and regulations governing navigation within the Port of
Imam Khomeini.
USE OF VHF – All vessels, tugs engaged in towing, are required to maintain listening
watch on VHF as follows:
VTS CALL SIGN
VHF CHANNEL
Khur Musa Pilot Station
Ch. ١٣ & ١٦
BIK Port Control
Ch. ١٣ & ١٦
AREA COVERED
VTS Zone Area(lighthouse to bar
area)
VTS Zone Area
REPORTING – All vessels and tugs engaged in towing, must report to the relevant VTS
when passing Waypoints as indicated on approved charts. They must also inform BIK
VTS before the vessel navigates the Khur Musa and obtain clearance from the relevant
VTS centre so to do. On arrival at the outer limits, vessels are required to report on Ch ١٦
that they "Comply with the navigational safety requirements of BIK General Directions".
This signifies that: appropriate charts and navigational publications are corrected to date,
a passage plan has been prepared, the vessel complies with the ISM code (or, if not
subject to this code that there are no deficiencies or defects to crew or to equipment /
machinery for navigation / propulsion / manoeuvring) and that appropriate mooring
assistance has been arranged."
٢٢١
PILOTAGE - The requirements for compulsory pilotage in the Port of Imam Khomeini
are contained in the BIK Authority’s Pilotage Directions. The services of a pilot can be
obtained through your Agent, or by calling the Khur Musa Pilot Station or BIK Port
Control on VHF Channel ١٣ & ١٦.
NAVIGATION WITHIN PORT LIMITS - Masters must advise BIK VTS which
approach channel they intend to use. Vessels with a draught of ٦٫٠ metres or more should
use the Khur Musa Channel for safe passage. Vessels with a draught of ١١٫٦٠ metres or
more shall use Khur Musa Channel and waiting for necessary sufficient height of tide to
transit Khur Musa Bar. Any vessel uncertain of its position should call the relevant VTS
station immediately.
“SPECIFIED VESSELS” - Are defined in BIK General Directions and covers vessels
carrying quantities of explosives, or flammable or toxic substances in bulk or non gasfree following discharge of such cargoes. These vessels are required to display a red flag
by day and an all round red light by night.
RESTRICTED VISIBILITY (less than ٠٫٥ nautical mile) - All vessels over ٤٠m LOA
must have an operational radar to navigate in restricted visibility. Additionally, all
unpiloted vessels or vessels without a valid Pilotage Exemption Certificate holder in
charge, having a draught in excess of ٤٫٠ meters, are not permitted to navigate in
Restricted Visibility.
Vessels so prohibited, must proceed to nearest safe anchorage and wait until visibility
improves to more than ٠٫٥ nautical miles, or the arrival of a BIK pilot, if so requested.
DANGEROUS NAVIGATION - Masters are advised that navigating without due care
and attention, or navigating in a manner liable to injure or endanger persons, other vessels
or structures such as berths or jetties (this includes damage caused by wash or draw off
due to excessive speed), is an offence liable to prosecution. The Harbourmaster will
vigorously investigate any such infringements.
INCIDENTS - Vessels must advise the Harbour Master immediately (through the
relevant VTS station) if involved in any of the following incidents: Collision, sinking,
fire, grounding, pollution, damage to ship or structure, foul or lost anchor.(see appendix
J)
ANCHORING - Except in an emergency, vessels must only anchor in designated
anchorages as shown on approved charts. An effective bridge watch should be maintained
whilst at anchor.
DEFECTS - Vessels with structural, mechanical or equipment defects affecting their
ability to navigate safely, must inform the Harbour Master of the defect. Such vessels
shall not move without having obtained the consent of the FSC/PSC.
EMERGENCY PROCEDURES - When a Port Emergency or Major Incident is in
progress, the Master of every vessel must for the duration of the incident:
¾ Minimise transmissions on VHF.
٢٢٢
¾ Proceed with caution when near the incident and follow directions as given by
BIK VTS or the on-scene co-ordinating vessel.
¾ Give assistance as required.
AREAS OF SPECIAL CONSIDERATION - Masters are advised that extra care must
be taken when navigating in the following areas:
¾
¾
¾
¾
Pilot boarding and landing
Oil and gas jetties.
when specified vessels and large tankers are manoeuvring in the area.
Beware of unusual tidal sets.
FISHING BOATS AND DHOW -Masters are advised that the Khur Musa are popular
areas for Fishing small boat and dhow.
TIDE TABLES, CHARTS, BYELAWS, GENERAL DIRECTIONS AND
PILOTAGE DIRECTIONS, NOTICES TO MARINERS - Masters of vessels are
advised of the importance of using approved charts of a suitable scale, which are
corrected up to date. Copies of the relevant Byelaws and General Directions for
Navigation, Notices to Mariners and other published advice should also be obtained and
studied before navigating the Khur Musa.
These documents may be obtained through local BIK shipping Agents and/or
downloaded from the BIK website at www.bik.ir.com
Compiler:
BIK Harbour Master
Ghassem Arabzadeh Hossini
٢٢٣
APPENDIX M
THE MASTER-PILOT
INFORMATION
EXCHANGE GUIDELINE
THE MASTER-PILOT INFORMATION EXCHANGE
GUIDELINE
١. Master-Pilot Conference
Each pilotage assignment should begin with a conference between the pilot and master.
The initial conference is an opportunity not only to exchange information that the pilot
and master each needs, but also for the pilot and the master to establish an appropriate
working relationship.
The conference should convey, and be consistent with, the principle that the pilot and the
master/bridge team each has an important role in the navigation of the vessel.
The amount and subject matter of the information to be exchanged in the initial
conference should be determined by the specific navigation demands of the pilotage
operation.
For some vessel movements, particularly those involving a long run or difficult
manoeuvres at the beginning of the movement, not all relevant information must, or
should, be exchanged in the initial conference; additional information can be exchanged
as the movement proceeds.
٢. Pilots Information Card (MPX Card)
Pilot groups should consider developing information cards (MPX Cards) for use by their
members.
The pilot should give the card to the master at the time of the initial conference and use it
as the basis for discussion during the conference.
The card should supplement, not substitute, the master-pilot information exchange.
There should be a separate card for outbound and inbound movements, also for shifting
operations or different pilotage areas, if appropriate.
٢٢٤
The card should include information or instruction specific to navigation in the local
pilotage area; subjects that might be addressed include: * radio channels to be monitored;
* posting of anchor watch/lookout (beyond the requirements of the Rules of the Road);
and * local navigation requirements or restrictions (tug escorts, speed limits, one-way
traffic areas etc.)
The card should also include instructions or requests concerning what the pilot needs
from the master and crew; subjects that might be addressed include: * information about
the vessel, its characteristics and condition; * crew to fix position of vessel; and * only
English to be spoken on the bridge.
The card should have a blank space for the pilot to add his own items.
Cards should be available to agents for transmission to vessels.
The pilot group should consider having the pilot commission or other oversight authority
approve the card.
٣. Pilots Individual Exchange Practice
Each pilot should develop a personal, standardised conference practice, taking into
account regulatory requirements and best practices in pilotage areas.
Pilots should consider using memory aids, such as written or mental checklists, to ensure
that essential exchange items are covered.
٤. Absent/Unwilling/Incapable Master
An effective exchange requires the participation of a master who is present, is willing,
and has sufficient skills, knowledge, and English language proficiency to provide the
information needed by the pilot and to understand the pilot's instructions and requests.
Pilots should be aware of regulatory requirements for masters to provide specific
information to the pilot and to cooperate closely with the pilot.
The pilot should make all reasonable efforts to obtain the presence of the master for
purposes of conducting a conference.
If the master or bridge team fails to provide the information needed by the pilot or if an
unsatisfactory exchange leads the pilot to doubt the ability of the master or bridge team to
perform the navigation duties normally expected during the vessel movement, the pilot
should use his or her best professional judgment to determine whether it is safe to
proceed with the movement.
If a pilot determines that a movement can safely proceed despite an unsatisfactory
exchange, the pilot should adjust his or her pilotage practices during the movement
accordingly and should report or record the master's refusal to engage in an exchange or
to provide required information.
If a pilot determines that it is not safe to proceed with a vessel movement due to an
unsatisfactory exchange, the pilot should refuse to proceed, advise the master/bridge team
on anchoring the vessel or taking other steps to secure the vessel's safety, and notify
appropriate authorities by the best means available.
٥. Ships Pilot Card/Wheelhouse Poster
Pilots should be aware of regulations requiring vessels to have a pilot card and
wheelhouse poster containing maneouvring data and other information concerning the
ship.
If the pilot, in the exercise of his or her best judgment, considers the information provided
orally by the master about the vessel and its characteristics unclear or insufficient, the
pilot should consult the pilot card/wheelhouse poster to confirm or supplement the
information from the master.
٢٢٥
Pilots should be aware that information on a pilot card/wheelhouse poster about a vessel's
maneouvring and handling characteristics may not be accurate when maneouvring in the
particular waters of the pilot's area or under local conditions that may be present during
the pilotage operation and that such information may be based on"new vessel" conditions,
which may be affected by factors such as bottom fouling, propeller/rudder damage, or
trim.
٦. Ships Calling on a Frequent, Regular Basis
The information exchange should not be abandoned for vessels that call on a frequent,
regular basis; such vessels have the potential to induce complacency.
The exchange for such vessels can, and should, be adjusted, however, with the focus on
items, concerning both vessel and pilot, that may have changed since the previous call or
are otherwise pertinent to the particular pilotage operation.
٧. Continuing Communication
The initial conference should not be the end of communication and information sharing.
The pilot should convey during the initial conference: the need to communicate
throughout the pilotage operation, the pilot's willingness to answer questions, and the
pilot's continuing need for information.
٨. Pilot-to-Pilot Transfer
The transferor pilot should request the master's presence during transfer.
Recognizing that the circumstances of many pilot-to-pilot transfers do not allow
sufficient time for extensive discussion among the two pilots and the master, pilots
should develop techniques for quickly exchanging the most critical information in the
time available.
Where practical, the transferor pilot should give the present status of the vessel to the
transferee pilot, as well as any unusual or problematic handling or operation
characteristics of the vessel.
Where practical, the transferor pilot should repeat to the transferee pilot information
previously given by the master, in the master's presence, and ask the master to confirm
that the information is correct.
٩. Pilot Boarding Locations and Procedures
In places where the pilot boarding location or procedures impose significant constraints
on the time or attention that can be devoted to the initial master-pilot conference, pilot
groups and regulatory authorities should review whether changing the boarding location
and/or the procedures would be feasible and would produce significant benefits that could
not be obtained through improvements in the conference process.
Any proposed change in the pilot boarding location or procedures should be measured
against the traditional principle that pilot boarding locations and procedures are
determined by both the navigational needs of the ship and the personal safety of the pilot.
Ballast Report
٢٢٦
Port and Shipping Organization Of Khuzestan Province
Bandar Imam Khomeini Port Complex
Ballast Report
Date
:
Vessel :
Tk. No.
Soundin
g
(
)
Volume
(
)
Tk. No.
Soundin
g
(
)
Volume
(
)
Total Quantity of Ballast Water :
Master Name & Signature
٢٢٧
Items
١
٢
٣
٤
٥
٦
٧
٨
٩
١٠
١١
١٢
١٣
١٤
١٥
١٦
١٧
١٨
١٩
٢٠
٢١
Y/N/ Remarks
NA
Is adjusted standard magnetic compass working properly?
Is there perlorus or compass bearing device on board?
Is there Means of correcting heading and bearing, to true at all
times, on board
Up to date nautical charts(No.١٢٦٨, ١٢٦٩) and nautical publications
in accordance with SOLAS ch,٥ –R.٢٧
ECDIS may be accepted as ,eeting the chart carriage requirements
Back- up arrangements to meet the functional requirements (٥)
Is echo-sounding device working properly
Are radars working properly
Is there electronic plotting aid,or other means, to plot electronically
the range and bearing of targets to determine collision risk
Is speed and distance measuring device, or equivalent means
working properly?
Is transmitting heading device or other equivalent means working
properly?
Is automatic identification system(AIS) working properly in
accordance with SOLAS Ch.٥ ?*
Is gyro compass working properly in accordance with SOLAS Ch.٥
?*
Are gyro-compass heading and bearing repeater working properly?
Are rudder, propeller, thrust, pitch and operational mode indicator,
or other equivalent means, in accordance with SOLAS ch.٥,
working properly?
Is automatic tracking aid or other equivalent means, to plot
automatically the range and bearing of other targets to determine
collision risk, working properly?
Is there voyage data recorder on board and working properly?
Is GPS working properly?
Is the GMDSS, according to area levels, fit on board and working
properly?
Is there standard Pilot Transfer arrangement, in compliance with the
relevant convention and regulations, on board?
Is steering gear operational and working properly in accordance
with SOLAS ch,٥ –R.٢٦(testing and drills)?
٢٢٨
‫‪Imam Khomeini Port Bye-Laws‬‬
‫ﻫﺪف ‪:‬‬
‫‪(1‬‬
‫‪(2‬‬
‫‪(3‬‬
‫‪(4‬‬
‫‪(5‬‬
‫‪(6‬‬
‫‪(7‬‬
‫ﺑﺎزﻧﮕﺮي ﻗﻮاﻧﻴﻦ درﻳﺎﺋﻲ ﻣﻮﺟﻮد‬
‫اﺻﻼح ﻗﻮاﻧﻴﻦ و ﺗﻄﺒﻴﻖ آن ﺑﺎ وﺿﻌﻴﺖ ﻣﻮﺟﻮد و ﻣﻄﻠﻮب‬
‫اﻳﺠﺎد ارﺗﺒﺎط ﺑﻴﻦ ﻗﻮاﻧﻴﻦ و ﺗﻌﻴﻴﻦ ﺟﺮاﺋﻢ ﺑﺎ ﻧﺮخ ﺑﺎزار روز‬
‫ﺗﺪوﻳﻦ آﺋﻴﻦ ﻧﺎﻣﻪ و اﻟﺰاﻣﺎت داﺧﻠﻲ ﺑﻨﺪر‬
‫دﺳﺘﺮﺳﻲ آﺳﺎن ﺑﻪ ﻗﻮاﻧﻴﻦ ﺑﺮ اﺳﺎس ﻣﻮﺿﻮع‬
‫ﺗﺪوﻳﻦ رﻫﻨﻤﻮدﻫﺎي ﻛﺎري ) ‪(Guideliens‬‬
‫ﺗﺮﺟﻤﻪ ﻗﻮاﻧﻴﻦ ﺑﻪ زﺑﺎن اﻧﮕﻠﻴﺴﻲ‬
‫داﻣﻨﻪ‪:‬‬
‫اﻳﻦ ﻛﺘﺎب اﻟﺰاﻣﺎت ﻳﻚ ﺑﻨﺪر را در زﻣﻴﻨﻪ ﺗﺮاﻓﻴﻚ درﻳﺎﺋﻲ ﺑﻪ ﺷﺮح ذﻳﻞ ﻣﺸﺨﺺ ﻣﻴﻨﻤﺎﻳﺪ‬
‫‪ (1‬اﺛﺒﺎت ﺗﻮاﻧﺎﺋﻲ ﺧﻮد در اراﺋﻪ ﻣﺴﺘﻤﺮ ﺧﺪﻣﺎت ﻃﺒﻖ ﺧﻮاﺳﺘﻬﺎي ﻣﺸﺘﺮي و ﻗﻮاﻧﻴﻦ ﺗﻨﻈﻴﻢ ﺷﺪه‬
‫‪ (2‬آﮔﺎﻫﻲ ﻣﺸﺘﺮي و ﻧﻈﺎﻣﻨﺪ ﻧﻤﻮدن ﺧﻮاﺳﺘﻪ ﻫﺎي آن ﺑﺎ ﺷﻔﺎﻓﻴﺖ ﻗﻮاﻧﻴﻦ و اﻧﺘﺸﺎر آن‬
‫‪ (3‬ﺑﺎزﻧﮕﺮي و اﺻﻼح ﻣﺴﺘﻤﺮ ﻗﻮاﻧﻴﻦ‬
‫ﻛﺎرﺑﺮد‪:‬‬
‫اﻟﺰاﻣﺎت اﻳﻦ ﻛﺘﺎب ﻗﺎﺑﻞ اﻋﻤﺎل و ﺑﻜﺎرﮔﻴﺮي ﺑﺮاي ﻣﻨﻄﻘﻪ ﺧﻮرﻣﻮﺳﻲ ﻣﻲ ﺑﺎﺷﺪ‪ 70 .‬درﺻﺪ ﻣﻔﺎد ﻛﺘﺎب ﻋﻤﻮﻣﻲ ﺑﻮده و‬
‫ﻗﺎﺑﻞ اﺳﺘﻔﺎده ﺑﺮاي ﺳﺎﻳﺮ ﺑﻨﺎدر ﻣﻲ ﺑﺎ ﺷﺪ‪.‬‬
‫¾‬
‫¾‬
‫¾‬
‫¾‬
‫¾‬
‫¾‬
‫¾‬
‫‪٢٢٩‬‬
‫ﻧﺘﺎﻳﺞ ﺣﺎﺻﻞ از ﺗﺤﻘﻴﻖ‬
‫ﺑﺎ اﺟﺮاي آﺋﻴﻦ ﻧﺎﻣﻪ و دﺳﺘﻮراﻟﻌﻤﻞ ﻓﻮق ﻧﺘﺎﻳﺞ ذﻳﻞ ﺑﺪون اﻳﻨﻜﻪ ﻛﻠﻴﺎت ﻗﻮاﻧﻴﻦ درﻳﺎﺋﻲ ﺳﺎزﻣﺎن ﻧﻘﺾ ﮔﺮدد‪:‬‬
‫ﺗﺎﻣﻴﻦ و ﺣﻔﻆ ﻣﻨﺎﺑﻊ ﻃﺒﻴﻌﻲ و ارﺗﻘﺎع اﻳﻤﻨﻲ و ﺗﺴﻬﻴﻞ در ﺗﺮاﻓﻴﻚ درﻳﺎﺋﻲ‬
‫ﺗﺪوﻳﻦ ﻗﻮاﻧﻴﻦ ﺷﻔﺎف ﺗﻘﺴﻴﻢ ﺑﻨﺪي ﻛﺎﻧﺎل‪،‬ﻣﺤﺪودﻳﺖ و ﻣﻤﻨﻮﻋﻴﺖ اﺳﺘﻔﺎد آز آﻧﻬﺎ ﺑﺎ در ﻧﻈﺮ ﮔﺮﻓﺘﻦ ﺳﺎﻳﺰ‬
‫ﻛﺸﺘﻲ و ﻧﻮع ﻛﺎﻻ‬
‫ارﺗﻘﺎء اﻳﻤﻨﻲ ﭘﺮﺳﻨﻞ و ﻛﺸﺘﻲ در ﻛﺎﻧﺎل‬
‫ﺗﻨﻈﻴﻢ ﻗﻮاﻧﻴﻦ ﺷﻔﺎف ﺑﺮاي ﻛﺎرﺑﺮان ﻛﺎﻧﺎل ﺧﻮرﻣﻮﺳﻲ در زﻣﻴﻨﻪ ﻫﺎي ﺗﺠﺎري ‪ ،‬ﺗﻔﺮﻳﺤﻲ و ﻏﻴﺮه‬
‫ﺗﺪوﻳﻦ ﻗﻮاﻧﻴﻦ ﺷﻔﺎف در ارﺗﺒﺎط ﺑﺎ وﺿﻌﻴﺖ اﺳﺘﺎﻧﺪارد ﻛﺸﺘﻴﻬﺎ ﺟﻬﺖ ﺗﺮدد در ﻛﺎﻧﺎل ﺑﺎ در ﻧﻈﺮ ﮔﺮﻓﺘﻦ ﻧﻮع ﻛﺎﻻ‬
‫و اﻟﺰاﻣﺎت اﻳﻤﻨﻲ ﻣﺘﻨﺎﺳﺐ ﺑﺎ آن‬
‫ﻛﻨﺘﺮل و اﻳﺠﺎد اﺑﺰار ﻧﻈﺎرﺗﻲ ﺑﺮ وﺿﻌﻴﺖ ﺗﺨﺼﺼﻲ ﭘﺮﺳﻨﻞ ﻛﺸﺘﻴﻬﺎ‬
‫ﺷﻔﺎف ﻧﻤﻮدن ﻗﻮاﻧﻴﻦ اﺳﺘﻔﺎده از ﺧﺪﻣﺎت‪ ،‬ﺗﺠﻬﻴﺰات ‪ ،‬ﺗﺴﻬﻴﻼت و ﺳﺎﻳﺮ ﻣﺘﻌﻠﻘﺎت ﺑﻨﺪر در ﺑﺨﺶ درﻳﺎﺋﻲ‬
‫‪Consolidated Edition, 2006‬‬
‫‪Imam Khomeini Port Bye-Laws‬‬
‫¾‬
‫¾‬
‫¾‬
‫¾‬
‫¾‬
‫¾‬
‫ﺷﻔﺎف ﻧﻤﻮدن ﻗﻮاﻧﻴﻦ در راﺑﻄﻪ ﺑﺎ ﻫﺪاﻳﺖ ﻛﺸﺘﻴﻬﺎ‪ ،‬ﺗﺠﻬﻴﺰات ﺑﺎ در ﻧﻈﺮ ﮔﺮﻓﺘﻦ ﺳﺎﻳﺰ‪ ،‬آﺑﺨﻮر و ﻗﺪرت راﻧﺶ‬
‫ﻛﺸﺘﻲ‬
‫ﺣﻔﻆ داراﺋﻲ ﺑﻨﺪر در ﻣﻘﺎﺑﻞ ﺧﺴﺎرﺗﻬﺎي ﻧﺎﺷﻲ از ﺗﺮدد ﻛﺸﺘﻴﻬﺎ ﺑﺎ ﺷﻔﺎف ﻧﻤﻮدن ﻗﻮاﻧﻴﻦ ﺟﺮاﺋﻢ و ﭘﺮوﺳﻪ ﺗﻌﻴﻴﻦ‬
‫ﺟﺮاﺋﻢ‬
‫ﺷﻔﺎف ﻧﻤﻮدن ﭘﺬﻳﺮش ﻛﺸﺘﻴﻬﺎ و ورود و ﺧﺮوج ﭘﺮﺳﻨﻞ ﻛﺸﺘﻴﻬﺎ ﺑﺎ دردﺳﺘﺮس ﻗﺮار دادن ﻗﻮاﻧﻴﻦ‬
‫ﺷﻔﺎف ﻧﻤﻮدن اﺧﺘﻴﺎرات ﻣﺴﺌﻮﻟﻴﻦ ﺑﻨﺪري ‪،‬ﭘﻴﻤﺎﻧﻜﺎران و ﺗﺮﻣﻴﻨﺎﻟﻬﺎي ﺧﺼﻮﺻﻲ‬
‫دﺳﺘﺮﺳﻲ آﺳﺎن ﺑﻪ ﻗﻮاﻧﻴﻦ ﺑﺎ ﺗﻘﺴﻴﻢ ﺑﻨﺪي ﻗﻮاﻧﻴﻦ ﺑﺮاﺳﺎس ﻣﻮﺿﻮﻋﺎت‬
‫ﺗﺪوﻳﻦ رﻫﻨﻤﻮدﻫﺎ و ﺗﻮﺻﻴﻪ در وﻇﺎﻳﻒ ﻣﺨﺘﻠﻒ درﻳﺎﺋﻲ‬
‫ﻣﺰاﻳﺎي ﻛﺘﺎب‪:‬‬
‫¾ ﺗﺪوﻳﻦ ﻗﻮاﻧﻴﻦ ﺑﻪ زﺑﺎن اﻧﮕﻠﻴﺴﻲ‬
‫¾ ﻛﺎرﺑﺮدي و اﺟﺮاﺋﻲ ﻧﻤﻮدن ﻗﻮاﻧﻴﻦ ) در ﻛﻠﻴﻪ ﺻﻔﺤﺎت ﻣﺸﻬﻮد ﻣﻲ ﺑﺎﺷﺪ(‬
‫¾ ﺑﻮﻣﻲ ﺑﻮدن ﺑﺎ ﺗﺪوﻳﻦ اﻟﺰﻣﺎت ﺧﺎص ﺑﻨﺪر‬
‫¾ دﺳﺘﺮﺳﻲ آﺳﺎن‬
‫¾ ﺑﻪ روز ﻧﻤﻮدن ﻗﻮاﻧﻴﻦ و ﺟﺮاﺋﻢ‬
‫¾ ﺣﻔﻆ ﻣﺤﻴﻂ زﻳﺴﺖ)‪art.1,7,‬‬
‫‪٢٣٠‬‬
‫‪Consolidated Edition, 2006‬‬

BANDAR IMAM KHOMEINI PORT BYE-LAWS ٢٠٠٦ Considering for

Transcription

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