Findings and Proposed Action Plan

for the Safe Navigation in the

Bay of Boka

SEA EMPRESS

1n 1998 the Department of Transport (UK),

undertook a review.
Principle recommendation was the Port Marine
Safety Code (PMSC).

First published on 15 March 2000

According to the Code, the harbour authority must:

1. Review local and national legislation;
2. Comply with the duties and powers
3. All risks are formally assessed and as low as
reasonably practicable;
4. Operate an effective marine safety management
system (SMS) developed after formal risk
assessment;
5. Use competent people (i.e. trained, qualified and
experienced) in positions of responsibility for safety
of navigation;

2002 SOLAS Chapter V Reg. 12

1. VTS contribute to safety, efficiency and
protection of the environment
2. Governments to establish VTS if volume of
traffic or risk justifies
3. VTS to follow IMO guidelines. May be made
mandatory in territorial waters
4. Governments to encourage use of VTS by
ships flying their flag
UNCLOS gives coastal states the scope for the
creation & maintenance of Vessel Traffic Systems

2002 MSC/Circ.1065
Maritime Safety Committee of IMO invited
Member Governments to bring IALA model
courses to the attention of VTS authorities,
training institutes for the training of their
personnel

Vessel Traffic Service

To improve the safety and efficiency of

vessel traffic and to protect the
environment.

Traffic Organisation Service

A service to prevent the development of dangerous
maritime traffic situations and to provide for the
safe and efficient movement of vessel traffic within
the VTS area.
Navigational Assistance Service
A service to assist on-board navigational decisionmaking and to monitor its effects.
Information Service
A service to ensure that essential information
becomes available in time for on-board navigational
decision-making.

Incident Document Review

Methodology
Practical knowledge of key experts
Views and qualitative assessments
of key stakeholders
Traffic profile
Nautical tourism
Port legislation
Environmental conditions
Incident/accident reports

Safety Study applied the Principle of

ALARP
As Low AS Reasonably Practicable

Risk analysis assigned the following levels of risk:

Acceptable: Risk control measures sufficient but
require monitoring
Unacceptable: Risk control measures insufficient.
Additional measures required to lower the risk to
ALARP.
Totally Unacceptable: Risk control measures are
totally inadequate and required further investigation.

NAVIGATIONAL RISK MATRIX

Radar and Communications

Limited radar coverage
No CCTV coverage
VHF radio coverage needs to be addressed
No designated port working channel
Insufficient harbour patrol / Enforcement

Hazard is defined as something with the potential to

cause harm to:
People
Environment
Property
Stakeholders

HAZARD IDENTIFIED
Collision: Two vessels whilst underway
Impact: A striking an object
Grounding: A vessel touching the sea bottom
Fire: On board a vessel through explosion or neglect;
Sinking: Due to structural failure
Pollution: breach of fuel or cargo tanks

Related to:

HAZARD EVENT

Frequency of ship movement;

Hydrographical / meteorological conditions;
Traffic density;
Performance of ships crew including master / pilot;
Condition of vessel, and equipment on board;
Classification of hazardous goods on board;
Machinery / steering failure;
Navigation error.

NAVIGATIONAL RISKS
Entrance to the Bay of Boka
influenced by
Weather / Sea conditions
Difficult pilot embarkation
11.7 m shoal Plic. Ploca
Cross winds - Kobila and Durov Kam
Seasonal build up of yachts and small craft / boats
uncontrolled drift
Risk rating medium to high - Unacceptable

Strait of Kumbor
influenced by

NAVIGATIONAL RISKS

Weather / Sea conditions

Confined space
Seasonal build up of yachts and small craft / boats
uncontrolled drift
Risk rating medium to high - Unacceptable

Tivat Airport
influenced by

NAVIGATIONAL RISKS

Seasonal build up of yachts with high masts

Yachts anchor close to the end of the runway
Poor radio communications
Poor enforcement
Risk rating medium to high - Unacceptable

Strait of Verige
influenced by

NAVIGATIONAL RISKS

Very narrow passage

Cross channel ferry operations
Seasonal build up of yachts, boats, jet-skis etc
Strong wind / current
Poor radio communications
Risk rating medium to high - Unacceptable

Port of Kotor
influenced by

NAVIGATIONAL RISKS

Limited space for manoeuvring

Cross channel ferry operations
Yachts anchor close to turning area
Strong unpredictable wind
Propeller wash
Risk rating medium to high - Unacceptable

NAVIGATIONAL RISKS

Porto Montenegro Marina and Bijela Shipyard

influenced by
operate within strict safety regime
suitable risk control measures in place
Risk rating low - Acceptable

RECOMMENDED RISK CONTROL STRATEGY

One authority safety of navigation/control of traffic
Delineate port/harbour limits
Improve radio communications &
New radio working channel
Establish VTS radar, CCTV, AIS, met sensors
Establish VTMIS electronic reporting system
Staff trained to IALA 103
HM to organise traffic & manage the waterways

RECOMMENDED RISK CONTROL STRATEGY

Designate vessel reporting points
Survey & mark Plic Ploca shoal
UKC
Vessels to report defects in machinery/ steering
Establish waiting area and allocation of new
anchorage positions
Establish strict PSC inspection regime

RECOMMENDED RISK CONTROL STRATEGY

Establish wind criteria for vessel movements

Consider tug assistance in wind force 15/17 k & over
Escort vessel to clear way ahead of impeding craft
Re-visit Art. 10 of LMS on safe speed
Heavy penalty for damage from wave wash
Organise single pilotage organisation
Consider Service Level Agreement with the pilot
organisation

RECOMMENDED RISK CONTROL STRATEGY

Form passage plan part of master/pilot info exchange
Kumbor and Verige passage narrow channel/fairway
status, Single vessel transit, traffic light system, high
intensity fog lights
Patrol area 24/7 with high speed patrol boats
Establish Exclusion Zone in line with runway 14
Spot checks aboard vessels for drug and alcohol
abuse

Thank you