The Safety and Marine Protection Services

Introduction of the duties:

Officer: Mr. Ali Montaser Kuhsari

Phone Number: 013 – 44992258

Job Description and Duties

The Administration of Safety and Marine Protection is responsible for vessels' traffic in territorial waters, ports' access channels, anchorages and port basins.

The most important duties of the administration are as follow:

1.     Managing and maintaining of the AIDS to Navigation

2.     Managing, conducting and executing the dredging operations

3.     Managing, conducting and executing the Hydrographic operations

4.     Managing, conducting and executing the Marine Search and Rescue operations

5.     Managing the main and subsidiary coordination centers of Marine Search and Rescue

6.     Managing and executing the marine environment pollution prevention and combating operations caused by oil and non-oil materials

The location of anchorage for General Cargo vessels

 

The location of anchorage for Tankers and ships carrying dangerous goods

Maritime Search and Rescue

The international Maritime Search and Rescue convention was enacted in Hamburg conference and was enforced on 22.06.1985. As the title implies, it has been designed to create a framework for the execution of search and rescue operations following the marine incidents. Although many countries have been codifying lots of schemes regarding this issue, the international process was conducted for the first time by means of the foresaid convention and was enforced in 1985. The above-mentioned convention has anticipated the organizing of maritime rescue coordination centers and the coordination levels in shore and also the collaboration methods of some neighbor countries in order to execute search and rescue operations in a common zone. According to the undeniable usage of regulations fit to the conditions ruling on water vehicles' traffic in reducing the dangers caused by maritime activities, the government of Islamic Republic of Iran also joined the foresaid convention in 1994 due to the fact that joining the convention and executing its terms would be a relief to navigators and passengers and also the fact that it would increase maritime safety.

The area under the supervision of Maritime Search and Rescue of Port and Maritime Authority of Guilan Province is located on the provincial border and is extended from Astara to Chaboksar. The foresaid area is under the supervision of a main Maritime Rescue Coordination Centre equipped with advanced radio equipment and a subsidiary search and rescue center located in Anzali Port. The advanced search and rescue vessel - Naji 14 - with the cooperation of other vessels provides search and rescue services for the vessels in distress.

The Maritime Rescue Coordination Center with experienced staff is ready to respond to the vessels in need of search and rescue services 24/7. The emergency 1550 phone number is also available to receive marine incident reports throughout the country round the clock. To dial the number, there is no need to dial any area code; this number can also be dialed via cell-phones.

The phone number of Maritime Rescue Coordination Center is: 013-44425540

The phone number of subsidiary Search and Rescue Center in Astara Port, is: 013 – 44838261

Parallel to the execution of Search and Rescue convention terms, Port and Maritime Organization has an agreement with the relevant maritime bodies to cooperate in search and rescue operation with the aid of naval vessels plus a navy helicopter based in Rasht airport.

Marine Environment Protection

Officer: Mr. Naser Tootchi Fatidehi

Phone Number: 013-44992264

Caspian Sea with a surface area of 438000 km² is the world's largest lake which is located among Iran, Russia, Turkmenistan, Azerbaijan and Kazakhstan. The economic relationships of these countries have caused various ships with different usages move among the existed ports which obviously lead to marine incidents and environmental pollution.

Complying with IMO conventions (the International Convention for the Prevention of Pollution from Ships (MARPOL) and the international convention for Oil Pollution Preparedness, Response and Co-operation (OPRC)) plus a provincial plan for oil pollution preparedness, response and co-operation and keeping oil pollution response equipment in stand-by mode would enable the Authority to favorably overcome marine incidents which result in oil spills.

As a national reference for the execution of maritime conventions especially the international Oil Pollution Preparedness, Response and Co-operation (OPRC) convention, Port and Maritime Organization equipped Iran's entire ports, including Anzali Port, with oil pollution response equipment as follow. Possessing the foresaid equipment, it should be said that the Authorithy is ready to cooperate with other northern ports (Noshahr and Amirabad) and even in a regional level with other neighbor countries' ports besides responding to the oil pollutions in its provincial zone (Astara to Chaboksar).

Oil pollution response equipment of Port and Maritime Authority of Guilan Province:

1.     Oil spill collector boom of Yasin Dredger.

2.     Oil spill inhibitor boom with a length of 140 meters

3.     A WEIR SKIMMER DESMI Skimmer set with accessories

4.     A DISK SKIMMER VAICOMA Skimmer set with accessories

5.     A blower set to blow the oil spill inhibitor boom

6.     Stable and portable dispersant system (fixed on the vessel)

7.     Oil product sorbent sheets

8.     Coastal tank with the capacity of 80 m³ for the storage of the collected oil material from the sea

9.     Waste material carrying tanker with a capacity of 10 m³

10. Oil material refinery with a capacity of 14 m³ per day

11. A 700 m³ barge to collect oil spill in the sea

 

Equipping Anzali Port with the latest oil pollution response equipment

 

 

 

 

Dredging and Hydrography

Officer: Mr. Saber Kazem Zadeh

Phone Number: 013- 44992757

Hydrography is a branch of practical science that discusses about measuring and describing the physical effects of the seas and other water sources and their adjacent coastal areas and the sea related phenomena like tides, determination of deposition rate and pattern, reorganization of water flows, environment protection and etc. 

The most important and applicable achievement of Hydrographic operations is the preparation of marine maps in order to provide safe movements of vessels in marine zones.

At present, the nature of hydrography is changing and there are some basic changes in its measuring technology. The single and multi-beam echo-sounder systems and air laser system present a complete covering of water source bed compared to the measurements in vector profile echo sounder methods. The capability to generate accurate data about different positions on the earth has increased to a great level by means of satellite positioning systems. Nowadays, we are able to register a great volume of accurate hydrographic data in order to prepare precise maps for engineering and navigation affairs by means of satellite positioning systems and digital electro-acoustic echo sounders.

After the preparation of hydrographic maps in ports and analyzing them, some projects will begin in order to perform dredging operations (deepening or maintaining) to preserve channels' depth and provide safe navigation routs for vessels.

Dredging is the removal of sediments and debris from the bottom of sea, waterways and water ponds which is done by means of various dredging equipment. It might also be done in order to create depth and establish channels or waterways or to increase the depth of basins and water zones. The type of dredging equipment has direct relationship with the type and structure of the waterway bed and also the basic water depth in that zone.

By having Yasin Hyper-Suction dredger with a capacity of 1000 m³ and Shahid Rashidi Cutter-suction dredger with a capacity of 300 m³ per hour and Mohajer grab dredger, Ports and Maritime Authority of Guilan Province is always trying to provide the required depth for the berthing of huge vessels.

The sea level fluctuations are also registered by means of the oldest tide gage application existed in Caspian Sea installed in Anzali Port in 1926. The statistics that are collected daily at 8:00, 12:00 and 18:00 O'clock will be sent to study centers and related organizations at the end of each month. 

Navigational Marks

Officer: Mr. Ramin Nourozi

Phone Number: 013-44992518

In order to provide safe navigation of vessels in channels, basins and coastal waters, Ports and Maritime Authority of Guilan Province has attempted to utilize lights and shapes suitable to the area to prevent incidents and also to guide the vessels towards a safe zone according to the international rules and regulations.

All matters related to lighthouses are derived from the enacted rules and regulations of International Association of Lighthouse Authorities (IALA) which are also enacted by IMO; all the countries that have joined these conventions are obliged to follow these laws. Therefore, the entire maritime zones throughout the world are divided into A and B regions and every country would register and announce its own AIDS to Navigation marks according to one of the foresaid regions in order to guide the vessels. The lateral signs in the Regions A and B are different but the other marks that are common in both regions.

AIDS to Navigation marks are divided into 6 groups:

1.     LATERAL MARKS

2.     CARDINAL MARKS

3.     ISOLATED DANGER MARKS

4.     SAFE WATER MARKS

5.     SPECIAL MARKS

6.     EMERGENCY WRECK MARKING

7.     LIGHT HOUSES AND PHARES

Lateral Marks: Lateral marks are used to define the edge of a navigable channel, most commonly when entering/leaving ports. In the channels that are considered as A region, like those of Iran, the vessel would see red lateral marks on its left side and the green lateral marks on its right side. Obviously, the pattern will be reversed while leaving the port. 

Cardinal Marks: A cardinal mark indicates where the safest water may be found and is divided into four north-south-east and west marks; each mark specifies a safe direction for marine activities. For instance, if a vessel sees a west cardinal in its direction, it should select its direction so that it passes west of the west cardinal.

Isolated Danger Marks: these marks are used when a point in the sea is considered unsafe; for example, a wrecked vessel or a shallow point. In these cases the vessel shall avoid moving towards the specified point and continue to pass the way with keeping a safe distance from the point.

Safe Water Marks: this mark is usually seen in anchorages near the sea. It illustrates the safe zone in that region and vessels can pass all around its four directions.

Special Marks: this mark is used when a special region of the sea is confined and vessels are not allowed to perform maritime activities in that region. For instance, a region that is confined for military exercises will be announced to the entire vessels in the region so that they avoid maritime activities in that region.

EMERGENCY WRECK MARKING: can be used to mark a newly discovered vessel not yet shown in nautical documents. In other words, this mark is used to indicate the place of a new wreck until the exact place of the wreck and the water depth above the danger point are not recognized and the mark type is not determined.

Special structures are used to indicate AIDS to navigation marks in the points in question; some of the structures are as follow:

·         Some of these marks are in the form of vessels and are called BUOY; they are fixed in the sea by means of chains or weights.

·         Some of these marks are in the form of pillars fixed in shallow waters or near the shore and are called BEACON.

·         Another type of these kinds of structures exists in seashores and like Beacons are fixed on the ground by means of pillars; they are much bigger than Beacons in size and are higher in height. These structures are seen in various forms like Towers and Lighthouses that are called Pariahs.

·         In the points where due to the distance from the shore and the depth of the sea, using buoy is not appropriate and more focal height is required, bigger vessels like light boats or light vessels are used as the aids to navigation marks. Light vessels are also fixed by means of chains and anchors just like buoys.

These structures convey messages to mariners by means of characteristics such as color and day light throughout the day, color light and the number of times it flashes during a time period in nights.

The recognition of aids to navigation marks for the region A

1.     Lateral Marks

A.   Right hand channel:

·         Color of the mark: green

·         Day mark: single green conical shape that points upward

·         Flashing light: green

·         Light rhythm: composite group flashing (2+1)

A.   Left hand channel:

·         Color: red

·         Day mark: single red conical shape

·         Flashing light: red

·         Light rhythm: composite group flashing (2+1)

 

1.     Cardinal Marks

A.   North Cardinal:

·         Color: the top is black and the bottom is yellow

·         Day mark: two black conical shapes that point up

·         Flashing light: white

·         Light rhythm: quick or very quick flashes

A.   South cardinal:

·         Color: the top is yellow and the bottom is black

·         Day mark: two black conical shapes that point down

·         Flashing light: white

·         Light rhythm: 6 very quick flashes followed by a long flash every 10 sec or 6 quick flashes followed by a long flash every 15 sec

A.   East Cardinal:

·         Color: the top and the bottom are black and yellow in between

·         Day mark: two black conical shapes that point outward

·         Flashing light: white

·         Light rhythm: 3 very quick flashes (every 5 sec) or 3 quick flashes (every 10 sec)

A.   West Cardinal:

·         Color: the top and the bottom are yellow and black in between

·         Day mark: two black conical shapes that point inward

·         Flashing light: white

·         Light rhythm: 9 very quick flashes (every 10 sec) or 9 quick flashes (every 15 sec)

 

1.     Isolated Danger Marks

·         Color: horizontal black and red bands

·         Day mark: two black balls

·         Flashing light: white

·         Light rhythm: GP FL 2

 

1.     Safe Water Marks

·         Color: vertical red and white bands

·         Day mark: a red ball

·         Flashing light: white

·         Light rhythm: a long flash (every 10 sec) (LFL 10s)

1.     Special Marks

·         Color: yellow

·         Day mark: an X shape mark that looks the same from the 4 directions

·         Flashing light: yellow

·         Light rhythm: It has a distinctive sequence of various flashes that does not match any other navigational mark flashes in its vicinity.

 

1.     Emergency Wreck Marks

·         Color: vertical yellow and blue bands

·         Day mark: a vertical yellow painted cross

·         Flashing light: yellow and blue

·         Light rhythm: a yellow flash and a blue flash (every 3 sec)

 

RACON: it is an electronic devise that is used as aids to navigation mark. It is normally in a stand-by mood and would transfer the marks in form of Morse characters, which are observable on Plan Position Indicator (PPI) radar display, as soon as it receives radar pulses from a vessel.

All the aids to navigation marks along with some important specifications such as light boards, light rhythm and mark types are registered on nautical maps and are used by mariners.

Introduction of PSC and FSC

Introduction:

The ground for creating and developing international conventions was provided following personals' injuries, financial losses and environmental pollutions caused by marine incidents. In marine regulations these conventions consider certain rights for countries regarding ship registration, free shipping in seas and safe traffic in coastal waters besides assigning some responsibilities to them. The responsibilities of applying convention terms and supervising on their execution process are on part of the Flag State.

Although the operators and flag states are the main officers for the safety of ships and their accordance with marine regulations, due to the weakness of some countries and owners in the execution of these regulations, Port State Control provides services as an important executive mean with the aim of saving people's life, protecting huge global transportation capital and bringing a clean marine environment.

In summary, PSC is considered as the investigation of foreign ships entering a port by a country's certificated officers of marine department in order to make sure that the ships are in accordance with the international regulations and to boost marines' and ports' safety levels by removing non-standard ships.

Consequently, Ports and Maritime Organization as the government agent of Islamic Republic of Iran in the Global Maritime organization is responsible to execute ship safety standards. It has assigned the supervising responsibility to the independent governmental department of Flag and Port State Control. This department is also seeking to achieve the above-mentioned goals by creating FSC & PSC where some experienced and professional officers are employed in the north and south ports.

Port State Control in Anzali Port

Looking at other countries in Caspian Sea region, one shall confess that due to the weak performance and ignorance of regional countries in the establishment of an active Port State Control and applying more strict supervisions, there are many ships which are far from the requirements mentioned in marine conventions which can obviously result in environmental pollutions. Based on the above-mentioned matters, technical and safety investigations in Iranian ports of Caspian Sea alone cannot be a great help in boosting ships' safety and responding to the pollution caused by them. Therefore, the creation of regional agreements of control and investigation among the countries in Caspian Sea region would be beneficial for the improvement of the quality of these controlling and investigations and for the accurate execution of international requirements.

Contact Us – Port State Control

Port State Control Center of Anzali Port:

Telephone Number: 013 – 44992263

Fax Number: 013 – 44992263

E-mail Address: psc@anzaliport.ir

 

The Process of Introducing the Agent(s) of Ships and the Arrival of Ships to the Port

Before the Arrival of any ship to the waters belonging to the Islamic Republic of Iran, the following operations shall be done.

Before the arrival of any ship to the waters belonging to the Islamic Republic of Iran, its agent(s) shall be introduced in written to the port. The agent(s) shall be from the legal representative of shipping companies.

The representative of shipping company is determined to:

a.      Pay all the port duties, dues, and charges

b.     Provide services for the ship and its crew

c.      Clear cargo 

d.     Accept all responsibilities for paying the cost of any possible damage made by the ship to the equipment, facilities, and the environment. 

Remarks:

Under any circumstance, it is mandatory for all ships to introduce their agent(s)

Introducing the Agent(s) of Ships to the port for accepting all the required responsibilities:

One week before the arrival of a ship, its agent(s) shall introduce himself/herself to accept all the required responsibilities, to present the information related to the ship and its cargo, and to present all the legal certificates related to the insurance and technical aspects of the ship.  Regarding those ships carrying miscellaneous cargo, its agent(s) shall present the Cargo Plan and Stowage Plan besides the above mentioned items.

Passing an ETA Message to the Anchorage

24 hours before the arrival of a ship to the permitted anchorage of the port, its captain shall announce its Estimated Time of Arrival (ETA) to the anchorage and the inshore radio station via the Broadcast System of the ship (telegram, telefax, fax, etc.)

Note:

In those journeys which take less than 24 hours, upon the departure of the ship from the port of origin, the captain shall announce the ETA and the other ship and cargo information to the inshore radio station.

Arrangement between the agent(s) of ship and the unit in charge of ship arrival

After the arrival of a ship to the permitted anchorage, the agent(s) of the ship shall make the required arrangement with port unit in charge of ship arrival, with the customs administration, and with the quarantine unit.  

Ship Documents Required upon its Entering to the Port

According to the FAL Convention, upon the entering of a ship to a permitted port, its captain or agent(s) shall present the following documents to the Coordination Center of the Port; on the other hand, the port shall also take all the required steps.

a.      Five copies of the General Declaration for the port

b.     Five copies of the Cargo Declaration/Manifest for the port

c.      Four copies of the Ship's Stores Declaration for the Customs Administration.

d.     Two copies of the Crew's Effects for the Customs Administration.

e.      Four copies of the Passenger List for the port and the Port Visa Bureau.

f.       One copy of the Maritime Declaration of Health for quarantine unit.  

g.     One copy of the International Tonnage Measurement Certificate for the port

h.     The original departure permit in the last loading from the last port for the port

The Issue of the Ship Invoice after its Departure from the Port

After the departure of a ship from the port, the agent of maritime affairs in maritime services unit shall issue the ship provisional statement based on the information of the ship arrival and departure, service sheets of tow and pilots, and also based on all the services received by the ship while berthing. The agent shall submit it to the agent of financial affairs unit; this will be the base for issuing the final invoice of the ship within a maximum three working days after the ship departure from the port.