Worldwide there are approximately 3,000 merchant ports and the work of the Harbour Master can vary widely from country to country and from port to port even within the same country.
Ports can be busy places and, by the very nature of their business activities, may be hazardous places to work. The Harbour Master has a key role to play ensuring that people living and working in or close to the port, the port’s staff, customers or visitors to the port environment can go about their business safely. Harbour Masters must be familiar with all relevant safety, environmental and health laws at the international, national and local level.
The safety of navigation for any vessel utilising the port and its approaches is the Harbour Master's primary concern. Harbour Masters regulate the manner in which vessels conduct their navigation in port. Most regulatory requirements are clearly set out in the form of port by-laws, general directions, Pilotage Directions etc and these clearly define what the “rules of the road” are in terms of safe navigation.
From initial information provided by the ship on draft, length overall and displacement, the Harbour Master will allocate a suitable berth and apply any restrictions he may feel necessary for the safe passage of that particular vessel in his port. Vessels arriving at a port will normally contact the port control or VTS station to receive instructions on the plan for their arrival and stay in the port. This exchange usually involves confirmation of the time the pilot will board and the berth to which the vessel is proceeding.
Harbour Masters normally designate a safe pilot-boarding area where the vessel boards her pilot who then subsequently communicates with the port authority shipping control office or VTS whilst proceeding towards the intended berth. If the vessel is exempt from pilotage, in compliance with port regulations, then clear instructions on the manner of entry and navigation will be given and the vessel will be asked to register and confirm its passage plan. The passage plan is the detailed and recorded confirmation of what the ship intends to do at every stage of its passage from the pilot station to finally arriving alongside. Any subsequent movement of the vessel, a berth shift, for example, will also be subject to passage planning.
The Harbour Master has a duty to inform vessels about any hazards or problems that may affect safe navigation, for example:
Ports handle a huge variety of ship types ranging from supertankers, through cruise and cargo ships, large container vessels, bulk carriers, warships, Ro-Ro vessels and ferries right down to smaller but no less important vessels such as fishing vessels and pleasure craft. Different types of vessel require different port facilities to enable then to be handled efficiently and safely. Part of the Harbour Master's role is to be fully conversant with the types of vessel that represent the port's main business and to have a thorough knowledge of their requirements whilst they are in port.
The role of the Harbour Master in terminal and cargo operations will vary according to the governance of the port. The Harbour Master's advice is regularly sought during a ship’s stay by companies, organisations or government officials associated with such activities as fuel bunkering, tank cleaning and the delivery of stores, water and crew.
The Harbour Master has a role to play in determining the berthing of ships and the control of the front quay or ship-shore interface. This includes the removal or segregation of dangerous goods for a determined period on the terminal, the measures to be taken by stevedores and dockworkers to prevent safety or environmental irregularities and the accessibility to the ship-shore interface by unauthorised persons.
The success or otherwise of a ship's stay in a port will be measured by how the Master, crew and ultimately the operator/owner consider the port has met their operational requirements. Port operations must be carefully planned well in advance of the vessel's arrival alongside. There are many planning considerations for the Harbour Master but amongst the main ones are: a suitable and safe berth; provision of pilotage and tugs; confirmation of mooring resources such as linemen, line boats, mooring teams etc; liaison with stevedores on the ETA/ETD of the vessel to enable them to plan their resources for loading/discharge effectively; key loading/discharge plant and equipment availability and reliability; security requirements and liaison with statutory authorities where necessary. Another key element is a good relationship with the ship's agent who will have first-hand knowledge of the ship's requirements.
The Harbour Master’s expertise is also essential for the management of any incidents and in the timely implementation of response and emergency plans.
In addition to the technical and statutory responsibilities of the role, today’s harbour master is increasingly involved in the day-to-day management of port operations. Increased involvement and greater responsibility for the commercial business of a port is a growing area of activity for many harbour masters.
If they are to remain competitive, ports must move with the times in response to global shifts in maritime trade. Strategic-level business plans must be developed. Harbour Masters may contribute to the development of a long-term master plan for the port.
The Harbour Master may co-operate with a number of authorities including representatives of port state control, customs, veterinary agencies, health agencies, environmental agencies, local government and utilities.
Ports, as with all businesses, are expected to engage with their stakeholders in an open, honest and transparent manner. Working in the port environment inevitably brings the Harbour Master into contact with the wider community. Although Harbour Masters may exercise jurisdiction over the water frontage or waterway of their port – a decision that may be determined by statute or regulation – they are also expected to consider the requirements or concerns of the community on the use of the port’s navigable area and its impact on the community.
It is not only commercial vessels that make use of a port. Recreational fisherman, diving clubs, rowing clubs, tour boat operators, visiting yachtsmen and power boat drivers, marina operators and many more must all be consulted. Conflict may arise between those pursuing different activities. The harbour master has an important role in engaging with interest groups, resolving such issues and ensuring the safety of all harbour users.
Leisure activities may take many forms, including recreational boating (both power and sail), swimming, diving and organised aquatic events. The Harbour Master can mitigate the risks associated with large aquatic events through the application of safety management principles and risk assessment. However, private and irregular use of the port for recreation is difficult to monitor and control. Many ports and harbours now use their websites and social media to promulgate safety information to port users. The zoning of activities to separate, for example, swimmers from personal watercraft may be introduced. Prohibiting access to some areas may be required and will require local regulation. The focus should be on community engagement and finding a harmonious method for the co-existence of recreational activities.
The bulk carrier Eaubonne (former name GH Storm Cat) is now (4 May) under quarantine in Durban harbour. On the same day that the South African government issued a statement saying that the ports were on high alert for the Indian variant of the Coronavirus (B.1.617) that has emerged in devastating numbers in India, it was learnt that a ship that arrived on Sunday night, 2 May, has been placed under quarantine after the discovery that a crew member had died en route. Another 14 crew have since been taken for testing for Covid-19.
‘All our ports of entry employ stringent containment procedures to minimise the importation of COVID-19,’ said Health Minister Dr Zweli Mkhize in the statement issued on 4 May 2021.
The ship Eaubonne (IMO 9663104), sailed from the port of Kandla in India on 18 April on a 14-day voyage to Durban, where she arrived off port on 1 May, prior to entering port and berthing at Maydon Wharf 2 on 2 May at 2000.
During the voyage one of the crew members passed away and authorities in Durban were advised that he died of a heart attack.
The ship was carrying a cargo of 6,250 tons of rice to be discharged in Durban.
However, on 4 May dock workers and others working on the ship were told to stop all operations and that the vessel was under quarantine. Fourteen of the crew were taken for COVID-19 testing but the real worry is that a large number of dockworkers had already been exposed to the crew.
The European Sea Ports Organisation (ESPO) welcomes the adoption of the own-initiative (INI) report of TRAN-Committee Chair, Karima Delli*, on technical and operational measures for more efficient and cleaner maritime transport by the European Parliament. This was reported on 28 April.
It is understood that the report was adopted with 453 votes in favour, 92 against, and 154 abstentions.
The final text adopted in the European Parliament plenary contains many of the key strong points which are supported by ESPO:
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