The Standard P&I Club informs operators on fender damage, which is a regular recurring issue during berthing operations, and suggests a number of precautions that operators can take prior to berthing and when it is determined that there is insufficient shore fendering, in order to prevent relevant incidents.
In particular, according to the Club, fender damage can be related to the following causes:
- the vessels approach to the berth being incorrect, resulting in damage. This may occur even when there are pilots on board (whose orders / actions frequently are not monitored by masters and their bridge teams).
- the fenders being of poor material and quality or incorrect type, resulting in damage when the vessel comes alongside or during its time at the berth. The latter claims are often spurious (port attempts to claim for previous damage to fenders) or where the fenders used were inadequate and were predictably damaged when a vessel came alongside.
Recommendations
- The club recommends that members undertake risk assessments when visiting unfamiliar ports / locations. The assessment should include possible damage to port property, berths or terminals where fenders are vulnerable or known to be in poor condition
- If the master believes that the fenders on the berth are inadequate, he/she should consider seriously whether to berth the ship. In such cases, the master should seek immediate advice from his Owners / Operators and the club’s correspondent.
On this context, the Standard Club advises on how a master can determine if the fendering is adequate for a particular vessel. Specifically, it explains that fender types and effectiveness vary, especially when one also takes into account the age and condition of the particular fender. What could be deemed adequate for one vessel could be inadequate for another. Because of these ambiguities, the master will need to make a reasoned assessment on approach to the jetty. The following considerations should be included in the assessment:
- Nature of the berthing assistance, such as tugs etc., that will be available during berthing
- Size of the fender
- Number of fenders
- Type of fender and positioning on the berth
- State of repair of fender (as much can be ascertained)
- The size of his/her own vessel
- Berth exposure to the local weather / sea conditions
- The mooring arrangements and whether they will be adequate to keep the vessel securely alongside, minimizing movement
- If the masters have previous experience with a specific berth, they should be able to identify configurations of fenders that have proved adequate to enable the vessel to berth and remain safely alongside.
- Agents should be contacted prior to arrival, as they provide significant information for the state of the berth and the fenders.
- If permissible, photographic evidence of the condition of the shore fenders, before arrival and after the vessels departure, would be a practical way to protect owners’ interests. Photographs of sufficient quality can be used to demonstrate the state of the fenders prior to the berthing maneuver (imperfections and all) and be matched with those images taken as the vessel departs, to demonstrate the state of the fenders on departure.
- Visual reminders can also be painted on the ship’s hull to highlight any areas at particular risk of being caught on fenders. Signs can also be placed on particular areas of the ship where fender contact must be avoided.
- The masters have the authority to override the pilot at any time, when they perceive that their vessels are endangered, because they are the legally responsible for the handling and berthing position of the ship.
- Masters should ensure clear communications exist between the officers on watch and the pilots at all times. This is particularly important during berthing operations when continual observations and assistance from the ships’ officers at the fore and aft stations, during mooring operations, is essential.
