Technological Advancements in the Port Industry
Foreign ports have existed from the dawn of human history. [page needed Since that time, the port sector has grown significantly, but until the advent of containers and roll-on roll-off (ro–ro) systems in the 1960s, cargo handling procedures that were both tedious and hazardous remained virtually unaltered. Since then, technological advancements have taken place, Installation of advanced cargo-handling equipment with a substantially greater capacity and reach is also included. However, despite many of these changes in cargo-handling processes making port workers safer, certain new hazards have been introduced, and port employment is still considered to be a career with high accident rates. As a consequence of privatization, there has been a considerable change in the way ports are administered and the individuals that work there. There are systems in place for identifying and dealing with potential dangers, and the need of investing in port workers’ education and training has long been recognized, (Aae & Heggøy, 2015).
Ideally, before any Before any new technologies or work practices involving them are introduced in ports and may have an impact on portworkers’ health and safety, it must first be shown through evidence and data that the new operations can be performed safely and properly and that safe working conditions are maintained. Many meetings between employers and workers (as well as their representatives) have taken place, with agreement reached on the emergence of the improvements in question (with or without the participation of their representatives) in safety and health concerns, state’s responsible authorities if required). You must make sure the person in charge has the knowledge and experience required to do the job correctly when you choose someone to be in charge of a certain task or set of duties for your business, (Aboul-Dahab, 2020)
Everyone who is involved in port work, whether directly or indirectly, and those who need to work together to create and implement safe and healthy work methods, are responsible for the safety and health of people who work in the port. Safety and health considerations must be given first priority when implementing innovative freight handling ideas and concepts. It’s important to note that this code of conduct applies to both new and established behaviors. An effective national strategy for port safety and health should be developed, implemented, and reviewed on a regular basis by the appropriate authorities in conjunction with the most representative organizations of the affected companies and employees. “The International Organization for Standardization (ISO), the International Labour Organization (ILO), and the International Maritime Organization (IMO) all have important international standards for occupational safety and health that should be accepted by each country’s rules (ISO). According to Convention No.152, all ships moored in a port shall be subject to the same legal rules for port maintenance, regardless of their national flag”, (Akyuz & Celik, 2014).
Maritime companies should give managers and supervisors with technical and non-technical training, including on their need to consult employees and their representatives, in order to allow them to carry out their OSHA duties. A port authority or shipping company’s management should closely adhere to the necessary regulatory standards and be accountable for the safety of cargo-handling equipment they supply in port activity. As soon as a problem with machinery or equipment or a potential danger is brought to their attention, management should take prompt and appropriate action, which may include shutting down work areas or equipment. Management should take care of the safety of the workplace. A company that is free of workplace violence and harassment should have a zero-tolerance policy. By working with employees and their representative organizations and creating an educational system and an anonymous and stress-free complaint channel, management may accomplish this objective in the most effective way possible, (Bahr, 2014).
Importance of Education and Training for Port Workers
The safety management system (SMS) guarantees that each ship adheres to the obligatory safety laws and regulations, and adheres to the norms, guidelines, and standards suggested by the IMO, classification societies, and other maritime organizations. The goal of a Safety Management System is to offer a methodical strategy for reducing operational safety concerns. When it comes to safety, an organization’s particular structures and procedures must be considered in Harbour Operations. Ships, ports, and people may all benefit from the use of ICT systems that link them all. As a result of digitalizing your ship operations, you can make better-informed operational choices for your whole fleet. It’s feasible to have the finest potential business flow and shore-to-sea communication by effectively using ICT, (Bahr, 2014).
A major component in the construction of Port and terminal development involves reclaiming land for loading/unloading zones and bulk dry/liquid and containerized cargo storage areas, as well as expanding or modernizing existing facilities. It also involves altering coastlines to build breakwaters, shipyards, dockyards, and piers; and transforming a seabed to establish vessel bases. These activities are all part of port and terminal development. In order to minimize negative effects on vulnerable aquatic and close-to-shore habitats, the effects of port building and operation should be thoroughly examined before any work begins. The findings of this assessment should be integrated into the planning process for any future work project siting and design choices to prevent, reduce and mitigate detrimental effects on regions of high terrestrial and aquatic biodiversity value or those areas essential for the survival of critically endangered or endangered flora and animals. There should be consideration made in port design for dredging, blasting, and reclamation requirements, as well as the impact these activities may have on nearby natural or vital habitats. Developing ports, harbours, and terminals may require considerable land reclamation in close proximity to fragile ecosystems, even if these guidelines do not address such projects on their own, (Bartulovic & Steiner, 2020)
Between holding or parking zones, especially between coach parks and passenger terminals, pedestrian pathways should not cross the path of vehicles. Crossings that must be used should be at an angle to the flow of traffic and prominently marked and labelled to alert both pedestrians and motorists alike to the presence of such a crossing. Traffic lights may be required at crossings from coach parks or other sites where pedestrians are regularly seen Each ro-ro berth at a terminal should be properly recognized, either by number or some other means. There should be at least a 35-meter clearance around ro-ro ship ramps when approaching from the land. Keep clear signs and cross-hatched yellow lines or other national regulations should be used to properly define this region. The use of temporary signage should be considered in those situations when this is not an option, (Becker & Mastrandrea, 2015).
“Occupational safety is affected not only by the design of lifting appliances but also by that of their accessories and other loose gear used with them. The proper design and maintenance of all of them are essential, since breakage of any of them may cause serious accidents. Deterioration may be visible, as when it starts from the surface, or concealed internally; in either case, the mechanical strength of the material is reduced. Treatment of contaminated dredged materials (e.g., using physical, chemical, and biological methods) should be evaluated as part of each management option to reduce/control impacts to human health and the environment based on the characterization of dredged materials and the comparative risk assessment. Treatment of dewatering liquids may be required to remove contaminants prior to discharge. Site-specific discharge quality standards should be considered depending on the type and toxicity of the effluents and the discharge location. Offshore disposal site evaluation should include the assessment and modeling of the impacts of the candidate disposal site, to ensure to the extent practical that the deposit of dredged material does not interfere with or devalue commercial and recreational uses of the aquatic environment, nor produce adverse impacts on sensitive aquatic ecosystems, species and habitats”, (Chiu & Ting, 2014).
Implementation of Safe Work Practices
To ensure that the port and harbour are safe, accessible, and run efficiently, the Safety Management System outlines how it will do so while also taking into consideration the various and different demands of its many and varied stakeholders. According to the Council’s risk management policy, risk management is applied at all levels to assess, evaluate, and control risks. For example, risk is defined in the broadest meaning, not only in the context of insurance or health & safety. While still following to all of the criteria of the Port Marine Safety Code, all actions in the port area must be subjected to this additional scrutiny. With the help of the Harbour personnel, the Harbour Master is responsible for ensuring the safe operation of navigation and other maritime operations in the jurisdiction. He/she is authorized to act on behalf of the Harbours Committee in order to satisfy the requirements of the Port Marine Safety Code, Business Plan, and Harbour Budget. It is within the authority of the Harbour Master to execute all of the powers that are assigned to him by law, (Dalaklis, 2017).
The risk hierarchy that defines the Council’s approach compels all of its systems and people to examine the broader implications of risk management practices, as shown in the preceding overview section. The port’s approach to the more restrictive parameters of the Port Marine Safety Code is infused with the needs of this broader perspective of risk. The Port of Weymouth is dedicated to preserving and increasing its low incidence rate. To this purpose, it analyses all of its operations and safety measures on a regular basis to ensure that they remain suitable and are carried out to the highest standards. The SHA will guarantee that the Port of Weymouth operates under the most up-to-date standards of good governance and management at all times. The SHA and its authorized officials are conscious of their environmental responsibilities and work to ensure that the whole harbour estate is maintained in an ecologically responsible manner that is acceptable to the diverse range of users, (David-Cooper, 2016).
Standardized processes, written regulations, and management systems are used by the Harbour Authority on a daily basis to guarantee that the stated policies are followed. Rather than being an isolated concern, ensuring the safety of the port’s workforce is woven into every step of the process. Everything from a formal briefing to daily instruction and specific work procedures keeps everyone in harbour hierarchy aware of the Committee’s commitment to safe and reasonable port administration and operation. This includes reading and signing any necessary materials. Every employee at the port is required to undergo thorough training. Councillors in the full council, as well as those who serve on the Harbours Committee, must attend mandatory training sessions to ensure they are up-to-date on their obligations, including the Port Marine Safety Code. At least once a year and whenever required, training is given to the Council’s members. The present Harbour Master has completed the required training, ensuring that the professional staff officers in his employ are fully competent to carry out their responsibilities. There will be training and certification requirements for any new maritime workers who don’t already have the proper credentials for their position at the harbor. Records are maintained of each employee’s education and training, and a continuing education program is in place to ensure that all employees are up to date, (Di Vaio & Varriale, 2018).
Responsibility of Everyone Involved in Port Work
Because of their inexperience in safety management, employees must realize that they cannot subcontract or assign their responsibility for ensuring compliance with the Safety Management System. Collectively, the DHB establishes policy and strategy, making them Duty Holders. The policy can only be put into action with the help of the Harbour Master and his team. To ensure the safety of the harbor, decisions and policies need to be made that take this into consideration. Minutes and electronic records of board discussions on these kinds of topics are required. The Department of Health and Human Services (DHHS) is responsible for determining where risks are insured, disclaimers are issued, and notifications are presented. It is the responsibility of the DH personnel to provide knowledge and advise. Safety policies and procedures are backed by a range of policies, procedures, and operational papers that assure compliance with the Port Marine Safety Code, which is published by the Board and DHNA. (This is the SMS that is supported by other policies and was modified as a consequence of the health check.) It is necessary to preserve documentation in compliance with the Authorities Data Management Policy because of the Code’s vast scope and the need to guarantee that it is updated as needed and easily available to employees and the general public, (Dragovi? & Park, 2017).
CHC’s Safety Management System is reflected in its Marine Safety Management Plan. According to the Harbour Office’s Safety Management System (SMS) handbook, CHC’s compliance with PMSC requirements in support of this plan may be found in further detail in that document. It is the responsibility of ports to provide ship captains with all of the necessary information regarding Reception facilities, as well as information on local regions and circumstances in which ballast water absorption should be avoided, are among the ballast water management standards that must be met. With the help of MARPOL and national law, port operators must ensure that any wastewater generated by vessels is properly disposed of and transported in a manner that complies with the requirements of the regulations. During the construction and operation of ports, considerable levels of underwater noise and vibration may be generated by offshore pile driving, dredging, and shipping traffic. Fish, marine mammals and sea turtles, as well as other aquatic species, may be negatively impacted by the noise from these operations. The environmental factors that govern the propagation of underwater sound vary by location, and the sensitivity of aquatic animals to certain underwater sound frequencies may have an effect on how the sound propagates, (Gibbs & Lalwani, 2014).
It is via the Port of Plymouth Liaison Committee that the Harbour Master is able to interact with commercial and recreational users on all maritime issues pertaining to the Cattewater in Plymouth. The members of this group are drawn from a wide range of academic fields. There are three goals for the forum. In the first place, it serves as a way for all the port’s users to communicate with one other. This meeting was also a way for the Harbour Master to inform all parties involved about any upcoming changes or events that may affect boat traffic in the Cattewater and prevent any potential dispute from developing. The QHMSO uses the Cattewater incident reports while collecting port statistics in order to enhance harbor safety. The Harbour Master and Duty Holder address incidents on a regular basis, as well as during HALC meetings as required, (Gürsoy, 2016).
Regulatory Standards for Safety Management
The Cattewater is routinely surveyed by a maritime survey firm for bathymetric data. The Harbour Master bases his or her judgement on the results of these studies when determining whether or not dredging is necessary. After the surveys are completed, the UKHO receives them and makes any necessary changes to the Admiralty Charts. With respect to hydrographic topics in the Cattewater, the CHC and the UKHO have a bilateral agreement. General EHS Guidelines include the prevention and management of occupational health and safety hazards that might occur during the building and decommissioning of ports and other big infrastructure and industrial facilities. Asbestos, hazardous elements in construction and demolition debris, hazardous materials in other building components, and physical dangers related with the use of heavy equipment or the use of explosives are just some of the difficulties that might arise throughout the construction and demolition process, (Karahalios, 2014).
It is crucial to keep in mind that the word “risk” is used on a daily basis and that not everyone has the same idea of what it means. Hazard, threat, and risk are often used interchangeably, and this might lead people to believe that these phrases can be used in the same context. Definitions of key terms in risk assessment methodologies will be provided in order to make the conversation more understandable. These descriptions have been extensively vetted by comparing them to earlier research. Ports are distribution centers where commercial marine activities take place; they differ in their assets, duties, functions, and organizational structure. While ports vary in size, they may range from modest quays for ship berthing to huge centers that include terminals. Most ports have a vital position that allows for transit connectivity through waterways, canals and roadways as well as air routes. Waterfronts, marine and estuarine bases, logistical hubs, trading hubs, and gateways are only a few of the port’s features, (Keše?ová & Br?nová, 2021).
Keeping seaports safe and competitive requires innovative solutions owing to the significance and complexity of these facilities. To develop and execute a well-established risk management (RM) approach, seaports need to take into consideration their complex environment, everyday operations, climatic conditions, and stakeholders in order to conduct risk assessment. However, port managers have difficulties in identifying and assessing risks and making sound judgments because of a lack of proper methodologies and assessment tools, (Larrucea, 2017).
Conclusion
A number of research on port safety focus on a variety of specialized elements and give insight on how safety may be enhanced and what the root causes of accidents are. Because some data may be withheld or missing due to litigation, these studies like any research are confronted with the difficulties of collecting data in an area where some data may be withheld for legal reasons. Many variables contribute to port safety, but it is probable that the linked nature of these aspects necessitates a more comprehensive study of the operations of the harbor, as these studies have done so far. Updating facilities, determining who is in charge of what, striving to react to situations beyond our control, and making sure we do our due diligence and governance are all part of the process of ensuring due diligence. However, it is possible that it is the intricate connectivity of force majeure occurrences, the condition of infrastructure, human variables, governance policies, and the application of international standards that, when taken together, all contribute to the overall safety of a port facility. To the extent possible, we would argue that the findings above have value for both port operators and government officials because they demonstrate the complex interconnected nature of all the elements we have examined, and how it is critical to be aware of this when developing any aspect of risk reduction and port safety.
Environmental Considerations in Port and Terminal Development
In the literature on safety in harbor operations, there are many studies that concentrate on certain areas of safety and utilize specific methodologies, or they assume that the data they are using is indicative of all the data that is needed. If the preceding case study is to be taken as an example of the need of evaluating gaps in data and examining port safety from a more holistic viewpoint, we would argue that the exploratory nature of this case study exposes this. It is our opinion that a more comprehensive and large-scale study would throw more light on these interrelations. The Analytic Network Process was used to analyze studies that used a variety of approaches, such as a mix of in-depth interviews and surveys. As a result, more comprehensive research would include port personnel and sailors, in addition to those questioned here, as well as the other stakeholders.
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