Anchor Agents & Shipbrokers

01/03/2024

Is it compulsory to use pilots when crossing the Danish Straits?

As the Great Belt is a part of the Danish Territorial Water Danish law applies.

As per the Danish Pilotage Act, it is mandatory to use a pilot for vessels passing to or from Danish ports and/or anchorages in Danish territorial waters, if the vessel;

Carry oil or have uncleaned cargo tanks (including slop tanks) that have not been rendered safe with inert gas
Carry chemicals –defined as IBC Code products type X, Y, Z
Carry gasses
Carry more than 5.000 mt bunker oil
Carry highly radioactive materials
Danish Pilotage Act can be found here (section 4)

The IMO recommendation:

However, according to SN.1/Circ. 263 of 23 October 2007 section 1.9 and 1.14 amendments to the recommendations on navigation through the Entrances to the Baltic Sea the IMO recommends use of pilot from Skagen to Gedser and vice versa for ships with a draught of 11 metres or more following Route T on their voyage through the Entrances to the Baltic Sea. The IMO Sailing Direction expresses an international acknowledgment of the fact that the Entrances to the Baltic Sea are congested and difficult to navigate

To comply with the IMO recommendation ships should use a pilot when transiting internal and external Danish territorial waters (that is, passage without calling Danish port or anchorage etc.) through Route Tango and the Sound respectively:

Transit through Route-T (the IMO recommendation)

All vessels with a draught of 11 metres or more.
Vessels carrying highly radioactive material (INF code materials).
Transit through the Sound (the IMO recommendation)

Loaded oil tankers with a draught of 7 metres or more.
Loaded chemical ­tankers irrespective of size and gas carriers irrespective of size.
Vessels carrying ­highly radio­active material (INF code materials).
It is worth to mention that the Danish Pilotage Authority reports all violations of the IMO recommendation to the flag state

For more detailed information please refer to the document attached under the below link:

https://www.soefartsstyrelsen.dk/Media/637977139358837038/Navigation%20through%20Danish%20Water%20version%2015%20(SEP%202022).pdf

Source of the information https://www.danpilot.dk/pilotage/transit-pilotage/rules-regulations/

The official website of the Danish Maritime Authority

28/02/2024

Does the Baltic Sea freeze over in winter?

According to scientific research, the Baltic Sea has frozen many times in the past. The earliest records of freezing date back to the era of the Vikings, who traveled on the frozen sea. In the Middle Ages, freezing of the Baltic Sea was a common phenomenon that significantly affected trade and communication between the Baltic states.

In the 16th and 17th centuries, the freezing of the Baltic Sea reached its peak. It was common for the ice to cover the entire sea, creating a solid surface that made it possible to travel on foot, by cart and even on horseback. This was an unusual phenomenon that attracted the attention of both locals and travelers from other parts of Europe.

The freezing of the Baltic Sea has been recorded several times in recent decades, with the most notable events occurring in 1987, 1996 and 2010. During these periods, ice covered much of the sea, making navigation difficult and affecting seaport operations

Ice formation in the Baltic Sea begins along the coasts of the northern Gulf of Bothnia and the inner Gulf of Finland. This usually happens in late October and early November. The freezing then spreads to the Quark, the open Gulf of Bothnia and the coasts of the Bothnian Sea. In normal winters, ice also covers the rest of the Bothnian Sea, the Archipelago Sea, the entire Gulf of Finland and part of the northern Baltic Proper.

In mild winters, the Bothnian Sea does not freeze at all, and the Gulf of Finland is covered by ice only partially. In harsh winters, the ice reaches the Gulf of Denmark and the central part of the Baltic Proper. The last area to freeze is northeast of Bornholm in the southern Baltic Sea.

The melting season begins in April and progresses from south to north. In the northern part of the Baltic Proper, the ice disappears in early April. In early May, ice remains only in the northern Gulf of Bothnia, where the last bits of ice also melt in early June.

The Polish ports of Gdansk, Gdynia, Swinoujscie and Szczecin are „ice-free”. Even if an ice cover forms on the water’s surface, it is never thick enough to paralyze port operations. Only prolonged and severe frosts can cause ice to form, but during such periods port channels and basins are cleared by icebreakers.

Please visit below link for the latest ice report for the Baltic Sea,

https://baltyk.imgw.pl//ftp/zlodzenie/mapa.pdf

and particularly for the Polish coastline:

https://baltyk.imgw.pl//ftp/zlodzenie/wybrzeze.pdf

Sources: The Nautical Institute – London, Polish Institute of Meteorology and Water Management, Own elaboration;

This article can also be found on our home page:
(https://anchoragents.pl/poland-does-the-baltic-sea-freeze-over-in-winter/)

26/02/2024

ETS surcharges for EEA port calls live from Jan 1st 2024

As of January 1st 2024 Ship Owners and Managers of cargo vessels above 5,000 GT sailing to EU ports will be a subject of reporting and surrendering emissions allowances under EU Emission Trading System (EU ETS).
For every 1 ton of reported CO2, European Union Allowance (EUA) must be purchased and submitted to the EU each year.

The EU ETS is a market-based mechanism that has been in place since 2005 and which is designed to reduce GHG emissions from the power and industrial sectors. In brief, the ETS places a cap on the total amount of emissions that these sectors can produce and then issues allowances for these emissions that can be bought and sold on a carbon market. The system aims to create an economic incentive for companies to reduce their carbon emissions, as those that emit less than their allowance can sell their surplus allowances to those that emit more.

In May 2023, the EU ETS underwent an expansion to encompass the maritime sector, which contributes approximately 2.5% of the global GHG emissions. Under this extension, all ships docking at EU ports will need to secure allowances to cover their emissions. This regulation applies to shipping companies operating vessels exceeding 5,000 gross tonnages, regardless of their flag or ownership, and encompasses emissions from both voyages within EU territorial waters and those between the EU and third countries.

For numerous shipping companies, the idea of buying and utilizing allowances may seem unfamiliar. The EU ETS functions as a market driven by supply and demand, resulting in some uncertainty regarding the actual price of these allowances.

This aspect of the EU ETS is often seen as a drawback when compared to its alternative, a carbon tax. Unlike the straightforward payment of taxes, the EU ETS requires organizations to become acquainted not only with compliance considerations but also with the dynamics of the market.

We will be providing you with updates on this topic in upcoming posts.

Please check also following link where you can perhaps find a quick answer you your queries.

https://climate.ec.europa.eu/eu-action/transport/reducing-emissions-shipping-sector/faq-maritime-transport-eu-emissions-trading-system-ets_en

This article can also be found on our home page:
(https://anchoragents.pl/misc-ets-surecharges-for-eu-port-calls-live-from-jan-1st-2024/)

23/02/2024

Completion of the development project at Speed terminal in Gdansk

The construction of two storage and maneuvering yards in the inner harbour, with a total area of approximately 20,000 square metres, together with access roads, a connector to the railway tracks and the necessary electricity, water and sewage, fire protection and telecommunications infrastructure, has come to an end. In addition, the construction works have been completed and the acceptance procedure for the grain storage facility has begun. The investment was carried out by Port of Gdansk and Speed Sp. z o.o

Speed company in Gdansk operates in the immediate vicinity of the Vistula (Wislane) Quay, between Handlowa Street and the railway siding complex. The company operates from two multipurpose terminals, one in the Port of Gdansk and the other in Gdynia. It deals primarily with the handling of bulk cargos.

Work on the construction of the storage yards began in October 2022. They were one of the elements serving the development of the potential to ensure Poland’s energy security and the need to increase the Port of Gdansk’s coal handling capacity.

In addition, a warehouse – a hall tent with an area of approx. 4,000 sq m (50×80 m) – was erected at the back of the Vistula (Wislane) Quay. (measuring 50×80 m and approximately 10 m high), dedicated to grain handling. It is a modern hall with built-in retaining walls, which will be able to store and handle more than 23,000 tonnes of grain.

„It will be possible to store grain up to a height of 6m and middlings up to 8m. The entire investment also includes: an 8,000sq m sealed tray yard with a rainwater treatment system allowing handling cargos whose leachate can be a problem for the environment, such as scrap metal, sulphur, phosphate; and 4,500sq m warehouse for neutral chemicals like: fertilisers, caustic soda. On top of that approximately 15,000sq m of storage and manoeuvring yards,” – said Anna Drozd from Speed.

Source: Port of Gdansk & Polish News Agency (PAP)

This article can also be found on our home page:
(https://anchoragents.pl/gdansk-completion-of-the-development-project-at-speed-terminal/)

21/02/2024

Vessel Traffic Services (VTS) - What to they do?

In 2021, IMO VTS (Vessel Traffic Services) Guidelines were reviewed and updated after considering various organizational, operational, and technological changes that had taken place since 1997 when the previous version was issued.

Governments around the globe have implemented VTS centers to communicate effectively with ships, quickly respond to developing situations and improve navigational safety.

The VTS centers located in three Polish cities: Gdynia, Szczecin, and Slupsk, are first to greet all vessels calling at Polish ports. The organizational structure of VTS also includes a rescue (SAR) component with command centers in Gdynia and Świnoujście.

The VTS services are legally obliged to report a situation that is a clear breach of the regulations or raises a reasonable suspicion that such a breach has occurred. The attitude of the master himself is equally important. If he is non-cooperative and persistently fails to comply with the recommendations of the VTS duty officer, the likelihood of such a report being issued is close to certainty. It usually also results in a PSC (Port State Control) visit on board immediately after berthing.

It is worth mentioning that, in addition to tools such as radars, AIS receivers, or radio rangefinders (RDF), VTS operators are also equipped with long-range cameras with an effective zoom range of up to 7 nautical miles.

Source: Own elaboration,

More information:https://www.umgdy.gov.pl/en/marine-safety/vts-zatoka-gdanska-en/duties-of-mtsd-vts/

This article can also be found on our home page:
(https://anchoragents.pl/misc-vessel-traffic-services-vts-what-do-they-do/)

19/01/2024

Ports: Waste disposal tariff change in Polish ports
(https://anchoragents.pl/misc-waste-disposal-tariff-change-in-polish-ports/)

Aiming to protect the marine environment from the negative effects of waste from ships European Parliament and the Council (EU) legislated in 2019 a directive 83/2019 obliging member states ports to improve port reception facilities for waste from ships.

As an alignment to above directive and respective local regulations that followed, Polish Ports introduced an amended system of fees for the reception and management of ship-generated waste, which are in force accordingly (links):

Port of Gdansk – 1st of September 2023, ⇒
Port of Gdynia – 1st October 2023, ⇒
Port of Szczecin-Swinoujscie – 14th September 2023.⇒
The new indirect fee makes garbage disposal compulsory with amounts specified in tariffs.

Key points are:

Under the new rules, ships will pay an indirect fee to cover the cost of the scheme, giving them the right to deliver their waste to a port, whether or not they deliver any waste.
In some instances, if a ship delivers an exceptional amount of waste, an additional direct fee may be charged to ensure that the costs of receiving such waste do not create a disproportionate burden on a port’s cost-recovery system.
Fees may be differentiated depending on, for example, the category, type, and size of the ship and the type of traffic the ship is engaged in. A reduced fee applies to ‘green ships’, meaning vessels that can demonstrate reduced quantities of waste and sustainable on-board waste management.
Don’t hesitate to get in touch with us if you need more insight into that subject.

Sources:

Port tarrifs published by Polish ports:
An official website of the European Union; https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32019L0883

17/01/2024

Ports: What causes low water salinity levels in Polish ports?
(https://anchoragents.pl/misc-what-causes-the-low-salinity-levels-in-polish-ports/)

One of the essential parameters when planning employment for a vessel is the salinity level of the water at the destination.

Salinity is usually measured in PSU (Practical Salinity Unit), which is a unit based on the conductivity properties of seawater. It is equivalent to a unit in thousand or g/kg. So 1 PSU = 1.001%.

Based on the history of the formation of the Baltic Sea, we know that this basin has been a lake several times (the last time about 7,000 years ago), and if it were to be cut off from the ocean today, it would become a freshwater lake again. The reason for this is the positive water balance of the Baltic Sea, resulting from the excess of freshwater inflow over evaporation. Numerous rivers and rainfalls provide a constant supply of fresh water. In total, about 250 rivers drain into the Baltic Sea.

The Baltic Sea is the largest brackish water basin in the world. The average salinity of the oceans is about 35 PSU, while the average salinity of the Baltic Sea is almost five times lower at 7.5 PSU. Salinity varies throughout the Baltic Sea and gradually decreases northwards, further away from the Danish Straits.

Most main large Polish ports are located at the mouths of rivers. Gdansk at the mouth of the Vistula River, which lowers the average salinity at port basins to 3-4 PSU. Nearby Gdynia records 6-7 PSU. The harbor basins of Swinoujscie Port, located at the mouth of the Swina River, have a salinity of around 3-4 PSU. Szczecin Port, which is strictly a river port, has a salinity that can fall below 1 PSU.

Source: https://satbaltyk.iopan.gda.pl/ https://fundacjamare.pl/en/hydrology-of-the-baltic-sea/

08/11/2023

Misc: What is the meaning of “at mean water level 500”?

Often, when we provide information on port restrictions, the question arises as to the meaning of the term “at mean water level 500”? I will answer this question briefly.
To begin with, let us distinguish between water level and water depth:
Water depth means the depth of the water between the surface and the seabed.
Water level refers to the height or elevation of water above or below a reference point.
It should be noted that water depth changes with changes in water level. Therefore, the water level serves as more practical information, assuming that the topography of the seabed in a given location remains stable over the longer term.
When providing data related to the water depth, it’s necessary to establish a universal vertical datum reference point to define the zero level. Since the Earth isn’t a perfect sphere, geodetic and cartographic needs require fixed reference points to enable height comparisons over larger geographical areas, extending beyond individual countries or regions. From 1 January 2024 onwards, the only reference point for vertical measurements (H=0.000) applicable in Poland will be the point determined by the mareograph in Amsterdam, based on measurements from 1683 and 1684, known as “Normaal Amsterdam Peil” (N.A.P.) in Dutch or “Normal Null” (NN) in English.
So, if the zero level for Poland matches the zero level in Amsterdam, what does the value “500” stand for? Well, it is a purely technical trick. After subtracting 500 cm from the NN level, it is possible to define the “500 level” as the new name for the “zero level”, so in case of a periodic drop in the water level, negative values do not appear in the readings. For example, the 490 level means that the water level is 10 cm below the reference level (i.e., zero level).

Source: Own elaboration
Photo: Mareographic station at Hel

08/11/2023

Gdansk: Weglokoks acquires 80% of shares at Port Polnocny (Northern Port)

Weglokoks, the Polish capital group bringing together companies from the steel, energy and logistics industries, acquired 80% of the shares in Port Połnocny,
Since 2008, the major shareholder of Port Połnocny has been a Belgian “SEA-invest” group, a leader among handling companies in Western Europe and Africa
The main advantage of Port Połnocny is access to the deep-water quay. This gives Weglokoks many strategic benefits in the market. It plans to increase the handling capacity from 10 million tons annually to 15 million tons and even 20 million tons in the longer term.

“Access to deep water makes us a significant player, not only in Poland but throughout the entire Western and Eastern European strip, as we also intend on serving the Czech and Slovak markets. We are taking over two piers, and only one is active. The former operator, the company owner until yesterday, was not interested in developing this pier. But we have an idea for its development. We want to adapt it bidirectionality, as we are considering various types of bulk cargo,” said Tomasz Heryszek.- CEO of Weglokoks

Source: Port of Gdansk
Photo: Port Północny Sp. z o.o.

06/11/2023

Gdansk: New shore crane at PG Eksploatacja S.A. terminal

In October 2023, Port Gdański Eksploatacja S.A, the largest and most versatile transshipment operator in Polish seaports, received the third and the last of LHM 550 cranes. The first crane was delivered at the end of 2022, while the second crane has been in operation since June of this year.

The Liebherr LHM 550 is a versatile crane capable of handling various cargo types, including coal, grain, ores, scrap metal, and containerized goods, regardless of container size, thanks to its wide range of available grapples. This mobile equipment is placed on a chassis with 72 wheels, weighing over 400 tonnes. Depending on the extension of its arm, it can independently lift up to 100 tonnes. The new Liebherr crane’s grab has a capacity of 28 tonnes for coal, three times the capacity of older models.

All three of these cranes will primarily operate at the newly renovated Dworzec Drzewny quay at the Port of Gdansk. However, due to their mobility, they will also be capable of handling cargo transfers in neighboring areas, including the Ore Quay and the vicinity of the Mining Basin.

Source: https://www.portalmorski.pl/wiadomosci/porty-logistyka/54382-port-gdanski-eksploatacja-z-nowym-nabytkiem https://www.portalmorski.pl/wiadomosci/porty-logistyka/54382-port-gdanski-eksploatacja-z-nowym-nabytkiem

To już ostatni z trzech zamówionych przez PGE dźwigów Liebherr LHM 550, jakie pracować będą na nabrzeżach naszego portu. Wszystkie przypły...

06/11/2023

Swinoujscie: New shore crane at OT Port Swinoujscie terminal

On 19th September 2023, the first of two Liebherr LHM550 cranes ordered arrived at Miners’ Quay in Swinoujscie OT Port Swinoujscie. It is a versatile unit designed to handle a wide range of goods from bulk to general cargo, project cargo and containers. Thanks to modern technology, the cranes comply with current environmental standards and work faster and more efficiently. The crane’s maximum lifting capacity is 124 tonnes. The LHM550 is the successor to the Liebherr LHM500 cranes previously in operation at OT Port Świnoujście. These older units have been relocated to the Metallurgists’ Quay, where they will support the second line transhipments.

Source:

OT Port Świnoujście S.A. to dynamicznie rozwijający się port uniwersalny, usytuowany u ujścia rzeki Świny do Bałtyku, a także największe centrum obsługi ładunków masowych na polskim wybrzeżu, gwarantujące szybkie i solidne wykonanie usług w zakresie przeładunków i składowania towar...

18/06/2015

Almost a year ago.

Discharging ops @ Port Polnocny.

MV Safe Voyager

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