The use of gangway watchmen is presently obligatory in all ports for foreign flag vessels over 2000 tons GRT. They are to be viewed as auxiliary delegates of the Coastguard. One man per gangway, per 6 hour shift, is required. Masters may also place a crew member on watch, but this does not exempt the ship from contracting the official watchman.
Gangways should be clean, of light colors, preferably painted white, and duly illuminated at night. Safety nets are to be placed/laid below either gangways or ship’s accommodation ladders. Attention should be paid towards inboard bulwark step down ladders, more so when main deck gangways are used. At upriver ports (Paraná river) most grain berths have suitable shore arrangements in connection with ship/shore access. In all cases attention should be paid towards safety, particularly when ship’s accommodation ladders are used in upriver roads. It is to be borne in mind that local maritime ordinances make it compulsory for crew members, who are engaged in rigging off shore accommodation ladders, to use life jackets or other appropriate safety equipment, in order to avoid or lessen the consequences of a mishap, the more so where there are strong currents.
All vessels when made fast, must illuminate their off-shore side with at least one screened light. Vessels fitted with bulbous bows: are to be appropriately marked and a light (red) is to be suspended from the forecastle head during night hours.
The Coastguard require all vessels to be well fendered off when berthed alongside. In case of berths not fitted with fenders, these are to be supplied by the ship. Regarding ship’s fenders it is usual and accepted practice to use fenders made up of old tires threaded onto a central wooden core.
All mooring lines are to be fitted with adequate rat guards, of 80 centimeters in diameter, vessels being fined for non compliance.
Preparation is recommended to be performed by or under direct surveillance of ship’s crew or the on duty Deck Officer. Ship’s derricks or cranes are to be swung inboard when cargo operations are finished for the day and Coastguard will fine vessels for non compliance.
Cleaning of wharfs
The cleaning of the wharf on completion of cargo operations is the duty of the stevedoring contractors, and should they not do so the port administration may order the clean up, billing cost to Owners and/or Agents. Polluted wharfs and/or docks due to spillages from bunkering fuels are not the responsibility of the stevedoring contractor. In case this should happen, immediate actions should be taken on by the ship. Agents are to be advised without delay and the responsible party singled out. When ships are operating with dry bulk cargoes it is obligatory to attach a tarpaulin or similar cloth, between ship and shore in way of the working hatches, in order to avoid matter falling into the dock.
Shifting alongside without assistance from tugs
Vessels are permitted to shift up to one ship’s length along the quay without tugs or pilot provided:
1. That same be performed by the Master or under his responsibility.
2. That the ship does not require to open up from the berth.
3. That the shifting has been previously authorized by Coastguard taking into account that:
a) Ships draft and prevailing weather conditions so permit it.
b) Port installations permit maneuver to be performed safely.
c) The shifting does not require use of ship’s main engines.
d) Vessel has necessary and competent crew to conduct and execute the shift.
e) The movement does not harm other vessels during or after the shift.
Repairs, lowering of boats, chipping and painting over the side
Coastguard permission is required to carry out any of the above activities. In the case of repairs involving a shore workshop, the workshop will obtain the necessary permission to work on board. In all other cases, the Ship’s Agent applies to Coastguard for the necessary permit.
Ventilation of cargo spaces and hand-trimming of grain/by-products
Care must be exercised on those vessels which, have loaded grain at upriver ports and are to continue doing so at either Buenos Aires or other Atlantic ports, as to not allowing stevedoring or quality control personnel into cargo spaces (holds or tanks) without their being properly ventilated especially if cargoes have been fumigated prior to departure last port of call. It should be born in mind that if cargoes have been fumigated prior to departure last port of call. It should be born in mind that if partially loaded spaces are to be topped up with more cargo, they are still liable to further inspection by cargo surveyors; new certificates are extended on this occasion, and ship’s copy is to be filed with others extended at upriver ports.
Vessels with hazardous cargoes on board
All hazardous cargoes are to be properly identified according to their IMO/IMDG classification on the ship’s manifest and the detailed hazardous cargo list must be presented to the Coastguard Authority prior to the vessel’s arrival. If vessel is carrying these cargoes, appropriate day or night signals should be displayed and preventive safety measures taken.
Engine trials alongside
Trials can be carried out at reduced revolutions alongside with Coastguard permission. Vessels ahead and astern must of course be notified in writing several hours before the trial takes place to enable them to take suitable precautions.
Outbreak of fires on quaysides/wharfs
Should this occur the ship’s compliment should be placed on stand-by and be ready to assist the Coastguard Authority if required. Open fires on deck are not allowed.