在已知存在珊瑚礁的地区，船舶不应在指定锚泊区域以外锚泊，以免造成珊瑚礁受损并遭到当局罚款。

案例研究：拥挤的锚地

一艘船舶抵达美国埃弗格雷斯港后，本打算在指定锚地下锚，但发现那里已经有多艘锚泊船，于是船长决定在紧靠锚地南边界的外侧锚泊，以便与其他船舶保持安全距离。

船上电子海图显示，海床为“沙质”（见下图）。

海图上还有另一标记，显示为“珊瑚礁”，但距离计划锚泊的位置还有一段距离。

船长将选定的锚泊位置报告了引航站之后抛锚。

当地关于在指定锚地外锚泊的法律

自2008年起，美国《沿海地区法》（该地区的《美国沿海引航》第2章公布的航行规则，即 33 CFR § 110.186）规定，在大西洋埃弗格雷斯港附近的商业船舶只能在标记的锚泊区域内锚泊，紧急情况或事先得到相关当局批准的除外。

如果不遵守该规定，船舶和/或船东可能面临珊瑚礁损害索赔和单独的民事处罚。

地方当局的调查

佛罗里达州环境保护部（佛州环保部）珊瑚礁保护计划（CRCP）下的珊瑚礁伤害预防和响应项目（RIRP）技术人员在线上发现该轮在指定商业锚地以外抛锚，并可能锚泊在了珊瑚礁栖息地。

RIPR技术人员调取了船舶的AIS轨迹信息，以确定船舶的轨迹、确切的锚泊位置和摆动模式，并开展了水下调查，检查对珊瑚礁资源可能造成的损害。

RIPR的潜水员通过目测确认了可能锚泊位置的珊瑚礁受损情况，并在潜水期间通过拍摄数码照片进行了记录。

在检查了各艘船舶及其相关轨迹后，上述船舶最终被认定是相关期间在事故地点锚泊的唯一一艘船舶。

珊瑚礁受损

佛州环保部CRCP计划根据生物体的预计恢复时间以及损伤严重程度，将珊瑚礁损伤由轻到重分为以下四个等级：

 ● 1级损伤最轻微，预期自然恢复时间最短，包括沙石移位。

 ● 2级损伤是轻度损伤，包括生物体或基质刮擦伤及生物体剪切伤。

 ● 3级损伤是中度损伤，包括生物体脱落、船底漆转移及基质伤痕。

 ● 4级损伤最为严重，预期自然恢复时间最长，包括石珊瑚断裂、硬基质断裂和礁石资源掩埋。

现场观察到的损坏似乎与锚链在整个珊瑚礁上的大幅摆动一致。

佛州环保部的结论是，船舶给珊瑚礁造成了无法挽回的损害，损伤类型包括2级、3级和4级。

因此，船东面临着高额的赔偿索赔和经济处罚。

考虑到损伤的性质，预计任何珊瑚补救措施都无法大幅降低受损生物体原本提供的生态系统服务的损失。

因此，在本案中，佛州环保部CRCP并未要求对事故地点开展主要修复。

▲船舶AIS轨迹附近有10平方米的珊瑚礁受损（图片来源：佛州环保部CRCP调查报告）

建议

考虑到指控的严重性和可能产生的后果，Gard建议：

 ● 切勿在锚地水域以外抛锚，特别是在靠近珊瑚礁等自然栖息地/海洋保护区等地方。

在美国（加利福尼亚州和佛罗里达州）和澳大利亚要尤为注意。

 ● 如果锚地水域已停满或者没有足够的安全距离锚泊，强烈建议船长考虑漂航，而不要冒任何其他风险。海员应要求港调告知船舶其他锚泊地点。

建议检查锚泊地点及其附近的海床情况。

 ● 船东和管理公司还应确保其有关航行计划和锚泊的安全管理程序中包含关于上述事项的指引。

锚泊设备和程序是确保船舶安全作业的关键因素。

英 文 原 文

Vessels should not anchor outside designated anchorage areas in regions where coral reefs are known to exist to avoid damaging them and being exposed to fines by authorities.

Case study: A congested anchorage

A vessel arriving at Port Everglades intended to anchor in the designated anchorage, but upon noticing that that there were many vessels already anchored there, the Master decided to anchor just outside the southern boundary of the anchorage so as to maintain a safe distance from other vessels. The seabed was shown to be ‘sandy’ on the electronic charts which were being used by the vessel (see images below). There was another marking on the chart showing ‘coral reefs’ but that was some distance away from the intended anchoring location. The Master informed the pilot station of the anchoring position and then anchored the vessel.

Local law on anchoring outside designated anchorages

Since 2008, there is a provision in the US Coastal Law (navigational regulations 33 CFR § 110.186 published in Chapter 2 of the U.S Coast Pilot for this area), that commercial vessels in the Atlantic Ocean in the vicinity of Port Everglades shall only anchor within the marked anchorage areas, except in cases of emergency or with prior approval from relevant authorities. If the regulations are not complied with, the vessel and/or the owners can face a claim for damage to the reef and a separate civil penalty.

Investigation by local authorities

The Florida Department of Environmental Protection Coral Reef Conservation Program’s (FDEP CRCP) Reef Injury Prevention and Response Program technician (RIPR) observed online that the vessel had anchored outside of the designated commercial anchorage and potentially on coral reef habitat. The RIPR technician obtained the vessel’s AIS track information to ascertain the vessel’s path, exact anchoring location and the swinging pattern. An in-water investigation was carried out to check for any potential damage to coral reef resources.

RIPR program divers visually confirmed damage to the reefs at the expected anchoring location and documented it with digital photos taken during the dives. After examining all vessels and associated position tracks, the vessel in question was found to be the only vessel to anchor in the incident location during the relevant period.

Reef damage

The FDEP CRCP defines injury to coral reefs by four classes based on the expected recovery times of organisms and the increasing severity of injury. These are:

 ● Class 1 injuries are the least severe with the shortest expected natural recovery time, including damage in the form of displaced sand and rubble.

 ● Class 2 injuries are mildly severe and include damage in the form of scraped organisms or substrate, and sheared organisms.

 ● Class 3 injuries are moderately severe and include damage in the form of dislodged organisms, transferred bottom paint, and scarred substrate.

 ● Class 4 injuries are the most severe with the longest expected natural recovery time, including damage in the form of fractured stony corals, fractured hard substrate, and burial of reef resources.

The damage observed at the site appeared to be consistent with a large-scale swing of anchor chain across the reef. Florida Department of Environmental Protection’s conclusion was that the vessel had caused irreparable harm to the coral reefs with Class 2, 3 and 4 injury types. As a result, the owners were facing a heavy compensatory damage claim and a financial penalty.

Due to the nature of the injury, it was not expected that any coral remediary measures would significantly minimize the loss of ecological services provided by the injured organisms. Therefore, in this particular case, the FDEP CRCP did not require primary restoration of the incident site.

Recommendations

Considering the severity and possible consequences of the allegation, Gard recommends:

 ● Never drop anchor out of anchorage areas, especially if close to natural habitats such as coral reefs/marine reserves etc. Particular attention to be given especially in the USA (California and Florida) and Australia.

 ● If anchorage area is full or there is not enough safe distance to drop anchor, strongly recommend Master consider drifting option rather than any other risk. Mariners should always request port control to advise the vessel of an alternative anchoring location. It is advisable to always check the seabed at the anchoring location and in its vicinity.

 ● Owners and managers should also make sure that their safety management procedures on voyage planning and anchoring include guidance on the above.

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