Specializing in bilge water disposal, VEDA DYNAMICS – recognizes that all businesses have a major role to play in preventing pollution and reducing releases of harmful emissions into the environment and that this is particularly true of the shipping industry. We have a fleet of tankers and specialized vehicles to accommodate the demand for safe bilge water disposal. Complying with MARPOL’s stringent regulations, Veda Dynamics ensure our client’s duty of care is met and that bilge waters are removed safely and transported to a licensed treatment facility. Removing bilge water from large ships at high tide requires powerful pumps. Our tankers have the latest high-pressure pumps on board designed for this purpose. In addition, the tankers have the flexibility to work around limited access and can carry out our work quickly, saving time and money. Veda Dynamics’s bilge and tank cleaning services are available 24 hours a day and seven days a week. Veda Dynamics have a wealth of experience in marine waste including dealing with sludge, silt and oily waters from interceptors. We are licensed Ship Contractor Accredited Company who can provide advice to ship and boat owners who produce hazardous liquid waste and understand our responsibilities for marine waste disposal, including sewage.

Dunnage is the name for the materials used in holds and containers or loose cargo to protect goods and their packaging from moisture, contamination, and mechanical damage. Dunnage may include plastic films, jute coverings, tarpaulins, wood (wooden dunnage), rice matting, nonwovens, liner bags or also inlets etc.. Depending on the use to which it is put, dunnage may be divided into the floor, lateral, interlayer and top dunnage. To protect sensitive cargoes from contamination, additional dunnage consisting of jute coverings, paper, matting etc. is also laid. The same applies to lateral and top dunnage. Most general cargo ships have spar ceilings. These are wooden laths connected securely to the ship, which prevent direct contact between the cargo and the ship’s side and allow the sweat to flow downwards over the steel ship’s side. Sweat may form in particularly large amounts in holds under the water line during voyages from hot to cold climates. In the absence of spar ceilings, dunnage or criss-cross dunnage must be used. This criss-cross dunnage then consists of nailed grids, cross-wise wooden dunnage being nailed to vertical uprights (vertically positioned squared beams). After the discharge of the cargo, most of the dunnage remains loose hence requiring removal from the ship.

Kenya enforces tough new international regulations to protect the marine environment from garbage pollution by ships, pleasure craft and offshore installations. Garbage (also known as marine debris) can be particularly persistent in the ocean, with some common plastic pollution lasting hundreds of years. Fragments of plastics can enter the food chain, and other garbage in the marine environment may also smother the seafloor or bind around animals. Garbage also damages the amenity value of beaches and can form a navigational hazard, damaging hulls and disabling the cooling and propulsion systems on vessels. These aspects of garbage pollution can jeopardize the safety and be costly for businesses. The rules were strengthened in 2013 by introducing a generally prohibitive regime that further restricts the types of material that can be discharged. The rules regulate this issue using two approaches – restricting the discharge of almost all material, with a few exceptions, and requiring operational measures such as signage, garbage record books, and garbage management plans, to ensure garbage is effectively managed on board. Food may be discharged beyond 3 nautical miles from shore if it is ground up, and vessel operators are now prohibited from discharging cargo residues and cleaning agents if they are harmful to the marine environment. Lost fishing gear that poses a threat to the marine environment or a navigation hazard must now be reported in addition to recording these losses in the garbage record book or logbook. For most boaties, following the “Reduce, Reuse, Recycle” principles (that are commonly applied onshore) is a pragmatic approach that will protect the marine environment for future generations. At sea, it is particularly important to make sure garbage is stowed where it will not be washed or blown overboard if the weather deteriorates. Or more simply, “Don’t throw it – stow it”.

Vessels calling at the Port of Mombasa can depend on Veda Dynamics Marine Environmental solution for the supply of potable fresh water that meets WHO standards. We aim to be your “1st Choice” Fresh Water Supplier at the Port Mombasa. Quality is our main concern and we will deliver only the best quality products and workforce to ensure we give our best to our clients. It is a requirement of the International Health Regulations 2005 that every port is ‘provided with a supply of pure drinking water’. Where desalination techniques are employed it is recommended that the equipment is not used within 20 miles of any land or other pollution source. In both respects the water on board the vessel should be wholesome and comply with the International standards for drinking water. Water quality standards specifically relating to water on board vessels are given in the HPA guidance on water quality on board vessels. If a microbiological examination of water reveals levels in excess of the standards shown in the table below, then the water should be treated – the tank should be emptied, cleaned and refilled with fresh chlorinated water. We use chlorine as a disinfectant which requires around 20 minutes contact time to react. It can be the case that shore mains water only contains low concentrations of free chlorine which may be further decreased within the ship environment. Although there is no requirement to do so and control measures will be influenced by the quality of the source water, it is considered good practice to add chlorine as a routine when loading fresh water. – The Oil Record Book must be correctly filled in. Port pollution inspectors will inspect the book and may check the vessel’s sludge tanks. If the vessel has no sludge on board and has no record of delivery, the Master and Chief Engineer are likely to be fined.

In the old days waste disposal from ships was never a problem; seafarers just followed the example set by the shore-based industry and dumped everything into the sea. The oceans were considered to be so vast and deep that they could swallow it all. As kids we played on sandy beaches and came home with “tar” on our feet. The black substance was difficult to clean off, but it was so common that it was believed to be a natural part of summer and beach life. The black “tar” consisted of washed-up remains from the regular tank cleaning operation of oil tankers. Old sailors will confirm that when they cleaned the cargo tanks on the ballast voyage, washing water and oil went overboard, not necessarily passing the slop tank first. Such tank cleaning operations started just after leaving port. From the oily bilges of the engine room, water, oil and cleaning chemicals also went straight overboard. Instead of collecting oil in gutters and drip trays and leading it to a waste oil tank, all oil leakages ended up in the bilge wells. Floor plates were washed with diesel oil, dissolving oily deposits; the oil then drained to the bilges and was pumped out. During main engine overhaul in port, drums of oily substances were set aside, to be dumped overboard once at sea. That was then. In 1964 the oil and shipping industries introduced the “Clean Seas” program, in order to restrict the operational discharge of oil into the sea by the retention of oil residues on board. The 1969 Amendments to the International Convention for the Prevention of Pollution of the Sea by Oil, 1954, imposed for the first time a total prohibition of the discharge of any persistent oil from a tanker within 50 miles of any coast. The International Convention for the Prevention of Pollution from Ships, London, 1973/78 (MARPOL 73/78) which consists of MARPOL 1973 as modified by the 1978 Protocol, entered into force in 1983 and as a consequence the amount of oil discharged from ships decreased substantially. – A copy of MARPOL 73/78 should be kept on board. The crew members should be made fully aware of the regulations. – Ensure the vessel has a valid International Oil Pollution Prevention (IOPP) certificate at all times. – The Oil Record Book must be correctly filled in. Port pollution inspectors will inspect the book and may check the vessel’s sludge tanks. If the vessel has no sludge on board and has no record of delivery, the Master and Chief Engineer are likely to be fined.

Stowaways seem to be an ever-present problem for the shipping industry, especially to those sailing along the coast of African Countries. The lion’s share of stowaways is found on board bulk, container and general cargo vessels. Car carriers are also over-represented compared to other vessel types. The costs involved in looking after and repatriating stowaways can be substantial. The repatriation of stowaways generally involves moving reluctant people across several continents and problems can easily occur. Therefore a thorough risk assessment should be considered, identifying the potential hazards present in the ship’s area of operation, the physical surroundings of the ship upon loading/ discharging and potential hazards present onboard the ship. Our team can take all of this off your hands and conduct the risk assessment along with checking your vessel for stowaways giving you peace of mind. We do physical and random patrols, with particular focus on people located in unusual areas. The value of random patrols can be significantly increased if all crew-members report any abnormal activity. A conscientious approach to locking and securing access points does restrict stowaways access to potential hiding places. In order to avoid detection, stowaways often hideaway shortly before the vessel leaves port. An extensive search of the ship should therefore be undertaken shortly before the vessel sails. Our team will be there to search your vessel 24/7 and speed up your operation saving you money when schedules need to be met. We ensure that there is a watchman on duty at every access point, which have to remain unlocked when the vessel is in port and that this watchman is familiar with the procedures when visitors, repairmen etc., wish to come on board.

As long as ships sail the seas, they will need protection from the corrosive environment in which they operate. Particular attention is given to the role of anticorrosive and antifouling systems for the underwater hull and boot top areas and recent developments in antifouling protection. Also included are other areas of a ship such as the topside and superstructure and the decks. Anti-fouling paint or bottom paint is a specialized coating applied to the hull of a ship or boat to slow the growth of sub-aquatic organisms that attach to the hull and can affect a vessel’s performance and durability. Hull coatings may have other functions in addition to their antifouling properties, such as acting as a barrier against corrosion on metal hulls that will degrade and weaken the metal, or improving the flow of water past the hull of a vessel or high-performance racing yacht.

We provide lashing & unlashing services for break bulk cargoes and container vessels and Flat Rack / GP Containers. We have a work force of close to a hundred to cater for this service. Lashing services also includes lashing cargoes on to container or UC cargoes on Container vessel to flat rack and OGG. In addition, lashing also covers chocking services such as chocking break bulk cargoes on board vessels and cargoes in container. Under this service, we also supply of lashing materials of all sizes and capacities to ensure safety of the cargoes and the vessels. The following are a few of the usual lashing materials supply: lashing turnbuckles, shackles, wire rope, steel strapping etc.; cargo gears such as chain sling, TE sling, Wire sling and other special gears for coil. We also have large stock of various dimensions of dunnage wood / fumigation wood for chocking and stabilization of the cargoes.

Veda Dynamics – specializes in cleaning tanks utilized to store various products including hazardous chemicals, petrochemicals, crude oil and even fresh water. Whether you are changing product, inspecting tank integrity, making modifications and repairs, removing solid and sludge, removing contamination or demolishing a tank, we are prepared with trained personnel to clean your tank, meeting your expectations and regulatory requirements. We clean: Fuel tanks | Water ballast tanks | Freshwater tanks It is a requirement under the Maritime Labour Convention 2006 MLC – (Entry into force: 20 August 2013), that “Fresh Water Storage Tanks be opened up, emptied, ventilated and inspected, thoroughly cleaned, recoated as necessary, aired and refi­lled with clean freshwater chlorinated to a concentration of 0.2ppm free chlorine. The cleaning process should include disinfection with a solution of 50ppm chlorine”. VEDA DYNAMICS – can provide a full tank cleaning and disinfection service, to ensure compliance with the mandatory requirements. Whether in dry dock or harbour side, Our trained personnel can carry out all necessary works on all types of vessels. Ensuring minimum disruption to vessel operations, all works are completed efficiently, to the required specifi­cation and within the minimum timescale. Utilising the spray disinfection method allows us to complete multiple tanks in relatively short timescales