PART -A Procedures Related to Marine PilotageChapter -2 Pilotage Services in Ports Use of Port's Pilotage Services by Ships {IMO Resolutions encouraging the use of pilots on board ships Pilotage Directions Harbour Master's Role in Pilotage - Marine Administration Role of VIMS or Port Control Centre in Pilotage ‘Marine Pilotage Techniques in Manoeuvring of Ships. Booking and Cancellation of Pilotage Services Signals Associated with Marine Pilots vVvvyvvVy Incoming ships usually go through some standard procedures before they enter port limits. These procedures include formalities related to immigrations, customs, and boarder safety departments and so...on. Discussing all these procedures are out of the scope of this book. Here we are concerned only about pilotage. Thus the ship's agent has to confirm the ship's ETTA to the port operation centre and hence issue the pilot memo to book pilots so as to keep the vessel ready in all respect to carry out the inward movement, As pilotage is compulsory in most of the ports, as per the guidelines of the harbour master of port, pilot has to board on the incoming ship to guide the ‘vessel into the harbour and hence to the safe berth. And for this this service of the pilot, the port charges a certain amount to each vessel. This charge sometimes is included in the along with the tug hire charges; so it become pilot and tug hire charge. Nevertheless different terminologies and way of charging are used in different ports, around the world, Basically ports and harbours provide pilotage services to the incoming ships during their inward and outward manoeuvres. Pilotage services are provided through different channels in different regions of world. In India each Port has separate pilots and they are affiliated to that port only. Some countries, there are national pilotage organisations that look after pilotage services for all ports of the nation. There are also private pilot bodies or companies that provide pilotage services in some areas, Though the primary employer of the pilots may vary, generally pilots working in a port works under the supervision of the respective harbour masters. Harbour master too are usually senior pilots and usually have a fairly long experience of pilotage. Use of Port's Pilotage Services by Ships As I mentioned earlier, generally pilotage is compulsory for ships before entering the approach channels and also to anchorages at some places especially when anchorages are too crowded and proximate to navigational hazards There are places like canals e.g. Suez Canal, Panama Canal etc., narrow straits e.g. Magellan straits, Torres strats, where local peculiarities led the national authorities to impose compulsory pilotage while transiting such places. There are also places where optional pilotage is available. It means when the masters are confident to take care of the navigation of the vessel in such transits, the may choose not to take pilot to assist them. Usually masters when frequently transit such passages and have experience in such transits opt out for pilotage services. Due to extreme levels of traffic density and local weather condition as well as the vulnerabilities of coastal communities, there are some places around the world where coastal state mandates some types of ships to use deep-sea pilots, for example, in the North Sea, English Channel and Skagerrak. This is recommended by IMO under resolution A.486(XIl) (adopted 1981).Whatever the case may be ~ may it be compulsory pilotage or optional, may it be harbour pilotage or canal, all the places except in Canada and Panama Canal, master of the vessel has the sole responsibility of navigation and pilot only acts as an advisor. Master has the full responsibility as well as the authority to command the vessel and give orders to his crew and bridge team. Whatever the case may be, pilotage service when used by the ships, the vessel has to pay the pilotage charges to the local authorities in exchange of the pilot's expert services. Famous for their specialised skills in manoeuvring ships, armed with specific detailed local knowledge, and with long experiences of ship handling almost every day, pilotage services are inevitable reality of today’s shipping and logistics sector. In the complete chain of Multimodal transport system, use of pilotage service is a highly critical link. IMO Resolutions encouraging the use of pilots on board ships in certain areas The inevitability of Pilotage services has been recognised by masters, shipping companies, industry leaders and the IMO itself. IMO has passed some resolutions that recommend usage of pilotage services in certain critical areas of the world. These resolutions are listed as below. ‘+ Resolution A. 480(1X) (adopted in 1975) recommends the use of qualified deep-sea pilots in the Baltic ‘+ A.620(15) (adopted 1987) recommends that ships with a draught of 13 metres or more should use the pilotage services established by Coastal States in the entrances to the Baltic Sea ‘+ A.486(XII) (adopted 1981) recommends the use of deep-sea pilots in the North Sea, English Channel and Skagerrak + A.579(14) (adopted 1985) recommends that certain oil tankers, all chemical carriers and gas carriers and ships carrying radioactive material using the Sound (which separates Sweden and Denmark) should use pilotage services + .668(16) (adopted 1989) recommends the use of pilotage services in the Euro-Channel and 1J-Channel (in the Netherlands) © A.710(17) (adopted 1991) recommends ships of over 70 metres in length and all loaded oil tankers, chemical tankers or liquefied gas carriers, irrespective of size, in the area of the Torres Strait and Great North East Channel, off Australia, to use pilotage services * A.827(19) (adopted 1995) on Ships' Routeing includes in Annex 2 Rules and Recommendations on Navigation through the Strait of Istanbul, the Strait of Canakkale and the Marmara Sea the recommendation that "Masters of vessels passing through the Straits are strongly recommended to avail themselves of the services of a qualified pilot in order to comply with the requirements of safe navigation." Pilotage Directions Pilotage directions are passed by the relevant authorities to define the broad structure of a pilotage service, and in particular to define where, and for whom, compulsory pilotage applies. If a harbour authority decides in the interests of safety that pilotage should be compulsory in the harbour or any part thereof, it must issue pilotage directions. An authority might decide to provide a service without making pilotage compulsory in some or all circumstances. Vessels are subjected to pilotage directions where the authority has decided that the management of safety so requires. Pilotage directions describe how pilotage applies to vessels using the port. specify vessel types and size - length, draught, tonnage, beam etc. must define the geographic area within which pilotage is compulsory; and in any circumstances in which an assistant pilot must accompany a pilot.The directions also include the provisions for exemptions. Usually the pro\ in ports does not apply to the following classes of vessels: jons for compulsory usage of pilots + warships and patrol boats; + commercial vessels commanded by an exempt master; + commercial and pleasure vessels of less than 300 gross tons. There are also provisions for application of Force Majeure conditions. Where it is necessary for a vessel to be brought into, moved, or taken out of a pilotage area in an emergency + the vessel is in grave or imminent danger, or + the life of a person on board a vessel is in danger, + there is any immediate accepted peril ofthe sea. The content of the directions should be driven principally by the results of the risk assessment, Risk assessments need to be carried out to consider the relevance of such criteria and whether they are the right way of deciding which vessels present a risk that is appropriately managed by compulsory pilotage. Relevant authorities need to appropriately manage the risks relating to vessels that are not subject to compulsory pilotage. This applies both to vessels which the authority decides to exclude under its pilotage directions, as well as those excepted by statute. Risk assessments so carried out must indicate the limits of the geographical area. If risk is identified in an area just outside the statutory limits of a port, then efforts must be carried out to formally extended the port limits by harbour revision order, so that the risk may be managed. Harbour Master's Role in Pilotage - Marine Administration Generally Harbour Master is the head of the marine department of a port. It’s a generic term used to indicate the role of the person in charge of all matters related to a harbour. However this role has different names in different ports around the world, like Head of Marine Services, or Head of Marine Operations, or Deputy Conservator, ot General Manager of Marine Ops. etc. Whatever the name may be given, the generic duties and responsibilities are always same. Harbour Masters are the executor-in-head of all relevant safety, environmental and health laws in the respective port limits. They are familiar with all such laws at the international, national and local level. Sea ports are busy places and, by the very nature of their business activities, may be hazardous places to work. The Harbour Master has a key role in ensuring that people living and working in or close to the port e.g. the port's staff, customers or visitors to the ports can go about their business safely. Though in some developing or smaller ports, the same person holds many additional yet manageable responsibilities. In the similar lines of duties of a Ship master, sometimes harbour master of smaller ports holds the additional duties of a HR department, General Administration, Security, Commercial or Marketing, Construction or development, procurement etc. The generalist experience of a Master Mariner who handles a horizon of responsibilities while serving on ships from navigation to cargo handling to ship management to commercial issues to managing weather to ship repair and construction to crew management to communication with many stake holders and so on, helps a master mariner to fit in any roles of a port operations. Among many other roles, the role of harbour master handling many other additional responsibilities is just similar nature. The Harbour Master has to make advanced plans for many things like: a suitable and safe berth; provision of pilotage and tugs; confirmation of mooring resources such as linemen, line boats, mooring teams etc; liaison wit stevedores on the ETA/ETD of the vessel to enable them to plan their resources for loading/discharge effectively; key loading/discharge plant and equipment availability and reliability; security requirements and Hiaison with statutory authorities where necessary. Another key element is a good relationship with the ship's agent who will have first-hand knowledge of the ship's requirements,Nevertheless in a well-developed port where all other departments are well developed and fully functional, the harbour masters usually do their generic roles only. These roles include following: The safety of navigation for any vessel utilising the port and its approaches is the Harbour Master's primary concern, Harbour Masters regulate the manner in which vessels conduct their navigation in port Harbour master sets out the regulatory requirements in the form of port by-laws, general directions, Pilotage Directions etc. and these clearly define what the “rules of the road” are in terms of safe navigation, From initial information provided by the ship on draft, length overall and displacement, the Harbour Master will allocate a suitable berth and apply any restrictions he may feel necessary for the safe passage of that particular vessel in his port. Vessels arriving at a port will normally contact the port control or VIS station to receive instructions on the plan for their arrival and stay in the port. This exchange usually involves confirmation of the time the pilot will board and the berth to which the vessel is proceeding. Harbour Masters normally designate a safe pilot-boarding area where the vessel boards her pilot who then subsequently communicates with the port authority shipping control office or VIS whilst proceeding. towards the intended berth. I the vessel is exempt from pilotage, in compliance with port regulations, then clear instructions on the ‘manner of entry and navigation will be given and the vessel will be asked to confirm its passage plan. The passage plan is the detailed confirmation of the ship's intention at every stage of its passage from the pilot station til arriving alongside the berth. The Harbour Master has a duty to inform vessels about any hazards or problems that may affect safe navigation, for example - any obstructions in channels ot alongside berths, limitations of tugs, weather restrictions in the harbour or at berths, any failure of any aids to navigation such as lights or buoys, Any specific mooring arrangement requirement at a certain berth ete. The Harbour Master has a role to play in the control of the front quay or ship-shore interface. ‘This includes: the removal or segregation of dangerous goods, control of accessibility to the ship-shore interface by unauthorised persons, the measures to be taken by stevedores and dockworkers to prevent safety or environmental irregularities et. Al pilot boats are approved and licensed by the pilotage authority. ‘The Harbour Master’s expertise is also essential for the management of any incidents and in the timely implementation of response and emergency plans. The harbour master also determines the eligibility criteria of new entrants to the marine departments in respect of age, medical fitness standards, time of service, local knowledge, and skill, character and otherwise. It should establish proper arrangements for assessing competence, in accordance with the National labour laws while keeping fitness under review. They decide using appropriate procedures to determine that a pilot is appropriately qualified and fit to pilot any ship on any occasion. Harbour master is accountable for these decisions ‘The Harbour Master has to co-operate with a number of authorities including representatives of port state control, customs, veterinary agencies, health agencies, environmental agencies, local government and utilities, Ports handle a huge variety of ship types like super-tankers, cruise ships, large container vessels, bulk carriers, ‘general cargo ships, Ro-Ro vessels and ferries, Naval ships, patrolling crafts, right down to smaller fishing ve sels and pleasure crafts. Different types of vessel require different port facilities to enable then to be handled efficiently and safely. Harbour Master's role is to be fully conversant with the types of vessel that represent the ports main business and to have a thorough knowledge of their requirements whilst they are in port. The role of the Harbour Master in terminal and cargo operations will vary according to the governance of the port. The Harbour Master's advice is regularly sought during a ship’s stay in the port by stakeholders of such activities as fuel bunkering, tank cleaning and the delivery of stores, water and ctew.In addition to the technical and statutory responsibilities of the role, today’s harbour master is increasingly involved in the day-to-day management of port operations. Increased involvement and greater responsibility for the commercial business of a port is a growing area of activity for many harbour masters. If they are to remain competitive, ports must move with the times in response to global shifts in maritime trade. Strategic-level business plans must be developed. Harbour Masters may contribute to the development of a long-term master plan for the port. Working in the port environment inevitably brings the Harbour Master into contact with the wider community. Although Harbour Masters may exercise jurisdiction over the water frontage or waterway of their port, they are also expected to consider the requirements or concems of the community on the use of the port's navigable area and its impact on the community. The harbour master has an important role in engaging with interest groups, resolving such issues and ensuring the safety of all harbour users. The preceding view of Harbour Master's role shows his key functionalities. It also clears what a key role he plays in the development as well as maintenance of a port in general. With respect to pilotage services, specifically he is, the sole administrator on a port. He manages all the information, activities, planning process for all harbour activities. He also looks after the commercial feasibility of each decision and activities so carried out in the harbour. Thus pilotage service of a port is mainly managed by the Harbour Master. Role of VTMS or Port Control Centre in Pilotage From the time to vessel passes ETA during inward passage till the pilot away time during outward passage, the VIMS or the Port Control Centre has a very important role to communicate between the pilots and the vessel. Usually there is a communication chain always exist in every department actoss the hierarchies, that’s true for a marine department of a port as well. But here in case of the VMS, Pilots and Ship masters, there exists a Communication Tripod. Why I used the word, tripod is because failure of any one leg of this critical tripod would make the other two legs dysfunctional. And any two legs, without the help of the 3" one cannot carry out a successful berthing or un- berthing of a vessel, These communications are real-time and are critical too. Any failure in proper communication between the pilots, VIMS and the ships would ereate disastrous consequences. From the above point of view of a Communication Tripod, we can easily understand what role of a VTMS in day- tonday operations of a port Vessel passes the ETA to VIMS; it in tun is passed to the attending Pilot. ‘The pilot starts well in advance to reach the pilot boarding point as agreed between the vessel and the VMS. On the way pilot communicates with the vessel to make arrangements for boarding and all another necessary requirements. Pilot informs the VTMS how many tugs are required and which type, if any, to carry out the manoeuvre. The VIMS informs the tugs to cast off well in advance accordingly and reach the locations where the pilots expect them to make fast to the vessel. During manoeuvring if any sudden additional assistance is required the pilot tell the VIMS to arrange them as early as possible. The VTMS without any delay executes the pilot’s orders. Above are few examples which show the communication tripod works among the pilots, VTMS and the ships. Besides above important role, there are some other roles a VTMS has as listed below: + Provide real time weather update + Reporting to relevant authorities + Assisting ships while at berth, + Assisting pilots while manoeuvring, + Arrange mooring crew well in advance,+ Arrange jetty officers to take jetty round and make sure all resources are ready to receive the vessel, + Ensure that the berth space is clear. VIMS has an inevitable role during pilotage in harbour limits providing assistance as well as communication among the relevant players. Pilotage Techniques in Manoeuvring of Ships Pilotage technique to manoeuvre large ships in highly restricted environment with abundant navigational hazards in proximity is a Science as well as an Art. Its science because the handler needs to understand the existing forces and calculate their effect and at the same time apply correction in such a way that the manoeuvre is smooth without any overshoot and landing in danger. It’s a science as the understanding of the various forces acting on the vessel and best use of them is necessary to carry out a perfect manoeuvre. It’s an art as it is perfected with experience to cary out a tight but smooth ‘manoeuvre without any stress on the vessel and with avoiding the navigational hazards in proximity With advent of larger ships and change in technologically driven resources of manoeuvring, the manoeuvring techniques have been changed with the changing times, though the basic principles behind it remain the same throughout the history of pilotage and ship handling. Earlier times, there was no tugs, no powerful engines, no electronic indicators, no thrusters, and the ship handlers had only the anchors, the mooring lines, the wind and the currents, though the size and displacement of the vessels are smaller and lesser. With the changing times, many factors have been refined, many factors have been added, many factors have been declined in their usage and importance, but the basic principles of ship handling and pilotage remains all the same over the years. The rule of Safe Speed is applicable to ships at all times including when under pilotage and operating in harbour limits. It is advisable to keep the optimum speed with regards to the prevailing circumstances, Incidents of failing to control a ship's speed while entering harbour, with the vessel consequently colliding with the pier causing ‘major damage to the pier, shore cranes, and the vessel itself, never cease. Ships differ from motor vehicles in that they are not fitted with a braking mechanism of reducing speed. Control of speed must therefore rely on the RPM of the main engine, reverse power of the main engine, or external assistance of tugs. In order to ensure that the vessel stops precisely at the scheduled point, the pilot is required to consider its type, size, loading condition, inertia, and manoeuvrability, and the effects of external forces ete. ‘The power of engines or the propulsion Machinery is the most powerful weapon on the hands of a Pilot any ‘manoeuvring situations. When engines are running, helm is effective to its full potential and can carry out an effective tum. The combination of engines and helm is the best option to carry out any manoeuvring. Usage of tugs for assistance and usage of external forces to her advantage are the part of secondary and tertiary nature. Using engines is the primary method of doing a manoeuvre. In any adverse situation the best use of engines is the key to averse any disaster and is the key to perform a smooth and good manoeuvre. Thus understanding of the manoeuvring characteristics and potential of main engines is highly essential and vital for any ship handler. ‘Tugs are an important resource in modern ports. These are of assistance to ships being manoeuvred under pilotage especially when manoeuvring while entering and leaving harbour. These provide critical assistance to ships when at very slow speed and vessel's own manoeuvring capabilities are severely restricted. Tugs are usually employed by the port authorities after taking into account the type and size of vessels, prevailing weather conditions, tug capabilities and types of tugs. Availability of tugs gives more resources and greater flexibility to the ship handlers. However the number and size and type of tugs to be used can be determined after analysing various factors When a vessel alters her course while turing, there are various forces that act on the vessel to cause her to turn, To understand the dynamics of the turing the ship, the ship handler need to understand the rudder and itsfunctions, the concept of pivot point and the forces acting around it to create a couple and many other factors. Making Large alterations of larger vessels around shallow waters inside harbour limits in the presence of wind and current is as tricky as dangerous. Situations in such alterations have been creating numerous disasters in the harbours since times immemorial till date and would continue to haunt in the future as well After the pilot boards the vessel, the relevant information regarding the internal and external factors is exchanged between master and pilot. A consolidated plan for approach, manoeuvring, tugs to be used, speed control, berthing and mooring arrangements etc. Aare decided upon during this exchange of information. Once they are comfortable, the master and the pilot are ready to commence the conduct of the passage from pilot boarding point towards the berth, The vessel is ready in all respect to enter the confined waters under pilotage. Taking all the relevant factors into account, the ship enters the confined waters under the guidance of the pilot. ‘When inside the confined waters- waterways, harbour approach channels, canals, straits etc. the main objective of the pilot is to keep the vessel position near to centre of channel and maintain the vessel position well within the safe margins of the channel. In presence of any active external forces causing any set and drift, Pilot ensures that the vessel's bow and stern both are within channel limits. In confined waters, vessel’s movement in various ns are restricted. Depending on the degree of restriction, the pilots controls the vessel’s speed and course at various locations to achieve paramount objective of safe positioning of the vessel at all times. direct In approach channels vessel’s movement along 2 axes are restricted — Athwartship and Underwater. However the Longitudinal (L) sea-room and Headroom (HH) are relatively abundant. Thus the main objective of the bridge team, while in approach channels, is to keep sufficient lateral clearance as well as under keel clearance. Contrary to this, when vessel approaches close to the berth, all the 3 dimensions of sea-room as well as the Head-room become restricted. Thus when close to berth, besides managing the lateral and vertical positioning of the vessel, vessel has to resort to extreme speed control measures. Breakwaters are built on the seaward entrances of the harbours in such a way that it prevents free run of the mostly prevalent swell and seas into the harbour. Usually sea swells get generated in the high seas and travel thousands of miles till it finds shallow waters where they break and unleash their kinetic energy. If unrestricted offshore, the dissipated energy brings the breaking waves on the shore. When breakwater is present, the free- running oncoming swells breaks over the breakwaters and releases its kinetic energy. This effectively prevents the swells to freely ride over the berthed vessels inside the harbours and create any emergency scenarios. In most of the modern and developed ports of the world, breakwaters are one of its prominent identifying features. Breakwater help the harbours to maintain safe berths and safety of vessels in their berths. When vessel crosses the breakwaters to enter the harbours, they face change in direction and strength of the currents around it. But after entering into the breakwater limits, vessels usually face relatively calm harbours with minimum effect of seas and swells. Having completed her transit through the inbound channel, as the vessel passes breakwaters, vessel enters inside the harbour limits; vessel is posed with highest degree of external restriction, Further, manoeuvring is marked with slow speed, wheel hard over when used, and commands to tugs. This may also call for use of anchors and other emergency manoeuvres. While the manoeuvring of vessels with sufficient speed and full availability of engines and helm is relatively easier, the manoeuvring of the ships at slow and very slow speed is quite different and critical too. Such manoeuvres are required within harbour limits at very close range from other vessels and shallow patches. The objective of these manoeuvres is to carry out safe berthing or un-berthing of the vessel with a good control on her movements. Though higher speed has @ good control on the vessel manoeuvring, but vessel cannot maintain a higher speed in the harbour limits due to various reasons such as — proximity to the harbourcrafts and infrastructures, the tugs would be ineffective when required, additional challenges due to shallow water effects and less time for assessment etc. That’s the reason why every ship handler must be conversant and comfortable with the slow speed manocuvring of vessels especially in harbour limits. Ships approach to the berth in the final leg of the manoeuvring before they are finally positioned alongside a safe berth. Approaching a berth is marked with very slow speed in order of 1kts o less. Quick engine movements may be required followed by reverse orders to maintain her position, During this period the ship handler must proceed to control both ahead speed as well as the lateral speed of the vessel. Judicious use of tugs made so as not to deviate from the planned position, Making the final push to the vessel laterally causes the vessel to fall on the fender (fof) parallel yet smoothly so that full load of vessel is spread equally on all fenders. It is a very precise exercise, As the vessel finally touches the fenders, she keeps ‘maintaining her position with tugs pushing continuously while mooring lines are passed on to the jetty. Jetty officers supervising the mooring crew in communication with pilot completes the mooring operation on jetty Similarly the master in discussion with the pilot supervises the mooring operation both at the bow and stem. A good berthing needs the team work between ship staff, tug staff, Pilot and the jetty staff. Its co-ordinated exercise leads by the pilot. On the outbound passage, as soon as the loading or discharging or any other purpose of the vessel's call is finished, the crew makes her ready for un-berthing and outward procedures. Vessel takes the designated minimum time to prepare herself for sailing. Besides all the paperwork, crew secures the vessel for sailing out to sea. All controls including the main engine and steering are tested for their good working condition, As vessel is ready for sailing in all respect pilot boards the vessel through gangway or the seaside pilot ladder. As the pilot boards the vessel, he assesses the circumstances and conditions of weather and her suitability for sailing in all respects. The basic thumb rule of uneberthing sequence is exactly opposite to berthing sequence, if mostly the prevailing circumstances are same, However the sequence may not be the same if the all the prevailing conditions are changed from what at times of berthing. The basic idea is to prevent or minimize unwanted vessel movements before vessel is clear of all the lines and moorings components. Pilotage operations include many special operations in special circumstances besides relatively simpler berthing and un-berthing procedures. Though the basic principles of pilotage and ship handling techniques are similar, some operations pose relatively higher challenges to the pilot. Such operations may include but not limited to ~ Towing, cold move, trans-shipment, STS operations, handling laden cape size bulk carriers or VLCCs, handling large unusual dimension un-propelled objects ete. Such operations if carried out regularly by the pilot, then the experience of the pilot makes it relatively easier and doesn’t pose much challenge to the pilot, But there are times ‘when a pilot has to carry out such special operations once a while due to some compulsions. In such ease the pilot doesn’t have much experience in handling such special operations. All the responsible persons involved in carrying out such operation must carry out a meeting to discuss the issues and draw upon a risk assessment of the operation. All the hazards so enlisted must be addressed by putting control measures to reduce tisk level to trivial. Once everybody involved are comfortable and risk management controls are in place, such special operations should be taken on hand. Emergency do occur in life so also in handling ships or in pilotage. Like we stay prepared all the time to face and handle emergency situations in life, when it oceurs without any notice, during pilotage also. the pilot should stay prepared at all times to face and handle emergencies. Doing the same job everyday makes people complacent. ‘That is the time when people become complacent, emergencies strike. So I can say, complacency is the mother of ‘emergencies. Thus pilots must learn about the emergency handling options available at their disposal to save the vessel from emergency situations. Emergency manoeuvring options are the last resorts, after the handlerconsumed all other options and he has to take these actions to prevent an actual emergency situation from happening, Booking and Cancellation of Pilotage Services As discussed earlier, generally vessel’s local agent applies to the port operation centre to book for a pilot for an inward ship well in advance. Similarly for every instance when a vessel needs a pilot, during her stay in the port, and for the outward movement, the agent has to book for pilot well in advance. Cancellation of pilots after booking is an interesting topic for both the masters as well as pilots. When a pilot cancels? Usually in some special circumstances, when a vessel books a pilot for a particular time but is unable to become to carry out the intended movement at the intended time of POB. There are also instances when the pilot boards the vessel and finds that vessel is not ready to carry out the movement, There are also instances when the pilot boards the vessel and he is not satisfied with the condition of the vessel or master or the bridge team to carry out a safe movement; and pilot choose to cancel and disembark off the vessel ‘Whatever the circumstances may be, when a pilot is cancelled due to fault from the vessel, the vessel has to pay “Pilot Cancellation Charges”. Further the vessel’s agent again has to apply for pilot booking for a later time keeping in mind that all the faults or deficiencies from the vessel’s part has been removed by the next pilot boarding time. There are circumstances when a movement is started assuming vessel is ready in all respects to cary out an jended manoeuvre, but sooner or later during the movement it is found that vessel has a serious defect like — main engine not working or steering failure or black out etc. In such cases pilot cannot leave the vessel in between just because something is not working but to complete the movement using his skills and additional resources if need be. Depending upon the gravity of the situation, such movements with def as cold moves or partial clod moves. Partial cold moves are when the engine is working and some other critical defect is present or when engine is partially fimnctional, Pilot carries out the movement with additional caution and with or without additional resources like additional tugs. Cold moves are when the main engine is totally not, working thus steering is also not working, Such movements are also called as dead-ship operations. 's from the vessel are declared In such case of cold moves or partial cold moves, vessel has to pay additional charges to the port beside the usual pilotage and tug charges. The charges vary depending upon the gravity of resources used. This is finally decided by the harbour master as per port’s general guidelines. ituation and the amount of additional Signals Associated with Marine Pilots There are signals specific sound and light signals being used by the pilot boast and the vessels under pilotage as, per the International Collision Avoidance Regulations. Those signals are given below. Signals used by Pilot Vessels Rule 29 - Pilot Vessels (a) A vessel engaged on pilotage duty shall exhibi (i) at or near the masthead, two all-round lights in a vertical line, the upper being white and the lower red; (i) when underway, in addition, sidelights and a ster light; (iii) when at anchor, in addition to the lights prescribed in subparagraph (i), the light, lights or shape prescribed in Rule 30 for vessels at anchor.(b) A pilot vessel when not engaged on pilotage duty shall exhibit the lights or shapes prescribed for a similar vessel of her length. Rule 35 - Sound Signals in Restricted Visi ity In or near an area of restricted visibility, whether by day or night, the signals prescribed in this Rule shall be used as follows: (k) A pilot vessel when engaged on pilotage duty may in addition to the signals prescribed in paragraphs (a), (b) or (g) of this Rule sound an identity signal consisting of four short blasts. Paragraphs — a, b, g are as follows: (a) A power-driven vessel making way through the water shall sound at intervals of not more than 2 minutes one prolonged blast. (0) A power-driven vessel underway but stopped and making no way through the water shall sound at intervals, of not more than 2 minutes two prolonged blasts in succession with an interval of about 2 seconds between them, (g) A vessel at anchor shall at intervals of not more than one minute ring the bell rapidly for about $ seconds. In ‘a vessel of 100 meters or more in length the bell shall be sounded in the forepart of the vessel and immediately after the ringing of the bell the gong shall be sounded rapidly for about 5 seconds in the after part of the vessel. A vessel at anchor may in addition sound three blasts in succession, namely one short, one prolonged and one short blast, to give warning of her position and of the possibility of collision to an approaching vessel. Signals used by Other Vessels under Pilotage Signal flag H (Hotel) is used to signal "Pilot on board” Hote I MorseCode: @ @ @ @ Signal flag G (Golf) is used to signal "I require a pilot" c Ml Morse Code: — — @ Rule 34 - Manoeuvring and Warning Signals (a) When power-driven vessels are in sight of one another and meeting or crossing at a distance within half a mile of each other, each vessel underway, when manoeuvring as authorized or required by these Rules: (i) Shall indicate that manoeuvre by the following signals on her whistle: one short blast to mean “I intend to leave you on my port side”; two short blasts to mean “I intend to leave you on my starboard side”; and three short blasts to mean “I am operating astern propulsion”. (i) Upon hearing the one or two blast signal of the other shall, if in agreement, sound the same whistle signal and take the steps necessary to effect a safe passing. If, however, from any cause, the vessel doubts the safetyof the proposed manoeuvre, she shall sound the danger signal specified in paragraph (d) of this Rule and each vessel shall take appropriate precautionary action until a safe passing agreement is made. (b) A vessel may supplement the whistle signals prescribed in paragraph (a) of this Rule by light signals: (i) These signals shall have the following significance: one flash to mean “intend to leave you on my port side”; two flashes to mean “I intend to leave you on my starboard side”; three flashes to mean “Iam operating astem propulsion”; (i) The duration of each flash shall be about I second; and (iii) The light used for this signal shall, if fitted, be one all-round white or yellow light, visible at a minimum range of 2 miles, synchronized with the whistle, and shall comply with the provisions of Annex I to these Rules (©) When in sight of one another in a narrow channel or fairway: (i) a vessel intending to overtake another shall in compliance with Rule 9(e)(i) indicate her intention by the following signals on her whistle: = two prolonged blasts followed by one short blast to mean “I intend to overtake you on your starboard. side”; ~ two prolonged blasts followed by two short blasts to mear (ii) the vessel about to be overtaken when acting in accordani by the following signal on her whistle: — one prolonged, one short, one prolonged and one short blast, in that order. intend to overtake you on your port side”. with Rule 9(¢)() shall indicate her agreement (d) When vessels in sight of one another are approaching each other and from any cause either vessel fails to understand the intentions or actions of the other, or is in doubt whether sufficient action is being taken by the other to avoid collision, the vessel in doubt shall immediately indicate such doubt by giving at least five short and rapid blasts on the whistle. Such signal may be supplemented by a light signal of at least five short and rapid flashes. (©) A vessel nearing a bend or an area of a channel or fairway where other vessels may be obscured by an intervening obstruction shall sound one prolonged blast. Such signal shall be answered with a prolonged blast by any approaching vessel that may be within hearing around the bend or behind the intervening obstruction (8) If whistles are fitted on a vessel at a distance apart of more than 100 meters, one whistle only shall be used for giving manoeuvring and waming signals. (g) When a power-driven vessel is leaving a dock or berth, she shall sound one prolonged blast, Rule 36- Signals to Attract Attention If necessary to attract the attention of another vessel, any vessel may make light or sound signals that cannot be mistaken for any signal authorized elsewhere in these Rules, or may direct the beam of her searchlight in the direction of the danger, in such a way as not to embarrass any vessel. Any light to attract the attention of another vessel shall be such that it cannot be mistaken for any aid to navigation, For the purpose of this Rule the use of high intensity intermittent or revolving lights, such as strobe lights, shall be avoided seekChapter -3 Pilot Transfer Procedures v Regulations in respect of Pilotage Access and Egress Safe Procedures for Boarding and Disembarkation Risks Involved during Pilot transfer procedures ‘Significant Deficiencies those lead to Accidents Other methods of Pilot Transfer: Embarkation Platform System (PEPS) & Helicopters ‘Novelty methods to Develop Full-proof Boarding Mechanism vvvvy Pilots normally boards the incoming vessels at designated pilot boarding points by existing pilot transfer arrangement on board the ship or as arranged by the arbour authorities depending upon the prevailing weather conditions or circumstances. Pilot transfer arrangements include pilot ladders or combination ladders rigged by the ship staff on the ship side or with a landing or winching helicopters. Usually shorter distances are covered by pilot boats and longer distances by helicopters. Helicopters are used in some parts of the world as a regular practice even for shorter distances due the existing inclement weather conditions, Mostly pilot transfer takes place by the pilot ladder rigged on ship side except only very few cases where helicopter is used for pilot transfers. Thus the incoming pilot travels by a pilot boat specially designed to facilitate pilot transfer from shipside. The success of a pilot transfer operation depends on many factors including correct rigging methods of ladders, following the right procedures during pilot transfers by ship staff as well as the pilot boat staff, situational awareness of the pilot himself, donning of PPE by the pilot himself, right communication between the sip and the pilot boat during transfers and so on, Though there are many factors we can list at any given time, the successful transfer largely depends on the right actions by a ship master in the prevailing circumstances as well as the right practices of correct rigging of pilot ladders by ship’s staff. In such situation, the pilot boat and the pilot have little controls, Ships are designed and operated with compliance to the SOLAS requirements in all respects including the pilot transfer arrangements, But many deficiencies are observed related to Pilot boarding arrangements due to negligence from ship's staff, Given the number of accidents happening related to pilot transfer procedures every day around the world, the topic of pilot transfer arrangement is a sensitive one that is to be discussed in the pilot's fratemity. The amount of stake that a pilot puts on the pilot transfer procedures is very high. Thus it is a heavy topic to none other than the pilots themselves. For ship’s staff, it may be another routine operation, but for a pilot this is the most critical operation though they are doing it every day. The small deficienci from the part of ships cause life threatening accidents for pilots and sometimes to the ship There are many instances of defective ladder and complacency in proper rigging of ladders has been reported almost every day in different parts of the world. Though the incidents and consequent aceidents are not largely circulated and die down locally, a closer follow up of incidents worldwide would list numerous incidents of failure in transfer arrangements and procedures. Many pilots lost their life, severely injured for life and face many minor to major accidents. staff themselvesOnce an incident occurs, there is a heat of agonising frustration circulates among the fellow pilots. After some heated discussions the issue slowly die a cold death without any concrete actions for improvements; except to the vessel, putting some fines on the ship etc. Ultimately the topic is closed much to the annoyance of the pilots. Being an employee, the pilots sometimes take a firm stand on cancelling the boarding a noncompliant vessel while risking their jobs; on the other hand some pilots let it pass just hoping everything would be good in future. putting local blames on the particular ship, giving PSC deficienci In mid-2019, there was an incident where, a pilot having more than 40 years of maritime experience and approximately 25 years of experience in piloting met with a tragic accident while boarding the vessel and unfortunately lost his life. There have been heated discussions and fear and frustration among the pilots thinking if such incidents can happen to somebody who had an experience of more than 25 years, the disaster can very well happen to any other pilot at any time, it’s only a matter of time - today or tomorrow or after I year or may be after 20 years. But when the disaster strikes, it strikes without much notice on a very fine day. But it's very likely that someday the vietim will be you, The incident opened up many questions among the pilots as follows Why there are repeated incidents after having clear guidelines internationally? Is there any database of incidents and investigation there to and their results of investigations? Is there any fact finding attempt made with holistic approach to address the issue? Can't we have any better arrangements with full proof system for the safety of the pilots? What is the role of the port authorities in preventing such unfortunate incidents? What we are waiting for? Somebody to come and solve the problem for us? What is the future of the pilots? — Will it remain hanging with uncertainty attached to the poor rope of the ladder? Being the weakest link in the steps of carrying out a safe pilotage, pilot transfer arrangements need a closer look for analysis and innovation. During the whole process of pilotage since the vessel enters the pilotage waters till she leaves the pilot. One of the problems encountered by pilots is that of getting on board the ship - particularly when the weather is bad or the ship is very large. The responsible persons in the industry, the port authorities, and the national administrators have many different and diversified roles in dealing with many aspects of the marine industry. They have little time and interest to understand the pilot's inherent and small problems. It is the larger group of pilots themselves has to solve the problem by developing strict laid down procedure. The problems have to be discussed with architects and naval engineers to develop a better innovation and solve the problem. Here I make an attempt to understand the nitty-gritties of pilot boarding procedure and problems associated with it, All those involved must understand the delicacies of pilot boarding and fulfil their part of duties and responsibilities, This also calls for regular training and proper documentations, We have to understand that a successful pilot transfer operation is a composite team work by three different teams ~ the ship staff, the boat staff and the pilot himself. When a job is done by a single team with a single leader, most of the risks are minimised by team work and foresight of a team. But in a composite team work of 3 teams with independent leaders of different cultural backgrounds, the hazards of the operation are not controlled effectively. In such situation the person whose life in danger, should lead from the front. Thus the pilot has the final say in a pilot transfer procedure. The pilot should not, in any case, be in a hurry and forget his critical duties to take care of his own life, Ie should not depend on the competencies and understanding and merey of the other teams of ship and the boat. Thus blaming the ship only doesn't end the topic here.Some Statistics Related Reasons that lead to Accidents: jignificant Deficiencies ‘One of the studies identifies that Marine Pilots are having one of the highest rates of work-related traumatic fatality with 54 deaths per 100,000 persons per year, as compared with the overall rate for all workers of 5.5 deaths, Transfers of pilots using ladders out at sea are reported by pilots as posing the greatest hazard to their personal health and safety. Data regarding marine pilot injuries and accidents from ladder transfers are not available for review. It appears that this detailed data is not held in a central repository. Despite the lack of formal records, some data was obtained from searching past reporting of pilot fatalities from various random sources. These reports confirm that pilot ladder transfers have resulted in death and serious injury, with multiple deaths attributed to this task internationally over the past years. The primary reasons of these deaths are related to falls from the ladder. A brief review of the descriptions of these accidents indicates they resulted from; + Falls from a height, + Drowning (after being unconscious from head injuries), + Crush injuries, + Struck by cutter after fall from a height; and/or + Acombination of these mechanisms. Injury mechanisms are the action, exposure ot event which was the most direct cause of the most serious injury. ‘Most common mechanisms of injury during such transfer process are: > body stressing from being jarred or being twisted by a sudden movement of the ladder or accommodation system, or from the cumulative effects of repeated reaching and grasping etc. resulting in various sprains and strains and overuse diseases > being hit or hitting a moving obj crush and strike injuries, > slips and falls from ladders resulting in orthopaedic and soft tissue injuries. ct such as being struck by the pilot boat when on the ladder -resulting in Each of these injury mechanisms must be considered while attempting to reduce the risks and improve the safety of the pilot ladder transfer task. a. Body Stress Body stress is injuries or disorders resulting from stress placed on muscles, tendons, ligaments and bones. It includes the development of muscular stress while handling objects as well as muscular stress developing from turning and twisting movements where no objects are handled. These injuries may develop from a brief exposure to trauma or more commonly, from long term and cumulative exposure to load that exceeds the tissue’s capacity for repair. Injuries may also be a combination of acute and cumulative traumas. Body stressing contributes to the development of “diseases” such as: disorders of nerve roots and nerves (such as nerve compression syndromes like carpal tunnel syndrome); and diseases of the musculoskeletal system and connective tissues such as disorders of muscles, tendons, soft tissues, joints and intervertebral dises. Common body stressing disorders include Occupational Low Back Pain, Rotator Cuff Syndrome, Epicondylitis, Nerve compression syndromes, Tenosynovitis ete. Musculoskeletal disorders contribute to significant levels of disability, and injuries such as sprains and strains remain the most common injury group (accounting for 64% of all workplace injuries) and the most expensive injury group (with 70% of costs) With ladder transfers some of the evident physical risk factors include working and moving in awkward postures (e.g. with the neck bent, shoulders elevated, wrists deviated, back bent etc.); the use of force (to pull and grasp); repetition; and a combination of these factors.Pilot accident reports analysed in a study showed a high rate of musculoskeletal disorders from body stressing, The injuries were considered consistent with jarring, twisting, landing heavily onto surfaces and from the cumulative effects of force and body stress. Musculoskeletal assessments confirmed disorders in the pilots’ elbows, shoulders, wrists necks and backs. Knees were also a common site of injury. Informal discussions with other pilots confirm that sprains and strains and other musculoskeletal disorders from body stressing are the most common injuries and diseases resulting from the pilot ladder transfer task. b. Being hit by boat or ladder or vessel objects This group of injuries are the result of the action of an object hitting a person such as being crushed by a vessel, struck by a ladder, or whipped by a loose rope. In any environment where there are moving parts, moving vehicles or other objects this risk exists. There is also the risk of having an object dropped from the ship onto the pilot ladder or pilot boat deck. The pilot’s work environment poses extreme risks for being hit as there are no fixed or stationary areas, with the ship and pilot boat both moving independently. The ladders are also moving independently and tend to swing out and fall back against the side of the hull as they are not fastened to the side of the vessel. The size and speed of the movements are also relevant with a high risk of being struck by force and by hard objects. Data provides the following are the main reasons of when being hit was the primary mechanism of injury + Legs crushed between ladder and pilot boat pilot boat hits the ship side, + Foot entangled in the ladder or lines or any projection on boat + Arm struck by ladder c. Fall from height Fall injuries are the most common injuries that happen with pilots. Fall injuries can be classified as fall from a height and falling at the same level. Between 10 ~ 15% of all work related fatalities worldwide are from “falls from a height”. This is equal to vehicle accidents (15%) and second to being hit by moving objects (35%). Falls, from ladders specifically account for over 1000 injury claims per year. Analyses highlight that the higher the fall, the higher the rate of serious injuries and fatalities. Falls into water The maximum height to be climbed by a pilot on the ladder is 9 metres above the surface of the water as per SOLAS. However the Japanese Pilots’ Association Handbook (1994) states that 5 metres has been identified as a ‘maximum safe climbing level People can fall and/or jump into water from great heights and survive, 15% survival from falling, with those entering the water in a feet first, vertical position being most likely to survive Interestingly a study investigating injury pattems from intentional versus unintentional high falls found no significant difference in the injury patterns on the recovered bodies. In studies into falls from a height into water, impacts that were feet first consistently produced less fractures and injury than those that were horizontal because of the longer deceleration experienced. Falls on hard surfaces Low falls (3-4 metres height): Even in relatively low falls (less than 3 metres) a medical study found that 59% of injuries were moderate or serious. In falls of over 4 metres, 86% of injuries were moderate or serious” injuries. Moderate injuries includes uncomplicated fracture, and serious injuries includes femur fracture or spleen rupture.Falls from less than 6m: A study investigated 176 falls of less than 6 metres (not limited to ladder falls), finding: 35% of patients sustained head injuries 22% of patients sustained spinal cord injuries or vertebral fractures (including quadriplegia and paraplegia) Falls from 9 metres: Forensic studies of falls from 9.8 metres revealed the following outcomes: ‘+ In falls from 9.8 metres the human body aligns and lands in a horizontal position ‘+ The amount of stress sustained by a body in a fal is related to the impact of force and the size of the force area. Where the same force dissipated over a larger area produces less force per unit area (and less stress and therefore less injury) ‘Fractures of the skeletal system result from stress exceeding the strength of the bone, so are related not only to the angle and amount and force of the impact but also the properties of the bones such as porosity, rigidity and collagen orientation etc. * By flexing joints at impact, deceleration forces are dissipated through the soft tissues (eg parachutists can reduce the deceleration forces by as much as 36 times through joint flexion and distributing the forces over larger areas). ‘As well as being injured from the impact of the fall, other injuries developed as a result of the climber attempting to catch themselves and prevent a fall to the ground or other surface. These injuries often result in musculoskeletal injuries such as sprains and strains. Statistics show that the fatality rate in a fall from a height incteases with age. The following data was based on ‘more than 8000 fatal falls in the USA. Death rates ranged as follows: + 0,23 deaths per 100,000 workers for 16-19 year olds; + 0.40 for 25-34 year olds; + 0.86 for 55-64 year olds; and + 1.57 for 65 year olds and above The high fall fatality rates in older workers are reportedly due to more medical complications and prolonged recovery periods. This data has important implications. Special Case of fall from Ladder: Risk Factors As simple record keeping of workplace accidents are far from reality, forget about comprehensive analysis of workplace accidents in most part of the world. However reports of a comprehensive analysis of various workplace accidents with step ladders are available from a reliable source in the USA. This report identified 4 key groups of risks affecting the task: © working condition; + ladder use related; ‘personal and occupationally related; and ‘personal and non-occupationally related factors. The study found that variables that were the strongest predictor and were the ‘most important’ contributory factors of ladder falls were working conditions and ladder use. Personal non-occupational characteristics (such as health problems, physical characteristics, life stressors, personality, risk-taking behaviour, body dimensions) were found to be the “least important, ‘The analysis reported the major predictors of ladder fall accidents as: © Working on night or evening shift © Working longer hours than the control group.‘+ Working in awkward or uncomfortable positions ‘Less able to control work flow or order of tasks ‘© Work requiring great strength The ladder-use related variables wet Working longer hours on the ladder — resulting in fatigue and greater exposure to the task Less experience with ladders No choice of ladders for the task transitioning onto or from ladder Trying to over-reach. Being thrown from the ladder slippery steps Miss-stepping Pilot ladder transfers require working at heights, often at a minimum heights of 2 -3 metres. Maximum elevations are estimated at approximately 15 metres from the boat deck and 17 metres from the water, this height, being calculated for a light draft capsizer from water level up to main deck. Many of the scenarios listed under risks in above sections are applicable to most of the pilot transfers. The risks associated with transitioning (e.g. between the boat and pilot ladder, and pilot ladder and accommodation ladder) and being required to over-reach to ropes etc, are considered to pose major risks in this task. Past fatalities from falls onto the pilot boat decks and into water confirm the risks of this injury mechanism, ‘isks Involved during Pilot Transfer Procedures There are numerous risks involved during pilot embarkation and disembarkation procedures. These are enumerated below. While embarkation or disembarkation of pilot, the major risks is mainly to the pilot’s life besides some trivial risks of damage to the ships fittings. The risks are as follows: Ladder is broken while boarding Break of the combination ladder not holding while pilot on the ladder Ropes ‘Twisting of the long pilot ladder Steps tilted causing imbalance due to improper securing of chocks Securing arrangements on main deck is not proper and not maintained to good standards. Insufficient Lighting of the embarkation area Improper response from the ship's crew and master in case of urgency situation Pilot falls on water. Pilot fall on the boat deck sustain injury. Pilot’s leg hit by the rolling boat against shipside. Pilot loss focus or health condition deteriorates due to panic. ind handrails are slippery Frequency of Accidents ‘Number of accidents rela ed to the failures during pilot transfer is numerous. Most of the accidents go unreported. It comes to wide circulation only when there is a loss of life or personal injury. There must be a proper reporting procedure and wide circulation of the incidents and near misses. This reporting would create awareness among all concerned and constantly contribute towards the improvements of the safe procedures and creation of checks and balances.The risks involved are largely generated by the negligence and complacency from the parts ofall the stake holders = the pilot, the ship staff, the boat crew all share towards the creating @ hazardous scenarios. To create a safe ich should cross check and balance cach other. The check and balance among them must be respected by themselves with a positive frame of mind environment, Negligence in Duties ~ The main Reasons behind Risks So Generated The risks so generated are due to mainly negligenc and the boat crew. They are enumerated as below: in carrying out their respective duties of the pilots, ship-staff a. Duties of the Attending Ship staff The master and s s personnel are recommended to + Be standby on deck to assist pilot transfer and correct any deficiencies if observed. + Be ready with lifesaving appliances standby for immediate use. *+ Give a good lee to the boat to reduce the rolling of the boat against the shipside + Ensure that the ladder is clear of all entanglements and secured well before the pilot attempts the boarding + Ensure that the means of pilot embarkation and disembarkation are properly positioned, rigged, maintained and manned, + The ship is positioned and manoeuvred to ensure safe boarding. + Check Wamn the pilot of any discrepancies b. Duties of Attending Pilot The pilot is recommended to: ‘Not be in a hurry to board the vessel ‘+ Liaise with the master so that the ship is positioned and manoeuvred to permit safe boarding. Not try to save trivial 5 minutes while boarding © Check the transfer arrangements are proper condition. Vessel is ready with lifesaving appliances standby for immediate use. ‘* Boat is not the rolling of the boat against the shipside © Boat crew is ready for assistance before the pilot attempts the boarding ‘* Ensure the PPEs are properly maintained + Check that boarding equipment appears properly rigged and manned c. Duties of the Attending Boat Coxswain and Crew The boat crew are recommended to: Be standby on deck to assist pilot bin preparation for elimbing the ladder. © Be ready with lifesaving appliances standby for immediate use. ‘take all measures to reduce the rolling of the boat against the shipside ‘Boat crew must ensure that the ladder is clear of all entanglements before the pilot attempts the boarding‘* As soon as the pilot goes up the ladder the boat must move away from the ladder and standby at few feet’s away. This is important as if the ladder fails and pilot falls down he should not fall on the hard deck of the boat and sustain injury. ‘© Warn the pilot of any discrepancies if observed on the ladder, with the pilot or with the vessel When all the 3 teams do their duties independently, they cross check each other as a matter of additional precaution, and work in tandem in good co-ordination with each other, the risk so generated during pilot transfer procedure are effectively managed, Thus it will significantly reduce the accidents related to pilot transfers. Blaming the poor rope of the pilot ladder is the all-encompassing solution. Rather there should be a right ‘mechanism be in place to ensure that the composite team work is executed in a satisfactory manner. To place such an instrument or the procedures in place, the local port authorities, or national authorities may have to wilful action suitable to their local conditions. Regulations in respect of Pilotage Access and Egress ‘* Requirements as per SOLAS Regulation V/23 1. Application 1.1 Ships engaged on voyages in the course of which pilots may be employed shall be provided with pilot transfer arrangements 1.2 Equipment and arrangements for pilot transfer which are installed] on or after 1 July 2012 shall comply with the requirements of this regulation, and due regard shall be paid to the standards adopted by the Organization2. 1.3 Except as provided otherwise, equipment and arrangements for pilot transfer which are provided on ships before 1 July 2012 shall at least comply with the requirements of regulation 173 or 23, ax applicable, of the International Convention for the Safety of Life at Sea, 1974. in force prior to that date, and due regard shall be aid to the standards adopted by the Organization prior to that date. 1.4 Equipment and arrangements installed on or after | July 2012, which are a replacement of equipment and ‘arrangements provided on ships before 1 July 2012, shall, in so far as is reasonable and practicable, comply with the requirements of this regulation 1S With respect to ships constructed before 1 January 1994, paragraph 5 shall not apply later than the first survey on or after I July 2012 1.6 Paragraph 6 applies to all ships. 2. General 2.1 All arrangements used for pilot transfer shall efficiently fulfil their purpose of enabling pilots to embark and disembark safely. The appliances shall be kept clean, properly maintained and stowed and shall be regularly inspected to ensure that they are safe to use. They shall be used solely for the embarkation and disembarkation of personnel. 2.2 The rigging of the pilot transfer arrangements and the embarkation of a pilot shall be supervised by a responsible officer having means of communication with the navigation bridge who shall also arrange for the escort of the pilot by a safe route to and from the navigation bridge. Personnel engaged in rigging and operating ‘any mechanical equipment shall be instructed in the safe procedures to be adopted and the equipment shall be tested prior to use. 23 A pilot ladder shall be certified by the manufacturer as complying with this regulation or with an international standard acceptable to the Organization5. Ladders shall be inspected in accordance with regulations 1/6, 7 and 8. 2.4 All pilot ladders used for pilot transfer shall be clearly identified with tags or other permanent marking so as 10 enable identification of each appliance for the purposes of survey, inspection and record keeping. A record ‘shall be kept on the ship as to the date the identified ladder is placed into service and any repairs effected. 25 Reference in this regulation to an accommodation ladder includes a sloping ladder used as part of the pilot transfer arrangements. 3. Transfer arrangements3.1 Arrangements shall be provided to enable the pilot to embark and disembark safely on either side of the ship. 3.2 In all ships where the distance from sea level to the point of access to, or egress from, the ship exceeds 9 m, and when itis intended to embark and disembark pilots by means of the accommodation ladder6, or other equally safe and convenient means in conjunction with a pilot ladder, the ship shall carry such equipment on each side, unless the equipment is capable of being transferred for use on either side. 3.3 Safe and convenient access to, and egress from, the ship shall be provided by either: 3.3.1 a pilot ladder requiring a climb of not less than 1.5 m and not more than 9 m above the surface of the water so positioned and secured that: 3.3.1.1 itis clear of any possible discharges from the ship, 3.3.1.2 itis within the parallel body length of the ship and. as far as is practicable, within the mid-ship half length of the ship: 3.3.1.3 each step rests firmly against the ship's side; where constructional features, such as rubbing bands, would prevent the implementation of this provision, special arrangements shall, to the satisfaction of the Administration, be made to ensure that persons are able to embark and disembark safely; 3.3.1.4 the single length of pilot ladder is capable of reaching the water from the point of access to, or egress from, the ship and due allowance is made for all conditions of loading and trim of the ship, and for an adverse list of 15°: the securing strong point, shackles and securing ropes shall be at least as strong as the side ropes; 3.3.2 an accommodation ladder in conjunction with the pilot ladder (i.e. a combination arrangement), or other ‘equally safe and convenient means, whenever the distance from the surface of the water to the point of access to the ship is more than 9 m. The accommodation ladder shall be sited leading aft. When in use, means shall be provided to secure the lower platform of the accommodation ladder to the ship's side, so as to ensure that the lower end of the accommodation ladder and the lower platform are held firmly against the ship's side within the parallel body length of the ship and, as far as is practicable, within the mid-ship half-length and clear of all discharges. 3.3.2.1 when a combination arrangement is used for pilot access, means shall be provided to secure the pilot ladder and manropes to the ship's side at a point of nominally 1.5m above the bottom platform of the ‘accommodation ladder. In the case of a combination arrangement using an accommodation ladder with a trapdoor in the bottom platform (ie. embarkation platform), the pilot ladder and man ropes shall be rigged through the trapdoor extending above the platform to the height of the handrail 4. Access to the ship's deck Means shall be provided to ensure safe, convenient and unobstructed passage for any person embarking on, or disembarking from, the ship between the head of the pilot ladder, or of any accommodation ladder or other appliance, and the ship's deck. Where such passage is by means of: 4.1 a gateway in the rails or bulwark, adequate handholds shall be provided: 4.2 a bulwark ladder, two handhold stanchions rigidly secured to the ship's structure at or near their bases and at higher points shall be fitted. The bulwark ladder shall be securely attached to the ship to prevent overturning. 5. Shipside doors Shipside doors used for pilot transfer shall not open outwards 6. Mechanical pilot hoists Mechanical pilot hoists shall not be used. 7. Associated equipment 7.1 The following associated equipment shall be kept at hand ready for immediate use when persons are being transferred; 7.1.1 two man-ropes of not less than 28 mm and not more than 32 mm in diameter properly secured to the ship if required by the pilot; man-ropes shall be fixed at the rope end to the ring plate fixed on deck and shall be ready for use when the pilot disembarks, or upon request from a pilot approaching to board (the manropes shall reach the height of the stanchions or bulwarks at the point of access to the deck before terminating at the ring plate on deck; 7.1.2 a lifebuoy equipped with a self-igniting light; 7.13 a heaving line 7.2 When required by paragraph 4, stanchions and bulwark ladders shall be provided. 8. LightingAdequate lighting shall be provided to illuminate the transfer arrangements overside, the position on deck where 1 person embarks or disembarks. * Required Boarding Arrangement for Pilots - MSC.1/Circ.1428 Revised requirements covering some safety aspects of pilot transfer arrangements have been introduced through changes to SOLAS Regulation V/23 and apply to “equipment and arrangements for pilot transfer which are installed on or after I July 2012". Although the revised requirements affect primarily to the ships constructed on or after | July 2012, or for which the building contract is placed on or after | July 2012, some of the requirements also apply to existing ships constructed before I July 2012 REQUIRED BOARDING ARRANGEMENTS FOR PILOT IMO=— SRTNNAIONAL MARI PLOTS ASSOCIATION "egg mh nr nan ees tHE 09 fo what RIGGING FOR FREEBOARDS (Fig-3.1) ‘The revised requirements for existing ships in summary + Mechanical pilot hoists shall not be used. + Shipside doors used for pilot transfer shall not open outwards applies to ships constructed before 1 January 1994, and must be modified not later than the first survey on or after | July 2012. + Installed replacement equipment shall, insofar as is reasonably practicable, comply with all aspects of the revised requirements,+ Other existing installations will not be affected as long as they are in compliance with the old requirements, ‘As per the revised requirements for pilot transfer arrangements as stipulated by SOLAS Regulation V/23, ships fitted with mechanical pilot hoists or shipside doors opening outwards, replacements and modifications should be carried out in order to ensure compliance also after 1 July 2012. All replacements and modifications should be cattied out in close co-operation with the Classification Society and Flag Administration Safe Procedures for Boarding and Disembarkation Let’s have a structural look at the comprehensive procedure of pilot boarding procedure. With lot of studies and observation, following are the recommended correct procedure to follow. 1, Communications before Approaching towards the vessel Before the pilot approaches to the vessel, there some minimum communications must be done between the pilot and the vessel. Ships should provide the relevant port or pilotage authority with basic information such as: + Arrival intentions, + Draught and dimensions, + Ship characteristics + Any deficiency in bridge equipment + Any other deficiencies + Other information as required by the port or other statutory obligations. This should be completed in advance of the planned arrival. In acknowledging receipt of this information, the appropriate pilotage authority should pass relevant information back to the ship as soon as it becomes available. Such information should include as a minimum: + the pilot boarding point; + reporting and communications procedures; + the prospective berth, anchorage and + routing information to enable the master to prepare a tentative passage plan to the berth prior to his arrival. However the masters must recognise that all such information may not be complete and final to make the passage plan until the pilot has boarded the ship. 2. While Approaching The vessel for boarding While the pilot approaches to the vessel, the pilot must confirm following: + Condition of health of the crew and vessel is granted free pratique + All the bridge equipment in good order and have been tried out. + Pilot ladders to be rigged on which side and height above water level + Pilot ladder has been tested for good order. + Expected side of boarding + Exact location of pilot boarding position + Speed and heading of the vessel required for boarding+ Remind that Main engine need to be stopped just before pilot attempls to board the vessel. Thus master need to adjust course speed and position beforehand. + It's @ good idea that the v arrangement of the pilot ladder on the deck and gunwale before the pilot even starts approaching the for the vessel sel is asked to send a photograph showing the condition of the securing 3. The Boarding point Preferably the pilot boarding point should be at the designated pilot station. The boarding position for pilots should be located, where practicable, at a great enough distance from the port so as to allow sufficient time for a comprehensive exchange of information. Sufficient time must be allowed for discussion and agreement of the final pilotage passage plan for boarding point to berth. The position chosen should allow sufficient sea-room to ensure that the shi ships. s safety It should be well clear of the traffic route and should not impede the passage of other While there are well marked pilot boarding points on the chart with above objectives, it has been observed that pilots tend to take shorter routes and call the vessel even closer towards the fairway channel with a sole objective of saving time! for what, God knows! This sort of boarding vessel at closer points to channels, away from designated pilot boarding area removes the time margins kept for the objective of information exchange, Thus jeopardising the safety of the vessel and jeopardising the objective of safe procedures. The vessel master as well as the pilot must understand why a pilot boarding point has been designated at a specific place Some ports have multiple pilot boarding points for different types for vessel or for different range of drafts depending on available depths of water. It is a good practice that the masters and pilots understand and appreciate the laid down procedures and do not stumble upon the safe margins of time. 4, Making a Lee for the Pilot Boat As the vessel reaches the pilot boarding, point, itis better that the vessel proceeds with appropriate speed and make required heading to provide a good lees for the pilot boat, The rendezvous between the vessel and the pilot boat must be planined in such a way that the vessel reaches the pilot station with appropriate boarding speed and proper heading to create a leeside for the pilot boat. Everyone involved must always remember the bottom line -Safe pilot boarding is the first and most critical step of carrying out a safe pilotage of vessels, A good lee provides the boat to come alongside the vessel and be steady against the shipside to facilitate the safe boarding of the pil situational risks: 1. If there is swell and the boat rolls and pitches alongside the vessel, this presents following a. Risk of hitting the pilot's legs while the pilot steps on the ladder. If the boat hits the pilot’s legs there is fair chance that the pilot falls down. b. Iffalls down on the hard deck of boat and sustain injuries and consequent tertiary damages ©. Risk of the ladders lower steps entangle with the boat and damaging the ladder d. If the ladder entangle with the boat structure, it may pill the ladder with a sufficient force to break the ropes even if the pilot ladder is in very good condition Thus once the boat comes along side, itis on the part of the pilot to exercise due diligence to observe the vertical and lateral movements of the boat against shipside and assess if it allows safe boarding, If not adjust the vessel's, course further to get a very good lee.Even after the adjustment of the course, if the boat still rolls against shipside, pilot must observe the ladder for some time and wait for the boat to reach its heist reach while rolling, to catch the ladder and climb up. In case of bad weather conditions, sometimes it’s almost impossible for the boat to be steady against the shipside even with the best possible lee. In such case instead of lighter boats, powerful tugs may be used for pilot boarding. The tugs are more stable compared to the smaller boats. The tug boats may push against the shipside below the pilot ladder to make her steady for some time to allow the pilot to board the vessel safely. Even after exercising sufficient due diligence, in the opinion of the pilot, if the situation doesn’t provide safe transfer, the pilot must refuse and avoid boarding of the vessel. Here the commercial pressure must not take over the pilot's safety interests. The pressure of job must not precede the safety of the pilot's life, Were the duty of the port authorities is to support the pilot’s views and do not force him to take the risk of life. 5. Checks of Boarding Arrangement just Before Boarding When the pilot boat reaches alongside the vessel, the pilot should take a minute to cary out minimum safety checks before jumping on to the ladder. The pilot must remember that the minimum safety checks would take only a minute and it wouldn't waste anybody's precious time, It is not worth saving that few minute against the risk of life for a pilot, And I think commercial shipping can spare few minutes for the pilot to carry out the safety checks before boarding. Another reason why a pilot is in a hurry to board the vessel quickly and don’t want to lose to the channel and making way with sufficient speed. Few minutes delay would bring the vessel closer to the hazards and master may not be tuned to take right action while picking up pilot at the same time, The pilot must be prudent enough not to allow such situation to happen. The master of the vessel also must take into account these factors while adjusting the course and speed of the vessel. If time doesn’t permit, slow down the vessel to allow more time forthe pilot to assess the situation. waste few minutes is because the vessel is Everybody must remember — Safe boarding the 1" step of safe pilotage. Checks to be carried out by the Pilot: In those few minutes, the pilot must check following: a. The overall condition of the ladder, wooden steps, chocks, loose steps, broken steps ete. b. ‘The visual condition of the pilot ladder ropes. €. Securing of the pilot ladder to shipside by the magnets in good condition d. Ladder is notin tilted condition ©. Ladder is free from any grease and oils and slippery handrails. f £ h i Sufficient lighting has been provided. OOW standby with Walkie-talkie Supporting ctew standby. Lifebuoy with line and light must be standby. It is of no use if a man is not ready with lines open to throw the buoy immediately when pilot falls on water in case of unfortunate incident. A man must be standby with a lifebuoy with line open near the accommodation on the aft of the pilot ladder ready to throw the buoy if the pilot falls on water. Heaving line passed to transfer any pilot's bag carrying pilotage tools and gadgets. k. Pilot boat is steady against the shipside 1. Securing arrangement is in good condition. This may not be checked by the pilot till the time pilot boards the vessel. It’s a good idea that the vessel is asked to send a photograph showing the condition of the securing arrangement of the pilot ladder on the deck and gunwale before the pilot even starts approaching the for the vessel.Checks By the duty Officer While ensuring that all the safe arrangements are made from the ship's part, the Duty Officer standby near the ladder must check following just before the pilot boards the ladder: Pilot dons life jacket and proper PPE, Pilot doesn’t carry backpack and ensure same is pulled up if any by heaving line, Pilot boat is steady against shipside. 4d. Communication established between the pilot and D/O, If any deficiency on the part of the pilot is observed, D/O must report to the master and master in tum immediately report to port control regarding the unsafe acts attempted by pilot. Same must be discouraged. After the D/O gives go ahead signal, then only the pilot should start boarding the ladder. 6. While boarding Once all safe arrangements are verified, the pilot attempts to catch the ladder. While boarding the pilot must not think about anything else except focussing on his hand, his legs, and the grip by his hand and legs. He must ensure at any given point of time, one leg and one hand must be with tight grips. Only after the other hand and leg holds a tight grip he should leave the 1" set of hand and leg. While boarding the ladder, there are 2 controversial issues those has been debated with contradicting opinions: a. Use of a safety harness with a preventer line while climbing the vertical part of the ladder. It is quite controversial topic that a pilot must wear a safety harness with a line going up on the ship’s deck and same has been tightened form the deck by an attending crew. At least when the pilot is climbing the vertical part of ladder, the line with safety harness must be present. If due to any reasons — slippery ladder or sudden health issues of pilot or ladder breaks etc. ifthe pilot is not able to hold on to the ladder, he wouldn’t fall down on to the boat deck or water. This works on the same theory of safety preventer lines during working aloft!!! A safety ‘harness with a preventer line is the key to ensure safety during working aloft b. Stopping the main engine while the pilot is on the ladder The simple logic is that if the pilot falls on water unfortunately, with the existing speed, the vessel would move ahead and within seconds the pilot would come towards the stem of the vessel. If propeller is running, due to negative pressure zone, it would suck the person towards the propeller, If propeller is not running the person ‘would move aft while floating, This would save the life of the person. Controversy here is, what if the vessel is unable to stop her engines for few minutes (1-3 minutes) due to prevailing circumstances and conditions of weather, currents or proximity to navigational hazards. Every effort must be made to make the environment conducive where the pilot can board the vessel with engines stopped albeit for few minutes or even for less than a minute!!! 254 Most Prevalent Method of Pilot Transfer - Using Helicopters Helicopters have been used for pilot transfers for many years. European countries started using helicopters as early as in 1974 in Germany. In USA helicopters have been used by the Columbia River Bar Pilots following extensive trials. Using helicopters for 70% of all transfers are reported with no injuries or deaths with between2200 and 3000 helicopter transfers per annum, The weather conditions in such areas are reportedly difficult with heavy swells, confused seas and high winds Each of the pilotage organisations can provide detailed information on the particular helicopters selected for the transfers and the vessels on which they land or winch to and from. In Norway west coast pilot transfer oper: are carried out with 80% land on, 20% winch on. Helicopters are used in Australia in ports such as Newcastle and Gladstone and within the Great Barrier Reef. Due to the concem of injuries with the traditional ladder method, many ports slowly considering the use of helicopters for pilot transfer procedures. ‘The Code of Safe Practice for Ship-Helicopter Transfers by AMSA for guidance in helicopter operations may be used as a reference book. Pilot Embarkation Platform System (Dangerous Trap-Door Mechanism) This type of pilot ladder arrangements are also used on may vessel particularly large container vessels. Though the pilot hoists system has been banned as per the IMO resolution A.1045 (27) these types are still in use without any concerns from the classification societies, ‘There has been a recent incident in UK where a pilot has died after falling from such arrangements. (Fig-3.2) ‘This is a type of pilot hoists which includes: - A davit hoisting mechanism for an aluminium ladder. - A platform fitted to the lower end of the aluminium ladder = A pilot ladder fitted below the fixed platform such that the pilot after climbing up the rope ladder enters through a trap door to reach the fixed platform at the bottom end of the aluminium ladder. ‘As per the revised requirements of pilot transfer arrangements in SOLAS Regulation V/23, such mechanism of pilot transfer is wholly non-compliant with the regulations. The rope ladder is not fastened on the deck which is essential part of securing pilot ladder. With the plat form at the bottom of the aluminium ladder, it is meant to be hoisting the pilot — this is completely banned in the same regulation of SOLAS V/23. Besides above non-compliant issues, there have been several practical difficulties being faced by the pilots:‘+ Because the ladder was suspended from the platform it was not firmly against the ship side ‘+ Transferring fiom the ladder through the trapdoor required climbing at an angle of about 110 degrees and was an awkward transition ‘+ When pilot leaves the rope and holds a horizontal rail on the platform, he has to streteh backwards and there is no vertical handrail immediately after leaving the rope. ‘© The diameter of the horizontal rail is bigger, thus it doesn’t give a good grip for holding by hands. ‘+ The securing arrangements of the rope ladder below the platform e.g. eye pad and the thimble, are not maintained properly and looks horrible with thick rusts ‘The trapdoor opening in the platform was a little small in size for some pilots Recently many senior and experienced pilots lost their lives owing to this type of trapdoor mechanism of pilot transfer arrangements. In late 2019 and mid-2020, 2 pilots of a same port lost their lives in back to back incidents in USA. Yet there has been no appreciable action in this regard. Though there has been a lot of hue and ery against such arrangements, it remains largely unheard of so far. Hope things will change in near future, Novelty Methods to Develop Full-proof Boarding Mechanism Though various other methods had been tried out and been in use in the industry for quite some time, other ‘mechanical methods of pilot transfer had been turned redundant and banned from use for pilot transfer procedure. The safest method so far is the use of the pilot ladder arrangements in fair weather conditions. However in the previous sections we have examined and understood that pilot transfer by ladder is also not free from accidents If all the persons involved in pilot transfer procedure follow the proper procedures and stands in working, the risks involved are greatly minimised. But still there are times and places where mishaps, negligence happen despite regular training, briefing and ‘maintenance of equipment. Thus now the need of the hour is to follow the pilot ladder system of pilot transfer and this should be provided with some additional safety measures in the procedure itself such that the risks due to negligence or situational pressure would be greatly minimised. While innovating on the additional safety measures to make the pilot transfer risk free, the basic rules of working aloft or over side must not be compromised. Following are the requirements of working aloft or over side as per the Code of Safe Working Practices (COSWP): The Code of Safe Working Practice for Seafarers has a section dedicated to the safety issues with “Working aloft and over the side”. This Code lists the following general provisions (Section 15.1} ‘+ Working aloft or over the side should not be permitted if the movement of a ship in a seaway makes such work hazardous All seafarers should wear safety harnesses and restraints appropriate to the conditions Safety nets should be rigged where necessary Persons working over the side should wear life jackets or other suitable flotation devices ‘A competent person should continuously supervise seafarers working aloft or over the side We've seen that the major risk factors associated with ladders, is the risk of fall besides the body stress and risk of ing hit by the boat. The risk of being hit by the boat can be managed by the adjustment of course and speed of the vessel; the major unaddressed risk persisted so far is the risk of fall. This risk takes may live of fellow pilots worldwide over. We need to innovate to address the risk factors associated with fall from a height. Before innovating we must understand the step by step look of a fall fiom how it is initiated till the time of recovery. Then we can put control measures during each stages of fall, When any of the control measure works against the risk, it immediately neutralises the risk and save the person.Now let’s see the various stages of fall, risks associated with each stage and what control measures can be put to neutralize the risk. ‘There are 5 phases in a fall and its arresting mechanism while working aloft, While innovating we must look after each stage of the fall mechanism: ‘+ Satge-1: Initiation of the fall — There are numerous reasons which cause the initiation of fall consciously or without knowledge of the pilot. This stage can be best managed by the alertness and focus of the pilot in adhering to the basic precautions. But even after taking all precautions, there are external reasons which cause the initiation of the fall. ‘+ Stage -2: The fall itself — During this stage the mishap has happened and the man falls freely down. Panic sets in, At that instance he tries all his best to hold something, There is litte time to react and it happens almost instantaneously. In the process he gets injured from minor to major injuries. At this time if there is any preventer mechanism is present, like safety harness, or fall arrestor, or safety net, then it would arrest the free fall of the person + Satege-3: Arrest of the fall — During this if there is any fall preventer or arrestor mechanism is present, would hold the falling person in place. Now here the person sustains injury to varying degree depending, upon the amount of jerk he gets in arresting the fall. The jerk can be minimised only if the preventer is relatively tight and riot much slack. If slack it would create tremendous jerk on the person as well as the preventer itself. It may cause it to part also. The essence lies here is to keep the preventer slightly tight or almost no slack on the preventer ‘ Stage-4: Suspension following the fall - when the person is suspended in the hamess he or she is likely to be in a state of shock, and may or may not be physically injured. Depending on the injuries sustained in the fall the casualty may be unconscious, have broken limbs or otherwise be unable to move, including being totally motionless * Stage-5: Recovery- The casualty may be able to rescue him or herself, or may need to await rescue. Immediately the assisting crew should not waste any time to rescue the person under guidance from the ship's officers. We need to analyse the risks involved and make innovations in such a way that all basic safety guidelin« compromised, A Case for Additional Safety: Mechanical Fall protection Systems All fall protection systems are aimed at minimising the effects of a potential fall and arresting the fall with limited impact forces. The design and position of the hamess on the body has been identified as having a significant impact on the angle of the body after the fall. ‘There are the user comfort and the potential for traumatic injury caused by the arrest Despite the risks, a review of 91 fatal falls from a median height of 8metres found only 2 were related to fall protection failure and none were attributed to orthostatic syndrome. In contrast 54% of the fallers who died wore no protection, A further group of 13% wore fall protection but had it incorrectly fastened, The incorrect wearing, of personal protection is a risk in itself as the wearer may have a false sense of security. Types of fall protection equipment in use: ‘The basic equipment required for fall protection systems consists of 3 parts, such as: ‘A lanyard or free-fall device© An anchorage point © Asafety harness a. Fall protection with Rope and rail grabs This type is used on different types of ladders, Device is attached to a vertical rail or a fixed vertical line and can move up and down the rail or line. User is connected via a short lanyard to the activating lever which locks the device in the event of a fall. This may be a suitable form of arrester if the short lanyard attaches to a vertical fixed rail separate from the ladder itself b. Fall protection with Self tensioned line with fall arrestor. Preventer line is attached to an anchorage point at the main deck level of the vessel or to a point little higher. A sufficiently strong preventer line provided for the purpose. The preventer line is attached to user's safety harness. Line is controlled by a spring-loaded reel which adjusts the Tine length as the wearer moves up and down in the course. The spring loaded reel locks by means of any jerk on the reel ©. Pall protection Self tensioned line with fall arrestor Here the preventer line is manually handled from a fixed strong point on deck through dedicated pulley. The slackness on the preventer must be quickly adjusted by the crew. The preventer is not exactly anchored at point; rather, it takes few turns on a strong pipe or ship side railing. In case of fall the weight must be taken by the strong point, The movement of the user must be adjusted with the slowly while the length is adjusted manually to remove the slackness. All or is otherwise in distress. 4d. Fall protection With Self winching mechanism Same as type-b but with the addition of a winching mechanism which permits retrieval of a wearer who has suffered a fall or is otherwise in distress. Types of b, c & d should be anchored to a point above the user which will not be offset by generally more than 10 degrees from the vertical or such other angle as the manufacturer recommends. Safety Harnesses Safety hamesses is a great innovation for the safety of the crew working on board ships. I may be used many different purposes including fall prevention, positioning, and for rescue. The design of the harness has a major impact on the body during the fall, the arrest, and the suspension phase. ‘A major study into harness design outlines how the orientation of the body at the initiation of the fall and during the fall will determine which part of the body will take the first and more important impact during the arrest phase. The attachment point of the hamess will affect the degree of neck movements, rotation of the body, compression on the spine etc. and so will impact on the location and severity of injury to the body. An innovation may be done in the design of safety hamess particularly suitable for pilot transfer. These falls protection designs discussed above with an innovative safety hamess appear to have potential application for the pilot sea transfer procedures. Misconceptions with fall protection mechanisms: Fall protection is now widely used in industries such as construction, manufacturing ete, but many workers are reportedly reluctant to use the devices. Similar is the attitude among the marine pilots who pose many reasons not to adopt the mechanism citing mainly inconvenience or discomfort. Pilot ladder climbing up up down is a matter of | -2 minute affair. Within these 2 minutes, if still we look for comforts, only God will save us. Reasons for this attitude include following: - Fear of suspension and slow rescue by the attending crew ~ Belief that they will not fall so do not need protection= Belief that consequence of fall is not major = Harness awkward and annoying to use and restrictive ~ Strapping around legs uncomfortable impacting on groin area etc. Problems with fall protection mechanisms: ‘A very real problem relating to fall protection systems is the period of suspension immediately following a fall. The person is held suspended in an upright position and may be unconscious. This posture can result in ‘orthostatic shock’ or ‘orthostatic syndrome.’ This syndrome occurs from the impact of venous pooling, and reduced cardiac output on the body's circulation, Death ean occur if a person is suspended and unconscious for periods of even less than 10 minutes. Immediate rescue and careful treatment following suspension is also critical to achieve a good outcome for the casualty. There has been lot of informal discussions among the marine pilots the topic of fall protection. There are many welcome suggestions and positive views for fall protection arrangements a s additional safety measure to the rope ladders. But there are also dissenting view that this would only further increase their risk, the system would make the task more complicated, they would have to be more reliant on the skill and expertise of others etc. But those who have a dissenting view hopefully don’t understand the importance of it; and sometimes so negligent that they fail to don a life vest while climbing the ladder The essence of fall protection is that while everything goes well and there is no incident, the fall protection ‘mechanism would not hinder anything for the pilots but in case something goes wrong on bad day, it would save the person’s life for sure. It would be better to start using the arrangement and take real feedback than just rejecting the idea out rightly and living in the same state of unsafe procedures with more and more victims’ year after year.Chapter-4 Master - Pilot Info Exchange (MPiX) Pre-boarding Information Exchange and preparations Information from Master in MPiX Information from Pilot in MPIX Paramount Duties of Pilot before Commencement of Pilotage Plans for Vessel Movement Conduct of passage in pilotage waters vvvvvy The ship’s master has the ultimate responsibility for the safe navigation of his ship — this is the generally accepted principle in shipping till today though modern shipping has evolved in leaps and bounds. International shipping has grown exponentially in volumes with very tight schedules and heavy commercial pressures on ship’s master. ‘A ship master is practically almost dependant on the pilot once the vessel enters into the pilotage waters, with little or no local knowledge, as well as little room in decision making. Yet the master remains fully responsible for the pilot’s advice being executed during manoeuvring of ships, as the old custom says. It looks ridiculous, but itis the truth, Thus the ship master must be cooperative with the pilot, yet assertive, He must remember that he is in command not the pilot. He must be confident that the pilot is doing his duties correctly and he must be ready to take over if the pilot is not fulfilling his duties. In most of the occasions in harbour limits, pilotage is compulsory. Thus it is imperative that the manoeuvring of the vessel in harbour limits with pilot on board is a critical affair. There has to be a composite unit of 2 different teams work in coherence and adequate mutual co-operation. This mutual co-operation would largely depend on the master- pilot relationship on the bridge. This is highly necessary for a successful manoeuvring of a vessel into or out of harbour. Thus no berthing guide would be complete without reference to the master/pilot relationship. Such guidance is designed to supplement existing regulations and standard references on pilotage. The pilot, master and bridge personnel share a responsibility for good communications and mutual understanding of the other's role for the safe conduct of the ship in pilotage waters. They should also clarify their respective roles and responsibilities so that the pilot can be easily and successfully integrated into the normal bridge management team. The pilot's primary duty is to provide accurate information to ensure the safe navigation of the ship. In practice, the pilot often cons the ship on the master’s behalE. The master retains the ultimate responsibility for the safety of his ship. He and his bridge personnel have a duty to support the pilot and to monitor his actions. This should include querying any actions or omissions by the pilot (or any other member of the bridge management team) if inconsistent with the passage plan or if the safety of the ship is in any doubt. The pilot and the master should exchange information regarding the pilot's intentions, the ship's characteristics, and operational parameters as soon as possible after the pilot has boarded the ship. The Master /Pilot Exchange (MPiX) Forms should be completed by both the master and pilot to help ensure ready availability of the formation and that nothing is omitted in error. Pre-boarding Information Exchange and preparations Ships should provide the relevant port or pilotage authority with basic information regarding their arrival intentions and ship characteristics, such as draught and dimensions, as required by the port or other statutory obligations, Though this is not a practice in general, the arriving vessels may also be asked to send a photo of securing arrangements of the pilot ladder on main deck.Pre-boarding information exchange should be completed well in advance of the planned arrival and in accordance with local requirements. The information received from the vessel has to be passed to the attending pilot so as to plan the manoeuvring of the vessel. The pilot should ensure following after receiving information on the incoming vessel: ‘+ He is adequately rested prior to an act of pilotage, He is in good physical and mental fitness and not under the influence of drugs or alcohol Prepare information for incorporation into the ship's passage plan Update with navigational, hydrographic and bathymettic information Find out the existing and forecast of weather and other meteorological information Find out the planned traffic movements within the pilotage area ‘+ Establish communication with the ship to make arrangements for boarding In acknowledging receipt of this information, the appropriate port or pilotage authority should pass relevant information back to the ship as soon as it becomes available, Such information should include as a minimum: ‘the pilot boarding point ‘* reporting and communications procedures; + sufficient details of the prospective berth, anchorage and routing information to enable the master to prepare a provisional passage plan to the berth prior to his arrival However, masters should recognise that not all of this information may be available in sufficient detail to complete the passage plan until the pilot has boarded the ship Once the pilot boarding (POB) time and position information has be personnel should ensure following: ‘© Crew are adequately rested prior to an act of pilotage, + in good physical and mental fitness and not under the influence of drugs or alcohol ‘* Prepare a provisional passage plan with the preliminary information received from port authority prior to the ship’s arrival Keep all equipment ready and establish communications with the pilot station to confirm boarding details * provide sufficient personnel for embarking the pilot in a safe and expedient manner passed to the ships, the master and bridge Information from Master in MPiX As a part of safe practices and procedures as soon as the pilot boards the vessel, the master shall furnish following information to the pilot: a. Engine characteristics - Type of engine and its BHP. + Type of propeller — RH, LH or CPP. + Critical RPM, - Minimum number of consecutive start, = Aste power is %age of ahead power - Emergency full ahead to full astern time = Time taken from stop to full astern - Time Limit Aste = Minimum speeds at which the astern engines may be given - RPM indicators in the bridge and outside bridge. b. Speed Related Information ~ Various RPMs and corresponding speed at various RPMs- RPM are coming as per declared RPM at various level - Minimum RPM, - Display of SOG, STW and BT GPS speed + Thrusters if present and its power c. Steering Characteristics = Type of rudder and maximum rudder angle. - Time taken from hard over (35deg-30 degrees) with one power unit and with 2 power units + Minimum speed to maintain course with propeller stopped - Rudder angle for getting neutral effect - Rudder angle indicator status in Side Bridge and on the bridge wing, Anchor, = Type of anchors and their holding powers + Number of shackles available on each anchor - Maximum rate of heaving anchor in minutes / shackle speed. e. Manoeuvring characteris = Stopping ability, + Turning ability, = Turing circle, = Tactical diameter, - Blind sector at the bow Status of Lights Shapes and Navigational equipment = Working conditions of signal equipment — lights, shapes and sound devices. - Status of electronics aids to navigation on bridge. = _ Status of communication and GMDSS devices + Allbridge controls and indicators are satisfactory. = Crew are well versed with the language of pilot commands g. Drafts and displacement = Drafts Fwd and AR. Maximum draft, Trim + Appropriate drafts in relations to allowable zones. = Displacement. - GM and its tenderness. = Windage area + Other stability related information. h, Squat information = Squat table as calculated and available ready reference. = Ch of the vessel, = Blockage factor in relation to the available channel of the vessel - UKE after making allowances for squat and safety margins. i. Airdraft, Air draft is the height of the highest point of the vessel above the surface of water. This is important for determining the head clearance of vessel when passing below a bridge or overhead gantry ete, Air draft = Height of highest point of vessel from keel the keel (H)—Maximum draft of the vesselJ. Mooring ropes = Type of mooring ropes Polypropylene, nylon, wire rope or natural fibre ropes - length, size of the mooring ropes - Number of mooring ropes available on board, If the number is sufficient for berthing of the vessel in the port. k, Mooring Arrangements at bow and stern - Number and Type of fairleads available. - Bollards and their SL. - Number of mooring winches available. 1. Mooring ropes - Type of mooring ropes- Polypropylene, nylon, wire rope or natural fibre ropes - length, size of the mooring ropes - Number of mooring ropes available on board. If the number is sufficient for berthing of the vessel. m, Mooring Arrangements at bow and stem - Number and Type of fairleads available. + Bollards and their SWL. = Number of mooring winches available. - Availability of Securing points for tugs ~ Cooling water and its egress location n._ If towing is being carried out, then following ~ SWL of the mooring / towing equipment + Which fairleads are suitable for securing the tugs? ~ Ifthey are off centre and only one tug is to be used, this must be specifically brought to the attention of the pilot. ~ Pushing point strength, if known, + Ifo pushing points are indicated on the hull, but the ship has a reinforced belt all around, itis important to convey this fact to the tug master The above list made is not just for the sake of writing a long list but every point so made has a specific importance to carry out the safe berthing of the vessel. Master usually omits in mentioning such long list of information to pilot where there are some obvious points depending upon the type of ship or nature of the port and resources available at the pilot's disposal. It is advisable that the master studies the full list and tries to make the mention of all relevant points to the pilot. It may be realised by the master that small but relevant information at right time would break the chain of series of misses; and could prevent a potential disaster fiom happening Information from the Pilot in MPiX Afier the master furnishes ship related information, the pilot assesses the information and modify his plans for manoeuvres and discuss with the master in details regarding the various plans. Before explaining the plans pilot must inform the master on following: a. Topography and Seabed ~ Type of channel, its depths, width and any restrictions in the channel itself + Configuration of the channel - Charted depths and its difference from actual depths and margins available. = Local anomalies present on the GPS positions = Breakwater and its effects on the channel and vessel's movement.e Space inside break water, Location of turning basin, Location of the berth Distance from POB point to berth. Any particular navigational hazards present in the channel and in the harbour limits, Nature of the seabed and locations of any rocky surface. Unknown External Factors - Current, tidal streams Currents, its strength and direction at various point Tidal stream, its strength, directions at various points Other weather factors including rain and visibility, Present Wind Speed and direction, Its effects on the vessel specifically with existing windage area Swell direction and height Tide and its range Tugs and their manoeuvrability, its location and approach. the number and types and sizes of tugs to be used, ship’s lines or tug line method of getting the tug line on board or the ship’s lines to the tug. Messenger lines may be used from the vessel to pick up a larger size messenger rope from the tug, which can be led to the warping drum of a ‘winch in order to heave on board the tow wire. position of the fairlead preferable maximum speed for securing the tug bollard pull of the tug(s) VHF channels to be used for working with the tugs Approach of the tugs to the vessel Shallow Water Effects ‘Master usually is aware of the shallow water effects in general and its effects on the vessel. But the pilot must explain the master the locations, and if any peculiarity of shallow water effect is expected on the route; and for same if itis different from the general shallow water effects. Local Navigational Aids Various Buoys - Lateral hand marks of the channel and any special buoys, isolated danger marks or cardinal buoys at other locations if they are not updated on the BA charts available on board and their working status at present Usually in developing ports the information are not updated with utmost correctness on the BA charts. If the port publishes its own charts or if any updated local charts or national charts are available, same has to be handed over to the master. Transit lights or sector lights if present are a very good source of position confirmation in narrow channels. Any virtual buys system present with AIS display. ‘Any RACON marks available. Any landmarks those are specifically useful for navigation in or out of the port, Reference points to be observed for carrying out a safe passage of the vessel ‘Communications Various communication channels like VHF channels Emergency contact numbers Local working channels during manoeuvring= Availability of GMDSS walkie-talkie be standby to be used if pilots VHF fails at anytime h. VIMS controls, ~ VTMS control and communication procedure or requirements, + Local warnings to be received from the VTMS ~ Reporting requirements i, Various Limitations & Restrictions (L&R) of the port - As the vessel is already reached the port, it must have complied with all the limitations and Restrictions (L&R) of the port + Limitations includes- draft, length, width ete - Restriction includes — cargo related, origin ports related, related to local and national regulations, ete j. Contingeney Measures ~ Contingency measure to be taken in the event of a malfunction or a shipboard emergency. + Identify possible abort points and ~ Identify safe grounding areas. k. Roles and responsibilities of the master, pilot and other members of the bridge During manoeuvring of the vessel from POB point to till the all lines are fast, the duties of the pilot and master need to understand clear and agreed upon. If any specific requirement is there for the pilot to carry out safe manoeuvres in the feedback mechanism of information in the communications in the bridge procedures, pilot ‘must explain same to the master beforehand. 1. Cheeklists As per the port requirements, there may be some checklists to be followed, signed and agreed by the master and the pilot before commencement of the passage after pilot boarding. Same need to be explained by the pilot to the master and after the master agrees, both need to sign the documents, m. Pilotage Certificates and Declarations Different port authorities around the world have different port procedures. Master need to fill up and sign the pilotage certificate for commercial and legal purpose before the passage is taken over by the pilot. There are also declarations related to manoeuvring, handling of the vessel damage to port infrastructure etc. needs to be made by the master before commencement of the passage. As said earlier, the above list made is not just for the sake of writing a long list but every point so made has a specific importance to carry out the safe berthing of the vessel. Pilots also usually omit mentioning such long list of information to masters; and probably feel its waste of time! But itis strongly advisable that the pilot tries to make the mention of all relevant points to the master atthe earliest opportunity. fier taking this information into account, master compares the pilot’s suggested plan with that initially has been developed on board. At this point, the master has a critical role to emphasize the importance of information exchange and carry out same. The pilot and master should agree an overall final plan early in the passage before the ship is commitied to commence her passage towards the berth from the pilot boarding point. Paramount Duties of Pilot before Commencement of Pilotage As already mentioned earlier in the introductory chapter, it is worth mentioning the paramount duties of a pilot at this point before commencing the conduct of pilotage. Besides the basic duties of advisory role of the any marine pilot to the master of the vessel related to safe navigation and safe manoeuvring of the vessel from pilot station to the berth, every pilot has a paramount duty towards the safety, security and protection of environment as well as obligation to national and intemational requirements. ‘Thus the pilot has following paramount duties all the time ‘when on duty+ Pilot must commit to safety of navigation, safety of life at sea, safety of the port infrastructure and prevention of pollution at all times. ‘+ Pilot should report to the appropriate authority anything observed which may affect safety of navigation or pollution prevention, including any incident that may have occurred to the piloted ship. + Pilot may refuse pilotage when the ship to be piloted is believed to pose a danger to the safety of navigation or to the environment. ‘Any refusal of pilot, together with the reason, should immediately be reported to the appropriate authority for further action. * The pilot should assist interested parties such as port authorities, national authorities and flag administrations in reporting and investigating incidents involving ships whilst under piotage, subject to the laws and regulations of the relevant authorities. + Pilots should meet or exceed the requirements set down in IMO Assembly Resolution A.485(XIL) and its annexes Various Plans drawn up by the Pilot for the Vessel’s Movement A comprehensive passage plan has to be prepared by the pilot after taking all the relevant factors into account. Same passage plan has to be thoroughly explained and understood by the master and the bridge team. The passage plan includes several aspects of the route and usage of various available resources. There are several other additions to passage plan of the pilot compared to a normal oceanic passage plan as prepared and used by navigation officers at sea, ‘The comprehensive yet generic passage plan includes following elementary plans: Route Plan Channel entry Plan Critical Points Speed control Plan Plans of Manoeuvres Tugs Usage Plan Berthing Plan Mooring arrangement plan Contingency plans This generic passage plan needs to be modified by the pilot to be suitable for the specific vessel. Same has to be discussed with the master before commencement of the harbour passage. When pilot boards a vessel, generally there may be pressure on both the pilot and the bridge team in time ‘management. So there is a precarious situation to allot some time for this “modification & discussion” stage before conducting the passage. At this juncture it is quite possible that it may not be discussed sufficiently thus resulting inconsistency with each other. Due to the lack of communication between the bridge team and the pilot in respect of the navigational intentions, it reduces the safety of vessel in pilotage waters. Related to the familiarity of the passage plan between the pilot and the master, it has been observed and reported frequently that: 1, Information are not shared by the master and the pilot in details, 2. Insufficient time for the ship’s crew to familiarise themselves with the pilot's intended passage plan, 3. The pilot boarding point is closer to the channel or to the harbour entrance as compared to actual charted boarding ground. 4. In-many areas pilots use their own electronic chart systems, displaying the passage on a laptop or similar device that they bring with them on board and connect to the vessel's AIS pilot plug, Use of such aids tonavigation, if combined with reduced planning and bad communication between bridge team and pilot, further reduces the ability of the OOW to monitor the pilot's intentions regarding the vessel's track, changes of course and to question any decisions made by the pilot. Early transfer of the intended passage plan to vessel With the technology available today, the transmission of intended passage plan in advance of the vessel's arrival by the pilot significantly add to safe navigation, It would assist the pilot in becoming a more integral part of the bridge team. When the pilot arrives on board, the bridge team is already aware of his main intentions and should be able to quickly discuss and agree on the passage plan, including any possible deviations from the original plan, Advance information leaves only minor technicalities to be discussed or confirmed at the time of pilot boarding and ensures that the bridge team’s full attention can be immediately directed towards navigation In many ports pilots or the port control in consultation with the pilots send passage plans for a particular port to sels in advance. This proactive communication enables the vessel’s bridge team to prepare and enter the expected passage in the Chart or ECDIS prior to the arrival of the pilot. The bridge team also assess the intended passage plan and understand it fully. If there is any doubt on the part of the bridge team same maybe clarified during MPiX. This is probably the way forward. It would facilitate input of the plan in the ECDIS and place the bridge team in a better position to monitor the pilot's actions. 1. The Route plan The route plan shows the planned route of the vessel from pilot boarding point to the berth or the vice versa for outbound passage. The route plan shows various way points and course and expected speed on each leg of the route. It also mentions the expected navigational hazards on each leg of the route. An appropriate route plan includes following: Pilot boarding point Channel entry point Alteration course points Speed for each leg of the route Minimum depth expected WOP for each alterations This harbour route plan is similar to the oceanic route plan as prepared by the ship’s officers for transoceanic passages. All such procedures are followed to prepare an effective route plan for the vessel from pilot boarding point to the berth. Additionally this route plan shows: ‘+ Width of sea-room available on each leg White and blue margins for each leg Additional resources of manoeuvring available Distance to go till the berth Emergency Anchorages Turing Basins Identification of the Berth 2. Channel entry Plan Channel entry plan includes following: ‘+ Marked Channel Entry Management Area (CEMA) for the vessel. This has been discussed in details in the next chapter. ‘+ The point of entry of the vessel according the draft in relation to the available depth of water.‘+ Find out the present set and drift at the pilot boarding point in the exiting weather conditions. Estimate the expected set at the entrance of the channel at that speed. ‘+ Any sudden change of set immediately after entering channel, ‘+ Speed required keeping the set angle within tolerable limit of set. The approximate shift in the series of buoys due to external force of wind or surface currents on either side of channel creating a skewed view of channel. Course to be followed while entering channel Expected speed at the entrance of the channel ‘Acute angle entry or sharp angle entry Width of the channel and blue and white margins with respect to the width of the channel and width of the vessel ete. 3. Critical points There are some critical points on the planned passage where pilot take unusually different engine or steering orders for the safety of the vessel, If the master of the bridge team is not prepared to face the scenario, suddenly when pilot advises excessive engine or steering movements, they may panic and may not be able to focus on their duties. Thus it is advisable that the pilot advises the critical points on the passage and the expected movements required to handle the situations early on the passage. This helps the bridge team to be focussed and handle the situation calmly. Such critical points are like: ‘+ Bars, or shallow patches Very narrow points Excessive cross currents Large alterations Restricted S= type bends 4, Speed control Plan The details of speed control plan have been explained in the chapter — Speed Control. This is a tentative plan which depicts the change in speed especially reduction of speed form entering the channel till reaching the exact position on the berth of the vessel where the speed finally comes to zero. ‘This shows the expected speed on various legs of the passage and speed expected at various reference points. The objective of the speed control plan is to: ‘+ keep stopping distances of the vessel in tolerable limits, reduce the side effects of speed on the other vessels due to interaction reduce the squat effects at various points reduce the chances of damage to the port structures censure that the vessel is always under control using all available means 5. Plan of Manoeuvres: A specific manoeuvre is carried out with the best use of various combinations of scarce resources of manoeuvring (engine, helm, ineitia, anchor, Mooring lines, tugs, thrusters, current, wind etc.) to execute a change from one course and speed to another course of speed in a very restricted sea-room. The plan of manoeuvres discusses the use of various manoeuvres to carry out the course or speed alteration while keeping the vessel well under control in the safe limits of sea room. There may be multiple ways of achieving the same results. But pilot has to choose the best suitable manoeuvre in the existing conditions and stick to the plan unless forced to change due to extreme conditions. Best use of all the external and internal forces shall be made to achieve the desired results. Pilot must be also ready to manage the emergencies at any critical points, Thus the use of emergency manoeuvres may be required to save a situation.