THE The magazine of thePILOT United Kingdom Maritime Pilots’ Association

Editor: John Clandillon-Baker FNI SUMMER 2013 No. 313

In this issue: International Shipping Week 125th UKMPA Conference Michael Joyce - Torpedoed WWII Make weather data work for you match race MPX Survey

MAIB report CSL Thames T&TC Report UKMPA News Chairman’s CSL THAMES “any Deck Officer”? John Clandillon-Baker Diary date: DAY 2 Report Will feature a variety of Don following extracts from the MAIB The 125th UKMPA top level expert technical report into the grounding also Cockrill highlight issues over ECDIS use conference presentations to inform and training. delegates of the latest To be held in London At 0820 on 9 August 2011, CSL developments affecting Thames completed loading a cargo on the HQS Wellington our dynamic profession. of 28,962 tonnes of aggregates 25th & 26th September As always, this is the at Glensanda for discharge at opportunity to meet up with Wilhelmshaven. A pilot boarded and, at 0840, the vessel departed. You will be reading this with only a Unless you’ve been on another old friends, colleagues and ac- In addition to the pilot, the bridge few weeks to go before the 125th planet during the last year you’ll all be DAY 1 quaintances and to meet new was manned by the master, third UKMPA members’ conference. fully aware that the marine Navigation colleagues from around the UK officer and a helmsman. The vessel’s The morning will consist of If you have not yet booked your Bill (2) (MNB) received Royal assent deepest draught was 10.63 metres. closed private sessions for and further afield. delegate place, you are strongly on the 29th April and will pass into At 0848, the pilot disembarked and urged to do so. As will be seen law on 1st October. Consequently, UKMPA members with the the master set the engine to full from the programme on the in the UK, from that date “any open session in the afternoon For full details, visit the ahead. Visibility was good with a website www.ukmpa2013. deck officer” will able to apply for a dedicated to National, conference website: moderate west-north-west breeze. co.uk there is a full and varied Pilotage Exemption Certificate (PEC). European and International www.ukmpa2013.co.uk programme including a Whilst the Bill was passing through At 0935, CSL Thames entered regulatory and political issues presentation by Rt.Hon, Stephen the legislative process, the UKMPA the Sound of Mull. To assist with Please note that this is an Hammond MP – Shipping Minister. raised many professionally sound navigation during the transit, the arguments against deregulating the master used two radars and an Evening: on-going site with additional September is a busy month for existing PEC requirements which ECDIS. The ECDIS was set with A Conference Dinner will information being posted the UKMPA, with other significant were generally dismissed by spurious the following safety parameters: events that I and other Section be hosted by our Honorary nearer the date. Members arguments such as that the existing a safety contour of 10 metres; a Committee members will be President, Lord Tony Berkeley should therefore check requirements prevented junior cross-track deviation limit of 0.2 attending. I have been called to within the House of Lords. it regularly. officers from what obtaining what mile either side of the planned track; give oral evidence to the Transport was considered by the Bill’s sponsors and an anti-grounding warning Select Committee’s inquiry into to be an important additional zone that covered an arc 1º either the UK Maritime Strategy. At the “qualification” to their career side of the vessel’s track out to a IMO I will be attending the 59th progression! One major argument distance equivalent to 10 minutes Navigation Safety Committee put forward by the UKMPA was that steaming. The alarm on the ECDIS meeting for a few days followed junior officers lacked the experience should therefore have activated if by the IMPA executive meeting, and skills required to handle a vessel CSL Thames deviated more than all in the same week! Editorial in pilotage waters. 0.2 miles from her planned track, Additionally, the UKMPA will be or the anti-grounding warning zone An incident where such inexperience Following on from Jonathon Pearce’s operational limits for manoeuvring. as MPX (Master Pilot Exchange). It is attending the London International crossed a safety contour or other was highlighted occurred in August DUKC ® feature in the Spring issue, A consequence of both these factors equally important that the MPX isn’t Shipping Week conference and user-defined danger. 2011 in the Sound of Mull when the on page 6 retired Southampton pilot, is that the relationship between the limited to a tick box exchange at also the dinner to ensure that the bulk carrier CSL Thames with an At 1006, with CSL Thames on a Nigel Allen, details how use of live Master and pilot is now as important the commencement of the pilotage importance of Pilots as part of the LOA of 175m and a draft of 10.6m heading of 290º(T) at a speed of Hydrographic and Meteorological as the actual handling element act and pilots should ensure that shipping logistics chain is went aground after the 3rd Mate 12 knots, the master instructed the data is now an essential element of of pilotage. I recall many years ago a dialogue and interaction with the not overlooked. on watch, altered course to avoid a helmsman to engage the autopilot everyday port operations. As Nigel when the concept of providing the bridge team is on-going throughout October 1st will see the changes to which he (erroneously) thought and then handed the con to the aptly points out, over the past twenty Master with a formal passage plan the passage, especially if there are PEC eligibility contained within the was on a collision course with the third officer, who stood facing the years the have got bigger was being introduced, an old pilot any changes to the original plan. Marine Navigation Act 2013 come vessel which resulted in the vessel starboard radar display, with the and bigger but the ports and their tapped his head and told me “Sonny, On pages 8-10, Dr Katherine Devitt into effect. We will be meeting with grounding on a rocky outcrop. At ECDIS display to his right (see access generally haven’t which has that’s the only passage plan that I has written an article highlighting the ports Associations and the the time, although the Master was photo overleaf). resulted in pilots having to adapt need and that’s where it’s staying”. the MPX based on a comprehensive MCA in mid September to draft the on the bridge, he was busy on the their skills, not just in learning how At the time that attitude was not At 1010, the third officer interpreted survey of both Pilots and Masters necessary additions to the PMSC bridge computer which all pilots to handle these larger vessels, but uncommon but no pilot can now from the ECDIS display that CSL and all pilots should take note of Guide to Good Practice. know is normal following departure also in making critical decisions afford to undertake any passage Thames was about 1 mile from the the findings. from a berth and was also listening with respect to additional tugs or without preparing a plan and I look forward to seeing many of next planned waypoint; he also to music on a portable Hi-Fi where aborting arrivals and departures discussing it with the Master during John Clandillon-Baker you at conference. Meanwhile, estimated that a sailing vessel he he’d pumped up the volume! The when conditions approach the safe what is now commonly referred to [email protected] stay safe and “Happy landings”. could see on the starboard bow 2 3

The Pilot The Pilot Summer 2013 Summer 2013 would be ahead of CSL Thames equipment’s safety features in order With respect to this grounding’s On a more general note, following regardless of any alarm function when she was steady on her new to make best use of them. relevance to the PEC deregulation reading this report I wasn’t alone in yet for the 15 minutes prior to the course. Intending to leave the sailing issue the report made the following considering that some important grounding no one looked at it? With respect to this latter point vessel to port, he decided to turn observations regarding the bridge elements had been overlooked by of passage monitoring the report The report states that the 3’O was early and, by adjusting the autopilot, team management on the vessel the MAIB and the status of the observes: looking out of the window and initiated a slow alteration of course to (my emphasis in bold): Sound of Mull, seemingly currently The third officer was unaware that using the radar. A rocky coastline starboard towards the next planned considered to be “open waters” is CSL Thames was heading into During the period leading up to the looming up ahead at 12 kts would course of 314º (T).At 1014 as CSL one area that, in my opinion, should danger. He had last looked at the grounding, the third officer remained normally invoke some sense of Thames’s heading was passing have been investigated. ECDIS display immediately before confident that he was in control concern (although given the actions 308º(T), the third officer acquired on initiating CSL Thames’s turn to of the navigational situation, and The Sound represents a boundary of Captain Schettino perhaps this no the radar an automatic identification primary means of navigation, thus starboard at 1010. The ECDIS felt no need to defer to the master. between the local authorities of Argyll longer raises concerns on the bridge system (AIS) target of the sailing removing the need for paper charts display anti-grounding warning However, at 1021, he was sufficiently and Bute Council on the Isle of Mull of a modern ship!) and the 3/O vessel at a range of 3.6 miles and to be carried. All bridge officers, zone alarm activated at about 1018. concerned about the intentions and Highland Council on the Morvern was using the radar. Why is there on a bearing of 318.5º(T). At 1016, including the master, had completed However, the focus of the third of the small vessel ahead of CSL coast and yet it seems that neither no mention of radar parallel with CSL Thames approaching a generic ECDIS training course in officer’s attention was on collision Thames that he sounded the ship’s Authority was contacted regarding indexing and other non-ECDIS her planned course of 314º (T), he the Philippines. This course was avoidance, and involved him looking whistle. The master was sitting at the what potentially could have been navigation techniques? decided to continue the alteration to based on IMO Model Course 1.271 ahead through the bridge windows communications centre at the rear of a serious pollution incident in their starboard to place the sailing vessel In conclusion it is a sad reflection - No training or familiarisation on the and monitoring the radar display. the bridge and the activation of the waters. This is even more puzzling onto the port bow. At 1018, CSL on our democratic process type of ECDIS fitted on board CSL ship’s whistle should have alerted him since the waters around Scotland Thames was on a heading of 321º While the third officer relied on the that groundings are seemingly Thames had been provided by the to the developing situation. Had he are currently being proposed as (T) when the third officer observed ECDIS as the primary means of considered irrelevant unless they ship’s management company or by taken more interest in the navigational Marine Protection Areas and in 2010 another small vessel right ahead at navigation, he did not appreciate involve pollution where it takes a previous employers. situation faced by the OOW, he might the Scottish Association for Marine about 1 mile range. With the intention the extent to which he needed to seagull covered in oil to stimulate our have been prompted to challenge Science published an environmental of leaving the small vessel to port, he - The company had not provided any monitor CSL Thames’s position elected representatives into taking the third officer’s actions, particularly study for the Sound which identified continued altering course to 324º (T). instructions or guidance on the use of and projected track in relation to notice of maritime safety issues. as a sound signal of two long blasts pollution as a risk to be considered. the ECDIS fitted to CSL Thames. the planned track and surrounding The ECDIS anti-grounding warning has no meaning in the COLREGS Again it seems that this body wasn’t John Clandillon-Baker hazards. The ECDIS display was zone alarm then activated on - A safety contour setting of 10 in respect of collision avoidance in consulted during the investigation. orientated so that the OOW had www.maib.gov.uk/cms_resources. the display, but no audible alarm metres was inappropriate for CSL clear visibility. The master may then Indeed there is no mention at all of to face to starboard to look at the cfm?file=/CSLThames.pdf sounded. At 1021, the third officer Thames’s draught of 10.63 metres. have identified that CSL Thames who is responsible for shipping in the screen. Although this might have sounded two long blasts on the ship’s was running into danger and taken Sound of Mull. Is it actually - Although the ECDIS anti-grounding been ergonomically satisfactory for whistle to alert the small vessel to remedial action. open waters as I assume or is it warning zone visual alarm activated, routine navigational watchkeeping, the presence of CSL Thames and, at under local authority jurisdiction the audible alarm, which should the third officer’s overriding priority The Sound of Mull is a regular route about 1023, the small vessel passed and are there any bylaws covering have alerted the third officer to the during the period leading up to the for coastal traffic and does not pose a clear on CSL Thames’s port side. The navigation etc.? fact that CSL Thames was heading accident was collision avoidance, challenge for small vessels. However, UKMPA third officer then focused his attention into danger, did not function. This which required him to look ahead. CSL Thames was a large vessel and The pilotage on departure took eight on the sailing vessel ahead, which was because the ECDIS unit was Had the ECDIS display been located required careful navigation in view minutes indicating that the vessel was now at about 1 mile range. Office not connected to a loudspeaker in front of him, he would have of the restricted sea room and the was barely off the berth when the At 1025, CSL Thames grounded in or buzzer capable of sounding an been more likely to routinely likelihood of her encountering other pilot disembarked yet the report position 56º 34.3’N, 005º57.2’W at audible alarm, contrary to the IMO’s consult it when monitoring the traffic. The master was confident of does not expand on this nor question details a speed of about 12 knots (Figure 4). performance standards. navigational situation. the third officer’s abilities and, on whether the pilotage regulations for The contact with the seabed lasted handing him the con, was content the area are actually fit for purpose - Despite having attended training Traditional navigational techniques 16 seconds and caused the vessel to for him to navigate alone. However, given the sizes of ships involved and Transport House courses that met the standards require an officer of the watch to vibrate loudly. his confidence was misplaced. The the constrictions of the waterway etc. of the IMO model course for regularly plot a series of historical 128 Theobald’s Road third officer lacked experience and, The report goes on to note that ECDIS, CSL Thames’s master positions on a paper chart from Then there’s the issue of draft. The London WC1X 8TN given the navigational demands of following a sounding check ingress and bridge watchkeepers lacked which to project the vessel’s track. report states: “CSL Thames was the passage, needed the support Tel: 020 7611 2613 of water was noted in a tank an understanding of the ECDIS The ECDIS display provided the third a large vessel and required careful of the master, who should have and an inspection revealed a 3m long equipment’s safety features and/ officer with an ability to immediately navigation in view of the restricted avoided sending the routine rupture. With the pumps able to or their value. ECDIS provides the identify the vessel’s current position sea room and the likelihood of her departure messages until CSL Email: control the ingress permission was officer of the watch with an efficient and projected track at any time encountering other traffic”.Under Thames was clear of the Sound. [email protected] granted for the vessel to continue on and effective means of navigation. without the need for regular plotting. such circumstances the vessel was its voyage for permanent repairs to However, its ability to continuously Furthermore, the third officer was During the MNB stitch-up, sorry clearly “constrained by her draft” Web: www.ukmpa.org be undertaken after discharge. provide the vessel’s current position aware the ECDIS anti-grounding “consultation”, period this MAIB and the Master would have been and projected track, and to warn warning zone feature was designed report was submitted as an example justified in displaying the deep draft The following edited extracts of approaching dangers, can lead to automatically determine and alarm of the dangers of de-regulating the signal. Again there’s no mention of Secretarial support highlight the key observations made to over-reliance and complacency. if the vessel was running into danger. existing PEC requirements but (if it this factor in the report! Returning to by the MAIB regarding the use of provided by The officer of the watch still needs Consequently, he felt no obligation was even read!) it was dismissed the actions of the 3/O much is made ECDIS on this vessel: Alison Smith to monitor the vessel’s position and to check the vessel’s position and as being irrelevant since it wasn’t of the ECDIS and its location but it CSL Thames was fitted with two projected track at regular intervals projected track during the 15-minute considered to be a PEC issue! would only have required a sideways ECDIS units that were used as the and to fully understand the period leading up to the grounding. glance to verify the position

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The Pilot The Pilot Summer 2013 Summer 2013 after the grounding, having left the to the MNB deregulation issue, the Use of Hydro/Meteo Information first step towards a comprehensive tidal window by another 15 minutes. bridge some 2 hours earlier! states that: “In order to ensure for Port Access and Operations. picture of the hydro and meteo Further, looking at various ‘live’ And then the navigational safety of the large conditions in any port. websites, it would appear that the So is this incident of relevance to the The group of 13 experts met ten number of non UK flagged vessels wind will now shift to the northwest MNB deregulation issue? Since this times over the course of four years A quick search on the internet will operating around the UK coast, it a little earlier than originally incident occurred outside pilotage and were asked to pay special reveal the existence of an array of another!! is imperative they are manned by expected, which will also be waters the answer would seemingly attention to access windows for easy-to-understand port websites competent crew members. Illegal helpful whilst berthing. be no although, as with the channels subject to tidal restrictions. displaying hydro/meteo information. and fraudulent certificates must CSL Thames, it again raises VTS: That’s great. I’ll advise the be identified and weeded out as a Time is one of the most important Take Port of Rotterdam’s Internet serious questions over the lack terminal that you’ll now berth port matter of priority.” Given the Internet factors when considering an up-to- Amethyst website, for example, of navigation jurisdiction through side alongside, so they can make the and computer technology now date forecasting system. With the which is periodically fed with data the Scottish Isles. necessary cargo adjustments. The available these cases are possibly new and more robust monitoring from the monitoring networks in the two tugs ordered have just called in However, of great relevance is that just the tip of a massive iceberg but and data communications techniques port area. I can even download free and are now confirmed as available. the MAIB investigation uncovered is anyone concerned? In a press that are available today, weather information on my iPhone The pass with the outbound ship a very sophisticated fraud involving release following the MNB’s Royal a port should aim to develop a that can be superimposed onto is scheduled for 0835hrs at the the illegal issuing of Panamanian Assent, Maritime UK were gushing system that can make a forecast and my chart data using an app junction buoy. I’ve just spoken to Certification of Competency (CoC). over with joy stating: “The very deliver that information to the end called Pocketgrib. the meteorological centre and they The Turkish Mate, his post grounding positive effect of the new Act will users in real time. In this way weather There is now a level of information confirm a wind shift to the northwest Less than a year after the CSL relief and the 2nd Mate were all be to reduce burdens on the ports conditions can be pre-empted and out there that simply wasn’t available around 0900hrs. Presently we have Thames grounding the 89m LOA found to be in possession of these and shipping industry and improve operations adjusted before. And if I can get up-to-date- 250 degrees at 27kt, gusting to 33kt, feeder containership, Coastal Isle, fraudulent certificates which had maritime safety.” So that’s a relief! to suit these conditions. information on my iPhone, think of trend steady. piled into the southern tip of the Isle successfully passed the scrutiny Each port has its own specific the possibilities for a port. of Bute at full speed which caused of the company and other officials. John Clandillon-Baker conditions but in all cases accurate, Nigel Allen (Southampton. Retd) considerable damage to the vessel. The MAIB’s report notes that an The relative costs of setting up or timely and reliable data is of crucial In this incident the 1st Mate was on IMO study in 2001 identified 12635 www.maib.gov.uk/cms_resources. updating a forecasting system in importance. Hydro/meteo information Nigel Allen took watch but was found in his cabin fraudulent CoC’s and, with respect cfm?file=/CoastalIsle.pdf a port, compared with the value of across the globe is ample and easily part in the PIANC the assets at risk, is quite small but obtainable from meteorological (Permanent vital if a port wants to remain institutes running a network of International competitive in terms of being efficient monitoring locations. Association and effective. of Navigation In most cases, however, a port will So, back to our delayed ship: Congresses) working need more specific information group on behalf of the International in addition to this, so it may be Pilot: With the tide running 0.25m Make weather data work for you Maritime Pilots’ Association (IMPA). Nigel Allen necessary to add a dedicated over prediction that extends my tidal monitoring location in the vicinity window by 18 minutes and as we‘re The PIANC report is of the port. Further port specific data, not swinging, that reduces the time available at: www.pianc.org/ Following on from Jonathon Pearce’s Pilot: I’ll get back to you. information can impact operations such as waves and currents, may required to berth by 15 minutes, technicalreportsbrowseall.php feature last month this account during a vessel’s approach to port, This conversation will be familiar to also be needed and a dedicated so despite the delayed vessel sailing Price: €90 serves to highlight the importance manoeuvring alongside and even pilots and masters alike. Operational monitoring programme would we can still safely proceed. The of environmental factors in its cargo handling operations. This feature is edited from an article changes that affect planned shipping be required, information from master has also advised that he can passage planning. (Ed) first published in Ports & Harbours movements can be disruptive and A ship’s arrival is planned days in which would be input into the move some ballast around which magazine and is reproduced here Consider the following scenario costly; accidents even more so. advance and it is in the interests forecast system. will reduce the maximum draught by with their kind permission. between a shore side Vessel Traffic of everybody involved that things 20cm, which will further increase our Ships are increasing in size but many Bringing together all these forms of System (VTS) operator and pilot: run to schedule, at the sharp end, safety margin by extending my ports are not and, as a consequence, data from the various sources, is the decisions need to be made that VTS: The ship on your berth has gone the margins for error have increased. produce a safe outcome. Weather back half an hour and the Typically, a large container ship can is one of the most changeable two tugs from that vessel will cost more than $100M, the value factors and so it is important that come to you. of the cargo many times more, and this information is up-to-date and daily running costs of these vessels a quick note about... IMPA & EMPA Pilot: My tidal window closes at 0950 used to its best advantage. are huge, with delays creating hrs and the weather forecast is not complications and rescheduling likely The methods of providing reliable and looking very helpful either! It is often forgotten that all UKMPA UKMPA members should therefore regularly to be expensive. accurate hydrological/meteorological VTS: OK, the last low water was 0.2m information based on both actual and members are also members of IMPA visit the IMPA & EMPA websites which have Everybody in the chain is under above prediction and the current predicted conditions have improved & EMPA and with so many issues both recently been updated and register for pressure to perform and with such trend is 0.25m above prediction and can be more easily shared currently common to pilots around the members’ areas: expensive assets sailing in and out and the barometer is still dropping. with relevant parties. It was for this of your port, it is essential to offer the World, membership of both these If we skip the swing and go straight reason that, in December last year, IMPA: www.impahq.org the best possible service you can. associations is of great importance. alongside port side to, how does that a PIANC (The World Association for As the above scenario highlights, EMPA: www.empa-pilots.org extend your tidal window? Waterborne Transport Infrastructure) hydrological and meteorological working group published its report on

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The Pilot The Pilot Summer 2013 Summer 2013 Failure to exchange information by from having entered a darkened Some pilots explained that they parties involved may be caused by bridge from a brightly lit alleyway. would vary their communication It ain’t what a number of factors such as: style depending on whether they The importance of drip-feeding thought they needed to be more • Lack of understanding information was seen as very directive, or friendlier. There can be you do, it’s • Assumptions made and important. Interestingly, some a danger of stereotyping here, but not checked Masters interpret too much Eastern Europeans appeared to fall • Distraction with other matters. information-giving as indicating into the first category, and Filipinos the way that • Commercial considerations less experienced pilots. into the second. • Personality characteristics Failure to adapt to other cultures (such as “I know better than The conclusion that emerged was you do it! and languages he does”) that in an increasingly multicultural Dr Katherine Devitt • Fatigue and stress One of the main problems impeding industry, the ability of a pilot to understanding is the skill level interact successfully with different As the elements (such as those One of the factors emerging from of spoken English, and all the cultures, nationalities and linguistic detailed by Nigel Allen on the the research was the importance pilots interviewed highlighted abilities is increasingly important. previous page) involved in a pilotage of honesty about any equipment communication problems with They also need to assess the passage become more complex, defects, and timeliness in providing various nationalities. Problems were speed, quantity and specificity the importance of an effective and that information. One pilot recalled also identified where the bridge team of information exchange, to gather on-going dialogue between Pilot ruefully that he had learnt early in his were talking in their own language non-verbal indicators in order to and Master MPX) during the passage piloting career that he needed to be and the pilot was aware that there check for understanding or loss cannot be over-emphasised. Dr very specific in probing for defects, were issues about the ship that were of concentration, and to adjust Devitt’s following research summary having initially asked whether the not being communicated to him. The their interaction style in order to pilot knows what he is doing. His grumpiness and affect bringing the highlights the key factors. (JCB) vessel had a bow thruster and been importance of non-verbal skills for get the best out of the Master- assessment may include how much ship safely alongside. told it had. What he was not told at The vast majority of pilots take the pilot cannot be under-estimated, pilot relationship and these are pertinent information the pilot gives the time, and discovered later, was As well as showing an interest in the pride in doing a good job. But whether that be checking that fundamental to an effective MPX. and requests, whether he appears that it wasn’t working. Now when he Master and bridge team in a sociable what constitutes a good job? someone really does understand prepared with a plan, whether he receives an affirmative response to Failure to establish trust and friendly way, “small talk” about Ultimately it must be to do with or is uncomfortable challenging communicates regularly and explains his enquiry about the presence of and rapport sport or the Master’s home country, the safe navigation of the ship, but the pilot. what he is doing, the quality of his a bow thruster, he follows through pilots emphasised the importance is it only about good seamanship? The European Maritime Pilots’ ship handling, whether he “takes care with the question, “And is it working, Just because a pilot’s native of joking and banter in putting the Association (EMPA) observe of the ship” and is operating safely Warsash Maritime Academy and to what capacity?” This failure language is English does not mean Master and bridge team at ease, (researcher’s emphasis is using a safe speed of approach. sponsored me to explore the to inform can often be linked back that he is understandable to a relieving tension and establishing highlighted): “The master and Masters also assess how relaxed and effectiveness of the Master-pilot to commercial considerations – foreign crew. Regional accents trust. Masters also recognised the pilot relationship is an intriguing confident the pilot appears to be, as exchange (MPX), and the relationship loss of a bow thruster might result can cause a real problem, as importance of small talk and banter, balance of mutual trust and respect, well as his appearance –the wearing embedded within it. I was interested in the need for a tug with its can speaking too quickly. One though it was clear that in certain largely unwritten, which provides of uniform was seen as evidence of in the non-technical skills required resultant costs. Master highlighted difficulty in circumstances, such as being an unrivalled level of safety in a professionalism. Several Masters to be an effective pilot since my view understanding a Scottish pilot with a fatigued or carrying out complex Another pilot told of a Master who, society that expects, and receives, mentioned the importance of a pre- would be that technical and non- broad accent, “For ten minutes, he manoeuvres, this would having requested that he berth the the highest of standards from the printed passage plan with plenty of technical skills must be interwoven tries to speak English and then blah, not be appropriate. vessel, was approaching the berth shipping industry.” visual information (such as chartlets, together for the most successful blah, blah, I understand nothing... too fast – it was only after pilot an overview of the pilotage area etc.) Mutual respect and valuing was outcome. he’s a very good pilot, he’s very nice, The amount of time generally taken intervention and the safe berthing such as that used in Southampton, important to all the interviewees, he tries to explain everything very by the act of pilotage is only a matter Interviews were carried out in of the vessel that the Master as an indicator of whether they would whether it was pilots needing to good, but he don’t speak English!” of hours - not long - especially the ports of Bristol, Medway and admitted he had never berthed have confidence in the pilot being recognise a Master’s expertise when there are a number of factors Southampton with thirteen pilots that vessel before. properly prepared. and ship knowledge, or Masters that can influence that trust. These and nine Masters, and what emerged demonstrating that they valued Overload of information include prior experience, perceived Creating rapport was seen as an were some clear trends about their pilot. Several pilots mentioned competence, interpersonal skills, essential skill in working effectively what contributed to effective and Although the MPX should be the importance of handshakes, and the ability to adapt according as a pilot, some saying that the ineffective Master-pilot relationships. a continual process, too much a welcoming smile, whether a to the situation on board and the relationship built with the Master information given at inappropriate cup of coffee is offered. Failure to ask for, or provide personalities involved. If the Master was the most important part of the times will defeat the goal of an relevant information and pilot have successfully worked act of pilotage as it allowed them Monitoring and challenging MPX – to acquire the understanding both to work together effectively together previously, trust is likely to All Masters interviewed said that The 2008 MAIB report on the Sichem necessary to take the right actions with the bridge team. This was be already established. If the Master they, or their bridge team, always Melbourne incident noted that: during the act of pilotage in order confirmed by many of the Masters is not a regular runner to the port, monitor the pilot. Interestingly, “The accident was primarily to make a safe transit. interviewed. Failure to build or has had a poor experience with this was not the view of the pilots, caused by a failure to exchange relationships appeared to diminish Several pilots spoke of not being pilotage, this will colour the extent though this does vary depending an appropriate level of information some Masters’ trust in their pilot. given enough time to familiarise to which he trusts the pilot. on the size and type of vessel. It is between the master and pilot Some Masters recognised that themselves with the vessel before possible that more assertive pilot before departure from the berth. How a Master determines pilot they, too, had a part to play in good a pilot card was thrust under their monitoring takes place where the Assumptions were made by both competence is often based on a gut relationships – one said if he was noses, or to acclimatise themselves Master is also the owner of the parties of the other’s intentions.” feeling about whether he feels the grumpy, this might raise the pilot’s 8 9

The Pilot The Pilot Summer 2013 Summer 2013 vessel, especially if they believe assess each other’s level of fatigue probably going to be a little bit below Unfortunately a combination of fresh organised it every year since then there is no need to take on a pilot. and stress is important due to the par, and also if it’s the early hours water and neglect led to her rapid until his untimely death last year impact of these factors on MPX of the morning ... if I know it’s going deterioration and she was in a very aged 52. Although the remaining It isn’t clear why there is a deviation effectiveness. This is often through to be a difficult ship and I’m a little sorry state when she was sold to committee members ensured that in views. It could be that where body language and non-verbal bit tired and it’s in the middle of the the Cambria Trust for £1 in 1996 and this year’s race went ahead, without vessels are regular runners into communication: speed of speech, night, I would say I’m not going to she was towed to the Dolphin Yard Mark the future of this event is the port, a relationship of trust high pitch of voice, excessive be as competent as if it was daytime at for restoration. Here now uncertain given the increasing has already been built between movement on the bridge or lack and an easier ship.” a group of enthusiastic volunteers amount of bureaucracy, risk Master and pilot, and therefore of it, shouting at the helmsman discovered that the hull was more assessments and support logistics less monitoring is deemed to be What has emerged from this study or engine room personnel, lack rotten than they had thought and required to a major sailing necessary. Another assumption is the importance of non-technical of acknowledgement of situational when the Dolphin yard closed in event in confined shipping channels might be that no Master would be skills, and in particular, self- awareness, questions being 2005 it looked as if Cambria would shared with commercial traffic! Its willing to say he did not monitor awareness of one’s own personality repeated frequently, asking for join the many skeletal remains of demise would be a great shame, during the act of pilotage, either and style, the ability to use non- excessive amounts of detail, vessels on the banks of the river given the barge match race’s unique personally or vicariously through verbal communications to maximum yawning, “twitchiness”, and Medway. A last minute offer from heritage, but there is enthusiasm and with Saturday’s forecast sunny the bridge team. There might also effect, and adapting communication grumpiness/shortness of temper Peel Ports (Medway Port Authority) within the barging community to and hot with light airs we anchored be a difference in perception around approaches to suit the situation and and insensitivity. provided a berth in Sheerness try to ensure its survival. Despite overnight just upstream from the what monitoring actually entails. Is the individual being communicated dockyard and an application was difficult sailing conditions, this start line. monitoring watching for deviations Pilots were also aware of their own with. These skills form the made to the heritage Lottery Fund. year’s race was very successful and by exception? Is it to do with the susceptibility to fatigue and stress. foundation of creating rapport and The Race Fortunately the HLF recognised was completed safely as a result amount of questions an interested There were differing reasons for trust, and will contribute to a safe the importance of restoring such a of the comprehensive planning The weather forecast was entirely Master or bridge watchkeeper might feeling stressed on board, which transit – something any pilot and classic vessel and in 2006 a grant and marshalling arrangements so correct and as the rest of the raise? Is there a correlation between ranged from orders not being Master would surely want. of £990,000 was made. In order that hopefully this will help to ensure motored down to join us at the the lack of active engagement and a followed and relevant preparations the restored vessel would honour the that the race will continue to be start the river was flat calm. The power distance culture where pilots not being made for arrival in port Dr Katherine Devitt original design a decision was made held in the future. start time was set for the ebb tide, – seen as the experts in their role – through to constant “wittering” of the Recently retired Senior not to include an engine and to retain two hours before low water and in would not be challenged as a matter Master and bridge team. The journey The course Lecturer, Warsash the cargo hold area as a large saloon. order to gain the advantage of the of respect for their seniority and out on the pilot boat can take its toll Maritime Academy The course was the original one, inside of the bend at the Lower hope role expertise? It’s worth if the weather is bad. Sometimes, Cambria sails again starting from “The Muckings” buoy we had anchored close to researching further. jobs take longer than others due This commentary The restoration contract was about 4 miles downstream from the shore whilst other barges to waiting for a berth, or fog, or the Failure to recognise fatigue above is summarised granted to Tim Goldsack and on 1st , outward down to Sea had chosen the middle to delayed arrival of a vessel. Sharpness and stress from a much larger September 2007 Cambria was towed Reach, Round the SE Leigh buoy side hoping to gain an advantage and awareness also diminish so that research report. If you would like a to Standard Quay, where and then beck up river to finish at from the stronger tide. Richard Fatigue and stress can impact course alterations are made too early copy, please contact the author at she provided valuable employment Erith. This was the first time since Titchener calculated the weighing on both the technical and the non- or too late. It was summed up by a [email protected]. for apprentice shipwrights and 1894 that the finish line had been of the anchor well and we ended up technical aspects of pilotage. The pilot, who said, “If I’m tired I know I’m riggers who worked alongside the set at Erith and a meal and the prize drifting backwards across the line in ability of both Master and pilot to professional craftsmen and the large giving had been organised by the second place some 3 minutes after number of volunteers. In 2011 the Erith yacht club. the start gun. Fortunately, apart from restoration was completed in time for a couple of coasters who were able Cambria to participate in that year’s to zig zag through the drifting flotilla Thames barge match where, with the only large vessel was the dredger On board “Cambria” for the 83rd the well renowned skipper, Richard Bruegel working off the London Titchener, at the helm and his “Mate” Gateway container terminal and the Thames Match Race Hilary Halajko along with crew Master was very co-operative in from the Port Of London Authority adjusting his dredge location to avoid with 2013 marking the 150th ( who have also been sponsors of impeding the race. the restoration) she established her After about one hour, the first credentials by coming first in her “cat’s paw” of wind was observed Anniversary of the Race class. Having come first again in the indicating the early sea breeze so all John Clandillon-Baker 2012 race the pressure was seriously A record number of 16 barges sails were set and for the first time on when your editor joined the PLA On Saturday 13th July your editor race in the World after the America registered for the race and the we were able to steer the barge. I in October 1970 under the team for the 2013 race. joined a Port of London team who Cup and the oldest sailing with command of skipper Alfred “Bob” PLA team (ably organised by PLA’s was amazed at how little wind was had chartered the sailing barge traditional vessels. Roberts who’d been skipper of her 83rd Thames Barge Match Civil Engineer and sailing barge actually needed to get the barge “Cambria” to participate in the 83rd Race 2013 enthusiast, Derek Maynard) which moving. The anticipation of the first Cambria is a sailing barge with a for F.T. Everard since 1954 and Thames barge match race which included two pilots, our lady pilot, breeze paid off and we slowly moved unique history in that she was the owner from 1966 - 1970. In 1970, This year’s race’ held on Saturday was significant in that this year also Jean Buckpitt and myself, all joined from 5th to 3rd place. As low water last British registered vessel to carry sailing the Cambria became 13th July, was particularly special in marked the 150th anniversary of the Richard, Hilary and their experienced approached the decision was made a commercial cargo purely under sail commercially unviable and she was that it marked the 150th anniversary original race. Although not the oldest crew members “Stretch” & Ray to shorten the course to round the alone having carried a final cargo of sold to the Maritime Trust and laid of the race and was held in regatta, this race is claimed to be the on the Friday morning for a Mid Blyth buoy leaving it to port. cattle cake from dock to up in London’s St Katherine’s dock commemoration of Mark Boyle who 2nd oldest regularly organised sailing familiarisation sail to learn the ropes Whilst this was a wise decision the as an exhibit. had revived the race in 1995 and

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The Pilot The Pilot Summer 2013 Summer 2013 in addition to alongside us and dropped us Richard receiving gently alongside revealing another the prize for skipper’s expertise in craft handling our class win, in a tideway. Hilary was also We all then adjourned to the honoured with adjacent pub for a “safe arrival” a well deserved refreshment before parting our prize for the different ways. most competent “Mate”. Following During the weekend I learned a lot a night at anchor and it occurred to me that a couple we got underway of days sailing on the engine-less early to take Cambria with Richard and Hilary crossed the line whilst rounding up advantage of the ebb to sail back would be a valuable addition to our into the wind ready to tack back to Gravesend. Here again Richard’s pilot training programme in that the half mile down river which must skill in handling the Cambria saw us knowledge of the tides and using have made an impressive sight for sail clear of the marina in the gentlest the elements is essential to the the many onlookers on the shore as of breezes and the passage was success of any pilotage manoeuvre, the gennaker was dropped and the enhanced by the presence of a seal regardless of the type or size of headsails set. Having sailed neatly that popped up to accompany us vessel. However, I did warn Richard, into Richard’s chosen anchorage while ghosting down Long Reach who enthusiastically endorsed the choice of buoy made rounding it panic situation, Richard just calmly relationship, Richard also permitted position the barge was secured and under the Dartford Bridge where the idea, that working with a “whinge” “interesting” since the Mid Blyth announced the fact to the crew me to share the helm with him! we proceeded ashore for a meal laid weekend holiday traffic was already of pilots might prove more of a buoy, having been replaced by the and it was here that I was able to Being younger and fitter than me, on by the Erith Yacht Club washed starting to build up, probably not challenge to himself and Hilary than Tanker buoy and moved south to observe a truly skilled sailing barge as well as an experienced sailor, down with some much needed going much faster than our 4 kts! their usual complement of socially create a secondary channel, is now Master use his knowledge and Jean’s skills meanwhile were being “refreshment” prior to the prize’s For the final berthing on Gravesend’s excluded youth!! only 150m north of the Blyth Sands experience to sail off a lee shore! used to advantage assisting Hilary being awarded by Sir Robin Knox Town Pier we were assisted by the drying line! With no engine, many would have and most of the rest of the crew up Johnston. We were all delighted that called for a tow off but not Richard. on the foredeck where the several barge Reminder which lashed up John Clandillon-Baker My position for the race was down With the tide now flooding and all gybes required skill and timing in aft to assist with the lee boards and the sails still set, Richard lowered manipulating the massive pole on the mizzen and Richard also used me the windward lee board and as the the “gennaker” in order to keep as a back up tactician with respect tide refloated us, the lee board acted the barge sailing well as the sea to the tidal flows, laying the marks as a pivot to turn the barge to the breeze increased. This combination and keeping an eye out for other North and we gently sailed clear and saw us overtake five other barges barges under the ! A good Specialised ship handling training for back into the race with just a loss of in the Mucking Reach and back in judgement of the tide enabled us to pride! Our “waiting for the tide” had sight of the leaders as we entered pilots, masters and senior officers catch up with the two barges ahead taken around twenty minutes which Gravesend Reach. By this time the of us and the three of us rounded the resulted in our dropping from 1st to tide was picking up and the larger Warsash Maritime Academy’s Ship Handling Centre provides world- Mid Blyth buoy together but once class training using a variety of accurately scaled ship models on a 11th place overall. Cambria has a commercial ships started to move. round the mark we were faced with purpose-built 10-acre lake. reputation for being a fast barge and A combination of liaison by VTS with quite a challenge since the rest of the following her previous two wins there the pilots and marshalling by the race fleet which were all converging The Ship Handling Centre is the only one of its kind in the UK, and one of only five in the world. had been mutterings about the need escort launches meant that even the on the buoy had priority over us. for a handicap being placed on her 300m long Santa Rosa (Pilot Chris · Understanding the behaviour of ships is essential to developing skills Richard therefore decided to keep Focus of training is around the demonstration of slow speed control by some of the other barge skippers. Young) was able to safely unberth · as close to the bank as possible on · Complex and potentially hazardous manoeuvres practised in a scaled environment However, as Richard and Hilary from her Northfleet berth and steam Cost-effective training to enhance competence and refresh skills the basis that the barges that hadn’t · pointed out, they always took the out through the race in Gravesend · Training principles are contained within IMO resolution for pilots rounded the mark would need to Extensive fleet now includes nine models representing 13 vessel types trouble to put her on a drying berth Reach without any delay or close · tack away before reaching us. This · A comprehensive range of ship handling training courses for all levels before any race to scrub the hull quarters situation developing, thus worked well and took us into first clean instead of hoping that sitting in proving the value and effectiveness New for May 2013 - 1:25 scale container ship place until one of the barges, not a mud berth will clean the hull which of the pre-race planning. having enough way on to tack bore Modelled on a real 365m long, 13,300 TEU vessel isn’t nearly so effective. · away off the wind towards us to gain Back in the lead! · The most widely used container ship trading globally in the future Typical of all large modern container ships for ship handling training a bit more speed. In order to avoid a So, having given the rest of the fleet · The last eight miles of the race from collision we were forced to go further a 20 minute advantage we now had Gravesend to Erith saw us overtake Find out more at: to the south and as a consequence a race on our hands and here I was another three barges to cross the www.warsashacademy.co.uk your editor found himself aground for able to supplement Richard and finishing line 3rd overall and 1st in our the first ( and hopefully last!) time in Hilary’s skill with getting the most out Class. Even at the finish line, To book, contact us: his career as of course did the other of the sails with my knowledge of Jackie Basford the skill of Richard was evident since barge. Fortunately Thames barges the tide sets to help to gain a tactical E: [email protected] not wanting to have to be towed T: +44 (0)1489 556163 are designed to sit on the mud so advantage and, having established back to the Marina anchorage we rather than this being considered a a good master / pilot 12 13

The Pilot The Pilot Summer 2013 Summer 2013 Obituary: David Eric Higgins 1937-2013 76th T&TC Nick Lee (Chairman T&TC)

David Eric pilots commenced their training (preferably with plenty of refreshment The following are brief notes from and updates raise real concerns but Cutmore was aware of the concerns Higgins was as helmsmen) in 1961. There he stops). Red Watch, as a group the meeting that was held on 3rd it is clear that there are counterfeit over IT equipment being wiped by born on 20th progressed through the grades to of colleagues occasionally went April 2013 at Haven Masters Office, units in circulation. Other areas the powerful magnets but these have December become authorised as a 1st Class walking in the Lake District - and to Avonmouth, Bristol. The full minutes where counterfeiting is raising been denied). Nick gave an industry 1937 near pilot in 1990. It was at that time we Dave’s amusement, some would are available in the members area problems is in basic ship equipment overview of fixed systems, such as Colwyn Bay, changed our working system to a arrive in a Jaguar and staying at the of the UKMPA website. such as anchors and even modern ship owners being concerned about North Wales. ‘watch system’ with Dave becoming local YMCA; we called ourselves developments such as magnetic the need for hotwork to install lugs. Present: a member of Red Watch, and there The Dinosaurs. hooks. There followed a discussion Their placement may be straight Following his pre-sea training on Outgoing Chairman: Jonathan Mills was a strong “esprit de corps” within it was agreed that in local districts forward on tankers who only do H.M.S. Conway from 1953 to 1955, Dave especially enjoyed his days New Chairman: Nick Lee (London) each watch. Dave had a love of we are able check if the latest chart single discharge but this may not be he joined the Port Line sailing to with family of two sons and three Secretary: David Roberts () bowling, being a keen and active corrections have been made but this the case for bulk carriers. If portable Australia and New Zealand. He grandchildren. He was a loyal Tim Wingate (Aberdeen) Upton Bowling Club member for is of real concern to Deep Sea Pilots. units are used then 3 are required, then transferred to Ellerman & team member in piloting life, a Chris Hoyle (Southampton) some 40 years and one of the best one each side of the ladder and one Pappyanni Line on their Liverpool good team mate in his bowling Martin Chatterton (Bristol) 5. Electronic promulgation of players in the club. Up until very for the bottom platform as the ladder to Mediterranean service where life a wonderful husband, father, Liam Dempsey (Dublin) NtoM, light lists etc; the committee recently, he continued to attend and platform are now required to be he served as 2nd Mate until grandfather and friend. Nick Cutmore (Secretary Gen: IMPA) discussed the likely problems matches, marking cards etc. As for separately secured. The difficulty joining the Manchester service as which will be encountered when his other pastime he liked walking Grahame Kitchen (Manchester Retd.) 1. At the previous meeting Nick Lee of implementation on existing Helmsman (all trainee Manchester all navigation publications will be raised the problem of arm rests failing ships was noted as a problem but updated via the internet. The main on pilot launches but it seems there it is hope that vetting of tankers in problem raised was Pilots lack of have been no further developments. particular will bring this forward. awareness of the change. 2. UKSON, David Roberts read 9. IMPA; Nick Cutmore discussed 6. PPUs; Jonathan Mills reported Martin James’ report, while there the final assessment of the survey that the Medway were assessing was a discussion on the use of sea- and its uses to IMPA. There was a London International Shipping Week Navicom’s Harbour Pilot, including lanes it was agreed that the local surprisingly good feedback on the the inshore system and touchbook. CHAs and UKSON were monitoring ability of the ship’s officer’s use of Both Southampton and London were As Don mentions in his report, he the UK economy,” he told guests, to be formalised by the International developments well. Nav Equipment and ECDIS but 17% happy with the introduction and use and others will be attending the who represented all sectors of the Labour Organisation next of bridge teams were given poor of RTKs AD(X) system which requires London International Shipping Week UK’s maritime community including week. Speaking afterwards the 3. AIS; Chris Hoyle raised his marks. Nick praised Pilots for being a base station. Once again errors in in September where the UKMPA is regulators, banking, broking, Minister said: “I was delighted to join concerns over what he sees as so evenhanded when assessing and use(the importance of mapping the also a supporter of the event. The insurance, legal and shipping industry colleagues at the launch for unqualified people proposing completing the survey. IMPA is in unit’s position) were discussed, and importance of our presence at such associations. He also pointed out London International Shipping Week. changes to AIS though IMO. the process of discussing maximum while the idea of standardisation events cannot be over emphasised that employment in the UK shipping This week will showcase the great While it is accepted it is good for length Pilot ladders, the question has was considered a good idea Nick as the following press release industry has continued to grow opportunities the UK has to offer marking accident areas quickly been raised if we should allow for a Cutmore informed the meeting that if covering the official launch of the despite the recession and has the maritime business world and some developing areas require 15’ list in such cases. IMO were to get involved in this area event makes clear. increased by 100% since 2004. strengthen even further London’s some assessment. The proposal to it would lead to the acceptance of the 10. 4G & S band; A trial has been prominent global position and use AIS as the primary method to London’s crucial central role in Pledging that the UK’s Coalition lowest common denominator, he also done for the MCA and it seems 4G reputation. It’s an opportunity access tide gauge readings is seen the global shipping industry was Government “is keen to foster agreed that there are liability issues. is unlikely to affect the performance not to be missed.” as a measure to make the life of VTS highlighted when members of the a closer and more co-ordinated of S band radars. easier to the detriment of Pilots. We 7. Peer Support/Counselling; international maritime community partnership with both shipping Government will host a Welcome have to be wary of how up to date David Roberts gave a précis of and representatives of the UK and the wider maritime industry”, Reception at Lancaster House at the data is, which is a distraction at developments, there is now a system Government gathered to officially Mr Baker revealed that it has the start of London International a critical time. Chris Hoyle discussed in place where a Pilot will call a fully launch the first ever London established a maritime strategic Shipping Week which runs from REMEMBER... AIS errors which we are aware of but qualified counsellor who will then International Shipping Week (LISW) partnership to bring together key September 9th to 13th. which shore based people have no arrange a session of telephone If you are involved in any incident on 1st August. Government departments and More than 80 international awareness of, certainly the practice and /or face to face sessions. The (no matter how trivial it may industry champions to focus on seem at the time) it is imperative Norman Baker MP, Parliamentary organisations have already pledged of using AIS information in preference contact numbers and directions for maximising growth and opportunities that you complete an incident Under Secretary of State for their support for this influential to real time radar is a basic error. immediate post incident advice is while maintaining a stable fiscal report and forward it to the Transport (pictured above), spoke of event and almost 50 meetings, included with this issue. and regulatory environment. “The 4. E-Navigation; Nick Cutmore felt insurance company. the important role maritime business seminars and social occasions contribution of the maritime industry that e-nav was also supposed to be 8. Combination Ladder Securing plays in both the UK and global are already scheduled. to the life and economy of the UK is user driven but in practice (see page 17.); Chris Hoyle THE INCIDENT REPORT FORM economy as he addressed more than fully appreciated at the highest levels For the latest up-to-date information has been seen to be more affected discussed the latest methods WITH INSTRUCTIONS CAN BE 100 guests gathered at the London of government,” he said. on London International Shipping by shore based input. Similarly there available such as; Limpet-a DOWNLOADED FROM THE offices of Norton Rose Fulbright, Week please see the dedicated is real concern over the reliability of vacuum system manufactured by UKMPA WEBSITE. overlooking the Thames at sunset. The Minister also revealed that the event website: AIS and even more so with ECDIS. Welling where the problems which UK’s ratification of the Maritime See page 18 for contact details. “The maritime sector currently Not only does the lack of a shore may occur if a line fractures were Labour Convention is expected londoninternationalshippingweek.co.uk contributes up to £14 billion to based checks for electronic charts discussed. A magnetic system (Nick 14 15

The Pilot The Pilot Summer 2013 Summer 2013 UKPA President Michael Joyce Pilot Ladder Securing Systems Kevin Vallance Thanks to those of you who with both ship owners and against the ships side in a cost survives torpedo attack! responded to my request for inspectors who would appear effective, safe and practical manner Harry Hignett feedback on the magnetic securing to be reluctant to take the issue as shown in the diagram. system for pilot and accommodation of pilot safety seriously and seek The company is registered with all ladders. The experience of those that a solution to what is recognised as the Classification societies and also Retired Manchester pilot and author The lifeboat, which I assisted in have used them is that they work well a serious risk! manufactures pilot ladders and other of both the original 1984 centenary lowering, got clear of the ship after a Michael Joyce and seem very effective. This is unacceptable because in on board equipment. If you board UKPA history and the updated edition struggle and the stewards manned Michael Joyce was born on 4th As mentioned in the T&TC report addition to the magnetic system the any vessel where the combination published earlier this year came the oars while I steered the boat with September 1851 and at the age of on page 14, the practicalities of a same company that manufactures rig isn’t secured to the hull, you across this account of the survival an oar, because no had been 14 went to sea on the Red permanent fixture are of concern the magnetic unit has developed a could inform the Master about of a torpedo attack in 1918 by past shipped. At this time it was blowing Gauntlet. Though he only spent to ship owners and unfortunately vacuum pad securing system that these units and provide him with President of the UKPA, Michael fresh from the south-west and the five years at sea, they were very the new IMO regulations regarding works off the vessel’s compressed the company’s details: Joyce. Michael Joyce, who was sea was very rough and breaking, eventful years. He was shipwrecked the securing arrangements for air line which makes it ideal for use www.perdontrading.com UKPA president from 1910 to 1923, but our crew kept the boat’s head four times, each time losing all he combination ladders apply to vessels on tankers. was on his way to London on board up to the sea with their oars, and possessed. In November 1869 he constructed after 1st July 2012 or the Irish Sea ferry SS Leinster, to go with the assistance of a sea anchor, was on board the Herald when about Known as the “Blue Box” the suction where replacement, modification or the Admiralty with a deputation of which was got out. Although we 150 miles west of the Bay of Biscay pad is used to secure the bottom Kevin’s Vallance has written an repair has occurred since that date. river pilots when it was torpedoed shipped a good share of water from it ran into a hurricane and began of the accommodation ladder to excellent article on this issue and sunk shortly after departing breaking seas we were always able to take on water. An Italian barque With respect to older vessels, there’s the ship’s side and ensures the which will be published in the from Dun Laoghaire. The following to bale it out and keep the boat clear. sank within sight of the Herald and seemingly an “ostrich syndrome” accommodation ladder rests firmly next issue of the EMPA magazine.

account is edited from an interview her crew were drowned. Eventually A wireless message had been sent with Michael which was published a French saved Joyce and the when the first torpedo struck, and in The Freeman’s Journal of 11 other survivors from the Herald. He we therefore knew that help would October 1918. JCB had another narrow escape from be forthcoming. There were many death while serving on a , “I was a passenger on the SS people in the water, some of them which capsized during a gale in the Leinster on 10th October 1918, quite close to us, but we found it Atlantic. For five days Joyce and and we left Dun Laoghaire at 0900. impossible to get them aboard and other surviving crew-members clung At around 1000 we were about seven it was heart-breaking to be in such a to the waterlogged ship, until picked miles east of the Kish lightship when, helpless position. We then saw a life up by a passing vessel. He was without any warning, there was a raft drifting towards us with two men then twice shipwrecked in the North terrific crash that shook the ship from and a woman clinging to it who we Sea! On the first occasion his ship stem to . I knew at once that the managed to pick up. We then had was blown ashore by a storm and ship had been struck by a torpedo about forty people in the boat. After then on another voyage his vessel and therefore as a nautical man I about two hours a small , went aground due to the removal of thought it my duty to give a hand called Lively came bearing down on all buoys and light-ships during the at the lowering of the boats. us. We informed the Captain that Franco-Prussian War. we were capable of taking care of Looking forward, I saw the deck on ourselves while he proceeded to pick Possibly due to these unfortunate the forepart of the ship all torn up Lairdside Maritime Centre up as many other survivors as he experiences, Joyce returned to and the vessel was sinking by the could find. After some time he came Limerick in the early 1870s and head. I made my way to the boat Port Safety Port Operations back and got all our people safely on began an apprenticeship as a river I I deck and saw a number of stewards Accident Investigation PilotTraining board. I subsequently learned that pilot. Following examination by the I I launching the port lifeboat and I Risk Assessment Ship Handling there were 109 rescued by Lively Pilot Committee of Limerick Harbour assisted in the lowering of this boat. Studies I Tug Operations which proceeded to Dun Laoghaire. Commissioners on 8 March 1878, There was some difficulty in getting I EscortTowage I escaped so well that, with the he was granted a pilot’s licence. In the ladies into it and one woman, ISPS exception of small bruises and cuts 1900 he was also elected M.P. for who had apparently lost her nerve I Development and Port Development to my legs and arms, I was able to Limerick. A member of Limerick had to be forced into the boat while it facilitation of Security I Simulation and analysis of slip ashore quietly and get a couple Harbour Board and its Pilotage was being lowered. I got in and took of wires away to my wife and friends Committee, he became active in the Exercises proposed Harbour Facilities her bodily into the boat. While it was I I at home to let them know that I was United Kingdom Pilots’ Association PFSOTraining Navigation Studies being lowered another torpedo struck I safe. The passengers and crew of and was subsequently elected AuditorTraining (eg Wind Farm) the ship on the starboard side where the Leinster that day numbered 771 President of the Association, holding other lifeboats were being prepared people of whom only 270 survived. that post from 1910 until 1923. for launching. He died on 9th January 1941. for further information t: +44 (0)151 647 0494 f: +44 (0)151 647 0498 w: www.lairdside-maritime.com e: [email protected]

16 17

The Pilot The Pilot Summer 2013 Summer 2013 Whatever your outlook... UKPMA Executive whatever the conditions...

PosITION CONTACT telephone email/WEB whatever your position... Chairman Don Cockrill 29 Edith Road (H) 01795 537310 [email protected] Faversham, Kent ME13 8SD (M) 07966 709403 Vice-Chairman John Pearn The Grange, Hill Mountain (H) 01646 601556 vice.chairman@ Houghton, Milford Haven (M) 07971 615703 ukmpa.org Pembrokeshire SA73 1NA Treasurer Bob Watt Maryville, Glasgow Road (M) 07917 443273 [email protected] (Region 4) Bathgate EH48 2QR Secretary Mike Robarts 3 Bradford Drive (M) 07968 553189 [email protected] (Region 2) Colchester, Essex CO4 5FT EMPA VP Mike Morris 1 Oxford Road (M) 07890 260915 [email protected] (Region 1) Birkdale, Southport PR8 2JR Region 3 Peter Lightfoot 18 Regency Park (H) 01642 760447 [email protected] Ingleby Barwick, Stockton-on-Tees Night or Poor Light Navigation Confined Berthing Solutions TS17 0QR Region 5 Martin James 12 Oldfield Close (H) 01513 484358 martin12ukmpa@ Heswall, Wirral CH60 6RL (M) 07850 902560 btinternet.com Region 6 Martin Chatterton Sandhurst, Warren (H) 01275 751272 [email protected] Road, Brean, Burnham on Sea TA8 2RR Europilots Kevin Vallance kevinvallance2002 Representative @yahoo.co.uk Chairman, Nick Lee [email protected] Technical & Training Committee PNPF Capita Hartshead, Radio House 01227 774625 [email protected] Thanet Way, Whitstable, Kent CT5 3QP Channel Navigation Poor Visibility Navigation Insurance Drew Smith Circle insurance 0141 242 4844 drew.smith@ 71 Berkeley Street, Glasgow G3 7DX circleinsurance.co.uk Editor of The Pilot John Clandillon-Baker Canterbury (H) 01304 613020 [email protected] Gate House, Ash Road, Sandwich, Kent Web: www.pilotmag. CT13 9HZ co.uk

INCIDENT PROCEDURES The incident form with instructions Social Networking can be downloaded from the UKMPA AND LEGAL RIGHTS website. Minor incident: Forward the incident All active members should have report as directed. During normal UKMPA members are all AIS Acquisition Riser Monitoring received an orange card detailing the office hours you can also speak to procedures to be taken following an encouraged to participate in Drew Smith at Circle insurance: the forum debates on Linkedin. incident. If you haven’t received such 0141 242 4822 a card please contact the insurers. To join the group, sign up for Major incident: During office hours Navicom Dynamics If you are involved in any incident a Linkedin account and type as above, outside office hours call is proud to present (no matter how trivial it may seem “UKMPA” into the group search 07790 069306 We have the the ChannelPilot MK2. at the time) it is imperative that you box which will take you to the complete an incident report and For full details, please refer to relevant registration page. Now with AMSA/USCG forward it to the insurance company. UKMPA Circular: 5 of 2013 Compatible MF solution for you beacon DGPS option.

Disclaimer: The contents and articles within this magazine represent the views of the authors and may The UKMPA is also now in the not necessarily reflect those of the UKMPA. Authors are responsible for ensuring that any content is free “Twittersphere”: @UKPILOTS from any copyright unless credited in the text. www.navicomdynamics.com 18 P +64 9 915 5330 The Pilot Navicom Dynamics F +64 9 415 8361 Summer 2013 Precision Portable Navigation E [email protected] Lifesaving Equipment has moved on...

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