Pilotage Published by Gard AS 2
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A selection of articles previously Pilotage published by Gard AS 2 © Gard AS, July 2014 3 Contents Ports and places of refuge in South Africa 5 Communication in pilotage passage planning 7 Harbour towage and pilotage 8 Damage to fixed objects when manoeuvring in confined waters 10 What happens to the pilot after a casualty? 12 Is the pilot a part of the bridge team? 13 Navigation through the entrances to the Baltic Sea 15 “Pilot on board!” 16 Pilot on the bridge - Role, Authority and Responsibility 18 Who is to blame? 22 Case study for onboard safety meeting 24 Reminder: Pilot transfer arrangements - revised requirements applicable to existing ships 26 Safety culture - Incidents resulting from human error 27 “What if...?” – Planning for the unexpected before an emergency develops 29 © Gard AS, July 2014 4 Disclaimer The information contained in this publication is compiled from material previously published by Gard AS and is provided for general information purposes only. Whilst we have taken every care to ensure the accuracy and quality of the information provided at the time of original publication, Gard AS can accept no responsibility in respect of any loss or damage of any kind whatsoever which may arise from reliance on information contained in this publication regardless of whether such information originates from Gard AS, its shareholders, correspondents or other contributors. © Gard AS, July 2014 5 Gard News 201, Ports and places of February/April 2011 refuge in South Africa By Alan Reid and Mike Heads, P&I Associates (Pty) Ltd, Durban, South Africa vessels, together with certain ports, provided certain requirements can be met. There are three possible places of refuge on the South African coast: 1. St Helena Bay - a deep water bay but exposed to the wind from the northwest 2. False Bay - very good area that offers much protection 3. Algoa Bay - good shelter only from the west In addition, there are eight commercial ports in South Africa: Saldanha Bay, Cape Town, Mossel Bay, Port Elizabeth, Coega, East London, Durban and Richards Bay. Anchoring a vessel at will is illegal A shipowner or master can not simply anchor a vessel along the South African Nautical chart of Valsbaai (False Bay). coastline at their own will. Various pieces of legislation have been passed The subject of ports and places of km of coastline that splits the Atlantic to prevent this: refuge around the world has steadily and Pacific Oceans. At certain times of - The Marine Traffic Act, Act 2 of 1981; become a topic of much debate among the year this length of coastline can be - South African Maritime Safety various interest groups, especially after one of the most dangerous stretches Authority Act, Act 5 of 1998; the breaking of the PRESTIGE off the of coastline in the world, especially - Merchant Shipping (Maritime Security) coast of Spain. when one takes the weather, currents Regulations 2004, which incorporate and rugged rocks into account. It is for Regulation X 1-2/9 of SOLAS (ISPS); No doubt when the PRESTIGE accident these very reasons, that it is important - Marine Pollution (Control and Civil occurred there were several issues at to have a plan in place and to be aware Liability) Act, Act 6 of 1981; stake regarding what should be done of the options available to the country in - Wreck and Salvage Act, Act 94 of 1996; with the vessel and what steps should order to deal with potential ecological - Merchant Shipping Act, Act 57 of 1951 be taken by the various authorities. catastrophes should one ever arise. (as amended); After the incident some experts argued The coastline is littered with wrecks - National Ports Authority Act, Act 12 of that if the vessel had been taken into stretching back hundreds of years and, 2005. a port or place of refuge the resultant therefore, the next maritime casualty oil spill could have been controlled. could be imminent. The Marine Traffic Act deals with a This is not the first time that such a vessel entering and departing from debate has occurred, since the issue is A sensible and commercial international waters and states that highly sensitive. The PRESTIGE case, approach there are regulations regarding the however, does illustrate the need for a To deal with the scenario of a ship in immobilising, laying up, stopping or sensible approach when dealing with difficulty, the South African government anchoring outside harbours or fishing ships in difficulty. In the case of the MSC has passed legislation and approved harbours. It is an offence under the Act NAPOLI, a decision had to be taken the appointment of the South African for any vessel to lay up on the South on what to do with the vessel after she Maritime Safety Authority (SAMSA) to African coastline without the necessary developed a crack, and it was decided consider their options, together with permission. Permission to lay up a vessel that a beached landing would be the other local marine experts, on the must be given by the relevant minister best solution in order to limit and procedures to follow should a vessel run through SAMSA, who may demand, inter control the damage to the environment. into trouble. alia, that various conditions be met. For example, SAMSA may demand that a tug It is against this background that South South Africa has adopted a very be made fast to the vessel at all times Africa has looked at its contingency sensible and commercial approach to throughout the duration of the lay-up. plans in order to deal with ships in the issue of ships in difficulty and the The tug would therefore be able to move difficulty and what it should do if faced need to have ports and places of refuge the vessel in case of an emergency. If she with any of the above scenarios. available for a vessel in case of an is made fast, then there is little delay in emergency. There are places of refuge moving or relocating the vessel should South Africa is surrounded by 2,798 available in South Africa for deep draft the need arise. © Gard AS, July 2014 6 SAMSA’s role should act with utmost good faith which may eventually be abandoned by SAMSA also has the power to demand when dealing with SAMSA. A failure the owners. Having suitable insurance that the master or owner of the ship to disclose a particular fact may lead in place provides a level of protection post security to the satisfaction of to a vessel being barred from gaining should an unfortunate event or risk arise SAMSA in an amount determined by refuge. during the period of refuge. SAMSA for the recovery of any costs incurred by SAMSA in enforcing any Where a vessel’s structure has been Both SAMSA and TNPA recognise and condition applicable to the immobilising compromised, SAMSA will want to accept Club letters of undertaking from or laying up of the ship, or in the inspect the vessel and assess the IG clubs. The wording of this letter has exercise of its powers under the Act. problem before granting permission for been agreed upon with the clubs and the vessel to get close to the coast. is only a slight variation of the standard SAMSA have the authority to prevent a IMO wording for ports of refuge. The vessel coming towards the coast to seek Once permission has been granted, it variation is that it incorporates South refuge and this authority stretches to may be subject to certain conditions, for African law. all bays and anchorage areas. Although example: the ports are operated by the Transnet - The vessel may be requested to Resources National Ports Authority (TNPA), they produce a valid hull and machinery South Africa is fortunate to have various will often turn to SAMSA for advice and insurance certificate. resources available on its coastline to assistance. Before a vessel can seek - The vessel may be requested to assist vessels in difficulty or which may refuge at a place or port in South Africa, produce a valid P&I insurance certificate have to lay up. South Africa was the first SAMSA must first give their authority, of entry. country to recognise the need to have a and if it is a port, then TNPA will also - All fuel bunkers and black oil (including tug solely for the above purpose, which have to be consulted and give their contents of engine sumps) may have to resulted in the rest of the world also approval. SAMSA will always consider be removed from the vessel. introducing emergency towing vessels the safety of life as being paramount - The vessel must be attended to by an (ETV). and the Maritime Rescue Co-ordination adequately powerful salvage tug that Centre in Cape Town co-ordinates all has to be made fast. Two salvage companies have offices rescue activities with the harbour master - A salvage contractor must be in Cape Town with fully equipped at the nearest port. The next priority appointed by owners (the contractor warehouses. Resources are available to is the environment. Once the above should be an International Salvage provide, inter alia, fenders and transfer factors have been taken into account, Union member). hoses. one would then give consideration to - An operational plan must be prepared the safety of property. and approved by SAMSA Co-operation is paramount - A suitable guarantee might be South Africa, as a coastal state, does South Africa has always had an excellent requested. recognise the need for vessels to seek approach to the subject of vessels refuge and in general will assist in this seeking a port or place of refuge and The request for valid insurance process.