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L O I R V L I I A I D F T T E D W E A I SPRING 2007 No.289 M I E C P SO The official organ of the Maritime Pilots’Association ILOTS AS Editorial MAIB Report: Collision on the Elbe off Brunsbüttel Lock For this month’s feature I have chosen the Last December the MAIB released a report into a collision, subsequent sinking followed MAIB report into a collision, grounding by another collision of the entrance to the Kiel Kanal off Brunsbüttel, all under the Elbe and sinking on the Elbe at the entrance to VTS control tower. In my opinion this particular MAIB report is of interest to pilots in Brunsbuttel locks which subsequently that I believe that it is the first report to examine the roles of a vessel excluded from resulted in a further collision with the pilotage, a vessel with a PEC holder, VTS and subsequently a piloted vessel. As mentioned wreck of the earlier incident. With all this in my editorial neither the Master of the British vessel involved nor the VTS authority happening within site of the relevant VTS participated in the enquiry and the report has some interesting comments on that policy. tower it serves to highlight the risks involved in what are “routine” operations in ports. Whilst the P&I Clubs are becoming increasingly vociferous over claims resulting from what they term as “pilot error”, the very nature of our job means that we handle ships in an environment for which they were never really designed with a Master and bridge team (if such a thing actually exists) who are usually totally unfamiliar with the district being navigated. It is in these conditions that the pilot, having the conduct of the vessel, is basically operating alone and thus has the awesome responsibility for assessing and constantly reassessing the risks as elements such as MV Arctic Ocean – Routine Departure? other vessels manoeuvring, a cut in the predicted tide or a deterioration of the SYNOPSIS report states that “Both masters were weather combine to place the vessel at the attempting to carry out the duties of pilot limit of its operating parameters. In such At 1955 on 5 December 2005, the UK and watchkeeping officer. This caused circumstances one relatively minor element registered 6,326gt container feeder vessel, them both to be overloaded at a critical can easily result in a reportable incident as Arctic Ocean, was leaving Brunsbüttel stage of their vessel’s passage, leading to was the case on the Elbe. The initial Lock to turn east across the westbound misjudgements”. incident off Brunsbuttel resulted from a fairway of the Elbe River to head for The capsized wreck of Maritime Lady collision between a vessel excluded from Hamburg. At the same time, the Gibraltar drifted until it came to rest in a position pilotage requirements and a vessel under registered 1,857gt general cargo vessel 0.75miles south-west of the exit basin of conduct of a PEC holder which has raised Maritime Lady was in the westbound Brunsbüttel Locks. relevant comment about watchkeeper fairway heading for the North Sea. The After the collision, Brunsbüttel Locks manning and overload in the report. The two vessels collided at 1957, with the were closed until 2100. The first vessel to piloted vessel collided with the wreckage of result that Maritime Lady capsized. The then leave the locks was the 11,598gt the original incident as a result of an master of Arctic Ocean held a Pilotage chemical tanker, Sunny Blossom. She had a undeclared defect on the vessel which Exemption certificate and Maritime Lady pilot on board and was to head west, to the raises other relevant points. From the P&I was below the size where regulation North Sea, after leaving the lock’s exit viewpoint although only one vessel was required a pilot to be carried. The MAIB basin. under the conduct of an authorised pilot it is probable that because the incident occurred within port limits the P&I Clubs involved will statistically classify the claims In This Issue New Technology Radar JCB for all three vessels as “pilot error”. This Elbe report is also topical in that neither Editorial: John Clandillon-Baker Techncal & Training Gareth Rees the Elbe VTS authority nor the Master of MAIB report Edited JCB UKMPA – The Future? Avald Wymark Maritime Lady the agreed to participate in Chairman’s Report Joe Wilson Obituaries the investigation. Incident Reporting! Important Notice – GMDSS Certificate John Clandillon-Baker FNI Pension News Debbie Marten New Pilotmag Website Email: [email protected] Spring 2007 2 The Pilot

Buoy 58a

New locks Old locks Wreck of Maritime Lady at 2104 on 05/12/05

Position of collision X between Arctic Ocean X and Maritime Lady

After leaving the lock basin, Sunny BETVTS until after the collision! the Master’s unfamiliarity with using a Blossom was attempting to make the turn At about 1950, having let go, the Master Becker rudder rather than a mechanical to the west, when her stern struck the who was alone on the bridge, set the defect. One very relevant point made by wreck of Maritime Lady, causing serious engine to half ahead and proceeded out of the investigators regarding the Maritime propeller damage and a total loss of the lock and commenced swinging to port Lady is the following important propulsion. She then continued south into the river to cross the Westbound observation on the practice of two man across the Elbe River, until she grounded fairway to proceed to Hamburg (see chart). watchkeeping: on the south bank. There was only slight His speed on clearing the lock was Another reason the master was alone on damage to her hull and no pollution. estimated at 8-10 kts. It was at this stage the bridge was that Maritime Lady, was Sunny Blossom’s ability to make the that the master saw the green navigation not required to take a pilot for the river westerly turn and clear the wreck of light and masthead light of an outward passage. Had a pilot been required, then it Maritime Lady was hampered by a strong bound vessel which he identified as is reasonable to suppose that the pilot ebb tide, the effects of shallow water, some Maritime Lady from the AIS, and he would have had either the master or the cropping of her propeller and an effective judged her range as 1.5 miles. This chief officer on the bridge with him. Thus, rudder area being at the lower end of subsequently turned out to be erroneous two qualified navigators would have been acceptable limits. with the actual range being half that on the bridge, offering assurance that As a result of this incident the Federal distance at 7.5 cables. Crossing the neither was overloaded. Ministry of Transport, Building and Urban Westbound lane the Master of the Arctic The master of any vessel, carrying only a Affairs has therefore been recommended to Ocean noticed that Maritime Lady was master and one other deck officer, is likely review requirements for bridge manning still showing a green sidelight. A to be faced with a dilemma in pilotage levels on vessels in its pilotage waters, subsequent VHF exchange between the waters where his vessel is not required to emergency procedures, procedures two vessels confirmed red to red passing take a pilot. Either the vessel is navigated, covering the briefing of vessels leaving but shortly afterwards the Maritime Lady often in busy and restricted waters, by just Brunsbüttel Locks and the prioritisation of called again on VHF stating that he had one officer or both officers are on the VTS operators’ tasks. steering problems and requested a green to bridgefor the passage and they risk green passing. Both vessels then attempted exceeding the allowable hours of work. SEQUENCE OF EVENTS to take emergency action but the Arctic Neither is desirable. Ocean collided with the starboard side of At 1941 the Arctic Ocean made a routine Maritime Lady. BETVTS, having observed the collision, call to Brunsbüttel Elbe Traffic VTS Due to the fact that the Master of the sent out a MAYDAY alert and requested (BETVTS) providing vessel details and Maritime Lady didn’t cooperate with the that tugs proceed to the area. The Arctic advising them that upon leaving the lock enquiry the MAIB were unable to obtain Ocean broke clear of the Maritime Lady he would be proceeding inwards to an account of his actions. However, and BETVTS directed her to anchor. An Hamburg. It would appear from the examination of the vessel revealed no inspection revealed minimal damage. narrative that no traffic information was problems with the rudder or steering gear On board the Maritime Lady the provided to the Master and that no further and it was therefore assumed that the situation rapidly became serious as a communication with VTS was held with reported steering problems resulted from starboard list developed as soon as the The Pilot 3 Spring 2007

Arctic Lady drifted clear. Fortunately, all did not advise the pilot of either the imating the distance from the Maritime the crew members had lifejackets and recognised poor steering characteristic or Lady and since he had no assistance on launched two liferafts, one of which failed the cropped propeller blades. The MAIB the bridge the report concluded that to inflate. The Master contacted BETVTS report has determined that if the propeller the workload was unreasonable and and requested a location to berth or blades had been complete then the pilot’s significantly contributed to him misjudging ground the vessel but the list increased so orders would have resulted in the vessel the range of Maritime Lady and since the much that it was decided to abandon the clearing the wreck. Mate could have been available considered ship. By this time there were two pilot that he had not properly managed cutters on the scene and all the crew were VTS watchkeeper resources. rescued. The now capsized hull drifted Since the VTS authority refused to West on the ebb tide to ground just west of cooperate with the MAIB enquiry its role Maritime Lady the entrance of the lock entrance just South in the incident cannot be analysed. By the stage Maritime Lady was of buoy 58a. The BETVTS closed the river However in common with the majority of approaching Brunsbüttel, her master’s to navigation whilst the situation was port VTS systems its function appears to tiredness might have been sufficient to have assessed and subsequently took the be mainly as an information service but resulted in poor judgment and decision decision to reopen the river to navigation with a duty pilot on watch at all times to making. at around 2100. The MAIB report offer navigational assistance if required by Waterway regulations gave Maritime criticises this decision on two grounds. any vessels. Lady right of way, as she was the vessel in Firstly after only one hour the stability of On the evening in question it would the fairway. the grounded wreck could not be appear that the Master of the Arctic Ocean Maritime Lady’s master, with only one realistically assessed and secondly because failed to comply with the reporting other navigating officer on board, did not no risk assessment was undertaken for procedure to notify BETVTS that she was have the resources to operate with a vessels leaving the lock on the ebb tide actually departing from the lock. However, second navigator on the bridge. despite a history of several vessels having since BETVTS failed to advise the Master collided with the Buoy 58a close to the of the presence of the Maritime Lady Sunny Blossom North of the wreck! proceeding down river at the time of his Sunny Blossom’s master did not consider pre departure report the Master assumed the propeller’s state to be significant and, Sunny Blossom that there was no traffic likely to affect his could not have given the pilot any Sunny Blossom was a 20,000 dwt departure. Although not included in the information on the effect on the vessel’s products tanker 161m long with a draft of official procedures for departure the performance due to the cropped blades. 9.3m bound from Klaipeda to the USA. enquiry revealed the existence of a letter Sunny Blossom’s sluggish response to She had secured in the lock shortly after issued following a similar collision her rudder was due to several factors, the collision in the river and her river pilot recommending that VTS provided vessels including: insufficient rudder area and boarded at around 2040. During the intending to depart from the lock with reduced flow over the rudder caused by exchange, the pilot sighted the pilot card relevant traffic movements. Although the cropped propeller blades. and at the same time explained the VTS refused to cooperate with the MAIB situation regarding the collision and that enquiry an internal enquiry, which has not VHF when they departed the lock that there been made public, apparently cleared the There were fundamental VHF proc- would be a strong ebb tide setting to the VTS operators of any blame and confirmed edural errors made by the masters of Arctic West but with no other shipping that correct VTS procedures had been Ocean and Maritime Lady that had the movements expected it was agreed that followed. potential to cause confusion. upon leaving the lock that they would alter course to port to clear the wreck to the KEY FINDINGS VTS South. As soon as the river was opened the Arctic Ocean’s master wasn’t provided Sunny Blossom started to leave the lock, Arctic Ocean with a traffic report when he reported in clearing the entrance at a speed of about The Master of the Arctic Ocean’s made a and he therefore assumed that the river 4.5 kts at 2110. At this point, in significant misjudgement in underest- was clear. VTS should have informed him anticipation of the tidal effects the pilot of traffic at the time of the initial report. ordered the wheel to be put hard to port At the time Brunsbüttel Locks were and the engine order of full ahead was reopened to traffic, there was no certainty given. Sunny Blossom gained speed but that the wreck of Maritime Lady was not failed to clear the wreck and having going to move again. damaged her propeller went aground on The level of risk to traffic from the wreck the south side of the river. She was of Maritime Lady was not recognised or refloated early the next morning and towed assessed against predetermined criteria to Elbe Harbour at Brunsbüttel. procedures before Brunsbüttel Locks were During the subsequent dry dock reopened to traffic. The hazard posed by inspection it was noticed that two of the contact with the wreck was significantly propeller blades had previously been greater than of hitting buoy 58a. It cropped of around 60cm of the tips. appears, however, that this increased level The investigation also discovered that of risk was not fully recognised or assessed the Sunny Blossom had been involved in before the locks were re-opened to traffic. two previous groundings and investigations into those had revealed that The full report is available on the new all her rudder was at the lower end of singing, all dancing (see page 14), pilotmag acceptable performance, a restricting website: www.pilotmag.co.uk or from factor which would be enhanced with the MAIB website: www.maib.dft.gov.uk/ small under keel clearances. The Master publications/ investigation_reports/2007.cfm Spring 2007 4 The Pilot CHAIRMAN’S REPORT Incident Reporting If you are involved in an incident, then, in order to protect your I am going to keep this report short as I have already taken up a half page with insurance cover, please use the following procedure:- another reminder about the incident reporting procedure. MINOR INCIDENT The last quarter has seen section Complete incident report and forward to Ken Pound at Meridian Insurance committee members attending meetings with DfT, MCA, DEFRA, IALA, Harbour During normal office hours you can also contact Ken Pound, although this Masters, the Transport Select Committee, is not necessary the Shipping Minister – to name but a few. On several occasions we have also been MAJOR INCIDENT assisted by pilots from outside the (pollution, bodily harm, etc) committee, and my thanks go to them. There has also been movement with the Complete incident report and forward to Ken Pound at Meridian Insurance Boarding & Landing Code for pilots. This During normal office hours ring Ken Pound at Meridian Insurance: has finally been agreed by UKMPA, BPA 0207 648 5177 and UKMPG. Not bad considering that it was first started by Peter Russell back in Outside office hours ring a member of section committee (primarily 1991. Peter has kindly written the Chairman or Vice Chairman). They will contact insurers and / or a legal foreword. All pilots should give thanks to representative if thought necessary. the enormous amount of time and effort given by the various people that have been In any case, if you are placed under criminal caution, say nothing until you involved. The Code will be officially launched at the PMSC SG meeting on 28 have taken legal advice. If you are asked to provide a breath sample by a June. proper officer, it is an offence to refuse. Some of you may be aware that the MAIB Report on the Skagern / Samskip All telephone numbers on UKMPA web site, and in The Pilot magazine. Courier collision on the Humber last year has now been published, and is available on their web site. It’s a bit late now, but I guess we could say “we told you so”. Included in this edition is a letter from WARSASH MARITIME CENTRE Avald Wymark. I hope, as presumably over 50 years serving the maritime industry Avald does, that the letter will inspire some responses. Many of the issues have been discussed at section committee, and, in view of the wide circulation of The Pilot, Professional Development WARSASH there are some issues that I do not wish to MARITIME CENTRE comment on openly. Perhaps this could be an agenda item for the IDM in September, for Pilots SHIP HANDLING COURSES COMBINED COURSES so please, do let us have your thoughts Utilising the 7 scaled manned Using a distinctive combination before then. of the manned models and An early indication of attendance at the models, we offer specialised courses designed to develop the bridge simulator. IDM would be appreciated – circular skills and understanding of ship ADVANCED SHIPHANDLING 03/07 refers. handling techniques. A customised course utilising the • Scaled models of up to 300,000 manned models to further enhance Joe Wilson, Chairman Dwt existing knowledge and skills. • Radio controlled model tug Warsash Maritime Centre also • 10 acre lake with many miles of offers further courses including channels and 30 berths ARPA updating and VTS training. T&G / AMICUS Please visit our website for more SIMULATOR COURSES FOR VOCATIONAL details. TRAINING The result of the ballot for the merger Extensive use is made of the RESEARCH AND between the T&G and AMICUS Unions bridge simulator by pilots both CONSULTANCY REG. NO. 926387 was as follows: for area knowledge and Professional Development No. of papers distributed 729,551 Courses. The wind, current and Returned 200,873 (27%) visibility conditions are set to Invalid 427 operational requirements. Counted 200,448 Warsash Maritime Centre Newtown Road, Warsash, Approve amalgamation Please e-mail us on [email protected] or visit our website: Southampton, SO31 9ZL Yes 173,258 Tel: +44 (0)1489 556215 www.solent.ac.uk/wmc Fax: +44 (0)1489 573988 No 27,188 The Pilot 5 Spring 2007

PENSION NEWS hedge fund of funds provider with a view have already accrued. to implementing the third phase of their The terms of reference for the review are investment strategy. The first tranche of ‘to examine regulation with the aim of The Secretariat funds was disinvested from Schroders and simplifying and reducing the burden of Well, both Richard Wiscombe and I are transferred to EIM on 1 April 2007. This legislation governing private pensions’. still located at Buckhurst House in will be followed by a further two tranches Is it just me or is anyone else getting the Sevenoaks. The lease comes up for renewal on 1 May and 1 June respectively. feeling of déjà vu? Was this not what the later this year and I am very pleased to say Pensions and Finance Acts 2004 and tax that the Trustees have agreed that we can Budget March 2007 simplification suppose to achieve? stay, as I really do not think either Richard In March 2007 the Chancellor delivered or I could take the upheaval involved in his 11th (and final) budget. The general Soap Box moving the office. Just the thought of points of interest are: Treasury documents released under the dragging all the old files out of the attic is Financial Assistance Scheme (FAS) Freedom of Information Act show that the enough to make one shudder. The Chancellor announced that the Chancellor, Gordon Brown, received not present Financial Assistance Scheme less than 4 papers warning him about the Benefit Statements budget of £2bn would be increased to damage his £5bn (now closer to £8bn) a Members should have, by now, received £8bn in order that the 125,000 people who year raid on British pension funds would their annual benefit statement for 2006. had lost much of their benefits through inflict. Not only has it ruined a pensions’ These statements are based on the membership of underfunded schemes system once considered the best in the member’s highest (usually latest) Final sponsored by insolvent employers would world it has struck at the heart of public Pensionable Earnings with service now receive help. The cap on assistance confidence in long-term saving. projected to normal retirement age. will be increased to £26,000 It is true that the stock market slump of (I suppose this is not surprising 2000-2003 added to the pension fund P60s considering the recent High Court ruling problem and that lower interest rates P60s in respect of our pensioners and stating the government’s rejection of the brought about a fall in investment return, widows will be sent out at the end of April. Parliamentary and Health Service but one has to wonder if these two Pilots who retired on or after 6 April 2006 Ombudsman report was unlawful) developments would have impacted on will be sent additional information in pension schemes so severely had there not respect of the Lifetime Allowance. Lifetime Allowance been the withdrawal of tax relief on The Lifetime Allowance (LTA) rises to pension fund dividend income. Change of Address £1.6m while the 2007/08 annual Some industry pundits claim that All members are requested to advise the allowance is set at £225,000. Gordon Brown must accept responsibility Secretariat, in writing, of a change in their for the destruction of the pensions address. For deferred members this is Tax Allowances industry. particularly important as recent research (They may say so, I could not possibly from Aon Limited indicates that a third of Single Person comment) workers risk losing the pension they are Aged under 65 £5,225 entitled to and falling victim to ID fraud if Debbie Marten Aged 65-74 £7,550 they do not inform their pension provider [email protected] Aged 75+ £7,690 of their new address. PNPF Rules and Explanatory Brochures Married Couple’s Allowance Changes in the PNPF Rules arising from Aged under 75 £6,285 Pensioners Deceased tax simplification and the 2004 valuation Aged 75 and over £6,365 ––––––––––––––––––––––––––––– have now been finalised, agreed and Age income limit £20,900 November 2006 - January 2007 adopted by the Trustees. These changes ––––––––––––––––––––––––––––– have resulted in a major revision of the Blind Person Allowance A Barker Humber PNPF. Rules which have now been sent to £1,730 W Cattrell Liverpool the printers. Therefore, I hope, members Income Tax Bands can expect to receive their reprinted copy M. Dodd Liverpool of the Rules and Explanatory Brochure in Starting rate 10% 0 - £2230 GE Harrison Liverpool the not too distant future. Basic rate 22% £2231 - £34,600 AW Ion -West Higher rate 40% Over £34,600 JT Keys Manchester Investment Strategy J Mannion Heysham In November 2006 the Trustees received Review of Pensions Regulations a presentation from EIM, a “bespoke” Two external reviewers have been E Mutter London-South appointed by the Government to carry out A Rollinson Liverpool Retirements a deregulatory review of pensions RH Sidley London-Thames regulations. In their consultation paper JA Simpson Forth Nov 2006 to Jan 2007 they state the aim of the review is to foster CJ Cambridge Seaham Dec an environment where employees are EG Smith Southampton D Devey Liverpool Dec adequately protected, but where trustees JC Temple Liverpool J Gill Forth Dec and employers can plan long-term with GE Thompson Harwich some confidence regarding the costs of the PY Tinmouth Tyne PH Lee Bridgewater Dec pensions promise without being stifled by JA Williamson London-Thames SHM Lee Forth Sept excessive regulation in the design and CRL Rankin Forth Dec administration of the provision. They are JH Woodfine Liverpool committed to preserving those rights that Spring 2007 6 The Pilot

NEW TECHNOLOGY (NT) RADAR A Quiet Revolution?

A Brief were reminiscent of a church confessional. lost with even some essential features such History Although the compulsory carriage of radar as heading marker suppression being in Merchant ships was not a requirement relegated to unfathomable depths within a Marine radar until the implementation of the 1974 myriad of sub menus! As pilots of course has been with SOLAS Convention in 1980, the fitting of we see them all and I am sure that I am not us now for over radar became standard practice as ship alone in observing that it is now common 60 years, although it was only around 50 owners recognised the benefits it provided to find Masters who have no idea how to years ago that the Merchant ship owners in navigational safety and passage speed. find some features and it is not even worth reluctantly (also with somewhat surprising Consequently during the 1970’s advances pilots considering trying to set up parallel resistance from ships’ Masters) introduced in the technology and quality of displays index lines on most sets! radar onto their ships. Even in the 60s was rapid. The old reflection plotter was some shipping companies refused to fit replaced by various electronic plotting aids The situation today radar ( resisted the longest (remember those matchsticks?) and the on the basis that radar led to lazy basic Ship’s Head Up mode was Despite all the advances in displays and watchkeeping) and on my first trip to sea supplemented by the gyro stabilised North additional features the actual means of in 1969 the radar installation was an Up displays and true motion facilities. The providing the radar image is basically already antique Marconi Mk4 whose valve introduction of transistorised circuits unchanged from the first military radars of driven electronics occupied a whole mast- enabled the electronics to be fitted into the World War 2. Currently all radars are still house on the main deck. Setting up this radar casing and although the reliability dependent on high voltages being applied geriatric equipment to produce a picture was not that great the Sparkies were to a magnetron to generate a very high required the “Sparky” to be in attendance generally able to return to their hermit power short pulse and the only difference in the mast-house to tweak up the tuning lifestyle in the radio room. This rapid now is that prior to being sent to the on an oscilloscope! He was not a happy advance of course gave free reign to the display the raw radar returns are usually man, not least because having spent manufacturers who started introducing digitised to clean them up whilst automatic around 15 minutes setting the system up additional features to sell their sets. The gain and tuning processors then work on the Captain would get the Mate on duty actual needs of the end user gradually the digitised signal to provide further (he didn’t understand it) to take a bearing became sidelined and the many voices cleaning to produce a “clean sweep” and range from the land and then urging standardised control panels and display. Whilst these facilities generally promptly switch it off to “save it” only to display layouts were ignored. The early compare well with the old manual repeat the process around one hour later. 1980’s saw the introduction of daylight “tweaking” of these controls they can The poor Sparky became hysterical in displays and this, coupled with further result in small targets remaining trying to explain that valves lasted much advances in electronic circuitry permitted it undetected in choppy conditions and longer if they were left running and the to be released from the confines of its black although it is recommended that fastest way to destroy them was to switch curtained shrine and be incorporated into a watchkeepers regularly switch to manual them on and off at short intervals. bridge console. Since then the merchant adjustments to check for small targets it is Needless the say the Captain was never radar has generally evolved to the agenda apparent that many watchkeepers don’t. It convinced but somehow managed to of the manufacturers to the point where is possible however that these auto features survive the five month voyage without almost every radar now encountered has a may be reviewed in the light of the MAIB being murdered by the Sparky, although at different mode of operation and a investigation into the sinking of the yacht times it was a close call! Fortunately the bewildering array of controls from the Ouzo (apparently following a collision or Captain only allowed the radar to be used traditional but feature crowded keyboard very close quarters incident with the P&O in poor visibility making a landfall. In fog to touch screens and the rollerball and ferry Pride of Bilbao), which, upon out at sea he preferred to have us button systems. In the bid to provide examining the radar data at the time of the apprentices posted on the bridge wings and “sexy” new functions, the basic needs of incident, found that the radars had never forward keeping our ears tuned. We heard the navigator have now been almost totally detected the Ouzo indicating that the a lot of ships and got very cold but by target had been lost in the (force 5) sea proceeding at a safe speed of Dead Slow clutter. ahead or stop we managed to avoid all other shipping. There are probably many So what’s New? investigators who would recommend a return to those old techniques! As for the The easy answer is complex electronic quality of the radar picture I never really wizardry but your dedicated editor has got to find out because as a first trip spent a bit of time trying to understand the apprentice the only time I was allowed on basics in order to make the following the bridge was during harbour stations and explanations as non technical as possible. to clean the considerable amount of The main problem with a magnetron brassware! The radar set was hidden system is that the pulse generated is behind a thick black curtain and when in unstable and this results in a severe use the subdued murmurings from within The SharpEye box limitation of performance and also means The Pilot 7 Spring 2007 that only the amplitude of the returned Probability of detection graphs pulse can be utilised to detect a target. Magnetrons are also expensive and, with Conventional S Band performance – SharpEye S Band Performance only around 10,000 hours operating life, require regular replacement. By using a long, low powered (voltages can be reduced to around 25 -50 volts) and stable pulse, target detection can be improved, especially in sea clutter. Although low power radar has been in use for some time with the military these are generally continuous wave rather than pulse systems which require very complex and therefore expensive receivers to analyse the returned waves for target detection. The major problem with using a low power long pulse has been that at the shorter ranges the return from the target starts arriving at the receiver before the transmitter has completed transmitting it 10m2 Target 0.5m2 Target and this resulted in early units being in Sea State 5 & Heavy Clutter Conditions in Sea State 5 & Heavy Clutter Conditions unable to comply with the IMO specifications. Whilst all manufacturers phase shifts which further reduces the compressed into a very short pulse thus have been working to resolve this issue it is power requirement for the pulse to provide providing the IMO short range detection Kelvin Hughes who have managed to the required performance. The phase shift requirement. produce the first commercial NT radar detection is the Doppler effect which which they have called “SharpEye”. means that as well as just detecting a target Conclusion its movement towards or away from the How does it work? observer can be analysed and it is this NT radar promises to deliver enhanced feature which permits the vast detection from more stable and therefore Basically traditional radars generate a improvement in small target detection in cheaper technology and the above tables pulse of around 1 microsecond in length sea clutter claimed by the manufacturers. have been produced by Kelvin Hughes but by using a pulse of 1 millisecond, the The ability to generate extremely comparing the performance with existing power needed to generate it is around complex but stable waveforms is also what magnetron based radar. Another 1000 times less. Therefore, instead of an resolves the problem of detecting targets at advantage for ship owners is that the intense high powered short pulse of around close range. Again in simplified terms, NT SharpEye unit is compatible with existing 25 KW, the SharpEye produces a low radar generates different waveforms for KH scanners and displays. power long pulse of around 170W. The each pulse which effectively gives them a For those of you who wish to learn more other key advantage of this low powered unique code and as each of these unique about the technology, full details can be pulse is that it can be made extremely pulses is transmitted the receiver is alerted found on the SharpEye website at: stable by modern processors which also to recognise it when it returns. Other http://sharpeye.biz permit the generation of very complex and returns, which cannot be recognised, are For some reason you need to register to variable waveforms. This “coherency” of therefore disregarded. The returned enter the site but registration is free. pulses also enables the receiver to detect recognised pulse is then electronically JCB

second, preferably a terrestrial position icating with tugs. This is an issue which we Technical fixing system should be incorporated. At will be discussing at our next meeting. present this will be an Inertial Navigation The subject of e-navigation is gathering & Training System (INS) and the two systems require pace with recent meetings being held by an electronic (Kalamn) filter to be able to the MCA and also by IALA, both taking The Committee have not met since work together. place in Southampton. There is still some Conference, the next meeting will be on A new intiative for pilot training and confusion over exactly what is e navigation the 26th April 2007. operations using azimuthing manoeuvring and what is expected of it and of course Since Conference there has been little to devices, known as AZIPILOT, is being put this also depends on which section of the report. On the EMPA stage the together by the School of Marine Science maritime community you represent. development of POADS through the & Technology at Newcastle University. Interestingly at the MCA meeting in Marnis project is presently stalled. This is The Committee have been approached to February aimed at formulating the UK for two main reasons, both of which are become a partner in this project for which view on e navigation it was agreed that the interlinked. The first reason is one of a bid is being made to the EU for funding. end user requirements should be funding. As of yet no funding has been At our October meeting we agreed a paramount. It was interesting that while received from the EU. This appears to be revised Element 7 (Working with Tugs) to manufacturers, Government Agencies, due to bureaucracy but inevitably results in the National Occupation Standards. The Port Authorities and various professional delays with the procurement of equipment. Committee was asked to look at this issue bodies were well represented there were The second reason is deciding on the following a number of incidents involving only two or three practicing seafarers choice of a Kalman filter. It is envisaged the use of tugs. In this revision we agreed present. that the laptop will derive its position from on the development of a standard Gareth Rees satellites but it has also been agreed that a vocabulary to be used when commun- [email protected] Spring 2007 8 The Pilot 21st Century UKMPA - The Future?

It was with great interest I read John’s this issue appears to be a bit of tinkering organisations the Association has aligned latest editorial in the January edition of round the edges by considering a full time itself to. As Conference is now deferred The Pilot concerning the last ten years of ‘administrator’. It is my belief that the until next year perhaps a good place to pilotage in the UK and the predications for problem is now far more acute and start might be for members of SC to tour the future. However, there appears to be perhaps it is time to fully reappraise what the Regions and Districts and talk to the one major omission from this prognosis, this Association wants and what it stands members en-mass and then consider what namely the future of the Association itself. for. Much comment has been made has been said and what their aspirations Perhaps the mists did not clear enough, or recently of the poor attendance at are. he was fearful of what he may have seen! I Conference, lack of interest and the failure Perhaps in addition to the issue of a full have also noted the various other articles to acquire representation on Section time administrator perhaps we should also in the last two magazines, the minutes and Committee. One SC member has been be analysing the following in association the reports from Conference. They all charged with investigating the problem. with this debate. appear to highlight a general trend. In What is sadly missing is any form of short, an apparent total lack of interest by analysis of why this should be this case? I Should we retain affiliation to any trade the majority of the membership in relation do not believe pilots generally are unaware union, and if so which one? to most issues and UKMPA affairs and an of the major issues facing us in the UK or I have heard many comments expressing inferred apparent inability of the current are unconcerned about their implications. concern over the proposed merger with executive to cope with the workload. What I do believe is they feel out of touch Amicus. Whilst it may have major benefits It is interesting to note that the only with the executive and in many cases feel for the Union executive, is it going to assist proposal currently on the table to address uncomfortable with the role and affiliated us as pilots? I am also aware that there are many pilots who have always felt (especially in self employed ports) that our affiliation to a union of any form sends out the wrong signal to the ports associations. (See Brian Wilson’s T&TC report on page 2 of the last issue concerning PPE) Others, despite UKMPA membership have also retained membership of NUMAST and advocated a switch to this organisation that is more directly marine related. Finally, both EMPA and IMPA are non aligned organisations and because of their insistence in not becoming involved on a direct basis in any disputes, they appear to command far more respect. This manifests itself in an ability to communicate more freely and open with outside bodies that are less suspicious of their motives. Perhaps the UKMPA should do the same? Were it to be an organisation like IMPA it could represent pilots national aims and objectives but refrain from becoming directly involved in local issues either of a contractual or dispute nature. This would avoid Association funds being spent on dispute etc. and allow them to be concentrated on representation to protect pilots generic interests in this country. Those (either employed or self employed) who wish to have the protection of union membership could apply to one of their own choosing where their entitlements and benefits are clearly defined. It is interesting to note that nowhere in the UKMPA Rules are these benefits and entitlements clarified. Do we need to retain an office in central London? Whilst I accept the current facility is provided cost free by the T&G, is it effective? If the UKMPA was a non aligned organisation the T&G subscriptions (or any union element) could be redirected to employment of the desired administrator The Pilot 9 Spring 2007 at a small HQ in a more central and less meetings but over dinner and social events foreign nationals were not interested. It is expensive location. where barriers can be relaxed; if one interesting to note that he also advised five needs convincing of this note the article had transferred to London. It is the first Does any union really understand the concerning World Maritime Day (The Pilot stopping post. Like a cancer it will spread complex issues regarding pilotage? October 2006) and the guest list. If this – pilot job on the Humber, transfer to We have had 4 major occasions event is to be a success if will require a another UK district, until like the regarding pilotage issues where we have huge commitment from the membership Merchant Navy their will be few UK pilots sought assistance from the T&G. and possibly financial input. Like the left. There is one glimmer of hope. One of Olympics themselves, it has the capacity to the greatest benefits of self employed pilot Graeme Hutchinson on the Clyde be a great success or a total disaster. Our districts is their ability to select their The Humber dispute inability at organising our own Conference working colleagues. Perhaps a few more Kristian Pedersen in recent years should be born in mind. will now have the courage to follow Belfast How interesting if we had to rely on a Belfast’s example and take control again of Only the latter has resulted in success small band of retired pilots to ensure this their own future. This aside perhaps the and this apparently mainly due to the event is a success. next big issue is – will we blacklist pilots determination of the individuals involved, from joining the UKMPA in existing the assistance of other pilots and Barrie So where are we now? districts who have previously been Youde. I am not aware who has met the Coincidentally, ten years ago as John employed on the Humber and accepted cost of this assistance. was assuming editorship of The Pilot into post? magazine we also embarked on the review So Gentlemen, like John I too have gazed Why do people not wish to take up the of the 1987 Pilot Act following the Sea into the crystal ball. I see a situation where posts on the various national Empress disaster. No one knew at that employed ports will provoke more committees? time what the final outcome would be but confrontation and endeavour to introduce Instead of constantly bemoaning this all pilots concerned tried in good faith to additional foreign personnel on personal issue and berating the membership perhaps achieve a satisfactory outcome and look to contracts. A foundation degree and someone should be asking why this the future. If you think the PMSC and GBP pilotage qualification will be introduced appears to be the case and what measures are poor, imagine the outcome without on others’ terms, possibly without even can be introduced to redress it. UKMPA pressure. There have also been any element of sea time. We will gradually various references recently from districts lose our influence nationally as Port Whilst I have my own opinions on many expressing concern over the suitability or Associations argue we are no longer of these issues it is not the time or place to quality of applicants for pilots’ positions. representative of all pilots in the UK and express them, but I do believe they should How interesting to note therefore that are a union motivated and backed be debated. What is not mentioned in the during this same period some pilots had a Association. Through lack of interest and reports from conference is that in addition vision. They perceived a situation where at failure to participate we will lose the to the SC members who stood down, so some time in the future the ready supply of respect of our international colleagues. did some of the deputies, myself amongst suitable UK applicants would dry up and There will be no changes to the 1987 them. Perhaps my reasons were shared by we would have to resort to utilising foreign Pilotage Act to our benefit. The PMSC may some of the others. nationals. To address this they proposed a become mandatory, but only if we keep What cannot be denied is that over the UK pilotage qualification enabling young pushing the arguments. There will be last few years we have lost individuals who applicants to enter at an early age without another major disaster possibly AIS or e- never questioned the sacrifice of their own lengthy sea service backed up by a navigation assisted. Working hours will free time and in this were supported by comprehensive set of occupational continue to cause division in the their colleagues. Past Chairmen Mike standards. The debates were many over Association. This appears to be an Leney, Norman McKinney and Les Cate, what level the qualification should equate employed/self employed divide. Some Numast President Peter Russell, EMPA to and the level of sea time. Furthermore, employed pilots are unhappy with their president and PNPF Chairman Geoff there were continuous claims at hours and roster systems, the majority of Topp, John Burn - secretary, IMPA Conference that it was not necessary as self employed districts do not experience a President Geoff Taylor and many SC and there was a ‘significant pool of suitable problem. As other pension options arise, T&TC members who sacrificed huge persons at sea with the necessary members may abandon the PNPF unless it amounts of their own free time in the qualification (class 1)’. How empty these can offer long term security and the port protection of our profession and other assurances now seem! This all ran on to associations will endeavour to distance pilots’ interests both nationally and the rocks with the dispute on the Humber. themselves from supporting it. Finally, I internationally. Finally, it would be totally For over two years we remained in the also see John as editor of The Pilot disingenuous not to mention John, who in wilderness as the DfT were horrified pilots magazine in ten years time, as there is addition to his duties at Conference, had taken industrial action; in their view unlikely to be anyone with his ability or regularly produces such an excellent jeopardising the safety of navigation. BPIT prepared to make the same commitment. magazine that is read and scrutinised was superseded by PSSL with no pilotage I really do hope to be proved wrong. As around the world for its excellent articles. involvement. During this time the ports so few persons attended conference and WHERE ARE THE PEOPLE WITH THE stole our clothes and ran with the idea of a take up of the web site message board is SAME COMMITMENT TO REPLACE qualification on their own terms. It may minimal, perhaps a few more of the rank THEM AND THE MEMBERS TO now be too late to undue that damage. and file members may wish to become ASSIST THEM IN DOING SO? A few weeks ago whilst on passage from involved in this debate. I personally believe It has also recently been reported that we Avonmouth to Cardiff I was in it is time for radical change if we are to be are to host the 2012 IMPA conference. conversation with yet another SE Wales fit for the new challenges ahead and Having known Geoff for many years I trainee pilot. (Ex Humber – current) He operate effectively as a national body. believe I understand his motives for this advised that there were now 11 suggestion. Those in the know understand nationalities serving on the Humber but Avald Wymark that most progress is made not at official only 48% had joined the T&G because the Bristol (28.3.07) Spring 2007 10 The Pilot OBITUARIES

Alec Rollinson He had extraordinary talents inherited My father, Captain J.A. Simpson, died on 1934 – 2006 from his father and owned three of the 29th December 2006, in his home at most perfectly presented yachts imaginable. Lower Largo, Fife where he had been born His Dee 27 Pellegrina, which he owned for almost 93 years earlier. The son of a 25 years, used to appear in an shipmaster who had just “gone into advertisement for yacht varnish and the list steam” after 23 years in sail; the grandson of trophies that he won over the years was of a seaman killed in a fall from aloft and immense. He was one of the original RYA the great-grandson of a schooner master, it examiners in 1974 and any ticket that he was almost inevitable that he should granted was truly earned. follow a career at sea. However, his A former commodore of Tranmere seafaring started at the tender age of 3 Sailing Club and a member of several other months when he and his mother clubs, Alec had, by now, remarried and accompanied his father on a voyage to the Nikki, his mate, became a yachtswoman in Mediterranean in the ss Satrap. her own right. At the end of the First World War, his Alec retired in 1997 and enjoyed, to the father took command of Sir William full, the cycle of summer cruising to the Garthwaite’s three masted barque Western Isles or France, and the winter Garthsnaid. Once again, young John and maintenance of his beloved Pellegrina. his mother accompanied him, but, this His health began to let him down a time, on a much longer voyage which was couple of years ago and the devotion of his to last 2 years and 4 months. Three family kept him sailing as long as possible. roundings of Cape Horn during this voyage He was most certainly a “one off”, and his subsequent Master’s Certificate honest, strong and of great integrity – a true duly qualified him for full membership of friend – sadly missed. the International Association of Cape Horners, something of which he was David Hopkinson, particularly proud. Liverpool pilot (retired) His own seafaring career commenced in –––––––––––––––––––––––––––––– January 1930 when he signed indentures with the Commonwealth and Dominion John A. Simpson Line Ltd. He obtained his Second Mate’s Alec was the only child of a Master 1914-2006 Certificate in April 1934, but, in the midst Shipwright and Boatbuilder, who had at of the Depression, the Commonwealth and one time been a Millom Pilot. He was Dominion Line had no berths for junior taken afloat, at six weeks old, in the family officers. However, the Company were yacht and began a lifetime’s passion for manning the mv Port Gisborne with a deck things nautical, and the Irish Sea in crew made up of ex-apprentices who had particular. passed for Second Mate. John was offered Because of his father’s work abroad for an AB’s job in her which he readily the Crown Agencies, he has an unusual accepted. He was to remain in that ship for upbringing, living in Barrow with his 18 months, being promoted lamp trimmer grandparents and spending a great deal of on his final voyage. He obtained an officer’s time on all sorts of boats. position as 4th Officer of the ss Port When at 16, he joined the Liverpool Pilot Caroline in July 1936, but, as he was to say Service, he came with a level of seamanship himself, “For the first time since going to that took most of us years to acquire. sea, I was unhappy in that ship.” He left This solid young man had the look of an her and the Port Line in June 1937. “Old Sea Dog” years before his time; his Jobs were still hard to come by, but he colleagues affectionately christened him the obtained a 3rd Mate’s berth with R “Duke of Barrow”. Chapman & Son, joining the ss Innerton in In the final months of his apprenticeship Rotterdam in August 1937. He was to he married Jean and they had two children. remain with that Company for 71/2 years. Sadly, whilst the children were still young, On passing for First Mate in November Jean died and Alec struggled to keep the 1938, he was promoted to 2nd Mate of the family going and to do his share of piloting. ss Demeterton. In April 1940 he was They were hard years and he never promoted to Mate of that ship, and, as he complained. often recounted, “was married in Glasgow All his working life he was a “bag during his lunch break!” Passing for Master carrying” pilot and loved every minute of in April 1941, he was appointed Mate of his piloting life, but his passion was for the ss Hermiston for a long voyage of yachts and racing them and to this end he almost 2 years. Finally, in June 1943, at the became one of the best known yachtsmen age of 29, he was appointed Master of the in the North West. ss Generton. The Pilot 11 Spring 2007

During the war years he had a number of Len Sidgwick where free, and generally friendly, discuss- narrow escapes, being in one of the last (31.05.1927 - 20.02.2007) ion further enhanced the good relationship ships to leave Narvik prior to that port enjoyed by all the river services. Len was falling to the Germans. The Hermiston was Chairman of the Tees Pilots’ Committee the second last ship out of Rangoon before throughout the difficult period of pilotage that city was seized by the Japanese. reorganisation following the 1987 Act, However, the nearest that he came to being when his diplomacy and guidance were killed was whilst the Demeterton was in major factors in the conclusion of an drydock in Birkenhead in December 1940. agreement satisfactory to both Pilots and He was in his cabin with his wife and the Port. He was at the helm when the ground Captain and his wife, when a 100lb bomb was laid for the smooth amalgamation of penetrated two decks above, passing the pilotage for the ports of Tees and through the bunk and drawers and the deck Hartlepool, again without impairing the below, before continuing on through the respect and harmony between Pilots and ’tween deck and exploding in the lower the Port Authority. Fifteen years after his hold. The only injury was to the Captain’s retirement T&H Pilots, present and future, wife, whose back was badly scorched. will continue to benefit from Len’s many In early 1945, with his name in for both years of astute Chairmanship. the Forth and Thames pilotage, John Len was rarely without a smile, a joke thought that it would be wise to join a and a positive outlook. He supported most coasting company. He was appointed Mate Service activities and events – was always of William Robertson’s mv Jacinth and available to make up the cricket team, subsequently served as Master of the ss played international football into his mid- Empire Conclyde, ss Fluor and mv Jade. Len Sidgwick was born in Middlesbrough fifties in the European Pilots’ Football He was appointed as a Forth Pilot in in 1927. From an early age he had an Tournament and, when the need arose, January 1949, being licenced for the interest in the sea, probably inherited from enlivened many a social event when a piano pilotage district and the ports of a Master Mariner Grandfather. He also had happened to be close to hand! Outside of Grangemouth and Alloa. In 1957, in order a love for football and as a boy played pilotage he found time for Round Table to return to his beloved Lower Largo, he alongside Don Revie for Middlesbrough where he became Chairman, 41 Club transferred to Methil, at that time still Swifts but, fortunately for the Tees Pilotage where he also became Chairman, a founder Scotland’s largest coal-exporting port. He Service, he embarked on a maritime career. member of Cleveland Rotary Club where was to remain at Methil, later amalgamated In 1943 he commenced a long assoc- he was twice President and Probus where with Burntisland, until retiring in February, iation with the Missions to Seamen when he was Chairman yet again. Len was a 1979. he worked with Chaplain Bob Precious raconteur of some note and he gave freely The pilots from the Fife ports also served whilst waiting to commence his apprent- of his time to take on after-dinner speaking on the “Inward Firth” conducting ships iceship with the Tees Pilots. On completion engagements covering pilotage and other upriver to Leith and Grangemouth from the of that apprenticeship he served aboard maritime topics. Any remuneration offered cutters stationed at the Bass Rock and Unilever’s Fort Remy then United Africa’s for this was donated to the Missions to Sea- Inchkeith, and, from 1969, using the shore Leonian and Lagosian. He gained his 2nd. men or the Arthritis Research Campaign. station at Granton. He served as a Pilot Mate’s certificate in 1949 and then put in Somehow Len also found time to pilot Member on the Board of the Authority, and time aboard the Farndale and on ships. He was a natural, confident ship was an enthusiastic member of the Scottish Crosthwaite Tees tugs until called upon to handler and always seemed to strike up a Guild of Pilots. At all times he was a great commence pilot training. In April 1950, at rapport with his Captains. He was inspiration to younger pilots. the age of 22, he set a Tees record that will acknowledged by fellow pilots on training All his leisure activities were associated always be his of being the youngest person trips as being especially supportive and with the sea. Until reaching the age of 84, to hold a Pilot’s licence. He became a 1st informative. Early in his career he piloted he fished for crabs and lobsters from a Class Pilot in 1956 at the age of 28. the largest ship to berth in Stockton, later dinghy which he always hauled up and From the very start of his career Len took he berthed the first 100,000 tonner to enter down the beach. He loved to fish and to a full and active interest in all aspects of the the Tees and, before he retired, he was pilot sail, and was a founder member of the Tees Pilotage Service. Many readers will aboard the 230,000 ton Phillips Enterprise Largo Bay Sailing Club. An avid reader, he remember him as a regular delegate and which is the largest vessel to enter the Tees. had an extensive collection of nautical speaker at Conference. In 1960 he became He retired in 1992 at the age of 65 having books, many concerned with sailing ships. a member of the Tees Pilots’ Committee completed 42 years as a licenced pilot. After a long and very happy marriage of and soon after was elected Chairman. He All who were fortunate enough to be almost 40 years, John’s wife, Peggy, died in was invited onto the board of the Tees acquainted with Len, be it through work or 1979 only 6 months after he retired, which Pilotage Authority in 1963 and became a play, will mourn his passing. He would was a bitter blow. However, his retirement, director of the Tees Pilots’ Cutter Company have been unable to achieve all he did in so surrounded by his family and with the that same year. Len carried out all these many different fields without the support, subsequent friendship of Sheila, was also to duties with the utmost integrity. Whilst encouragement and, no doubt, occasional prove an enjoyable period of his life. always looking after the interests of the restraint of a very understanding wife. Len He will be sadly missed by my sister Pilots he never lost sight of the long-term and Kath, married in 1948, sadly just Margaret and me and our respective interests of the port and other port services. failing to celebrate their diamond-wedding spouses, John and Barbara. The four Although a choice pilot himself he anniversary. He was head of a very close grandchildren, four great grandchildren recognised the divisiveness of the system and loving family and he will be sorely and the wider family have lost a beloved and was a prime mover in it being missed by Kath, children Alison and Martin Papa. abandoned on the Tees. A firm believer of and his five grandchildren. openness and honesty he was proud to be a James W Simpson founder member of the Tees Liaison Panel Gary Salter (Tees) Spring 2007 12 The Pilot

Geoffrey Edgar Harrison other interests outside the pilotage service joined the West Derby Sea Cadets in the 1926 - 2007 filled the memorial Chapel to overflowing early 1950s. During his time in the Sea at his funeral. A funeral which was Cadets he rowed whalers on the River conducted in the inimical friendly, gentle, Mersey, which gave him a close view of the and delightful manner by our Honorary vast array of shipping then to be seen on member of the Liverpool Pilots’ the Mersey. His connection with the Sea Association, the Reverend Canon ‘Bob’ Cadets was something he valued and Evans, on the 12th January 2007. It was a continued to have throughout his life, fitting celebration of his life and a moving giving freely of his time and effort. farewell to our friend and colleague. Then, he went to sea as a Cadet, with the Geoffrey was a most conscientious and Federal Steam Navigation Company in skilful pilot who was extremely well 1956, before joining the Liverpool Pilotage respected by his colleagues who will Service in 1957. After the usual long remember him with great fondness. What apprenticeship on the pilot boats he better epitaph can a pilot have than to say, proudly qualified as a Third Class pilot in “He was a wonderful family man, a good April of 1964. friend, a skilful pilot and a reliable Four years later, in 1968, he became a shipmate”. First Class pilot, and, in due course, in There are many retired pilots throughout 1988, he became one of the pilots Geoff Topp the UK who, although not widely known appropriated to the Atlantic Container Line Liverpool pilot (Retired) outside their own District, were dedicated (ACL). He piloted the ACL ships, which to their work as a pilot and their passing –––––––––––––––––––––––––––––– were the largest regular container ships should definitely be recorded in the annals visiting the port of Liverpool, with great of the UKMPA. Retired Liverpool Pilot John Christopher Temple skill and distinction in all weathers, and not Geoffrey Edgar Harrison, who died on 3rd 1940 - 2007 infrequently in very difficult conditions, for January 2007, after several months of fifteen years. He also had the honourable illness bravely borne, was one of those distinction of being the pilot of the Cunard pilots. liner Queen Elizabeth II on her first visit to He was born in Birkenhead in 1926 and the River Mersey watched from both banks in 1943, during the Second World War, at of the Mersey by very many thousands of the age of seventeen; he joined the Cunard spectators. But he was just as happy Line serving both on the Aquitania and the piloting the every day ship visiting the Port Queen Mary. He sailed out of New York a too, because he loved ship handling and total of fifty-six times, a port, which rather derived great satisfaction from his job. He appropriately, had long associations with retired from the job which he loved to do, Liverpool shipping particularly through the and did so professionally, in 2003 at the age . of sixty-three almost forty years after In 1945 he joined the Liverpool Pilotage becoming first Licensed. Service and after six hard working years on It is sad to note in passing, that his the pilot boats as a pilot apprentice, or younger brother by four years, David, also ‘boathand’ as we were officially known, a Liverpool Pilot, died some years ago at far was licensed as a Third Class pilot in too young an age. September 1951. Four years later he Merseyside and the Liverpool Pilots have During many of his later working years became a First Class pilot, and, in due lost a true seafarer in retired Liverpool John was a staunch supporter, indeed a course, he was appointed as an Pilot, John Christopher Temple, who died leading light, in the work of the Merseyside Appropriated pilot to Furness Withy Line on 22nd January 2007, after six months of Maritime Museum in organising the whose ships he served for quite a number of a dreadful illness, which he bore with great acquisition of real ship exhibits for the years. Forty-five years after first going to dignity. museum. To this end, with the help of sea he retired, along with many other Born in Liverpool in 1940, just a few others, including myself, in 1984 he Liverpool pilots, in 1988 as part of the re- months after the beginning of the Second brought the Liverpool diesel-electric organisation of UK pilotage services. World War, his first association with powered No. 2, Pilot Boat, the Edmund In retirement he enjoyed, amongst other matters nautical came about when he Gardner into the Albert Dock after things, his love of gardening spending many happy hours in their large garden. Together with his wife Sheila, who survives him, he also very much enjoyed participating in the retired pilots social functions and could be relied upon to ‘swing the lamp’ with tales of ships and pilotage along with the rest of us. He married Sheila in 1951 and they had three sons, Stephen, Martin and Timothy. He was extremely and justifiably proud of his sons and was delighted to have seven grandchildren and three great grandchildren all of who gave him great pleasure and whom he loved dearly. In addition to the family many of his retired colleagues and friends from his ICI barge Wincham The Pilot 13 Spring 2007

Left:No 2 Pilot Boat, Edmund Gardner Right: The tug Brocklebank overseeing its refurbishment in Princes with an enthusiastic team of hard-working In the latter part of his life, his soul mate, Dock over a long period of very hard work. volunteers, which he led, that both of these Pamela Brown, shared his time with him Then, sometime later, John oversaw the vessels have been kept in seagoing amongst which were many enjoyable move to her permanent berth in the condition to this day. It is no exaggeration maritime and other events and then with Canning dry-dock. The Edmund Gardner to say that this would never have been both of them showing great courage she stands there proudly today as a fitting achieved without his unstinting hard work saw him through those last very difficult monument not only to the Liverpool and the giving freely of many, many hours months. Pilotage Service but also to John. of his spare time both whilst still working At his funeral on a cold February day, in However, his enthusiasm and drive to and during his retirement until illness addition to his children, Sarah and James, retain a vibrant maritime history on prevented him continuing. It is with who he loved dearly, and his dear and close Merseyside did not begin or end there. The gratitude that he will be particularly companion Pamela, there were present very Museum Director at the time put John in warmly remembered for this on many of his retired colleagues and friends, charge of the Museum’s Alexandra Towing Merseyside, but his efforts will also be well particularly those friends and colleagues Company tug Brocklebank. And, John was remembered and appreciated in several from his other maritime activities, who the driving force behind the acquisition of other UK and near continental ports for his filled the memorial Chapel to overflowing. the Museum’s first vessel afloat, the ICI bringing of the tug Brocklebank to their We will certainly remember him. barge Wincham, through the ‘Wincham celebratory maritime events over the years. Preservation Society Trust’. John ensured, He really did have salt water in his veins. Geoff Topp, Liverpool pilot (Retired) PILOTS MEET UP IN TAMPA Whilst on holiday in Florida, Captain David Ingham, retired Trinity House and Havens pilot and currently Captain of the Felixstowe Master Mariners’ Club, attended the February luncheon of the Tampa Chapter of the American Master Mariners’ Association. This was held in the Columbia Restaurant in the historic Ybor district of Tampa. The meeting heard a talk given by the head of the St Petersburg division of the United States Coastguard. The talk detailed the responsibilities of the Coastguard in the 21st century regarding the fields of maritime safety, and Homeland Security post 9/11 along with drug and illegal immigrant smuggling and the certification of the various classes of small craft, which are numerous in this area. The meeting was informed about the new Transport Workers’ Identity Card (TWIC) card which will be mandatory for all persons employed in port areas within the USA. Captain Ingham had the chance to chat with Master Mariners who had brought their ships to Felixstowe in the past. Similar concerns exist amongst mariners both in America and the UK concerning the enthusiasm by the authorities to use legislation to criminalise seafarers, Left to right: Captain Robert Holden retired Panama Canal pilot, particularly masters and pilots, after maritme Captain David Ingham retired Trinity House and Haven Ports pilot and mishaps. Captain Donald Mercereau retired Sandy Hook New York pilot The Pilot 15 Spring 2007

Shop & Factory: Mariner’s House, Mariner’s Way, Somerton Business Park, Newport Road, Cowes, Isle of Wight PO31 8PB Tel: +44 (0)1983 282388 • Fax: +44 (0)1983 282399 • Email: [email protected] • Website: www.seasafe.co.uk