THE The magazine of thePILOT United Kingdom Maritime Pilots' Association

AUTUMN 2019 No. 327 In this issue: Pros and cons of the Con Defective Passage Plan 53rd General Meeting Pilot Ladder Accident Image: River Stour by M Robarts

Chairman's Report Mike Morris

port of Liverpool, celebrating the simply. The app is available on both 125th anniversary of the opening of Android and IOS platforms and the Manchester Ship Canal. This can easily be found by searching conference had significance for me ‘UKMPA’ on the play or iTunes store. personally as a Manchester pilot Hot on its heels is a pilot ladder as it was tinged with both sadness rigging course, which is well on and excitement for the future as the way to being finalised so that I was standing down from the the UKMPA members can present It is an honour and great pleasure Board of EMPA after six years as and promote the correct rigging to address you as the Chairman Vice President in order to take the procedures to nautical colleges and of the UKMPA in this issue of the reins of the UKMPA as Chairman. other relevant stakeholders. Pilot magazine. I wish to praise I thoroughly enjoyed working with At the time of writing Brexit is still the stewardship of John Pearn our our friends from Europe and being looming large within the UK. With outgoing Chairman for the dedication closely involved in thwarting the Port Boris Johnson as new Prime Minister and passion he has shown Package III, which was intended to committing to leaving the European throughout his tenure during the last introduce competition in Pilotage. Union on the 31st October this year, three years. I am pleased to say that Congratulations to my friend Peter a new initiative — to re-instate as IMPA Vice President John has Lightfoot (Tees) on being elected freeports in Liverpool, Southampton, agreed to remain on the executive as Vice President of EMPA for the Tilbury and Sheerness — which for the immediate future, so with next four years. I am sure there will expired in 2012 when the statutory the wisdom and guidance of both many challenges in the coming years instruments lapsed and to create John and Don Cockrill as Secretary and it is fitting that we have such new freeports in Teesport, Tyne, General, I hope to carry forward the an experienced pilot on the Board Milford Haven and London Gateway. good work begun by them. of EMPA. I hope members of the These ports are set to benefit from UKMPA who managed to attend A chairman is only as good as his becoming freeports under new plans enjoyed the topics and presentations team. I would like to thank all the from the Treasury. This is good news based around pilot safety together members of section committee (SC) for ports and pilots who should see with hospitality Liverpool had to offer, for entrusting me with this honour to an increase in traffic. culminating in a spectacular gala discharge this important duty within dinner in the Anglican Cathedral. Before I close this first report, I our Association and the amount of Special thanks should go to Martin would like to thank my colleagues time, knowledge and professionalism James, his wife Caroline, together in the Port of Manchester. Being a they bring to the executive. Without with my wife Sue, for all the time, small pilotage service of 19 Pilots, the assistance of friends and effort and help putting together a I am extremely grateful to them colleagues on SC, the Chairman’s packed social programme which for supporting me over the years position would be a much more was enjoyed by all. whilst I have been on SC, the board difficult job. of EMPA and now Chairman of Through SC and T&TC, John Slater We sadly lose Tony Anderton our the UKMPA. There are frequent (Liverpool) has been working with PNPF pension guru to retirement in occasions when I have had to meet developers to produce our own September. We wish Tony together government and other stakeholders UKMPA reporting app which makes it with Trudy a long and happy at short notice, and my colleagues easier for the pilot to report defective retirement. I would like to welcome have covered my watches and done pilot ladders to their CHA and the Chris Hoyle and Ian McMahon onto swops in order for me to do so. I MCA at the same time, and contains SC. I am sure they will enjoy their do not take this for granted and am all the information to show the vessel time on the executive. extremely grateful for their time the regulations and other things to and support. Pilots from all over the world promote pilot ladder safety. The app attended the recent EMPA is pre-loaded with those ports who Fair winds and safe sailing to you all. conference in the historic city and previously expressed an interest, and other ports can be added The Pros and Cons of the Con –

Time to call a Truce William Hargreaves Smith There has over the last few years Merchant Shipping Act of 1894 or between the pilot and the master/ been considerable discussion about its interpretation not only applied in bridge crew'.4 the role of the pilot, not least in the the UK but in many other countries While it may be legally dubious, pages of 'Seaways'. Does he or she of what was then the British Empire. the role of the pilot is also have conduct of the vessel, or is the But what of other cultures? How do subject to individual company pilot merely an adviser? By definition, they interpret the role of the pilot? interpretations. For example, an Irish a debate has two sides: us and In Greece, for example, the Code of shipping company has a sign in the them, pilots and bridge teams. Public Maritime Law1 states that the wheelhouse which states that 'the But it shouldn't be adversarial at 'suggestions and directions provided pilot is onboard to provide advice all. Pilots and bridge teams are by the pilot to the master are of only'. This reflects the entry made by actually on the same side. What both an advisory nature'. Perhaps that many an officer in the deck log book: parties want is a successful act of explains why, on a Greek-manned TMO & PA (To Master's Orders and pilotage with the minimum amount of bridge, every order from the pilot is Pilot's Advice). While this may be paperwork, hopefully conducted in a repeated by an officer. It's not an true of some legislations, under UK pleasant and supportive environment order until the master or his deputy law it is incorrect. An authorised pilot with a mutual respect for each has repeated it. While the repetition of in the UK is not an adviser. He or she other's professionalism. the pilot's orders may be considered is not allowed to be. The UK pilot mildly irritating, the practice must be gives orders and has conduct of respected by the pilot. the vessel. Under the Russian Merchant One of the legal challenges was Shipping Code2 the 'master may the 1907 case of the Tactician. charge the pilot to give direct orders The Tactician while under pilotage to the helmsman'. The inference collided with a vessel at anchor on is that the master doesn't have to. the Thames. The pilot had incorrectly Russian law also defines the pilot thought he was looking at the as a representative of the state. sternlight of a vessel underway. Which is a reminder that, under UK (The bridge crew had correctly law, the 1894 definition of a pilot is identified the light as an anchor incomplete. Today's pilot is required, The most familiar definition of a pilot light but failed to inform the pilot, under port state control legislation, is from the UK Merchant Shipping an example perhaps of a rigid and to report any defects of the vessel. Act of 1894: 'pilot shall mean any hierarchical command structure.) The pilot's legally defined role has person not belonging to a ship who In his judgment Lord Alverstone and will continue to evolve. has the conduct thereof'. But this noted that 'all directions as to speed, definition was taken verbatim from The 1894 definition of the pilot has course, stopping and reversing and the 1854 Merchant Shipping Act. been challenged in the courts. But everything of that kind are for the 1854 was the year of the Crimean the judgments will be influenced by pilot'5. Significantly, he went on War and the infamous cavalry Charge the standards and social norms of to say that 'the pilot is entitled of the Light Brigade. In London that the time. For example, two years to the fullest assistance of a year 10,000 people were killed in before the 1854 Merchant Shipping competent crew'. a cholera epidemic. Life was very Act, the United States Supreme Despite this interpretation of different then. It was also the golden Court ruled that the pilot was the the law, there are documented age of the clipper sailing ships. No 'temporary master', the 'master ad examples of the captain or his engines, no electronics, open bridges hoc'.3 Today it is highly unlikely that deputy manoeuvring his or her own and, one would suggest, a rigid and anybody would accept that the pilot vessel. For example, an American hierarchical command structure. retains such an exalted position - accident report stated that 'the Would a junior officer on a clipper not even the American pilots master confirmed to investigators ship have challenged the actions of themselves. In a statement that a pilot had never docked the a pilot? released in 1997, the American vessel while he served as master'.6 Pilots Association succinctly The 1854/1894 definition of a pilot is Similarly, 'by mutual agreement summed it all up: 'navigation of a readily understood and accepted by between the Association of Maryland ship (…) is a shared responsibility the English-speaking world. The UK pilots and the passenger vessels 4

The Pilot Autumn 2019 berthing at the cruise terminal, the steer and as long as the heading is of them. At a presentation given conn was shifted from the pilot to a maintained and excessive helm is in Cork in 2018, attendees were ship's officer for the final approach not used then the helmsman is left told that on modern cruise ship and docking'.7 All pilots know that to get on with it. Allowing the master bridges the 'system focuses on the master of the small coaster will to berth his or her own ship is often instrument navigation backed up often berth or unberth his or her own the best use of resources. While with visual and pilot clues. Walking vessel. A similar situation occurs pilots are familiar with azipods, few round the cockpit-style bridge is not on large cruise ships, unless tugs have had the extensive training or encouraged …'10 But in a pilotage are involved. On the coaster the familiarisation that the master will area where, for example, there can transfer of the controls is generally have had. be literally hundreds of pleasure craft informal, something along the lines the visual clues and the experience The UK Merchant Shipping Act of 'I've got it now, pilot.' On the of the pilot must take priority. definition of a pilot was written cruise ship it tends to be much more over 160 years ago. The judgment formalised with multiple repetitions from the Tactician is more than of 'The captain has got the con.' A one hundred years old. Ship Southampton pilot stated that, in propulsion systems and bridge team accordance with the law, he never management techniques were very gave the captain the con; rather he different then. Yet the legal advice is tells the captain that 'If you would that the pilot must never relinquish like to do the manoeuvre I will the con. A pilot had a berthing monitor you and tell you if I'm not incident very recently and when he happy.' As he stated, he's still met reported the incident to his insurers by a barrage of 'The captain's got they asked if the harbour master the con!' Regardless of whether it is was aware that the ship's master called manoeuvre, control, conduct It is interesting how a term can was performing the unberthing or similar term, the reality is that the evolve over time. For the master of manoeuvre. In such circumstances, captain or the deputy has control the 1854 clipper ship instrument the legal advice is that a VHF call of the speed, course, stopping and navigation meant a sextant, leadline should be made to VTS reporting the reversing of the vessel. But the pilot, and compass. For the 21st century fact. But pilotage is about building up by law, cannot voluntarily relinquish navigator the term 'instrument a sense of trust between the master the con and therefore the pilot must navigation', as used in the quotation and the pilot, and consequently the monitor the captain's actions, and, in above, will refer to radar, ECDIS, AIS, pilot may be reluctant to make such accordance with the law, continue to Doppler, etc. There is no doubt that a call. Is it about time the definition give instructions or orders about the without such technologies it would of 'conduct' be amended to take into direction and speed of the vessel. be very difficult, if not impossible, account modern practice? to manoeuvre the largest vessels The act of pilotage can usually be in ports today. Indeed, many ports divided into two stages. The passage require high precision portable pilot through the district and the berthing units to be used for the pilotage or unberthing. It has been suggested of the largest vessels to access that passenger vessels would prefer the port. But GPS can be jammed to keep the con throughout both or spoofed. In April 2019, the US stages of the pilotage. Ignoring government warned against possible the legality of such a move, can errors due to a 'week number it be described as sensible? Is it rollover event'. Navigators today the best use of resources? As one only occasionally crosscheck the Should the pilot, or harbour master, academic has put it, 'Pilots are highly ECDIS with visual or radar fixes. have a problem when a ship's staff experienced process controllers Pilots' familiarity with their district, handle their own ships? Bridge with highly developed models of the their positional awareness and Resource Management (BRM) has system they are controlling and the their ability to recognise that the been defined as 'a team approach, areas in which they work.'9 Before a vessel is swinging too quickly or too where all available materials and pilot is licensed for the largest vessels slowly, means they are an invaluable human resources are used to to use the port, he or she will have resource which must be an integral achieve safe operation'.8 Is not had many years training and will have part of the planned pilotage. the pilot making best use of the built up a wealth of experience not In the article 'Bridge Team and Pilot resources available? The pilot only about courses and distances Cohesiveness'11 the author stated doesn't, for example, micromanage but also about the other users in the that the 'goal, with proper training the helmsman. A course is given to district and what might be expected and the pilot's agreement, 5

The Pilot Autumn 2019 is to be able to drive a ship into port under pilotage, the conclusions of their best efforts, it can be seen on using our track control system, (…) any investigation will usually highlight the VDR that the bridge team did the bridge team are in monitoring shortcomings between the pilot not fully engage with the pilot. But mode'. One can't fault the ambition. and the bridge team. In this age of should the pilot really be piloting An autonomous ferry has already mass surveillance, the pilot's every such a vessel? Pilots generally travelled from berth to berth in movement, every decision, and every are can-do people who want to Finland, albeit in strictly controlled word is being recorded on at least get the job done. But perhaps conditions. Humans make mistakes one piece of electronic equipment: pilots should be more concerned so let's take the humans out of the the VDR, ECDIS, PPU, VTS, cameras, about protecting themselves from pilotage. Though, since humans have possibly even mobile phones. An possible prosecution. If the ship designed the system, planned the American pilot stated last year that doesn't have a supportive bridge passage, and set the parameters, there had been an incident where team then in accordance with you can never really take the human the US Coastguard seized a pilot's international convention and port out of the system. Track pilot is a fitness tracker so they could study his state control legislation it should be case in point. In track mode, the sleep patterns. Possibly the story is considered substandard and put machine follows a predetermined apocryphal, but it shouldn't surprise to anchor. (On the 8th March 2019 track. However, as one pilot anybody who works on ships. the English Admiralty Court handed mentioned in a private email: 'We down a judgment that 'defective As a consequence, it is incumbent have had one very difficult Captain passage plans render a vessel on all pilots to ensure their conduct (…) who is very insistent that he unseaworthy'.14) onboard is exemplary. The bridge would like to use Track Mode with team must be engaged, the As mentioned, there are just one track that can be used master-pilot exchange must be approximately 53,000 internationally for every arrival and departure (i.e. comprehensive, and the pilot trading vessels. Of these, 314 are making no allowance for tide or must ensure that his intentions cruise ships.15 Yet the controversy wind, inward or outward).' Or other are clearly understood. 'Thinking about who has the con was traffic. IMO have been developing aloud' is a comparatively recent triggered by this small sector of the concept of eNavigation over a term for what has always been good the industry and specifically the number of years. The objective is that practice. The VDR, and especially new bridge practices developed by there will be data links between all the bridge microphones, should be Carnival at its training facilities in commercial vessels. Legislation may considered the pilot's best friend the Netherlands. While pilots have in the future allow for shore-based and most reliable witness. Pilotage criticised the practice of repeating pilotage. Then it will be possible for is under the spotlight as never every order as a question to be the VTS to link with and coordinate before. Australia and New Zealand answered with a yes, this is the all such vessels in its district; though have placed marine pilotage on company culture, and, while it may it is unlikely that every yacht and a watchlist, expressing serious be considered mildly irritating, the jetski will ever be part of such a transport concerns and highlighting practice must be respected by system. In the meantime, as the UK a continuing theme of poor Bridge the pilot. Department of Transport has stated: Resource Management, (BRM). In the 'A pilot's primary duty is to use Carnival's own fleet orders state UK, both the pilot and master of the his skill and knowledge to protect that 'a pilot strengthens and City of Rotterdam were prosecuted ships from collision and grounding supports the bridge team with for conduct endangering the ship. It by safely conducting the navigation local information, knowledge, risk didn't matter who had the con, both and manoeuvring whist in pilotage assessment and expert navigation' the pilot and master were considered waters.'12 (CSAF038).16 However, while the pilot to be responsible to each other for is there to support the bridge team, There are roughly 53,000 internationally ensuring that the principles of BRM 'masters and bridge officers have trading vessels. The vast majority and best navigational practice were a duty to support the pilot' (IMO enter and leave port without adhered to. Resolution A.960). The pilot should incident. Not that this is a reason for It is a cliché, but true nonetheless, be integrated with the bridge team, complacency among pilots. One of that we live in litigious times. but as an equal partner and not the conclusions after the grounding Even if the bridge team is totally subservient to the rest of the bridge of the CMA CGM Vasco de Gama disinterested, which – as pilots know team. The design of some bridges was that 'the master, the assistant – still happens all too frequently, puts the pilot literally to one side of pilot and the bridge team became pilots must ensure that their conduct the conning position, meaning it is disengaged from the pilotage is robust enough to withstand the difficult to integrate with the bridge process and allowed the lead pilot closest scrutiny. If the pilot is that team. On such vessels, the pilot to become an isolated decision single point of failure then he or she usually has an allocated radar and maker and a single point of failure'.13 will have a strong defence if, despite VHF but other information such Whenever there is an incident whilst 6

The Pilot Autumn 2019 as the rate of turn indicator is not It is entirely right and proper that the 10. 'Modern Cruise Ship Bridge easily seen. (I tend to stand behind pilot's actions are closely monitored Operations', p.28, Seaways, the navigator and co-navigator where and challenged. In return, the pilot December 2018. Nautical Institute. I can see all the relevant information.) should expect the full help and 11. 'Bridge Team and Pilot The pilot and the bridge team must support of the bridge team. And Cohesiveness', p.6, 'Seaways', have access to the same navigational bridge teams must expect they July 2016, Nautical Institute. information. 'No team can work will also be closely monitored and 12. p.100, 'A Guide to Good Practice cohesively unless they share a challenged, and, in return, they on Port Marine Operations', UK common understanding of the goal. should expect the full help and Dept of Transport, Feb 2018. Within BTM, this principle is often support of the pilot. Pilotage is not described as the development of a about us and them. It is a shared 13. p.52, MAIB Report 23/2017. shared mental model.'17 responsibility to achieve the October 2017. common goal of safely navigating 14. Osler, D. 'CMA CGM Libra ruling Of course, contrary to popular myth, the ship through the pilotage district. raises bar on seaworthiness, pilots are not superhuman. The pilot WFW argues', Lloyd's List, who steps onboard may be fatigued, References: 08 April 2019. bereaved, depressed or have other 1. Article 182, Code of Public personal worries and concerns. 15. Cruise Market Watch, accessed Maritime law. Legislative Decree th Although the pilot needs to be at the cruisemarketwatch.com on 16 187/1973. centre of things it does not mean that Feb 2019. they will have correctly assimilated 2. Article 97, Merchant Shipping 16. 'The Pilot', NZMPA. code of the Russian Federation. all the information in front of them. 17. p.35, MAIB Report 12/2016, For example, an investigation 3. p.81, Minding The Helm: Marine mv Hamburg. Navigating and Piloting; National into a collision between three 18. p.1, MAIB Report 23/2009, Research Council. 1994. vessels concluded that 'the pilot's mv Vallermosa. effectiveness was reduced due to his 4. American Pilots Association, heightened workload, frustration and 1997. Accessed americanpilots. William Hargreaves is a increasing stress'.18 And the master org on 15 Feb 2019. Southampton Pilot. was unable to properly monitor the 5. p.461, Maritime Law, Hill; pilot because he 'had not gained Routledge, 2003. sufficient information about the pilot's intentions for him to check progress 6. NTSB Accident no. DCA16FM042 against the plan or to ensure the Celebrity Infinity June 3rd 2016. safety of his vessel'. Interaction 7. NTSB Accident no. MAB1706 between the master and pilot had Carnival Pride 8th May 2016. been minimal and there was no 8. p.5, 'The Navigator, Issue No 07, shared mental model. Good Bridge October 2014. NI/RIN. Team Management relies on both 9. F v Westrenen, 'The Maritime mutual understanding and respect Pilot at Work', unpublished between the pilot and the bridge team. doctoral thesis 1999.

A quick note about... IMPA & EMPA It is often forgotten that all UKMPA members are also members of IMPA & EMPA and with so many issues currently common to pilots around the World, membership of both these associations is of great importance. IMPA: www.impahq.org EMPA: www.empa-pilots.org Julian Lancaster, Tees Pilot (centre) assisting IMPA at the IMO Session

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The Pilot Autumn 2019 rd The53 GeneralInvisible MeetingKiller Mike Robarts and Conference – Liverpool 22-24 May 2019 James Foster

to be able to control the bow when the cutter is embarking/ disembarking pilots. • SWATH (Small Waterplane Area Twin Hull), Monohull, Twin Hull, and X Bow pilot vessels were all discussed and presented. • Whole Body Vibration in pilot boats with faster speeds and more powerful engines are beginning to have an effect on pilots and pilot boat crew members. Work and research is being carried out on pilot boats, reducing long-term injuries caused to pilots, and crew, from the surprising g-forces and vibration that are exerted on the body. • The next presentation rolled onto Jonathan Mills and Ian McMahon • It was interesting to see that a pilot boat/FRC seat design and and me (James Foster) attended district in America and one in safety. It was 100 times more the above conference in Liverpool. the Baltic worked with a single in-depth than just 'suspension It was a three-day conference with pilot boat crew member, and, seats', and included deck over 250 attendees, primarily pilots in contrast, districts in the dampening and further isolation from all around the world, with Netherlands with a mandatory of FRC engines from the crew. 25 presentations, coupled with three pilot boat crew members. • It was actually a shame no one discussions and Q&A sessions. • It appears that many Standard from ESL was present, as I think It was an extremely busy conference Operating Procedures, and there would have been a lot of programme and apparent that every Risk Assessments play an important and interesting single minute was going to be filled important role in many of (which it was!). the districts worldwide. Lord Tony Berkeley It's going to be impossible to detail • Discussions took place on the and write up everything that was said future of pilot boat manufacture and done, but I'll try my best and design. One pilot boat has to condense it into a summary. a Gyro Heeling system and gave John Pearn (Chairman UKMPA), a reduction of heel by 80%, summed up the whole EMPA whereas another pilot boat with jet conference: 'It's a case of all getting propulsion, rudders and buckets, together from all over the world, as is enabled if necessary to embark/ Maritime Professionals, in order to disembark pilots at an operating discuss and digest, in an effort to angle of 45 degrees from the Don Cockrill - Secretary General make us do our job, in all aspects, ship's heading. This proved that little bit better.' successful when dealing with embarkation and disembarkation • The first morning consisted mainly in the vicinity of a vessel's stern of pilot boat operations from all and 'cut aways' of some vessels. around the world concentrating on lives that had unfortunately been • One pilot boat in use had a Bow lost in a pilot boat that capsized. Rotor, which consisted of a fixed bow rudder/rotor configuration, 8

The Pilot Autumn 2019 information shared. Surprisingly, pilot embarkation the accident Nick Lee - Chairman T&TC our pilot boat operations appear occurred with sad consequences. to be of average standard in terms • Nick Lee was the duty DPC at of efficiency and safety operation. the time and explained just how • Airbus was present and is keen difficult it was for him to deal with to get into helicopter pilotage emotionally after the event. operations in the UK. It already • The embarkation was 'only' a covers multiple pilot stations, by step across; no ladder needed one helicopter, in Germany, giving to be climbed, which most of some positive aspects of pilot us consider to be the easiest embarkation/disembarkation. method of transfer, but much boat crew members retrieve me The afternoon saw a more sombre underestimated. One element that from the water? If the answer atmosphere, with investigation we all personally remembered for is 'No' then we should really be reports into the deaths of two pilots, the wrong reasons was that the evaluating our pilot transfers. and another person at sea. news about Gordon's death had • Time was then allowed for a been circulated widely on social • A Portuguese pilot died last year, session where pilots could share media - well ahead of his wife having fallen into the water when their experiences of falling off being able to be informed officially trying to climb a three-metre ladders. One event that sprung by the Police. ladder that was unfortunately to mind was of a pilot who at non-complaint. A Tees pilot gave the presentation on disembarkation fell into the water a fatality of an unknown person that six years ago. He was a good • It was at night and the pilot boat occurred after he was found in the swimmer and seemed to be only had no trouble locating him, but water at the Pier Heads in Tees. He bothered at the time with his the problem came when trying to was located, retrieved, all efficiently, new 'I Phone' that was probably retrieve him from the water, as but then the obvious decision was to 'wrecked'. He was quickly the recovery equipment had bring him back onto land at the port's retrieved and 'signed off' after failed and its use had not been pontoon (similar to the Royal Bridge) finishing his job. VTS asked if he regularly exercised. for Air Ambulance embarkation. wanted to 'return back into the • The pilot was in the water for Unfortunately, the result of what was roster', to which he replied, having 50 mins, consequently trying and considered to be more logical and just got wet, 'No'. He promptly then failing to climb the pilot boat safe, resulted in an hour's delay for went to bed, on his own, in rental ladder, after which he drowned. the casualty, who later died. Mainly accommodation (he was The president of Portuguese pilots due to its down draft the helicopter living away). gave the sad presentation, and had problems landing in any area of • It was not until he woke in the reported on what they had done the port. morning and realised what a to ensure that an accident doesn't Had the unusual and illogical stupid thing he had done, due occur like this again. decision been taken, to keep the to the after effects and possible • Unfortunately no support had casualty in the recovery boat at sea, secondary drowning during been given to his wife and young the helicopter would have had no the incident. No one from port family and they became bankrupt problems recovering him and resulted management had enquired after before the port stepped in to offer in a much shorter transfer-to-hospital him or even suggested that he financial and emotional support. time (the Golden Hour). After that went to the local hospital to event, the whole Port, VTS and staff get checked out. He considers • It was reported how important underwent a massive restructure of himself lucky that he even woke our Pilots' Circle Insurance Policy Emergency Situation Check Cards up after his incident that night. is, which all UK pilots personally and Procedures. pay at considerable expense. • Pilot Ladder defects appear to The pilots who don't have it, • Nick Lee (PLA Pilot/Tech Training), be a 'hit and miss' affair. or cannot have it, are seriously reported that the assessment Australian Pilots have a zero disadvantaged, especially in of pilot embarkation and tolerance policy, where they circumstances of pilot injury disembarkation, needs to be don't board unless the ladder is or death. rethought, especially in times exactly compliant. Their reputation when pilots wonder, can I/can't I is so strict that most, if not all, • Nick Lee gave the report of the get on the ladder? The question ships rig a brand new ladder death of pilot G Coates at the we should be asking ourselves is when embarking a pilot in PLA, onboard the vessel Sumni. that, if I fall from the ladder, due Australian waters. From a relatively straightforward to whatever reason, can the pilot 9

The Pilot Autumn 2019 • Other UK districts appear to be a little ahead of us on ladder defects, which are handled more strictly, efficiently and reported more easily. • The UKMPA along with Jonathan Mills (Technical and Training) are looking at producing an 'Idiot's Guide' to compliant and non- compliant pilot ladders that we can have readily available when embarking/disembarking and be able to report any deficiencies. • The conclusion of the first day was that pilotage is a very underestimated job that we as pilots do hundreds of times a year. We are all under a 'can do' attitude, which means at times we take calculated risks. Accidents can and do occur very quickly with results that not only effect our lives but the lives of our families. One element that we must not lose sight of is regular Sea Survival training, Rescue Boat craft training and training for emergency circumstances like these. • The second day was more of an 'electronic' day, covering ECDIS, PPU, and something which seems increasingly common, 'Whole Electronic Port Integration.' • A presentation by Singapore pilots demonstrated that they use and integrate Port Management, • It is considered actually safer The third day consisted of 'Blind all in one interface. Pilot booking, and better for pilots' livelihoods Trust' and over reliance on Electronic payment, passage planning, tug to actually assist rather than Means. It was clear that although allocation, berthing, linesman resist this development, in order pilots are receiving electronic are all integrated into a PPU. to influence certain decisions assistance and port integration The conclusion is that this and actions taken, by people who software, it is imperative that technology is present and will know very little about pilots' skills need to be retained. be integrated into pilot's work in marine operations. A pilot cannot question electronic equipment or aids without having the future. It was interesting and • Svitzer talked about tug the basic skills gained in pilot training surprising to learn of the number operations. One element that and education. of ports worldwide already using was very interesting was that very this technology. recently one of their tugs has a Much discussion took place on • A female Finnish pilot gave a prototype Automatic Catching whether entry intakes should be presentation on Autonomous Arm on deck. How effective it lowered below Master's Unlimited Vessel Developments. As much was was not reported, but they Certificate of Competency (CoC), as they don't want to 'cost' crew admitted that this one prototype and whether training can be their jobs, they have realised that tug in Denmark is operating with speeded up because of the anything, just like driving, no crew-member on deck to electronic assistance available on is increasingly autonomous. make fast to ships. ships. The conclusion was basically 'no': a pilot still needs to study, learn 10

The Pilot Autumn 2019 wind,tides, geographical area, Some members commented that working to maintain pilot course and distances, etc, as well as we appear to have been a little quiet professional standards at a time experiencing hands-on ship at UKMPA & EMPA conference and when some ports worldwide are driving skills. meetings over the last couple of trying to demean their marine skills. years. This probably hasn't been The need for Master's CoC has never Finally, I'll leave you with this: helped by the large number of been more necessary for UK Pilotage 'When I pay to go to the dentist to changes we have had to 'embrace' districts in times when ship-crew have a tooth removed I consequently at Medway during this time. standards and experiences have expect and pay for a qualified, fully dropped over the years to employ All UK Pilots are aware of the trained dentist who possesses the cheaper crews. Of all the reputable Medway and our pride as a necessary skills to get the job done UK districts, only the Humber is professional district. It was an safely and correctly. I don't ask the where ABP have lowered entry invaluable conference that we really dentist's receptionist to remove my intakes, although it was reported needed to be present at. We have tooth, to endure pain and discomfort that they feel the consequences. lots of contacts within UKMPA, to save costs. This is exactly what EMPA and IMPA, contacts we Captains expect when pilots step Conclusion need to maintain to ensure that the onboard the bridge of their ship.' To sum up, the conference was a Medway keeps abreast of pilotage I believe all of the presentations and worthwhile and valuable three days. developments. discussion slide shows are on the After talking to other reputable UKMPA website. districts, including those in Europe, I knew very little about EMPA and Medway pilots belong to a well- IMPA, but what this conference has respected district, one which knows shown me is that there are a good what it is doing. number of pilots constantly

Pilots' Golf 2019 Malcolm Watts Incident procedures and legal rights Fourteen members from five Districts All active members should have met at Shawhills Golf Course in early received a card detailing the May to do battle on the golf course. procedures to be taken following On Sunday we played for the Peter an incident. If you haven't Ryder Cup, which was won by Steve received such a card please Swannick of Manchester, and the contact the insurers. following day Chris Harding of Milford Haven won the Manchester Salver. If you are involved in any incident (no matter how trivial it may seem th The pin competition on the short 16 at the time) it is imperative that was won by Steve Watson, one of you complete an incident report two who managed to hit the green! and forward it to the insurance We were blessed with good weather company. The incident form with th and excellent fellowship at the 19 instructions can be downloaded hole. A good two days was enjoyed from the UKMPA website. by all and as we said our goodbyes we all looked forward to the match Minor incident: Forward the on 15th - 17th September at Kinross. incident report as directed. During normal office hours you Any serving or retired pilot who is can also speak to Ian Storm interested in joining these twice at Circle insurance: yearly golf matches should contact 0141 242 4822 Chris Harding on 01437 890961. Major incident: During office Also a big thanks to the Milford hours as above, outside office Haven Port Authority who has hours call 07790 069306 sponsored these competitions. For full details, please refer to UKMPA Circular: 7 of 2016

11

The Pilot Autumn 2019 APPMPG Brief Michael Robarts

planning process for projects assessment raises some interesting of all sizes facts. He shared the following o Factor-in port connectivity to interesting examples of various wider transport planning initiatives ports have taken to o Explore the 'free ports' free improve air quality: trade concept where it works • Enhanced monitoring and o Review the wider environmental reporting (inc. real time alerts) framework and tailor it to • Vehicle Booking Systems (VBS) port needs • Service vehicle fleet Engine Management Systems (EMS) Richard further discussed enterprise • Port Non-Road Mobile zones and a number of new and Machinery (NRMM) EMS existing mechanisms available to • Idling monitoring and cut-off incentivise business growth and installation, inc. tightening clusters around ports. These timings (10 > 6 > 3 mins) could include: • Introduction of start / stop • Possible automatic or simplified vehicles The All Parliamentary Parties planning permissions • Vehicle management measures Maritime and Ports Group • Business Rates – wheel washing, sheeting, etc. (APPMPG) meetings give the • Employment stimulus • Physical screening of activities Association an opportunity to • Skills incentives and promotion • Retro-fit electrification of network and speak with MPs, • Free trade areas peers in the House of Lords and NRMM people involved in shipping and His concluding points of discussion • Purchase of new electric / ports. Various topics are covered concerned the benefits of the hybrid NRMM in these meetings, and there are Maritime 2050 plan and those • EV trials – testing issues about questions and answers, each for the ports sector: capability, productivity, etc. meeting lasting about one hour. • Major sector-wide long • Electric IMV trials term strategy • Green tariffs Richard Ballantyne of the British • Many points of interest for • Shore power feasibility studies Ports Association spoke about ports on issues such as • Employee 'hearts and minds' port developments and enterprise recommendations on port campaigns zones. Numerous challenges face connectivity, innovation, • Contractor and haulier ports when they try to gain consent the environment, safety engagement campaigns for developments, a process which and security The Arup study highlighted where can be costly and time consuming. • Creation of better appreciation the better initiatives for improving He talked about building a more of maritime and ports air quality are: dynamic marine planning and sectors across government • Increased use of cleaner fuels consent system that recognises departments for vessels (but ports as 'takers' the changing and dynamic aspects • Recommendation regarding / 'enablers' not drivers) of the natural environment – a a new programme of 'Port • Retrofit emissions controls to move from 'conservation' towards Economic Partnerships', a vessels (e.g. scrubbers) (not a 'sustainability'. Also (perhaps concept at present without ports driver) ironically in view of Brexit) this detail but which might provide • Emissions Control Areas (Arup process takes a more 'European' something similar to Port Zones insisted there must be a level approach by recognising that • A pledge to review the viability playing field) ports are critical to the economy of free ports and a refresh of • Shore-side power (but COST as industrial areas that have for DfT's port master planning and INFRASTRUCTURE) centuries co-existed with flora guidance and fauna. • Maximise use of rail freight Tim Morris, CEO of the UK Major • Increase freight by water BPA's planning encompasses the Ports Group (UKMPG), has studied • Traffic management initiatives following items: air quality, something coming to (e.g. VBS) o Retain and extend permitted the forefront in connection with • Alternative traffic routing development flexibility environmental compliance. The (Arup acknowledge ports o Introduce more certainty in the UKMPG Arup study and have a limited role only)

12

The Pilot Autumn 2019 Pilot Ladder Accident Agha Umar Habib

This is a first hand account by a pilot and my instant reaction was to presence of my Harbour master at the port of Sohar, of what it is like open both my arms to avoid being and colleagues at the hospital at when a pilot ladder being climbed, crushed between the pilot boat that hour of the night, was very breaks. The article has been kindly and the ship. This effort caused humbling. I felt very much relaxed in reprinted from a post in Linkedin. some scratches on both of my their presence. My family was also (The Editor). hands. Once I resurfaced, I saw updated by them which made it the Ship's propeller behind me. easy for them to reach me. One never appreciates life unless Immediately I started to swim away one encounters death! Those 15 minutes in the sea were from it, as it was churning slowly. the scariest of my life as I was not My fall in the water on July 23th, By my deliberate and conscious sure of what would happen next 2019 was an event which re-affirmed swimming, I was able to miss the or even if I would survive! God's my faith in God. The accident was propeller. During this swimming special blessing it was!!! Thanks to something I had to encounter due effort, I realised that my backpack the bearable temperatures of the to someone else's negligence. I was was hindering my efforts and pulling water in the Gulf of Oman, its low gratified to my God for not inflicting me down so I immediately took off swell and quick response of the any mental or bodily harm to me. my bag. pilot boat captain, who switched I am a Marine pilot in the Port of Though it was pitch dark, I spotted off its propeller immediately upon Sohar, Oman with more than 13 the broken pilot ladder and a life seeing me fall, I was able to survive years experience. During my night buoy floating beside me. I swam this accident unharmed, which shift on 23th July 2019 I was on towards the buoy and held it tightly. could have proven fatal. the Pilot boat Svitzer Al-Kharara, In the meantime, I saw the pilot The accident was over and I was to board the m.v. Opal Fortune at boat had turned around and was back on duty the next day, but 0130 hours. Like any regular day, I searching for me. I started shouting a lot of questions needed to be put on my safety equipment as per "Ali..Ali", who was one of the crew answered and many concerns international safety standards and on the pilot boat. This made it need to be addressed for the safety departed the pilot boat by stepping possible for the boat crew to locate of marine pilots all over the world on the pilot ladder. As soon as I my position and update the Captain and for the risk involved in this stepped on the third step of the (Abu Shaker) regarding my position profession. Pilots are no less than pilot ladder I heard a shout from in the water. The Captain tried to heroes who work day in day out and the ship's crew and had the horrific bring the pilot boat beside me risk their lives to keep the world's realisation that I was falling into and he succeeded at the second shipping moving. Do the safety the sea. The broken ladder started attempt. They threw a rope to me standards on ships and facilities tumbling down and resulted in me which I tied to my arm. After that for pilots which are covered by falling between the ship and the they pulled me toward the aft of the international regulations adequately pilot boat. pilot boat. I used the ladder to climb manage the risk? Think about it! up the pilot boat. I was later taken to The inflation of my life jacket jolted the hospital by the officials and Reprinted with kind permission me to the severity of the situation was very well taken care of. The

13

The Pilot Autumn 2019 Defective Passage Plan Christian Dwyer & Sophie Henniker-Major

Alize 1954 and CMA CGM SA v. being observed to be considerably the Supreme Court in Volcafe Ltd. V. Allianz Elementar Versicherungs AG less than the charted depth. Cia Sud Americana de Vapores SA and others (CMA CGM Libra) (2019) (2018) 3 WLR 2087 in relation to the Prior to departure, as required by EWHC 481 (Admlty) burden of proof. The Supreme Court the Owners' Safety Management held in that case that the carrier had In this recent judgment, in the Systems (SMS), a passage plan the burden of proving that there had context of a claim by Owners for had been prepared by the Second been no breach of their obligations a contribution in General Average Officer and approved by the Master. under Article III r.2 of the Hague ("GA"), the Court considered Although some non-causative Rules to properly and carefully load, whether a defective passage defects were noted on the plan, carry and care for the cargo or that plan, prepared prior to the the fact that the Notice to Mariners the damage had been caused by commencement of the voyage, identified the existence of shallower one of the exceptions. The cargo rendered the Vessel unseaworthy. depths than those charted in the interests argued that the Owners On the facts, it was found that even vicinity of the fairway which were not had the burden of proving that though the Owners had in place included on the plan meant that the the Vessel was seaworthy under good safety management practices, Judge held that the passage plan Art. III r. 1 or, if it was not, that due the Vessel was unseaworthy on the was defective: a source of danger diligence had been exercised. basis that a prudent owner would was not clearly marked as it ought to not have sent the Vessel to sea with have been. In addition, although the However, the Volcafe decision such a defective plan, and that due Vessel had on board a memorandum was distinguished as being only diligence had not been exercised. issued by the Owners relating to the relevant to the burden under Article difficulties in navigating the waters III r. 2. The Judge held that the The background facts around Xiamen, the passage plan conventional view, that under Article On 17 May 2011, the container did not mark or identify any no-go III r. 1 the burden lay on cargo vessel, CMA CGM Libra ("the areas outside the buoyed channel. interests to establish that the Vessel Vessel"), grounded shortly after In the event, the Master decided was unseaworthy and that the leaving the port of Xiamen in China. to depart from the passage plan unseaworthiness was causative of At the time, the Vessel was about to navigate outside the buoyed the grounding, remained good law. four cables west of the buoyed channel, a decision which, on the Unseaworthiness and causation fairway, in an area where the charted facts, was found to be negligent. The Judge cited the usual test of depth was over 30m. The fairway The Owners claimed some USD seaworthiness set out in the Cape through which the Vessel was 13 million in GA. While 92% of Bonny (2018) 1 Lloyds Rep. 356: navigating prior to the grounding the cargo interests paid their whether a prudent owner would was bordered by areas marked on contribution in GA, the remaining have required the relevant defect, the chart as 'Former Mined Areas', 8% refused to do so and so the had he known of it, to be made the presence of which were noted sum claimed in these proceedings good before sending his ship to in the chart notes and Admiralty amounted to approximately USD sea. Under Article III r. 1 of the Sailing Directions as having inhibited 800,000. While the Owners said that Hague Rules, the obligation of hydrographic surveying and, the cause of the grounding was an seaworthiness attaches 'before and therefore, may contain uncharted uncharted shoal, the cargo interests at the beginning of the voyage'. wrecks and isolated shoals that claimed that the inadequacy of the posed a danger to deep-drafted Counsel for the Owners submitted Vessel's passage plan rendered the vessels. Furthermore, a Notice to that passage planning is not an Vessel unseaworthy, due diligence Mariners issued just five months aspect of seaworthiness and had not been exercised and that, as prior to the grounding advised instead is an aspect of navigation a result of the unseaworthiness, the mariners that 'numerous depths less that takes place prior to the actual Master's navigation was negligent than the charted exist within, and in passage. It was argued that a one- and the grounding caused by the the approaches to Xiamen Gang'. off defective passage plan did not Owners' actionable fault. It also noted that the fairway had a amount to unseaworthiness and depth of at least 14 metres. A further The Admiralty Court decision that a carrier's duty was discharged Notice to Mariners issued in April Burden of proof by putting proper systems in place 2011 also gave specific examples of As a preliminary point, the Judge to ensure that the Master and crew depths of water outside the fairway considered the recent decision of can prepare an adequate passage

14

The Pilot Autumn 2019 plan before the beginning of the seaworthy at the beginning of the a passage plan to a document voyage. The Judge was unable voyage must also have exercised that could render a vessel to accept this, holding that the due diligence. unseaworthy, some owners Vessel was unseaworthy at the may give consideration to Comment commencement of the voyage by ensuring that additional checks The judgment is a further virtue of the defective passage plan. are made on the adequacy of demonstration that the English He stated that concentrating on passage plans and may wish to Court considers the concept of the actions of the Owners without consider arranging for the plans seaworthiness to be an evolving considering those of his servants to be approved by owners' obligation which is intended confused the issue of seaworthiness operations team, as well as to develop in line with the with the non-delegable duty of by the Master prior to a vessel developments in the shipping due diligence. sailing. This may, however, industry. As Teare J acknowledged, be a challenge in terms of It was held that the defect in the before the need for passage practicality and resources. passage plan was causative of planning to be adopted by 'all ships the Master's decision to leave the engaged on international voyages 2. That said, a defective passage fairway, which in turn caused was recognised by the IMO 1999 plan of itself will not lead to the grounding. Guidelines for Voyage Planning, liability if the defect is not it may have been the case that causative. The burden remains Obligation of Due Diligence a prudent owner would not have on the cargo interests or The cargo interests argued that insisted upon the preparation of an charterers to demonstrate that the Master and Second Officer's adequate passage plan from berth any defects in a passage plan negligence in preparing the passage to berth. are causative of any loss and a plan amounted to a failure on the careful analysis of causation will part of the Owners to exercise However, I am confident that by still need to be made on a case due diligence to make the Vessel 2011 the prudent Owner would have by case basis. In this regard, seaworthy. The question then insisted on the preparation of an it is noteworthy that it may arose whether the Master and adequate plan from berth to berth.' prove important going forwards Second Officer could reasonably It remains to be seen whether the that navigational experts have have prepared an appropriate Court's finding on this and other the requisite experience of passage plan with the exercise of issues will be appealed and if so, operating and working with due diligence. The Judge held that this will be a case to watch. electronic charts. it could have been. The Owners Significantly, the case breaks new submitted that due diligence had 3. We would suggest that it ground and sets a new bar for been exercised because the Owners' remains questionable whether seaworthiness in finding that a Safety Management Systems (SMS) the requirement of a berth defective passage plan will, of itself, contained appropriate guidance for to berth passage plan is render a vessel unseaworthy if a passage planning. The obligation practicable and relevant in prudent Owner would not have sent to exercise due diligence only every case. The defect in the the vessel to sea with the relevant concerned things done by the passage plan in this case defect. It also provides a useful Owners in their capacity as carrier, concerned the immediate reminder of the non-delegable and not by the crew in preparing the departure from the load port duty of due diligence. In particular, passage plan, which was a matter and not arrival at the eventual the decision highlights that even if of navigation. discharge port. As a matter of an owner has in place good SMS practice, it is often the case that The Judge made clear that an practices, the non-delegable duty a vessel's orders change during Owner's SMS must be adequate of due diligence will override it and the voyage or final orders as to secure a finding that due will not absolve the owner of liability to the discharge berth are only diligence has been exercised. if a crew member nevertheless provided en route. In those It was recognised that a well- fails to follow it or is negligent in its circumstances, an issue will be documented SMS is an important application prior to commencement whether, if a passage plan is tool for defending claims based of the voyage. completed during the voyage on unseaworthiness. However, We would also make the following but contains a defect which it is not sufficient for an Owner observations: is causative of a grounding, to demonstrate that it has itself the negligent navigation exercised due diligence. The non- 1. There is no doubt that, following defence under Article IV r. 2(a) delegable nature of due diligence this judgment, the adequacy of the Hague Rules would means that it must be shown that of a vessel's passage plan will in fact still be available to an the servants and agents relied upon come under greater scrutiny. In owner (assuming the relevant by the Owner to make the Vessel light of the apparent elevation of 15

The Pilot Autumn 2019 documents to complete the this suggests that it remains a navigation in GA cases arising passage plan are on board). challenge for cargo interests to from groundings. prove such issues, particularly 4. This particular grounding The judgment is being appealed where owners do have occurred during a time of and it remains to be seen whether adequate systems in place. transition from paper to the Court of Appeal will change electronic charts. While it 6. Finally, this case also the position. was found that the Vessel did highlights the importance of have the means to prepare a obtaining witness evidence non-defective passage plan, immediately after a casualty the requirement now to carry and demonstrates that witness electronic charts may aid evidence given several years accurate passage planning. after the event has little value in comparison. It also gives 5. It is noteworthy that the cargo an insight into the Admiralty interests argued a number of Judge's views on and other points relating to bridge encouragement of the use of management, incompetence Nautical Assessors for issues of the Master and fatigue. of passage planning and Christian Dwyer Sophie Henniker-Major These were unsuccessful and

Book Review John Clandillon-Baker 'Tug Use In Port' Henk Hensen. The ABR Company Ltd.

Safe pilotage depends on the pilot maximise their effectiveness. There being aware of all the elements is even a section on autonomous likely to be encountered, and where tugs. In addition to the tugs the required tugs will be an integral part book also includes a comprehensive of the manoeuvre. It is therefore chapter on towage equipment. essential that all pilots are fully aware Despite advances in tug design, of the type of tugs that have been harbour towage is still a high-risk allocated to the vessel and the tugs' operation and when things go wrong operational capabilities. a routine manoeuvre can rapidly When Henk published his first become an accident. Tragically such edition of Tug Use In Port in 1997 it accidents frequently result in fatalities was immediately acclaimed as the to tug crews, and the ship can also definitive reference work on port be endangered. These risks and their tugs and their use. In 2003 Henk causes are covered in detail. produced a second edition, updated Lavishly illustrated throughout with with new tug designs and expanded photos and diagrams, this book is an content, which was equally well essential reference work of particular received. Many (hopefully most) pilots relevance to pilots, and the price will have referred to these books and of £40 or €45 represents excellent appreciated the clear and concise value. It is available directly from detailing of the various tug types. Tug & OSV at the following link: Since the second edition was http://www.tugandosv.com/books. published, the world of port towage php?id=25 has undergone a revolution, with The book can also be ordered from many new and innovative designs the publisher below or any good now in operation. Consequently, bookshop or quoting the ISBN in this third edition Henk has re- Number: 978-1-904050-34-6 written the text in order to provide comprehensive details of all tug Publisher: The ABR Company Ltd designs, their operational parameters Tel: +44 (0) 1225 868821 and the optimum positioning to email: [email protected]

16

The Pilot Autumn 2019 UKMPA Merchandise

To order any of the below, please email: [email protected] (All prices include p&p)

Baseball Cap: £8.00 Tie: £10.00 Lapel Badge: £3.00 Cufflinks: £15.00 Beanie Hat: £8.00

Social Networking A note from the UKMPA members are all design department... encouraged to participate in the forum debates on Linkedin. Could all those kindly contributing images to the magazine, please To join the group, sign up for ensure, if they are from your own camera/smart phone, it is set to a Linkedin account and type the highest resolution possible. In addition, please don't place them "UKMPA" into the group search in a word document or compress them when sending via email. box which will take you to the We get a lot of beautiful pictures sent in, which are frustratingly too relevant registration page. small to use! Follow @UKPILOTS on Any queries? Twitter for pilot safety and Please email Kerry: chelsey@madasafish.com other industry information. UKMPA Office details UKMPA Members Details HQS Wellington If any of your personal Temple Stairs details such as address, Victoria Embankment email or telephone number London WC2R 2PN have changed, please inform Email: offi[email protected] us at the earliest opportunity, Web: www.ukmpa.org so that we can update our membership records. New UNITE branch contact: details should be sent to Michelle Brider [email protected] 020 8596 9966

Editor's Details Disclaimer: The contents and articles within this magazine represent the Mike Robarts, Editor of The views of the authors and may not necessarily reflect those of the UKMPA. Pilot, can be contacted via Authors are responsible for ensuring that any content is free from any email at [email protected] copyright unless credited in the text. 17

The Pilot Autumn 2019

UKMPA Executive POSITION CONTACT TELEPHONE EMAIL/WEB Secretary General Don Cockrill (H) 01795 537310 [email protected] (M) 07966 709403 Chairman Mike Morris (H) 01704 563587 [email protected] (M) 07890 260915 Vice-Chairman Hywel Pugh (H) 01621 841548 [email protected] & Membership (M) 07970 041657 [email protected] IMPA VP John Pearn (H) 01646 601556 [email protected] (M) 07960 617536 Region 1 Chris Hoyle (H) 01794 342292 [email protected] (M) 07825 749072 Region 2 Ian McMahon (H) 01303 246248 [email protected] (M) 07717 774902 Secretary EMPA-VP Peter Lightfoot (H) 01642 760447 [email protected] Region 3 (M) 07786 153063 [email protected] Region 4 Robert Keir (M) 07970 110493 [email protected]

Region 5 Martin James (M) 07850 902560 [email protected]

Region 6 Jason Wiltshire (M) 07793 534547 [email protected] Treasurer [email protected] Chairman, Technical Nick Lee (M) 07929 053944 [email protected] & Training Committee Circle Insurance Ian Storm 0141 242 4844 [email protected] Circle Insurance (M) 07920 194970 71 Berkeley Street Glasgow G3 7DX RFIB Insurance Ken Pound 020 7621 8260 ken.pound@rfib.co.uk Marine RFIB Group (M) 07985 159584 20 Gracechurch Street London EC3V 0AF UKMPA Regions REGION NO. AREA COVERED PORTS London, South of England and London, Medway, Dover, Littlehampton, 1 Southampton including the Isle of Wight Portsmouth, Southampton, Cowes

2 All ports between Crouch and Cromer Crouch, Harwich Haven, Gt. Yarmouth

All ports on the East Coast of England Kings Lynn, Wisbech, Boston, Humber, 3 between Cromer and Berwick Upon Tweed Seaham, Tees Bay, Tyne Forth, Perth, Dundee, Montrose, Aberdeen, 4 Scotland Peterhead, Inverness, Cromarty, Sullom Voe, Lerwick, Orkney, Stornaway, Clyde Northern Ireland, North West England, Londonderry, Belfast, Barrow, Heysham, 5 North Wales including Anglesey and Liverpool, Manchester Deep Sea Pilots Milford Haven, SW Wales, SE Wales, Gloucester, South Wales and South West England, 6 Bristol, Falmouth, Scilly Isles, Fowey, Westward of the Isle of Wight Plymouth, Dartmouth, Teignmouth, Poole If you require local secretary's details, please contact the UKMPA secretary: [email protected] 18

The Pilot Autumn 2019

Lifesaving Equipment has moved on...

but the water is still deadly! Combination Coat & Lifejacket The coat that becomes a lifejacket in less than 5 seconds!

Web: www.seasafe.co.uk Email: [email protected]