NAVIGATION WITH A PILOT

One of the navigator's key resources in the harbor and harbor approaches is the pilot, a professional shiphandler with
encyclopedic knowledge of a local port and harbor area. His presence is very often required by local regulation or law. He is not
considered, by the common definition, to be a member of the bridge team, but he is an extremely important bridge resource. He
remains, except in certain defined areas, an advisor to the captain, who retains full responsibility for the safety of the ship. Only in
the Suez Canal and Panama Canal are pilots given full navigational responsibility.
As an important navigational resource, the pilot requires management, and as a professional navigator, he deserves respect.
The balance of these two elements is the responsibility of the captain, who manages the Master-Pilot Exchange (MPX).
The explicit purpose of the MPX is to tell the pilot the particulars of the ship: its draft, condition of engines and navigational
equipment, and special conditions or characteristics which might affect the pilot's ability to understand how the ship will handle in
close quarters. However, simply relating the ship's characteristics and condition does not constitute a proper MPX, which must be
more comprehensive.
The implicit purpose of the MPX is to establish a rapport with the pilot so that a mental model of the transit can be agreed on
and shared with the bridge team. Thus, the MPX is not an event but a process, which will ensure that everyone responsible for
navigating the vessel shares the same plan for the transit.
Some ships prepare a pilot card that lists the essential vessel parameters for the pilot's ready reference. The pilot himself may
use a checklist to ensure that all required areas of concern are covered. The pilot may or may not require a signature on his own
forms, and may or may not be requested or allowed to sign ship's forms. These are matters of local law and custom that must be
respected.
Often, among the pilot's first words upon boarding will be a perfunctory recommendation to the captain to take up a certain
course and speed. The captain then gives the appropriate orders to the bridge team. As the vessel gathers way, the rest of the MPX
can proceed. As time permits, the pilot can be engaged in conversation about the events and hazards to be expected during the
transit, such as turning points, shoal areas, weather and tides, other ship traffic, tugs and berthing arrangements, status of ground
tackle, and other matters of concern. This information should be shared with the bridge team. At any time during the transit, the
captain should bring up matters of concern to the pilot for discussion. Communication is the vital link between pilot and master
that ensures a safe transit.

Pre-arrival information exchange with the pilot

Particularly where the master has limited local knowledge of the pilotage waters, it is recommended that a pre-arrival
exchange of information take place with the pilot before boarding.
An information exchange initiated by the ship approximately 24 hours before the pilot's ETA will allow sufficient time
for more detailed planning to take place both on the ship and ashore. The exchange will also allow communications between
the ship and the pilot to be firmly established before embarkation.
Ship to Shore Master/Pilot Exchange and Shore to Ship Pilot/Master Exchange forms can be used for this purpose (see
annexes A1 and A2).
These forms are intended only to provide a basis; the exact detail of the forms can vary from ship to ship, trade to trade,
or indeed from port to port. It is nevertheless recommended to keep preliminary information exchange to a minimum, and
limit the information to that which is strictly necessary to assist in planning the pilotage. If appropriate, the Shore to Ship
Pilot/Master Exchange form can be supported by a graphical route plan.
In certain pilotage areas, the passage can last for several hours, in which time circumstances can alter significantly
necessitating changes to the plan. The. preferred way of working within any pilotage area can also vary between pilots.
Detailed exchanges can take place when the pilot arrives on board, as indeed can discussions on berthing.

Pilot on board
The pilotage passage plan will need to be discussed with the pilot as soon as he comes on board. Any amendments to the
plan should be agreed, and any consequential changes in individual bridge team responsibilities made, before pilotage
commences.
Where pre-arrival exchange has not taken place extra time and sea room may need to be allowed before pilotage
commences in order to discuss the plan fully
The pilot should be handed the Pilot Card and shown the Wheelhouse Poster. The Wheelhouse Poster provides a
summary of ship manoeuvring information. A manoeuvring booklet containing more detailed information may also be
available on the bridge.

MASTER PILOT CONFERENCE

Whenever a Master and/or Pilot is called before the Coast Guard for a hearing following an accidentgrounding, collision,
damage, etc., one of the first questions asked is "Did you have a conference with the Master (Pilot) before the voyage began?" If
the answer is "No" both the Master and Pilot are in trouble. The Pilot MUST confer with the Master before the Pilot begins to
conn the ship.
Under the regulations proposed at the IMO Conventions and other Maritime meetings, the Master and Pilot are expected to
discuss the passage they are about to begin and to exchange information about the ship and the proposed voyage. The Captain
should tell the pilot: Draft, length and breadth and tonnages of the ship, height of the masts and radar scanners, type of propulsion,
if the ship is right-handed or left-handed propeller, operating condition of steering gear, radars VHF radio equipment and any
other data which will assist the pilot on its work. The Pilot should tell the Master: the Tide and Current conditions for the duration
of the passage; weather and visibility to be expected, anchorages available, tugboats meeting point; traffic to be encountered in
normal circumstances, radio channels to be used and any other information that will assist the Master to understand the Pilot's
intentions throughout the passage.
The Pilot is aboard to assist the Master and the best way to do so is to work closely with him to develop a team-mate relationship.

Pilot on board
The pilotage passage plan will need to be discussed with the pilot as soon as he comes on board. Any amendments to the plan
should be agreed, and any consequential changes in individual bridge team responsibilities made, before pilotage commences.
Where pre-arrival exchange has not taken place extra time and sea room may need to be allowed before pilotage commences
in order to discuss the plan fully
The pilot should be handed the Pilot Card and shown the Wheelhouse Poster. The Wheelhouse Poster provides a summary of
ship manoeuvring information. A manoeuvring booklet containing more detailed information may also be available on the bridge.

NAVIGATING WITH PILOT ON BOARD

The relationship between the ship's team and an employed pilot is difficult to define.
The ship's Master is charged with the responsibility for the safety of the ship; pilots are engaged to assist with navigation in
confined waters and to facilitate port approach, berthing and departure. The Master has the ultimate responsibility and has the
right to take over from the pilot in the rare event of the pilot's inexperience or misjudgment. In practice, the Master may find
himself in a position where he is not happy about the way the passage is being conducted by the pilot, yet is in no position to even
query the pilot's actions as he, the Master, has no idea as to what should be happening.
Ideally, the Master and his team will be aware of the pilot's intentions and be in a position to be able to query his actions at
any stage of the passage. This can only be brought about by:
1 The bridge team being aware of the difficulties and constraints of the pilotage area.
2 The pilot being aware of the characteristics and peculiarities of the ship,
3 The pilot being made familiar with the equipment at his disposal and aware of the degree of support he can expect from
the ship's personnel.
Unfortunately this is not the way that things have developed. Boarding a strange ship, pilots often feel that they are
unsupported. They know that the next part of the passage is going to be entirely up to themselves and consequently get on with
and make the best of a bad job.
Equally, the OOW may feel that he is excluded from events. He doesn't know where the ship is going, ho w it is to get there,
nor what is expected from him. Consequently, he is very likely to lose interest.
Such insecurities and doubts can quite easily be overcome by the ship's team operating a consistent system,
PLANNING
A well planned passage will not stop at the pilot boarding area. The planning will continue from sea to berth, or vice versa,
the boarding of the pilot being part of the plan. The areas where the pilot actually has the conn will still have been planned by the
navigator. This enables the Master and OOW to compare the progress of the ship with the planned track and also enables them to
be aware of the constraints and other details of the passage. Abort and contingency planning will assist should the ship experience
navigational or other problems.

MASTER/PILOT INFORMATION EXCHANGE

As stated above, the Master may not be aware of the area, the pilot unaware of the peculiarities of the ship. These problems
can be minimized by establishing a routine Master/pilot exchange. When the pilot enters the bridge it is good practice for the
Master to make time for a brief discussion with the pilot. The Master may need to delegate the conn to the OOW or other officer,
as appropriate, in order to discuss the intended passage with the pilot. This will include such items as the pilot's planned route, his
anticipated speeds and ETAs, both en route and at the destination, what assistance he expects from the shore, such as tugs and
VTS information and what contingencies he may have in mind.
NAVIGATING WITH A PILOT
For his part, the Master needs to advise the pilot of the handling characteristics of his ship, in particular any unusual features
and relevant information such as anchor condition, engine type and control and personnel availability. Much of this information
can be readily available on a Master/pilot exchange form.
When these broad outlines have been established, the pilot will now need to be acquainted with the bridge, agreeing about
how his instructions are to be executed (does he want to handle the controls or would he rather leave that to one of the ship's staff),
where the VHF is situated and how to change channels and which radar is available for his use. In particular he needs to be
advised of the present mode of the radar.
The pilot is now better placed to take the conn.
The above will obviously depend upon many factors.
1
The position of the pilot boarding area. Often this is such that there will be little time between the pilot actually
entering the bridge and taking the conn.
2
The speed of the ship at the pilot boarding area. This too could limit time availability.
3
Environmental conditions such as poor visibility, strong winds, rough seas, strong tides or heavy traffic may inhibit
the exchange.
If the exchange has not been carried out for any reason, even greater care will need to be exercised by the bridge team. This
situation should be avoided if at all possible.
RESPONSIBILITY
Despite the presence of the pilot, the Master is still responsible for the safety of the ship. The pilot is the local expert and will
obviously conduct the ship to the best of his ability, advising the Master as necessary and usually actually conducting the passage.
This applies whether the pilotage is voluntary i.e., the Master has requested assistance or compulsory i.e., the ship is required
to take a local pilot within defined areas.

Frequently the Master will remain on the bridge during the pilotage. This obviously will depend on the circumstances. In the
event of a long pilotage it would not be practicable for the Master to remain throughout. In this case he must remember to delegate
his authority to a responsible officer, probably the OOW, exactly as he would at sea.
In any case the Master is in a poor position to question the pilot regarding the progress of the ship or its situation at any
moment, unless he, the Master, knows what should be happening at that time.
MONITORING
The ship's progress needs to be monitored when the pilot has the conn exactly as it has to be under any other conditions. Such
monitoring needs to be carried out by the OOW, and deviations from the planned track or speed observed and the Master made
aware exactly as if he had the conn. From such information the Master will be in a position where he can question pilotage
decisions with diplomacy and confidence.
Monitoring will include regularly fixing the position of the ship, particularly after each course alteration, and monitoring
underkeel clearance.
Verbal orders from the pilot also need to be checked to confirm that they have been correctly carried out. This will include
monitoring both the rudder angle and rpm indicators when helm and engine orders are given.
It is recommended that communication between the pilot and the bridge team is conducted in the English language (see
section 1.2.10).
If the master leaves the bridge, the OOW should always seek clarification from the pilot when in any doubt as to the pilot's
actions or intentions. If a satisfactory explanation is not given, the OOW should notify the master immediately, taking whatever
action is necessary before the master arrives. Whenever there is any disagreement with decisions of the pilot, the cause of concern
should always be made clear to the pilot and an explanation sought.
The OOW should bear in mind that during pilotage, the ship will need to be properly secured for sea. Excessive use of deck
lighting at night may cause visibility interference.

Preparing the outward bound pilotage plan

After berthing and before the pilot departs the ship, the opportunity should be taken to discuss the outward bound pilotage
passage plan with the pilot, bearing in mind that the precise way of working within any pilotage area can vary between pilots.

APPROACHING THE PILOT STATION

Make VHF Call to pilot one hour before arrival. Be prepared to give
the following:

ETA
ETA At
At Pilot
Pilot Station
Station
Draft
Draft
Ship
Ship Name
Name
Approach
Approach Direction
Direction

Ask for Pilot ladder side. If a turn for lee is necessary at the pilot
station, consider traffic flow patterns and safe water.
Approach pilot station slowly and with caution. Have a contingency
plane in the pilot is not promptly on station.
As pilot boat approaches, reduce ships speed to 46 knots (Some
pilot launches are capable of higher pilot-speeds pilot will instruct if
he wants higher boarding speed).
Responsible officer stationed at pilot ladder and an escord provided
pilot to and from bridge.
Have a watch overside while pilot is embarking/disembarking, who
reports to conning officer: "Launch alongside", "Pilot on ladder,
"Pilot on deck, etc.

Pilot card

MASTER/PILOT Exchange

Pilot information

MASTER PILOT CONFERENCE

INFORMATION FROM PILOT
TRAFFIC
BERTH
TUGS
WHEN
WHEN
HOW
HOW THEY
THEY WILL
WILL BE
BE USED
USED

HAZARDS OR OBSTRUCTIONS
INTENDED MANEUVERS
STAND-BY ANCHORS

INFORMATION TO PILOT
CONDITION OF EQUIPMENT
HANDLING CHARACTERISTICS
CREW NOTICE

NAVIGATING WITH PILOT ON

BOARD
PLANNING
MASTER/PILOT INFORMATION
EXCHANGE
NAVIGATING WITH A PILOT
RESPONSIBILITY
MONITORING
SAY GOOD BYE!