8 The Nautical Institute MARINE PILOT SAFETY Equipment — boats - training - transfer - recovery C. M. Irving FNIMARINE PILOT SAFETY Published by The Nautical Institute 202 Lambeth Road, London SE1 7LQ England ‘Telephone (0171) 928 1351 First published 1995 Copyright © The Nautical Institute 1995 {All rights reserved, No part of this publication may be reproduced, store ina retrieval system, or transmitted in any form or by any means, electronic, mechanical, ‘Photocopying. recording or otherwise, without the prior written permission of the publishers, ekeept for the quotation of ISBN 1 870077 21 8 “Typeset by Tradeset Limited, Southall Printed in England by O'Sullivan Printing Corporation, SouthallSection 1 Section 2 Section 3 Section 4 Section 5 Section 6 Section 7 Section & Section 9 Section 10 Annex 1 Annex 9 Annex 3 MARINE PILOT SAFETY Contents Introduction Protective clothing Safe working practices on pilot boats Pilot boat deck safety Marine pilot safety video Code of practice for enhancing the safety of pilots serving vessels carrying chemical and gas cargoes in bulk Pilot transfer Pilot ladder safety campaign Data banks and reporting system ‘Training Recommendations on safety equipment and clothing for the marine pilot Roaring and landing code of practice First Aid Treatment for Dangerous Cargoes 10 u 25 26 40 46 49 60 87MARINE PILOT SAFETY Section 1 Introduction La To those on board ship, be it crew member or passenger, the be watertight. Consideration was given to the danger of choosing a suit with a high collar that might dangerously reduce the view of the pilot boat below ‘when descending the pilot ladder. Normal working shoes are comfortably worn over the socks of the immersion suit. The neck and wrist seals are integral to ‘the suit, though the neck seal can be released for comfort by means of the front entry zip. In addition to the protection and feeling of security both durng carriage on the pilot boat and the specific act of transfer, the immersion suit can be equally worn during the act of pilotage, perhaps being removed for the time spent in the wheelhouse. ‘The lfejacket also provided was of an enhanced volume auto-inflation type with {ts buoyancy distributed to ensure correct righting and flotation position, yet remaining comfortable to wear for extended periods. 24 ‘An accident, in July 1990, in the Channel Islands, during transfer to a passenger ro-ro ferry, led to the pilot falling in to the Sea in an unconseious state and his tragic death in hospital some days later. The subsequent enquiry into the accident, and resulting report by the Marine Accident Investigation Branch (MAIB) of the United Kingdom's Department of Transport, concluded that, among other factors “the chances of the pilot's survival were lessened by the fact that he was not wearing any type of personal buoyancy aid, which would have in particular kept his head out of the water’ In the report the MAIB Inspector put forward several recommendations to “minimise the risk of having a pilot fall overboard, and if he does so, these measures will improve his protection and the ability to efficiently retrieve him from the water.”With specific regard to clothing, Recommendation 5,2 from the MAIB’s report into the accident states that:- In the Inspector's opinion all pilots when engaged in boarding or landing should wear a coat with the following features:~ 1. Automatic/manual /oral inflation of an internal life preserver which has the capacity to keep an unconscious person's head out of the water. 2. An integral rescue harness which encircles the person's chest with a hook-on ring, Highly visible in colour. Retro-reflective strips in prominent places including the back. Awhistle, A salt water activated light (automatic). A manual operated strobe light. Waist strap to hold the coat in place. ‘The investigation into the death of the Channel Islands pilot, by the MAIB concluded that, among other contributory factors - “the chances of the pilot's survival were lessened by the fact that he was not wearing any type of personal buoyancy aid”. ‘The Japanese Pilots’ Association (JPA), in a paper to the 1994 Congress of the International Maritime Pilots’ Association (IMPA), reported that the Investigations into “Accidents during transfer" by the Japanese Maritime Safety Agency (Coastguard) showed a high rate of 81% of the cases of death. and missing in falls in the Hokkaido distriet (northern part of Japan) could have been saved “if they wore Wejackets", and that “wearing a lfejacket can prevent drowning when the pilot loses consciousness”. ‘The European Maritime Pilots’ Association (EMPA) on the recommendation of their Technical Committee, at the 1992 General Meeting in Antwerp. also adopted Recommendation no. 22 ~ Protective Clothing and Sefety Equipment for the Marine Pilot. These recommendations follow closely those approved by the UKPA(M) ‘ALEMPA's General Meeting in Gothenburg, Sweden in 1995, Recommendation 1no.24 ~ Safety awareness and self-discipline among pilots - was adopted, ‘reminding piots that a close study of recent accidents during transfer showed that pilots would probably have been alive today if the following basic rules had been observed: Always wear your lifejacket and protective clothing. Never wear your bag or personal radio over your neck or arm while embarking/disembarking, EMPA recommends and encourages all EMPA pilots to observe the above basic rules.26 It is in the interest of pilots and those who may provide pilots’ clothing that such protective clothing should not only comply with any recommendations or guidelines drawn up, but should also be approved by the appropriate bodies. In the United Kingdom, the Marine Directorate of the Department of ‘Transport showed much interest in the work done by pilots to Frovide suitable protective clothing and took the opportunity, at regular intervals, to meet and discuss with pilots the latest developments proposed. A letter of "No objection” was subsequently given by the Department to the ‘manufacturer of one specific purpose-designed coat, conforming to commonly agreed requirements, “to be used by pilois when engaged in boarding and landing” Despite the big upsurge in the leisure market and the correspondingly varied choice from the specialist clothing manufacturers, few of them cater for the specific requirements of pilots’ approved protective clothing, with the possible sales of clothing to marine pilots being a very small part of any potential business, ‘This has not prevented the concept of the existing purpose designed pilot coat, incorporating in a single garment all the safety fectures of the recommendations in section 2.2 above, continuing to be developed through the continuing Maison of consultation and rigorous testing between ‘manufacturers and the UKPA(M)s Technical Committee. There is a desire to take advantage of the latest breathable materials suitable for use in the marine environment and also to recognise the heavy wear factor subjected to pilots clothing during both the normal and the at times difficult climbs and the need for regular cleaning of the clothing. 27 Pilots’ purpose designed coats referred to in section 2.2 above, and other ‘manufacturer's protective clothing, are supplied with an accompanying leaflet or brochure giving specific care and salety Instructions to be read upon receipt $f, and before use ofall items of clothing. In addition to certain brief instructions marked on the lifjacket such as size, date of manufacture, approval standard etc., full instructions shall be supplied in the leaflet giving the method of donning, securing and adjustment. Instructions shall also be given regarding the maintenance cf the lifejacket and in particular, the checking of the gas cylinder, and the user shall be ‘warned against making any alterations or additions which might impair its efficiency. Full instructions for use shall be given for any integral safety fittings such as lights and lifting harnesses, and of particular importance is the wording {0 the effect that “If it is intended to wear a safety harness in conjunction with the lifelacket, users are advised to try them on together to ensure that one does not interfere with the function of the other.” For lifejackets provided with oral inflation, instructions shall be included to direct that oral inflation valves should be capped when not beng operated. For gas inflatable lifejackets a warning in the following sense shall be included: “If this lifejacket has been partially inflated by mouth, subsequent operationof the gas inflation device may result in bursting the jacket.” Regarding this warning of the possible bursting of the jacket’s inflator, the UKPA(M)'s Technical Committee were, alter consultation with the supplier of one specific purpose-designed pilot coat, able to compare the inflator pressure test figures, as specified and those pressure test figures achieved. Pilots were accordingly reassured that with this lifjacket being worn with partial oral inflation for carriage on the pilot boat or before transfer, a subsequent operation of the gas inflation device would not burst Its inflator. As with all test fgures achieved, should manufacturers change the suppliers of any individual parts of protective clothing, such as the inflator, reassurance needs lo be given that the previous test results are still matched. As referred to in section 2.6 above, pilots’ protective clothing is subjected to heavy wear during transfer and during time spent aboard pilot boats and ships, necessitating regular cleaning of such clothing. Wits the advanced materials now being used in all protective clothing, the correct cleaning instructions applicable should be included in the manufactrer’s Care and Safety Instructions leaflet 2.8 As referred to above, pilots, in the course of their working life both on pilot oats and during transfer, subject their clothing to heavy wear. Despite the adoption by the UKPA(M) and EMPA of the Recommendations on Protective Clothing and Safety Equipment for the Marine Pilot, pilots were concerned at the lack of a recommended replacement timescale of protective clothing with particular reference to the purpose-designed plot coat, and in, ‘some cases little consideration appeared to be being given to a programme of Inspection and testing and of replacement. ‘After consultation with and advice from clothing manufacturers (one of whom now offers a full inspection and testing service of their purpose-designed pilot coat) and others, the UKPA(M), on the advice of their Technical Committee, circulated this advice to all pilots ~ the relevant extracts being:~ . that some guidance should be given by the UKPA(M) to those responsible for the provision of pilots’ protective clothing .. In line with the standards of maintenance and inspection of protective clothing required in other industries, the Technical Committee has also long, believed that the pilot lifelacket should be subject to a regular inspection and testing service ‘The committee in recognising that the degree of wear and tear of protective clothing varies considerably irom pilot service to pilot service, agreed that ‘the critical factor in the giving of a replacement timescale was both the life of the lifejacket inflator and any length of guarantee given to specific features such as retro-reflective strips. .... the committee was in agreement that the recommended replacement time-scale for the pilot lifejacket should be not more than 3 years, coupled with an appropriate interim inspection and testing service.” 9Section 3 Safe working practices on pilot boats sa. For the pilot to be ensured both a safe carriage by the pilot boat between shore and ship and an equally safe transfer on and off the ship, clearly defined working practices have to be established and adhered to. As referred to in section 1.2 above, the modern faster pilot boats can prove, at times, to be an unpredictable platform from which to transfer to and from the ship, and a great deal of responsibility rests with those concerned - the pilot, coxswain and crew - to see that all working practices, including any specific to their area of operation, are followed to effect this safe carriage and transfer. All pilots’ associations and thelr technical committees, where spplicable, have hhad to deal with cases of injury and death, during transfer and have had to determine recommendations to reduce similar accidents recurring. Whilst reminding all concerned of the need to exercise a constant vigilance, there are certain factors, such as a mechanical failure of a pilot hoist or an Insecurely attached pilot ladder at the point of access, that are more difficult to cover. 3.2 As well as elsewhere in the world, the continuing cases being reported in the United Kingdom of injury to pilots and crewmen were of great concern to all those responsible for the safety of pilots ~ the CHAs, the then Marine Directorate of the Department of Transport and the UKPA(M). Following consultation with all responsible bodies, and reference to a comprehensive code of practice recently drafted by the UKPA(M), the British Forts Federation (BPF) issued, in 1992, the “Boarding and Landing of Pilots by Pilot Vessel Code of Practice”. The introduction to that cole reads “The purpose of the code is to act as a guide to safe practice and is recommended to all those involved in the pllotage service. The code covers: not only the act of transfer from pilot boat to ship and vice-versa, but also addresses issues such as the pilot boat itself, boarding and landing areas and training, It should be used primarily as a basis for safe operating procedures which are capable of being adapted to suit particular locations or type of operation.” ‘Such is the importance of the whole code of practice that no specific chapter or part of the chapter should be dealt with in isolation, and the code is thus reproduced in its entirety. See Annex 2. Further to the preparation of the code by the BPP, and with referral to the above introduction, improvements to safe working practices continue, such as the coming into force on 31 January 1994 of the United Kingdom's Merchant ‘Shipping (Pilot Ladders and Hoists) (Amendment) Regulations 1993, Statutory 10Instrument no.3232, and the further inspection and testirg of the latest protective clothing and safety equipment by the UKPA(M#)'s Technical Commitee. Section 4 Pilot Boat Deck Safety an A safe and trouble-free transfer is uppermost in every pilot's thoughts immediately prior to embarkation/disembarkation, as is equally the welfare of the attending pilot boat and its crew. ‘The pilot boat, in attending shipping, works in all seasons and in nearly all weathers, and pilots rely upon and are indebted to the pilot boat crews for their safe well-being whilst on the pilot boat and for all aspects of safe transfer. Accidents, unfortunately continue to occur, and the recent deaths of pilots during transfer, refer to section 2.4 above, highlight the need for vigilance and. for the pursuit of safe working practices. ‘The loss of pilot boats, thetr crew and pilots in both Australia and in Germany is a very salutory reminder of the inherent danger, ever present, when attending ships int adverse weather conditions. ‘This concern for the attending pilot boat is especially recognised by those committees of pilots responsible for the upholding and improvement of the appropriate requirements of SOLAS, and in thelr dealing with cases of non- compliance with the Regulations ~ Yor example, the particular problems of ships with constructional features that hinder safe pilot transfer and that can equally present a risk of damage to the pilot boat, ‘The modern pilot boat, particularly at busy ports, is more than ever being called upon to play a multi-purpose role, The concept, design and building of such designated multi-purpose craft has been well debated at the Royal Institution of Naval Architects’ (RINA) Conferences on Surveillance, Pilot and Rescue Craft for the 21st.Centuy, Pilot boat operators must recognise that the principal function of a pilot boat is the safe carriage and transfer of pilots to and from the ships that require their services, and that when a pilot boat has other roles ina port, it 1s ‘essential that the demands of those other duties do not in any way adversely affect the suitability of the boat for pilot boat duties. ‘With many ships anchoring off ports either awaiting orders or the availability of a congested berth, pilot boats are now being asked to service stich ships, sometimes at short notice. Owners’ representatives and superintendents are being put aboard or taken off ships, and a part crew change at anchor is not uncommon, Chemists and tank inspectors with their specialist equipment may need to beard prior to port entry, and grab damage repairs are even being carried out at anchor, when a busy berth schedule prevents repairs being effected alongside before departure ~ thus requiring the landing of a shore side repair team, once the repairs are completed. ‘The requirements of the International Convention for the Safely of life at Sea, 1974, Chapter V Regulation 17, and adopted amendments ~ Pilot Transfer uArrangements ~ fulfl the purpose of enabling pilots to embark and disembark safely. and the arrangements shall be used solely for the embarkation and disembarkation of personnel. Yet the difficulties of transferring those not familiar with ship side climbing, places a considerable added responsibility on pilot boat crew. Though the decision to transfer those unaccustomed to ship side climbs, clearly rests with the pilot boat coxswain, many “near misses" of trapped legs and disembarking personnel falling across deck safety rails, have been talked about, and unfortunately it came as no surprise to learn of a recent incident resulting in a broken leg. Pilot boat operators looking to cut costs, are, when feasible, combining pilot boat services s0 as to service adjacent port(s) with one on-station pilot boat. In such cases, and indeed in busy port approaches, itis not unusual for a fast cestuarial pilot boat to be underway dealing with pilot transfers ‘or some 12 to 14 hours a day, with perhaps a continuous spell underway of 4 to 5 hours ~ refer to the comment in section 6.2 below. ‘The additional workload of dealing with a multi-role function. as explained above, can add to the work-load of the pilot boat. and give the crew little time for an uninterrupted meal or a short break below ~ much needed before a demanding spell of pilot transfers, perhaps in adverse weather conditions. ‘Such high running times also increases the demands upon thoce dealing with ‘maintenance and routine services, and may mean the easier servicing items being perhaps dealt with in-between the periods underway, whilst the pilot boat remains on-station, ‘The last two decades, in particular, have seen significant changes in the concept of the working pilot boat, The re-siting of pilot boarding areas to service bigger and deeper drafted ships, in addition to the call for a wider role for the on-station pilot boat, has led to a greater emphasis on the service speed. As referred to in section 1.2 above, these greater speeds and inereased underway times have placed more onus on the refuelling and maintenance of pilot boats, with the shortened time between the maintenance times ‘underlining the necessity for readiness of rellef or standby boals. 4.2 Wheethouse visibility Whilst there remain some areas of concern, great strides have been made by all concerned with the design and the building of the modern pilot boat, and ‘any particular requirements of location and operational conditions are being, recognised and incorporated. To crew and pilots alike, the deck layout of the pilot boat is vital, as is the access to and from the wheelhouse, and some level of consultation should be sought, at the design stage, not only from the pilot boat cperators, but importantly, from those who are aboard the pilot boat when in service ~ some of whom also have considerable experience in their local lifeboat and rescue services, ‘The coxswain, who plays a Key role in the safe transfer of pilots, must have a conning position in the wheelhouse that gives him good access to all controls and instrumentation, whether the pilot boat is in attendance on either the 12starboard or the port side of the ship. The coxswain's seated position must also give him an uninterrupted sight of the deckhand and the pilot as he transfers to or from the ship. The coxswain must also have a good overhead sight of the pilot ladder to not only be able to verify and report the condition and the rigging of the ladder to the pilot prior to transferring, but to also watch the pilot transferring. This is particularly important during disembarkation, ‘To have a pilot boat boarding area unsighted by the coxstain is potentially dangerous for the pilot and for the deckhand, and the practice of the pilot transferring when unsighted by the coxswain, was a contributory factor leading to the death of a UK pilot - in perfect weather conditicns. For those pilot boats fitted for midships retrieval, the coxswain at the steering position should be able to sight the boom/davit when deployed, and if possible, see the casualty in the water. In designing the wheelhouse, careful consideration should alse be given to an. uninterrupted view afl for the coxswain, especially if the access to/from the wheelhouse is right aft. For those pilot boats whose recovery position is at the stern, this should enable the coxswain to sight the after deck whilst stil at the helm, and to receive positioning advice from the deckhand when retrieving a casualty, To ensure a better positioning of the pilot boat during the act of recovery, particularly essential at night and in adverse weather conditions, consideration should be given to a communications link between the eoxswain and the person on deck. Of equal importance, and especially at night, the coxswain should be able to readily check that those on deck are safely returned to the wheelhouse, before leaving the ship and increasing speed and altering course, 4.3 Deck Layout Just as thought must be glven to an uninterrupted sighting, for the coxswain, of the principal deck areas, similar consideration should be given to those who are on deck prior to, during and after pilot transfer — namely the deckhand and pllot(s). Only those who have worked on the deck of a pilot boat. at night and in adverse weather, can fully appreciate the value of adequate déck space around the wheelhouse, and on the foredeck at the boarding positions ~ space that is safe to work from and that is uncluttered by obstructions such as accommodation fittings, ventilators, badly stowed mooring ropes and any randomly placed deck equipment. Wide side-decks with wheelhouse side-rails at the correct height, gives the deckhand and pilot the necessary security, on their leaving the wheelhouse and moving forward. Though working practices should require that the deckhand and pilot use the outboard side of the pilot boat before and after transfer, a wide side deck reduces the risk of being trapped between the pilot oat wheelhouse and the ship's side should rolling occur ~ conditions that led directly to the death of a Spanish pilot whilst attempting to board in swell conditions and on a wrongly positioned pilot ladder. On occasions, not enough consideration is given to perhaps the most 13Important deck area of a pilot boat, that of the forward transfer positions. The forward deck rails should be sufficiently Inboard on both sides to give enough space for the deckhand to attend to the pilot ladder and for the pilot to have an unhindered transfer. Should the rails be incorrectly positioned, the pilot may have some difficulty in grasping and getting on to the pilot ladder, and the disembarking pilot, in bad weather and with the pilot boat ranging up and down the ship's side, may well fall onto either the deckhand or onto the rails, Allowance should also be given for the incorrectly rigged pilot ladder, where two or three lower pilot ladder steps may be lifted on the deck o the pilot boat. ‘Aclear ater deck is essential too,‘Spray rails may not always keep pilot boat decks dry, and a ship's discharge or a walk across a tanker's deck may compound the problem of loss of footing for pilots, especially during disembarkation. Again to give greater security to deckhands and pilots, whilst out on deck and particularly during transfer, non-slip decking on pilot boats is essential [A modern pilot boat ited with hydraule boom /davits for side recovery during an ‘exercise: Note the casualty in the water ‘Working practice should ensure the deck hand and pilot can be secured to this boat ‘whenever possible. Note the travelling rail for the safety harness anu deck ral hand ropes. 18In man-overboard situations, even well trained crews familiar with both retrieval equipment and procedures, can initially panic, and unnecessary confusion can occur if having to work from a cramped and inadequate sized recovery area. For those pilot boats equipped with hydraulic booms davits for side recovery, again wide side-decks from which the deckhand/erew can safely work and onio which the casualty can be lowered, are essential. Bearing in mind that crew may have difficulty in pulling on board an unconscious or ssemi-conscious casualty, consideration should equally be given to a spacious and uncluttered area on the aft deck for those pilot boats equipped for stern recovery, and also to recognise that davits and recovery poles being used, may further restrict space and hinder or delay successful recovery. 4.4 Deck safety equipment ‘The traveller system, be it the wire or the rigid rail, cannot be valued too highly. and either system should be so designed and fitted to ensure safe movement whenever the deckhand is outside the wheelhouse, Working practice should ensure that the deckhand be secured to the system whilst on deck, whenever possible. (On the foredeck, deck- and a greater reach. il handropes give the deckhand and the pilot support ‘Those on deck should wear protective clothing, incorporating a lifejacket, and ‘a harness that can be clipped onto the deck traveller system. Where practical, a sultably weighted scramble net that will reach some two metres below the water should be secured to the foredeck hand rails, but clear of the transfer position. With a facility for a quick release and deployment, a scramble net can be used, like a recovery pole, to hold a casualty in the water, and perhaps assist in his recovery ~ though anyone who has been in the water for anything more than a very short time may well be unable to even hold onto a net. Scramble nets, and especially those badly made, are no: easy to climb, and pilot boat crews should include the use of the scramble net in their regular retrieval exercises. Not long ago, an estuarial pilot boal crew used a scramble net to successfully recover five fishermen from the sea, whose boat had sunk. Various successful mechanical means of retrieval, from simple and inexpensive A frames, perhaps retro-fitted to existing boats, ‘0 sophisticated hydraulically operated booms, davits and platforms are being fitted to the latest pilot boats. Whatever mechanical system of recovery is fitted to a pilot boat, its efficiency should be proven by practical testing, In order to reduce the risk of heart failure, the value of the retrieval of a casualty, suffering from hyperthermia, by horizontal lift, is now recognised. A horizontal lift technique can be achieved by using an adapted tray or double harness method or the installation of a mechanically operated stern platform which will lower far enough to enable a quick and easy means of recovery. It must be said that where retrieval may be proving difficult, a quicker vertical lift may be preferable (o prolonging the time in the water to achieve a horizontal lift Other proven methods of retrieval such as cradles and parbuckling equipment have been approved by the then Department of Transport, and where successfully adapted for pilot boats, can prove most effective. 16In addition to the requirement to carry the appropriate first eid Kit, pilot boat operators should look to equipping their pilot boats with a resuscitation kit, a thermo-bag or blanket, and a suitable stretcher. 4.8. Standardisation of equipment Both deck safety and safe working practices when on deck are most important, and all concerned with pilot boat operations should understand and be sympathetic to the sometimes hazardous conditions in which pilot boats operate. When an operator's pilot boats are of differing ages and design. standardisation of deck equipment cannot always be achieved. Nevertheless, pilot boat operators should recognise the merits and advantages of an easier Iamiliarisation of equipment, and especially the means of recovery, by pilot boat crew, by adopting a standardisation of deck safety equipment, whenever and wherever possible. Pilot transfer, particularly in exposed locations, calls for expertise and vigilance from pilot boat crews, and those who have had the misfortune to witness or be involved in an overside incident will vouchsafe for the initial confusion that arises ~ even with the best trained crews. Knowing that there is a difference of deck equipment, with the corresponding variations in usc, perhaps stowed in different locations, could contribute to further disorder ~ more 80, if the incident should occur at night. Following any incident there are lessons to be learnt and improvements, no ‘matter how slight, to be made, Following a recent overside :neident, here in ‘the UK, the pilot boat crew, though applauding the standardisation on all thelr pilot boats, of what was a simple and easy to use recovery frame, with its same wheelhouse location, which had given the crew involved a feeling of confidence and certainty of result, still sought further improvement to the equipment used, 4.6 Familiarity with equipment 46.1 Familiarity with deck safety equipment can only be achieved by an ‘understanding of the equipment provided, and by regular training. Coxswains should be encouraged to comprehensively test all items of equipment on a ‘weekly basis, in conjunction with an appropriate check list. Most importantly, those new to a pilot boat service, and in particular new deckhands, should quickly be taught the procedures adopted for safe working fn deck, not only during pilot transfer, but at all times. Instraction should be given in the use of the different equipment provided. In addition to Understanding the function and application of all equipment, retrieval techniques should be taught, and regular full overside exercises conducted, with an effective and realistic dummy, if necessary. This hopefully will ensure that the on-station crew are fully conversant in procedures ard with the safety equipment available. Some pilot boat services have developed recovery techniques to the extent that crews better familiarise themselves by 7conducting a full recovery exercise ~ going overside, though only in the correct conditions and under supervision. Pilots should have an understanding of safety equipment carried, and its location on the on-station pilot boat, Where different pilot boats may be on service, pilots should be familiar with any differences in equipment and stowage, 4.6.2 Pilots’ Associations world wide have had to face up to reported accidents to pilots, and all too often, the loss of pilots, and there is a broad recognition of the value of correct and regular instruction in the use of rescue equipment provided ~ referred to above, and equally as important, of regular man- ‘overboard exercises. At their 1995 General Meeting, EMPA, on the recommendation of their ‘Technical Committee, adopted Recommendation no.25, an exiract of which states:= “EMPA Pilots are recommended to convince the competent authority to place sufficient recovery equipment on board their pilot boats, and to ‘convince the competent authorities to supply adequate Ilfesaving equipment ‘and to set up a certain safety standard at the pilot station, ‘The competent authority should see that the boat crews receive proper and regular training of the recovery equipment Before a pilot trainee is graduated, he should participate in mian-overboard exercises and drills.” 4.7 Base of availability of equipment Referring again to the working environment and theatre of ope-ations of pilot boats, the ready availability of safety clothing and equipment is important. It is clearly evident that precious time could be lost in an emergency, ifthe pilot boat erew were unable to quickly have vital equipment to hand. Recovery poles and scrambling nets, though obviously needing to be secure ‘on deck and clear of the pilot transfer positions, should be easily available for Deck safety rails or wire systems need correctly positioning to ensure an easy and automatic use by the deckhand once out of the wheelhouse and about to ‘work on deck, ‘Thought should be put into the design of retrieval booms, davits and A frames, so that a minimum of rigging and adjustment need be made before use. Again, they need to be securely stowed, but so designed to make their operation both quick and simple. Hydraulic or manual controls should be outside the ‘wheelhouse, and positioned to give easy access and usage from the retrieval area on deck. In minimum manned pilot boats and in the unfortunate event of the deckhand being over the side, a duplication of the controls inside and 18close to the conning position is greatly advantageous to the coxswain in being able to operate recovery booms/davits whilst maintaining position of the pilot boat during the recovery. Any special equipment used in the horizontal recovery technique, helicopter style strops, and all items needing wheelhouse protection, should nevertheless be readily available for use. Stern recovery systems such as hydraulic platforms or davits, though securely stowed, should require a minimum of preparation before use, Where space permits, a designated locker/cupboard should be kept in the wheelhouse for items such as the portable searchlight, first aid kit, ares(when carried), resuscitator, hyperthermia blanket, rescue strops ete. ‘This cupboard shouid not be used for anything else that inigat prevent quick. access to specific safety items required, and should be located clear of seating areas with emphasis given to prevention of head and leg contact. ‘Though it is recognised that wheelhouse space is at a premium, careful thought should be given to the stowage of immersion sults, required to be carried. Whilst having to accept that easy access may not prove easy, one or two suits should be readily accessible ~ perhaps in wheelhouse deckhead netting. 4.8 Lighting In designing the overall deck lighting system, the lighting must be so positioned and shaded to be of benefit to all concerned, and not to reduce the effectiveness of the pilot boat's navigation lights, Nevertheless, illumination of the deck areas used by the deskhand and the pilot, when on deck, is of importance. Thought should be given particularly to that deck area used for plot transfer. Correct lighting here enables the pilot, during the hours of darkness, to see the lower part of the ladder and the relevant deck area, when in the act of transferring. and also for the deckhard {o attend (o the ladder and to be of assistance to the pilot. The pilot should not be distracted by ill-positioned lights/lighting when disembarking At night time, the pilot boat deck lights must be switched oa before anyone goes out on deck. Of importance, is discreetly placed lighting on the Wheelhouse sides, io illuminate the side decking, and again, this should be switched on before the crew and pilots are on deck, and when approaching the ship, prior to tansfer. ‘Though the international regulations for pilot transfer arrangements require illumination, at night, of the specific means of pilot transfer, this is not always so with some higher freeboard ships, and the arrangements and the ship's side may be in shadow. The coxswain should be able to illuminate the ladder and the ship's side with a wheelhouse deckhead mounted searchlight. The coxswain should also deploy this searchlight to verify the ccndition and the rigging of the arrangements, and advise the pilot of their compliance, prior to transfer. Throughout, care must be taken not to adversely affect the vision of those on deck, or of those on the bridge of the vessel being altended, 19Life-saving appliances and recovery areas should be well lit, with A frames and recovery booms or arms benefiting from correctly shaded lighting, to illuminate the casualty in the water. Similarly, during stern retrieval, where the casualty Is in the water and those aft may be completely in shadow, well Placed lighting is essential. A portable searchlight is a carriage requirement, and to be effective, it should have a lead of sufficient length, to afford the crew a wide scope of movement during the initial search for the casualty in the water. As well as an inside electrical socket, outside sockets} should also be fitted. 4.9. Communications 4.9.1 Initial contact On despatch to the ship for pilot transfer, initial VHF contact on the Port Operations Channel should be established between the pilot boat and the ship. Verification of the specific transfer arrangements applicable to the ship, and which side to transfer should have been ascertained on first contact with the ship, in order to avoid any confusion and possible delay when the ship arrives at the pilot boarding area. 4.9.2 Approach Both pilot boat and ship should use a designated VHF working channel, and pilot transfer arrangements compliance can again be verified. Where a lee is needed to facilitate safe transfer, a course to steer should be agreed and given, ‘making due allowance for the close proximity of other vessels. 4.9.3 Immediately before transfer The coxswain should be able to communicate with those on deck of the pilot boat, and to alert the deckhand or the pilot to any difficulties with the pilot ladder or aspects of the transfer. 4.9.4 Pilot Transfer Close attention to the safe transfer ofthe pilot(s) is vital, Direct VHF contact on the designated working channel, referred to in 4.9.2 above, between the pilot boat and the bridge of the ship, during the pilot's transfer, must be maintained, lest any difficulty should arise. In addition, a responsible officer at the point of access should maintain direct communteation with the bridge ‘The pilot boat should confirm to the bridge that safe transfer has been completed, and equally important, that the pilot boat is clear of the ship's side. 4.10 Death of a pilot, during transfer - Investigation recommendations ‘The recent death, during transfer, of a UK pilot, and the subsequent report by the MAIB investigators, brought forward the following recommendations:~ 20“That, in addition to giving further consideration to the manning of pilot boats: 1.All pilots engaged in pilot transfer should wear appropriate protective clothing, with consideration being given to this elothing being incorporated. into the Life Saving Appliance Regulations for Pilot Boats ~ referred to in secion 2.4 abave, 2. The relevant section on Rescue and Retrieval Equipment in the Code of Practice for Pilot Boats should include the carriage of an appropriately designed man-overboard recovery pole, as opposed to the normal boat hook. 8.7To better ensure the security of the deckhand when on deck, pilot boats should incorporate a traveller system onto which the deckhand's harness should be clipped. This gives the deckhand the freedom to use both hands without the fear of accidentally going overboard, thus grea‘ly enhancing his value to the pilot. 4. Deckhands in addition to thelr safety harness, should also wear a personal, buoyancy aid. 5. Pilot Boat operators should ensure that all pilot boat crews should attend a first aid course, and incorporate a policy of man-overboard retrieval exercises at suitable regular intervals, (Though most first aid courses, such as the Department of Transport First Aid Certificate Course, do inciude instruction in resuseltation, operators should ensure that their pilot boat crews are conversant with resuscitation, techniques, and also the treatment of hyperthermia.) 6. The pilot boat, the ship's bridge and especially the responsible officer at the head of the pilot ladder or on the accommodation ladder, should all monitor the same VHF frequency Le, the working frequency which is used by the pilot boat.” Refer section 4.9.4 above, Note was taken of these various MAIB recommendations, and amendments were made, in a Merchant Shipping M Notice, to the Department's Code of Practice for the Constmietion, Survey and Certification of Pilot Boats ‘The M Notice recognises that the second crew member, or deckhand, 15 “essential for observing the pilot and the pilot ladder when the pilot boat. comes alongside the ship, at the time the pilot transfers between the pilot boat and the pilot ladder, and when the pilot boat departs from alongside the ship” ‘The M Notice also recognised that “a second crew member is vital if there ts a need to recover the pilot from the water". 4.11 Retrieval ‘There are several references already made to recovery equipment and to recovery from the water, in section 4 above and elsewhere. Earller pllot boats, in most older pilots’ memories, carried, other than a boat hook and febelt(s), very little to effectively recover someone from the water ~ be t pilot, deckhand or other casualty, and the matters of retrieval equipment 21and recovery techniques were given scant consideration, Admittedly, the new generations of pilot boats with higher freeboards and greater speeds are much different from their fore-runners ~ refer section 1.2 above ~ but there is a wide acceptance of the need to carry retrieval equipment and few, if any pilot boats are now being designed without provision for an effective means of recovery. ‘The Code of Practice for the Construction, Survey and Certification of Pilot Boats, prepared by the Marine Directorate of the Department of Transport, following discussions with CHA’s pilots and various other bodies, and to be read in conjunction with the Merchant Shipping (Pilot Boats) Regulations 1991, gives guidance on the form of construction of pilot boats, the machinery to be installed, the equipment to be carried and the survey procedure to be adopted to comply with the Regulations. After consultation with pilots in particular, the issue of rescue and retrieval ‘equipment - to be proved by practical testing, is dealt with in paragraph 3.3.5 of the code of practice, as follows: “paragraph 3.3.5. Rescue and Retrieval Equipment. 3.3.5.1—All pilot boats shall be provided with the following reseue and retrieval equipment {@) transom steps and/or ladder or equivalent side ladder or Serambling net (b) mechanical means for the retrieval of any person who falls, overboard. The efficiency of this equipment should be proved by practical teating. Where practicable the arrangement Should enable the person to be retrieved in the horizontal position, in order to reduce the Fisk of heart failure if suffering from hyperthermia; (@. at least two safety harnesses {@) at least two buoyant lifelines not Jess than 18 metres tn lengt (0 @ portable searchlight. and parachute Muminating flares lthe use of pyrotechnics must be considered having regard to the environment in which the pilot boat is being operated eg. where An effective stern recovery system. The a gaseous atmosphere prevails) —platorm lowers with hinged protection against (9 a frst aid kit {he plot boats propellers). 22.3.3.5.2—All ladders and outside fittings such as overside steps or booms ete. shall be of suitable materials of a design and workmanship whieh in the opinion of the surveyor are satisfactory for the intended purpose. Such ‘equipment is to be rigged on board and inspected at regular intervals. 3.3.5.3—The mechanical means of retrieval Is to be rigged and operated to ensure satisfactory operation. The design of the equipment, particularly the ‘weight supporting components, shall be suitable for its intended purpose. 8.8.5.4—Particulars of all this equipment should be recorded by the surveyor in the appropriate section of form PB2." ‘There are many varied types of retrieval equipment fitted, as referred to in section 4.7 above, from the simplest of “A” frames and booms that can be ‘comparatively easily and inexpensively retrofitted to an existing pilot boat. to the provision made at the design stage for a sophisticated hydraulically operated stern platform with hinged protection against a proximity to the pilot boats propeller(s) What is important is that, whatever means of recovery is fitted, ft should be both effective and simple io operate, as referred to in section 4.7 above. This, Is reinforced in paragraph 8.3.5 of the Code of Practice which requires that the “efficiency of this equipment should be proved by practical means.” Whilst the discipline of regular retrieval exercises is benefcial to pilot boat crew and pilots alike, it can reveal an unexpected deficieney in the equipment, such as a fault in the hydraulic system, where applicable, or the failure of fttings such as cleats or locating pins eic. These regular exercises ean also lead fo an improved technique or operating method, not previously envisaged, that makes for a more effective or safer recovery. Whether to favour either midships or stern recovery has long been debated, within technical committees or at safety-related seminars, aut the design of the pilot boat and the deck space available may determine the positioning of the recovery equipment, or. if consulted, the crew and pilots many of whom are volunteers with the professional rescue services may have a preference for one or other method. A survey of UK pilot stations, carried out some 10 years ago, showed there to ‘be an almost equal ratio of pilot boats fitted with either stern or with midships recovery equipment. Members of Technical Committees, some of whom have hac wide experience of the many aspects of recovery, and may even have a personal preference for ‘one particular method of retrieval, applaud the greater emphasis being placed ‘on the fitting of a proven means of recovery, at the same time recognise the merits of both midships and stern recovery equipment. With reference to the many aspects of recovery discussed above, it should be stressed again, that whichever method is practised, the most important points applicable to ali pilot boat services are that: a. efforts should be made, where more than one pilot boat is operated, to standardise all recovery equipment. 23». all concerned should be familiar with that equipment provided. . there should be regular retrieval exercises established, that involve all concerned and with particular emphasis on new crew members and trainee pilots. 4. bearing in mind the worst scenario for a man-overboard situation, of bad weather and night time, referred to in section 2.3 above, the equipment should be both readily accessible and simple to operate. e. booms, platforms or other features that need mechanical operation, should have dual operating controls both at hand to the coxswain and by the equipment itsell. f. the coxswain, from the conning position, should be abie to see the casualty. once located, until secure alongside in a recovery pole or other such equipment and about to be brought to retrieval equipment position, 4.12 Involvement in rescue incidents In addition to its principle role attending shipping, the modern pilot boat is at times called upon to rescue people in distress. Its 24 hour a day “on station” presence, and often being close at hand, gives the pilot boat a “first on the ‘scene” capability. The growing popularity in waterborne leisure pursuits, even off busy commercial ports, has given rise to a corresponding increase In imeidents, In recent years, pilot boats have answered many more calls for help, often from smaller day fishing boats with engine trouble and from small yachts. Such requests have been either made directly to the pilot boat on the Port Operations VHF Channel, or more often by visual sighting when the pilot boat has been attending nearby shipping. At times, the pilot boat has noticed something amiss, and subsequently been of assistance. As referred to in section 4.4 above, fishermen have been rescued from a ‘sinking boat and, on another occasion, passengers in a light acroplane were plucked from the sea, shortly after the plane ditched not far from the pilot boarding area. The regular recovery drill, practised by the pilot boat crew, proved effective, and both rescues were successfully accomplished, using the ‘scramble net in one case and the midships recovery boom in the other. ‘This extract was from an HM Coastguard Maritime Rescue Sub-Centre's letter to a local Pilotage Authority's General Manager: During the forenoon of 17 October 1993, your pilot launch ‘White Force” responded io a distress call from mfv Glen Star sinking in the Tees Bay, and subsequently rescued 5 persons from the sea. This ts not the first occasion that your vessel has provided invaluable assistance to vessels and persons in difficulties in ana around the ‘approaches to the River Tees. Therefore. I would like to take this opportunity to ask you, on behalf of HIM Coastguard, to pass onto your crew our thanks ‘and appreciation for thetr assistance during this and many other Incidents. 24Incidents are not confined to recovering casualties from the water, and the pilot boats have been called to nearby anchored ships to land injured crew, perhaps in.a stretcher, for hospitalisation. In one instance, a foreign flag vessel was boarded where the master had been found dead in his cabin In these, and in all similar cases, the pilot boat informs and maintains VHF contact with their Port Operations and nearby coastguard station. Whilst being “on the scene” and able to give a quick response to incidents ~ be it to an errant windsurfer or to an over-enthusiastic water skier ~ it should be stressed that the pilot boat very much plays a supportive role, if farther needed, once the professional Search and Rescue (SAR) services, who are ‘equipped and prepared for all distress calls, arrive at the scene. 4.12 The safe transfer In conclusion, the value of good working practices on pilot boats, with a particular emphasis on the safety of those working on deck, cannot be stressed ‘enough, ‘The purpose of “The Boarding and Landing of Pilots by Pilot Boat, Code of Practice” referred to in section 8.2 above, is to act as a guide to safe practice and Is recommended to all those responsible for the safety of pilots, pilot boats, and their crews. As well as dealing in detail with the ac: of pilot transfer between ship and pilot boat it also addresses Important issties such as the readiness of the pilot boat, boarding and landing areas, heevy weather, man- overboard procedures and with training for the retrieval of casualties. It should be repeated that the pilot boat, in attending shipping, works in all seasons and in nearly all weathers, and pilots rely upon ard are indebted to the pilot boat crews for their safe transfer. For their part, pilots should familiarise themselves with the pilot boat(s) safety equipment and stowage, and be mindful of all aspects of safe working practices, Section 5 Marine pilot safety video To enhance the considerable work being done by pilots in the preparation and adopting of codes of practice leading to safer working practices, and to encourage an awareness that might lead to a hoped-for reduction in the continuing accidents to pilots during transfer, the UKPA(M) gave full support to their Technical Committee in the making of a video giving instruction in several important issues of pilots’ safety. Improvements and new ideas in deck equipment, applicable to and in some cases especially adapted for pilot boats, were being introduced. Some of this equipment had been inspected and tested in a working environment by the committee, and certainly much time had been spent not only in cooperating with manufacturers of deck equipment but pursuing an improvement to purpose-cesigned protective clothing, referred to in section 2 above. ‘The varying methods of retrieval from the water, all worthy of consideration, had again long been discussed within the committee, as had the different 25recovery equipment being fitted and in some cases retrofitted, to pilot boats, With a similar commitment to better working practices leading to an improvement in pilots’ safety, the concept of a salety orienta:ed video also received the support of EMPA's Technical Committee. With the help of pilots and pilot boat ‘crews from several districts, giving a broad spread of techniques and expertise, coupled with financial sponsorship from manufacturers and suppliers of equipment and clothing. a “Marine Pilot Safety" video with an accompanying illustrated brochure was prepared in 1992. In 3 sections, the video specifically concentrates on~ 1. Protective clothing for pilots, and its correct wear and maintenance. 2.The deck safety and recovery equipment on the deck of pilot boats. 3. Differing methods of retrieval ‘Though mainly distributed to pilot stations in the United Kingdom, the video has been well received elsewhere by pilots and those responsible for their safety. HORIZONTAL, ‘Shown at various pilots’ conferences and at seminars, the video was also approved as worthy of support by Extracts from the video on Marine Plot Safety Which covers, clothing, boat and erew, equip iment and recovery. Avallatle from the UK. Pilots Association, of local ilot stations in the UK Section 6 Code of Practice for Enhancing the Safety of Pilots Serving ‘Vessels Carrying Chemical and Gas Cargoes in Bulk en In many major ports of the world, there has been a steady increase over the last two or three decades in the handling of chemical and/or gas earriers, and the boarding and landing from such ships is a common occurrence at many pilot stations around the world, as is illustrated in section 6.2 below. In the early years, even chemists were unaware of the dangers of some of the newly carried cargoes ~ a good example being the now much earried benzene {and benzene concentrate), which was then believed to be harmless and was used in laboratories as a stain remover and cleansing agent fer clothes. The inhalation of benzene vapour is now known to lead to blood disorder (eukemia), and the health of those involved with benzene is closely monitored 26Another chemical whose properties were underestimated is phenol. Only a series of tragic deaths in the sixties to road tanker drivers and installation personnel led to the realisation of the true danger of phenol and the introduction of strict carriage procedures. ‘Vinyl Cloride Monomer (VCM), Aniline oil, Acetone Cyanohydrin (ACH) and Orthotoluidine are only a few of the highly dangerous and toxie chemical/gas cargoes now regularly being carried, and considered too dangerous to give mouth to mouth resuscitation, in the event of an accident On disembarking from LPG carriers, and once down at main deck level, pilots are known to have walked through small pockets of ammonia, suffering immediate, but fortunately not severe asphyxiation. ‘Much concerned for the safety of pilots, particularly in these ports handling chemical and LPG carriers, the United Kingdom Pilots’ Association (Marine), in 1992, approved the Code of Practice for enhancing the safety of pilots serving vessels carrying chemical and gas cargoes in bulk, as drafted by thelr Technical Committee. ‘This code acknowledges the considerable risk to pilots attending an increasing number of specialist ships carrying hazardous and noxious cargoes. It 1s recognised that not only is the increase in hazardous and noxious cargoes carried being confined to chemical ships and LPG carriers, but many Ro-Ro ships are now carrying tank trailers, on exposed decks, with a collective “cocktail” of chemicals ~ trailers that pilots are closely passing when between the ship's bridge and the point of access of the transfer arrangements. Subsequently, at the 1993 General Meeting in Copenhagen, EMPA, at the recommendation of its Technical Committee, also adopted the code, as EMPA Recommendation no.23. ‘Also conscious of the risk to pilots attending ships carrying hazardous and noxious cargoes, the International Maritime Pilots’ Association, al Its 1994 ‘Congress in Vancouver, dealt with the code as an agenda it:m. 62 As an indication of the increasing seaborne carriage of at times, highly noxious chemicals and liquified gases, a random survey over a 48 hours period, of ships piloted, was carried out in one United Kingdom port, well used to handling such ships. ‘The pilot service, over the period, handled a total of 79 ships, of which 22 were chemical tankers and a further 23 were LPG carriers — a combined total of '57% of the 79 ships attended. When considering the safety of pilots attending such ships it should be remembered that the pilot boat 1s alongside the ship on each oceasion for several minutes awaiting the transfer of the pilot. It is not unknown for preparations for tank cleaning to be in progress at the time of pilot transfer, With the related need for care and caution by pilot and attendant pilot boai crew alike 27AAs an illustration of this collective time alongside chemical tankers and gas carriers, and not forgetting the conventional tankers, during the second day watch period of the survey referred to above, the pilot boat was underway 7hrs.15mins of the 12 hours watch period, attending 23 ships of which 16 were either a chemical tanker or a LPG carrier ~ 12 of which were attended in a 51/2 hours period. 63 ‘The Code of Practice for Enhancing the Safety of Pilots Serving Vessels Carrying Chemical and Gas Cargoes in Bulk in Its entirety, a8 adopted by oth the UKPA(M) and EMPA is:~ “Introduction Increasing numbers of chemical and quid gas carriers are new visiting the world’s ports. Many of the cargoes carried are toxic and corrosive, and some are known to be carcinogenic, ‘The following Code of Practice is not written with intent to alarm, but to bring to the attention of pilots the need for vigilance and care when attending chemical and gas carriers. Code of Practice 1. Boarding and Landing Safety Check List 1.1 Check with ship before boarding/leaving a chemical/gas carrier that:~ a. Drip trays are empty and clean. 1b. There is no likelihood of exposure to cargo during any tank cleaning operation. ©. The vesset's decks are not contaminated with cargo, causing a possible contact hazard, U.The condition of the decks and companion ladders, where cargo contamination could result in dangerous footing, is satisfactory. 1.2 If in doubt, and especially if receiving non-committal replies from a vessel in respect of questions relating to checks contained in 1.1, do not board, 1.3. Check availability of bridge located Escape Breathing Apparatus. 1.4. Whenever possible, sight the location of showers on deck. 2. Berth and Vessel Access 2.1 Be aware of, and obey any berth or installation safety requirements. 2.2 Use, wherever possible, dedicated safe access routes across berth or Installation areas, 2.3 Wear cye protection and protective headwear, if required to cross. production or storage areas. 2.4 Do not cross jetties or decks during the connection or disconnection of cargo lines. 28 i ii]2.8 2.6 27 2.8 52 Whenever possible, keep up-wind of on-going cargo operations, and wear eye protection. Be aware of the position of installation and jetty safety equipment, and any safe areas. Be aware of the nature and properties of the cargo being handled, ‘The provisions of 1.1 above, apply equally when boarding/landing at a shore installation. Berth Information Document An Information Sheet, prepared for individual berths, should be made available for pilots, containing: a. Berth (name), . Berth access, with any safety rules that apply, transport arrangements, to the installation ete, Berth/tnstallation Emergency Signal. Emergency Signal test (day, time, duration), Nearest Emergency Assembly Point, Position of breathing apparatus, Position of shower facility. Position of eyewash facility, Hazardous products handled, including thelr description, toxicity and TLY, plus recommended First Aid treatment for eyes, skin and inhalation J. Telephone numbers for berths, emergency services and administration, (Chemical Information Booklet A booklet, containing a comprehensive list of chemical and liquid gases (particularly applicable to the port(s) in question), and giving their Properties and the applicable First Ald treatment, should be made avallable Lo pilots Chemical Safety Awareness Course ‘A course, for those pilots not familiar with the practical operation of chemical and gas carriers and/or the products handled, should be arranged locally. ‘The syllabus for such a course, to includ 8. The viewing of any safety video that is applicable for the installation(s) involved. b. Installation appreciation. Pilots should be aware of the location of Safety Areas ete, ©. Installation/berth relationship, including hazards posed by adjacent installations /berths, 294. Explanation of chemical properties and the hazards involved. ¢. Familiarisation with the use of Protective Equipment available (for various clothing, eye and respiratory protection).” 6.4 Chemical Information Booklet FIRST AID TREATMENT DANGEROUS CARGOES Prepares by CM. tng, Ft EUROPEAN MARITIME PILOTS’ ASSOCIATION For pilots working on board vessels carrying dangerous cargoes thie shit uferimelive ooklet provides information about the hazards and first aid to be applied. See Annex 3 6.5 Chemical Safety Awareness Course For the many reasons that can delay the completion of a ship's cargo work alongside any installation, coupled with the commercial pressure being put on all port services, it is not infrequent for pilots to be boarding chemical and gas carriers at berths, by whatever means, whilst the ship is still working cargo, or even deflexing, ‘Since the adoption of the code of practice, Chemical Safety Awareness Courses have been arranged at certain ports, which have proved beneficial to both pilots and to those setting up the course, and have highlighted the, in some cases, potential above risk to pilots. 30‘The informative exchange of working practices and ideas has given a better insight into and clearer understanding of each others working environments. Improvements are being put into effect to improve the safety of pilots on arrival at installations, prior to boarding hazardous cargo ships, and both plant operators and pilots can sec the further advantages of having refresher ‘courses at say five year intervals, A sample timetable of the 1 day safety awareness course offered to one UK pilot service is: 1, Introduction and fire safety instructions, 2. Description of the installation and chemicals produced. 3. “What is a chemical and how are we protected?” ~ Control hierarchy. 4. Risk assessment and Personal Protective Equipment (PPE). 5. Breathing Apparatus. 6. Site tour, 7. Questions and “How do you know you are (un}safe, ‘The unfamiliarity of many pilots with breathing apparatus gave much importance to point 7, and the time devoted in the course to the correct checking necessary before use and the wearing of BA was most useful. ‘Surprise was expressed at there being no carriage requirement on hazardous, cargo ships for a designated breathing apparatus for the ship's pilot. Paragraph 4 of the Code of Practice referred to in section 6.3 above deals with the Chemical Information Booklet, which should detail a comprehensive list of chemical and liquid gases (particularly applicable to the ports) In question), giving thelr properties and the applicable First Ald treatment, The booklet should also include information for pilots on Escape Breathing Apparatus, such as:- Escape Breathing Apparatus 1, Purpose: ‘To allow the wearer to safely escape clear of an incident, such as a toxic gas release. 2. Introduction: Don the breathing apparatus. Open the cylinder valve (if fitted) slowly, but fully. Frit the face mask. Adjust head harness if necessary. Leave the affected area by the safest route, 3.Note: Spectacles and beards can severely reduce the sealing capacity of the ‘escape mas. An eseape mask ts not to be confused with a breathing apparatus and full harness. 4. Precaution’ Escape Breathing apparatus is high pressure equipment and should be handied-with great care, Escape Breathing apparatus may on for a minimum of 10 minutes, If possible, refer to manufacturer's Instructions on specific types. bbe capable of sustaining the wearer 31Section 7 Pilot Transfer 7.1. Introduction Despite the Requirements of Regulation 17 of Chapter V of the 1974 International Convention for the Safety of Life at Sea (SOLAS) - Pilot Ladders and Mechanical Pilot Hoists ~ and, at the instigation of the International Maritime Pilots’ Association (IMPA) in order to provide greater safety in the conduct of pilot transfer operations, {amendments to the convention adopted by IMO’s Maritime Safety Committee at its 59th. session in May 1991.) pilots continue to regularly report cases of non-compliance with the pilot transfer regulations. ‘Whilst not all the recent tragic deaths, during transfer, of Buropean pilots were due directly to non-compliance with pilot transfer regulations, the subsequent enquiries have shown that there are still unnecessary mistakes being made and resulting lessons to be learnt. Many reports of transfer incidents are only verbally referred to, but those submitted in written form are filed for use by pilot associations as clear evidence to further improve on and to seek complianee with the pilot transfer regulations. Non-compliance can range from a minor irregularity in a pilot ladder step or a wrongly placed spreader, to the much more serious example of a broken or missing pilot ladder step or of a pilot ladder not resting firm'y against the ship's side, Not all pilot transfer arrangements fail to comply with the Regulations though, and recent pilot ladder survey campaigns have shown that a considerable percentage of ships do have correct arrangements and are able to satisfactorily supervise the rigging and the positioning of the means of transfer ~ refer section 8 below. On the other hand, smaller crews, the failure to inspect and to maintain equipment, and the obvious lack of rigging supervision by a responsible officer. inevitably iead to incorrect preparation and rigging of the appropriate pilot transfer arrangements, Since the instigation in 1992 of the monthly Marine Accident Reporting Scheme (MARS) in The Nautical Institute's journal “Seaways”, earlier published reports nos.7 and 12 have given three serious examples of incidents of non-compliance which, in two of the cases, led to the pilot being in the water. Its no exaggeration to say that with all the cases of trarsfer incidents continuing to be reported, particularly of incorrect rigging and positioning, (one of which, is known to have led to a pilot's death, in 1992) the content of each MARS Report could be almost entirely devoted to a succession of pilot transfer non-compliance incidents. ‘The example given in case no.1 of the MARS Report no.7, May 1993 - dealt with the failure of a pilot hoist, which happened to a pilot disembarking from a high sided vessel on the UK coast, shortly before midnight. 32“All appeared to be normal as I was lowered down the ship's side. However when Traised my hand for the operator to stop the winch, he etther could not, or didnot do so. Four or five rungs of the ladder were then dragging tn the sea, with the result that the ladder was dragged aft. The ship's speed was sixor seven knots, and the ladder was turned on several occasions resulting in my being dunked up to waist level for some ten minutes (refer section 7.3 below ~ IMPA’s Note of January 1994 on Pilot Hoists) ‘The matter was reported to the vessel's owners who replied that the incident had been caused by failure of the guard frame to revert automatically to the operation position, and the crew not being familiar with tke operation of the equipment. The pilot, along with other interested parties, was invited by the ‘company to inspect the operation of the gear on the vesse"s next scheduled call to the UK. 7.2 The SOLAS Regulations for Pilot Transfer Arrangements a) Equipment and arrangements for pilot transfer which are installed on or after 1 January 1994 shall comply with the requirements of IMO's Maritime Safety Committee's Resolution 22(69), adopted on 23 May 1991, and shall have due regard paid to the standards adopted by Resolution A667(16) b) Equipment and arrangements which are replaced after 1 January 1994 shall in so far as is reasonable and practicable, comply with the requirements of Resolution MSC 22(59) adopted on 23 May 1991. © Equipment and arrangements for pllot transfer which are provided on ships before 1 January 1994 shall at least comply with the requirements of Regulation 17 of Chapter V of the 1974 SOLAS Conventon, in force prior to that date, and shall pay due regard to the standards adopted in IMO Resolution A27S(VIII) ~ Recommendation on performarce standards for mechanical pilot hoists, and in IMO Resolution A462(XI) ~ Arrangements for embarking and disembarking pilots in very large ships. 7.8 Improvement of the Regulations ‘The International Maritime Pilots’ Association (IMPA), with its role of consultative status at IMO, is forever conscious of the safely of pilots during transfer, and consequently continues to seek Improvement to the Regulations for Pilot Transfer, by their submission of Notes to IMO. ‘Two such recent Notes have been:~ 1. Submitted to the 62nd. Session of the Maritime Safely Committee, in February 1993, inviting referral to the Life-Saving, Search and Rescue Sub- Commitee for their consideration, was a Note on Pilot Transfer Arrangements ~ Mechanical Pilot Hoists, drawing the committee's attention to the revised regulations, in force from 1 January 1994. It requires ships ‘with a freeboard in excess of nine metres to carry an accommodation ladder in conjunetion with a pilot ladder or a mechanical pilot hoist in conjunction ‘with a pilot ladder rigged adjacent to the hoist. ‘The succession of severe injuries and deaths sustained by pilots, faced with the only option of a pilot holst, because some ships choose not to carry an accomodation ladder in conjunction with a pilot ladder, is creating 33concern amongst pilots worldwide. Many Administrations and Pilotage Authorities, supportive of their pilots, do not regard the provision of a pilot holst as an alternative to an accommodation ladder in conjunction with a pilot ladder, and fully support the pilot's discretion to refuse to use a pilot hoist. IMPA believe it to be not unreasonable to require that every ship with a transfer height in excess of nine metres shall be equipped with an ‘accommodation ladder in conjunction with a pilot ladder. In ition, a pilot hoist with a pilot ladder rigged adjacent to the holst may also be used! 2, Submitted to the 25th. session of the Sub-Committee on Life-Saving, Search and Rescue, in January 1994, was a Note on Pilot Hoists, drawing the ‘committee's attention to the dlificulties of the hoist operator to accurately Judge with high freeboard ships, especially at night and in exposed locations, the downwards travel of the hoist and position of the pilot boat, to enable the pilot to transfer with ease. Whilst concluding that climbs in excess of nine metres are part and parcel of a pilot's life, the none too infrequent failure of the equipment itself in celther mid-travel or in putting the pilot into the sea, catises considerable anxiety, sometimes injury and on at least one occasion, death, IMPA submits that with climbs in excess of nine metres a pilot should accept a properly rigged pilot ladder and accommodation ladder combination, but that a mechanical pilot hoist in compliance with SOLAS Chapter V, regulation 17(b) should only be used subject to the prior agreement of the pilot concerned. 7.4 Ships with Longitudinal Fixed Fenders ‘The problem, for both the pilot about to transfer and for the pilot boat in attendance alongside, when ships are fitted with fixed longitudinal fenders or some Integral structure which prevents the pilot ladder from resting firmly against the ship's side, has long been of concern, Ferries, roll-on roll-off ships and specialist heavy lift ships, by the very nature of their trade and for constructional reasons being unable to comply with the International Requirements for Pilot Transfer Arrangements, commonly present problems preventing safe transfer. When, on any ship, constructional features prevent the implementation of any of the provisions of the regulations, special arrangements shell be made to the satisfaction of the relevant Administration to ensure safe transfer. Certain ships, which for reason of their specialist trade, are fitted with a full Jength belting along both sides at a height above the water thet corresponds with, or Just above, the deck of the pilot boat, have successfully been able to sufficiently cut back and to fair the belting in the way of the pilot transfer position, to enable safe transfer in normal weather conditions, Though ‘successfull compromise has been reached on certain ships with fixed features, it should be recognised by all concerned with the safe transfer of pilots, that though retrospective action may be acceptable, itis in times cf bad weather 34.and sea conditions that despite the modifications effected, longl- tudinal fixed fenders/beltings can still prove unsafe for pilot and pilot boat alice, A recent survey carried out ina European port, outlines the different types of fenders and the problems created for the pilot boat. The survey concludes that the number of ships with longitudinal fixed fenders is on the increase and that there Is a total lack of rules or recommenda- tions about the fitting of fenders, leading to a great diversity in sizes, proportions, and proiiles, many of which do not allow a pilot transfer in accordance with SOLAS V/17, European pilots were particularly concerned at a newly built class of 157m long container ships, which entered service in 1990, with full length horizontal integral sponsons at sheer strake height, below which the pilot ladder hangs approx. 0.5 metres from the ‘ship's side. The special arrangements, made to. the satisfaction of the appropriate Administration, for pilot transfer from the foc’stle, proved too dangerons for the pilot haat and for the transferring pilot, and led to pilots being overcarried and to certain boarding criteria such as wind speed, sea conditions and at the final diseretion of the pilot and pilot boat coxswain, being imposed. A lengthy succession of cor- respondence and meetings, between all concerned, led to a far from satisfactory midships board- ng arrangement of horizontal and vertical fenders secured to the pilot ladder, and to one of the European ports used by the ships recommending that the ships’ masters be encouraged to study ‘This i 2 good arrangement for pilot transfer when a vessel i ited witha belting Modern container ships alten overhang making boarding finand to obtain pilotage licences, as soon as possible, ‘The proposed building of further ships, also unable to comply with SOLAS. V/17, from the same shipyard much concerned pilots, and European and international pilots’ associations at their meetings, and aiso after considerable discussion within their technical committees, have reinforced the need for compliance with SOLAS V/17 to protect the safety of pilots during transfer, and has led IMPA, in accepting that the transfer arrangements for ships with Iongitudinal fixed fenders were unacceptable, to recommend that: “longitudinal fixed fenders should be cut back:— (0) to allow safe transfer of pilots, in accordance with SOLAS V/17. {ito prevent risk of damage to the pilot boat during pilot transfer. (ii) and at the same time, to recognise the constructional integrity of the ship itself.” All pilots agree that the real solution to this problem is one that Is being constantly overlooked, namely, that there should be a critical examination of the proposed plans and transfer arrangements at an early point inthe design stage, and not after a major part of the construction has already been completed, ‘With referral to sub-paragraph (1) above, and the specific recognition of the risk of damage to the pilot boat itself ~ and the implied risk to the pilot boat crew ~ the United Kingdom’s Marine Safety Agency drew the attention of all those concerned with and responsible for the safety of those involved in pilot transfer, with the issue. in March 1994, of Merchant Shipping Notice no. M1539 - Arrangements for Pilot Transfer - paragraph 7 of which reads: “The offering of a proper lee to the pilot boat by the ship is of great Importance. Boarding arrangements should preferably be sited as near midships as possible, but in no circumstances should they be placed in such a position which could lead the pilot boat to run the risk of passing underneath overhanging parts of the ship's hull structure. These requirements reflect good practice and are strongly recommended for all ships.” 7.8 Pilot Transfer Recommendations 78.1 ‘The recent losses of life at both European and international levels have led the respective pilots’ associations to adopt further recommendations to improve transfer safety. ‘As referred to in section 2.5 above, the MPA Recommendatien no.24 dealt with the wearing during transfer of a shoulder bag and personal radio, with the obvious possible consequences. ‘The adoption of Recommendation no.24 was in addition to the elreulation in. June 1994 of a Notice to all EMPA Pilots, which stated: “Within the last three years, five EMPA pilots have lost their lives whilst 36embarking/disembarking. Recently this year we lost one colleague in Rostock, Germany, and one in Bornholm, Denmark, May we remind you all of a few basic rules which should be observed whilst embarking/disembarking:~ 1. Always wear your lifejacket/protective clothing correctly. 2. Never wear your bag or anything else over your shoulder/neck whilst embarking/ disembarking. 8. Never attempt to embark/disembark before there is a sufficient lee, May we also draw your attention to EMPA Recommendation no.22 Protective Clothing and Safety Equipment for the Marine Pilot.” 7.8.2 ‘The UKPA(M), equally concerned at the believed contributory factor leading to the loss of a Danish pilot in March 1994, distributed to all pilats in June 1994 the circular “Boarding and Landing ~ a hazardous operation”, an extract from which deals with "Your safety is in your hands": “Recent unfortunate events have highlighted some aspects of this obvious but necessary observation. ‘The loss of a Danish pilot in the Baltic in March of this year had as a contributory factor the wearing of an overshoulder bag whilst embarking, Reports of the incident indicate that the bag eaught on the ladder whilst ascending it and either caught the ladder or unbalanced the pilot, Whilst apparently attempting to clear or reposition the bag, the pilot lost his hold and fell from the ladder. Its understood that he subsequently died from. hyperthermia, duc to the fact that it was a single manned pilot boat and he could not be recovered quickly. As a result of this incident the Section Committee of the UKPA(M) feel it is, necessary to advise all pilots to refrain from the practice of using overshoulder bags whilst boarding or landing.” ‘This loss of life whilst transferring with a shoulder bag coincided with correspondence received by the UKPA(M)'s Technical Committee from a Deep ‘Sea Pilot expressing “an increasing concern to me as a Deep Sea Pilot .... to see a pilot jumping for the ladder or struggling up It encumbered with a shoulder bag, often large and some quite heavy. 78.3 Ata local level, the safety committees of individual pilot services in recetpt of the Notice and Circular. referred to in sections 7.5.1 and 7.5.2 respectively, have notified pilots of the need to exercise care whilst transferring and observe the advice given by pilots’ associations. ‘To give a greater emphasis to this advice a further safety notice may be issued, an example of this being 37TEES BAY PILOTS NEWSLETTER SAFETY - Matters ‘You may have read the disturbing news of foe pilots who kave recently lost ther lives while embarking disembarking from teit vessels These accidents ll uncated, are being invested ard a report on their cause, and recommendations, wl be displayed onthe noticeboard when they become avalable ‘To this end the commitee woud like to remind pilots ofthe necesito keep safety in mind. Blow are afew simple precautions ‘which may enhance your personal ey Check your Sea Safe coat regularly and renew the ‘automatic life jacket activator when necessary and ‘wear the coat In the correct manner. “Take the opportunity to do a man over board practice. This benefits both yourself and the cutter ‘crew - see below. ‘Avold carrying heavy bags over your shoulder when Jelningyleaving your ship. This practice ls believed to have attributed to one of the recent deaths. Ath endof this summer, whenal theslipping of pilot cuterhas been completed there wil be several dates advertised or piles tocatty ‘outman overboard practice. Iishopedthat good number of piotwill {ake this opportunity to cary cut this worthwhile simulation 38 u7.6 Conclusions 76.1 Pilots in recognising the improvements in pilot transfer arrangements regulations, achieved by the continued and successful efforts of pilots’ technical committees and their associations, must in their turn have an understanding of the Regulations currently in force, They have a responsibility, prior to embarking and disembarking, to sight and to inspect the transfer arrangements, the rigging and the positioning on the ship's side, for themselves. Whereas inspection is clearly much easier before embarkation, and in daylight, a pilot about to disembark at night and more especially from a high- sided ship, can only check at the point of access on deck and needs confirmation of the condition of the arrangements and of the rigging, from the coxswain of the pilot boat below ~ refer section 4.2 above, 76.2 Pilot transfer arrangements should be confirmed by the pilct station or the individual pilot himself, sufficiently in advance of a ship's arrival, to prevent any delay or confusion arising at the pilot boarding staticn, due to non- compliance or to incorrect rigging, Freeboard can be ascertained, and the applicable boarding arrangements and. ship's side for embarkation, can be agreed upon, to enable a prompt transfer on arrival off a port. It is too late to discover on a high-sided ship, with the pilot boat alongside, that the accommodation ladder is leading forward, or that the lower platform has nelther stanchions nor rails ~ refer section 4.9.1 above 76.3 A significant percentage of ships surveyed have some non-compliance with the Requirements of SOLAS V/17, be it of a minor or of @ more serious nature, refer section 7.1 above. Where the non-compliance is such thal transfer may put the pilot at risk, the pilot should request compliance, and if this cannot be achieved, refuse to transfer. On the other hand, there is reasonable argument for the less serious faults such as the incorrect spacing of spreaders or a badly placed tripping or retrieval line, unless an extreme case, to not prevent transfer, and the master to be diplomatically advised to remedy the fault before the next pilot transfer. Experience shows, that in the mare blatant ‘eases of non-compliance, such as a ship with a freeboard clearly in excess of, ‘9 metres, yet without an accommodation ladder, or one with a forward facing and badiy positioned accommodation ladder, the master has frequently ‘encountered delays and dreads pilot transfer, but that with the minor faults, ‘a master is most probably completely unaware they exist, and when advised, ‘will wish to see them quickly corrected Port Authorities and all those responsible for the safety of pilots and pilot boat crews should adopt a policy of giving full support in those cases of non- compliance with pilot transfer regulations, where the pilot refuses to embark /disembark, 39)In addition to the risk of injury to the pilot, those responsible for their safety should be also aware that incorrectly rigged and/or positioned transfer arrangements present a risk of damage to the attending pilot beat and possible ‘consequences for the pilot boat crew ~ refer section 7.4 above. An example of such support is given below from one UK Port Authority's Notice to Mariners, issued in January of each year:~ Notice to Mariners. (No.4 of 1995) SAFE ACCESS FOR PILOTS ‘The Authority HEREBY REMINDS MASTERS of their obligations to facilitate the safe embarkation and disembarkation of Pilots, as lald down by the Merchant Shipping (Pilot Ladders and Hoists) Regulations (SI 1987 ‘no.1961) as amended by the Merchant Shipping (Pilot Ladders and Hoists) (Amendment) Regulations 1993. In particular, attention ts drawn to the sections which specif), in detall, the requirement, construction and manner in which pilot ladders, aécommodation ladders, hoists and associated equipment must be rigged. It should be noted that ships’ accommodation ladders MUST ALWAYS LEAD AFT, Pilots and Pilot Cutter Skippers have been instructed not to embark or disembark vessels which fail to comply with the Regulations, Consequently, failure to comply is likely to result in delay. 764 ‘The more recent cases of contravention highlighted in pilot ladder safety ccampalgiis~ refer section 8 below~and a study’ of the pilot ladder report forms ‘currently filed indicate that although there is considerable room for Improvement on many high-sided ships, it 1s on the smaller ships with a smaller freeboard that the majority of accidents and incidents occ. Section 8 Pilot Ladder Safety Campaigns aa Pilots’ Associations believe that pilot ladder safety campaigns have a dual purpose: 1) firstly. to ensure the safety of pilots during embarkation and disembarkation and, where necessary, to seek the Improvement of ‘transfer arrangements. 40 =1) secondly, to provide ships’ crews with a better understanding of the arrangements for pilot transfer and their operations. For no matter how careful or observant a pilot may be, prior to transfer, he must place considerable trust on the understanding and the cooperation of the crew of the ship concerned. Safe transfer is of major concern to pilots, and it should be recognised that should a pilot be involved in a transfer accident, not only is his life threatened ut the ship itself may be faced with a possible inability to continue Its navigation. 82 Since 1991, on an annual basis, the Japanese Pilots’ Association has carried ut a 5 day pilot ladder safety campaign in its 39 pilotage distxcts and in other ports where pilots serve. The resulting published surveys havs been to inform hot only Japanese pilots of the findings of the campaigns, but also all those concerned with pilot transfer arrangements Prior to each campaign, all parties concerned with safe pilot transfer were given due notice by letters and by posters of the campaign to be held. ‘The principal object of each campaign has been for the pilot concerned to confirm, that the condition of the pilot transfer arrangements complied with SOLAS V/17, and for the master to be asked to remedy any specific item of non. compliance. Where any especially serious non-compliance was encountered that could endanger safe pilot transfer, the pilot temporarily deferred transfer. ‘The Japanese Pilots’ Association in its 1993 campaign report, refers to the gradual improvement in pilot transfer arrangements throughout the three campaigns held. Its also believed that when ships were informed of the ‘campaign through a previous notice, the transfer arrangements were prepared with greater care. In the campaign reports, the Japanese Plots’ Association conchudes by asking pilots, ships’ crews and all concerned, to continue giving earefal consideration to the transfer arrangements to ensure the safe transfer of pilots and the smooth operation of ships. total cases of serious non-compliance year number non-compliance cases 1273 ships 176 ships (13.8%) __544 ships (4.296) - 17 reported 1991 1403 ships 189 ships (13.5%) 31 ships (2.296) - 10 reported 1992 1310 ships 151 ships (11.5%) _39 ships (2.7%) ~ 19 reported 1993 In each campaign survey, some of those ships listed above, as being cases of non-compliance, had more than one fault with their arrangements, ‘The master of those ships regarded as having a serious non-compliance with the transfer regulations, were requested to immediately correct the fault during their stay in port or during the voyage. When a pilot was unable to confirm compliance within his own pilolage district, he contacted the pilots of the next port to verily that the corrections were satisfactory. 4a‘The reported ships above, were those needing “thorough repairs” to thelr boarding arrangements, and were individually itemised with details of their Flag State, type, tonnage and item(s) of non-compliance. These details were duly circuiated to all regional pilotage districts. ‘The 1992 Campaign report was presented by IMPA to the Maritime Safety Committee of IMO, as both an example of how such campaigns are undertaken, and highlighting the continuance of cases of non-compliance wath the pilot transfer regulations in force. 83 83.1 ‘The European Maritime Pilots’ Association (EMPA) has long placed great emphasis on the improvement of all pilot transfer arrangements, and on the safety of both pilots and the attending pilot boat. A succession of Recommendations on pilot hoists, on accommodation ladders, on pilot ladders and mechanical hoists. on ship's side doors used for transfer, on IMPA's ‘Shipmaster’s Guide to Pilot Transfer by Helicopter and on pilot ladder stowage and deployment drums, reflect the attention given to safe transfer by EMPA, through the continuing work of its technical committee, ‘The recently reported deaths of European pilots during transfer and the continuance of some serious non-compliance incidents on high-sided ships ‘with an accommodation ladder /pilot ladder combination and with pilot hoists, reinforces EMPA's concern and also their continued stance that the lack of maintenance and of a much more regular authorative inspection makes the use of a pilot hoist inadvisable ~ refer section 7.3. above, In order to obtain an accurate picture of the present situation EMPA held, ‘among all its Member Associations, a very successful “Pilot Ladder (Boarding Arrangements) Safety Awareness Campaign’. in the week 5-11 September 1994, with the intention not to seek out any particular ship but to obtain some proof of the continued contravention of pilot transfer regulations. ‘The ‘aualysed information will, ether by EMPA's Member Associations or by EMPA itself, be brought to the notice of the proper authorities to seek a better implementation of and compliance with the regulations for pilot transfer arrangements, 83.2 Extract from the summary of the Report Forms received from the European Maritime Pilots’ Association's (EMPA) Pilot Ladder (Boarding Arrangements) Safely Awareness Campaign held 5-11 September 1994:- *3781 Report Forms from the 1994 EMPA Safety Awareness Campaign were completed by pilots from 14 Member Associations. As one of the 14 Member Associations only returned those forms indicating a non-compliance with the pilot transfer arrangement regulations, only 3634 forms were analysed, ‘The analysis of the Report Forms covered:- 1. The participating Member Associations, which inchided a number of French, 42Départments outside EMPA. 2. Five tonnage ranges from 0 - 2000 DWT to over 100,000 DWT. 8. The 13 most frequently reported vessel types from bulk carrisrs to warships. 4. All reported means of transfer. 5. The 80 different Flag States using the EMPA Member Association ports. 6.And all non-compliance, sub-divided into the categories indicated on the Report Form.” ‘The content of the forms recording non-compliance is familiar to all pilots, as are the survey's resulting statistics. What the statistics do not give are those individual blatant cases of non-compliance, too numerous to list, but that only the study of all the forms can reveal For exampl 1. The pilot ladder in “a dirty and deteriorated state” with the side-ropes so rotten that they both “broke” and the ladder fell into the water, whereupon the captain “demanded the ladder be retrieved by the pilot boat", 2. The 3400GT tanker with 13 incidents of non-compliance with the pilot transfer regulations which included, the ladder not against the ship's side or within the parallel body of the ship. broken and dirty steps which are not of a suitable material or equally spaced, incorrect bulwark ladder and stanchions, no responsible officer in attendance ete. Further remarks also indicated a sub-standard crew. (this type of multi-defect of non-compliance was regularly reported by pilots) 3. The 22000GT container ship where “the captain refused to send an officer with the pilot to the hoist. This was operated by one man only ~ no officers ~ but 4 men on the bridge”. In addition to the several other meidents recorded of non-compliance, no standby pilot ladder was rigged for immediate use. 4. The pilot ladder that “was sideways worn out due to timelessly hanging of the lower end of the retrieval line” 5. “Ladder forward of deck cargo". Had to climb deck cargo to "reach bridge”. 6. The class of small container feeder ships where no communteation with the bridge is reported, and * ~ the duty officer or captain has no view of the ladder from his position behind tiller and telegraph’, ‘There were several cases of multi-defect non-compliance reported on larger fishing vessels/trawlers - broken and dirty steps, lack of spreaders, incorrect/no bulwark ladders etc. One form itemised 15 defects and further remarked that “pilot ladder not secured/made fast ~ two seamen stand in steps inside railing” ‘The introduction to the analysis of the Safely Awareness Campaign concluded that the content and the layout of the 1994 Reporting Form were satisfactory and enabled such analysis of the pilot transfer arrangements and of the non- compliance to be readily gained. At the February 1994 meeting of the Papers and Technical Committee of The Nautical Institute, after discussion on the transfer difficulties presently facing pilots, for whatever reason, the committee agreed to give prominence in "Seaways" to the forthcoming European Maritime Pilots’ Association's (EMPA) Pilot Ladder (Boarding Arrangements) Safety Awareness Campaign” on 5 ~ 11 September 1994, At the same meeting, pilot representatives on the 43committee were urged to encourage input of pilot-related incidents for MARS reports, Prominent coverage of pilot transfer and safety campaigns was given in the August 1994 Issue of "Seaways" - extracts from which are included in sections 7 and 8 above. 84 Within the United Kingdom Pilots’ Association (Marine), one pilotage district, in 1993, held a pilot ladder survey campaign with the support of pilots and ‘with prior notice being given to all those concerned with and responsible for pilotage. {As a single district serving two ports, only 118 ships were surveyed during the 7 day period, as ship movements between berths and those no. requiring pilot transfer arrangements were excluded. The campaign clearly inated (hat, a With the Japanese Pilots’ Association's Safety Campaigns referred to In, section 8.2 above, an alarming percentage of ships were in contravention of the pilot transfer regulations and that some ships had more than one fault with the equipment. An example being a 185000 dwt bulk carrier with an Accommodation ladder/pilot. ladder combination. rig, where the Accommodation ladder was 100 steep, the lower platform was not Horizontal, the spreaders were incorrectly spaced, the pilot ladder was in & poor condition. and the retrieval or tripping line was too taut. The principal other ‘ontraventions in the survey report were a lack of supervision by a responsible bffcer, an absence of lfebuoy and heaving line, no handhold stanchions where applicable, no communication with the bridge, badly placed retrieval lines, ‘ahd sideropes looped below the lowest step. Section 9 Databanks and reporting systems 91 As frequently referred to above, pilots’ associations worldwide have tong. expressed concern at the continuing non-compliance with the Requirements of SOLAS's Pilot Transfer Arrangements, and the risks to pilots and pilot boats alike, In addition to the many reported cases of, at times, serious non-compliance, pilots sce at first hand the examples of badly maintained ships and Increasingly of late, inadequate crewing, Whilst the “sub-standard” ship may be becoming a little less frequent, the “sub-standard” crew with their inadequate training and collective language difficulties is not, In the event of a ship's return to the port, the ship's statisties such as length, breadth, propulsion and thrusters, tg requirements ete can be recorded for easy reference, at a local pilot station level, and it is essential that those specialist ships needing very specific berthing instructions are also detailed in any databank, Also to be recorded are instances of poor handling qualities, cases of 44equipment failure, crewing inadequacies and any important defects~ particularly relevant to a ship's safe arrival and departure frem port. Pilots’ associations have previously attempted and been partly suecessfial in establishing such databanks not only for the filing of Incident Reports from Member Countries but to be able to fake appropriate action when nect ‘The recent notable improvements in both communications and in databank programming has enabled more effective reporting and use of databank facilities from local to national, continental and international association level. 0 be progressed ~ examples of such progress being: 9.2 Databanks IMPA Notice no.411 , dated November 1989. Data icldents in whic! wve been involved duri rding and/or di shi vdder or hoist 1. IMPA is setting up a data-bank on incidents in connection with the above matter, 2.The information will be used to improve the safety regulations, SOLAS, affecting pilot ladders and hoists where these are deemed necessary, 8. Member governments at IMO and shipowners generally will be approached. in respect of the incidents notified to IMPA. 4.The data-bank will be available to IMPA members should they find this helpful in progressing their own case locally. 5. In order to enable IMPA to progress along the above lint invited to provide the following details of incidents: {a) How the incident happened {b) Name of ship. port or area where the incident accurred {¢) The action taicen following the incident (a) Whether the appropriate local authorities have been informed {6} Any official action taken 6.If the data-bank Is to be eflective, it is essential that Members keep IMPA informed of all incidents however trivial they may be, 7.1m order to put the matter into action forthwith, Members are invited to inform IMPA of all Incidents which have occurred in the last 5 years, , Members are 9.8 Reporting and Information System among Pilots ‘To complement the 1994 Pilot Ladder (Boarding Arrangements) Safety Awareness Campaign week, referred to in section 8.3 above, EMPA introduced a reporting system within its Member Associations, by setting up a Reporting and Information System among Pilots (RISAP) ~ a system that was started in November 1994. The belfef of EMPA is that if a pilot station has advance ‘warning of the arrival of a ship with defective and potentially dangerous transfer arrangements, those pilots are better prepared to take correct measures that may avold accidents/incidents, Well received by the Press and the EC’s DG Vi, the idea of RISAP is not only to establish a swift and effective reporting system among pilots through the network of EMPA’s Member Associations’ Key-pllot stations and Key-pilots, but also to be used to direct information to an accident database, and where applicable, to Port State Control, This system, to be evaluated in 1996, will make a contribution in the wider arena of maritime safety and will provide EMPA with statistical facts of 45,the poor state of many ships now calling at European ports. Only the placing of such facts with the appropriate authorities, can further an opportunity to seek improvement. ‘The primary purpose of RISAP is:~ 1. To inform the next pilot who 1s boarding a vessel of any defects or circumstances on that vessel, enabling him to be better prepared for anything unusual. 2. To keep a database at the EMPA office of defects occurring on board vessels to be piloted. ‘The secondary purpose of RISAP is:~ 8.TTo be able to report in a general way to the European Union (DGVI) the present state of deficiencies on board vessels — with the reporting form requiring the Classification Society under which the vessel is operating, 4, To help Port State Control find those vessels that are threctening safety. ‘The effectiveness of RISAP Is shown in the following extract taken from the October 1995 issue of "The Pilot’, the official organ of the United Kingdom Pilots’ Association (Marine): “the RISAP Report Forms are also useful in helping to protect the chuironmient Wad can be used to help the Napier repioce aefeelive Stuipment when he is faced with a reluctance by thove responstoe For example, alter some discussion withthe Master ofan outare-bound YVUCE, abouts extemely poor radars, the pt informed him that a RISAP Report woul be submited withthe plot's consideration that navigation tn such an area aa sport (oe dangerous with such equlprrent. The Master twas grateful and assed the pilot to send a copy ofthe RISAP Report to his ents ‘New wocks later the ship returned to the port with a new radar Section 10 ‘Training 10.1 Initial For new entrants to a pilot service, the training programme is necessarily exacting and thorough. In addition to having his first introduction(s) to learning shiphandling skills, a new series of very important disciplines has to be learnt ~ that of working from the modern pilot boat which is not the “kindest” of workplaces, with its at times unpredictable behaviour especially if the trainee were to join a pilot Service during the winter months. Transfer between the two moving platforms of the pilot boat and ship has to be finely judged and the elements of darkness and adverse weather conditions make transfer no easier. Experience shows that today’s new entrants are used to aad at ease with protective clothing, and the transition to the wearing of a purpose-designed pilot coat is not diffteult. A pilot service, large or small, should recognise and accept that the new entrant needs the full support of all pilots not only during his introduction to shiphandling techniques, but vitally important, in being made familiar with 46 = =pilot transfer to and from the pilot boat and all other safety related matters, {or it is in the initial training and in the early days and months as a pilot that a new entrant is most at risk of a possible incident, ‘The appointment of a pilot or pilots especially interested in the welfare and safety of all pilots in his own service, is recommended. One such pilot should be responsible for the instruction of the new entrant in safety related matters applicable to all pilots and especially any applicable to that service, with a regular report of his progress being given to the other pilots. It is good practice for the new entrant to wear the appropriate protective clothing from the commencement of his training. Those responsible for the safety of pllots should see that the trainee pilot has the use of protective clothing, should he be awaiting delivery of his plots’ protective clothing fom the manufacturers. Instruction should be given in the correct wearing and securing of the protective clothing, and in its care and maintenance, as per the manufacturer's instructions. During thelr initial training, new entrants to a pilot service should be given instruction in pilot transfer. Such instruction should include an understanding of the pilot transfer regulations currently in ferce and of the different means of transfer covered by the regulations. At a time perhaps when trainee pilots are at their most vulnerable, they should be carefully supervised in the art of safe transfer, and to appreciate the merits of inspection and testing of the ladder before use, and of sighting the point of access and where possibie the ladder securing points, handholds and bulwark ladder where applicable. Such important points as the correct positioning of the arrangements within the parallel body length of the ship and in the mid-ship half section should be explained as well as the rigging of the ladder at the correct height above the water for the type of pilot boats being used. A pilot's life ean be put at risk unnecessarily by attempting to transfer on a ship's weather side and trainee pilots should know the value of making a correct lee, not only for themselves but also for the attending pilot boat. Attention should be given to an awareness of the safety equipment carried on the operator's pilot boats, particularly if full standardisation of such equipment, if applicable, has not been achieved ~ refer section 4.5 above, and the recognised recovery techniques practised at that pilot station, Before obtaining his first pilots licence, a trainee pilot should have been overside. again under full supervision, and familiarised himself with recavery methods ~ as is recommended in the relevant part of EMPA Recommendation 10.25, adopted at the 1995 EMPA General Meeting - “Before a pilot trainee is ‘graduated, he should participate in man-overboard exercises and drills.” Paragraph 8 of the Recommendations on Safety Clothing and Protective Clothing for the Marine Pilot, referred to in section 2.2 above, includes “At some stage in the pilot's earty career, he should experience a practised physical recovery from the water under controlled conditions". ‘Though naturally apprehensive beforehand, new pilots have recognised the value of such training, believe it to be beneficial and it has given them a greater confidence when on board a pilot boat. 4710.2 Ongoing ‘Though a pilot service may have had a good safety record for several years, this should not distract it from maintaining a high level of safe working practices for all pilots, both newly authorised and fully qualified, Care should continually be exercised when transferring on and off those ships carrying noxious cargoes, and with the inspection of boarding arrangements at all times before transfer. ‘The practice of care and maintenance of existing protective clothing and safety equipment should be continued. When looking to replace pro:ective clothing, pilots should consider those latest improvements tested and recommencied by {echnical committees, such as a man-overboard personal locator beacon, & face visor, easier to clean material etc. Pilots should be aware of the continuing improvements both to safe working practices on pilot boats and to deck safety equipment, stich as fixed wire or rigid rail traveller systems as referred to in section 4.4 above, Whilst trainee pilots have to participate in man-overboard exercises, older pilots should still be encouraged to understand the recovery techniques practised on their pilot boats and be able (o operate the retrieval equipment carried. When feasible, and perhaps on an annual basis, a plot boat should bbe made available for on-going overside training of pilots. In conclusion, the author would lke to express his appreciation of all the help and support he has received from so many pilots uring those years in his pilotage career with the Tees Bay Pilots service, when so much time was spent away from the service at other ports looking to Improve safer working practices and overside techniques. This appreciation is extended to all those on the various technical committees he has belonged to, who have both individually and collectively encouraged and Supported the need to improve the safety of pilots in their working ‘The author would lke to thank the many pilot boat crews with whom he has worked, and especially those at his own port who have adopted such a professional approach to safe pilot transfer over so many years most noticeable in those times of adverse weather Plot boat alongside se! 4824 22 23 24 25 Annex 1 Recommendations on safety equipment and clothing for the Marine Pitot ‘The type of equipment the pilot uses for his sale transfer from ship to pilot boat and vice-versa, {s not necessarily needed for wear once aboard the ship of while travelling on shore between jobs. The incorporation into a single garment of all, the necessary safety features will prevent individual stems from being lost. ‘overlooked or left behind for convenience. A purpose designed pilot coat 1 therefore recommended, ‘The Pilot Coat ‘The coat should be weather proof, fitted with a hood and with a belt and eroteh plece to prevent the coat riding up once in the water, ‘The coat should be red, yellow, of of another highly visible eclour, and should De fitted with reflective tape around the shoulders and arme, ‘The coat should be fited with an automatically inflated Ifesaving buoyancy ald powered by a gas (CO2) bottle of at least 32 grammes. The buoyancy ald should >be capable of turning the inert body of a pilot onto his back, IUshould have an oral inflation valve fitted on the outside of the coat within reach of the mouth. 1t should be fitted with a harness using webbing sufficiently strong to allow an. ‘inert body to be lifted by it from the water. The lifting point should be on the chest. Coats should be fitted with a water activated steady Hight. A strobe light should be fitted, ‘The coat should be fitted with a whistle. Waterproof over-trousers should be worn. ‘Shoes or Boots ‘Shoes should be supple and flexible enough to allow a pilot to get the “eel” of, the ladder he is climbing. They should be non-slip and sturdy Gloves If worn, these should be of supple matertal, Headgear Conscious of the number of head injuries incurred while erassing the decks of ‘unfamiliar ships in the dark, in particular container ships anid tankers, the Committee recommend the use of headgear as per Docks Regulations, Warm clothing Pilots cannot be reminded too strongly of the need to dress warmly. The pilot ‘wearing thermal underwear Is the one who usually survives Immersion in very ‘old water to write his own report of the Incident. ‘Training All pilots should be themselves familiar with the lifesaving arrangements of the pilot boat on service and in particular the point for re-embarkation should they be immersed. 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M. Irving FNI ‘Michael Irving joined the Tees Pilot Service as a pilot apprentice in 1951, ‘and spent his very varied and demanding apprenticeship on both the Tees Bay crulsing pilot vessel and attendant small tenders in successive winters and the motor fishing vessel style pilot boat used during the ‘summer periods, ‘Having completed this first part of his apprenticeship, he Joined Alfred Holt and Co in 1955. Further sea-time was gained in NE coast colliers and in the short-sea and Mediterranean trades before a final spell in tankers. Called back to the Tees Pilots service in 1959 he has had a Ist. class licence since 1965. With the amalgamation of the River Tees and the Hartlepool pilot services into Tees Bay Pilots in 1988, Mr Irving has held, afler further training, a Ist. class Authorisation for both ports. Since his return from sea, the pilot service has used motor fishing vessel Style pilot boats and then since 1975, a series of fast semi displacement pilot boats. Invited to join the Technical Committee of the then United kingdom Pilots’ Association in 1977, the authors interest’s have been very much towards the technical side of pilotage matters, and in particular on improving pilots’ personal safety and helping establish safer working practices for pilots, ‘Chairing the UKPA’s Technical Committee since 1986, he was invited ‘onto the Papers and Technical Committee of The Nautical Institute in the same year, becoming a Fellow of The Nautical Institute in 1¢91. Mr Irving has also been a member of the Technical Committees of both the European and International Maritime Pilots’ Associations, and latterly represented the UKPA(M)'s Technical Committee on the Equipment Development Working Party of the Royal National Lifeboat Institution's Technical Advisory Group, before retiring from ‘Tees Bay Pilots in July 1995.THE NAUTICAL INSTITUTE ‘The Nautical Institute Is an international professional body for qualified mariners whose prineipal aim is to promote a high standard of knowledge, competence and qualifications amongst those in controt of seagoing craft. ‘The Institute publishes a monthly journal Seaways and is actively involved in promoting good operational practices as demonstrated by this ‘Monograph. Other projects and certificate schemes include The Nautical Institute on ‘Command, The Work of The Nautical Surveyor, The Work of The Harbour Master, Pilotage, and Management. ‘There are now nearly 6000 members in seventy different countries and the requirements for full membership are a master's foreign-going certificate from a recognised administration or naval ship command qualifications. For more information and an application form, write to, The Secretary. ‘The Nautical Institute, 202 Lambeth Road, LONDON SE1 7LQ, or telephone 0171-928 1951 or Fax 0171 401 2817.