Arrival at the port

Prior to arrival
Preparation for a
Pilot’s boarding
Entering TSS
Calling for a Pilot
Pilot on the
bridge
Embarkation
of a Pilot

Prior to arrival
Pre-arrival exchange of information
Consult
Equipment to check and to be prepared
Documents

Before entering port limits it is usually necessary to consult:
the passage plan and any associated notebook;
any special instructions from Owners/time Charterers;
any information about the port
port approaches charts and harbour charts
relevant sailing directions (‘pilot books’)
Guide to Port Entry
Admiralty List of Lights
tide tables and tidal streams atlases
Admiralty List of Radio Signals

Documents for boarding officials
pilot card;
check list for vessels carrying dangerous or polluting goods;
master’s (customs) declaration;
crew (customs) declaration;
cargo declaration or manifest
(in some countries) stores declaration; bunker declaration;
cargo documents, e.g. Bs/L, W/Bs, DGH;
up-to-date crew list (several copies) on the official form;
all statutory and class certificates (preferably in clean plastic pockets in a binder);
check list for pilot and harbour master;
customs clearance from last port;
Maritime declaration of Health
Written authorization for the agent to act for the master.

Equipment to be prepared and checked:
- course and engine movement recorders;
- clock synchronization;
- communications with the engine control room and mooring stations;
- signalling equipment, including flags / lights;
- deck lighting;
- mooring winches and lines including heaving lines;
- pressure on fire main;
- anchors cleared away;
- stabilizers and log tubes housed, if fitted.

Pre-pilotage information exchange
Ship sends the Ship to Shore Master/Pilot Exchange form
ETA with all relevant information required by local regulations
Update the passage plan following the receipt of the Shore to Ship Pilot / Master Exchange form and all latest navigational warnings.

Prior to arrival
Preparation for a
Pilot’s boarding
Entering TSS
Calling for a Pilot
Pilot on the
bridge
Embarkation
of a Pilot

ENTERING A TSS
Contact the TOS to :
get the clearance
receive traffic
navigational and meteo information/warnings.

MV Friendship: N. Traffic Organization Service. (3 times) This
is MV Friendship (3 times) ABPO (3 times) On VHF channel 16.
Over.
NTOS: MV Friendship. This is N T O S. Change to Channel 14.
Over.
MV Friendship: N T S This is MV Friendship. Changing to
channel 14. Over.
NTOS: MV Friendship. This is NTOS. How do you read? Over.
MV Friendship: NTOS. This is MV Friendship. I read you four.
Question. Is it permitted to enter Traffic Lane?
Over.
NTOS: MV Friendship. This is NTOS. Answer. Positive. You
are permitted to enter Traffic Lane at time:
14.00UTC, position _____. Information. Traffic
clearance granted. Over.
MV Friendship: NTOS. This is MV Friendship. Received.
Positive. I will enter Traffic Lane at time: 14.00 UTC,
position ___. Information Received. Traffic clearance
granted. Over.

NTOS: MV Friendship. This is NTOS. Readback is correct. Navigational
information. Warning. A vessel is aground, position: near SN-2 buoy.
Visibility is reduced by fog.
Advice 1. Proceed with caution.
Advice 2. Keep clear of the vessel aground. Over.
MV Friendship: NTOS. Information Received. Vessel aground, position:
near SN-2 buoy. Visibility is reduced by fog. Advice 1.
Positive. I will proceed with caution. Advice 2. Positive. I
will keep clear of the vessel aground.
Over.
NTOS: MV Friendship. This is NTOS. Readback is correct. Instruction.
Report at next way point _____at time 14.30 UTC. Over.
MV Friendship: NTOS. This is MV Friendship. Instruction Received. I will
report at next way point ___________ at time 14.30 UTC.
Over.
NTOS: MV Friendship. This is NTOS. Readback is correct. Stand by on
channel one four. Out.

Message Markers
Instruction
Advice
Warning
Information Request
Intention
Question
Instruction Received
Advice Received
Warning Received
Information Received
Request Received
Intention Received
Answer
Message Markers Responding message markers

Message Markers
“Yes, ….”/”Positive ……” + the appropriate phrase in full. When the answer is affirmative
“No, ….”/”Negative,………” + the appropriate phrase in full. When the answer is negative

Message Markers
“Stand by” + the time interval within which the information will be available. When the information requested is not immediately available
“No information” When the information requested cannot be obtained
When an Instruction, an Advice or Request is given, if in the affirmative: “I will / can ….” + the instruction, advice or request respond, in full
“I will not / cannot ….” + the instruction, advice or request respond, in full if in the negative

Prior to arrival
Preparation for a
Pilot’s boarding
Entering TSS
Calling for a Pilot
Pilot on the
bridge
Embarkation
of a Pilot

VTS Vessel Traffic Management
provision or simple information messages
extensive management of traffic within a port or waterway.
TM
traffic management
means of TM :
Colregs
- (TSS)
'active' control
'ad hoc TM decisions' pilots do object unless specific procedures are followed
'passive' control
-written rules and regulations
-entering clearance into the VTS
Pilots have no basic objections
Pilots - main users of a VTS

The task of pilots is
to provide advice to a vessel
whether on board a vessel or ashore

Calling for a Pilot
Contact Pilot Station
Signals to be displayed for a pilot
Preparation for a Pilot’s boarding
Informing
ETA
Confirming
ETA
In the Daytime
At night

THE USE OF ETA AND ETD IN PILOTAGE
Proper ETAs and ETDs are essential for the operation of a pilotage service
Human resources and technical means have to be planned quite a long time in advance (VTS, tugboats, linesmen, etc.)

CALLING FOR A PILOT
If pilotage is compulsory
According to the “Guide to Port Entry” requirements
72/48/24 hours prior to arrival

Signals to be displayed for a pilot
In the Daytime:
The International Code Signal “G”
“I require a pilot”
At night:
The pyrotechnic blue light every 15 minutes.
A bright white light, flashed or shown at short or frequent intervals above the bulwarks for about a minute at time.
Signal “G” by flashing.

Prior to arrival
Preparation for a
Pilot’s boarding
Entering TSS
Calling for a Pilot
Pilot on the
bridge
Embarkation
of a Pilot

discharge, n – выпуск, спуск
provision, n – условие
access, n – доступ, проход, подход
comply with, v – подчиняться (правилам)
stiffness, n – жесткость, твердость, крепость
durability, n – длительность, прочность, стойкость
stanchion, n – стойка
bulwark-stanchion, n – стойка фальшборта
guard-stanchion,n – леерная стойка
fall – лопарь (талей), ходовой конец (лопаря), фал
bulwark, n – фальшборт
slope, n – склон, наклон, скат
attach, v – присоединять
guard ring, – мерное кольцо
guard rail, – поручень, наружный привальный брус
adjacent, adj – примыкающий
brake, n – тормоз
installation, n – установка, сборка, монтаж, устройство

Preparation for a Pilot’s boarding
Annex A 5
Part A of
ICS Bridge Procedures
Guide
1 metre above
water
keep ready
for use
safety line
man ropes
a pilot ladder
lifebuoy
bulwark ladder
Handhold
stanchions
loop
torch
proper
illumination
self-igniting light
equally spaced
(about ladder steps)

Pilot ladders
positioned and secured clear of any discharges from the ship
each step rests firmly against the ship’s side
The steps should be of equivalent strength, stiffness and durability
secured horizontally
equally spaced not less than 300mm or more than 380mm apart
If more than five steps ---- spreader steps not less than 1.80m long

Ropes
The side ropes should consist of two ropes not less than 18mm in diameter on each side
Two man-ropes not less than 28mm in diameter properly secured to the ship should be kept at hand ready for use

Accommodation ladders used in conjunction with pilot ladders
the lower end of the ladder should rest firmly against the ship’s side
The length of the accommodation ladder should be sufficient to ensure that its angle of slope does not exceed 55°.
The lower platform should be in a horizontal position
The ladder and platforms should be equipped on both sides with stanchions and rigid handrails
The pilot ladder should be rigged immediately adjacent to the lower platform of the accommodation ladder
the upper end should extend at least 2m above the lower platform.

Mechanical pilot hoists
Should be of a type approved by the Administration
Should be designed to operate as a moving ladder
Two separate wire falls should be used
The rigid ladder part should be not less than 2.50m in length
Below the rigid part a section of flexible ladder comprising eight steps should be provided

Associated equipment
A lifebuoy equipped with a self-igniting light
A heaving line should be kept at hand ready for use.
Lighting should be provided so that both the pilot ladder over side and the position where the pilot embarks or disembarks are adequately lit.

Use of Tugs in Pilotage Operations
Types of Tugs
Use and Effectiveness
Methods of tug assistance

Types of tugs depend on:
the sort of port
the future developments
the geographical environmental conditions
the type of ships calling at the port
the services required in and around the port

Types of tugs
single-screw tugs -less manoeuverability
twin-screw tugs - better manoeuvrable
tractor-type tugs – with propellers under the fore end of the tug
tugs with Z-pellers aft - have better manoeuvrability, suitable for towing on a line and for the push-pull method

Methods of tug assistance
towing on the hook, bitt or winch;
pushing;
push-pull;
towing alongside.

HYDROGRAPHIC SURVEYING IN PORT AREAS
confined, adj – ограниченный, тесный, узкий, заключенный
stem, v – удерживать судно на курсе против течения или ветра
bathymetric, adj – батиметрический, глубинный
bathymetry, n – батиметрия, измерение глубин
scope, n – диапазон, область действия, протяженность
siltation, n – засорение илом
dissemination, n – распространение, рассеивание, разбрасывание
sheer, n – кривизна, изгиб, рыскание, резкое отклонение от курса
imply, v – заключать в себе, значить, подразумевать, намекать
assimilate, v – уподоблять, приравнивать, сравнивать
sheet, n – шкот, широкая полоса, обширная поверхность воды
thrust, v – толкать, пробивать, протискиваться, взрываться
derive, v – происходить, производить, получать, извлекать
fluid, adj – жидкий, текучий
distinctive, adj – отличительный, характерный

HYDROGRAPHIC SURVEYING IN PORT AREAS
to keep pilots informed
of the latest changes in depths and other hydrographic matters
The main objective:

The frequency of surveys depend on
the size of the port, the pattern of traffic
stability of the sea bed within the area

Surveys to be carried out:
Bathymetry
The height of tide
The set of currents
The position and scope of buoys
The topography of jetties and other berths
wreck investigation
dredging
accident investigation
environmental matters such as siltation and pollution
Essential information
To be concerned
but not directly

UNDERKEEL CLEARANCE
swell, n – зыбь, накат ветровых волн, волнение
squat, n/v – увеличение осадки кормой на ходу, садиться кормой на ходу
yawing, n – рыскание, рыскливость
heaving, n – вертикальная качка
swaying, n –поперечно-горизонтальная качка, поперечное рыскание, боковой снос
surging, n – продольно-горизонтальная качка, продольное рыскание, продольный снос
trim, n, v – дифферент, дифферентовка, удифферентовывать
longitudinal, adj – продольный, продольное сечение
(centre of) buoyancy – плавучесть, сила плавучести, архимедова сила
equal, v – равняться, быть равным (мат)
heel, n –пятка киля, (статический) крен, угол крена
crest, n – гребень (волны)
trough, n – впадина

UNDERKEEL CLEARANCE
Squat
Heel
when turning
Reduction Factors
Sheltered-Water Effects
Non-Sheltered-Water Effects
the ship under way does not
respond to the sea or swell
change of density
Heel
due to windage

Sheltered-Water Effects
Change of density is associated with bodily sinkage and a change of trim when the ship moves from salt to fresh water
Squat is associated with shallow water, involving bodily sinkage and change of trim
Heel when turning is proportional to speed2 and inversely proportional to the radius of turn. Associated with fast container ships and ferries.
Heel due to windage –ships with high windage area and small righting moment may be expected to heel over like sailing ships in a strong wind.

Non-Sheltered-Water Effects
the effects of the rotations and translations of the ship’s null point in response to the sea, are observed in severe weather in waves of length about the ship’ length in the larger ships or spending some time ‘cruising’ on smaller boats.

ANCHORING
Documents
Equipment to be ready and checked
At anchor
Anchoring Plan
Anchor Watch
Check List
Anchors
Chains
Lights and
shapes
Anchor watch

Documents to be prepared and worked with
Anchoring and Anchor Watch Check List contains recommendation for preparing anchoring plan and actions and responsibilities of the OOW while at anchor
Anchoring Plan contains information on:
A. RPE-OP MAINTENANCE
B. PRE-OP PLAN - ENVIRONMENT
C. PRE-OP PLAN – TRAINING
D. THE APROACH TO THE ANCHORAGE
E. THE ANCHORING OPERATION – AIDE MEMOIRE

Anchoring checklist

B. PRE-OP PLAN - ENVIRONMENT

C. PRE-OP PLAN – TRAINING

D. THE APROACH TO THE ANCHORAGE

E. THE ANCHORING OPERATION – AIDE MEMOIRE

The ‘tentative’ method

B8 Anchoring and anchor watch
Has an anchoring plan been prepared taking into account
| | speed reduction in ample time
| | direction/strength of wind and current
| | tidal stream when manoeuvring at low speeds
| | need for adequate sea room particularly to seaward
| | depth of water, type of seabed and the scope of anchor cable required
| | Have the engine room and anchor party been informed of the time of 'stand-by' for anchoring?
| | Are the anchors, lights/shapes and sound signalling apparatus ready for use?
[ | Has the anchor position of the ship been reported to the port authority?

B8 Anchoring and anchor watch
While at anchor, the OOW should
| | determine and plot the ship's position on the appropriate chart as soon as practicable
| | when circumstances permit, check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects
| | ensure that proper look-out is maintained
| | ensure that inspection rounds of the ship are made periodically
| | observe meteorological and tidal conditions and the state of the sea
| | notify the master and undertake all necessary measures if the ship drags anchor
| | ensure that the state of readiness of the main engines and other machinery is in accordance with the master's instructions
| | if visibility deteriorates, notify the master
| | ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are made in accordance with all applicable regulations
| | take measures to protect the environment from pollution by the ship and comply with applicable pollution regulations

Anchoring
Anchoring to a single anchor
Amount of cable to use
Duties at anchor
Dragging anchor
Weighing anchor
Anchoring near a danger
Anchoring on a shoal
Chosing a Position in which to Anchor
Anchor Watch

Anchors and chains
Anchor fluke chock- якорная подушка
Bitter- шлаг троса, обнесенный на кнехт
Bitts- кнехт, битсы
Chock – подклинивать, заделывать чаками
Embed – вставлять, врезать
Fluke – лапа якоря
Shank- веретено(якоря)
Slot- паз, щель. канавка
Snug- гнездо (в цепном барабане)
Spile-плазовая рейка с карандашом
Stud- распорка(звена, цепи)
Tensile strength-предел прочности на разрыв
Tripping palm- прилив для разворота лап якоря
Wrought iron- сварочная сталь

Anchors and chains
stocked anchor
stockless anchor
Sea going vessels are usually equipped with stockless anchors: two bower anchors, a stern anchor for manoeuvring the ship when she is "dredging anchor', and a spare anchor.
shackles
stud-links
open links

Anchors and chains
The stocked anchor consists of a puddening (1), a shank (2), a crown (3), arms (4), flukes (5), a stock (6), anchor nuts (7), breastpiece (8)
a forelock (9).
The disadvantages of a stocked anchor:
it cannot be stored in the vessel’s hawse because of the stock;
one of its flukes will always point upwards, which makes this anchor very vulnerable to being fouled.

Anchors and chains
The stockless anchor consists of an anchor shackle (1), a puddening (2), a shank (3), flukes (4), arms (5), and shoulders (6).
can be stored in the vessel's hawse.
both flukes will bite the seabed.

Anchor chains
Stud-link chain
for strength and prevent the cable from turning (kinking).
Open-link chain
Made up of lengths of 15 fathoms each "shackles"
The joint between two lengths of 15 fathoms is also called a
shackle.

ANCHORING
When the vessel is approaching the anchorage or her designated berth the anchor gear must be checked and prepared:
windlass and hinging parts - grease,
handbrakes - test,
hawse pipe-closing plates - remove

AMOUNT OF CABLE TO USE
Scope of cable - the length of cable laid out, measured from the hawse pipe to the anchor, divided by the distance measured vertically from the hawse pipe to the sea-bed

The scope used depends upon
-The nature of the holding ground. Stiff clay, rock, shells, and stones - poor holding ground.
Sand or shingle - good holding ground
- The amount of swinging-room available for the ship
- The degree of exposure to bad weather at the anchorage.
- The strength of the wind or stream.
- The duration of stay at anchor.
- The type of anchor and cable.

The minimum scope of mild steel cable to use according to depth of water is roughly:
Below 20m 6 to 8
20m to 40m 4 to 6
Over 40m Less than 4

ANCHORING TO A SINGLE ANCHOR
In a tideway
In a wind
In very deep
anchoring depths,
100 m and over
In water of
over 20 m
In waters up
to 20 m deep
In calm
weather

In calm weather
-the anchorage is approached at slow speed
-the anchor is let go while the ship has either headway or sternway
-the cable is laid out
-engines are used to relieve stresses in the cable just before the vessel brings-to.
-the engines are kept going dead slow astern as the anchor is let go.
-Engines are stopped almost immediately
- the vessel drifts astern laying out her cable.
- Just before the required scope is out, the engines are touched ahead.

In waters up to 20 m deep
-the anchor and cable should be let go on the run
-with the weight of the anchor off the cable, it sometimes happens that when the brake is released the cable will not render itself.
- By surging the cable initially, the anchor has a chance to embed itself before the cable tightens.
There is little risk of a stockless anchor being fouled in this way.

In water of over 20 m
-the anchor should first be walked back to within say 4 or 5 m from the sea-bed,
and let go from there.
This ensures:
the anchor will not damage itself falling a considerable distance on to a hard bottom,
the cable will not take charge and run out so rapidly that it becomes extremely difficult to hold it on the brake.

In very deep anchoring depths, 100 m and over
- the entire operation of anchoring should be done under power.
- the gypsy should not be taken out of gear at all, because the heavy weight of cable
between sea-bed and hawse pipe will undoubtedly take charge.

In a wind
If the wind cannot be brought ahead
the ship can let go the anchor in the usual way
use her engines to relieve stresses on the cable
swing head to wind as she brings-to.
the weather anchor is used to avoid nipping the cable round the stem.
If the vessel is heading dead into the wind's eye
-she should have her head cast off one way or the other before letting go the weather anchor.
-The cast should not be excessive, because the ship will rapidly seek to lie across the wind and develop a sharp swing to leeward.
-Correcting helm and bold use of engines should be used if the cast develops into a swing.
It is better to approach the anchorage heading upwind.
The ship is more easily controlled and will make little leeway.

In a tideway
-the vessel should stem the tide and again anchor with headway or sternway
Her helm will be of use even while making no way over the ground due to the tidal stream running past her.
If the tidal stream cannot be stemmed the cable should be rapidly laid out slackly across the axis of the stream

Vessel at anchor
According to Rule 30 of ColRegs
(i) in the fore part an all round white light or one black ball;
(ii) at or near the stern and at a lower level than the light prescribed in sub-paragraph (i), an all-round white light.

DUTIES AT ANCHOR
- Cross-bearings are usually taken as the anchor is let go
-Anchor watches should be set
- bearings frequently checked.
-A rough circle of swing can be drawn on the chart.
-Beam transit-bearings, use of the echo sounder, and radar will all help to detect dragging.
-In a tide­way the vessel may be steered by her rudder.
-The shore signal-station should be watched at all times
-The officer of the watch should at all times have a rough idea of how his cable is lying to warn other vessels which try to anchor across it.

ANCHORING NEAR A DANGER
when anchoring near a danger, the offshore anchor should be used.

ANCHORING ON A SHOAL
head into the wind
cross the shoal
take soundings. Decide in which depth the anchor is to be let go.
The anchor is walked back to this depth
the vessel moves astern across the shoal.
As soon as the cable grows ahead - cable is veered and laid out across the shoal
the vessel will ride to her anchor in deep water beyond the shoal.

DRAGGING ANCHOR
(1) Let go the second anchor underfoot at the centre of yaw. If the first anchor starts to drag the second will bite and its cable will render itself.
(2) Let go the second anchor at the extremity of yaw and veer both cables so that the ship rides comparatively quietly to her two anchors.
(3) Steam up to the first anchor, sheer away, and let go the second anchor.

Supporting vocabulary
Anchor – Heavy iron implement used to hold the ship to a particular place in shallow water.
Aweigh – Said of an anchor when it is broken out of the ground and the anchor chain is leading/hanging straight up-and-down.