I got to the ship at the shipyard on the previously agreed time, taking into account the height of the tide in order to have a good under keel clearance, just to be informed that a sea chest valve is leaking and it will take about 45 minutes to fix... No problem, we are still within the tidal window, why not go for a walk around the shipyard and take some pictures with the sophisticated photographic equipment I keep in my pocket (Nokia N70 phone…).
After completion of the repair in the engine room and a few more pictures on my phone, I am finally called by the dockmaster and get to the bridge where I am received by the relieving captain, who happens to be happily drilling holes on one of the bulkheads in order to place an electronic display, together with the person that should be doing that, the shipyard electronics technician… he tells me the other captain will be coming soon.
When the “other” captain arrives on the bridge I give him the written plan and explain the intended manoeuvre. Taking into account that the main engine is still not working, two tugs will be used. By this time I have to ask the relieving captain to stop the drilling on the bridge as I can't communicate with the tugs and the shipyard dockmaster ashore with all that noise…
The dock gate is now opened and the aft tug is made fast. I ask the captain to test the bowthruster only to be informed that it will not work unless we wait for another 45 minutes. As the shipyard had given me the information that the thruster would be operative and it isn't, we now have to pass two more lines ahead in order to control the bow when coming astern.
Going to the bridge wing with the two captains I then realize they are both worried that the dock is quite narrow for the ship’s breadth. Yes it is, but it was already when the vessel came inside, unless the ship got bigger or the dock narrowed (this is what I wanted to say but kept to myself)… In fact the ship is about 16,5 meters wide and the dock about 18 meters, so no problem, we have already docked vessels with 17,8 m breadth (for those asking how is it possible for the shipyard to work on the side hull I must say that after passing the gate the dock widens about 1 meter).
I decide not to wait for the bowthruster because now nobody knows when or if it will be ready so I start to move the vessel with the aft tug pulling slowly, when we are joined on the bridge by the company superintendent. And this is when the two masters begin to be really worried about the new paint job (both captains, in the presence of their company superintendent tend to become uncomfortable, there is an obvious cultural difference problem that makes them fear that if something goes wrong their job will be at stake) …
When I then hear from one of the captains “it’s very close on this side, pilot” I have to answer “it’s very close on BOTH sides, Captain…”. The superintendent laughs and goes on his business, giving the chance for the masters to relax a little bit. Unlike the docking procedure, when we usually say to the more worried masters that if something goes wrong they are in the right place to repair their ship, on the undocking manoeuvres, with the vessel looking brand new and everybody proud of that new paint work, there is always extra anxiety on the bridge.
Drydocking or undocking is always a difficult task, particularly with a “dead” vessel (no power/propulsion) and the wind blowing on the ship's side. But everything goes fine, no scratches, no indentations, we pull the vessel out, make fast the other tug on the bow, swing the vessel and go starboardside alongside on another berth (easier said than done…).
Article Pilots and ship´s Captains
by Marine Pilot Luis Vale, Portugal - published on 23 August 2019
Article The use of helmets... or “Why Do Pilots Not Wear Helmets?”
by Marine Pilot Luis Vale, Portugal - published on 20 August 2019
Video History: Trinity House Buoys (1966)
Found on YouTube. Created by "British Pathé"
Several shots of buoys at a warehouse on the quay. Various shots show the Trinity House Vessel 'Siren' setting out to sea to carry out maintenance on buoys; a naval flag showing the Union Jack and the Trinity House Jack is hoisted; officers are seen using sextants and plotting their course on a chart. Nice M/S of a sailor tying on a life jacket. Sailors drop anchor beside a buoy, hoist weather balloons and ring bells on the ship.
The buoy is cleaned of mussels and limpets on the base, fitted with a new gas cylinder to power the flashing light and lowered back into the sea. The sea crustaceans are thrown back into the water.
Cuts exist - see separate record.
A VIDEO FROM BRITISH PATHÉ. EXPLORE OUR ONLINE CHANNEL, BRITISH PATHÉ TV. IT'S FULL OF GREAT DOCUMENTARIES, FASCINATING INTERVIEWS, AND CLASSIC MOVIES. http://www.britishpathe.tv/
Video 24/7 pilot - Nederlands Loodswezen - Dutch maritime pilots
• The Dutch pilots offer a contribution to the safe and quick pilotage of ships to and from the Dutch ports and the Flemish ports on the Scheldt River. Each year, they assist about 100,000 ships.
• Loodswezen aims to play a leading role by excelling in terms of service provision, training and education, efficiency, technology and customer satisfaction.
• The highly-trained maritime pilots and other staff members work closely together to ensure safe and efficient operations in all circumstances
Prince of Seas -- Noord / North
MSC Aurora -- Scheldemonden / River Scheldt
NYK Arcadia -- Rotterdam - Rijnmond
AIDAmar -- Amsterdam - IJmuiden
Video Allen Garfinkle — The Making of a Bay Pilot | 8/7/2019
Found on YouTube. Created by "St. Francis Yacht Club".
The Making of a Bay Pilot
Allen Garfinkle, Executive Director, Board of Pilot Commissioners, San Francisco, San Pablo and Suisun Bays
Professional mariner Captain Allen Garfinkle, will highlight the role of maritime pilots in waterborne commerce on San Francisco Bay, including how one becomes a maritime pilot, dangers of the job and common myths about piloting on the Bay. Captain Garfinkle is the Executive Director of the state level authority that trains, licenses and regulates those pilots. Prior to his role at the Pilot Commission, Captain Garfinkle was a deep-sea mariner for 30 years, including 22 years at Matson Navigation Company, where he was master on nine of their ships. Allen holds a Bachelor’s degree from California Maritime Academy and a J.D. from the University of San Francisco School of Law.
Article Port of Oakland welcomes biggest ship ever this week
by Marine-Pilots.com - published on 19 April 2020
Coronavirus may be hampering global trade but it hasn't broken the supply chain at the Port of Oakland. The latest evidence: the largest ship ever to call in Oakland arrives this week. The container vessel MSC Anna is scheduled to berth at the Port April 16.
The ship will tie up at Oakland International Container Terminal on the Oakland Estuary. The Port said that the 1,312-foot-long vessel is on special assignment from Geneva-based shipping line MSC. It’s collecting a backlog of empty containers in Southern California before arriving in Oakland. It’s scheduled to spend 24 hours here discharging import containers and loading exports.
Video Successful overtaking of another ship in a canal - Port Revel Shiphandling
Found on YouTube. Created by "Port Revel". From 2014...
Manoeuvring large ships at close quarters and on shallow water is one of the most difficult aspects of shiphandling because of the complex hydraulic interactions depending on the ships' speeds, on the water depth and on lateral restrictions like in canals. Training is conducted both on meeting and on overtaking ships in shallow waters. This video shows how overtaking in a canal should be conducted: come in close to the stern and then move away from the bow that will be sucked towards your ship.
More information: http://www.portrevel.com/3781-shiphan...