Today I will discuss a very simple and useful practical trick often used by pilots.
When we have to berth a vessel with small clearances forward and aft (say 20 to 25 mtr fwd and aft) it is very essential that you are able to estimate your position. Now most of the time you have a berthing supervisor on jetty who will help you with position. In addition you can inform your fwd and aft crew to give you clearances while vessel is being moved laterally towards the berth with small for and aft clearance.
But it can have following issues:
1. Estimate of your fwd and aft crew or berthing supervisor can be very vague at times and may cause you unnecessary concern and anxiety.
2. When vessel is not parallel to berth the position given by Berthing supervisor may not be correct.
I often find new pilots getting agitated and anxious in such scenario and loosing their concentration
Hence a proactive pilot will not entirely depend upon above feeds but will know his position fairly accurately by checking his bridge position.
So here we will look at systematic approach
First step is to calculate your final bridge position at berth.
1. For tanker, you can check your manifold to bridge distance and you can calculate what will be your bridge position wrt fixed objects on jetty i.e. mooring dolphins. Usually all pilots have access to berth drawings and they should know the distances between dolphins, so that they can calculate that bridge will be roughly ahead or behind of breast dolphin by so many meters.
2. For dry vessels generally berthing positions is given wrt to Panels/bollards. Pilot will have information about distance between bollards, and he can calculate his bridge position. Ex: A vl LOA 200 mtr is given berthing posn between Bollards 115 to 125 Distance between bollards is 20 mtr. From Vl bridge wing marking, we can find out bow to bridge distance is 160 mtr. So we know that bridge will be in line with bollard Number 123 ( from 115 to 123, 8 bollards with 20 mtr gap each i.e. 160 mtr)
3. Or if available Berthing supervisor can place Bridge Marker cones.
4. Now if berth alignment is 110-290. So the line 90 deg from berth alignment is 200. So Whenever you look at your bridge wing gyro repeater at 200 deg direction, you will exactly see your present bridge position.This will always give your correct bridge position irrespective of your heading. As can be seen in below picture.
Graphic by Capt. Girish Chandra
Graphic by Capt. Girish Chandra
One can also plan his Limits of bridge position something similar to NMT and NLT in chartwork and navigation. Eg. If bridge position is at bollard 122 or forward of it, that means Bow is not yet clear of vl ahead, or if bridge posn is at 124 of behind it, that means vl stern is still not clear from vessel behind hence in both situation we can not start to push vessel towards the berth.
Above is useful when you are far from berth, say 20 to 150 mtr. Once you are less than 20 mtr from berth, you can very effectively judge your bridge positions visually wrt to jetty markings/objects or by using side transits.
I hope you will find it useful and start using in future. You may please give your opinions in comments.
Video PSA Marine - Straits Piloting and Navigational Audit
In Singapore, only PSA Marine's Straits Pilots met the high standard certification criteria set by the Maritime and Port Authority of Singapore (MPA) and have been awarded with the Straits Pilot Certificate. Hence, only PSA Marine's Straits Pilots are certified to provide Voluntary Pilotage Services in the Straits of Malacca and Singapore.
Only PSA Marine can provide a seamless transit to/from the rendezvous point and any destinations in Singapore.
Since 2001, PSA Marine has been providing marine advisory services round-the-clock.
PSA Marine’s Straits Pilots are also practising Harbour Pilots at the Port of Singapore and they hold MPA’s highest class of pilotage licence.
Video British Columbia Coast Pilots: "Who Are the Coast Pilots"
You on YouTube. Created by BC Pilots
Video BC Coast Pilots "We Are The Coast Pilots"
Our team headed up to Price Rupert, BC to capture the on sea work of the BC Coast Pilots. These men and women spend days on large ship, in the cold and rough waters of BC. Learn more about this historic corporation in this video "We Are the Coast Pilots".
Video How Ship Anchor Works? - Procedure For Anchoring a Ship at Sea
Found on YouTube. Created by "marineinsight".
#Anchor #shipanchor #windlass
Anchoring is one of the very frequent operations onboard ships. A number of variables and external factors influence the duration and location of an anchoring operation. While the type of seabed is of utmost importance during anchoring, soft muddy grounds or clay bottoms are best preferred. It should be taken care that the anchoring bottom is free of power lines, submarine cables, pipelines or rocks.
Various methods on anchoring include consideration of direction and strength of wind, current and tidal stream. Often good local knowledge helps a mariner determine required manoeuvres and actions to be taken while anchoring.
This operations comes under the responsibility of deck officers. It involves the use of critical shipboard equipment and requires high level of situational awareness. The key responsibility of the deck officer at an anchor station is to use the anchoring machinery and available man power for carrying out the operation safely and efficiently in accordance with the masterâ€™s instructions.
In most of the cases, theoretical guidelines and bookish knowledge are helpful only to an extent. Situational awareness and spontaneity of the officers, and their instant decision making capability helps to carry out the operation fruitfully. A good knowledge of shipâ€™s maneuverability and the limitation of the equipment involved will further help the officer to make such spontaneous decisions. The competency of the officer is decided upon his ability to consider the situation, command his crew and to assess the orders give by the Master, to carry out the operation safely and efficiently.
Read: 9 Points to Remember When Dropping Ship Anchor in Emergency - https://www.marineinsight.com/guidelines/9-points-remember-dropping-ship-anchor-emergency/
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Movie Clip Credit: Caddyshack
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Video Failed 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 can easily fail.
More information: http://www.portrevel.com/3781-shiphan...