ISLES OF SCILLY PILOTAGE SERVICE OPERATING PROCEDURES

Transcription

1 ISLES OF SCILLY PILOTAGE SERVICE OPERATING PROCEDURES Prepared by MARICO Marine For the Duchy of Cornwall Isles of Scilly Competent Harbour Authority Updated October 2013

2 REVISION DIARY Date Page Comment Name 31/05/ Size of Vessel requiring Pilotage changed from 30m to 32m. 31/05/ Size of Vessel required for training purposes changed from 30m to 32m Alan Hartwell Alan Hartwell 31/05/2010 ii Revision Diary added Alan Hartwell 21/02/2011 D2 Section 3 Amended Alan Hartwell 18/05/ Section 1.2 Extent of Pilotage changed from 6 to 5 miles due to typographical error. Ref. The Isles of Scilly (Pilotage) Harbour Revision Order /04/2013 Pilotage tripping requirements changed to included a sliding scale to unrestricted; compulsory pilotage length reverted to 30m 15/05/ Amendment to section 5.3 (Visibility and Under Keel Clearance). Draft for entry reduced by 1m for both leads seen and not seen options 04/10/ Section 2.3.2: Restricted Pilots now subject to new training schedule 04/10/ Section added. Near miss and incident reporting. Alan Hartwell Dale Clark Dale Clark Alan Hartwell Alan Hartwell 04/10/ Sections and added. PEC review and examinations. Alan Hartwell 04/10/ Section 3.3: Change First Mate to Deck Officer as per new guidelines 04/10/ Section 5.3: Draught for entry increased by 0.7m for both leads seen and not seen options Alan Hartwell Alan Hartwell Pilotage Procedures 2014.doc Page: i

3 Date Page Comment Name 04/10/ Section 6.3.2: Change to pilot boarding position to match chart. 04/10/ Section changed to Defects to ship and shore navigational aids. Sentences added. 04/10/ Section 9: first mate changed to deck officer as per new guidelines. 04/10/ Section 10.1 (d): national competency training changed to national occupational standards. Alan Hartwell Alan Hartwell Alan Hartwell Alan Hartwell 04/10/ Section : Assessment by Senior Pilot added Alan Hartwell 04/10/2013 A3 Contact details updated and improved to include addresses 04/10/2013 B3 Contact details updated and improved to include addresses Alan Hartwell Alan Hartwell Pilotage Procedures 2014.doc Page: ii

4 Welcome to the Isles of Scilly Pilotage Procedures 2014.doc Page: iii

5 CONTENTS 1. INTRODUCTION Application of Compulsory Pilotage Extent of Compulsory Pilotage 1 2. DUTIES AND RESPONSIBILITY Summary of Roles Competent Harbour Authority Harbourmaster Pilotage Function The Pilotage Safety Management System Unrestricted Pilots Restricted Pilots Pilotage Exemption Certificate Holders Senior Pilot Pilot Examiner Appointment of Pilots to Vessels Pilot Unavailable Bad Weather 4 3. GENERAL PROCEDURES Notice of Arrival Pre-Arrival Information Extent of Pilotage Pilot Unable to Board / Disembark Overcarriage 6 4. BOARDING AND DISEMBARKING Boarding Positions Boarding and Disembarking Pilot Ladders (Boarding Arrangements) Master Pilot Information Exchange Pilot Unable to Board 8 5. NAVIGATION General Underkeel Clearance Visibility and Underkeel Clearance GPS and DGPS Information Buoy Positions 9 6. DIRECTIONS St Mary s Sound Depths and Currents Directions North West Passage (North Channel) Depths and Currents Directions Crow Sound Depths and Currents Directions St Mary s Road Broad Sound Smith Sound 12 Pilotage Procedures 2014.doc Page: iv

6 7. SAFETY General Safety Clothing Safe Boarding and Disembarking INCIDENTS AND DEFICIENCIES Incident and Near Miss Reporting Vessel Deficiencies Defects to Ship and Shore Navigation Aids PILOTAGE EXEMPTION CERTIFICATES TRAINING Basic Qualifications and Experience Trainee Pilot Induction Training Theory Practical Assessment Interviews Examination Upgrade to Unrestricted Re-Authorisation GLOSSARY 18 ANNEXES A: Notice to the Harbour Master and Pilot of Intention to Navigate in the Scilly Pilotage Area A1-A4 B: Generic Passage Plan B1-B9 C: Combined Pre-Arrival and Pilot Information Card (Isles of Scilly Pilotage District) C1-C2 D: Pilotage Exemption Certificate Requirements D1-D3 E: Pilotage Training Syllabus E1-E3 Pilotage Procedures 2014.doc Page: v

7 1. INTRODUCTION The Duchy of Cornwall was appointed as the Competent Harbour Authority for the Isles of Scilly in 1987, when responsibility for pilotage was devolved from Trinity House to Harbour Authorities throughout the UK. These procedures outline the way in which the pilotage service is operated and the standards it maintains. 1.1 Application of Compulsory Pilotage Pilotage is compulsory for all vessels (including sail training ships), navigating within the Pilotage District of the Isles of Scilly except for Her Majesty s and foreign war ships, Trinity House vessels engaged in the maintenance of navigation marks, vessels less than 30 metres (Tug and tows are measured from the bow of the towing vessel to the stern of the towed vessel), and trawlers less than 47.5 metres in length. Pilots board within the pilotage jurisdiction and would expect to board by the time the vessel is about one mile off the 50m contour. In addition to the above, Pilotage is compulsory for all commercial vessels not normally operating from St. Mary s Harbour who wish to access the slipways or beaches within the limits St. Mary s Harbour Commercial vessels under 30 metres working / Navigating between the Islands are strongly advised to seek guidance from the Pilots. 1.2 Extent of Compulsory Pilotage The Pilotage District comprises all waters within a 5 nautical mile radius of the Southern End of Samson Island ( N, 6 21 W). Pilotage Procedures 2014.doc Page: 1

8 2. DUTIES AND RESPONSIBILITY 2.1 Summary of Roles Competent Harbour Authority The Competent Harbour Authority (CHA) function will: Set authorisation requirements for unrestricted and restricted pilots. Set requirements for PEC holders. Set charges against a policy to provide a pilotage service that is self-financing. Maintain and publish pilotage accounts in accordance with any requirements of the Pilotage Act. Maintain safety management system information. Regularly review pilotage procedures and requirements. The Harbourmaster will be the recognised representative for the CHA and responsible for overseeing the arrangements made by the CHA Harbourmaster The Harbourmaster function shall: Liaise with Agents and ensure programmed vessels provide information in accordance with procedural requirements. Ensure information is delivered to the designated pilot for the vessel. Invoice vessel agents for the pilotage service. Authorise payments to pilots (or pilotage company) for acts undertaken. Maintain pilotage records and accounts for the CHA. Make recommendations to the CHA in respect of any amendments to Authorisation. Maintain pilotage safety management system. Monitor tripping of trainee pilots and currency of existing pilotage experience. The maintenance of training schedule records for trainee and restricted pilots and the professional updating of all pilots is an essential part of the pilotage safety management system. This responsibility will include: 1. Maintaining records of the status of and any restrictions to all pilots (2.2.2) 2. The development and review of training policies and procedures 3. Preparing annual review of training progress and future requirements. 4. Reviewing incident and near-miss reports submitted by pilots. 5. Reviewing proposed changes to pilotage procedures, prior to adoption. Pilotage Procedures 2014.doc Page: 2

9 2.1.3 Pilotage Function The pilotage function shall: Be responsible to the master and owners of any vessel under pilotage, and to the CHA, for the provision of proper advice on all matters relating to pilotage. Appoint the pilot(s) for each act. Liaise directly with approaching vessels and arrange attendance on board. Invoice Harbourmaster for acts of pilotage undertaken. Provide senior pilot to examine trainee, restricted and PEC applicants. Own and discharge relevant parts of pilotage procedures. This would include continuous development of pilotage procedures, providing proposed changes to the Harbourmaster for review. Maintain appropriate records as requested by the Harbourmaster. 2.2 The Pilotage Safety Management System Pilots shall be responsible to the Master and owners of any vessel under pilotage and to the Competent Harbour Authority (CHA), for the provision of proper advice on all matters relating to the safe navigation within the pilotage district Unrestricted Pilots Unrestricted Pilots are authorised to pilot any vessel entering, departing or moving within the Pilotage District Restricted Pilots Restricted Pilots are authorised to pilot any vessel in accordance to the training schedule as set out in section 10.3 of this document whilst entering, departing or moving within the Pilotage District. The Harbour Master shall maintain up to date lists of the restrictions applied to any Pilots Pilotage Exemption Certificate Holders Restrictions applicable to Pilotage Exemption Certificate holders are contained in the Pilotage Exemption Certificate Requirements in Annex D. Pilotage Procedures 2014.doc Page: 3

10 2.2.4 Senior Pilot The Senior Pilot shall be an Unrestricted Pilot appointed by the CHA and will be responsible for the administration of the service on a day-to-day basis, including: 1. Appointing pilots to vessels as per Section Maintaining a file of Master/Pilot Exchange forms for all vessels subject to compulsory pilotage. 3. Maintaining a record of pilotage acts showing the details of each act of pilotage performed by each pilot. 4. Assessing the progress of trainee pilots and identifying any areas of additional training that is required. 5. Planning of the training programme for trainees and Restricted Pilots. 6. Submitting proposed changes to the pilotage procedures for review and approval by the Harbour Master Pilot Examiner The CHA shall appoint a Pilot Examiner who shall be qualified to the standard of an Unrestricted Pilot but will not necessarily be a serving pilot. His responsibilities include: 1. Examining trainee pilots for authorisation, 2. Examining Restricted Pilots for upgrade 3. Periodic auditing and re-authorisation of authorised pilots. 4. Annual review of PEC holders. 5. Examining ships staff for PEC. 2.3 Appointment of Pilots to Vessels Pilots shall be appointed to vessels by the Senior Pilot taking into account the required grade of pilot for the size of the vessel, the need of each pilot to undertake sufficient acts of pilotage to maintain proficiency and pilot training requirements. The Senior Pilot may, at his discretion and taking into account weather conditions and size of vessel, require two pilots. 2.4 Pilot Unavailable If, for any reason (e.g. sickness), no pilot is available to attend a vessel that is subject to compulsory pilotage, the pilot appointed to the vessel will advise the Harbour Master, who will instruct the vessel to remain outside the Pilotage District until such time as a pilot is available. 2.5 Bad Weather The Pilotage Service shall be suspended during any period of bad weather and/or high sea states if the pilot on turn considers it appropriate to do so. Pilotage Procedures 2014.doc Page: 4

11 3. GENERAL PROCEDURES 3.1 Notice of Arrival The Master of any vessel subject to compulsory pilotage shall give notice of the intention to navigate in the pilotage area, providing the information in accordance with the Notice to the Harbour Master and Pilot of Intention to Navigate in the Pilotage Area, contained in Annex A. 3.2 Pre-Arrival Information All vessels that are subject to compulsory pilotage are required to provide the pilot with the information listed in the Pre-Arrival Pilot Information Form contained in Annex C. If this information is submitted by fax, confirmation of receipt should be provided to the vessel or Agent. Any subsequent changes should be advised verbally by VHF on arrival. Where a vessel has submitted a previous Pre-Arrival Form, it will be sufficient for the vessel to declare No change, if applicable, to the Propulsion and Steering section. The pilot on duty should request this information, if not already received, as the vessel approaches the Pilotage District. On or before receipt of the completed Pre-Arrival Pilot Information Form, the vessel shall be provided with a copy of the generic passage plan contained in Annex B. 3.3 Extent of Pilotage The application of compulsory pilotage is defined in Section 1.1. The geographical extent of the Pilotage District is defined in Section 1.2 Except as provided below, any vessel subject to compulsory pilotage shall be piloted either by an Authorised Pilot or by a Deck Officer holding a valid Pilotage Exemption Certificate. This should be the case throughout the extent of the compulsory pilotage district. Vessels arriving from outside the Isles of Scilly may transit that part of the Pilotage District, which lies between the offshore boundary and one of the pilot boarding positions (defined in Section 4.1 and marked on BA Chart 34) without a pilot on board under the following circumstances: 1. The vessel is in VHF contact with St Mary s Pilot, has obtained permission to enter the Pilotage District. 2. The pilot boarding position has been agreed. 3. The vessel is approaching directly from seaward along or approximately along a track formed by the extension of the leading line adjacent to the advised boarding position. Pilotage Procedures 2014.doc Page: 5

12 Vessels departing from the Isles of Scilly may transit that part of the Pilotage District which lies between the pilot boarding positions defined in Section 4.1 and marked on chart BA 34, and the offshore boundary of the Pilotage District, by a route leading directly away from the nearest land (or as otherwise directed by the pilot before or after disembarkation), without a pilot on board. 3.4 Pilot Unable to Board / Disembark The navigation of all vessels subject to pilotage shall be directed by a pilot on board the vessel being piloted. Where it is not possible (due to weather or any other exceptional circumstances) for the pilot to board or disembark in the usual position, consideration must first be given to directing the vessel to an alternative position in which boarding or disembarking can safely take place (e.g. on the lee side of the island(s). If this is not possible, in the case of a departing vessel, over carrying should be the preferred option. In extreme circumstances where this is not practicable, then at the discretion of the pilot and with the agreement of the Master, pilotage services may be provided by such pilot on board another craft in close attendance to the vessel (remote pilotage), when navigating inside the Pilotage District. This provision shall not apply to any transit through St Mary s Sound where vessels liable to compulsory pilotage must be under the direction of a pilot on board. In the event that the Master of an arriving vessel elects to refuse remote pilotage, the vessel shall be instructed to remain outside the Pilotage District until such time as, in the opinion of the pilot, he is able to safely board. The pilot shall not commence any act of remote pilotage without having first become satisfied that the master is able to demonstrate understanding of a prepared passage plan (see also Section 4.4 (Master- Pilot information exchange). In the case of vessels departing the Pilotage District, the pilot may be over-carried. 3.5 Over Carriage Over carried pilots will disembark at the first reasonable opportunity en-route. The charges for over carried pilots shall be equal to expenses incurred to return to the Isles of Scilly. Pilotage Procedures 2014.doc Page: 6

13 4. BOARDING AND DISEMBARKING 4.1 Boarding Positions For St Mary s Sound 49 o 53 N 6 o 17 W For North West Passage 49 o 56 N 6 o 26 W For Crow Sound 49 o 55.5 N 6 o 13.5 W Vessels are required to wait outside the outer limit of the Pilotage District until contacted by the pilot. If it becomes apparent that a vessel is steering to approach closer than the agreed pilot boarding position, the pilot shall, if appropriate, instruct the vessel to slow, stop or stand away. 4.2 Boarding and Disembarking See also Section 7 - Safety VHF radio contact should be established between the pilot launch and the vessel as soon as possible. The pilot should instruct the Master which side of the vessel is required for boarding access and speed. This information should be communicated as soon as practicable. The decision as to whether it is safe to put the launch alongside is the sole responsibility of the launch coxswain. If the coxswain considers it safe, the pilot will assess the sea conditions and, in his absolute discretion, assess whether it is safe for him to board (or disembark) from the vessel. In either event, if it is not considered safe to board or disembark, the pilot shall advise the Master accordingly and follow the procedures set out in Section 3.4. If it is considered safe to board the vessel, the pilot should decide on the best location in which to board the vessel, having due regard to the sea conditions inshore and offshore, and the need to board the vessel in sufficient time to close and steady on the leads, and complete the Master/Pilot exchange of information before committing to the channel. The pilot will liaise with the Master to manoeuvre the vessel as required to create a satisfactory lee for boarding. If the vessel has to stand well inshore from the designated boarding position in order to safely board the pilot, consideration should be given to taking the vessel offshore and making a new approach, to give sufficient time to complete the Master / Pilot exchange and steady the vessel on the leads. Pilotage Procedures 2014.doc Page: 7

14 4.3 Pilot Ladders (Boarding Arrangements) Vessels are required to provide pilot ladders in accordance with SOLAS and IMPA requirements. In particular, vessels are required to provide a means of access, which involves a vertical climb of not more than 9 metres; this may be achieved by means of a shell door or a combination arrangement with an accommodation ladder. Forwardfacing accommodation ladders are not acceptable in this respect and should not be used. 4.4 Master Pilot Information Exchange On boarding, the pilot should sight the passage plan prepared by the vessel. The plan to be followed, taking the vessel s plan into account, if practicable, shall be discussed and agreed with the Master see International Chamber of Shipping (ICS) Bridge Procedures Guide Section In addition, the Master / Pilot exchange shall include but not necessarily be limited to: 1. Intended route, including principal navigation aids 2. Critical points and/or hazards 3. Tidal stream and weather considerations 4. Communication requirements (if remote pilotage) 5. Any traffic / small craft of interest 6. Ships draughts and principal particulars (Pilot Information Card) 7. Any defects to ships navigational, steering or propulsion machinery 8. Any unusual handling or manoeuvring characteristics 9. Confirm navigation gear, steering and engines tested prior to entry/departure The pilot should be provided with a Pilot Information Card in the form recommended in Annex 3 to the ICS Bridge Procedures guide, or equivalent. 4.5 Pilot Unable to Board In such circumstances, the Master/Pilot exchange prior to transit shall be carried out verbally by VHF communication in the case of arriving vessels, or in the case of departing vessels by the pilot attending on board prior to departure and providing assistance to the master to further develop a departure passage plan. Where possible, pilots should review departure passage plans during their attendance onboard for arrival. Pilotage Procedures 2014.doc Page: 8

15 5. NAVIGATION 5.1 General Vessels should be navigated at all times in accordance with the ICS Bridge Procedures Guide. Pilots should use their best endeavours to ensure that ship s staff make proper use of appropriate navigational procedures, including the use of visual leads, clearing bearings, parallel indexes, and GPS reference lines, to properly monitor the vessel s position and progress along the navigational channels. Masters of vessels failing to do so should be cautioned and continued failure should be reported to the Harbour Master. 5.2 Under keel Clearance The minimum transiting under keel clearance allowed in any part of the pilotage area is one metre. Due allowance shall also be made for the effects of swell and squat. Normal navigational prudence may dictate an increased clearance, which shall be subject to Pilot advice. Additional under keel criteria apply for specific Sounds and recognised routes to St Mary s, which are related to visibility (see section 5.3). 5.3 Visibility and Under-keel Clearance Vessels will normally enter in daylight. St Mary s Sound and North West Passage leads require a visibility of approximately 5 miles to ensure that an approaching vessel is correctly lined up prior to entry. In St Mary s Sound the maximum transiting draught when the leads can be seen shall be 4.7 metres plus the height of tide. If leads cannot be seen, the maximum transiting draught shall be 3.7 metres plus the height of tide. Vessels may otherwise transit St Mary s Sound, Crow Sound and North West Passage at the discretion of the Pilot and Master, taking due account of the navigational preparedness and capability of the vessel. 5.4 GPS and DGPS Information If the vessel is fitted with a Global Positioning System (GPS), ship s staff should set up a reference line to correspond with the leads and other tracks. Due allowance should be made for the corrections to satellite derived positions to agree with charted positions, particularly in St Mary s Sound. Ship s staff should be asked to provide distance off-track (cross-track error) information and the accuracy and reliability of the information evaluated in good weather conditions. 5.5 Buoy Positions The positions of buoys cannot be guaranteed, particularly in and after conditions of heavy weather. Buoys are a useful check on position but should never be used as a primary means of navigation. Pilotage Procedures 2014.doc Page: 9

16 6. DIRECTIONS 6.1 St Mary s Sound Depths and Currents The controlling depth for St Mary s Sound is 9.9 metres (off Woolpack Point) and currents generally flow along the length of St Mary s Sound, however a significant set towards the N Bartholomew and Bartholomew Ledges occurs at times. Actual currents may temporarily exceed the predicted rates. A current chart is shown on BA chart Directions Approaching St Mary s Sound from along the SE coast of St Mary s Island it should be noted that the radar image of Old Town Bay and Porthcressa can be mistaken for the entrance to St Mary s Sound. This is particularly the case on low range scales when the land is displayed towards the edge of the display. This can be avoided by checking on higher range scales and standing further offshore. Vessels are cautioned not to approach nearer than the pilot boarding position (49 53 N 6 17 W) unless instructed by the pilot. Approaching from the SE, steer to keep the North Carn of Mincarlo in line with SW extremity of Great Minalto, bearing 307½. This line must be followed accurately. Parallel index may be set up on The Bow (0.41 to port) and/or Woolpack (S Cardinal) Beacon (0.13 to starboard). In either case, care should be taken to positively identify the radar target due to the possibility of confusion with small vessels, which may be in the vicinity. Care should be taken if using the end of the land for parallel indexing as the error resulting from confusing the high and low water line is sufficient to induce displacement of the vessel out of the channel. A pillar beacon marks Bartholomew Ledges, whilst the North Bartholomew Ledge is marked by a lit port hand buoy. Care should be taken approaching the inward end of the sound as vessels approaching from starboard may be concealed behind Garrison Hill. When St Martin s Daymark is in line with Creeb Island, course may be altered into St Mary s Road, giving a good clearance off Woodcock Ledge and Southward Well. 6.2 North West Passage (North Channel) Depths and Currents Details of currents are shown on BA Chart 34. The controlling depth is 12 metres in the channel Directions Vessels should steer to approach the Passage from the NW. Vessels are required not to approach nearer than the pilot boarding position (49 56 N 6 26 W) unless instructed to do so by the pilot. Pilotage Procedures 2014.doc Page: 10

17 Approaching from the NW, steer to keep the disused lighthouse on Saint Agnes Island in line with the lead mark on Tins Walbert (installed 2001). This line clears Steeple Rock (0.35 to NE). Care should be taken not to stray to Port of this leading line, due to proximity of Steeple Rock. Steeple Rock is marked by a lighted West Cardinal buoy ( N W). In particular the flood tide runs across the entrance and can set vessels to Port. The hazards to starboard posed by Carnbase and Jeffrey Rock need to be noted. Parallel index may be obtained off Mincarlo, 1 mile to port. Care must be taken in identifying Mincarlo as the correct radar target for parallel indexing Biggal 1, lying close to Mincarlo is picked up by radar and can provide confusion. As the N summit of Great Ganilly comes into line with Bant s Carn (brg 059), alter course onto this lead. Great Minalto and the South end of Samson Island can be used for parallel index (5 cables to port). For turning, Newman Rock open of the end the Harbour Breakwater clears Spencer s Ledge until the Great Ganilly / Bant s Carn lead is closed. Spencer s Ledge is marked by a South Cardinal Buoy ( N W). In poor visibility, the approach through North West Passage is made on a track of 124, with Great Smith ahead. Great Smith can be identified on the radar with care, as it is an isolated rock. A parallel index distance of one mile off Mincarlo will clear Steeple Rock and Spencer s Ledge. The parallel index can be transferred to Great Minalto and with the Spencer s Ledge buoy (lighted) providing an alter course mark, heading can be changed onto a new parallel index line, 5 cables off Great Minalto (and the South end of Samson Island), to lead into St Mary s Road. The alter course position is less than 7 cables from Great Smith Is and the new course 059 clears the 9.7 metre patch at Spencer s ledge on the turn. Although not for primary navigation, clearing distances of 3 cables may be used for both the Steeple Rock and Spencer s Ledge buoys which should be visible on radar thus providing a common secondary indexing range. GPS reference information (distance off-track) can form a useful cross check in this passage. 6.3 Crow Sound Depths and Currents Details of currents are shown on BA chart 34. The controlling depth is 12 metres (at the anchorage) although a 7.9 metre patch exists off Blockhouse Point Directions Vessels should steer to approach the Sound from the SE. Vessels are instructed not to approach nearer than the pilot boarding position ( N W) unless instructed to do so by the Pilot. 1 Biggal is a small rock lying at the end of Mincarlo and both can provide a similar response to radar transmission. Pilotage Procedures 2014.doc Page: 11

18 Approaching from the SE, steer to keep the summit of Samson Hill in line with the NE edge of Innisidgen Islet, bearing 284½ o. Tolls Island may be used for parallel indexing, 0.28 miles to port, together with the NE end of Innisidgen, right ahead. Anchorage may be obtained 3.5 cables E of Innisidgen Islet, in winds from SW to NE through NW. The anchorage is untenable in strong E winds. 6.4 St Mary s Roads Anchorage may be obtained in St Mary s Roads, between Samson Island and St Mary s Harbour. The anchorage is exposed in winds between SW and NW. Winds from the SW bring in a heavy sea and can render the anchorage unsafe. The holding ground is generally good in depths of more than 6 metres, although poor holding exists in the vicinity of Saint Agnes Island. A restricted area, 300 metres radius, centred 4 cables south of Southward Well Point exists over an historic wreck. 6.5 Broad Sound The use of Broad Sound is not generally recommended due to the fact that sea conditions off Bishop Rock will usually preclude boarding or disembarkation, moreover the lead is only visible in very clear weather. Parallel index may be taken of the Bishop Rock and Haycocks. 6.6 Smith Sound The use of Smith Sound is not recommended. The channel is narrow and there is no single lead that clears all dangers. Pilotage Procedures 2014.doc Page: 12

19 7. SAFETY 7.1 General Pilots should be familiar with and apply the procedures set out in the Code of Practice: Boarding and Landing of Pilots by Pilot Boat, issued by the British Ports Federation/UK Pilots Association (UKMPA). 7.2 Safety Clothing Pilots should wear non-slip safety shoes or boots. The minimum standard should be as set out in the UKMPA Recommendations on Pilots Safety Clothing (1990). Flotation coats incorporating safety harness, lifejacket, strobe light and personal locator beacons are recommended. 7.3 Safe Boarding and Disembarking Where the access to the vessel requires a substantial climb, the pilot may prefer the launch to move away to prevent serious injury in the event of a fall; in other cases it is generally considered preferable for the launch to remain under the ladder. Prior to boarding the pilot will advise the coxswain whether he wishes the launch to remain under the ladder or move away from the vessels side. The pilot and launch crew should remain inside the cabin until the launch is at reduced speed, in the lee of the vessel. At night, the launch s deck lights should be turned on before any personnel proceed on deck. The searchlight should be used to illuminate the pilot ladder and foredeck of the launch. Personnel should go forward along the side of the launch which is away from the vessel. The launch crew must be on deck to assist the pilot boarding or disembarking. To prevent the ladder being trapped between the vessel s side and the launch, the launch crew should ensure that the bottom of the pilot ladder is retained on the deck of the launch throughout transfer of the pilot. The pilot shall ascertain that the ladder is properly secured by communication with the vessel s crew before attempting to embark. The pilot should not attempt to embark in the absence of such communication. If the height of the pilot ladder requires adjustment, the pilot and launch crew should return to the safety of the cabin and the launch should stand off while adjustments are made. Pilotage Procedures 2014.doc Page: 13

20 8. INCIDENTS AND DEFICIENCIES 8.1 Incident and Near Miss Reporting In the event of an incident or near miss, a detailed report should be completed by the Pilot and submitted to the Harbour Master within 24 hours of the incident. Such report should be in the form of a statement of factual events. Names and contact details of persons involved and witnesses should be included where possible. Times should be entered where known; estimated times should be clearly indicated as such. Opinions or subjective comments should be excluded. The report should be signed, dated and witnessed. The Senior Pilot may (or at the request of the Harbour Master will) submit proposals to amend the pilotage procedures to prevent or reduce the possibility of recurrence of such incidents / near misses or mitigate the consequences. The Harbour Master will review proposals before adoption. 8.2 Vessel Deficiencies In the case of arriving vessels, in the event that the pilot is unsatisfied with the condition or preparedness of the vessel as evidenced by his observations or information supplied, the vessel may be directed to an alternative anchorage or instructed to leave and remain outside the Pilotage District until such time as the deficiencies have been rectified. In general, vessels with any significant navigational, steering or propulsion defect should not transit St Mary s Sound. In the case of departing vessels, the Master and Pilot shall carry out a risk assessment from which procedures to eliminate or minimise any risks to life, the vessel and/or the environment shall be identified and implemented. Any risks associated with the vessel remaining in the anchorage should also be taken into account. The Harbour Master shall be advised, and may additionally impose restrictions on or issue directions to vessels with declared defects or leaking marine pollutants. Pilots will be advised accordingly. 8.3 Defects to Ship and Shore Navigation Aids Any pilot noting any defect or damage to any navigation aid shall report such defect or damage to the Harbour Master immediately. The Harbour Master will pass this information on to MCA. Any defects to buoys etc. will be reported to Trinity House and LNtM promulgated. Pilotage Procedures 2014.doc Page: 14

21 9. PILOTAGE EXEMPTION CERTIFICATES A Pilotage Exemption Certificate may be granted to persons who are bona fide Masters or Deck Officers, legally entitled to navigate the vessel under the laws of the country in which the vessel is registered. The conditions and requirements for the issue of a Pilotage Exemption Certificate are contained in the Pilotage Exemption Certificate Requirements in Annex D. 10. TRAINING 10.1 Basic Qualifications and Experience All pilots shall hold either: a) A Department of Transport Master Mariner (Class 1) Certificate of Competency or equivalent, or; b) A Department of Transport Certificate of Competency with a Command Endorsement, or; c) Previous experience as a pilot or equivalent ship handling experience; d) Appropriate training under the national occupational standards for marine pilots. Pilots authorised on or before 1 st January 1999 are exempt from this requirement. All pilots shall be physically fit and shall be required to maintain compliance with the national medical requirements for seafarers (ENG 1) and submit a certificate of medical fitness (ENG 1). Over 50 years of age an annual medical from the local medical centre will be required as specified by the CHA. Pilots shall normally retire at the age of 60 but may continue to 65 upon satisfactory re-validation Trainee Pilot The amount of training required will depend upon the experience and qualifications of the trainee. The Senior Pilot will assess the training requirements of trainee pilots and prepare a training program appropriate to the trainee s qualifications and experience. Pilotage Procedures 2014.doc Page: 15

22 Induction Training Induction training will include: Theory Safety Procedures including boarding and disembarking (Code of Practice: Boarding and Landing of Pilots by Pilot Boat, etc) Knowledge of the area (including practical training by personal experience under instruction from another pilot and a study of relevant charts and publications) Building detailed theoretical knowledge of the pilotage area according to the syllabus contained in Annex E, knowledge of: Basic Pilotage law Local Bye-laws and Regulations Pilotage Procedures M Notices relevant to pilotage matters Relevant current Notices to Mariners Dangerous Substances in Harbour Areas Regulations Practical The minimum experience needed will be assessed by the pilot examiner on appointment as a trainee. For guidance, a minimum experience of 70 pilotage acts will be normal, of which 10 must be on different vessels, 10 during the hours of darkness and 10 in conditions of restricted visibility. This must include 10 acts to and from both anchorages, 10 acts into and out of St Mary s Harbour, 20 acts via the North West Passage, 20 acts via St Mary s Sound and 20 Acts via Crow Sound. The tripping requirement must also include at least 5 acts to and from Old Grimsby and New Grimsby Harbours on appropriate sized vessels. With the exception of Old Grimsby and New Grimsby Harbours, all tripping must be in vessels of more than 30 metres in length. At least 4 acts in each channel must be under formal assessment by an Unrestricted Pilot or the Pilot Examiner. At least two of these acts must be under formal assessment by the Pilot Examiner or the Senior Pilot on his behalf Assessment Interviews Trainee pilots will be interviewed periodically to assess their progress, and identify future training needs Examination On completion, the trainee will be examined by a panel consisting of the Senior Pilot, the Harbour Master and the Pilot Examiner. This examination will be mainly oral but Pilotage Procedures 2014.doc Page: 16

23 will include a project of the candidate s choice, relevant to practical pilotage, together with examination of the tripping record and formal assessments. On successful completion, the candidate will be authorised by the CHA for vessels up to 5,000 Gross Tonnes Upgrade to Unrestricted Pilots may be upgraded to Unrestricted after having satisfactorily obtained: months experience as restricted pilot. 2. The following training programme set out below Type of pilotage qualification Valid for Minimum number of trips Minimum period of experience Comment Restricted C Up to 5,000GT 10 trips having the conduct of vessels over 2,000 GT 10 trips accompanying unrestricted pilot on vessels over 5,000GT Restricted B Up to 10,000GT 10 trips having the conduct of vessels over 5,000 GT 10 trips accompanying unrestricted pilot on vessels over 10,000GT Restricted A Up to 20,000GT 10 trips having the conduct of vessels over 10,000 GT 10 trips accompanying unrestricted pilot on vessels over 20,000GT Minimum of 24 months experience as restricted pilot required before advancing to unrestricted pilot Initial examination by Harbour Master, Senior Pilot and Pilotage Examiner Unrestricted Unrestricted Assessment by Senior Pilot and Pilotage Examiner 3. Assessment by a panel comprising the Harbour Master, the Senior Pilot and the Pilot Examiner Re-Authorisation Authorised pilots should be subject to periodic audit, satisfactory completion of which should result in their authorisation being confirmed. Pilotage Procedures 2014.doc Page: 17

24 11. GLOSSARY The following abbreviations and acronyms have been used throughout this document: Acronym CHA CPP ETA GPS IALA ICS INMARSAT NI PEC SOLAS VHF Definition Competent Harbour Authority Controllable Pitch Propeller Estimated Time of Arrival Global Positioning System International Association of Lighthouse Authorities International Chamber of Shipping International Maritime Satellite Communication System Nautical Institute Pilotage Exemption Certificate Safety of Life at Sea Convention Very High Frequency (marine radio) Pilotage Procedures 2014.doc Page: 18

25 ANNEX A NOTICE TO THE HARBOUR MASTER AND PILOT OF INTENTION TO NAVIGATE IN THE SCILLY PILOTAGE AREA Pilotage Procedures 2014.doc Page: A.1

26 NOTICE TO THE HARBOUR MASTER AND PILOT OF INTENTION TO NAVIGATE IN THE SCILLY PILOTAGE AREA The Master of any ship, trawler, sail training vessel or yacht which is subject to compulsory pilotage shall give notice of the intention to navigate in the pilotage area providing the following information: 1. A notice of estimated time of arrival (ETA) shall be sent to the Harbour Master for every inward bound ship, trawler or yacht for which a pilot is required. The ETA must be received by the Harbour Master at least 24 hours before the ETA at the outer limit of the Pilotage District. 2. If the voyage is less than 24 hours duration, the vessel should give an ETA to the Harbour Master and Pilot immediately on sailing from the last port prior to arrival at St Mary s Pilotage District. The Harbourmaster needs to be advised of this during working hours if at all possible. 3. Immediately it becomes apparent that a vessel will not arrive within 3 hours after the specified ETA, an amended ETA must be sent to the pilot. 4. The notice of ETA shall include the vessel s name, date and time of ETA, draught, overall length, gross tonnage, number of passengers or quantities of cargoes, radio call sign and INMARSAT telephone number. 5. The notice of ETA must identify any deficiencies in propulsion, steering or navigational equipment and confirm that the vessel has: BA charts 34 and 883, BA Sailing Directions NP27, tide tables and List of Lights for the area, (or equivalent publications) on board, fully corrected and up-to-date. Prepared detailed passage plans from the pilot boarding positions to the respective anchorages, in accordance with the principles laid down in the ICS Bridge Procedures Guide and Nautical Institute Bridge Team Management publications. 6. The Pre-Arrival and Pilot Information Card contained in ANNEX C may be used for the purpose of this notice. 7. Before entering the Pilotage District (defined by a radius of 5 miles from the South end of Samson Island (49 o N 6 o W)) the vessel must obtain permission from St Mary s Pilot (VHF channel 16, then 14). Vessels arriving ahead of ETA must remain outside the pilotage district unless contact with the pilotage station has been established. 8. Before entering the Pilotage District vessels should test their propulsion astern, emergency steering arrangements, have two steering motors in operation and have their engines in immediate readiness for manoeuvring. 9. Outward bound vessels shall give not less than 4 hours notice of their intention to navigate within the limits of the Pilotage District to the pilot Pilotage Procedures 2014.doc Page: A.2

27 The Harbour Master may be contacted on VHF channel 16, call sign St Mary s Harbour, working VHF channel 14. The Harbour Office is manned daily from 0800 to 1700 although a radio watch is not continuously maintained. Guidance for the preparation of passage plans can be obtained from the Secretary to the St Mary s Boatman s Association. Relevant contact details are listed below: Harbour Master: Telephone +44 (1720) or ; Fax: +44 (1720) ; hm@stmarys-harbour.co.uk St Mary s Boatman s Association: Telephone & Fax +44 (1720) Receipt of information sent by fax should be verified by a telephone call. Pilotage Procedures 2014.doc Page: A.3

28 ANNEX B GENERIC PASSAGE PLAN Pilotage Procedures 2014.doc Page: B.1

29 Dear Captain, Welcome to the Isles of Scilly. The safety of your vessel and passengers during the transit to and from the anchorages, and throughout your visit is a matter of great importance to us. This letter provides important information to assist you in planning your passage into and out of the islands. In integrating this advice into your passage plan, you will be assisting our pilots to work closely with your bridge team for each transit. The Pilotage District comprises all waters within a 5 nautical mile radius of the Southern End of Samson Island ( N 621 W). Vessels arriving from outside the Isles of Scilly may transit that part of the Pilotage District which lies between the offshore boundary and one of the pilot boarding positions marked on BA Chart 34 without a pilot on board under the following circumstances:- The vessel is in VHF contact with St Mary s Pilot, has obtained permission to enter the Pilotage District and, The pilot boarding position has been agreed. Pilots will normally board about one mile seaward of the 50 metre contour. In normal circumstances the pilot will not board before 0730 local time and vessels are recommended to delay their arrival until this time. Vessels subject to compulsory pilotage are prohibited from transiting St Mary s Sound without a pilot on board. Before arrival off the pilot station, you should prepare a detailed passage plan, which takes into account the advice contained in the ICS Bridge Procedures Guide and utilising the techniques contained in the NI publication Bridge Team Management. The information provided in this document is intended assist you in preparing your passage plan and to ensure that your plan is consistent with our normal pilotage practice. You should also refer to the British Admiralty Charts 34 and 883 and the BA Channel Pilot NP27. The information contained in this document is intended to supplement the above data and does not replace it. Visibility can change rapidly in the Isles, and leading lines/marks may not be visible. We would therefore particularly draw your attention to the need to prepare adequate parallel indexes and also setting appropriate GPS waypoints to enable the bridge team to supply accurate cross-track error information to the pilot, as required. Anchorage may be obtained in St Mary s Roads when conditions permit, however your attention is drawn to the fact that this anchorage is exposed to winds between NW and SW, and that winds from the SW bring in a heavy sea, which can render this anchorage unsafe. As the weather can change rapidly, your passage plan should therefore allow for using the alternative anchorage in Crow Sound. At the anchorage, mariners should allow an underkeel clearance of at least one metre. In addition to the above, your passage plan should clearly mark: Pilotage Procedures 2014.doc Page: B.2

30 the grounding line / safe water appropriate to your draft. the predicted currents (e.g. from tidal diamonds) wheel over positions and reference points, making proper allowance for the vessel s manoeuvring characteristics. You should be aware that due to high sea and swell conditions off the islands, pilots are not always able to board vessels. This may mean diversion to an alternative approach channel or as a last course of action the pilot will provide limited service to a vessel, but from the pilotage launch. Pilotage advice is always not to proceed in these conditions and any request to use this service is from an understanding that you have elected to proceed against this advice. It is therefore particularly important that passage plans are prepared in sufficient scope and detail to enable the bridge team to adequately control the navigation in the event of limited assistance being available from the pilot. Disembarkation of pilots in offshore conditions is generally more hazardous than embarkation; it is therefore more likely that pilots will lead outbound vessels from the launch. For this reason, you should prepare a departure passage plan of the same scope and detail. On approach and whilst in the Isles of Scilly, you should closely monitor all available weather forecasts. Vessels should be prepared to leave at short notice and/or shift to Crow Sound anchorage. Vessels will normally enter in daylight. Prior to arrival off the boarding position you should test main engines (astern capability), thrusters and steering gear. Both steering gears must be in operation, and both anchors cleared away. The Master / Pilot exchange form may be submitted by fax in which case you should telephone to confirm receipt. Any changes should be advised to the pilot as soon as practicable. St Mary s Harbour Master generally listens on VHF channel 16 from about 8.00 to hours but coverage is not continuous. Harbour working is on VHF channel 14. The Pilots can be contacted direct on UK telephone, +44 (1720) or the pilot examiner on +44 (1720) (alternate +44 (776) ). Harbour Master: Telephone +44 (1720) /422447; +44(7789) Fax: +44 (1720) hm@stmarys-harbour.co.uk St Mary s Boatman s Association: Telephone +44 (1720) (7899) gptsmbascilly@btinternet.com Pilotage Procedures 2014.doc Page: B.3

31 ST MARY S ROAD Anchorage may be obtained in St Mary s Road, between Samson Island and St Mary s Harbour. The anchorage is exposed in winds between SW and NW, winds from the SW bring in a heavy sea and can render the anchorage unsafe. The holding ground is generally good in depths of more than 6 metres, although poor holding exists in the vicinity of Saint Agnes Island. A restricted area, 300 metres radius, centred 4 cables South West of Southward Well Point exists over a historic wreck. Approach to the St Mary s Road Anchorage Pilotage Procedures 2014.doc Page: B.4

32 ST MARY S SOUND General Information The controlling depth in St Mary s Sound is 9.9 metres off Woolpack Point. Details of currents are shown on BA chart 34 and generally flow along the length of St Mary s Sound, however mariners should be aware of the possibility of a significant set towards the N Bartholomew and Bartholomew Ledges at times. Mariners should also note that actual currents might temporarily exceed the predicted rates. General Directions Approaching St Mary s Sound from along the SE coast of St Mary s Island it should be noted that the radar image of Old Town Bay and Porthcressa can be mistaken for the entrance to St Mary s Sound. This is particularly the case on low range scales when the land is displayed towards the edge of the display. This can be avoided by checking on higher range scales and standing further offshore. Vessels should steer to approach the Sound from the SE. Vessels should not approach nearer than the pilot boarding position (49 o 53 N 6 o 17 W) unless instructed by the pilot. Approaching from the SE, steer to keep the North Carn of Mincarlo in line with SW extremity of Great Minalto, bearing 307½. This line must be followed accurately. Parallel index may be set up on The Bow (0.41 to port) and/or Woolpack (S Cardinal) Beacon (0.13 to starboard). In either case, care should be taken to positively identify the target due to the possibility of confusion with small vessels, which may be in the vicinity. Care should be taken if using the end of the land for parallel indexing as the error resulting from confusing the high and low water line is sufficient to induce displacement of the vessel out of the channel. A pillar beacon, with a red can top mark was installed on Bartholomew Ledges, Winter 2001 ( N W). Additionally, a Red Port Hand Buoy now marks the North Bartholomew Ledge. Care should be taken approaching the inward end of the sound as vessels approaching from starboard may be concealed behind Garrison Hill. When St Martin s daymark is in line with Creeb Island, course may be altered into St Mary s Road, giving a good clearance off Woodcock Ledge and Southward Well. If the vessel is fitted with GPS, a reference line should be set up to correspond with the above track. Due allowance should be made for the corrections to satellite derived positions to agree with charted positions. Pilotage Procedures 2014.doc Page: B.5

33 Approaches to St Mary s Road from South East NB: Chartlets are provided for advice only and are not to scale. Navigation Charts should be used for Navigation. Pilotage Procedures 2014.doc Page: B.6

34 NORTH WEST PASSAGE (Renamed North Channel on some charts) General Information The controlling depth in the North West Passage is 12 metres in the channel. Details of currents are shown on BA chart 34. General Directions Vessels should steer to approach the Passage from the NW. Vessels requiring a pilot should not approach nearer than the boarding position (49 56 N 6 26 W) unless instructed to do so by the pilot. Mariners are cautioned that sea conditions off the North West Passage are more likely to prevent pilot boarding and disembarking than with the other channels. Approaching from the NW, steer to keep the disused lighthouse on Saint Agnes Island in line with the lead mark on Tins Walbert (installed 2001). This line clears Steeple Rock (0.35 to NE). Care should be taken not to stray to Port of this leading line, due to proximity of Steeple Rock. Steeple Rock is marked by a lighted West Cardinal buoy ( N W). In particular the flood tide runs across the entrance and can set vessels to Port. The hazards to starboard posed by Carnbase and Jeffrey Rock need to be noted. Parallel index may be obtained off Mincarlo, 1 mile to port. Care must be taken in identifying Mincarlo as the correct radar target for parallel indexing Biggal 1, lying close to Mincarlo is picked up by radar and can provide confusion. As the N summit of Great Ganilly comes into line with Bant s Carn (brg 059), alter course onto this lead. Great Minalto and the South end of Samson Island can be used for parallel index (5 cables to port). For turning, Newman Rock open of the end the Harbour Breakwater clears Spencer s Ledge until the Great Ganilly/Bant s Carn lead is closed. Spencer s Ledge is marked by a South Cardinal Buoy ( N W). In poor visibility, the approach through North West Passage is made on a track of 124, with Great Smith ahead. Great Smith can be identified on the radar with care, as it is an isolated rock. A parallel index distance of one mile off Mincarlo will clear Steeple Rock and Spencer s Ledge. The parallel index can be transferred to Great Minalto and with the Spencer s Ledge buoy (lighted) providing an alter course mark, heading can be changed onto a new parallel index line, 5 cables off Great Minalto (and the South end of Samson Island), to lead into St Mary s Road. The alter course position is less than 7 cables from Great Smith Is and the new course 059 clears the 9.7 metre patch at Spencer s ledge on the turn. Although not for primary navigation, clearing distances of 3 cables may be used for both the Steeple Rock and Spencer s Ledge buoys which should be visible on radar thus providing a common secondary indexing range. GPS reference information (distance off-track) can form a useful cross check in this passage. 1 Biggal is a small rock lying at the end of Mincarlo and both can provide a similar response to radar transmission. Pilotage Procedures 2014.doc Page: B.7

35 NORTH WEST PASSAGE Showing Approaches 1. Good Visibility 2. Restricted Visibility North West Passage Approaches NB: Chartlets are for advice only and are not to scale. Navigation Charts should be used for Navigation. Pilotage Procedures 2014.doc Page: B.8

36 CROW SOUND General Information The controlling depth in Crow Sound is 12 metres (at the anchorage) although a 7.9 metre patch exists off Blockhouse Point. Details of currents are shown on BA chart 34. General Directions Vessels should steer to approach the Sound from the SE. Vessels should not approach nearer than the pilot boarding position ( N 6 14 W) unless instructed to do so by the pilot. Approaching from the SE, steer to keep the summit of Samson Hill in line with the NE edge of Innisidgen Islet, bearing 284½ o (see diagram). Tolls Island may be used for parallel indexing, 0.28 miles to port, together with the NE end of Innisidgen right ahead. Anchorage may be obtained 3.5 cables E of Innisidgen Islet, in winds from SW to NE through NW. The anchorage is untenable in strong E winds. NB: Chartlets are for advice only and are not to scale. Navigation Charts should be used for Navigation. Yours Sincerely, Duchy of Cornwall Isles of Scilly Pilotage Service Pilotage Procedures 2014.doc Page: B.9