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Book Reviews
NAVIGATORS OF TEISA By: DAVID JACK JONES
As independent professionals, maritime pilots are autonomous and are normally alone with the ship’s bridge team when undertaking their vital role of conducting ships in and out of port. Read the rest of this entry »
Mooring & Anchoring ships: Volumes 1&2
It is not easy to review two large volumes in half a page but these two volumes comprehensively cover all aspects of of the topic in detail. Although mainly for deck officers there is also much information of value for pilots contained within the pages.
Volume 1: “Principles & Practice” is the most relevant for to pilots and its contents comprehensively detail what it says on the tin! Read the rest of this entry »
The History of the British Merchant Navy
By Richard Woodman
Volume 1: Nepyune’s Trident: Spices & Slaves 1500 – 1807
Those of you who are familiar with Richard Woodman’s books will be aware of his meticulous research and attention to historical detail and this professional ethos to his subject will inevitably ensure that this series of five volumes will become the definitive history of the Merchant Navy. Read the rest of this entry »
RADAR and AIS : Integrated Bridge systems Vol. 1 By Dr Andy Norris
So far as I am aware this is the first book on radar specifically written for mariners since the old Radar Observer’s Handbook, the last edition of which was produced in 1998. Read the rest of this entry »
From Paper Charts to ECDIS By Captain Harry Gale FNI
This is another timely publication published by the Nautical Institute, which provides valuable information, and advice to mariners as the traditional paper chart is replaced by ECDIS during the next few years. Read the rest of this entry »
Square Rigger Days: Charles Domville-Fife
This book, subtitled “Autobiographies of Sail” was originally compiled in 1938 by Charles Domville-Fife to record the final days of commercial sail but unlike the wonderful books produced by Basil Lubbock which recorded in detail the ships and their trades, this book is the stories of those who actually sailed on them. Read the rest of this entry »
PILOT GIGS OF CORNWALL AND THE SCILLY ISLES
THE PILOT GIGS OF CORNWALL AND THE SCILLY ISLES
The pilot gigs of the Isles of Scilly and Cornwall are totally unique six oared open boats which were used to ship pilots onto ships arriving of the South West approaches to the United Kingdom. This feature actually started as a review of a fascinating book that I found in the bookshelf of a holiday let in Cornwall. Titled : “Azook: The Story of the Pilot Gigs of Cornwall and the Isles of Scilly 1666 – 1994”. Read the rest of this entry »
Sea of Glory
SEA OF GLORY: Nathaniel Philbrick
The book is a detailed account of the US Exploring Expedition undertaken between 1838-1842. The primary role of this expedition was to survey the Pacific from Antarctica to the NW coast of the USA in order to provide more accurate charts for the US whaling fleets.
The secondary role was as a scientific voyage of discovery. Politically this voyage was not high on the priorities of the US government and consequently it was led by a relatively junior Lieutenant Charles Wilkes. Although totally dedicated to the expedition, Wilkes was a controversial choice and a total egoist who rapidly fell out with most of the other officers.
However, of particular interest to pilots is that of the six ships chosen for the expedition two were New York pilot schooners. The Sea Gull was the ex-New Jersey and the Flying Fish was the ex Independence. Both around 100 tons dwt, and 75ft long these craft were specifically chosen for their manoeuvrability which made them ideal for survey work close inshore.
The Sea Gull was lost with all hands early in 1839 in an unknown location off Chile following the first expedition to the Antarctic as the flotilla sailed north to Valparaiso. The Flying Fish however survived to complete the expedition. Despite being totally unsuitable for navigating in ice, damaged and leaking, Flying Fish actually achieved the distinction of sailing the furthest south during the first voyage to the Antarctic reaching within one degree of the latitude reached by Captain Cook. The account of this is worth the price of the book alone!
Also of note to pilots is that Wilke’s ship Vincennes and thus the expedition were saved by the skill of the British pilot, Edmund Fauxall departing Pago-Pago in October 1840.
Nathaniel Philbrick brings to life the characters and events and for those of you unfamiliar with this author I can also recommend “In the Heart of the Sea”, the story of the whaleship Essex. JCB
Sea of Glory. ISBN 0-00-712116-4.
Harper Collins Paperback (RRP £8.99) or hardback (RRP £20)
Bow Towage Operations with Twin ASD Tugs
BOW TUG OPERATIONS WITH
Henk Hensen
Azimuth Stern Drive (ASD) tugs are now an increasingly popular choice by tug operators in the major ports, mainly due to increased efficiency and lower maintenance costs when compared to the Voith Schneider “Tractor” tugs. Whereas the tug masters are (or should be!) given specific training prior to taking command of such tugs, pilots do not normally receive any formal training in working with them and this ignorance could lead to a serious incident. This monograph published by the Nautical Institute is therefore essential reading for any pilot in ports utilizing ASD tugs.
Although the best utilization of ASD tugs is in the push-pull mode, the design of many large container ships or car carriers leaves very little parallel body forward of amidships thus limiting the position options for a bow tug in the push-pull mode. This factor has resulted in ASD tugs operating on a centre lead forward in either the bow to bow or stern to bow modes. Whilst some ASD tugs are fitted with hooks / winches for towing over the stern, this is not generally the most efficient towage point and although this book doesn’t set out to recommend either practice I was quite surprised to discover that in many circumstances bow to bow operation is safer than stern to bow for this class of tug. Since most ASD tugs are designed with the towing winch on the bow it is this utilization which is mainly addressed in this informative booklet. The first key factor in the success of bow to bow towage is the training and experience of the tug master and Henk quotes one such master as estimating three years to become fully proficient in the procedure. Being a ship handling situation of course means that all is not a simple as the aforementioned indicates since there are different designs and controls of ASD tugs which means that even a very experienced tug master may not be able to transfer to another ASD tug and immediately be proficient in handling it! The control of the thrusters can vary from a single joystick two separate thruster controls and such design elements as skeg length have a major impact on handling such tugs stern first.
The second key factor is where the pilot comes in and that is the vessels speed which will generally need to be much slower than with conventional or tractor tugs. Henk explains in detail the hydronamic forces acting on the tug and the effects of interaction between the tug and ship whilst the approach is made to connect up the tow. The analysis indicates that an optimum speed is around 5 knots with 7 knots being considered an absolute maximum. This may result in the pilot having to amend the location where he normally connects up the tugs. Going too slowly can also be problematic as Henk states “Most stern drive azimuth tugs have powerful engines and at a relatively low speed thruster steering actions result in a rather nervous tug stern”. Wind and sea conditions will also affect the manoeuvre and various recommended approach techniques are explained with relation to the vessel type and wind conditions. As the tug approaches the connection position it is at its most vulnerable and a loss of control can result in the tug being swept bodily to one side and down along the ship’s side which is termed “tripping”. Since all this will be going on mainly outside of the pilot’s field of view and with generally unreliable communication with the ship’s fo’c’sle coupled with the tug master concentrating on handling his tug it is essential that the pilot should have a good mental picture of what is involved in the operation and reading this monograph will provide this essential information. It must always be borne in mind that most fixed propeller container ships will have a dead-slow ahead speed in excess of the optimum bow-bow connection speed so a pilot should ensure that he can bring the vessel to the correct speed when the bow tug approaches because if the tug master has any doubts about the safety of the operation then he will not come in to connect up the tow. The book therefore highlights the need for good co-operation and communications between the tug and pilot.
The book concludes with a brief mention two cases where bow-bow towage has resulted in an incident. In both cases (MV River Yarra & Tug WJ Trotter and the Stolt Aspiration & Thorngarth) the reports highlight the lack of pilot training in the capabilities of ASD tugs. Henk admits that simulators are currently incapable of reproducing the hydrodynamic effects on bow to bow operations so pilots should ensure that their HA arranges for them to receive appropriate training perhaps by accompanying an experienced tug master to observe a few manoeuvres.
In conclusion this monograph is essential reading for all pilots working with ASD tugs and at 23 pages long it is concise with clear explanations and diagrams.
The Monograph is available from the Nautical Institute. Cost: £10.50 members, £15 non-members. P&P UK £2.00 Order on-line from:
www.nautinst.org/pubs/search.cfm
By ’phone: 0207 928 1351
By Post: The publications Officer
The nautical institute
202 Lambeth Road
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