CHAIRMAN’S THOUGHTS: Don Cockrill

July 1st, 2012 by JCB
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Since the last edition of The Pilot, my lot as UKMPA Chairman has been a  mixed bag but there seems to have been an underlying theme to much of it. Perhaps by coincidence or maybe my imagination but the matter of professional responsibility seems to have been a common thread.  For example, questions such as:

“What should a pilot do when faced with a non-compliant pilot ladder?”

– Answer: Don’t use it!  The law is quite clear on the ship’s obligations. Why should the pilot risk his life simply because the ship can not be bothered (for whatever reason) to comply with International and UK legislation.

“Is a pilot obliged to report a ship’s master suspected of being incapacitated for some reason (perhaps illness, alcohol or drugs for example).

– Answer: Yes most definitely. It is clearly explained in MSN1832 (section 15) and the Railways and Transport Safety Act 2003.

“Can an Act of pilotage commence before the pilot boards?”

– Answer: Not in my view. Under the 1987 Pilotage Act, The PMSC, resolution A960 and the ICS Bridge Procedures Guide (to name but a few) no pilotage act can commence until a full and proper Master / Pilot exchange has taken place. UK legislation requires the pilot to have conduct of the navigation of the ship. Difficult to imagine how that can be achieved without first having a proper MPX.

Just a few examples of questions concerning a pilot’s onerous responsibilities, asked by experienced pilots. It raises the issue of  an individual pilot’s responsibility to our profession, his or her colleagues and ultimately to those we principally serve. That is of course to those who live, work and operate in and around the ports and waterways upon which we work and in addition the ship on which we may be engaged for any particular passage.

I have over the last few months dealt with issues which relate to the maintenance of professional standards in the face of those parties who are continually seeking to downgrade them for commercial expediency. Do not doubt that this is a very real issue, from businesses, government and other perspectives,  within the UK and in Europe.  Whether it involves the reduction of pilot training, de-regulation of PEC criteria or some other ill-conceived idea, it is incumbent upon us as pilots, widely acknowledged and respected as having the highest level of practical expertise in the maritime industry, to ensure that the safety of navigation within our ports and coastal waters is not thereby compromised.

In order to achieve and retain this respect, it is essential that we continually maintain the highest levels of professional conduct and operations. It is not always easy to do so and it may incur personal inconvenience and expenditure. Participation in professional debates at conferences, seminars and meetings; through online forums with colleagues; participation in CPD processes, whether reading papers or attending courses (both through employers, partnerships or voluntarily), are all means to achieve this.  A lot of information on this and other relevant matters can be found on the UKMPA, IMPA and EMPA web sites.

So next time you look in the mirror, think about how the master on your next ship will view you. Will he see a smart, well presented, confident, knowledgeable, technically up to date, highly trained, expert professional  into whose charge he can happily and confidently (despite being required to do so) hand over the conduct of the navigation of his ship, or will he see something else?  Which would you rather be?

Fair weather, smooth seas and “happy landings”.

Don