Editorial 10/04

October 15th, 2004 by JCB
Posted in Editorial | No Comments »

EDITORIAL

Reading press releases and browsing through maritime journals it is easy to gain the impression that every new vessel is fitted out with the latest in hi-tech systems and equipment but as any pilot knows this image is totally false and thus dangerously deceptive. Regrettably, these images are those that are seen by the armchair “experts” who question why a pilot is needed in addition to this apparent seamless interface between the crew and their ship. The reality of this false image was brought home to me the other day whilst piloting a new 40,000 dwt tanker.  Built in Korea the bridge layout was indistinguishable from a wheelhouse from the 1970s with the row of pale green instrument over the top of the central bridge windows and the helm indicator directly over the top of the pilot conning position between the “standard” console and the central gyro repeater on the bridge front. We are all familiar with the contortions required by this layout to verify that engine and helm orders are being correctly executed and of course the wheelhouse contained none of the exciting integrated products and even the daylight (green on black invisible in sunlight) radars were housed in the traditional green casings!

This traditional design had also encompassed the deck machinery where half the required moorings had to be secured by turning up on the bitts. The mooring was handled by one officer and two crewmen (apparently legal manning) each end resulting in the operation taking 11/2 hours! Thirty years ago there would

have been an officer plus 6-8 men and the same operation would have taken one third of the time. This is a major problem for pilots since during mooring and unmooring we have to hold the vessel in position on the berth, often in strong winds and tide.  Such a situation is always inherently dangerous since even a minor error can result in damage, injury or death and this minimum manning vastly enhances the risks. We all know that such vessels have filing cabinets full of compliance documentation to reassure all the inspectors and armchair wallahs but in the event of an accident the Master and pilot will be subjected to an intense interrogation and will inevitably found to have done something wrong and most alarming is the increasing tendency to bring criminal charges against seafarers. The impact of minimum manning on pilots will not be addressed and their value will continue to be undervalued unless we continue to raise issues such as this at the highest levels.  Despite progress being slow there is evidence that the campaigning by the UKMPA, EMPA and IMPA is now changing opinions. Membership of the UKMPA ensures that your concerns are not only heard but also effectively raised at national and international fora and its insurances also ensure that pilots are fully supported should the unthinkable happen.

John Clandillon-Baker