Section 14.4 Interaction with Tugs and Pilots

The safe and efficient maneuvering of bulk carriers, especially during berthing, unberthing, and navigating confined port areas or narrow channels, often relies heavily on the skilled assistance of pilots and tugboats. Pilots bring indispensable local knowledge and ship-handling expertise specific to the port, while tugs provide the external forces necessary to control the vessel’s movement with precision, particularly at slow speeds when the ship’s own rudder and engine are less effective. The success of these operations hinges on clear, effective communication, a shared understanding of the intended plan, and well-coordinated teamwork between the ship’s bridge team (led by the Master), the pilot, and the tug masters. This section explores the crucial aspects of this three-way interaction, emphasizing best practices for communication, coordination, and ensuring safety throughout these demanding maneuvers.

1. The Role of the Pilot:

Local Knowledge Expert: Pilots possess detailed, up-to-date knowledge of the specific port or waterway, including:

Depths, currents, tidal streams, and eddies.

Seabed conditions and potential hazards.

Local weather patterns and their effects.

Port regulations, VTS procedures, and communication protocols.

Berth characteristics and fendering.

Typical traffic patterns and movements.

Advisor to the Master: The pilot’s primary role is to advise the Master on the safe navigation and maneuvering of the vessel within the pilotage area. They provide recommendations on courses, speeds, engine movements, and the use of tugs.

Ship Handler (Often): In many ports, the pilot will take the “con” of the vessel, meaning they will give direct orders to the helm, engine room, and tugs, while the Master retains ultimate command and responsibility. The exact nature of the pilot’s role (purely advisory vs. actively conning) can vary by port and pilotage authority regulations.

Liaison with Shore Services: Pilots often act as a key communication link with VTS, tugs, linesmen, and terminal operators.

2. The Role of Tugs:

Tugs are powerful, maneuverable vessels used to assist larger ships by pushing, pulling, or escorting them. Their functions include:

Providing Lateral Control: Pushing or pulling the bow or stern to move the vessel sideways (e.g., onto or off a berth, through a narrow lock entrance). This is crucial at slow speeds when the ship’s rudder has little effect.

Assisting with Turning: Helping to swing the vessel in confined areas (e.g., turning short round in a basin).

Braking/Slowing Down: Tugs can be used to help slow the vessel down during an approach to a berth or in an emergency.

Holding Position: Maintaining the vessel’s position against wind or current while mooring lines are being secured or released.

Escorting: In some channels or environmentally sensitive areas, tugs may escort large vessels as a precautionary measure.

Emergency Assistance: Providing assistance in case of engine failure, steering loss, or other emergencies.

Types of Tugs:

Conventional Tugs: Single or twin screw, often with rudders.

Tractor Tugs:

Azimuth Stern Drive (ASD) Tugs: Highly maneuverable, with propellers that can rotate 360 degrees, providing thrust in any direction. Very common and effective for harbor work.

Voith Schneider Propeller (VSP) Tugs: Use cycloidal propellers, also offering exceptional maneuverability and precise control. The type and power of tugs available will influence the berthing/unberthing strategy.

3. The Master-Pilot Exchange (MPX) – Foundation of Teamwork:

This is the single most important element for ensuring a safe and coordinated operation involving a pilot. It is a formal, two-way exchange of information between the Master and the Pilot before the pilotage or maneuver commences.

Purpose:

To establish a clear and shared understanding of the intended passage or maneuver from pilot station to berth (or vice-versa).

To exchange critical information about the vessel’s characteristics, equipment status, and any limitations.

To discuss the pilot’s intended plan, including courses, speeds, use of tugs, and any critical points or potential hazards.

To agree on responsibilities, communication protocols, and contingency plans.

Information Provided by the Master to the Pilot:

Ship’s Particulars: Length, beam, draft (fore, aft, midships), air draft, displacement, type of propeller (fixed/CPP, right/left-handed), any unusual handling characteristics (e.g., tendency to sheer, poor astern power).

Maneuvering Data: Turning circle data, stopping distances, squat characteristics (if relevant to the passage).

Status of Main Engine and Steering Gear: Confirmation they are fully operational. Any defects or limitations.

Status of Navigational Equipment: Radar, ECDIS, gyro, echo sounder, AIS, etc.

Status of Mooring Equipment: Winches, lines, anchors (ready for emergency use).

Crew Familiarity: Language capabilities of bridge team and mooring crews.

Intended Mooring Arrangement (if berthing).

Any specific concerns the Master has.

Information Provided by the Pilot to the Master:

Pilot’s Intended Plan: Detailed passage plan from pilot boarding to berth/anchorage, including intended tracks, speeds, turning points, critical areas.

Tidal and Current Information: Predicted set, rate, and times of slack water.

Weather Conditions: Current and forecast local weather.

Tug Usage Plan: Number of tugs, their type and bollard pull, where they will make fast, how they will be used (push/pull, direct/indirect), and agreed commands.

Berth Information: Depth alongside, fendering, obstructions, prevailing conditions at the berth.

Local Regulations and VTS Procedures: Reporting points, speed limits, communication channels.

Contingency Plans: What to do in case of engine failure, tug failure, unexpected weather, etc.

Agreement and Documentation: The plan must be agreed upon by both Master and Pilot. It’s good practice to document the key points of the MPX using a standard checklist or form. Both parties should feel comfortable with the plan. If the Master has serious concerns about the pilot’s intended plan, they must voice them and seek resolution before proceeding. The Master always retains ultimate command and responsibility.

4. Communication – The Lifeline of Coordinated Operations:

Clear, concise, and unambiguous communication is essential between all parties: Bridge Team, Pilot, Tugs, Mooring Stations, and Engine Room.

A. Language:

English is the standard maritime language (as per IMO Standard Marine Communication Phrases – SMCP), but pilots may also use their local language with tugs or linesmen. The Master must ensure there is a clear understanding on the bridge, using an interpreter if a pilot’s English is poor and a bridge officer speaks the local language, or by insisting on SMCP.

B. Bridge Team Communication (BRM):

Closed-Loop Communication: Orders given (e.g., by Pilot or Master) should be acknowledged clearly by the helmsman or officer at the engine telegraph. The action taken should then be reported back (e.g., “Helm hard-a-starboard,” “Hard-a-starboard on, Sir,” “Helm is hard-a-starboard”).

Information Sharing: All members of the bridge team should actively share relevant information (e.g., OOW reporting vessel speed, distances to go, engine RPM; lookouts reporting other traffic or obstructions).

Challenge and Response: A culture where any member of the bridge team feels able to voice a concern or question a decision if they believe safety is being compromised.

C. Pilot-Tug Communication:

Agreed Commands: Standard commands for tug operations (e.g., “Tug A, push half power on port bow,” “Tug B, stop pushing,” “Tug C, come alongside starboard quarter”) should be agreed upon during the MPX.

Dedicated VHF Channel: Often a specific VHF channel is used for pilot-tug communication. The bridge should monitor this if possible, or the pilot should relay key information.

Confirmation of Orders: Tug masters should acknowledge commands clearly.

D. Bridge-Mooring Station Communication:

Reliable communication (VHF handhelds, sound-powered phones) between the bridge and the forward and aft mooring stations is vital for reporting distances to the quay, status of lines, and coordinating line handling.

E. Bridge-Engine Room Communication:

Prompt and accurate execution of engine orders. Confirmation of orders and engine status from the engine room.

5. Coordination with Tugs:

Making Fast: Tugs are usually made fast to the ship’s strong points (mooring bitts or dedicated towing bollards) using the tug’s line or sometimes the ship’s line. This must be done safely and securely. Ship’s crew at mooring stations handle making tugs fast, under supervision.

Positioning: The pilot will direct where tugs should be positioned (e.g., one on the bow, one on the stern; or both on the offshore side to push the vessel alongside).

Type of Tug Assistance:

Direct Pushing/Pulling: Tugs apply force directly to the ship’s hull.

Indirect Towing (less common for routine berthing of bulkers, more for escort or dynamic positioning): Tug operates at an angle on a towline, using its own propulsion and hull forces to steer or brake the larger vessel.

Holding Off: Tugs may be used to hold the vessel off the berth against an onshore wind or current while lines are passed.

Awareness of Tug Limitations: Tugs have limitations in power, maneuverability, and the strength of their lines. The pilot and Master should be aware of these.

Safety Around Tugs:

Avoid getting ship’s mooring lines or other equipment fouled in tug propellers.

Be aware of the wash from tugs, which can affect small craft nearby or even the ship’s own handling at very slow speeds.

Personnel on deck must be clear of tug lines under tension.

6. Monitoring the Operation:

Throughout the maneuver, the Master and bridge team must continuously monitor:

Vessel’s Position and Track: Using ECDIS, Radar, visual bearings, and GPS.

Speed Over Ground (SOG) and Rate of Turn (ROT).

Distances to Berth, Buoys, Other Vessels, and Obstructions: Reported by mooring stations, observed visually, and checked by Radar/AIS.

Effect of Wind and Current: Constantly assess how these forces are affecting the vessel and whether tug/engine power is adequate to counteract them.

Tug Performance: Are the tugs responding as expected and providing the required assistance?

Mooring Line Status (during mooring): Which lines are ashore, which are taut, any undue strain.

Under Keel Clearance (if in shallow areas).

Overall Progress against the Agreed Plan.

7. Master’s Authority and Intervention:

The Master remains in command at all times, even with a pilot onboard. This is a fundamental principle of maritime law and good practice.

Right to Question and Clarify: The Master should not hesitate to question the pilot if they are unclear about an intended action or have concerns about its safety.

Right to Intervene/Override: If the Master believes, in their professional judgment, that the pilot’s actions or intended actions are endangering the vessel, they have the right and the duty to intervene and take corrective action, including taking over the con of the vessel. This is a serious step and should be done decisively and clearly, informing the pilot of the reasons.

Contingency Management: If something goes wrong (e.g., tug line parts, engine fails to respond, unexpected strong gust of wind), the Master, in consultation with the pilot, must quickly assess the situation and implement appropriate contingency measures.

8. Specific Challenges for Bulk Carriers:

High Windage in Ballast: Makes them very susceptible to being blown sideways. Requires powerful tugs and skillful handling.

Deep Draft When Laden: Limits maneuverability in shallower port areas and increases interaction effects.

Long Length: Requires more space for turning and careful positioning alongside long quays.

Slow Response: Actions need to be initiated well in advance.

Limited Visibility from Bridge: The view directly ahead or astern can be obstructed, especially on very large bulkers. Reliance on reports from mooring stations and good all-round lookout is essential.

Analysis for the Master (Interaction with Tugs and Pilots): Effective interaction is built on professionalism, clear communication, and mutual respect, all underpinned by the Master’s ultimate responsibility.

Establish a Professional Relationship: Treat the pilot and tug masters as fellow professionals. Foster a cooperative atmosphere.

Assertive but Not Aggressive: The Master must be assertive in ensuring the safety of their vessel but avoid unnecessary confrontation.

Thorough MPX is Non-Negotiable: This sets the stage for the entire operation. Do not rush it or treat it as a formality.

Maintain Situational Awareness: Even when the pilot has the con, the Master and OOW must maintain their own independent situational awareness and track the vessel’s progress.

Support the Pilot: Once a safe plan is agreed, the bridge team should provide full support to the pilot in its execution.

Be Prepared to Take Over: Always be mentally prepared to take control if safety is compromised.

The successful interaction with pilots and tugs is a critical determinant of safety and efficiency during port maneuvers. It requires the Master to be an effective communicator, a vigilant monitor, a decisive leader, and a skilled ship-handler, ensuring that these external resources are integrated seamlessly into the vessel’s operation while always maintaining ultimate command and responsibility for the safety of their ship.