In compliance with the International Convention for the Safety of Life at Sea(chapter V, Regulation 23) ships shall be provided with the International Standard Pilot Ladders and Mechanical Hoists.
Every pilot ladder must ensure safe embarkation and disembarkation of pilots while a ship is arriving at or leaving a port.
Pilot ladders shall be secured in a position clear of any possible discharges from the ship so that each step rests firmly against the ship's side. Pilot ladders must be clean, properly secured inboard and lowered until it is about 3 metre of the water. If the bottom of the ladder was in the water it would be caught by the movement of the sea, particularly if the ship was moving through the water. This would be dangerous and could cause the pilot to be thrown from the ladder.
Two man ropes, properly secured to the ship, and a safety line shall he kept ready for use if required. They should be the same length as the ladder.
Means shall be provided to enable the pilot ladder to be used either side of the ship and to enable the pilot to pass safely conveniently from the top of the pilot ladder into the ship and on to th ship's deck.
The mechanical pilot hoist shall be of a type approved by the Administration. The pilot hoist snail be designed to operate as a moving ladder to lift and lower one or more persons on the side of the ship.
A light shall be provided at night so that the pilot ladder overside and also the position where the pilot boards the ship shall be sufficiently lit.
The rigging of the pilot ladder and the embarkation and disembarkation of pilots shall be supervised by a responsible officer of the ship.
When the pilot is picked up or disembarked an officer must be in attendance with radio communication to the bridge, A second crew member should also be in attendance in case of an emergency.
Whenever a pilot transfer takes place there must be a lifebuoy and light ready for immediate use with a heaving line, proper illumination, a torch at night and a radio for communication.
It is not possible to give definite instructions for bringing a vessel alongside a wharf, dock or pier, which will apply to all cases. Much will depend upon local conditions, strength and direction of wind and/or tide, type of ship, use of tugs, etc.
If there is any tide or current running the vessel should, whenever possible, head into title stream as she approaches the berth. This will make it possible to manoeuvre under full control using helm and engines with minimum headway relative to the ground. If the tide is initially astern the vessel should be turned short round, using an anchor if necessary, in order to stem the tide.
With the onshore wind the berth should be approached at a broad angle and the anchor dropped when about a ship's length away. The rudder can then be put over towards the quay, as the engines are worked ahead, to prevent the steam felling too rapidly on to the berth.
Onemethod of berthing with an offshore wind is to approach at a very broad angle and to have a messenger, secured to a good stem line, brought ird outside of everything and sent away when the bow is close in A stern line must be sent off as soon as possible to assist in heaving the stem in.
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When leaving the berth before using the engines make sure the propeller is clear. The vessel is singled up by taking in all mooring lines except those to be used for manoeuvring clear of the berth.
A number of factors have to be considered when choosing a position in utiich to anchor. The choice is governed very largely by matters of safety. But administrative or operational reasons may also have to be taken into account.
These factors are:
The depth of water.
The length and draught of the ship.
The amount of cable available.
The type of holding ground
The proximity of dangers such as shoal waters, rocks, etc.
On anchoring, a fix on the anchor drop position should be made and the circle ascertained, based upon the length of cable in use.
Landmarks and transits should be selected for ease of monitoring the pt n of the ship as it lies at anchor and appropriate light and shape gnals should be exhibited according to the COLREGS and any local gulations.
While at anchor, the OOW should maintain a check on the ship's position to monitor that the ship does not drag its anchor or move too close to any other anchored ship.
A proper look-out must be maintained and ship inspection rounds periodically
made, particularly if the ship is anchored in waters which might present a risk of attack by pirates or armed robbers.The Master should be immediately notified if the ship drags her anchor, and,sea conditions or visibility deteriorate.
