isles of scilly pilotage service operating procedures -...

ISLES OF SCILLY PILOTAGE SERVICE

OPERATING PROCEDURES

Prepared by MARICO Marine

For the Duchy of Cornwall

Isles of Scilly Competent Harbour Authority

Updated October 2013

Isles of Scilly Pilotage Service Issue: 5.00

Pilotage Procedures 2014.doc Page: i

REVISION DIARY

Date Page Comment Name

31/05/2010 1 Size of Vessel requiring Pilotage changed from 30m to 32m.

Alan Hartwell

31/05/2010 16 Size of Vessel required for training purposes changed from 30m to 32m

Alan Hartwell

31/05/2010 ii Revision Diary added Alan Hartwell

21/02/2011 D2 Section 3 Amended Alan Hartwell

18/05/2012 1 Section 1.2 Extent of Pilotage changed from 6 to 5 miles due to typographical error. Ref. The Isles of Scilly (Pilotage) Harbour Revision Order 1988

Alan Hartwell

01/04/2013 Pilotage tripping requirements changed to included a sliding scale to unrestricted; compulsory pilotage length reverted to 30m

Dale Clark

15/05/2013 9 Amendment to section 5.3 (Visibility and Under Keel Clearance). Draft for entry reduced by 1m for both leads seen and not seen options

Dale Clark

04/10/2013 3 Section 2.3.2: Restricted Pilots now subject to new training schedule

Alan Hartwell

04/10/2013 4 Section 2.3.1.7 added. Near miss and incident reporting.

Alan Hartwell

04/10/2013 4 Sections 2.3.5.4 and 2.3.5.5 added. PEC review and examinations.

Alan Hartwell

04/10/2013 5 Section 3.3: Change ‘First Mate’ to ‘Deck Officer’ as per new guidelines

Alan Hartwell

04/10/2013 9 Section 5.3: Draught for entry increased by 0.7m for both leads seen and not seen options

Alan Hartwell


Pilotage Procedures 2014.doc Page: ii

Date Page Comment Name

04/10/2013 11 Section 6.3.2: Change to pilot boarding position to match chart.

Alan Hartwell

04/10/2013 14 Section changed to ‘Defects to ship and shore navigational aids’. Sentences added.

Alan Hartwell

04/10/2013 15 Section 9: ‘first mate’ changed to ‘deck officer’ as per new guidelines.

Alan Hartwell

04/10/2013 15 Section 10.1 (d): ‘national competency training’ changed to ‘national occupational standards’.

Alan Hartwell

04/10/2013 16 Section 10.2.3: Assessment by Senior Pilot added Alan Hartwell

04/10/2013 A3 Contact details updated and improved to include email addresses

Alan Hartwell

04/10/2013 B3 Contact details updated and improved to include email addresses

Alan Hartwell


Pilotage Procedures 2014.doc Page: iii

Welcome to the Isles of Scilly


Pilotage Procedures 2014.doc Page: iv

CONTENTS

1. INTRODUCTION 1

1.1 Application of Compulsory Pilotage 1 1.2 Extent of Compulsory Pilotage 1

2. DUTIES AND RESPONSIBILITY 2

2.1 Summary of Roles 2 2.1.1 Competent Harbour Authority 2 2.1.2 Harbourmaster 2 2.1.3 Pilotage Function 3

2.2 The Pilotage Safety Management System 3 2.2.1 Unrestricted Pilots 3 2.2.2 Restricted Pilots 3 2.2.3 Pilotage Exemption Certificate Holders 3 2.2.4 Senior Pilot 4 2.2.5 Pilot Examiner 4

2.3 Appointment of Pilots to Vessels 4 2.4 Pilot Unavailable 4 2.5 Bad Weather 4

3. GENERAL PROCEDURES 5

3.1 Notice of Arrival 5 3.2 Pre-Arrival Information 5 3.3 Extent of Pilotage 5 3.4 Pilot Unable to Board / Disembark 6 3.5 Overcarriage 6

4. BOARDING AND DISEMBARKING 7

4.1 Boarding Positions 7 4.2 Boarding and Disembarking 7 4.3 Pilot Ladders (Boarding Arrangements) 8 4.4 Master – Pilot Information Exchange 8 4.5 Pilot Unable to Board 8

5. NAVIGATION 9

5.1 General 9 5.2 Underkeel Clearance 9 5.3 Visibility and Underkeel Clearance 9 5.4 GPS and DGPS Information 9 5.5 Buoy Positions 9

6. DIRECTIONS 10

6.1 St Mary’s Sound 10 6.1.1 Depths and Currents 10 6.1.2 Directions 10

6.2 North West Passage (North Channel) 10 6.2.1 Depths and Currents 10 6.2.2 Directions 10

6.3 Crow Sound 11 6.3.1 Depths and Currents 11 6.3.2 Directions 11

6.4 St Mary’s Road 12 6.5 Broad Sound 12 6.6 Smith Sound 12


Pilotage Procedures 2014.doc Page: v

7. SAFETY 13

7.1 General 13 7.2 Safety Clothing 13 7.3 Safe Boarding and Disembarking 13

8. INCIDENTS AND DEFICIENCIES 14

8.1 Incident and Near Miss Reporting 14 8.2 Vessel Deficiencies 14 8.3 Defects to Ship and Shore Navigation Aids 14

9. PILOTAGE EXEMPTION CERTIFICATES 15

10. TRAINING 15

10.1 Basic Qualifications and Experience 15 10.2 Trainee Pilot 15

10.2.1 Induction Training 16 10.2.2 Theory 16 10.2.3 Practical 16 10.2.4 Assessment Interviews 16 10.2.5 Examination 16

10.3 Upgrade to Unrestricted 17 10.4 Re-Authorisation 17

11. GLOSSARY 18

ANNEXES

A: Notice to the Harbour Master and Pilot of Intention to Navigate in the Scilly Pilotage Area A1-A4

B: Generic Passage Plan B1-B9

C: Combined Pre-Arrival and Pilot Information Card (Isles of Scilly Pilotage District) C1-C2

D: Pilotage Exemption Certificate Requirements D1-D3

E: Pilotage Training Syllabus E1-E3


Pilotage Procedures 2014.doc Page: 1

1. INTRODUCTION

The Duchy of Cornwall was appointed as the Competent Harbour Authority for the

Isles of Scilly in 1987, when responsibility for pilotage was devolved from Trinity

House to Harbour Authorities throughout the UK. These procedures outline the way

in which the pilotage service is operated and the standards it maintains.

1.1 Application of Compulsory Pilotage

Pilotage is compulsory for all vessels (including sail training ships), navigating within

the Pilotage District of the Isles of Scilly except for Her Majesty’s and foreign war

ships, Trinity House vessels engaged in the maintenance of navigation marks, vessels

less than 30 metres (Tug and tows are measured from the bow of the towing vessel to

the stern of the towed vessel), and trawlers less than 47.5 metres in length. Pilots

board within the pilotage jurisdiction and would expect to board by the time the vessel

is about one mile off the 50m contour.

In addition to the above, Pilotage is compulsory for all commercial vessels not

normally operating from St. Mary’s Harbour who wish to access the slipways or

beaches within the limits St. Mary’s Harbour

Commercial vessels under 30 metres working / Navigating between the Islands are

strongly advised to seek guidance from the Pilots.

1.2 Extent of Compulsory Pilotage

The Pilotage District comprises all waters within a 5 nautical mile radius of the

Southern End of Samson Island (49 55.65’N, 6 21’W).



2. DUTIES AND RESPONSIBILITY

2.1 Summary of Roles

2.1.1 Competent Harbour Authority

The Competent Harbour Authority (CHA) function will:

Set authorisation requirements for unrestricted and restricted pilots.

Set requirements for PEC holders.

Set charges against a policy to provide a pilotage service that is self-financing.

Maintain and publish pilotage accounts in accordance with any requirements of the Pilotage Act.

Maintain safety management system information.

Regularly review pilotage procedures and requirements.

The Harbourmaster will be the recognised representative for the CHA and responsible

for overseeing the arrangements made by the CHA.

2.1.2 Harbourmaster

The Harbourmaster function shall:

Liaise with Agents and ensure programmed vessels provide information in accordance with procedural requirements.

Ensure information is delivered to the designated pilot for the vessel.

Invoice vessel agents for the pilotage service.

Authorise payments to pilots (or pilotage company) for acts undertaken.

Maintain pilotage records and accounts for the CHA.

Make recommendations to the CHA in respect of any amendments to Authorisation.

Maintain pilotage safety management system.

Monitor tripping of trainee pilots and currency of existing pilotage experience.

The maintenance of training schedule records for trainee and restricted pilots and the

professional updating of all pilots is an essential part of the pilotage safety

management system. This responsibility will include:

1. Maintaining records of the status of and any restrictions to all pilots (2.2.2)

2. The development and review of training policies and procedures

3. Preparing annual review of training progress and future requirements.

4. Reviewing incident and near-miss reports submitted by pilots.

5. Reviewing proposed changes to pilotage procedures, prior to adoption.



2.1.3 Pilotage Function

The pilotage function shall:

Be responsible to the master and owners’ of any vessel under pilotage, and to the CHA, for the provision of proper advice on all matters relating to pilotage.

Appoint the pilot(s) for each act.

Liaise directly with approaching vessels and arrange attendance on board.

Invoice Harbourmaster for acts of pilotage undertaken.

Provide senior pilot to examine trainee, restricted and PEC applicants.

Own and discharge relevant parts of pilotage procedures. This would include continuous development of pilotage procedures, providing proposed changes to the Harbourmaster for review.

Maintain appropriate records as requested by the Harbourmaster.

2.2 The Pilotage Safety Management System

Pilots shall be responsible to the Master and owners of any vessel under pilotage and

to the Competent Harbour Authority (CHA), for the provision of proper advice on all

matters relating to the safe navigation within the pilotage district.

2.2.1 Unrestricted Pilots

Unrestricted Pilots are authorised to pilot any vessel entering, departing or moving

within the Pilotage District.

2.2.2 Restricted Pilots

Restricted Pilots are authorised to pilot any vessel in accordance to the training schedule as set out in section 10.3 of this document whilst entering, departing or moving within the Pilotage District. The Harbour Master shall maintain up to date lists of the restrictions applied to any Pilots.

2.2.3 Pilotage Exemption Certificate Holders

Restrictions applicable to Pilotage Exemption Certificate holders are contained in the

Pilotage Exemption Certificate Requirements in Annex D.



2.2.4 Senior Pilot

The Senior Pilot shall be an Unrestricted Pilot appointed by the CHA and will be

responsible for the administration of the service on a day-to-day basis, including:

1. Appointing pilots to vessels as per Section 2.2.

2. Maintaining a file of Master/Pilot Exchange forms for all vessels subject to compulsory pilotage.

3. Maintaining a record of pilotage acts showing the details of each act of pilotage performed by each pilot.

4. Assessing the progress of trainee pilots and identifying any areas of additional training that is required.

5. Planning of the training programme for trainees and Restricted Pilots.

6. Submitting proposed changes to the pilotage procedures for review and approval by the Harbour Master.

2.2.5 Pilot Examiner

The CHA shall appoint a Pilot Examiner who shall be qualified to the standard of an

Unrestricted Pilot but will not necessarily be a serving pilot. His responsibilities

include:

1. Examining trainee pilots for authorisation,

2. Examining Restricted Pilots for upgrade

3. Periodic auditing and re-authorisation of authorised pilots.

4. Annual review of PEC holders.

5. Examining ships staff for PEC.

2.3 Appointment of Pilots to Vessels

Pilots shall be appointed to vessels by the Senior Pilot taking into account the

required grade of pilot for the size of the vessel, the need of each pilot to undertake

sufficient acts of pilotage to maintain proficiency and pilot training requirements. The

Senior Pilot may, at his discretion and taking into account weather conditions and

size of vessel, require two pilots.

2.4 Pilot Unavailable

If, for any reason (e.g. sickness), no pilot is available to attend a vessel that is subject

to compulsory pilotage, the pilot appointed to the vessel will advise the Harbour

Master, who will instruct the vessel to remain outside the Pilotage District until such

time as a pilot is available.

2.5 Bad Weather

The Pilotage Service shall be suspended during any period of bad weather and/or high

sea states if the pilot on turn considers it appropriate to do so.



3. GENERAL PROCEDURES

3.1 Notice of Arrival

The Master of any vessel subject to compulsory pilotage shall give notice of the

intention to navigate in the pilotage area, providing the information in accordance

with the “Notice to the Harbour Master and Pilot of Intention to Navigate in the

Pilotage Area”, contained in Annex A.

3.2 Pre-Arrival Information

All vessels that are subject to compulsory pilotage are required to provide the pilot

with the information listed in the Pre-Arrival Pilot Information Form contained in

Annex C.

If this information is submitted by fax, confirmation of receipt should be provided to

the vessel or Agent. Any subsequent changes should be advised verbally by VHF on

arrival. Where a vessel has submitted a previous Pre-Arrival Form, it will be sufficient

for the vessel to declare “No change”, if applicable, to the Propulsion and Steering

section.

The pilot on duty should request this information, if not already received, as the vessel

approaches the Pilotage District.

On or before receipt of the completed Pre-Arrival Pilot Information Form, the vessel

shall be provided with a copy of the generic passage plan contained in Annex B.

3.3 Extent of Pilotage

The application of compulsory pilotage is defined in Section 1.1. The geographical

extent of the Pilotage District is defined in Section 1.2

Except as provided below, any vessel subject to compulsory pilotage shall be piloted

either by an Authorised Pilot or by a Deck Officer holding a valid Pilotage Exemption

Certificate. This should be the case throughout the extent of the compulsory pilotage

district.

Vessels arriving from outside the Isles of Scilly may transit that part of the Pilotage

District, which lies between the offshore boundary and one of the pilot boarding

positions (defined in Section 4.1 and marked on BA Chart 34) without a pilot on board

under the following circumstances:

1. The vessel is in VHF contact with St Mary’s Pilot, has obtained permission to enter the Pilotage District.

2. The pilot boarding position has been agreed.

3. The vessel is approaching directly from seaward along or approximately along a track formed by the extension of the leading line adjacent to the advised boarding position.



Vessels departing from the Isles of Scilly may transit that part of the Pilotage District

which lies between the pilot boarding positions defined in Section 4.1 and marked on

chart BA 34, and the offshore boundary of the Pilotage District, by a route leading

directly away from the nearest land (or as otherwise directed by the pilot before or

after disembarkation), without a pilot on board.

3.4 Pilot Unable to Board / Disembark

The navigation of all vessels subject to pilotage shall be directed by a pilot on board

the vessel being piloted. Where it is not possible (due to weather or any other

exceptional circumstances) for the pilot to board or disembark in the usual position,

consideration must first be given to directing the vessel to an alternative position in

which boarding or disembarking can safely take place (e.g. on the lee side of the

island(s). If this is not possible, in the case of a departing vessel, over carrying should

be the preferred option.

In extreme circumstances where this is not practicable, then at the discretion of the

pilot and with the agreement of the Master, pilotage services may be provided by such

pilot on board another craft in close attendance to the vessel (remote pilotage), when

navigating inside the Pilotage District. This provision shall not apply to any transit

through St Mary’s Sound where vessels liable to compulsory pilotage must be under

the direction of a pilot on board.

In the event that the Master of an arriving vessel elects to refuse remote pilotage, the

vessel shall be instructed to remain outside the Pilotage District until such time as, in

the opinion of the pilot, he is able to safely board. The pilot shall not commence any

act of remote pilotage without having first become satisfied that the master is able to

demonstrate understanding of a prepared passage plan (see also Section 4.4 (Master-

Pilot information exchange). In the case of vessels departing the Pilotage District, the

pilot may be over-carried.

3.5 Over Carriage

Over carried pilots will disembark at the first reasonable opportunity en-route. The

charges for over carried pilots shall be equal to expenses incurred to return to the

Isles of Scilly.



4. BOARDING AND DISEMBARKING

4.1 Boarding Positions

For St Mary’s Sound 49o 53’N 6o 17’W

For North West Passage 49o 56’N 6o 26’W

For Crow Sound 49o 55.5’N 6o 13.5’W

Vessels are required to wait outside the outer limit of the Pilotage District until

contacted by the pilot. If it becomes apparent that a vessel is steering to approach

closer than the agreed pilot boarding position, the pilot shall, if appropriate, instruct

the vessel to slow, stop or stand away.

4.2 Boarding and Disembarking

See also Section 7 - Safety

VHF radio contact should be established between the pilot launch and the vessel as

soon as possible. The pilot should instruct the Master which side of the vessel is

required for boarding access and speed. This information should be communicated as

soon as practicable.

The decision as to whether it is safe to put the launch alongside is the sole

responsibility of the launch coxswain. If the coxswain considers it safe, the pilot will

assess the sea conditions and, in his absolute discretion, assess whether it is safe for

him to board (or disembark) from the vessel. In either event, if it is not considered

safe to board or disembark, the pilot shall advise the Master accordingly and follow

the procedures set out in Section 3.4.

If it is considered safe to board the vessel, the pilot should decide on the best location

in which to board the vessel, having due regard to the sea conditions inshore and

offshore, and the need to board the vessel in sufficient time to close and steady on the

leads, and complete the Master/Pilot exchange of information before committing to

the channel. The pilot will liaise with the Master to manoeuvre the vessel as required

to create a satisfactory lee for boarding.

If the vessel has to stand well inshore from the designated boarding position in order

to safely board the pilot, consideration should be given to taking the vessel offshore

and making a new approach, to give sufficient time to complete the Master / Pilot

exchange and steady the vessel on the leads.



4.3 Pilot Ladders (Boarding Arrangements)

Vessels are required to provide pilot ladders in accordance with SOLAS and IMPA

requirements. In particular, vessels are required to provide a means of access, which

involves a vertical climb of not more than 9 metres; this may be achieved by means of

a shell door or a combination arrangement with an accommodation ladder. Forward-

facing accommodation ladders are not acceptable in this respect and should not be

used.

4.4 Master – Pilot Information Exchange

On boarding, the pilot should sight the passage plan prepared by the vessel. The plan

to be followed, taking the vessel’s plan into account, if practicable, shall be discussed

and agreed with the Master – see International Chamber of Shipping (ICS) Bridge

Procedures Guide Section 3.3.3.3.

In addition, the Master / Pilot exchange shall include but not necessarily be limited

to:

1. Intended route, including principal navigation aids

2. Critical points and/or hazards

3. Tidal stream and weather considerations

4. Communication requirements (if remote pilotage)

5. Any traffic / small craft of interest

6. Ships draughts and principal particulars (Pilot Information Card)

7. Any defects to ships navigational, steering or propulsion machinery

8. Any unusual handling or manoeuvring characteristics

9. Confirm navigation gear, steering and engines tested prior to entry/departure

The pilot should be provided with a Pilot Information Card in the form recommended

in Annex 3 to the ICS Bridge Procedures guide, or equivalent.

4.5 Pilot Unable to Board

In such circumstances, the Master/Pilot exchange prior to transit shall be carried out

verbally by VHF communication in the case of arriving vessels, or in the case of

departing vessels by the pilot attending on board prior to departure and providing

assistance to the master to further develop a departure passage plan. Where possible,

pilots should review departure passage plans during their attendance onboard for

arrival.



5. NAVIGATION

5.1 General

Vessels should be navigated at all times in accordance with the ICS Bridge Procedures

Guide. Pilots should use their best endeavours to ensure that ship’s staff make

proper use of appropriate navigational procedures, including the use of visual leads,

clearing bearings, parallel indexes, and GPS reference lines, to properly monitor the

vessel’s position and progress along the navigational channels. Masters of vessels

failing to do so should be cautioned and continued failure should be reported to the

Harbour Master.

5.2 Under keel Clearance

The minimum transiting under keel clearance allowed in any part of the pilotage area

is one metre. Due allowance shall also be made for the effects of swell and squat.

Normal navigational prudence may dictate an increased clearance, which shall be

subject to Pilot advice.

Additional under keel criteria apply for specific Sounds and recognised routes to St

Mary’s, which are related to visibility (see section 5.3).

5.3 Visibility and Under-keel Clearance

Vessels will normally enter in daylight. St Mary’s Sound and North West Passage

leads require a visibility of approximately 5 miles to ensure that an approaching vessel

is correctly lined up prior to entry.

In St Mary’s Sound the maximum transiting draught when the leads can be seen shall

be 4.7 metres plus the height of tide. If leads cannot be seen, the maximum transiting

draught shall be 3.7 metres plus the height of tide.

Vessels may otherwise transit St Mary’s Sound, Crow Sound and North West Passage

at the discretion of the Pilot and Master, taking due account of the navigational

preparedness and capability of the vessel.

5.4 GPS and DGPS Information

If the vessel is fitted with a Global Positioning System (GPS), ship’s staff should set up

a reference line to correspond with the leads and other tracks. Due allowance should

be made for the corrections to satellite derived positions to agree with charted

positions, particularly in St Mary’s Sound. Ship’s staff should be asked to provide

distance off-track (cross-track error) information and the accuracy and reliability of

the information evaluated in good weather conditions.

5.5 Buoy Positions

The positions of buoys cannot be guaranteed, particularly in and after conditions of

heavy weather. Buoys are a useful check on position but should never be used as a

primary means of navigation.



6. DIRECTIONS

6.1 St Mary’s Sound

6.1.1 Depths and Currents

The controlling depth for St Mary’s Sound is 9.9 metres (off Woolpack Point) and

currents generally flow along the length of St Mary’s Sound, however a significant set

towards the N Bartholomew and Bartholomew Ledges occurs at times. Actual

currents may temporarily exceed the predicted rates. A current chart is shown on BA

chart 34.

6.1.2 Directions

Approaching St Mary’s Sound from along the SE coast of St Mary’s Island it should be

noted that the radar image of Old Town Bay and Porthcressa can be mistaken for the

entrance to St Mary’s Sound. This is particularly the case on low range scales when

the land is displayed towards the edge of the display. This can be avoided by checking

on higher range scales and standing further offshore.

Vessels are cautioned not to approach nearer than the pilot boarding position (49

53’N 6 17’W) unless instructed by the pilot.

Approaching from the SE, steer to keep the North Carn of Mincarlo in line with SW

extremity of Great Minalto, bearing 307½. This line must be followed accurately.

Parallel index may be set up on The Bow (0.41’ to port) and/or Woolpack (S Cardinal)

Beacon (0.13’ to starboard). In either case, care should be taken to positively identify

the radar target due to the possibility of confusion with small vessels, which may be in

the vicinity. Care should be taken if using the end of the land for parallel indexing as

the error resulting from confusing the high and low water line is sufficient to induce

displacement of the vessel out of the channel. A pillar beacon marks Bartholomew

Ledges, whilst the North Bartholomew Ledge is marked by a lit port hand buoy.

Care should be taken approaching the inward end of the sound as vessels

approaching from starboard may be concealed behind Garrison Hill.

When St Martin’s Daymark is in line with Creeb Island, course may be altered into St

Mary’s Road, giving a good clearance off Woodcock Ledge and Southward Well.

6.2 North West Passage (North Channel)


Details of currents are shown on BA Chart 34. The controlling depth is 12 metres in

the channel.

6.2.2 Directions

Vessels should steer to approach the Passage from the NW. Vessels are required not

to approach nearer than the pilot boarding position (49 56’N 6 26’W) unless

instructed to do so by the pilot.



Approaching from the NW, steer to keep the disused lighthouse on Saint Agnes Island

in line with the lead mark on Tins Walbert (installed 2001). This line clears Steeple

Rock (0.35’ to NE).

Care should be taken not to stray to Port of this leading line, due to proximity of

Steeple Rock. Steeple Rock is marked by a lighted West Cardinal buoy (49 55.46’N 6

24.24’W). In particular the flood tide runs across the entrance and can set vessels to

Port. The hazards to starboard posed by Carnbase and Jeffrey Rock need to be noted.

Parallel index may be obtained off Mincarlo, 1 mile to port. Care must be taken in

identifying Mincarlo as the correct radar target for parallel indexing – Biggal1,

lying close to Mincarlo is picked up by radar and can provide confusion. As the N

summit of Great Ganilly comes into line with Bant’s Carn (brg 059), alter course onto

this lead. Great Minalto and the South end of Samson Island can be used for parallel

index (5 cables to port). For turning, Newman Rock open of the end the Harbour

Breakwater clears Spencer’s Ledge until the Great Ganilly / Bant’s Carn lead is

closed. Spencer’s Ledge is marked by a South Cardinal Buoy (49 54.78’N 06

22.08’W).

In poor visibility, the approach through North West Passage is made on a track of 124,

with Great Smith ahead. Great Smith can be identified on the radar with care, as it is

an isolated rock. A parallel index distance of one mile off Mincarlo will clear Steeple

Rock and Spencer’s Ledge. The parallel index can be transferred to Great Minalto and

with the Spencer’s Ledge buoy (lighted) providing an alter course mark, heading can

be changed onto a new parallel index line, 5 cables off Great Minalto (and the South

end of Samson Island), to lead into St Mary’s Road. The alter course position is less

than 7 cables from Great Smith Is and the new course 059 clears the 9.7 metre patch

at Spencer’s ledge on the turn. Although not for primary navigation, clearing

distances of 3 cables may be used for both the Steeple Rock and Spencer’s Ledge

buoys which should be visible on radar thus providing a common secondary indexing

range.

GPS reference information (distance off-track) can form a useful cross check in this

passage.

6.3 Crow Sound


Details of currents are shown on BA chart 34. The controlling depth is 12 metres (at

the anchorage) although a 7.9 metre patch exists off Blockhouse Point.

6.3.2 Directions

Vessels should steer to approach the Sound from the SE. Vessels are instructed not to

approach nearer than the pilot boarding position (4955.5’N 6 13.5’W) unless

instructed to do so by the Pilot.

1 Biggal is a small rock lying at the end of Mincarlo and both can provide a similar response to radar transmission.



Approaching from the SE, steer to keep the summit of Samson Hill in line with the NE

edge of Innisidgen Islet, bearing 284½o. Tolls Island may be used for parallel

indexing, 0.28 miles to port, together with the NE end of Innisidgen, right ahead.

Anchorage may be obtained 3.5 cables E of Innisidgen Islet, in winds from SW to NE

through NW. The anchorage is untenable in strong E winds.

6.4 St Mary’s Roads

Anchorage may be obtained in St Mary’s Roads, between Samson Island and St Mary’s

Harbour. The anchorage is exposed in winds between SW and NW. Winds from the

SW bring in a heavy sea and can render the anchorage unsafe. The holding ground is

generally good in depths of more than 6 metres, although poor holding exists in the

vicinity of Saint Agnes Island. A restricted area, 300 metres radius, centred 4 cables

south of Southward Well Point exists over an historic wreck.

6.5 Broad Sound

The use of Broad Sound is not generally recommended due to the fact that sea

conditions off Bishop Rock will usually preclude boarding or disembarkation,

moreover the lead is only visible in very clear weather. Parallel index may be taken of

the Bishop Rock and Haycocks.

6.6 Smith Sound

The use of Smith Sound is not recommended. The channel is narrow and there is no

single lead that clears all dangers.



7. SAFETY

7.1 General

Pilots should be familiar with and apply the procedures set out in the Code of

Practice: “Boarding and Landing of Pilots by Pilot Boat”, issued by the British Ports

Federation/UK Pilots Association (UKMPA).

7.2 Safety Clothing

Pilots should wear non-slip safety shoes or boots. The minimum standard should be

as set out in the UKMPA Recommendations on Pilots Safety Clothing (1990). Flotation

coats incorporating safety harness, lifejacket, strobe light and personal locator

beacons are recommended.

7.3 Safe Boarding and Disembarking

Where the access to the vessel requires a substantial climb, the pilot may prefer the

launch to move away to prevent serious injury in the event of a fall; in other cases it is

generally considered preferable for the launch to remain under the ladder. Prior to

boarding the pilot will advise the coxswain whether he wishes the launch to remain

under the ladder or move away from the vessels side.

The pilot and launch crew should remain inside the cabin until the launch is at

reduced speed, in the lee of the vessel. At night, the launch’s deck lights should be

turned on before any personnel proceed on deck. The searchlight should be used to

illuminate the pilot ladder and foredeck of the launch. Personnel should go forward

along the side of the launch which is away from the vessel.

The launch crew must be on deck to assist the pilot boarding or disembarking. To

prevent the ladder being trapped between the vessel’s side and the launch, the launch

crew should ensure that the bottom of the pilot ladder is retained on the deck of the

launch throughout transfer of the pilot. The pilot shall ascertain that the ladder is

properly secured by communication with the vessel’s crew before attempting to

embark. The pilot should not attempt to embark in the absence of such

communication.

If the height of the pilot ladder requires adjustment, the pilot and launch crew should

return to the safety of the cabin and the launch should stand off while adjustments

are made.



8. INCIDENTS AND DEFICIENCIES

8.1 Incident and Near Miss Reporting

In the event of an incident or near miss, a detailed report should be completed by the

Pilot and submitted to the Harbour Master within 24 hours of the incident. Such

report should be in the form of a statement of factual events. Names and contact

details of persons involved and witnesses should be included where possible. Times

should be entered where known; estimated times should be clearly indicated as such.

Opinions or subjective comments should be excluded. The report should be signed,

dated and witnessed.

The Senior Pilot may (or at the request of the Harbour Master will) submit proposals to

amend the pilotage procedures to prevent or reduce the possibility of recurrence of

such incidents / near misses or mitigate the consequences. The Harbour Master will

review proposals before adoption.

8.2 Vessel Deficiencies

In the case of arriving vessels, in the event that the pilot is unsatisfied with the

condition or preparedness of the vessel as evidenced by his observations or

information supplied, the vessel may be directed to an alternative anchorage or

instructed to leave and remain outside the Pilotage District until such time as the

deficiencies have been rectified. In general, vessels with any significant navigational,

steering or propulsion defect should not transit St Mary’s Sound.

In the case of departing vessels, the Master and Pilot shall carry out a risk assessment

from which procedures to eliminate or minimise any risks to life, the vessel and/or the

environment shall be identified and implemented. Any risks associated with the

vessel remaining in the anchorage should also be taken into account. The Harbour

Master shall be advised, and may additionally impose restrictions on or issue

directions to vessels with declared defects or leaking marine pollutants. Pilots will be

advised accordingly.

8.3 Defects to Ship and Shore Navigation Aids

Any pilot noting any defect or damage to any navigation aid shall report such defect or

damage to the Harbour Master immediately. The Harbour Master will pass this

information on to MCA. Any defects to buoys etc. will be reported to Trinity House and

LNtM promulgated.



9. PILOTAGE EXEMPTION CERTIFICATES

A Pilotage Exemption Certificate may be granted to persons who are bona fide Masters

or Deck Officers, legally entitled to navigate the vessel under the laws of the country

in which the vessel is registered. The conditions and requirements for the issue of a

Pilotage Exemption Certificate are contained in the Pilotage Exemption Certificate

Requirements in Annex D.

10. TRAINING

10.1 Basic Qualifications and Experience

All pilots shall hold either:

a) A Department of Transport Master Mariner (Class 1) Certificate of Competency or equivalent, or;

b) A Department of Transport Certificate of Competency with a Command Endorsement, or;

c) Previous experience as a pilot or equivalent ship handling experience;

d) Appropriate training under the national occupational standards for marine pilots.

Pilots authorised on or before 1st January 1999 are exempt from this requirement.

All pilots shall be physically fit and shall be required to maintain compliance with the

national medical requirements for seafarers (ENG 1) and submit a certificate of

medical fitness (ENG 1). Over 50 years of age an annual medical from the local

medical centre will be required as specified by the CHA.

Pilots shall normally retire at the age of 60 but may continue to 65 upon satisfactory

re-validation.

10.2 Trainee Pilot

The amount of training required will depend upon the experience and qualifications of

the trainee. The Senior Pilot will assess the training requirements of trainee pilots

and prepare a training program appropriate to the trainee’s qualifications and

experience.



10.2.1 Induction Training

Induction training will include:

Safety Procedures including boarding and disembarking (Code of Practice: “Boarding and Landing of Pilots by Pilot Boat”, etc)

Knowledge of the area (including practical training by personal experience under instruction from another pilot and a study of relevant charts and publications)

10.2.2 Theory

Building detailed theoretical knowledge of the pilotage area according to the syllabus

contained in Annex E, knowledge of:

Basic Pilotage law

Local Bye-laws and Regulations

Pilotage Procedures

“M” Notices relevant to pilotage matters

Relevant current Notices to Mariners

Dangerous Substances in Harbour Areas Regulations 1987.

10.2.3 Practical

The minimum experience needed will be assessed by the pilot examiner on

appointment as a trainee. For guidance, a minimum experience of 70 pilotage acts

will be normal, of which 10 must be on different vessels, 10 during the hours of

darkness and 10 in conditions of restricted visibility. This must include 10 acts to

and from both anchorages, 10 acts into and out of St Mary’s Harbour, 20 acts via the

North West Passage, 20 acts via St Mary’s Sound and 20 Acts via Crow Sound. The

tripping requirement must also include at least 5 acts to and from Old Grimsby and

New Grimsby Harbours on appropriate sized vessels.

With the exception of Old Grimsby and New Grimsby Harbours, all tripping must be in

vessels of more than 30 metres in length.

At least 4 acts in each channel must be under formal assessment by an Unrestricted

Pilot or the Pilot Examiner. At least two of these acts must be under formal

assessment by the Pilot Examiner or the Senior Pilot on his behalf.

10.2.4 Assessment Interviews

Trainee pilots will be interviewed periodically to assess their progress, and identify

future training needs.

10.2.5 Examination

On completion, the trainee will be examined by a panel consisting of the Senior Pilot,

the Harbour Master and the Pilot Examiner. This examination will be mainly oral but



will include a project of the candidate’s choice, relevant to practical pilotage, together

with examination of the tripping record and formal assessments.

On successful completion, the candidate will be authorised by the CHA for vessels up

to 5,000 Gross Tonnes.

10.3 Upgrade to Unrestricted

Pilots may be upgraded to Unrestricted after having satisfactorily obtained:

1. 24 months experience as restricted pilot.

2. The following training programme set out below

Type of pilotage qualification

Valid for Minimum number of trips Minimum period of experience

Comment

Restricted C Up to 5,000GT 10 trips having the conduct of vessels over 2,000 GT

10 trips accompanying unrestricted pilot on vessels over 5,000GT

Minimum of 24 months experience as restricted pilot required before advancing to unrestricted pilot

Initial examination by Harbour Master, Senior Pilot and Pilotage Examiner

Restricted B Up to 10,000GT 10 trips having the conduct of vessels over 5,000 GT


Restricted A Up to 20,000GT 10 trips having the conduct of vessels over 10,000 GT


Unrestricted Unrestricted Assessment by Senior Pilot and Pilotage Examiner

3. Assessment by a panel comprising the Harbour Master, the Senior Pilot and the Pilot Examiner.

10.4 Re-Authorisation

Authorised pilots should be subject to periodic audit, satisfactory completion of which

should result in their authorisation being confirmed.



11. GLOSSARY

The following abbreviations and acronyms have been used throughout this document:

Acronym Definition

CHA Competent Harbour Authority

CPP Controllable Pitch Propeller

ETA Estimated Time of Arrival

GPS Global Positioning System

IALA International Association of Lighthouse Authorities

ICS International Chamber of Shipping

INMARSAT International Maritime Satellite Communication System

NI Nautical Institute

PEC Pilotage Exemption Certificate

SOLAS Safety of Life at Sea Convention

VHF Very High Frequency (marine radio)


Pilotage Procedures 2014.doc Page: A.1

ANNEX A

NOTICE TO THE HARBOUR MASTER AND PILOT

OF INTENTION TO NAVIGATE IN THE SCILLY PILOTAGE AREA



NOTICE TO THE HARBOUR MASTER AND PILOT OF INTENTION TO

NAVIGATE IN THE SCILLY PILOTAGE AREA

The Master of any ship, trawler, sail training vessel or yacht which is subject to

compulsory pilotage shall give notice of the intention to navigate in the pilotage

area providing the following information:

1. A notice of estimated time of arrival (ETA) shall be sent to the Harbour Master for every inward bound ship, trawler or yacht for which a pilot is required. The ETA must be received by the Harbour Master at least 24 hours before the ETA at the outer limit of the Pilotage District.

2. If the voyage is less than 24 hours duration, the vessel should give an ETA to the Harbour Master and Pilot immediately on sailing from the last port prior to arrival at St Mary’s Pilotage District. The Harbourmaster needs to be advised of this during working hours if at all possible.

3. Immediately it becomes apparent that a vessel will not arrive within 3 hours after the specified ETA, an amended ETA must be sent to the pilot.

4. The notice of ETA shall include the vessel’s name, date and time of ETA, draught, overall length, gross tonnage, number of passengers or quantities of cargoes, radio call sign and INMARSAT telephone number.

5. The notice of ETA must identify any deficiencies in propulsion, steering or navigational equipment and confirm that the vessel has:

BA charts 34 and 883, BA Sailing Directions NP27, tide tables and List of Lights for the area, (or equivalent publications) on board, fully corrected and up-to-date.

Prepared detailed passage plans from the pilot boarding positions to the respective anchorages, in accordance with the principles laid down in the ICS “Bridge Procedures Guide” and Nautical Institute “Bridge Team Management” publications.

6. The Pre-Arrival and Pilot Information Card contained in ANNEX C may be

used for the purpose of this notice.

7. Before entering the Pilotage District (defined by a radius of 5 miles from the South end of Samson Island (49o 55.65’N 6o 21.00’W)) the vessel must obtain permission from St Mary’s Pilot (VHF channel 16, then 14). Vessels arriving ahead of ETA must remain outside the pilotage district unless contact with the pilotage station has been established.

8. Before entering the Pilotage District vessels should test their propulsion astern, emergency steering arrangements, have two steering motors in operation and have their engines in immediate readiness for manoeuvring.

9. Outward bound vessels shall give not less than 4 hours notice of their intention to navigate within the limits of the Pilotage District to the pilot



The Harbour Master may be contacted on VHF channel 16, call sign “St Mary’s

Harbour”, working VHF channel 14. The Harbour Office is manned daily from

0800 to 1700 although a radio watch is not continuously maintained.

Guidance for the preparation of passage plans can be obtained from the

Secretary to the St Mary’s Boatman’s Association.

Relevant contact details are listed below:

Harbour Master: Telephone +44 (1720) 422768 or 07789273610; Fax: +44 (1720) 423980; email [email protected]

St Mary’s Boatman’s Association: Telephone & Fax +44 (1720) 422469.

Receipt of information sent by fax should be verified by a telephone call.


Pilotage Procedures 2014.doc Page: B.1

ANNEX B

GENERIC PASSAGE PLAN



Dear Captain,

Welcome to the Isles of Scilly. The safety of your vessel and passengers during

the transit to and from the anchorages, and throughout your visit is a matter of

great importance to us. This letter provides important information to assist you

in planning your passage into and out of the islands. In integrating this advice

into your passage plan, you will be assisting our pilots to work closely with your

bridge team for each transit.

The Pilotage District comprises all waters within a 5 nautical mile radius of the

Southern End of Samson Island (49 55.65’N 621’W). Vessels arriving from

outside the Isles of Scilly may transit that part of the Pilotage District which lies

between the offshore boundary and one of the pilot boarding positions marked on

BA Chart 34 without a pilot on board under the following circumstances:-

The vessel is in VHF contact with St Mary’s Pilot, has obtained permission to enter the Pilotage District and,

The pilot boarding position has been agreed. Pilots will normally board about one mile seaward of the 50 metre contour.

In normal circumstances the pilot will not board before 0730 local time and

vessels are recommended to delay their arrival until this time. Vessels subject to

compulsory pilotage are prohibited from transiting St Mary’s Sound without a

pilot on board.

Before arrival off the pilot station, you should prepare a detailed passage plan,

which takes into account the advice contained in the ICS “Bridge Procedures

Guide” and utilising the techniques contained in the NI publication “Bridge Team

Management”. The information provided in this document is intended assist you

in preparing your passage plan and to ensure that your plan is consistent with

our normal pilotage practice.

You should also refer to the British Admiralty Charts 34 and 883 and the BA

Channel Pilot NP27. The information contained in this document is intended to

supplement the above data and does not replace it.

Visibility can change rapidly in the Isles, and leading lines/marks may not be

visible. We would therefore particularly draw your attention to the need to

prepare adequate parallel indexes and also setting appropriate GPS waypoints to

enable the bridge team to supply accurate cross-track error information to the

pilot, as required.

Anchorage may be obtained in St Mary’s Roads when conditions permit, however

your attention is drawn to the fact that this anchorage is exposed to winds

between NW and SW, and that winds from the SW bring in a heavy sea, which can

render this anchorage unsafe. As the weather can change rapidly, your passage

plan should therefore allow for using the alternative anchorage in Crow Sound.

At the anchorage, mariners should allow an underkeel clearance of at least one

metre. In addition to the above, your passage plan should clearly mark:



the grounding line / safe water appropriate to your draft.

the predicted currents (e.g. from tidal diamonds)

‘wheel over’ positions and reference points, making proper allowance for the vessel’s manoeuvring characteristics.

You should be aware that due to high sea and swell conditions off the islands,

pilots are not always able to board vessels. This may mean diversion to an

alternative approach channel or as a last course of action the pilot will provide

limited service to a vessel, but from the pilotage launch. Pilotage advice is always

not to proceed in these conditions and any request to use this service is from an

understanding that you have elected to proceed against this advice. It is therefore

particularly important that passage plans are prepared in sufficient scope and

detail to enable the bridge team to adequately control the navigation in the event

of limited assistance being available from the pilot.

Disembarkation of pilots in offshore conditions is generally more hazardous than

embarkation; it is therefore more likely that pilots will lead outbound vessels from

the launch. For this reason, you should prepare a departure passage plan of the

same scope and detail.

On approach and whilst in the Isles of Scilly, you should closely monitor all

available weather forecasts. Vessels should be prepared to leave at short notice

and/or shift to Crow Sound anchorage.

Vessels will normally enter in daylight. Prior to arrival off the boarding position

you should test main engines (astern capability), thrusters and steering gear.

Both steering gears must be in operation, and both anchors cleared away. The

Master / Pilot exchange form may be submitted by fax in which case you should

telephone to confirm receipt. Any changes should be advised to the pilot as soon

as practicable.

St Mary’s Harbour Master generally listens on VHF channel 16 from about 8.00 to

17.00 hours but coverage is not continuous. Harbour working is on VHF channel

14. The Pilots can be contacted direct on UK telephone, +44 (1720) 422078 or the

pilot examiner on +44 (1720) 422066 (alternate +44 (776) 8555864).

Harbour Master: Telephone +44 (1720) 422768/422447; +44(7789) 273610 Fax: +44 (1720) 423980 Email: [email protected]

St Mary’s Boatman’s Association: Telephone +44 (1720) 422951 +44 (7899) 944187 Email: [email protected]



ST MARY’S ROAD

Anchorage may be obtained in St Mary’s Road, between Samson Island and St Mary’s

Harbour. The anchorage is exposed in winds between SW and NW, winds from the SW

bring in a heavy sea and can render the anchorage unsafe. The holding ground is

generally good in depths of more than 6 metres, although poor holding exists in the

vicinity of Saint Agnes Island. A restricted area, 300 metres radius, centred 4 cables

South West of Southward Well Point exists over a historic wreck.

Approach to the St Mary’s Road Anchorage



ST MARY’S SOUND

General Information

The controlling depth in St Mary’s Sound is 9.9 metres off Woolpack Point.

Details of currents are shown on BA chart 34 and generally flow along the length of St Mary’s Sound, however mariners should be aware of the possibility of a significant set towards the N Bartholomew and Bartholomew Ledges at times. Mariners should also note that actual currents might temporarily exceed the predicted rates.

General Directions

Approaching St Mary’s Sound from along the SE coast of St Mary’s Island it should be

noted that the radar image of Old Town Bay and Porthcressa can be mistaken for the

entrance to St Mary’s Sound. This is particularly the case on low range scales when the

land is displayed towards the edge of the display. This can be avoided by checking on

higher range scales and standing further offshore.

Vessels should steer to approach the Sound from the SE. Vessels should not approach

nearer than the pilot boarding position (49o 53’N 6o 17’W) unless instructed by the pilot.

Approaching from the SE, steer to keep the North Carn of Mincarlo in line with SW

extremity of Great Minalto, bearing 307½. This line must be followed accurately.

Parallel index may be set up on The Bow (0.41’ to port) and/or Woolpack (S Cardinal)

Beacon (0.13’ to starboard). In either case, care should be taken to positively identify

the target due to the possibility of confusion with small vessels, which may be in the

vicinity. Care should be taken if using the end of the land for parallel indexing as the

error resulting from confusing the high and low water line is sufficient to induce

displacement of the vessel out of the channel. A pillar beacon, with a red can top mark

was installed on Bartholomew Ledges, Winter 2001 (49 54.364’N 06 19.85’W).

Additionally, a Red Port Hand Buoy now marks the North Bartholomew Ledge.

Care should be taken approaching the inward end of the sound as vessels approaching

from starboard may be concealed behind Garrison Hill. When St Martin’s daymark is in

line with Creeb Island, course may be altered into St Mary’s Road, giving a good

clearance off Woodcock Ledge and Southward Well.

If the vessel is fitted with GPS, a reference line should be set up to correspond with the

above track. Due allowance should be made for the corrections to satellite derived

positions to agree with charted positions.



Approaches to St Mary’s Road from South East

NB: Chartlets are provided for advice only and are not to scale. Navigation Charts should be used for Navigation.



NORTH WEST PASSAGE (Renamed 2001 - North Channel on some charts)

General Information

The controlling depth in the North West Passage is 12 metres in the channel.

Details of currents are shown on BA chart 34.

General Directions

Vessels should steer to approach the Passage from the NW. Vessels requiring a pilot

should not approach nearer than the boarding position (49 56’ N 6 26’ W) unless

instructed to do so by the pilot. Mariners are cautioned that sea conditions off the

North West Passage are more likely to prevent pilot boarding and disembarking than

with the other channels.

Approaching from the NW, steer to keep the disused lighthouse on Saint Agnes Island in

line with the lead mark on Tins Walbert (installed 2001). This line clears Steeple Rock

(0.35’ to NE).

Care should be taken not to stray to Port of this leading line, due to proximity of Steeple

Rock. Steeple Rock is marked by a lighted West Cardinal buoy (49 55.46’N 6 24.24’W).

In particular the flood tide runs across the entrance and can set vessels to Port. The

hazards to starboard posed by Carnbase and Jeffrey Rock need to be noted.

Parallel index may be obtained off Mincarlo, 1 mile to port. Care must be taken in

identifying Mincarlo as the correct radar target for parallel indexing – Biggal1, lying

close to Mincarlo is picked up by radar and can provide confusion. As the N summit

of Great Ganilly comes into line with Bant’s Carn (brg 059), alter course onto this lead.

Great Minalto and the South end of Samson Island can be used for parallel index (5

cables to port). For turning, Newman Rock open of the end the Harbour Breakwater

clears Spencer’s Ledge until the Great Ganilly/Bant’s Carn lead is closed. Spencer’s

Ledge is marked by a South Cardinal Buoy (49 54.78’N 06 22.08’W).

In poor visibility, the approach through North West Passage is made on a track of 124,

with Great Smith ahead. Great Smith can be identified on the radar with care, as it is

an isolated rock. A parallel index distance of one mile off Mincarlo will clear Steeple

Rock and Spencer’s Ledge. The parallel index can be transferred to Great Minalto and

with the Spencer’s Ledge buoy (lighted) providing an alter course mark, heading can be

changed onto a new parallel index line, 5 cables off Great Minalto (and the South end of

Samson Island), to lead into St Mary’s Road. The alter course position is less than 7

cables from Great Smith Is and the new course 059 clears the 9.7 metre patch at

Spencer’s ledge on the turn. Although not for primary navigation, clearing distances of

3 cables may be used for both the Steeple Rock and Spencer’s Ledge buoys which

should be visible on radar thus providing a common secondary indexing range.

GPS reference information (distance off-track) can form a useful cross check in this

passage.

1 Biggal is a small rock lying at the end of Mincarlo and both can provide a similar response to radar transmission.



North West Passage Approaches

NORTH WEST PASSAGE Showing Approaches

1. Good Visibility 2. Restricted Visibility

NB: Chartlets are for advice only and are not to scale. Navigation Charts should be used for Navigation.



CROW SOUND

General Information

The controlling depth in Crow Sound is 12 metres (at the anchorage) although a 7.9 metre patch exists off Blockhouse Point.

Details of currents are shown on BA chart 34.

General Directions

Vessels should steer to approach the Sound from the SE. Vessels should not approach

nearer than the pilot boarding position (4955.5’N 6 14’W) unless instructed to do so by

the pilot. Approaching from the SE, steer to keep the summit of Samson Hill in line with

the NE edge of Innisidgen Islet, bearing 284½o (see diagram). Tolls Island may be used

for parallel indexing, 0.28 miles to port, together with the NE end of Innisidgen right

ahead.

Anchorage may be obtained 3.5 cables E of Innisidgen Islet, in winds from SW to NE

through NW. The anchorage is untenable in strong E winds.

Yours Sincerely, Duchy of Cornwall Isles of Scilly Pilotage Service

NB: Chartlets are for advice only and are not to scale. Navigation Charts should be used for Navigation.

Reference No: 505S025/2 Issue: 5.00

Pilotage Procedures 2014.doc Page: C.1

ANNEX C

COMBINED PRE-ARRIVAL AND PILOT INFORMATION CARD

FOR THE ISLES OF SCILLY PILOTAGE DISTRICT

Reference No: 505S025/2 Issue: 5.00

Pilotage Procedures 2014.doc Page: C.2

COMBINED PRE-ARRIVAL AND PILOT INFORMATION CARD FOR THE ISLES OF SCILLY PILOTAGE DISTRICT

FAX BACK TO +44 (0)1720 423980

VESSEL DETAILS

Name of Vessel

ETA Date: Time:

Call Sign Inmarsat or Tel No

Arriving From Bound To

Flag Draught Fwd\Aft

Gross Tonnage Length (LOA)\ Beam

Number of Passengers Type & Qty of Cargoes

PROPULSION & STEERING

Item Confirm (please circle) Details

Engine Type Steam Motor Power (HP or Kw)

Propeller Single Twin CPP

Pods

If CPP, Prop Pitch Failure Mode Zero Pitch

Full Ahead

Other (Specify)

Rudder Single Twin High Lift

2 Steering Systems In Operation? Yes No

Bow Thruster (Operational?) Yes No Power (HP or Kw)

Stern Thruster (Operational?) Yes No Power (HP or Kw)

NAVIGATION

Navigational Equipment Confirm (please circle) Details

Radar 1 In Operation Yes No

Radar 2 In Operation Yes No

GPS In Operation Yes No

2 Independent VHF Sets In Use Yes No

Charts BA34, BA883 In Use, Corrected & Up To Date

Yes No Equivalent Scale Charts Acceptable

Pilot Book Np 27 In Use Yes No Or equivalent

Passage Plan Completed and In Use Yes No Must Include Details of Leads, Clearing Marks, Parallel Indexes, GPS Reference Lines, Underkeel Clearance, Grounding Line and Dangers Highlighted on Chart, etc

Details of other equipment defects that may be relevant to safe navigation of your vessel

Signed ……………………… (Master) Date…..………………


Pilotage Procedures 2014.doc Page: D.1

ANNEX D

PILOTAGE EXEMPTION CERTIFICATE REQUIREMENTS



PILOTAGE EXEMPTION CERTIFICATE REQUIREMENTS

GENERAL

The following guidelines detail the terms and conditions on which applicants

may seek a Pilotage Exemption certificate:

1. Pilotage Exemption Certificates (PEC's) for Isles of Scilly Pilotage District will be granted to persons who are bona fide Masters or Deck Officers, legally entitled to assume command of the vessel under the laws of the country in which the vessel is registered.

2. Certificate Holders will only be entitled to enter St Mary’s Harbour by the recognised channels, namely:

St Mary’s Sound

Crow Sound

North West Passage.

Pilotage Exemption Certificates may be limited to certain channels only

and/or daylight transit only. Pilotage Exemption Certificates will be

issued on a named vessel basis and the holder will be limited accordingly.

3. Applicants will be required to complete six voyages in and out of St Mary’s Harbour (a total of twelve acts) before sitting an examination. Two must be undertaken with a Pilot on-board whilst the remaining four, where appropriate, may be carried out under the supervision of a PEC holder provided he is the Master of, and that the PEC has been issued for, the vessel in question. At least two of the six voyages must be executed during the period of darkness.

4. The Applicant shall give confirmation of satisfactory medical condition before sitting an examination.

5. The examination will take place in the offices of the Duchy of Cornwall and will be conducted by the Pilot Examiner or the Senior Pilot with the Harbour Master present.

6. Applicants will be examined and must have a good knowledge of:

a) The International Regulations for the Prevention of Collisions at Sea

b) The IALA Maritime Buoyage System “A”

c) The names of channels, reaches, headlands, points and shoals for the area, in particular those detailed in paragraph 2 above.

d) All recognised anchorages, in particular “Nut Rock” and “Watermill Bay”. Details of these can be obtained from BA charts 883 (St Mary’s) and 34 (Isles of Scilly)

e) The depths of water throughout the area.

f) The positions, names and characteristics of the buoys, beacons and other seamarks in the area.



g) The approximate width of the various channels and the shape and size of the various shoals and the direction in which they lie.

h) The clearing marks for the shoals and points by days and night in the area.

i) The set, rate, rise and duration of the tides and use of the tide tables.

j) The general appearance of the coast in the area.

k) The method of utilising the seamarks for the purpose of navigating sailing and steam vessels of various draughts of water under the

different conditions of weather by day and night in the area.

7. Any candidate who fails his examination shall be advised of his particular area of failure and be given the opportunity to re-sit the examination within a reasonable period, but if he twice fails his examination, he shall not be further examined for a period of three months.

8. There is a charge for examination and issue of a Pilotage Exemption Certificate.

9. A Pilotage Exemption Certificate is valid for twelve months only.

10. A Pilotage Exemption Certificate may be renewed within thirty days of its expiry date subject to confirmation that the holder:

has completed at least three voyage trips in and out of the Port within the last twelve months, and

has knowledge of any relevant changes affecting navigation in the area concerned, including changes to Local Byelaws and Regulations and Notices to Mariners.

11. There is a charge for renewal of a Pilotage Exemption Certificate.

12. All Pilotage Exemption Certificate holders will advise the Duchy of Cornwall’s Harbour Master prior to any movement within the pilotage area and submit details of each visit to the pilotage area together with the appropriate dues on demand if any.

13. The Pilotage Exemption Certificate holders shall display the “Pilot Flag” (“H”) whilst navigating within the Pilotage Area.


Pilotage Procedures 2014.doc Page E1

ANNEX E

PILOTAGE TRAINING SYLLABUS



PILOTAGE TRAINING SYLLABUS

Applicants will be examined and must demonstrate a thorough working

knowledge of:

1. Rules, Regulations and Codes of Practice

a) The International Regulations for the Prevention of Collisions at Sea

b) IALA Maritime Buoyage – System A

c) Pilotage and Harbour limits

d) Local Bye-laws and Regulations

e) Pilotage Procedures

f) Code of Practice: “Boarding and Landing of Pilots by Pilot Boat”

g) Any “M” Notices relevant to pilotage matters

h) Any relevant current Notices to Mariners

i) Dangerous Substances in Harbour Areas Regulations 1987

3. Practical Knowledge

a) Handling characteristics of vessels including squat, bank effect and interaction with other vessels

b) The correct use of leads, transits, clearing marks, ranges, parallel indexes, and GPS reference lines

c) Passage Planning

d) Navigation in fog and restricted visibility

e) Underkeel clearance and the effect of swell and pitching

f) The set, rate, rise and duration of the tides and use of tide tables

g) Marine VHF Communication Procedures

4. Local Knowledge and Experience

a) Coastal features.

b) The names and characteristics of lights, their ranges and arcs of visibility

c) The names and characteristics of buoys, beacons, and other seamarks

d) Names of the channels and sounds, courses and distances, leading and clearing marks, least depths, channel widths, pinch points and other critical areas of navigation

e) The names of, headlands, points and shoals in the district

f) The depths of water throughout the area

g) Clearing marks for shoals visually by day or night and by radar

h) Significant radar patterns of landmarks and aids to navigation



i) The names of anchorages, their positions and limitations

j) General direction of tidal streams for the approaches, channels and anchorages

k) The effect of weather patterns on sea and conditions within the various sounds and channels

l) Boarding and landing hazards and procedures.

m) Restricted Areas and Zones

n) Limitations and restrictions of other vessels requiring special consideration

5. Any other relevant information at the discretion of the examiners

isles of scilly pilotage service operating procedures -...

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