W4d2d978b305b5 Msms Pilotage Manual 01.11 Boarder

Port of Belfast PILOTAGE MANUAL
Revision No: Issue No: Issue Date: Ref.: 02 a

01th
January 2009
A1005-BHC-PMSC-02
Section: Title:
i Document Control
Rev No. Issue No.
02 a
Document Control Document Name/Reference: Revision Number: Issue Number: Revision Date: Copy Holder (in red pen): Copy Number (in red pen): Signed (Document Controller): Port of Belfast Pilotage Manual 02 A 1 August 2010
Document Distribution The Document Controller shall: Distribute copies of this document and future updates to all relevant persons. Allocate copy numbers in red pen. Maintain a distribution list of copy-holders and their number. Ensure that superseded or obsolete copies are removed from circulation and destroyed.
The current list of copy-holders is presented below: Copy No. Copy Holder Electronically Intranet Role Organisation Port of Belfast
Document reviews are recorded in the Operations Manual
Date: Doc:
08.01.09 MSMS-Pilotage Manual 01.11
Page:
Section: Title:
ii Table of Contents
Rev No. Issue No.
02 a
TABLE OF CONTENTS
1. GENERAL PILOTAGE INFORMATION ................................................................... 1 1.1 INTRODUCTION ........................................................................................................... 1 1.2 RESPONSIBILITIES ....................................................................................................... 2 1.3 REQUIREMENT FOR PILOTAGE AND PILOTAGE DIRECTIONS ........................................ 2 1.4 CONDITIONS GOVERNING THE PROVISION OF PILOTAGE SERVICES (PILOT AND PILOTING RESPONSIBILITIES) ................................................................................................... 3 1.5 CRITERIA FOR EXPECTED SHIP STATUS....................................................................... 3 1.6 CONTACTS VHF/TELEPHONE PROCEDURES (TO ORDER A PILOT) ............................ 4 2. PILOTAGE PROCEDURES .......................................................................................... 5 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 2.14 2.15 2.16 2.17 3. 3.1 3.2 4. 4.1 4.2 4.3 5. 6. 7. 5.1 6.1 7.1
Date: Doc:
ARRANGEMENT OF A PILOT ........................................................................................ 5 PREPARATION ............................................................................................................. 5 PILOT BOARDING AND DISEMBARKING POINTS .......................................................... 6 TRANSIT TO A VESSEL UNDERWAY ............................................................................. 6 TRANSIT TO BERTHED VESSEL .................................................................................... 7 EMBARKING/DISEMBARKING A VESSEL UNDERWAY .................................................. 7 EMBARKING/DISEMBARKING A BERTHED VESSEL ...................................................... 8 ASSESSING THE VESSEL CONDITION AND STANDARD OF CREW.................................. 8 PILOT/MASTER EXCHANGE OF INFORMATION ............................................................. 8 TRANSITING THE PILOTAGE DISTRICT ......................................................................... 9 BERTHING AND UNBERTHING ................................................................................... 10 WORKING WITH TUGS ............................................................................................... 10 COMMUNICATIONS .................................................................................................... 10 REMOTE PILOTAGE ................................................................................................... 10 OVERCARRIAGE OF PILOTS ....................................................................................... 10 NUMBER OF PILOTS................................................................................................... 10 SAFETY EQUIPMENT ................................................................................................. 10 GAS PIPELINES .......................................................................................................... 11 CONTINGENCY PLAN................................................................................................. 11 BARNETT DOCK ........................................................................................................ 13 TURNING CIRCLE TO RICHARDSON WHARF .............................................................. 13 DANGERS AND SHOALS ............................................................................................. 13 FRESH/CURRENT EFFECT ........................................................................................... 14 MINIMUM TUG REQUIREMENTS ................................................................................ 15 NOTICES TO MARINERS CURRENTLY IN FORCE FOR BELFAST................................... 16
08.01.09 MSMS-Pilotage Manual 01.11 Page: i
ANCHORAGES, PROHIBITED, RECOMMENDED, AUTHORISED ................. 11
AREAS OF SPECIAL CONCERNS ............................................................................ 13
TIDAL CONSIDERATIONS, RANGE AND RATE ................................................. 14 TUGS ............................................................................................................................... 15 NOTICE TO MARINERS AND STANDING ORDERS ........................................... 16
Section: Title:
Rev No. Issue No.
02 a
7.2 8. 8.1 8.2 8.3 9. 9.1 9.2 10. 11. 12. 12.1 12.2 13. 13.1 13.2 13.3 13.4 13.5 14. 14.1 14.2 15. 15.1 15.2 16. 1.
STANDING ORDERS CURRENTLY IN FORCE FOR BELFAST ......................................... 16 REDUCED VISIBILITY ONE WAY PILOTAGE ............................................................. 17 TOWAGE PROCEDURE IN REDUCED VISIBILITY .......................................................... 17 CHANNEL PRIORITIES................................................................................................ 17 INTRODUCTION ......................................................................................................... 19 RE-ASSESSING THE PLAN .......................................................................................... 19 PILOT ROSTER PATTERN.................................................................................... 20 PROMULGATION OF PILOTAGE INFORMATION ........................................ 21 AUTHORISATION OF PILOTS ............................................................................. 22 STANDARD PILOT AUTHORISATION (COPY) .............................................................. 23 TERMS AND CONDITIONS OF WHICH AN AUTHORISATION IS MADE ........................... 24 TRAINING EXAMINATION AND RECRUITMENT ......................................... 26 PILOT AUTHORISATION PROCEDURE ......................................................................... 26 EXAMINATION CRITERIA........................................................................................... 30 EXAMINATION BOARD .............................................................................................. 31 ONGOING TRAINING IDENTIFICATION/CONTINUED COMPETENCE............................. 31 RECRUITMENT .......................................................................................................... 31 PILOT EXEMPTION CERTIFICATE ................................................................... 32 PILOT EXEMPTION CERTIFICATE PROCEDURE ........................................................... 32 MANAGEMENT OF PECS ........................................................................................... 33 ACCIDENT/INCIDENT REPORT ......................................................................... 38 PROCEDURES ............................................................................................................ 38 MARINE ACCIDENT INVESTIGATION PROCESS .......................................................... 39 PERFORMANCE MONITORING AND SYSTEM AUDIT ................................ 40
BELFAST HARBOUR SPECIAL COLLISION REGULATIONS ......................... 17
PASSAGE PLANS ......................................................................................................... 19
APPENDIXES ...................................................................................................................... 1-1 PILOTAGE DIRECTIONS ........................................................................................ 1-1 1.1 1.2 2. 2.1 2.2 2.3 3. 3.1 3.2
Date: Doc:
LIMIT OF COMPULSORY PILOTAGE AREA ................................................................ 1-1 PILOTAGE REQUIREMENTS ...................................................................................... 1-2 INTRODUCTION ....................................................................................................... 2-1 NAVIGATION CHANNELS & BERTHS ....................................................................... 2-1 CONTROLLING DEPTHS ............................................................................................ 2-3 INTRODUCTION ....................................................................................................... 3-1 RISK ASSESSMENT METHODOLOGY ........................................................................ 3-1
08.01.09 MSMS-Pilotage Manual 01.11 Page: ii
NAVIGATION CHANNELS & BERTHS IN THE PORT OF BELFAST ........... 2-1
BERTHING RISK ASSESSMENT ............................................................................ 3-1
Section: Title:
Rev No. Issue No.
02 a
3.3 4. 4.1 4.2 4.3 4.4 4.5 4.6 4.7 5. 6. 7.
RESULTS BERTHING RISK ASSESSMENT ............................................................... 3-3 INTRODUCTION ....................................................................................................... 4-1 METHODOLOGY ...................................................................................................... 4-1 RESULTS ................................................................................................................. 4-5 2008 REVIEW PROCESS ........................................................................................... 4-6 RECOMMENDATIONS ............................................................................................... 4-6 ADDITIONAL COMMENTS MADE ............................................................................. 4-9 RISK ASSESSMENT RECORDS ................................................................................ 4-11
NAVIGATIONAL RISK ASSESSMENT ................................................................. 4-1
BELFAST PILOT/MASTER EXCHANGE FORM ................................................ 5-1 PASSAGE PLAN PRO-FORMA ............................................................................... 6-1 PASSAGE PLANS ....................................................................................................... 7-1 7.1 7.2 INBOUND PASSAGE PLAN FROM PILOT BOARDING POINT 1 MILE E OF THE FW/B:.... 7-1 OUTBOUND PASSAGE PLAN TO THE FAIRWAY BUOY .............................................. 7-3
8. 9.
PILOT PROGRESSION LOG ................................................................................... 8-1 INFORMATION FOR PEC ....................................................................................... 9-1 9.1 9.2 9.3 BELFAST LOUGH AND VICTORIA CHANNEL - LIGHTS ON NORTH SIDE.................... 9-1 BELFAST LOUGH AND VICTORIA CHANNEL - LIGHTS ON SOUTH SIDE .................... 9-2 DOCK ENTRANCES AND CHANNELS ......................................................................... 9-7 PILOTAGE EXEMPTION CERTIFICATE CHECKLIST ............................. 10-1 PEC TRIPPING LOG ........................................................................................... 11-1 PILOT EXEMPTION CERTIFICATE QUESTIONNAIRE............................ 12-1 MARINE SAFETY REPORT .............................................................................. 13-1
10. 11. 12. 13.
14. THE EMBARKATION AND DISEMBARKATION OF PILOTS CODE OF SAFE PRACTICE ............................................................................................................. 14-1 15. 16. PILOTS BRIDGE RESOURCE ASSESSMENT .............................................. 15-1 SYLLABUS FOR MARINE PILOT TRAINING .............................................. 16-1
Date: Doc:
Page:
iii
Section: Title:
1 General Pilotage Information
Rev No. Issue No.
02 a
1. GENERAL PILOTAGE INFORMATION

1.1 Introduction This Manual considers the powers and duties that harbour authorities have to provide a Pilotage service as well as detailing most of the required pilot information and requirements in use. The Code recommends that the use of the harbour authoritys powers follow these general principles: A. Harbour authorities are accountable for the duty to provide an efficient pilotage service; and for keeping the need for Pilotage and the service provided under constant and formal review. B. Harbour authorities should therefore exercise control over the provision of the service, including the use of Pilotage directions, and the authorisation, examination, employment status and training of pilots, as per existing contract. C. Pilotage should be fully integrated with other port safety services under harbour authority control. D. Authorised pilots are accountable to their authorising authority for the use they make of their authorisation: harbour authorities should have contracts with authorised pilots, regulating the conditions under which they work including procedures for resolving disputes.
Date: Doc:
Page:
Section: Title:
Rev No. Issue No.
02 a
1.2 Responsibilities The Harbour Master has the overall responsibility for the operational aspects of managing pilotage within the Port of Belfast. However, the ultimate responsibility and accountability lie with the Harbour Commissioners to ensure that all the necessary systems are in place to support this process.
SAFETY SECURITY AND ENVIROMENT COMMITEE
BELFAST HARBOUR COMMISSIONERS
DUTY HOLDER (OPERATIONS DIRECTOR)
HARBOUR MASTER
PILOTS
Figure 1-1 Responsibilities Overview for Pilotage
1.3 Requirement for Pilotage and Pilotage Directions The requirement for Pilotage within the Port of Belfast is determined using risk assessment, which forms the basis for preparing the Pilotage Directions (Appendix 1). Risk assessments like Berthing Risk Assessment (Appendix 3) or Navigational Risk Assessment (Appendix 4) and the directions are reviewed to give account to changes in Port operations and any variations in navigational practices within the Port limits. The maximum period between each review is 3 years. Before issuing a revision to the requirement for Pilotage or the Pilotage directions, the Port of Belfast consults with ship owners that use the Port, and those who conduct operations within the Port, including towage companies, pilot boat coxswains and the pilots. The process is undertaken through correspondence and workshops with feedback and findings being retained for audit. The requirement for Pilotage and the Pilotage directions are circulated through the Admiralty List of Radio Signals (ALRS). In addition they can be obtained from Port Operations upon request and the Ports website www.belfast-harbour.co.uk.
Date: Doc:
Page:
Section: Title:
Rev No. Issue No.
02 a
1.4
Conditions Governing the Provision of Pilotage Services (Pilot and Piloting Responsibilities) The pilots are responsible to the Harbour Master; however, during the act of Pilotage they are also responsible to the Master of the vessel being piloted. As part of the agreement with the Master they are entrusted with the safety of the vessel they are in conduct of and the safe direction of vessels in support, It is noted that the Masters and crew of these vessels hold ultimate responsibility for their own vessel and crew. 1.5 Criteria for Expected Ship Status A pilot may require the Master of any ship he/she is piloting to declare its draught, length and beam, and such other information relating to the ship or its cargo as the Pilot specifies and is necessary to enable him/her to carry his/her pilot duties. The Master of a ship must bring to the pilots attention defects or matters particular to the ship and its machinery and equipment, which are known to him/her and likely to affect the navigation of the ship. An authorised pilot engaged in the berthing and unberthing of a vessel in the U.K., must immediately inform the Harbour Authority whenever they learn in the course of their normal duties that there are deficiencies which may prejudice the safe navigation of the vessel, or which may pose a threat of harm to the environment the Harbour Authority shall immediately inform the MCA.
Date: Doc:
Page:
Section: Title:
Rev No. Issue No.
02 a
1.6
Contacts VHF/Telephone Procedures (to Order a Pilot)
In order to book a pilot call Belfast Harbour on VHF Channel 12 or phone numbers +44(0)28 9055 3016 or +44(0)28 9055 3504.
Date: Doc:
Page:
Section: Title:
2 Pilotage Procedures
Rev No. Issue No.
02 a
2. PILOTAGE PROCEDURES
2.1 Arrangement of a Pilot The arrangement of a pilot is co-ordinated by the VTS operator using the Marine Information System at the Port of Belfast. The MIS holds the ETAs and ETDs for all vessel entering moving within and departing the Port, detailing the characteristics of the vessel, its Pilotage and Towage requirements and whether pilotage is from the inner or outer pilot boarding/disembarking point. If it is impractical to provide a pilot at the designated boarding point, the vessel is delayed until this can be done. No vessel requiring a pilot is permitted to navigate within Port limits without a pilot unless in exceptional circumstances which is always under the direction of the Harbour Master and is recorded as an unusual operation. 2.2 Preparation Once assigned to a vessel, the pilot acquires the relevant data to facilitate the act of Pilotage. This includes collecting information on: The vessel, Any defects, The environmental conditions, The vessels intentions and requirements, The forecast, Any other factors affecting the passage and berth
Information on the vessel and its requirements can be obtained from the MIS, and the vessels pre-arrival form (ADCF). This preparation is co-ordinated with the VTS operator who signs a checklist to confirm that all systems will be in place when required. Only then is the vessel allowed to enter Port limits, otherwise, it is delayed. The vessel will also be delayed if for any reason the pilot is uncomfortable about the proposed operation. In this instance a review is held with the Harbour Master to find a safe solution. This process is recorded on an IRIMS report. In instances when a pilot is required to go directly from one ship to another, the VTS operator will plan the operation and issue the pilot with the required details. If critical information cannot be provided, the vessel is delayed until the pilot has all the required information.
Date: Doc:
Page:
Section: Title:
Rev No. Issue No.
02 a
2.3 Pilot Boarding and Disembarking Points The designated boarding and disembarking points at the Port of Belfast are seaward of beacon 12 and 1 mile East of the Fairway buoy. These points are reviewed as part of the planning for each act of Pilotage and if considered inappropriate for any reason the pilot will arrange an alternative boarding point through consultation with the Harbour Master and the vessel Master. This process is reported by the VTS using the IRIMS report and forwarded to the Harbour Master. ETA to the Fairway Buoy called in by arriving vessels 2 hours before arrival at the Fairway Buoy giving required details, and vessels should then continuously monitor channel 12. Vessels will then be instructed to call again 15 minutes before arrival on channel 12 for traffic clearance to pass to their specific berth. Pilot Boarding Position: Pilot boards in a position a minimum of 1 mile east of the Fairway Buoy, there being sufficient sea room for manoeuvre, a reasonable and steady depth of water and, where normally, the area is sheltered from the more exposed elements of predominant winds and weather. Vessels with a LOA of less than 100m, not carrying hazardous goods in bulk, may opt for boarding at no 12 beacon; however a full pilotage may be imposed at the Harbourmasters discretion. Pilot boarding will be arranged between vessel and the VTS. It should be noted, and taken into consideration, that vessels may not be able to give an effective lee when in the channel at no.12 beacon. VTS will arrange with the vessel the side and height for placing of the pilot ladder, and whether the vessel might be expected to have to give the pilot boat a lee. The master and Pilot shall ensure that all vessels have sufficient water, compared to their draught, to make passage to their berth, always taking into account any adjustments for Squat. All vessels will have a minimum clearance under the keel of 10% or 1m whichever is the greater. However, some azipod vessels may require a greater under keel clearance, as experienced with some cruise liners requiring 1.8m. If not passing in on arrival, a pass in time may be given to the vessel due to congestion, tidal or any other operational constraints. Pilot boarding should be as per the THE EMBARKATION AND DISEMBARKATION OF PILOTS, CODE OF SAFE PRACTICE Revised March 2007. 2.4 Transit to a Vessel Underway Transit to a vessel will not commence until authorisation is received from the VTS operator. This will only be given following confirmation that planning has been performed and all systems will be in place when required. There is a Code of Safe
Date: Doc:
Page:
Section: Title:
Rev No. Issue No.
02 a
Practice: The Embarkation and Disembarkation of Pilots which gives guidance to the best of safe practice to all those involved in the Pilotage service (12). During transit the coxswain of the pilot board radios the vessel to: Confirm the vessels required course and speed; Confirm the side of boarding/disembarking and ensure the ladder is in position at the appropriate height; Arrange for a lee to be made available by the vessel.
During outward passage to board the pilot remains inside the cabin until the pilot boat is at reduced speed and in the lee of the vessel. The pilot also monitors the Port Control VHF channel while in the cabin to ensure familiarity with other movements in the area and any change in circumstances that may occur. When en route to board a vessel the pilot should attempt to evaluate the conduct of the vessel prior to boarding. This is achieved through assessment of indicators such as: Shortcomings in communications and language problems The vessels navigation and signal lights The condition and rigging of the pilot ladder
In the event of the coxswain considering the approach or holding of position alongside the vessel unsafe he has the authority to abort the operation. The pilot has the authority to abort the operation if conditions are such that boarding is considered unsafe. 2.5 Transit to Berthed Vessel Transit to a berthed vessel is either by car or pilot boat. During transit the pilot adheres to the regulations set by the Port of Belfast for all users. 2.6 Embarking/Disembarking a Vessel Underway VHF communication is maintained between the coxswain and Master of the vessel at all times during the embarking or disembarking of the vessel. The weather and sea state conditions are monitored and if conditions are considered to be unsafe as per the Code of Safe Practice for Marine Pilots (Appendix 14) the operation is aborted. The pilot boat coxswain and pilot both have the authority to abort the proposed operation. Pilot transfer is only performed once a responsible crew member, who is in direct communication with the ships bridge, is stationed at the ladder or point of access to the ships deck.
Date: Doc:
Page:
Section: Title:
Rev No. Issue No.
02 a
If the ladder is not placed in a safe position the Master of the vessel is asked to reposition it and if required delays the vessel. This event is reported to the Harbour Master using an IRISM report. Once pilot transfer is complete the pilot boat moves away from the vessel and the coxswain radios confirmation to the vessels Master. If for any reason it is not possible to transfer the pilot onboard an inbound vessel, the vessel is delayed (or contingency measure implemented if vessel is inbound at No. 12) until an alternative course of action is agreed. A pilot will not leave the vessel until the act of Pilotage is completed and he has the authorisation of the Master of the vessel. 2.7 Embarking/Disembarking a Berthed Vessel Prior to embarking/disembarking a berthed vessel the pilot must confirm through the VTS that the vessel is safely moored. The pilot must transfer by a proper gangway and at night the pilot should ensure that suitable lighting is available to embark/disembark safely. If suitable lighting is not provided this should be reported to the Port Controllers so they can start an IRIMS report. 2.8 Assessing the Vessel Condition and Standard of Crew
During the Act of Pilotage the pilot will observe the condition of the vessel and the standard of the crew and report any deficiencies observed to the Port Controllers, who will start an IRIMS report. Typically the pilot may observe issues relating to: General appearance of the vessel; Efficiencies of the boarding arrangements; State of bridge and standard of equipment (including a Port of Belfast chart); Language skills and co-operation of the bridge personnel; Extent of vessels own passage plan; Number of persons on bridge.
The pilot will decide whether any observations require him to revise his passage plan before he commences the act of Pilotage. 2.9 Pilot/Master Exchange of Information Once on the bridge, the pilot confirms the ships position, course and speed with the Master.
Date: Doc:
Page:
Section: Title:
Rev No. Issue No.
02 a
The Port of Belfast Pilot/Master Exchange Form (Appendix 5) is completed and signed to ensure both parties are aware of the proposed operation. As part of this process the passage plan (Appendix 6) proposed for the act of Pilotage is reviewed and agreed by the two parties. This information is also made known to other personnel on the bridge of the vessel. The check of passage plan should occur as soon as possible, after boarding vessel and arriving on the Bridge, so that both Master and Pilot are in agreement. The initial Pilot/Master exchange should include sighting the Pilot Card, information regarding navigational procedures, prevailing conditions and practices, and the ships characteristics. This exchange is usually a continuous process and may continue throughout the act of Pilotage. (A960) It should be clearly understood that any passage plan is a basic indication of preferred intention and both the Pilot and Master should be prepared to depart from it when circumstances so dictate. (A960). Minimum support expected for the pilot from the bridge team. It is important that, upon the pilot boarding the vessel, and before the pilotage commences, the Pilot, the Master and the bridge personnel are aware of their respective roles in the safe passage of the ship as detailed by the best practices of Bridge Resource Management. A clear understanding of who is conducting the shiphandling manoeuvre, is necessary, with all alterations to engines, bowthruster and helm to be confirmed verbally. It should be established what abort procedures are available, and, after the final point of commitment, (Abort Line), what, if any, contingency plans are available. All communications between the Master and any other person involved in the manoeuvre are to be in English. (A960). If during this process it is established that the information from the agent is incorrect and the pilot is not authorised to conduct the vessel, the vessel will be delayed until an authorised pilot becomes available. This will be reported using the pro forma Marine Safety Report form (Appendix 13). During the passage it is the responsibility of the pilot to keep the bridge team and the VTS operator informed of this intentions. 2.10 Transiting the Pilotage District Once in the Pilotage District, the pilot operates under the International Regulations for Prevention of Collision at Sea. For a vessel arriving in the Port of Belfast, on nearing the berth the pilot contacts the boatmen to ensure that they are prepared to moor the vessel. In the event that they are not available, the vessels speed will be reduced to provide sufficient time or the vessel will be taken alongside the berth if this is considered safe practice. In the event of a vessel being inbound to No. 12, contingency measures may be implemented. In either case this event is reported by the VTS using the IRIMS report and forwarded to the Harbour Master.
Date: Doc: 08.01.09 MSMS-Pilotage Manual 01.11 Page: 9
Section: Title:
Rev No. Issue No.
02 a
2.11 Berthing and Unberthing The provision of boatmen is organised by the vessels agent in accordance with the Code of Practice for Boatmen. If the pilot considers that the task has not been carried out in a safe manner he is required to report this using the Ports Marine Safety Report form (Appendix 13) and forwarded to the Harbour Master. 2.12 Working with Tugs A component of the Pilots authorisation process is the level of familiarity with the operation of tugs. It is the responsibility of the pilot to maintain this knowledge, which is assessed as part of the Pilotage Exam (Appendix 16). 2.13 Communications The pilots have a portable radio, which is their main means of communication with other vessels, services and Port Control. Sound and light signals can also be used when appropriate. Mobile phones are not to be switched on or used onboard any vessels, without the authorisation of the master. 2.14 Remote Pilotage Remote pilotage is not standard practice at the Port of Belfast. If required this is planned as an unusual operation and formally recorded for auditing purposes. 2.15 Overcarriage of Pilots Overcarriage of pilots can result when it is considered unsafe to perform a pilot transfer form an outbound vessel. In this event a review is held between the Harbour Master, Pilot and Pilot boat coxswain to determine the best course of action, which will also give consideration to providing cover for the overcarried pilot. All arrangements for the repatriation of an overcarried pilot are the responsibility of the ships agent. This process is recorded using the pro forma Marine Safety Report form (Appendix 13). 2.16 Number of Pilots Almost all vessel entering and departing the Port of Belfast under Pilotage require one pilot. Any vessel requiring more than one pilot will be considered as an unusual operation. 2.17 Safety Equipment The pilots are in possession of: Approved pilot coat Light Portable VHF Protective shoes and trousers
Date: Doc:
Page:
10
Section: Title:
3 Anchorages, Prohibited, Recommended, Authorised
Rev No. Issue No.
02 a
3. ANCHORAGES, PROHIBITED, RECOMMENDED, AUTHORISED

There are no designated anchorages in Belfast Lough. Vessels are free to anchor anywhere they deem to be safe Eastward of the Harbour limits. 3.1 Gas Pipelines It must be noted that a gas pipeline crosses the Channel between and just east of no.9 beacon and no.10 beacon and that any emergency use of the anchor in this area is prohibited. 3.2 Contingency Plan Due to shallower water close by to the north, vessels of deeper draught may prefer to abort their passage inbound by turning to the south before buoys no.3 + 4, limited by 8.8m below C.D. or before beacons no.5 + 6, dependent on their draught, limited to 5m below C.D. When committed to the Channel her contingency planning will be limited. A vessel of short enough LOA, may be able to turn short round, whereas a vessel of greater LOA may have to consider going to the Turning Circle to turn. Tugs are available in the Port of Belfast having various powers, and various periods of notice. Prior to the Pilot boarding, the vessel shall have her engines ready for immediate manoeuvre; her anchors cleared for immediate use and, with Pilot onboard, shall proceed at a safe speed appropriate to the prevailing circumstances and conditions. Prior to passing the Fairway Buoy, Pilot and Master shall ensure that the vessel has Traffic Clearance from the VTS to proceed to its berth. They may ask for a Traffic Report, for the visibility, wind speed and direction in the harbour and the height of tide if relevant. If required by the vessel they will also ensure that any tugs assigned are ready and available and will meet the ship as directed, at No.14 beacon, or, if deemed necessary, at the Fairway Buoy. It may also be prudent at this time to ask the VTSO if the berth is clear and if boatmen are ready for the vessel. As the vessel passes the Fairway Buoy, report the fact to the VTS on channel 12, the normal working / traffic VHF channel. If the vessel has a catastrophic failure of propulsion then she may have to consider for example a running moor, or any other manoeuvre which should lead to a safe conclusion.
Date: Doc:
Page:
11
Section: Title:
3 Anchorages, Prohibited, Recommended, Authorised
Rev No. Issue No.
02 a
It must be noted that a gas pipeline crosses the Channel between and just east of no.9 beacon and no.10 beacon and that any emergency use of the anchor in this area is prohibited. Vessels will report inbound at no.12 beacon where they receive a traffic update from the VTS. Vessels will ensure their speed is reduced appropriately for the passing of vessels on berths OB4, and VT4 in particular. Vessels will further report to the VTS when making any unusual manoeuvres. On approaching the berth vessels will make contact with their boatmen and ensure that they are ready for their arrival, and that both parties have the same berthing instructions. Finally vessels will report to the VTS when made fast alongside her berth.
Date: Doc:
Page:
12
Section: Title:
4 Areas of special concerns
Rev No. Issue No.
02 a
4. AREAS OF SPECIAL CONCERNS

4.1 Barnett Dock When approaching Barnett Dock it must be remembered that vessels may experience a northerly cross current as they approach the cut, especially after heavy rain, or during the height of the Ebb. When approaching Barnett Dock it must be remembered that anchors must not be used until clear of the fiber optic cable across the cut. 4.2 Turning Circle to Richardson Wharf The Pilot should recommend that if any vessel is turning, with tugs in attendance, in the vicinity of OB4, or Richardsons Wharf, or any other berth, where vessels carrying hazardous cargo in bulk are likely to be berthed, that these tugs be made fast to that vessel. 4.3 Dangers and Shoals Vessels whose passage plan places them in the vicinity of the shoals in way of no.20, no.21, Daisy and M2, or in the vicinity of the shallower water off the SRQ shall be mindful of the dangers, and inform the Master of the potential interactions that may be encountered.
Date: Doc:
Page:
13
Section: Title:
5 Tidal Considerations, Range and Rate
Rev No. Issue No.
02 a
5. TIDAL CONSIDERATIONS, RANGE AND RATE

Table 5-1 Levels of Tides at Belfast Above Harbour Datum Feet Metres 11.4 3.5 9.7 2.9 1.4 0.4 3.5 1.1
Mean High Water, Spring Tides Mean High Water, Neap Tides Mean Low Water, Spring Tides Mean Low Water, Neap Tides Highest Spring Tide on Record: 5th January 1991 Average Range of Tide: (At Spring Tides) (At Neap Tides)
16.07
4.9
10.0 6.2
3.1 1.9
Time of High Water at the full and change of the moon, 10h 35m. The Tidal current runs at the rate of 0.33 knots on Spring tides, and 0.25 knots on Neap tides. Harbour and Ordnance Datum: Harbour Datum Level of No. 2 Clarendon Dry Dock Sill, which is also Admiralty Chart Datum. Ordnance Datum (1958) 6.61 feet (2.0 metres) above Harbour datum
Information taken from Port of Belfast Tide Table 2008
5.1 Fresh/current effect Currents in the Port of Belfast are estimated to be a maximum of 1 1.5 knots.
Date: Doc:
Page:
14
Section: Title:
6 Tugs
Rev No. Issue No.
02 a
6. TUGS
6.1 Minimum Tug Requirements
Notice to Mariners num. 4 of 2.009.
Date: Doc:
Page:
15
Section: Title:
7 Notice to Mariners
Rev No. Issue No.
02 a
7. NOTICE TO MARINERS AND STANDING ORDERS

7.1 Notices to Mariners Currently in Force for Belfast Notices to Mariners currently in force for the Port of Belfast are shown at the Ports website www.belfast-harbour.co.uk. 7.2 Standing Orders Currently in Force for Belfast There is not any Standing Order currently in force for Belfast Harbour.
Date: Doc:
Page:
16
Section: Title:
8 Belfast Harbour Special Collision Regulations
Rev No. Issue No.
02 a
8. BELFAST HARBOUR SPECIAL COLLISION REGULATIONS

8.1 Reduced Visibility One way pilotage When visibility drops below 1 nautical mile activate the foghorns in the area of low visibility and record this action in the Port Control Log. If visibility falls or is expected to fall below 0.5 nautical mile contact the duty Deputy Harbour Master to obtain authorisation to implement a one-way traffic movement system within the entire channel. Record this action in the Port Control Log. Implement the one-way system with a Securit Broadcast, inform affected vessels and organise traffic accordingly. Pilot boats and tugs are exempt from complying with one way system whilst in force. However, these vessels shall proceed at a safe speed adapted to the prevailing circumstances and conditions of restricted visibility, and comply with the Collision Regs in particular Rule 19. Other adverse conditions are considered on a case-by-case basis and the appropriate measures are implemented based on the instruction of the Harbour Master. 8.2 Towage procedure in reduced visibility
Towage is only to be undertaken when visibility is greater than 0.5 miles, and it is not decreasing. If visibility reduces below 0.5 miles after the operation has been started, the vessel must be slowed to minimum safe speed, other vessel movements are to be suspended and towage must be re-assessed between the Master, Pilot and Tug Master. VTS/Harbour Master must be advised of proposed towage attachments and intended actions. A contingency plan should be discussed between Master and Pilot prior to entering the port during the Master/Pilot exchange, which should include named free berths which are suitable for that size of vessel. These berths should allow 24 hour access to boatmen. No act of Pilotage requiring tugs to be undertaken in reduced visibility, without a full discussion with the tugs, as per the Tug Companys Operational Guidelines. It is recommended that, in conditions of reduced visibility, the forward tug only be made fast in Push/Pull mode to prevent overrunning it. 8.3 Channel Priorities Passenger vessels will be deemed to be vessels operated with the following categories: Seacats, Stena Conventional, Stena HSS, Norfolkline, cruise
08.01.09 MSMS-Pilotage Manual 01.11 Page: 17
Date: Doc:
Section: Title:
8 Belfast Harbour Special Collision Regulations
Rev No. Issue No.
02 a
liners, but not vessels carrying less than 12 passengers with no Passenger Certificate. All passenger vessels have priority on arrival or sailing under normal conditions. When two passenger vessels have priority then vessel on schedule or closest after schedule will have priority over the other passenger vessel under normal conditions. Priority will hold past scheduled time until next scheduled vessel is likely to be affected, then priority ceases and goes to second vessel. Conventional ferries can be overtaken within port limits by fast ferries. Fast Ferries passing each other within port limits will do so at a prudent speed, consistent with safety of vessel and passengers. Fast Ferries will not attempt to overtake other Fast Ferries unless agreement has been reached with the Fast Ferry to be overtaken and Port Control has been informed of the intended manoeuvre. All passenger vessels will agree passing or overtaking procedure with each other prior to execution of manoeuvre. All passenger vessels will communicate with Port Control when entering or leaving port limits and at No 12 beacon. On arrival they will indicate their expected swinging area when passing No 12 beacon. On departure they will give 20 minutes and 5 minutes notice of their intent to sail. All passenger vessels will keep constant listening watch on Channel 12 to receive shipping information relating to themselves or other vessels. All passenger vessels, when occupying an operational berth, will provide Port Control with means of communication to a responsible officer at all times. All passenger vessels may pass or overtake tankers in port waters with due regard to safety of navigation. A vessel not operating as a passenger ship can overtake a gas carrier. Gas carriers will only be allowed to pass passenger vessels when circumstances indicate that unreasonable delay would result from any other planned movement. Priorities for passenger vessels will be maintained whenever practicable in poor weather but safety of navigation is paramount. In fog, port operations may apply a one way system for shipping movements. Passenger vessels will have priority in such a system. In strong winds passenger vessel at greatest risk will have priority over all other vessels. The Harbour Master may temporarily suspend or amend any of these directions from time to time, without notice, as, in his opinion, may be necessary. Vessels are not permitted to pass or overtake in Herdman or Musgrave Channels.
Date: Doc:
Page:
18
Section: Title:
9 Passage Plans
Rev No. Issue No.
02 a
9. PASSAGE PLANS
9.1 Introduction Passage Plans should be formalised for each channel, approach and berth (Appendix 7), in certain simple cases it should give general guidance for any entry into Belfast, in other cases elaborated for particular berths, ships sizes, cargoes, conditions, tidal constraints, tug allocation, etc.. Particular attention should be paid to critical port movements i.e. deep drafted vessels to particular berths and awkward construction that use Belfast Harbour such as Rig movements. Passage plans are not immutable. It is important not to restrict the pilots need to react to unforeseen circumstances, deviations from an agreed plan should be discussed with the master and VTS when relevant and recorded with reasons, records need to be kept and simple documents completed by the pilot. As part of the passage plan the following points must be checked: The vessel has sufficient water to transit to the berth. There are any diving operations in the port, or any other ongoing operations, which might impact on the passage plan. There any current local Notices to Mariners relevant to the passage. There any other vessels that might be relevant to the passage, as on VT1- 4, OB4, RW, SRQ, or on adjacent berths to the assigned berth. Confirmation from the VTSO that the assigned berth is clear and that there is sufficient room for tugs, if assisting, to manoeuvre. All participants (e.g. Master, crew, VTS, tug Skippers and boatmen) know what is expected of them in carrying out the Passage Plan. If the Passage needs a special Risk Assessment. Considering a special movement as Any port movement which requires resources beyond those normally available within the port and/or a cargo or vessel, which due to its nature, posses a higher risk than normally managed. All Special Movements require a meeting between all parties involved to clarify all aspects of the Passage Plan and complete operation.
9.2 Re-assessing the Plan During the act of Pilotage itself (enroute to vessel and while on board) it is the responsibility of the pilot to review the preparations and Pilotage plan on an ongoing basis to ascertain if any amendments are necessary. If a deviation from the plan is considered VTS are to be informed and circumstances recorded.
Date: Doc:
Page:
19
Section: Title:
10 Pilot Roster Pattern
Rev No. Issue No.
02 a
10. PILOT ROSTER PATTERN

The Port of Belfast Pilot roster plan has been established per contractual agreement as follows: There must always be two pilots available. Third pilot available by prior two hours notice. Fourth pilot available by prior 24 hours notice.
Date: Doc:
Page:
20
Section: Title:
11 Promulgation of Pilotage Information
Rev No. Issue No.
02 a
11. PROMULGATION OF PILOTAGE INFORMATION

The following mechanisms are used to increase awareness and improve communications between the Harbour and its users: Harbour Directions Standing orders Notices to Mariners ALRS Marine publications Newsletter Advisory Committees Port website User groups Clubs
The Pilotage directions are circulated through the ALRS and are available on the Internet. In addition the directions are issued to all the agents and are available on request from Port Operations.
Date: Doc:
Page:
21
Section: Title:
12 Authorisation of Pilots
Rev No. Issue No.
02 a
12. AUTHORISATION OF PILOTS

A contract for services exists between Belfast Harbour Commissioners and Belfast Lough Pilotage Services Limited and details all aspects of recruitment policy. The Port of Belfast has strict procedures governing the authorisation of Pilots to ensure they are competent for their Pilotage duties. The authorities may determine the qualification in respect of age, physical fitness, time of service, local knowledge, skill, character and otherwise to be required from persons applying for authorisation and provide for the examination of such persons. Authorities should have procedures for re-validating authorisations not less than every 5 years and should consider re-assessing any authorised pilot who has not been active for any reason if it considers competence may be in question, authorities should not allow pilot authorisations to be held by persons who have not been rostered as a working pilot for more than two years. The Harbour Master maintains a list (Appendix 8) of the restrictions applied to any pilots operating within the Port of Belfast, which is also recorded on the individual pilot cards and at Port Control.
Date: Doc:
Page:
22
Section: Title:
Rev No. Issue No.
02 a
12.1 Standard Pilot Authorisation (Copy)
BELFAST HARBOUR COMMISSIONERS
The Belfast Harbour Commissioners, as the Competent Harbour Authority for the Port of Belfast and its approaches, in pursuance, and by virtue of, the powers given them for that purpose in and by the Pilotage Act 1987, hereby authorise: to act as a 1st / 2nd / 3rd Class Pilot for the Port of Belfast and its approaches.
Signed Date of Issue . Harbour Master
Date: Doc:
Page:
23
Section: Title:
Rev No. Issue No.
02 a
12.2 Terms and Conditions of which an Authorisation is made BELFAST HARBOUR COMMISSIONERS BELFAST PILOTAGE AREA AUTHORISATION OF PILOTS Terms and conditions on which an offer of authorisation is made An applicant to be authorised as a pilot for the port of Belfast and its approaches shall agree to be bound by the following terms and conditions: 1. That he shall be admitted to membership of Belfast Lough Pilotage Services Limited. 2. That he shall reside in a location as being suitable to enable him to attend to his Duties. 3. That, save as may happen in exceptional circumstances, he shall, so as far as practicable, take his turn for the pilotage of vessels in accordance with the Working Rules and according to his class. 4. That, if for any reason, he shall have been boarded on a vessel requiring a pilot of a superior class; he shall take all steps immediately to advise VTS so that they might effect a suitable relief. 5. He shall at all times, conduct himself respectfully towards any person who requires or accepts his services, and shall not use abusive or improper language to any such person, to any representative of the CHA or to any other pilot and conduct himself when on duty so as not to bring the pilotage service into disrepute. 6. That he shall not, without any valid reason assigned, fail to join a ship to which he has been appointed; and that he shall not be intoxicated either when he is required for duty or when he is on duty. 7. He shall on all occasions whenever an accident or incident has happened to, or been caused by a vessel while in his charge, report the facts fully and truthfully in writing, if possible not later than 24 hours following the accident or incident, on the prescribed form to the Harbour Master. 8. That he shall, having observed that a wreck or alteration in a sand bank or channel has occurred, or that a wreck marking vessel, light ship, light float, buoy, beacon or perches has been driven away or damaged, or that anything is out of place or is likely to affect the safety of navigation, report the same as soon as possible to VTS.
Date: Doc:
Page:
24
Section: Title:
Rev No. Issue No.
02 a
9. That he will hold a valid Medical Certificate (ENG1) and Class 1 unlimited (STCW95) 10. That he will not wilfully damage any property belonging to the CHA or its customers that he will take precautions to ensure his own safety while carrying out his pilotage duties.
Date: Doc:
Page:
25
Section: Title:
13 Training Examination and Recruitment
Rev No. Issue No.
02 a
13. TRAINING EXAMINATION AND RECRUITMENT

13.1 Pilot Authorisation Procedure 13.1.1 Pilot Restrictions The following Pilot restrictions apply within Belfast: (a) A Third Class Pilot may only pilot vessels not exceeding 2000 gross tonnes (GT) (b) A Second Class Pilot may only pilot vessels not exceeding 4500 GT (c) A First Class Pilot may only: i). During the first 6 months, vessels not exceeding 8000 GT ii). During the second 6 months, vessels not exceeding 12000 GT iii). During the third 6 months, vessels not exceeding 20000 GT (d) After 18 months as a First Class Pilot a pilot may pilot vessels of any size anywhere within the ports limits. 13.1.2 Pilot Induction The Pilot probationary period will be not greater than 6 months, length of training will vary depending on experience and progression of the candidate, but the period will not be less than 3 months. At the start of this period the probationary pilot receives an induction interview to support his progression to a Class 1 pilot. The induction interview includes the following information:
Date: Doc:
An overview of the port with Channels, navigational aids, depths and critical measurements present; Details of working vessels within the port; Details of the Pilots responsibilities; Occupational standard and other relevant legislation; Details of the port Byelaws, Directions, Standing Orders, Codes of Practice and Guidelines; Port Operations Manual; VTS induction and training; Pro forma Marine Safety Report; Port Emergency Plans; Port Passage Plan and Pilot boarding book; Safety gear and equipment, with briefing on use of equipment; Details on the requirements for progressing through the Classes; A Pilots logbook; Blank tripping certificates; Checklist for submission to the examination panel during the first exam.
08.01.09 MSMS-Pilotage Manual 01.11 Page: 26
Section: Title:
Rev No. Issue No.
02 a
A familiarisation with Belfast Harbour`s Safety Officer will precede any training. This will include familiarisation with the Pilot boats and an emergency man overboard drill (wet drill) using the dummy and pilot boat retrieval gear. Familiarisation with a pilot coat to include pre-donning checks and personal checks. 13.1.3 Pilots Progression Any Pilot wishing to progress through the stages of probationary, Third Class, Second Class and First Class Pilot must pass an examination at each stage. 13.1.4 Progression to a Class 3 Pilot To progress to a Third Class Pilot following the probationary period, a probationary Pilot must pass an examination which is held by the Harbour Master or Deputy Harbour Master and attended by a First Class Pilot. At the examination the probationary Pilot shall produce certificates signed by a First Class Pilot certifying that during his training he has accompanied a First Class Pilot on a minimum of 100 movements with the following breakdown: A minimum of 50% of the movements were performed each in daylight and darkness; At least 60% of movements were inward and 25 outward bound; A minimum of 25% of movements were carried out in each channel; There was a minimum of 5 vessel shifts; A minimum of 10% of the movements were carried out with tug/workboat assistance; A minimum of 24 hours familiarisation in the V.T.S. The trainee pilot is advised to gain experience to all berths and with all pilots to maximise his general knowledge; The trainee pilot will be expected to be familiar with: - Port Marine Safety Code - E.T.C.S. Training Code and Guidelines - The Guide to Good Practice - The C.H.A.`s Marine Safety Management System - The C.H.A.`s Emergency Procedure Guide - Pilotage Operations Manual - Knowledge of the Port of Belfast`s website and information available - Survey information for the Port of Belfast - Pilotage and Law
In addition, the checklist from the induction pack must be completed and signed to certify that the probationary Pilot has met all the additional requirements to progress to a Class 3 Pilot.
Date: Doc:
Page:
27
Section: Title:
Rev No. Issue No.
02 a
On completion of training the candidate will give 7 days notice of readiness to Belfast Harbour Commissioners and Belfast Harbour Pilots Limited. An examination date will then be set by mutual consent. Prior to giving notice of readiness for examination the trainee pilot will perform a minimum of 6 acts of pilotage under the supervision of an unlimited tonnage Pilot. The Pilot will monitor and examine the candidates performance. Where possible, the acts should be performed on the class of vessel relevant to his intended authorisation. These acts will involve: Inward bound vessel A swinging manoeuvre Manoeuvring in darkness Backing up Manoeuvring on a conventional ship A shift
If successful the candidate will be duly authorised by the C.H.A. He/she will be offered a commencement date with Belfast Pilots, as soon possible after examination. He/she will also join the Belfast Pilots Co-operative. 13.1.5 Progression to a Class 2 Pilot To progress to a Second Class Pilot a Third Class Pilot must pass an examination which is held by the Harbour Master or Deputy Harbour Master and attended by a First Class Pilot. At the examination the Third Class Pilot shall produce certificates signed by First Class Pilots certifying that during the 6 months immediately preceding the examination he has accompanied a First Class Pilots as follows: On 6 occasions when a vessel has been piloted in the Herdman Channel and assisted by tugs (3 inward and 3 outward); On 6 occasions when a vessel has been piloted in the Victoria Channel and South of the turning circle and assisted by tugs (3 inward and 3 outward); On 6 occasions when a vessel has been piloted in the Musgrave Channel and assisted by tugs (3 inward and 3 outward)
Each certificate produced at the exam shall state that the pilot for examination has been with the Pilot in charge of the vessel, and has heard his directions and noted the carrying out of operations. He shall also produce certificates signed by First Class Pilots that, during the previous six months he has piloted 6 vessels of the size exceeding 2000 GT under their supervision and to their satisfaction. Of these 6 movements, 3 are required to be inbound and 3 outbound. In addition, where possible each of the 3 channels will have been piloted under supervision.
Section: Title:
Rev No. Issue No.
02 a
13.1.6 Progression to a Class 1 Pilot To progress to a First Class Pilot a Second Class Pilot must pass an examination which is held by the Harbour Master or Deputy Harbour Master and attended by a First Class Pilot. At the examination, the Second Class Pilot shall produce certificates signed by First Class Pilots certifying that during the 6 months immediately preceding the examination he has accompanied a First Class Pilots as follows: On 2 occasions when a vessel with draught of 7.5m or over has been piloted in Herdman Channel; On 2 occasions when a vessel with draught of 7.5m or over has been piloted South of the turning circle; On 2 occasions when a vessel with draught of 7.5m or over has been piloted in the Musgrave Channel; On 2 occasions when a vessel with draught of 9.0m or over has been piloted in the Victoria channel seaward of the turning circle;
He shall also produce certificates signed by First Class Pilots that, during the previous six months he has piloted 6 vessels of size exceeding 4500 GT under their supervision and to their satisfaction. Of these 6 movements, 3 are required to be inbound and 3 outbound. In addition, where possible each of the 3 channels will have been piloted under supervision. 13.1.7 Progression to an Unlimited Class 1 level As a First Class Pilot the following restrictions apply: During the first 6 months, vessels not exceeding 8000 GT During the second 6 months, vessels not exceeding 12000 GT During the third 6 months, vessels not exceeding 20000 GT
After 18 months as a First Class Pilot a pilot becomes an Unlimited First Class Pilot and may pilot vessels of any size anywhere with the ports limits with the following exceptions: Oil rigs transiting the port as a lead pilot Two pilot vessels as a lead pilot A pilot who has acted as a 2nd pilot on each of the examples above will be assumed authorised to pilot specialist ships of these types.
The First Class Pilot is assessed every 5 years for renewal of his classification. There will be a triennial review of all the Pilots consisting in a trip with the Harbour Master or the Deputy Habour Master on board to check the preparation of the Pilot Job (Appendix 15)
Section: Title:
Rev No. Issue No.
02 a
13.1.8 Re-assessing Pilots Pilots can be re-assessed at any time at the request of the Harbour Master. This may follow an extended period out of service or following an incident at the port. 13.1.9 Re-sitting Examinations If a Pilot fails any of the examinations or fails to produce the certificates required to progress to the next Class, it will be the responsibility of the examination board to determine the optimal course of action and will be documented within the examination records. 13.2 Examination Criteria Belfast Harbour Commissioners Syllabus for marine pilot training is based on the national occupational standards for marine pilots, which is divided into nine units (Appendix 16). The BHC examination criteria are as follows: 1. Planning an act of pilotage 2. Embarking and dis-embarking. 3. Assessing standards on the piloted vessel. 4. Co-operating with the bridge team and functioning within it. 5. Liaising and communicating within the port. 6. Transiting the pilotage district. 7. Manoeuvring vessels in harbours and their approaches. 8. Reacting and responding to problems and emergency situations. 9. Managing personal and professional conduct and development. 10. Knowledge of Belfast Harbour Commissioners Marine Safety Management System. 11. Pilotage and the law. General Knowledge is required of the following pertaining to Belfast: 1. Lights. 2. Courses and distances. 3. Fog signals. 4. General widths for swinging. 5. Dry-docks sizes and features. 6. Contour lines 5 metre and 10 metre. 7. Channel depths within the harbour. 8. Berth depths. 9. Layout of the port (door & bollard numbers and distances between bollards). 10. Fendering in the harbour. 11. VHF Channels used in the harbour. 12. Notice to Mariners & Standing Orders. 13. BHC MSMS & PMSC, Emergency Plans and Procedures. 14. Knowledge of Port Bye-laws, Directions, and Code of Practices/Guidelines.
Section: Title:
Rev No. Issue No.
02 a
15. Piloting Check and Observation. i). Prior to leaving the pilot station to pilot inward vessel. ii). Approaching the vessel on pilot launch. iii). Boarding the vessel. iv). Having boarded the vessel Pilot/Master interchange. v). Procedure inwards. vi). Approaching the berth. 16. Types of Anchors. 17. Types of rudders including transverse thrust. 18. Use of tugs and mooring/line boats. 13.3 Examination Board The Examination panel will consist of the Harbour Master and/or Deputy Harbour Master and a representative of Belfast Harbour Pilots Limited. 13.4 Ongoing Training Identification/Continued Competence It may be the case, following a Risk Assessment, that a pilot would be required to undergo specialised training. The number of pilots required to attend and the nature of training will be decided after consultation between the pilots and the Harbour Authority. 13.4.1 Simulators Simulator training is available at approved Nautical Colleges, which could be used for class progression, risk assessment and continued competence. 13.5 Recruitment Recruitment as per current Belfast Harbour Commissioners and Belfast Lough Pilotage Services Limited Agreement.
Date: Doc:
Page:
31
Section: Title:
14 Pilot Exemption Certificate
Rev No. Issue No.
02 a
14. PILOT EXEMPTION CERTIFICATE

14.1 Pilot Exemption Certificate Procedure The following procedure should be followed when applying for a PEC: Candidate to be provided with a PEC pack (including Appendix 9).
(Which can be collected from Port Operations Tel: 028 90553014)
Candidate to visit harbour prior to examination to set date and discuss requirements for the examination.
(Appointment required)
Prior to arranging for examination date the following must be completed: (i) (ii) (iii) (iv) Qualifying trips Harbour familiarisation trip Tug familiarisation trip Proof trip with harbour pilot Documents to be supplied before examination: (i) (ii) (iii) (iv) Valid Medical Valid Certificate of Competency Letter of suitability from employer Tripping log (Appendix 11)
(Form available from harbour)
Contact Port Operations to arrange an examination date giving at least one week notice. Confirm examination with Port Operations 24 hours prior.
The whole procedure is recorded in the Pilotage Exemption Certificate Checklist (Appendix 10).
Date: Doc:
Page:
32
Section: Title:
Rev No. Issue No.
02 a
14.2 Management of PECs I. A Pilot Exemption Certificate for the Port of Belfast may be granted by the Belfast Harbour Commissioners (hereinafter referred to as the Authority) to a person who is the bona fide master or chief mate of a ship, provided he satisfies the following criteria: 1. He produces records endorsed by the Master or Senior Master of the vessel showing that he has made at least 6 inwards and 6 voyages outwards within the 12-month period prior to his application. The following conditions apply: a. b. c. d. The trips must not all be performed in a one month period; 8 trips must be in the 6 months prior to the application; A First Class Pilot must attend one trip and a report issued; It is preferable for 25% of the trips to be in darkness.
2. He produces written assurance satisfactory to the Authority from the owner of the ship or ships that they have found him to be competent. This is also to be supported by details on the time he has been with the company and been Master or Chief Mate of the ship(s). A copy of his resume is also required and details of other PECs held. 3. He holds a certificate of competency from an Authority recognised by the International Maritime Organisation entitling him to act as Master or Chief Mate of such a ship. 4. He has a reasonable command of English. 5. He produces a medical certificate acceptable to the Authority that he is of sound health. 6. He has undertaken a boat trip to familiarise himself with the port and visited the Operations room to become familiar with VTS operations. 7. He is familiar with towage services if it is likely that he may require these services within the Port (tugs or workboats). 8. He passes the PEC exam before the Harbour Master or appropriate representative and a First Class Pilot. II. Pilot Certificates granted shall not continue in force beyond the 31 st of July following the date of the certificate. The certificate may be renewed annually on the 1st of August provided that the Certificated Officer has made at least 12 trips within the Port of Belfast within 12 months preceding the expiry of his Certificate. The same conditions apply to these trips as listed under point I, III, IV and VI.
Section: Title:
Rev No. Issue No.
02 a
III. A Pilotage Certificate shall not be renewed without re-examination unless application for renewal is made within one month of the expiry of the Certificate. In any event each PEC holder will be reassessed every 5 years. IV. Pilot Exemption Certificates may be suspended if the holder is found to have performed an act of negligence, incompetence or misconduct. Before doing so, prior written warning of the suspension or revocation will be given, as will the right to make representation. V. If an applicant fails to meet the standards set by the examination panel (more than two marks failed), the PEC will not be issued and a time period will be set whereby the applicant may not reapply. VI. A list of the PEC holders will be kept at the VTS and it will be reviewed annually.
Date: Doc:
Page:
34
Section: Title:
Rev No. Issue No.
02 a
14.2.1 Contributions from Masters and Mates The owner of every vessel, the Master or Mate of which for the time being holds a Pilotage Certificate, shall on every occasion that such Master or Mate shall navigate his vessel within the limits of the Port pay to the Authority 20 per cent of the Pilotage Dues which would have been payable in the Port, if the Master or Mate had not held a Pilotage Certificate, up to a maximum of 200 acts. No such contribution shall be payable in respect of such vessels moving within the Inner Harbour for the purpose of changing from one berth to another berth or of being taken into or out of any Dry Dock. 14.2.2 Monthly Returns by Masters and Mates A Certified Officer shall within fourteen days next after the expiry of each calendar month, make a return in writing to the Harbour Master of the occasions during the calendar month immediately preceding on which he shall have navigated vessels within the limits of the Port with the names and all needful particulars of the vessels so navigated. To facilitate the making of these returns pre-printed forms are available from the Harbour Office. 14.2.3 Charges for Pilotage Exemption Certificates as per BHC Schedule of Charges book. Any Certificated Officer who has lost his Certificate shall forthwith give notice thereof to the Harbour Master stating the circumstances under which the Certificate was lost and the Harbour Master may, if he thinks fit, issue to such Certificated Officer a duplicate certificate. 14.2.4 Accident or Damage A Certified Officer, if any accident or damage has happened to or been caused by a vessel in his charge whilst within the limits of the Port shall as soon as practicable report the facts in writing to the Harbour Master. 14.2.5 Reporting A Certified Officer who shall observe any alteration in any of the banks or channels, or that any buoys, beacons or perches have been driven away, broken down, damaged, or are out of place, or any circumstance affecting the safety of navigation shall, as soon as practicable, report the fact to the Harbour Master.
Date: Doc:
Page:
35
Section: Title:
Rev No. Issue No.
02 a
14.2.6 Examination Criteria An exam (Appendix 12) will take place after checking the ticket validity, the acceptable medical fitness certificate and the discharge book to prove that the candidate is Master or Mate on vessel. General Knowledge is required of the following: 1. Knowledge of vessel. 1.1. LOA 1.2. Draft 1.3. Thrusters 1.4. Any unusual manoeuvring characteristics. 1.5. Air draft (if applicable). 1.6. Description of usual berth. 2. Entry requirements for arrival at Belfast. 2.1. Reporting procedures, ETA, dangerous goods, defects. 2.2. ISPS. 2.3. Notice to Mariners. 2.4. Knowledge of MSMS and its implications. 2.5. Waste 2.6. Passage plan (Appendix 6). 3. Arrival into Lough. Lights (Appendix 9), anchor positions, other traffic. 3.1. Transit into harbour giving lights on one side of channel. 3.2. Navigation marks number 5 and 9. 3.3. Courses and distances. 3.4. Lights in the turning circle. 3.5. And one channel to the South. 3.6. One-way system. What is it? When? 3.7. Gas pipeline and Contingency Plan. 3.8. Turning circle sizes. 4. Traffic knowledge, Ferries and Berths (Appendix 2). 4.1. Dry docks. 4.2. Alternative berths and port geography. 4.3. Tide ranges, rates, fresh effect. 4.4. Reduced visibility. 5. Pilots manoeuvring questions. 5.1. Shifting to lay-by berth. 6. Channel priorities. 6.1. Areas of special concern; Barnetts cut, Richardson Wharf (acid). 7. Tugs and boats available for use. 7.1. Fending differences. 8. Departure procedure. 9. PEC requirements for reporting defects, alterations, dangerous occurrences. 10. Blind pilotage and bridge manning.
Date: Doc:
Page:
36
Section: Title:
Rev No. Issue No.
02 a
There can be some other questions from pilots, after what the candidate will be excused so the decision can be make.
Date: Doc:
Page:
37
Section: Title:
15 Accident / Incident Report
Rev No. Issue No.
02 a
15. ACCIDENT/INCIDENT REPORT

Reporting of any accidents, incidents or observations is made by anyone involved in the act of Pilotage including the: Pilot Bridge crew Tug crew Boatmen VTS operator
Any report is made on the Ports pro forma Marine Safety Report form (Appendix 13) and submitted to the Harbour Master. It is the responsibility of the Harbour Master to follow this up to an appropriate level, which is recorded on an IRIMS Report. 15.1 Procedures In the event of an accident or incident the Harbour Master should be informed via the VTS either by VHF or telephone. Within 24 hours, a written report will be forwarded to the Harbour Master.
Date: Doc:
Page:
38
Section: Title:
15 Accident / Incident Report
Rev No. Issue No.
02 a
15.2 Marine Accident Investigation Process
MARINE ACCIDENT INVESTIGATION

VTS
INCIDENT OBSERVED OR REPORTED
E-MAIL
OPEN IRIMS FORM
TRIVIAL
DHM
INITIAL INVESTIGATION INTO EVENT
SIGNIFICANT
CLOSE OUT WITH COMMENTS

MAIB MCA EHS POLREP COLLECT STATEMENTS AND RECOMMEND ACTIONS
MONITOR MSMS
CLOSE OUT
E-MAIL
HM
MONITOR PROGRESS & INFORM SEC / OPERATIONS DIRECTOR & STAKEHOLDERS

SIGNIFICANT
AGREES CLOSE OUT ACTION
CLOSE OUT
SEC
REVIEW & MONITOR PROGRESS
CONFIRM
CLOSE OUT
PORT OPS
CONFIRM DETAILS / IRIMS FORM COMPLETE
CLOSE OUT & CONFIRM RECORDS / MSMS UPDATES
Figure 15-1 Marine Accident Investigation

Date: MSMS-Pilotage Manual 01.11 08.01.09 Page: 39
Doc:
Section: Title:
16 Performance Monitoring and System Audit
Rev No. Issue No.
02 a
16. PERFORMANCE MONITORING AND SYSTEM AUDIT

Details of the performance monitoring and system audit procedures adopted by the Port of Belfast are provided by the Health and Safety Department. The audit process will include an assessment of whether the procedures documented in this manual are being carried out in the appropriate manner and any deviations/failings will be documented.
Date: Doc:
Page:
40
Section: Title:
Front cover Appendixes
Rev No. Issue No.
02 a
APPENDIXES
Date: Doc:
Page:
1-1
Section: Title:
Appendix 1 Pilotage Directions
Rev No. Issue No.
02 a
1. Pilotage Directions
These Pilotage Directions are laid down by Belfast Harbour Commissioners in the pursuance of their obligations under section 7 of the Pilotage Act 1987 to provide pilotage in the Port of Belfast and its approaches. 1.1 1 Limit of Compulsory Pilotage Area Compulsory pilotage will apply to all ships navigating inside the port limits, i.e. inside a line joining Grey Point and Carrickfergus Castle, subject to the following exemptions: a) Ships less than 75 m in overall length; b) Ships under 75 m and above, but under 100 m in overall length navigating in the outer harbour, i.e. seaward of No 12 beacon; c) H M ships and foreign warships; d) General Lighthouse Authority tenders; e) Ships that are moving from one berth to another within a dock or within the same channel f) Ships navigating to or from Carrickfergus Harbour
The exemption contained in sub-sections 1(a) and (b) will not apply to: a) Ships with a Passenger Certificate b) Ships carrying hazardous cargoes in bulk c) Ships in ballast that are not gas free d) Ships not fitted with a working radar installation when due to fog mist falling snow or heavy rainstorm or any other similar causes, visibility is less than 2.5 cables. e) Ships or their tows, if any, having one of the following defects:i. Are unseaworthy in any respect, or ii. Have defects to main engine, steering gear, or auxiliary machinery which may affect the manoeuvring of the ship, or
Date: Doc:
Page:
1-1
Section: Title:
Appendix 1 Pilotage Directions
Rev No. Issue No.
02 a
iii. Have inoperable capstan, windlass, mooring winches or anchors that are not cleared or ready for user, or iv. Have a list of over 5 degrees or are excessively out of trim, or v. Have any hull or machinery damage which may effect the safety of the ship or the containment or safety of the cargo or bunkers 3 The Harbour Master may temporarily suspend any of these directions from time to time, without notice, as in his opinion, may be necessary.
1.2
Pilotage Requirements
Any commercial operation carrying passengers will be covered by Pilotage Regulations.
Date: Doc:
Page:
1-2
Section: Title:
Appendix 2 Navigation Channels & Berths in the Port of Belfast
Rev No. Issue No.
02 a
2. Navigation Channels & Berths in the Port of Belfast

2.1 Introduction This section presents an overview of the navigation channels and berths in the Port of Belfast. Information is presented on the depths of the channels, lengths and depths of berths as well as the widths of dock entrances and turning circles. 2.2 Navigation Channels & Berths The maintained depths in each of the channels are summarized as follows: Fairway Buoy to Oil Berth 4: Oil Berth 4 to South end of Stormont Wharf: South end Stormont Wharf to Barnet Dock: Barnett Dock to Southern Limit of Port: Herdman Channel: Musgrave Channel: Details of each of the berths within the respective channels presented in the following tables: Table 2-1
Oil Berth 4 Victoria Terminal 1 (VT1) Victoria Terminal 2 (VT2) Victoria Terminal 3 (VT3) Victoria Terminal 4 (VT4) North Victoria Terminal 4 (VT4) South West Twin Wharf York Dock 1 Donegal Quay 1,2 & 3 Donegal Quay 4 Donegal Quay 5 Stormont Wharf N, C & S Barnet Dock 1 Barnett Dock 2 Albert Quay Ballast Quay York Dock 1 York Dock A Queens Quay Ship Repair Quay
Date: Doc: 08.01.09 MSMS-Pilotage Manual 01.11
9.1m 8.7m 6.4m 5.5m 7.3m 7.3m in the Port of Belfast are
Berths Located Within Victoria Channel

Type Liquid Bulk RO-RO RO-RO Container Ferries Ferries Dry Bulk Container/General Non-Commercial RO-RO RO-RO Dry Bulk/General Lay-by Dry Bulk Ferries Ferries Steel Tugs & plant (N) & Lay-by (S) Non-Commercial Ship repair 137m 120m 580m 90m 187.5m 350m 100m 237.5m 225m 250m 430m Length 74m 155m 190m 375m 200m 150m 212m 225m Depth 11.3m 7.9m 7.9m 9.0m 6.0m 6.0m 10.2m 7.3m 5.5m 5.5m 5.5m 10.2m 4.0m 8.5m 5.5m 5.8m 7.3m 7.3m 5.5m 8.6m
Page: 2-1
Name of Berth
Section: Title:
Rev No. Issue No.
02 a
Milewater Basin Abercorn Basin
Pilot boats/harbour boat Construction /miscellaneous
50m 190m
4.0m 2.0/3.0m
Table 2-2
Berths Located Within Herdman Channel

Type Dry Bulk/Liquid bulk Dry Bulk Liquid Bulk/General Container/General Lay-by Berth Dry Bulk/General Dry Bulk Dry Bulk/General RO-RO Dry Bulk/General/Boatmen Dry Bulk/General Bulk Dry Bulk Boatmen Berth Length 152m 130m 177m 122m 38m 171m 152m 97m 267m 90m 438m 373m 124m 93m Depth 8.5m 8.5m 8.5m 8.5m 8.5m 8.5m 8.5m 8.5m 7.9m 6.4m 8.5m 8.5m 7.0m 4.5m
Name of Berth Richardson Wharf Pollock Dock 5 Pollock Dock 6 Pollock Dock 7 Pollock Dock 8 Pollock Dock B Pollock Dock C Pollock Dock D Herdman Channel West Gotto Wharf 1 Gotto Wharf Sinclair Wharf Herdman Channel A Divis Berth
Table 2-3
Berths Located Within Musgrave Channel

Type Dry Bulk Liquid Bulk Liquid Bulk Liquid Bulk Naval vessels Shipbuilding Dry Bulk Length 78m 62m 69m 136m N/A 220m 107m Depth 8.5m 8.5m 8.5m 8.5m 7.3m 8.5m 6.4m
Name of Berth Musgrave Scrap Wharf Oil berth 1 Oil berth 2 Oil berth 3 Navy Berth Outfit Quay Harlands Steel Delivery Wharf
There are also a number of dry docks located within the Harbour, which includes the Harland and Wolff shipbuilding dock. The following table presents an overview of the dry docks within Belfast Harbour. Table 2-4 Dry Docks Located in Port of Belfast
Dry Dock Belfast Clarendon Dry Dock No. 1 Clarendon Dry Dock No. 2
Normal Length 335m 72m 87m
Channel Victoria N/A N/A
Width 50m 8.15m 10.4m
Extended Length N/A N/A N/A

Page: 2-2
Section: Title:
Rev No. Issue No.
02 a
Harland & Wolff Shipbuilding Dock
556m
Musgrave
93m
556m
The following table presents the widths in metres of dock entrances, channels and turning circles. Table 2-5
Barnett Dock York Dock Milewater Basin Clarendon Lock Pollock Dock Pollock Basin 3 to Pollock Basin A Pollock Basin 4 to Gotto Wharf 5 Turning Circle Turning Circle @OB4 Turning Circle @ Thompson Turning Circle @ Pollock Basin Turning Circle @ OB1/OB2 Victoria Channel Victoria Channel Off East Twin Light Victoria Channel Off North end Thompson Wharf River Lagan Off Albert Quay River Lagan Off Albert Quay Ramp River Lagan Off Queens Quay 10 River Lagan Off Donegal Quay 6 Herdman Channel Off Sinclair Wharf Herdman Channel West Musgrave Channel
Docks Entrances, Channels & Turning Circle Widths

Length/Width (M) 41.75 30.48 44.80 9.5 85.64 169.15 229.20 (diagonal 225.54) 426.70 316.00 364.00 150.00 256.00 219.00 114.29 259.07 85.34 50.00 152.39 152.39 146.30 112.77 91.43
Dock Entrance/Channel/Turning Circle
2.3
Controlling depths Berths Located Within Victoria Channel

Name of Berth Oil Berth 4 Victoria Terminal 1 (VT1) Victoria Terminal 2 (VT2) Victoria Terminal 3 (VT3) Victoria Terminal 4 (VT4) North Victoria Terminal 4 (VT4) South Controlling Depth 9.1m 7.9m 7.9m 9.0m 6.0m 6.0m
Page: 2-3
Table 2-6
Date: Doc:
Section: Title:
Rev No. Issue No.
02 a
Stormont Wharf N, C & S West Twin Wharf Ship Repair Quay York Dock 1 York Dock A Barnet Dock 1 Barnett Dock 2 Albert Quay Ballast Quay Donegal Quay 1,2 & 3 Donegal Quay 4 Donegal Quay 5 Queens Quay Abercorn Basin
8.7m 8.7m 8.6m 6.4m 6.4m 6.4m 6.4m 5.5m 5.5m 5.5m 5.5m 5.5m 5.5m 3.0m
Table 2-7
Berths Located Within Herdman Channel

Name of Berth Richardson Wharf Pollock Dock 5 Pollock Dock 6 Pollock Dock 7 Pollock Dock 8 Pollock Dock B Pollock Dock C Pollock Dock D Herdman Channel West Gotto Wharf 1 Gotto Wharf Sinclair Wharf Herdman Channel A Divis Berth Controlling Depth 7.3m 7.3m 7.3m 7.3m 7.3m 7.3m 7.3m 7.3m 7.3m 7.3m 7.3m 7.3m 7.3m 4.5m
Table 2-8
Berths Located Within Musgrave Channel

Name of Berth Musgrave Scrap Wharf Oil berth 1 Oil berth 2 Oil berth 3 Controlling Depth 7.3m 7.3m 7.3m 7.3m
Date: Doc:
Page:
2-4
Section: Title:
Rev No. Issue No.
02 a
Outfit Quay Harlands Steel Delivery Wharf
6.4m 6.4m
Table 2-9
Dry Docks Located in Port of Belfast

Dry Dock Belfast Clarendon Dry Dock No. 1 Clarendon Dry Dock No. 2 Harland & Wolff Shipbuilding Dock Controlling Depth 8.7m 5.5m 5.5m 6.4m/4.9m
These controlling depths will be in use when calculating pass-in/out in normal operating conditions
Date: Doc:
Page:
2-5
Section: Title:
Appendix 3 Berthing Risk Assessment
Rev No. Issue No.
02 a
3. Berthing Risk Assessment

3.1 Introduction As part of the Port of Belfasts commitment to managing risk, a risk assessment on the berths within the Port was performed. The aim of this assessment was to identify any berth related hazards and where necessary to identify risk-reducing measures to ensure they are well managed. 3.2 Risk Assessment Methodology The methodology adopted involved holding a workshop with the appropriate personnel based on their experience in this field. The attendees were as follows: Table 3-1 Attendees at Berth Risk Assessment Name Michael Evans John Wilson Graham Campbell Company/Organisation Name Deputy Harbour Master Marine Pilot Marine Pilot
Each of the berths within the Port of Belfast was discussed and any comments made were recorded.
Date: Doc:
Page:
3-1
Section: Title:
Rev No. Issue No.
02 a
Table 3-2
Berths considered within Risk Assessment Berth ID 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 Description VT1, 2 and 4 VT3 Oil Berth 4 West Twin & Stormont Wharf Ballast Quay / All fast ferries berths Barnett Dock York Dock Albert Quay Donegal Quay 1, 2 & 3 Donegal Quay 4 & 5 Clarendon Dock Queens Quay Abercorn Basin Ship Repair Quay Belfast Dry Dock Musgrave Scrap Wharf Outfit Harlands Quay / Commissioning Quay Steel Delivery Wharf Building Dock Oil Berth 1 & Oil Berth 2 Oil Berth 3 Herdman Channel West Divis Berth Gotto Wharf Pollock Basin Pollock 5 Pollock 6 Pollock 7 Pollock 8 Sinclair Wharf Herdman Channel A
Date: Doc:
Page:
3-2
Section: Title:
Rev No. Issue No.
02 a
3.3 Results Berthing Risk Assessment The workshop discussions are recorded in Table 3-4. The following table summarizes the risk levels assigned to each of the berths. Table 3-3 Summary of Berthing Risk Assessment Results Description Oil Berth 1, Oil Berth 2, Oil Berth 3, Herdman Channel West, Pollock Basin, Pollock 5, Pollock 7. VT1, VT2, VT4, Oil Berth 4, West Twin, Stormont Wharf, Barnett Dock, York Dock, Donegal Quay 4 & 5, Ship Repair Quay, Belfast Dry Dock, Musgrave Scrap Wharf, Harlands Quay, Steel Delivery Wharf, Sinclair Wharf. Ballast Quay, Albert Quay, Donegal Quay 1, 2 &3, Clarendon Dock, Queens Quay, Abercorn Basin, Divis Berth, Gotto Wharf, Pollock 6, Pollock 8, Herdman Channel A. Risk Ranking High
Moderate
Low
All these berths risk assessments are depending on Minimum Towage Requirements, which can be found on Notice to Mariners No 4 of 2009.
Date: Doc:
Page:
3-3
Section: Title:
Rev No. Issue No.
02 a
Table 3-4 Berth

VT1 VT2 VT4
Results from Berthing Risk Assessment Description

The RO/ROs swing when inward bound and then head straight out. Berthing under control of VTS. Vessels using this berth are generally operated with a PEC. Radio communications as per VTS. All communications references, berthing and mooring operations as per VTS guidelines. Special considerations during departures in place ref traffic close to No 12 Bn inbound. Berthing to be controlled by agreed Coastal procedures and VTS manual.
Controls
Regular monitoring of Dockers proficiency should be carried out. The Dockers should be aware of the weather conditions.
Rank
High
VT3
Berth for container operations. Varying vessels sizes from 80 to 90 m. in excess of over 100 m. Berthing can be highly restricted by gantries. Initial positioning and direction by terminal. Tankers using this berth either swing off the berth or in the turning circle. Passage plan to be confirmed by the VTS when passing the Fairway Buoy. One of the main issues raised here was the wash from ferries, which can cause surge on the quay. The berth was considered to be good but it was noted that there was not a lot of water available behind the quay (low tide) so boatmen could be caught by the wash from the tugs and pushed up the beach although thrusters could also have this effect. In general there were no problems associated with turning these vessels or boatman operations and there was the possibility to run extra lines in extreme weather.
Oil Berth 4
A speed restriction should be set in the Port. The estimate at the workshop was for all vessels to be restricted to safe speed when in Port limits unless they had made special arrangements with the Port to go beyond this. Obvious arrangements were Fast Ferries, Navy RIBS. For any vessel permitted to exceed the standard limit the effect of this needs to be monitored to ensure the faster speeds do not pose a problem to the other Port users. The mooring arrangements should be investigated to ensure the people performing this task are appropriately trained and aware of their duties and responsibilities. They should also conform to the boatman guidelines in place at the Port. Mooring for tankers at OB4 should be appropriated with regard to the prevailing conditions as the proximity of the channel or the
Moderate
Date: Doc:
Page:
3-4
Section: Title:
Rev No. Issue No.
02 a
Berth
Description
Controls
proximity of ferries operations. If larger tankers have mooring wires only then greater time and resources will be required. Confirmation prior to arrival and note made in ships system.
Rank
West Twin & Stormont Wharf
The larger ships use this berth, e.g. Panamax, and are mostly tug assisted. They can either berth bow in or bow out (turning performed in turning circle). In both instances there were no major problems noted. The fendering was considered to be in fair condition although an issue was raised over the piles and facing pieces which warranted inspection. The ladders were also considered to be in poor condition and it was agreed that they should be inspected along with all other ladders within the Port. One further observation made was that the plant is relatively close to the quay which could create minor problems when berthing/mooring a vessel. Harbour Master is allowing deeper Draft vessels up to 10.5 M to use these berths
Ensure that any surge experienced at the berth is reported to VTS. The piles and facings should be inspected. The ladders for the entire Port should be inspected. Were to be possible, shore plant should be positioned clear of the berthing area wherever possible. VTS should remind Pilot Boat Operators of potential disruption to small vessels working at Stormont South. Deep draft pass ins controlled and agreed by Harbour Master on a case by case basis with depths and tidal constants being under constant review. Tide levels re-marked and survey gear up-graded.
Moderate
Due to the pile construction, care should be exercised on any vessels on this quay. Piles should be inspected regularly. Any damaged pile should be reported and rectified promptly. Ballast Quay/ All fast ferries berths Barnett Dock Presently not in operation.
Berthing inspection required prior to any lay-by berth.
Low
Vegetable oil berth and lay-by berth. Presently hinterland would not support carnage operations. It was highlighted that there is a fibre optic cable crossing which could be hazardous to vessel anchoring or during dredging which should be signed.
The fibre optic cable is appropriately marked on the quay and on the Approaches to Belfast Chart. The maximum length for a vessel expected to use this berth will be 115 m. Vessels with a length greater that this will require a risk assessment. Air draft to be confirmed prior to berthing if
Moderate
York Dock
The vessels are mostly piloted (some PEC holders in the past but not at present)
Moderate
Date: Doc:
Page:
3-5
Section: Title:
Rev No. Issue No.
02 a
Berth
Description
and in some cases a line boat is used to turn a vessel in Barnett Dock before proceeding in. Crane boom only affects large vessels. Maximum size at York Dock will be 115 m. Presently only YD1 is generally used as berth for small coasters. YDA is presently used for tugs and plant storage. Presently used as lay-by berth. Recreational and special use lay-by berth. appropriate.
Controls
South end of YD1 to be marked where the clear berth initiates.
Rank
Albert Quay Donegal Quay 1, 2 & 3
Prior berth inspection required to any vessel using it as lay-by berth. Use of these berths requires close communications with state stakeholders. Removable handrails for gangway access required. Only suitable for vessels large enough to set pile to pile. Prior permission from the Harbour Master is required. Lay-by vessels at this berth require a minimum manning standard to be decided by Harbour Master. Use of this dock requires prior permission from the Harbour Master. Opening and closing of these gates is subjected to tide restrictions. Use of this quay only by prior arranged permission by the Harbour Master.
Low Low
Donegal Quay 4 &5 Clarendon Dock
Seasonal fast ferry berth with winter lay-by berth facility. Clarendon dock is mostly used for public relations exercises. Aside from this, the workboats sometimes use this area to access the dry docks. Care should be taken at the extensive sill surrounding the dock. Use for high profile pre-arranged and long commercial visits. No fendering in position on this quay. Berthing subjected to limited access and bollard provision. Presently Belfast Harbour only approved recreational facility. Presently comprising one pontoon with disabled access and 4 ground moorings. Quay access only permitted by a pontoon. No mooring facilities on quay face or top. Use of this quay under control of Harland and Wolff.
Moderate Low
Queens Quay
Low
Abercorn Basin
Use of these facilities as per Belfast Harbour Commissioners recreational users guide. Close coordination required between H&W and VTS. Regular monitoring of Dockers should be carried out. Monitoring of manning levels and mooring arrangements to be confirmed with H&W. All vessels going to this berth should be considered special operations.
Moderate
Ship Repair Quay
Moderate
Belfast Dry Dock
Its operative.
Moderate
Date: Doc:
Page:
3-6
Section: Title:
Rev No. Issue No.
02 a
Berth
Musgrave Scrap Wharf
Description
Almost entirely used for loading and discharging scrap, with associated risks to gangway access, berth fouling, quay damage and services provision.
Controls
Port Control to inform vessels of operational depth prior passing or shifting. Operational depth to be updated to Port Control by the Harbour Master. Regular berth inspection to be carried out. Regular soundings and protective access to be maintained. Bunkering to be restricted. Close communications between H&W and Port Control are required.
Rank
Moderate
Outfit Quay Harlands / Commissioning Quay Steel Delivery Wharf Building Dock
Under the operation of H&W. Vessels to berth this quay may impact on access to the Building Dock. No longer commercially operated. Occasionally used by H&W as lay-by berth. Presently ships building suspended. Dock being used for demolition and project cargo.
Moderate
Inspect the fendering at the wharf. Control depth access in this berth. Bollards to be used during berthing and cranes to be cleared of the area. No berthing or unberthing prior arrangement with H&W. Anchoring not permitted within the docks. Berthing procedure to be stated by H&W. Plant control of all manifold positions to be produced and placed in Port Control. Plant control of all manifold positions to be produced and placed in Port Control.
Moderate
Oil Berth 1 & Oil Berth 2 Oil Berth 3
Vessels using these berths and requiring towage assistance must berth bow South. Bitumen and LPG berth. Higher level of towage requirements for vessels without bow thrusters. Bitumen berth can result in long overhangs. Good fendering. North end used as containers terminal. South end used for stone, scrap, coal and clinker.
High High
Herdman Channel West
Lay-by use of North end to be informed to BCT. When vessels over 115 metres LOA are berthed, the off quay pawl at the South end must be used which requires the boatmen to have arranged a method of
Page: 3-7
High
Section: Title:
Rev No. Issue No.
02 a
Berth
Divis Berth
Description
access. L.O.A. for Herdman Channel South is 130 m. The boatmen (Waterfront and McLoughlin) use this berth. No safety issues were raised. Lay-by berth for fishing boats. All vessel types use this wharf (PEC, Pilot, exempt). The swinging points used vary and can be the turning circle, off the berth or in Pollock basin. Defined as Harbours main timber terminal. Turning basin for Sinclair and Gotto Wharf and Pollock Dock. Paper terminal under construction. Paper terminal. Berth considered adequate. This is the cross berth and is not used often. On this basis no safety issues were raised. The fendering and mooring bollards at Sinclair were described as reasonable, although there was restricted access due to a pipeline on the quay. It was noted that mooring to the North of the quay is tidal and that vessels coming in on a Low Tide could not be moored properly (these were usually tied up using springs and then moored properly during high tide).
Controls
Vessel mooring to be monitored and responsibility to be defined.
Rank
Low
Gotto Wharf
North end used by boatmen to be monitored to avoid conflict with cement discharge.
Low
Pollock Basin Pollock 5 Pollock 6 Pollock 7 Pollock 8 Sinclair Wharf
Pole position to be improved. Fendering and bollards require review. N/a N/a If this berth is to be used more its suitability will require review. Inspect fendering and mooring equipment and investigate the level of obstruction posed by the pipeline on the quayside. Look at effects of mooring vessel in low tides and where appropriate take measure to overcome the difficulties associated with this (a walkway may offer solution). Not to be used without major refurbishment.
High High Low High Low Moderate
Herdman Channel A
Never used.
Low
Date: Doc:
Page:
3-8
Section: Title:
Appendix 4 Navigational Risk Assessment
Rev No. Issue No.
02 a
4. Navigational Risk Assessment

4.1 Introduction As part of the Port of Belfasts commitment to managing the risks within the Port, Anatec UK Ltd were commissioned to perform a risk assessment on navigational issues within the Port. In line with the requirements of the Port Marine Safety Code, both navigation within Port limits and the approaches to the limits were considered. The aim of the work was to review existing directions and procedures and also to perform a quantitative risk assessment to identify any higher risk issues to ensure that the hazards were prioritised for effective management. The following section provides details on the methodology adopted for both these assessments: Procedural Risk Review Navigational Risk Assessment
4.2 Methodology Both the assessments involved holding a series of workshops with the appropriate personnel based on their experience in this field. The attendees were as follows: Table 4-1 Attendees to Navigation Risk Assessment Name Bob Murray Harold Boyle Jack Richmond Bill Bennet Alan Pritchard Paul Downie Norman McKinney John Ewing Terry Griffiths Colin Fleming Justin Ferran Raymond Oprey Michael Cain Alasdair MacDonald John Wilson Stewart Macdonald
Date: Doc:
Company/Organisation Name Stena Line RYA Belfast Wjismuller Tug Company MCA MCA Pilot Boat Crew Marine Pilot/Marine Officer Ewings Shipping Agents Stena Line SeaCat Ferrans Boating Company Opreys Boating Services Anatec UK Ltd. Anatec UK Ltd. Marine Pilot/Marine Officer Deputy Harbour Master
Page: 4-1
Section: Title:
Rev No. Issue No.
02 a
Within the procedural review the attendees discussed the following procedures and the main findings and recommendations were recorded: Standing order 1 Standing order 2 Pilotage Directions Minimum Guidelines for Towage Code of Practice for Boatmen
After the 2008 Review Process, Standing Orders have been taken out and the Minimun Requirements for Towage and the Code of Practice for Boatmen have been amended. For the numeric analysis on navigational risk, the Port was subdivided into areas and the hazards associated with each area were identified and ranked. To increase the sensitivity of the risk assessment a number of different vessel types were considered. This allowed more detailed definition of the event consequences, which could vary considerably between different vessel types. Table 4-2 provides an overview of the areas considered within this study. Following this, Table 4-3 provides details on the various vessel types considered. Table 4-2 Area ID 1 2 Table 4-3 Vessel ID 1 2 3 4 Ferry Tanker General Cargo/Bulk Small Craft, e.g. yacht, fishing vessel The turning circle Vessel Types Considered within the Risk Assessment Description Areas Considered within Navigation Risk Assessment Description 1nm East of the Fairway to Oil Berth 4 and VT1, 2 and 3.
Navigation in the inner Port channels (Victoria, Herdman and Musgrave) and the associated berths are not included within this assessment. The risks associated with the berths in these areas are documented within the Berthing Risk Assessment, which is contained within Appendix 3. The following flow diagram represents the process that was followed:
Date: Doc:
Page:
4-2
Section: Title:
Rev No. Issue No.
02 a
Select an Area
List all hazards associat ed wit h t he area
List accident s associat ed wit h each hazard
Select an accident
List pot ent ial causes of t he accident Select next area
Rank t he accident s frequency Select next accident
Rank t he accident s consequence
Discuss risk m anagem ent st rat egy
Discuss Em ergency Response
Record Recom m endat ions for im provem ent No Are all accident s covered
No
Yes
Are all areas covered
Yes
END
Figure 4-1
Flow Diagram of Navigation Risk Assessment Methodology
In terms of ranking the frequency of each event, the following definitions were applied:
Date: Doc: 08.01.09 MSMS-Pilotage Manual 01.11 Page: 4-3
Section: Title:
Rev No. Issue No.
02 a
Table 4-4 Rank 1 2 3 4 5
Frequency Definitions used in Navigation Risk Assessment Definition
Extremely unlikely Unlikely Reasonably Foreseeable Has occurred Frequent event
Four consequence categories were considered (people, asset, environment and business) with the following definitions used: Table 4-5 Consequence Definitions used in Navigation Risk Assessment Definition Rank 1 2 3 4 5 People
No injury or singular minor injury Multiple minor injury or singular major injury Multiple major injury or singular fatality Moderate fatalities High fatalities
Asset
Negligible (<2,000) Minor (2,000 to 20,000) Moderate (20,000 to 200,000) Serious (200,000 to 2M) Major (>2M)
Environment
Negligible Minor Tier 1 (local response) Moderate Tier 2 (some outside assistance) Serious Tier 2 (regional response) Major Tier 3 (National Response)
Business impact
No impact (<2,000) Minor impact (2,000 to 20,000) Moderate impact (20,000 to 200,000) Serious impact (200,000 to 2M) Major impact (>2M)
Risk is the product of frequency and consequence. On this basis the scale for each consequence category is 0 to 25 (see Table 4-6). However, it is noted that for the four consequence categories used for this assessment the scale becomes a summation of each, i.e., 0 to 100 point scale. Table 4-6 Risk Matrix used in Navigation Risk Assessment 5 Frequency 4 3 2 1
5 4 3 2 1 10 8 6 4 2 15 12 9 6 3 20 16 12 8 4 25 20 15 10 5
Consequence
Date: Doc:
Page:
4-4
Section: Title:
Rev No. Issue No.
02 a
In terms of ranking the results the following scales were applied: Table 4-7 Rank Very High High Moderate Low Very Low Scales applied for ranking the Navigational Risks Scale Individual Category 20 12 and < 20 6 and < 12 3 and < 6 <3 Combined Total 80 48 and < 80 24 and < 48 12 and < 24 < 12
4.3 Results The discussions from the quantitative assessment on navigational risk are presented in the tables towards the end of this report. The following tables summarise the rankings determined for each of the scenarios considered within this assessment. Table 4-8 Ranking Very High High Summary of Navigational Risk Assessment Results combined scores Score -58 57 38 No scenarios Aircraft ditching in outer Lough or within Port limits Tanker collision in turning circle Ferry collision in Channel, Tanker collision in Channel, Ferry fire and explosion in Channel, Tanker fire and explosion in Channel, Ferry foundering in Channel, Tanker foundering in Channel, Ferry collision in Turning Circle, Ferry fire and explosion in Turning Circle, Tanker fire and explosion within Turning Circle, Ferry foundering in Turning Circle, Tanker foundering in Turning Circle, General cargo/bulk vessel collision in Channel, General cargo/bulk vessel fire and explosion in Channel, General cargo/bulk vessel foundering in Channel, General cargo/bulk vessel collision in Turning Circle, General cargo/bulk vessel fire and explosion in Turning Circle, General cargo/bulk vessel foundering within Turning Circle Small vessel collision in Channel, Small vessel fire and explosion in Channel, Small vessel foundering in Channel Description
Moderate 30
Low
18
Date: Doc:
Page:
4-5
Section: Title:
Rev No. Issue No.
02 a
16
Small vessel collision in Turning Circle, Small vessel fire and explosion in Turning Circle, Small vessel foundering within Turning Circle. No scenarios
Very Low 4.4
--
2008 Review Process
In the process of reviewing the risk assessments for the port; account has been taken of the changing nature of communications and developments within the port namely: The introduction of a fully Authorised VTS with operations manual. The change of employment Status of the pilots and the development of an appropriate Pilotage Manual. The development of a Memorandum of Understanding with the M.C.A to address issues in the Outer Lough and the recognition that the Harbour will not extend its area of responsibility. The development of a co-ordinated Emergency plan by the Safety Department. The introduction of AIS systems on most vessels using the port. Recommendations
4.5
4.5.1 Quantitative Navigational Risk Assessment The following recommendations were made during the quantitative navigational risk assessment workshops for each of the high-ranking scenarios. All the raised workshops recommendations have been addressed to different manuals such as Pilotage Manual, VTS Manual, Emergency Response Plan, Leisure Guide, etc.: Table 4-9 Actions taken by BHC
RECOMMENDATION ACTION TAKEN BY BHC Those conducting operations at the Addressed by MOU. Jetties in the Lough should be made aware that ferries are required to pass berthed vessels at a range of 1.5 nm. In consequence of this they should be requested to provide accurate information on their ETA and ETD to the VTS in good time and the VTS operator should ensure the fast ferries are well informed on this issue.
Section: Title:
Rev No. Issue No.
02 a
It was identified that recreational craft sometimes pose a problem to the navigation of the ferries and on this basis Belfast Port agreed to prepare some guidance for Recreational Users navigating within the Lough. It was agreed that a similar document be prepared for the fishing industry as increasing activity was likely to occur due to the introduction of licensing areas which have been acquired by the mariculture industry. This booklet should also cover recreational fishing. Consideration should also be given to requesting that vessels report to the VTS prior to entering the Lough. Consideration should be given to extending the Port limits. A number of reasons for this were noted:
A Leisure Guide has been produced.
N/A.
N/A due to AIS.
Consideration has been given to establishing a MOU and it has been agreed with the MCA to have only a monitoring role.
To provide a means of more formal control in these waters as Only monitoring. during this discussion reference was made to a number of incidents that may have been prevented if VTS control had been extended; To issue formal pilotage directions Not under BHCs control. for Cloghan jetty so they can be managed and enforced; To formalise the responsibilities of Included in VTS Manual and the VTS operators so advice could MOU. be given to vessels in the Lough and to allow vessels at anchor within these waters to be tagged and actively monitored. It was recommended that discussion be As per Emergency Response Plan. held with the RNLI and the fire tug operator to review the fire fighting capabilities to ensure they are adequate for such events. This should give consideration to equipment (suitable vessels and equipment to be held), and the personnel requirement including training levels. The Port of Belfast should establish how Not under Belfast Harbour
Section: Title:
Rev No. Issue No.
02 a
busy the Cloghan jetty is and obtain a better understanding of vessel operations at this Jetty. It should also be confirmed whether there are constraints imposed upon vessels approaching this jetty and if so details should be obtained along with the procedure for enforcement. The mooring standards should be reviewed to ensure that they are adequate and the risks of a vessel drifting from Cloghan Jetty into the Lough is minimised. Definition of designated anchorage areas and/or areas where anchorage is prohibited. It was also recommended that any vessels that are considered to be at anchor too close to shore be reported to the MCA. Consideration should be given to establishing speed restrictions within the Port with special arrangements being necessary for vessels wishing to exceed this. Obvious special arrangements were Fast Ferries, Navy RIBS and the Lough link. For any vessel permitted to exceed the standard limit the effect of this needs to be monitored to ensure the faster speeds do not pose a problem to the other Port users. The procedure for taking vessels in and turning them in fog should be reviewed and if considered an unsafe action this should be prohibited and the vessel can either be delayed until conditions improve or be instructed to go to berth without turning. The Port of Belfast needs to review the previous aircraft ditching as it was suggested that emergency response issues stemming from this incident still require to be addressed.
Commissioners control.
Not inside Belfast Harbour Area.
As per MOU.
As per MOU.
VTS Manual. Navy RIBS and the Lough Link not to be considered as they are not coming to Belfast.
All movements in fog should be risk assessed.
How to respond has been included in Belfast Emergency Response Plan.
The Port should also have a meeting with Completed. the airport to ensure there is a sound understanding of each others
Section: Title:
Rev No. Issue No.
02 a
emergency response plans and the interface is well organised. The risk assessment should be used to Special movements to be risk assessed. identify higher risk events and use them to prioritise the emergency response exercises which take place at the Port. There are further suggestions for reducing risk (medium and low risk scenarios) listed in the recording sheets within this appendix. It is recommended that these also be reviewed and where reasonably practicable they should be implemented. When performing this review it is recommended that consideration also be given to scenarios that may have a low combined score but a high individual score for any individual consequence category. 4.6 Additional Comments Made During the course of the berthing risk assessment, a number of additional comments were made relating to safety within the Port of Belfast. These are summarised below with the actions taken by BHC. Table 4-10 Additional Actions taken by BHC ACTION TAKEN BY BHC As per Emergency Response Plan.
RECOMMENDATION The Incident Control Room is not equipped sufficiently, which needs further attention. The Permit to Work system needs to be extended to cover Diving Operations. This is to be supported by a means of recording this at Port Control and informing other users so they are aware that they should pass at an appropriate speed/distance. An agreed procedure needs to be developed with the Navy so there is a unified understanding of how their RIBS will operate within Port limits. This relates to speed, passing distances and their presence within the main navigational channel, which should only occur when they are boarding a vessel. A hazard manual should be developed to ensure that there is a standardised approach towards dealing with emergencies. This should be made available to all appropriate personnel, especially those likely to deal with the initial response, e.g., Port Control.
As per Emergency Response Plan.
N/A.
As per Emergency Response Plan.
Page:
4-9
Section: Title:
Rev No. Issue No.
02 a
The emergency response manual should address ordinance within the Port. An inspection procedure needs to be developed for the pilots PPE. This should encompass a frequent self-check and a supplier service at appropriate intervals. This system should be developed and monitored by the Health and Safety Manager for the Port of Belfast. The interval for the self-check was suggested at one month during the pilots safety group meeting, which is in the process of being initiated. A card should be signed to ensure this has been done. The benefits of EPIRBS and transponders on the pilots and pilot boats should be assessed. The time available for performing the Pilot/Master exchange needs to be monitored to ensure that the existing boarding points are suitable. Lighting on the quayside needs to be reviewed to ensure it offers safe boarding and disembarking. An assessment of pilot workload and fatigue needs to be conducted. This should also give consideration to the requirements of the EMPA code, which states that pilots should come to work well rested.
As per Emergency Response Plan. Belfast Lough Pilotage Services subcontracted, its their responsibility.
Not required.
As per Pilotage Manual.
On going.
As per Pilotage Manual.
Date: Doc:
Page:
4-10
Section: Title:
Rev No. Issue No.
02 a
4.7
Risk Assessment Records
RISK ASSESSMENT RECORD

1
Area Vessel
SCENARIO DESCRIPTION
1 nm E of Fairway to Oil Berth 4 and VT1,2 and 3 Hazard Other Vessels Event Collision All vessels (general discussion)
2
1. 2.
CAUSES
Watch keeper failure Not conforming to IMO collision avoidance regulations
3 POTENTIAL RISK RANKING With regard to risk ranking for collision in this area of the port, as there have been no incidents in the port the frequency it would usually ranked at 2. However as there are extensive risk management procedures in place within this area of the port it has been reduced to 2. For consequences ranking the rankings from collision in the Lough have been applied however the business risk has been increased as a collision within the channel is likely to result in greater loss to the port due to the potential for delaying or stopping trade. 4 DISCUSSION 1 nm to the E of the Fairway buoy was recognised to be a pinch point that the majority of vessels headed for before entering the channel or after leaving it. Because of this congestion it was recognised as a sensitive area in terms of navigational risk. The users of the port and the pilots attending the workshop both indicated that pleasure boats, jet skis and canoeists have posed a problem during this area of the port. The tendency was for recreational users to be encountered between 3 and 4 and the Fairway, especially during regattas. Fishing vessels were considered to behave in a well-managed manner however slight concern was expressed, as the level of fishing activity was likely to increase. Vessels at anchor in this area were also identified to pose some problems to vessel navigating this area of the entrance to the port. Identification of these vessels was considered to the difficult by the VTS and hence their management was not as efficient as it could be.
RISK MANAGEMENT
Date: Doc:
Page:
4-11
Section: Title:
Rev No. Issue No.
02 a
Vessel cannot enter the port without authorisation and being tagged on the VTS, as traffic in the port is regulated by the VTS. In the event that this does not happen, a marine safety notice is raised and the incident is formally investigated. All vessels are required to have a passage plan and submit a port entry form prior to entering the port limit. A component of this is a check that all equipment is in order. A vessel without a passage plan is delayed until this is addressed or takes a pilot. Routeing guidance is presented in the ALRS, which indicates the preference for inbound vessels to pass to the North of the fairway and outbound vessels to pass to the South. This posed a problem to the ferries, which need to pass 1.5 nm from Cloghan and Kilroot jetties when a vessel is berthed, and hence to the South of the Fairway buoy when inbound PECs are issued to larger vessels following examination and a required number of visits to the port. This process is documented and well managed and operates on the basis of educating regular users about safe navigational practices in the port The VTS and VHF also offer a means of managing the risk in the area by monitoring the traffic movements and offering advice to traffic in this area. The channel sounded and dredged to ensure its depth is preserved. It is also marked with navigational aids and there are standing orders in place to promote the safe passage of vessels. There is also an adverse weather procedure whereby channel navigation will reduced to one way traffic in reduced visibility. There are pilotage directions in place which are regulated and enforced by the Port of Belfast. 6 EMERGENCY RESPONSE In terms of emergency response to a collision scenario in this area there as 2 tugs available on a 24 hour basis and on 2 hours response In addition there is RNLI presence at Bangor, which will be used to assist in an emergency scenario in cooperation with the Habour. The pilot boats would also offer assistance in this event. 7 RECOMMENDATIONS
Date: Doc:
Page:
4-12
Section: Title:
Rev No. Issue No.
02 a
Discussion needs to be held with the ferry companies to investigate their procedure for passing 1.5 nm from the Jetties. The basis requires investigation as this results in the incoming vessel passing to the South of the Fairway, which increases the risk of head on encounters with outbound traffic. It should be procedure for vessels to call in to the VTS when they reach the area between New Island and Black head. This will allow them to be tagged on the VTS well in advance of reaching the Fairway and will also assist VTS communications in the more congested waters. This would also overcome the problem associated with not being able to identify vessels at anchor, mainly solved now with the AIS. Prohibited areas should also be marked in proximity to the Fairway where vessels are not permitted to anchor. This will help reduce congestion. Consideration should be given to moving the Fairway buoy further to the SE. This would provide the required clearance that the ferries require from the jetties, which will reduce confusion in the area and result in a more orderly flow of traffic. In addition this would also allow vessels to line up for the channel prior to reaching No.s 3 and 4. Monitor the pilotage operations to investigate whether this boarding point provides sufficient time for the Pilot/Master exchange now that a more formal procedure has been implemented. A protocol should be developed for recreational users and fishing vessels to ensure they navigate in a safe manner and understand the risks they present to other port users. As part of this protocol consideration should be given to restricting these users from entering the channel until 15 and when outbound to requiring them to leave the channel at no. 12. This will keep the main navigation channel clear for large vessels using the port. Also if they must enter/cross the channel this has to be done under authorisation of the VTS and must be done under power. At the time of vessels reporting their ETA they should be provided with information on the outbound vessels they are likely to encounter and details on vessels currently at anchor. All vessels should be required to obtain permission to enter or leave the channel, which will improve the management of the traffic. 8 RISK SUMMARY
The following summarises the risk results from this assessment.
Vessel Type Ferry Tanker Merchant Small Vessel
People 10 8 8 8
Asset 10 10 8 4
Environment 8 10 6 2
Business 10 10 8 4
Total 38 38 30 18
Date: Doc:
Page:
4-13
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
4-14
Section: Title:
Rev No. Issue No.
02 a

1
Area Vessel
1 nm E of Fairway to Oil Berth 4 and VT1,2 and 3 Hazard Fuel Event Fire and Explosion All vessels (general discussion)
2
1. 2. 3.
CAUSES
Crew error, e.g. ships galley Engine Failure Passenger error
3 POTENTIAL RISK RANKING With regard to risk ranking for fire and explosion in this area of the port, a rank of 2 has been applied as this event has never occurred in this area and also there are some management procedures in relation to this event. The consequence rankings used were the same as those for fire and explosion in the Lough although the business risk was increased, as a fire and explosion event within the channel is likely to result in greater loss to the port due to the potential for delaying or stopping trade. 4 DISCUSSION There has not been a fire within the Lough although such events have occurred in industry (frequency ranking of 3). In terms of consequence if this event did occur it was estimated that the there is potential for this event to result in a high level of fatalities, and for the entire asset to be lost. The environmental consequence of this event was considered to be a Tier 2 regional response and to have the potential to cause serious damage. In terms of business this event would have a serious effect on the Port of Belfast. 5 RISK MANAGEMENT With regard to the risk management of this event, there is limited that the port can do. However there is a system check requested prior to port entry. 6 EMERGENCY RESPONSE In terms of responding to a fire or explosion onboard a vessel in the Lough, the port has access to a firefighting tug. The main role of the tug is advisory and to supply additional fire fighting equipment to the vessel to assist controlling the fire. In addition to this the RNLI will provide response and have the equipment required for establishing safe refuge (life rafts) to allow the vessel crew/passengers to be evacuated quickly, which is the priority. It is noted that ferries are specialised vessels and are designed for the quick and safe evacuation of passengers. There are no offshore fire fighting facilities at Belfast with the nearest being Wales. 7 RECOMMENDATIONS
Date: Doc:
Page:
4-15
Section: Title:
Rev No. Issue No.
02 a
It was recommended that discussion be held with the RNLI and the fire tug operator to review the fire fighting capabilities to ensure they are adequate for events such as this. This should give consideration to equipment (suitable vessels and equipment to be held), and the personnel requirement including training levels. This scenario should be considered as an exercise for emergency response as it will require coordination with the MCA, Port of Belfast and the Vessel company. 8 RISK SUMMARY The following summarises the risk results from this assessment.
People 10 8 8 8
Asset 10 10 8 4
Business 10 10 8 4
Total 38 38 30 18
Date: Doc:
Page:
4-16
Section: Title:
Rev No. Issue No.
02 a

1
Area Vessel
1 nm E of Fairway to Oil Berth 4 and VT1, 2 and 3 Hazard Fuel Event Foundering All vessels (general discussion)
2
1. 2.
CAUSES
Vessel not sea-worthy Poor consideration to environmental conditions
3 POTENTIAL RISK RANKING With regard to risk ranking for fire and foundering in this area of the port, a frequency ranking of 2 has been applied as there are a number of measures in place in the port to manage this event. The consequence rankings used were the same as those for foundering in the Lough although the business risk was increased, as a vessel foundering within the channel is likely to result in greater loss to the port due to the potential for delaying or stopping trade. 4 DISCUSSION Foundering in the Lough was most likely to result from bad weather although the wash from the fast ferries could have similar effect on smaller vessels such as yachts. In general it was agreed that the port could not mange the risk of this event as the causation factors related to the seaworthiness of the vessels and the decision of the Master to sail in adverse conditions. It was noted that guidance on the operation of small vessels (recreational users) could be useful to ensure they maintain a safe distance to fast ferries. Ferry foundering was not considered to be a likely event on the due to the familiarity of the ferries with the port and hence the understanding of the environmental effects in the Lough. Also the ferry will have access to up to date weather forecasts and operates within a strict SMS that will have an adverse weather policy. The frequency for foundering was ranked as 3, i.e. it has occurred within industry, and the consequences were considered to be comparable to ferry collision. 5 RISK MANAGEMENT In terms of risk management the main issues discussed were the port entry check, which requires details that all systems on the vessel are operational. In addition there is an adverse weather policy which potentially can be used to close the port in extreme conditions. Further there are pilots on board the vessel who are likely to be better placed to determine the status of the vessel and provide early alarm for tug assistance if a vessel is in difficulties. 6 EMERGENCY RESPONSE
Date: Doc:
Page:
4-17
Section: Title:
Rev No. Issue No.
02 a
In the event of a foundering in the Lough the response is likely to be co-ordinated by the MCA, in cooperation with the Port of Belfast. The ferries are well equipped and hence if evacuation is required it is likely that this will be achieved in a controlled manner. 7 RECOMMENDATIONS It is recommended that weather forecast details be made available to the vessels upon request. Consideration should also be given to using this as an emergency response exercise to ensure there is a good interface/understanding between the MCA, the Company and the Port of Belfast. A recreational users guide should be developed for these vessels ensure they are aware of the effect of fast ferries on their navigation and also safe practices within these waters. 8 RISK SUMMARY The following summarises the risk results from this assessment.
People 10 8 8 8
Asset 10 10 8 4
Business 10 10 8 4
Total 38 38 30 18
Date: Doc:
Page:
4-18
Section: Title:
Rev No. Issue No.
02 a

1
Area Vessel
Turning Circle General Hazard General discussion of all Event Collision, Fire and explosion, Grounding.
2
1.
CAUSES
Various (see previous sheets)
3 POTENTIAL RISK RANKING The scenarios considered here were collision, foundering and fire and explosion. The risk rankings applied in the 1 nm E of Fairway to Oil Berth 4 and VT1, 2 and 3 were applied to this section although the frequency assessment for tanker collision was raised to rank 3 as this event has occurred within the turning circle. 4 DISCUSSION The most likely events associated with this area were collision with another area and collision with a berth, Richardsons and Belfast Dry Dock being the most exposed. 2 incidents have occurred in the past; one with a tanker discharging ammonia and the other with a molasses tanker. There has also been a collision with the Dry Dock gate which was caused due to disorientation when turning the vessel in fog. Convergence of traffic was an obvious issue. The VTS operator manages this. 5 RISK MANAGEMENT The main risk management is Since the ammonia incident navigation aids have been positioned to indicate the centre of the turning circle and an exclusion zone has been created. The effectiveness of the exclusion zone was not considered to be of any benefit if the vessel was coming in to turn and something went wrong en route, e.g. tug breakdown or too much speed. PEC examinations improve safety awareness of operations in this area of the port. VTS management of traffic allow only one vessel in the turning circle at any one time. Radio communications are compulsory. There is a transit light to ensure vessel know they are centred in the turning circle. Tugs are turning larger vessel and offer response in the event of something going wrong (passive towage). In active towing they are a preventative measure and offer more control during navigation.
Date: Doc:
Page:
4-19
Section: Title:
Rev No. Issue No.
02 a
6 EMERGENCY RESPONSE In terms of emergency response this is covered under the port emergency response plan. 7 RECOMMENDATIONS The following recommendations were made: Consideration should be given to establishing speed restrictions within the port with special arrangements being necessary for vessel wishing to exceed this. For any vessel permitted to exceed the standard limit the effect of this needs to be monitored to ensure the faster speeds do not pose a problem to the other port users. The procedure for taking vessel in and turning them in fog should be reviewed and if considered an unsafe action this should be prohibited and the vessel can either be delayed until conditions improve or instructed to go to berth without turning. 8 RISK SUMMARY The following summarises the risk results from this assessment.
Collision

Fire and Explosion
People 10 12 8 8 People 10 8 8 8 People 10 8 8 8
Asset 10 15 8 4 Asset 10 10 8 4 Asset 10 10 8 4
Environment 8 15 6 2 Environment 8 10 6 2 Environment 8 10 6 2
Business 10 15 8 4 Business 10 10 8 4 Business 10 10 8 4
Total 38 57 30 16 Total 38 38 30 16 Total 38 38 30 16

Foundering
As with the 1 nm E of Fairway to Oil Berth 4 and VT1, 2 and 3 analysis grounding was not considered to be a relevant incident for assessment.
Date: Doc:
Page:
4-20
Section: Title:
Rev No. Issue No.
02 a

1
Area Vessel
Lough and inside port limits General Traffic Hazard Aircraft Event Ditching
2
1. 2.
CAUSES
Human error Equipment failure
POTENTIAL RISK RANKING

People
5 5
Asset
5
Environment
5
Business
Frequency
Frequency
Frequency
4 3 2 1 1
4 3 2 1
4 3 2 1
Frequency
4 3 2 1
2 3 4 5 Consequence
2 3 4 5 Consequence
2 3 4 5 Consequence
2 3 4 5 Consequence
4 DISCUSSION An aircraft has ditched in the Lough and hence the event frequency is ranked at 4. In terms of consequence it was agreed that there is likely to be multiple fatalities. In terms of asset the consequence was considered to be major (rank 5). The environmental consequence was agreed to be moderate and Tier 2 as the fuel is likely to burn off. In terms of business consequence a serious rank was considered appropriate. 5 RISK MANAGEMENT In terms of risk management it was agreed that there is limited action the port can take to reduce the frequency of this event. 6 EMERGENCY RESPONSE In the event of an emergency involving a plane ditching in the Lough, the response will be co-ordinated by the PSNI in liaison with the Port, the MCA and the Airport. 7 RECOMMENDATIONS The Port of Belfast needs to review the previous aircraft ditching as it was suggested that there are emergency response issues stemming from this incident still required to be addressed. The port should also have a meeting with the airport to ensure there is a sound understanding of each others emergency response plans and the interface is well organised. RISK SCORE 58
Date: Doc:
Page:
4-21
Section: Title:
Appendix 5 Belfast Pilot/Master Exchange Form
Rev No. Issue No.
02 a
5. Belfast Pilot/Master Exchange Form
Figure 5-1
Pilot/Master Exchange Form Sheet 1
Date: Doc:
Page:
5-1
Section: Title:
Rev No. Issue No.
02 a
Figure 5-2
Date: Doc:
Page:
5-2
Section: Title:
Rev No. Issue No.
02 a
Figure 5-3
Date: Doc:
Page:
5-3
Section: Title:
Appendix 6 Passage Plan Pro-forma
Rev No. Issue No.
02 a
6. Passage Plan Pro-forma
PASSAGE PLAN
Ships Name Last Port Next Port LDA Arrival Departure Shift Full Pilotage Inner Pilotage Schedule 2 handed to Pilot Time Boarded Time Disembarked Any Defects Berth Port Alongside High Water Depth at Berth Vessel to Swing No of Tugs VHF Channels Notes Starboard Alongside Low Water Yes No
Masters Name Pilots Name Date
Signature Signature Time
Date: Doc:
Page:
6-1
Section: Title:
Appendix 7 Passage Plans
Rev No. Issue No.
02 a
7. Passage Plans
7.1 Inbound passage plan from pilot boarding point 1 mile E of the FW/B:
Table 7-1
To Stormont Wharf South
Way Pt. In 1V In 2V In 3V In 4V In 5V In 6V In 7V In 8V In 9V
Latitude N 54 41.91 54 41.73 54 41.00 54 40.44 54 39.60 54 39.03 54 38.33 54 37.59 54 37.02
Longitude W 005 44.36 005 46.22 005 48.35 005 49.77 005 50.83 005 51.55 005 52.43 005 53.39 005 54.11
Navigation Mark Grey Point Fairway Buoy No.3 By Abm S No.5 Bn Abm S No.9 Bn Abm S No.12 Bn Abm P No.15 Bn Abm S No.19 Bn Abm S S End STW shed
Bearing 180 180 330 325 306 126 306 306 308
Distance 1.260 0.075 0.045 0.045 0.035 0.100 0.030 0.100 0.070
Course 260 240 235 216 216 216 216 218
Distance 1.050 1.430 1.000 1.035 0.720 0.860 0.915 0.720
DTG 7.730 6.680 5.250 4.250 3.215 2.495 1.635 0.720
Table 7-2
Pollock Dock Entrance
Way Pt. In 1V In 2V In 3V In 4V In 5V In 6V In 7V In 8V In 9H In 10H In 11H
Latitude N 54 41.91 54 41.73 54 41.00 54 40.44 54 39.60 54 39.03 54 38.33 54 37.59 54 37.41 54 37.15 54 36.88
Longitude W 005 44.36 005 46.22 005 48.35 005 49.77 005 50.83 005 51.55 005 52.43 005 53.39 005 53.86 005 54.53 005 54.92
Navigation Mark Bearing Grey Point 180 Fairway Buoy 180 No.3 By Abm S 330 No.5 Bn Abm S 325 No.9 Bn Abm S 306 No.12 Bn Abm P 126 No.15 Bn Abm S 306 No.19 Bn Abm S 306 H3 Bn Abm S 328 SWN Corner Abm P 147 Entrance to Pollock Dock
Distance 1.260 0.075 0.045 0.045 0.035 0.100 0.030 0.100 0.030 0.045
Course 260 240 235 216 216 216 216 238 237 219
Distance 1.050 1.430 1.000 1.035 0.720 0.860 0.915 0.345 0.470 0.350
DTG 8.175 7.125 5.695 4.695 3.660 2.940 2.080 1.165 0.820 0.350
Date: Doc:
Page:
7-1
Section: Title:
Rev No. Issue No.
02 a
Table 7-3
To Belfast Building Dock
Way Pt. In 1V In 2V In 3V In 4V In 5V In 6V In 7V In 8V In 9M In 10M BBD
Latitude N 54 41.91 54 41.73 54 41.00 54 40.44 54 39.60 54 39.03 54 38.33 54 37.59 54 37.26 54 37.00 54 36.60
Longitude W 005 44.36 005 46.22 005 48.35 005 49.77 005 50.83 005 51.55 005 52.43 005 53.39 005 53.30 005 53.30 005 53.88
Navigation Mark Grey Point Fairway Buoy No.3 By Abm S No.5 Bn Abm S No.9 Bn Abm S No.12 Bn Abm P No.15 Bn Abm S No.19 Bn Abm S M1 Abm S S End of MSW BBD Entrance Sill
Bearing 180 180 330 325 306 126 306 306 263 270
Distance 1.260 0.075 0.045 0.045 0.035 0.100 0.030 0.100 0.030 0.055
Course 260 240 235 216 216 216 216 173 180 220
Distance 1.050 1.430 1.000 1.035 0.720 0.860 0.915 0.330 0.260 0.520
DTG 8.120 7.070 5.640 4.640 3.605 2.885 2.025 1.110 0.780 0.520
Table 7-4
To Oil Berth No. 1
Way Pt. In 1V In 2V In 3V In 4V In 5V In 6V In 7V In 8V In 9M In 10M OB1
Latitude N 54 41.91 54 41.73 54 41.00 54 40.44 54 39.60 54 39.03 54 38.33 54 37.59 54 37.26 54 37.00 54 36.80
Longitude W 005 44.36 005 46.22 005 48.35 005 49.77 005 50.83 005 51.55 005 52.43 005 53.39 005 53.30 005 53.30 005 53.30
Navigation Mark Grey Point Fairway Buoy No.3 By Abm S No.5 Bn Abm S No.9 Bn Abm S No.12 Bn Abm P No.15 Bn Abm S No.19 Bn Abm S M1 Abm S S End of MSW Off the Berth
Bearing 180 180 330 325 306 126 306 306 263 270
Distance 1.260 0.075 0.045 0.045 0.035 0.100 0.030 0.100 0.030 0.055
Course 260 240 235 216 216 216 216 173 180 180
Distance 1.050 1.430 1.000 1.035 0.720 0.860 0.915 0.330 0.260 0.200
DTG 7.800 6.750 5.320 4.320 3.285 2.565 1.705 0.790 0.460 0.200
Date: Doc:
Page:
7-2
Section: Title:
Rev No. Issue No.
02 a
7.2
Outbound Passage Plan to the Fairway Buoy Outbound from Stormont Wharf
Longitude W 005 54.11 005 53.71 005 53.06 005 52.47 005 51.47 005 50.42 005 49.80 005 48.33 005 40.16 Navigation Mark STW Shed S End W Twin Beacon No. 20 Beacon No. 16 Bn Abm S No.12 Bn Abm S No. 8 Bn Abm S No. 6 Bn Abm S No. 4 Buoy Abm S Fairway Buoy Abm P Bearing 308 308 133 126 126 126 128 141 331 Distance 0.070 0.030 0.040 0.045 0.040 0.040 0.075 0.075 0.065 Course 038 043 036 036 036 038 051 061 Distance 0.400 0.550 0.575 0.975 0.975 0.580 1.090 1.440 DTG 6.585 6.185 5.635 5.060 4.085 3.110 2.530 1.440
Table 7-5
Way Pt. Out 1V Out 2V Out 3V Out 4V Out 5V Out 6V Out 7V Out 8V Out 9V
Latitude N 54 37.02 54 37.33 54 37.74 54 38.21 54 38.99 54 39.83 54 40.29 54 40.97 54 41.66
Table 7-6
Way Pt. BBD Out 2M Out 3M Out 3V Out 4V Out 5V Out 6V Out 7V Out 8V Out 9V
Outbound from Belfast Building Dock

Longitude W 005 53.88 005 53.30 005 53.30 005 53.06 005 52.47 005 51.47 005 50.42 005 49.80 005 48.33 005 40.16 Navigation Mark BBD Entrance Sill MSW S End No. 22 Bn Abm S No. 20 Beacon No. 16 Bn Abm S No.12 Bn Abm S No. 8 Bn Abm S No. 6 Bn Abm S No. 4 Buoy Abm S Fairway Buoy Abm P Bearing 270 090 133 126 126 126 128 141 331 Distance 0.055 0.075 0.040 0.045 0.040 0.040 0.075 0.075 0.065 Course 040 360 043 036 036 036 038 051 061 Distance 0.520 0.580 0.210 0.575 0.975 0.975 0.580 1.090 1.440 DTG 6.945 6.425 5.845 5.635 5.060 4.085 3.110 2.530 1.440
Latitude N 54 36.60 54 37.00 54 37.58 54 37.74 54 38.21 54 38.99 54 39.83 54 40.29 54 40.97 54 41.66
Table 7-7
Way Pt. OB1 Out 3M Out 3V Out 4V Out 5V Out 6V Out 7V Out 8V Out 9V
Outbound from Oil Berth No. 1

Longitude W 005 53.30 005 53.30 005 53.06 005 52.47 005 51.47 005 50.42 005 49.80 005 48.33 005 40.16 Navigation Mark Off OB1 No. 22 Bn Abm S No. 20 Beacon No. 16 Bn Abm S No.12 Bn Abm S No. 8 Bn Abm S No. 6 Bn Abm S No. 4 Buoy Abm S Fairway Buoy Abm P Bearing 090 133 126 126 126 128 141 331 Distance 0.075 0.040 0.045 0.040 0.040 0.075 0.075 0.065 Course 360 043 036 036 036 038 051 061 Distance 0.780 0.210 0.575 0.975 0.975 0.580 1.090 1.440 DTG 6.625 5.845 5.635 5.060 4.085 3.110 2.530 1.440
Latitude N 54 36.80 54 37.58 54 37.74 54 38.21 54 38.99 54 39.83 54 40.29 54 40.97 54 41.66
Date: Doc:
Page:
7-3
Section: Title:
Rev No. Issue No.
02 a
Table 7-8
Way Pt. Out 1H Out 2H Out 3H Out 4H Out 3V Out 4V Out 5V Out 6V Out 7V Out 8V Out 9V
Outbound from Pollock Dock

Longitude W 005 54.92 005 54.53 005 53.86 005 53.40 005 53.06 005 52.47 005 51.47 005 50.42 005 49.80 005 48.33 005 40.16 Navigation Mark End of Pollock Dock SWN N End H3 Abm Port No.19 Abm Port No. 20 Beacon No. 16 Bn Abm S No.12 Bn Abm S No. 8 Bn Abm S No. 6 Bn Abm S No. 4 Buoy Abm S Fairway Buoy Abm P Bearing 147 327 336 133 126 126 126 128 141 331 Distance 0.045 0.030 0.125 0.040 0.045 0.040 0.040 0.075 0.075 0.065 Course 039 057 066 043 036 036 036 038 051 061 Distance 0.350 0.470 0.300 0.290 0.575 0.975 0.975 0.580 1.090 1.440 DTG 7.045 6.695 6.225 5.925 5.635 5.060 4.085 3.110 2.530 1.440
Latitude N 54 36.88 54 37.15 54 37.41 54 37.53 54 37.74 54 38.21 54 38.99 54 39.83 54 40.29 54 40.97 54 41.66
Figure 7-1
Belfast Harbour Chart
Date: Doc:
Page:
7-4
Section: Title:
Rev No. Issue No.
02 a
Figure 7-2
Belfast Docks Chart
Date: Doc:
Page:
7-5
Section: Title:
Appendix 8 Pilot Progression Log
Rev No. Issue No.
02 a
8. Pilot Progression Log

The following log is used to monitor the progression of Pilots within the Port of Belfast.
PILOT PROGRESSION LOG

Name Induction Class 3 Class 2 Class 1 Up to 12,000 GRT Up to 20,000 GRT Unlimited
Date: Doc:
Page:
8-1
Section: Title:
Appendix 9 Information for PEC
Rev No. Issue No.
02 a
9. Information for PEC

9.1 Belfast Lough and Victoria Channel - Lights on North Side Belfast Lough and Victoria Channel Lights on North Side Character Fl White light every 3 seconds Quick Fl. Green Vis 27 Fog Signal General Remarks White octagonal tower Ht Radar Refl. Green Conical Buoy (Position 1.9m X 184 T) from Black Head Light House 2 2 9 2 Horn every 15 secs Jetty Lt. Ht. 6.5 m
Table 9-1
Name and Description Black Head Light House Cloghan Jetty Buoy
Cloghan Pt Jetty N E Corner Cloghan Pt Jetty S W Corner Kilroot Point Jetty Lt Kilroot Power St Unloading Berth Kilroot Power St Jetty Kilroot Power St Chimney Carrickfergus E Pier Carrickfergus W Pier Carrickfergus Marina E Side Carrickfergus Marina W Side Fairway Buoy
Fl. Green every 3 secs Fl. Green every 3 secs Occ Green every 10 secs 2 Fixed Green (Vert) Occ Green every 4 secs 2 Quick Fl. Red Fl. Green every 7.5 secs Fl. Red every 7.5 sec Quick Fl. Green Quick Fl. Red Iso. White 4 sec
4 4 3 3 6
RACON (G) AIS.
Pillar Buoy. Red and white vertical stripes and red sphere topmark. Radar Reflector
Page: 9-1
Date: Doc:
Section: Title:
Rev No. Issue No.
02 a
No 3 No 5 No 7 No 9 No 11 No 13 No 15 VT4 North Berth End VT4 North Ramp Dolphin VT4 South Berth End VT4 South Ramp No 17 VT3 Quay North VT1 Dolphin No 19
Fl (3) Green every 6 secs Quick Fl Green Fl Green every 3 secs Fl (3) Green every 5 secs Fl Green every 3 secs Fl (3) Green every 5 secs Fl Green every 3 secs 2 Fixed Vertical Green 2 Fixed Vertical Green 2 Fixed Vertical Green 2 Fixed Vertical Green Fl. Green every 3 secs 2 Fixed Vertical Green 2 Fixed Vertical Green Quick Fl. Green
6 Horn every 20 secs
Position Lat. 5441.7 N Long 5 46.2 W Green Conical Buoy. Green Tubular Steel Pile Green Tubular Steel Pile Green Tubular Steel Pile Green Tubular Steel Pile Green Tubular Steel Pile Green Tubular Steel Pile Pier Light Pier Light Pier Light Pier Light Green Conical Buoy.
Pile Green. Green Triangle Topmark Radar Reflector.
9.2
Belfast Lough and Victoria Channel - Lights on South Side Belfast Lough and Victoria Channel Lights on South Side Character Fl. (4) W 30 secs Vis 24 Fog Signal General Remarks Black tower with white band. Ht 37 m
Page: 9-2
Table 9-2
Name and Description Mew Island Lt. House
Date: Doc:
Section: Title:
Rev No. Issue No.
02 a
Briggs Buoy Bangor North Pier No 4 Lt. Buoy No 6 No 8, 10 No 12 No 14, 16 and 18 No 20 No 22
Fl (2) R 10 secs Red iso. Lt. Every 12 secs Fl. (2) R every 5 secs Quick fl. Red Fl. (2) R every 6 secs Fl. (4) R every 6 secs Fl. (2) R every 6 secs Fl. (4) R every 6 secs Fl. (2) R every 3 secs 14 6 5 7 Horn (2) 20 secs 8
RACON (0) Red Can Buoy Radar Reflector Red concrete structure on North Pier Head Red Can Conical Buoy Radar Reflector Red Tubular Steel Pile Red Tubular Steel Pile Red Tubular Steel Pile Reporting Point Red Tubular Steel Pile Red Can on wooden twin pile Red Can on wooden twin pile
Table 9-3
Inward Courses Course 239 (T) 235 (T) 216 (T) 180 (T) 236 (T) Distance 1.42 miles 1.00 miles 2.97 miles
Inward Courses Fairway to buoy 3 No 3 to 5 No 5 to 17 Daisy Buoy to OB1 Herdman Channel to Gotto Wharf Inner Harbour beacons are 18.3 m out of channel Seaward of turning circle piles are 22m out of channel Table 9-4 Outward Courses
Page:
9-3
Section: Title:
Rev No. Issue No.
02 a
Outward Courses No 18 to 8 No 8 to 6 No 6 to 4 No 4 to Fairway buoy
Course 036 (T) 041 (T) 051 (T) 059 (T)
Distance 2.25 miles 0.6 miles 1.10 miles 1.42 miles
Table 9-5
Lights on other Channels Character Fl. (2) R 5 secs Fl. Red 5 secs Fl. (4) R every 6 secs Fl. (2) R every 6 secs 2 Fixed Red 2 Fixed Red Qk. Fl. Green Fl. Green 4 secs 2 Vis Fog Signal General Remarks
Name and Description Musgrave Channel East Side Daisy Transit Lt Daisy Lt. Beacon M2 Lt. Beacon Shorts Beacon Outfit Quay Nly Dolphin Outfit Quay Sly Dolphin West Side M1 Pile M3 Pile Herdman Channel North Side H1 Pile H3 Pile
Date: Doc:
Red Can Beacon Red Triangle Topmark Red Square on pile structure Red Can on pile structure
2 2
Twin wooden pile Green Triangle Topmark Twin wooden pile Green Triangle Topmark Light on single pile Green Triangle Topmark Light on single pile
Page: 9-4
Fl. Green 2 secs Occ. Green 4 secs
Section: Title:
Rev No. Issue No.
02 a
HC Ramp Lt H5 Pile South Side H2 Pile H4 Power Station Intake River Lagan Victoria Channel (Port Hand) East Twin Beacon
Fl. (3) Green 6 secs Fl. Green 2 secs
Light on single pile Light on twin pile Green triangle topmark Light on pile Red Can on twin pile
Occ. Red 4 secs Fl. Red 4 secs Qk. Fl. Red
Qk. Fl. (6) R 9 secs Horn 3 blasts every 15 secs
Red Can Beacon (Fog Horn located NW Corner Dry Dock Building) Black Red Black isolated Danger Mark Topmark: 2 black spheres Light on pile structure Speed notice 5 knots Light on pile structure
Thompson Dock Entrance Thompson North
Fl. Red every 1 secs Fl. (2) W 5 secs
North Queens South Queens River Lagan Victoria Channel (Starboard Hand) West Twin Beacon Barnet Beacon Barnett Dock Dolphin Albert Quay Ramp Temporarily extinguished Donegal Quay 4 Ramp
Date: Doc:
Fl. Red every 5 secs Quick Fl. Red
2 2
Fl. Green every 4 secs Q Flash Green 2 Fixed Red Vert 2 Fixed Vertical Green 2 Fixed Vertical Green
2 2
2
Page:
Green Conical Beacon Green Triangle Topmark Wooden Pile Visible from 040 to 270 (T) From Seawards Pier Light Outward Seaward Corner Pier Light
9-5
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
9-6
Section: Title:
Rev No. Issue No.
02 a
9.3
Dock entrances and channels Metres
Barnett Dock York Dock Milewater Basin Clarendon Dock Pollock Dock Pollock Basin
41.75 30.48 44.80 14.48 85.64 Maximum swinging distance 135.00 225.54 426.70 220.00 380.00 114.29 245.00 200.00 55.00 152.39 146.30 112.77 91.43 Between Pile 5 and Pile 6 Off East Twin Lt Off Thompson North isolated danger Off North End Alexandra Dock Off Albert Quay Ramp Off Queens Quay Off Sinclair Wharf Off Container Terminal
Diagonal Turning Circle Victoria Channel Victoria Channel Victoria Channel Victoria Channel Victoria Channel River Lagan River Lagan Herdman Channel Herdman Channel Musgrave Channel 9.3.1 Dry Docks
Date: Doc:
Page:
9-7
Section: Title:
Rev No. Issue No.
02 a
Table 9-6
Belfast Dry Dock BDD
Length Width of gate Sill Height Bearing Floor Width
1100 10 165 00 - 26 06 194T 167 00
335.0m 50.0m - 8.1 m 51.0m
Table 9-7
Belfast Building Dock BBD
Length Width of gate Sill Height Bearing
1825 00 305 00 - 16 01 220T
556.39m 92.96m - 4.91 m
Floor is curved down to each side, with an 8.0m flat ridge in the middle, which is 1.5m below the sill height. Building Dock Gate has a draft of 6.6m when floating and a Beam of 9.04m.
Table 9-8
Intermediate Gate Positions
Position 1 2 3 4 5
To Main Gate 279.33m 352.48m 416.49m 108.00m
To Head Wall 544.14m 267.92m 194.76m 130.76m 439.35m
Date: Doc:
Page:
9-8
Section: Title:
Appendix 10 Pilotage Exemption Certificate Checklist
Rev No. Issue No.
02 a
10. Pilotage Exemption Certificate Checklist

NAME OF APPLICANT
NAME OF SHIP
DATE OF APPLICATION FOR EXAMINATION/RENEWAL:
DATES OF QUALIFYING TRIPS CHECKED BY: DATE OF PROOF TRIP
SUIBABILITY OF APPLICANT OBSERVED BY
DATE OF PORT FAMILIARISATION BY BOATING COMPANY
DATE OF TUG FAMILIARISATION
VISIT TO VTS
EXAMINATION CARRIED OUT BY
1.
2.
PEC ISSUED/RENEWED/APPLICANT FAILED
Date: Doc:
Page:
10-1
Section: Title:
Appendix 11 PEC Tripping Log
Rev No. Issue No.
02 a
11. PEC Tripping Log
PEC TRIPPING LOG

Date Time Vessel Name Movement type Arrival Depart Shift port/berth From port/berth To Tugs Signature
Date: Doc:
Page:
11-1
Section: Title:
Appendix 11 PEC Tripping Log
Rev No. Issue No.
02 a
Date: Doc:
Page:
11-2
Section: Title:
Appendix 12 Pilot Exemption Certificate Questionnaire
Rev No. Issue No.
02 a
12. PILOT EXEMPTION CERTIFICATE QUESTIONNAIRE

1. Document Check Ticket Valid Medical Valid Discharge book to prove Master or Mate on Vessel 2. Knowledge of Vessel LOA Draft Thrusters Any unusual manoveirng characteristics Air Draft (if applicable) 3. Entry requirements for arrival at Belfast Reporting procedures ETA, Dangerous goods, Defects ISPS Notice to Mariners. Tell me about last notice Knowledge of MSMS, and its implications Waste Knowledge of VTS 4. Arrival into Lough. Lights, anchor positions other traffic Transit into harbour giving lights on one side of channel Note number 5 and number 9 Courses and distances Lights in turning circle And one channel to the south One-way system? What is it and when Gas pipeline and contingency plan Turning circle sizes 5. Traffic knowledge Ferries and berths Dry docks Alternative berths and port geography Tides ranges, rates, fresh effect Reduced visibility Blind pilotage
Date:
08.01.09 Doc: MSMS-Pilotage Manual 01.11
Page:
12-1
Section: Title:
Appendix 12 Pilot Exemption Certificate Questionnaire
Rev No. Issue No.
02 a
6. Pilots manovering questions Shifting to lay by berth 7. Channel priorities Areas of special concern Barnets cut, Richardsons Wharf (acid) Dangers and shoals 8. Tugs and boats available for use Fending differences 9. Departure procedure
10. P.E.C requirements for reporting defects, alterations, dangerous occurrences. 11. Blind Pilotage 12. Tidal Pass in.
Any other questions from pilots
Candidate to be excused and decision made.
Date:
08.01.09 Doc: MSMS-Pilotage Manual 01.11
Page:
12-2
Section: Title:
Appendix 13 Marine Safety Report
Rev No. Issue No.
02 a
13. Marine Safety Report
MARINE SAFETY REPORT

Date of Record: Time: Author:
1a
Name Title
OBSERVER DETAILS
1b
Name
VESSEL DETAILS (if relevant)
Port of Reg. Length GRT Master Agent MMSI No. Flag
Company Contact Tel Contact Fax

Other Other Other
2
Tide
ENVIRONMENTAL CONDITIONS
Wind Force Visibility Other:
Wind Direction
DESCRIPTION (please an additional sheet it required)
SUBMISSION DETAILS
Please send the completed form to Harbour Master (Fax 02890-553017).
Date: Doc:
Page:
13-1
Section: Title:
Appendix 13 The Embarkation and Disembarkation of Pilots Code of Safe Practice
Rev No. Issue No.
02 a
14. The Embarkation and Disembarkation of Pilots Code of Safe Practice
Date: Doc:
Page:
14-1
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-2
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-3
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-4
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-5
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-6
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-7
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-8
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-9
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-10
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-11
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-12
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-13
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-14
Section: Title:
Rev No. Issue No.
02 a
Date: Doc:
Page:
14-15
Section: Title:
Appendix 14 Pilots Bridge Resource Assessment
Rev No. Issue No.
02 a
15. Pilots Bridge Resource Assessment
PILOTS BRIDGE RESOURCE ASSESSMENT

PBRA No. Date: Vessel: Master: Pilot: Harbour Master Representative: PREPARATION BY PILOT: Passage Plan Vessel Details Towage Requirements Berthing Instructions MASTER/PILOT EXCHANGE: Forms exchange Pilot Card Manoeuvre Agreement Thrusters Helm Defects Passage Plan including stand by conditions Bridge Manning COMMUNICATION CHOICES:
INTERNAL RADIO EXTERNAL
LANGUAGE
AGREEMENT
COMMENTS:
PILOTS SIGNATURE
BHCS SIGNATURE
Date: Doc:
Page:
15-1
Section: Title:
Appendix 15 Syllabus for Marine Pilot Training
Rev No. Issue No.
02 a
16. Syllabus for Marine Pilot Training
Date: Doc:
Page:
16-1

W4d2d978b305b5 Msms Pilotage Manual 01.11 Boarder

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

W4d2d978b305b5 Msms Pilotage Manual 01.11 Boarder

Uploaded by

Copyright:

Available Formats

Port of Belfast PILOTAGE MANUAL

Revision No: Issue No: Issue Date: Ref.: 02 a

Rev No. Issue No.

Document reviews are recorded in the Operations Manual

08.01.09 MSMS-Pilotage Manual 01.11

Rev No. Issue No.

ANCHORAGES, PROHIBITED, RECOMMENDED, AUTHORISED ................. 11

AREAS OF SPECIAL CONCERNS ............................................................................ 13

Rev No. Issue No.

BELFAST HARBOUR SPECIAL COLLISION REGULATIONS ......................... 17

PASSAGE PLANS ......................................................................................................... 19

NAVIGATION CHANNELS & BERTHS IN THE PORT OF BELFAST ........... 2-1

BERTHING RISK ASSESSMENT ............................................................................ 3-1

Rev No. Issue No.

3.3 4. 4.1 4.2 4.3 4.4 4.5 4.6 4.7 5. 6. 7.

NAVIGATIONAL RISK ASSESSMENT ................................................................. 4-1

10. 11. 12. 13.

08.01.09 MSMS-Pilotage Manual 01.11

1 General Pilotage Information

Rev No. Issue No.

1. GENERAL PILOTAGE INFORMATION

08.01.09 MSMS-Pilotage Manual 01.11

1 General Pilotage Information

Rev No. Issue No.

SAFETY SECURITY AND ENVIROMENT COMMITEE

BELFAST HARBOUR COMMISSIONERS

DUTY HOLDER (OPERATIONS DIRECTOR)

08.01.09 MSMS-Pilotage Manual 01.11

1 General Pilotage Information

Rev No. Issue No.

08.01.09 MSMS-Pilotage Manual 01.11

1 General Pilotage Information

Rev No. Issue No.

Contacts VHF/Telephone Procedures (to Order a Pilot)

08.01.09 MSMS-Pilotage Manual 01.11

Rev No. Issue No.

08.01.09 MSMS-Pilotage Manual 01.11

Rev No. Issue No.

08.01.09 MSMS-Pilotage Manual 01.11

Rev No. Issue No.

08.01.09 MSMS-Pilotage Manual 01.11

Rev No. Issue No.

08.01.09 MSMS-Pilotage Manual 01.11

Rev No. Issue No.

Rev No. Issue No.

08.01.09 MSMS-Pilotage Manual 01.11

3 Anchorages, Prohibited, Recommended, Authorised

Rev No. Issue No.

3. ANCHORAGES, PROHIBITED, RECOMMENDED, AUTHORISED

08.01.09 MSMS-Pilotage Manual 01.11

3 Anchorages, Prohibited, Recommended, Authorised

Rev No. Issue No.

08.01.09 MSMS-Pilotage Manual 01.11

4 Areas of special concerns

Rev No. Issue No.

4. AREAS OF SPECIAL CONCERNS

08.01.09 MSMS-Pilotage Manual 01.11

5 Tidal Considerations, Range and Rate

Rev No. Issue No.

5. TIDAL CONSIDERATIONS, RANGE AND RATE

08.01.09 MSMS-Pilotage Manual 01.11

Rev No. Issue No.

Notice to Mariners num. 4 of 2.009.