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Liverpool Pilotage Service
This article was first published in 1966 and was written by a retired Liverpool
Pilot.
“Your true Pilot cares nothing about anything on earth
but the river. The pride in his occupation surpasses the pride of Kings.”
Mark Twain
Words spoken by the most famous Pilot of all time.
Our own River Mersey also ranks amongst the most dangerous stretches of water
frequented by ships of the world in their many varying forms.
In 1766 the first Liverpool Pilotage act was passed: “for the better regulation
of pilots for the conducting of vessels into and out of the port of Liverpool”.
Until 1766 the pilots had offered their services to masters under a freelance
system.
Service is provided by 3 pilot cutters each of about 750 tons, 2 launches for
high speed runs to the bar and one small river launch.
The training of apprentice pilots plays an important part in the efficiency of
the Liverpool pilot service. Scholastically, four GCE passes are required. Other
essential qualifications apart from the scholastic standard, are physical
fitness, eyesight to the standard of the MoT sight test, a swimming certificate
and a high standard of mental alertness.
During his apprenticeship a potential Pilot will be required to reach a set
standard for his yearly examinations. All the examinations conducted by the
pilotage authority will be oral, before an examining committee formed by senior
Pilots and Hydrographical experts of the port. Whilst serving as an apprentice,
he starts on the long road to becoming a much respected figure in the maritime
world and in the next 5 to 7 years, learns all the buoys, beacons, banks,
wrecks, courses and tidal sets, in the area extending from St Bees Head in
Cumberland to Anglesey and from the Isle of Man to Speke Perch in the River
Mersey. In addition to this the elementary and basic rules of ship handling are
practiced during his service on the cutters, launches and motor punts. Later
when the position of senior apprentice is reached, he will accompany pilots and
take part in the navigation of the ships. This system is time proved as one of
the best, if not the best, method of training a man to his responsibility in
handling an unaccountable toll of tonnage and lives.
A
typical day begins with the ringing of a telephone. I am required to join No. 3
pilot cutter at Princes landing stage to sail for the Point Lynas station which
is off the north coast of Anglesey near Amlwch. Here I will await the arrival of
the ship I am to pilot. Life on a modern cutter is very comfortable. With
sleeping accommodation for 24 Pilots, dining saloon, television lounge and sun
lounge. Time is spent yarning around the table with my colleagues, playing
cards, reading or viewing television. Incidentally, a lot can be and is learned
during those yarns. Incidents experienced by older men can be “stored” by the
youngster for future use if required. All pilots are individuals but during
one’s life in the service a bond is formed professionally and socially with the
rest of the pilots and their families.
Just after supper one of the apprentices informs me that contact has been made
with my ship. A quick wash, shave and change from “lounging” gear and I am ready
to start work. There will be no sleep for me tonight. On going to the bridge of
the cutter, I am told that the vessel is called the Yamanashi Maru draft 27
feet, 10,000 tons and bound for Birkenhead.
A
signal from the bridge and the apprentices lower the motor punt into the water,
I jump into the boat and off we go. Fair breeze blowing from the westward but
these small punts handled with the skill and care of an apprentice coxswain are
safe and dry. Alongside the ship there is a slight sea, making the punt move
about quite a lot, not to worry though, a quick leap and I am on the ladder.
After greeting the Captain on the bridge, the ship is started on the last phase
of her long voyage. Course given to the helmsman, full speed ahead. My interest
is aroused by this vessel, as she is one of the very latest in her class of
super fast cargo boats, speed 23.6 knots, motor engines every possible aid to
navigation comprising of VHF radio, radar, automatic steering, and echo sounder.
The run up to the bar lightship will take approx. 1 hour 20 mins allowing for
the flood tide pushing her along. During this time I do my best to put the
Captain at ease as to the docking of his ship. In general most deep sea captains
have natural apprehension, because it is fully realised that this is the most
hazardous part of his voyage. With all it’s attendant risks of localised volume
of ships, and strong tidal effects. At no major port in the world is there so
sharp a rise and fall in the tide. A spring tide in Liverpool can rise as much
as 9 feet in 1 hour. Plus the 40 miles of quays, locks and basins, which has
been named “ the rookery”. On approaching the bar lightship and the entrance to
the main channel, speed is reduced from full sea speed to harbour or manoeuvring
speed. This allows me to use the engines ahead or astern immediately as
required. Direct contact is made on VHF radio with the Dock Master at Alfred
Locks. All the relevant information is supplied such as other vessels’ movements
my docking time and the vessels final berth, which in this case will be in the
west float. By varying the ship’s speed I can adjust my time of arrival off New
Brighton to rendezvous with the tug which will assist in swinging the ship head
or bow to tide. This sounds simple, but it is a manoeuvre which requires every
attention as the tug could easily be capsized or rammed. With the tug made fast
forward, we commence to swing the ship allowing for the effect of the tide
pushing the ship up river. The combination of ahead and astern movements on the
engine are used to swing the vessel in a limited space. In nautical language
called “turning short round”.
Tugs play a very important part in the work of ship handling and I use two
methods of signalling my instructions to the tug Captains. By pea-whistle to the
bow and assisting tugs and with the ships whistle or siren to the stern or after
tug. A code of long and short blasts indicating the direction in which to pull.
Yamanashi Maru with her bow to tide is now in a position to start the final
approach to Alfred North Lock. Instructions are passed by telephone to the Chief
Mate in charge of the bow mooring party as to the ropes I will require him to
use in the docking operation.
I
nurse the ship slowly to the entrance of the lock, on an angled approach. No
flood tide here, close to the river wall, so I give the engine an occasional
turn astern to nullify the effect of the head tug pulling. Close in now, the
headrope goes ashore and all the slack is hove in. Head tug signalled, pull bow
to port, stern tug, pull to starboard. Slowly she straightens up with the lock,
slow ahead, steady the helm, and she sails down the middle of the lock and into
Alfred Basin. Here the ship is moored till the water level in the basin is
adjusted to that of the dock system.
The next stage of the operation presents it’s own problems. Space in which to
manoeuvre a ship some 500 feet long plus tugs, approx. 800 feet in all, is
always at a premium, especially going through bridge and gateways. Tidal effect
no longer occupies my mind, the direction and force of the wind however, does
receive my consideration of its effect on the ship. A long blast on the head
tug’s whistle indicates the gates are opening and the bridge will be lifted. We
can now proceed. All ropes let go and clear, the ship is carefully manoeuvred
through the first of the gateways. Every possible care is exercised to ensure
the ship does not touch or, as we say, “land” on the wall. A ships hull with all
that weight behind it is no match for solid granite, also ship repair bills and
loss of use effects are not in the same class as a car repair. The bill is in
thousands not hundreds. Slowly we move through the dock system of the East and
West Floats, clear the second gateway and with the tugs and myself ever
watchful, Yamanashi Maru is manoeuvred to her appointed berth. All fast fore and
aft, tugs let go and clear, the engine room telegraph is rung to “Finished with
Engines”.
Safe and sound in her berth a change of atmosphere is soon apparent on the
bridge, gone is the tension that has been with us for the last five hours. As a
Pilot a sense of achievement is felt in a “job” completed.