Pilot ahhhh…..where you come…??

"It's been a long road, and I still have a few challenges ahead.  I get a sense of achievement from the safe navigation and berthing of a ship. Every now and again a ship's master may say 'job well done pilot', I get that extra bit of job satisfaction from knowing the job is safely completed." – Captain Muhammad Ismail Bin Mohd Noor

The movement of huge amounts of cargo, as well as passengers, between nations and within our Nation depends on workers in water transportation occupations, also known on commercial ships as merchant mariners. They operate and maintain deep-sea merchant ships, tugboats, towboats, ferries, dredges, excursion vessels, and other waterborne craft on the oceans, rivers, canals, and other waterways, as well as in harbors.

Captains, mates, and pilots of water vessels command or supervise the operations of ships and water vessels, both within domestic waterways and on the deep sea. Captains or masters are in overall command of the operation of a vessel, and they supervise the work of all other officers and crew. They determine the course and speed of the vessel maneuver to avoid hazards, and continuously monitor the vessel’s position with charts and navigational aides. Captains either direct or oversee crew members who steer the vessel, determine its location, operate engines, communicate with other vessels, perform maintenance, handle lines, or operate equipment on the vessel. Captains and their department heads ensure that proper procedures and safety practices are followed, check to make sure that machinery and equipment are in good working order, and oversee the loading and discharging of cargo or passengers. They also maintain logs and other records tracking the ships’ movements, efforts at controlling pollution, and cargo and passengers carried.

Deck officers direct the routine operation of the vessel for the captain during the shifts when they are on watch. All mates stand watch for specified periods, usually 4 hours on and 8 hours off. However, on smaller vessels, there may be only one mate who alternates watches with the captain. The mate would assume command of the ship if the captain became incapacitated. When more than one mate is necessary aboard a ship, they typically are designated chief mate or first mate, second mate, third mate, etc. Mates also supervise and coordinate activities of the crew aboard the ship. They inspect the cargo holds during loading to ensure that the load is stowed according to specifications and regulations. Mates supervise crew members engaged in maintenance and the primary upkeep of the vessel.

Pilots guide ships in and out of harbors, through straits, and on rivers and other confined waterways where a familiarity with local water depths, winds, tides, currents, and hazards such as reefs and shoals are of prime importance. Pilots on river and canal vessels usually are regular crew members, like mates. Harbor pilots are generally independent contractors who accompany vessels while they enter or leave port. Harbor pilots may pilot many ships in a single day.

Ship engineers operate, maintain, and repair propulsion engines, boilers, generators, pumps, and other machinery. Merchant marine vessels usually have four engineering officers: A chief engineer and a first, second, and third assistant engineer. Assistant engineers stand periodic watches, overseeing the safe operation of engines and machinery.

Sailors operate the vessel and its deck equipment under the direction of the ship’s officers and keep the nonengineering areas in good condition. They stand watch, looking out for other vessels and obstructions in the ship’s path, as well as for navigational aids such as buoys and lighthouses. They also steer the ship, measure water depth in shallow water, and maintain and operate deck equipment such as lifeboats, anchors, and cargo-handling gear. On vessels handling liquid cargo, mariners designated as pumpmen hook up hoses, operate pumps, and clean tanks; on tugboats or tow vessels, they tie barges together into tow units, inspect them periodically, and disconnect them when the destination is reached. When docking or departing, they handle lines. They also perform routine maintenance chores, such as repairing lines, chipping rust, and painting and cleaning decks or other areas. Experienced sailors are designated able seamen on oceangoing vessels, but may be called simply deckhands on inland waters; larger vessels usually have a boatswain, or head seaman.

A typical deep-sea merchant ship has a captain, three deck officers or mates, a chief engineer and three assistant engineers, a radio operator, plus six or more unlicensed seamen, such as able seamen, oilers, and cooks. The size and service of the ship determine the number of crewmembers for a particular voyage. Small vessels operating in harbors, on rivers, or along the coast may have a crew comprising only a captain and one deckhand. The cooking responsibilities usually fall under the deckhands’ duties.

On larger coastal ships, the crew may include a captain, a mate or pilot, an engineer, and seven or eight seamen. Some ships may have special unlicensed positions for entry level apprentice trainees. Unlicensed positions on a large ship may include a full-time cook, an electrician, and machinery mechanics. On cruise ships, bedroom stewards keep passengers’ quarters clean and comfortable.

Merchant mariners spend extended periods at sea. Most deep-sea mariners are hired for one or more voyages that last for several months; there is no job security after that. The length of time between voyages varies depending on job availability and personal preference.

The rate of unionization for these workers is about 36 percent, much higher than the average for all occupations. Consequently, merchant marine officers and seamen, both veterans and beginners, are hired for voyages through union hiring halls or directly by shipping companies. Hiring halls rank the candidates by the length of time the person has been out of work and fill open slots accordingly. Hiring halls typically are found in major seaports.

At sea, these workers usually stand watch for 4 hours and are off for 8 hours, 7 days a week. Those employed on Great Lakes ships work 60 days and have 30 days off, but do not work in the winter when the lakes are frozen. Workers on rivers, on canals, and in harbors are more likely to have year-round work. Some work 8-hour or 12-hour shifts and go home every day. Others work steadily for a week or a month and then have an extended period off. When working, they usually are on duty for 6 or 12 hours and off for 6 or 12 hours. Those on smaller vessels are normally assigned to one vessel and have steady employment.

Water transportation occupations work in all weather conditions. Although merchant mariners try to avoid severe storms while at sea, working in damp and cold conditions often is inevitable. While it is uncommon nowadays for vessels to suffer disasters such as fire, explosion, or a sinking, workers face the possibility that they may have to abandon their craft on short notice if it collides with other vessels or runs aground. They also risk injury or death from falling overboard and hazards associated with working with machinery, heavy loads, and dangerous cargo. However, modern safety management procedures, advanced emergency communications, and effective international rescue systems place modern mariners in a much safer position.

Most newer vessels are air conditioned, soundproofed from noisy machinery, and equipped with comfortable living quarters. For some mariners, these amenities have helped ease the sometimes difficult circumstances of long periods away from home. Also, modern communications, especially email, link modern mariners to their families. Nevertheless, some mariners dislike the long periods away from home and the confinement aboard ship and consequently leave the occupation.

Employment in water transportation occupations is projected to grow more slowly than the average for all occupations through the year 2014. Job growth will stem from increasing tourism and increases in shipping traffic due to rising imports that will provide greater employment in and around major port cities.

Job openings will also result from the need to replace those leaving the occupation. Some experienced merchant mariners may continue to go without work for varying periods. However, this situation appears to be changing, with demand for licensed and unlicensed personnel rising.

Seafaring experience, such as working on a variety of coastal and foreign going vessels, is essential for harbour pilots, as is experience working in a job with irregular hours. An interest in ships, small boats, or knowledge of a particular port is also useful.

Harbour pilots are based in ports and have their own office. They work in harbours and travel on pilot launches to or from vessels, such as container ships, cruise ships, fishing boats or oil tankers where they perform the bulk of their duties. Harbour pilots may also work on board tugboats and large yachts. Conditions on board these ships can vary.

Harbour pilots need to have:

• knowledge of tides, waters, coastlines, marine hazards and weather conditions
• knowledge of the port they are working in and its harbour
• knowledge of customs procedures and correct safety procedures
• excellent navigational and ship-handling skills
• leadership skills
• good communication skills
• decision-making ability.

 Personal Qualities

Harbour pilots need to be:

• able to work well under pressure and remain calm
• alert and safety-conscious
• disciplined and responsible
• practical and adaptable
• tactful and diplomatic when necessary.

Equipment

Harbour pilots use a range of equipment including:

• navigational instruments, such as Global Positioning Systems (GPS), and tide and harbour charts
• radio equipment
• beacons and marker buoys
• tugboats
• pilot launches
• pilot ladders
• computers
• safety equipment, such as reflective jackets, life jackets, harnesses and steel-capped, non-skid shoes.

Many harbour pilots are nearing retirement age, and there is a concern that there will be a skills shortage in the near future. As a result, employment opportunities for newly qualified harbour pilots are good. Entry level requirements and licence structures have changed as a result of this, concern about skill shortages, and a review of maritime rules. Turnover among harbour pilots is low, as they tend to stay working for the same port for many years.