Loods perspectief – artikel EOC/Schuttevaer
EOC sails along with a pilot: ‘Passing distance and suction are often underestimated’
Inland shipping and sea shipping do not always understand each other well. EOC wants to change this, because better understanding makes waterways safer. That is why EOC prevention manager Marnix de Bakker spent a day with pilot Reinier Verschoor. How manoeuvrable is a seagoing ship? What is the view from the bridge? And how does inland shipping react? A travel report with real eye-openers.
It is early when I report to the Rotterdam-Rijnmond pilot station in Europoort. This is the main office for the region. Planning is done here, training is given, and pilot boats are ready to bring pilots to ships. I get a tour, and it is clear right away how well everything is organised. From simulators to the relaxation room, everything is in order. There is even a helicopter platform next to the building. The view is impressive: shipping traffic to and from sea, coal and ore terminals, and in the distance the Second Maasvlakte.
Precision work in the Petroleum Harbour
Our first job is moving a chemical tanker of 159 by 27 metres, with a loaded draught of 7.5 metres. The ship was built in 2017 and is registered in Hong Kong. After voyage preparation, a water taxi takes us to the Torontohaven. The ship has already discharged part of its cargo and now needs to go to the 3rd Petroleum Harbour to continue unloading at another terminal.
Two tugboats are already waiting. We board the ship via the shore gangway and are brought to the bridge. After discussing the voyage plan, the pilot gives instructions to the captain, the tugboats and the mooring boats. The tugs are connected at the bow and stern, the mooring lines are released, and the tanker is assisted evenly away from the quay towards the harbour entrance. This ship is built for sea voyages and is not very manoeuvrable. The rudder and propeller do not always respond well, going astern is poor, and at this draught the bow thruster has limited power. Once clear of the quay, the main engine is started. On its own power, the tanker turns into the main channel and sails past waiting jetties for inland tankers towards the turning basin.
At the Botlek turning basin, the tugboats are needed again. The ship must enter the 3rd Petroleum Harbour astern and berth starboard side. At the jetty, precision work begins. The ship’s loading and unloading connections must line up exactly with the shore pipes. Flags show the correct position. There is strong wind pushing against the ship’s hull. The area is narrow, a large seagoing ship is preparing to leave, mooring boats are busy, and several inland vessels are passing. I quietly wonder if all this traffic is really necessary at the same time, and what could go wrong. The pilot manoeuvres the ship very precisely, assisted by the tugboats. Once safely moored, the paperwork is completed and we go ashore.
Back at the office, we have lunch and look at the planning. The pilots are clearly very dedicated and professional, but also flexible and helpful to each other. To let me experience inland waters from a seagoing ship, they arrange for us to relieve another pilot on a tanker coming from sea, bound for Moerdijk. One pilot has a clear saying about crossing seagoing ships on inland waters: you pass a horse in front, but a seagoing ship from behind.
Between inland shipping and pleasure craft to Moerdijk
We drive to the waiting area in the Botlek and after a short break we transfer to a pilot boat. At high speed it brings us to the ship on the Nieuwe Waterweg. The pilot boat is pushed firmly against the moving ship, and we climb on board using the pilot ladder. Everything is done in a disciplined and controlled way. On deck, we are taken straight to the bridge. The pilot briefly discusses the situation with his colleague and the captain. The pilot boat stays alongside until the other pilot has disembarked, then departs.
This ship is a loaded oil and chemical tanker, 140 by 20 metres, with a draught of 6.8 metres. It is Norwegian-built, sailing under the Norwegian flag. Built in 2000, but very well maintained, clean and clear. Unlike the earlier ship, the pilot here steers the ship himself instead of giving orders to the captain. No tugboats are needed. This tanker is built for manoeuvring. The hull shape is different, astern power is reasonable, the rudder works better because of a flap, the bow thruster is stronger, and the controllable-pitch propeller allows better control of power.
We turn starboard into the Oude Maas. Another seagoing ship is ahead of us, so the Botlek Bridge is already open. After communication with traffic control, there is enough space for an oncoming inland tanker to turn into the Hartel Canal. Other traffic is limited. The pilot looks much further ahead than inland skippers usually do. His communication is short and clear. This contrasts with the Eastern European skipper of the inland tanker, who is unsure and communicates a lot. According to the pilot, this happens often and causes unnecessary radio traffic. At the Spijkenisse Bridge, due to maintenance work, we must use the port-side bridge opening. Again, a lot of communication is needed. The inland tanker passes through the starboard opening, after which we return to a safe position in the river. The captain leaves the bridge and instructs his chief officer when to call him back.
Seagoing ship as a magnet
The maximum allowed draught to Moerdijk is 8.9 metres, so with a draught of 6.8 metres this route is safe. However, the ship cannot use the full width of the fairway. Traffic on the Oude Maas is relatively calm. A four-barge push convoy coming towards us keeps sufficient distance. If ships pass too closely, a seagoing ship acts like a magnet due to water displacement and suction, made stronger by draught. This force is often underestimated. . On our starboard side, a motor yacht is sailing inside the green buoy line. We approach, but the yacht holds its course. Eventually it turns starboard into the Spui. This happens often, the pilot explains. Pleasure craft should ideally sail outside the buoyed channel and regularly look behind them. Suction can be dangerous, and currents from side rivers can push small vessels towards a large ship. In this case it went well: the yacht entered the Spui before we caught up. Still, such situations require extra alertness from the pilot.
We approach an inland container ship sailing at economic speed, with oncoming traffic ahead. The pilot announces on the radio that he wants to overtake and makes a clear agreement. He chooses his position in the river and starts overtaking, but the container ship does not move further to starboard. When our bow is almost alongside the container ship’s stern, the pilot calls again. The other ship must move now – the passing distance is not sufficient. Finally, the container ship turns starboard, and the situation becomes safe again. Passing distance and suction are sometimes underestimated, even by professional shipping. The view from the bridge on this ship is fairly good, but the blind spot is larger than on inland vessels. With containers or high deck cargo, visibility from the bridge is limited.
While we eat a good plate of pasta, we approach the junction with the Dordtse Kil. Another seagoing ship approaches and passes at a wide distance. We sail past the harbour of ’s-Gravendeel and the emergency harbour. Pilots are aware that they can cause strong waves, but with seagoing ships this is often unavoidable. Where possible, they reduce speed, but inland vessels must still pay extra attention when mooring in these areas. We reach the Hollands Diep and cross diagonally. The captain returns to the bridge.
After the ATM, we reduce speed and turn starboard to enter the Central Insteek Harbour astern. The bow thruster is running. The captain decides to take over the steering himself. Without tugboats, and taking wind into account, we reverse on our own power to the berth. The manoeuvre is calm and controlled, and soon we are safely moored. After completing the formalities, we go ashore. A taxi is waiting to take us back to the Botlek. Buiten staat een taxi te wachten om ons terug te brengen naar de Botlek. Once there, the pilot signs off and has nine hours of rest before his next duty.
Respect
This day showed how impressive the work of pilots really is. They guide many different seagoing ships under complex conditions. I have great respect for their skills, and I noticed that they also respect inland shipping. Everyone should sail along on a seagoing ship at least once. Only then do you see how different the river looks from the bridge, and how much cooperation is needed to sail safely.