Rumos Práticos 64 (Português)

In this month of June, when Brazilian Pilotage completes 215 years of regulation, and the National Pilotage Council completes 48 years, we raise a toast to the readers with a report on Pilotage Zone 16, when the profession also celebrates 90 years of operation in Santos.

It is the tenth article of the series on the Brazilian ZPs, and it includes the main aspects involving the pilot service in the state of São Paulo. Cubatão and São Sebastião terminals are also included in the area covering the activity.

We also visited São Francisco Pilotage in Santa Catarina, focusing on accompanying the technical visit made by the National Pilotage Council and Brazilian Pilotage Institute.

In the next article, we describe in detail the points under discussion in the review of the rules regulating the pilot transfer devices. The idea is to reduce the irregularities found in the ladders accessing the ships. This year, seven colleagues died when boarding or disembarking.

The edition’s technical article was written by researchers of the University of São Paulo (USP) who studied a probability of human error in maneuvers in restricted waters.

Complementing the topic, we summarized the participation of Bruno Fonseca, vice-president of Brazilian Pilotage, at the 2nd Congress on Lessons Learned from Serious Accidents or Ship Handling Incidents in Pilotage Maneuvers, in Colombia. He introduced the ATPR course, the training program for Brazilian pilots.

The value of human capital, by the way, was the topic of the 57th General Meeting of the European Maritime Pilots’ Association (EMPA), in Italy, an event that was also attended by vice-president Bruno Fonseca. He told us what the hot topics were.

We close our contents telling about the gap year of pilot Hans Huzler. After he and his family explored the corners of Southern Brazil, he won the Recife-Fernando de Noronha International Regatta (Refeno) – and was runner-up in the South Atlantic Cape2Rio 2023 race.

Good reading!

Brazilian Maritime Pilots’ Association

Av. Rio Branco, 89/1502 – Centro – Rio de Janeiro – RJ – CEP 20040-004

Tel.: 55 (21) 2516-4479

conapra@conapra.org.br praticagemdobrasil.org.br

director president of Brazilian Maritime Pilots' Association and vice-president of IMPA

Ricardo Augusto Leite Falcão

director vice-president

Bruno Fonseca de Oliveira

directors

Marcello Rodrigues Camarinha

Marcio Pessoa Fausto de Souza

Marcos Francisco Ferreira Martinelli

Rumos Práticos

planning

Otavio Fragoso/Flávia Pires/Katia Piranda

editor

Otavio Fragoso

writer

Rodrigo March (journalist in charge)

MTb/RJ 23.386

translation

Elvyn Marshall

revision

Julia Grillo

layout and design

Katia Piranda

pre-print

DVZ Impressões Gráficas

cover photo: Gustavo Stephan

The information and opinions expressed in this publication are the sole responsibility of the authors and do not necessarily express the Brazilian Maritime Pilots' Association viewpoint.

photo: Rodrigo March

Where 200 million tons pass through

The work of São Paulo pilots in Latin America’s second largest port and in the complex where the largest Transpetro terminal operates

São Sebastião

Terminal

Commercial docks

MANAGER ALEXANDRE CANHETTI AT PILOT STATION HEADQUARTERS

Whoever lives in front of the shipping channel in Santos will at any time see the ships sailing to and fro. After all, 28.8% of Brazilian foreign exports pass through there. A daily average is 34 maneuvers. Last year, there were 11,771 events, with 162.4 million tons shifted (+10.5%). But the São Paulo Pilotage Zone (ZP-16) is greater than the second largest port in Latin America. A hundred and sixty kilometers away is the São Sebastião port complex, with the commercial docks and Transpetro terminal, 50% of the country’s petroleum supplying four refineries in the state. That means 50 tankers per month. In 2022, the movement was 58.9 million tons of liquid bulk, including by-products. For SP Pilotage, the challenges in both complexes are different, as shown by Rumos Práticos in the tenth article of the series on Brazilian pilotage zones.

In the Santos port complex, 67 berths are distributed along 16 kilometers of quayside. On the shores of Santos and Guarujá there are leased terminals in the area of the organized port – stretching from Alemoa, where another Transpetro unit operates – and private terminals (TUPs). Usiminas and VLI TUPs are at the end of the access channel in Cubatão. In front of Alemoa, a new regasification terminal of liquified natural gas is being built. According to the SP Pilotage executive manager, Alexandre Canhetti, since Santos is a multi-cargo and passenger port, there is every kind of vessel, except oil rigs. The main products involve agribusiness and containerized cargo. The port does not shift ore.

All this cargo is distributed through a narrow and shallow winding channel, in a scenario where the ships only grow in size. When the São Paulo Pilotage president began in the profession 53 years ago, vessels were an average of 150 meters in length.

“Today, 270 meters is the length of a small vessel”, comments pilot Fabio Mello Fontes.

The largest to dock in Santos was a container carrier of 347.50 meters and 45.20 meters in breadth, but the port is approved to receive 366-meter vessels. To guarantee this operation in safety, the pilots studied for two years and trained on reduced-scale models in the USA.

ph oto: Gustavo Stephan

The channel depth is 15 meters and maritime authorized maximum draft at high tide of 14.50 meters almost throughout the stretch. Pilot Bruno Tavares, vice-president of SP Pilotage, believes that the most significant environmental challenge is when a strong cold front arrives, the weather changes and the vessel is impacted by stronger waves and wind force, increasing the risk of it touching the bottom. In certain conditions, when operations become more delicate, the Port Authority will close the channel or restrict draft.

“We are constantly mindful of the height and period of the wave in the access channel, because we have limiting weather conditions for the ships (length of more than 306 meters and over 45 meters in breadth). Depending on the situation, we have to ask the Port Authority for a draft restriction because of the waves, making use of the information of two buoys strategically positioned in the access channel, measuring wavelength and height.”

According to Bruno Tavares, sometimes as a result of a condition that prevents disembarking outside the bar, the pilot leaves the ship for the pilot boat in a safe, protected place in the channel:

“We disembark and go on board the pilot boat in front of the ship, guiding and advising the ship’s captain (indirect piloting). However, it’s not always possible, if the captain has little experience with Santos or does not feel confident enough to proceed with indirect piloting. In the latter case, we are obligated to follow in the ship and cast a shadow (protective maneuver) in order to disembark safely outside the bar.”

Another point of attention in the channel is the heavy traffic of sport and recreation vessels and fishing boats.

“Weekends are crazy. It is full, and we have to redouble our care. There are also many fishing boats… Sometimes we have to go ahead and ask them to leave so that the ship can pass. They leave it to the last moment to move away. On such an occasion, if the ship’s engine doesn’t work then it’s all over, isn’t it? Every so often, the fishing boat engine fails when trying to get out of the way and we have to pull it. We need to do that every now and again”, recalls Jorge Moura, master of the pilot boat, who’s been working in pilotage since 1989.

PILOT MELLO FONTES STEERING CONTAINER SHIP INTO EMBRAPORT

ph oto: Gustavo Stephan

There is also some concern with the ports of the ferries that carry vehicles on the Santos-Guarujá crossing, where ship crossings are forbidden. Pilot Carlos Alberto de Souza Filho, former SP Pilotage president, prevented a late-night accident on that site:

“After I turned the ship, I started to sail and liberated the tug. Making the bend for the ferryboat, with rudder astern, the ship stopped completely, bearing starboard, and loomed over the ferryboat. It was 1:30 in the morning and I was doing around 8.2 knots speed. I asked the captain to drop only one shackle (27.45 meters) of the portside anchor to exert force and reduce speed and a yaw rate starboard. Through my VHF, I warned about the possibility of collision with the ferryboat, to remove the people, and action emergency tugs. The anchor saved the day by securing the bow, and a tug arrived in time to secure the stern that was almost on top.”

When problems like that appear or conditions change drastically in the middle of a maneuver, the pilot needs to act within the constraints of a channel with no anchorage places, the average width of which is 220 meters, according to the Port Authority. After the company’s area of jurisdiction, from Alemoa, the channel narrows to a hundred meters towards the Cubatão terminals. There, the maneuvering basin has a limited diameter. The ships turn very close to those that are berthed in the terminals and sail close to each other.

Even with width and depth restrictions, SP Pilotage has succeeded in making the Santos complex more efficient, despite the increase in ships. In 2022, most of them had 50,000-ton displacement, or 336 meters in length and 48 meters in breadth. In 2003, the 225m x 32m vessels were leading the maneuvers.

The turning point not to lose agility and maintain safety was the new concept in 2012 of the pilotage operations center (C3OT). The space has AIS traffic monitoring systems; remote sensing of tide height, current, wind, wavelength and height; visibility metering; powerful communication and image systems covering the entire channel.

In 2016, the ReDRAFT tool was incorporated, which uses C3OT data to determine with more precision the safe draft of the ships, extending the operating windows. And, two years ago, two-way traffic was set up, as well as simultaneous maneuvers (turning, berthing and unberthing) in once restricted stretches, also contributing to increasing the productivity of the terminal. To do so, the pilotage procured a software that calculates the crossing point of the vessels and began to analyze the timing of each maneuver of a special ship or of each combined maneuver.

The pilotage headquarters also has a bathymetric service to update the depth in the channel, maneuvering basins and berths. The estuary receives accretion of sand from the ocean surf and rivers flowing into it. According to hydrographer Helder Puia,

PILOT SOUZA FILHO'S OPERATIONS CENTER PRESENTATION TO WOMEN IN SHIPPING

MANAGER HELDER PUIA, LEFT, ON THE BATHYMETRY BOAT

logistics manager of the station, the monthly sedimentation rate is 12 centimeters. Whenever the pilots feel there is a problem in navigating, the bathymetric boat will go out with multibeam equipment and perform an “ultrasonography” of the bottom. Should there be silting, the Port Authority is informed so that it has plenty of time to solve the problem.

The pilotage station has another five 34ft and two 44ft speedboats, five 28ft port boats and four mooring boats. All mechanical engines are being replaced with electronic engines, more efficient and less polluting, in an environmental, social and governance (ESG) program. The repair yard, which is building another boat, is on the other side of the station and the pilots’ boarding bridge, on Guarujá shore. In total, the agency has 63 pilots and 104 employees.

SÃO SEBASTIÃO COMPLEX

Two of the speedboats are always in São Sebastião, where two pilots are always on duty. In Santos there are 12. In addition to the Transpetro terminal, a commercial wharf is managed by the state government under federal delegation. In 2022, 918,879 tons of cargo were handled, a 30.26% increase. Soda ash, malt, barley, sugar, silicate glass, sodium sulfate, timber and cattle were among the main products, but the port also receives vehicles and cruise ship passengers.

It’s in the Transpetro unit, however, that more sensitive maneuvers occur, due to the high potential harm to the environment and tourism. In the tourist season, there is heavy traffic of swimmers’ speedboats.

Last year, the terminal, facing Ilhabela, handled 58.9 million tons of oil and by-products, an 8% increase. This is a port with natural depth operating very large crude carriers (VLCC), 333 meters in length, 60 meters in breadth and up to 22 meters draft, despite the predominance of the 278x49 meter Suezmax vessels.

It has two piers with four berths: two of them external facing Ilhabela and the two internal on the São Sebastião side. The terminal also undertakes starboard ship-to-ship operations for oil transfer.

Normally ship handling is done with four tugs. Because of the responsibility the pilot can only start training in São Sebastião after three stages of restricted qualification in Santos, in which they progress according to the size and draft of the ships.

“The maneuvers are much more critical. The weights are much heavier, and vessel capacities much smaller. An oil tanker has little force, and the terminals are fragile. We can’t be violent when docking because the quay is not solid and is built on stilts. Moreover, the ocean currents are, as a rule, very strong (sometimes in excess of three knots)”, explains pilot Mello Fontes.

photos: Gustavo Stephan

According to pilot Souza Filho another characteristic is that the terminal was implemented without a proper study of prevailing currents, being 15-30o out of current alignment:

“This makes it so much harder. At the final stage of maneuvers, we have to fight against nature.”

The inland berths are narrower. Pilot Carlos Eduardo Balthazar says that berthing in P2 on the port side, when the current comes from the South, is perhaps the most complicated maneuver of ZP-16:

“We turn the ship, move astern and berth. There is a shallow part on one side, a pier on the other side and behind. We have to be careful and use the current and not just tugs to perform the maneuver.”

The prevailing strong winds are yet another complication, and the conditions could suddenly change. In the storm that struck São Sebastião in April 2019, the velocity was more than 100 knots and two loaded tankers that were on starboard in a ship-to-ship

operation drifted towards the rocks on Ilhabela. Pilots Marcio Santos and Fabio de Abreu managed to board the ships and prevent a serious accident. The International Maritime Organization (IMO) awarded them for their bravery.

“That day, the motorboat master (Sandro Carvalho) set off from here navigating by instruments. You couldn’t see anything at all”, recalls boat master Ilenildo Louredo.

Captain Abel Sanca, almost ten years in command with Transpetro, deals with pilots worldwide and praises the competence of the Brazilian professionals:

“Pilotage helps us with safe port arrival and departure. The pilots are specialists in the maneuvers to our destination. I’m a born nautical officer, but they have the expertise of the area in which they are trained. They know the currents, wind, impact on the bearing (difference between the bottom course and the true bow heading) and are already aware of what is happening. Brazilian pilots are very good indeed.

photo: Gustavo Stephan

PILOT CARLOS EDUARDO BALTHAZAR MANEUVERING A SUEZMAX TO ANCHORAGE AREA

SUEZMAX TURNING IN FRONT OF ILHABELA

photo: Rodrigo March

AFT MOORING AT TERMINAL

photo: Gustavo Stephan

SUEZMAX TURNING IN FRONT OF ILHABELA

photo: Gustavo Stephan

Technical visits to pilotage company headquarters

National Pilotage Council and Maritime Pilots’ Institute of Brazil present their actions to pilots

Arionor Souza, executive secretary of Brazilian Pilotage, and Jacqueline Wendpap, CEO of the Maritime Pilots’ Institute of Brazil, are conducting technical visits to the pilotage headquarters and the ports where they operate.

Two goals are involved: to level up information about the status of the National Pilotage Council and the importance of its presence in Brasilia, and to highlight the facilities of the Institute’s maneuver simulation center in the federal capital.

Rio Grande pilotage (ZP-19) was visited in 2022 by the executive secretary. In early 2023, this was followed by Pará (ZP-03) and Maranhão (ZP-04) pilotage. After having visited those two, Jacqueline Wendpap now accompanies Arionor Souza to meetings in order to situate the pilots and company managers on the Institute’s performance and its future, in addition to introducing it to the terminal representatives.

Rumos Práticos attended the following visit to São Francisco pilotage and the ports in northern Santa Catarina (ZP-18, São Francisco do Sul), between March 22 and 24.

At the pilot station, Arionor Souza gave a talk about the work of the National Pilotage Council, especially in Brasília, where the decisions are made involving the maritime and port sector. Jacqueline Wendpap, in turn, presented a balance sheet of the first year of the Institute and its strategic planning. They were welcomed by the CEO, Roberto Castanho, and the pilot members of the company.

“Exchanging information has been very enriching, both for the National Pilotage Council and the pilotage companies. This data standardization is essential for all of us to be on common ground and talk the same language”, stressed Arionor Souza.

In relation to the Maritime Pilots’ Institute of Brazil, Jacqueline Wendpap emphasized that its proposal goes beyond a pilot training center and project simulations:

“We would also like to be a benchmark in groundbreaking development and new technologies with focus on the profession’s enhancement. Further on, another idea is to implement big data since, despite having a wide range of information in the sector, the data are scattered, without interrelation and not always reliable.”

At the terminals, Arionor Souza and Jacqueline Wendpap listed the resources of the Institute’s maneuver simulation center, which allow for the assessment of waterway and port projects nationwide, in addition to being used for pilot training.

They met with Sergni Pessoa, Director of Port Operations of Port Itapoá and the unit’s Environment Manager, Christiano Berthier; Pablo Almeida, Operations and Logistics Director of the Port of São Francisco do Sul; Paulo Capriolli, CEO of Santa Catarina Port Terminal (Tesc), and Guilherme Guerra, engineering manager.

“We have a center able to simulate any port requirement, and we are ready to welcome you in Brasilia”, invited Jacqueline Wendpap.

Roberto Castanho, CEO of São Francisco Pilotage, attended the meetings:

“I thought the visit was quite opportune and important in order to update the ZP-18 pilots on several aspects underway in Brazilian pilotage developed by the National Pilotage Council. Also to publicize the Maritime Pilots’ Institute of Brazil to the São Francisco do Sul port authorities and terminals in the Bay of Babitonga, whose various ongoing projects could use the Institute for their nautical studies. At the same time, it was an opportunity for them to learn some more about the resources, facilities and operating specifics of our pilotage zone.”

São Francisco pilotage guides the ships that call at the ports of São Francisco do Sul and Itapoá. Its investments and nautical studies, in addition to its expertise, have contributed to combine environmental preservation in the Bay of Babitonga and the safe operation of large vessels.

Following the institutional program, Arionor Souza and Jacqueline Wendpap made the technical visit to Pilotage Zone 02 (ItacoatiaraAM/Tabatinga-AM) on April 5th. On April 3rd and 4th they had attended the Norte Export 2023 – National Forum of Logistics, Infrastructure and Transportation (Brasil Export) in Manaus.

ROBERTO CASTANHO, ARIONOR SOUZA AND JACQUELINE WENDPAP WITH DIRECTOR PABLO ALMEIDA, FROM THE PORT OF SÃO FRANCISCO DO SUL

photo: Rodrigo March

Learn more about the review of the regulations for pilot transfer devices

The International Maritime Organization (IMO) will review the rule about the pilot transfer devices in the International Convention for Safety of Life at Sea (Solas), as well as its complement in Resolution 1045 (27), amended by Resolution A.1108 (29). The work was included in the agenda of the Marine Stewardship Council (MSC) and submitted to the Subcommittee on Navigation, Communications and Search and Rescue (NCSR). The completion is expected in 2024. This means that the amendments will come into force in 2028, since adjustments to Solas are made every four years.

Revision of chapter 5, rule 23, of the Convention and Resolutions was proposed by China to MSC 104, in February 2021. However, due to the pandemic, the IMO Maritime Safety Committee only examined the suggestion to MSC 105 in November 2022. The measure had widespread support from the Member-States and several international entities, such as the International Maritime Pilots’ Association (IMPA), International Chamber of Shipping (ICS) and the Baltic and International Maritime Council (Bimco).

photo: Gustavo Stephan

The goal is to diminish irregularities found in access ladders to ships, but the problem goes beyond regulations

The last amendment of item V/23 was in 2006, when Brazil, USA and IMPA proposed a review of Solas, completed in 2010 together with the adoption in 2011 of Resolution A.1045 (27). The manufacturer’s certification of the pilot ladder, its fixture with the accommodation ladder on the ship’s side and the need for regular inspections of the device were some of the celebrated advances at the time.

Despite the efforts, pilots are still encountering unsafe boarding arrangements, and each year a colleague dies in service. In January, experienced pilot Francesco Galia died in the UK while transferring form the pilot boat to a large ship, due to causes as yet unknown.

According to the annual IMPA survey with pilots, 16.79% of the devices in the world were irregular in 2022. Statistics show that it is not enough to have clearer regulations. The survey shows that 87.87% of the faults were not reported to the authorities. Another example: 23.26% of the problems with combined arrangements were ladders not fixed to the ship’s side, thus in breach of the amendment included in the latest regulation.

The lack of inspection is one of the reasons for so many irregularities, but there are also cases of non-compliance that have

been evaluated by the classification societies and inspectors, as pointed out by China and IMPA.

Jacob’s ladders certified by the manufacturer in breach of international rules and even with false certificates (hard to prove) are another serious issue to be settled. The draft of the new regulation no longer includes in the text the requirement of "certified by manufacturer”, reinforcing that the devices must simply meet the standards acceptable by the IMO. Moreover, it stresses that the State must demand from the manufacturers a quality control system audited by a competent authority, to be able to check the compliance of the product before its installation aboard.

“It is important that all ladders are approved by the classifying societies instead of merely having a homemade certificate“, points out Arie Palmers, pilot in the Scheldemonden region (Holland) and cofounder of the #DangerousLadders group on Facebook.

IMPA also argues that the equipment has an expiration date of 30 months after the date of manufacture. For the agency, what is most important in this revision work is to group all IMO guidelines on the subject in a single document. At the same time, the association

photo: Fernando Martinho

prepared a training guide to be distributed to the ships’ crews through the International Chamber of Shipping. The guide is added to the IMPA educational poster fixed to the ships’ bridge.

In accordance with China and IMPA, regular maintenance and checking of the ladders by the mariners should be similar to those applied to firefighting and rescue equipment.

“This movement, initiated by China and immediately adopted by IMPA and other IMO members, is intended to correct the past problem of too many irregularities in the pilot transfer equipment on three fronts: stricter regulation, upgraded inspections and crew training. The IMPA safety research will confirm, in the near future, if the amendments are efficient”, says pilot Marcelo Cajaty, member of the Brazilian delegation active in the IMO for almost 20 years.

PILOT LADDER CHECKLIST

Use this checklist every time a pilot ladder is used

1. The Pilot Ladder

Is the pilot ladder in good shape?

Check for wear and tear, missing chocks, loose steps. Check for broken steps or spreaders.

Are all steps and ropes clean and free of grease?

Is all extra equipment present and ready for use?

Lifebuoy and light

Manropes if required by pilot

Heaving line

Lifejacket

Responsible officer with communication to bridge.

Is the pilot ladder rigged to the correct height?

Has the retrieval wire been rigged correctly? (above the spreader, leading forward)

Has the pilot ladder been secured to the deck in a correct way?

Have stanchions and/or bulwark ladder been fitted and secured to the deck?

Is there adequate lighting at the pilot access point?

Is the accommodation ladder in good shape?

Check the accommodation ladder for wear and tear. Check if steps and siderails are free of grease.

Is the retrieval line of the pilot ladder rigged correctly? (Above the spreader leading forward)

Is the accommodation ladder secured to the ships side, independent of the ladder?

Is there at least 5 meters of space under the platform?

Is the platform rigged horziontally?

Are all hand railings and hand ropes rigged correctly, both inboard and outboard?

Does the pilot ladder extend 2 meters above the platform?

Have both pilot ladder ropes been secured to the ship, at 1.5 meters above the platform?

Ensure the winch reel is mechanically locked. Ensure the pilot ladder is secured to deck.

Source: pilotladdersafety.com

2. The Combination Ladder

3. Winch Reel

COMMENT ON HUMAN RELIABILITY IN SHIP-HANDLING IN RESTRICTED WATERS

Danilo Taverna Martins Pereira de Abreu Marcos Coelho Maturana

Marcelo Ramos Martins

Affiliates to the Laboratory of Risk Analysis, Assessment and Management (LabRisco) of University Sao Paulo (USP)

How much does a ship accident in restricted waters cost? The stranding of the ship Ever Given in the Suez Canal in 2021 showed the world that the consequences are significant and not limited to the vessel. The losses directly affect the users of an access canal and, indirectly, extend to society as a whole, that depends on sea transportation for the smooth running of international trade and supply chains. Nevertheless, depending on the characteristics of the accident, fatalities and environmental damages of major impact could occur.

In a scenario with accidents that could exceed millions of dollars, it is essential to understand the potential causes of hazardous events and act preventively. In the context of navigation in restricted waters, pilotage works to this end, to provide the waterway traffic with high security. The port environment, however, is a complex sociotechnical system; in other words, it involves interactions between humans and physical structures (e.g., the navigation canal and ships) that cannot be fully understood so easily. In this uncertain environment, despite the excellence of the navigators and other stakeholders, accidents might occur by combining factors otherwise regarded as of little importance.

Professionals, researchers and representatives of regulatory agencies – such as nuclear, aviation, maritime and processing industries – have spent years seeking to understand the dynamics of complex sociotechnical systems in order to mitigate their risks. Around twenty years ago, it was common to attribute the majority of accidents to “human error”. Although the concept is still used technically, there has been significant development in relation to its meaning. Currently, it is understood that accident-prone human actions cannot be separated from the context in which the professionals are, and that the influencing factors must be taken into account in more in-depth analyses.

The human reliability analysis (HRA) is the field dedicated to understanding how humans can contribute to the occurrence of accidents and to investigating the main influencing factors, in order

to provide insight in risk-based decision making. In partnership with the National Pilotage Council, LabRisco has developed a research project to prepare HRA in typical navigation operations in restricted waters, to understand factors that may influence the pilots’ and navigators’ performance, and to assess the contribution of the pilot’s work in reducing risks.

The work method was based on the modelling of human actions and contributing factors based on the use of Bayesian networks. This type of model originated in the field of artificial intelligence and helps consider relations of dependence between random variables. In practice, this helps identify how different factors that influence an operation act together to contribute to deviations and errors that could result in accidents.

In the study, four types of factors were considered, in accordance with the generic model of dependence shown in Figure 1. This model resumes that human actions are influenced by the operator’s skills. In turn, the skills are influenced by internal factors of the operator and environmental factors. These internal factors, in turn, are influenced by management and organizational factors (referred to as Management & Organizational Factors - MOFs).

The work method is divided into four stages:

1) Familiarization: in which the researchers watch real maneuvers and simulations, and interview professionals in the field (pilots, ship captains, nautical officers and tug captains).

2) Qualitative analysis: based on findings from the familiarization stage, the researchers developed a Bayesian network in which nodes represent relevant human actions and factors that influence performance, and the arcs (arrows) indicate the dependency relations – see Figure 2 for didactic illustration. This stage also involved modelling sequences of actions for three accident scenarios: collision and stranding while navigating the canal and collision when approaching a terminal.

3) Quantitative analysis : from databases in literature, the probabilities of error in each human action was estimated and the Bayesian network calibrated, in order to qualify the weight of the charted influences.

4) Incorporation: in this last stage the Bayesian network results were generated, including the estimation of the probability of human error in typical accidents, considering the use of no pilot, one or two pilots onboard; a sensitivity analysis was also carried out to understand which factors have more influence on the error probability.

The technical details of applying the methodology were published in the scientific journal Reliability Engineering and System Safety 1 In short, for each accident scenario, the main actions taken by the professionals involved in navigation were modeled. Table 1 provides the activity categories considered in each scenario and the professional in charge. For analysis purposes, the ship’s qualified captain was considered to act in the event of pilotage exemption.

Before the quantitative analysis, it is already possible to note some differences between the various team configurations. In relation to the scenario with one pilot onboard, the presence of a second pilot onboard offers redundancy for the maneuver supervision stage. However, the scenario with exempt pilotage loses the redundancy in this regard. The effect of this impact on the probability of human error was estimated from quantifying the model. In terms of factors that modify the performance, Table 2 indicates the elements considered in each category. The MOFs were considered for the following organizations whenever applicable: local pilotage, shipowner and tug operator.

The first set of results of the study consists of comparing the accident probabilities in the different scenarios considered. Table 3 presents the values obtained. These probabilities refer to the possibility of an accident happening given the existence of a scenery of an accident (e.g., a ship sailing dangerously by another vessel while navigating the canal). The figures must not, therefore, be interpreted absolutely or separately. Allowing for a pilot onboard as reference, the job of the second pilot can reduce to around 3.5 times the probability of an accident happening. However, in the case of pilotage exemption, when compared to one pilot onboard, it increases to around seven times the probability of an accident.

Another interesting result of the study involved the evaluation of the factors that most influence performance during ship handling. This is a complex sensitivity analysis that can be consulted in detail in the scientific publication, since all factors in all combinations of scenarios have been taken into consideration. Along general lines, however, it is worth mentioning the following factors:

a) Familiarity skill with the situation: many tasks involved in shipping in restricted waters have their performance influenced by local experience. Familiarity skills with the situation reflect this expertise, and its state has significant influence on the probability of error in more important actions.

b) Teamwork skills: irrespective of the bridge team configuration, shipping activities in restricted waters require ongoing interaction between the stakeholders. Communication problems (e.g., pilot vs. helmsman, pilot vs. tug captains) or supervision (e.g., ship captain vs. pilot, first vs. second pilot) have a strong impact on the maneuvering performance.

c) Internal training and experience factor: as a result of the importance of familiarity with the situation, training and experience ship handling is a factor that is important in the analysis, since it incorporates the knowledge acquired by repetition of daily tasks, as well as the effect of training activities that prepare the seafarer for routine or unprecedented situations.

d) Safety culture MOF: the concept of safety culture refers to the way in which organizations prioritize and implement actions in favor of preventing events that may be harmful to people, the environment and heritage. Regardless of the organization in question, the performance in accident-prevention actions is influenced by how the organization regards this factor.

In short, the developed research project advanced toward helping understand how the human factor might influence the risk of ship handling in restricted waters. This is a first approach to understanding the impact of the configurations of a navigation team (with one or two pilots onboard or pilotage exemption). However, there are still a number of issues to clarify through future work, such as how the ship leaves a safe status and finds itself in a hazardous situation or the application of the model developed in specific case studies of a port or inland waterways.

1 ABREU, D.T.M.P.; MATURANA, M.C.; DROGUETT, E.L.; MARTINS, M.R. Human reliability analysis of conventional maritime pilotage operations supported by a prospective model. Reliability Engineering & System Safety, v. 228, p. 108763, 2022. https://doi.org/10.1016/j.ress.2022.108763.

Internal factors

Management & organizational factors

Skills

Environmental factors

Human actions

Internal factors nodes

Skills nodes

Human actions nodes

MOFs nodes

Environmental factors nodes

FIGURE 1: GENERIC DEPENDENCY MODEL

FIGURE 2: TOPOLOGY OF BAYESIAN NETWORK

Figura 2: Topologia da rede bayesiana

Accident scenario

One pilot onboard

• Pilot: monitoring, interpreting situation, request for situation, request to execute commands

• Ship’s captain: monitoring, interpreting situation, supervision

• Helmsman: obeying orders

• Pilot: monitoring, interpreting situation, request to execute commands

• Ship’s captain: monitoring, interpreting situation, supervision

• Helmsman: obeying orders

• Pilot: monitoring, interpreting situation, request to execute commands

• Ship’s captain: monitoring, interpreting situation, supervision

• Helmsman: obeying orders

• Tug captains: obeying orders

TEAM CONFIGURATION

Two pilots onboard

• Pilot: monitoring, interpreting situation, request to execute commands

• Second pilot: monitoring, interpreting situation, supervision

• Ship’s captain: monitoring, interpreting situation, supervision

• Helmsman: obeying orders

• Pilot: monitoring, interpreting situation, request to execute commands

• Second pilot: monitoring, interpreting situation, supervision

• Ship’s captain: monitoring, interpreting situation, supervision

• Helmsman: obeying orders

• Pilot: monitoring, interpreting situation, request to execute commands

• Second pilot: monitoring, interpreting situation, supervision

• Ship’s captain: monitoring, interpreting situation, supervision

• Helmsman: obeying orders

• Tug captains: obeying orders

Pilotage exemption

• Ship’s captain: monitoring, interpreting situation, request to execute commands

• Helmsman: obeying orders

• Ship’s captain: monitoring, interpreting situation, request to execute commands

• Helmsman: obeying orders

• Ship’s captain: monitoring, interpreting situation, request to execute commands

• Helmsman: obeying orders

• Tug captains: obeying orders

Collision during navigation in canal

Running aground during navigation in canal

TABLE 1: OVERVIEW OF ACTIVITIES CONSIDERED IN ACH MODEL

MOFs

• Activity management

• Personnel management

• Safety culture

• Job satisfaction

• Availability of information

• Suitability of jobsite

• Business pressure

• Training

• Job standardization

Environmental factors

• Visual conditions

• Climate conditions

• Work environment quality

• Factors hazardous to shipping

Internal factors

• Physical status

• Mental state

• Perceived situation

• Attitude

• Training & experience

• Identifying with team

• Time pressure

Skills

• Assessment of situation

• Awareness of situation

• Familiarity

• Physical skills

• Teamwork

• Response

• Vision

TABLE 2: PERFORMANCE MODIFYING FACTORS CONSIDERED IN STUDY

TABLE 3: PROBABILITY OF ACCIDENT GIVEN THE EXISTENCE OF ACCIDENT SCENARIO

Brazilian training program presented at an event in Colombia

Pilots’ Refresher Course was the topic of a talk at the congress on accidents

Pilot Bruno Fonseca, vice-president of Brazilian Pilots, gave a talk during the 2nd Congress on Lessons Learned from Serious Accidents or Incidents in Pilotage Maneuvers. The event was hosted on April 19-21 in Cartagena de Indias, by the National Association of Colombian Pilots (Anpra).

Bruno Fonseca addressed the Brazilian pilot training program, an international benchmark, which has welcomed colleagues from Angola, Argentina, Mexico and Uruguay. The Maritime Authority delegated this task to the National Pilotage Council, which coordinates the Pilot Refresher Course (ATPR). Recycling is mandatory every five years.

The Brazilian model completed 20 years in 2023 and adopts the recommendations of Resolution A.960 of the International Maritime Organization (IMO). The course in Brazil began before the approval of Resolution A.960, which culminated with the repeal of Resolution A.485. Currently, ATPR is in its fourth training cycle, which terminates in 2026.

The vice-president explained how pilotage in Brazil is regulated and how the course is divided up. The first stage is remote, with modules of Legislation, English, Personnel Safety, First Aid, Survival at Sea, Electronic Chart and Information Systems (ECDIS), Radar, Dynamic Positioning and Azipod. The second stage involves

practice, and groups of up to 12 marine pilots participate in discussions, talks and exercises on simulators. This stage is held in the Brazilian Navy instruction centers in Rio de Janeiro (RJ) and Belém (PA), but the simulation center of the Brazilian Pilotage Institute in Brasilia is being accredited to also offer it.

“Every five years, the program is rearranged, always keeping the focus on Resolution A.960 and presenting the student with the development of the equipment for navigation aid, propulsion and techniques for them to use when ship handling”, informed Bruno Fonseca.

He also pointed out that the ATPR employs pilot instructors trained in the US Maritime Institute of Technology and Graduate Studies (Mitags):

“The instructors are able to identify the link between theory and practice, combining their expertise in real situations with what is being taught. This increases motivation and training effectiveness.”

Optionally, students can also undergo capacity building in Panama on manned small scale models, which simulate the performance of large vessels. In 2022 three groups were trained for this purpose.

Bruno Fonseca added that in addition to ATPR, four pilotage stations already have their own simulators to regularly enhance the experience, training in emergency situations and rapid familiarization with new ships. They are located in Ceará (CE), Maranhão (MA), Rio de Janeiro (RJ) and São Francisco do Sul (SC).

Since 2008, Anpra has been holding maritime and river safety events. The second congress was attended by representatives from various countries and spheres of activity. The program offered such topics as stress control, autonomous navigation and its parallel with aviation, incidents with tanker ships, maritime traffic control, using simulators for accident prevention, risk analysis and mitigating measures, in addition to specific cases of occurrences in other countries and not only Latin America. Pilots worldwide attended, some of them from Brazil, Chile, Uruguay, Panama, Canada, Colombia, Germany, France, Spain and Australia.

photo: Publicity

About the 57th General Meeting of the European Marine Pilots’ Association

The value of human capital in the scenario of artificial intelligence and autonomous ships was the focus of the meeting

Pilot Bruno Fonseca, vice-president of Brazilian Pilots, represented the agency at the 57th General Meeting of the European Marine Pilots’ Association (EMPA). The event was held in Rome, 20 years after the last edition in Italy (Genova).

The value of human capital was chosen as the guiding star of the meeting, considering the worldwide interest in accelerating the technological development regarding artificial intelligence and autonomous navigation systems.

Roberto Bunicci, president of the Italian Harbor Pilots Federation, said in his opening message:

“Developments related to virtual reality, increased reality, artificial intelligence and metaverse are extremely concerning, since specific proposals promise to substitute, completely or partially, human labor. No machine can reach the level of consciousness, alertness or decision making of human beings. We are unique in our capacity to respond with intelligence, flexibility and proportionality to changes in environments and situations. Artificial intelligence will always be limited in design, reliability and, most important of all, safety”.

Erik Dalege, president of EMPA, argues the urgent need to emphasize human contribution as a key-factor throughout the process:

EVENT HELD IN ROME 20 YEARS AFTER ITS LAST EDITION IN ITALY

“Our profession would be inconceivable without human intuition, experience, competence, know-how and the capacity of all those involved in pilotage. We are referring not only to the highly trained pilot who performs a manned ship’s extremely complex maneuver but also to the importance of onboard training, the interaction of the pilot with onshore personnel and the important task of those who bring the pilot on and off the ship.”

The event was also attended by Simon Pelletier, president of the International Maritime Pilots’ Association (IMPA). The topics were discussed in panels. In the first one, “the challenges of the human factor”, the topics debated were the reality of autonomous ships, remote pilotage and the current scenario of US pilotage.

The second panel addressed “Regulation versus the perils of pilots’ embarking”. An overview was outlined on the European Regulation 352/2017). Dutch pilot Arie Palmers gave a talk on the embarking. The French Federation of Maritime Pilots (FFPM) showed an educational video with a background of occupational accidents between 2001 and 2021 and on how to recognize irregular arrangements. There was also the presentation of the

agreement between 27 Maritime Authorities (Paris MoU) which have implemented a unique system of port state control.

In the last panel on the first day – “The importance of communication in pilotage” –, the topics were the contribution of pilots for safe navigation, the pilots’ role in the bridge team, and also the presence of women in pilotage and how they arrived at the profession in the European continent.

On the second day, the topics under discussion were “Teamwork in pilotage” and “Development of occupational safety training”.

The vice-president of Brazilian Pilots considers that participation at these events is very important. Bruno Fonseca highlights that “It is a way to exchange experiences with work colleagues worldwide, and perceive how Brazilian Pilots is well organized and occupies a leading role in the global context,”

All talks are available in empagmrome2023.com, in the Press section.

BRUNO FONSECA WITH ITALIAN COLLEAGUES ROBERTO BUNICCI AND SALVATORE MECCA

ERIK DALEGE, PRESIDENT OF EMPA

A gap year and victories

After exploring the corners of the Southern region with his family, pilot Hans Hutzler made history in the International Recife-Fernando de Noronha Regatta (Refeno) and came second in Cape2Rio

WITH THE OPEN SPINNAKER photo : arquivo pessoal

In the year of his fiftieth birthday, pilot Hans Hutzler, from Pernambuco Pilotage Zone (ZP-09), took a gap year with his family and focused on races aboard the catamaran Aventureiro 4

From January to July 2022, he sailed in the Southern region with his wife Karina and 10-year-old son Felipe. Then he competed in the Ilhabela Sailing Week in São Paulo, winning all six races in the multihull class. In September, he made history by winning the International Recife-Fernando de Noronha Regatta (Refeno). Hutzler completed the 30 nautical miles to the archipelago in 32 hours, 49 minutes and 56 seconds. A lone sailor has never completed the race in such a large boat – the Aventureiro 4 was built in 2020 in France and is 51 feet long.

In November, after a thorough overhaul of the boat, the family set off to Cape Town, South Africa, departing in January 2023 for Rio de Janeiro in Cape2Rio, the only long-haul regatta in the southern hemisphere, held every three years. He was runner-up, achieving the same feat as Brazil in 2003, after having sailed 3,646 nautical miles in 20 days.

Hans Hutzler’s adventures, however, began long before, when the family left from Recife (Pernambuco-PE) for Porto Alegre (Rio Grande do Sul-RS) to explore the three southern states. At Lagoa dos Patos (RS), they visited amazing places, such as Porto do Barquinho, Cristóvão Pereira, Saco de Tapes and São Lourenço do Sul. In Santa Catarina, one of the highlights was Armação da Piedade. And in Paranaguá Bay (Paraná-PR), they were delighted with the Medeiros Community in Guaraqueçaba, Puruquara Island and Varadouro Canal that flows into Trapandé Bay, in São Paulo.

In fact, in Paraná, they confronted the worst hazard of the voyage on their way to the Medeiros Community. It was a calm day, and the catamaran sailed on automatic pilot. Hans Hutzler saw on the electronic chart a rock submerged four meters in depth, but he was unaware of anything and went down for some chocolate. On his return the rock was ten meters from the bow, only “three and a half inches outside the water".

“There was only time to press the automatic pilot and turn the wheel around completely. Luckily I’m a harbor pilot. The boat

photo : personal file

JOHANN GEORG HUTZLER & FAMILY EXPLORING THE INLETS BETWEEN BARQUINHO PORT AND SUMIDOURO LAGOON (RIO GRANDE DO SUL-RS)

turned the stern over the rock. Just in time to press the automatic pilot and turn the entire wheel. Then I turned the wheel to the other side to save the stern. We passed less than one meter from the rock”, he reported on the YouTube channel Hashtag Sal.

One of the negatives of the voyage was seeing how much plastic there is everywhere, now a global concern. For the family, each sailing and anchoring is a learning experience, mainly due to the welcoming nature of the Brazilians.

“We visited some fantastic places. But what stays in my mind are the people and human warmth that we encountered on our way. Every day is a school day.“

After competing in the Ilhabela Sailing Week (SP), Hutzler faced a major challenge: sailing a catamaran single-handed for the first time in the 300-nautical mile Refeno regatta (Recife-Fernando de Noronha). It was also the largest solo sailing boat in the competition. And, thanks to a different strategy than the other competitors, he left behind the Pernambucan Patoruzú, three-times champion of the regatta.

It was not a fast race. A few hours after the start on September 24, a fair wind began in relation to the island (crosswind) and Hutzler chose to force the course (more open to the wind), gaining speed but unable to make for the island. That night, the tracking system showed that it was the right tactic and, as the wind opened, the Aventureiro 4 took the lead, not to lose it again.

“In the early dawn of Sunday morning, I caught sight of the Patoruzú 2.2 nautical miles astern. At 6:30am a heavy storm was imminent (a rain cloud bringing very strong wind). By then I was 2.5 miles ahead of my adversary. The wind was 33 knots, I managed to take down the prow sail just in time.”

The Patoruzú did not catch all this wind, but suffered a breakdown which left it drifting for six hours, missing its opportunity to dispute the race for the Blue Riband. In 2021, the Aventureiro 4 had arrived just 12 minutes after its "rival".

“This was the first Refeno for this boat, I felt it had a lot of potential. Weight, however, is a very important factor with catamarans. The best strategy was to sail as light as possible”, Hutzler explained.

Eighty-one vessels competed in Refeno 2022. The Zero Mark start is always a major event and attracts a huge public. You can watch it on YouTube with narration by Karina Hutzler, Hans’ wife and sailor too, who detailed every boat that passed.

In November, the family left for Cape Town to prepare for Cape2Rio. In fact, the preparation began in 2020, with the

Aventureiro 4 still in the French shipyard, undergoing changes to meet the race’s 93 safety requirements, the last being completed a few days before departure to Rio de Janeiro. That year, Hans Hutzler competed in Cape2Rio as navigator of a Rio de Janeiro boat and ended in fourth place, a valuable experience that contributed to the new challenge.

Planning also involved a weather study analyzing historic data and simulating routes, essential for a regatta. During the crossing, with updated information, these plans are reviewed using specialist routing software. This year, the conditions were atypical with weaker winds, and even no winds at all in some regions, causing him to change the routes.

According to Hutzler, his pilot experience helps a lot in competitions in the sailing world:

“We bring a baggage of nautical expertise. We study weather and navigation not just for the pilot practitioner selection process. That certainly helps”.

The captain-cum-navigator’s family boat had six crew members, among them his son Felipe, the youngest of the group. He has been sailing since he was six years old in the Optimist class and ventures as a writer. In his third book, with his own illustrations, Felipe will describe the voyage to Africa and return to Rio. In his first publication, Sailing in Trunks, the theme was the Aventureiro 4’s

arrival to Brazil from the shipyard. The second book will describe his gap year, every adventure in which he had the good fortune to be aboard.

His father is not sure if he will compete in Cape2Rio in 2026. In his horizon, he intends to dedicate himself to his son’s races in the Optimist class, since Felipe was unable to compete in the 2022 Brazilian championship. A good cause, isn’t it?

photo : arquivo pessoal

VISTA AÉREA EM PORTO DO BARQUINHO

FOR 215 YEARS WE HAVE BEEN SAFELY STEERING SHIPS INTO PORTS, PROTECTING MARITIME TRADE, PEOPLE AND THE ENVIRONMENT WHERE THEY LIVE

EVENT

VICE-PRESIDENT OF BRAZILIAN PILOTS INTRODUCES THE ACTIVITY AT PORTOS & COSTAS EVENT

Pilot Bruno Fonseca, vice-president of Brazilian PIlots addressed the profession and its importance for shipping safety in a talk at Portos & Costas Brasil 2023, . In its second year, the event in Balneário Camboriú (Santa Catarina-SC), attracted representatives of universities, corporations, maritime and port authorities, in addition to the World Association for Waterborne Transport Infrastructure (Pianc) and Brazil’s Agency for Waterway Transportation (Antaq). Topics under discussion involved port planning, risk analysis, maneuver simulation, infrastructure and environment.

NAVIGATION AIDS

RIO DE JANEIRO HOSTS THE 20TH IALA CONFERENCE

Between May 29th and June 3rd, Rio de Janeiro hosted the 20th Conference of the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA). The program debated virtual navigation aids, communication and cybernetic safety, autonomous ships, vessel traffic service (VTS), sustainability, risk management, radar technologies, marine traffic automatic identification system (AIS) and the new VHF Data Exchange System (VDES). Pilot Ricardo Falcão, president of Brazilian Pilots and vice-president of International Marine Pilots’ Association (IMPA) represented both agencies at the event.

CONDOLENCES

NOTE OF CONDOLENCE FOR THE DEATH OF COLLEAGUES OF ZP-01 AND ZP-20

Brazilian Pilotage expresses its deepest regret for the death of pilot Eloi de Oliveira Barros in March. The pilot worked in Pilotage Zone 01 (Fazendinha-Amapá / Itacoatiara-Amazonas), protecting the rivers of the Eastern Amazon Basin. Pilots José Fernando Mourão Borges and Mauricio Tavares Altê of ZP-20 (Patos Lagoon, Rivers, Ports and Inland Terminals in Rio Grande do Sul) also died in February and March, respectively. We offer our sincere condolences to family members and friends of these two colleagues, who always performed their work with diligence and proficiency.

ELOI DE OLIVEIRA JOSÉ FERNANDO MOURÃO MAURICIO TAVARES

RICARDO FALCÃO AND COMMANDING OFFICER CAPTAIN FABIO SANTANA SOBRINHO, FROM THE ALMIRANTE MORAES REGO NAVIGATION AID CENTER

FENAPRÁTICOS PAYS TRIBUTE TO OTAVIO FRAGOSO

Pilot Otavio Fragoso was honored by the National Pilots’ Federation for his contribution toward enhancing the profession. He participated in the creation of the Federation, as its first president in the 2013-2016 and 2016-2019 administrations. He is currently tax advisor and representative delegate in the National Confederation of Workers in Waterway and Air Transports, Fishing and Ports (Conttmaf).

ANNIVERSARY

105 YEARS PORT AUTHORITY IN AREIA BRANCA

Areia Branca Pilotage (ZP-06) participated in the commemoration of the 105th anniversary of the Area Branca Port Authority (Rio Grande do Norte-RN). The photo shows sea-going captain Hélio Passarão (HMS Brasil); Valmir Araújo (director of Intersal); lieutenant commander Elcimar Machado (Port Authority agent); and pilot Igor Sanderson (president of Areia Branca Pilots).

SOLIDARITY

SP PILOTAGE SUPPORTED VICTIMS OF THE SÃO SEBASTIÃO TRAGEDY

São Paulo Pilotage not only coordinated aid for the victims of the record-breaking rainfall tragedy in São Sebastião, in February, but also joined the donation effort. Together with the business sector from the lower Santos region, the pilot station donated six tons of food, water, cleaning products and toiletries for the homeless.

photo: Publicity

MEDIA SUCCESS

INSIDE MANEUVERS

The four videos of maneuvers produced by Rumos Práticos in Santos and São Sebastião were the audience leaders for the period in social media. On Instagram and Facebook, there were 27,000 engaged accounts and 2,400 likes and reactions, and 12,000 views on YouTube. By the way, we’ve reached over 5,000 inscriptions to our YouTube channel! On Twitter, the videos had 1,800 impressions. We thank SP pilotage and the pilots Acioli, Balthazar, Fontes and Miguel, who took us on board.

BEYOND BERTHING AND UNBERTHING

The post showing that the pilotage service isn’t limited to berthing and unberthing maneuvers, but also includes all the navigation in the terminals’ access channels, reached 10,000 Instagram and Facebook accounts, in addition to 500 Twitter impressions. The image illustrating the content is of an overtaking in the Arapema coast in Santarém (Pará), recorded by marine pilot Raphael.

Whenever possible, we have published testimonials of captains with respect to the work of Brazilian pilots. One of them was from the long-haul captain Abel Sanca, almost ten years in command. The post reached 8,000 accounts on Instagram and Facebook, with 570 likes and reactions. There were 590 impressions on Twitter.

"BRAZILIAN MARINE PILOTS ARE VERY GOOD INDEED"

@freepik

photo: Gustavo Stephan

photo : prático Raphael

photo : Rodrigo March

photo: pixabay/Monica Volpin

ASD Tugs: Thrust and Azimuth Learning to Drive a Z-drive

In ASD Tugs: Thrust and Azimuth − learning to drive a Z-drive , Captain Jeff Slesinger offers the reader a systematic and sequential lesson on maneuvers with azimuth tugs. And, to do so, he uses not only texts, but also illustrations and practical exercises. Each chapter covers a basic element of the maneuver and its application.

The book is an extension of its first edition, published in 2010, when Z-drive technology was on the road to becoming the main propulsion system. The author draws on the recommendations from those using the tool, both in simulator training and aboard those vessels.

"I have applied Jeff’s first edition in my classes, made the publication a must on the reading list before my trainees begin, and for understanding the reference maneuvers. This saves a lot of training time and adds confidence in transitioning from the conventional to the new azimuth tugs", writes Captain Ron Burchett in the preface.