Denmark

Non-compulsory pilotage route claims another victim

Ships frequently run aground on the Hatter Reef at the entrance to the Baltic Sea.

Thankfully no life was lost and no pollution occurred as a result but there was clearly potential for disaster. The frequency of the groundings, nearly always involving un-piloted, north-bound, large bulk carriers has caused some controversy in that these common circumstances point to an obvious solution i.e. the utilisation of pilots.

Nevertheless, the route is not a compulsory pilotage area and there are no plans to change this situation. This may have more to do with political sensitivity than the purely navigational and safety considerations of transiting the Great Belt. The significant number of groundings clearly illustrates the difficulties of navigating this particular stretch of water. Accordingly, there is great benefit in utilising a pilot even though the use of one is not compulsory. Both Intertanko and Intercargo are co-operating in highlighting to their membership the value of taking pilots through the Great Belt.

Shipowners should note that this peculiar circumstance, where a particularly difficult area of navigation is declared a non-compulsory pilotage area for essentially non-navigational reasons, may exist in other areas of the world. Masters should not therefore always assume that non-compulsory pilotage areas are easier to navigate safely.

A useful publication available from the Danish Maritime Authority website 'Navigation through Danish Waters' (www.frv.dk/en/ifm/navigation/navigation_ntdw.htm) includes the IMO Resolution MSC 138(76) Recommendation on Navigation through the Entrances to the Baltic Sea. Unfortunately, as its title suggests, this Resolution gives no guidance as to where pilotage should start and finish. Indeed, it appears that some Masters proceeding out bound from the Baltic consider the assistance of a pilot beneficial until passing the Great Belt Bridge, but that thereafter navigation is somewhat less difficult. In fact, it is the deep-water route guiding vessels through the Hatter Reef which appears to cause most difficulty. This requires a 60° turn at the Hatter Barn light into a channel which is less than five cables wide. This channel accommodates both north and south-bound vessels so the effective width available could be as low as 2 cables It is evident that the turn has to be commenced early and at an appropriate speed. A recent Danish Maritime Authority investigation emphasised the usefulness of parallel indexing in such situations as it allows the navigator to readily determine the correctness of the turn. Additionally, the passage planning should provide for 'alter course positions' to be identified by bearing and distance from local, fixed, navigational marks rather than latitude and longitude determined by GPS.

The Danish Maritime Authority report also suggested that the buoyage in the area could be improved. The Association understands that this may already have been undertaken with the addition of five low water markers and two light buoys.