Page 19 - Navigator 20

have been scrapped. VTS simply has to provide the service that is required. This is especially important in the event of an emergency. In such situations, there should be no bickering about what is or is not permissible. Ultimately, the captain always has final responsibility, but no one should feel impeded to render assistance when needed.”
DUTCH INPUT
The Dutch Pilots’ Corporation is a member of the IALA. Advisor and former pilot Ed Verbeek takes part in the VTS committee of IALA as a member of the Dutch delegation. At a later stage, registered pilot Martijn Drenth joined the project group that focused on the new draft resolution. Verbeek: “My task within the Dutch Maritime Pilots’ Organisation is to follow international development related to the maritime sector, technology and training. Report on what is going on and see how useful it can be for us. But also to explain to the outside world why we do what we do. The Netherlands, and Rotterdam in particular, plays a special role in the relationship between pilots and VTS.”
ROTTERDAM’S UNIQUE POSITION
Drenth explains: “During a port call, ships and VTS first have contact about all sorts of details such as traffic, pilotage and berth. If ships next approach the pilot point, the pilotage needs to be coordinated. In the Rotterdam-Rijnmond region, this used to be organised from the pilot vessel in the distant past. For decades now, this has however been performed from shore by a VTS-authorised pilot from the Hoek van Holland traffic control centre. This is what makes Rotterdam unique. Of the 220 pilots in Rotterdam, 70 are authorised to work as VTS operators in the sectors Pilot Maas and Maas Entrance.”
DOUBLE ROLE FOR PILOTS
“From our dual role as VTS operator and pilot, we are consequently
a provider to and a user of VTS at the same time,” adds Verbeek. “And that offers us the perfect opportunity to with optimum efficiency contribute expertise to the VTS committee of the IALA regarding
the organisation of the cooperation between VTS, the pilot and the captain. After all, we are familiar with both sides of the coin. Ultimately, the revised IMO resolution is aimed at establishing a global, future- proof, workable document for everyone - ships, pilots, VTS authorities and harbour masters - in which the power and responsibility of each party involved is respected.”
OUTCOME OF THE COLLABORATION
The IALA has now submitted the new draft resolution to the IMO for approval; it will probably be adopted in 2021. Verbeek: “The great thing is that the new resolution is the result of cooperation between all parties such as the VTS authorities, the harbour masters and the IMPA (International Maritime Pilots’ Association) and does justice to the mutual possibilities and impossibilities. Collaboration leads to less ambiguity and better understanding. As Dutch pilots, we are very pleased that we have been able to play a bridging role in this.”
‘ULTIMATELY, THE CAPTAIN ALWAYS HAS FINAL RESPONSIBILITY, BUT NO ONE SHOULD FEEL IMPEDED
TO RENDER ASSISTANCE WHEN NEEDED’
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