Tested emergency plans prevent losses

Port authority viewpoint

During an incident, a harbour master deploys tugs to assist a maritime pilot to control a distressed vessel and works with stakeholders, authorities and vessel traffic management services (VTS).

Port of Tyne chief business officer Ashley Nicholson says planning and exercises are important for testing these responses and contingency plans.  

“When there is an incident, VTS or the harbour master would moblise tugs, pilots and secondary resources and manage nearby traffic, and then call SOSREP and other stakeholders,” she says. “While continuing communications with the pilot, create a team for plan execution to support the pilot and plan for salvage.”

Ms Nicholson says emergency plans should already be created and tested in advance with contingencies for when conditions or the nature of an incident changes.

“We want to be prepared for these incidents by regularly testing them through exercises,” she says. “We have accident response plans ready to be activated and we run exercises.”

These exercises must be varied on each occasion, potentially taking in a ship with steering failure of power losses, and refined by the results from these simulations  

“Things can change so we look at many eventualities to make sure we are ahead of situations and people are ready,” Ms Nicholson says. “We run simulations with pilots, tug masters and VTS to test our responses in emergencies and for salvage, and to work closely with stakeholders.”

She says early intervention from the ship bridge with deployed tugs can provide the best solutions in incidents.

“Pilots are the biggest control measure to mitigate the risk in harbours,” she says. “Pilots are safety partners for harbours. They are our eyes and ears on board and first responders in emergencies.”

She describes pilots as “conductors of an orchestra” to manage tugs during normal port operations and during incidents. “It is critical that pilots and the harbour master act quickly in emergencies.”

Ms Nicholson says pilots have “a level of authority to act during a response, but the harbour master can delegate to pilots to accept assistance from tugs, for example if the ship has a propulsion failure.”

Pilot’s view 

UK Maritime Pilots Association treasurer Alan Stroud highlights the importance of quick reactions by pilots on ships to reduce risks if there is a technical issue such as a power, steering or propulsion failure, or a problem with a ship’s ballasting system.

“Pilots are the first responders. It is critical to take control of a vessel as an early intervention can prevent an issue becoming a major salvage case,” says Capt Stroud.

In an emergency, the “pilot is the crisis manager on the front line” and can “take action to mitigate issues and risks.”  

Having harbour tugs in attendance or on standby means the team can rapidly control a distressed ship which “minimises the escalation of an incident and any resulting losses, business interruption or potential pollution,” says Capt Stroud.

When a situation begins, a pilot will also communicate with a harbour master, VTS and surrounding vessels through VHF and satellite communications and call for tug support. “Having tugs in attendance is important. We can stabilise the vessel and keep it out of trouble by using tugs.”

DWF Law partner and Admiralty Solicitors Group chairman Mark Lloyd says co-ordination between bridge teams, pilot and the harbour authority could help resolve savage cases faster and minimise damages.

“When a ship loses power, often under pilotage, there is very little time to react,” he says. “Things go wrong quickly, whether it is a failure in ship systems or human error.” But there are barriers to quick responses, such as worries over liabilities, blame and who ultimately pays for salvage, and multiple stakeholders with their own interests, says Mr Lloyd.

International Salvage Union secretary general James Herbert says responses were slowed by delays in contracting salvors, resulting in further damage and losses.  

“Masters are increasingly not making the decisions to get salvage assistance,” he says. “What is happening is owners or managers start looking for commercial towage instead of salvage, which slows responses.” When a master has a distressed ship, they could sign a Lloyd’s Open Form  and get salvage towage immediately, but managers could take days to negotiate a commercial towage contract, says Mr Herbert.

The 28th International Tug & Salvage Convention, Exhibition & Awards will be held in Gothenburg, Sweden, in association with Caterpillar, 19-21 May 2026. Use this link for more details of this industry event and the associated social and networking opportunities.