Operational Guide · Registers & Logbooks

# Pilotage and Under Keel Clearance in Restricted Areas

The presence of a pilot does not transfer responsibility for the ship: how to maintain effective pilot-crew cooperation during the most delicate manoeuvres.

pilotage under keel clearance manoeuvring master-pilot exchange

## Operational Explanation

The pilot provides expert advice on navigation in local waters (ports, canals, restricted areas), but legal responsibility for the conduct and safety of the ship always remains with the Master. Effective cooperation between the pilot and the bridge team, not merely the pilot's presence on board, is what determines the real safety of the manoeuvre.

Under keel clearance (UKC) — the margin between the ship's keel and the seabed — is one of the most critical elements in restricted areas: a margin that appears sufficient on the chart can be significantly reduced by squat (the dynamic sinkage of a moving ship), bow/stern wave, and tidal variations not updated in real time.

## Regulatory Reference

SOLAS Chapter V, Regulation 34 (Safe navigation) requires the planning of safety margins including UKC; IMO Resolution A.960(23) provides guidelines for pilot training and certification and for the Master-Pilot Exchange (MPX) of information.

## Scope of Application

Every ship navigating in areas subject to compulsory or recommended pilotage (ports, canals, estuaries, restricted areas).

## Procedure / How to Complete It

1. Conduct a structured Master-Pilot Exchange when the pilot boards, sharing the ship's characteristics, the planned manoeuvring plan and any operational limitation.
2. Calculate the required under keel clearance considering draught, expected squat at manoeuvring speed, sea state and tide at the time of transit.
3. Maintain independent monitoring of the position and manoeuvre by the bridge team, even with the pilot on board.
4. Actively apply the culture of challenge and response if the pilot's actions do not match the agreed plan or safety expectations.
5. Document the outcome of the manoeuvre and any significant deviation from the plan agreed with the pilot.

## Practical Example

Example MPX: before entering a restricted canal, the Master informs the pilot of the current draught, the ship's manoeuvring characteristics (turning circle, rudder response time), and specific limitations (e.g. bow thruster unavailable), receiving from the pilot the manoeuvring plan intended for the transit.

## Real Cases

Groundings in restricted areas have repeatedly been traced back, in the relevant investigations, to a UKC margin calculated without adequately considering the squat effect at the manoeuvring speed actually maintained, or to a bridge team that did not independently monitor the ship's position, passively relying solely on the pilot's guidance.

## Common Mistakes Mistake Library

Mistake | Consequence | How to avoid it
--- | --- | ---
Cursory or absent Master-Pilot Exchange | The pilot manoeuvres without full awareness of the ship's specific characteristics/limitations | Always structure a complete MPX before every pilotage manoeuvre
UKC calculated without considering the squat effect at the planned manoeuvring speed | Real safety margin lower than estimated, risk of grounding | Always include a squat estimate in the UKC calculation for restricted areas
Passive bridge team during the pilotage manoeuvre, without independent monitoring | A pilot's error is not detected in time | Always maintain independent monitoring of the position and manoeuvre by the bridge team

## PSC Observations

Pilotage is not typically the subject of direct PSC documentary verification, but the quality of the Master-Pilot Exchange and independent monitoring by the bridge team may emerge in the event of an investigation into an incident in a pilotage area.

## Operational Tips

- Never treat the MPX as a formality: it is the moment when the safety of the entire manoeuvre is built.
- Always include the squat effect in the UKC calculation for shallow, restricted areas.
- Always maintain independent monitoring of the manoeuvre, even with an experienced pilot on board: their presence does not transfer responsibility for the ship.

## Checklist

- Structured Master-Pilot Exchange conducted before the manoeuvre
- UKC calculated including the expected squat effect
- Independent monitoring of position maintained by the bridge team
- Culture of challenge actively applied towards the pilot's actions
- Outcome of the manoeuvre and any deviations documented

## FAQ

Does the pilot's presence transfer responsibility for the ship?
No: the pilot provides expert advice on local navigation, but legal responsibility for the conduct and safety of the ship always remains with the Master.
What is the squat effect and why is it critical in restricted areas?
It is the dynamic sinkage of the ship (and the change in trim) caused by movement in shallow or restricted waters: it increases with speed, reducing the real under keel clearance margin compared with static calculations.
What must a complete Master-Pilot Exchange include?
The ship's characteristics and limitations (draught, manoeuvrability, unavailable equipment), the manoeuvring plan intended by the pilot, and every piece of information relevant to the safety of the transit, in accordance with the guidelines of IMO Resolution A.960(23).
🎬 Additional photos, videos and interactive diagrams for this topic will be available in a future version of the platform.

## Related Topics

Anchoring and Anchor Watch Bridge Resource Management

### Leave feedback

Help us improve the platform during the beta -- it takes thirty seconds.

How useful do you find the platform so far?
Comment (optional)
Sign me up for the newsletter
Role