A

MESSAGE

FRO M

THE

PRESIDENT

Colleagues, I'm writing this in a cold and snowy London, attending IMO MSC88 directly after our warm and balmy sojourn in Brisbane. The IMPA team at MSC 88 is doing excellent work, as always, and I am particularly pleased that Senior Vice-President Otavio Fragoso could take his usual place on the team after dealing with some heavyweight problems in Brazil.

IMPA President Mike Watson speaking at the IMPA conference.

The Brisbane Congress was productive and informative. We enjoyed wonderful hospitality from the Brisbane pilots. During the business sessions, there were a number of very interesting presentations, particularly about how pilots are making advanced navigation technology work for them. It is gratifying to me that pilots continue to be the clear leaders in developing and applying sensible technological improvements in navigation.

While the practice of pilotage evolves, certain fundamental principles remain the same - and we saw several reaffirmations of those principles. First, pilotage is best provided by a unified pilot group operating in a regulated, non-competitive environment. Second, the most essential feature of pilotage is the individual pilot on the bridge of a ship using his or her training, experience, knowledge, and skills to bring the ship safely through pilotage waters. There is simply no substitute for the pilot on the bridge of a ship.

On the second point, it is extremely important that we keep our focus on the individual pilot. In ports and waterways allover the world, IMPA-member pilots are working at all hours of the day and night, in all weather conditions, protecting their port and the public interest. As I begin my new term as your president, I am as determined as ever that IMPA will work tirelessly to ensure that every pilot receives

the support of his or her government, is respected in the maritime community, and has a safe, secure and rewarding career.

So, renewed thanks to our Congress hosts in Australia, and I send all members Seasonal Greetings and good wishes for safe sailing in 2011.

Mike Watson

IMPA President Mike Watson with Canada '5 Transport Minister john Baird and Canadian Pilots' President Simon Pelletier on board HQS Wellington on 30th july 2010.

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• optimal positioning of aids to navigation.

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Message from the

Secretary GeneraL ..

CoLLeagues

I am writing this at IMO ~SC directly following our successful Brisbane Conference.

The contrast not just in time - 10 hours - but also in temperature - 20°(, means your team looks a little jaded! However, we have used our time in London well, to give a presentation to IMO delegates on our position on e-nav, to meet BIMCO on Passage Planning and to hold further talks with IALA. When everything is finished the President will finally be able to go home, and the staff can attack the mountain of work resulting from the Conference. Hopefully by the time you read this, all papers from Brisbane will be on the website. We were certainly encouraged by the number of you who signed up for access to the Members' Area of the website during the Conference.

From the Staff's perspective, it was certainly good to meet so many of you at the Conference and put faces to names. We are, after all, a membership organization which "belongs" to all of you.

Finally, we hope you enjoy this re-styled "International Pilot". The staff felt it was time to 'freshen up' the magazine and have managed at the same time to reduce the cost of its production significantly.

Thank you for your kind words and encouraging support for our work.

Nick Cutmore Secretary General

II

History of the Hidden Life Jacket ...

Captain Paul Dunn - the Pilot that twice cheated death

Two weeks before his retirement, Captain Paul Dunn, 60, plunged from the side of a cargo ship into the freezing cold waters of the North Sea, in pitch black in the early hours of the morning. Paul had been transferring from Pilot Cutter Greatham to cargo ship Karina G bound for Tees Dock.

THE INTEItNATIONAl PILOT· ISSUJ; 29 • J u ltV

Two weeks before his retirement, Captain Paul Dunn, 60, plunged from the side of a cargo ship into the freezing cold waters of the North Sea, in pitch black in the early hours of the morning. Paul had been transferring from Pilot Cutter Greatham to cargo ship Karina G bound for Tees Dock.

As Paul climbed the ladder up the side of Karina G he lost his grip at deck height. Paul was in the water for 20 minutes before being winched to the safety of the Pilot Cutter and despite hyperthermia setting in (Paul's body temperature had dropped to 31°C when it should have been 37.6°C) he subsequently made a full recovery. What makes this story all the more poignant is that Paul had just got his river pilot's licence and was only two weeks into the job in 1979 when, as a crew member aboard the cutter White Force, he fell into the sea off the Tees estuary. On both occasions Paul was wearing a Sea Safe coat with integrated lifejacket - and both times the coat certainly assisted with Paul's rescue.

Recalling the moment off Tees Bay when he lost his grip on the handrail on the cargo ship Karina G, spun round and plunged into the choppy, numbingly cold water with a metre high swell, he said: "My first thought was 'Oh no, not again'. Then I hit the water - usually the first effect of that at these temperatures is thermal shock and your heart can stop. Even though my training automatically kicked, in my body was shutting down but thanks to the skills and quick-thinking of my colleagues on board Greatham, they got me back on board. On each of these life threatening incidents I was wearing my SeaSafe coat and both times it worked brilliantly - inflating instantly, giving vital buoyancy and aiding recovery".

Just in the last 12 months SeaSafe know of three incidents where harbour pilots have fallen in the water and the Sea Safe coat they were wearing has assisted with their recovery. It's not an exaggeration to say that from its humble beginnings the Sea Safe combination jacket has gained universal admiration amongst professional mariners worldwide - so much so that most harbour pilots would never dream of setting off without wearing one.

The first combination coat and lifejacket was developed in 1966 by a Medway pilot, Captain Coe. His vision and determination to develop a foul weather coat with a built in lifejacket was a spark of genius. It meant that as soon as a pilot put the jacket on they were 'automatically' safe. Over time this pioneering invention has gained widespread favour amongst professional mariners the world over.

,

The early combination coats and lifejackets were developed under the SeaSafe brand and were predominantly used by Trinity House pilots. This meant that all coats had to be black in colour to adhere to Trinity House uniform standards. The lungs on the original jacket were glued together to make a bag and could only be inflated by mouth.

By the late 1970s, technological developments meant that oral inflation was superseded by an automatic firing system. This was a giant leap forward in safety - as soon as the MOB hit the water the jacket would inflate automatically - in less than five seconds. With the rapid development of ports and the dismemberment of the Trinity House Pilotage service, different colours of jacket were introduced to the SeaSafe range to keep up with fashion and market demands.

As technology developed together with a modern factory, modern threads and modern machinery, the jacket continuously evolved - and improved. Harbour pilots wanted the option of a jacket that was shorter in length and one without arms SeaSafe responded accordingly to meet customers' expectations - a business ethos that has remained throughout the company's 44 year history.

Developments and changes are only ever made by SeaSafe after listening to pilots to ensure that the safety clothing performs in the way demanded by pilots - after all, lives are at stake so there can be no room for compromise. A good example being a special head designed for helicopter work due to the fact that you cannot use automatic firing systems in helicopters.

Combination jackets today

The most modern combination jackets now include personal locator beacons, lights and strobe lights and in some ways are worlds apart from the original 1960s versions. Even the lifejacket lungs have substantially improved. Due to technological advances, whilst the style of the lungs is unchanged in decades, they can now be manufactured using state-of-the-art high frequency welding machinery. Together with more rigorous and extensive testing procedures, they have become intrinsically safer. And the same lung can be inflated manually, automatically or orally.

II

A Brisbane Perspective

It's a safe bet that by now everyone who attended the XXth Congress has returned horne and there can be few that didn't think that the Moreton Bay Pilotage district was probably one of the best jobs in the world, especially if 7m tides and ice are your normal staple diet!

However, looking at the meat of the conference what did we learn, either about ourselves or our work? Well one of the objectives of the event was set out in the theme "World Pilots Together" which was an attempt to bring members together after some fractious times over recent years and events in Brisbane would suggest we have moved well in the right direction. There were heated debates on the role of the pilot vis-a-vis the Bridge Team but by Friday there was an understanding of where various speakers were coming from. The legal/regulatory session was the one which drew most debate from the floor. The contents of some presentations on Criminalization might have been alarming for some but it was a reflection of the world in which we operate. It was a similar tale in the Competition session which also ought to act as a warning to everyone. As one delegate remarked "Just one pilot has to leave a group, to be the seed for future competition".

Another helpful outcome was a clear perception by members that the Association was on the correct track in terms of strategy and

Mike asks the Minister why compulsory pilotage isn't her first choice in the Creat Barrier Reef

direction. Not that the Executive are complacent. The downside is that a great deal of the Associations work falls on just a few Executives.

The fact that subscriptions did not rise was a pleasant development ~ for everyone and there was a warning too from several speakers that 'J the Association's work is growing in response to threats from a number of directions.

The Technical sessions were stimulating, sometimes a little too so for some delegates, but showed the way ahead for the profession 'Very clearly.

Our grateful thanks to Brisbane Pilots for putting on this excellent event.

Boris Kopaitic of Chile Port Pilots Association.

II

Mike Watson shakes hands with Capt Lu Yue Ming of Shanghai Maritime Pilots' Association after his Presentation to the Conference.

Captain Cahit Istikbal chairs sessions on Competition and Criminalisation.

Snr Manuel Nogueira, Representative of Spain to IMO, reads the speech of His Majesty King Juan Carios, IMPA Honorary President.

About Trust".

Joe Angelo, of INTERTANKO gives the Hein Merkhens Memorial Address, "It's All

:4 Brisbane Perspective' continued overleaf

II

Peter Uley (Right), AMPI President and Conference Host, hands the IMPA flag to UKMPA Chairman Joe Wilson for IMPA 2012 in London.

(Left to Right) Gary Prosser, IALA, Richard Coates, NI, and Alan Coghlan, IHMA.

Simon Pelletier.

Dirk Vael and Ronny Detienne II;;;iJ..,.... grapple with technology.

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Fatal error in ladder fall

Botched gearbox maintenance has been blamed for a ladder collapse that killed an Evergreen crewman in the us.

Chin-Fu Huang, 41, from Taiwan, fell from the 6,046-teu UK-flagged containership Ever Elite (built 2002) on 10 September 2009 as it entered San Francisco Bay. He drowned after the lower section of the accommodation ladder he was standing on broke free and fell into the water, the UK's Marine Accident Investigation Branch (MAl B) said. It was the third fatality on board Evergreen's 11 UK-flagged ships reported to MAIB within eight months. And six accommodation ladder hoist failures on other owners' ships have been reported to the MAIB in the last five years, two of which resulted in the loss of life (See also page 18).

When Huang was on the ladder, a colleague heard "a loud bang followed by a whirring sound as the ladder fell rapidly towards the sea," MAIB said. The man was spotted about half a metre below the surface of the sea by a tug _crew between 10 and 15 minutes after entering the water, but there were no signs of life. The local coroner determined the cause of death to be drowning with blunt force injuries. Huang had suffered injuries to his head, neck, chest, back, abdomen and legs, resulting in a broken right femur, fractured ribs, multiple bruising and abrasions. These injuries were not considered to be fatal. The report found that the ladder was set free when the hoist winch gearbox failed. "The gearbox had been incorrectly re-assembled by the ship's crew following maintenance," it added.

Factors leading to this error included:

the lack of technical information held

an ineffective management system of onboard maintenance

the low-level maintenance and testing requirements adopted for the hoist winch because it had not been considered to be lifting gear as defined in national regulation.

It also said rigging the ladder when underway was unnecessarily hazardous, and a safe system of work had not been developed. Huang fell into the water and drowned because he was not wearing a fall arrest device and a lifejacket, which should have been required for working over the side.

Other, unrelated, safety shortfalls were identified during the investigation, MAIB added. MAIB has asked Evergreen to strengthen its safety culture and improve the maintenance management systems on board its. vessels.

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THE INTERNATIONAL PILOT· ISSUE 29 • JANUARY 2011

III

New 'Swath' for the German Bight

The new pilot station ship 'Elbe' was christened at a formal ceremony in March.

Due to their exceptional navigational characteristics, the Latvian Navy has also chosen SWATH@A&R as patrol boats and placed an order in Lemwerder for two 2s-metre vessels. The Estonian waterways authorities have also opted for a hydrographic research vessel with SWATH@A&R technology as part of the EU-funded "Improving navigational safety in Estonian waters" programme.

This ship is the largest of its kind built by Abeking & Rasmussen and was christened by Susanne Ramsauer, wife of Germany's Federal Minister of Transport, Building and Urban Development The ceremony was attended by numerous representatives from national and local govemment, different pilot organisations, industry and the shipyard itself.

In the private sector, the unusual hull design has also kept a successful course.The 4O-metre expedition yacht, 'Silver Cloud', is currently on a trip around the world with its owner.

This 60.4-metre-long and 24.6-metre-wide vessel is the first of two similar vessels for German pilots. The new buildings are vessels to be used as pilot station ships in the German Bight. After a successful Europe-wide tender in July 2006.

. For further information contact:

Abeking & Rasmussen, Germany.

PH: +49 421 67330, FX: +49 421 6733 112, Email: info@abeking.com, Web: www.abeking.com

Abeking & Rasmussen was awarded the contract to construct and supply both fully operational vessels for the Waterways an Shipping Directorates North (Kiel) and Northwest (Aurich) by the Federal Waterways Engineering and Research Institute (Bundesanstalt fur Wasserbau, BAW) on April 19,2007.

Reproduced from Baird Publications' Work Boat World with their kind permission

The newly commissioned vessels will replace their ageing 40-year-old predecessors ('Kommodore Ruser', 'Gotthilf Hagen', 'Kapitan Konig'). The ten-year-old, 50-metre SWATH@A&R pilot station ship 'Hanse' (formerly known as 'Elbe') is now available to pilots on the Eibe and Weser riv.ers in case of exigency.

Accordingly, the fteet has been consistently modernised, culminating in the construction of these ships. The fteet: will then cOnsist of the following vessels: the 6O-metre SWATH pilot station ship 'Elbe' and a near identical vessel. the SO-metre SWATH pilot station ship 'Hanse' and the SWATH pilot tenders '[)6se', 'Ouhnen', 'Wangeroog'and 'Bor1wm',

These are the ninth and tenth ships of this type to be built and delivered. Most of them perform their duties in the North Sea for German and Outch pilots. The Belgian pilots have also recently opted for this system and ordered three 25-metre tenders and. 6O-metre station ship. In addition, a 25-~ SWATH tender to be used as a wind farm service vessel Is about to be delivered.

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Pilotless Port Entry Ends in Heavy Contact With Quay

During the evening before a coastal vessel arrived at a small UK port, port control instructed her master that the vessel was to arrive at the pilot boarding position at 0400, and he was then to await further instructions. The pilot would be on a ship leaving the berth intended for the vessel and, once clear of the port entrance at about 0430, would transfer from the departing ship.

At midnight, the master left instructions for the chief officer to call him 30 minutes before pilot embarkation. No further discussion took place and no plan was developed for after the vessel had reached the pilot boarding position. The chief officer called port control 1 hour, and the master 30 minutes, before arrival. The chief officer asked port control on which side the pilot ladder should be rigged, and was told "on the best lee side". The chief officer did not understand, and several minutes later he repeated his question to port control. He was again told "on the best lee side". The chief officer did not understand, and several minutes later he acknowledged but still did not understand. With 1 mile to go, the chief officer called port control again and was instructed to keep east of the outer approach channel buoy.

At 0355, the master arrived on the bridge, took the con, and instructed the chief officer to take the helm and alter course for the channel entrance. The master expected to see the pilot boat close by, and asked the chief officer where it was. The chief officer replied that he had been instructed by port control to stay east of the approach buoys. By this time, the ship was approaching shallow water at the entrance to the port, and the master decided that there was insufficient sea room in which to turn the ship around.

Meanwhile, the pilot, who was on board the departing ship and still alongside the berth, saw that the vessel was close to the port entrance. After confirming her position, he realised that the vessel had no choice but to continue to proceed down the narrow channel to the inner basin. He pointed out the leading lights to the master and sent the pilot boat to guide him to the intended berth, while the pilot manoeuvred the departing ship to the opposite side of the basin.

The inbound vessel inadvertently deviated to the south side of the basin before altering course to starboard and then approaching the berth at a higher speed and at a larger angle than necessary. The pilot advised the master to slow down, to which the master applied full astern propeller pitch. However, this was too late to prevent the vessel making heavy contact with the quay.

The chief officer had been in rank for less than a year, having spent most of his time at sea as an able seaman. The master had been serving on coastal vessels for 9 months, he had always taken a pilot

when entering or leaving port. The master and chief officer, who were of different nationalities, had served together on board for about 8 days, most of which were spent on opposite watches.

The port control operator was a non-mariner and had no radar with which to monitor traffic movements.

Reproduced from MAIB Safety Digest

The Lessons

1. When serving with inexperienced and newLy acquainted officers, masters shouLd never assume that they will necessarily carry out a course of action as they wouLd expect. In such circumstances, it is aLways wise to discuss a pLan of action with them, no matter how obvious it may appear, so as to reassure themseLves that they understand what is required.

2. Management companies shouLd take into account the nationaLity and Lack of experience of particuLar officers when appointing them to their ships, especially when vesseLs are minimally manned with onLy two deck officers.

3. The passage pLan, which shouLd extend from berth to berth, should be discussed between the master and his officers and, importantLy, shouLd allow sufficient time and

sea room for proper piLot/master exchange, and take into 1 account aborting port entry in the event of probLems arising. Further guidance of best practice is contained in

the InternationaL Chamber of Shipping's Bridge Procedure Guide.

4. When the opportunities arise, masters shouLd practise ship-handling so as to become competent in manoeuvring the vessel in circumstances where a piLot is unavailabLe or where intervention under piLotage is deemed necessary.

5. Port authorities shouLd consider the hazard of an inadvertent piLotLess port entry in their risk assessments, and shouLd deveLop appropriate subsequent controL measures as may be required.

II

I

"

Figure 7: Damage sustained to the vessel.

The bolLard was destroyed leaving just the bolLard mounting visible

Figure 2: An aerial view of the damage sustained to the quayside.

THE INTERNATIONAL PILOT· ISSUE 29 • JANUARY 2011

II

"Bembridge" Restored to Former Glory

£ 1 00,000 refit for former Cruising Cutter

"ALL of us are in love with our old lady BEMBRIDGE. She deserves now to be a girl who can be admired again."

That is the view of Rafal Zahorski, general manager of the Polish shipping company, Magemar, which has acquired the former headquarters of Essex Yacht Club, based in Leigh on the River Thames.

The people of Leigh took the former pilot cutter to their hearts, too - and there was great sadness, not only among members of the club, but also hundreds of people in Leigh when the vessel was towed away in 2004 before it became too unseaworthy to be moved.

Now it is set for a new lease of life.

It was a prominent landmark on Leigh seafront for more than 28 years before the club was advised that it should be moved.

It was then replaced by the reinforced plastic minesweeper, HMS WILTON.

Now the Polish shipping company, Magemar has acquired it and embarked on an ambitious restoration project.

When the BEMBRIDGE, which was built in 1938, left its mooring in Leigh it was taken across the River to the Medway where its new owners planned to turn it into a floating restaurant.

But these plans never really materialised and the vessel was left to rot at its mooring.

The Polish company stepped in and bought it last year.

Now, the vessel is undergoing a renaissance in Poland as an ambitious restoration process nears completion.

A spokesman for the company said that they were nearing the end of a painstaking restoration process which has seen the ship faithfully restored to its former glory, and ready to begin its new life as the company's floating offices in Szczecin, in north-west Poland.

Rafal Zahorski has been quoted saying: "I came up with the idea to buy an old vessel, one so attractive the harbour authority would accept it as an attraction of the port and give us permission to keep her inside the harbour, near our stock.

"Additionally, for a shipping company like us to have an office on the vessel is perfect, and we are the first company in Poland to have its offices on a vessel, and additionally on a historic vessel."

It has since been revealed, however, that the BEMBRIDGE almost went down before the restoration work could begin - she was hit and holed by an iceberg while being towed up the river to Szczecin.

The company had to replace the whole deck. The stern deck simply did not exist, because it was removed in 1972, and the company has rebuilt it as it was in 1938.

Now she looks almost like new.

There are plans for the vessel to have its own museum, telling the story of the building of the ship at Smith's Dock on Teesside.

Mr Zahorski said: "In the future, I see the Bembridge being an active vessel, fully restored, attracting many visitors and students, as well as being an attraction for our city, supporting the maritime culture of the port, city and area."

Bembridge refurbished.

THE INTERNATIONAL PILOT· ISSUE 29 • JANUARY 2011

He now wants to build up a fund of memorabilia about the BEMBRIDGE and asks: "I am looking for everything what is related to her - of course especially pictures and scans of any documents. I am looking for any seaman who was on her. Any help very welcome. I have already had a call from a museum of Smith's Dock and three previous owners. Every day I have something more - but still not so much."

Bembridge awaiting refurbishment.

One caller was a pilot who said he spent many hours aboard THPV (Trinity House Pilot Vessel) BEMBRIDGE stationed, periodically, off Dungeness from 1956/65.

"She was as comfortable as you could best expect a pilot vessel to be," he said. "With a full complement of inward pilots aboard numbering 14, plus up to 20 outward pilots arriving during a Friday night she became very crowded."

Tipsy Tanker Master Fined

Tradewinds - 09.09.2010

The captain of a Singaporean-flagged chemical tanker has been fined over £ 1600 by a British court after he failed to submit to a breathalyzer test following an alcohol fuelled arrest. A judge handed down the ruling just a day after Rajesh Kuman Singh, 41, was arrested by police on suspicion of being drunk while at the helm of the Norden-controlled 44,000-dwt Nord Fast (ex-FD Nord Fast, built 2008), according to a statement from the UK Maritime and Coat Guard Agency.

A pilot who was assisting the master in steering the ship into the Fawley oil refinery early Wednesday morning tipped authorities to

) the master's condition. After failing a preliminary test, the captain was arrested and hauled to a nearby police station where he offered a second specimen, but refused to submit to another test as required by UK law. Commenting on the plea deal, a magistrate at the Lyndhurst Magistrates Court said: "This is a very serious matter which was aggravated by your position of authority and your responsibility for the vessel and crew, her size and the amount of fuel cargo that she was carrying.

"It is however mitigated by the fact that there was a pilot on board and that you did try to provide a specimen, your early plea and your clean record." Authorities say Port State Control officers from the Maritime and Coastguard Agency detained the vessel at the refinery shortly after the arrest when they uncovered "a number of defects" onboard the vessel.

According to Equasis, the ship is owned and managed by affiliates of Danish owner Norden.

By Aaron Kelley in Stamford

Have we finally come to the point of "over-regulation"?

THE INTERNATIONAL PILOT· ISSUE 29 • JANUARY 2011

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Ladder offered to pilot in Liverpool by the aptly-named vessel 'Great Chance 'J

The 2010 IMPA Safety Campaign

The 2010 IMPA Safety Campaign, carried out in conjunction with EMPA, took place from 19-25 September.

For the first time this was an on line survey which meant the results were available quickly, and in time for the Conference in Brisbane.

Whilst the statistics did show a small improvement, with a defect level falling to 13.54% the results have been sent to 11'10 and will be on the agenda for both the DE and NAV sub-committees in 2011.,

As if it was planned, at the beginning of the campaign week Liverpool Pilot David Roberts was offered this ladder, at night, by the wonderfully named vessel "Great Chance". With great presence he asked a watching crewman for a knife and cut the ladder in two. The bemused crew promptly produced a new ladder, presumably the one kept for PSC Inspectors.

Later in the week a rating rigging a combination for a vessel 1 approaching Felixstowe fell into the sea when the platform collapsed under him. He had no safety line or PPE and was fortunate the Pilot Cutter was close enough to retrieve him unscathed. It has been pointed out to 11'10 that ships crews are also in peril from defective pilot boarding arrangements.

A r~,1lItll,11111)tltlltt' pro)!"( t sponsored by Lloyd, Regrster Educational Trust ~ut'1cal R-JOgYs?~r E1jductational

p inantute __ rus

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Issue 25 of Alert! looks at the human element skills required of those who are responsible for Operations.

What are the human element knowledge and skills required to ensure the safe conduct of the ship, the safe and timely delivery of its cargo and, the health, safety and wellbeing of the crew? A look at the Centrespread feature in issue 25 of Alert! will reveal that they are many and varied.

It is not just about having an understanding of and implementing the various rules and regulations, and being aware of human capabilities and the influence of the designed environment - although these are

all important - it is also about good leadership, effective two-way communication, teamwork and empowerment from the top down, both ashore and afloat.

Issue 25 is now available from www.he-alert.org

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IMPA Officers President
Michael Watson - USA
Senior Vice President
Otavio Fragoso - Brazil
Vice Presidents
o Steve Pelecanos - Australia
Cahit Istikbal- Turkey
Simon Pelletier - Canada
Stig Thomsen - Denmark
Frederic Moncany - France
Adviser Representatives
Jose Burgos - Panama
Jose Faraldo - Cuba
Don Cockrill- UK
Chris l.efevere - Belgium
Oumar Drame - Senegal
T Murase - Japan
1 IMPA Secretariat Nick Cutmore
I Caron James
Marie-Claire Jenkins HQS Wellington, Temple Stairs Victoria Embankment

London WCZR 2PN

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THE INTERNATIONAL PILOT· ISSUE 29 • JANUARY 2011

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