Práticos dizem que serviço é bom e preço não é caro


A atuação dos práticos – profissionais que conduzem navios na entrada e saída dos portos – é criticada por armadores, a tal ponto que, em dezembro de 2012, a presidente Dilma criou a Comissão Nacional de Assuntos de Praticagem (Cnap). Em sua primeira resolução, a Cnap impôs preços máximos de cobrança, suspensos por liminar. A atual situação preocupa os armadores, deixa a Cnap de mãos atadas, mas também afeta os práticos, que detectam insegurança jurídica. Diz Ricardo Falcão, presidente do Conselho Nacional de Praticagem (Conapra), que o setor investiu muito em Santos (SP) e pretendia aplicar mais no resto do país, mas hesita, diante da ameaça de limitação dos valores. Explica Falcão:

Portaria Nº 227/DPC
Alteração na NORMAM-12

Item 0230 - “DOS DEVERES DO COMANDANTE DA EMBARCAÇÃO COM RELAÇÃO AO PRÁTICO”,  alínea b, subalínea 5:

“Alojar o Prático a bordo em condições semelhantes às oferecidas aos seus oficiais. Na situação de necessidade de embarque de 2 (dois) práticos, a critério do Comandante e de acordo com a disponibilidade de acomodações a bordo, os Práticos poderão ocupar camarotes individuais ou compartilhar camarote entre si;”.

The Pilot-Master Relationship

Once the marine pilot is on board the ship, the first thing he seeks from the ‘bridge team’ is the Pilot Card. This is his first window to the nature of the ship he is entrusted to guide and navigate.

The Pilot Card reveals the vessels LOA (Length Over All), its beam, its dead weight, its tonnage, its draft forward and aft, the engine’s RPM & speed (both ballast & loaded) during its different phases of ahead and astern (e.g.-dead slow ahead) the nature of the propeller (i.e. whether CPP, VPP, normal right handed, Schottel, Voith Schneider, etc), her bow & stern thruster’s power, if available and other technical details.


Taking a glimpse at the pilot card, the pilot judges the nature of the ship and works his plan accordingly. He confirms the nature of canting of the vessel, i.e. in which direction the bow or the stem of the vessel will move – due to the effects of screw race and transverse thrust – once the engines are put on astern. He also takes a look at all the navigation equipment tools of the ship.

Minutes within the movement of the vessel under his guidance, the pilot tries to confirm his preliminary guess about the ship’s behavior. Naturally, here, his experience falls short of the ship’s master, who knows his ship far better just because of the simple fact that he has spent more time than his guest on the bridge.

But where the pilot is at a distinct advantage over the ship’s bridge team is his acquaintance with the domain in which the vessel is plying. It can be confined waters, a channel, a river, a creek, an estuary or even out at sea, where he has to maneuver and make either an approach or sheer out from the berth or jetty. He knows the underwater shallow points, the prevailing wind direction and its effects on the freeboard of the ship, the current of tide or eddies etc. He also knows how to use the marine navigation systems and electronic tools in the most efficient manner in such areas. This makes his place on the bridge virtually indispensable.