Minding the Helm Marine Navigation and Piloting (1994) / Chapter Skim
Currently Skimming:
E. CENTRAL FEATURES OF A COMPLETE PILOTAGE SYSTEM
E. CENTRAL FEATURES OF A COMPLETE PILOTAGE SYSTEM
Pages 397-415
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 397... ...
Some components are interrelated, but all are discussed separately for purposes of clarity. The central features provide a conceptual framework that can be used by pilotage administrators and pilot associations as points for comparison in assessing the completeness and, subjectively, the adequacy of their pilotage programs.
|
From page 398... ...
Additionally, as more and more mariners enter the profession from nonmaritime countries or nontraditional sources, as vessel crew size is reduced, and as more-intense competition for cargoes is generated among world shipowners, more responsibility may be placed on marine pilots for the safety of vessel operation in port regions. Emerging electronic navigation systems for real-time determination of positions, tidal stages, currents, wind velocity and direction, and visibility may only be available on board some vessels.
|
From page 399... ...
; or · attendance at one of the state maritime colleges or the federal maritime academy, followed by time at sea as a licensed deck officer, as an apprentice in a rigorous marine pilot development program, or both. Basic maritime knowledge can also be obtained at one of the sea service academies, followed by service aboard Navy or Coast Guard vessels.
|
From page 400... ...
; · local and seasonal traffic patterns and densities; · ship maneuvering behavior for all vessels to be piloted, including hydrodynamic interactions with respect to other vessels, facilities, and channel bathymetry; · advantages and limitations of various types of main propulsion and auxil ary maneuvering macnlnery; · shiphandling (for piloting, anchoring, docking, and undocking, maneuvering with and without the aid of tugs, and emergency situations) ; · tug control (for maneuvering assistance)
|
From page 401... ...
Virtually every marine pilot association develops practical skills through a rigorous program of on-thejob training. Pilot candidates accompany experienced pilots as they perform their duties to learn the route, bridge procedures, vessel behavior, decision making under various operating conditions, and other insights that are applied in developing and applying practical skills.
|
From page 402... ...
Such uses have included preparation of pilot apprentices for emergency shiphandling decision making. But, marine pilot associations using simulations have done so primarily for continuing professional development.
|
From page 403... ...
Continuing Professional Development Although marine pilots in the United States generally form close-knit professional associations (which are, in effect, state-regulated or locally regulated, limited-access businesses) , their profession is nevertheless characterized by independent service.
|
From page 404... ...
However, rotational assignments and shipping trends in any particular pilot service area do not by themselves provide complete certainty that pilots will keep pace with all changes in operating practices, technology, rules, regulations, and official policies. A complete pilot model would therefore include means to ensure that a marine pilot's knowledge and skills remain current with developments in the shipping and towing industries so that their service accommodates marine transportation needs.
|
From page 405... ...
A complete pilot model would include pilot participation in a program of continuing professional development combining the various needs and approaches just discussed. Such programs could either be required by licensing authorities or implemented voluntarily by pilot organizations as a professional service to their members (a formal requirement may be necessary in some cases to motivate and ensure organizational, industry, and financial support)
|
From page 406... ...
Additionally, deficiencies in practical skills are difficult to detect unless actually observed. The scope of validation substantially exceeds common practice, except for apprentice programs and those pilot systems that embrace the concept of progressive advancement.
|
From page 407... ...
A complete pilotage model would provide means to ensure the professional competence of pilots at the highest level served and to maintain the level of competence that is necessary. Recency Recency of service on pilotage routes is imperative to ensure that · the pilot keeps abreast of changes that have occurred along the route; and · skills have not become rusty through either long periods between active service or limited opportunity to practice skills on certain types, sizes of ships, or routes.
|
From page 408... ...
Certification requires individuals or organizations qualified to conduct the certification. Many marine pilot associations certify their own pilot apprentices using internal professional development programs.
|
From page 409... ...
However, pilot associations and their members have a moral and perhaps a legal responsibility to ensure that the safety performance of members meets acceptable standards. Professional peer pressure to perform pilotage services at the optimum level of safety is a traditional and integral part of established associations.
|
From page 410... ...
A complete pilotage model would, therefore, specify means for collection of incident and accident data, including testimony. It would also specify provisions for analysis and corrective action based on the results.
|
From page 411... ...
Such an assessment could be conducted by a specially constituted board of experts, a third party such as a marine surveyor, appropriately trained investigators from pilot associations or governing authorities, or some combination of these. Safety Performance Monitoring Related to professional oversight and incident/accident investigation is the monitoring of safety performance of pilots, vessels, and the marine traffic safety system in the pilotage area.
|
From page 412... ...
To the extent that the integrity of pilotage might be jeopardized by pilot liability for marine accidents, the pilotage model would need to consider limits on liability at a level agreeable to the marine pilots, shipping interests, and governing authorities in the public interest. Local Involvement Pilotage is area-specific.
|
From page 413... ...
Generic and port-specific standards that could be used to gauge professional performance are not available. A complete pilotage model would include standards to guide professional development and performance.
|
From page 414... ...
Negotiated rates may or may not provide for adequate pilot compensation, depending on the economic power of the shipping companies relative to the ports to which they can call. Whatever rate-setting structure is chosen needs to ensure adequate compensation for the expert service that is provided sufficient resources to maintain an adequate pilot pool, and infrastructure requirements for effective and efficient service.
|
From page 415... ...
CENTRAL FEATURES OF A COMPLETE PILOTAGE SYSTEM 415 service, pilot vessels, dispatch services, administrative offices, and other support are needed. Infrastructure needs vary greatly by operating environment.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.