|
ASSEMBLY A 23/Res.960
23rd
session 5 March 2004
Agenda item 17 Original:
ENGLISH
IMO RESOLUTION
A.960(23)
Adopted 5 December 2003 (Agenda item
17)
RECOMMENDATIONS ON
TRAINING AND CERTIFICATION AND ON OPERATIONAL
PROCEDURES FOR MARITIME PILOTS OTHER THAN DEEP-SEA
PILOTS
THE ASSEMBLY,
RECALLING Article
15(j) of the Convention on the International
Maritime Organization concerning the functions of
the Assembly in relation to regulations and
guidelines concerning maritime safety and the
prevention and control of marine pollution from
ships,
RECOGNIZING that
maritime pilots play an important role in
promoting maritime safety and protecting the
marine environment,
BELIEVING that
maintaining a proper working relationship between
the pilot, the master and, as appropriate, the
officer in charge of a navigational watch is
important in ensuring the safety of shipping,
NOTING that, since
each pilotage area needs highly specialized
experience and local knowledge on the part of the
pilot, IMO does not intend to become involved with
either the certification or the licensing of
pilots or with the systems of pilotage practised
in various States,
RECOGNIZING ALSO the
high standards of pilotage services already
established in many States and the need for these
standards to be maintained,
CONSIDERING that in
those States that are developing pilotage
services, the establishment of practical minimum
training standards, certification requirements and
operational procedures to provide effective
co-ordination between pilots and ship personnel,
taking due account of ship bridge procedures and
ship equipment, would contribute to maritime
safety,
HAVING CONSIDERED the recommendation
made by the Maritime Safety Committee at its
seventy-fifth session,
1. ADOPTS:
.(a) the Recommendation on Training
and Certification of Maritime Pilots other than
Deep-sea Pilots set out in Annex 1 to the
present resolution;
.(b) the Recommendation on
Operational Procedures for Maritime Pilots other
than Deep-sea Pilots set out in Annex 2 to the
present resolution;
2. 2. URGES
Governments to give effect to these
Recommendations as soon as possible;
3. 3. REQUESTS the
Maritime Safety Committee to keep the
Recommendations under review and to amend them
as necessary in the light of experience gained
from their implementation;
4. 4. REVOKES
resolution A.485(XII).
ANNEX 1
RECOMMENDATION ON
TRAINING AND CERTIFICATION OF MARITIME PILOTS
OTHER THAN DEEP-SEA PILOTS
1- Scope
1.1 It is recognised that pilotage
requires specialised knowledge and experience of a
specific area and that States with many diverse
waterways and ports have found it appropriate to
administer pilotage on a regional or local basis.
1.2 The maritime pilots referred to in
this Recommendation do not include deep-sea pilots
or shipmasters or crew who are certificated or
licensed to carry out pilotage duties in
particular areas.
1.3 Governments should encourage the
establishment or maintenance of competent pilotage
authorities to administer safe and efficient
pilotage systems.
2 - Competent pilotage
authority
2.1 Competent pilotage authority means
either the national or regional Governments or
local groups or organizations that by law or
tradition, administer or provide a pilotage
system. Governments should inform competent
pilotage authorities of the provisions of this
document and encourage their implementation.
2.2 The assessment of the experience,
qualifications and suitability of an applicant for
certification or licensing, as a pilot, is the
responsibility of each competent pilotage
authority.
2.3 The competent pilotage authority in
co-operation with the national and local pilots’
associations should:
.1 establish the entry requirements
and develop the standards for obtaining a
certificate or licence in order to perform
pilotage services within the area under its
jurisdiction;
.2 enforce the maintenance of
developed standards;
.3 specify whatever prerequisites,
experience or examinations are necessary to
ensure that applicants for certification or
licensing as pilots are properly trained and
qualified; and
.4 arrange that reports on
investigations of incidents involving pilotage
are taken into account in maritime pilots’
training programmes.
3 - Pilotage certificate or
licence
Every pilot should hold an appropriate
pilotage certificate or licence issued by the
competent pilotage authority. In addition to
stating the pilotage area for which it is issued,
the certificate or licence should also state any
requirements or local limitations that the
competent pilotage authority may specify such as
maximum size, draught or tonnage of vessels that
the holder is qualified to pilot.
4 -Medical fitness
4.1 Each pilot should satisfy the
competent pilotage authority that his or her
medical fitness, particularly regarding eyesight,
hearing and physical fitness meets the standards
required for certification of masters and officers
in charge of a navigational watch under the
international Convention on Standards of Training,
Certification and Watchkeeping for Seafarers,
1978, as amended, or such other standards as the
competent pilotage authority considers
appropriate.
4.2 If a pilot has experienced a
serious injury or illness, there should be a
re-evaluation of his or her medical fitness prior
to return to duty.
5- Training and
certification or licensing standards
5.1 The competent pilotage authority is
responsible for training and certification or
licensing standards. The standards should be
sufficient to enable pilots to carry out their
duties safely and efficiently.
5.2 Standards for initial training
should be designed to develop in the trainee pilot
the skills and knowledge determined by the
competent pilotage authority to be necessary for
obtaining a pilot certificate or license. The
training should include practical experience
gained under the close supervision of experienced
pilots. This practical experience gained on
vessels under actual piloting conditions may be
supplemented by simulation, both computer and
manned model, classroom instruction, or other
training methods.
5.3 Every pilot should be trained in
bridge resource management with an emphasis on the
exchange of information that is essential to a
safe transit. This training should include a
requirement for the pilot to assess particular
situations and to conduct an exchange of
information with the master and/or officer in
charge of navigational watch. Maintaining an
effective working relationship between the pilot
and the bridge team in both routine and emergency
conditions should be covered in training.
Emergency conditions should include loss of
steering, loss of propulsion, and failures of
radar, vital systems and automation, in a narrow
channel or fairway.
5.4 Initial and continuing training in
the master-pilot information exchange should also
cover:
.1 regulatory requirements governing
the exchange;
.2 recognition of language, cultural,
psychological and physiological impediments to
effective communication and interaction and
techniques for overcoming these impediments; and
.3 best practices in the specific
pilotage area.
5.5 Competent pilotage authorities
should be encouraged to provide updating and
refresher training conducted for certified or
licensed pilots to ensure the continuation of
their proficiency and updating of their knowledge,
and could include the following;
.1 courses to improve proficiency in
the English language where necessary;
.2 sessions to enhance the ability to
communicate with local authorities and other
vessels in the area;
.3 meetings with local authorities
and other responsible agencies to envisage
emergency situations and contingency plans;
.4 refresher or renewal courses in
bridge resource management for pilots to
facilitate communication and information
exchange between the pilot and the master and to
increase efficiency on the bridge.
.5 simulation exercises, which may
include radar training and emergency
shiphandling procedures;
.6 courses in shiphandling training
centres using manned models;
.7 seminars on new bridge equipment
with special regard to navigation aids;
.8 sessions to discuss relevant
issues connected with the pilotage service
including laws, rules and regulations particular
to the pilotage area;
.9 personal safety training;
.10 techniques for personal survival
at sea; and
.11 emergency first aid, including
cardio-pulmonary resuscitation (CPR) and
hypothermia remediation.
6 Continued
proficiency
6.1 In order to ensure the continued
proficiency of pilots and updating of their
knowledge, the competent pilotage authority should
satisfy itself, at regular intervals not exceeding
five years, that all pilots under its
jurisdiction:
.1 continue to possess recent
navigational knowledge of the local area to
which the certificate of licence
applies;
.2 continue to meet the medical
fitness standards of paragraph 4 above; and
.3 possess knowledge of the current
international, national and local laws,
regulations and other requirements and
provisions relevant to the pilotage area and the
pilots’ duties.
6.2 Possession of knowledge required by
subparagraphs 6.1.1 and 6.1.3 may be proved by an
appropriate method such as personal service
records, completion of continuing professional
development courses or by an examination.
6.3 Where a pilot in cases of absence
from duty, for whatever reason, is lacking recent
experience in the pilotage area, the competent
pilotage authority should satisfy itself that the
pilot regains familiarity with the area on his or
her return to duty.
7 Syllabus for pilotage
certification or licensing
7.1 In the syllabus, area means the
waters for which the applicant is to be certified
or licensed. Each applicant for a pilot
certificate or license should demonstrate that he
or she has necessary knowledge of the following:
.1
limits of local pilotage areas;
.2
International Regulations for Preventing
Collisions at Sea, 1972 as amended, and also
such other national and local navigational
safety and pollution prevention rules as may
apply in the area;
.3
system of buoyage in the area;
.4
characteristics of the lights and their angles
of visibility and the fog signals, racons and
radio beacons and other electronic aids in use
in the area;
.5
names, positions and characteristics of the
light vessels, buoys, beacons, structures and
other marks in the area;
.6 names
and characteristics of the channels, shoals,
headlands and points in the area;
.7
bridge and similar obstruction limitations
including air draughts;
.8
depths of water throughout the area, including
tidal effects and similar factors;
.9
general set, rate, rise and duration of the
tides and use of the tide tables and real-time
and current data systems, if available, for the
area;
.10
proper courses and distances in the area;
.11
anchorages in the area;
.12
shiphandling for piloting, anchoring, berthing
and unberthing, manoeuvring with and without
tugs, and emergency situations;
.13
communications and availability of navigational
information;
.14
systems of radio navigational warning broadcasts
in the area and the type of information likely
to be included;
.15
traffic separation schemes, vessel traffic
services and similar vessel management systems
in the area;
.16
bridge equipment and navigational aids;
.17 use
of radar and other electronic devices; their
limitations and capabilities as navigation and
collision avoidance aids;
.18
manoeuvring behaviour of the types of ships
expected to be piloted and the limitations
imposed by particular propulsion and steering
systems;
.19
factors affecting ship performance such as wind,
current, tide, channel configuration, water
depth, bottom, bank and ship interaction
including squat;
.20 use
and limitation of various types of tugs;
.21 the
English language to a standard adequate to
enable the pilot to express communications
clearly;
.22 IMO
Standard Marine Communication Phrases;
.23 IMO
Code for the investigation of marine casualties
and incidents;
.24
Master-Pilot Relationship, Pilot Card,
operational procedures;
.25
pollution prevention;
.26
emergency and contingency plans for the area;
.27 safe
embarking and disembarking procedures; and
.28 any
other relevant knowledge considered necessary.
ANNEX 2
RECOMMENDATION ON OPERATIONAL
PROCEDURES FOR MARITIME PILOTS OTHER THAN DEEP-SEA
PILOTS
1 General
Efficient pilotage depends, among other
things, upon the effectiveness of the
communications and information exchanges between
the pilot, the master and the bridge personnel and
upon the mutual understanding each has for the
functions and duties of the other. Establishment
of effective co-ordination between the pilot, the
master and the bridge personnel, taking due
account of the ship’s systems and equipment
available to the pilot, will aid a safe and
expeditious passage.
2 Duties of master, bridge
officers and pilot
2.1 Despite the duties and obligations
of a pilot, the pilot’s presence on board does not
relieve the master or officer in charge of the
navigational watch from their duties and
obligations for the safety of the ship. It is
important that, upon the pilot boarding the ship
and before the pilotage commences, the pilot, the
master and the bridge personnel are aware of their
respective roles in the safe passage of the ship.
2.2 The master, bridge officers and
pilot share a responsibility for good
communications and understanding of each other’s
role for the safe conduct of the vessel in
pilotage waters.
2.3 Masters and bridge officers have a
duty to support the pilot and to ensure that
his/her actions are monitored at all times.
3 Pilot boarding point
3.1 The appropriate competent pilotage
authority* should establish and promulgate
the location of safe pilot embarkation and
disembarkation points.
3.2 The pilot boarding point should be
at a sufficient distance from the commencement of
the act of pilotage to allow safe boarding
conditions.
3.3 The pilot boarding point should
also be situated at a place allowing for
sufficient time and sea room to meet the
requirements of the master-pilot information
exchange (see paragraphs 5.1 to 5.6).
4 Procedures for requesting
pilot
4.1 The appropriate competent pilotage
authority should establish, promulgate and
maintain procedures for requesting a pilot for an
inbound or outbound ship, or for shifting a
ship.
4.2 As human resources and technical
means have to be planned well in advance, the
operation of an efficient pilotage service
requires information on the Estimated Time of
Arrival (ETA) or Departure (ETD) to be furnished
by the ship as early as possible with frequent
updates where possible.
4.3
Communication by VHF or other dedicated means
should be established as soon as possible to
enable the master to confirm the ship’s ETA and
the Pilot Station to furnish relevant information
regarding pilot boarding.
4.4 The initial ETA message to the
Pilot Station should include all the information
required by local regulations, including:
.1 ship’s name, call sign, ship’s
agent;
.2 ship’s characteristics: length,
beam, draught, air draught if relevant, speed,
thruster(s);
.3 date and time expected at the
pilot boarding point;
.4 destination, berth (if required,
side alongside); and
.5 other relevant requirements and
information.
5 Master - pilot information
exchange
5.1 The master and the pilot should
exchange information regarding navigational
procedures, local conditions and rules and the
ship’s characteristics. This information exchange
should be a continuous process that generally
continues for the duration of the pilotage.
5.2 Each pilotage assignment should
begin with an information exchange between the
pilot and the master. The amount and subject
matter of the information to be exchanged should
be determined by the specific navigation demands
of the pilotage operation. Additional information
can be exchanged as the operation
proceeds.
5.3 Each competent pilotage authority
should develop a standard exchange of information
practice, taking into account regulatory
requirements and best practices in the pilotage
area. Pilots should consider using an information
card, form, checklist or other memory aid to
ensure that essential exchange items are covered.
If an information card or standard form is used by
pilots locally regarding the anticipated passage,
the layout of such a card or form should be easy
to understand. The card or form should supplement
and assist, not substitute for, the verbal
information exchange.
5.4 This exchange of information should
include at least:
.1 presentation of a completed
standard Pilot Card. In addition, information
should be provided on rate of turn at different
speeds, turning circles, stopping distances and,
if available, other appropriate data;
.2 general agreement on plans and
procedures, including contingency plans, for the
anticipated passage;
.3 discussion of any special
conditions such as weather, depth of water,
tidal currents and marine traffic that may be
expected during the passage;
.4 discussion of any unusual
ship-handling characteristics, machinery
difficulties, navigational equipment problems or
crew limitations that could affect the
operation, handling or safe manoeuvring of the
ship;
.5 information on berthing
arrangements; use, characteristics and number of
tugs; mooring boats and other external
facilities;
.6 information on mooring
arrangements; and
.7 confirmation of the language to be
used on the bridge and with external
parties.
5.5 It should be clearly understood
that any passage plan is a basic indication of
preferred intention and both the pilot and the
master should be prepared to depart from it when
circumstances so dictate.
5.6 Pilots and competent pilotage
authorities should be aware of the voyage planning
responsibilities of masters under applicable IMO
instruments**.
6- Communications
language
6.1 Pilots should be familiar with the
IMO Standard Marine Communication Phrases and use
them in appropriate situations during
radiocommunications as well as during verbal
exchanges on the bridge. This will enable the
master and officer in charge of the navigational
watch to better understand the communications and
their intent.
6.2 Communications on board between the
pilot and bridge watchkeeping personnel should be
conducted in the English language or in a language
other than English that is common to all those
involved in the operation.
6.3 When a pilot is communicating to
parties external to the ship, such as vessel
traffic services, tugs or linesmen and the pilot
is unable to communicate in the English language
or a language that can be understood on the
bridge, the pilot should, as soon as practicable,
explain what was said to enable the bridge
personnel to monitor any subsequent actions taken
by those external parties.
7-
Reporting of incidents and accidents
When performing pilotage duties, the
pilot should report or cause to be reported to the
appropriate authority, anything observed that may
affect safety of navigation or pollution
prevention. In particular, the pilot should
report, as soon as practicable, any accident that
may have occurred to the piloted ship and any
irregularities with navigational lights, shapes
and signals.
8- Refusal of
pilotage services
The pilot should have the right to
refuse pilotage when the ship to be piloted poses
a danger to the safety of navigation or to the
environment. Any such refusal, together with the
reason, should be immediately reported to the
appropriate authority for action as appropriate.
9 Fitness for duty
Pilots should be adequately rested and
mentally alert in order to provide undivided
attention to pilotage duties for the duration of
the passage.
* “Competent pilotage
authority” has the same meaning as in annex
1.
**Refer to SOLAS
regulation V/34 and resolution A.893(21) on
Guidelines for voyage planning and STCW Code,
Section A-VIII/2, Part
2
|
