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GUIDE LINES FOR MARINE PILOTAGE STANDARDS

National Maritime Safety Authority

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GUIDELINES FOR MARINE PILOTAGE STANDARDS

1. PURPOSE OF THESE GUIDELINES.

The purpose of these Guidelines is to set Marine Pilot Standards for PNG Conforming to the IMO Resolution A. 960(23) and best International practice.

2. APPLICATION.

These Guidelines are to be used pending the finalisation and certification of the (Marine Pilotage) (Amendment) Regulations 2014

Marine Pilot Standards Guidelines

PRELIMINARY.

1. INTERPRETATION.

In this guidelines, unless the contrary intention appears – “Act” means the Merchant Shipping Act 1975, as amended, except where otherwise indicated; “Authority” means the National Maritime Safety Authority (NMSA); "boarding ground” means a place at which the master of a ship is required to present the ship for the purposes of embarking inward or disembarking a pilot; “check passage” means a pilotage passage during which an applicant or pilot is assessed by a check pilot on their ability to take pilotage charge of a ship; “check pilot” means a Class 1 pilot licensed by the General Manager of NMSA to accompany pilots and assess their ability to take pilotage charge of a ship;

“Competent Pilotage Authority” means the Papua New Guinea body that monitors and controls the overall pilotage system; currently the National Maritime Safety Authority, NMSA (the Authority);

“examiner” means a person authorised to conduct examinations and assess applications on behalf of the General Manager; “General Manager” means the General Manager of the NMSA; “harbour limits” means the geographical limits of a port as published in the National Gazette; “independent external auditor” means a maritime classification society recognized by the Authority providing accreditation to maritime organizations, or, an accredited and

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recognized ISO auditing and certification organization (see “Quality System Certification Scheme” for recognized organizations) “licensed marine pilot” means a person holding a current marine pilot’s licence, issued by the Authority under Guidelines for Marine Pilotage Standards, that entitles him to be in pilotage charge of a particular type and size of ship in the pilotage area for which it is issued “marine pilot” means a person who is licensed as a marine pilot under these Standards; “marine orders” means marine orders issued by the General Manager of NMSA; “master” in relation to a ship, means a person (other than a person who is acting as the pilot of that ship) having command or charge of that ship; “Minister” means the Minister for the time being responsible for transport matters; “observer passages” means a pilotage passage during which an applicant is under training through observation on the navigation bridge of a ship that is under charge of a licensed pilot; “physician” means a person who holds a current licence to practice medicine issued by the Government under the Medical Registration Act (Chapter No. 398), or by a licencing authority recognised by the Government, and who is knowledgeable about seafaring and is designated and recognized by the Authority to conduct medical examinations for seafarers;

“pilotage area” means an area of the sea, or within a port, determined by the Authority to be nominated as a pilotage area, and whose limits have been published in the National Gazette;

“pilotage services” means services to ships offered by a pilot service provider. Such services may include but are not restricted to:

(a) coastal pilotage; (b) sea pilotage (from sea to port or vice versa); (c) shore-based pilotage; (d) river, docking and harbour pilotage.

"pilot exempt master" means a person holding a current pilotage exemption certificate, issued by the Authority under the Marine Pilot Standards that entitles him to be in navigational command of a particular ship, or of a ship within a particular class of ship, in the pilotage area in respect of which it is issued “pilot licence” means a marine pilot’s licence issued in accordance with these Standards; “pilot service provider” means a person or organization registered with the Authority and authorised by the General Manager to provide pilotage services in a particular pilotage area;

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“pilotage charge” the time during which the pilot is in charge of the navigation of the ship and has taken the “con”, or “conduct”, of the ship from the master; “pilotage organisation” means the pilotage organisation responsible for pilotage in one or more pilotage areas, duly appointed by the Authority and published in the National Gazette; where no ”pilotage organisation” has been appointed by the Authority, then the Authority is the “pilotage organisation”; “port limits” means the geographical limits of a port as published in the National Gazette;

“PNG Standards Certificate of Compliance (SCC)” means a document issued by the Authority, or an organization or association authorized by the Authority, which states that the pilotage organization and pilot service provider complies with the requirements of the PNG Standards for Maritime Pilotage;

“Quality System Certification Scheme (QSCS)” means a quality certification scheme of an Accredited Certification Body (ACB) at a recognized organization (RO) where: (a) the recognized organization has developed its own internal quality management system;

and (b) the system of the recognized organization is in conformity with the requirements laid

down by the certifying organization in their “Quality Management System”; and (c) the system of the recognized organization is in operation as described in the relevant

documents of that organization.

“Safety and Quality Management System” means the combination of elements in the quality management system and the safety management system, where: (a) Quality Management System means an organizational structure, procedures, processes

and resources essential for a quality service; (b) Safety Management System means an organizational structure, procedures, processes

and resources essential for the implementation of safety, occupational health, security and environmental protection practices.

“territorial seas” means the territorial seas around the coast of PNG as defined in the National Seas Act; and “tug observer trip” means a trip that trainee pilots must undertake observing operations on the navigating bridge of tugs operating within the relevant port or pilotage area.

ABBREVIATIONS “ARPA” = Automatic Radar Plotting Aid; “ECS” = Electronic Chart Systems; “IMO” = International Maritime Organisation; “ICS” = International Chamber of Shipping; “ISM” = International Safety Management Code (under SOLAS); “ISPS” = International Ship and Port Facility Security Code (under SOLAS); “LNG” = Liquid Natural Gas; “LOA” = Length Overall; “NLS” = Noxious Liquid Substances; “NMSA” = National Maritime Safety Authority; “OCIMF” = Oil Companies International Marine Forum;

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“PPU” = Portable Pilot Units; “SMCP” = Standard Marine Communication Phrases “ULCC” = Ultra-Large Crude Carrier; “VTS” = Vessel Traffic Service; “VLCC” = Very Large Crude Carrier.

PART I PILOT STANDARDS & QUALIFICATIONS 1. MARINE PILOTS 1.1 NATIONAL LEGISLATION CONCERNED WITH PILOTAGE

The current laws governing pilotage in PNG are the Merchant Shipping Act (1975), Harbours Act (1963) and Statutory Instrument No. 12 of 2006; Merchant Shipping (Pilotage) Regulation.

1.2 COMPETENT PILOTAGE AUTHORITY

The National Maritime Safety Authority has been appointed under the legislation to be the Authority responsible for pilotage in PNG and is the “Competent Pilotage Authority”.

1.3 CATEGORIES OF MARINE PILOT

The Standards incorporate different classifications for marine pilots providing services in pilotage areas in PNG, as follows: (a) CLASS 1 pilots are required for ships carrying Noxious Liquid Substances (NLS) in

bulk, crude and petroleum products in bulk, liquefied gas carriers to include LPG and LNG ships, and for any ship greater than 150m LOA;

(b) CLASS 2 pilots are required for ships from 70m LOA up to 150m LOA (except ships carrying NLS , Oil Products, Crude and liquefied gas, which remain as Class 1); and

(c) CLASS 3 pilots are required for non-exempt ships up to 70m LOA (except ships carrying NLS , Oil Products, Crude and liquefied gas, which remain as Class 1); .

Each category of ship will be serviced by pilots having different sea-going qualifications and experience, but the key training components for marine pilots will be the same for all categories. Qualified and experienced applicants who successfully complete the training programme and satisfy other criteria (see Sections 2 and 7) will be licensed as Class 1, Class 2 or Class 3 pilots.

Unless approved by the Authority due to extenuating circumstances, no pilot applicant shall advance to a higher pilot Class unless the applicant has served previously in a lower pilot Class, and has met the Standards to advance to the next higher pilot Class. (Refer to diagram on Annexes page 1).

1.4 PILOT CLASS REQUIREMENTS – ALL CATEGORIES

To be issued with a Class 1, Class 2, or Class 3 Pilotage Licence, an applicant must successfully fulfil the following criteria:

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a) Qualifications; and b) Experience; and c) Training (including Simulator); and d) Observer passages; and e) Check passages; and f) Tug Observer trips; and g) Medical examination; and h) Eyesight examination; and i) Written and Oral examinations.

1.5 CLASS 1 PILOT’S LICENCE – REQUIREMENTS

Qualifications Applicants for a Class 1 licence must hold a valid: (a) Master (Class 1) Certificate of Competency (CoC) issued by the Authority; or (b) Chief Officer (Class 2) Certificate of Competency issued by the Authority together

with 1 year of sea service whilst holding the CoC; or (c) equivalent CoC issued by a flag state that is a party to STCW Convention (1978)

and Code (1995) and recognised by NMSA through a Certificate of Recognition, with 1 year’s sea service whilst holding the CoC.

Experience (d) served as an active Class 2 pilot in the relevant PNG port or pilotage area for a

continuous period of not less than twelve (12) months immediately prior to application; or

(e) have other recent experience and specialized training that offsets the need to previously acquire recent experience of 12 months duration as a Class 2 pilot.

In accepting the experience described in sub-sections 1.7 d) and e), the Authority shall consider the port in which the applicant was licensed, the size and type of ship on which the applicant was conducting pilotage, the use of available tug assist ships, and the under keel clearance of ships and water way. Training, check passages, and competency (f) Applicants having met the qualification and experience requirements shall have

successfully participated and passed a training program, endorsed by the Authority, specific to the applicant port and pilotage area. Observer and Check Passages shall have been successfully completed and a written statement supported by logged documentation, from the pilot organizations audit function verifying successful completion of the training and passage checks, shall be made available to the Authority.

1.6 VALIDITY OF A CLASS 1 LICENCE

A Class 1 licence will be valid for a period of five (5) years after which the Authority may grant a renewal subject to conditions, if any, as the Authority sees fit.

1.7 CLASS 2 MARINE PILOT’S LICENCE – REQUIREMENTS

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Qualification Applicants for a Class 2 licence must hold a valid: (a) Chief Officer (Class 2) Certificate of Competency issued by NMSA together with 1

year of sea service whilst holding the CoC; or (b) equivalent CoC issued by a flag state that is a party to STCW Convention (1978)

and Code (1995) and recognised by the Authority through a Certificate of Recognition, with 1 year’s sea service whilst holding the CoC.

Experience (c) Served as an active Class 3 pilot in the relevant port in PNG or pilotage area for a

continuous period of not less than twelve (12) months, immediately prior to application, or

(d) have held a pilot exemption certificate for a continuous period of not less than twelve (12) months for the relevant port or pilotage area with recent transit experience; or

(e) have other recent experience and specialized training that offsets the need to previously secure the experience of 12 months duration as Class 3 pilot.

In accepting the experience described in sub-Sections 1.9 d) the Authority shall consider the port in which the applicant was licensed, the size and type of ship on which the applicant was conducting pilotage, the use of available tug assist ships, and the under keel clearance of ships and water way. Training, check passages, and competency (f) Applicants having met the qualification and experience requirements shall have

successfully participated and passed a training program, endorsed by the Authority, specific to the applicant port and pilotage area. Observer and Check Passages shall have been successfully completed and a written statement supported by logged documentation, from the pilot organizations audit function verifying successful completion of the training and passage checks, shall be made available to the Authority.

1.8 VALIDITY OF A CLASS 2 LICENCE

A Class 2 licence will be valid for a period of five (5) years after which the Authority may grant a renewal subject to conditions, if any, as the Authority sees fit.

1.9 CLASS 3 MARINE PILOT’S LICENCE – REQUIREMENTS

Qualification

Applicants for a Class 3 licence must hold a valid: (a) Chief Officer (Class 2) Certificate of Competency issued by NMSA together with 1

year of sea service whilst holding the CoC; or

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(b) equivalent CoC issued by a flag state that is a party to STCW Convention (1978) and Code (1995) and recognised by NMSA through a Certificate of Recognition, with 1 year’s sea service whilst holding the CoC.

Experience (c) Served as Chief Officer (CoC 2) for the previous 24 months having acquired 12

months of sea service whilst holding the CoC immediately prior to application. Training, Check Passages, and Competency (d) Applicants having met the qualification and experience requirements shall have

successfully participated and passed a training program, endorsed by the Authority, specific to the applicant port and pilotage area. Observer and Check Passages shall have been successfully completed, and, a written statement supported by logged documentation, from the pilot organization’s audit function, verifying successful completion of the training and passage checks, shall be made available to the Authority.

1.10 MARINE PILOTS CURRENTLY EMPLOYED IN PAPUA NEW GUINEA

Class 3 Licences will be issued to pilots currently employed as marine pilots in PNG subject to the following conditions: (a) the pilot has been actively engaged during the two year (24 months) period

immediately preceding the date on which the application for the licence is received by the General Manager;

(b) the pilot has successfully fulfilled the requirements in Section 1.7 (c) the port in which the applicant was licensed, and the size and type of ship on

which the applicant was undertaking pilotage, are considered by the General Manager as having provided suitable experience for pilotage of Category 3 ships in PNG.

1.11 VALIDITY OF A CLASS 3 LICENCE

A Class 3 licence will be valid for a period of five (5) years after which the Authority may grant a renewal subject to conditions, if any, as the Authority sees fit.

1.12 APPLICATION FOR ISSUE OF A MARINE PILOT’S LICENCE

Applicants shall provide the following documents to the Authority with their application for issue of a Class 1, Class 2 or Class 3 licence: (a) a completed application form; (b) certified copy of their Certificate of Competency and/or Pilot Exemption

Certificate(s) (where appropriate); (c) a certificate of medical fitness; (d) a certificate of visual fitness; (e) verification of port or pilotage area office(s) visits; (f) verification of observer trips on tugs; (g) copies of short course Certificates of Proficiency; (h) verification of observer passages with a supervisory pilot; (i) verification of check passages with a check pilot; (j) two (2) passport sized photographs signed on the reverse; and (k) the appropriate fee.

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2. STANDARDS FOR ALL CATEGORIES OF MARINE PILOT LICENCES 2.1 APPLICATION OF STANDARDS

The Standards outlined in this Section apply to applicants for all Categories of marine pilot licences.

2.2 STANDARD OF ENGLISH

Applicants shall demonstrate the ability to speak English to a standard that will enable them to undertake the duties and responsibilities of a marine pilot safely.

2.3 PRACTICAL TRAINING

Suitably qualified and experienced applicants for all Categories of Marine Pilot’s Licence shall complete the following practical training: (a) observer passages required by Section 2.8; (b) tug observer trips and port office familiarisation required by Sections

2.12 and 2.13; (c) an oral examination required by Section 2.14; (d) Check passages as required by Section 2.17.

2.4 COMPULSORY SHORT COURSES FOR APPLICANTS NEW TO PILOTAGE

Applicants, other than applicants under Section 1.13, shall have completed short courses acceptable to the General Manager in the following subject matters within the five years (5 years) immediately prior to the date of application: (a) Bridge resource management (BRM); (b) Ship-handling simulation; (c) Radar and ARPA simulation including blind pilotage; and (d) Electronic Chart System (ECS) training.

2.5 COMPULSORY SHORT COURSES FOR SERVING PILOTS

Applicants under Sections 1.12 shall have completed the following short courses within 5 years prior to the date of their application: (a) Bridge resource management (BRM); (b) Ship-handling simulation; (c) Radar and ARPA simulation including blind pilotage; and (d) Electronic Chart System (ECS) training.

2.6 CLASS SPECIFIC SHORT COURSES

All applicants shall complete training acceptable to the General Manager in the specific skills appropriate to the class of licence, pilotage area, port, ship or conditions for which the licence is sought, or as required by the General Manager. This may include, but is not limited to: (a) Handling of specialist types of ships, namely;

(i) Liquid Natural Gas (LNG) tankers; (ii) Very Large Crude Carrier (VLCC) tankers; (iii) Ultra Large Crude Carrier ULCC) tankers; (iv) Large Bulk Carriers; (v) Bulk Vehicle Carriers; and (vi) Container Ships.

(b) Navigation of deep draft ships and assessment of under keel clearance

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2.7 TRAINING RECORDS

Applicants must ensure that their permanent record of each element of training undertaken is maintained and duly signed off by the trainer (or other relevant person), to be presented to the Authority with their application, prior to the issue of a marine pilot licence.

2.8 OBSERVER PASSAGES

To be granted a licence an applicant must complete at least 18 observer passages inwards and 15 observer passages outwards, of which at least 6 trips inwards and 5 trips outwards shall be during the hours of darkness (where appropriate). Such observer passages shall be specific for the port or pilotage area for which the licence is required.

2.9 OBSERVER PASSAGE GENERAL INSTRUCTION

While completing observer passages applicants shall receive instruction from a competent person in the topics outlined below: (a) port regulations and other pilotage area statutory requirements; (b) local shipping operations; (c) passage planning in pilotage waters; (d) limits of the port, pilotage areas and compulsory pilotage areas, where

applicable; (e) names of channels, berths, shoals, headlands and prominent points in the

pilotage area; (i) minimum depths in channels and alongside berths; (ii) all aids to navigation, leads, lights and day-marks with their

descriptions; (iii) tidal streams and currents; (iv) weather, wave and tide height data availability; (v) reporting stations during the course of the pilotage (as

appropriate); (vi) positions of submarine cables and pipelines; (vii) prohibited areas of anchoring, restricted areas, shoals and other

dangers; (viii) the emergency response capabilities of the ports;

(f) use of current technology and navigating bridge equipment; (g) practical and theoretical training in ship-handling, including simulator

training; and (h) local and general maritime safety, including wave/swell patterns inside

and outside the port, pilotage area or reef; 2.10 OBSERVER PASSAGE LEGISLATION INSTRUCTION

Wherever possible during observer passages applicants for a licence will receive instruction from a competent person in the application, where appropriate, of international, national and local legislation concerning navigational safety and pollution prevention, including, but not limited to: (a) the Convention on the International Regulations for Preventing Collisions

at Sea (COLREG 1972); (b) International Convention on Load Lines, 1966 (Load Lines 1966)

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(c) International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS 1974);

(d) International Convention for the Prevention of Pollution from Ships, 1973 (MARPOL, 1973);

(e) International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended (STCW 1978);

(f) International Convention on the Control of Harmful Anti-Fouling Systems, 2001 (Anti-fouling);

(g) International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004 (Ballast Convention);

(h) International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (Bunkers Convention);

(i) International Convention on Salvage, (SALVAGE 1989); (j) International Convention on Maritime Search and Rescue, (SAR 1979); (k) International Convention on the Arrest of Ships, (ARREST 1999); (l) the PNG Merchant Shipping Act 1975, as amended; (m) the PNG Harbours Act 1963 (CHAPTER 240), as amended; (n) the Marine Pollution (Ballast Water Control) Act & Regulation 2013 on

gazettal; (o) the Marine Pollution (Liability & Cost Recovery) Act & Regulation 2013

on gazettal; (p) the Marine Pollution (Preparedness & Response) Act 2013 on gazettal; (q) the Marine Pollution (Sea Dumping) Act and Regulation 2013 on gazettal; (r) the Marine Pollution (Ships & Installations) Act and Regulation 2013 on

gazettal; (s) the PNG Merchant Shipping (Safety) Regulation 2006; (t) the PNG Merchant Shipping (Pilotage) Regulation 2006; (u) the PNG Merchant Shipping (Dangerous Goods) Regulation 2007; (v) the PNG Ports (Management and Safety) Regulation 2010; and (w) the PNG Marine Pilot Standards and the PNG Standard for Maritime Pilot

Organizations. 2.11 OBSERVER PASSAGE SPECIFIC PILOTAGE INSTRUCTION

Wherever possible during observer passages applicants for a licence will receive instruction from a competent person concerning: (a) course and distances between main navigational marks; (b) characteristics of lights and radar beacons; (c) vessel traffic service, (management system, VTS: not yet in PNG); (d) radio navigational warnings, marine orders, Notices to Mariners and

Circular Letters to Ship owners; (e) use of tugs, their propulsion, manoeuvring characteristics and limitations; (f) characteristics of the ship types expected to be piloted including

advantages or limitations of ship propulsion and steering systems; (g) factors affecting the safe-handling of ships including squat, interaction

due to water depth, and ship motion due to waves; (h) under-keel clearance limits including applicable standards and protocols; (i) general set, rise and duration of tides including factors affecting the

predictions of tidal heights; and (j) areas frequently used for recreational boating and water sports.

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2.12 TUG OBSERVER TRIPS

Trainee pilots must observe on the navigating bridge of tugs operating within the relevant port or pilotage area for not less than ten (10) hours;

2.13 FAMILIARISATION AT THE PORT OFFICE

Trainee pilots must spend a short period at the relevant port office(s) to be instructed and familiarised with the standard operational procedures, and emergency operational procedures in the relevant port or pilotage area.

2.14 ORAL EXAMINATION

Applicants must successfully pass an oral examination by an examiner appointed by the General Manager in order to be granted a licence and must satisfy the examiner that they have a thorough understanding of all areas in the syllabus, as follows: (a) all lights, buoys, headlands, channels, sounding, shoals, tides, currents and

other marks, features and prominent points connected with or incidental to the navigation of the port or pilotage area for which they are making application for a pilot’s licence;

(b) operational procedures including bridge resource management and passage planning;

(c) relevant port rules and regulations including Port Operations Manager (Harbour-master) directions;

(d) the correct procedures for radio communications; (e) the availability and proper use of towage facilities, particularly for tankers

and deep draught ships; (f) environmental management; (g) Port State Control priorities; and (h) the different responsibilities of the National Maritime Safety Authority

(NMSA), the PNG Ports Corporation Limited (PNGPCL), and the Department of Transport (DOT), Marine Transport Division, especially in respect of the: (i) ISM Code implementation; (ii) ISPS Code implementation; (iii) Tokyo MOU; (iv) Flag State Control Inspections; and (v) Port State Control Inspections.

2.15 ADDITIONAL EXPERIENCE OR PRACTICAL TRAINING REQUIRED

If the examiner considers that an applicant who has passed the examination requires additional experience (or practical training under Sections 2.3, 2.4 or 2.5 and 2.6) before being granted a licence, this shall be reported to the General Manager. The report shall recommend the requirements which, when met, would enable the applicant to be granted a licence.

2.16 AUTHORITY TO DECIDE ADDITIONAL EXPERIENCE OR PRACTICAL

TRAINING

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The Authority shall determine if the applicant requires additional experience or practical training and if so advise the applicant what experience or practical training is necessary and specify the time period within which it must be acquired.

2.17 CHECK PASSAGES

To be granted a licence an applicant must complete the check passages specific to the port or pilotage area in which the licence is required, and (a) such check passages shall only be undertaken after completion of all other

specified requirements for the issue of a licence; (b) applicants must initially complete 4 check passages in the waters of the

relevant port or pilotage area, where they will perform pilotage of the ship under the supervision of a check pilot. These trips shall be on ships of the size and Class for which the application is being made; and shall include the completion of one (1) inward trip and one (1) outward trip in daylight hours and completion of one(1) inward trip and one (1) outward trip in the hours of darkness (where applicable); and

(c) for continuity marine pilots must undertake one (1) inward trip and one (1) outward trip at the time of their annual in-service check passages (Section 4.1).

3. GENERAL MARINE PILOT CONDITIONS 3.1 COMPLIANCE WITH CONDITIONS

All marine pilots must observe the following conditions of these Marine Pilot Standards: (a) the limits of their licence in terms of size and type of ship and port or

pilotage area for which they are licensed; (b) continuing medical standards; (c) continuing eyesight standards; (d) continuing service and frequency requirements; and (e) all operational requirements.

3.2 ACTION IN THE EVENT OF NON-COMPLIANCE

If there is non-compliance with any of these conditions the General Manager may: (a) reprimand the pilot; (b) suspend or cancel the licence; or (c) impose conditions or restrictions on the licence.

4. CONTINUING SERVICE REQUIREMENTS 4.1 IN-SERVICE CHECK PASSAGES

A pilot shall successfully complete one (1) check passage inward and one (1) outward on each annual anniversary of the date of licence issue. The check passages shall be completed within six (6) weeks prior to, or following, the anniversary date except in the final year of the licence validity when the check

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passage must be completed in the six (6) weeks immediately prior to the licence expiry. A report of this last check passage shall be sent to the Authority as part of the assessment for extension of the licence.

4.2 CHECK PASSAGES DUE TO ABSENCE FROM DUTY

If a pilot has been absent from duty for over three (3) months or has not performed any pilotage act during the same period he shall be required to complete successfully one (1) check passage inward, and one (1) check passage outward, for the port or pilotage area to which the licence applies.

4.3 CHECK PASSAGES DUE TO EXTENDED ABSENCE

Any pilot absent from duty for over twelve (12) months, or who has not performed any pilotage act during the same period, shall have his licence reviewed by the Authority who may; (a) cancel the licence; or (b) suspend the licence, and be subject to conditions imposed by the General

Manager prior to consideration for re-instatement of the licence; or (c) require that the pilot is subject to further training, or subject to any of the

General Conditions of service under Section 3.1, as specified by the General Manager.

4.4 NON-COMPLIANCE WITH CONDITIONS Non-compliance with

(a) conditions imposed under Section 4.3 b) shall result in suspension of the licence until conditions have been fulfilled; or

(b) the content of Section 4.3 c) shall result in suspension of the licence until any deficiency has been rectified.

4.5 EFFECT OF MAJOR NAVIGATIONAL ALTERATIONS TO A PILOTAGE

Where in the opinion of the General Manager major alterations have been made to the navigation of a port or pilotage area, pilots licensed for that port or pilotage area shall undergo further training and experience to gain familiarity with the new conditions as required by the General Manager.

5. OPERATIONAL REQUIREMENTS 5.1 PASSAGE PLANS A pilot shall:

(a) provide a passage plan for each and every forthcoming pilotage that addresses port protocols for under-keel clearance (where appropriate) and is discussed and agreed with the master of the ship;

(b) comply with the rules, regulations and directions for pilots currently in use at the port or pilotage area;

(c) use their utmost care and diligence in piloting a ship of which they have pilotage charge;

(d) promptly obey and execute all: (i) lawful directions issued by the General Manager or the Authority; (ii) port regulations;

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(iii) Port Operations Manager’s (Harbour-master’s) directions; and (iv) marine orders (where appropriate); and (v) prevent, by all reasonable means in their power, any violation of

these rules and regulations by any ship of which they have pilotage charge.

5.2 SELF-DISCIPLINE OF PILOTS A pilot shall:

(a) not take pilotage charge of any ship unless he/she has a blood alcohol content (BAC) of 0 grams per 100 millilitres of blood;

(b) notify the pilotage organization for the port or pilotage area for which they are licensed if they maintain an unsatisfactory standard of fitness for duty for a period in excess of twenty eight (28) days. The pilotage organization may investigate the matter at a hearing where both the pilot and the pilotage organization are represented.

(c) decline pilotage of any ship which based on reasonable grounds is believed to be unsafe and likely to endanger any person or threaten to cause any marine pollution. The pilot shall report their action and reason(s) to the pilotage organization and the Port Operations Manager (Harbour-master).

(d) inform the pilotage organization of the port or pilotage area for which they are licensed if there is any potential conflict of interest. The pilotage organization shall report such potential conflict to the General Manager, who shall decide whether such conflict exists.

5.3 REPORTING OF INCIDENTS WHILST IN PILOTAGE CHARGE OF A SHIP A pilot who has pilotage charge of any ship that:

(a) sustains or causes damage; (b) meets with any accident; (c) loses an anchor or cable; (d) becomes stranded; (e) becomes disabled for any reason; or (f) becomes involved in any incident, including a close quarters situation,

which: (i) endangers the ship; (ii) endangers any persons aboard; (iii) endangers any other ship; (iv) endangers any other person; or (v) threatens the environment;

shall provide a verbal report to the Port Operations Manager (Harbour-master) immediately and within forty eight (48) hours submit a full written report to the pilotage organization and the Authority as required by PART VI.—SHIPPING CASUALTIES, INQUIRIES AND INVESTIGATIONS Section 164 Reporting of casualties and incidents of the Merchant Shipping Act 1975, and countersigned by the master of the ship.

5.4 ACCIDENTS OR INCIDENT INVESTIGATION BY PILOTAGE ORGANIZATION

The pilotage organization shall investigate the causes of all accidents or incidents concerning pilotage under their supervision and make a report to the Authority.

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5.5 INVESTIGATION OF ACCIDENTS AND INCIDENTS BY THE AUTHORITY The Authority, through the General Manager, may instigate an investigation into the causes of the accident or incident in accordance with Sections 165, 166 or 207 and 208 of the Merchant Shipping Act 1975.

6. RENEWAL

6.1 GENERAL

To renew a licence for a five (5) year validity period from the date of renewal, a pilot must successfully fulfil the following requirements of these Standards; (a) comply with all on-going conditions outlined in Section 4; and (b) undertake refresher training as determined by the pilotage organization

in agreement with the Authority.

6.2 APPLICATION FOR THE RENEWAL OF A LICENCE Class 1, Class 2 or Class 3 Licences – A pilot shall provide the following documents with their application for renewal of their licence: (a) completed application form; (b) verification of port or pilotage area office(s) visits; (c) verification of tug observer trips (where required); (d) verification of other training (where required); (e) two (2) passport sized photographs signed on the reverse; and (f) the appropriate fee.

6.3 CONDITIONS OF CONTINUITY

A Class 1, Class 2 or Class 3 marine pilot shall provide the following documents during the five year period of validity of the licence: (a) certificate of medical fitness required by Section 1.15 c); (b) certificate of visual fitness required by Section 1.15 d); (c) verification of check passages required by Section 2.17

7. TRAINING AND LICENCING OF MARINE PILOTS, 7.1 TRAINING AND LICENCING STANDARDS

The Authority is responsible to enforce these Standards to ensure that they are being followed throughout all pilotage areas. These training Standards are considered sufficient to enable pilots to carry out their duties safely and efficiently.

7.2 TRAINING STANDARDS

Standards for initial training are designed to develop in the trainee pilot the skills and knowledge determined by the Authority to be necessary for obtaining a pilot licence. Such training includes practical experience gained under the close supervision of experienced pilots.

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Practical experience gained on ships under actual piloting conditions is to be supplemented by simulation, both computer and manned model (wherever possible), classroom instruction, or other training methods.

7.3 BRIDGE RESOURCE MANAGEMENT (BRM)

Every pilot shall be trained in bridge resource management (BRM) with emphasis on the exchange of information that is essential for a safe transit. This training includes requirement for the pilot to assess particular situations and to conduct an exchange of information with the master and/or officer in charge of the navigational watch. Maintaining an effective working relationship between the pilot and the bridge team in both routine and emergency conditions shall be covered in the training. Emergency conditions including loss of steering, loss of propulsion, and failures of radar, vital systems and automation, in a narrow channel or fairway shall all be in the training syllabus.

7.4 MASTER/PILOT INFORMATION EXCHANGE Initial and continuous training in the master/pilot information exchange covers:

(a) regulatory requirements governing the exchange; (b) recognition of language, cultural, psychological and physiological

impediments to effective communication and interaction and techniques for overcoming these impediments; and

(c) best practices in the specific pilotage area. 7.5 UPDATING AND REFRESHER TRAINING

Pilotage organizations are required to provide updating and refresher training for licensed pilots to ensure the continuation of their proficiency and updating of their knowledge, and shall include the following: (a) courses to improve proficiency in the English language, where necessary; (b) sessions to improve the ability to communicate with local authorities and

other ships in the area; (c) meetings with local authorities and other responsible agencies to

envisage emergency situations and contingency plans; (d) 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.

(e) simulation exercises, which may include radar training and emergency ship-handling procedures;

(f) courses at ship-handling training centres using manned models, where possible (not currently available in PNG);

(g) seminars on new bridge equipment with special regard to navigation aids; (h) sessions to discuss relevant issues connected with the pilotage service

including laws, rules and regulations particular to the pilotage area; (i) personal safety training; (j) techniques for personal survival at sea; and (k) emergency first aid, including cardio-pulmonary resuscitation (CPR) and

hypothermia remediation. 7.6 CONTINUED PROFICIENCY

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To ensure continued proficiency of pilots and updating of their knowledge, the pilotage organization shall satisfy itself through application of the requirements of Sections 4 and 7.5, and at regular intervals not exceeding five years, that all pilots under its jurisdiction: (a) continue to possess recent navigational knowledge of the pilotage area to

which the licence applies; (b) continue to meet the medical fitness standards of the Schedules; and (c) possess knowledge of the current international, national and local laws,

regulations and other requirements and provisions relevant to the pilotage area and the pilot’s duties.

Possession of knowledge required by sub-sections 7.6 a) and 7.6 c) may be proved by an appropriate method such as personal service records, completion of continuing professional development courses or by an examination.

7.7 ABSENCE FROM DUTY

Where a pilot has been absent from duty, for whatever reason, and is lacking recent experience in the pilotage area, the pilotage organization shall satisfy itself that the pilot regains familiarity with the area on their return to duty, and report accordingly to the Authority.

7.8 SYLLABUS FOR PILOTAGE LICENCING

In IMO Resolution A.960(23) syllabus, “area” means the pilotage area or “port” for which the applicant is to be licensed. Within the IMO Resolution these subjects are covered in both the sections on “Skills and Functions” as well as the section on the proposed alternative training for trainee pilots. Each applicant for a pilot licence shall demonstrate that they have necessary knowledge of the following: (a) limits of the local pilotage area; (b) 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;

(c) system of buoyage (where applicable) in the area; (d) characteristics of the lights and their angles of visibility and the fog

signals, beacons and radio beacons and other electronic aids in use in the area;

(e) names, positions and characteristics of any buoys, beacons, structures and other navigational marks in the area;

(f) names and characteristics of the channels, shoals, headlands and points; (g) port equipment overhang and similar obstruction limitations including air

draughts, where applicable; (h) depths of water throughout the area; tidal effects and similar factors; (i) 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; (j) proper courses and distances in the area; (k) anchorages in the area; (l) ship-handling for piloting, anchoring, berthing and un-berthing;

manoeuvring with and without tugs, and emergency situations; (m) communications and availability of navigational information;

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(n) systems of radio navigational warning broadcasts in the area and the type of information likely to be included;

(o) traffic separation schemes, vessel traffic services and similar vessel management systems in the area, (not yet in PNG);

(p) bridge equipment and navigational aids; (q) use of radar, electronic chart systems, (ECS) and other electronic devices;

fully understanding their limitations and capabilities as navigation and collision avoidance aids;

(r) use of Portable Pilotage Units (PPU’s) (not yet in PNG); (s) manoeuvring behaviour of the types and categories of ships to be piloted

and the limitations imposed by particular propulsion and steering systems;

(t) factors affecting ship performance such as wind, current, tide, channel configuration, water depth, bottom, river bank and ship interaction (including squat);

(u) use and limitations of various types of tugs; (v) the English language to a standard adequate to enable the pilot to express

communications clearly; (w) IMO Standard Marine Communication Phrases (SMCP); (x) IMO Code for the investigation of marine casualties and incidents; (y) Master-Pilot Relationship, Pilot Card, operational procedures; (z) pollution prevention; (aa) emergency and contingency plans for the area; (bb) safe embarking and disembarking procedures; and (cc) other relevant knowledge considered necessary by the Authority or the

pilotage organization. 8. OPERATIONAL PROCEDURES FOR MARINE PILOTS

8.1 GENARAL

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 efficient passage.

8.2 DUTIES OF MASTER, BRIDGE OFFICERS AND MARINE PILOT

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 that the pilot, the master and the bridge personnel are all aware of their respective roles in the safe passage of the ship.

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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 ship in pilotage waters. Masters and bridge officers have a duty to support the pilot and to ensure that the pilot’s actions are monitored at all times.

8.3 PILOT BOARDING GROUND

The Authority (NMSA) establishes, in consultation with the pilotage organization, and promulgates the location of safe pilot embarkation (boarding ground) and disembarkation grounds.

The pilot boarding ground shall be at a sufficient distance from the start of the act of pilotage to allow safe boarding conditions.

The pilot boarding ground shall be situated at a place allowing for sufficient time and sea room to meet the requirements of the master – pilot information exchange (see Sections 8.8 to 8,12).

8.4 PROCEDURES FOR REQUESTING PILOT

The pilotage organization shall establish, promulgate and maintain procedures for requesting a pilot for an inbound or outbound ship, or for shifting a ship within a pilotage area.

8.5 ETA AND ETD TO BE NOTIFIED

Human resources and technical means have to be planned well in advance, so to enable the operation of an efficient pilotage service, and to conform to ISPS regulations, information on the Estimated Time of Arrival (ETA) or Estimated Time of Departure (ETD) shall be furnished by the ship to the port or pilotage area (as appropriate) and to NMSA, as early as possible, with frequent updates, and in conformity with the ISPS Code.

8.6 COMMUNICATION BY VHF

On approaching a port or pilotage area, communication by VHF shall be established as soon as possible to enable the master to confirm the ship’s ETA and the pilotage organization (Pilot Station/Port Operations Manager/Harbour-master) to furnish relevant information regarding pilot boarding.

8.7 Ship to pilot station contact and information exchange

The initial ETA message to the Pilot Station/Port Operations Manager/Harbour-master shall include all the information required by regulations, including: (a) ship’s name, call sign, ship’s agent; (b) ship’s characteristics: length, beam, draught, air draught (where

relevant), speed, thruster (s); (c) date and time expected at the pilot boarding ground; (d) destination, berth (if required, side alongside); and (e) other relevant requirements and information.

8.8 MASTER/PILOT INFORMATION EXCHANGE

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The master and the pilot shall exchange information regarding navigational procedures, local conditions and rules and the ship’s characteristics. This information exchange should be a continuous process that is generally on-going for the duration of the pilotage.

Each pilotage assignment shall begin with an information exchange between the pilot and the master. The amount and subject matter of the information to be exchanged shall be determined by the specific navigation demands of the pilotage operation. Additional information can be exchanged as the operation proceeds.

Each pilotage organization shall 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 (such as PPU’s: not yet in use in PNG) to ensure that essential exchange items are covered. If an information card or standard form is used by pilots, regarding the anticipated passage, the layout of such a card or form should be easy to understand. The card or form shall supplement and assist, not substitute for, the verbal information exchange.

This exchange of information should include at least:

(a) presentation of a completed standard “Pilot Card”. In addition, information shall be provided on rate of turn at different speeds, turning circles, stopping distances and, if available, other appropriate data;

(b) general agreement on plans and procedures, including contingency plans, for the anticipated passage;

(c) discussion of any special conditions such as weather, depth of water, tidal currents and marine traffic that may be expected during the passage;

(d) 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;

(e) information on berthing arrangements; use, characteristics and number of tugs; mooring boats and other external facilities;

(f) information on mooring arrangements; and (g) confirmation of the language to be used on the bridge and with external

parties. 8.9 PASSAGE PLAN AS INDICATION OF PREFERRED INTENTION

It should be clearly understood that any passage plan is solely a basic indication of preferred intention and both the pilot and the master should be prepared to change the original plan if circumstances change.

8.10 MASTERS’ VOYAGE PLANNING RESPONSIBILITIES

Pilots and pilotage authorities, organizations and associations should be aware of the voyage planning responsibilities of masters under applicable IMO instruments.

8.11 COMMUNICATIONS LANGUAGE

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Pilots shall be familiar with the IMO Standard Marine Communication Phrases (SMCP) and use them in appropriate situations during radio-communications 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 communications and their intent.

Communications on board between the pilot and bridge watch keeping 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).

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 shall, as soon as practicable, explain what was said to enable the bridge personnel to monitor any subsequent actions taken by those external parties.

8.12 REPORTING INCIDENTS AND ACCIDENTS

When performing pilotage duties, the pilot shall report or cause to be reported to the port or pilotage organization and the Authority anything observed that may affect safety of navigation or pollution prevention. In particular, the pilot shall report, as soon as practicable, any accident (see Sections 5.3 and 12.3 e)) that may have occurred to the ship under pilotage charge and any irregularities with navigational lights, shapes and signals.

8.13 REFUSAL OF PILOTAGE SERVICES

Pilots have the right to refuse pilotage when, in their professional opinion, the ship to be piloted poses a danger to the safety of navigation or to the environment. Any refusal, together with the reason, shall immediately be reported to the Authority and the pilotage organization for appropriate action (see Section 12.3 f)).

8.14 MENTALLY FIT FOR DUTY

Pilots shall be adequately rested and mentally alert in order to provide undivided attention to pilotage duties for the duration of the passage.

STANDARDS FOR PNG MARINE PILOT EXEMPTION CERTIFICATES 9. PNG MARINE PILOT EXEMPTION CERTIFICATE STANDARDS

9.1 PRELIMINARY

This Section applies only to masters of PNG Registered ships and outlines the requirements and conditions of the Standards to be satisfied in order to achieve a marine pilot exemption certificate. It refers and applies to an applicant for a marine pilot exemption certificate to become a pilot exempt master operating in a particular PNG pilotage area.

This Section also specifies the required elements of training for a marine pilot exemption certificate. The requirements of these Standards may be varied by the

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Authority, or the relevant pilotage organization with approval from the Authority, to meet the special requirements of a particular pilotage area or circumstance.

Elements for training and assessment are to be determined by the Authority in consultation with the pilotage organization in accordance with these Standards and the management of risk in accordance with the pilotage organization’s Safety Management System..

9.2 CERTIFICATE OF COMPETENCY MUST BE CONTINUOUSLY VALID

The holder of a marine pilot exemption certificate is required to maintain a valid Certificate of Competency for the position held as master on the ship to which the marine pilot exemption certificate relates.

9.3 ELIGIBILITY

The Standard requires that a marine pilot exemption certificate is not to be issued unless the applicant for the certificate: (a) holds a Certificate of Competency that authorises the applicant to be the

master of the ship to which the application relates; and (b) has satisfactorily completed the training required by these standards for a

Class 3 marine pilot and passed an examination approved by the relevant pilotage organization; and

(c) provides evidence, in accordance with these Standards, that the applicant is competent to carry out unsupervised movements of the ship to which the exemption certificate relates in the relevant pilotage area; and

(d) meets the health requirements set out in the Certificate of Competency in respect of a master for the ship to which the application relates.

9.4 CONDITIONS FOR ISSUE OF MARINE PILOT EXEMPTION CERTIFICATE It is a condition of each marine pilot exemption certificate that the holder of the certificate:

(a) must satisfactorily complete any training as required under these Standards whether or not the holder of the certificate has previously undergone similar training; and

(b) must hold a certificate of medical fitness as required by any regulations made under the Merchant Shipping Act for the Certificate of Competency held as a master of the ship to which the certificate relates; and

(c) must not move a ship in the relevant pilotage area other than the ship, or a similar size and type of ship, as the one specified in the certificate; and

(d) must not move a ship in the relevant pilotage area if the holder becomes aware of any circumstance, condition or injury that might cast doubt on the holder’s fitness to conduct such movements as are authorised by the certificate; and

(e) must maintain the records required to be maintained by these Standards; and

(f) must comply with any direction given by the relevant pilotage organization, Port Operations Manager or Harbour-master; and

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(g) must comply with any port procedures published by the relevant Port Operations Manager, Harbour-master, relevant pilotage organization or the Authority.

9.5 SPECIALISED KNOWLEDGE An applicant for a marine pilot exemption certificate must have current knowledge of the local environment of the pilotage area that includes, but is not limited to, knowledge of:

(a) the pilotage area for which the application is being made, its physical geography and its effect on the manoeuvring of ships;

(b) local weather conditions and their effect on the manoeuvring of ships; (c) navigation aids, including vessel traffic services and communications

requirements; (d) pilotage area and port customs (traditions), protocols and security

measures; (e) pilotage area and port infrastructure – including depths and high risk

areas; (f) capabilities and limitations of tugs (where relevant); (g) capabilities and limitations of other port services, including those of

personnel; and (h) an understanding of the port vessel booking system.

9.6 TRAINING

(a) Training of a pilot exempt master is the responsibility of the owner of the ship for which a pilot exemption certificate is requested.

(b) A pilot exempt master must undertake and complete such training and assessment as may be required by the pilotage organization for the pilotage area and the Guidelines for Marine Pilotage Standards.

9.7 ADDITIONAL REQUIREMENTS An applicant for an exemption certificate must have completed the following:

Induction (a) Complete induction training by the port or pilotage organization for the

pilotage area for which the pilotage exemption certificate is requested, including shipping operations, the various risks within the port and the port’s emergency response capability;

Passages (b) 6 passages as master, or 4 passages as chief officer on the bridge and 4

passages as master, within the previous 6 months in the port for which the application is being made, with a minimum of one half of these passages undertaken during the hours of darkness (where applicable);

Supervised Pilotage

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(c) 2 complete passages under supervision for the purpose of familiarisation with the port and ability to competently pilot and handle a ship in the area. These passages may be undertaken concurrently with the passages referred to in sub-section 9.7 b) as determined by the Authority, the Port Operations Manager (Harbour-master) and supervising pilot;

Tug Observer

(d) If the ship to which the application relates may be required to take a tug, the applicant shall attend as an observer on the bridge of a tug for pilotage passages for the number of passages and conditions as determined by the Port Operations Manager (Harbour-master).

9.8 ASSESSMENT An applicant for a marine pilot exemption certificate is to be assessed by the pilotage organization on completion of training and prior to applying for a marine pilot exemption certificate. The assessment is to comprise a written, oral and practical examination. The practical examination is to be carried out by a Check Pilot. The subject matter for assessment is to be determined by the pilotage organization in consultation with the Authority. The pilotage organization shall send a report of the assessment to the Authority with a recommendation for issue of an exemption certificate or otherwise. 10. MAINTENANCE OF STANDARDS FOR PILOT EXEMPT MASTERS

10.1 PROMPTED TRAINING A pilot exempt master must undertake additional training when:

(a) required by the Authority, the pilotage organization, or the Port Operations Manager (Harbour-master) or his/her delegate, based on the performance or particular circumstance of the pilot exempt master; or

(b) the pilot exempt master self refers to the Authority, the pilotage organization, the Port Operations Manager, (Harbour-master) or his/her delegate, and such entity considers it necessary.

10.2 ASSESSMENT The performance of a pilot exempt master is to be assessed, in the area for which the pilot exempt master is licensed, by a Check Pilot when:

(a) the pilot exempt master has not during the preceding 12 months carried out a pilotage in the pilotage area to which his or her certificate applies; or

(b) when deemed necessary by the pilotage organization or the Authority. The pilotage organization is not limited from undertaking any additional training or assessment that it considers necessary. 10.3 PERFORMANCE CHECKS The performance of every pilot exempt master who holds a valid marine pilot exemption certificate shall be checked:

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(a) during a normal pilotage, in the area for which the pilot exempt master is certificated, by a Check Pilot holding a Class 1 marine pilot licence; and

(b) during discussions on local knowledge with the Port Operations Manager (Harbour-master) or his/her delegate;

(c) at intervals not exceeding 12 months.

10.4 MAINTENANCE OF LOCAL KNOWLEDGE Pilotage organizations shall have in place a procedure for keeping pilot exempt masters informed of changes in the local environment that may have an impact on pilotage. Holders of marine pilot exemption certificates shall make every effort to keep themselves fully informed of changes in the local environment that may have an impact on pilotage. 10.5 RISK EVENT REPORTING Pilot exempt masters shall participate in un-anticipated incident (risk event) reporting. Pilotage organizations shall have in place a mechanism whereby pilot exempt masters can receive summaries of risk event reports and corrective actions taken to heighten their awareness of risk situations that have occurred. 10.6 RESTRICTIONS ON MARINE PILOTAGE EXEMPTIONS A marine pilot exemption certificate shall not be issued in respect of the following ships:

(a) a ship of more than 70 metres; (b) a ship with single person bridge operation; (c) a ship carrying dangerous or hazardous goods in bulk, unless approved by

the Authority or the relevant pilotage organization; (d) a ship or class of ships that, in the opinion of the Authority or the relevant

pilotage organization, poses a threat to the safety of life or property; (e) any ship determined by the Authority, by notice in writing given to the

master or owner of the ship, as a ship for which a marine pilot exemption certificate is not to be issued; and

(f) any class of ship determined by the Authority, by order published in the National Gazette, as a class of ship for which a marine pilot exemption certificate is not to be issued.

10.7 RECORDS Pilot exempt masters must maintain a record of training and assessment. A description of each element of training and assessment undertaken is to be recorded and the details endorsed by the licensed marine pilot, master or other person under whom the training or assessment was made:

(a) tug observation trips and training undertaken on a tug must be endorsed by the master of the tug;

(b) the results of all assessments are to be recorded by the person undergoing assessment and endorsed by the pilotage organization; and

(c) the relevant pilotage organization must maintain a record of each occasion an exempt master has exercised the marine pilot exemption certificate.

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11. CERTIFICATE OF LOCAL KNOWLEDGE FOR PILOTAGE EXEMPTION 11.1 PRELIMINARY Section 11 outlines how compliance with the requirements and conditions of these Standards is achieved in regard to “Certificates of Local Knowledge”. It refers and applies to an applicant for a certificate and a holder of a Certificate of Local Knowledge operating in any PNG pilotage area.

The requirements of this Section may be varied by the Authority, or the relevant pilotage organization with approval from the Authority, to meet special requirements of a particular pilotage area or circumstance.

The holder of a Certificate of Local Knowledge is required to maintain the Certificate of Competency for the type of ship to which the certificate relates.

The required elements for training and assessment are to be determined by the pilotage organization in accordance with these Standards and the management of risk through the pilotage organization safety management system. 11.2 ELIGIBILITY – REQUIREMENTS AND CONDITIONS OF THE STANDARDS These Standards require that a Certificate of Local Knowledge is not to be issued unless the applicant for the certificate:

(a) holds a Certificate of Competency that authorises the applicant to be master of the type of ship to which the application relates; and

(b) has satisfactorily passed an examination approved by the relevant Port Operations Manager (Harbour-master) for the pilotage area; and

(c) provides evidence that the applicant is competent to carry out unsupervised movement of the type of ship to which the certificate relates in the relevant pilotage area to the satisfaction of the relevant Port Operations Manager (Harbour-master); and

(d) meets the health requirements set out in the Certificate of Competency in respect of a master for the type of ship to which the application relates.

11.3 CERTIFICATE OF LOCAL KNOWLEDGE It is a condition of each Certificate of Local Knowledge that the holder of the certificate:

(a) must satisfactorily complete any training as required under these Standards whether or not the holder of the certificate has previously undergone similar training; and

(b) must hold a certificate of medical fitness as required by the Merchant Shipping (Medical Standards) Regulation (2006) for the Certificate of Competency held as a master of the ship, or ship of similar size and type, to which the pilot exemption certificate relates; and

(c) must not carry out any unsupervised movements if the holder becomes aware of any circumstance, condition or injury that might give doubt as to the holder’s fitness to carry out such movements as are authorised by the certificate; and

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(d) must maintain the records required by these Standards; and (e) must comply with any direction given by the relevant Port Operations

Manager (Harbour-master); and (f) must comply with any port procedures published by the relevant Port

Operations Manager (Harbour-master), relevant pilotage organization or the Authority.

11.4 LOCAL KNOWLEDGE An applicant for a Certificate of Local Knowledge is to demonstrate current knowledge of the local environment that includes, but is not limited to, knowledge of:

(a) the pilotage area for which the application is being made, its physical geography and its effect on the manoeuvring of ships;

(b) local weather conditions and their effect on the manoeuvring of ships; (c) navigation aids in the pilotage area, including vessel traffic services (not

yet available in PNG) and communication requirements; (d) port customs (traditions), protocols and security measures; and (e) port infrastructure – including depths and high risk areas.

11.5 TRAINING AND ASSESSMENT – GENERAL

Training of the holder of a Certificate of Local Knowledge is to ensure competence to carry out unsupervised navigation within a pilotage area and is the responsibility of the owner of the ship for which a pilot exemption certificate is requested, and

(a) an applicant for a Certificate of Local Knowledge must undertake initial training as required by the pilotage organization; and

(b) the holder of a Certificate of Local Knowledge must undertake periodic or additional training when: (i) required by the pilotage organization based on the performance or

particular circumstance of the holder of a Certificate of Local Knowledge; or

(ii) the holder of a Certificate of Local Knowledge self refers to the pilotage organization, and the pilotage organization deems it necessary.

(c) holders of a Certificate of Local Knowledge shall make every effort to keep themselves fully informed of changes in the local environment that may have an impact on pilotage.

11.6 RENEWAL The performance of a holder of a Certificate of Local Knowledge shall be assessed by written and oral examination in the pilotage area by the Port Operations Manager (Harbour-master) or their delegate when:

(a) five years has expired since the Certificate of Local Knowledge was issued;

(b) the holder of a Certificate of Local Knowledge has not during the immediate preceding 6 months carried out navigation in the pilotage area to which their certificate applies; or

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(c) considered necessary by the pilotage organization. This does not limit the pilotage organization from undertaking additional training or assessment if considered necessary. 11.7 RESTRICTIONS A Certificate of Local Knowledge is not to be issued in respect of the following ships:

(a) a ship the length of which exceeds 70 metres unless approved by the Authority or the relevant pilotage organization;

(b) a ship carrying dangerous or hazardous goods in bulk, unless approved by the Authority or the relevant pilotage organization; and

(c) a ship or class of ships that, in the opinion of the Authority or the relevant pilotage organization, poses a threat to the safety of life or property.

11.8 RECORDS The holder of a Certificate of Local Knowledge must maintain a record of training and assessment. A description of each element of training and assessment undertaken is to be recorded and the details endorsed by the licensed marine pilot, master or other person under whom the training or assessment was undertaken. 12. MARINE PILOT PROFESSIONAL CONDUCT STANDARDS 12.1 GENERAL In Section 12 “marine pilot” includes ship’s masters who hold pilotage exemption certificates. This Section is intended to form a framework for personal and professional conduct and procedures for marine pilots. It is to be followed in conjunction with these Standards and any other Codes, instructions or guidelines issued by the IMO, international organizations concerned with pilotage, the Authority, the pilotage organization, the port authority or any company supplying the services of a marine pilot. This Section applies to all Categories of marine pilots and to holders of pilotage exemption certificates. 12.2 ADMINISTRATIVE In order to maintain the currency of their licences:

(a) marine pilots shall not hold or acquire any financial interest likely to adversely affect the discharge of their marine pilotage duties;

(b) private interests must not interfere with any required availability for pilotage duties;

(c) marine pilots must not undertake pilotage duties while impaired by drugs or alcohol (see Section 5.2), as specified in the Merchant Shipping Act 1975 and the drug and alcohol programme implemented by the PNG Ports Corporation Limited (or the relevant port or pilotage organization). Marine pilots and holders of pilotage exemption certificates who are taking any form of medication shall ensure that such medication will not affect the marine pilot’s ability to pilot ships safely and effectively;

(d) marine pilots must not undertake pilotage duties if through illness, fatigue or other circumstance the marine pilot considers he/she cannot perform those duties in a safe and effective manner; and

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(e) marine pilots must comply with any relevant occupational health and safety legislation.

12.3 OPERATIONAL

In order to maintain a high standard of the pilotage service in PNG: (a) marine pilots must ensure that they are fully rested and fit for duty at the

start of their scheduled duty periods; (b) marine pilots are to attend pilotage duties punctually as required during

scheduled duty periods and be available for duty in accordance with the terms of any agreement, or as mutually agreed with the pilotage service provider employing them, in the absence of such agreement;

(c) marine pilots who observe any navigational aid to be defective or out of position, or any other hazard to navigation, must report the observation as soon as practicable to the Authority, the pilotage organization and/or the port authority;

(d) marine pilots undertaking pilotage duties must maintain a correct master/ pilot relationship as detailed in the International Chamber of Shipping (ICS) - “Bridge Procedures Guide” and the ICS, OCIMF, INTERTANKO “International Best Practice for Maritime Pilotage”;

(e) whatever the requirements of the master and the owner of a ship, under PART VI - SHIPPING CASUALTIES, INQUIRIES AND INVESTIGATIONS Section 164. Reporting of casualties and incidents of the Merchant Shipping Act 1975; when a ship is under pilotage and has: (i) touched the ground; (ii) been in contact with any navigational aid; (iii) caused damage to any structure; or (iv) or collided or nearly collided with another ship, the marine pilot shall report the occurrence to the Authority as soon as practicable, and report the occurrence immediately to the relevant port authority. Thereafter the marine pilot must remain available to assist in any required investigation until otherwise advised by the Authority the pilotage organization or the relevant port authority; and

(f) marine pilots engaged to pilot a ship who have reasonable cause to believe the ship is unsafe, shall refuse to pilot that ship and report the facts immediately to the Authority, the pilotage organization and/or the relevant port authority. Marine pilots may defer pilotage and cease attendance where a ship is defined as being unsafe if, because of: (i) the condition or equipment of the ship; or (ii) the manner in which cargo or equipment on the ship is stowed or

secured; or (iii) the nature of the cargo; or (iv) the overloading of the ship with personnel or cargo; or (v) the number of crew members or level of qualifications of the crew;

or (vi) for any other reason

the operation of the ship is a danger to human life, the environment, the ship itself, other ships, port infrastructure or the reputation of the pilotage service provider, the pilotage organization, the port authority or the Authority.

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12.4 PILOT SHIPS The master (coxswain) of a pilot ship has complete charge of that ship and when conveying a marine pilot to a ship for pilotage purposes, the master (coxswain) of the pilot ship and the marine pilot must both agree as to the position and manner in which the ship to be piloted is to be intercepted. When weather conditions or other circumstances make it necessary for a pilot launch to lead a ship into a port before the marine pilot can safely board it, the master (coxswain) of the pilot launch will only comply with the advice of the marine pilot if it is safe to do so.

PART II – MEDICAL STANDARDS FOR ALL MARINE PILOTS

1. MEDICAL STANDARDS 2.1 MEDICAL EXAMINATION

Applicants must have undertaken a medical examination and be issued with a Certificate of Medical Fitness within six (6) months before the date of application.

The medical examination must be carried out by a designated physician approved by the General Manager or a physician appointed by NMSA.

Applicants must meet the medical standards as contained in the Merchant Shipping (Medical Standards) Regulation (2006) and as required by these Standards. The physician shall have discretion to use his or her judgement when applying these standards for marine pilots. Conditions shown in Schedule 1 of the Merchant Shipping (Medical Standards) Regulation (2006) will only render the applicant unfit if in the opinion of the physician they would be unable to perform their pilotage duties and responsibilities safely.

The physician shall also assess the suitability of the applicant for their intended duties considering that pilots may be required to board very large ships from small launches at sea, sometimes in very rough seas and weather. They may have to spend some hours on the navigating bridge of the ship performing a complex job with considerable responsibilities to ensure safety of life, safety of property and protection of the environment.

Applicants must provide the physician with details of their medical history either orally or through written reports, where available.

2.2 EYESIGHT EXAMINATION

The applicant must have undertaken an eyesight examination by an optometrist or an ophthalmologist approved by the General Manager or a physician approved by NMSA, and been issued with a Certificate of Visual Fitness (for Marine Pilots) within six

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months (6) before the date of application. (Refer to Annex page 2 for Standards of Colour Vision) 2.3 ASSESSMENT OF APPLICANT’S SUITABILITY BY OPTOMETRIST

The optometrist, ophthalmologist or designated physician shall also assess the suitability of the applicant for their intended duties considering that marine pilots work in extreme conditions requiring both good visual perception and good colour discrimination. Any visual defects the applicant may have must not render them incapable of performing the duties of a marine pilot (see Schedules M2, M3 and M4) 2.4 STANDARDS FOR CONTINUED LICENCING: EYESIGHT REQUIREMENT

Every pilot aged 54 and under must have an eyesight examination at intervals of not more than twenty-four months (24 months). The eyesight standard required is presented in Sections M1.4 and M1.5.

Every pilot aged 55 and over must have an eyesight examination at intervals of not more than twelve months (12 months). The eyesight standard required is presented in Sections M1.4 and M1.5.

A pilot who has had mydriatic applied to their eyes during a visual examination shall not take pilotage charge of any ship until daylight on the day following the eye examination,

If any visual defect is discovered that may render the pilot unfit for service in the future the pilot shall be examined more frequently than the period specified in Sections M1.7 as determined by the qualified optometrist or ophthalmologist approved by the General Manager, or the physician by NMSA.

If any visual defect is discovered that renders the pilot unfit for service or a pilot does not submit himself/herself for visual examination when required by these Standards, that pilot shall not take charge of any ship without permission of the General Manager. 2.5 MEDICAL AND VISUAL DEFECT

In the case where a physical, mental or visual defect means that a pilot has to leave a ship before completing the pilotage passage, that pilot shall produce to the General Manager with the least possible delay, a certificate from a designated physician, optometrist or ophthalmologist approved by the General Manager or a physician appointed by NMSA, before pilotage duty can be resumed.

2.6 ABSENCE FROM DUTY DUE TO MEDICAL OR VISUAL DEFECT

If any pilot is absent from duty on account of a physical, mental or visual defect for more than twenty-eight days (28 days) or has been absent from duty for six months (six months) or more, such pilot shall not return to duty unless he/she has had a medical and visual examination that satisfies the conditions of these Standards.

2.7 MARINE PILOT REPORTED AS UNFIT MAY APPEAL

If after a physical, mental or visual examination a designated physician, optometrist or ophthalmologist approved by the General Manager or a physician

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appointed by NMSA does not report the pilot as fit, the pilot may apply in writing to the General Manager within fourteen days (14 days) from the date of receiving the notice of the medical report requesting that he or she be examined by an Appeals Panel.

2.8 APPEALS PANEL

The Appeals Panel shall consist of three (3) persons who are qualified physicians or ophthalmologists, as appropriate to the circumstances of the case, where:-

(a) one (1) person shall be nominated by the pilot on his or her application or at such time as the General Manager permits; and

(b) the other two (2) persons shall be appointed by the General Manager.

2.9 APPEAL PANEL’S FINDINGS If the majority of the Appeals Panel finds that the pilot is physically, mentally or

visually unfit the General Manager shall: (a) revoke their licence if they are found permanently unfit; or (b) suspend their licence if they are found temporarily unfit.

Where a pilot licence has been revoked under S3.3b)i and the pilot is

subsequently pronounced fit by a physician or ophthalmologist, as appropriate to the circumstances of the case, approved by the General Manager or the physician approved by NMSA, the General Manager shall remove the revocation and re-issue the licence. The medical standard required is that contained in Section S1.1 and as shown in Schedule 1 of the Merchant Shipping (Medical Standards) Regulation 2006 and the eyesight standard required is that contained in Section S1.2.

All fees, costs and expenses of, and incidental to, any medical or visual

examination shall be borne by the pilot (where self-employed) or the pilot service provider where employed directly by a pilot service provider.

In the case of a pilot whose case is referred to the Appeals Panel, the fees, costs

and expenses of, and incidental to, such reference shall be borne by the “Authority” if a majority of members of the Appeals Panel certify the pilot as fit.

2 – PHYSICIAN'S GUIDE: HEALTH OF MARINE PILOTS 2.1 Steps in risk management of safety critical personnel

1 – CONTEXT: legislative risk, operational risk, environmental risk, business risk, etc; 2 – IDENTIFY EACH SAFETY TASK: then for each task identified:-

A. Identify risks associated with the task:

3 – IDENTIFY INHERENT REQUIREMENTS: Identify the activities that make up the task’s inherent requirements;

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4 – IDENTIFY SAFETY CONTROLS: Identify existing local safety controls (e.g. training, mechanical, electronic

and engineering controls, fatigue management, audit, etc.); B. Assess risks associated with the task:

5 – HEALTH ATTRIBUTES: Evaluate health attributes required to undertake the activities safely;

6 – ANALYSE RISK:

Analyse risk based on the nature of the activities; the nature of existing safety controls and health attributes and the safety consequences of ill health.

C. Control the risks associated with the task:

7 – CONSIDER ADDITIONAL RISK CONTROL: Identify whether additional procedural or mechanical, electronic or engineering systems could be introduced to further minimise risk;

if YES, go back to STEP 4 and re-evaluate the risk and means of risk control;

if NO, go on to STEP 8;

8 – ACCEPTANCE OF RISK:

Decide whether to accept any residual risk, to find alternative means of achieving the task objective, or not to perform the task

9 – MEDICAL CRITERIA & HEALTH REQUIREMENTS:

Match medical criteria and health assessments to the health qualities required to achieve the task(s).

2.2 PILOTAGE WORK - RISK EXPOSURES

The pilot’s role is to control the ship and provide advice to a ship’s master regarding safe passage of a ship through pilotage waters. The potential consequences of failures in marine pilotage operations are considerable in terms of danger to life, serious damage to property and disastrous impact upon the environment, and may include:

(a) ship grounding; (b) collision with a wharf or bridge (not yet in PNG); (c) collision with another ship; (d) collision with small craft; (e) inappropriate drop of anchors; or (f) capsizing a tug by pulling it over sideways.

2.3 POTENTIAL RESULT OF THE CONSEQUENCES OF FAILURE

In turn, such incidents have the potential to result in: (a) serious injury and loss of life;

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(b) environmental damage; (c) property and infrastructure damage; (d) commercial damage to port and trade; (e) disruption of transport; and (f) damage to reputation.

These are substantial risks. There are critical phases during a pilotage when it is

probable that the master would not be able to maintain the safety of the ship without the expertise of the pilot. Health effects may also result in poor decision making which may not be obvious to the bridge team. For these reasons the work of a marine pilot is regarded as “safety critical work”. 2.4 SELECTION AND TRAINING

Selection and training procedures reflect the very high skill requirements of the pilotage task and the considerable risks involved.

Marine pilots are usually selected from experienced masters or officers who have

a wide experience of ships, navigation, personnel management and dealing with unforeseen circumstances.

Pilots undergo extensive training and examination as required by these

Guidelines for Marine Pilotage Standards. They train under supervision of senior pilots prior to licensing and can progress through licence Categories with further extensive training and under supervision. 2.5 BRIDGE RESOURCE MANAGEMENT & QUALITY CONTROL

Bridge Resource Management (BRM) is a key system for ensuring personnel and ship safety. It has been introduced in many parts of the world as a method to improve interaction, particularly cross-cultural, between pilots and captains and officers of ships.

The system focuses on a range of human and technical resources to support operational safety and risk management on the bridge, including teamwork, open communication, leadership and decision making.

In addition, a program of quality control is put in place which includes an annual

audit of each pilot’s performance (Check Passage) by a senior pilot (Check Pilot). 2.6 INHERENT REQUIREMENTS OF PILOTAGE

Piloting is a highly complex task, which involves rapidly integrating extensive knowledge of ships and navigation in an unpredictable environment with information given by the ship’s master concerning the particular characteristics of the ship being piloted. It may also involve considerable physical exertion for embarking and disembarking ships.

The analysis of various health characteristics associated with climbing the pilot

ladder tends to understate the need for integration of several body systems in a short time period. This is relevant to assessment for climbing pilot ladders.

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2.7 COGNITIVE TASKS (PILOTING)

In general terms, the pilot’s work may be considered in two main areas of activity. Before boarding a ship to pilot it in or out of port or through a pilotage area, the pilot is required to plan the course of the ship taking into account tides, weather, size weight and operational characteristics of the ship and assess if there is a need for tugs. The marine pilot then has responsibility for navigating the ship safely in (or out) of the port and has to work very closely with the master, other members of the crew and support services to achieve a safe passage. Marine pilots must be able to use the ship’s navigational and communications equipment, at the same time liaising with other ships and the port control centre. Mental calculation of another ship’s movements based on information from VHF either directly from the ship or via port control might also be required.

2.8 PHYSICAL TASKS (EMBARKING/DISEMBARKING)

The other main area of activity is to disembark from, or embark onto, ships by the use of small high-powered launches; often in rough seas. This involves climbing/ descending long high ladders to access ships. Alternatively, in some ports (but not yet in PNG) marine pilots access ships via helicopters landing on the ship. 2.9 NEED FOR QUICK JUDGEMENT WHEN CLIMBING

There is need for the ability to work at heights and in exposed conditions on the ladder and for quick judgement when moving to or from the launch. A similar range of conditions to those affecting working on the bridge (psychiatric, neurological and sleep disorders) may impair this judgement. This quality is not easily assessed medically and perhaps the employment history may give a better guide. 2.10 HEALTH ATTRIBUTES REQUIRED FOR PILOTS’ WORK

Based on the inherent requirements of piloting, the health qualities required by marine pilots are highlighted by the unusual mixture of high-level physical and mental capacities required. The necessary health qualities are described under four main categories although there is some overlap between them:

(a) senses; (b) psychological/cognitive capacity; (c) musculoskeletal capacity; and (d) general health.

2.11 SENSES

These qualities include vision, hearing (and speech) and balance. (a) Vision

On the ladder, the pilot requires sufficient vision to see steps and ropes and general position with regard to the ship and the launch (or helicopter).

(b) Hearing On descending the ladder to the launch, the ability to communicate with the deck hand is important. A system of hand signals is used in situations where noise prevents voice communication.

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(c) Balance When embarking and disembarking the ship by the pilot ladder, there is a high demand on the sense of balance. This is particularly so in bad weather with the ship rolling and pitching and the launch tossing. This health attribute may be affected by disorders of balance such as Meniere’s disease and other disorders of the vestibule (organ of balance) in the inner ear or head injury/whip-lash causing post-traumatic vertigo.

2.12 PSYCHOLOGICAL/COGNITIVE CAPACITY

These qualities include attentiveness and cognition which may be impaired by psychiatric, neurological and sleep disorders as well as by hypoglycaemia associated with diabetes. There is a high demand for continual attentiveness, intellectual capacity and decision-making when on the bridge. 2.13 IMPAIRMENT BY PSYCHIATRIC CONDITIONS

These qualities may be impaired by psychiatric conditions such as: (a) anxiety, depression or Alzheimer's disease; (b) neurological conditions such as after a stroke or head injury; (c) sleep disorders such as obstructive sleep apnoea; (d) medications, prescribed and over the counter; (e) hypoglycaemia associated with diabetes; (f) collapse is a further major consideration with respect to cognitive

performance; (see General Health). 2.14 MUSCULOSKELETAL CAPACITY

When embarking or disembarking using the ladder there is a very high demand on musculoskeletal health attributes such as the movement capacities of limbs and back, coordination of limbs and hand–eye, stamina and agility. Ladder climbing requires a full range of movement and good power of neck, back arms and legs. This is particularly so in conditions of bad weather.

Once on the bridge, the musculoskeletal demands are modest. The pilot is mainly walking about the bridge, but requires stability of legs on the deck of a rolling, pitching and heaving ship. In an emergency the pilot may be required to move rapidly from one navigating bridge wing to the other. 2.15 GENERAL HEALTH ON THE BRIDGE

On the bridge, in addition to rational thinking avoidance of collapse is most important. Various medical conditions affect general strength and the absence of certain conditions may cause collapse, including heart or circulation disorders, epilepsy or fainting fits, diabetic coma, etc. These may impair the necessary health quality and include:

(a) heart and circulatory conditions such as ischaemic heart disease or arrhythmias;

(b) epilepsy; (c) hypoglycaemic coma associated with diabetes;

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(d) stroke; and (e) syncopal (fainting) episodes.

2.16 GENERAL HEALTH FOR THE PILOT LADDER As on the bridge, avoidance of collapse on the ladder is crucial. Various medical

conditions may cause collapse including: (a) cardiovascular conditions such as ischaemic heart disease or arrhythmias; (b) epilepsy; (c) hypoglycaemic coma associated with diabetes; (d) stroke; (e) syncopal (fainting) episodes.

On the ladder the pilot also needs to have considerable cardiovascular and

respiratory (lung) capacity for climbing 9m vertically (and often additional flights of stairs when on board). 2.17 VARIOUS OTHER MEDICAL CONDITIONS

Various medical conditions may impair the necessary health quality, such as: (a) cardiovascular disease including ischaemic heart disease or arrhythmias; (b) respiratory disease including advanced chronic obstructive lung disease

or severe asthma; (c) anaemia.

3 – PHYSICIAN’S GUIDE: OPERATIONAL PILOTING 2.1 OVERVIEW OF REQUIREMENTS AND ENVIRONMENT

Piloting is a highly complex task which involves rapidly integrating extensive knowledge of ships and navigation in a potentially unpredictable environment. This requires considerable concentration, judgement, anticipation and stamina. In many ports (not yet in PNG), pilots work rosters to enable provision of services day and night (24 hours, seven days a week). Roster systems and hours of work vary depending on the port - not all pilots are on rosters, e.g. in smaller and regional ports, but shipping movements are irregular which leads to unpredictability of work hours. 2.2 EXPOSURE TO SUNLIGHT

In the course of the pilots work there is extensive exposure to sunlight (ultraviolet) directly from the sun when on an open bridge, as well as reflection from the water. There may also be prolonged exposure to hot sun on open wings when berthing, particularly at special moorings such as for oil tankers at the Kumul Platform.

Sunlight can cause glare, which reduces vision, and the ultraviolet component can contribute to certain types of cataract formation, so eye protection is necessary. 2.3 PLANNING AND PASSAGE PREPARATION

At the outset of each pilotage contract the details of the ship (draft, displacement, length, type of cargo, etc.) and berth/destination are provided to the pilot so that the route to be navigated may be planned. Resources such as tugs and other shipping

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movements are made known to the pilot. Winds and tides and recreational events such as sailing regattas are noted. 2.4 BRIDGE RESOURCE MANAGEMENT (BRM)

Bridge resource management (BRM) begins on the pilot’s arrival on the navigating bridge when the proposed route is discussed with the master. Critical characteristics of the ship such as its deadweight, draft, actual speed at "dead slow" and bow thrusters, etc. are then confirmed. 2.5 NAVIGATING AND SHIP MANOEUVRING

The ship proceeds under the control of the pilot along a pre-defined route into or out of the port or pilotage area. Using aids to navigation and detailed knowledge of the port, the pilot continually uses a high level of judgement for giving advice on commencing turning and slowing of engines, depending on the mass and length of ship, steering characteristics and wind and tide conditions. In some situations, there is virtually no room for error.

On larger ships the services of tugs to push or pull are integrated into manoeuvring the ship by the pilot usually by using a hand held radio. When berthing, the services of line boats and linemen are also integrated (by radio) for the controlled “coming alongside” between the ship and the wharf. The pilot’s aim is to avoid damage to the ship and port facilities or injury to linemen. The pilot may be required to walk from wing to wing of the bridge (quickly in an emergency) to observe clearances.

The use of Global Positioning Systems (GPS) and navigation software programs

assist the pilot in determining the position of the ship with great accuracy. Furthermore electronic systems can also show predicted movement of the ship, such as rate of turn, and can be used during manoeuvring; 2.6 REQUIREMENT FOR GOOD EYESIGHT AND COLOUR RECOGNITION

As the ship moves into and through the pilotage area the pilot continually scans ahead for navigation aids. These are mostly coloured red or green, but sometimes other colours. These coloured lights often need to be recognized at long distances in day-time and by night. Navigation aids may be on the land or buoys, and of various shapes according to the maritime standards. Visibility may be reduced in rain or poor light at dawn or from the glare of port lights at night, etc.

On the bridge large dial type-instruments such as for compass bearings degrees of helm, speed, etc. are read at a distance of 1 to 5+ metres. The pilot continually checks these instruments to confirm that the pilot’s directions are being followed correctly by the crew, especially the helmsman and particularly if there are language barriers.

At night the demands on visual functioning of the eyes are high. The navigating

bridge is darkened with instruments softly back-lit. This permits maximum dilation of the pupils of the pilot (and crew) to provide optimum “night vision” for navigation such as for detecting channel lights or other ships.

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In contrast, when berthing at a wharf at night, which usually has extensive flood lighting, there may be brilliant illumination where the pilot is standing on the bridge wing of the side alongside which causes constriction of the pilot’s pupils. On the other side of the navigating bridge that remains in relative darkness there may be tugs operating, which need the pilot’s attention.

Rapid modification by the eyes is required to change between such contrasting

lighting. Furthermore, in the daytime, sunlight can cause glare, which reduces vision, and the ultraviolet component can contribute to certain types of cataract formation. 2.7 REQUIREMENT FOR GOOD SPEAKING AND HEARING

All orders (whether spoken directly or via radio) are given using "closed loop communication" whereby an order is repeated back to the pilot confirming the essence of the order. For example, orders are spoken to the helmsman and then confirmed. The noise levels on the bridge are moderate and ordinary conversation is possible.

When manoeuvring the ship from an open bridge wing, wind and rain can interfere with communication and a sheltered place is needed. Radio contact is made on an open channel often with harbour control and tugs. 2.8 USE OF ARPA

Radar, (especially ARPA which is mandatory on all ships over a certain size, built after a particular year) assists with collision avoidance; Automatic Identification Systems (AIS) can be used for ship identification.

2.9 EMERGENCY SITUATIONS

Emergency situations can arise from numerous causes including equipment failure, (loss of engine power, steering failure), tug line breaking, radio-communication failure or high gusty winds. These situations require instant knowledge of the pilotage waters at the time in relation to the characteristics of the ship.

The pilot scans ahead for unpredictable hazards such as inexperienced

yachtsman or recreational fishermen – as distinct from experienced ferry masters or commercial fishermen. In such an event expert judgement is required about sounding the ship’s whistle, using radio communication or making avoidance manoeuvres.

PART 4 – PHYSICIAN’S GUIDE: EMBARKING & DISEMBARKING 2.1 OVERVIEW OF REQUIREMENTS AND ENVIRONMENT

Boarding arrangements at sea vary but the majority occur via a small pilot launch while the ship is in motion. This makes the task of embarking and disembarking ships at sea hazardous and demanding. It requires getting onto/off of a ladder from/onto a launch; climbing a vertical ladder up to 9m long, sometimes in adverse weather with the ship and launch rolling at different rates; and at night with reduced visibility. Additionally the pilot is not normally roped to a safety harness.

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The boarding task may be performed a few times in a duty period, depending on the port and duration of pilotage. Sometimes the 9m long ladder leads to a lowered accommodation ladder, which the pilot also has to climb in order to board the ship.

In addition ships do not normally have lifts and the equivalent of up to seven

storeys of steep stairs may need to be climbed to get to the navigation bridge. 2.2 THE PILOT LAUNCH AND CREW

A pilot launch is specifically designed for the job with handrails and a non-slip deck. A secured deck hand has a critical role in assisting the pilot onto and off the ladder. He assists the pilot ascend by holding ropes and pushing the pilot up to clear the launch, and on descent uses his arms to hold the pilot secure when boarding. The deckhand and pilot communicate by voice (shout) or in noisy conditions (i.e. bad weather) use hand signals.

The launch master (coxswain) has to continually manoeuvre the launch to be

against the ship’s side and position the pilot and deck hand in relation to the ladder. If this is not done properly the pilot can fall, or be crushed, between launch and ship. 2.3 LADDER CLIMBING TECHNIQUE

The technique of ladder ascending and descending varies greatly between pilots. The man-ropes are often used to gain a foothold. Some pilots use these for the entire ascent or descent but others use the side ropes on the ladder.

Critical judgement is needed in a rough sea regarding timing for gaining/ leaving

the ladder from/to the launch. There is potential for the pilot’s leg to be jammed between the launch and the ship, for the pilot to land violently on the deck or fall overboard. Ladder climbing is one of the major causes of injuries to pilots. 2.4 PILOT LADDERS

Pilot ladders are designed according to Regulations 17 and 23 of the International Convention for the Safety of Life at Sea, 1974 and ISO Standard 799 Ship Building - Pilot Ladders 1987 (from ISO 799). The standard ladder is 9m long. The steps are spaced 30 – 38cm apart and are 40cm wide and 11.5cm deep. The double side ropes of the ladder have a diameter of 20mm each and the man-ropes are 28mm in diameter.

Ropes in good repair are strong enough to hold great weights. However the

quality of ladders and associated rigging varies greatly. The position and integrity of the ladder is checked by the launch crew and pilot before use because if the ladder fails the pilot needs to hold onto the man-ropes. 2.5 BOARDING VIA HELICOPTER

In some ports overseas helicopters have been used to ferry pilots to and from ships. This is often due to the high number of very large bulk carriers and similar types of ships using a particular port or pilotage area, which have a helicopter landing site on deck.

Helicopters eliminate the need to climb the pilot ladder and the risks associated

with this, although some ships' helipads have poor access from the deck and require

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being pulled up onto or jumping up onto them. Also there is still a need to climb 6 – 7 flights of stairs to the bridge.

Poor weather, when helicopters are unable to fly, also necessitates the use of a

pilot ladder and launch to board/disembark all ships. Therefore, while marine pilots often use helicopters, the need to climb ladders remains an inherent requirement of their work. One of the health risks associated with helicopters is noise, which can induce hearing loss, which in turn may affect communication in pilotage. This risk should be managed as per standard OHS practices. Further risks associated with flying in helicopters are crashing or being struck by rotor blades, which are beyond the scope of this Standard. 2.6 EMERGENCY PROCEDURES FOR MAN OVERBOARD

A major risk in the pilot’s work is falling into the sea at the time of boarding or leaving the launch or from the collapse of a ladder.

For this reason pilots wear lifejackets to remain afloat. In addition the launch

crew must have extensive training in “man overboard” rescue practices. Standard practice is for the launch master (coxswain) and crew to move to emergency controls in the stern; a platform is lowered into the water; and a crewmember retrieves the pilot using a boat hook.

The temperature of the water as well as injuries sustained in the fall will

influence survival of the pilot. However, apart from general heart and circulatory fitness there are no specific health qualities of the pilot which will contribute to survival. SCHEDULE 3 PART 3. MARINE PILOTAGE ORGANIZATIONS AND SERVICE PROVIDERS

“compulsory pilotage area” means the whole or a part of a pilotage area in respect of

which a determination has been made by the Authority under the Merchant Shipping Act 1975;

1. INTRODUCTION

1.1 GENERAL

1.1.1 These Guidelines for Marine Pilotage Standards Organizations and Pilot Service Providers make reference to the applicable International Maritime Organization’s (IMO) Conventions, Resolutions and Recommendations - i.e. Standards of Training Certification and Watch keeping (STCW) Convention, Safety of Life at Sea (SOLAS) Convention, International Safety Management (ISM) Code - and guidelines, and are based on recommendations issued by the International Maritime Pilots’ Association (IMPA) and the International Standard for maritime Pilot Organizations (ISPO).

1.1.2 For each pilotage area where pilotage is executed, an individual interpretation of these Standards may be required so that each item in the

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Standards can be assigned to the party concerned and applied according to PNG legislation, rules, regulations, customs and traditions.

1.1.3 The Authority recognizes that:

(i) no two pilotage areas are exactly the same and that pilotage services in port and fairway environments operate under a wide range of different conditions; and

(ii) pilot service providers may be subject to control in their operation by the actions of the Authority, the pilotage organization, the port manager and/or harbour- master, VTS Authority, or Defence Force (Navy), either independently or assigned as an agent or instrument of the Authority, acting in accordance with the PNG legislation, Guidelines for Marine Pilotage Standards and these Standards for Maritime Pilotage Organizations and Pilot Service Providers;

(iii) the “pilotage organization” or “pilot service provider” indicates the party responsible for compliance. These parties shall ensure that the implementation of each applicable item in the Standards is not in conflict with national legislation, regulations, customs and traditions and shall satisfy the authorized external auditor that each applicable item in the Standards is covered; and

(iv) each interpretation of these Standards shall respect the individual and autonomous status of the pilot, the pilotage service provider and the pilotage organization as defined through the amended Merchant Shipping Act 1975, the Merchant Shipping (Pilotage) Regulation 2012 and the Guidelines for Marine Pilotage Standards. Consequently these Standards do not place control or responsibility on the pilotage organization or the pilot service provider for the acts of individual marine pilots on board vessels under pilotage.

1.2 SCOPE

1.2.1 The objectives of the Standards are: (i) to ensure that the activities of pilotage organization and pilot

service providers are administered, so as to provide quality services with due regard to the safety of human life and to avoid damage to the environment and/or to property;

(ii) to encompass existing good practice; and (iii) to provide a national and internationally recognizable system that

can be audited.

1.2.2 The management objectives of the standards are: (i) to ensure safe practice; (ii) to establish safeguards against all risks identified; (iii) to continuously improve safety management practices within the

pilotage organization and pilot service provider;

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(iv) to provide organizational structures, procedures, processes and resources needed to administer the activities of pilotage organizations and pilot service providers;

(v) to continuously improve quality management practices, by keeping records to verify that the procedures are being followed;

(vi) to continuously improve the quality of the service; (vii) to monitor and audit the operations of the pilot service providers;

and (viii) to determine and implement effective arrangements for

communication with and between the Authority, pilotage organizations, pilot service providers and customers.

1.2.3 The safety and quality management system shall ensure:

(i) compliance with mandatory national legislation and international rules and regulations;

(ii) that relevant guidelines and standards recommended by recognized maritime industry organizations are taken into account;

(iii) that marine pilots currently employed in PNG on the date that these standards enter into force are licensed for Class licences in accordance with their experience of pilotage up until that time. Before the completion of two years from that date, however, such pilots must have undergone the training, observer trips, tug observer trips and check passages required for their Class of licence to be followed by all new entrants into pilotage in PNG in accordance with the Guidelines for Marine Pilotage Standards; and

(iv) that marine pilots issued with licences under sub-section 1.2.3 (iii) above must undertake the same training as new entrants before they can move to a higher Class of licence.

1.3 APPLICATION

1.3.1 The requirements of the standards are of a general nature and are applicable to all pilotage organizations and pilot service providers, disregarding their size and organizational structure.

1.3.2 Where any requirement(s) of the standards do not apply due to the nature of a particular pilotage organization or pilot service provider and its services, they can be considered for exclusion on application to the Authority.

1.3.3 Where one or more exclusions are made, claims of conformity to the standards are not acceptable unless these exclusions do not affect the organization’s ability or responsibility to provide services that meet customer and applicable regulatory requirements. These exclusions shall be subject to approval by the Authority.

1.4 CERTIFICATION

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1.4.1 Each pilotage organization and pilot service provider that complies with the requirements of these Standards will be issued with a “PNG Standard Certificate of Compliance” (SCC) endorsed as a pilotage organization or as a pilot service provider, where the SCC:

(i) will be issued following verification that the safety and quality management system of the organization or provider complies with the requirements of the Standards on satisfactory completion and determination of objective evidence, proving that it is effectively implemented;

(ii) will be issued for a maximum period of five years. (iii) may be issued by an independent external auditing (third party

audit) organization or association, recognized and authorized by the Authority.

1.4.2 Periodical audits are to be carried out once a year by the Authority. In the five-yearly cycle of the validity of the certificate all sites and branch offices need to have been visited, and the certificate (SCC) shall be withdrawn in case of non-compliance with the requirements specified in these standards, such as where:

(i) the periodical verification is not requested by the pilotage organization or pilot service provider;

(ii) there is evidence of a major non-conformity with the requirements specified by these standards; or

(iii) where there is evidence of non-conformity with the requirements specified by these standards and no corrective action is being implemented before the next audit.

1.4.3 The SCC can be withdrawn by the Authority or the certifying organization that issued the certificate in case of non-compliance with requirements specified in this Section, including g:-

(i) failure to request the periodical verification; (ii) evidence of a non-conformity, or a major non-conformity, with the

requirements specified by the “Authority” and no corrective action is being implemented before the next audit.

1.5 RECOGNIZED ORGANIZATION 1.5.1 All third party organizations and associations recognized and authorized by the Authority to issue “PNG Standards Certificate of Compliance” shall have in place:

(i) suitably qualified and experienced personnel; and (ii) a Quality System Certification Scheme (QSCS) to set, monitor and

maintain uniformity and consistency of internal operations.

1.6 STANDARDS CONFIGURATION 1.6.1 These standards contain the mandatory provisions that give the minimum standards for full compliance with the PNG requirement when adopted by a pilotage organization or pilot service provider.

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1.6.2 To assist pilotage organizations and pilot service providers with the implementation of these standards they are advised to take into account the International Standard for maritime Pilotage Organizations (ISPO) Part B: Guidelines. The measures suggested in those guidelines are not obligatory for these Standards and are only intended to illustrate how certain standard requirements can be complied with. They should, however, be taken into account.

1.7 IMPLEMENTATION OF THE STANDARDS

1.7.1 A newly formed pilot service provider applying to be authorised by the Authority to supply pilotage services shall, upon application (i)present a business plan to the Authority clearly showing how they will conform to these Standards and (ii) the time-frame in which they will undertake complete the conformity of the standards.

1.7.2 Any newly formed pilot service provider authorised under sub-section 1.7.1 shall have in place a Safety and Quality Management System as required by Section 2 and further detailed in Sections 3, 4, 5, 10, & 11 of these Standards.

1.7.3 A newly formed pilot service provider applying to be authorised by the Authority to supply pilotage services shall, upon application, present a training plan to the Authority clearly showing how they will conform with the requirements for training, observer trips, tug observer trips and check passages contained in the PNG Marine Pilot Standards for new entrants for employment as marine pilots in PNG.

1.7.4 Any newly formed pilot service provider authorised under sub-section 1.7.1 shall implement a pilot training programme for marine pilots.

2. FUNCTIONS OF THE SAFETY AND QUALITY MANAGEMENT SYSTEM

2.1 SAFETY AND QUALITY MANAGEMENT SYSTEM 2.1.1 Every pilotage organization and pilot service provider shall develop, implement and maintain safety and quality management systems which include the following minimum functional requirements:

(i) a safety, environmental protection and quality policy; (ii) identification of the processes needed for the safety and quality

management system and the application throughout the organization;

(iii) instructions and procedures to ensure safe practice while providing pilotage services and support to these services;

(iv) communication procedures between and amongst shore operations and shipboard personnel;

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(v) procedures for reporting non-conformities, accidents and hazardous occurrences that may jeopardize the management system;

(vi) procedures to ensure that all marine pilots under the management of a pilot service provider are qualified, licensed and medically fit;

(vii) compliance with national and international regulations, where applicable; and

(viii) procedures for internal verification, review, analysis and evaluation.

3. DOCUMENTATION REQUIREMENTS: MANAGEMENT SYSTEM

3.1 GENERAL 3.1.1 The pilotage organizations and pilot service providers shall establish and maintain procedures to control all documents and records (in any form, type of medium) relevant to the management system.

3.1.2 The documentation of the safety and quality management system shall include:

(i) documented statements of a policy and objectives; documented procedures and registrations of records required by these standards;

(ii) documents, including the applicable registrations of records, needed by the organization to ensure the effective planning, operation and control of its processes; and

(iii) a safety and quality manual.

3.1.3 The pilotage organizations and pilot service providers shall ensure that: (i) valid documents are available at all relevant locations and brought

to the attention of all persons concerned with the safety and quality management system;

(ii) changes in documents are reviewed and approved by authorized personnel; and

(iii) outdated documents are promptly removed.

3.1.4 Documentation shall be kept in such a manner as is considered most effective by the pilotage organizations and pilot service providers.

3.2 SAFETY AND QUALITY MANUAL REQUIREMENTS 3.2.1 The safety and quality management system documentation shall include a safety and quality manual that contains:

(i) the issue and scope of the safety and quality management system which shall include (if applicable) the exclusions and the justification of these exclusions;

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(ii) all procedures, or make reference to these procedures, affecting the safety and quality management system of the pilotage organizations and pilot service providers;

(iii) a description of the interaction between the processes that are

part of the safety and quality management system of the pilotage organizations and pilot service providers.

3.3 CONTROL OF DOCUMENTS

3.3.1 Documents required by the safety and quality management system shall be controlled by procedures to:

(i) approve documents for adequacy before publication; (ii) ensure that changes in documents are identified and registered; (iii) ensure that relevant versions are used in order to prevent

unintended use of outdated documents; (iv) ensure that documents of external origin are identified and

distributed; and (v) review and update documents if necessary.

3.4 CONTROL OF RECORDS

3.4.1 A procedure shall be established to define the controls needed for the identification, storage, retrieval and disposition of records.

3.4.2 Records shall be established and kept to provide evidence of conformity to requirements and to effective operation of the safety and quality management system.

4. MANAGEMENT RESPONSIBILITY

4.1 General 4.1.1 The pilotage organizations and pilot service providers shall define and document the responsibility, authority and interrelationship of all personnel who manage, perform and verify work relating to pilotage services and the support to these services.

4.1.2 The pilotage organization and pilot service provider’s management shall review the safety and quality management system at defined intervals to ensure suitability and compliance with the PNG Standard requirements.

4.1.3 The pilotage organization and pilot service provider shall ensure that the policies under Section 2 Part III are implemented and maintained at all levels of the organization.

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4.1.4 The pilotage organizations and pilot service providers shall establish and maintain a procedure to identify and have access to legal requirements that are applicable to quality aspects of its services.

4.1.5 The pilotage organizations and pilot service providers are responsible for ensuring that adequate resources are provided to enable the designated person (under sub-section 4.3 Part III) to perform his/her functions.

4.1.6 The pilot service providers shall establish resources to support individual pilots to limit post-traumatic stress as the result of their engagement by the pilotage organizations and pilot service providers.

4.2 ROLE OF THE MARINE PILOT

4.2.1 The pilotage organizations and pilot service providers shall define the role of the marine pilot in relation to the management system.

4.2.2 The pilotage organizations and pilot service providers shall define a marine pilot’s individual responsibility and accountability with regard to:

(i) implementing the safety, environmental protection and quality policies of the pilotage organizations and pilot service providers;

(ii) proper professional behaviour while providing pilotage services; and

(iii) compliance with the pilotage organization and pilot service provider’s established policies and procedures.

4.3 DESIGNATED PERSON

4.3.1 In order to ensure that the safety and quality management system fulfils its objectives, the pilotage organizations and pilot service providers shall appoint a designated person whose duty is to monitor the safety, environmental protection and quality aspects of the system.

4.3.2 When performing his/her functions, the designated person is to act independently of any other functions or activity in the pilotage organization or pilot service provider.

4.3.3 The designated person shall be experienced in the characteristics of pilotage services and the support to these services, and shall be fully conversant with the safety and quality management system of the pilotage organization or pilot service provider.

4.3.4 The designated person shall have the independence and authority to report on the performance of the safety and quality management system to the pilotage organization’s or pilot service provider’s senior management.

5. RECRUITMENT, TRAINING & QUALIFICATION

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5.1 GENERAL 5.1.1 The pilotage organization and the pilot service provider in conformity with the Guidelines for Marine Pilotage Standards shall:

(i) determine and document the necessary competences for personnel, other than licensed pilots, performing work affecting safety and quality of services offered;

(ii) take the necessary actions to secure that the required competences are achieved and maintained at all times;

(iii) evaluate the effectiveness of the actions taken; (iv) ensure that its personnel are aware of the relevance and

importance of their activities and how they contribute to the achievement of the safety and quality objectives; and

(v) keep appropriate records of education, training, skills and experience.

5.1.2 The pilotage organization and the pilot service provider shall ensure that all personnel involved in the organization’s safety and quality management system have an adequate understanding of all relevant rules, codes, regulations and guidelines.

5.1.3 The pilotage organization and the pilot service provider shall establish and maintain procedures for identifying any training that will be required in support of the safety and quality management system and ensure that such training is provided for all personnel concerned.

5.1.4 The pilot service provider shall establish a recruiting procedure to ensure that applicants for marine pilots’ positions possess the capabilities to undertake the work of a marine pilot.

5.1.5 The pilot service provider shall ensure that all marine pilots under its management are qualified and licensed by the Authority to perform their work in accordance with the organization’s safety and quality management system as well as national legislative requirements and the Guidelines for Marine Pilotage Standards.

5.2 MEDICAL FITNESS OF MARINE PILOTS 5.2.1 The pilotage organization and pilot service provider shall ensure that all marine pilots under its management are medically fit to perform their work in accordance with the Guidelines for Marine Pilotage Standards and the organization’s management system.

5.2.2 All marine pilots and new applicants shall meet the medical fitness standards of health as required for officers in charge of a navigational watch under the latest version of the Standards of Training, Certification and Watch keeping Convention, 1978. However, where requirements of the Guidelines for

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Marine Pilot age Standards are more stringent, these national requirements shall prevail.

5.3 TRAINING, QUALIFICATION AND CERTIFICATION OF MARINE PILOTS 5.3.1 The pilot service provider shall establish and maintain an adequate training programme, including observer trips, tug observer trips, check passages, written and oral examination and simulator training for marine pilots.

5.3.2 The pilot service provider shall ensure that all marine pilots under its management are properly trained and qualified in accordance with their safety and quality management system as well as with requirements of the Guidelines for Marine Pilot age Standards.

5.3.3 Where a pilot service provider is already operational, part of the practical training of trainee pilots shall be carried out on ships under pilotage by marine pilots licensed for the area concerned where the trainee will be licensed.

5.3.4 The pilot service provider shall keep records of all the licences of pilots working for pilot service provider. The licences shall:

(i) be issued by the Authority in accordance with the PNG Marine Pilot Standards;

(ii) state the designated pilotage area(s) they cover and ship types, sizes etc.;

(iii) provide information on the length and conditions for which they remain valid; and

(iv) have facilities for updating and extending their validity in conformity with the Guidelines for Marine Pilot Standards.

5.3.5 The Authority shall issue the marine pilot’s licence in accordance with these Guidelines.

5.3.6 The pilot service provider shall establish proficiency training in order to keep abreast of future changes due to technological developments.

5.3.7 The pilot service provider shall establish and maintain a system for the administration/registration of marine pilots which shall include at least the following information:

(i) general information; (ii) record of pilotage service (experience and qualifications); (iii) record of training, observer trips, tug observer trips and check

passages; and (iv) medical fitness.

5.3.8 The pilot service provider shall establish and maintain an identification system for its marine pilots.

6. PILOT OPERATIONS

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6.1 THE MARINE PILOT 6.1.1 The marine pilot shall undertake actions to perform his/her services at a high level of safety and quality and in conformity with the Guidelines for Marine Pilotage Standards. Therefore favourable conditions and an understanding with the shipboard bridge team must be created based on their mutual education, training, medical fitness and communication skills.

6.2 COMMUNICATIONS

6.2.1 The pilotage organization and pilot service provider shall establish procedures to verify that proper communication between the ship’s master or his representative, the marine pilot, and port/fairway related services is maintained prior to and during the pilotage passage. Communication lines between other interested parties will also be defined.

6.3 PILOT BOARDING GROUND 6.3.1 The pilot service provider shall establish the pilot boarding ground in the position advised by the Authority.

6.4 PASSAGE PLANNING 6.4.1 The pilotage organization and pilot service provider shall establish procedures for the preparation, planning and execution of the pilotage passage, with due consideration to local, national and international requirements and local best practice.

6.5 VESSEL TRAFFIC SERVICE (VTS) 6.5.1 Where a VTS system becomes established, the pilot service provider shall verify that proper communication between the pilot service provider, the marine pilot and the VTS authority is maintained during the execution of pilotage services, and that all formal agreements between the pilotage organization and pilot service provider and the VTS authority are documented in the management system.

6.5.2 The pilot service provider shall verify that any system used during the pilotage passage for communication between the pilot service provider, the marine pilot and the VTS authority is properly organized when data is transferred between the VTS and the ship under pilotage to support the pilotage service.

6.6 EMBARKING AND DISEMBARKING

6.6.1 The pilot service provider shall establish and maintain equipment and procedures for the safe embarking and disembarking of the marine pilot, in accordance with local, national and international guidelines and recommendations.

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6.6.2 The pilotage organization and pilot service provider shall establish clear requirements and restrictions regarding marine pilot transfer arrangements and advise the Authority accordingly. The Authority shall then issue notices to mariners, ship owners and their representatives about such pilot transfer arrangements.

7. LOGISTIC OPERATIONS

7.1 GENERAL 7.1.1 The pilotage organization and pilot service provider shall establish and maintain a system for logistic operations for marine pilots that shall include:

(i) pilot scheduling and (ii) pilot transport.

7.1.2 The pilot transport system can be administered as an integral part of the pilotage organization and pilot service provider or contracted out to a separate entity, or entities, working for the pilotage organization and pilot service provider.

7.2 PILOT SCHEDULING

7.2.1 The pilotage organization and pilot service provider shall for the purpose of managing fatigue, alertness and endurance in pilotage services:

(i) maintain rules or instructions to ensure that the marine pilot will not be required to be on duty for excessive hours;

(ii) establish a monitoring system for working hours to identify deviations from the regular work time and to control rules or instructions;

(iii) ensure that all marine pilots work under conditions as required by local, national or international rules and regulations; and

(iv) set up a system that allows marine pilots to be released from duty before their work is impaired by fatigue.

7.3 TRANSPORT OPERATIONS (INCLUDING EMBARKING AND

DISEMBARKING)

7.3.1 The pilotage organization and pilot service provider shall ensure that all transport services used in support of the pilotage services comply with applicable local, national and international rules and regulations, as well as with the pilotage organization and pilot service provider’s management system.

7.3.2 The pilot service provider shall ensure that all transport services supporting the pilotage services are provided with adequate quality and with due regard to safety of human life and avoidance of damage to the environment and property.

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7.3.3 The pilotage organization and pilot service provider shall ensure that any separate organization(s) providing transport services for marine pilots have established procedures, plans and instructions to cover the safe operation of the transport carrier and the personnel on board, as well as to cover prevention of pollution.

7.3.4 The pilot service provider shall ensure that any separate organization(s) providing transport services have clearly defined the responsibility, authority and interrelation-ship on board every means of transport, in conformity with the PNG Marine Pilot Standards, where applicable. It is the pilot service provider’s responsibility to ensure best practice is maintained by all personnel involved in their system for logistic operations for marine pilots.

8. EMERGENCY PREPAREDNESS

8.1 PILOT OPERATIONS

8.1.1 The pilot service provider shall establish and maintain procedures for responding to potential emergency situations related to the transport of pilots to and from the ship to be piloted, the boarding and disembarkation of pilots, and during the pilotage passage.

8.1.2 The emergency procedures shall be consistent with any port/fairway procedures already in place.

8.2 TRANSPORT OPERATIONS

8.2.1 The pilot service provider shall ensure that procedures and permissions are in place to enable a rapid and effective response to potential transport operational emergencies.

8.2.2 The pilot service provider shall ensure that programmes for drills and exercises to prepare for emergency actions involving transport operations are in place and executed.

9. CUSTOMER RELATED PROCESSES

9.1 GENERAL

9.1.1 The pilotage organization and pilot service provider shall determine: (i) requirements specified by the customer; (ii) requirements not stated by the customer, but necessary for

specified services; (iii) statutory and regulatory requirements related to the services; and (iv) any additional requirements determined by the Authority or the

pilotage organization.

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9.1.2 The pilotage organization and the pilot service provider shall periodically review the requirements related to the pilotage services. This shall be conducted prior to the provider’s commitment to supply services to the customer to ensure that the provider has the ability to meet the defined requirements.

9.1.3 Records of the results of the review and actions arising from the review shall be kept.

9.2 NEW SERVICES OR CHANGING EXISTING SERVICES

9.2.1 Where new services are planned, or existing services are planned to be changed, the pilotage organization or pilot service provider shall determine the following, as appropriate, and present them to the Authority for consideration and necessary approval:

(i) the requirements needed to provide the service; (ii) the need to establish new processes or to change existing

processes; (iii) the records needed to provide evidence that the requirements

have been reached.

9.2.2 The pilotage organization and pilot service provider shall notify the Authority of implementation of any new services or changes to existing services to ensure that current and potential customers are informed, relevant documents are amended and that personnel involved are made aware of the changed requirements before acceptance.

9.3 CONTROL OF MONITORING AND MEASURING

9.3.1 As one of the measurements on the performance of the management system, the pilotage organization shall monitor information relating to customer opinion as to whether the provider has met customer requirements. The methods for obtaining and using this information shall be determined by the pilotage organization in consultation with the Authority.

9.4 CUSTOMER COMMUNICATION

9.4.1 The pilotage organization and pilot service provider shall determine and implement effective arrangements for communicating with customers in relation to:

(i) service information; (ii) enquiries and arrangements in relation to services; and (iii) customer feedback (complaints, observations and opinions).

9.4.2 The pilotage organization and pilot service provider shall set up a procedure to handle customer feedback (complaints, observations and opinions).

10. RISK, INCIDENT AND ACCIDENT MANAGEMENT

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10.1 General

10.1.1 The pilotage organization and the pilot service provider shall maintain a system to identify, manage and mitigate risks continuously.

10.1.2 The management shall support actions to minimize well-known risks, potential new risks or consequences of incidents, accidents and hazardous occurrences.

10.1.3 The pilotage organization and the pilot service provider shall maintain a documented system to ensure that non-conformities, incidents, accidents and hazardous occurrences are reported, both internally and to the Authority, investigated and analysed with the objective of improving safety of ships under pilotage control and under the pilotage organization’s and pilot service provider’s management systems.

10.2 RISK MANAGEMENT

10.2.1 The need for safety and risk assessments shall be determined by the management, for approval by the Authority, and shall be based on:

(i) pilotage area circumstances; and (ii) responsibilities, authority and tasks of pilotage organizations and

pilot service providers.

10.3 REPORTS OF INCIDENTS, ACCIDENTS AND HAZARDOUS OCCURRENCES

10.3.1 The safety and quality management system shall include procedures ensuring that non-conformities, incidents, accidents and hazardous events are reported, investigated and analysed, as required by the Merchant Shipping Act 1975, as amended, the Merchant Shipping (Pilotage) Regulation 2006and the Guidelines for Marine Pilotage Standards, with the objective of improving safety of ships under pilotage control and minimizing risk.

10.3.2 The Authority must be notified immediately any non-conformity, incident, accident or hazardous event occurs. A written report of the event must be submitted by the pilotage organization or the pilot service provider to the Authority within two working days of the time of the event.

10.3.3 Investigation reports undertaken by the pilotage organization or the pilot service provider shall contain at least:

(i) the definition of the problem; (ii) hazard identification; and (iii) risk assessment.

10.3.4 The Authority may undertake a preliminary investigation into such incidents or advise the Minister to instigate a Marine Inquiry where it is considered to be in the public interest to do so. Investigations undertaken by the Authority will be in conformity with, and as required by, the Merchant Shipping

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Act 1975, as amended, the Merchant Shipping (Pilotage) Regulation 2012 and the PNG Marine Pilot Standards.

10.3.5 In the case where risks are determined, suitable measures shall be taken to mitigate such risks in future.

11. MEASUREMENT, ANALYSES AND IMPROVEMENT

11.1 GENERAL 11.1.1 The pilotage organization shall establish and maintain procedures to ensure that non-conformities, incidents, accidents, hazardous occurrences and complaints are reported, investigated and analysed as necessary with the objective of improving the management system.

11.1.2 The pilotage organization shall periodically evaluate the safety and quality management systems and, if necessary, review the management systems in accordance with the findings of the evaluations.

11.1.3 The initial results of the assessments shall be brought to the attention of the personnel responsible for the area assessed for constructive comment, before corrective measures are considered for implementation.

11.2 INTERNAL AUDITS

11.2.1 The pilotage organization shall conduct internal audits at planned intervals to determine whether their management system:

(i) conforms to the planned arrangements, to the requirements of these standards and to the management system requirements established by the organization; and

(ii) is being effectively implemented and maintained.

11.2.2 An audit programme shall be planned, taking into consideration the status and importance of the processes and areas to be audited, as well as the results of previous audits. The audit criteria, scope, frequency and methods shall be defined. Selection of auditors and conduct of audits shall ensure objectivity and impartiality of the audit process. Auditors shall not audit their own work.

11.2.3 Responsibilities and requirements for planning and conducting audits, and for reporting results and keeping records shall be defined in a procedure.

11.2.4 The management responsible for the area being audited shall ensure that actions are taken without undue delay to eliminate detected non-conformities and their causes. Follow-up activities shall include the verification of the actions taken and the reporting of verification results.

11.3 ANALYSIS

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11.3.1 The pilotage organization and pilot service provider shall have systems for recording, investigating, evaluating, reviewing and analysing reports in order that appropriate action to achieve improvement of their management systems can be taken.

11.4 CONTINUOUS IMPROVEMENT

11.4.1 The pilotage organization shall continually improve the effectiveness of the management system through the use of quality policy, quality objectives, audit results, analysis of data, corrective and preventive actions and management review.

11.5 MANAGEMENT REVIEW

11.5.1 The pilotage organization and pilot service provider shall conduct management reviews based on:

(i) analyses of incidents, accidents, hazardous occurrences and non-conformities;

(ii) audit findings; and (iii) customer feedback (complaints, observations and opinions); and (iv) recommendations for updating the management system as a result

of changes in the pilotage organization’s or pilot service provider’s business environment, new regulations or changes in social and environmental attitudes.

11.5.2 The pilotage organization and the pilot service provider shall ensure that all records derived from the management review, i.e. findings, conclusions, recommendations and action plans, are documented and kept.

12. PUBLIC LIABILITY AND PROFESSIONAL INDEMNITY COVER FOR PAPUA

NEW GUINEA PILOTAGE AUTHORITIES AND MARINE PILOTS.

12.1 General

12.1.1 Information gathered from marine insurance markets suggest that the limits of liability for Professional Indemnity insurance proposed for marine pilotage in PNG should be set as follows:

a) LNG, Oil or Bulk Terminal K200M b) Port Authority K 40M c) small company operating pilotage services K20M d) co-operative of pilots K20M e) individuals giving pilotage services at a small port K6M

12.1.2 The annual premium payable depends on the statutory protection under the law given to pilots, the experience of the pilot, the type of ship involved, the pilot’s income, the excess/deductible in the policy, etc. Taking into account the current and proposed shipping traffic in PNG it is expected that such premiums

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would be about K20, 000 per annum for a limit of K200M, and the other premiums estimated on a pro rata scale, thus:-

a) Cover a: K200M Annual Premium: K20, 000 b) Cover b: K40M Annual Premium K4, 000 c) Cover c: K20M Annual Premium K2, 000 d) Cover d: K20M Annual Premium K2, 000 e) Cover e: K10M Annual Premium K1, 000

12.1.3 LNG and oil terminals, port authorities and companies operating pilotage services should all have Public Liability Third Party Insurance in place to cover risks other than the Public Liability risks involved in their pilotage operations. However such Public Liability Third Party Cover should normally be at a level that is equivalent to that of the Professional Indemnity insurance held by a pilot in the organisation, i.e.:

a) LNG or Oil Terminal minimum level of Public Liability cover K200M b) Port Authority minimum level of Public Liability cover K40M c) small pilotage company minimum level of Public Liability cover K20M

12.1.4 where pilots are acting in a co-operative, or individually, their Professional Indemnity cover should also include their Public Liability Third Party cover at the same level as their Professional Indemnity:

a) co-operative of pilots K20M b) individuals giving pilotage services at a small port K3M

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ANNEXURE 1 PILOT CLASS REQUIREMENTS

__________________________________________________________________________________________________________ __________________________________________________________________________________________________________

Master (Class1) CoC or

First Officer (Class 2) CoC plus

Class 2 Pilot Licence or

Other Acceptable Experience

Category 1 Oil, LNG, NLS

basic requirement

Class 1 Pilot

Licence

Category 2 <150m LOA

basic requirement

Class 2 Pilot

Licence

First Officer (Class 2) CoC plus

Class 3 Pilot Licence or

Other Acceptable Experience

Other Requirements: Medical

Transits/Observer passages Oral Exam

Check transits Bridge Resource Management

Simulator Training Radar/ARPA

Electronic Chart System

+

+

=

=

Category 3 <70m LOA

basic requirement

First Officer (Class 2) CoC with

Recent 1 year sea time

Other Requirements: Medical

Transits/Observer passages Oral Exam

Check transits Bridge Resource Management

Simulator Training Radar/ARPA

Electronic Chart System

+ = Class 3

Pilot Licence

Other Requirements: Medical

Transits/Observer passages Oral Exam

Check transits Bridge Resource Management

Simulator Training Radar/ARPA

Electronic Chart System

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ANNEXURE 2 STANDARDS FOR COLOUR VISION

TEST PLATE The use of colour test plates provides the most ready means of deciding ability to perceive colours accurately. The following plate

tests and scores are to be used. Table 1: Eyesight Standards

EXAMINATION PRE-PLACEMENT PERIODIC Colour Vision Standard 2 Standard 2 Visual Acuity and Fields of Vision

Uncorrected vision at least 6/60 in each eye

Corrected vision at least 6/15 in each eye

Test Plate Scores Standard 1 Test passed with no more than the minimum errors shown. Standard 2 Where a person fails the Ishihara plate test that person may still meet Standard 2 on passing a practical job-related

colour perception test, such as a colour lantern test;

Table 2: Colour Lantern Tests

TYPES OF PLATES (Pseudo-isochromatic)

EDITION PLATES TO

BE READ

MAXIMUM NUMBER OF

ERRORS ALLOWED

American Optical 18 plates 1-18 inclusive 3

Ishihara 16 plates 1-8 inclusive 1

Ishihara 24 plates 1-15 inclusive 2

Ishihara 36 plates 1-21 inclusive 3

American Optical HRR 20 plates (2nd.ed.)

1-6 inclusive 0

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Standards for Colour Vision, Visual Acuity and Fields of Vision Physical Demands of Seagoing Personnel – Deck Department; Examination Guidelines and Standards for Colour Vision of Schedule II of the Merchant Shipping (Medical Standards) Regulation (2006).