In this issueCDP Update

E-NavigationDevelopments

Berkeley Class Pilot Boat

SPRING 2016

THE AUSTRALIASIAN MARINEPILOTS INSTITUTE (AMPI)

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President: Rob Buck

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Treasurer: Rob Tanner

Secretary: Helen Gray

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Editor: Jon DrummondMichael KellyJeremy Rowe

Spring 2016

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EditorialWelcome to the 2016 spring edition of Safe Passage. We are fortunateto have a number of great articles in this edition, as well as somesober reminders of the dangers involved with our craft, highlightingthe need for constant vigilance.

The AMPI training committee have continued to progress the AMPIContinuous Professional Development program. Capt Craig Eastaughand Capt. Shaun Boot have provided an update on the current statusof the system, which has now entered a trial phase before its rollout.Setting out benchmarks for CPD is vital for ongoing maintenance ofskills, and as a “living” program, feedback from members is welcomedby the training committee.

We have a couple of interesting articles on e-navigation in this issue.Capt Mahesh Alimchandani,, Head of Navigation, AMSA, has providedan overview of the IMOs current stance on the standardisation of e-navigation, outlining Australia’s contribution to this process. We alsohave an article on the use of ECDIS, with emerging trends and issues,which has kindly been provided by Mr. Joe Cockerell of Clyde and Co,and Mr. Anthony Allen, of MARCON.

There is also an open invitation from Svitzer Australia, for Pilots toattend their scheduled simulator training for Tugmasters. This is afantastic opportunity for both parties to ensure safe and efficientshiphandling operations, and build upon our relationship with thosehandling tugs. I encourage you all to consider attending.

As always we welcome items of interest that can be included in SafePassage. If you have any thoughts or ideas on items of interest let usknow – it would be great to hear from you.

Safe Passage Editorial Team

Contributions can be forwarded to the editorial team via editor@ampi.org.au

Date ClaimerPlease save this date for the 2017 AMPIAutumn workshop to be held in Gladstone,Queensland:

3rd & 4th May, 2017

Further information will be forwarded tomembers closer to the date.

DEFINITIONContinuous Professional Development (CPD) means career-long learning and training, in order to advance eachindividual Marine Pilot’s knowledge, skills and professionalbehaviour. This is to ensure that related port and shippingindustries are provided with marine pilotage services thatare of the highest standard. A measure of this is achievedthrough recognition of points in professional evaluation,ongoing skills and knowledge development, and ongoingtraining in emergency pilotage.

BACKGROUNDTo undertake Continual Professional Development (CPD) ispart of our responsibility as Marine Pilots. CPD is nowwidely recognised as an integral activity of any well-run,conscientious organisation or profession. The greater aprofession’s public, environmental and commercial risk (realor perceived) the greater the public expectation is for thatprofession to maintain the highest possible professionalstandards. Marine Pilots operate in such a high-riskenvironment and it is, therefore, an imperative that Pilotsundergo rigorous and relevant CPD.

A Marine Pilot CPD system is required to maintaincurrency and advance an individual Pilot’s knowledge andskills to the highest standards. This is achieved throughongoing skills evaluation, undertaking educationalactivities, attending professional conferences andundertaking emergency response training. The CPDprogram also accounts for Pilots operating within asystematic safety culture.

AMPI envisages Continuous Professional Development as acareer-long learning activity for all Marine Pilots. Thepurpose of AMPI CPD program is to help individual pilots tomeasure their CPD against minimum standards. This willadvance each individual Pilot’s knowledge, skills andprofessionalism. Also, this will help to ensure that any Pilotholding a Certificate of CPD Attainment will be a Pilot whomeets the accepted professional standards.

AMPI’s CPD program will demonstrate to ship owners andoperators; port owners, operators and related users; localand national authorities; and the wider community that aPilot has taken part in ongoing training programs that arerecognised by their peak professional body.

A Pilot who meets the minimum criteria for CPD, and is afinancial member of the AMPI CPD program, will be issuedwith Certificate of CPD Attainment. Most of the CPDrequirements have an expiry date and the AMPI issuedcertificate will have an expiry date based the earliest ofthese dates.

AMPI aims to have their CPD requirements assist LicensingAuthorities, Ports and Pilotage Organisations to set theirown minimum standards for renewal of a Pilot’s licence.This can be achieved by including the AMPI CPDrequirements within local regulations, guidelines or withina Safety Management System.

UPDATEAMPI’s CPD program is currently running in a trial phaseinvolving volunteer Pilots. The trial is using the full CPDsystem but is being restricted in the number of users at this stage in order to iron out any bugs and deal with any unforeseen problems.

A CPD manual is also being developed. This will explain thefunctionality of the site and explain the rules that have hadto be introduced. Once completed this will be freelyavailable on the AMPI website.

The CPD program will be freely available to AMPI financialmembers and will be available to any other Pilot for anongoing annual fee to cover development, administration,validation and other ongoing costs. (The cost of which is yetto be determined).

The first year of the CPD program’s operation will be alearning phase and it is planned to have annual reviews of the system to ensure that it remains current and isproviding members with the system they require. AMPIworkshops will likely form part of the review process.

The pilotage regulator for Queensland ports, MaritimeSafety Queensland (MSQ) has recently set in placetransitional arrangements for pilots licensed by MSQ tocomplete the AMPI CPD program as part of the pilotlicensing renewal. The planned start date for that process is 1st October 2016.

The CPD committee can be reached at CPD@ampi.org.au

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Continuous Professional Development(CPD)

Designed and Printed by SNAP WOLLONGONG

Phone: 02 4228 8411

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Contents:

Editorial 2

Continuous Professional Development (CPD) 3

International developments in e-Navigation 4

AMG Winyama 9

Asterix Girting & Capsize 12

Collisions, ECDIS and "All Available Means" 14

Recent Sydney Pilot Ladder Near Misses 16

Svitzer Australia Invites Pilotsto attend Simulation Exercises 17

Notice of Annual General Meeting 17

Inner Art of Airmanship Blog 18

AMPI Executive 20

ORIGINSIn 2006, the International Maritime Organization (IMO) gavethe nod to a proposal from seven of its Member States, whorequested IMO develop an e-navigation strategy.

The stated aim was to “...develop a strategic vision forthe utilization of existing and new navigational tools, inparticular electronic tools, in a holistic and systematicmanner.” The sponsors of the submission were concernedthat if the introduction of new technology remaineduncoordinated, it would result in a lack ofstandardization on board and an increased level ofcomplexity. The stated e-navigation vision was to createan overarching system that would provide a greater levelof safety and incident prevention, resulting in reducednavigation-related accidents.

Supporting submissions to IMO pointed out that themajority of collisions and groundings are caused byhuman error. And the associated costs of these toindustry and administrations are rising each year. DespiteBridge Resource Management training, decision-makingfor navigation and collision avoidance is being carried outin isolation (partly due to reduced manning). A check ondecision-making could improve human reliability several-fold. This could be achieved by well-designed on-boardsystems and close cooperation with systems ashore.

IMO led other international organisations, notably theInternational Association of Marine Aids to Navigationand Lighthouse Authorities (IALA) and the InternationalHydrographic Organization (IHO) and developed an e-navigation strategy in 2008. A plan to implement thestrategy was completed in 2014.

DEFINITIONIMO defines e-navigation as the “…the harmonisedcollection, integration, exchange, presentation and analysisof maritime information onboard and ashore by electronicmeans to enhance berth-to-berth navigation and relatedservices, for safety and security at sea and protection of themarine environment.” E-navigation means:

1. The harmonised exchange and presentation ofnavigational information in electronic formats.

2. Improved and harmonized data exchange andcommunications.

3. Creation of a ‘wide area navigation team’, which allows the OOW and VTS Operator to share tactical andplanning information.

4. Improved design of navigational and communicationequipment.

A diagrammatic representation of the concept is overleaf.

International developments in e-NavigationMahesh Alimchandani, Master Mariner, AFNI, MBAHead of Navigation, Navigation Safety and International RelationsAustralian Maritime Safety AuthorityEmail: mxa@amsa.gov.au Tel: 02 6279 5927

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AUSTRALIA’S CONTRIBUTIONFrom the outset, Australia has been an active participant ininternational e-navigation efforts. Regular and meaningfulcontributions at IMO and IALA Committee meetings, well-considered input to IMO Correspondence Groups and leadingwork on human centred design, have been the hallmark ofAustralia’s engagement. In particular, Australia’s contributionon human factors and design of navigational equipment hasbeen received well in international circles and at IMO.

First steps - an Australian e-NavigationworkshopIn 2006, AMSA hosted an e-navigation workshop and invitedkey Australian maritime stakeholder groups to participate.The workshop agreed that e-navigation should ensuremariners’ needs are addressed. Vitally, it agreed that “Humanfactors are a major focus in the development of e-navigation,in terms of solving existing human factors problems,improving navigation situational awareness, and also to helpavoid unintentional new human factors.”

Usability of navigational equipmentSince the workshop, one of Australia’s focus has been onimproving the usability of navigational systems. A workshopwas held in 2013, to further develop this concept (earlier thatyear, the Nautical Institute had held a workshop at the WorldMaritime University in Malmӧ, Sweden, to kick-start theprocess). The workshop laid the foundation for what was tobecome a first-ever IMO guideline on the design of

navigational systems. Australia, along with the Republic ofKorea and Japan, led the development of an IMO guidelineon Software Quality Assurance and Human-Centred DesignFor E-Navigation (MSC.1/Circ.1512 of July 2015). Theguideline is a non-regulatory approach to support theprinciples of SOLAS V/15 (which deals with the principles ofbridge design), and is primarily intended for developers andtesters of e-navigation systems.

The basic premise of human-centred design is that systemsought to be designed to suit intended users and their tasks,rather than requiring users to adapt to a system. Thesoftware quality assurance aspect offers guidance ondefining and testing software quality, to ensure high qualityand stable software.

Australia has also produced an information video thatintroduces the guideline. It can be found on YouTube at:https://www.youtube.com/watch?v=dXi2Q7An9fw.

Developing a Standardised (or S) mode ofoperation for navigational equipmentThe need for a S-Mode was first raised by the NauticalInstitute and the International Federation of Ship MastersAssociation (IFSMA) in 2008. S-Mode involves thestandardization of design for displays, interfaces andfunctionalities. S-Mode aims to improve the ease of use ofECDIS and other navigation systems.

The E-Navigation concept

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Australia is working towards improving the design ofnavigational equipment. Australia is informally coordinatingthe work of a coalition of international experts and aims todevelop a draft IMO guideline on the standardised (or S)mode of operation for navigation equipment such as ECDISby 2018. The draft IMO guideline will be based on ISOstandards and user needs developed for e-navigation.

Positioning, Navigation and Timing (PNT)The shipping industry, like others in the transport sector,relies heavily on Global Navigation Satellite Systems (or GNSS,the most well-known of which is GPS). GNSS, a core elementof e-navigation, has become the primary means by whichships determine their position and exchange this informationwith other ships, vessel traffic services, and search and rescueauthorities. Additionally, accurate timing provided by GNSS isat the heart of shipboard devices like the AutomaticIdentification System (AIS).

Although GNSS signals are ubiquitous, they arevulnerable to intentional and unintentional interference.The international maritime community is addressing theissue of independent (of GNSS) and dissimilar systems toprovide resilient PNT. For its part, AMSA has been activelyengaged in various national strategy and working groups,aiming to promote a common national, multi-modelapproach to the provision of resilient PNT.

Australia has advocated that, as far as is practicable, there bea consistent approach to the provision of PNT for marinenavigation worldwide. From the outset, Australia hascautioned against the use of differing systems for PNT indifferent regions. Such a move would potentially create newrisks for navigation, as mariners will need to change theirmethods and practices when travelling between regions.

Australia has favoured the inclusion of information availableonboard a vessel that can be ‘sensed’, particularly whennavigating in coastal areas. Sensed information onboardincludes: visual bearings, radar ranges and bearings to radarconspicuous features, water depth, radio direction findingand ranging signals and potentially even automated sextantangles to celestial bodies.

Australia is of the view that as e-navigation evolves, theeffective use of ‘vessel-sensed-information’ should beaccommodated to enhance system resilience, robustness andmariners’ confidence in navigating their vessels.

Under Keel Clearance Management – in Torres Strait and Australian portsSince 2011, AMSA’s Under Keel Clearance Management(UKCM) system has provided an e-navigation service for largeships transiting Torres Strait in Australia’s north. It is acurrent-generation system for enhancing the safety of shipswhose keel may be close to the seabed when transiting theregion. Such ships face many additional challenges innavigating Torres Strait, due to the numerous reefs, complextides and strong tidal streams that characterise the region.

The UKCM system uses known ship stability informationtogether with hydrodynamic modelling, to predict the

dynamic motion of the ship (squat and heel). Whencoupled with the latest bathymetry and observedenvironmental data from tide, tidal stream and wavesensors, the system is able to compute an accurateestimate of the ship’s UKC, in real time.

The system allows coastal pilots and ship operators to planand monitor safe and efficient passages of deep draughtships transiting Torres Strait. The collection, integration,exchange, presentation and analysis of UKC information fitswell with the IMO definition of e -navigation. The efficiencybenefits that will flow from the knowledge of accurate UKC(by potentially permitting deeper draught ships to transit) arebeing studied at the time of writing.

Traditionally, UKCM systems have been used in ports tomaximise cargo uplift and throughput. This is certainly thecase at many of the major ports in Australia. AMSA’s UKCMsystem in Torres Strait has extended this concept to include acoastal waterway used by transiting vessels.

Developing a S-100-based productspecification for Under Keel ClearanceManagement informationIn 2015, IHO agreed that AMSA and the AustralianHydrographic Service (AHS) would lead international effortsto develop an S-100-based product specification fordisplaying Under Keel Clearance Management (UKCM)information on ship’s navigation systems. Currently, it isdifficult for ship’s officers to fulfil their passage planning andberth-to-berth route monitoring SOLAS obligations, due to alack of information about UKCM systems in the areas inwhich they operate (primarily ports, but also some waterwayssuch as Torres Strait and potentially the Straits of Malaccaand Singapore (SOMS)).

Work on this project has commenced and will gathermomentum in 2017.

THE FUTUREThere is a vast amount work to be done to translate the e-navigation concept to operational reality. Several multi-million dollar projects (completed and underway) have madenoteworthy inroads. The e-navigation portal (http://www.e-navigation.net/index.php?page=test-beds.) provides detail onseveral testbeds and their results. Some concepts, that willradically alter the way information exchange takes place inthe future, are outlined below.

The Maritime CloudThe Maritime Cloud is an emerging concept for aproposed communication framework for efficient, secureand reliable electronic information exchange betweenauthorised stakeholders. Basically, it defines thestandards, protocols, infrastructure and governance forinformation exchange. It is not a storage cloud – nor is itcloud computing. The development of the MaritimeCloud was influenced by the System Wide InformationManagement (SWIM) concept (United States’ FederalAviation Administration initiative for better sharing of AirTraffic Management system information).

International developments in e-Navigation continued.

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VHF Data Exchange SystemSince its advent in the late 1990s, AIS has been a stand-out success. Originally meant for use in a ship-to-shipmode for collision avoidance and as a means for littoralStates to obtain information about a ship and its cargo(i.e. as a VTS tool), its use has grown immensely.Authorities such as AMSA now use AIS to support theiraims and charters. Uses include:• search and rescue• ship operations• vessel tracking• investigations and prosecutions• environment protection• port State control• salvage and intervention• compliance with pilotage requirements• vessel traffic services• planning of navigational services

(e.g. ships’ routeing measures)• monitoring of (and use as) aids to navigation• strategic planning

The success of AIS is paradoxically its problem as well, insome ways. There is now a proliferation of its use (e.g.Class B AIS stations, AIS man overboard devices and AISSARTs). This has created significant loading on the VHFData Link in busy areas (e.g. 64% in the Gulf of Mexicoand 40% each in Japan and Korea (2015 data)).

Therefore, it is clear that the existing AIS frequencies willnot cope with future requirements and that e-navigationwill need more capacity for data exchange.

Australia has played a leading role in seeking ITUapproval to establish the VHF Data Exchange System(VDES). The VDES concept addresses the need foradditional capacity for digital data exchange in an e-navigation world. In 2015, Australia, along withcommercial interests, conducted sea trials to prove theVDES concept.

Australia is modernising its AIS shore station network touse software-defined radios. Australia’s AIS service

manager (ASM) is also VDES-ready, and complies with theVDES standard, as it exists today. Australia continues toprepare for and support the introduction of VDES,through the introduction of new hardware and softwarein its shore station network.

Maritime Services Portfolios (MSPs)The IMO strategy implementation plan has identified thatthere needs to be a harmonised framework for theelectronic provision of information related to maritimeservices between shore and ships. The list of maritimeservices available from a port, region or sea area istermed as a Maritime Service Portfolio or MSP.Services in a portfolio will vary, depending on the port orregion facilities. For example, a small port may offer afew services only, whereas a large port may offer many.Work is underway at IALA to develop guidance (on theinitial services identified by IMO in the table below) thataims to harmonise the format, structure andcommunication networks that will be used to exchangeMSP information. Refer to table on next page.

IN CLOSINGA goal of e-Navigation is to provide harmonisedinformation, in electronic formats, in a seamless andefficient manner, to navigational systems on board thatare better designed. The two photographs belowsymbolise a ‘before’ and ‘after’ situation.

Like other spheres, e-Navigation is, among other things, themaritime world’s response to the increasingly rapiddigitalisation of human activity. Ashore, e-navigation aims tostreamline the way maritime authorities, agencies and otherstakeholders gather and exchange information.

With a vision for safe and clean seas and saving lives, and amission to ensure safe vessel operations, combat marinepollution and rescue people in distress, AMSA will continueto contribute to the development of enavigation in the areaswhere Australia has expertise and can make a meaningfuland constructive difference.

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International developments in e-Navigation continued.

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Before After

© ATOMOS, 2003

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The success of theAustralian-developedBerkeley Class pilot boathas been underlined with asecond vessel ordered anddelivered within 12 monthsof the first entering service.

‘AMG Winyama’ will work out of thePort of Dampier, Western Australia,for Argonaut Marine Group.Argonaut placed the order withDongara Marine after beingimpressed by the performance andquality of the first Berkeley Class.

Developed to enhance safety andcomfort for Marine Pilots, the designleverages the 40+ years of experiencewith high speed fishing, patrol andoffshore crew boats that resideswithin Southerly Designs. The design’sability to safely transfer Marine Pilotsto ships in heavy weather has beenproven by ‘Berkeley’, which has beenin service at the Port of Fremantlesince June 2015.

“The design provides an amazingride at speed, especially in heavyweather, and is very dry,” notedArgonaut Marine Group’s ManagingDirector, Captain Kim Lyons.

“We were also impressed with thequality Dongara Marine has instilledthroughout. ‘AMG Winyama’ hascertainly lived up to the highexpectations we had based on the‘Berkeley’, and enhances our abilityto provide safe, reliable, and flexiblepilotage services.”

The design’s generous waterlinelength contributes to its seakeepingperformance, while also improvingpropulsion efficiency. Twin keels andfull-size pintle-hung rudders provideexceptional directional stability,increased manoeuvrability, and rolldamping. Coupled with extra wideside decks and first class WA madeNorthern Star fendering system, theseattributes make for a very safeworking platform for Pilots and crew.

‘Berkeley’ operated for more than3,000 hours in its first year, and the

heavy workload pilot boats face isreflected in the specification ofproven equipment that is rated forintensive commercial use. Anexample is the selection of twin MTU8V 2000 M72 main engines at MTU’s1B (Heavy Duty) rating.

“This rating is specifically intended forfast vessels in high load factorapplications operating some 5000 hoursper year,” explained Southerly Designsfounding Director, John Fitzhardinge.

“While some pilot boats use enginesrated for yachts and other low loadprofile applications, we firmlybelieve the engines and ratings wespecify provide end users withgreater long term value andperformance as a result of theirreliability, extended time betweenoverhaul (TBO), and constructionquality,” he continued.

Completed by Twin Disc gearboxes andNakashima propellers, the propulsionpackage gives ‘AMG Winyama’ a fullyloaded cruising speed of 25.5 knotsand 29.5 knots at 100% MCR. PenskePower Systems supplied the enginesand Kohler gensets.

To deliver ‘AMG Winyama’ quickly,Niche Marine was contracted tofabricate its robust aluminium hull,which was trucked to DongaraMarine as a bare shell ready for themechanical installation, fitout, andaddition of the resin infusedcomposite wheelhouse. Thisapproach resulted in a build time ofjust over seven months.

The use of composites results in avery lightweight yet durable cabinthat is protected against corrosionissues throughout its life. It alsoprovides insulation from the extremeheat ‘AMG Winyama’ will experiencein the Pilbara. Further enhancingconditions for those onboard, thewheelhouse is resiliently mountedresulting in very low noise andvibration levels, while DongaraMarine’s composite constructiontechniques provide a near superyachtfinish inside and out.

Also contributing to providing Pilotsand crew with a quiet, comfortablework place is Dongara Marine’s highquality interior fitout. This is evidentin features such as padded vinyllinings and the carbon fibre andleather dash. Direct glazed windowsprovide unrivalled 360-degreevisibility and are fitted withreflective blinds to reduce heattransfer. Six Shockwave militaryspecification shock-mitigating seatsadd to the exceptional ride providedby the Berkeley Class hullform, whilstthe ergonomic dash enables theskipper to easily access the full arrayof electronics.

These electronics include two FurunoNavnet multi-function (plotter,sounder, and radar) displays with14.1” glass touchscreens (with a thirdscreen at the dedicated pilotposition). Dash clutter is reduced bya customised FinScan IntelliCOREdigital switching system that enablesswitching for all circuits that requirewheelhouse control – such aselectrics, tanks gauges, vessel alarms,and electrical supply – to occur on asingle 10” touchscreen.

Since it is lightweight and resilientlymounted, the wheelhouse can besimply removed if it is necessary toremove the main engines. JohnFitzhardinge says this feature allowsfor a more optimal pilot boat design.

“Whereas some designs have tocompromise on the positioning ofengines and superstructures toprovide for full engine access, ourdesign locates the engines in thebest place as far as vessel balanceand performance are concerned,while simultaneously positioning thewheelhouse for optimalfunctionality, visibility, and personnelcomfort,” Fitzhardinge explained.

As an example, he notes the addedfunctionality the more spacious aftdeck and cabin of the Berkeley Classpilot boat provides. “It enables, forexample, a stretcher-borne patientto be easily manoeuvred on thesheltered aft deck and then into thesafety and comfort of the cabin,

‘AMG Winyama’First up success spurs demand for Berkeley Class pilot boat

ADVERTISING ARTICLE

something that is not possible onmany pilot vessels,” Fitzhardingesaid. ‘AMG Winyama’ is fitted with aGoodchild Marine man overboardrecovery platform.

The high standard of construction,and regard for through-life reliabilityand maintainability, is evident in thespacious engine room, wherepolished copper nickel piping is usedthroughout the sea water systemdue to its higher corrosion resistance.

“The piping, and the choice of MOBrecovery platform, are some of ahandful of detail changes Argonaut,our owner’s representative IMC, andDongara Marine agreed wouldenhance the original Berkeley designfor operation and maintenance inthe harsh Pilbara environment,”Argonaut’s Kim Lyons explained. “To

their credit Dongara Marine workedextremely cooperatively to achieveour specific requirements. We wouldhave no hesitation in going back tothem for future projects.”

Dongara Marine’s General Manager,Rohan Warr, said combining talentswas a key to the project’s success.

“To deliver a vessel of the higheststandard, Dongara Marine drew notonly on our in-house capabilities butalso those of specialist contractorswho have gained their experiencewith the hard working vessels used inthe demanding Western Australianrock lobster fishery,” he said.

Pages Electrical and Dongara Marine’sKeith Paris oversaw the electricalinstallation. Geraldton MarineElectronics provided and installed the

electronics. M3 Engineering carriedout the mechanical installation, andthe stern gear was provided by M & JEngineering. Fleet Hydraulics providedand installed the steering system.

“The contributions of all parties havecombined to provide a first classpilot boat that will providesignificantly lower operating andmaintenance costs over its lifespan,”Warr concluded.

FOR FURTHER INFORMATIONCONTACT:Dongara MarineWestern Australiadongaramarine@wn.com.auwww.dongaramarine.com.au

Southerly DesignsWestern Australiainfo@southerly.com.auwww.southerly.com.au

Note: Dongara Marine is currentlybuilding a third Berkeley Classpilot boat which is scheduled forcompletion next year. It isavailable for purchase, with leaseand lease/purchase arrangementsoptions also available.

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ADVERTISING ARTICLE ‘AMG Winyama’ continued.

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ADDITIONAL COMPANYINFORMATION

About Southerly Designs

Southerly Designs has been at theforefront of high speed aluminiumvessel design for almost two decades.

Drawing on over 40 years of experiencein designing, constructing and operatingfast commercial vessels, its professionaland dedicated team has forged anenviable reputation for producing robustvessels that are practical, handle welleven in extreme conditions, are fuelefficient and offer comfort withoutsacrificing performance.

There are currently over 400Southerly Designs vessels operatingin diverse roles globally. These rangein length from 5 to 52 metres.

Southerly Designs existing designportfolio includes vessels suited to awide variety of applications andclients. It includes long range andhigh speed patrol vessels; offshoresupport vessels for oil and gas,construction and aquaculture; highspeed fishing boats; tourism andcharter vessels; and motor yachts.

www.southerly.com.au

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The “Asterix” is a 13 metre Damen 1205twin srew tug/workboat. It was engagedto assist in manoeuvring a 99 metre tanker“Donizetti” off the berth.

The wind speed was gusting to 25 knots and pushing thevessel onto the berth.

The pilot asked the launch coxswain to make fast thetowline through the starboard quarter fairlead, thelaunch connected their towline using a gobline.

The pilot asked the launch for a tight line (keep clear ofwater), the Donizetti’s Master put the rudder hard toport (becker), CPP to dead slow ahead and bow thrusterfull to starboard.

The forward spring was left ashore to allow the vessel tomove of the berth, as the vessel moved of the berth theCPP was set to zero and the aft spring let go. An orderwas given to the launch coxswain for “all easy” andacknowledged by the launch coxswain.

The Donizetti’s Master moved the CPP control ahead andspeed increased to between 2 & 4 knots.

The Asterix’s coxswain tried to turn the launch to portapplying full rudder with starboard engine ahead andport engine astern. One minute later the pilot orderedthe launch to “run with me”

which the coxswain acknowledged, the pilot thenordered the launch to “come in and let go” which wasagain acknowledged.

A crew member on the stern of the Donizettis heard onthe VHF the order from the pilot to the launch to let go.He noticed the launch unable to respond and listing toport. He instructed the Donizetti’s bridge team to stopthe engine but received no response.

The coxswain was unable to regain control and requestedadvice from his deckhand who was doing paperwork andwas unaware of the situation. The deckhand told thecoxswain to put the engines to neutral and operate theemergency release wire. The coxswain attempted to pullthe handle located on the deckhead above his head but itdid not release, the deckhand left the wheelhouse and

attempted to release the towing hook by directly pullingon the wire but this was unsuccessful.

Donizetti’s crew member repeated his instructions to thebridge which they heard and put the CPP to zero.

As Asterix capsized with the towline still attached thecoxswain was trapped in the wheelhouse by the ingressof water, the deckhand was initially trapped under thelaunch but managed to swim clear.

Donizetti continued to make headway along the line ofthe berths and ahead propulsion applied to keep driftingonto the berth, another tug, the Apex came alongsidethe Donizetti and held it in position whilst anotherlaunch came alongside the Asterix took the towline andsecured alongside.

Search and rescue efforts started to find the coxswain, 47minutes later the Asterix began to roll on to its side and asthe wheelhouse windows came into view the coxswaincould be seen trapped inside. A crew member on one ofthe salvage vessels jumped into the water was passed asledge hammer broke a window and rescued the coxswain.

Vessels over 91.5 metres where required to use onemooring boat for departures, however depending on thevessels machinery configuration and weather conditionspilots often waived this requirement.

Factors contributing to the accident:Pilot, Master & launch coxswain did not share a common plan.

Launch crew did not have sufficient understanding of theuse of gob lines and the gob line was not adjusted priorto the job.

There was insufficient communication between the vessels.

Findings

The launch company instructed the crew to use gob lineson each job to mitigate against girting. No instructionson the use of gob lines were included in the SMS.

The launch coxswain was not told the Donizetti wasmoving ahead and he didn’t inform the pilot of thedangerous situation he was in.

Asterix Girting & CapsizeFawley terminal Southampton 30 March 2016

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The point at which Asterix’s coxswain realised he had lostcontrol is unclear, he had unsuccessfully attempted toturn the launch to run with the ship as instructed to doso by the pilot.

After the Asterix was salvaged the towing hookmechanism was found only partially activated with thetowlines eye still located on the closed hook, tests carriedout found the hook should have released with up to 15tonne load, the company’s SMS did not require the hookrelease to be tested as part of a drill.

The effort required to operate Asterix’s towing hookemergency release mechanism increased in proportion to theloading of the hook.

A lack of training and interaction between pilots andmooring launch coxswains.

Pilot Tug Training

Trainee pilots undertake 12 tug trips during their initial13 week training schedule, this includes two trips on themooring launches.

To progress to lower 2nd class pilot, a pilot mustcomplete a further 6 trips on tugs plus 2 on themooring launches.

Once pilots complete their 2nd class training andachieved 1st class unrestricted licence there is norequirement for further training on the mooring launcheseven though the mooring launches are used on regularbasis. First class pilots continue to attend joint simulatortraining but only with tug masters off the larger tugs.

Since the incident Southampton pilots have revised itspilot training schedule to include annual trips on mooringlaunches and investigating the use of simulation for pilotsand mooring launch crew.

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On 16 December 2015, at 2014 local time, the MV ThorcoCloud and the MV Stolt Commitment collided in theSingapore Strait resulting in the unnecessary deaths of sixseafarers, with the Thorco Cloud sinking in two parts in 38mof water depth in the middle of the Traffic SeparationScheme. This incident should have been avoided, and thisarticle discusses how the Electronic Chart Display InformationSystem (ECDIS), complimented by traditional navigation skillsincluding ‘All Available Means’ are essential to reduce therisk of such incidents occurring in the future.

As of June 2016, some 51% of the SOLAS fleet (Source:UKHO) are now using Electronic Navigation Chart’s (ENCs)and ECDIS. The staged introduction of ECDIS since 2012concludes in the next two years for the mandatory carriageof this complex technology, with existing Bulk Cargo shipsover 50,000GT as from 01 July or first survey this year,required to comply. Additionally the 2010 Manila

amendments to the STCW Code requires all certificated DeckOfficers to have completed the IMO Model 1.27 ECDISGeneric Operators course by 01 January 2017. The window ofthe ECDIS mandate is rapidly closing. It is interesting to notethe increase in AMSA Port State Control detentions inrelation to ECDIS non-compliance already this year – is thisthe tip of the iceberg and how many vessels trading intoAustralia are also non-compliant? For these reasons it istimely to review the role of ECDIS in collision avoidance, withthe hope of reversing the worrying trend where vesselsfitted, or required soon to be fitted with ECDIS, are notutilising it as the "primary means of navigation" or to thesystems full capacity. There are over 40 approved ECDIS typesavailable to maritime companies which in itself provideschallenges to the maritime industry in terms of ISM Codetype specific training compliance to manning agenciesproviding trained deck officers.

Seafarers shall use "all available means" appropriate in theprevailing circumstances and conditions in maintaining aproper look out and determining if a risk of collision exists(see rule 5 and 7 of the International Regulations for thePrevention of Collisions at Sea (COLREGS)). "All availablemeans" clearly includes the technology installed on vesselsdesigned to aid navigation and/or plot the position, speedand direction of potential collision risks.

What cannot be refuted, at least by those who have utilisedECDIS as the primary means of navigation, is that ECDISoffers substantial benefits that cannot be replicated on apaper chart. These benefits revolve around increasedsituational awareness of the ship and its operatingenvironment. This increased situational awareness allows theoperator to have a real time picture of those vesselspresenting a risk of collision (including verification of thatdata through AIS, ARPA and Radar Image Overlay (RIO)) withreference to the potential navigational situation that both

(or more vessels) may be facing. This provides the operator,navigator, master or marine pilot with the opportunity tomake more informed decisions in circumstances where a riskof collision exists. While these features are in part achievableon a paper chart, the real time display and ability tointerrogate and interact with an ECDIS cannot be replicatedon a paper chart.

These tools are invaluable for operators in situations where arisk of collision is developing or exists. If utilised correctly,ECDIS allows the give way vessel to take early and substantialaction to keep well clear and avoid other close quarterssituations developing. Utilising ECDIS correctly, including thebackup ECDIS for ‘longer range scanning’ as we do withARPA/RADAR, and to its full extent requires operators tohave undertaken appropriate type specific training,reinforced at sea as per ISM Code familiarisation, or simulatortraining under the supervisions of appropriately qualifiedpersonnel.1

Collisions, ECDIS and "All Available Means"A Series of Digital Navigation Articles – No1

1 A vessel was recently detained in the Port of Brisbane, Australia, after transiting the Great Barrier Reef for significant deficiencies identified with thecrew in relation to their use and knowledge of the ECDIS system on-board (despite the crew having conducted all of the relevant type specific training).

15

Not only should utilising ECDIS correctly reduce the risk ofcollisions occurring, it may also reduce the extent of liabilitythat is incurred by ship owners and charterers wherecollisions cannot be avoided. Maritime lawyers refer to“Hewson J in The Vechtstroom [1964] 1 Lloyd's Rep. 118”,which is relevant here:

'A vessel which deliberately disregards such an aid whenavailable is exposing not only herself, but other shipping toundue risks, that is, risks which with seamanlike prudencecould, and should, be eliminated. As I see it, there is a dutyupon shipping to use such aids when readily available - andwhen I say ‘readily available’ I am not saying instantlyavailable - and if they elect to disregard such aids they do soat their own risk.'

However, "all available means" does not mean relying solelyon ECDIS when making collisions avoidance and navigationaldecisions. The operator must continue to validate thoseinputs, including by looking out the bridge window andmonitoring the bearing movements of approaching vessels,to ensure that a full appraisal of the situation and risk ofcollision is made. Good visual lookouts are necessary,notwithstanding the assistance of other navigational aids, assuch aids can take time to calculate (or in the case of AIStransmit) information and therefore provide informationthat is some cases, to an appreciable extent, historic. Thisrequires ‘scanning’ all instruments, visual lookout and aconscientious lookout by hearing via VHF, VTIS, etc.

This is particularly important in close quarters situations andheavy traffic areas as operators (particularly new operators)can be drawn into an ECDIS display and loose situationalawareness (the exact thing ECDIS was designed toovercome). There is also a danger that some operatorsunquestioningly trust what is displayed on ECDIS anddescend into a false sense of security. While ECDIS is avaluable aid to navigation, an unwelcome side effect is thatthe modern watchkeeper can often seem obsessed withsticking to their red line (their track), sometimes at the costof complying with the COLREGS. Some operators may belulled into a false sense of ‘GPS’ accuracy and ‘cut the corner’(MV RENA, New Zealand). It worthy to note the GNSSaccuracy on the screen is more accurate through differentialtechnology than the ENC being displayed. Nothing haschanged within the COLREGs in relation to digitalnavigation, for example, a bold alteration of course whengive-way vessel to be observed visually and by radar, (andnow add ‘AIS’).

Traditional navigational skills must not be forgotten or lost inthe age of ECDIS. While ECDIS, as an aid to navigation, farsurpasses the traditional paper chart, we must understand itslimitations and ensure we use "all available means" inmaintaining a proper look out and determining if a risk ofcollision exists. This is particularly important in the APACregion, the top ship loss region globally, as the Allianz AGCSSafety and Shipping Review 2016 recently identified.

In this series titled "all available means", Clyde & Co’s MasterMariners and Mariners have teamed up with MARitimeCONsultancy (MARCON Pty Ltd who provide ECDISconsultancy services and other maritime training solutions) toprovide you with an insight into some emerging issues anddeveloping trends with digital navigation. In APAC, the Clyde& Co Marine casualty team has significant experience withECDIS, including experience as navigators and in command ofvessels utilising ECDIS as the primary means of navigation.The team includes Mariners who instructed on the use ofECDIS to both deck officers and navigators of the RoyalAustralian Navy and MARCON Pty Ltd has 35 yearsoperational and maritime training experience and will shortlybe providing a unique training solution to Australian MarinePilots in ECDIS and PPU operations.

In our next article, we will consider the importance of theECDIS safety setup and some key questions Marine Pilotsshould consider to assure themselves during the MPX to assistavoiding navigational hazards, including groundings.

Co-Authors:Mr Joel Cockerell, Associate Clyde&Co ( www.clydeco.com )Mr Anthony Allen, Director MARCON Pty Ltd ( www.ecdis-consultancy.com )

A Series of Digital Navigation Articles

16

Recently in Botany Bay we had 3 significant pilot ladderincidents that could have had led to serious injuries. All wereon container vessels that are regular callers at Australian andNew Zealand ports.

FIRST INCIDENTPilot was disembarking a combination ladder with a trapdoor. As the pilot stepped from the platform onto the pilotladder and started to descend, the trap door closed strikingthe pilot on the shoulders and neck.

The pilot, 6 metres above the water, managed to hold ontothe ladder whilst the crew lifted the door off hisshoulders/neck.

If the pilot was one metre lower the door would off hit hishead and possibly knocked him out.

A pin was not properly inserted and as the ship rolled cameout and caused the door to close.

The weight of the door we believe is over 20 kilos.

Recent Sydney Pilot Ladder Near Misses

See pin top right.

SECOND INCIDENTWhilst climbing a combination ladder the side rope partedabove the top step.

Luckily the magnet was attached to the ladder and helpedhold the ladder. The man ropes also provided a secondarymeans to allow the pilot to support his weight.

THIRD INCIDENTWhilst climbing a combination ladder the pilot stepped fromthe ladder onto the platform.

The pilot put his hand on the inner stanchion to assistgetting onto the platform.

As he transferred across, the stanchion came out causing thepilot to lose his balance and nearly fall 5-6 metres back ontothe cutter.

The pin at the bottom of the stanchion had sheared off andthe crew had not tested the integrity of the stanchion.

Note no pin inbottom ofstanchion.

17

Svitzer Australia commenced a ContingencyTraining program in Jan 2015 for all of theirMasters to complete once every 4 years. Svitzerhold these courses regularly and AMPI have anopen invite to attend any course to add input andexperience to the discussions and simulations.

The purpose of the course is to train Masters in theirresponses to Tug based contingencies. This type of trainingwas missing from Svitzer’s Training regime, and coincidentallywas needed to be completed for the company to complywith OVMSA Level 2. The training is undertaken by Svitzer’s

most experienced Masters in conjunction with the veryhelpful staff at Smartship and FMSC. Only three Mastersattend this training at a time, so there are many scenariospractised each time. The Tug Masters are in the simulator forthe majority of the two days for this intense training, and allhave gotten a lot from it. Time is taken to de-brief after eachMaster has completed the scenario, and views compared,exchanged and debated. A pilots view would add anotherdimension to this training.

If you wish to attend please drop Andy Perry, RegionalMarine Manager (andy.perry@svitzer.com) a line.

Svitzer Australia Invites Pilots toattend Simulation Exercises

Notice is hereby given that the Annual General Meeting ofmembers of Australasian Marine Pilots Institute Ltd will beheld at, Port Phillip Sea Pilots, Training Centre, MelbourneVIC, on the Wednesday 23rd November 2016 commencing at1300 hrs.

ITEMS OF BUSINESS

1. Attendance

2. Presidents Report

3. Financial Reports

To receive and consider the Financial Report for AMPI forthe period ended 30th June 2012, together with theAuditor’s Report as set out in the Annual Report.

4. Election and/or re-election of directors

As required by the Companies’ constitution, a count ofthe nominations for the election will be held to appointDirectors to the board of AMPI. Where nomination ofDirectors exceeds the number of positions vacated, the

results of a local constituent ballot will be announced. To consider and, if thought fit, pass the following.WAQldNSWVICQueensland

5. As the retiring Directors are also retiring by rotation fromthe Executive Council, a vote by show of hands amongstthe encumbered Directors will determine the vacatedExecutive Council positions.

6. Other Business:

CPD future planning

Voting Proxy Forms are will shortly be availablefrom the AMPI website and must be left at theOffice or received by the Secretary before 20th November 2016.

Notice of Annual General Meeting

Australasian Marine Pilots Institute ACN139920335

18

It became public this month that Qatar Airways has fired allfour pilots in the cockpit when their Boeing 777 tail broke aset of runway lights during takeoff from Miami Internationallast September. They mistakenly left from an intersectionthousands of feet short of the planned full runway length. Itwas a serious accident, no doubt. There was a visible tear tothe aircraft’s skin, the pressure vessel was damaged, and MIAairport needed some new approach lights.

The crew continued with the overwater thirteen plus hourflight uneventfully, apparently unaware of their close brushwith disaster. But damage of this kind prompts aninvestigation. Airport security cameras recorded the airliner’stail hitting the approach lights. So we know what happened.The real question is why? Was it a hurrying reckless crew? Orshould we praise the flying pilot for sensing something waswrong and rotating just in time? And how serious was this?

Bending metal never is good. The damage was all fixable–about 18 square meters of damaged sheet metal, pressurevessel breached behind rear cargo door–but the possibility ofa truly serious accident, of real danger to life, was certainlyclose. A little less performance, a little less runway, andcontinued flight may have been questionable.

The aircraft started the departure roll from the T1intersection off a midfield taxiway, leaving less than two-thirds the normal runway length of 13,000 feet available fortakeoff. That’s certainly plenty of pavement in a Cessna, orindeed an A320. But a fully loaded B777? Using a reducedtakeoff power? Not so much.

Inner Art of Airmanship BlogPosting my perpetual pursuit of piloting perfection

WE WILL NOT ACCEPT ANY KIND OF LAPSESBy Dave English

Yellow line is aircraft ground roll. Photo source, QCAA report.

Damage to aircraft and approach lights. Photo source, QCAA report.

19

The Qatar Civil Aviation Authority (QCAA) preliminaryreport clearly details the event, and finds somecompelling human factors that shed light on how anexperienced captain (over 9,000 hours total time,including almost 1,000 on the B777) and three otherpilots could think they were doing everything right. Infact, the report has no suggestion of recklessness,carelessness or intentional violations by the crew.

Zooming in on the taxi chart on a tablet may remove the ‘bigpicture’ view, leaving you to see a major intersection as closeto end of the runway. It was a dark night. Planes landing onthe runway were touching down close to the intersection,leading the relief pilots to think it was close to the end of therunway (but actually the landing threshold was displaced 511meters). And both the captain and first officer thought theyhad the performance numbers for intersection T1.

Printout of on-board performance tool data. Photo source QCAA.

Unfortunately 09#T1 refers to “T1” engine performanceconditions, not the “T1” intersection on runway 9.

It seems like a normal accident. A variety of engineering andhuman factors all lining up on a dark night.

So why have all four pilots been fired?

“At Qatar Airways we will not accept any kind of lapsesby pilots because they have hundreds of passengerswhom they risked.”

Akbar Al Baker Qatar Airways chief executive Interview, 3 March 2016, The Sydney Morning Herald

Oh dear. It’s the ‘fire and forget’ philosophy of flight safety(which is one step beyond ‘blame and train’). Stupid pilots.Bad pilots. Dangerous pilots. Now that they have been letgo, the head of Qatar has publicly stated that passengerscould rest assured the Miami incident was the “first and last”time it would happen at his airline.

The “first and last” time?

This one accident was a too-close high-energy brush withsolid ground. But the message firing the pilots sends to everyother pilot, bag loader, dispatcher, flight attendant and gateagent at the airline is a much more dangerous explosivecharge. If you make a mistake, however easy due to poorengineering or bad luck or human factors or complexunforeseen interactions, and if you want to keep your job,you best be quiet.

While some media outlets praised the firing decision, “Tosay, this was the right decision on the part of Qatar is anunderstatement”, I am saddened. This totally destroys theopen sharing of little incidents that lets us all changeprocedures and behaviors before a large accident happens.This is completely counter to the well-known and provenpaths of Just Culture. This is against the philosophy of ASAPand NASA ASRS and UK CHIRP and SMS and just about anyopen safety system that is conducive to reporting,engagement and safety improvement.

If you “won’t accept any lapses”, on fear of firing, thenyour employees will not report any. However, I’ll bet youa billion dollars to a bagel that slips and errors and lapsesand engineering complexities will happen. And one day,it will be CNN reporting what happened, not the friendlysafety department.

It’s scary when management’s response to safety incidentsis to offer a big steaming cup of STFU.

Let’s be careful up there. And share our experiences, funor frightening.

EXECUTIVE AND BOARDName Position Location Email PhoneRobert Buck President VIC hbisa@bigpond.com 0402 022 002Peter Keith Dann Deputy President WA bookemdanno@bigpond.com 0448 842 218Douglas John Dow Director SA dow.douglas@flindersports.com.au 0417 834 910Craig Eastaugh Director WA craig.eastaugh@porthedlandpilots.com 0438 500 570Neil Farmer Vice President NSW farmers@bigpond.net.au 0417 212 780Luke Felsinger Director Nth QLD luke.felsinger@gmail.com 0429 771 767Helen Gray Secretary admin@ampi.org.au 0457 745 685Peter Richard Liley Director QLD lileypilot@bigpond.com 0407 655 926Brendan O'Grady Director QLD pilotzulu@outlook.com 0428 866 213Stuart Proctor Director WA sproctor@fremantlepilots.com.au 0488 475 757Benjamin Ranson Vice President QLD benprivate292@hotmail.com 0438 121 584Adam Roberts Director NSW ad_m_roberts@hotmail.com 0427 579 768Robert Tanner Treasurer NSW robtanner54@gmail.com 0439 636 486

Please note that the AMPI working committees are currently under review in order to expand the portfolios and involveadditional participation from AMPI members. More information in this will be forwarded to members via email in the newyear. Neil Farmer, Committee Co-ordinator

If any of the above information is incorrect please forward to the editor of Safe Passage.

DISCLAIMERArticles contained in this magazine are the views and opinions of their author, and unless otherwise stated, are not the views andopinions of AMPI, their employer or any other organisation referred to in that article. AMPI cannot be held responsible for any apparentincorrect or misleading information and any inferences, implied or otherwise, made from the content of any article in Safe Passage.

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