Papua New Guinea Guidelines For Marine Pilotage Standards

GUIDE LINES FOR MARINE PILOTAGE STANDARDS
National Maritime Safety Authority

1
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 pilots 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 pilots 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;
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
ECS
IMO
ICS
ISM
ISPS
LNG
LOA
NLS
NMSA
OCIMF
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=
=
=
=
=
=
=
=
=
=
Automatic Radar Plotting Aid;

Electronic Chart Systems;
International Maritime Organisation;
International Chamber of Shipping;
International Safety Management Code (under SOLAS);
International Ship and Port Facility Security Code (under SOLAS);
Liquid Natural Gas;
Length Overall;
Noxious Liquid Substances;
National Maritime Safety Authority;
Oil Companies International Marine Forum;
PPU
SMCP
ULCC
VTS
VLCC
PART I
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=
=
=
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Portable Pilot Units;

Standard Marine Communication Phrases
Ultra-Large Crude Carrier;
Vessel Traffic Service;
Very Large Crude Carrier.
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)
b)
c)
d)
e)
f)
g)
h)
i)
1.5
Qualifications; and
Experience; and
Training (including Simulator); and
Observer passages; and
Check passages; and
Tug Observer trips; and
Medical examination; and
Eyesight examination; and
Written and Oral examinations.
CLASS 1 PILOTS 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 years sea service whilst holding the CoC.
Experience
(d)
(e)
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
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 PILOTS LICENCE REQUIREMENTS

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Qualification
(a)
Chief Officer (Class 2) Certificate of Competency issued by NMSA together with 1
year of sea service whilst holding the CoC; or
(b)
and Code (1995) and recognised by the Authority through a Certificate of
Recognition, with 1 years sea service whilst holding the CoC.
Experience
(c)
(d)
(e)
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
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
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)
Passages shall have been successfully completed and a written statement
supported by logged documentation, from the pilot organizations audit function
1.8

1.9
CLASS 3 MARINE PILOTS LICENCE REQUIREMENTS

Qualification
(a)
Chief Officer (Class 2) Certificate of Competency issued by NMSA together with 1
year of sea service whilst holding the CoC; or
(b)
and Code (1995) and recognised by NMSA through a Certificate of Recognition,
with 1 years 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)
Passages shall have been successfully completed, and, a written statement
supported by logged documentation, from the pilot organizations audit function,
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

1.12
APPLICATION FOR ISSUE OF A MARINE PILOTS 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 Pilots
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)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
(n)
(o)
(p)
(q)
(r)
(s)
(t)
(u)
(v)
(w)
2.11
International Convention for the Safety of Life at Sea, 1974, as amended

(SOLAS 1974);
International Convention for the Prevention of Pollution from Ships, 1973
(MARPOL, 1973);
International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978, as amended (STCW 1978);
International Convention on the Control of Harmful Anti-Fouling Systems,
2001 (Anti-fouling);
International Convention for the Control and Management of Ships'
Ballast Water and Sediments, 2004 (Ballast Convention);
International Convention on Civil Liability for Bunker Oil Pollution
Damage, 2001 (Bunkers Convention);
International Convention on Salvage, (SALVAGE 1989);
International Convention on Maritime Search and Rescue, (SAR 1979);
International Convention on the Arrest of Ships, (ARREST 1999);
the PNG Merchant Shipping Act 1975, as amended;
the PNG Harbours Act 1963 (CHAPTER 240), as amended;
the Marine Pollution (Ballast Water Control) Act & Regulation 2013 on
gazettal;
the Marine Pollution (Liability & Cost Recovery) Act & Regulation 2013
on gazettal;
the Marine Pollution (Preparedness & Response) Act 2013 on gazettal;
the Marine Pollution (Sea Dumping) Act and Regulation 2013 on gazettal;
the Marine Pollution (Ships & Installations) Act and Regulation 2013 on
gazettal;
the PNG Merchant Shipping (Safety) Regulation 2006;
the PNG Merchant Shipping (Pilotage) Regulation 2006;
the PNG Merchant Shipping (Dangerous Goods) Regulation 2007;
the PNG Ports (Management and Safety) Regulation 2010; and
the PNG Marine Pilot Standards and the PNG Standard for Maritime Pilot
Organizations.
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 pilots 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)
(iv)
(v)
5.2
Port Operations Managers (Harbour-masters) directions; and

marine orders (where appropriate); and
prevent, by all reasonable means in their power, any violation of
these rules and regulations by any ship of which they have pilotage
charge.
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.
15
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.
16
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
17
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 pilots 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;
18
(n)
(o)
(p)
(q)
(r)
(s)
(t)
(u)
(v)
(w)
(x)
(y)
(z)
(aa)
(bb)
(cc)
systems of radio navigational warning broadcasts in the area and the type
of information likely to be included;
traffic separation schemes, vessel traffic services and similar vessel
management systems in the area, (not yet in PNG);
bridge equipment and navigational aids;
use of radar, electronic chart systems, (ECS) and other electronic devices;
fully understanding their limitations and capabilities as navigation and
collision avoidance aids;
use of Portable Pilotage Units (PPUs) (not yet in PNG);
manoeuvring behaviour of the types and categories of ships to be piloted
and the limitations imposed by particular propulsion and steering
systems;
factors affecting ship performance such as wind, current, tide, channel
configuration, water depth, bottom, river bank and ship interaction
(including squat);
use and limitations of various types of tugs;
the English language to a standard adequate to enable the pilot to express
communications clearly;
IMO Standard Marine Communication Phrases (SMCP);
IMO Code for the investigation of marine casualties and incidents;
Master-Pilot Relationship, Pilot Card, operational procedures;
pollution prevention;
emergency and contingency plans for the area;
safe embarking and disembarking procedures; and
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
ships 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 pilots 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.
19
The master, bridge officers and pilot share a responsibility for good
communications and understanding of each others 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
pilots 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 ships ETA
and the pilotage organization (Pilot Station/Port Operations Manager/Harbourmaster) 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/Harbourmaster shall include all the information required by regulations, including:
(a)
ships name, call sign, ships agent;
(b)
ships 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

20
The master and the pilot shall exchange information regarding navigational
procedures, local conditions and rules and the ships 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 PPUs: 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
21
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
22
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 organizations 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.
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 holders 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
9.4
23
(g)
must comply with any port procedures published by the relevant Port
Operations Manager, Harbour-master, relevant pilotage organization or
the Authority.
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.
9.5
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
ports 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
24
(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).
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.
9.8
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.
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.
10.2
The pilotage organization is not limited from undertaking any additional training
or assessment that it considers necessary.
PERFORMANCE CHECKS
The performance of every pilot exempt master who holds a valid marine pilot
exemption certificate shall be checked:
10.3
25
(a)
(b)
(c)
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
during discussions on local knowledge with the Port Operations Manager
(Harbour-master) or his/her delegate;
at intervals not exceeding 12 months.
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.
10.4
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.
10.5
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.
10.6
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.
10.7
26
11.
CERTIFICATE OF LOCAL KNOWLEDGE FOR PILOTAGE EXEMPTION
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.
11.1
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.
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.
11.2
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 holders fitness to carry out such movements as are authorised by the
certificate; and
11.3
27
(d)
(e)
(f)
must maintain the records required by these Standards; and

must comply with any direction given by the relevant Port Operations
Manager (Harbour-master); and
must comply with any port procedures published by the relevant Port
Operations Manager (Harbour-master), relevant pilotage organization or
the Authority.
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.
11.4
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.
11.5
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
11.6
28
(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
ships:
RESTRICTIONS
A Certificate of Local Knowledge is not to be issued in respect of the following
(a)
(b)
(c)
a ship the length of which exceeds 70 metres unless approved by the

Authority or the relevant pilotage organization;
a ship carrying dangerous or hazardous goods in bulk, unless approved by
the Authority or the relevant pilotage organization; and
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.
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.
11.8
12.
MARINE PILOT PROFESSIONAL CONDUCT STANDARDS
GENERAL
In Section 12 marine pilot includes ships 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.
12.1
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 pilots 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
29
(e)
12.3
marine pilots must comply with any relevant occupational health and
safety legislation.
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.
30
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.
12.4
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
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.
2.1
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.
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
2.2
31
months (6) before the date of application. (Refer to Annex page 2 for Standards of
Colour Vision)
ASSESSMENT OF APPLICANTS 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)
2.3
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.
2.4
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.
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.
2.5
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.
2.6
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
2.7
32
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.
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.
2.8
APPEAL PANELS 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.
2.9
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;
IDENTIFY EACH SAFETY TASK:

then for each task identified:-
A.
Identify risks associated with the task:
IDENTIFY INHERENT REQUIREMENTS:

Identify the activities that make up the tasks inherent requirements;
33
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:
HEALTH ATTRIBUTES:
Evaluate health attributes required to undertake the activities safely;
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:
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
MEDICAL CRITERIA & HEALTH REQUIREMENTS:

Match medical criteria and health assessments to the health qualities
required to achieve the task(s).
PILOTAGE WORK - RISK EXPOSURES

The pilots role is to control the ship and provide advice to a ships 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.
2.2
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;
34
(b)
(c)
(d)
(e)
(f)
environmental damage;
property and infrastructure damage;
commercial damage to port and trade;
disruption of transport; and
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.
SELECTION AND TRAINING
Selection and training procedures reflect the very high skill requirements of the
pilotage task and the considerable risks involved.
2.4
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.
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.
2.5
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 pilots performance (Check Passage) by a senior pilot (Check Pilot).
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 ships master concerning the particular characteristics of the ship being
piloted. It may also involve considerable physical exertion for embarking and
disembarking ships.
2.6
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.
35
COGNITIVE TASKS (PILOTING)

In general terms, the pilots 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 ships
navigational and communications equipment, at the same time liaising with other ships
and the port control centre. Mental calculation of another ships movements based on
information from VHF either directly from the ship or via port control might also be
required.
2.7
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.
2.8
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.
2.9
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.
2.10
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.
36
(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 Menieres
disease and other disorders of the vestibule (organ of balance) in the
inner ear or head injury/whip-lash causing post-traumatic vertigo.
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.
2.12
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).
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 handeye, 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.
2.14
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.
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;
2.15
37
(d)
(e)
stroke; and
syncopal (fainting) episodes.
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.
2.16
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 PHYSICIANS GUIDE: OPERATIONAL PILOTING
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.
2.1
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.
2.2
Sunlight can cause glare, which reduces vision, and the ultraviolet component
can contribute to certain types of cataract formation, so eye protection is necessary.
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
2.3
38
movements are made known to the pilot. Winds and tides and recreational events such
as sailing regattas are noted.
BRIDGE RESOURCE MANAGEMENT (BRM)
Bridge resource management (BRM) begins on the pilots 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.
2.4
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.
2.5
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 pilots 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;
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.
2.6
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 pilots 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.
39
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 pilots pupils. On the other
side of the navigating bridge that remains in relative darkness there may be tugs
operating, which need the pilots 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.
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.
2.7
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.
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.
2.8
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.
2.9
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 ships whistle, using radio communication or making avoidance manoeuvres.
PART 4 PHYSICIANS GUIDE: EMBARKING & DISEMBARKING
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.
2.1
40
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.
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.
2.2
The launch master (coxswain) has to continually manoeuvre the launch to be

against the ships 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.
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.
2.3
Critical judgement is needed in a rough sea regarding timing for gaining/ leaving
the ladder from/to the launch. There is potential for the pilots 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.
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.
2.4
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.
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.
2.5
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
41
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.
EMERGENCY PROCEDURES FOR MAN OVERBOARD
A major risk in the pilots work is falling into the sea at the time of boarding or
leaving the launch or from the collapse of a ladder.
2.6
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
Organizations (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
42
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 harbourmaster, 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;
43
(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
organizations 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
44
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 noncompliance 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.
45
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;
46
(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;
47
3.3
(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.
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 providers 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.
48
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 pilots 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
providers 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 organizations or pilot service providers senior management.
5.
RECRUITMENT, TRAINING & QUALIFICATION

49
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 organizations 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 organizations 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
organizations 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
50
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 pilots 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
51
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 ships 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.
52
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
DISEMBARKING)
(INCLUDING
EMBARKING
AND
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 providers 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.
53
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 providers
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.
54
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 providers 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
55
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 organizations and pilot service
providers 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
OCCURRENCES
INCIDENTS,
ACCIDENTS
AND
HAZARDOUS
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
56
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
57
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 nonconformities;
(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 organizations or pilot service providers
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
pilots 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
58
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)
b)
c)
LNG or Oil Terminal minimum level of Public Liability cover

K200M
Port Authority minimum level of Public Liability cover
K40M
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
59
ANNEXURE 1
PILOT CLASS REQUIREMENTS
Category 1
Oil, LNG, NLS
basic requirement
Master (Class1) CoC

or
First Officer (Class 2) CoC
plus
Class 2 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
Class 1
Pilot
Licence
__________________________________________________________________________________________________________
Category 2
<150m LOA
basic requirement

plus
Class 3 Pilot Licence
or
Other Acceptable Experience
Other Requirements:
Medical
Oral Exam
Check transits
Simulator Training
Radar/ARPA
Class 2
Pilot
Licence
__________________________________________________________________________________________________________
Category 3
<70m LOA
basic requirement

with
Recent 1 year sea time
Other Requirements:
Medical
Oral Exam
Check transits
Simulator Training
Radar/ARPA
Class 3
Pilot
Licence
60
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
Uncorrected vision at least Corrected vision at least
of Vision
6/60 in each eye
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
EDITION
PLATES TO
BE READ
American Optical
18 plates
1-18 inclusive
MAXIMUM
NUMBER OF
ERRORS
ALLOWED
3
Ishihara
16 plates
1-8 inclusive
Ishihara
24 plates
1-15 inclusive
Ishihara
36 plates
20 plates
(2nd.ed.)
1-21 inclusive
1-6 inclusive
TYPES OF PLATES
(Pseudo-isochromatic)
American Optical HRR
61
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).
62

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GUIDE LINES FOR MARINE PILOTAGE STANDARDS

National Maritime Safety Authority

GUIDELINES FOR MARINE PILOTAGE STANDARDS

Automatic Radar Plotting Aid;

Portable Pilot Units;

PILOT STANDARDS & QUALIFICATIONS

NATIONAL LEGISLATION CONCERNED WITH PILOTAGE

COMPETENT PILOTAGE AUTHORITY

CATEGORIES OF MARINE PILOT

PILOT CLASS REQUIREMENTS ALL CATEGORIES

CLASS 1 PILOTS LICENCE REQUIREMENTS

VALIDITY OF A CLASS 1 LICENCE

CLASS 2 MARINE PILOTS LICENCE REQUIREMENTS

Training, check passages, and competency

VALIDITY OF A CLASS 2 LICENCE

CLASS 3 MARINE PILOTS LICENCE REQUIREMENTS

Training, Check Passages, and Competency

MARINE PILOTS CURRENTLY EMPLOYED IN PAPUA NEW GUINEA

VALIDITY OF A CLASS 3 LICENCE

APPLICATION FOR ISSUE OF A MARINE PILOTS LICENCE

STANDARDS FOR ALL CATEGORIES OF MARINE PILOT LICENCES

COMPULSORY SHORT COURSES FOR APPLICANTS NEW TO PILOTAGE

COMPULSORY SHORT COURSES FOR SERVING PILOTS

CLASS SPECIFIC SHORT COURSES

OBSERVER PASSAGE GENERAL INSTRUCTION

OBSERVER PASSAGE LEGISLATION INSTRUCTION

International Convention for the Safety of Life at Sea, 1974, as amended

OBSERVER PASSAGE SPECIFIC PILOTAGE INSTRUCTION

TUG OBSERVER TRIPS

FAMILIARISATION AT THE PORT OFFICE

ADDITIONAL EXPERIENCE OR PRACTICAL TRAINING REQUIRED

AUTHORITY TO DECIDE ADDITIONAL EXPERIENCE OR PRACTICAL

The Authority shall determine if the applicant requires additional experience or

GENERAL MARINE PILOT CONDITIONS

COMPLIANCE WITH CONDITIONS

ACTION IN THE EVENT OF NON-COMPLIANCE

CONTINUING SERVICE REQUIREMENTS

IN-SERVICE CHECK PASSAGES

CHECK PASSAGES DUE TO ABSENCE FROM DUTY

CHECK PASSAGES DUE TO EXTENDED ABSENCE

NON-COMPLIANCE WITH CONDITIONS

EFFECT OF MAJOR NAVIGATIONAL ALTERATIONS TO A PILOTAGE

Port Operations Managers (Harbour-masters) directions; and

REPORTING OF INCIDENTS WHILST IN PILOTAGE CHARGE OF A SHIP

ACCIDENTS OR INCIDENT INVESTIGATION BY PILOTAGE ORGANIZATION

INVESTIGATION OF ACCIDENTS AND INCIDENTS BY THE AUTHORITY

APPLICATION FOR THE RENEWAL OF A LICENCE

TRAINING AND LICENCING OF MARINE PILOTS,

TRAINING AND LICENCING STANDARDS

Practical experience gained on ships under actual piloting conditions is to be

BRIDGE RESOURCE MANAGEMENT (BRM)

MASTER/PILOT INFORMATION EXCHANGE

UPDATING AND REFRESHER TRAINING

To ensure continued proficiency of pilots and updating of their knowledge, the

ABSENCE FROM DUTY

SYLLABUS FOR PILOTAGE LICENCING

OPERATIONAL PROCEDURES FOR MARINE PILOTS

DUTIES OF MASTER, BRIDGE OFFICERS AND MARINE PILOT

PILOT BOARDING GROUND

PROCEDURES FOR REQUESTING PILOT

ETA AND ETD TO BE NOTIFIED

Ship to pilot station contact and information exchange