(a) adequate fendering to allow the pilot vessel to come alongside ships underway in all normal operating conditions without sustaining damage. Such fendering must not interfere, obstruct or hinder pilot transfer. Fendering must be continuous along gunwales. Tyres must not be used for fendering as they can become fouled on the pilot ladder or recovery line;
(b) adequate on-board lighting, including a means of illuminating the sea within five metres of the pilot vessel;
(c) adequate safety handrails on deck and inside accommodation capable of withstanding a load in either the vertical and horizontal direction of at least 12kN;
(d) windscreen wipers situated in front of the launch master that are effective in rough weather and a system for applying fresh water to the area of the forward windows covered by the wipers;
(e) standard equipment, including echo sounder, radar, GPS plotter for navigation and event marking, compass with deviation card, horn, VHF radio, automatic identification system (AIS), external broadcast system and appropriate charts of the operating area;
(f) adequate impact absorbing seating complete with restraining seat belts for both crew and pilots situated to allow comfortable access to all necessary controls and equipment required to be used by both crew and pilots;
(g) a searchlight operated from the launch master’s position with a minimum of one million candela and which is capable of illuminating the surface of the sea in all directions up to 100 metres from the pilot vessel;
(h) an efficient means of recovering an unconscious person from the water that is capable of being operated by one person. This means of recovery must be capable of lifting onboard a person with a mass of 150 kilograms.
(i) an efficient uninterrupted /continuous safety rail system for clip on safety harnesses along each side of the accommodation to the fore part of the pilot transfer area. The system must allow the harness traveler to move freely and without adjustment over the full length of the safety rail.
7.2 All external walkways must have an efficient non-slip surface.
7.3 The external colour of the pilot vessel must be substantially a highly visible colour and clearly marked with the word “Pilot” on both sides of the vessel in letters not less than 30 cm high.
8. Personal Protective Equipment
8.1 Each pilot and crew member working on deck must be provided with a safety harness that meets the requirements of Australian Standard AS2227.
8.2 Each pilot and crew member working on deck must be provided with an inflatable lifejacket with self activating light and whistle that meets the relevant requirements of the International Convention for the Safety of Life at Sea (SOLAS).
8.3 Pilots and crew members must wear suitable enclosed non-slip footwear and any other personal protective equipment as specified in the pilotage provider’s SMS.
9. Pilot Vessel Operation
9.1 The pilot vessel must have on board all manuals and plans as required by MSQ, which include:
(a) the operational manual for the vessel;
(b) the technical manual for the vessel;
(c) the maintenance manual for the vessel;
(d) the marine occupational health and safety manual for the vessel; and
(e) the safety management plan for the vessel.
9.2 Records and certificates relevant to the pilot vessel must be kept in accordance with the requirements of MSQ.
9.3 The pilot vessel must operate under an approved SMS.
9.4 The approved SMS must include a schedule of emergency drills, which must include man overboard recovery drills, which as a minimum, must be conducted at three monthly intervals.
Part D
10 Helicopter Standard
10.1 Any helicopter used for pilot transfers must be licensed, manned and maintained in accordance with relevant CASA regulations in force at the time of pilot transfer.
10.2 The coastal pilotage provider’s SMS must contain documented procedures detailing the training, induction and familiarization a coastal pilot must undergo before commencing transfers by helicopter. The SMS must document the frequency of refresher training, induction and familiarisation.
ANNEX B
CHECK PILOT REGIME
Introduction
Due to the nature of coastal pilotage, pilots do not have many opportunities to discuss in detail with their fellow pilots the specific techniques and procedures used when conducting pilotage in various areas and with different types of ships.
The concept of the check pilot assessment is not aimed at trying to identify less competent pilots and initiating any form of discipline. The check pilot concept is intended as a continuous improvement process whereby experienced pilots are able to interact with other pilots and discuss pilotage procedures and techniques in a non-confrontational setting.
All pilots have a common interest in the quality, professional standing and reputation of coastal pilotage services and should therefore fully support the check pilot system.
Minimum requirements to be approved as a check pilot by AMSA
(a) hold an unrestricted licence for the applicable pilotage area.
(b) not been involved in a serious pilotage incident (no suspension of licence exceeding seven days).
(c) have completed the following pilotage voyages:
the Great North East Channel pilotage area:
200 POW transits plus 50 pilotages in the Great North East Channel pilotage area, 6 of which must have been completed in the previous 12 months.
inner route pilotage area:
Either:● have held an unrestricted licence continuously for the last 10 years and have completed 500 pilotages in the inner route pilotage area; or● have completed 200 pilotages in the inner route pilotage area in the past 5 years.and for both the above – must have completed 20 pilotages in the previous 12 months.
Hydrographers Passagepilotage area:
have completed 50 pilotages, 6 of which must have been completed in the previous 12 months.
Selection procedure for check pilots
(a) Initial interview with AMSA
(b) Psychometric test conducted by AMSA
(c) Completion of a Workplace Assessor course conducted by a training provider approved by the Manager.
Approval and appointment of check pilots
AMSA approved check pilots will be drawn from a pool of volunteers from all providers. Once a coastal pilot is approved by AMSA it is the responsibility of the pilotage provider to appoint the check pilot. It is also the responsibility of the provider to make a check pilot available, within a reasonable time frame, to undertake an assessment voyage when requested by a pilot.
A check pilot will be approved by AMSA for an initial period of two years and will be re-approved for further two-year periods by AMSA subject to maintaining currency of the pilotage areas approved and satisfactory performance as a check pilot.
Requirement for check pilot voyage
It is the responsibility of each individual pilot to ensure that an assessment trip is undertaken with a check pilot within the previous two years as a prerequisite for renewal of the pilot’s licence for each licensed pilotage area.
Depending on the availability of check pilots it may not be possible for a pilot to undertake an assessment voyage with a check pilot from the same provider. This does not negate the requirement to undertake the assessment voyage within the prescribed period.
Check pilots are also required to undertake the prescribed assessment voyages with another check pilot in order to renew their licence.
A voyage as a check pilot will count in full as a pilotage voyage for the purpose of maintaining the currency of the check pilot’s licence and status as a check pilot.
Pilot assessment procedure
The assessment procedure is to examine application of knowledge and a range of technical and other skills required by a coastal pilot.
6.1 Preparation
The check pilot is to plan each assessment trip taking into consideration performance criteria, standard required and strategies that will be used during the assessment.
6.2 Prior to conducting an assessment
Prior to conducting an assessment the check pilot must advise the pilot being checked of the performance criteria on which the assessment will be based.
6.3 Conduct of the assessment voyage
The check pilot must use a comprehensive checklist / aide memoire during the assessment voyage and use more than one assessment strategy to determine competence and knowledge. The check pilot may use the AMSA approved checklist or the check pilot may develop a more comprehensive checklist.[21]
The check pilot will inform REEFVTS that an assessment voyage is underway at the earliest opportunity, which will usually be the first reporting point.
A check pilot will not interfere with the conduct of the pilotage. The licensed pilot engaged will at all times have conduct of the pilotage. The check pilot will be on the bridge at all times the pilot being assessed is on the bridge and should use his or her experience and discretion to ensure no distraction of the pilot being assessed by questions or conversation at critical points during the pilotage.
6.4 After the assessment voyage
A pilot that has been assessed is to be de-briefed and if necessary remedial action agreed. An unsatisfactory finding in one or more areas does not indicate that the pilot being assessed is not competent or capable; it is only the opinion of the check pilot that there is room for improvement in that specific area and should be regarded as such.
In the event that the check pilot considers the overall assessment unsatisfactory, AMSA will immediately arrange to interview the check pilot and the assessed pilot. AMSA will also arrange for another assessment voyage to be undertaken with a check pilot selected by AMSA and dependent on the outcome of this assessment will decide on what further action may be required.
Both the pilot and check pilot are to sign the checklist. The original of this checklist together with evidence that pre-assessment planning was undertaken and copies of evidence collected confirming competence or otherwise is to be submitted to the Manager, Ship Operations and Qualifications, AMSA.
A copy of the page titled “Pilot Audit and Checklist” from the AMSA approved checklist is to be submitted by the check pilot to the pilotage provider even if the check pilot’s own comprehensive checklist is used during the assessment.
A copy of all paperwork regarding each individual assessment undertaken is to be retained by the check pilot for a period of at least two years.
7. Review of check pilot assessments
Check pilots are to be prepared to review their own performance and encourage feedback from assessed pilots on the conduct of the assessment.
In order to help maintain consistency and to ensure that the appropriate performance criteria are assessed the Manager, Ship Operations and Qualification may appoint a suitably qualified person to confidentially review assessments conducted.
accident means any unplanned event whereby a ship, person or the built or natural environment suffers any injury or damage during the course of a pilotage;
audit means an audit carried out on a pilotage provider or a pilot by an AMSA auditor in accordance with agreed and documented procedures;
CASA means the Civil Aviation Safety Authority;
Code means the Queensland Coastal Pilotage Safety Management Code;
fatigue management plan means the plan agreed within the industry for the management of pilot fatigue;
hazardous situation means a situation where there is the likelihood of an accident;
internal audit means an audit carried out by a pilotage provider on their own activities to ensure compliance with the Code;
leave is any period where a pilot is not involved in pilotage duties and is not on call or roster for an agreed time;
Manager means the person occupying the position of Manager, Ship Operations and Qualifications, in AMSA, or in respect of any particular purpose under Marine Orders, Part 54, a suitably qualified person authorised by the Manager, Ship Operations and Qualifications, for that purpose;
MSQ means Maritime Safety Queensland;
near miss is any incident where a pilot has to initiate sudden and unplanned action to avoid an accident;
non-conformity means a deviation from requirements specified in the Safety Management System (SMS), or an error, which could endanger or has compromised the safety of people or the environment;
pilot means a person holding a valid licence or restricted licence issued, renewed or recognised under Marine Orders, Part 54;
pilotage provider means a person who assigns or allocates a pilot to the transit of a ship through particular waters, irrespective of the legal relationship, contractual or otherwise, between that person and the pilot;
transfer arrangements means any method of conveying pilots between a ship and the shore; and
valid licence means a licence or restricted licence issued or renewed under Marine Orders Part 54 that is current, is not cancelled or under suspension, and that bears the signature of the holder.
1.2.1 The objectives of this Code are to promote:
(a) safety at sea;
(b) prevention of injury or loss of life; and
(c) avoidance of damage to the marine environment and to property,
by ensuring that all persons, procedures and operations involved in coastal pilotage are covered by an approved SMS.
1.2.2 The objectives of each SMS include:
(a) the observance of safe working practices;
(b) the identification of risks and provision of suitable safeguards; and
(c) the provision of continuous improvement.
1.2.3 The SMS should aim to ensure compliance with mandatory rules and regulations and that applicable codes, guidelines and standards are taken into account.
The Code applies to all operations involved with the provision of pilotage services to shipping off the Queensland coast covered by Part IIIA of the Navigation Act 1912.
Every pilotage provider must develop, implement and maintain a SMS which must include:
1.4.1 a safety and environmental protection policy describing how the objectives set out in 1.2.2 are to be achieved;
1.4.2 instructions and procedures for pilots to promote the safe pilotage of ships and protection of the environment in compliance with relevant legislation;
1.4.3 procedures for ensuring that non-conformities, accidents and hazardous situations are reported to the pilotage provider, investigated and analysed with the objective of improving safety and pollution prevention. Procedures should be established for the implementation of corrective action;
1.4.4 the fatigue management plan;
1.4.5 procedures to prepare for and respond to emergency situations;
1.4.6 procedures for internal audits and management reviews; and
1.4.7 defined levels of authority and lines of communication between and among shore staff, pilot launch crews and pilots.
2 SAFETY AND ENVIRONMENTAL PROTECTION POLICY
2 SAFETY AND ENVIRONMENTAL PROTECTION POLICY
The policy should be a concise and clear statement. It should describe the aim of the SMS and outline a strategy and plan of action to achieve and maintain the aim.
Consideration should be given to the policy’s interaction with existing policies and procedures, particularly the fatigue management plan. It should be reviewed at regular intervals to ensure that it remains relevant and effective.[14]
3 THE REPONSIBILITIES OF PILOTAGE PROVIDERS
3 THE REPONSIBILITIES OF PILOTAGE PROVIDERS
Each pilotage provider is responsible for:
3.1 ensuring that it only allocates qualified[\[15\]](#_ftn15) pilots who are fully conversant with the pilotage provider’s SMS;
3.2 meeting any obligations under Commonwealth and State occupational health and safety legislation and relevant State/Commonwealth maritime legislation;
3.3 having in place a drug & alcohol policy and a harassment policy;
3.4 implementing the fatigue management plan;
3.5 preparing rosters to cover leave for pilots, etc;
3.6 having in place procedures:
3.6.1 to deal with any requirement for a change of pilots at short notice, such as a grounding or other incident;
3.6.2 to deal with the unforseen illness of a pilot (either on board or ashore);
3.6.3 for pilots to identify, describe and respond to potential emergency shipboard situations;
3.7 establishing and maintaining procedures for ensuring that any training, which may be required in support of the SMS, has been undertaken by all personnel concerned;
3.8 designating a person or persons in the pilotage provider’s office having direct access to the highest level of management with the function of providing a link between the pilotage provider and the pilot on board;
3.9 ensuring that all pilots operate under an approved code of conduct[\[16\]](#_ftn16);
3.10 appointing a person approved by the Manager to be a training pilot;
3.11 appointing a person approved by the Manager to be a check pilot and arranging and co-ordinating check pilot voyages;
3.12 ensuring that pilot transfer arrangements meet appropriate standards;
3.13 ensuring that procedures are in place covering the reporting of matters such as near misses, accidents, equipment failures, etc. to the appropriate regulatory authorities, e.g. AMSA, MSQ, CASA;
3.14 meeting the requirements of sections 8, 9, 10 and 11 of this Code; and
3.15 ensuring that pilots comply with section 7 of this Code.
4 THE RESPONSIBILITIES OF DESIGNATED PERSON(S)
4.1 A person designated by a pilotage provider under 3.8 has the responsibility to monitor the safety and pollution prevention aspects of the operation of each pilot, and to ensure that adequate resources and shore based support are applied, as required. A designated person is responsible for the maintenance of the SMS and, in particular, for:
4.1.1 verifying its effectiveness and degree of implementation;
4.1.2 reporting deficiencies to the responsible level of management; and
4.1.3 identifying persons responsible for rectifying deficiencies.
4.2 A designated person should be fully conversant with the pilotage provider’s safety and environmental protection policies.
4.3 A designated person should have the independence and authority to report deficiencies observed to the highest levels of management.
4.4 A designated person should have the responsibility for organising safety audits, and should ensure that corrective action has been taken.
5 THE RESPONSIBILITIES OF TRAINING PILOTS
5 THE RESPONSIBILITIES OF TRAINING PILOTS
A person appointed by a pilotage provider as a training pilot under 3.10 has the responsibility for carrying out the duties of supervising pilot laid down in the latest edition of the Queensland Coastal Pilotage Training Program.
6 THE RESPONSIBILITIES OF CHECK PILOTS
6 THE RESPONSIBILITIES OF CHECK PILOTS
A person appointed by a pilotage provider as a check pilot under 3.11 has the responsibility for undertaking check voyages with licensed pilots in accordance with
approved guidelines[17] and assessing trainee pilots as specified in the latest edition of the Queensland Coastal Pilotage Training Program.
7 THE RESPONSIBILITIES OF PILOTS
7 THE RESPONSIBILITIES OF PILOTS
Each pilot is responsible for:
7.1 providing information and advice to the master of the ship to assist the master and the ship’s navigating officers to make safe passage through the pilotage area or areas for which the pilot is engaged;
7.2 ensuring that he/she has prepared comprehensive passage plans, checklists, etc. and plans for dealing with situations on board related to lack of essential navigational equipment such as radar, compass etc. Passage plans must be discussed with the master and any relevant information such as equipment malfunction or lack of navigation aids taken into account;
7.3 ensuring that he/she has confirmed with the master that emergency plans are in place on board the vessel and that there is a full understanding of the pilot’s role in such plans;
7.4 ensuring correct communications procedures are used in relation to the VHF and any other equipment that may be used;
7.5 ensuring access is available to up to date charts, tide tables, Notices to Mariners;
7.6 carrying out all duties in accordance with Marine Orders and the approved code of conduct[\[18\]](#_ftn18);
7.7 compliance with the pilotage provider’s SMS;
7.8 compliance with the fatigue management plan;
7.9 undertaking voyages with a check pilot as observer at least once as a condition of revalidation of his or her licence;
7.10 undertaking approved professional development courses at the agreed intervals;
7.11 promoting and practising the principles of bridge management teamwork;
7.12 wearing any personal protective equipment required by the pilotage provider’s SMS;
7.13 reporting to REEFVTS[\[19\]](#_ftn19) when ceasing or commencing pilotage duties on board the vessel, specifically:
(a) ship name;
(b) pilot’s name and licence number; and
(c) time pilot ceased duty or commenced duty.
8 EQUIPMENT
8 EQUIPMENT
8.1 Each pilotage provider must establish procedures to ensure that any pilot launch or helicopter used for pilot transfers is maintained in conformity with the standards in Annex A, meets the requirements of MSQ and CASA and with any additional requirements which may be established by the pilotage provider.
8.2 In meeting these requirements the pilotage provider must ensure that:
(a) inspections are held at appropriate intervals;
(b) any non-conformity is reported with its possible cause, if known;
(c) appropriate corrective action is taken; and
(d) records of these activities are maintained.
9 DOCUMENTATION
9 DOCUMENTATION
9.1 Each pilotage provider should establish and maintain procedures to control all documents and data which are relevant to the SMS.
9.2 The pilotage provider should ensure that:
9.2.1 valid documents are available at all relevant locations;
9.2.2 changes to documents are reviewed and approved by authorised personnel; and
9.2.3 obsolete documents are promptly removed.
10 PILOTAGE PROVIDER’S VERIFICATION, REVIEW AND EVALUATION
10 PILOTAGE PROVIDER’S VERIFICATION, REVIEW AND EVALUATION
10.1 Each pilotage provider should periodically evaluate the efficiency, and where needed, review the SMS in accordance with procedures established by the pilotage provider.
10.2 The audits and possible corrective actions should be carried out in accordance with documented procedures.
10.3 The results of the audits and reviews should be brought to the attention of all personnel in the area involved.
10.4 The pilotage provider should take timely corrective action on deficiencies found.
11 CERTIFICATION, VERIFICATION AND CONTROL
11 CERTIFICATION, VERIFICATION AND CONTROL
11.1 Each pilotage provider must be in possession of a valid Document of Compliance (DOC) issued by AMSA.
11.2 AMSA will issue the DOC, which will be valid for a period of five years, following a satisfactory audit of the pilotage provider.[20]
11.3 AMSA will conduct an annual verification audit within three months before or after the anniversary date of the DOC.
11.4 AMSA will conduct a renewal audit within three months before the anniversary date of the DOC. The renewed DOC will be valid from the date of expiry of the existing DOC.
ANNEX A
PILOT TRANSFER STANDARD FOR QUEENSLAND COASTAL PILOTAGE
1 Application
Parts A, B and C of this Standard apply to all pilot vessels engaged in coastal pilot transfer within the Australian coastal sea of the Great Barrier Reef Marine Park and Torres Strait.
Part D of this Standard applies to helicopters engaged in pilot transfer.
All pilot vessels built after 1 January 2007 must comply with Parts A, B and C of this standard.
All existing pilot vessels must comply with Part B of this Standard by 31 March 2007.
All existing pilot vessels must comply with Parts A and C of this Standard.
2 Purpose
2.1 Pilot vessels are engaged on intra-state voyages and operate under the jurisdiction and survey of MSQ.
2.2 Helicopters used in pilot transfer come under the jurisdiction of CASA.
2.3 To ensure safe operation, this Annex sets out safety requirements for pilot transfer facilities additional to those required by the authorities referred to in 2.1 and 2.2.
Part A
3 Survey
3.1 A Pilot vessel must be, as a minimum, built, surveyed and maintained in accordance with the requirements of MSQ for vessels operating within Restricted Offshore Operations.
4 Manoeuvrability
4.1 A pilot vessel must:
(a) have adequate manoeuvrability and reserve power to safely manoeuvre alongside other vessels during pilot transfer; and
(b) have adequate sea-keeping qualities for operating in heavy sea, swell and wind conditions, which can reasonably be expected in the pilot area during continuous pilotage operations.
5. Manning
5.1 A pilot vessel must:
(a) be manned in accordance with its survey requirements but in any case must not have a complement of fewer than two persons;
(b) have a crew trained in all aspects of pilot transport, transfer and safety; and
(c) have a crew that hold appropriate qualifications as required by MSQ.
Part B
Pilot Vessel Construction and Design
6.1 Pilot vessels must be constructed in such a way so as to:
(a) adequately cope with the sea conditions which can reasonably be expected to exist in the pilotage area;
(b) be capable of effecting the transfer, embarkation and disembarkation of pilots safely, in reasonable comfort and without exposing either the pilots or the boats’ crew to undue stress or fatigue.
6.2 A pilot vessel must:
(a) be built with adequate strengthening to absorb heavy impacts when coming alongside ships whilst they are underway;
(b) have a continuous deck, clear and free of obstructions with adequate width between the gunwale and superstructure for safe pilot access; and
(c) have the pilot transfer position forward of the wheelhouse.
6.3 A pilot vessel must be so constructed as to provide:
(a) adequate visibility from the launch master’s normal conning position so that the pilot and deck hand can be seen when they are outside the cabin; and
(b) adequate visibility from the launch master’s normal conning position so that the pilot can be seen from the time of leaving the deck of the pilot vessel or ship and when ascending or descending the pilot ladder.
6.4 The helm, engine controls and all other ship handling controls of a pilot vessel must be located at the conning position.
6.5 The normal means of access from the open deck to accommodation space provided for use of pilots must not be a forward facing weathertight door.
6.6 A pilot vessel must not be fitted with a petrol engine.
6.7 A pilot vessel must be so constructed that when underway the back ground noise level inside the accommodation, except the engine space, must not exceed 78db. For pilot vessels built after 31 March 2007, the background noise level inside the accommodation space must not exceed 72db.
6.8 A pilot vessel must be provided with air conditioned accommodation.
6.9 The pilot vessel transfer deck must be provided with inboard guardrails capable of withstanding a load of 12kN in both the vertical and horizontal directions that will provide a secure holding point for the pilot and a crew member of the pilot vessel. The provision of such guardrails must not impede or any way interfere with the transfer of the pilot to and from the pilot ladder provided by the vessel to be piloted.
Part C
7 Equipment
7.1 A pilot vessel must be fitted with:
(a) adequate fendering to allow the pilot vessel to come alongside ships underway in all normal operating conditions without sustaining damage. Such fendering must not interfere, obstruct or hinder pilot transfer. Fendering must be continuous along gunwales. Tyres must not be used for fendering as they can become fouled on the pilot ladder or recovery line;
(b) adequate on-board lighting, including a means of illuminating the sea within five metres of the pilot vessel;
(c) adequate safety handrails on deck and inside accommodation capable of withstanding a load in either the vertical and horizontal direction of at least 12kN;
(d) windscreen wipers situated in front of the launch master that are effective in rough weather and a system for applying fresh water to the area of the forward windows covered by the wipers;
(e) standard equipment, including echo sounder, radar, GPS plotter for navigation and event marking, compass with deviation card, horn, VHF radio, automatic identification system (AIS), external broadcast system and appropriate charts of the operating area;
(f) adequate impact absorbing seating complete with restraining seat belts for both crew and pilots situated to allow comfortable access to all necessary controls and equipment required to be used by both crew and pilots;
(g) a searchlight operated from the launch master’s position with a minimum of one million candela and which is capable of illuminating the surface of the sea in all directions up to 100 metres from the pilot vessel;
(h) an efficient means of recovering an unconscious person from the water that is capable of being operated by one person. This means of recovery must be capable of lifting onboard a person with a mass of 150 kilograms.
(i) an efficient uninterrupted /continuous safety rail system for clip on safety harnesses along each side of the accommodation to the fore part of the pilot transfer area. The system must allow the harness traveler to move freely and without adjustment over the full length of the safety rail.
7.2 All external walkways must have an efficient non-slip surface.
7.3 The external colour of the pilot vessel must be substantially a highly visible colour and clearly marked with the word “Pilot” on both sides of the vessel in letters not less than 30 cm high.
8. Personal Protective Equipment
8.1 Each pilot and crew member working on deck must be provided with a safety harness that meets the requirements of Australian Standard AS2227.
8.2 Each pilot and crew member working on deck must be provided with an inflatable lifejacket with self activating light and whistle that meets the relevant requirements of the International Convention for the Safety of Life at Sea (SOLAS).
8.3 Pilots and crew members must wear suitable enclosed non-slip footwear and any other personal protective equipment as specified in the pilotage provider’s SMS.
9. Pilot Vessel Operation
9.1 The pilot vessel must have on board all manuals and plans as required by MSQ, which include:
(a) the operational manual for the vessel;
(b) the technical manual for the vessel;
(c) the maintenance manual for the vessel;
(d) the marine occupational health and safety manual for the vessel; and
(e) the safety management plan for the vessel.
9.2 Records and certificates relevant to the pilot vessel must be kept in accordance with the requirements of MSQ.
9.3 The pilot vessel must operate under an approved SMS.
9.4 The approved SMS must include a schedule of emergency drills, which must include man overboard recovery drills, which as a minimum, must be conducted at three monthly intervals.
Part D
10 Helicopter Standard
10.1 Any helicopter used for pilot transfers must be licensed, manned and maintained in accordance with relevant CASA regulations in force at the time of pilot transfer.
10.2 The coastal pilotage provider’s SMS must contain documented procedures detailing the training, induction and familiarization a coastal pilot must undergo before commencing transfers by helicopter. The SMS must document the frequency of refresher training, induction and familiarisation.
ANNEX B
CHECK PILOT REGIME
Introduction
Due to the nature of coastal pilotage, pilots do not have many opportunities to discuss in detail with their fellow pilots the specific techniques and procedures used when conducting pilotage in various areas and with different types of ships.
The concept of the check pilot assessment is not aimed at trying to identify less competent pilots and initiating any form of discipline. The check pilot concept is intended as a continuous improvement process whereby experienced pilots are able to interact with other pilots and discuss pilotage procedures and techniques in a non-confrontational setting.
All pilots have a common interest in the quality, professional standing and reputation of coastal pilotage services and should therefore fully support the check pilot system.
Minimum requirements to be approved as a check pilot by AMSA
(a) hold an unrestricted licence for the applicable pilotage area.
(b) not been involved in a serious pilotage incident (no suspension of licence exceeding seven days).
(c) have completed the following pilotage voyages:
the Great North East Channel pilotage area:
200 POW transits plus 50 pilotages in the Great North East Channel pilotage area, 6 of which must have been completed in the previous 12 months.
inner route pilotage area:
Either:● have held an unrestricted licence continuously for the last 10 years and have completed 500 pilotages in the inner route pilotage area; or● have completed 200 pilotages in the inner route pilotage area in the past 5 years.and for both the above – must have completed 20 pilotages in the previous 12 months.
Hydrographers Passagepilotage area:
have completed 50 pilotages, 6 of which must have been completed in the previous 12 months.
Selection procedure for check pilots
(a) Initial interview with AMSA
(b) Psychometric test conducted by AMSA
(c) Completion of a Workplace Assessor course conducted by a training provider approved by the Manager.
Approval and appointment of check pilots
AMSA approved check pilots will be drawn from a pool of volunteers from all providers. Once a coastal pilot is approved by AMSA it is the responsibility of the pilotage provider to appoint the check pilot. It is also the responsibility of the provider to make a check pilot available, within a reasonable time frame, to undertake an assessment voyage when requested by a pilot.
A check pilot will be approved by AMSA for an initial period of two years and will be re-approved for further two-year periods by AMSA subject to maintaining currency of the pilotage areas approved and satisfactory performance as a check pilot.
Requirement for check pilot voyage
It is the responsibility of each individual pilot to ensure that an assessment trip is undertaken with a check pilot within the previous two years as a prerequisite for renewal of the pilot’s licence for each licensed pilotage area.
Depending on the availability of check pilots it may not be possible for a pilot to undertake an assessment voyage with a check pilot from the same provider. This does not negate the requirement to undertake the assessment voyage within the prescribed period.
Check pilots are also required to undertake the prescribed assessment voyages with another check pilot in order to renew their licence.
A voyage as a check pilot will count in full as a pilotage voyage for the purpose of maintaining the currency of the check pilot’s licence and status as a check pilot.
Pilot assessment procedure
The assessment procedure is to examine application of knowledge and a range of technical and other skills required by a coastal pilot.
6.1 Preparation
The check pilot is to plan each assessment trip taking into consideration performance criteria, standard required and strategies that will be used during the assessment.
6.2 Prior to conducting an assessment
Prior to conducting an assessment the check pilot must advise the pilot being checked of the performance criteria on which the assessment will be based.
6.3 Conduct of the assessment voyage
The check pilot must use a comprehensive checklist / aide memoire during the assessment voyage and use more than one assessment strategy to determine competence and knowledge. The check pilot may use the AMSA approved checklist or the check pilot may develop a more comprehensive checklist.[21]
The check pilot will inform REEFVTS that an assessment voyage is underway at the earliest opportunity, which will usually be the first reporting point.
A check pilot will not interfere with the conduct of the pilotage. The licensed pilot engaged will at all times have conduct of the pilotage. The check pilot will be on the bridge at all times the pilot being assessed is on the bridge and should use his or her experience and discretion to ensure no distraction of the pilot being assessed by questions or conversation at critical points during the pilotage.
6.4 After the assessment voyage
A pilot that has been assessed is to be de-briefed and if necessary remedial action agreed. An unsatisfactory finding in one or more areas does not indicate that the pilot being assessed is not competent or capable; it is only the opinion of the check pilot that there is room for improvement in that specific area and should be regarded as such.
In the event that the check pilot considers the overall assessment unsatisfactory, AMSA will immediately arrange to interview the check pilot and the assessed pilot. AMSA will also arrange for another assessment voyage to be undertaken with a check pilot selected by AMSA and dependent on the outcome of this assessment will decide on what further action may be required.
Both the pilot and check pilot are to sign the checklist. The original of this checklist together with evidence that pre-assessment planning was undertaken and copies of evidence collected confirming competence or otherwise is to be submitted to the Manager, Ship Operations and Qualifications, AMSA.
A copy of the page titled “Pilot Audit and Checklist” from the AMSA approved checklist is to be submitted by the check pilot to the pilotage provider even if the check pilot’s own comprehensive checklist is used during the assessment.
A copy of all paperwork regarding each individual assessment undertaken is to be retained by the check pilot for a period of at least two years.
7. Review of check pilot assessments
Check pilots are to be prepared to review their own performance and encourage feedback from assessed pilots on the conduct of the assessment.
In order to help maintain consistency and to ensure that the appropriate performance criteria are assessed the Manager, Ship Operations and Qualification may appoint a suitably qualified person to confidentially review assessments conducted.