Search

Pilotage operations require close interaction between human and machines. This complex sociotechnical system is necessary to safely and efficiently maneuver a vessel in constrained waters. A sociotechnical system consists of interdependent human- and technical variables that continuously must work together to be successful. This complexity is prone to errors, and statistics show that most these errors in the maritime domain are due to human components in the system (80 ? 85%). This explains the attention on research to reduce human errors. The current study deployed a systematic human error reduction and prediction approach (SHERPA) to shed light on error types and error remedies apparent in pilotage operations. Data was collected using interviews and observation. Hierarchical task analysis was performed and 55 tasks were analyzed using SHERPA. Findings suggests that communication and action omission errors are most prone to human errors in pilotage operations. Practical and theoretical implications of the results are discussed.

This chapter examines the challenges posed by the absence of an onboard crew on a cargo vessel. It discusses the third scenario in the International Maritime Organisation scale where there is no onboard crew but navigation is effected by a mixture of complete autonomy through voyage programming and human intervention through shore-based controllers (SBC) monitoring the vessel’s progress throughout the voyage. The chapter explores the question from the contractual perspective, with reference to the master’s role under time and voyage charters. A variety of documentary obligations fall on the master under various international conventions. The SBC may undertake many of the functions of the master, but their employment will be entirely shore bound. A pilot is a navigational advisor but the vessel remains under the command of the master and the shipowner is vicariously liable for any negligence on the part of the pilot, whether the pilotage be compulsory or not.

Packaging is a significant marketing tool. It plays a vital role in product strategy, but also remains a tool for brand communication with a consumer. Effective packaging should encourage to buy the product, but whether consumers actually pay attention to them? The article presents the results of author's own research (ethnography) on young consumers (18-26 years) living in Lublin (Eastern Poland) completed in July 2016. In the study, the process of food products purchasing was followed and carried out in the usual manner by a participant (in a shop chosen by him/her) and then approximately a 40-minute interview about his/her shopping habits was conducted. The study showed a number of factors that limits the promotional function of a single unit product package. These include: shopping routine, some shopping habits, the specificity of commercial space in a store and an increase of consumer awareness.

The most important task of harbor tug boats are to support berthing /unberthing of vessels, because marine pilots use those tug boats for safe and efficient ship operation when assisting vessels’ berthing or unberthing. In Japan, the new pilotage low has been active since 2007 and included the third grade pilots which newly established. Unfortunately, they do not have enough experience of tug boat management. They are trying to study about tug boats handling in the harbor for large vessels using ship handling by navigation simulation systems. The senior pilots teach them how to use the tug boats in the ship handling simulator, too. However, the senior pilots have only the experience but do not have standard of the evaluation for management of tug boats handling. In this paper, the authors propose how to evaluate the tug boat handling for ship berthing using the new standard, which is named “Evaluation on elements for tug boat handling.” It is extracted from natural images of ship berthing at actual port named Yokohama. The new standards are consisted of three elements which are propelling power of tug boats, its direction and duration of power. The authors tried to compare the values of the three elements between actual ship handlings and ship handlings by the simulation, then confirmed their effects.

This study hies to analyze the phraseology of the officer in Makassar Advenced Air Traffic Services (MAATS). The officers in MAATS consist of the officer of Aerodrome Control (ADC). Approach co11trol (APP). Area Control Center (ACC I, ACC II). They are expecting not nuzking any mistakes due to the language of pilotage airline traffic which caused by hasty speech and slip of the tongue since the difference of language dialect/ accent the foreigh pilots which come from many countries.The error in measuring the value contained in the region of 85% -95% may be norm control (tolerance) by the management by objective measurements of the work. Whereas in 2 (two) years in 2009 and 2010 never happened Breackdown of Separation (BOS) but in 2010 the ACC officers never happened Breackdown of Coordination (BOC) caused by weather and soon coordination through the equipment to the equipment connectivit CPDLC (Controller Pilot Data Link Communication) so that it can be confirmed. Key Words: phraseology (language) pilotage ADC, APP and ACC.

Pilotage has been studied very little internationally and also in Finland. However, accidents in which pilots have been involved have been investigated thoroughly. Studies show that the traditional individual-centred pilotage with non-written passage plans no longer serves the needs of today's traffic and vessels that have increased in size. Pilotage should be based on the so-called good pilotage practices, i.e. pre-prepared, yet adaptable passage plans, more efficient bridge co-operation and modern navigation instruments. Yet, these are not an integral part of the prevailing pilotage practices in Finland. Pilotage should be developed so that the safety management systems of the vessels support the co-operation on the bridge, but on the other hand, so that the advantages of today's pilotage practices are maintained.

The law and training system of pilotage have been changed since 2007 in Japan, and third grade pilots' education have been started from next year. The pilots had no on-board experience, so the pilots did not have the skill and knowledge to use tug boats. The pilots are studying how to use the tug boats by ship handling simulation. When a pilot commands a ship for berthing and unberthing by the tug boats' supporting, time lags and the action time of the tug boat occur and are changed with ships' gross tonnage, speed and etc. Usually the time lags between the actions and the answers break out by a tug boat captain's decisions. In this paper, the authors investigate the action time and the time lag between the action and the answer of the tug boat, when supporting for berthing and unberthing. If the pilots have knowledge about the time lag, they can order safely to tug boats at the appropriate time.

When a mariner navigates into an unfamiliar area, he/she uses a nautical chart to familiarize him/herself with the environment, determine the locations of hazards, and decide upon a safe course of travel. An autonomous surface vehicle (ASV) would gain a great advantage if, like its human counterpart, it can learn to read and use the information from a nautical chart. Electronic Nautical Charts (ENCs) contain extensive information on an area, providing indications of rocks and other obstructions, navigational aids, water depths, and shore lines. The goal of this research is to increase an ASV's autonomy by using ENCs to provide guidance to the helm when its intended path, which may be dynamically changing, is unsafe due to known hazards to navigation, and context to its sensor measurements that are invariably subject to uncertainty.

Pilots are specialists who have knowledge and skill about complicated water in their pilotage district, and have contributed to the maintenance and improvement in the bay and port greatly through not only the safe navigation of the vessel which is provided a pilotage service but also the safety of marine traffic in their pilotage area. In this study, authors investigated the details of the marine collision accidents which related pilots and analyzed pilots' collision avoiding actions in marine collision accidents. In addition, authors have grasped features of accidents and considered measures for preventing marine collision accidents which related pilots. The main conclusions obtained by this research are as follows. 1) "Preoccupation" and "Condition selecting error" have a higher incidence and these errors occur when the pilot expected the collision avoiding action by other ship. 2) Pilots tend to make errors after confirming the risk of collision. 3) Roughly 50 % of the marine collision accidents occurred in the course of pilots' collision avoiding actions is occupied by three patterns as follows. ・Pattern that fails at the time confirming the collision hazard ・Pattern that fails at the time determining the appropriate collision avoiding actions ・Pattern that proceeds the step of failure after recognizing other vessels. Language: ja

A pilot at sea is a typical mariner who has accumulative experience together with technical knowledge. And, in the assigned pilotage waters, a pilot should always behave suitably even if difficult situations happen on board. This is the very important thing we expect of pilots and they are obliged to accomplish it. This signifies that the safety in navigation depends on mariners' experience. Although in real situations they carry these expectations on their shoulders, marine accidents may happen even if a pilot conducts a ship as well as a normal officer. This fact may show that some pilots have been unable to function at their full competence although they had already had enough experience. In order to improve safety in difficult navigational situations where pilots are needed, it is necessary to improve the competence when pilots conduct a ship and bring out the best in all of the crew members even in difficult situations. With this in mind, we are studying to clarify the factors that control how much extent experienced mariners are able to achieve their function in regard to crew members of a bridge team, and other matters that arise from this research. Language: ja

This paper draws attention to the lack of information as to how early North Sea sailors navigated, particularly during the one thousand year period that followed Roman times. The lead and line was the only navigational aid available for most of this period, but there is little recorded as to whether it was used simply for ensuring a ship or boat had enough water to proceed or whether, together with the knowledge it provided of the nature of the sea bed, it was used as a more positive position fixing device. The author would appreciate any information relating to navigation techniques used during this period.

The aviation-shipping analogy cannot be used as an argument for a decrease in the need for maritime pilotage. The increasing complexity and upsizing of modern ships, in combination with a vast variety in ship types, economic maximisation, crewing and technical standards, lead to marginal ship operations that require specialist knowledge and skill. On the other hand, modern commercial aircraft have very standardised equipment and operating procedures and they approach and land at airports which also use standard radio-navigation aids and procedures.

This paper describes the complexity of the Baltic archipelago, and the navigational and operational processes involved in piloting these waters. This four year ethnographic study shows how piloting is learned, performed, and passed on to the next generation of pilots. The blend of new technology and old methods is discussed, the indivisibility of working and learning, and the individuality of the mental constructs of the mariners/pilots.

“Today, the idea of allowing aircraft pilots to operate as they see fit, without any control from the land, is unthinkable. Will the same things apply to ships in twenty to thirty years’ time?”

The construction and implementation of a navigational system of ship pilotage support in restricted areas will enhance the effectiveness and safety of ships and ports operations. The guidelines for the system have been developed with the use of the optimization of the information a ship needs to maneuver safely.

A sea pilot supports a captain to steer the huge vessel in a harbor and a bay where has a special geographical feature. The pilotage is one of important factors in order to keep a safety and a security of main harbors worldwide. In their works, the marine accident sometime happens, and it always did for the transfer from a vessel to a pilot boat in the sea. The pilots and pilot's associations do their best for reducing the accidents under International Maritime Organization (IMO) convention. The purpose of this paper is to evaluate a pilot's performance while their work using large model sensors (acceleration and atmospheric pressure sensors), and we read characteristics of performance for their work. This research is first challenge to evaluate the real pilots' performance.

In the past, “automation” in the cockpit has been associated with both an increase and a reduction in workload, performance, and crew communications. A reason for these apparently contradictory results could be that different types of automation were studied, for example, automation that required little vs. considerable interaction with a machine. The current study investigated whether automation of different task domains for different crewmembers has differential effects. Sixteen pilots formed two-pilot crews. The crews each completed four experimental flights in a PC-based simulator, encountering different levels of automation. Systematically, an automated system for the pilot (a simple autopilot) and one for the copilot (a navigation computer) were made available or were unavailable, alone or in combination. The results showed that the automation manipulations improved task performance only when they were combined. Additionally, the use of the navigation computer reduced communications within the cockpit, while the autopilot was associated with larger contributions by the pilot. Further, mental workload and frustration were lower when the navigation computer was available. Also, perceived effort was lower with the autopilot on. The results of the current study suggest a more detailed picture of automation effects than previously known. Additionally, the results suggest that different types of automation can interact to create unexpected effects that may not be uncovered if one studies automated systems individually.

We are currently develpong a system called the pilot weathe advisor, which will shortly provide pilots with graphical weather depictions using color laptop computers, and eventually will be a part of an advanced technology flight management system. Through the use of braodcast satellite communications the PWxA system provides near real time graphic depictions of weather information in the cockpit of aircraft in flight

A pilotage is one of important factors in order to keep a safety and a security of main harbors in Japan; however, pilots' marine accidents sometime happen while they work. The pilots' accidents happen well for the transfer from vessel to pilot boat on the sea, and pilots and pilots' associations do their best for reducing the accidents under International Maritime Organization (IMO) convention. In other word, a safety measure for the transfer is the important subject for pilots. The purpose of this paper is to evaluate a pilot's physical performance while their work using large model sensors (acceleration sensors), and we read characteristics of performance for the transfer. This research is first challenge to evaluate the pilots' performance in real situation.

Piloting large vessels in increasingly congested waterways is no simple task. As in many ‘decision-making under uncertainty’ scenarios, masters, mates and pilots engaged in piloting are inundated with much information and required to make crucial decisions in real time. Piloting is also an inherently judgmental activity. Pilots and ships' captains invariably develop heuristics for transiting particular waterways. As vessels become larger, cargoes more hazardous, and the waterways more congested, decision aid technology is being considered to improve piloting decision-making. This paper describes one approach to providing improved on-board decision support to masters, mates on watch, and pilots navigating in restricted waters. We discuss (1) the use of cognitive decision aids in piloting, (2) the design of such a decision aid developed for New York harbour, (3) simulator experiments evaluating the expert system, and (4) plans to apply the approach and ‘lessons learned’ to the development of an expert system for tankers transiting the Gulf of Alaska.

Flightdeck of the future. International workshop, Univ Nottingham, Nottingham, England, october 06, 2004; International audience; The change from managed to free flight is expected to have large effects, over and above the intended efficiency gains. Human factor concerns have understandably focused on how free flight may affect the pilots in the cockpit. Yet it is necessary to see the change from managed to free flight as more than just an increment to the pilots' work. Despite the best intentions the transition will not be a case of a smooth, carefully planned and therefore uneventful introduction of a new technology. It is more likely to be a substantial change to an already challenging working environment, in the air as well as on the ground. The significant effects will therefore not just happen within the existing structure or distribution of work and responsibilities, but affect the structure of work itself. This paper takes a look at free flight from a cognitive systems engineering perspective and identifies two major concerns: first what effects free flight has on the boundaries of the joint cognitive systems, and second how this affects demands to control. The conclusion is that both will change considerably and that we need to understand the nature of these changes before focusing on the possible effects of free flight on pilots' performance.

One hundred and fifty persons answered a questionnaire measuring self-esteem, propensity for feedback, self-efficacy, and certain demographic information. Subsequently, the students completed the Basic Flight Instruction Tutoring System (BFITS), a series of fully-automated criterion-referenced lessons designed to teach a person how to fly an airplane. BFITS provided feedback whenever student performance on monitored variables approached the limits of acceptable performance. After BFITS the students entered the traditional flight training program. Flight time prior to the first solo flight, landings before first solo, and total time to the private pilot certificate were obtained. Individual needs for feedback were significant factors of performance in the BFITS training and its transfer to the aircraft. Because of the interaction between individual propensity for feedback and training performance an individually adaptive feedback methodology is proposed.

The Integrated Helmet and Display Sighting System (IHADSS), employed in the U.S. Army's AH-64 Apache helicopter, is used to present pilotage and targeting imagery and symbology. Therefore, in addition to the standard comfort and protection requirements of a helmet system, the IHADSS must provide a stable optical alignment. Fielded in the early 1950's, the IHADSS is still the Army's only integrated helmet-mounted display (HMD). In an attempt to perform both the standard protective role of a helmet and to serve as a mounting platform for an optical sight, the IHADSS had to make certain design compromises that have resulted in some user satisfaction issues. A joint survey of U.S. and U.K. AH-64 aviators was conducted to identify and quantify these issues. Survey findings indicated that while a majority of aviators found the quality comfort and satisfaction of fit to be acceptable, a significant proportion of aviators have encountered problems associated with obtaining proper helmet size, availability of replacement components, and substantial variation in fitting expertise. Results of this survey can assist in ongoing and future HMD helmet system designs.

The Urban Helicopter Associate System (UHAS) is an advanced demonstration prototype of an associate system for aiding pilots of rotorcraft engaged in complex missions in urban environments. It is the first of a evolving class of lightweight associate systems that provide full associate decision aiding in a lightweight computing environment. The UHAS is hosted on a laptop computer, and is intended for limited flight demonstrations in law enforcement and emergency medical services (EMS) scenarios.

The sections in this article are 1 Night Pilotage Sensors Currently in Use 2 Sensor Theory of Operation 3 Pilotage Sensor Performance 4 Data Relating to Design Improvements 5 Evaluation

The AN/AVS-7 head up display (HUD) system is designed to enhance night vision goggle pilotage by superimposing aircraft, navigation and flight symbology on the aviator's night vision imaging system. The AN/AVS-7 system is produced by AEL Industries Inc., Cross Systems Division under a five year production contract with the Army's Communications and Electronics Command. The program is managed by the Army's Project Manager for Night Vision, Reconnaissance, Surveillance and Target Acquisition.

The U.S. Army is currently investigating the pilotage benefits of fusing imagery from infrared and image intensified sensors for tactical night terrain display missions. This program just completed 7 months of night helicopter flight tests and analysis of the performance of a proprietary real-time image fusion system. This paper provides an overview of the program, flight test, and results.© (1995) COPYRIGHT SPIE--The International Society for Optical Engineering. Downloading of the abstract is permitted for personal use only.

As part of a team headed by the McDonnell Douglas Helicopter Company and including the Honeywell Systems and Research Division, we have investigated several advanced real-time viewing systems. The study was predicated upon human factors drivers that lead to specifications for several different types of systems. These include systems with 0.6 mr resolution and 170 degree(s) X 50 degree(s), 100 degree(s) X 50 degree(s), and 50 degree(s) X 50 degree(s) fields of view.© (1993) COPYRIGHT SPIE--The International Society for Optical Engineering. Downloading of the abstract is permitted for personal use only.

The recent spate of collisions and groundings in the Dover Strait and its approaches lend some urgency to Admiral Van Hooff's paper in which he calls for the introduction of traffic information in regions at sea where the traffic may be controlled by local authority after the fashion of air traffic control. The author was until recently Director-General of Pilotage and Aids to Navigation in the Netherlands Ministry of Defence.The number of voices that maintain that the conduct of ships about the sea, particularly when approaching ports or other focal areas, should be regimented in a similar way to aircraft when under Air Traffic Control, has been steadily on the increase.

This is the first time I have been given the honour of reading a paper before the Royal Aeronautical Society, and I propose to give you a brief review of the progress made in commercial air pilotage and some of the problems the presentday captain of aircraft has to tackle on every day all-the-year-round flying in Europe and on the Empire routes to Africa, India and Australia.It is perhaps desirable at the outset to see how commercial flying differs from military and private flying.In the first place commercial routes are fixed and aircraft operate to schedule with many ground aids, compared with R.A.F. operations which of necessity have to be carried out without the assistance available on regular organised routes.In commercial flying, formation and any flying involving steep turns and sudden manoeuvres must be avoided. Passengers’ comfort must be studied. Flights are of longer duration, and the commercial pilot flies many more hours during the year than does a military pilot.

As a result of improved weapons systems capabilities and tactical doctrine, an increased emphasis has been placed on low-level missions by the tactical strike forces. Heretofore, navigation to teh target are has been strictly a pilotage problem with the results dependent on the available quantity of visual aids to navigation. Extended over-water flights and inclement weather conditions have limitrd the capability of the fighter pilot to accomplish his assigned mission.

One of the features of the Low-Level Pilotage Chart at the scale of 1:500,000 is the combination of shaded relief with contours and hypsometric tints. The purpose of the shading is to create a three-dimensional effect that will make relief features easily recognizable by the pilot. This paper describes the techniques used in production of the shaded relief at the Surveys and Mapping Branch of the Department of Mines and Technical Surveys.

The first pilot boat in approximately 75 years to be built specifically for New York area pilot service was delivered to the New York and New Jersey Sandy Hook Pilots' Associations in May of 1972. The new boat is on station 24 hours in all kinds of weather, ready to deliver pilots to inbound ships and take them off on the outbound leg. This paper describes some of the major features of the pilot boat, christened New York, and presents the design approaches used in the development of a ship to meet the special requirements of pilot boat service for the Port of New York.