Navigation Assessments

Transcription

1 Navigation Assessments & INTERTANKO Nautical sub-committee Capt. Johan Gahnström

2 What I plan to cover Introduction to competence and competence management systems Navigation assessments focusing on OCIMF s A Guide to Best Practice for Navigational Assessments and Audits A short overview on work in INTERTANKO nautical sub-committee

3 Introduction to INTERTANKO s work on competence

4 Intertanko Competence Management Guidance Own Values Company Values Soft skills Skill Knowledge Experience Training Personal characteristics Ability or performance

5 INTERTANKO ICMG Performance Criteria Guidance to Assessors Skill Work Place Behaviour (CAV) Knowledge Application of Knowledge Observation performing technical tasks against expected criteria Observation performing technical tasks against expected criteria Questions that elicit MINIMUM underpinning knowledge Questions about equipment, processes, rules etc.. Questions or excises that determine knowhow Scenarios, problem solving, fault-finding

6 INTERTANKO ICMG Work Place Any Place

7 CAV System (as mentioned earlier) Behavioural Competency System Shared ownership with OCIMF Standard system across industry Non-mandatory Launched Nov 2018

8 ICMG A good competence system consist of 4 pillars CAV ICMG By the implementing company Behaviour Skill Knowledge Assessor training and assessor guidance CAV

9 A Guide to Best Practice for Navigational Assessments and Audits (First edition 2018)

10 A Guide to Best Practice for Navigational This information paper is aimed at owners, operators and Masters. It provides best practice guidance on how to conduct a navigational assessment. this paper may also be a useful tool for ship-based personnel. Published October 2018 Assessments and Audits Principles Designing and conducting navigational assessments. Addressing human factors by encouraging assessment of behavioural standards. Assessing the level of assurance in safety of navigation and suggesting measures to raise that level. Current industry best practice. To achieve this, the paper will address the following: How assessments should be designed. Why assessments are carried out. Who should carry out the assessment. How an assessor should conduct assessments. How the results of assessments can be used to identify trends and training requirements.

11 Purpose of a navigational assessment is: To identify poor practices To continuously improve navigational standards To ensure safe and effective voyages To assure companies that high standards of navigation and watch keeping are being maintained. interaction and effectiveness of the bridge team during pilotage and standby, to evaluate: Key behaviours of members of the bridge team. Skills of the bridge team. Interactions between the Master and Pilot.

12 Static and dynamic assessments Static assessment Could be conducted in port and should include as a minimum a review of: passage plans chart corrections navigational records and equipment company procedures and documentation. Dynamic assessment A dynamic assessment consists of a comprehensive review through observation of navigational practices during a voyage.

13 Technical and non-technical skills to be assessed Technical (hard) skills: are knowledge of regulatory and company requirements are competency based. They are assessed against the level of compliance with regulations and company procedures and the application and use of equipment in aspects of navigation, including company policies and procedures. Non-technical (soft) skills: are related to human factors and can be evaluated by observing the bridge team at work measuring their ability to work and communicate as a team and their reaction to evolving navigational situations and challenges.

14 Approach and conduct of assessments The Master and the bridge team should be encouraged to treat an assessment in a positive manner, giving the assessor any assistance necessary to complete it. Everyone involved should recognise that the safe navigation of the vessel is crucial and that the assessment forms an important part of the company s assurance and improvement process. The bridge team should carefully review the assessment after it is completed and agree corrective actions.

15 Master s navigational assessment Masters to conduct their own navigational assessment on board. The frequency of assessment may vary, depending on factors such as tour length and back-to-back contracts The assessment should include a meeting of the bridge team, during which they discuss in full the practices currently being employed on board and verify that company requirements are being complied with.

16 Navigational assessment template Static assessment template ID Question 1.01 Does the company have robust and detailed navigational policies and procedures? The company should have a set of detailed navigational policies and procedures. The procedures should include references to appropriate industry standards, including the ICS Bridge Procedures Guide. If the navigational policies and procedures are provided in electronic formatonly, then a back-up, independent power supply to the computeris to be provided. An up-to-date copy of the company s navigation policy and procedures should be available on the bridge and the bridge team should be familiar with the contents Have all non-conformances from previous assessments been closed out effectively? Previous assessments should be reviewed and any outstanding non-conformances should be checked during the assessment. Any items from previous assessments that require revalidation should be checked. Previous assessments may include company assessments,themaster sassessmentandthird-party inspections such assire. Dynamic assessment template ID Question 1.01 The Masterapplies overriding authorityand responsibility effectively. The Master has overriding authority and responsibility to make decisions about safety, security and pollution prevention. The Master should not be constrained in any way or by any party from taking any decision which, in their professionaljudgement,is necessary for safenavigation. Thedecision-makingprocessshouldbebasedon human factors, including: Communicationswith the bridgeteam.the Master should ensure that all communications are clearly understood and should be open to dialogue and challenge. Situational awareness. The Master should have complete awareness of all bridge team activities and be able to distinguish the finer points from the overall picture. Inputfromall should be welcomed. Ensuringthat the teamis neitherover-pressurised, nor complacent both lead to mistakes. In addition, the team should not be fatigued or distracted. Ensuring that best practice is followed at all times. TheMaster shouldleadbyexample.thisincludes understandingtheteam s variousexperiencelevels and training, coachingand mentoring members as applicable. Cuttingcornersis stronglydiscouraged. Promoting teamworkand a strong safetyculture.

17 INTERTANKO Nautical sub-committee

18 INTERTANKO Nautical sub-committee INTERTANKO s most recently established subcommittee. Established full members, 4 observers 3 Main areas NAVIGATION OPERATIONS IN PORTS & TERMINALS LOADING AND DISCHARGING OF OIL TANKERS One publication so far Guide to Safe Navigation (including ECDIS)

19 Standardized bridge design Producing a checklist for new building of tankers Focus on IMO regulations and guidelines guiding towards a unified approach on implementing these. Will add an INTERTANKO recommended and guidance column for those who want to go above and beyond statutory requirements. Aim is at better designed bridges coming out of shipyards

20 ECDIS S-Mode The draft guidelines include a set of Standardisation Design Principles which aim to improve the usability of electronic navigation equipment: 1. Informative appendix on Human Factors research supporting standardization design principles 2. Navigation-related terminology and icons of functions 3. Logical grouping of information 4. List of functions that must be accessible by single or simple operator action 5. Default and user settings

21 Work with IHO

22 T & P notices T&P NMs in ENC IHO work on New guidance document for PSC Inspectors and Mariners IHO to provide examples of encoding to encourage HOs to encode T&P information as ENC updates We expect a new guideline from IHO on T&Ps during next year.

23 IHO-Higer density depth contours ECDIS with original ENC defaults to 30m contour ECDIS with Band 6 high density ENC defaults to 22 m contour

24 CATZOC in US fairways Previously no US fairway had CATZOC classification. Working with US authorities we have now three regions that have classified their fairways. This means that we now can do a better UKC calculation, potentially have a larger cargo intake

25 MOORING; EQUIPMENT STANDARDS, COMPATIBILITY AND OPERATION

26 OCIMF MOORING EQUIPMENT GUIDELINES 4 MEG 4 is now out. Details of the changes and other clarifications can be seen on the OCIMF web site at

27 Port and terminal information

28 Terminal Vetting Database (TVD) In total reports were submitted Reports are graded 1-5. Reports with grade 1 or 2 is regarded a low rating reports There is now a discussion to renew and modernise as both the front end and the backend lack modern features, maybe even an app.

29 Countries with most reports SWEDEN SINGAPORE INDIA ITALY U.A.E. VENEZUELA BELGIUM SAUDI ARABIA SPAIN FRANCE MEXICO U.K. CHINA SOUTH KOREA JAPAN NETHERLANDS CHILE U.S.A. RUSSIA NUMBER OF LOW RATING REPORTS Number of reports per country

30 120 Fenders Hose Dock Lighting pre transfer Safety Awareness English Comms Courtesy 100 Emergency Prep Safety Tugs 80 Countries with most low rating reports. Divided into cause for the low rating

31 Number of reports per country Feedback on low English ability Number of low rating reports English

32 We rely on you to get better data In order for us to raise awareness and approach terminals around the world, we need your help. If you haven t signed up for TVD do so with your company. The more information we get in, the better help and assistance we can give. Information/databases/Terminal-Vetting- Reports--Terminal-Satisfaction-Sheets/

33 Thank you Questions? Capt. Johan Gahnström +44 (788) Port of Gotheburg, Sweden: Photo: Johan Gahnström