论引航员与船长间的沟通和信息交流

在船舶引航过程中,引航员与船长间的沟通和信息交流是十分重要的,它是保障引航安全的必要手段之一。历年来,因引航员与船长沟通或信息交流不充分而导致的事故并不鲜见,本人作为一名引航员,根据自身工作经验和阅历总结和分析了导致引航员与船长沟通不完善的原因,并提出了解决这一矛盾的具体方法和建议。     

船舶引航过程中引航员与船长的信息交流

随着世界经济的飞速发展,我国在经济、制度、文化等各方面都得到前所未有的提高和进步,而我国的船舶事业也在这样的环境之下得到成长和发展。我国当前对于世界发展来说有巨大价值和意义,而船舶事业的进步和完善对于我国国力的提高和发展有着巨大的推动性作用。航海事业发展较好的国家,其自身的经济实力和国际地位都会有明显的提高,对此我国也应该积极发展航海船舶事业。而在此过程中,船舶引航工作是船舶正常航行的工作基础,能够提升船舶航行质量和安全。而引航工作的核心和灵魂在于引航员同船长的配合,一旦二者之间能够有一个紧密的配合与联系,就能过达到预期的工作标准,提升工作质量。基于此,相关船舶工作人员应该引起重视,不断完善引航员和船长之间的信息交流工作,以此推动引航工作的稳步进行。对此,本文首先叙述船舶引航工作的概念,随后对船长和引航员的基本工作职责和定义进行说明,接着在对船长同引航员之间的关系进行描述,最后详细阐释和分析船舶引航过程中引航员与船长的信息交流工作。以此来供相关专业人士交流思考。     

从人为失误角度分析团队引航模式的建立

为解决如何更好地安全引领船舶进出港问题,从人为失误角度分析驾驶台团队合作的重要性,创建由船长、引航员、高级船员、舵工组成的团队引航模式:提高引航员团队合作意识,尊重船员,加强船长与引航员之间信息交流,根据引航团队成员各自特点,制定任务分配表。发挥集体的智慧和力量,协作配合,保障船舶航行安全。实践表明:团队引航模式的建立,促进引航安全。     

引航员信息沟通与引航安全的关系

引航区往往存在航行水域狭窄、操纵空间受限、船舶密集、航行风险高等特点。船舶系离泊作业是整个航次中难度最大的。在船舶引航过程中，引航员与船长之间的信息沟通，是保障引航安全的必要途径。通过案例介绍，发现引航事故与引航员信息沟通密切相关。本文分别从引航员登船前、登船后以及操纵船舶和系泊作业四个阶段，提出引航员与船长应进行的沟通信息建议，目的是促进引航工作安全和有序运行。     

关于引航员与船长间交接环节的探讨

交接作为引航过程中的重要内容之一,也是产生冲突最为突出的环节。本文从引航员、船长的职责着手,分析了各自的的权利和义务,对在引航过程中,引航员与船长之间船舶操控权的交接问题进行了讨论,消除在船舶交接过程中的安全隐患,提出了促进引航安全的途径。     

引航员如何正确处理与船长的关系

从引航员与船长之间的关系入手,通过分析引航员与船长之间沟通存在的问题,总结了引航员在处理与船长关系时应掌握必要的沟通技巧,与船长建立良好的关系,从而保证安全引航。     

从引航员视角谈船长的责任与素质

船长与引航员的关系一直是业内的一个热点话题,船长与引航员间的默契配合能有效促进和保障船舶引航安全。从引航员的视角,结合引航实践,分析船长的职责与法律地位,探讨船长必备的素质与能力,并提出若干促进引航安全的途径。     

浅谈引航员职业素质的要求

根据引航员的职业性质，正确把握引航员与被引船船长的关系，有助于引航工作的开展，而过硬的业务素质和良好的心理素质是做好引航工作的保证。     

引航员、船长与船舶港内航行安全

讨论了船长与引航员的法律责任、权利、职责和义务，船舶到港的引航准备以及船舶进出港口的引航，阐述了船长与引航员之问复杂的法律关系、引航员登离船事故的预防和发生引航员误操作时船长未能及时纠正的原因，指出了引航员在船引航过程中为确保船舶安全应采取的积极、有效、实用的措施。     

船舶引航过程中引航员与船长的信息交流

随着社会的日益发展,船舶业也在迅猛发展,一个国家的兴盛和航海事业的发展密不可分。如中国和美国,都占有较为广阔的海域面积,航海贸易非常繁荣。优良的引航服务可以保障船舶安全,引航服务还被看作是一个国家的主权象征。完成引航服务的主要人物是船长和引航员,两者协作关系的优良直接影响到了船舶的引航活动的好坏,所以在船舶引航过程中,引航员与船长的信息显得尤其重要。     

Review of pilotage processes and indicators in pilotage organisations

A questionnaire survey was conducted to find out how pilotage organisations in different countries assess and measure the quality, efficiency and safety of their operations. An e-mail survey was sent to 54 pilotage organisations in Australia, Canada, and Western and Northern Europe. All International Standard for Maritime Pilot Organizations (ISPO) members were also included. The survey yielded 13 answers from eight countries. The organisations were questioned about their standards and management systems, standard operating procedures and measuring tools. According to the query, most of the pilotage organisations use standard-based management systems such as ISO 9001 or the ISPO. The main measuring tools for pilotage comprise of statistical information concerning pilotage and the organisations, customer feedback surveys and financial results. The results of the survey were used as a guideline for developing a pilotage process model and indicators for measuring the effectiveness and quality of the pilotage process for the Finnish pilotage company Finnpilot Pilotage Ltd.     

基于AIS的港口船舶引航系统的研究

根据我国沿海港口的特点及其船舶引航的需求,设计基于AIS的港口船舶引航系统。分析该系统的关键技术,并介绍了系统的结构及功能。经应用表明,系统将引航工作所需的各种信息在电子海图平台上直观综合显示,实现引航员显示终端轻便、无线携带,为引航员提供安全引航的技术保障。该系统特别适合引航工作和引航管理工作的需要,促进了引航调度管理和安全监督的信息化,有效地提高了引航工作的效率,保障船舶引航的安全。     

一种内河顶推船队的引航控制模型

引航控制模型是考虑了人在控制闭环中作用的船舶自动引航模型,它不同于精确控制航迹或者航向的自动舵控制模型,重点在于量化和探索船舶驾引知识和经验.它是港口航道设计和安全评估经常采用的快时模拟的基础.基于模糊推理方法,结合系列内河船队操纵性实测数据与实际操船经验,设计出一种仿真智能的内河顶推船队引航控制模型,并以某顶推船队为原型,进行了仿真试验.结果表明:引航控制建模方法,包括隶属度函数和推理规则的确定能忠实地反映人员操舵控制过程.这种建模方法可为快时模拟论证等工作提供理论和技术支持.     

规范化安全评估(FSA)在上海港船舶引航安全工作中的应用

规范化安全评估(FormalSafetyAssessment,简称FSA)是一种先进的结构化和系统性的综合安全评估方法,近年来在国外一些发达的海运国家得到了积极地推广和应用。简要介绍"FSA在上海港船舶引航安全工作中的应用"的研究情况,并根据研究的结果就改进和完善上海港船舶安全引航工作提出了一些相应的风险控制方案和决策性建议。     

人为因素对驾驶操作安全的影响评估（英文）

In recent years,marine pilotage accidents occurring on a worldwide basis as a result of human error have not been ceased to transpire,despite advances in technology and a significant set of international conventions,regulations,and recommendations to reduce them.This paper aims to investigate the effect of human factors on the safety of maritime pilotage operations.The human factors that affect the operators who are performing ships' berthing operations have also been examined in detail.In this study,in order to determine the causes of human-related errors occurred in maritime pilotage accidents,a comprehensive literature review is carried out,and a considerable number of real past case examples and an analysis of the maritime accident investigation reports regarding pilotage operations events that occurred between 1995 and 2015 have been reviewed.To validate the identified humanrelated risk factors(HCFs) and explore other contributory factors,survey questionnaires and semi-structured interviews with domain experts have been conducted.A structural hierarchy diagram for the identified risk factors(HCFs) has been developed and validated through experienced experts belonging to the maritime sector.A questionnaire for pair-wise comparison is carried out and analysed using the analytic hierarchy process(AHP) approach to evaluate the weight and rank the importance of the identified human causal factors.The findings of this study will benefit the maritime industry,by identifying a new database on causal factors that are contributing to the occurrence of maritime pilotage disasters.The database can be used as a stand-alone reference or help implement effective risk reduction strategies to reduce the human error,that might occur during pilotage operations.     

Present pilotage practices in Finland

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.     

从船长的角度说洋山

洋山深水港的地理位置特殊,它既是新港区又处在不断的建设中,自然条件及施工作业的不断交叉给船舶的航行与靠(离)泊作业带来难度和风险。为使船长们及早了解洋山港概况,特将深水港建设的工程概况,锚地,拖轮,引航及相关航行安全资料供船长们一起参考。     

How remote is remote pilotage?

“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?”Current maritime pilotage regimes are clearly seen in some quarters as too restrictive and old fashioned. Change is “in the air” and VTS, pilotage, and the relationship between them cannot be immune to it. Subject to the attainment of the appropriate standards by both ships and their crews there is no practical reason why more flexible Vessel Traffic Management cannot be introduced. The required technology is largely available and, with the introduction of AIS, the required dynamic data can be available. Technical problems foreseen are believed capable of solution. The more significant obstacles to implementation are, therefore, largely political, commercial, organisational, and cultural. These issues are discussed in this paper taking into account the viewpoints of major stakeholders.     

Shared pilot passage plan and navigational safety during pilotage

Navigating in confined waters with a pilot aboard requires that the pilot’s intention and plan is understood by all present on the bridge. The present study investigates the effect of having a detailed route plan and monitoring it in the context of pilotage. The aim was to see how the presence of a shared pilot passage plan in the Electronic Chart Display and Information System (ECDIS) affects the identification and recovery from navigational errors made by a pilot. Twenty participants, 10 with a shared route plan and 10 without, participated as navigators in a simulator scenario involving pilotage in the Oslofjord. Participants were bachelor students in nautical science. The navigation scenarios involved the intentional error by the pilot just before a predefined way point. Three measurements of relevance to navigational safety were recorded: (1) the time it took the participant to express concern, (2) the time it took the participant to correct the error (‘time to recovery’), and (3) the number of groundings. The study revealed that time to express concern and time to recovery were significantly much shorter for the group with a shared pilot passage plan presented in ECDIS than for the group without such a plan. Providing a bridge team with a shared pilot passage plan in ECDIS during pilotage might improve the ability to identify and correct navigational errors.