Kersandt, D. Warnemünde Mole, Öl auf Leinwand, 60x40 cm
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Das gilt auch für Diplomarbeiten von Studenten maritimer Fachrichtungen und Einrichtungen, die sich mit Fragen der Mensch-Maschine-Beziehungen, der Kompetenzbewertung an Simulatoren, der Handlungsregulation, den kognitiven Prozessen bei der Informationsverarbeitung, der Verlässlichkeit komplexer Steuerungs-systeme und ähnlicher Bereiche beschäftigen.
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Simulator Qualifys The Best Practice To Handle Piracy-Attack !
Gastbeitrag von Björn Kay, Dänemark (eingegangen am 20. August 2009) .- THE SIMULATOR NEWSLETTER. - PAGE 6, 25. JUNE 2009
In Denmark, Marstal Navigation School is setting up an anti piracy training scenario using the possibilitiesof the POLARIS ship’s bridge simulator. The objective of the course is to show the generic characteristics ofpiracy to give ship-owners, captains and crews tools for a tactical approach sailing through piracy waters.
The anti piracy training is basedon research and knowledge of the company Risk Intelligence, providing intelligence on pirates’ behaviour, strengths and weaknesses,
risk analyses and recommended lines of defence/actions. “Once the crew knows how to react the simulator is an excellent tool to practice drills to secure the crew’s safety, communicate with the international naval forces and other evasive and defensive measures” says Bjorn Kay at Marstal Navigation School.
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The pilotage pradigm - The need for a paradigm shift
Gastbeitragvon Captain Paul Drouin, MNIMarine Accident Investigator; Principal, SafeShip.ca http://www.safeship.ca/
and Captain Robin Heath, MSc, MNINewcastle Pilot and former Harbour Master, Sydney, Australia .- 20. Oktober 2009
Published in September's SEAWAYS magazine.
Introduction : “The long sea voyage is over and the pilot has boarded for the next phase of the trip. Soon after arriving in the wheelhouse a short conversation between the master and the pilot takes place – the pilot card is exchanged and the discussion ends quickly as the pilot looks up and gives the next course to steer. The helmsman responds and the voyage under pilotage has begun. There is a sense of relief – the pilot has the con and finally the officer of the watch and master can relax and, quitepossibly, get some other pressing work done before arriving at port.If this scenario sounds familiar to many, it is only because it happens so often on so many vessels in so many parts of the world. Whether arriving or leaving, discussions are frequently rudimentary, often limited to the ship’s manoeuvring characteristics and the odd snippet of sundry information. Andregardless of whether a vessel passage plan has been prepared ahead of time, the pilot has a plan – and he or she intends to follow it. All the best bridge resource management (BRM) theories andprinciples, dutifully absorbed in training by the pilot, master and watchkeeper, have been sealed away more hermetically than King Tut’s mummy within its sarcophagus.This practice, which we call the pilotage paradigm (a paradigm being a model or standard pattern), takes place in almost every corner of the globe.One of the most highly publicised recent examples of this paradigm is the case of the Cosco Busan, which struck the San Francisco-Oakland Bay Bridge while outbound in thick fog. This article followsand develops an earlier exposé of this occurrence that was published in the September 2008 issue of Seaways as ‘The pilotage paradox’. The paradox: on the one hand, we wish to entrust the safety and con of the vessel to the pilot; yet on the other, insist it is the crew and captain who are ultimately responsible and accountable for the safe conduct of the vessel. And so, the current pilotage paradigm drives and nurtures the paradox.
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