(Photo: Seamens’ Church Institute)
In 2001, George Burkley, a maritime educator, wrote a look-ahead article for Maritime Reporter and Engineering News, presenting the benefits and real-world payoffs from using simulators in maritime education. In the late 1990s, new tech and software advances were creating scenario programs that moved a student closer and closer to the realities demanded by, well, reality. “The future is here, and we are ready to simulate it,” Burkley concluded.
Burkley is now executive director at the Maritime Pilots Institute in Covington, La. In a recent interview he recalled how 20 years ago simulator training might include an actual ship’s engine order telegraph, to mimic an actual ship. “We don’t do that anymore,” Burkley laughed, “regarding automation, the simulators got ahead of the ships. Now the ships are catching up. Students know there is no handle for something, just a touch screen.”
The International Group reports on claims arising from incidents involving vessels under pilotage – liabilities exceeding US$1.8bn
This enclosed publication reports on incidents for the period 1999 – 2019 that have given rise to P&I liabilities in excess of US$100,000 occurring when vessels are under pilotage.
The report has been prepared by the International Group (IG), in response to concerns expressed by the IG Clubs’ shipowner Boards of Directors, to understand the severity and frequency of the P&I liabilities that arise when a vessel is under pilotage, where in the world those liabilities continue to arise, and considers recommendations to mitigate the risk of such liabilities occurring in the future.
around, the expense and the time would be excessive, so you raise your bridge resource management level to the highest level, meaning the captain would be on the bridge, i might even have an extra officer on the bridge to look at radar plotting. him being in his cabin asleep or something is not protocol? i couldn t see myself in the cabin in those waters. and what about this issue of the life boats that we were talking about, just a couple probably deployed. when the ship first went down, you saw all these life boats and people who are ship had 47 inflatable life rafts. 47. 47, and two were deployed. the number is important, because that means that the life rafts weren t that large. they could have been deployed by one or two crew members, inflated and passengers embarked. it wasn t a difficult situation. what appears to have happened is that the crew and the master
it s definitely one that requires skill. so you wouldn t have let a third mate, even though this is a popular cutthroat, you wouldn t have let her on the bridge by herself? she would have been on the bridge. that was her normal duty hours, but what we call bridge resource management, the existing circumstances and conditions raises the level of awareness in the number of people in the navigation team, namely myself. there s no way i could see i wouldn t have been on the bridge. i may or may not have left her at what we call the corn, but i would have been there to look over her and to immediately make any corrections. so is this water incredibly dangerous? as chad was saying, there was people very commonly use this cutthroat because it saves you 40 miles. we have waterways like that all over the world. we can t bypass all of them. the currents in here would be similar to going between sicily and italy, you know, if you go