South African ports are regulated by a compulsory pilotage system. This means that when a vessel enters or leaves any of the South African Ports regulated by Transnet National Ports Authority, this vessel is obliged by law to utilize a pilot to navigate the vessel safely into and out of the port. The reason for doing so is to reduce the risk of incidents that occur within the ports due to the fact that the pilots have specialized knowledge of the port’s specific conditions. However, collisions may still occur in these ports. One such incident is the collision of the MV Stella Tingas. The case of the MV Stella Tingas brought to light the unacceptable situation created by the lacunae in the Legal Succession To The South African Transport Act of 1989, where the innocent vessel that was involved in a collision with a vessel under compulsory pilotage could not get satisfaction for damages from either the ship-owner of the guilty vessel or from the Port Authority. In order to resolve this position, the Legislature enacted the National Ports Act 12 of 2005, specifically section 76, to resolve this problem. Section 76(2) states that the ship-owners of vessels under compulsory pilotage will be liable for all actions of a pilot, whilst section 76(1) provide that the Port Authority will not be liable for actions of the pilot done in good faith. The National Ports Act has however not defined good faith and the courts have not interpreted this concept since the commencement of the Act. This dissertation will investigate what good faith is, by examining exclusionary clauses and by exploring the concepts of gross negligence and intention in order to ascertain whether good faith excludes these concepts. Thereafter the dissertation will seek to discover a test that can be used in order to assess whether the actions of the pilot were done in good faith or not. The dissertation will trace the history of compulsory pilotage from its origins in English Law to South African law. It will also examine the relationship between the master and the pilot as well as the circumstances where the master can intervene in the affairs of the pilot, by ascertaining what an emergency is, as contemplated by the National Ports Act. / Thesis (LL.M.)-University of KwaZulu-Natal, Durban, 2013.

Thesis (M.A.)--Florida State University, 2003. / Advisor: Dr. Glen H. Doran, Florida State University, College of Arts and Sciences, Dept. of American and Florida Studies. Title and description from dissertation home page (viewed Mar. 2, 2004). Includes bibliographical references.

The Traffic alert and Collision Avoidance System (TCAS) is an aircraft collision avoidance system designed to prevent mid-air collisions. During an advisory, danger is imminent, and TCAS is assumed to have better, more up-to-date information than the ground operated air traffic control (ATC) facility. Following a TCAS RA is generally the safe course of action during an advisory. However, pilot compliance with RAs is surprisingly low. Results from a TCAS monitoring study show pilots are not complying with many TCAS advisories. As revealed by pilot-submitted Aviation Safety Reporting System (ASRS) reports, this noncompliance could be attributed, in part, to pilot confusion to TCAS operation as well as misunderstandings of the appropriate response to a TCAS issued advisory. This thesis details the development and evaluation of a TCAS training program intended to improve pilots' understanding of TCAS use for collision avoidance in a range of traffic situations. The training program integrated Demonstration Based and Event Based Training techniques. Its efficacy was analyzed in an integrated ATC-cockpit simulator study in which eighteen commercial airline pilots were asked to complete the TCAS training program and afterwards experienced twelve experimental traffic events. The trained pilots' performance was compared to the performance of 16 baseline pilots who did not receive the modified training. Overall, the training program did have a significant impact on the pilots' behavior and response to TCAS advisories. The measure Time Pilots First Achieved Compliance decreased with the trained pilots, as did the measure Autopilot Disconnect Time After RA Initiation. Trained pilots exhibited less aggressive performance in response to a TCAS RA (including a decrease in the measures Altitude Deviation Over Duration Of RA, Average Vertical Rate Difference, Maximum Vertical Rate Difference, and Maximum Vertical Rate). The measure Percent Compliance did not significantly vary between trained and baseline pilots, although trained pilots had a more consistent response in the traffic event with conflicting ATC guidance. Finally, on the post-experiment questionnaires, pilots commented on their increase in understanding of TCAS as well as an increase in their trust in the advisory system. Results of this research inform TCAS training objectives provided by the FAA as well as the design of TCAS training. Additionally, conclusions extend more broadly to improved training techniques for other similar complex, time-critical situations.