PILOT
PILOT WELCOME
TO ISSUE 338 OF THE PILOT
One of the most dangerous aspects of our job as pilots is the boarding and disembarkation to and from vessels. Sadly, it remains a fact that there have been and continue to be pilot fatalities or injuries when joining or leaving vessels.
This edition focuses on pilot boarding and disembarkation, manoverboard recovery, technology and health aspects affecting pilots.
Of course, it is not just pilots who climb pilot ladders. Marine surveyors visiting vessels to undertake their relevant surveys and inspections climb and disembark via the same boarding and landing arrangements as pilots.
I welcome on board Robert Norman, manager at Idwal Surveyors, who gives an insight into his surveyors climbing pilot ladders.
My first experience of pilot ladder climbing was in July 2005, aged 16, when working as a deckhand on board a Humber bunkering tanker barge for a local Hull company. My job was to climb up the ladder and connect the bunkering hose to the manifold. I recall the first time doing this was onboard the bulk carrier Gladstone at Immingham Bulk Terminal. The climb was the best part of 9m with coal dust blowing down on me. This vessel had rounded sheer strakes, and I remember being cautious when reaching for the stanchions to complete the climb; likewise the same applied when disembarking.
Most pilots join and leave via pilot launches. Our job would be impossible were it not for the skilful and professional conduct of pilot launch crews. This edition includes a pilot launch coxswain’s viewpoint from two senior launch coxswains at the Bristol Port Company.
In the event of a pilot going into the water, the magazine looks at the various man-overboard techniques used to rescue a pilot. Recovery technology is advancing all the time: this has been demonstrated at Milford Haven with the introduction of Zelim’s recovery rotating platform. Scott Tonks from Zelim presented this at the 2024 UKMPA conference in Harrogate and I am pleased to welcome Scott to this edition with his recovery article.
Last year’s UKMPA conference also included a presentation on AI and how this new technology is affecting the marine industry. Patrick Galvin from EMPA provides an interesting insight into this new, evolving industry.
As your editor I am always looking to include pilot health-related articles to the magazine and increase health awareness for those working in the pilotage industry. Associate professor Luana Main from Deakin University in Australia, who presented at the Australian Conference in 2023, has kindly written an article on stress, fatigue and how these factors affect a pilot’s job performance.
Thank you for reading Issue 338.
TRUST AND COMMITMENT
As winter’s storms fade and summer’s calm settles, the UK’s ports remain the lifeblood of our nation, handling 95% of UK trade by volume through perpetual effort. This resilience is built on the trust and commitment of maritime professionals – none more so than pilots.
To become a pilot is to embrace a calling defined by a commitment to dealing with the unpredictability of the environment, operations and resources. It demands years of training, continuous learning and the courage to make thousands of safety-critical –occasionally unpopular – decisions under pressure. Once aboard, pilots are entrusted with safeguarding vessels, cargo and the vital infrastructure of our ports and waterways. This trust is not given lightly. It is earned through skill, independent thinking and a dedication to getting it right when getting it wrong is not an option.
Trust is the cornerstone of our profession. Strong trust fosters open communication, enabling pilots to report issues candidly and providing port authorities with critical insights. The result? Fewer incidents, safer operations and greater productivity. Weak trust, by contrast, obscures risk and undermines progress. Pilots bridge this gap, acting as the vital link between ship and shore, ensuring our ports remain safe and efficient in an ever-changing maritime landscape.
Recent events, such as the incident involving Solong and Stena Immaculate, underscore the strength of our port systems. The swift response from tug operators was exemplary, preventing a potentially catastrophic outcome. As Chair, I am proud to now serve as an ex-officio advisory member to the executive committee of the British Tugowners Association (BTA), strengthening our partnership with the BTA and the UK Chamber of Shipping. Together, we advance the critical work of pilots, tugs and their crews – unsung
heroes who facilitate billions in trade and protect our coasts, often as first responders.
Tugs and pilots share a bond of mutual trust, essential to national maritime safety and security.
My thanks go to the UKMPA team for their continuous commitment to UK plc and to editor Matt Finn for delivering another exceptional issue of The Pilot.
As pilots, we have the warrant of public trust – and we deliver.
Christopher F Hoyle / UKMPA Chairman
CONTACTS
Elected UKMPA Executive Committee
Chairman Christopher Hoyle chairman@ukmpa.org
Vice Chairman Jason Wiltshire vice.chairman@ukmpa.org
Region 1 Executive Alan Stroud region1@ukmpa.org
Region 2 Executive Chris Grundy region2@ukmpa.org
Region 3 Executive Peter Lightfoot region3@ukmpa.org
Region 4 Executive Robert Keir region4@ukmpa.org
Region 5 Executive Neville Dring region5@ukmpa.org
Region 6 Executive James Musgrove region6@ukmpa.org
Treasurer Alan Stroud treasurer@ukmpa.org
Secretary & EMPA VP Peter Lightfoot secretary@ukmpa.org
Membership Robert Keir membership@ukmpa.org
Co-Opted Executive
Technical & Training Chair John Slater technical@ukmpa.org
Web Captain James Musgrove webcaptain@ukmpa.org
Elected UKMPA Deputies
Region 1 Deputy Simon Lockwood deputy1@ukmpa.org
Region 2 Deputy Mike Robarts deputy2@ukmpa.org
Region 3 Deputy Alan Jameson deputy3@ukmpa.org
Region 4 Deputy Ross McCauley deputy4@ukmpa.org
Region 5 Deputy Paul Schoneveld deputy5@ukmpa.org
Region 6 Deputy Matthew Finn deputy6@ukmpa.org
Other Contact Details
Circle Insurance Ian Storm Ian.storm@circleinsurance.co.uk M: 07920 194970
Insurance Queries Claire Johnstone claire.johnstone@circleinsurance.co.uk
Incident Reports Via UKMPA app insurance@ukmpa.org
UNITE Maria Ball maria.ball@unitetheunion.org
Web Captain James Musgrove webcaptain@ukmpa.org
Editor Matthew Finn photos@ukmpa.org
Mental Health James Musgrove region6@ukmpa.org
IMPA VP Paul Schoneveld paul.schoneveld@ukmpa.org
Emergencies
Minor incident 0141 249 9914 insurance@ukmpa.org
Major incident 0800 6446 999 insurance@ukmpa.org
Incident Reports insurance@ukmpa.org
Mental Health Support
Safe Haven Hotline 0800 433 2163 Visit www.ukmpa.org for further details
New UKMPA Members
Luis Martinez Iturbe London
Johnny Cowie London
William Hatch London
Rajwinder Singh Kandola London
Michail Kapellos London
Jake Bryan London
Dan Thompson London
Neil Topping London
Glenn Higgenbotham Tees
Bryon O’Hanlon Troon
Steff Wilkinson Humber
Matthew Maclntosh Humber
Samuel Turner ABP S/Wales
James Gillespie Belfast
Jake Hall Heysham
Ian Harrison Lowestoft
Oystein Hoyvag Portland
Maciej Miszcuk Harwich
Trevor Dann Crouch
Eric Wiseman Peterhead
Darren Steele Belfast
James Adock Humber
Retired
Gavin Hoe-Richardson Liverpool
Edwin Lyon D-Sea Pilot
Chris Thomas Liverpool
Graeme Hutchinson Forth
Rory Jackson Southampton
CLIMBING WITH AN EXTRA SAFETY PRECAUTION ‘INSURANCE’
Every day, pilots across the UK navigate challenging decisions, intricate vessel manoeuvres, and everchanging conditions. Before they even reach the bridge, pilots face some of their most challenging decisions when boarding and disembarking via pilot ladders. Sometimes even the most experienced pilots can find themselves in situations where things go wrong – fast.
The Health & Safety at Work Act 1974 places a legal duty upon employers – and by extension, port operators and vessel owners – to ensure, as far as is reasonably practicable, the Health & Safety of all workers and others affected by their operations.
The updated Port & Marine Facilities Code reinforces this obligation by requiring harbour authorities to implement a safety management system and appoint a designated person to provide assurance of compliance. Failure to do so can result in prosecution and fines.
These instruments of legislation are there to protect the safety of all pilots, employed or self-employed.
Poor pilot ladders can cause injuries and other human costs. In one case, a pilot descending a ladder that had been incorrectly rigged stepped down to the pilot launch just as the ladder shifted unexpectedly, causing the pilot to fall and sustain significant injuries. Despite the clear failure in the rigging, the pilot’s legal claim was reduced because the court ruled there had been contributory negligence on the pilot’s part. This underlines a critical truth: even when you are not at fault, the legal system may not offer full protection.
By Ian Storm / Circle Insurance
THE ROLE OF INSURANCE
Insurance can provide legal support, financial cover and peace of mind in the event of incidents.
Our unique combination of covers, developed between Circle and UKMPA, can provide you with cover for:
• Legal representation in personal injury and liability claims (legal defence)
• Income protection during recovery (personal accident – weekly cover)
• Capital benefits in the event of life-altering injuries (personal accident – capital cover)
The case mentioned is not an outlier and shows that, no matter how experienced or cautious, we can all be vulnerable to the unseen. Over many years, Circle Insurance Services has supported many pilots in managing the legal process and mitigating their financial loss. Without our support, some pilots would have been left in a far more precarious position, and we are proud to support pilots in all aspects of their important role. However, insurance is not a substitute for vigilance or safety, and there is a responsibility to remain watchful when boarding and disembarking.
Please remember to report unsafe ladders in the UKMPA app because port operators and ship operators must uphold their legal duties under the Port & Marine Facilities Code and the Health & Safety at Work Act. Where ladders are not fit for purpose, we urge members to refuse to board rather than have blame (contributory negligence) assigned to them and any claims payment reduced.
As ever, we urge all members to review their current coverage to ensure that it meets their needs. If you are unsure, you can contact any of the team at Circle Insurance Services and we will be happy to help.
UKHMA SPRING SEMINAR
EDINBURGH, APRIL 2025
The UKMPA Chair Chris Hoyle and the Region 4 (Scotland) executive officer Bob Keir attended and spoke at the recent UK Harbour Masters’ Association spring seminar in Edinburgh on 1 and 2 April on behalf of the UKMPA.
As ever, this was a very well organised event full of learning points from throughout the industry. Much of the subject matter is of particular local interest to Scotland, with many of the smaller Scottish ports being represented in addition to the major players from around the UK.
It was pleasing to see seven UKMPA members in attendance, some of whom hold joint UKMPA/UKHMA membership as part of dual roles in their ports. This was Paul Brooks’ last Edinburgh seminar as UKHMA president, and he carried on the tradition he introduced where he encourages attendees to join him on a walk up Arthur’s Seat on the morning before day two of the seminar to blow the cobwebs away. Paul will step down as president in June to be replaced by Alan McPherson of the Forth. Paul has always made the UKMPA representatives very welcome at his conferences and seminars and I am sure Alan will continue this hospitality and the Arthur’s Seat morning walk next year.
Bob Sanguinetti, CEO of Aberdeen Harbour, gave a presentation on the new harbour to the south of the existing harbour, which has been called South Harbour. He went through the construction phase, costs and a bit on the challenges for pilots using the new port with much bigger ships than they have been used to.
Ron Bailey, interim Harbour Master Ardersier, gave a presentation on the new port there – he stepped down the day before the seminar and becomes Designated Person.
He has been replaced by UKMPA member Donald MacKenzie, who has moved there from Cromarty. Donald will be HM at the new port and will also fill in as pilot as and when required. It is a CHA and has been granted pilotage powers by the Scottish government.
Kevin Clancy, partner at Shepherd & Wedderburn Solicitors, gave a legally based presentation. Kevin has a double life as a Scottish Football League referee, handling big games like Rangers v Celtic.
Alex McIntosh, head of marine on the Clyde, former Aberdeen HM and Clyde pilot, gave a very personal and interesting account of her journey from single mum at 18 while a first-year cadet and how she continued despite the challenges.
Fraser Wallace, Head of Harbours at Calmac, gave an overview of the Calmac operation, its vessels and 26 harbours and 2,000 employees, and explained how Calmac is often the subject of bad press, whether justified or not.
Todd Charles Schuett from Kongsberg gave a presentation on a Smart Port software product, mainly the sharing of data between ship and shore and the benefits. One benefit would be steaming at economical speed during the voyage – greener and cheaper.
An expert panel discussed pilotage, tug use and safety, in which Chris Hoyle and Bob Keir were the panel experts alongside Stephen Packer of Targe Towing. Alan McPherson, Chief Harbour Master, Forth, was the panel moderator. This was a very good session with plenty of delegate participation and questions.
David Dawkins, Deputy HM, Orkney, gave a presentation on another new port development – five new berths or extensions in Scapa Flow with a large amount of new quay space being proposed for cruise ships, rigs and offshore support.
William Heaps, consultant at Marico, gave a presentation on Safety Management systems and auditing.
Mark Ashley Miller sailed round the UK and Ireland coasts over four years and met every HM in the UK (256) and visited every port (310). He did a similar presentation three years ago but has now written a book, Harbours and their Masters. This was an interesting and amusing presentation. If anyone wants to buy the book, it is available to order now via Fernhurst Books or Amazon: use code UKHMA for a 30% discount, which I’m sure he won’t mind us sharing with UKMPA members. Mark has raised £30,000 for the Sailors’ Society to date and book proceeds are also going there.
Big thanks to Martin Willis and Judy Turley for organising these excellent events and for extending their hospitality to UKMPA members.
Robert Keir / Region 4 Executive / Membership Secretary
AMPI CONFERENCE CAIRNS, 2025
By Alan Stroud – UKMPA Treasurer
This year’s AMPI Conference was a professionally run event, with Continuing Professional Development (CPD) certificates offered to all participants ensuring strong engagement throughout. Despite the vast area AMPI covers, the shared goal of raising pilotage standards was tangible, leaving many, including myself, impressed by the level of professionalism and collaboration across the Australasian region.
AUSTRALASIAN MARITIME PILOTS INSTITUTE
A standout feature was the high-level co-operation between AMPI and NZMPA, bolstered by a tour of the Cairns port and its advanced VTS, capable of controlling multiple zones and relocating operations during emergencies – an impressive demonstration of resilience.
Opening keynote: lessons from near misses
Angus Mitchell, chief commissioner of the ATSB, opened with an in-depth review of the Rosco Poplar near-miss. His address focused on the validity of current check pilot systems and underscored the importance of contingency training and consistent certification standards.
Coastal and reef pilotage
Highlights included Capt Vikram Hede’s history and breakdown of Great Barrier Reef pilotage – where job durations can reach 45 hours –and Capt Warwick Conlin’s insights
into Barrier Reef cruise ship pilotage, remaining on board and adding to the passenger experience.
Cruise ship challenges and innovation
Captains Peter Listrup and Trond Kildal from Cairns presented on safely when accommodating increasingly large cruise ships. Their focus on ship-specific wind thresholds and bridge teamwork offered a refreshing take on safety and adaptability. Capt Carl Robins added a UK perspective, detailing Southampton’s cruise pilotage complexities.
Mental health and peer support
Psychologist Keith McGregor captivated the room with practical methods to reframe stress and foster resilience. His session, along with contributions from Revd Canon Garry Dodd and leadership coach Mark Le Busque, brought valuable non-maritime perspectives, reinforcing the need for holistic support systems in our profession.
Critical incident response
Capt John Barker shared Auckland’s proactive ‘Project Valentine’ initiative –simulating incidents to pre-emptively
improve SOPs. Dr Phil Thompson’s analysis of the Dali–Baltimore bridge allision added weight to arguments for enhanced escort towage, while Wendy Sullivan addressed tailored first aid training for maritime settings.
Safe pilot transfer – a call to action
NZMPA’s Capt Steve Banks delivered an emotive presentation on pilot transfer fatalities, shifting focus to unsafe practices and the need for better recovery gear. His data-driven approach, supported by Capt Pasi Paldanius’ account of the Finnpilot rollover, underscored the urgency for reform. I took the opportunity to describe the UK’s immediate emergency care course, developed in partnership with the UKMPA, highlighting some key personal experiences to underscore the necessity of this training for all involved in the boarding and landing process.
Competency and check pilot systems
Sessions led by AMC Search and Capt Matt Shirley explored advanced approaches to check pilot independence. Using biometric data such as eye-tracking and stress response,
AMC’s tools show promise for recruitment and assessment. Capt Shirley emphasised the value of independent group audits to combat operational drift.
CLOSING OUTLOOK
Rounding off, MSQ’s Kell Dillon spoke on Queensland’s emergency response and pilotage strategy and meteorologist Thomas Hough offered a timely seasonal forecast, while Alison Cusac, known locally as ‘The Shipping Lawyer’, delivered a motivating closing address.
The AMPI 2025 conference not only delivered on professional development but offered real opportunities for collaboration and innovation. Its balance of technical, operational and human-focused content was a benchmark for similar events –and one I hope we continue to draw inspiration from.
PILOT LADDERS WHAT ELSE?
By Arie Palmers / Maritime pilot at Netherlands Loodswezen & pilot ladder expert
It has been a while since the UKMPA published something in its magazine on the wonderful world of pilot ladders, so it is time for a small update on recent events and mishaps written from my side. I’ll leave the explanation of new rules, etc, to my good friend Kevin Vallance to prevent us talking about the same topic. At the moment of writing, the 2025 IMPA safety campaign is about to start. My tally is over 50% non-compliance year after year and I really wonder what the new results for this year will be.
As you might know, I was one of the people involved in the workgroups to develop a brand-new pilot ladder poster as well as a thorough revision of the regulations. I’m glad to notice that more captains and shipowners reach out to me with questions regarding their PTAs (Pilots Transfer Arrangements) and how they can make them compliant. You’ll find the before-and-after pictures here. After all, it is more than ladders; it is the complete pilot transfer arrangement that has to be compliant. Stanchions are an oft-overlooked item that pilots do not complain about, despite the fact that faulty stanchions were the root cause of
several accidents, including a fatal one that occurred in Sandy Hook a few years ago when a pilot dropped to his death due to faulty stanchions. Please check the stanchions and have them rectified! It’s a small job for a welder to get it compliant and therefore safe to use –something the pilot before you didn’t care enough about to get it fixed. Don’t be the pilot before you! Make it safe for yourself and the people that will need to use it after you. You might even save someone’s life, if not your own.
It has been proven that the EMPASafe app has stirred things up quite a bit: more and more pilots are using this way of reporting and I have received quite a few notifications from your side of the pond that a vessel with deficiencies is coming our way. We are therefore warned and take extra care when we approach that vessel. The app has recently been updated and has more and better features now – thank you EMPA for looking after the community. After all, the app is made by pilots, for pilots, to help each other to keep coming home vertically instead of horizontally. The last thing you want is to end up as a statistic.
As I am writing this article, I am on my way back to the Netherlands after attending the TUMPA (Turkish Maritime Pilots Association) conference where I was given the opportunity to talk a bit on ladders and of course interact with a lot of TUMPA members and the sponsors who made the event possible. Over the past years, TUMPA has lost a few pilots because of bad PTAs, so they are very serious on this topic and collectively do not accept below-standard setups.
Pilots, however, are reluctant to report any defects despite the fact that it is mandatory by law. We can also identify this lack of reporting in the annual number of reports in the IMPA campaign: on average around 5,000 reports in two weeks worldwide, not much at all but nevertheless the average non-compliance plus the total body count was reason enough for the IMO to review. We can only hope that the new poster and regulations will improve the unacceptable situation we are currently living in. Even if I were wrong with my tally (for the sake of conversation let’s assume that) and the IMPA non-compliance rate of 20% on average is correct, basically nothing has changed over the years.
Thank the entity you believe in that nuclear power plants or even British Rail have better scores.
Being confronted with a dodgy setup means the entire chain has failed: construction, approval, certification, maintenance, audits, vetting, port state control, surveys and whatnot have completely failed from start to finish, resulting in a pilot being confronted with a dangerous ladder. The fact that the situation doesn’t change much ‘noncompliance-wise’ is because pilots are also mutually responsible for this problem, besides a lot of other causes: we are hesitant, complacent – yes maybe even lazy or self-satisfied – and do no report.
Facts you don’t report are set aside: the least you can do is solve the problem by interacting with the parties involved. But for me it is absolutely no problem to shake the tree with all involved stakeholders sitting on the branches of that tree.
I communicated directly with one manufacturer, who of course stated that his ladder met all requirements and was class-approved (where have I heard that before?). I contacted class recently (an IACS member) and showed them that the specific ladder was below any acceptable standard. After nine months of absolute silence I contacted the classification society again and they told me that the manufacturer had been visited and all problems were resolved. Why do I have a gut feeling there still might be issues? When I see a similar ladder in front of me, I can do nothing else than turn the vessel away. It is important to keep the problems where they belong, after all. The moment I set foot on a dangerous system, the ownership of the problem suddenly changes from the vessel to me, and I like to keep away from problems I do not wish to own.
The pilot before me – I cannot state this often enough – obviously had no problem at all with a dangerous ladder. Again, complacency, laziness and maybe even fatigue mean we have given up on this. If so, there will never be any improvement.
As long as we as a brotherhood do not stick together, the problem will not go away: accepting belowstandard setups will teach the crew that not following the requirements is also okay. It is a downhill slope. As admins of the #Dangerousladders page, we sometimes say to each other: if every member’s partner would be on the page, the problem would be solved tomorrow.
Please, Dear all, stay awake, stay ready for action and, most of all, stay safe.
© Arie Palmers
© Arie Palmers BEFORE AFTER
A MARINE SURVEYOR’S
VIEWPOINT ON GANGWAY & PILOT LADDERS
On average, Idwal boards around 10 vessels every day. These inspections are carried out across the globe, from maritime hubs like Singapore and Amsterdam right through to smaller ports in all corners of the globe. Boarding is carried out while the vessel is alongside or during its stay at anchor. Our records indicate that boarding the vessel is the second most common safety issue reported.
The issues encountered range from gangways and accommodation ladders not being landed properly on the quayside to another surveyor being presented with a 12m-long rope ladder to climb. Unsafe and unorthodox boarding arrangements are not uncommon, particularly when boarding from sea side.
About 15% of Idwal inspections are carried out while the vessel is at anchor. This introduces a different set of challenges. The vessel may have been at anchor for an extended period of time, the Master is rarely on the bridge overseeing the surveyor’s boarding
and crew are regularly not standing by at the ladder. The surveyor is left in a difficult position as they try to establish contact with the vessel, often out of phone signal range and with transfer crew keen to get back to base as soon as possible. Ensuring that surveyors have the tools to support them in these situations is vital.
Idwal has in place a 24/7 phone line to assist surveyors. Surveyors are also required to wear PPE that is in good condition and maintained according to manufacturer guidance. However, the best tool that we can provide to surveyors is to support a change in mindset by avoiding taking the risk in the first place.
Sadly, many surveyors have a mentality of proceeding against their better judgement when faced with an unsafe situation for fear of not getting paid. This dangerous behaviour must be stopped. Over the past couple of years, I have devoted considerable energy to broadcasting a clear and concise message to surveyors: do not proceed if it is unsafe to do so. To achieve this, we have delivered seminars, published
safety circulars and made certain that our guidance is clear and universal. Under no circumstances should anyone’s safety be compromised.
The mindset is changing. But the need for change does not stop with the surveyor. I have also run educational sessions for office colleagues who have not worked at sea so that they can understand the realities of boarding a vessel in a port or conducting an enclosed-space entry. And we have implemented a clear requirement for clients to ensure safe means of access for our surveyors. After all, the vessel’s obligations to provide a safe means of boarding are not diminished under any circumstances.
The task remains ongoing. As I sit in my office overlooking Cardiff docks, it is easy to think that we have done all we can. While I would love that sense of satisfaction in a job well done, I think it is far from the reality. With the variety of surveyors, ports, vessels and circumstances that we encounter on a daily basis, the work to ensure that surveyors are properly equipped to know how to respond to unsafe situations and to ensure that the industry recognises and appreciates the challenges faced by surveyors will remain a key priority not just for surveying companies like Idwal, but for the wider maritime industry as a whole.
By Robert Parker-Norman Head of Surveyor Management, Idwal
IMO CLOSES PILOT TRANSFER SAFETY LOOPHOLE
By Kevin
Amendments to Solas Regulation V/23 were approved at the IMO Maritime Safety Committee session MSC 109 in December 2024. This was the culmination of a longdrawn-out process dating back over a decade.
When the new regulation comes into force, it will close a number of anomalies that have crept in over time. It is beyond the scope of a short magazine article like this to identify all the changes, but by focusing on one tragic, avoidable accident that occurred because stakeholders were not complying with the regulation in either spirit or intention, it is hoped that readers will be inspired to explore the full content of the new regulation and make reference to:
It has been acknowledged for a number of years that there were fundamental problems, in effect loopholes, within Regulation V/23, which came into force in July 2012. It required a fatal accident in December 2019 before the attention of the IMO was finally alerted by IMPA to two particularly serious issues. This finally prompted a full-scale review and revision of the regulation.
WHEN THE NEW REGULATION COMES INTO FORCE, IT WILL CLOSE A NUMBER OF ANOMALIES THAT HAVE CREPT IN OVER TIME.
On 30 December 2019, while embarking a container vessel at the Sandy Hook Pilot Station, Captain Dennis Sherwood fatally fell from a combination laddertrapdoor arrangement.
The arrangement had the pilot ladder suspended from the bottom of the accommodation ladder’s lower platform, requiring a degree of acrobatics when transitioning from the pilot ladder to the accommodation ladder. Captain Sherwood had difficulty during the transition and he fell to his death.
On 17 January 2020, I boarded the vessel involved in the fatal accident while it was alongside at Newark, New Jersey, as a member of the team employed by the US Super Lawyer representing Captain Sherwood’s estate. The photo opposite was taken during that visit.
This type of construction is not unusual, despite a definite statement in IMO Resolution A.1045 that in this situation, i.e. a trapdoor arrangement, “the pilot ladder should extend above the lower platform to the height of the handrail and remain in alignment with and against the ship’s side”.
The first loophole exploited in this situation was that the content of IMO Resolution A.1045 and the content of ISO Standard 799 remain only footnotes to the regulation. As such, many flag state authorities are of the opinion that they are only recommendations and cannot be legally enforced.
It is shocking to discover that the need for the pilot ladder in a trapdoor arrangement to extend to the height of the handrail was first mentioned in Resolution A.426, which was adopted in November 1979, a full 40 years before the death of Captain Sherwood.
THE TRAGIC DEATH OF CAPTAIN SHERWOOD WAS A MAJOR CATALYST FOR THE REVISION OF SOLAS V / 23, WITH THE INDUSTRY FINALLY ACKNOWLEDGING LONGSTANDING LOOPHOLES.
Vallance MNM (retired deep sea pilot) / UKMPA T&TC member
The revised version of Regulation V/23 contains, as a mandatory performance standard, the requirement that for combination ladder-trapdoor arrangements, ‘the highest step of the pilot ladder is at least 2m above the platform and is secured to pad eyes on the inboard side of the frame so that it rests firmly against the side of the ship’.
Another loophole of regulation V/23, which was exploited by shipbuilders, classification societies and ship operators, was the use of so called ‘grandfather rights’. It was argued that because the vessel concerned (and its 12 sister ships) were constructed before Resolution A.1045 was adopted in 2011, the vessel did not have to comply with the content. This interpretation omitted to acknowledge that the previous resolutions applying to pilot transfer arrangements – A.889 from 1999, A.667 from 1989 and the previously mentioned A.426 from 1979 – all contain the same recommendation that “the pilot ladder should extend above the lower platform to the height of the handrail and remain in alignment with and against the ship’s side”.
SUMMARY
When adopted, the new Regulation V/23 will eventually remove this loophole, although not finally and completely until January 2030. However, it is hoped that, encouraged by the IMO Marine Safety Committee, flag state authorities will require ships to comply before January 2028.
ROUTINE CLIMB LIFE CHANGING FALL
By Dominique Vaugrenard, Pilot on the Seine River, Port of Rouen
My name is Dominique.
I am 54 years old and have been a pilot on the Seine River since 2005, guiding vessels safely into and out of the Port of Rouen. With over 20 years of experience, including four years as a senior pilot in charge of traffic co‐ordination, I am deeply familiar with the procedures, challenges and responsibilities of this critical role. But on 22 April 2021, a routine transfer operation turned into a traumatic accident – one that not only affected my health and career but also sparked a conversation on the safety of pilot transfers in France.
That evening, the Van Star, a Panamax tramp vessel measuring 190 metres in length and 32 metres in beam, 6.5 metres draught, was sailing up the Seine River towards Rouen to load scrap metal. It was arriving in ballast from Terneuzen, Netherlands. During the transit, a changeover from the second to a third pilot was scheduled at kilometre point 256 in the port of Rouen. This third pilot – me – was to complete the final manoeuvring phase and berth the vessel.
At approximately 9:40 pm, the launch Oceanite left its berth to transfer me to the Van Star. At 9:46 pm, in early night conditions, we approached the starboard side of the vessel where a combination ladder had been deployed.
A
SEINE RIVER PILOT’S ACCIDENT, RECOVERY AND THE FIGHT FOR SAFETY
This setup, involving both an accommodation ladder and a pilot ladder, is common when the vessel’s freeboard exceeds 9 metres. Unfortunately, the configuration that evening would prove to be dangerously flawed.
The platform of the accommodation ladder had been positioned too high, covering the pilot ladder, obstructing the forward rope that I needed to grip with my right hand. This rope was essential for maintaining balance and advancing safely up the ladder. I was forced to shift my body weight while holding on with only my left hand. At the same time, my feet were placed on a repaired pilot ladder step that was thicker but less stable than the others. Suddenly, I lost my grip and fell 4.5 metres onto the hard deck of the launch vessel below.
Injuries, investigation and critical failures:
The fall resulted in four significant fractures – my left wrist, elbow, scapula and ankle were all injured, with two requiring surgeries. I was evacuated to Rouen Hospital, where I remained for several days before beginning a lengthy rehabilitation. Due to the strain on hospitals during the Covid‐19 pandemic, access to operating rooms was delayed, further complicating my recovery.
Immediately after the incident, the French Marine Casualty Investigation Office (BEAmer) launched an inquiry into the causes and circumstances. Their investigation uncovered a disturbing number of safety violations and oversights.
Among the findings were:
• The accommodation ladder platform was incorrectly positioned, obstructing access to the pilot ladder’s forward rope.
• The platform had not been secured properly to the ship’s hull – a key safety measure that was entirely omitted.
• One of the stanchions meant to support the pilot ladder was missing.
• The step I fell from was a replacement step – installed correctly in theory, but with different thickness and spacing, which introduced a subtle instability.
• Most critically, the ladder was visually inspected by me in near‐darkness, without any effective lighting or briefing before the transfer. I noticed the problem too late – by the time I realised the rope was inaccessible, I had already lost balance.
• The investigation further suggested that the accommodation ladder may have been slightly raised between the second and third pilot boarding, which was likely the reason the platform came to obstruct the rope. This subtile change – lifting the platform by only a few dozen centimetres – made the forward rope unreachable and ultimately led to my fall.
The road to recovery: physical and psychological healing: Recovering from the accident required immense physical and mental endurance. After one and a half months of immobilisation with a cast on my ankle and an external fixator on my left wrist, I began intensive daily physiotherapy. For over three months, I engaged in sport and rehabilitation sessions every day to rebuild the strength and stability needed to resume climbing ladders.
But the physical pain was not the only challenge. Emotionally, the experience was deeply traumatic – not only for me but also for my colleagues. Some were shaken by the severity of my injuries, particularly the visible hardware that held my wrist together. One of them, remembering another tragic case involving a pilot crushed between a launch and a vessel, described feeling deeply disturbed by the risks we all take for granted.
Initially, I was hesitant to seek psychological support. It wasn’t until my occupational doctor recommended it during my post‐accident evaluation that I considered reaching out to CRAPEM – the French Seafarers’ Psychotrauma Support Centre in Saint‐Nazaire. With regular phone calls from a compassionate professional named Madame Benoît, I was able to process the emotional weight of the accident. Her support was instrumental in helping me rebuild the confidence to return to work and face pilot ladders again without fear.
Due to the seriousness of the accident, many didn’t believe that I returned to active duty just 146 days after the accident, on 15 September 2021. It was a personal goal, a symbolic milestone and a statement that I would not let this accident define the remainder of my career.
Lessons learned & the need for change: What followed was not just a personal recovery but a movement toward systemic improvement. The French Federation of Maritime Pilots (FFPM), in collaboration with my colleague Thomas Levillain, produced a powerful safety video using real images from our accidents to highlight the risks pilots face daily.
This video www.youtube.com/watch? v=U2DRLX7dyS8 became a training tool, designed to shock viewers into recognising the gravity of even minor oversights.
The Seine Pilot Station also introduced training sessions for launch crews, held off Le Havre at sea. Rouen’s pilots organised ‘Skipper‐Pilot Navigation Meetings’ to review procedures and encourage communication. A local notice to masters was issued to all ships arriving in Rouen, outlining best practices and highlighting the proper rigging of combination ladders.
The importance of wearing a helmet was further emphasised – a logical and necessary safety measure, given the height from which a fall can occur and the numerous obstacles on the deck of the launch that pose significant risks in the event of an accident.
Yet despite these efforts, BEAmer noted in its report that incident feedback remains inconsistent across French pilot stations. Many pilots do not report near misses or non‐compliant arrangements, often due to time pressure or a belief that nothing will change. That should be improved. Pilot ladder safety is a chain – each link representing ship design, regulation, crew training, industry standards and onboard procedures. When even one link breaks, lives are at stake.
Even ship design needs scrutiny. On Van Star, the gangway was located dangerously close to the stern and propeller, increasing the risk should a pilot fall into the water. In my case, the launch didn’t have time to move clear. A fall into the water could have been just as dangerous – or even fatal.
Four years later: lasting impact and final reflections: Now, four years on, I continue to live with the long‐term consequences of that night. The injuries I sustained have resulted in arthritis and reduced mobility, particularly in my ankle. I used to be an avid runner –but that’s no longer possible because of the chronic pain.
While new warnings, standards and regulations have since been introduced to enhance the safety of pilot ladders, it’s clear that many of these systems still fall short of compliance. Often, this is due to a lack of awareness among crews about the critical importance of maintaining this equipment in perfect working order – putting the lives and health of pilots at risk.
Though such accidents are rare, their consequences can be severe – and the lessons they teach are universal. They serve as a stark reminder that pilot transfers, though seemingly routine, are among the most hazardous operations in maritime navigation. Every shipowner, captain, deck crew member and port authority shares a responsibility to ensure that these transfers are carried out safely, in full compliance with regulations and with a clear understanding of the risks involved.
I am deeply grateful to everyone who supported my recovery – my family, my colleagues, Madame Benoît at CRAPEM and the dedicated medical professionals who helped me heal. Thanks to them, I was able to move forward. But my commitment remains firm: no pilot should ever have to endure a fall like mine.
Thank you for your attention. Let us always remember that safety – like trust – is built one step at a time.
© Haropa
port of Rouen
PK256 - Accident area
Biggest turning area suitable to Van Star, requiring to board a 3rd pilot (me) QPC berth 2
Le Port de Rouen / From La Bouille to Rouen
Ankle
Shoulder
Wrist
Elbow
© Dominique Vaugrenard
PRODUCTION OF PILOT LADDERS
By Joris J. Stuip / PTR Holland
PTR Holland has been producing high-quality pilot ladders since the 1960s. We have always prided ourselves on the quality of our product, the service we offer and our commitment to making pilot transfer as safe as possible. All our ladders are manufactured in-house at our four production facilities in Rotterdam,
Houston, Singapore and Newcastle, UK.
Our network allows us to distribute our ladders and equipment quickly to the global maritime industry.
Sourcing the best materials
Our ladder production starts with sourcing the finest components. The international standard for pilot ladder construction (ISO 799) is very specific on the components
used in the production of ladders. The side ropes are made from Grade 1 mildew-resistant manila rope meeting ISO 1181:2004 requirements. This is one of the highest-quality manila rope grades available and it is selected for its strength, resistance to salt water and resistance to UV degradation. The steps are constructed from ethically sourced, FSC-approved hardwood forests,
giving a robust, knot-free step designed to withstand the marine environment, and our rubber steps are reinforced with a steel bar to ensure they can stand up to repeated impacts with the pilot boat. Finally all the chocks and clamps are manufactured at our Rotterdam facility. PTR developed the H-Clamp seizing method in the 1980s and we still manufacture these unique, high-quality fixings in-house to ensure their quality.
Production method
Production depends on the type of ladder we are producing. While we do still offer our clients the traditional hand-seized ladder option, this timeintensive method now only accounts for a dwindling proportion of our output. The H-Clamp has proven to be a firstrate method of ladder production,
giving a long, maintenance-free service life. Prior to producing a ladder, the steps are laid out with the uppermost step and lowermost spreader already fitted with the ladder’s unique ID plate. Our ladders are constructed on long manufacturing track tables designed for this unique purpose. Working in teams on either side of the track tables, the steps and spreaders are laid out and the manila rope is threaded through each one. Next, the chocks are added and the steps set out at the correct distance. The team then work from one end of the ladder, inserting the clamps, ensuring the chocks are firmly against the step and then tightening the clamps using a hydraulic press that applies just enough pressure to ensure the clamp is secure without damaging the ropes. Finally, the thimble is added to the top of the ladder and is clamped or spliced in position.
Our teams have become masters of this process and we can now produce a pilot ladder in a few minutes rather than a few hours. This means we can produce ladders to the customer’s exact requirements and our global distribution network can get a ladder to a ship as quickly as possible. This allows PTR to
produce over 300,000 metres of pilot ladders a year: enough to stretch from Rotterdam to London. Our ladders represent the ethos of the company, offering the best quality, and this is reflected in our certifications. Our products are backed by DNV’s exacting requirements and meet Solas and ISO Standards as well as the relevant MED, MCA & USCG standards.
Adding value
PTR’s commitment to pilot safety goes way beyond our ladders’ quality. We constantly innovate to drive the industry forward. Our QR code system allows ships to register their ladders on our blockchain database, which can be accessed and reviewed by pilots and Port State Control officials to ensure a ladder is genuine. We regularly sponsor pilot association events, safety initiatives and industry forums to help improve standards, and we are constantly looking at designing products to further enhance pilot ladder safety. Our simple aim is to ensure that the undeniably dangerous act of pilot transfer is as safe as possible for the end user.
PTR HOLLAND HAS BEEN PRODUCING HIGH-QUALITY PILOT LADDERS SINCE THE 1960S.
PILOT TRANSFER COURSE
The Energy Skills Centre at Lowestoft today provides specialist training to a wide variety of clients, from the traditional oil and gas sectors to the emerging clean energy industry.
The facility established itself at its current site in 1985 when it moved from the fishing school located in an old church near Ness point. The new facility was constructed in partnership with Shell UK and for many years served not only the offshore oil and gas industries but the US military and delivered the oneday Sea Survival Course for merchant seafarers and the recreational sailing sector. More recently, the centre has expanded and now incorporates a dedicated climbing facility serving the needs of the offshore wind industry.
Some years ago, we received an enquiry from surveyors associated with the STS sector. The coast of North Suffolk is an established area for these operations, requiring a ladder training course. As a result of this, we developed
a pool session, which was attached to a one-day sea survival course. The session was primarily aimed at giving the delegates an insight into what they might expect when boarding a vessel and at what point they might consider saying ‘no’.
After some time, I thought that the course we were running might be adapted to the marine pilotage sector and by happy coincidence we were approached by Peel Ports, looking to find a facility close to Great Yarmouth that they might use for pilot ladder training. We already had an environment tank/pool where we could provide waves, wind and rain effects, but we needed to fabricate a small structure so that we could provide a flat surface for the ladder to rest against.
We also needed to order an approved pilot ladder for our purposes.
A PTR Holland subsidiary based in Wallsend was excellent and within 10 days and at a very competitive price they delivered our 4.5-metre ladder.
Then came the task of putting the course content together. I thought that it would be best to split the day into three key areas.
The first part of the day is spent looking at the legislative framework around the transfer arrangement. I must be completely honest here: it was only when I started looking at this that I became aware of how little I had really known before. Secondly, we move to the climbing hall where we are assisted by the climbing instructors from Norfolk and Suffolk fire brigade. Initially we only had access to a seven-metre fixed vertical ladder and, while not in any way like what we climb as pilots, it provided a useful snapshot into the differing approach used by emerging industries such as the offshore wind sector and brought into relief the challenges and hazards that pilots face. More recently, we have completed the installation of a nine-metre-plus pilot ladder, which delegates are able to climb (with fall arrest attached).
Photos byNiamh Freeman
Interestingly, the nine metres of ladder look far more ominous when placed in a land-based environment. The fire service climbing instructors were a little surprised to find that we climb this regularly as part of our job. We then move over to the environment tank. We know that we cannot ever replicate a true boarding and landing situation; however, by using our small aluminium skiff and the features of the tank, i.e. waves, wind and rain in semi darkness, we are able to create an atmosphere with the potential to get people’s adrenaline running and raise their heart rate.
Safety of our delegates is paramount and for this reason we always have two lifeguards, myself and a pool supervisor, present. We ask that attendees come with the PPE that they would normally wear at work and we run through the correct fitting and use of that equipment. Generally, seeing it inflate and support them in the moments after they enter the water is a tremendously effective affirmation of the trust they place in their equipment, whether it be a dedicated pilot coat with integrated life jacket or a separate life jacket.
After the pool session, we head
for a debrief and look at recent casualty reports related to pilot transfer, finishing with a Q&A session. We have now run ten of these courses and I believe we are finessing it a little each time to ensure that we offer the best possible experience for the delegates. In future, we are hoping to offer the course as an add-on for participants wanting to undertake a basic sea survival course, possibly over 1½ days, should there be interest in that.
By Simon Browne / Managing Director, Apoio Marine
© Niamh Freeman
IMPA PILOT SAFETY
IMPA was at the forefront of the work at IMO to finalise draft amendments to Solas regulation V/23 and a new mandatory performance standard for pilot transfer arrangements. This work was completed in June 2024 and, importantly, approved by the Maritime Safety Committee of the IMO in December 2024.
IMPA is now preparing for the final part of the IMO process, which will be the adoption of the amendments to Solas in June 2025 so that they can enter into force on 1 January 2028. The prospect of a coherent, mandatory regime for pilot transfer arrangements on both Solas and non-Solas ships, regardless of when they were constructed, represents the most significant development for the personal safety of pilots in decades.
The IMPA Executive and Secretariat are grateful to those pilots’ organisations, including UKMPA, that were active on the delegations of member states throughout this process. The synergy with the IMPA delegation has been highly effective.
As part of the process, revised ladder poster illustrations will also be approved and circulated by IMO. The IMO supports IMPA by translating the poster into the official languages of the IMO. IMPA will have a new area of the website dedicated to providing information and guidance on best practices for rigging pilot transfer arrangements.
Early implementation of the amendments is also being pursued as a direct result of the data collected from pilots worldwide during the IMPA safety survey. IMPA continues to evolve the application used during the survey and welcomes user feedback.
AN UPDATE ON IMPA’S WORK PROMOTING THE SAFETY OF PILOTS AND THE PURPOSE OF PILOTAGE
IMPA will co-convene with France and the ISO Working Group to review and revise ISO 799 so that it is well placed to support the implementation of the new Solas requirements ahead of 2028. This work will kick off in July 2025.
Promoting the purpose of pilotage
In August 2024, IMPA kicked off its international study on remote pilotage. The study is designed to establish an authoritative, comprehensive, sciencebased framework that empowers pilots’ organisations and competent authorities to make informed, risk-based decisions about remote pilotage based on their national circumstances. The study is not intended to promote or denigrate remote pilotage.
The study is being delivered through a partnership between IMPA, the National Centre of Expertise on Marine Pilotage (Canada) and the Canadian Coast Guard. It responds to an increasing number and variety of individuals and groups discussing remote pilotage.
The study is at the technology readiness assessment stage, which is being supported by technical expertise from Lloyd’s Register and involves two potential systems that may be able to
help IMPA understand and explore the risk, opportunities and pre-requisites of remote pilotage. The results and the next steps for the study will be published later this year.
Part of the study deals with pilotage as a complex system. It will use expertise from the University of York to help us model pilotage and provide tools to help pilots’ organisations and competent authorities understand the sensitivity of pilotage as a complex system to regulatory, operational and technological changes. This is essential to protect the effectiveness of pilotage as a public service: a x528 reduction in risk (TEMS, 2022) and an incident rate of less than one very serious maritime casualty for every 10 million acts of pilotage (IMPA, IMO GISIS).
IMO
IMPA has been monitoring the work of the IMO on a comprehensive review of the STCW Convention and is pleased to report that the risk of pilots being affected is very low. This is important as standardisation of pilot training and certification beyond the recommendations of IMO resolution A.960(27).
The association remains fully engaged in the IMO’s work developing a non-mandatory Code for Maritime Autonomous Surface Ships (MASS). It ensures that navigation-related expertise is available to the groups developing the code and that nothing within the code could negatively affect pilotage systems and the effectiveness of pilotage as a public service. Our next objective is to ensure that the framework for an experience-building phase effectively broadens and deepens the collective understanding of the risk and consequences of large MASS.
IMPA is active in the IMOGender Network and is pleased to inform you that Captain Jo Clark, president of the Australian Maritime Institute, represented maritime pilots during a symposium at the IMO celebrating International Day for Women in Maritime.
The IMPA secretary general, the IMO secretary general and secretariat and colleagues from other industry organisations took part in the assessment panel to make recommendations for the IMO’s Honours for Exceptional Bravery at Sea.
IALA
IMPA maintains a close working relationship with the International Organization for Marine Aids to Navigation, participating in its VTS and Digital Technology Committees. The primary objective of this work is to contribute constructively to developing IALA instruments and ensure that IALA’s work does not have a negative impact on pilots and pilotage. A recent example is avoiding premature guidance to coastal authorities, recommending that they change pilotage regulations to enable MASS.
Future plans
IMPA expects to make a significant announcement in 2025 about our contribution to promoting maritime careers and excellence in maritime training, alongside hosting an inaugural members’ forum and working group in the second half of the year to bring our membership closer to the work of the association.
Planning is also underway for the XXVII Congress in Indonesia, 23–28 August 2026. The registration and accommodation website are expected to go live in June. The IMPA Congress is an integral part of the association’s mission as it provides a platform for pilots worldwide to share knowledge, experience and expertise.
Finally, IMPA will continue to support members who ask for assistance dealing with national challenges.
By Paul Schoneveld / IMPA Representative & Liverpool Pilot
SWIFT PILOT RECOVERY
By Scott Tonks, Patrik Wheater & Andy Tipping - Zelim executive team
Boarding a vessel via a pilot ladder is a high-risk operation with potentially tragic results for those falling into the water. A new technology from Edinburgh-based Zelim, however, could mean the difference between life and death.
While safety procedures and training have improved, pilots continue to face significant dangers during vessel transfers. Falls and Man Overboard incidents continue to occur, often in challenging weather conditions where traditional recovery methods struggle to be effective. Indeed, several cases have shown the lack of a rapid and effective recovery has been a key factor affecting the safe rescue of people from the water.
More recently a pilot fell while boarding the ro-ro Finnhawk at the entrance to the Humber Estuary. The MAIB’s interim report noted that the pilot vessel’s crew were unable to raise the pilot vessel’s recovery platform and recover the injured pilot on to its deck.
Zelim’s Swift Man Overboard (MOB) rapid recovery system has been designed specifically to address these challenges head-on. The system is based on a rapid recovery conveyor mounted to a vessel’s stern or side. When deployed, it extends into the water and activates an electric motorised belt, using traction to pull casualties on board in seconds. Unlike traditional methods, it requires no manual lifting and can recover both conscious and unconscious individuals without requiring rescuers to enter the water.
Recognising its potential, Milford Haven Port Authority (MHPA) installed Swift on its 19m pilot boat, Picton, for trials in heavy sea conditions. The system was tested in 2.5m swells, but MHPA,
operating in one of the highest sea states of any port authority globally, has since pushed the system even further. Trials have taken place in 3m swells – the most extreme conditions Swift has faced so far.
During comparative trials offshore Ramsgate, traditional MOB rescue methods took over nine minutes (with multiple failed attempts) to recover a casualty, while Swift completed the task in just 28 seconds.
At the time, UK MHPA pilot Jamie Furlong said, “With the unique and demanding environmental conditions experienced in Milford Haven port, pilot safety and exposure time in the water during Man Overboard occurrences are critical. The opportunity to see the Zelim Swift system at work, with its potential application for our operation, was excellent. The system enables timely extraction of a casualty from the water, allied with an easy deployment system.”
John Warneford, Assistant Harbourmaster at MHPA, echoed similar sentiments. “The design and operation of the system present advantages in reducing potential further injury to personnel being recovered, particularly when recovering in a swell.”
Given the success of the trials, MHPA plans to equip three of its pilot boats with the system and integrate it into new state-of-the-art heavy-weather pilot vessels designed for extreme conditions. Indeed, MHPA’s decision to adopt Swift has drawn interest from other ports and harbours around the world.
On the back of the positive feedback from MHPA about the system’s reliability, for instance, a South American pilot boat operator ordered the technology, which is currently being installed on their pilot cutter. It has also undergone extensive trials aboard Artemis Technologies’ electric foiling
workboat Pioneer of Belfast, the success of which demonstrated its capability to rapidly recover individuals from the water without the need for the vessel to come to a complete stop – a critical feature for high-speed operations.
Speaking in August 2024, Artemis Technologies’ technical director Romain Ingouf stated, “It was good to see another system in operation to compare with the traditional Man Overboard recovery systems used on many vessels for overboard retrieval … We want to provide our customers with a range of effective options.”
Meanwhile, Singapore’s Changi Airport, recognising the importance of waterborne rescue capabilities for aviation safety, has installed Swift on its new high-speed rescue vessel. Given the airport’s proximity to the Johor and Singapore Straits, rapid recovery systems are a critical element of emergency preparedness. During trials, Swift recovered multiple casualties one after the other, significantly reducing rescuer fatigue and the risk of injuries to rescuers. Other airports with runways close to water have expressed interest in the system.
Time is the most critical element in any MOB incident. Even though pilots will be wearing lifejackets, cold-water shock, injury and water inhalation in rough seas can result in fatalities. And while traditional retrieval methods, such as the use of a hydraulic platform – the most widely used option across the pilot boat industry – are effective, they are safe to use in only relatively calm seas as they can pose a risk to the person in water as the vessel heaves, pitches and rolls.
Even when a casualty is reached, lifting waterlogged conscious and unconscious individuals onto a vessel’s deck remains a significant challenge. Swift eliminates these concerns by providing an automated, high-speed retrieval method that operates effectively in adverse weather.
Lloyd’s Register type approval has confirmed Swift’s compliance with Solas regulations, clearing the way for widespread adoption. The system integrates seamlessly with a vessel’s power supply, requires only a single day of operator training and has a load capacity allowing for the simultaneous retrieval of two casualties.
Increasingly, industry leaders are recognising Swift as a potential standard for pilot boat safety. The UK Maritime Pilots’ Association (UKMPA) has highlighted the necessity of improved MOB retrieval systems and best practice for recovery. Zelim’s success at MHPA and other locations provides strong evidence of its viability as a preferred solution. As Swift continues to gain traction, it will undoubtedly save lives where every second counts.
ZELIM – INNOVATION THROUGH EXPERIENCE
Zelim was founded in 2017 with a mission to transform search and rescue operations through technology-driven solutions. The company, based in Edinburgh, was established by former mariners and rescue professionals who had firsthand experience with the difficulties of Man-Overboard recoveries.
Zelim’s CEO and founder, Sam Mayall, a former seagoing navigating officer, was personally involved in a response to a man overboard incident where shipmates lost their lives as they could not be rescued. This experience drove him and cofounder Doug Lothian to develop solutions that could significantly improve response times and increase survival rates.
Zelim has gone on to develop other life-saving technologies, including an AI-based ManOverboard detection and tracking system called ZOE, and a ManOverboard fast rescue vessel called Guardian.
Since its formation, the company has expanded into the USA with the appointment of former US Coast Guard Commander Matthew Mitchell as director of Search and Rescue.
TRAINING TECHNIQUES
UK pilots and launch crews complete Man Overboard (MOB) and launch familiarisation training in line with the requirements of their respective CHAs (Competent Harbour Authorities). How does that training relate to the reality of recovering a person in the water (PIW)?
Training – competency vs currency RNLI stations train on average once a week. Like many rescue services, the RNLI uses a competency‐based framework to ensure crews remain competent and, more importantly, current at identified tasks. Competency training focuses on building practical skills and knowledge, assessed through practical evaluations and assessments. Currency training involves updating and refreshing existing knowledge and skills to maintain proficiency.
THE REALITY OF RECOVERING A PERSON IN THE WATER
Maintaining proficiency is achieved by completing specific exercises over a set period of time. Currency training is designed to prevent the scenario of an experienced coxswain always helming the boat during recovery drills. While they have the knowledge to operate the recovery system, when did they last physically perform that evolution?
As I experienced more incidents involving a PIW, I was able to identify any shortcomings or gaps in my training and
incorporate real‐world scenarios into training sessions. Something as simple as losing an engine or a main communication set failure may not seem significant during training, but were it to happen on the day then that previous training and experience may kick in. I say may kick in, because we do not know how an individual will behave in an emergency. On a pilot launch, the potential for heightened stress levels and possible personal or family connections among those involved should be acknowledged.
How we trained
Effective training necessitates exercises conducted across a range of environmental conditions, using and becoming familiar with relevant Standard Operating Procedures (SOPs).
A consistent application of SOPs creates a unified approach across crews that rotate and mix. Often, the first crew
through the door will respond to a PIW incident, so the training sessions must ensure that crews rotate.
For pilot launch crews, rota constraints, etc, mean that a crew may work together who have not completed a drill together before. In this instance, having a standardised approach to training and methods may be beneficial.
Typical training exercises would encompass:
• Comprehensive pre‐launch briefings and checks
• Realistic communication scenarios
• Effective delegation of roles
• Responses to simulated equipment failures
• On‐scene briefing detailing the recovery plan and subsequent casualty care considerations
Finally, a post‐exercise debrief that encourages honest and critical evaluation is crucial for identifying areas for improvement and equipment deficiencies.
The recovery – the reality Recovering a PIW is seldom a textbook operation.
Complications can include a despondent casualty, various types of flotation equipment or none, and clothing or lack thereof. Even a dog might be thrown in to the mix.
Responding to a call for a PIW is a dynamic event. For some crew, it may be their first time, and as a coxswain/helm you will have to manage not only the situation but them too.
Adrenaline affects us all differently: some crew may go quiet while others will be trying to do everything. I can recall twice having to tell one crew member to sit down on approach to a casualty.
Communication overload with helmet‐based communication sets combining internal crew chat with external VHF transmissions can present a significant challenge and stress. As a helm, you find yourself in the position of trying to helm the boat, manage and keep your crew safe, and process updates from the Coastguard, all while attempting to locate and recover a casualty. All this time one must not forget that the primary responsibility remains the safety of the crew. The last thing needed is a crew member to inadvertently end up in the water too.
Equipment – considerations and limitations
Equipment available for PIW recovery varies greatly between the commercial and rescue sector. Pilot launches, for example, can be crewed with a minimum of two persons as per MGN 50. © Eddie
Avoiding a discussion on crewing levels, it is undeniable the recovery equipment on board the launch is pivotal to the success of the recovery.
RNLI inshore lifeboats with their low freeboard rely on manual recovery techniques. Being crewed with three or four makes manual recovery the quickest and most effective option. Boat design is also a factor, with limited storage space for recovery equipment.
Crew would kneel down, keeping a hand for themselves and using foot loops (if fitted) to pull the casualty over the side of the boat. Should conditions allow, the sponsons could be deflated to lower the freeboard further.
All‐weather or offshore lifeboats may employ a manual davit system, scramble nets or daughter craft. Often operating with a crew of between five and eight, they can quite easily adapt to the situation.
Contingency planning – multiagency search and rescue Rarely does a lifeboat have the PIW sighted from the beginning. There is usually an element of search‐and‐locate that forms part of the rescue. Tasking information from HMCG is passed in a standardised format, with search patterns set by the co‐ordinating station or guided by local knowledge of the rescue asset.
Lifeboats often train with flank stations, Coastguard teams and Fire & Rescue services. Having an understanding of the capability of local assets through training sessions is essential for contingency planning. For example, one should know which asset in the local area is the fastest or can access the most suitable casualty landing location. This would include helicopters and a knowledge of their response times. A simple training session with a lifeboat could involve a walk around the pilot launch, gathering an appreciation for the layout and the recovery system used. This demonstrates to lifeboat crews how the recovery system is operated and identifies scenarios or ways in which the lifeboat could help in an emergency situation: for example transferring crew members to assist with casualty care. Discussing or practising this beforehand only stands to benefit on the day.
On a final note, while I have referred to RNLI lifeboats, I wish to recognise the work of the independent lifeboats across the UK. I have not commented on them purely as I don’t know how each independent station operates.
MOB by Mike Stannard (former RNLI Helm &
present Liverpool Pilot)
PEOPLE FIRST
INVESTING IN SAFETY, SKILL AND PROFESSIONALISM FOR OUR LAUNCH CREWS
I’ve been fortunate throughout my career to experience pilot boat operations at a range of ports across the UK, from Littlehampton and Shoreham on the South Coast to Liverpool and Heysham in the Northwest, and now here in Harwich. In every location, I’ve been consistently impressed by the professionalism, dedication and conduct of the teams who deliver pilot vessel
operations. Their commitment to safety, precision and teamwork plays a critical role in supporting safe navigation in UK waters, often in challenging conditions and with minimal public recognition. It’s a vital service that underpins the smooth functioning of our maritime infrastructure.
At Harwich Haven Authority, a primary focus for our team is to deliver customer‐focused, safe, sustainable and efficient
marine operations, 24/7. The professionalism and safety of our marine operations are very much led from the front by the skill and dedication of our launch crews. As harbour master, =I see first‐hand the pivotal role these individuals play in ensuring the safe and efficient transfer of pilots to and from vessels navigating one of the UK’s busiest deepwater harbours. Behind every
successful pilotage operation is a crew who have been trained, equipped and trusted.
Our launch crews are the front line of safety. That’s why we invest heavily in their training and development from day one. We are very focused on bringing new talent into the industry and promoting careers within the maritime sector. As a trust port, we are committed to playing a positive role in our local communities, so we are always keen to offer employment opportunities to people living within our area of jurisdiction.
Many of our launch crew members begin their careers through our marine apprenticeship scheme. This two‐year, structured, Level 3 apprenticeship programme is delivered with training provider SeaRegs and not only provides a solid foundation in seamanship, navigation and operational safety, but also supports each apprentice through to a commercially endorsed RYA Yachtmaster Offshore Certificate.
After completing their apprenticeship,
team members can progress to the role of assistant coxswain, as positions become available. This stage focuses on building further experience and developing detailed local knowledge. With continued training and time on the water, the final step is promotion to coxswain. Depending on prior experience, the full progression from new entrant to coxswain typically takes around three years.
But training doesn’t stop with certification. Continuing Professional Development (CPD) is embedded into our operational ethos. From on‐the‐job learning to external specialist courses, our crew are constantly expanding their knowledge. It’s a dynamic career path with real growth, both in terms of responsibility and capability.
As an example of this, we are currently training experienced members of our Marine Support Team to achieve the MCA Master 200 certification. To enhance the crew’s situational awareness and decision‐making, we have taken an innovative step
by sending launch crews to our simulator course at HR Wallingford. Here, they participate in realistic ship simulations alongside pilots, tug masters and VTS officers, building a richer understanding of how their role fits into the broader navigational safety and traffic management picture.
This holistic training helps our launch crews appreciate the complexity of large‐vessel manoeuvring and the inter‐dependent nature of every maritime role, from the bridge of a Megamax containership to the helm of an ASD tug and to the VTS console. The feedback from both the crews and their counterparts in these sessions has been outstanding, with stronger communication and mutual respect evident in day‐to‐day operations.
Safety is not a checkbox; at HHA, it’s a culture. Our commitment goes beyond basic requirements, reinforcing a culture where safety and preparedness are at the heart of daily operations. We place a strong emphasis on maintaining high standards of medical readiness across our marine operations, and I’m hugely supportive when it comes to medical training.
Refresher medical training is routinely undertaken by both our pilot launch crews and pilots. This ensures our teams remain confident and capable of delivering immediate, effective care in emergency situations, whether at sea or ashore. Our crews also participate in regular emergency drills, including Man Overboard (MOB) procedures. These drills are more than compliance; they are about building muscle memory and confidence in high‐stakes scenarios. MOB drills are run in various conditions to replicate real‐life challenges and to maximise the collective learning experience. We have an in‐house first aid instructor to lead scenario‐based drills.
Pilot transfer safety is an area of continual scrutiny and improvement. We are proactive in our engagement with industry best practice. One innovative safety solution has been to equip all our pilot launches with pilot bag baskets on the foredeck. These enable the safe and secure transfer of the pilot’s gear at this critical moment, and without the worry of losing a PPU into the drink. The baskets were designed by our in‐house marine engineering team and then, following a trial period on one launch, further baskets were fabricated by a local company for retrofitting to the rest of our fleet.
It is HHA policy for pilots not to carry their own bags when climbing pilot ladders: all ships are asked to provide a heaving line to haul or lower bags. We also require our crews and pilots to undertake dedicated Pilot Transfer Training provided by East Coast College in Lowestoft. This ensures that all crew members are thoroughly familiar with ladder rigging standards (as per Solas requirements), transfer protocols and how to identify non‐compliance when arriving alongside vessels.
Hadrian’s rail systems are fitted to all HHA pilot launches, providing a secure means of clipping when required. Although I am generally in support of clipping on, following assessment and consultation with our guidance and in alignment with national guidance, our current risk assessment and operating procedure does not mandate for HHA pilots to use the system: it remains available should they choose to do so. All pilot launch crew are required to clip on when moving forward on deck to assist pilots. This approach ensures a high standard of safety during transfers while allowing pilots the flexibility to assess conditions and use the system at their discretion.
As the harbour grows in complexity, draughts increase and ship sizes continue to grow, the need for a highly capable and adaptable pilot launch service will only increase. We are committed to keeping our operations at the cutting edge of safety and technology.
As part of our commitment to innovation and sustainability, we are working in partnership with motorsport technology innovator Purple Sector on the SEAS (Smart Efficient Automated Scheduling) project. Supported by the Department for Transport’s Smart Shipping Acceleration Fund, this feasibility study focuses on the optimisation of pilot launch operations. By applying motorsport‐derived concepts, SEAS aims to enhance scheduling efficiency, reduce carbon emissions and lower operational costs.
This work is closely integrated with a bespoke Digital Twin platform, enabling detailed modelling of future pilot launch power chains, including alternative fuel and propulsion options such as hybrid, electric, methanol and hydrogen technologies. The insights gained will inform our long‐term strategy for sustainable vessel operations, ensuring we continue to reduce emissions on our journey to achieve Carbon Net Zero by 2035.
We see our whole team as part of a larger maritime partnership that includes pilots, tug operators, ships crews and masters, as well as VTS professionals. Each one is a cog in a well‐oiled machine but it is the human element that ensures it all works. Whether it is simulation‐based learning, new equipment or advanced training pathways, our mariners will continue to lead by example in supporting the people who make maritime safety happen every day.
In short, I am proud of UK launch crews, not just for the work they do but for the high standards they set. They are not only a vital part of our present but central to the UK ports and harbours vision for the future of safe and efficient marine operations.
By William Barker, Harbour Master (Marine Director), Harwich Haven Authority
PILOT LAUNCH
COXSWAIN VIEWPOINT
By Senior Launch Coxswains Andy Lucas & Sam Williams
Nestled in most commercial harbours there usually lives a small vessel with a big responsibility. It doesn’t carry cargo or paying passengers but it helps keep global trade moving.
As pilot boat coxswains, our job is to deliver marine pilots safely to and from commercial ships that are entering or leaving port. These pilots are experts in local waters, responsible for guiding large vessels through narrow channels, shifting sandbanks and busy harbours. But before they can do that, someone must get them there. That’s where a pilot boat and its crew come in.
Approaching a ship at sea requires precision, confidence and a strong sense of timing. There’s no room for error when a pilot is climbing a rope ladder hanging off a steel wall that’s towering above both the waterline and the pilot vessel. Conditions are rarely ideal and maximum concentration is required throughout a transfer operation.
Being a coxswain is part boat handling, part risk management and part experience. You develop a feel for how the boat moves, how the sea behaves and how to read both in the moment. Every run is different. Every ship presents its own challenges – its speed,
its draught, its manoeuvrability and the lee course you require to enable a safe pilot transfer. Experience teaches you how to approach each one safely and efficiently, and how to successfully get the job done.
Experience required varies from port to port. However, in our district it usually takes two to three years to train from starting as launch deckhand to coxswain. Our trainee coxswains need to log around 200 vessels or movements as part of their extensive in-house training programme, along with securing the correct commercial endorsement certificates, before being considered for pass-out to coxswain.
In between movements, there is plenty of hands-on maintenance. A reliable boat is a safe boat: pilot coxswains are responsible for the running and maintenance of engines, electronics, safety gear and safety drills. These range from dipping oils to Man Overboard (MOB) drills.
The pace can be unpredictable. Some days are a steady flow of work (what we call orders) while others come in surges – back-to-back inbound vessels or last-
minute orders to late sailings or outbound vessels on the tide. After years on the water, driving a pilot boat isn’t just a job – it’s a commitment to safety, precision and the sea itself every time we pull alongside a ship, just before the pilot makes their climb.
Before pilots use the pilot ladder, the deckhand will check the ladder’s condition by visual inspection and in some cases weight test. But for coxswains, it’s not just about pilot ladders. Transferring on low-freeboard vessels in swell conditions can be just as difficult for a pilot as a high climb. In particular, this means paying close attention to the launch’s fendering in relation to the vessel’s railings.
Several forms of training drill are undertaken by launch crews to maintain professional knowledge. As launch coxswains and crew, we undertake MOB training with the Bristol and Gloucester Pilots. This is a practical exercise in which we as launch crew will demonstrate an MOB recovery using a life-like dummy. In the past year, the Bristol Port Company has changed the MOB platform from manual hoisting to electric for faster casualty recovery. This exercise is completed near the inner pilot station for greater realism.
Expertise, improved
Piloting skill like yours doesn’t come from nowhere. It takes time, experience, and ongoing practice – a commitment to continuous professional development.
Warsash Maritime School’s simulation centre and manned model ship-handling centre offer the perfect way to keep your skills sharp, combining world-renowned training with a realistic, safe and controlled piloting environment.
• Our ship-handling centre is unique in the UK, and one of just a few worldwide.
• Scaled models of real single, twin-screw and azimuth drive propulsion ships, replicating the hydrodynamics and handling characteristics of an actual class of vessel.
• Buoyed channels, a four-mile scale-length canal, turning basins and 21 flexible berths for any ship-handling scenario.
• Radio-controlled tugs, jack-up oil rig and portable current generators for specialist training.
• Dedicated twin-screw course for superyachts.
• Seven full-mission linkable bridge simulators, with digital twinning.
Find out more at maritime.solent.ac.uk/ship-handling
BHOW DOES THE MAIB INVESTIGATE ACCIDENTS?
efore answering the question, “How does the Marine Accident Investigation Branch (MAIB) investigate accidents?” it is worth asking ‘why’ the MAIB investigates accidents. After all, the UK’s marine regulator (the MCA), the police, harbour authorities and, possibly, the Health and Safety Executive could all be investigating, so what does the MAIB contribute?
For the most part, criminal and regulatory investigators seek to establish whether the law has been broken; if it has, then prosecution or administrative sanction is likely to follow. The accused’s Defence might rehearse the reasons for the alleged transgression as mitigation prior to sentencing but, in the main, criminal and regulatory prosecutions concern themselves with whether a regulation or law has been broken, not why it has been broken or what can be done to help prevent a re-occurrence.
A little History
The MAIB was formed as a result of comments made by Mr Justice Sheen in his summing up at the end of his inquiry into the Herald of Free Enterprise disaster. The Herald of Free Enterprise, a roll on /roll off passenger ferry, had flooded and capsized on 6 March 1987 as a consequence of the bow doors being left open as the ferry sailed from Zeebrugge. The accident resulted in the loss of 193 lives. Mr Justice Sheen was concerned that the marine regulator was insufficiently impartial to investigate such accidents as it would likely have been involved in the survey and certification of the vessel and the qualification of its officers and crew.
By Andrew Moll, OBE - Chief MAIB Inspector
The MAIB was established two years later, in 1989, to carry out safety investigations, viz:
(1) The sole objective of a safety investigation into an accident under these Regulations shall be the prevention of future accidents through the ascertainment of its causes and circumstances.
(2) It shall not be the purpose of such an investigation to determine liability nor, except so far as is necessary to achieve its objective, to apportion blame.
MAIB investigators were given extensive powers to investigate because the government considered that future safety was of paramount importance. Further, to encourage witnesses to speak freely to investigators, they were given protection from self-incrimination.
How does the MAIB investigate accidents?
Key to any investigation is establishing ‘what’ happened as swiftly as possible. If the vessel is capable of sailing, if only to a repair yard, there will be a strong imperative to make the scene safe and systems functional as quickly as possible. All this could destroy vital evidence so MAIB investigators will aim to deploy to an accident scene within two hours of being notified of an accident. They will also insist that once the ‘emergency’ is under control all evidence is preserved pending their arrival. Increasing digitisation means that there will often be a multitude of recorded data for the investigator to review, ranging from local CCTV to the ubiquitous voyage data recorder (VDR).
Vital as this data can be, it often cannot capture the reasons and motivations behind an individual’s actions, so also high on the priority list is interviewing those involved and those that witnessed the accident. Memories can quickly become contaminated by fresh information, perhaps from colleagues, news stories, or reference to manuals and instructions, so the earlier the investigator can interview someone who played a key part in events the more likely it is that they will obtain an unadulterated account.
Establishing what occurred is, however, just the starting point. There could be many reasons why someone has not acted as expected, including: lack of or inadequate training, time pressure for a quick turnaround, commercial pressure to save money, peer group pressure (how things are done around here) and lack of suitable tools or equipment. These are all external factors influencing an individual, but there could be internal factors as well, including their motivation to perform as expected; factors impairing their performance, such as fatigue or prescription medication; preoccupation with personal problems; and so on. All have to be explored, and MAIB investigators are trained to navigate these and other sensitive topics with care.
Having obtained a good picture of what occurred and why, the scope of the investigation can be widened further. Before setting the scope of the investigation, it is important to understand the wider context. Have similar accidents happened before, perhaps to this type of vessel, in this port or area, or in similar circumstances?
If they have, were they investigated and, if so, were any actions taken or recommendations made? What were the regulations, codes of practice or guidelines dictating or influencing how the activity under investigation was undertaken? Are they fit for purpose? And, what is the population at risk? The larger the population at risk, the more important it is to target recommendations effectively to prevent a reoccurrence.
Reports and Recommendations
At any point during an investigation, the Chief Investigator can make a safety recommendation if it is felt
that urgent action can help prevent a reoccurrence. For example, the Safety Bulletin issued when the investigation discovered that some fixed fire-fighting systems had been fitted with blocked nozzles. However, usually the main outputs of an investigation are the report and the recommendations.
Recommendations can range from something locally focussed, for example that a vessel manager reviews a risk assessment and takes actions to prevent a reoccurrence (revised training, safe systems of work, new equipment, etc), to recommending that the International Maritime Organization (IMO) amends a code or circular. Between these two
extremes are recommendations to industry bodies, classifications societies, flag states, and so on. The salient point being that recommendations should be targeted where they can be most effective.
Stakeholders and recommendations recipients will have been engaged and consulted during the investigation, but the final report also needs to make a coherent connection between the accident (or series of accidents) and the recommendations.
There is always a balance to be struck between telling the story simply enough to engage almost any reader, while adding the detail and arguments needed to justify what could be a wide ranging and expensive change. When fishing vessel Louisa foundered with the loss of three lives, the MAIB investigation found that all had died while wearing approved lifejackets that had not turned the wearers so their heads were above water. The report made a recommendation to the UK MCA to: Urgently conduct research to confirm or otherwise the effectiveness of SOLAS lifejacket water performance test requirements to ensure approved lifejackets will satisfactorily turn a face down, unconscious person onto their back with sufficient orientation and buoyancy to maintain their airway clear of the water. Any shortcomings in the water performance test requirements that may be identified should be brought to the attention of the International Maritime Organization for action.
The outcome was that the IMO commenced a study into the Reference Test Device, the standard against which all SOLAS lifejackets are approved, to check it was fit for purpose
Not all MAIB investigations will make such wide-reaching recommendations but whatever the accident under investigation their purpose is the same; the prevention of future accidents.
// Alfred AIS heatmap
// Blocked nozzle fitted to fire hose
// MAIB investigators testing lifejackets from fishing vessel Louisana incident
ENSURING SAFETY,SECURITY AND HUMAN NEEDS
IN THE AGE OF AI
Imust confess that growing up, I loved Star Trek. This globally loved series sparked my fascination with the possibilities of technology and its potential to shape our future positively. It presented a narrative where technology moved us past overt commercialism, war and the world’s other ills. It enabled us to travel the universe, solving philosophical problems on other worlds, emphasising co-operation and understanding among diverse species. It instilled hope and curiosity about how technology could help us advance.
Last year, I wrote an article examining the role of Artificial Intelligence (AI) in collision regulations. To generate a conversation about how AI may struggle to be compatible with the collision regulations (as they are currently written), I argued that a Turing test might be embedded in Rule 2.
RULE 2
(a) Nothing in these Rules shall exonerate any vessel, or the owner, master or crew thereof, from the consequences of any neglect to comply with these Rules or of the neglect of any precautions which may be required by the ordinary practice of seamen, or by the special circumstances of the case.
(b) In construing and complying with these Rules due regard shall be had to all dangers of navigation and collision and to any special circumstances, including the limitations of the vessels involved, which may make a departure from these Rules necessary to avoid immediate danger.”
I focused on the term used in Rule 2 (A), “Ordinary practices of seamen”, emphasising how these practices are deeply rooted in years of accumulated knowledge and hands‐on experience, which makes them challenging to quantify in the context of AI learning. These practices encompass a range of skills, including safe navigation techniques, advanced weather forecasting and an almost instinctive understanding of the ship’s behaviour and performance.
This instinct often manifests as a kind of sixth sense, particularly when standing
on the bridge wing, where experienced mariners can sense the subtle (sometimes not so subtle) effects of wind and tide and the vessel’s response to them. Such skills are developed over time and involve not only a keen awareness of the immediate physical environment but also the ability to interpret complex signals from the ship and the environment the ship is in.
Furthermore, let’s not forget that when assessing the risk of collision, a qualified officer, master or pilot is expected to use their sight and hearing, along with all available means appropriate to the prevailing circumstances and conditions, to fully evaluate the situation. The combination of these sensory inputs and experiential knowledge is essential for making real‐time decisions and ensuring the safety of the crew, the ship and the environment it is in.
During my presentation at the UKMPA Conference in Harrogate, I delved into the evolution of AI, beginning with the work of Alan Turing, a mathematician who laid the groundwork for modern computing and AI and invented ‘The Imitation Game’. I moved on to IBM’s Deep Blue, the chess‐playing computer that made history in 1997 by defeating the reigning chess grandmaster Gary Kasparov in a match that made global headlines, showcasing the potential of AI in strategic gaming.
I further explored the evolution of AI with DeepMind’s AlphaGo, which achieved a significant milestone in 2016 by defeating Lee Sedol, one of the world’s top Go players. This victory was particularly noteworthy given the complexity of Go, a game with many
By Patrick Galvin - Marine pilot Shannon Estuary
© Patrick Galvin
possible moves, demonstrating AI’s remarkable ability to learn and adapt in scenarios that were once thought to be an exclusively human trait.
Deep Blue calculated many possible chess moves quickly to find the best strategy. In contrast, AlphaGo used machine learning and neural networks, which allowed it to learn the rules of the game and play against itself millions of times. Through self‐play, AlphaGo discovered and improved advanced strategies that went beyond traditional strategies, leading to its win against Lee Sedol.
The rapid advancement of technology and AI is impressive to behold and concerning for anyone who works in a profession where they might find themselves redundant to requirements.
We need to have a conversation before we advance automation in the maritime industry. I have no doubt that if AI can beat chess grandmasters, it can, with training, hold a navigational watch on a ship. Whether that can then be translated into taking command of a ship or manoeuvring a ship is another matter. AI’s strength is sorting through a massive data set and establishing trends. However, when manoeuvring a ship, we have many inputs that provide information, leading us to make an informed decision.
We can evaluate data from digital inputs like speed logs and portable pilot units. Drawing on our extensive experience, we can critically assess the information these digital tools provide. Our experience, expertise and senses enable us to weed out inaccuracies or discrepancies in the data, ensuring that we make well‐informed decisions based on our intuition, our observations of the natural environment and the reliability of these navigational aids.
We must consider the design criteria of ships that arrive at and depart from our ports; it is essential to recognise that most of them are constructed in accordance with Solas standards. While crucial for safety, these standards do not necessarily incorporate the latest technological advances. Consequently, a diverse range of highly trained mariners with shiphandling skills will remain in demand for many years to come.
Moreover, the utopian vision presented by developers of autonomous ships often fails to acknowledge the complex and varied roles that seafarers and pilots play in maritime operations.
Our responsibilities encompass far more than merely ensuring the safe navigation of vessels between ports. Pilotage is recognised as a critical service that serves the public interest.
We are dedicated to protecting the state’s interests by facilitating the safe entry and exit of ships within our ports; a task that is vital for national trade and security. Pilots play a key role in safeguarding critical public and private infrastructure, which is essential for the functioning of societies. By ensuring the safe and efficient transit of goods, we help keep supply chains intact, supporting local and global markets. Additionally, we are committed to preventing pollution from maritime accidents.
Furthermore, our obligations extend beyond safe navigation and shiphandling; national maritime laws require that we report any defects on ships to our national authorities, highlighting the public interest role we play.
There is a significant discussion around building resilience within the European maritime ecosystem. One of the most effective control measures is having a properly qualified and experienced pilot on the ship’s bridge. Should automated systems fail, having an expert armed with local knowledge and the experience to safely navigate a ship in and out of our ports is vital. We must remember that cybercriminals lurk within this complex geopolitical mess. Do we really want to give Somali pirates the opportunity to work from home?
When integrating technology and AI into our lives, industry and the jobs market, it is crucial to prioritise people. This process involves a deep understanding of the factors that motivate and influence human behaviour.
Maslow’s Hierarchy of Needs, proposed by Abraham Maslow in 1943, is a five‐tier model of human needs represented as a pyramid. At the base are physiological needs such as food, water and shelter, essential for survival. Next are safety needs, including personal security and financial stability. The third level consists of social needs, which involve emotional relationships and a sense of belonging. Following these are esteem needs, related to self‐esteem and recognition from others. Work plays a crucial role in this context, as it often provides financial security, a sense of achievement and opportunities for social connection and respect from colleagues.
Finally, at the top is self‐actualisation, which represents personal potential and growth. Having meaningful work can greatly enhance this pursuit, allowing individuals to realise their talents and aspirations.
When discussing the potential impact of autonomy and workforce displacement caused by technological advancements, we must critically examine the notion that new job opportunities will naturally emerge. While it is often claimed that innovation creates new roles, one must wonder what these roles will be, what they will entail and who will have access to them. The suggestion that individuals will easily retrain for these new positions seems overly optimistic and simplistic. After all, retraining requires time, resources and sometimes a financial investment that not everyone can afford.
Fyodor Dostoevsky famously said after his time in the Russian Gulags, where they were required to dig countless worthless canals along with other meaningless projects in freezing conditions, “If one wanted to crush and destroy a man entirely… all one would have to do would be to make him do work that was completely and utterly devoid of usefulness and meaning.”
SUMMARY
When considering autonomy in maritime pilotage, we must first identify the problem we aim to solve through automation. Are we automating purely for automation’s sake? What benefits can we derive from automating pilotage, which is a system that already boasts a 99.95% success rate? A pilot’s job is highly rewarding: each day and every ship movement presents its unique challenges. This profession is not characterised by repetition but by creativity. Tools can undoubtedly be developed to support us in our roles and enhance our capabilities. However, it is vital that we do not undermine the job that we love.
STRESS & FATIGUE IN MARINE PILOTAGE
Maritme pilotage is widely recognised as a demanding profession requiring sustained attention and moderate physical fitness[1]. Prolonged exposure to high-stress environments has been shown to exacerbate fatigue and impair performance[2], with reports acknowledging that maritime environments are one of the most dangerous and demanding work environments [3]. Fatigue, stress and workload are critical contributors to human error, which is implicated in 50–90% of maritime accidents[4]. Therefore, fatigue among maritime pilots presents as a critical safety concern. Analyses of industry-related accidents resulting in injury or death indicate that incidents peak in the early morning and rise again in the evening when fatigue is most pronounced[5,6].
IMPLICATIONS
However, one of the challenges is a lack of objective data highlighting the magnitude of the problem.
To better understand the impact of shift work on sleep and fatigue in maritime pilots, we monitored 40 pilots from four independent pilot companies over 16–28 days (depending on company roster)[7]. What we found was that average sleep duration across work shifts fell below the recommended 7–9 hours per night[8].
There was also significant variability depending on shift schedules and call duty.
Key findings include:
• Pilots on duty averaged 6.6 hours of sleep per night, failing to meet optimal recovery needs.
• Those on call recorded significantly lower sleep durations (~4.76 hours per night).
• 36% of sleep opportunities occurred after pilots had been awake for 16 to 20 hours.
• In 14% of cases following night shifts, pilots remained awake for over 20 hours before sleeping.
These patterns indicate chronic sleep deprivation, which can contribute to metabolic dysfunction, increasing risk of cardiovascular disease[9] and impaired immune and cognitive function. Cognitive function is a broad term that refers to various inter-related mental processes critical for tasks that involve problem-solving, reasoning, vigilance and reaction time. The ability to perform these types of task is essential for maritime safety. Working in high-stress environments necessitates activation of the body’s stress response systems, leading to the release of hormones such as cortisol and adrenaline. In the short term, this can enhance focus and alertness. However, prolonged activation (or chronic stress exposure) can impair cognitive function. Chronic stress can also cause physical fatigue, increased muscle tension and headaches.
When we are fatigued, executive function, attention, memory and reaction time are compromised. This makes it harder to process information and make accurate decisions. We know from other occupational contexts that decreases in cognitive function affect occupational performance, reduce occupational safety and increase musculo-skeletal injury risk[10].
Research with military populations offers some insights into the cognitive effects of fatigue in high-stress environments:
• Sleep deprivation impairs vigilance, executive function, memory and reaction time, leading to poorer decision-making.
• Self-assessments of cognitive function may not be reliable, as individuals under stress struggle to accurately gauge their own alertness and capabilities.
• Prolonged exposure to occupational stress reduces resilience, with recovery requiring extended rest periods.
Notably, these findings from military personnel[10] highlight the need for increased awareness of the impacts of stress and fatigue in maritime pilots given the observed fatigue-related performance declines. This is relevant for job performance as extended wakefulness diminishes alertness and decision-making ability, underscoring the urgent need for fatigue monitoring and management strategies for maritime pilots. It must be highlighted that it is not the pilot at fault here for any decrement in performance, but rather that the working environment and shift structure has led to a state of fatigue.
In summary, prolonged exposure to high-stress environments can significantly impact work performance by affecting cognitive function and physical health. Pilots are at an increased risk of making errors when they are sleep-deprived, leading to compromised safety. Given the significant implications of fatigue and stress on maritime pilots’ occupational health and safety, targeted interventions are needed to enhance pilot wellbeing and performance.
Some recommended strategies for individuals to consider include:
• Sleep hygiene practices: Optimising sleep duration and quality to mitigate risks of chronic sleep deprivation. Where possible, prioritise 7-9 hours of sleep per night and maintain consistent sleep schedules when not on shift.
• Maintain (or improve) cardiovascular health and general fitness for metabolic stability: Regular exercise, hydration and proper nutrition can counteract fatigue-related declines in cognitive and physical performance.
• Develop stress management techniques: increasing self-awareness of occupational stress responses and adopting effective coping mechanisms. Mindfulness, breathing exercises and structured problemsolving approaches can help regulate stress levels and improve resilience.
• Manage workload and take breaks: know when you can take strategic rest periods to reduce fatigue, particularly during cognitively demanding tasks. Depending on the port, this may be on the pilot boat between ships. When you have an opportunity to take recreation leave, make sure that you genuinely unplug and disconnect to fully recover.
At an organisational level to mitigate the effects of stress and fatigue in the workplace, the following strategies are offered as suggestions:
• Fatigue management programmes: implement mandatory rest periods, workload limits and shift rotations to mitigate chronic exhaustion. Use evidence-based research to optimise shift durations and where possible align schedules with circadian rhythms.
• Sleep and recovery support: provide education on sleep hygiene and access to rest areas, and schedule sufficient time for recovery. A sevenhour sleep opportunity does not equate to seven hours of sleep.
• Mental health and resilience training: offer workshops to increase organisational awareness of these issues and provide access to psychological support services.
© Luana Main
In conclusion, the available literature underscores the serious health risks associated with stress and fatigue in maritime pilotage, particularly concerning sleep deprivation[7], cardiovascular health[9] and risk of impaired cognitive function. Occupational fatigue compromises safety, increasing error rates and reducing overall job performance. While parallels can be drawn from military studies on cognitive fatigue, there remains a critical research gap in evaluating the impact of fatigue on job task performance and recovery strategies specific to maritime pilots.
Moving forward, the Resilience Shield (www.resilienceshield.com) in partnership with the Fremantle Maritime Simulator Centre (www.maritimesimulation.com.au) will be offering a Human Factors course for the sector to address some of these issues. The course has been designed to help individuals understand how the body and mind operate under pressure and equip you with the tools to maximise your performance, both in the moment and over the years. It is anchored on the Resilience Shield model; an applied and evidence-based model of resilience focused on defining exactly what resilience is and – crucially – how it can be developed.
The founders of Resilience Shield shared first careers within the Australian SAS where they developed a deep understanding of the criticality of Human Factors in high-risk operating environments. They have honed this understanding through their work supporting clients globally in the fields of resilience, leadership and crisis management.
The Human Factors course covers key topics such as cognitive workload, decision-making, situational awareness and human limitations. Through interactive lectures, case studies and practical exercises, participants will gain valuable insights into applying Human Factors principles in real-world scenarios. I invite interested parties to reach out if they have questions about any of the above.
By Associate Professor Luana Main, PhD, SFHEA, AES (Deakin University) luana.main@deakin.edu.au
References
[1] Cook T, Shipley P. Human factors studies of the working hours of UK ships’ pilots 1. A field study of fatigue. Appl Ergon 1980; 11:85–92.
[2] Hetherington C, Flin R, Mearns K. Safety in shipping: The human element. J Safety Research 2006; 37:401–411.
[3] Iversen RTB. The mental health of seafarers. Int Maritime Health 2012; 63: 78–89.
[4] Raby M, Lee JD. Fatigue and workload in the maritime industry. In Hancock PA, Desmond PA eds. Stress, workload, and fatigue: human factors in transportation. Lawrence Erlbaum Associates, London 2001: 566–578.
[5] Sanquist TF, Raby M, Forsythe A, Carvalhais AB. Work hours, sleep patterns and fatigue among merchant marine personnel. J Sleep Research 1996; 6: 245–251.
[6] Smith A, Allen P, Wadsworth E. Seafarers’ fatigue: the Cardiff Research Programme. MCA, Southampton 2006.
[7] Tait JL, Chambers TP, Tait RS, Main LC. Impact of shift work on sleep and fatigue in Maritime Pilots. Ergonomics 2021; 64(7): 856-868.
[8] Watson NF, Badr MS, Belenky G, Bliwise DL, Buxton OM, Buysse D, Dinges DF, Gangwisch J, Grandner MA, Kushida C, Malhotra RK, Martin JL, Patel SR, Quan SF, Tasali E. Recommended Amount of Sleep for a Healthy Adult: A Joint Consensus Statement of the American Academy of Sleep Medicine and Sleep Research Society. Sleep. 2015; 38(6):843-4.
[9] Main LC & Chambers TP. Factors affecting maritime pilots’ health and well-being: a systematic review. International Maritime Health, 2015; 66(4):220-232.
[10] Main L.C., LT McLoughlin, SD Flanagan, M Canino, S Banks (2023). Monitoring cognitive function in the fatigued warfighter: a rapid review of cognitive biomarkers. Journal of Science and Medicine in Sport, 26: S54-S63.
DEEP SEA PILOTS
AN OVERVIEW OF THE WORK OF NORTH SEA PILOTS
By Roberto Garibbo / Deep Sea Pilot
The origins
Towards the end of the Second World War, with the arrival in Western European waters of the US Liberty ships, there was an increase in demand for local pilots and boatmen to assist the navigation of these vessels.
Unfortunately, many of these US officers had little or no experience of the particular hazards to be encountered within the English Channel and Dover Straits. There were also many heavily mined areas, which needed local knowledge to navigate safely.
At this time George Hammond and Co were acting as agents for many of the salvage operations that were taking place in the area. Jim Ryland, the managing director of Hammond, was responsible for setting up a service to provide North Sea pilots to help prevent more wrecks occurring.
At its peak in this period, the Hammond company provided more than 50 local pilots who boarded off Dover and proceeded to any required Northern European port.
Hammond was understandably proud of its pilotage service and the expertise of the local boatmen it employed, who were capable of dealing with any kind of vessel in any weather conditions. Following the cessation of hostilities, Hammond’s deepsea pilotage service proved to be a successful peacetime venture.
// Brixham Harbour
Berry Head
Who are the deepsea pilots?
Deepsea pilots are former ship captains with an extensive knowledge of the English Channel and the North Sea, and an unrivalled experience in handling many different types and sizes of vessel in challenging traffic situations and weather conditions.
All deepsea pilots have at least five years’ command experience to offer to shipowners and operators. They guarantee a safe passage through some of the most congested shipping lanes in the world. The deepsea pilot will optimise the ship’s passage plan to maintain a tight schedule and an accurate ETA to the next port of call.
Securing the services of a deepsea pilot is not compulsory; ships avail themselves of deepsea pilots on voluntary basis.
Trinity house
Deepsea pilots get their credentials as North Sea and Channel pilots from Trinity House, the venerable British institution that takes its pilotage authority back to 1514 and a royal charter from Henry VIII. Under that charter, Trinity House was given responsibility for all pilots in British waters.
The 1987 Pilotage Act saw Trinity House pass its district pilotage responsibilities to the various local harbour authorities. Ensuring the continuance of one of its oldest duties, Trinity House is now a licensing authority for deepsea pilots, of whom there are currently only about 50. Trinity House deepsea pilots are licensed for the areas highlighted in cyan on the map below.
They must attend an interview each year to renew their pilotage licence, to confirm the validity of their ENG1 medical certificates and to demonstrate their awareness of changes to navigation and reporting requirements in the areas covered by their licence.
Each pilot is required to have an electronic chart system employing either vector or raster charts, which have been corrected up to date. Also required are various digital publications, including Admiralty total tide and Admiralty digital radio signals, a complete list of Ts & Ps notices and all navigational warnings in force. Monthly returns giving details of the vessels piloted and their passages must be uploaded to the Trinity House website.
Vessels taking a deepsea pilot
Although it is not compulsory, IMO Resolution A1080(28) and the European Union Council Directive 79/115 both recommend use of adequately qualified deepsea pilots for the North Sea, English Channel and Skagerrak.
Vessels using the services of deepsea pilots include bulk carriers, car carriers, container vessels, cruise ships and very large tankers with draught in excess of 22 metres.
Safety, awareness of surroundings, ability to choose the safest course, collision avoidance skills, familiarity with congested waters and VTS reporting schemes are among the various benefits of employing a deepsea pilot.
During passages between ports, the presence of the deepsea pilot will relieve the bridge team members from the anxiety and distress that might reasonably be expected due to increased workload in a busy and complex navigational environment such as the North Sea, the English Channel and the Skagerrak.
// Channel fog
// On the Bridge
© Roberto Garibbo
© Roberto Garibbo
The master and his officers will be able to rest or prepare for the next port, confident that the deepsea pilot is well rested, he has deepsea command experience, he is a competent bridge team member and highly experienced in deepsea navigation and local reporting requirements. The pilot has the local knowledge to plan the safest and most direct routes, therefore saving time, fuel and charter rates. These savings can often cover the cost of the deepsea pilotage service, particularly when the bunker fuel price is high.
Vessels entering the English Channel will frequently board their deepsea pilots at either Brixham or Cherbourg, but depending on the vessel’s schedule and travel time required, the pilot can board at any European port.
Deepsea pilots will normally remain on board throughout the vessel’s North European rotation, disembarking at Brixham outbound. The only exception is for those vessels proceeding to the Baltic, where the pilot will disembark at the Skaw. This is because of the Baltic/ North Sea deepsea pilotage demarcation line rule, whereby North Sea deepsea pilots are not permitted to undertake pilotage within the Baltic and Baltic deepsea pilots are not permitted to work in the North Sea.
The English Channel
The English Channel is one of the busiest international waterways in the world with more than 400 commercial vessels going through the strait on daily basis.
Commercial navigation is restricted by a series of shallow banks that line northeast and southwest in mid-channel. Along these shoals, strong tidal streams, with spring rates to up to four knots, are often encountered. The complex tidal currents from the Atlantic and the North Sea, meeting with the narrow topography of the English channel, can give rise to rough seas with steep breaking waves.
To put further pressure on ship masters, weather conditions in the strait are subject to rapid change. Poor weather is frequent, especially in autumn and winter. Visibility is often poor, changing quickly to dense fog, even in strong or gale-force winds, which can last for several days.
Crews of hard-pressed ships will probably have to deal with adverse weather conditions, heavy commercial traffic, fishing vessels, pleasure craft, crossChannel swimmers, crossing ferries, strong tides and currents, sandbanks and sand waves, wind farms, traffic separation
schemes and many other hazards. Accidents, unfortunately, will continue to happen, but to mitigate them and to greatly increase safety at sea, deepsea pilots are available to provide expert advice and assistance.
THE ENGLISH CHANNEL IS ONE OF THE BUSIEST INTERNATIONAL WATERWAYS IN THE WORLD
// Roberto Garibbo with the Captain
© Roberto Garibbo
