THE EMBARKATION &

DISEMBARKATION
OF PILOTS

CODE OF SAFE PRACTICE

Revised August 2017

 INDEX

INTRODUCTION Page 3
DISCLAIMER Page 3

1. The Pilot Boat Page 4

2. Leaving the Berth Page 5
3. Pilot Boarding Areas Page 5
4. On Approaching the Ship Page 5
5. The Ship Page 7
6. Pilot Embarkation Operation Page 8
7. Low Freeboard Ships Page 9
8. Pilot Disembarkation Operation Page 10
9. Leaving the Ship’s Side Page 10
10. Heavy Weather Operations Page 11
11. Restricted Visibility Page 11
12. MOB Procedures Page 11
13. Training for Casualty Retrieval Page 12
14. Operations for Non-Regular Ships Page 12
15. Pilot Transfer by Helicopter Page 13

ANNEX 1 Page 14
ANEX 2 Page 15
REFERENCES Page 17

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INTRODUCTION

The code is designed to assist Competent Harbour Authority (CHA’s) and pilot organisations,
in providing the basis for establishing safe operating procedures for pilot boarding and landing
operations which should be derived by appropriate and thorough risk assessment.

This 2017 revised edition of the Code of Safe Practice for the Embarkation and Disembarkation
of Pilots is considered to be essential reading for all those involved in the Pilotage Service.

The transfer of a Pilot between pilot boat and ship presents significant risks that need to be
carefully managed. The purpose of this Code is to give guidance about the best practices and
to improve the control of these risks.

This version of the Code has been prepared jointly by the United Kingdom Marine Pilots
Association (UKMPA) Technical and Training Committee, the UK Harbour Master Association
(UKHMA) and the BPA/UKMPG Marine Pilotage Working Group.

The Code recognises IMO, SOLAS and United Kingdom legislation and has been recommended
to be linked in the Port Marine Safety Code, Guide to Good Practice. A list of relevant
documents is included at the back of the Code, along with further information on Personal
Protection Equipment (PPE) which gives guidance on correct use and self checks to be carried
out on lifejackets and pilot coats.

The Code acts as a guide to safe practice to all those involved in the Pilot transfer operations.
It not only covers the act of transfer from pilot boat to ship and vice versa, but also addresses
issues such as the pilot boat itself, boarding and landing areas, training and use of PPE.

August 2017

DISCLAIMER

This guidance has been produced jointly by the British Ports Association, the United Kingdom
Marine Pilots Association, the UK Harbour Master Association, and the UK Major Ports
Association (“the Four Associations”) to assist CHAs and pilot organisations in establishing safe
operating procedures for pilot boarding and landing operations and while reasonable care has
been taken by the Four Associations in its production the Four Associations do not accept any
responsibility or liability (individually or jointly) for any action taken or not taken in reliance
on the guidance or for the use of the guidance by any person. The Four Associations shall not
be liable to any person for any loss or damage howsoever arising from the use of this guidance.
This disclaimer is not intended to limit or exclude liability for death or personal injury caused
by negligence on the part of the Four Associations or any matter that it would be unlawful for
the Four Associations to exclude or limit liability.

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1. THE PILOT BOAT

1.1 The Competent Harbour Authority (CHA) must ensure that the pilot boat/boats in their service
meet the relevant requirements of:

Merchant Shipping (Small Workboats and Pilot Boats Regulations 1998 (SI 1998 No. 1609), as
amended

The Small Commercial Vessel Code – Maritime & Coastguard Agency (MCA)

Small Vessels in Commercial Use for Sport or Pleasure, Workboats and Pilot Boats

Alternative Construction Standards (SCV Code) Marine Guidance Note (MGN) 280(M)

Manning of Pilot Boats – MGN 50(M)

The Port Marine Safety Code

A Guide to Good Practice on Port Marine Operations

A Small Workboat engaged as a pilot boat from time to time, should comply with the
Workboat Code as it applies to its duties as a Small Workboat and, in addition, comply with
the requirements for a dedicated pilot boat for which the vessel’s workboat certificate should
be appropriately endorsed.

1.2 All Pilots and pilot boat crew should receive initial training and familiarisation with regard to
the position, stowage and operation of all safety equipment aboard each pilot boat they will
routinely use.

1.3 Prior to leaving the berth, and at least once per watch, the pilot boat coxswain should ensure
that their boats are in all respects ready for sea.

All openings e.g. hatches, access to below-deck spaces and the engine rooms should be closed
when underway at sea.

1.4 Prior to leaving a berth, the coxswain and crew should familiarise themselves with the position
and stowage of the safety equipment fitted to that particular pilot boat.

1.5 On joining in harbour or at sea, the Pilots should also endeavour to confirm the position and
stowage of the safety equipment fitted to that pilot boat.

1.6 Where possible, arrangements should be made for the mooring ropes of pilot boats to remain
at the berth when the boat is at sea. Any additional ropes, not left ashore, should be properly
stowed in a safe location.

1.7 The decks of the pilot boat should be clear of all unnecessary obstructions allowing clear
passage and movement for the Pilot and crew. Where deck lighting is fitted, it should be tested
in accordance with the CHA’s procedures.

1.8 An up-to-date and accurate log should be maintained on board each pilot boat. Entries should
include details of all periodical safety and equipment checks, drills and defects.

1.9 Pilots should not hinder the coxswain in the navigation of the pilot boat, for example by
impeding his view of the radar, AIS, and/or the use of the pilot boat’s VHF. This is particularly
important in conditions of reduced visibility.

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1.10 When circumstances require, coxswains should not hesitate to ask the Pilot for advice or for
assistance in order to reduce their operational workload.

2. LEAVING THE BERTH

2.1 The pilot boat should not leave a berth unless it is, in all respects, ready for sea.

2.2 The pilot boat should be manned in compliance with MGN 50 (M).

2.3 The pilot boat should not operate outside the terms of its MCA Pilot Boat Certificate, (PB1),
which should be clearly displayed on board.

2.4 CHA’s should have procedures in place, to ensure that at any time, the location and numbers
of persons on board the pilot boat are known.

2.5 Where practicable, the position of the Pilot boat should be monitored from ashore. This is
especially important in heavy weather and restricted visibility. (see paras 10 and 11)

2.6 Pilots should be made aware of the potential dangers associated with wearing auto inflating
lifejackets within the pilot boat and the associated difficulties that would arise in a capsize /
flooding situation

See Annex 2

3. PILOT BOARDING AREAS

3.1 CHAs have a responsibility to identify and evaluate areas for the safe boarding and landing of
Pilots. The following should include, but not be limited to:

1. Sea Room for the manoeuvre

2. Depth of water
3. Shelter
4. Seabed gradient
5. Traffic and communication
6. Proximity of traffic and potential wash

3.2 Charted boarding locations provide general guidance for arriving vessels and may be varied as
required in order to provide the safest place for a Pilot transfer in the prevailing conditions.

4. ON APPROACHING THE SHIP

4.1 CHAs should establish reporting procedures, whereby VHF radio contact is established
between the pilot boat and ship (or VTS as appropriate) on the specified channel published in
the Sailing Directions.

4.2 The coxswain of the pilot boat should establish the position of the ship to be served and where
there is more than one ship in the vicinity, should establish the relative positions and expected
movement of all vessels in the area.

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4.3 Before a pilot transfer operation and after consultation with the Pilot involved, the pilot boat
coxswain, or VTS should advise the ship to be served:-

1. The side for the pilot ladder and height above the water
2. Type of ladder, appropriate to the freeboard
3. Recommended course and speed
4. Sequence number where more than one ship is to be served
5. When transferring more than one Pilot, the total number to be communicated between
ship and pilot boat.
6. Any additional requirements, such as heaving lines or man ropes

For ships with a freeboard of more than 9m, when no side door is available a combination
arrangement is required.

The Pilot should ascertain that the embarkation area on the ship is free from obstructions, the
coxswain should establish this when the speaking to the vessel. This should apply even if a
ladder is not required.

4.4 Masters should be asked to confirm that the pilot ladder is rigged in accordance with current
IMO regulations; Convention for Safety of Life at Sea (SOLAS) regulation/ 23 and IMO
resolution A 1045(27) and amendments

4.5 On approaching a ship from a near head on position on the same side as the pilot ladder is
rigged, care must be taken to ensure the wash created by the pilot boat does not interfere
with the safe boarding or landing operation. This may require the pilot boat to remain clear
of the pilot ladder until the wash created has cleared down the ship’s side. Consideration
should be given to passing down the opposite side, and approaching the ladder from aft, in
order to minimise the effect of the pilot boat’s own-wash on the transfer operation.

4.6 Particular caution should be taken when serving a ship at anchor, which is unable to
manoeuvre to make a lee, particularly at slack water. The ship may need to be underway and
making sufficient way so that the pilot boat can maintain position alongside the vessel before
a Pilot transfer operation.

4.7 During the approach to the ship, both the Pilot and assisting deck hand should remain in the
wheelhouse of the pilot boat until it is settled at reduced speed, in the lee of the vessel.

4.8 At night the pilot boat deck should be illuminated before anyone goes on deck.

4.9 During the final approach, the pilot boat searchlight should be turned on to assess the sea
conditions, illuminate the pilot ladder and the foredeck of the pilot boat. Care must be taken
not to dazzle personnel on deck, or adversely affect the night vision of persons on the bridge,
or on the deck of the ship to be served.

4.10 In adverse weather conditions, where risk to personnel as well as the launch may be
significant, the decision whether or not to place the pilot boat alongside the vessel to be
served should ultimately be the responsibility of the coxswain.

4.11 If there is any doubt at any time about the safety of the transfer operation, the Pilot should
not board or land.

4.12 If the ladder presented is non-compliant, or a near miss incident occurs during the transfer,
an appropriate report must be made immediately to the CHA/MCA. A non-compliant ladder
must not be used until the non-compliance is rectified.

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4.13 The Pilot and pilot boat coxswain should consider the hazards associated with undertaking the
transfer whilst the pilot boat radar is operational. Any decision taken to suspend its usage
during the transfer should only be made after fully assessing the prevailing conditions and the
potential impact on navigation and situational awareness.

4.14 During restricted visibility, it is recommended that whenever possible, a ship to be served is
approached around its stern and not across the bow. CHAs should ensure that coxswains are
fully familiar with the requirements of the collision regulations governing navigation in
restricted visibility.

5. THE SHIP

5.1 Ships have a duty to rig their pilot ladders in accordance with The International Convention
for Safety of Life at Sea (SOLAS) regulation / 23 and IMO resolution A 1045(27) as amended.
A copy of the poster showing IMO requirements and IMPA recommendations – “Required
Boarding Arrangements for PILOT” is included in Annex 1 to this Code. Local requirements
relating to the ship’s side required and height above the water should be passed via radio
prior to the ship’s arrival.

5.2 Pilot transfer operations should not be undertaken on ships that do not fully comply with
transfer arrangements as referred to in 5.1 above. It is the responsibility of the vessel to
ensure a safe working environment is provided for the Pilot once embarked.

5.3 The pilot ladder should be rigged and secured at the appropriate pilot boarding position on
the ship’s side or at the side door if fitted. This should be as near amidships as possible and
on the parallel body of the ship, clear of all discharges.

5.4 In order to allow the ladder to sit flush against the ship’s side a list should be avoided. If a list
cannot be avoided, the ladder should be rigged on the side which will allow it to remain flush
against the side of the ship.

5.5 During Pilot transfer, the responsible officer, should be in direct contact with the bridge. This
should normally be by radio.

5.6 During the transfer, the ship should maintain adequate steerage at the speed requested by
the pilot boat coxswain. It must be recognised that turning propellers are an ever-present
danger to persons involved in transfer operations.

5.7 During a Pilot transfer operation, a ship should not be stopped in the water, or her engines
put astern, except in an emergency or when requested by the pilot boat coxswain.

5.8 When transferring a pilot with a combination arrangement, the accommodation ladder must
always lead aft.

5.9 The accommodation ladder must be rigged at a height to allow the pilot boat to lie alongside
the pilot ladder section, with sufficient allowance for swell, such that no part of the pilot boat
can contact the accommodation ladder. The lower platform of the accommodation ladder
shall be a minimum of 5 metres above sea level.

5.10 When using a combination arrangement, the accommodation ladder should be secured to the
ships side. The pilot ladder must be firmly attached to the ships side 1.5m above the
accommodation platform. Securing to the ships side can be achieved by using eye pad,
magnetic or pneumatic systems

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6. PILOT EMBARKATION OPERATION

6.1 The decision whether or not to put a pilot boat alongside a ship is the responsibility of the
pilot boat coxswain. In all cases the decision as to whether or not to board the ship must be
the responsibility of the Pilot involved, taking into account the environmental conditions and
physical limitations of the Pilot.

6.2 When on deck both the deckhand and the Pilot must wear appropriate PPE as required and
approved by the CHA and worn in accordance with manufacturer’s instructions.

6.3 It is strongly recommended that whilst on deck the deckhand is secured to the pilot boat by
an approved method, which does not restrict their freedom of movement. This should also be
made available to the Pilot.

6.4 Provided that the ladder has been rigged at the correct height, the deckhand should proceed
forward, using the safest route (normally the outboard side). Some CHAs have a practice of
requiring the lower steps of the ladder to be brought on board the pilot boat to avoid the risk
of the ladder becoming strained should the boat pin it to the ship’s side. This practice is not
without risk and is not practiced universally. CHAs should undertake their own risk
assessments and decide upon their own control measures to deal with this risk.

6.5 In considering the safest route from cabin to the ladder, the following should be taken into
account:

1. The width of the deck.

2. The location and usability of the safety rail.
3. If the inboard route is taken, the likelihood of the boat rolling against the side of the ship,
restricting the area between the deckhouse of the pilot boat and the flat of the ship side.
4. The exposure to the elements especially when a good lee is not possible, or there is
passing traffic if the outside route is used.
5. The heel of the pilot boat during transfer.
6. The proposed transfer location on the side deck.
7. The ability of the coxswain to view the transfer operation.

6.6 When a retrieval line is considered necessary to ensure the safe rigging of a pilot ladder, the
line should be fastened at or above the last spreader step and should lead forward. The
retrieval line should not hinder the Pilot nor obstruct the safe approach of the pilot boat.

6.7 Where the ladder’s height needs adjusting, the coxswain should inform the ship. The Pilot and
deckhand should be recalled to the wheelhouse whilst the ladder is being adjusted. The
transfer should not be resumed until receiving confirmation the ladder is secure at the correct
height.

6.8 In adverse weather conditions the risk associated with boarding operations are heightened.
Neither the Pilot nor the deckhand should proceed from the cabin until the pilot boat is in the
lee of the ship and the decision to proceed with the transfer has been made by the coxswain.

6.9 Before the Pilot steps onto the ladder, he should establish that it is properly secured, by
communication with the officer at the top of the ladder. If the top of the pilot ladder is
unattended, the Pilot should not attempt to embark.

6.10 The timing of stepping from the pilot boat to the ladder requires the use of proven techniques,
e.g. using the top of the wave to step onto the ladder and the roll of the ship to aid the ascent.

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 If conditions are such, that in the opinion of the Pilot a safe transfer cannot be made, then the
attempt should be abandoned.

6.11 The Pilot may prefer the pilot boat to move away from the ship’s side in order to avoid serious
injury in the event of a fall. Such a decision should be made as a result of consultation between
Pilot and coxswain prior to the Pilot leaving the cabin. If, under these circumstances, the pilot
boat leaves the ship’s side particular care must be made not to foul the ladder.

6.12 When the Pilot has a reasonably short climb, it may be appropriate for the pilot boat to remain
alongside until the climb is completed, to ensure the pilot boat does not foul the ladder, when
leaving the ship’s side.

6.13 Bags should not be worn over PPE whilst climbing the pilot ladder, please refer to Annex 2.5
for details of why this is not recommended. If the Pilot has a bag, a heaving line should be
used to lift it onto the ship, after the Pilot is clear of the ladder. The ship should be informed
in advance.

6.14 Use of man ropes to assist the Pilot is the personal choice of the Pilot involved and should be
provided or removed as required. This information should be passed to the ship at the earliest
opportunity, to allow time for rigging, or removal.

7. LOW FREEBOARD SHIPS

7.1 When the ship to be served has a freeboard near to, or less than, that of the pilot boat
particular caution should be taken as these transfers can be amongst the most hazardous.

In these circumstances, there may be insufficient parallel body for the pilot boat to work
against. Such situations can be worsened further if both the ship and the pilot boat are rolling
or pitching. The potential for damage to the pilot boat or injury to Pilot and deck crew is
increased. There is also an added possibility that the pilot boat may become hung up on the
ship’s side.

7.2 Before the transfer takes place, the coxswain and Pilot must be satisfied that the pilot boat is
sufficiently stable alongside the ship for the transfer operation to be safely completed.

7.3 The Pilot should not stand outside the rail of the ship waiting for an opportunity to transfer.

7.4 Consideration should be given to:-

1. The lack of suitable handholds or stanchions at deck level.

2. The time taken to affect the transfer, particularly in adverse weather.
3. The decks may be awash.
4. Vessel fendering.
5. Interaction between the pilot boat and ship.
6. The physical capability of the Pilot.

8 PILOT DISEMBARKATION OPERATION

8.1 As with embarkation, communication should be established between the ship and the pilot
boat and the transfer arrangements confirmed in advance. The decision as to whether or not
to disembark from a ship to the pilot boat rests entirely with the Pilot involved.

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8.2 Before leaving the bridge, the Pilot should inform the master of :-

1. Anticipated movements of any surrounding ships.

2. VHF channels to monitor and reporting points.
3. Heading and speed requirement for the Pilot transfer.
4. The presence of navigational dangers, tidal height and flow.
5. Any advice on the passage plan to be used post Pilot transfer.
6. The anticipated helm or engine movements required to facilitate transfer.
7. VHF channels for communication with pilot boat.
8. Any adjustments to the pilot ladder required by pilot launch.

8.3 On arrival at the pilot ladder area the Pilot should check the condition and security of the pilot
ladder both visually and from the officer on station. Any non-compliance should be reported
to the CHA/MCA immediately and the ladder not used until the non-compliance is rectified.
The Pilot should check their PPE is correctly donned. Any bag should be lowered to the Pilot
boat by heaving line, once the Pilot is clear of the ladder, on the deck of the pilot boat. See
6.13.

8.4 The pilot boat deck hand should be at the bottom of the ladder to ensure that the ladder is
rigged at the correct height and clear.

8.5 Before stepping onto the ladder, the Pilot should check that the pilot boat is lying alongside
and has not fouled the pilot ladder.

8.6 During the descent the deckhand should advise the Pilot how many steps to go to the deck of
the pilot boat. As the Pilot is stepping from the ladder the deck hand is to be on hand to
provide a timely warning of danger and to give physical assistance to the Pilot if required.

In adverse weather the stepping off point may not be the lowest step, therefore
communication between the deck hand and Pilot will be necessary.

8.7 It is strongly recommended that whilst on deck, the deck hand is secured to the pilot boat by
an approved method which does not restrict his freedom of movement.

8.8 It is recommended that the Pilot make his way to the cabin followed by the deck hand. The
deck hand may be required to receive the Pilot’s bag or equipment. The return to the cabin,
should be made by the safest route, taking into consideration the points made in section 6.5.

8.9 Once clear of the ladder, the deck hand should check the decks are clear and safe before
proceeding back to the cabin. The coxswain should not leave the lee of the ship until all
personnel are safely in the cabin. Once clear of the ship, the coxswain should call the ship on
VHF and inform him that the pilot boat is clear and that the ship can resume its passage.

9. LEAVING THE SHIP’S SIDE

9.1 Should the pilot boat have difficulty leaving the side of a ship, the coxswain should
communicate the problem to the master of the ship and request appropriate action be taken
by way of helm and/or engine movements.

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10. HEAVY WEATHER OPERATIONS

10.1 In heavy weather, pilot boats should proceed at a speed compatible with sea conditions and
pilot boat design.

10.2 In fast pilot boats use should be made of the seating provided in an appropriate manner,
together with seatbelts where fitted.

10.3 To avoid injury on passage, the stowage of ancillary equipment should be designed to be clear
of seating areas, with particular emphasis on the space around head and shin.

10.4 Loose equipment or stores should not be carried unless properly stowed.

10.5 In such weather conditions the risk associated with boarding operations are heightened.
Neither the Pilot nor the deck hand should proceed from the cabin until the pilot boat is in the
lee of the ship and decision to proceed with transfer has been made by the coxswain.

11. RESTRICTED VISIBILITY

11.1 The pilot boat must be allowed extra time on task in order to proceed at a safe speed in
restricted visibility.

11.2 In all cases of restricted visibility, when approaching the ship, the deck hand should provide
lookout and assistance until the coxswain has a fully developed situational awareness. When
leaving a ship the coxswain will, as far as practicable, remain alongside the ship until the deck
hand can keep a lookout.

11.3 Pilot boat radar should be operational and used where fitted.

11.4 Pilot boat AIS should be operational and used where fitted.

11.5 Pilot boat fog signal shall be operational and sounded in accordance with the International
Regulations for the Prevention of Collision at Sea (ColRegs).

11.6 In restricted visibility it is imperative that VHF contact is established with the ship to be served.
The ship’s position, course, speed and position relative to other ships or navigational marks
should be confirmed.

12. MAN OVERBOARD PROCEDURES

12.1 In the event of a man-overboard incident it is essential to locate the casualty and maintain
them in sight, a task to which all crew and Pilots on board must devote their whole attention.

12.2 Coastguard, Port Authorities and shipping should be informed immediately and lengthy
communications should be avoided. Speed of sighting and recovery remain the priority.

12.3 Once the casualty is located, and as the pilot boat is being positioned, retrieval equipment
should be prepared and deployed as appropriate.

12.4 The method of recovery will depend on the equipment carried and the prevailing weather
conditions.

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12.5 A full report of the man-overboard incident is to be submitted in accordance with the CHA
procedures and national legislation

13. TRAINING FOR PILOT BOAT OPERATIONS AND RETRIEVAL OF CASUALTIES

13.1 Prior to using a pilot boat, all pilots and pilot boat crews should receive appropriate training
in pilot boat operations. This should include familiarisation of the Boarding and Landing Code
and for each pilot boat class, include:-

Position, stowage and correct use of pilot boat safety equipment, including immersion suits
and medical stores.

Operation and use of all man overboard equipment.

Training in the correct use of PPE.

A risk assessment should be conducted to determine whether a hard hat should be worn.

13.2 Coxswains and pilot boat crew should be appropriately trained in the operation of the boat,
its systems, pilot transfer operations and whole body vibration issues. Competence should be
demonstrated, recorded and maintained through a CPD process

13.3 Success or failure of a rescue is related directly to the competence of the pilot boat crew,
Pilots and their familiarity with the recovery equipment, training in the treatment of cold
water shock, artificial resuscitation and hypothermia.

13.4 A retrieval drill for pilot boat crew and check listing of recovery equipment should be carried
out on a regular basis to ensure a satisfactory level of competence. All drills and checks should
be recorded with an appropriate logbook entry.

13.5 Pilots should all be familiar with the recovery equipment on their pilot boats and during their
initial training, prior to authorisation, should receive man-overboard recovery training and at
intervals not exceeding 5 years.

13.6 All sea going pilotage staff should receive training in resuscitation and the treatment of cold
water shock, to the standards in MGN 50 (M) and hold a Personal Survival Techniques
Certificate.

13.7 It is recommended that all CHA’s engaged in pilot boat operations develop and have in place,
emergency action plans relating to pilot transfer operations.

13.8 Additional specialist training in emergency response and immediate emergency care should
also be considered for both pilot boat crews and Pilots.

14. TRANSFER OPERATIONS INVOLVING NON-REGULAR SHIPS

14.1 The CHA should, in consultation with Pilots, identify non-regular and unusual ships. The CHA,
in conjunction with the Pilot, should risk assess in advance, any Pilot transfer operations
involving non-regular or unusual ships.

14.2 High-speed craft and some Ro-Ro’s, which do not have parallel sides that allow the ladder to
lie flat, may request the Pilot to travel to and from the ship, from its port of origin.

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14.3 Other non-regular vessels may pose additional issues that need to be addressed. Ladders
should be sighted midships not forward, away from fixed fenders and overhanging
obstructions, suitable lighting directed so as not to affect pilot boat crew vision.

14.4 Tug and tows. When a Pilot transfer is to a tug the approach may have to be from forward of
the beam to avoid the towing equipment. Transfer should be through a gate in bulwark and if
no gate is available provision should be made for a suitable stanchions/handholds placed
between 70cm and 80cm apart together with a means of climbing over the bulwark. When
transferring to an unmanned barge, the transfer arrangements should be closely inspected
prior to use.

14.5 Boarding an unmanned tow cannot be conducted in accordance with this Code and therefore
a special procedure following a risk assessment should be developed.

15. PILOT TRANSFER BY HELICOPTER

15.1 CHAs anticipating the introduction of a helicopter service for Pilot transfer operations must
involve stakeholders in the production of appropriate procedures for normal operation and
emergency response. These are to be based on a comprehensive risk assessment and with
reference to industry best practice.

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Annex 1

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Annex 2

A2.1. It is recommended that all Pilots and pilot boat crew should wear appropriate PPE. Pilot
coats or lifejackets should meet the appropriate international standards, and include the
following equipment:

I. SOLAS water switched light

II. Water switched or manual strobe light

III. Facial splash guard

IV. Crotch straps or beaver tail

V. Rear crew assist becket

VI. Locator beacon (PLB, AIS, EPIRB)

VII. Whistle, to attract attention

VIII. High visibility reflective tape to meet Class 2 Regulations

In addition it is recommended that the following points should be considered when selecting PPE

I. Lifejacket covers should be Hi-Viz with vertical retro reflective tape (this is to ensure that the
lifejacket does not compromise the high visibility of a class 2 or class 3 coat when walking
through the quayside areas).

II. If utilized, a safety helmet should meet the appropriate international Standard.

III. Safety footwear should be non-slip and anti-static and steel toecaps should be considered as
part of a risk based policy.

A2.2 Pilots and pilot boat crew should receive training when new PPE is issued and regular checks
should be undertaken in accordance with the manufacturers recommendations. In addition,
refresher training is recommended at intervals not exceeding 5 years.

A2.3 Recommended daily checks before donning lifejacket, pilot coat and helmet include:

✓ Check service history and next service date

✓ Check the Co2 cylinder is screwed in and hand tight

✓ Check the firing mechanism is ready

✓ Check the oral tube cover is in the correct position

✓ Check lights and beacon are operational

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 ✓ Check lifejacket or pilot coat for any signs of damage

✓ Check helmet for any signs of damage

A2.4 After donning lifejacket or pilot coat

✓ Ensure all buckles, zips and clips are correctly fastened

✓ Ensure crotch straps are correctly fitted and tightened

✓ Ensure helmet chin strap is securely fastened

✓ Ensure that beacons are in the armed position

Note the wearing of crotch straps with lifejackets is essential, to prevent the lifejacket rising up
above the head.

A2.5 Wearing of rucksacks and bags whilst climbing a ladder is not recommended for the
following reasons:

I. Wearing a bag will impair the ability to climb

II. A bag with the straps over the shoulder or across the chest can impair the inflating of a
lifejacket or pilot coat

III. When falling from a ladder the shape and size of the bag will effect the stresses on the body
when hitting the water

IV. The angle of float created by a lifejacket or pilot coat could be compromised by pockets of
air within the contents of the bag

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References

Pilotage Act 1987 – as amended

International Convention for Safety of Life at Sea (SOLAS) Chapter V Regulation 17-23

International Maritime Organisation (IMO) Resolutions A960, A1108(29), A1045(27), MSC.1/Circ

1375 and MSC 90/22/1/corr.1

Merchant Shipping (Small Workboats and Pilot Boats Regulations 1998 (SI 1998 No. 1609) – as
amended

Port Marine Safety Code (PMSC) – as amended

PMSC Guide to Good Practice – as amended

International Maritime Pilots’ Association (IMPA) – Required Boarding Arrangements for Pilot

United Kingdom Maritime Pilots Association – Personal Perspective Equipment (PPE) and Clothing
for Marine Pilots

Small Commercial Vessel Code – Maritime & Coastguard Agency (MCA)

The Merchant Shipping (Distress Signals and Prevention of Collisions) Regulations 1996

Merchant Shipping (Pilot Transfer Arrangements) Regulations 1999

Merchant Shipping Notice (MSN) 1781 (M&F)

Merchant Shipping Notice (MSN) 1716 (M&F) – Pilot Transfer Arrangements

Marine Guidance Note (MGN) 50 (M) – Manning of Pilot Boats

Marine Guidance Note (MGN) 127 (M&F) – Means of Recovering Casualties

Marine Guidance Note (MGN) 432 (M) – Safety During Transfers of Persons to and from Ships

Small Vessels in Commercial Use for Sport or Pleasure, Workboats and Pilot Boats – Alternative
Construction Standards (SCV Code) (MGN 280 M)

ICS Guide to helicopter/ship operations 4th Edition Appendix E & H – Marine Pilot Transfer

UKMPA – website – www.ukmpa.org

IMPA – website – www.impahq.org

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