As remote and AI-based technologies begin knocking at the door, pilotage companies are focusing on training and development for their workers to ensure the highest standard is achieved, human or otherwise
AS THE world’s industries begin to integrate new and possibly game-changing technologies, the challenge remains to ensure the technology works to the benefit, and not detriment, of the people who work in these industries. The potential for technologies such as Artificial Intelligence to streamline various services comes with opposing risks to areas such as employment (making humans redundant), and safety, if perhaps the technology is relied on too heavily. The pilotage sector in Australia has been cautious to adopt any sweeping changes as of yet, keeping instead a watchful eye as remote and AI-based technologies develop. Instead, there appears to be a current emphasis on industry collaboration across the sector, as well as on the continued training and development of the staff that keep the pilot boats going out, and therefore the ships coming in.
The Australasian Marine Pilots Institute (AMPI) is the professional body representing marine pilots throughout Australasia, and assists in the setting of standards and safety management, as well as providing support and guidance with ongoing professional development. Speaking to DCN, a spokesperson from AMPI summarised the institute’s efforts during the first half of 2025, which has included a focus on one of its core missions, Continuous Professional Development (CPD) for its members. In February a one-day workshop was held for Papua New Guinea members in Port Moresby, while March saw AMPI’s 3-day Regional Ports & Shipping Conference held in Cairns. Topics explored at these events included check pilotage systems, pilot boat safety, coastal & reef pilotage, mental health and peer support. Hosting regular events across widespread regions is necessary to allow access to as many marine pilots and stakeholders as possible.
Topics explored at these events included check pilotage systems, pilot boat safety, coastal & reef pilotage, mental health, and peer support. AMPI believes hosting regular events across widespread regions is necessary to allow access to as many marine pilots and stakeholders as possible.
“CPD remains a core service for members, ensuring that marine pilots keep up to date with changing technology, best practices, learnings from incidents and maintain vital emergency contingency training,” said Josephine Clark, the AMPI’s President. “Whether compelled by regulation or due diligence, the need for ongoing skills maintenance through periodic training is vital to underpin the safety of ports, channels, and the Great Barrier Reef”.
“It is pleasing to see many state regulators and the Australian Maritime Safety Authority (AMSA) recognise the importance of CPD in their recent regulatory review processes”.
In 2024-25 AMPI has participated in reviews in Victoria, Queensland, and the Great Barrier Reef (Marine Order 54) to ensure that pilotage regulation remains robust, fit for purpose, and meets safety expectations. The institute has also continued to work on the future generation of marine pilots, being a principal partner in the Australian Maritime Mentoring Program. “With approximately 165 mentor/mentee participants so far, the program has been an outstanding success in aiding younger seafarers and industry professionals meet their career goals,” AMPI’s spokesperson said.
“Standardisation of pilot training and licensing requirements, and sustainable pathways into the profession are also key focus areas that we will continue to work towards”.
AMPI has remained active with international marine pilotage associations so as to leverage work and research where possible. “In particular, closer ties and knowledge sharing with New Zealand Maritime Pilots’ Association (NZMPA) and United Kingdom Maritime Pilots Association (UKMPA), as well as International maritime Pilots’ Association (IMPA) is valuable to share resources and learnings across many diverse areas of work”.
“Models you say? I didn’t know they were used for training – I thought simulators did that sort of thing!”
So they do and very well they do it too, but like screens generally, they have their limitations. Some years ago, I saw a test pilot interviewed after his perfect landing of a brand-new airliner commenting that it was a lovely aircraft, but this was only a simulation.
I spent much of my boyhood modelling small ships fascinated by the variety in the days when docks were open to the public. Inevitably I went to sea and progressed to pilot-exempt master aboard Howard Smith ships on the coastal trade. I joined Newcastle Pilot service in 1973.
For most pilots, training to handle/drive huge bulk ships in a narrow river seems to come naturally with a few years’ experience on smaller ones, but it’s a chancy business and relies on skill and absolute accuracy. My generation taught themselves but with the passing years, electronic simulators appeared, and the Australian Maritime College (AMC) acquired one about 1984. It was an excellent addition to self-training and our Harbour Master sent us regularly for practice in breakdowns, blackouts and other nasties, something not possible otherwise and mightily important as ships grew in size and onboard complexity.
But - and there’s always a ‘but’, simulators work only in two dimensions with no depth of field which limits their accuracy. Three open-air centres in Europe had and still have ship-models which complement simulators but naturally work in three dimensions. We thought if they can do it, we can do it too. With retirement looming in 2000 and with our past modelling skills and experience, three of our immediate family built a scale model of local ship Ampol TVA. AMC was very supportive and helped with advice over the following years.
The advent of a manned-model training centre was also timely as experienced pilot recruits disappeared with the sale of most Australian ships when or before cabotage was finally abolished in 2012.
We continued with the project and built Port Ash Centre from scratch including the 5Ha lake which has varying depths of shallow water. When ready with wharves, buoys etc, my supportive (now late) wife and I moved into the house onsite. We started training in 2001 with Handymax and Panamax models plus three scaled tugs - see www.portash.com.au. Two supportive and enthusiastic retired pilot colleagues became instructors and our local tug masters operated the individual tugs, so piloting realism was not a question.
Physical accuracy was unquestionable as every ship starts its life as a scale model in a test-tank. Time varies as the square root of the scale - five times faster in our scale of 1:25, meaning that trainees must learn to know precisely what to do next and can practice and experiment repeatedly during a week’s course. Training methods evolved from personal and colleagues’ experience, with improvements as courses were delivered.
Over the last 24 years, our occupancy rate has grown to about 45 weeks per year and we have helped many pilot services both home and overseas, plus the RAN and RNZN who train regularly here.
Our pilot-experienced son joined us in 2014 and brought our hi-tech ship control systems up to date. Several of our recent ship-models are near-replicas of real warships so that Navy can come here and practice manoeuvring in enclosed and shallow waters.
It has been a wonderful opportunity to help the industry in training new pilots also giving experienced pilots opportunity to practise and manage accidents and emergencies.
Our thanks to all those who have assisted in building and operating the centre over the years, also to those who continue to support it.
On a cold and rainy November morning, I visited the Centre for Simulator Maritime Training (CSMART) in Almere, Netherlands. Nestled among modern housing developments, Almere is the Netherlands' newest city, built on reclaimed land that was once submerged under the Ijsselmeer Lake. Today, it is home to approximately 250,000 residents and one of the world’s most advanced maritime training centres.
I was invited by Antonio Di Lieto, CSMART manager of simulation studies and the author of Diligent Pilotage: Lessons Learned from the Jolly Nero and Bridge Resource Management: From the Costa Concordia to Navigation in the Digital Age. Antonio has played a key role in improving collaboration between marine pilots and cruise ship captains, bridging a gap that has caused some challenges in the past.
Standardisation of pilot training and licensing requirements, and sustainable pathways into the profession are key focus areas
AMPI
CSMART, the international training centre for the Carnival Corporation & plc Group, is widely recognized as one of the most progressive maritime training institutions of its kind. Established in 2009, it was expanded in 2016 to include state-of-the-art Wartsila simulators, research and development facilities, and a dedicated hotel for trainees. In 2018, it became the world’s first Centre of Safety Excellence, designated by DNV-GL.
Each year, CSMART trains approximately 7000 deck, engineering and environmental officers from across the Carnival Corp brands—including Carnival Cruise Line, Princess Cruises, P&O Cruises, Cunard, AIDA, Costa, Seabourn, and Holland America Line. With six full-mission bridge simulators, six part-task bridge simulators, four full-mission engine room simulators, six part-task engine simulators, two electrical workshops and one LNG workshop, the facility operates nearly continuously, running from 07:30 to 23:00 daily.
A significant focus at CSMART is its port simulation studies and familiarisations program, which brings together cruise ship captains, deck officers, and marine pilots to define safety margins, good practice and manoeuvring strategies for specific ports. These simulations provide a crucial bridge between theoretical knowledge and real-world application, allowing mariners to safely test manoeuvres in complex environments before executing them at sea.
The importance of such collaboration was demonstrated during my visit when a team of Aberdeen Marine Pilots, with over 50 years of combined experience, participated in a simulation alongside cruise ship captains, staff captains, and nautical directors from AIDA and Costa. These sessions enable pilots and captains to work side by side, sharing expertise and developing a mutual understanding of vessel behaviour, port conditions, and environmental factors such as tidal flows and wind effects.
Captain Andy Hall of the Queen Mary 2 recounted how the port simulation work for Cork, Ireland, gave him confidence ahead of the ship’s maiden voyage there. When the local pilot boarded for the first time, they were already familiar with each other and the agreed-upon procedures, creating a seamless, cooperative approach to navigation.
CSMART’s commitment to data-driven decision-making is evident in its approach to port simulation. High-density Electronic Navigational Charts (ENCs) and high-resolution hydrographic survey data are imported into the system to create detailed models of ports. These models include hydrodynamic tidal flows and high-resolution bathymetric data. The fidelity of these simulations ensures that pilots and captains are working with conditions that closely mirror real-world scenarios.
CSMART has played a pivotal role in the evolution of Bridge Resource Management (BRM), a concept that has transformed maritime safety and efficiency over the past few decades. The development of modern BRM training in the cruise lines can be traced back to the efforts of industry visionaries such as Kari Larjo, Hans Hederström, and Ravi Nijjer. Their work laid the foundation for a role-based approach to bridge team operations, emphasising shared situational awareness, clear communication, and safety leadership.
Several years ago, Carnival Corporation introduced a BRM model that initially caused friction with the marine pilot community. The primary point of contention was around the role of the pilot within the bridge organisation. Antonio Di Lieto and his colleagues have since worked to improve dialogue and collaboration, advocating for a flexible approach that respects the expertise of pilots and bridge teams, by focusing on a common pilotage plan with clear safety margins. As a result, BRM at CSMART now emphasises adaptability, recognising that the optimal organisational structure during pilotage varies depending on jurisdiction, port conditions, and operational context. This is particularly important in Australian jurisdictions where legislation mandates that the pilot has the conduct of the vessel inside compulsory pilotage waters.
Beyond individual training, CSMART plays a crucial role in itinerary planning and safety due diligence for Carnival Corporation fleet. Before cruise lines commit to new itineraries, simulation studies help determine the feasibility of bringing large vessels into specific ports. Once the study is carried out, the next step is to make sure a wider population of Captains and Pilots feel comfortable to make the port call. This is achieved by recurrent Port Familiarization Training simulations based on the results of the study.
Captain Marcin Banach, Director of Nautical and Security Operations for Carnival Maritime, highlighted the importance of the Port Familiarisation Training program. For example, recent trials in Aberdeen using an AIDA Sphinx Class vessel provided an opportunity for Captains and local Pilots to build confidence around a common pilotage plan ahead of the forthcoming cruise season. These studies do not aim to establish metocean limits for the ports, but are instead used to establish agreed safe margins, good practice and reasonable precautions to manage navigational risks.
Hydrodynamic flow data, high resolution bathymetry, and accurate 3D modelling all contribute to the fidelity of these studies. The simulator ship models are built using data from tank tests, sea trials, and are fine-tuned using feedback and data provided by experienced masters to replicate real-world handling characteristics. In the case of newbuilds, simulator ship models based on tank testing allow captains and pilots to familiarise themselves with a vessel’s behaviour long before it enters service.
One of the key developments underway at CSMART is the shift from standardised training courses to training programs based on a corporate competency-based framework. The so-called Officer Career Pathway, conceptualised under the leadership of CSMART Managing Director Mark Jackson, will generate training and assessment programs tailored to officers’ specific career stages and skill levels, ensuring that learning is relevant and practical.
CSMART stands as a global leader in maritime training, bridging the gap between simulation and reality. By fostering a collaborative environment where cruise captains and marine pilots train together, it enhances safety, operational efficiency, and mutual understanding.
“Models you say? I didn’t know they were used for training – I thought simulators did that sort of thing!”
Capt. Cliff Beazley, Port Ash
For the Australian marine pilot community, the lessons from CSMART reaffirm the importance of joint training initiatives. The ability to simulate port approaches, discuss good practices, and refine BRM methodologies in a controlled setting translates directly to safer, more efficient operations in pilotage waters. The continued evolution of maritime training—driven by institutions like CSMART—ensures that the next generation of mariners are better equipped than ever to work confidently with pilots in our complex pilotage waters.
As the industry continues to grow and evolve, the role of simulation in maritime training will only become more critical. CSMART’s success serves as a model for how training centres worldwide can integrate cutting-edge technology, data-driven insights, and collaborative learning to enhance maritime safety and excellence.
For more information using simulators in training, please visit the AMPI website where you can download the AMPI Position Paper – PS-05 – Use of Simulators in Marine Pilot Training.
At Poseidon Sea Pilots, we recognise that working in a high-risk maritime environment brings with it a responsibility to stay prepared - not just for routine operations, but for the unexpected. We are always looking for ways to strengthen our team’s readiness, and this year we have taken deliberate steps to build confidence and capability under pressure.
Through immersive emergency simulation training with SmartShip Australia, our pilots have been placed in realistic, high-stress scenarios - from engine failures on approach to restricted visibility manoeuvres - designed to challenge their decision-making and reinforce calm, considered action in complex situations.
We have also focused on our launch crew, partnering with Marine Medical Solutions to deliver high-fidelity first aid and casualty response training. This program goes beyond the classroom, placing crew in time-critical scenarios that reflect the realities of our work - responding to onboard injuries, managing a medical emergency at sea, or coordinating in a man overboard situation.
The results have been excellent. Our launch crew have shown strong capability and composure under pressure, and the training has already proven its value. Based on that success, we will be extending this same high-quality medical training to our pilot group going forward.
While technology enables the fidelity of these experiences, our aim is simple: to support our people. We are proud of the professionalism our team brings to every job and we believe that ongoing investment in training is essential to keeping them - and those we serve - safe.
DanPilot, the state-owned pilot service of Denmark, has announced it is initiating a test program for remote pilotage alongside Danelec, a maritime data collection and analytics specialist.
The test program created by DanPilot and Danelec allows pilots to guide ships from land, using only advanced data transmitted directly from the vessels.
Described by the parties as a world first, the program will now go ahead after receiving approval from the Danish Emergency Management Agency.
Following six years of development, DanPilot believes the program marks a “significant step towards a technological paradigm shift”, opening new possibilities for safety, climate action, and operational efficiency in the maritime sector.
The state-owned pilotage service said the aim is to improve pilot safety and reduce fuel consumption for ships, without compromising navigational safety.
“In this way, remote pilotage can support Denmark’s maritime leadership in the shift towards safer and more sustainable shipping,” DanPilot said.
Erik Merkes Nielsen, CEO of DanPilot commented, “Remote pilotage makes our work safer and helps reduce both CO2 emissions and operational costs for our customers”.
“We have worked intensively towards this for six years, and now we can finally test it in practice.
“It has the potential to become a major paradigm shift in how pilotage is carried out.”
Remote pilotage is based on Danelec’s technology, which collects and transmits key data from the ship, including course, speed, and position, via the ship’s Voyage Data Recorder (VDR).
This data is transmitted in real time to DanPilot’s control center in Randers, where the pilot uses Danelec’s software to analyse the information and provide accurate navigational guidance, without being physically present on board.
The company said the approval has been granted as part of a broader effort to enhance safety and preparedness at sea, with the test to serve as a foundation for future regulation and possible broader application, both in Denmark and internationally.
The remote pilotage program will take place in the Kattegat and the western Baltic Sea, allowing pilots to guide selected ships through Danish waters without boarding them physically.
Instead, the operation is carried out from a control center in the city of Randers, removing the physical boarding of ships, perhaps the most hazardous part of a pilot’s job.
CEO of Danelec, Casper Jensen said, “We are proud to deliver the technological infrastructure that enables safe navigation without the physical presence of a pilot”.
“Here, cybersecurity – a cornerstone of our technology – is a prerequisite for implementing the solution safely and at scale in the global maritime sector.”
Practicality wise, with remote pilotage ships no longer need to alter course or speed to embark a pilot, which would lead to lower fuel consumption.
Moreover, DanPilot asserts the potential success of the program would eliminate the need for pilot boats in relevant scenarios, further saving on fuel and logistics.
The company confirmed that during the test phase, the technology will only be used on vessels that meet specific technical requirements and only in designated waters.
The solution is expected to be relevant for up to 10 percent of DanPilot’s pilotage operations in Danish waters.
The test is to be conducted in collaboration with a range of shipping companies, including Maersk, which contributes ships operating in the test area.
It is widely accepted that marine pilot transfers are one of the highest risk operations undertaken in the maritime industry. The fundamentals of pilots boarding by ladder have remained unchanged for centuries, including in Fremantle where pilots have been boarding vessels in Gage Roads by pilot ladder since 1829. However, the size of vessels boarded has dramatically increased over time, leading to an increased risk of injury to the pilot should equipment fail.
In August of 2022, a Fremantle pilot was involved in a serious incident involving the failure of a pilot boarding arrangement. This resulted in AMSA successfully prosecuting the involved vessel master and owner. This incident, the subsequent investigation and the completion of dedicated workshops with key stakeholders, resulted in a complete overhaul of pilot boarding arrangements and pilot transfer processes in Fremantle.
Led by the Harbour Master’s Office, Fremantle Ports has introduced stringent, world-leading pre-arrival vetting of pilot boarding arrangements and requirements that include:
Most ports within Australia have now adopted these pilot ladder and man-ropes age requirements into their individual port criteria.
The criteria developed through ARCSOPT (Association of Resource Companies, Ship Operators, Ports and Terminals) has also been endorsed by Ports Australia for wider industry acceptance.
This article appeared in the June/July 2025 edition of DCN Magazine