Pilot Ladder Safety
Pilot Ladder Safety
Pilot Ladder Safety
Https://pilotladdersafety.com
Foreword .................................................................................................................................... 3
Reference ................................................................................................................................. 57
Quiz Anwers.............................................................................................................................. 59
Pilot ladder safety is about a critical operation. For many critical operations onboard there are
procedures in place. For the rigging and the use of pilot ladders, often there is nothing in place.
The website pilotladdersafety.com is meant to show the right way to rig and use of the pilot
ladder. This document is a hardcopy of the website, and will be updated regularly, as the
website changes and improves all the time. Check on the website on a regular basis to check
for the latest content. Any changes will be communicated by means of a newsletter on a
regular basis. If you want to stay up to date all the time, sign up for the newsletter via the
website.
If you have feedback or comments about the website or this document, do not hesitate to
contact me via info@pilotladdersafety.com
Since the start of the website in July 2020, nearly 200.000 visitors found the website
pilotladdersafety.com. This version contains the latest updates of the website until July 1st,
2021.
Herman Broers
Disclaimer:
All information on this document and website is published in good faith and for general
information purpose only. Pilotladdersafety.com does not make any warranties about the
completeness, reliability and accuracy of this information. Any action you take upon the
information you find on this website is strictly at your own risk. We will not be liable for any
losses and/or damages in connection with the use of this document / website.
This website can be used as an online training tool to increase mariners’, pilots’ and maritime
professionals’ knowledge about the safe use of pilot transfer arrangements (PTA’s). Every
section of this website ends with a quiz where you can test your knowledge about the section’s
subject, before moving on to the next section. If you are interested in sharing your ideas or
feedback, don’t hesitate to contact me on info@pilotladdersafety.com
For every ship there is a different way to rig the ladder properly, due to the nature of its
construction. For every ship there is also one way to do it right.
The SOLAS Convention in its successive forms is generally regarded as the most
important of all international treaties concerning the safety of merchant ships. The
first version was adopted in 1914, in response to the Titanic disaster, the second in
1929, the third in 1948, and the fourth in 1960. The 1974 version includes the tacit
acceptance procedure – which provides that an amendment shall enter into force
on a specified date unless, before that date, objections to the amendment are
received from an agreed number of Parties.
As a result the 1974 Convention has been updated and amended on numerous
occasions. The Convention in force today is sometimes referred to as SOLAS, 1974,
as amended.
Technical provisions:
The main objective of the SOLAS Convention is to specify minimum standards for
the construction, equipment and operation of ships, compatible with their safety.
Flag States are responsible for ensuring that ships under their flag comply with its
requirements, and a number of certificates are prescribed in the Convention as
proof that this has been done. Control provisions also allow Contracting
Governments to inspect ships of other Contracting States if there are clear grounds
for believing that the ship and its equipment do not substantially comply with the
requirements of the Convention – this procedure is known as port State control.
The current SOLAS Convention includes Articles setting out general obligations,
These are recommendations covering the technical detail of pilot transfer arrangements
which were adopted in November 2011 and replace IMO Resolution A.889(21).
3. ISO 799-1 Ships and marine technology – Pilot ladders – Part 1: Design and specification .
This document specifies requirements for pilot ladders of a ship, which are provided
to enable a maritime pilot to embark and disembark from a ship safely against a
vertical portion of the ship’s hull. It is applicable to merchant ships which embark
and disembark maritime pilots with the ship underway. (Source: Iso.org)
In IMO res 1045 article 1.2, explicit reference is made to ISO Standard 799-1 by means of a
footnote.
The purpose of the ISM Code is to provide an international standard for the safe
management and operation of ships and for pollution prevention.
The Assembly had already invited all Governments, by resolution A.443(XI), to take
the necessary steps to safeguard the shipmaster in the proper discharge of his
responsibilities with regard to maritime safety and the protection of the marine
environment.
Recognizing that no two shipping companies or shipowners are the same, and that
ships operate under a wide range of different conditions, the Code is based on
general principles and objectives, which include assessment of all identified risks
to one Company’s ships, personnel and the environment and establishment of
appropriate safeguards.
The Code is expressed in broad terms so that it can have a widespread application.
Clearly, different levels of management, whether shore-based or at sea, will
require varying levels of knowledge and awareness of the items outlined.
1.2.3 The safety-management system should ensure: .1 compliance with mandatory rules and
regulations; and .2 that applicable codes, guidelines and standards recommended by the
Organization, Administrations, classification societies and maritime industry organizations are
taken into account.
Having ensured that the ship’s design, the equipment design, as well as the pilot ladders are
suitable for the intended purpose, and having a Safety Management System in place as per
ISM, the question is why so many incidents still happen with pilot ladders, pilot transfers and
non compliant ladders.
Not every ladder that is rigged overboard is a pilot ladder. In ISO 799-1, the main
manufacturing and material requirements for a pilot ladder can be found. A ladder conforming
to this standard, shall be designated by the code: ”Pilot Ladder ISO 799-1” – S ( number of
steps) – L (length in meters) “. This should be marked on the bottom spreader and the top
step. So when it sais ”Embarkation Ladder” it is NOT a pilot ladder.
For the various pages of this website, the applicable SOLAS requirements are marked in pink.
The applicable International safety management (ISM)-Code regulations are marked in green.
1. Application
1.2. Equipment and arrangements for pilot transfer which are installedon or after 1 July 2012
shall comply with the requirements of this regulation, and due regard shall be paid to the
standards adopted by the Organization.
1.3. Except as provided otherwise, equipment and arrangements for pilot transfer which are
provided on ships before 1 July 2012 shall at least comply with the requirements of regulation
17 or 23, as applicable, of the International Convention for the Safety of Life at Sea, 1974, in
force prior to that date, and due regard shall be paid to the standards adopted by the
Organization prior to that date.
1.4. Equipment and arrangements installed on or after 1 July 2012, which are a replacement
of equipment and arrangements provided on ships before 1 July 2012, shall, in so far as is
reasonable and practicable, comply with the requirements of this regulation.
1.5. With respect to ships constructed before 1 January 1994, paragraph 5 shall apply not later
than the first surveyon or after 1 July 2012.
2. General
2.1. All arrangements used for pilot transfer shall efficiently fulfil their purpose of enabling
pilots to embark and disembark safely. The appliances shall be kept clean, properly
maintained and stowed and shall be regularly inspected to ensure that they are safe to use.
They shall be used solely for the embarkation and disembarkation of personnel.
3. Transfer arrangements
3.1. Arrangements shall be provided to enable the pilot to embark and disembark safely on
either side of the ship.
3.2. In all ships, where the distance from sea level to the point of access to, or egress from,
the ship exceeds 9 m, and when it is intended to embark and disembark pilots by means of
the accommodation ladder, or other equally safe and convenient means in conjunction with
a pilot ladder, the ship shall carry such equipment on each side, unless the equipment is
capable of being transferred for use on either side.
1 GENERAL
Ship designers are encouraged to consider all aspects of pilot transfer arrangements at an
early stage in design. Equipment designers and manufacturers are similarly encouraged,
particularly with respect to the provisions of paragraphs 2.1.2, 3.1 and 3.3.
A pilot ladder should be certified by the manufacturer as complying with this section or with
the requirements of an international standard acceptable to the Organization.1
2.1.1 The securing strong points, shackles and securing ropes should be at least as strong as
the side ropes specified in section 2.2 below.
With all the regulations in place there are no guidelines on how to secure a pilot ladder to the
ship. Since many times the pilot ladder cannot be secured at full length, due to the varying
freeboard at specific loading conditions, it has to be secured at intermediate length. That can
only be done in a safe way when the following conditions are met:
1. The weight of the ladder cannot be transferred to the steps, the spreaders or
the chocks, since they are not intended to be used for this purpose.
2. The securing arrangement must be such that no damage is done to the
structural integrity of the pilot ladder.
The Pilot Ladder should be secured to the ship’s deck, on designated strong points, by means
of the ladder’s side ropes.
The weight of the ladder must be transferred from ladder’s side ropes to the strong point on
deck to the directly. Never use the ladder’s steps, spreaders or chocks to carry the weight of
the ladder since they are not designed for this and are not strong enough. For this reason,
shackles, bars and tongues should never be used to secure the ladder to the deck. They will
damage the ladder and put weight on the parts which are not designed to carry the weight.
The easiest way to secure the ladder is the use of two strong (at least 2 x 24 kN) manila ropes
directly attached to each side rope of the pilot ladder, by means of a rolling hitch knot. This
will transfer the weight of the ladder arrangement directly onto the designated strong point
and will not damage the ladder in any way.
The ladder should be rigged over the deck edge, in an opening in the ship’s railing or over a
bulwark. In the latter case a bulwark ladder must be used for safe access. Ideally, the deck
edge should be rounded to prevent the cutting or damaging of the pilot ladder’s side ropes.
In the next picture, the design and the rigging of the pilot ladder has been done by the book.
This ensures 1) a correct weight transfer from the ladder onto the deck, and 2) there is no
excessive wear caused by sharp edges or incorrect load on the ladder’s parts. In this case the
strongpoints have been certified to 4 tons SWL. A top job!
Always use a designated strong point to secure the ladder. Never use railings or pipelines since
they have no certified strength.
From a design point of view there is a lot that can be improved to make the securing of the
ladder an easy job
In some cases the design of the Pilot Access Area is so poor that it seems hand railings with
sharp edges are the only option to secure the ladder. This will cause damage and wear to the
ropes of the ladder.
The following poster is a very clear instruction posted at the pilot boarding area onboard some
Maersk vessels. It is an excellent example of good practice and leaves no doubt what a
properly secured pilot ladder should look like:
In the next picture it is clear that the design of the pilot ladder access point sometimes does
not allow for the required length of rope to secure the ladder, like in the previous case. There
are two eyes, which are only inches away from the rounded edge and therefore useless. In
this case, two designated eyes (strong points) should have been welded onto the main deck ,
preferably at a good distance from the ship’s side, well marked and load tested to at least 48
kN each, which is the total MBL ( Minimum Breaking Load ) of the side ropes.
The following pictures show four methods of intermediate securing of pilot ladders which
are not recommended by pilots for various reasons. (see the description under each picture)
Deck Tongue: all weight rests on the steps Steel Bar: damaging to the chocks and steps of the ladder
1. There are clear guidelines in SOLAS and IMO 1045(27) on how to secure a pilot ladder
at intermediate length
A. True
B. Not true
2. The steps and spreaders are as strong as the sideropes and can be used to carry the
weight of the ladder
A. True
B. Not True
3. The deck edge should be ...
A. ... sharp to ensure the ladder rests firmly against the ship side
B. ... rounded to prevent damage to the ladder's side ropes
C. ... fitted with a deck tongue for the steps to rest on
4. Identify the methods of intermediate securing which are NOT recommended by
pilots (multiple answers possible)
A. Deck Tongue
B. Steel Bar
C. Rolling Hitch Knot
D. D-shackles
E. Spreaders
The retrieval line is sometimes referred to by pilot as “the trip line”. On a rolling ship it can
easily get in the way of the pilot boat fendering or crew, or the pilot climbing the ladder. And
there is only one way it should be attached: At or above the bottom spreader, leading
forward. This also implies that when a combination ladder is used, the retrieval line of the
pilot ladder should be rigged underneath the accommodation ladder.
The spreader in action: preventing the Retrieval line: At or above the spreader, leading forward
twisting of the ladder during its use (Source:
facebook group #dangerousladders)
When markings are used, they should not be painted on the ladder’s steps, paint and varnish
make the ladder slippery and therefore dangerous.
Continuous Rope with no joints Side ropes terminate below the bottom step (Source:
( Source: PTR Holland) PTR Holland)
In the above picture, there is a In case the side ropes terminate below
continuous rope with no joints. In this the bottom step, the chock is also
arrangement, there still needs to be a needed. The sideropes need to be
chock below the bottom step, in order to clamped by two rope seizings or clamps
prevent the bottom stap from twisting. below the chock, and a whipping of at
least 25 mm below the lower seizing, to
prevent fraying. (source: ISO 799-1)
QUIZ 3: The Steps
(Correct answers: see last page of this document)
2.1.2 The steps of the pilot ladders should comply with the following requirements:
2.1.3 No pilot ladder should have more than two replacement steps which are secured in
position by a method different from that used in the original construction of the ladder, and
any steps so secured should be replaced as soon as reasonably practicable by steps secured in
position by the method used in the original construction of the pilot ladder. When any
replacement step is secured to the side ropes of the pilot ladder by means of grooves in the
sides of the step, such grooves should be in the longer sides of the step.
2.1.4 Pilot ladders with more than five steps should have spreader steps not less than 1.8 m
long provided at such intervals as will prevent the pilot ladder from twisting. The lowest
spreader step should be the fifth step from the bottom of the ladder and the interval between
any spreader step and the next should not exceed nine steps.
2.1.5 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.
2.1.6 A permanent marking should be provided at regular intervals (e.g. 1 m) throughout the
length of the ladder consistent with ladder design, use and maintenance in order to facilitate
the rigging of the ladder to the required height.
The ropes are the strongest part of the pilot ladder. Since the rope material is manila rope, it
is very vulnerable and sensitive to salt and water. Special care should therefore be taken when
stowing the pilot ladder during the sea voyage.
As per ISO 799 the following requirements apply to the side ropes:
The ropes are the strongest parts of the pilot ladder, rated at 24 kN each.
There are 2 double side ropes on each side of the ladder. That makes the total strength 2 x 48
kN. The ropes should be the only part of the ladder to carry the static and dynamic weight of
the ladder. These forces should never be transferred to the ship’s deck via wooden parts of
the ladder, or uncertified strong points on deck, such as railings and pipes. That’s why shackles
and tongues on deck should not be used to secure the pilot ladder. Use only designated strong
points!
The soft material of which the ropes are made requires soft edges in way of the pilot access
point over which the pilot ladder is hanging overboard. Once again, this both to enhance
safety as well as the ladder’s lifespan.
2.2 Ropes
2.2.1 The side ropes of the pilot ladder should consist of two uncovered ropes not less than 18
mm in diameter on each side and should be continuous, with no joints and have a breaking
strength of at least 24 Kilo Newtons per side rope. The two side ropes should each consist of
one continuous length of rope, the midpoint half-length being located on a thimble large
enough to accommodate at least two passes of side rope.2
2.2.2 Side ropes should be made of manila or other material of equivalent strength, durability,
elongation characteristics and grip which has been protected against actinic degradation and
is satisfactory to the Administration.
2.2.3 Each pair of side ropes should be secured together both above and below each step with
a mechanical clamping device properly designed for this purpose, or seizing method with step
fixtures (chocks or widgets), which holds each step level when the ladder is hanging freely. The
preferred method is seizing.1
The pilot ladder must extend at least 2 meters above the platform of the accommodation
ladder, so that the pilot can safely transfer from the pilot ladder to the platform of the
accommodation ladder, vice versa.
The Accommodation ladder and the pilot ladder must be secured to the ship side independent
of each other
Since this type of combination ladder is often used on empty tankers, the rolling of the vessel
can be considerable. For this reason, it is very important that the pilot ladder, as well as the
accommodation ladder are well secured to the ships side, independent of each other.Climbing
or descending a pilot ladder which is swinging away from the ship’s hull is very dangerous. The
securing of the pilot ladder to the ship’s hull should be placed 1,5 meters above the platform
of the accommodation ladder, one lashing on each side rope.
On the final step to the platform and onto the pilot ladder, the pilot has only one hand to hold himself if the inboard stanchion
is not in place. (Source: Sea and Coast Magazine, via Facebook)
On the IMO’s Wheelhouse poster, all important information is given on the correct rigging
and dimensions of a combination ladder.
One very special kind of combination ladder arrangement is the so-called trapdoor
arrangement.
Many pilots do not like to use this system, because it requires a lot of acrobatics to embark or
disembark the ship. In december 2019 a New York pilot died when boarding a ship with this
system, which attracted a lot of attention in the press.
This clearly makes many trapdoor arrangements, such as the one in the below picture non-
compliant.
To address the above problems, in 2020 there have been modifications to this system on
some ships, which solves the above problems, provided that the system is secured to the
ship’s hull on the level of the platform. The below picture shows how a compliant trapdoor
arrangement should look like.
The Safe Working Load (SWL) of the winch that holds the platform arrangement, must at
least be a SWL of sufficient strength to cope with the weight of the platform, accomodation
ladder, max number of persons on the arrangement plus 96kN. Also a mechanical locking
device must be in place and used.
For the purpose of these questions "freeboard" is " the distance from the surface of the
water to the point of access to the ship" (as per Solas V/23 reg 3.3.2)
SOLAS V – Reg 23
Transfer Arrangements
3.3: Safe and convenient access to, and egress from, the ship shall be provided by either:
.2. an accommodation ladder in conjunction with the pilot ladder (i.e. a combination
arrangement), or other equally safe and convenient means, whenever the distance from the
surface of the water to the point of access to the ship is more than 9 m. The accommodation
ladder shall be sited leading aft. When in use, means shall be provided to secure the lower
platform of the accommodation ladder to the ship’s side, so as to ensure that the lower end
of the accommodation ladder and the lower platform are held firmly against the ship’s side
within the parallel body length of the ship and, as far as is practicable, within the mid-ship
half length and clear of all discharges.
.1. when a combination arrangement is used for pilot access, means shall be provided to
secure the pilot ladder and manropes to the ship’s side at a point of nominally 1.5 m above
the bottom platform of the accommodation ladder. In the case of a combination
arrangement using an accommodation ladder with a trapdoor in the bottom platform (i.e.
embarkation platform), the pilot ladder and man ropes shall be rigged through the trapdoor
extending above the platform to the height of the handrail.
3.1 Arrangements which may be more suitable for special types of ships may be accepted,
provided that they are equally safe.
3.2 The length of the accommodation ladder should be sufficient to ensure that its angle of
slope does not exceed 45°. In ships with large draft ranges, several pilot ladder hanging
positions may be provided, resulting in lesser angles of slope. The accommodation ladder
should be at least 600 mm in width.
3.3 The lower platform of the accommodation ladder should be in a horizontal position and
secured to the ship’s side when in use. The lower platform should be a minimum of 5 m
above sea level.
3.5 The ladder and platform should be equipped on both sides with stanchions and rigid
handrails, but if handropes are used they should be tight and properly secured. The vertical
space between the handrail or handrope and the stringers of the ladder should be securely
fenced.
3.6 The pilot ladder should be rigged immediately adjacent to the lower platform of the
accommodation ladder and the upper end should extend at least 2 m above the lower
platform. The horizontal distance between the pilot ladder and the lower platform should be
between 0.1 and 0.2 m.
3.7 If a trapdoor is fitted in the lower platform to allow access from and to the pilot ladder,
the aperture should not be less than 750 mm x 750 mm. The trapdoor should open upwards
and be secured either flat on the embarkation platform or against the rails at the aft end or
outboard side of the platform and should not form part of the handholds. In this case the
after part of the lower platform should also be fenced as specified in paragraph 3.5 above,
and 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.
SOLAS II-1/3-9:
The safe approach of the pilot boat depends on many factors. The main ones are dependent
on the vessels characteristics and layout, loading condition and the place for embarkation.
The minimum length of 1,5 meters is very important for safe embarkation and
disembarkation. It allows the pilot to step on to the pilot ladder, while at the same time
holding on to a side rope. It is very difficult to hang on, while standing on a ladder, when your
hands are at waist level, as can be seen in the below picture.
Dependent of the ship’s freeboard and draft, it is possible that there is not a standard solution
for placing the ladder. For instance, when the pilot boat requires a height of 2 meters above
the waterline, and a minimum pilot ladder length of 1,5 m is required, a minimum freeboard
of 3,5 m is required. On some coasters that may not be possible from the main deck.
By design, there should be no fendering near the pilot ladder. On ships where fendering gets
in the way of the pilot ladder, pilot tender or fast launch craft, dangerous situations can occur.
On one occasion a fast launch was overturned by a fender tipping over the launch. Four people
ended up in the water as a result.
On some ships, in particular ferries and roro-vessels, the gate to the pilot ladder is located so
far aft, that the tender or launch can end up under the stern of the ship, close to the ship’s
3.3. Safe and convenient access to, and egress from, the ship shall be provided by either:
.1. a pilot ladder requiring a climb of not less than 1.5 m and not more than 9 m above the
surface of the water so positioned and secured that:
.2. it is within the parallel body length of the ship and, as far as is practicable, within the mid-
ship half length of the ship;
.3. each step rests firmly against the ship’s side; where constructional features, such as
rubbing bands, would prevent the implementation of this provision, special arrangements
shall, to the satisfaction of the Administration, be made to ensure that persons are able to
embark and disembark safely;
8. Lighting
Adequate lighting shall be provided to illuminate the transfer arrangements overside and the
position on deck where a person embarks or disembarks.
Where rubbing bands or other constructional features might prevent the safe approach of a
pilot boat, these should be cut back to provide at least 6 metres of unobstructed ship’s side.
Specialized offshore ships less than 90 m or other similar ships less than 90 m for which a 6 m
gap in the rubbing bands would not be practicable, as determined by the Administration, do
not have to comply with this requirement. In this case, other appropriate measures should be
taken to ensure that persons are able to embark and disembark safely.
With the present minimum manning levels on ships, there is little time to perform crucial tasks
such as rigging the pilot ladder properly. It is the usual last job after departure, or the first job
before arrival of the ship into port. However, the critical nature of the operation for which a
pilot ladder is used does not allow for any shortcuts.
Wearing a lifejacket is advisable, since the embarkation point is usually located near an
opening in the ship’s railing
The lifebuoy with self-igniting light is mandatory at the location of the pilot embarkation point,
and for a good reason. Whenever a pilot goes into the water by accident, this buoy will mark
the spot where he fell in. That is where all rescue operations will be aimed at. Ensure it is
working and ready for use.
1. The pilot ladder can be rigged overboard using the following methods: (Multiple
answers possible)
A. Over the ship's railing
B. Over the side
C. Over a bulwark
2. The following items should be present all the time at the pilot access point:
(Multiple answers possible)
A. Manropes (if requested by the pilot)
B. Lifebuoy
C. Lifebuoy light
D. Lifebuoy smoke indicator
E. Epirb
F. Heaving Line
G. Visitor's logbook
3. The bulwark ladder (when used) must be secured as follows:
A. It should be loose all the time
B. Secured to the bulwark
C. Secured to deck
4. The pilot should be directed to the bridge as follows:
A. Supervised by a responsible officer with means of communication to the bridge
B. By means of clear signs on deck
C. By any crew member on deck
2. General
2.2: “The rigging of the pilot transfer arrangements and the embarkation of a pilot shall be
supervised by a responsible officer having means of communication with the navigation bridge
and who shall also arrange for the escort of the pilot by a safe route to and from the navigation
bridge.“
7. Associated Equipment
7.1. The following associated equipment shall be kept at hand ready for immediate use when
persons are being transferred:
1: two man-ropes of not less than 28 mm and not more than 32 mm in diameter properly
secured to the ship if required by the pilot; man-ropes shall be fixed at the rope end to the
ring plate fixed on deck and shall be ready for use when the pilot disembarks, or upon request
from a pilot approaching to board (the manropes shall reach the height of the stanchions or
bulwarks at the point of access to the deck before terminating at the ring plate on deck);
3: a heaving line.”
8. Lightning
Adequate lighting shall be provided to illuminate the transfer arrangements overside and the
position on deck where a person embarks or disembarks.”
The difference between handholds and stanchions, and which of the two should be used, can
easily be determined as follows:
1: Handholds should be provided when a gateway is used. The description of the dimensions
of these handholds is very specific and therefore easy to follow:
2: Handhold Stanchions should be used whenever a bulwark is used for access. The
requirements (1 – 4 as mentioned above) for these stanchions are the same as the ones
used for handholds:
The absence of handholds can lead to serious accidents as was the case when a Kiel canal
helmsman dropped back onto the pilot boat in January 2019. Unfortunately, in many cases,
when it comes to the proper use of handholds or stanchions, ships are non-compliant by
design.
1. The difference between handholds and stanchions is: (Multiple answers possible)
A. Handholds are used whenever a bulwark is used
B. Handholds are used whenever a gate access is used
C. Stanchions are used whenever a bulwark is used
D. Stanchions are used whenever a gate access is used
E. There is no difference between handholds and stanchions
2. In how many places must handholds be secured?
A. One (on deck)
B. Two (at the base and at a higher point)
C. Three or more if possible
3. The length of both handholds and stanchions must be at least ...
A. 32 mm
B. 1000 mm
C. 1200 mm
D. 1800 mm
4. The diameter of the handholds and stanchions must be at least ...
A. 10 mm
B. 32 mm
Means shall be provided to ensure safe, convenient and unobstructed passage for any person
embarking on, or disembarking from, the ship between the head of the pilot ladder, or of any
accommodation ladder or other appliance, and the ship’s deck. Where such passage is by
means of:
.2. a bulwark ladder, two handhold stanchions rigidly secured to the ship’s structure at or near
their bases and at higher points shall be fitted. The bulwark ladder shall be securely attached
to the ship to prevent overturning.
5 Access to deck
Means should be provided to ensure safe, convenient and unobstructed passage for any person
embarking on, or disembarking from, the ship between the head of the pilot ladder, or of any
accommodation ladder, and the ship’s deck; such access should be gained directly by a
platform securely guarded by handrails. Where such passage is by means of:
The securing of the pilot ladder is no different when using a pilot ladder winch reel: 7.2.3.3
and 7.4 clearly indicate that when a Pilot Ladder Winch reel is used, the ladder still needs to
be secured to strong points on deck. That should be done so that the weight of the ladder is
transferred from the side ropes to the designated strong points on deck. See page “Securing
the pilot ladder”. In addition to that, 7.5.6. also stipulates that a mechanical locking device is
used to secure the reel itself.
7.1.1 When a pilot ladder winch reel is provided it should be situated at a position which will
ensure persons embarking on, or disembarking from, the ship between the pilot ladder and the
point of access to the ship, have safe, convenient and unobstructed access to or egress from
the ship.
7.1.2 The point of access to or egress from the ship may be by a ship’s side opening, an
accommodation ladder when a combination arrangement is provided, or a single section of
pilot ladder.
7.1.3 The access position and adjacent area should be clear of obstructions, including the pilot
ladder winch reel, for distances as follows:
2. a distance of 915 mm in depth, measured from the ship’s side plating inwards;
and
7.2.1 Pilot ladder winch reels are generally fitted on the ship’s upper (main) deck or at a ship’s
side opening which may include side doors, gangway locations or bunkering points. Winch
reels fitted on the upper deck may result in very long pilot ladders.
7.2.2 Pilot ladder winch reels which are fitted on a ship’s upper deck for the purpose of
providing a pilot ladder which services a ship side opening below the upper deck or,
alternatively, an accommodation ladder when a combination arrangement is provided should:
1. be situated at a location on the upper deck from which the pilot ladder is able
to be suspended vertically, in a straight line, to a point adjacent to the ship side
opening access point or the lower platform of the accommodation ladder;
3. be situated so that safe and convenient access is provided between the pilot
ladder and the ship’s side opening by means of a platform which should extend
outboard from the ship’s side for a minimum distance of 750 mm, with a
longitudinal length of a minimum of 750 mm. The platform should be securely
guarded by handrails;
4. safely secure the pilot ladder and manropes to the ship’s side at a point on the
ships side at a distance of 1,500 mm above the platform access point to the ship
side opening or the lower platform of the accommodation ladder; and
7.2.3 Pilot ladder winch reels fitted inside a ship’s side opening should:
Handrails and handgrips should be provided in accordance with section 5 to assist the pilot to
safely transfer between the pilot ladder and the ship, except as noted in paragraph 7.2.2.3 for
arrangements with platforms extending outboard. The horizontal distance between the
handrails and/or the handgrips should be not less than 0.7 m or more than 0.8 m apart.
Where the pilot ladder is stowed on a pilot ladder winch reel which is located either within the
ship’s side opening or on the upper deck:
1. the pilot ladder winch reel should not be relied upon to support the pilot ladder
when the pilot ladder is in use;
2. the pilot ladder should be secured to a strong point, independent of the pilot
ladder winch reel; and
3. the pilot ladder should be secured at deck level inside the ship side opening or,
when located on the ship’s upper deck, at a distance of not less than 915 mm
measured horizontally from the ship’s side inwards.
7.5.1 All pilot ladder winch reels should have means of preventing the winch reel from being
accidentally operated as a result of mechanical failure or human error.
7.5.2 Pilot ladder winch reels may be manually operated or, alternatively, powered by either
electrical, hydraulic or pneumatic means.
7.5.4 Electrical, hydraulic or pneumatically driven pilot ladder winch reels should be fitted with
safety devices which are capable of cutting off the power supply to the winch reel and thus
locking the winch reel in position.
7.5.5 Powered winch reels should have clearly marked control levers or handles which may be
locked in a neutral position.
7.5.6 A mechanical device or locking pin should also be utilized to lock powered winch reels.
It is clear from the various regulations there is no set inspection interval for pilot ladders. With
regards to maintenance and inspection, SOLAS, ISM, ISO and ISM regulations and guidelines
apply:
• As per Solas Ch.1 regulation 8, pilot ladders are part of the safety equipment
onboard of cargo ships over 500 GT, they are therefore mentioned in the Cargo
Ship Safety Equipment Certificate.
• As a result of this, pilot ladders must have a valid certificate, which must be
onboard at all times.
• Pilot ladders must be inspected before every use, as well as on a regular basis
as per the ships maintenance system, under the governing ISM code
certification. (see below)
• Records of maintenance, repair and inspections of pilot ladders are subject to
annual flag state inspection SOLAS inspections.
• Pilotladders over 30 months old must have a certificate of strength testing as
per ISO 799-1:2019(E) ” 10.4 Each ladder shall be subjected to the ladder and
step attachment strength test in Table 2 at not more than 30-month intervals.
Each ladder which fails the test shall be rebuilt according to 10.3, or scrapped.
The ladder shall be marked with the date of the test and the identification of
the person or company performing the test. This marking shall be placed on the
same steps as marking required by 8.1 of this document.”
2.1. All arrangements used for pilot transfer shall efficiently fulfil their purpose of enabling
pilots to embark and disembark safely. The appliances shall be kept clean, properly
maintained and stowed and shall be regularly inspected to ensure that they are safe to use.
They shall be used solely for the embarkation and disembarkation of personnel.
As per ISM code, the International Safety Management Code (Resolution A.741(18)) :
10.1 The Company should establish procedures to ensure that the ship is maintained in
conformity with the provisions of the relevant rules and regulations and with any additional
requirements which may be established by the Company.
10.3 The Company should establish procedures in SMS to identify equipment and technical
systems the sudden operational failure of which may result in hazardous situations. The SMS
10.4 The inspections mentioned in 10.2 as well as the measures referred to 10.3 should be
integrated in the ship’s operational maintenance routine. Permanente link
11 Documentation*
11.1 The Company should establish and maintain procedures to control all documents and
data which are relevant to the SMS.
11.3 The documents used to describe and implement the SMS may be referred to as the
“Safety Management Manual”. Documentation should be kept in a form that the Company
considers most effective. Each ship should carry on board all documentation relevant to that
ship.
_____________
* Refer to the Revised list of certificates and documents required to be carried on board
ships (FAL.2/Circ.127, MEPC.1/Circ.817 and MSC.1/Circ.1462).
SOLAS 2.4. All pilot ladders used for pilot transfer shall be clearly identified with tags or other
permanent marking so as to enable identification of each appliance for the purposes of survey,
inspection and record keeping. A record shall be kept on the ship as to the date the identified
ladder is placed into service and any repairs effected.
For this example, we use the guidelines ISO 799-1:2019 to explain the various Markings and
notations. Every pilot ladder should have a serial number marked as per ISO-799 section 8 as
follows: The bottom of the top step and bottom of the lowest spreader step of the ladder shall
be marked with:
This is for instance a PTR Goliath ladder marked with all of the above items, except for the
fact that ISO 799:2004 is still mentioned. This standard has now been replaced by ISO-799-
1:2019
The name tag plate on this ladder displays a few important items that can be cross referenced
with the certificate: Type, Model, Length, Production date, as well as the serial number
(Prod.No) and the approval standard.
There are 3 logo’s on the top of this plate, which are important in this respect:
• The DNV-GL logo, the classification society that type approves this ladder, as
well as the Manufacturing Company.
• The PTR Holland logo, which is the logo of the Manufacturing Company
• The Steering wheel, marked with MED, as well as the number 0575. The
symbol and “MED” stands for Marine Equipment Directive 4.49, the EU
standard for pilot ladders for all EU flagged vessels. The number indicates the
EU designated number of the “Notified Body” which is DNV GL in this case.
The certificate that goes along with this ladder shows the following items:
** In this case the ladder is over 30 months old, and therefore a certificate of load testing
should be present as well.
Apart from this certificate, there should be a record of repairs, and a record of maintenance
of the pilot ladders onboard.
The above ladder was presented in The rope work of the pilot ladder looks
December 2020, when the pilot boarded very old and worn out.
a vessel: Securing incorrect, Steps not
straight, Inner stanchion is missing,
coating or tape on the spreaders…
3. Winch Reel
“1000 Ways to Secure a Pilot Ladder” , “1000 Ladders Around “, “1000 Combinations Around
” by Arie Palmers (2020)
Record of changes
Date Item
2020 July Page 6: Typo error in the strength of the ropes ( 24 kN)
Page 4: Regulations regarding Pilot Ladder Safety.
Foreword added
2020 August P11: “Rigging of Pilot Ladder Poster” added
P14: Retrieval Line Diagram added
P23: SWL of a trapdoor arrangement winch
P26: Picture AQUILA added
P26: Picture and text of a short ladder added
2020 December Various chapters rewritten
Chapter “Maintenance and Inspection” Added
Chapter “Who’s onboard” added
2021 March Chapter “Handholds and Stanchions” has been added
Chapter “Marking, Certification “ has been added
Chapter Reference has been added
2021 April Checklist (P.46) has been updated
Inner stanchion use added to “Combination Ladders”
2021 July Added a Quiz to each section of the website
Added bad practice examples to “Securing the pilot ladder”
The website is open to any contributors who wish to give feedback or publish articles aimed
at improving Pilot Ladder safety.