Pilotage

Pilotage shall be compulsory for all ships navigating within the Sullom Voe Harbour area except exempt vessels.
Pilot Boarding Areas: Ships arriving from sea which are compelled to take a pilot, or otherwise require a pilot, shall take the pilot onboard in the following areas:

1.Vessels approaching the N entrance of harbour should rendezvous with the pilot in position 60°38.3'N 001°14.8'W with Point of Fethaland Lighthouse bearing 260° x 1.8nm.
2.Vessels approaching the SE entrance should rendezvous with the pilot in position. 60°28.5'N 000°56.5'W with Firths Voe Lighthouse bearing 260° x 7nm.
3.Vessels may take a pilot onboard in other areas only if expressly directed to do so by an authorised pilot or by the Harbour Master.
1.All vessels of not more than 300GT which do not have onboard dangerous substances to which the provisions of the "Dangerous Substances in Harbour Areas Regulations" 1987 apply.
2.All fishing vessels.
3.All tugs operating as such exclusively within harbour area.
4.All vessels in transit through the harbour area which do not pass S of a line joining the most northerly point of Gluss Isle and the most northerly point of Calback Ness.
5.All vessels belonging to Her Majesty.
LOA
(m)
Service Speed
(kts)
Sullom Spray19.820
Sullom Spindrift19.820
Sullom Shoormal19.820
1.Rigging of pilot ladders and the embarkation and disembarkation of pilots thereby shall be supervised by a responsible deck officer of the ship.
2.Every pilot ladder shall be secured in a position clear of any possible discharges from the ship and so that each step rests firmly against the ship's side.
3.Every pilot ladder shall be secured in a position where pilot can gain safe and convenient access to ship after climbing not less than 1.5m and not more than 9.0m.
4.Whenever the distance from the water to the point of access to the ship exceeds 9m, access to the ship must be by means of a combination of a pilot ladder and an accommodation ladder, or any equally safe and convenient means.
5.Owners, Charterers and Masters of vessels should be aware that 'Merchant Shipping Notice MSN 1716' specifies very clearly the conditions under which accommodation ladders are permitted to be used in combination with the pilot ladder, i.e. when the freeboard of the vessel exceeds 9.0m. The attention to those involved, is drawn particularly to "the lower end of the accommodation ladder rests firmly against the side of the vessel within the parallel body length of the vessel and within the mid-ship half section and leading aft and clear of all discharges". Masters are advised that these regulations will be strictly enforced by the Harbour Authority. Any vessels unable to comply with the above section in any particular way shall contact their agent in good time before arrival in order to arrange alternative means for embarking the pilot. Any delays and/or additional costs incurred by vessels unable to comply with the above regulations will be strictly to the vessel's own account.
6.Adequate lighting shall be provided at night so that the pilot ladder overside, and also the position where the pilot boards the vessel, shall be properly illuminated.
7.Actual sea conditions for small crafts are not always appreciated when viewed from the bridge of a large vessel. Boarding and landing of pilots is a potentially hazardous operation, which requires whole-hearted co-operation between those in control of both the tanker and pilot boat. Hard and fast rules cannot be laid down to fit every set of circumstances but the following points of guidance should be noted:
1.All vessels being serviced should be at the pilot station at the agreed time and not significantly early or late.
2.All vessels being serviced should be ready to respond to all reasonable requests from the pilot boat to ensure a safe transfer. Agreement as to how and where the transfer is to take place should be reached in ample time and the manoeuvre executed where sufficient sea room exists.
3.Al vessels being serviced should inform the pilot boat of their intention to change their heading and when that change of heading has been completed.
8.Vessels over 150,000GT are instructed to confirm, or otherwise, that the gangway can be secured to the vessel's side by means of a cleat of sucker pad to prevent excessive movement of the lower end of the gangway in adverse swell conditions. If this cannot be done then boarding of the pilot may be carried out by helicopter.
1.A helicopter winching service may be available depending on the availability of a suitable aircraft.
2.Such aircraft may use a landing area if ship is equipped.
3.The permission of the Master and/or Agents will be obtained prior to any transfer taking place using the helicopter.
4.All transfers by helicopter will be carried out strictly in accordance with UK CAA regulations and the procedures set out in "Guide to Helicopter/Ship Operations".
5.Any helicopter service is available only to crude carriers and combination carriers provided with suitable helicopter operating areas. It is not available to LPG carriers.
6.Any helicopter service is available during daylight hours only.
7.Any helicopter provided to vessels will be charged at approx £3,500 per hour. Prior approval will be sought from the Master or Owner before any such helicopter transfer take place.
8.Helicopter operations are co-ordinated by Sullom Voe VTS Control. Vessels serviced in this manner should follow instructions issued by Sullom Voe VTS Control to facilitate such transfers.
9.Helicopters used are operated only by well established companies and operate to the highest standards and are approved by the Harbour Authority to carry out transfers of personnel.
10.Only experienced aircrew are used and marine pilots of the Authority are all experienced in this mode of transfer and are suitably trained.
11.Vessels which require helicopter services for reasons of defective pilot boarding equipment must give early and specific advice of this requirement if delays are to be avoided.
12.Winching operations are carried out by ad hoc hire of a suitable aircraft. Delays may be experienced.
1.All loose objects within and adjacent to the operating area must be secured or removed.
2.All aerials and standing or running rigging above or in the vicinity of the operational area should be lowered or secured.
3.Fire pumps should be running to maintain sufficient water pressure on deck.
4.Fire hoses should be ready (hoses should be near to but clear of and, if possible, upwind of the operating area pointing away from the helicopter).
5.Foam equipment operators (at least 2 wearing firemen's outfits) should be standing by with foam nozzles pointing away form the helicopter.
6.A rescue party should be detailed with at least 2 members wearing firemen's outfits.
7.The man overboard rescue boat should be ready for immediate lowering. This will not be necessary when transfer is to be carried out at pilot station when the Authority's pilot boat will be in the vicinity.
8.The following items of equipment should be to hand:
a.Portable fire extinguishers.
b.Large axe.
c.Crowbar.
d.Wire cutters.
e.Red emergency signal/torch.
f.Marshalling batons (at night).
g.First aid equipment.
9.The correct lighting and signals (including special navigation lights) should be switched on prior to night operations.
10.The deck party should be ready and all passengers clear of the operating area.
11.Hook handlers should be equipped with electricians' strong rubber gloves and rubber soled shoes to avoid electric shocks from static discharge.
12.All the deck crew should be wearing bright coloured life vests and protective helmets securely fastened with a chin strap.
13.The officer of the watch on the bridge should be consulted about the ship's readiness.
Landing On: (These checks are additional to those above):
1.The deck party should be made aware that a landing is to be made.
2.The operating area should be free of heavy spray or seas on deck.
3.Awnings, stanchions and derricks and, if necessary, side rails should be lowered or removed.

Note: Vessel's boarding pilots by helicopter will usually carry out such operations close N of the normal boarding position for the N entrance as given in (a) above. This may be varied due to weather or other cause and vessels should proceed in accordance with advice from Sullom Voe VTS Control when helicopters are used.
Exemption from Compulsory Pilotage: The following ships shall be exempt from compulsory pilotage within the harbour area, unless as may otherwise be directed by the Harbour Master:

1.Vessels approaching the N entrance of harbour should rendezvous with the pilot in position 60°38.3'N 001°14.8'W with Point of Fethaland Lighthouse bearing 260° x 1.8nm.
2.Vessels approaching the SE entrance should rendezvous with the pilot in position. 60°28.5'N 000°56.5'W with Firths Voe Lighthouse bearing 260° x 7nm.
3.Vessels may take a pilot onboard in other areas only if expressly directed to do so by an authorised pilot or by the Harbour Master.
1.All vessels of not more than 300GT which do not have onboard dangerous substances to which the provisions of the "Dangerous Substances in Harbour Areas Regulations" 1987 apply.
2.All fishing vessels.
3.All tugs operating as such exclusively within harbour area.
4.All vessels in transit through the harbour area which do not pass S of a line joining the most northerly point of Gluss Isle and the most northerly point of Calback Ness.
5.All vessels belonging to Her Majesty.
LOA
(m)
Service Speed
(kts)
Sullom Spray19.820
Sullom Spindrift19.820
Sullom Shoormal19.820
1.Rigging of pilot ladders and the embarkation and disembarkation of pilots thereby shall be supervised by a responsible deck officer of the ship.
2.Every pilot ladder shall be secured in a position clear of any possible discharges from the ship and so that each step rests firmly against the ship's side.
3.Every pilot ladder shall be secured in a position where pilot can gain safe and convenient access to ship after climbing not less than 1.5m and not more than 9.0m.
4.Whenever the distance from the water to the point of access to the ship exceeds 9m, access to the ship must be by means of a combination of a pilot ladder and an accommodation ladder, or any equally safe and convenient means.
5.Owners, Charterers and Masters of vessels should be aware that 'Merchant Shipping Notice MSN 1716' specifies very clearly the conditions under which accommodation ladders are permitted to be used in combination with the pilot ladder, i.e. when the freeboard of the vessel exceeds 9.0m. The attention to those involved, is drawn particularly to "the lower end of the accommodation ladder rests firmly against the side of the vessel within the parallel body length of the vessel and within the mid-ship half section and leading aft and clear of all discharges". Masters are advised that these regulations will be strictly enforced by the Harbour Authority. Any vessels unable to comply with the above section in any particular way shall contact their agent in good time before arrival in order to arrange alternative means for embarking the pilot. Any delays and/or additional costs incurred by vessels unable to comply with the above regulations will be strictly to the vessel's own account.
6.Adequate lighting shall be provided at night so that the pilot ladder overside, and also the position where the pilot boards the vessel, shall be properly illuminated.
7.Actual sea conditions for small crafts are not always appreciated when viewed from the bridge of a large vessel. Boarding and landing of pilots is a potentially hazardous operation, which requires whole-hearted co-operation between those in control of both the tanker and pilot boat. Hard and fast rules cannot be laid down to fit every set of circumstances but the following points of guidance should be noted:
1.All vessels being serviced should be at the pilot station at the agreed time and not significantly early or late.
2.All vessels being serviced should be ready to respond to all reasonable requests from the pilot boat to ensure a safe transfer. Agreement as to how and where the transfer is to take place should be reached in ample time and the manoeuvre executed where sufficient sea room exists.
3.Al vessels being serviced should inform the pilot boat of their intention to change their heading and when that change of heading has been completed.
8.Vessels over 150,000GT are instructed to confirm, or otherwise, that the gangway can be secured to the vessel's side by means of a cleat of sucker pad to prevent excessive movement of the lower end of the gangway in adverse swell conditions. If this cannot be done then boarding of the pilot may be carried out by helicopter.
1.A helicopter winching service may be available depending on the availability of a suitable aircraft.
2.Such aircraft may use a landing area if ship is equipped.
3.The permission of the Master and/or Agents will be obtained prior to any transfer taking place using the helicopter.
4.All transfers by helicopter will be carried out strictly in accordance with UK CAA regulations and the procedures set out in "Guide to Helicopter/Ship Operations".
5.Any helicopter service is available only to crude carriers and combination carriers provided with suitable helicopter operating areas. It is not available to LPG carriers.
6.Any helicopter service is available during daylight hours only.
7.Any helicopter provided to vessels will be charged at approx £3,500 per hour. Prior approval will be sought from the Master or Owner before any such helicopter transfer take place.
8.Helicopter operations are co-ordinated by Sullom Voe VTS Control. Vessels serviced in this manner should follow instructions issued by Sullom Voe VTS Control to facilitate such transfers.
9.Helicopters used are operated only by well established companies and operate to the highest standards and are approved by the Harbour Authority to carry out transfers of personnel.
10.Only experienced aircrew are used and marine pilots of the Authority are all experienced in this mode of transfer and are suitably trained.
11.Vessels which require helicopter services for reasons of defective pilot boarding equipment must give early and specific advice of this requirement if delays are to be avoided.
12.Winching operations are carried out by ad hoc hire of a suitable aircraft. Delays may be experienced.
1.All loose objects within and adjacent to the operating area must be secured or removed.
2.All aerials and standing or running rigging above or in the vicinity of the operational area should be lowered or secured.
3.Fire pumps should be running to maintain sufficient water pressure on deck.
4.Fire hoses should be ready (hoses should be near to but clear of and, if possible, upwind of the operating area pointing away from the helicopter).
5.Foam equipment operators (at least 2 wearing firemen's outfits) should be standing by with foam nozzles pointing away form the helicopter.
6.A rescue party should be detailed with at least 2 members wearing firemen's outfits.
7.The man overboard rescue boat should be ready for immediate lowering. This will not be necessary when transfer is to be carried out at pilot station when the Authority's pilot boat will be in the vicinity.
8.The following items of equipment should be to hand:
a.Portable fire extinguishers.
b.Large axe.
c.Crowbar.
d.Wire cutters.
e.Red emergency signal/torch.
f.Marshalling batons (at night).
g.First aid equipment.
9.The correct lighting and signals (including special navigation lights) should be switched on prior to night operations.
10.The deck party should be ready and all passengers clear of the operating area.
11.Hook handlers should be equipped with electricians' strong rubber gloves and rubber soled shoes to avoid electric shocks from static discharge.
12.All the deck crew should be wearing bright coloured life vests and protective helmets securely fastened with a chin strap.
13.The officer of the watch on the bridge should be consulted about the ship's readiness.
Landing On: (These checks are additional to those above):
1.The deck party should be made aware that a landing is to be made.
2.The operating area should be free of heavy spray or seas on deck.
3.Awnings, stanchions and derricks and, if necessary, side rails should be lowered or removed.

Pilotage Exemption Certificates: The Secretary of State has directed that the Shetland Islands Council may refuse to grant such certificates in respect of vessels using harbour area. None have been granted recently.
Pilots: Authorised pilots are available on a 24 hours basis.
Pilot Boarding Arrangements: In all normal circumstances, the boarding and landing of pilots at Sullom Voe will be carried out by the authority's pilot vessels, which are approved for this purpose. Helicopters may be used at certain times, and under certain conditions as set out below.
Pilot Boats: The authority has the following boats in use at the port:

1.Vessels approaching the N entrance of harbour should rendezvous with the pilot in position 60°38.3'N 001°14.8'W with Point of Fethaland Lighthouse bearing 260° x 1.8nm.
2.Vessels approaching the SE entrance should rendezvous with the pilot in position. 60°28.5'N 000°56.5'W with Firths Voe Lighthouse bearing 260° x 7nm.
3.Vessels may take a pilot onboard in other areas only if expressly directed to do so by an authorised pilot or by the Harbour Master.
1.All vessels of not more than 300GT which do not have onboard dangerous substances to which the provisions of the "Dangerous Substances in Harbour Areas Regulations" 1987 apply.
2.All fishing vessels.
3.All tugs operating as such exclusively within harbour area.
4.All vessels in transit through the harbour area which do not pass S of a line joining the most northerly point of Gluss Isle and the most northerly point of Calback Ness.
5.All vessels belonging to Her Majesty.
LOA
(m)
Service Speed
(kts)
Sullom Spray19.820
Sullom Spindrift19.820
Sullom Shoormal19.820
1.Rigging of pilot ladders and the embarkation and disembarkation of pilots thereby shall be supervised by a responsible deck officer of the ship.
2.Every pilot ladder shall be secured in a position clear of any possible discharges from the ship and so that each step rests firmly against the ship's side.
3.Every pilot ladder shall be secured in a position where pilot can gain safe and convenient access to ship after climbing not less than 1.5m and not more than 9.0m.
4.Whenever the distance from the water to the point of access to the ship exceeds 9m, access to the ship must be by means of a combination of a pilot ladder and an accommodation ladder, or any equally safe and convenient means.
5.Owners, Charterers and Masters of vessels should be aware that 'Merchant Shipping Notice MSN 1716' specifies very clearly the conditions under which accommodation ladders are permitted to be used in combination with the pilot ladder, i.e. when the freeboard of the vessel exceeds 9.0m. The attention to those involved, is drawn particularly to "the lower end of the accommodation ladder rests firmly against the side of the vessel within the parallel body length of the vessel and within the mid-ship half section and leading aft and clear of all discharges". Masters are advised that these regulations will be strictly enforced by the Harbour Authority. Any vessels unable to comply with the above section in any particular way shall contact their agent in good time before arrival in order to arrange alternative means for embarking the pilot. Any delays and/or additional costs incurred by vessels unable to comply with the above regulations will be strictly to the vessel's own account.
6.Adequate lighting shall be provided at night so that the pilot ladder overside, and also the position where the pilot boards the vessel, shall be properly illuminated.
7.Actual sea conditions for small crafts are not always appreciated when viewed from the bridge of a large vessel. Boarding and landing of pilots is a potentially hazardous operation, which requires whole-hearted co-operation between those in control of both the tanker and pilot boat. Hard and fast rules cannot be laid down to fit every set of circumstances but the following points of guidance should be noted:
1.All vessels being serviced should be at the pilot station at the agreed time and not significantly early or late.
2.All vessels being serviced should be ready to respond to all reasonable requests from the pilot boat to ensure a safe transfer. Agreement as to how and where the transfer is to take place should be reached in ample time and the manoeuvre executed where sufficient sea room exists.
3.Al vessels being serviced should inform the pilot boat of their intention to change their heading and when that change of heading has been completed.
8.Vessels over 150,000GT are instructed to confirm, or otherwise, that the gangway can be secured to the vessel's side by means of a cleat of sucker pad to prevent excessive movement of the lower end of the gangway in adverse swell conditions. If this cannot be done then boarding of the pilot may be carried out by helicopter.
1.A helicopter winching service may be available depending on the availability of a suitable aircraft.
2.Such aircraft may use a landing area if ship is equipped.
3.The permission of the Master and/or Agents will be obtained prior to any transfer taking place using the helicopter.
4.All transfers by helicopter will be carried out strictly in accordance with UK CAA regulations and the procedures set out in "Guide to Helicopter/Ship Operations".
5.Any helicopter service is available only to crude carriers and combination carriers provided with suitable helicopter operating areas. It is not available to LPG carriers.
6.Any helicopter service is available during daylight hours only.
7.Any helicopter provided to vessels will be charged at approx £3,500 per hour. Prior approval will be sought from the Master or Owner before any such helicopter transfer take place.
8.Helicopter operations are co-ordinated by Sullom Voe VTS Control. Vessels serviced in this manner should follow instructions issued by Sullom Voe VTS Control to facilitate such transfers.
9.Helicopters used are operated only by well established companies and operate to the highest standards and are approved by the Harbour Authority to carry out transfers of personnel.
10.Only experienced aircrew are used and marine pilots of the Authority are all experienced in this mode of transfer and are suitably trained.
11.Vessels which require helicopter services for reasons of defective pilot boarding equipment must give early and specific advice of this requirement if delays are to be avoided.
12.Winching operations are carried out by ad hoc hire of a suitable aircraft. Delays may be experienced.
1.All loose objects within and adjacent to the operating area must be secured or removed.
2.All aerials and standing or running rigging above or in the vicinity of the operational area should be lowered or secured.
3.Fire pumps should be running to maintain sufficient water pressure on deck.
4.Fire hoses should be ready (hoses should be near to but clear of and, if possible, upwind of the operating area pointing away from the helicopter).
5.Foam equipment operators (at least 2 wearing firemen's outfits) should be standing by with foam nozzles pointing away form the helicopter.
6.A rescue party should be detailed with at least 2 members wearing firemen's outfits.
7.The man overboard rescue boat should be ready for immediate lowering. This will not be necessary when transfer is to be carried out at pilot station when the Authority's pilot boat will be in the vicinity.
8.The following items of equipment should be to hand:
a.Portable fire extinguishers.
b.Large axe.
c.Crowbar.
d.Wire cutters.
e.Red emergency signal/torch.
f.Marshalling batons (at night).
g.First aid equipment.
9.The correct lighting and signals (including special navigation lights) should be switched on prior to night operations.
10.The deck party should be ready and all passengers clear of the operating area.
11.Hook handlers should be equipped with electricians' strong rubber gloves and rubber soled shoes to avoid electric shocks from static discharge.
12.All the deck crew should be wearing bright coloured life vests and protective helmets securely fastened with a chin strap.
13.The officer of the watch on the bridge should be consulted about the ship's readiness.
Landing On: (These checks are additional to those above):
1.The deck party should be made aware that a landing is to be made.
2.The operating area should be free of heavy spray or seas on deck.
3.Awnings, stanchions and derricks and, if necessary, side rails should be lowered or removed.

All boats are of GRP construction and are fully equipped with modern navigational aids. The freeboard of each boat is approx 1.5m.
Pilot Transfer Arrangements: All vessels calling at the port must comply with "The Merchant Shipping (pilot transfer arrangements) Regulations 1999"
Any vessel unable to comply with the regulations should contact its agent in good time before arrival in order to arrange alternative means for embarking the pilot.
The following points are stressed:

1.Vessels approaching the N entrance of harbour should rendezvous with the pilot in position 60°38.3'N 001°14.8'W with Point of Fethaland Lighthouse bearing 260° x 1.8nm.
2.Vessels approaching the SE entrance should rendezvous with the pilot in position. 60°28.5'N 000°56.5'W with Firths Voe Lighthouse bearing 260° x 7nm.
3.Vessels may take a pilot onboard in other areas only if expressly directed to do so by an authorised pilot or by the Harbour Master.
1.All vessels of not more than 300GT which do not have onboard dangerous substances to which the provisions of the "Dangerous Substances in Harbour Areas Regulations" 1987 apply.
2.All fishing vessels.
3.All tugs operating as such exclusively within harbour area.
4.All vessels in transit through the harbour area which do not pass S of a line joining the most northerly point of Gluss Isle and the most northerly point of Calback Ness.
5.All vessels belonging to Her Majesty.
LOA
(m)
Service Speed
(kts)
Sullom Spray19.820
Sullom Spindrift19.820
Sullom Shoormal19.820
1.Rigging of pilot ladders and the embarkation and disembarkation of pilots thereby shall be supervised by a responsible deck officer of the ship.
2.Every pilot ladder shall be secured in a position clear of any possible discharges from the ship and so that each step rests firmly against the ship's side.
3.Every pilot ladder shall be secured in a position where pilot can gain safe and convenient access to ship after climbing not less than 1.5m and not more than 9.0m.
4.Whenever the distance from the water to the point of access to the ship exceeds 9m, access to the ship must be by means of a combination of a pilot ladder and an accommodation ladder, or any equally safe and convenient means.
5.Owners, Charterers and Masters of vessels should be aware that 'Merchant Shipping Notice MSN 1716' specifies very clearly the conditions under which accommodation ladders are permitted to be used in combination with the pilot ladder, i.e. when the freeboard of the vessel exceeds 9.0m. The attention to those involved, is drawn particularly to "the lower end of the accommodation ladder rests firmly against the side of the vessel within the parallel body length of the vessel and within the mid-ship half section and leading aft and clear of all discharges". Masters are advised that these regulations will be strictly enforced by the Harbour Authority. Any vessels unable to comply with the above section in any particular way shall contact their agent in good time before arrival in order to arrange alternative means for embarking the pilot. Any delays and/or additional costs incurred by vessels unable to comply with the above regulations will be strictly to the vessel's own account.
6.Adequate lighting shall be provided at night so that the pilot ladder overside, and also the position where the pilot boards the vessel, shall be properly illuminated.
7.Actual sea conditions for small crafts are not always appreciated when viewed from the bridge of a large vessel. Boarding and landing of pilots is a potentially hazardous operation, which requires whole-hearted co-operation between those in control of both the tanker and pilot boat. Hard and fast rules cannot be laid down to fit every set of circumstances but the following points of guidance should be noted:
1.All vessels being serviced should be at the pilot station at the agreed time and not significantly early or late.
2.All vessels being serviced should be ready to respond to all reasonable requests from the pilot boat to ensure a safe transfer. Agreement as to how and where the transfer is to take place should be reached in ample time and the manoeuvre executed where sufficient sea room exists.
3.Al vessels being serviced should inform the pilot boat of their intention to change their heading and when that change of heading has been completed.
8.Vessels over 150,000GT are instructed to confirm, or otherwise, that the gangway can be secured to the vessel's side by means of a cleat of sucker pad to prevent excessive movement of the lower end of the gangway in adverse swell conditions. If this cannot be done then boarding of the pilot may be carried out by helicopter.
1.A helicopter winching service may be available depending on the availability of a suitable aircraft.
2.Such aircraft may use a landing area if ship is equipped.
3.The permission of the Master and/or Agents will be obtained prior to any transfer taking place using the helicopter.
4.All transfers by helicopter will be carried out strictly in accordance with UK CAA regulations and the procedures set out in "Guide to Helicopter/Ship Operations".
5.Any helicopter service is available only to crude carriers and combination carriers provided with suitable helicopter operating areas. It is not available to LPG carriers.
6.Any helicopter service is available during daylight hours only.
7.Any helicopter provided to vessels will be charged at approx £3,500 per hour. Prior approval will be sought from the Master or Owner before any such helicopter transfer take place.
8.Helicopter operations are co-ordinated by Sullom Voe VTS Control. Vessels serviced in this manner should follow instructions issued by Sullom Voe VTS Control to facilitate such transfers.
9.Helicopters used are operated only by well established companies and operate to the highest standards and are approved by the Harbour Authority to carry out transfers of personnel.
10.Only experienced aircrew are used and marine pilots of the Authority are all experienced in this mode of transfer and are suitably trained.
11.Vessels which require helicopter services for reasons of defective pilot boarding equipment must give early and specific advice of this requirement if delays are to be avoided.
12.Winching operations are carried out by ad hoc hire of a suitable aircraft. Delays may be experienced.
1.All loose objects within and adjacent to the operating area must be secured or removed.
2.All aerials and standing or running rigging above or in the vicinity of the operational area should be lowered or secured.
3.Fire pumps should be running to maintain sufficient water pressure on deck.
4.Fire hoses should be ready (hoses should be near to but clear of and, if possible, upwind of the operating area pointing away from the helicopter).
5.Foam equipment operators (at least 2 wearing firemen's outfits) should be standing by with foam nozzles pointing away form the helicopter.
6.A rescue party should be detailed with at least 2 members wearing firemen's outfits.
7.The man overboard rescue boat should be ready for immediate lowering. This will not be necessary when transfer is to be carried out at pilot station when the Authority's pilot boat will be in the vicinity.
8.The following items of equipment should be to hand:
a.Portable fire extinguishers.
b.Large axe.
c.Crowbar.
d.Wire cutters.
e.Red emergency signal/torch.
f.Marshalling batons (at night).
g.First aid equipment.
9.The correct lighting and signals (including special navigation lights) should be switched on prior to night operations.
10.The deck party should be ready and all passengers clear of the operating area.
11.Hook handlers should be equipped with electricians' strong rubber gloves and rubber soled shoes to avoid electric shocks from static discharge.
12.All the deck crew should be wearing bright coloured life vests and protective helmets securely fastened with a chin strap.
13.The officer of the watch on the bridge should be consulted about the ship's readiness.
Landing On: (These checks are additional to those above):
1.The deck party should be made aware that a landing is to be made.
2.The operating area should be free of heavy spray or seas on deck.
3.Awnings, stanchions and derricks and, if necessary, side rails should be lowered or removed.

Pilot Hoists: Pilot hoists are not acceptable for the boarding and landing of pilots.
Pilot Transfer by Helicopter: Sea conditions at the N entrance to Yell Sound can at times prevent the boarding and landing of pilots by boat even though wind speeds may be within operational limits. Helicopters may be used at the discretion of the Authority to carry out pilot transfer when such conditions exist. Helicopters may also be used in cases where a vessel is unable to provide a satisfactory pilot ladder/accommodation ladder arrangement. Factors affecting the use of helicopters for these purposes are set out below:

1.Vessels approaching the N entrance of harbour should rendezvous with the pilot in position 60°38.3'N 001°14.8'W with Point of Fethaland Lighthouse bearing 260° x 1.8nm.
2.Vessels approaching the SE entrance should rendezvous with the pilot in position. 60°28.5'N 000°56.5'W with Firths Voe Lighthouse bearing 260° x 7nm.
3.Vessels may take a pilot onboard in other areas only if expressly directed to do so by an authorised pilot or by the Harbour Master.
1.All vessels of not more than 300GT which do not have onboard dangerous substances to which the provisions of the "Dangerous Substances in Harbour Areas Regulations" 1987 apply.
2.All fishing vessels.
3.All tugs operating as such exclusively within harbour area.
4.All vessels in transit through the harbour area which do not pass S of a line joining the most northerly point of Gluss Isle and the most northerly point of Calback Ness.
5.All vessels belonging to Her Majesty.
LOA
(m)
Service Speed
(kts)
Sullom Spray19.820
Sullom Spindrift19.820
Sullom Shoormal19.820
1.Rigging of pilot ladders and the embarkation and disembarkation of pilots thereby shall be supervised by a responsible deck officer of the ship.
2.Every pilot ladder shall be secured in a position clear of any possible discharges from the ship and so that each step rests firmly against the ship's side.
3.Every pilot ladder shall be secured in a position where pilot can gain safe and convenient access to ship after climbing not less than 1.5m and not more than 9.0m.
4.Whenever the distance from the water to the point of access to the ship exceeds 9m, access to the ship must be by means of a combination of a pilot ladder and an accommodation ladder, or any equally safe and convenient means.
5.Owners, Charterers and Masters of vessels should be aware that 'Merchant Shipping Notice MSN 1716' specifies very clearly the conditions under which accommodation ladders are permitted to be used in combination with the pilot ladder, i.e. when the freeboard of the vessel exceeds 9.0m. The attention to those involved, is drawn particularly to "the lower end of the accommodation ladder rests firmly against the side of the vessel within the parallel body length of the vessel and within the mid-ship half section and leading aft and clear of all discharges". Masters are advised that these regulations will be strictly enforced by the Harbour Authority. Any vessels unable to comply with the above section in any particular way shall contact their agent in good time before arrival in order to arrange alternative means for embarking the pilot. Any delays and/or additional costs incurred by vessels unable to comply with the above regulations will be strictly to the vessel's own account.
6.Adequate lighting shall be provided at night so that the pilot ladder overside, and also the position where the pilot boards the vessel, shall be properly illuminated.
7.Actual sea conditions for small crafts are not always appreciated when viewed from the bridge of a large vessel. Boarding and landing of pilots is a potentially hazardous operation, which requires whole-hearted co-operation between those in control of both the tanker and pilot boat. Hard and fast rules cannot be laid down to fit every set of circumstances but the following points of guidance should be noted:
1.All vessels being serviced should be at the pilot station at the agreed time and not significantly early or late.
2.All vessels being serviced should be ready to respond to all reasonable requests from the pilot boat to ensure a safe transfer. Agreement as to how and where the transfer is to take place should be reached in ample time and the manoeuvre executed where sufficient sea room exists.
3.Al vessels being serviced should inform the pilot boat of their intention to change their heading and when that change of heading has been completed.
8.Vessels over 150,000GT are instructed to confirm, or otherwise, that the gangway can be secured to the vessel's side by means of a cleat of sucker pad to prevent excessive movement of the lower end of the gangway in adverse swell conditions. If this cannot be done then boarding of the pilot may be carried out by helicopter.
1.A helicopter winching service may be available depending on the availability of a suitable aircraft.
2.Such aircraft may use a landing area if ship is equipped.
3.The permission of the Master and/or Agents will be obtained prior to any transfer taking place using the helicopter.
4.All transfers by helicopter will be carried out strictly in accordance with UK CAA regulations and the procedures set out in "Guide to Helicopter/Ship Operations".
5.Any helicopter service is available only to crude carriers and combination carriers provided with suitable helicopter operating areas. It is not available to LPG carriers.
6.Any helicopter service is available during daylight hours only.
7.Any helicopter provided to vessels will be charged at approx £3,500 per hour. Prior approval will be sought from the Master or Owner before any such helicopter transfer take place.
8.Helicopter operations are co-ordinated by Sullom Voe VTS Control. Vessels serviced in this manner should follow instructions issued by Sullom Voe VTS Control to facilitate such transfers.
9.Helicopters used are operated only by well established companies and operate to the highest standards and are approved by the Harbour Authority to carry out transfers of personnel.
10.Only experienced aircrew are used and marine pilots of the Authority are all experienced in this mode of transfer and are suitably trained.
11.Vessels which require helicopter services for reasons of defective pilot boarding equipment must give early and specific advice of this requirement if delays are to be avoided.
12.Winching operations are carried out by ad hoc hire of a suitable aircraft. Delays may be experienced.
1.All loose objects within and adjacent to the operating area must be secured or removed.
2.All aerials and standing or running rigging above or in the vicinity of the operational area should be lowered or secured.
3.Fire pumps should be running to maintain sufficient water pressure on deck.
4.Fire hoses should be ready (hoses should be near to but clear of and, if possible, upwind of the operating area pointing away from the helicopter).
5.Foam equipment operators (at least 2 wearing firemen's outfits) should be standing by with foam nozzles pointing away form the helicopter.
6.A rescue party should be detailed with at least 2 members wearing firemen's outfits.
7.The man overboard rescue boat should be ready for immediate lowering. This will not be necessary when transfer is to be carried out at pilot station when the Authority's pilot boat will be in the vicinity.
8.The following items of equipment should be to hand:
a.Portable fire extinguishers.
b.Large axe.
c.Crowbar.
d.Wire cutters.
e.Red emergency signal/torch.
f.Marshalling batons (at night).
g.First aid equipment.
9.The correct lighting and signals (including special navigation lights) should be switched on prior to night operations.
10.The deck party should be ready and all passengers clear of the operating area.
11.Hook handlers should be equipped with electricians' strong rubber gloves and rubber soled shoes to avoid electric shocks from static discharge.
12.All the deck crew should be wearing bright coloured life vests and protective helmets securely fastened with a chin strap.
13.The officer of the watch on the bridge should be consulted about the ship's readiness.
Landing On: (These checks are additional to those above):
1.The deck party should be made aware that a landing is to be made.
2.The operating area should be free of heavy spray or seas on deck.
3.Awnings, stanchions and derricks and, if necessary, side rails should be lowered or removed.

Note: The Sullom Voe Harbour Authority will endeavour to advise a vessel's agent or operator when an additional cost is likely to be incurred due to use of a helicopter for pilot transfer(s). However, all agents and operators should be aware that, notwithstanding the above, the Harbour Authority will, at its sole discretion, secure helicopters for the purpose of pilot transfers when they deem such service is required. The costs of such operators will be charged to the vessel(s) as appropriate.
For the convenience of ships' Masters the following extracts from the current "Guide to Helicopter/Ship Operations" are reproduced.
Operational Checks: The officer-in-charge should check all operational requirements on deck shortly before the arrival of the helicopter. Different types of ships may require specialist checks. The general requirements for all types of ships are listed below.
5.1.1 Ship Checks:

1.Vessels approaching the N entrance of harbour should rendezvous with the pilot in position 60°38.3'N 001°14.8'W with Point of Fethaland Lighthouse bearing 260° x 1.8nm.
2.Vessels approaching the SE entrance should rendezvous with the pilot in position. 60°28.5'N 000°56.5'W with Firths Voe Lighthouse bearing 260° x 7nm.
3.Vessels may take a pilot onboard in other areas only if expressly directed to do so by an authorised pilot or by the Harbour Master.
1.All vessels of not more than 300GT which do not have onboard dangerous substances to which the provisions of the "Dangerous Substances in Harbour Areas Regulations" 1987 apply.
2.All fishing vessels.
3.All tugs operating as such exclusively within harbour area.
4.All vessels in transit through the harbour area which do not pass S of a line joining the most northerly point of Gluss Isle and the most northerly point of Calback Ness.
5.All vessels belonging to Her Majesty.
LOA
(m)
Service Speed
(kts)
Sullom Spray19.820
Sullom Spindrift19.820
Sullom Shoormal19.820
1.Rigging of pilot ladders and the embarkation and disembarkation of pilots thereby shall be supervised by a responsible deck officer of the ship.
2.Every pilot ladder shall be secured in a position clear of any possible discharges from the ship and so that each step rests firmly against the ship's side.
3.Every pilot ladder shall be secured in a position where pilot can gain safe and convenient access to ship after climbing not less than 1.5m and not more than 9.0m.
4.Whenever the distance from the water to the point of access to the ship exceeds 9m, access to the ship must be by means of a combination of a pilot ladder and an accommodation ladder, or any equally safe and convenient means.
5.Owners, Charterers and Masters of vessels should be aware that 'Merchant Shipping Notice MSN 1716' specifies very clearly the conditions under which accommodation ladders are permitted to be used in combination with the pilot ladder, i.e. when the freeboard of the vessel exceeds 9.0m. The attention to those involved, is drawn particularly to "the lower end of the accommodation ladder rests firmly against the side of the vessel within the parallel body length of the vessel and within the mid-ship half section and leading aft and clear of all discharges". Masters are advised that these regulations will be strictly enforced by the Harbour Authority. Any vessels unable to comply with the above section in any particular way shall contact their agent in good time before arrival in order to arrange alternative means for embarking the pilot. Any delays and/or additional costs incurred by vessels unable to comply with the above regulations will be strictly to the vessel's own account.
6.Adequate lighting shall be provided at night so that the pilot ladder overside, and also the position where the pilot boards the vessel, shall be properly illuminated.
7.Actual sea conditions for small crafts are not always appreciated when viewed from the bridge of a large vessel. Boarding and landing of pilots is a potentially hazardous operation, which requires whole-hearted co-operation between those in control of both the tanker and pilot boat. Hard and fast rules cannot be laid down to fit every set of circumstances but the following points of guidance should be noted:
1.All vessels being serviced should be at the pilot station at the agreed time and not significantly early or late.
2.All vessels being serviced should be ready to respond to all reasonable requests from the pilot boat to ensure a safe transfer. Agreement as to how and where the transfer is to take place should be reached in ample time and the manoeuvre executed where sufficient sea room exists.
3.Al vessels being serviced should inform the pilot boat of their intention to change their heading and when that change of heading has been completed.
8.Vessels over 150,000GT are instructed to confirm, or otherwise, that the gangway can be secured to the vessel's side by means of a cleat of sucker pad to prevent excessive movement of the lower end of the gangway in adverse swell conditions. If this cannot be done then boarding of the pilot may be carried out by helicopter.
1.A helicopter winching service may be available depending on the availability of a suitable aircraft.
2.Such aircraft may use a landing area if ship is equipped.
3.The permission of the Master and/or Agents will be obtained prior to any transfer taking place using the helicopter.
4.All transfers by helicopter will be carried out strictly in accordance with UK CAA regulations and the procedures set out in "Guide to Helicopter/Ship Operations".
5.Any helicopter service is available only to crude carriers and combination carriers provided with suitable helicopter operating areas. It is not available to LPG carriers.
6.Any helicopter service is available during daylight hours only.
7.Any helicopter provided to vessels will be charged at approx £3,500 per hour. Prior approval will be sought from the Master or Owner before any such helicopter transfer take place.
8.Helicopter operations are co-ordinated by Sullom Voe VTS Control. Vessels serviced in this manner should follow instructions issued by Sullom Voe VTS Control to facilitate such transfers.
9.Helicopters used are operated only by well established companies and operate to the highest standards and are approved by the Harbour Authority to carry out transfers of personnel.
10.Only experienced aircrew are used and marine pilots of the Authority are all experienced in this mode of transfer and are suitably trained.
11.Vessels which require helicopter services for reasons of defective pilot boarding equipment must give early and specific advice of this requirement if delays are to be avoided.
12.Winching operations are carried out by ad hoc hire of a suitable aircraft. Delays may be experienced.
1.All loose objects within and adjacent to the operating area must be secured or removed.
2.All aerials and standing or running rigging above or in the vicinity of the operational area should be lowered or secured.
3.Fire pumps should be running to maintain sufficient water pressure on deck.
4.Fire hoses should be ready (hoses should be near to but clear of and, if possible, upwind of the operating area pointing away from the helicopter).
5.Foam equipment operators (at least 2 wearing firemen's outfits) should be standing by with foam nozzles pointing away form the helicopter.
6.A rescue party should be detailed with at least 2 members wearing firemen's outfits.
7.The man overboard rescue boat should be ready for immediate lowering. This will not be necessary when transfer is to be carried out at pilot station when the Authority's pilot boat will be in the vicinity.
8.The following items of equipment should be to hand:
a.Portable fire extinguishers.
b.Large axe.
c.Crowbar.
d.Wire cutters.
e.Red emergency signal/torch.
f.Marshalling batons (at night).
g.First aid equipment.
9.The correct lighting and signals (including special navigation lights) should be switched on prior to night operations.
10.The deck party should be ready and all passengers clear of the operating area.
11.Hook handlers should be equipped with electricians' strong rubber gloves and rubber soled shoes to avoid electric shocks from static discharge.
12.All the deck crew should be wearing bright coloured life vests and protective helmets securely fastened with a chin strap.
13.The officer of the watch on the bridge should be consulted about the ship's readiness.
Landing On: (These checks are additional to those above):
1.The deck party should be made aware that a landing is to be made.
2.The operating area should be free of heavy spray or seas on deck.
3.Awnings, stanchions and derricks and, if necessary, side rails should be lowered or removed.

The primary purpose is to provide a service when sea and swell conditions at the boarding station are such that boat work must be suspended, but it is also used when vessels are unable to provide the correct pilot boarding equipment.
This helicopter cannot carry out pilot transfer by winching and must land on the vessel to be serviced. However, for a trial period approval has been given by the CAA which allows the helicopter to land on vessels to be serviced at Sullom Voe without the necessity for the vessel to lower the shipside rails. This temporary approval may not continue in the longer term and owners and managers of vessels trading to Sullom Voe who wish to continue to avail themselves of the service must consider carrying out minor structural modifications.
The modifications required are adaptation of the ship side rails in way of the landing area to allow these to fold down inboard and remain secured in the folded down position, and the application of non-skid paint to the landing circle. Both items are inexpensive and may be carried out without waiting for the next drydocking or repair schedule.
Operations of ships trading regularly to Sullom Voe are strongly urged to ensure that their vessels are adapted and equipped to comply with this requirement at the earliest opportunity.
Should further clarification be required, this may be obtained by contacting the CAA.

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