What’s it like working as a Harbour Master?

As the top authority in a seaport, the Harbour Master oversees the daily operations of these busy cargo transfer points. They ensure that ships safely navigate the area and balance the port’s commercial business with the surrounding environment and the port’s ecosystem.

Harbour Masters are often viewed as the authority in the enforcement of port, nautical, environmental, transport and security regulations pertaining to their port. They have the authority to permit ships to enter or leave the port, as well as for ship movement control in the port approach and in the port area. More generally, Harbour Masters oversee the planning of port operations.

While the job can be administrative in nature, Harbour Masters can be out on the docks in all weather conditions, and can be expected to work unsociable hours as and when required. However, the diversity of the job keeps this role exciting and rewarding.

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What kind of work can I do?

The role of a Harbour Master can vary depending on the different types of organisations operating within the port area. In smaller ports, the Harbour Master might be the only employee of the port and would need to cover a wide range of functions, whereas in a larger port the Harbour Master would potentially manage vessel movements, the environment, hydrographic survey vessels, and/or leisure activity.

More specifically, Harbour Masters may oversee vessel tracking and management systems, coordinate and plan port services – such as tugs, mooring, and pilots – be responsible for the safety systems, manage pollution and emission controls, and control security of the port.

Where can I work?

Harbour Masters can take up positions at any of the 1,000s of commercial ports around the world. Wherever the Harbour Master chooses to work, knowledge of the environment local to the port is essential, as is knowledge of the local, regional and international rules and regulations on port operations.

Starting a career as a Harbour Master is an opening in the exciting onshore cargo handling industry.

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Captain G H Sutherland, Harbour Master, Director of Marine Operations, Shetland Islands Council

‘A Day in the Life’ – A winter’s day at Sullom Voe

At 0800 hours in Sullom Voe in the wintertime it is still dark and there’ll be no real daylight for another hour. The wind has eased below 30 knots but gusting 45 in the showers still following the front which has just gone through. The Terminal is reconnecting the loading arms to the vessels alongside and loading should be underway again shortly. The pilot manning the vessel traffic service (VTS) is being relieved, as is the overnight duty pilot. The latter has spent most of the night on the bridge of the light-draft tanker on Jetty 2 whilst a tug assisted in keeping her alongside in the storm-force offshore wind. All four in the control room are pilots with 1st Class authorisation, cleared to handle the largest vessels. This VTS is manned solely by pilots at all times.

The duty weather forecaster arrives with his morning sheaf of predictions and weather maps looking five days ahead. The discussion centres on the possibility of a weather-window in the weak ridge of high pressure following the front. There is a 400,000 dwt ULCC in the offing and everyone knows she needs to be berthed as soon as possible on Jetty 4 to ease the developing ullage problem in the Terminal. The man says that there will be 4 – 5 hours below 20 knots from mid-day onwards and points out that the wind is steadily easing. There is a bit of banter about other days and other ‘firm’ weather windows but the met-man has been here a long time and mutual respect leads to a proper decision. A call from the Terminal says that the Schiehallion shuttle tanker can sail from Jetty 3 at 0930 and the day’s work programme falls naturally into place for once. The sailing will be the first movement and the ULCC is called to the pilot station for 1200. Enough slack to allow for a short delay in the sailing time and good timing for the big ship and the weather window. It should also make best use of some tugs and manpower. During daylight too! That is unusual. Most lulls in the weather come in the night.

The helicopter pilot arrives in the control room in anticipation that he may be needed for pilot transfer. After the northerly blow overnight and yesterday there is bound to be a heavy swell at the pilot station – and it will be ebbing in the teeth of the swell until 1400. The first duty pilot launch is despatched towards the pilot station to assess the situation but the morning helicopter surveillance patrol is deferred anyway. It can be done later and it is always good to vary the timing of the surveillance flights.

The Duty Officer sets about telling the Terminal, the agents, the tugs, the pilot boat and mooring boats the passage plan and confirms with the Master of the ULCC that he can make the pilot station for 1200. Pleadings of heavy swell, etc lead to a smart exchange and a revised ETA of 1300. The Master has been here before and appreciates the tight targets which have to be set for weather, daylight and helicopter transfer.

After a routine leaf through the logbook and the overnight paperwork, it is time for a call to the Terminal Marine Superintendent. The weather; the ullage problem; tugs hours and rest-time; the planned loading programme; the iniquity of charterers sending ULCCs to Sullom Voe in the dead of winter; weary acceptance that this is a consequence of the low oil price; and how to keep the ULCC alongside during the next blow. All these topics and many more are discussed. Even though the next blow, timed for the early hours of the next morning, is expected to be onshore, it is agreed that the big ship will have to load maximum cargo before any ballast is discharged. With a berthing windage (wind area) of 7,200 m2, the tanker’s freeboard needs to be reduced as soon as possible and kept down. The ship on Jetty 2 now needs four hours to immobilise for essential engine repairs. It is agreed that this can be done after completion of loading but a certificate from an independent surveyor will be required on completion before she can sail in this weather.

A quick look back in the control room. The pilots are working through their own plans and the passage plans. The ULCC will be handled by a pilot with a 2nd Class authorisation who is riding with the charge-pilot as part of his development. Have to make time to watch the berthing. Everything is running to time – and yes – it will be helicopter transfers.

After lunch a series of meetings with managers. Issues covered include progress on the new pilot launch; timetables for quality assurance (QA) meetings; progress on the risk-management strategy; next year’s budget; and clearance of reports to the next Marine Operations Committee. Also, accountability to our political masters is a matter which comes round inexorably every seven weeks. Another quick look into the control room on the way to a meeting of the Examination and Technical Group at 1500. All is going to plan. The big ship is well down the channel and the wind remains light westerly.

Today, we are completing the examination process for the issue of a new 2nd Class authorisation. Quite a heartening day really. This is the first time we have been able to recruit a new pilot under 50 for years. It is also the first time the local UK Maritime and Coastguard Agency (MCA) Surveyor has sat in on the process. A valuable extension of our accountability. Out of the examination in time to watch another recent recruit handle his first big-ship berthing. Nice and tidy – if a bit slow – but overall the system seems to be producing good results.

A late call to the Chairman to discuss the next committee agenda and then home in the dark as it freshens for another winter night at Sullom Voe.

Background
Sullom Voe, a major deepwater harbour in the Shetland Islands, is one of the busiest tanker loading ports in the North Sea. It is owned and operated by the Shetland Islands Council. Captain George Sutherland, as Director of Marine Operations for the Council, is responsible for harbour operations, monitoring of the Shetland coastal area and the inter-island ferry service. He has been Director since 1986.

SOURCE: INTERTANKO’s 1998 Annual Report

How big is this sector?

There is fierce competition for Harbour Master roles as those that take up posts generally stay in the role for many years. However, as world trade continues to grow there has been a constant stream of new ports starting up around the world that require experienced Harbour Masters.

Most Harbour Masters start their maritime career at sea, and move to the onshore role of Harbour Master after many years of service and reaching the level of captain. And while being a master mariner is not a prerequisite for the role of Harbour Master, it is a qualification that virtually all Harbour Masters hold.

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