This expert article is based on a presentation given by Capt. Pilot Sven Stemmler at the MCN's (Maritimes Cluster Norddeutschland e. V. ) event ‘On the Future of the Pilot Profession’ at Fraunhofer CML in Hamburg on 9 September 2025. Sven Stemmler has been a harbour pilot in Hamburg, Germany, for 24 years.
Introduction
The work of maritime pilots has always been subject to change. New technologies, automation, and the increasing interconnection of the maritime world have constantly challenged traditional practices while opening up new opportunities. As artificial intelligence (AI) and the processing of “big data” have become ubiquitous tools across all industries in recent years, the way sea and harbour pilots work may also be on the verge of profound transformation.
This article explores the role that remote pilotage, digital assistance systems, and AI may play in enhancing safety and efficiency in shipping – and the continuing responsibility that pilots will bear in this evolving context.
Remote Pilotage – An Old Idea with New Relevance
What is often discussed today as remote pilotage has, in fact, been a reality in the Port of Hamburg for decades. Since 1965, the so-called radar advisory service has enabled pilots to provide information to ships from ashore. In practice, this service has so far been limited mostly to exceptionally large or deep-draft vessels. Only in fog almost all ships have used shore based radar advice since it was introduced.
With high-resolution radar images, AIS-based ship outlines, up-to-date depth contours on electronic charts, and databases and other information systems containing current traffic lists as well as tidal and weather data, shore-based pilots now have access to a wealth of information far beyond what was previously possible.
Even today, ships could be advised far more comprehensively from land than is currently standard practice in Germany. However, demand remains low, partly because few are aware that radar advice from ashore is provided free of charge. Exceptionally large vessels usually use it only because it is mandatory. The fact that all ships – including those not subject to pilotage – may also request radar advice is scarcely known.
Pilots on Board and Ashore: Complementary Roles
The pilot on board remains indispensable: they experience the situation directly, perceive it with all senses, and form part of a larger team involving bridge crew, tug masters, mooring personnel, and port authorities.
The shore-based pilot, by contrast, operates with a digital overview – not only through radar displays underlaid with electronic charts but also via harbour cameras, traffic information, and additional data streams. Both perspectives complement each other. Modern land-based information systems can contribute to greater safety and efficiency along navigational routes.
Nonetheless, navigational command remains with the master, in collaboration with the pilot on board. Instructions to the helmsman or engine-room telegraph operator are usually given directly by the pilot, while the master retains the overriding authority. On longer pilotage passages, the master may delegate navigational tasks to the officer of the watch. Pilots – like bridge officers – must constantly interpret new information, make decisions, and, when necessary, calm the crew. Every impression on the bridge – a view out of the window, sounds such as alarms and radio messages, reports from crew members, or the vibration of the hull caused by propeller revolutions – contributes to real-time decision-making.
Introduction
The work of maritime pilots has always been subject to change. New technologies, automation, and the increasing interconnection of the maritime world have constantly challenged traditional practices while opening up new opportunities. As artificial intelligence (AI) and the processing of “big data” have become ubiquitous tools across all industries in recent years, the way sea and harbour pilots work may also be on the verge of profound transformation.
This article explores the role that remote pilotage, digital assistance systems, and AI may play in enhancing safety and efficiency in shipping – and the continuing responsibility that pilots will bear in this evolving context.
Remote Pilotage – An Old Idea with New Relevance
What is often discussed today as remote pilotage has, in fact, been a reality in the Port of Hamburg for decades. Since 1965, the so-called radar advisory service has enabled pilots to provide information to ships from ashore. In practice, this service has so far been limited mostly to exceptionally large or deep-draft vessels. Only in fog almost all ships have used shore based radar advice since it was introduced.
With high-resolution radar images, AIS-based ship outlines, up-to-date depth contours on electronic charts, and databases and other information systems containing current traffic lists as well as tidal and weather data, shore-based pilots now have access to a wealth of information far beyond what was previously possible.
Even today, ships could be advised far more comprehensively from land than is currently standard practice in Germany. However, demand remains low, partly because few are aware that radar advice from ashore is provided free of charge. Exceptionally large vessels usually use it only because it is mandatory. The fact that all ships – including those not subject to pilotage – may also request radar advice is scarcely known.
Pilots on Board and Ashore: Complementary Roles
The pilot on board remains indispensable: they experience the situation directly, perceive it with all senses, and form part of a larger team involving bridge crew, tug masters, mooring personnel, and port authorities.
The shore-based pilot, by contrast, operates with a digital overview – not only through radar displays underlaid with electronic charts but also via harbour cameras, traffic information, and additional data streams. Both perspectives complement each other. Modern land-based information systems can contribute to greater safety and efficiency along navigational routes.
Nonetheless, navigational command remains with the master, in collaboration with the pilot on board. Instructions to the helmsman or engine-room telegraph operator are usually given directly by the pilot, while the master retains the overriding authority. On longer pilotage passages, the master may delegate navigational tasks to the officer of the watch. Pilots – like bridge officers – must constantly interpret new information, make decisions, and, when necessary, calm the crew. Every impression on the bridge – a view out of the window, sounds such as alarms and radio messages, reports from crew members, or the vibration of the hull caused by propeller revolutions – contributes to real-time decision-making.
Harbour Pilot Sven Stemmler at Hamburg on 9th Sept. 2025 - Credit Frank Diegel
Harbour Pilot Sven Stemmler at Hamburg on 9th Sept. 2025 - Credit Frank Diegel
Future Priorities: Redundancy and Resilience
In future, shore-based safety systems and information will play an even greater role. In light of growing threats – from technical failures and cyber-attacks to geopolitical risks – redundancy and resilience will become increasingly vital.
Pilots must understand new systems and be able to use them in such a way that they can ensure safe pilotage even in the event of failure or manipulation of individual components. This means utilising diverse information sources and ensuring that independent navigational tools remain available.
If discrepancies arise between positional data from ship radar, shore radar, or the electronic chart, pilots must recognise them and still be capable of navigating visually – as is often still customary in confined or coastal waters. Already today, ships are equipped with advanced technologies that pilots should be familiar with, such as:
In future, shore-based safety systems and information will play an even greater role. In light of growing threats – from technical failures and cyber-attacks to geopolitical risks – redundancy and resilience will become increasingly vital.
Pilots must understand new systems and be able to use them in such a way that they can ensure safe pilotage even in the event of failure or manipulation of individual components. This means utilising diverse information sources and ensuring that independent navigational tools remain available.
If discrepancies arise between positional data from ship radar, shore radar, or the electronic chart, pilots must recognise them and still be capable of navigating visually – as is often still customary in confined or coastal waters. Already today, ships are equipped with advanced technologies that pilots should be familiar with, such as:
- Camera systems and infrared sensors
- Augmented-reality displays
- RTK positioning and LiDAR
- Dynamic positioning (DP)
- Inertial navigation systems (INS)
- Modern audio and communication systems
Such tools will also become available ashore, not only improving radar advisory services but also enabling remote-controlled and autonomous shipping.
Credit Frank Diegel - Image from the subsequent exhibition
Credit Frank Diegel - Image from the subsequent exhibition
Perspectives for Ports and Waterways
In the near future, the following developments could prove particularly relevant:
In the near future, the following developments could prove particularly relevant:
- 5G networks for stable data transmission
- Ship-to-shore intercom systems for continuous information exchange
- Escort drones to improve situational awareness
- Intelligent alarm systems that filter relevant hazards and provide audible alerts
- AI-based route proposals and manoeuvre analyses
A modern Remote Pilot Centre could transform radar advisory operations into a fully fledged shore-based pilot workstation – equipped with conning displays, live vessel data, and intelligent assistance systems.
If radar stations ashore were upgraded to allow direct audio intercom communication between pilots and bridge crews, and if traffic coordination and radio reporting could also be managed from land, it might even become feasible to reduce pilot numbers on certain vessels.
For ships currently required to carry two pilots, one might suffice in future under such conditions.
On smaller, non-mandatory vessels or inland ships, advice from shore-based pilots could also enhance the safety and efficiency of port and waterway operations.
Regulatory Adjustments and Staffing Considerations
To make this evolution possible, legal frameworks will need to adapt. Only when regulations permit remote pilotage and remote-controlled or autonomous navigation within designated areas can such innovations be trialled and implemented.
There is also a structural issue: demographic change and a shortage of skilled personnel may lead to bottlenecks in pilot associations over the coming years.
If modern technology can help to optimise double manning without compromising safety, many pilots might even welcome such measures.
Conclusion: Pilots Remain Indispensable
Even in a digitalised maritime world, pilots will remain essential – with their unique local knowledge, experience, and sense of responsibility for safety and the environment, both ashore and on board.
However, their role will continue to evolve: pilots must keep learning to operate the latest navigation systems, process more data ashore, interpret AI-supported decisions, and flexibly bridge the gap between bridge and shore-based control centres.
Shore-based advisory services will continue to develop technologically, becoming increasingly modern and relevant.
One thing is certain: ships will cross oceans autonomously long before the need for pilots on board disappears – if it ever does. Until then, the opportunities of digitalisation must be actively embraced to ensure greater safety, efficiency, and competitiveness in German maritime waters.
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Thank you, Mr. Sven Stemmler
If radar stations ashore were upgraded to allow direct audio intercom communication between pilots and bridge crews, and if traffic coordination and radio reporting could also be managed from land, it might even become feasible to reduce pilot numbers on certain vessels.
For ships currently required to carry two pilots, one might suffice in future under such conditions.
On smaller, non-mandatory vessels or inland ships, advice from shore-based pilots could also enhance the safety and efficiency of port and waterway operations.
Regulatory Adjustments and Staffing Considerations
To make this evolution possible, legal frameworks will need to adapt. Only when regulations permit remote pilotage and remote-controlled or autonomous navigation within designated areas can such innovations be trialled and implemented.
There is also a structural issue: demographic change and a shortage of skilled personnel may lead to bottlenecks in pilot associations over the coming years.
If modern technology can help to optimise double manning without compromising safety, many pilots might even welcome such measures.
Conclusion: Pilots Remain Indispensable
Even in a digitalised maritime world, pilots will remain essential – with their unique local knowledge, experience, and sense of responsibility for safety and the environment, both ashore and on board.
However, their role will continue to evolve: pilots must keep learning to operate the latest navigation systems, process more data ashore, interpret AI-supported decisions, and flexibly bridge the gap between bridge and shore-based control centres.
Shore-based advisory services will continue to develop technologically, becoming increasingly modern and relevant.
One thing is certain: ships will cross oceans autonomously long before the need for pilots on board disappears – if it ever does. Until then, the opportunities of digitalisation must be actively embraced to ensure greater safety, efficiency, and competitiveness in German maritime waters.
-----
Thank you, Mr. Sven Stemmler
