By Ken Hocke

Earlier this year, Nordlund Boat Co., Tacoma, Wash., launched the 63’6″x19’3″ pilot boat Orion for Jacobsen Pilot Service serving Long Beach Harbor, Calif. The boat’s design, with a draft of 3’1″, is based on the successful series of pilot boats built previously by Nordlund for the Puget Sound Pilots.

The Orion was designed by Tim Nolan Marine Design and built by at Nordlund’s Tacoma yard.

“The Orion was built to last 40-plus years with reduced maintenance costs and high efficiency. Nordlund  and Tim Nolan were chosen for their reputation for quality boats that are safe and efficient, and for their proven designs,” Capt. Tom Jacobsen, president of Jacobsen Pilot Service, said. “Our boat operators were involved with every detail of this boat from start to finish. She will deliver pilots to ships safely, in all weather conditions, for many years.”

The new pilot boat is all composite construction with fiberglass (GRP) hull and carbon fiber house and mast. It is powered by HamiltonJet HM 522 waterjets and twin Caterpillar C-18s, producing a total of 1,600 hp. The average service speed is 25 knots. Fuel capacity is 1,400 gals. and the Orion carries 100 gals. fresh water. A Northern Lights 12-kw generator provides electrical power.

The waterjets act in concert with an appendage-free hull to provide increased maneuverability for pilot transfers alongside ships. Orion has the ability to “crab” or transfer sideways while approaching or leaving a ship. It can also “crash stop” at full power, bringing the boat from full speed to a complete stop in a little more than one boat length. In addition the waterjets, by virtue of having an internally housed impeller protected by an intake grate, eliminate the risk of injuring a swimmer or victim during rescue operations. At the same time it protects the running gear from potential damage from debris such as rope and netting.

The command station has three forward-angled windows to reduce glare and keep visibility optimum when rain and wind blown spray are present. Visibility for the helmsman and passengers is 360°, and all windows are heated to reduce fogging. The helm console is a wraparound style, giving the captain full view of all systems, including navigation, speed, engine room video, equipment temperatures and oil pressures. Grab rails give added security for helm control during stormy conditions. Besides the main helm station, there are full controls on port and starboard bridge wings, plus sliding windows to give the helmsman verbal contact with the pilot during transfers. There are also port and starboard quarter controls for docking stations, and the man overboard control station, each giving the helmsman ideal position for docking, personnel transfers or man overboard recovery.

Forward seating includes Stidd elevated contoured chairs with retractable dual armrests for the helmsman and crewman. Passenger seating includes eight Ekneshigh-back reclining chairs with side supports. Large overhead hand rails in the ceiling provide additional safety in heavy weather conditions. The engine room has plenty of headroom, is well lighted, and offers easy access to all of the mechanical systems during routine maintenance.

Other features include a hydraulic man overboard rescue system (MORS) mounted on the stern, with an aft control console. The rescue lift has a submersible frame with web mesh, that opens and lowers below surface level to allow a quick retrieval of an injured man overboard. The twin steps that lead down from the aft deck to boarding platforms protect the waterjets, allow boarding from a float and provide access to the water. The waterjet drives also add safety during personnel transfers, emergency rescues and maneuvering around lines or nets in the water.

The Airex sandwich composite hull was infused in a mold with Hydrex Vinylester blend resin using knitted E glass fabrics to meet ABS requirements for high speed vessels. The fendering strake is cored with Coosa high density core for increased shear strength. The decks and bulkheads are of composite E glass and foam sandwich construction. The deckhouse and mast are built of carbon fiber with a foam sandwich to reduce weight and make a strong and stiff structure. The resulting center of gravity is such that the vessel has a positive righting arm for 180° port and starboard. The Orion is self-righting and capable of recovering from a capsize.

Other hull features include a two stage deadrise prismatic afterbody, designed to make “coordinated turns”, meaning the resultant vector during a turn is perpendicular to the deck plane. There’s also a frog perch, which is a bottom extension beyond the transom that increases afterbody lift and damps pitch and heave motions at the stern during rescue operations. And Orion’s passive anti-roll tanks in the aft outboard corners of the hull reduce roll and pitch motions at rest. They also reduce change in trim underway by emptying through transom openings during the transition to planing speed.

Orion is built for tough, continuous duty, with wide exterior decks and exterior handrails all around combined with HarkenAccess track systems. Resilient fendering is by Wing Inflatable. The new boat’s bright yellow hull and clear pilot boat markings make it easy to spot on its rounds.

ORIGINAL ARTICLE:
https://www.workboat.com/shipbuilding/nordlund-boat-delivers-pilot-boat-jacobsen

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Capt. Tom Jacobsen, Third-Generation Leader Of Long Beach Firm Speaks About History And The Future

This year, Jacobsen Pilot Service is celebrating 100 years of doing business at the Port of Long Beach. Jacob Jacobsen, a young immigrant from the secluded island of Mindland, Norway, started the company in 1924. His storied life in the U.S. began in 1909 when he arrived at Ellis Island at age 19. He worked as a carpenter in Seattle, skippered whaling ships off the coast of Alaska, became a U.S. citizen, and served in the U.S. Navy as a lieutenant on troop and cargo transport ships before founding JPS, then known as J.A. Jacobsen & Co.

The company that piloted a few ships a month in 1924 guides thousands of ships a year safely in and out of Long Beach port waters today. These vessels include some of the largest oil tankers, container ships and cruise ships in the global fleet. In addition to piloting vessels through the Port of Long Beach, JPS provides pilot service for several carriers calling at the Port of Los Angeles and U.S. Navy ships calling at Seal Beach.

“The Jacobsen name is synonymous with navigational quality, safety and innovation,” said Long Beach Harbor Commission President Bobby Olvera Jr. “The company’s expertise is foundational to what makes Long Beach a world-class port.”

“Jacobsen Pilot Service is a global leader in every aspect of maritime operations,” said Port CEO Mario Cordero. “The entire supply chain relies on the excellence of JPS every day, and every day the company’s unmatched customer service embodies why Long Beach is the Port of Choice.”

JPS celebrated its centennial anniversary July 20 aboard the Queen Mary. When the legendary ocean liner arrived in Long Beach on Dec. 9, 1967, it was piloted to Berth 122 (now near the Port’s Weyerhaeuser lumber terminal) by JPS Capt. Carl Aultman and Capt. Richard Jacobsen, who became CEO of his father’s company in 1960. In 1971, JPS Capt. Jim Common piloted the Queen Mary’s final move to Pier H, where the vessel – a Long Beach landmark and tourist attraction – remains today.

Ahead of the festivities, third-generation CEO Capt. Thomas Jacobsen talked to Tie Lines about the making of JPS and its core mission and values that continue to serve the company today and will guide it into the future. Built into JPS’ culture is an approach to life’s opportunities and challenges summed up in four words his grandfather often used: Steady as she goes.

Tie Lines: Jacob Jacobsen was 18 when he left Norway and became so skilled at piloting ships that he founded a thriving family business integral to the commercial success of the Port of Long Beach. Doesn’t this story sound like a fairy tale meets the American Dream?

Capt. Thomas Jacobsen: It’s real! My grandfather was the rock of the Jacobsen company. Grandpa was rock solid, honest and worked every day of his life. He was a quiet man for whom work and family came first. When he did speak, he knew what he was talking about and he knew the industry. Having been raised in Norway on the water, he exuded deep knowledge and experience in the maritime industry.

As a young kid, my father would bring me to the pilot station and I’d hear my grandfather talking to the pilots. I’m 10 or 12 years old and seeing him and my dad in action. It was just cool to be a part of that. I’d be fishing off the rocks and they’d give me little projects to do on the pilot boats. I’d clean out the bilges and change the engine oil.

My dad was raised that way by my grandfather. You start out at the bottom in the bilges of the boat. It gives you an appreciation for everything in the company. It takes everybody. Learning that at an early age is important for the company. My dad was also a great example. He’d be in a suit and tie and it would be raining outside and drains would be clogged and he’d say, “Let’s clear out the drains,” and I’d be, “Cool!” He was the first one to roll up his sleeves and take care of stuff, and it has passed down through the culture of the company. We have formal job descriptions in the HR manual but if a lightbulb needs to be changed or if the trash needs to be taken out, everyone pitches in.

T.L: Did you always know you would go into the family business?

T.J.: At an early age I wanted to do this. My dad was pretty clever. He always said, “Have a backup plan because you never know if the company will be around. Make sure you love what you do because something might happen and the company won’t be around.” It’s almost reverse psychology, but it’s a true message. My wife and I did the same thing with our sons. We didn’t want to put pressure on them. We wanted the kids to experience other things. The boys also started down in the bilges doing maintenance on the pilot boats, and they all seemed to start liking the business. Today, our first is in the Merchant Marine, our second is in the Coast Guard, and our youngest is at California Maritime Academy.

T.L.: What don’t most people know about port pilots?

T.J.:A lot of people don’t know what pilots do. They don’t realize that these massive ships moving through our ports have an experienced pilot on board and every ship needs one to protect our city, our environment, our harbor and all the assets coming in and out of the busiest container port complex in the Western Hemisphere. They also don’t know it’s a 24/7 operation. We’ve never shut down since 1924. It’s not easy to keep everything going through sickness and COVID and Christmas and rough weather. It’s normal for us and all the members of the JPS family, but it’s important to pay them respect and honor their commitment.

T.L.: Safety is job No. 1 for JPS. Talk about JPS’ safety record:

T.J.: During my time as president, we’ve had a perfect record of no accidents caused by pilots. It was mostly true under my father when there were a few instances of pilot error. In my grandpa’s time, it was a totally different world. Accidents were expected. The tugboats weren’t reliable, the tug lines would break, and that’s if you had a tug. If you broke three pilings, that was just part of the job.

My dad started our training program and set the path going forward for continual improvements since (the) 1960s. It became crucial to have an accident-free company because we had to insure ourselves and the legal costs were getting high. Our program has led the way for pilot training for the country. We do our training in-house. We use simulators at Cal Maritime Academy or Orange Coast College but it’s our pilots teaching our young pilots. Perfecting our training program is ongoing.

If there is an incident anywhere in the world, we will track it and look at how to mitigate the risk. We started doing that on our own and it’s become standard practice for pilot organizations worldwide. The biggest thing in our industry is prevention. We have to prevent accidents and never rest on our laurels. It’s complacency that kills, so we have to prevent accidents before they happen. It’s an active and ongoing process. Our senior pilots meet regularly to review everything and what we can improve to do better.

Of course we’ve studied incidents like the COSCO Busan in San Francisco Bay and the Exxon Valdez in Alaska, and we’re following what’s happening with the Baltimore bridge, which is still under investigation. But we also look at small incidents and close calls that don’t make headline news, to keep us sharp.

The biggest challenge we face today is the ongoing increase in the vessel size. These ships are pushing the limits in all directions. The widths are so wide and the depths are so deep. Bringing in these ships without having an accident requires the highest level of skill and experience. If my grandpa were here, the size of the ships would be the first thing that would amaze him.

T.L.: What role does technology play?

T.J: JPS embraced technology from the very beginning. Radar technology was developed by the Navy during World War II and my grandfather learned its benefits firsthand while piloting Navy ships in and out of Long Beach during those years. In 1949, my grandfather installed the first shoreside radar system for commercial use in the U.S.

Dad was into technology, too. He kept up with the latest and greatest radar technology, and he and our friends from Pacific Radar Co. figured out how to network remote radars to give the pilot station 100% coverage of the Port’s waterways. That was also a first.

Of course, we use technology today to benefit the way we do business. We have a lot of smart people in our company and we try to harness the best ideas and use them for something that’s practical. Our newest boats, the Orion and the Polaris III, are state-of-the-art, but they are also very practical and economical workboats. It’s important to have something that’s built to last, and we were able to do that by involving our team in the building process from start to finish. That’s pretty much our approach to everything we do.

If my grandfather were here, I think he would be blown away by our carry-aboard navigation systems, called Portable Pilot Units. Our equipment has centimeter accuracy, which is just amazing, and the most detailed, most accurate charts available anywhere. All of this is displayed on a regular iPad.

T.L.: Since JPS has always been ahead of the curve in technology, what’s on the horizon?

T.J.: We’re all trying to put our head around that question. We don’t see anything imminent, but we’re watching AI. How is AI going to impact the industry and autonomous ships? How do we handle that? We’re always looking to see what’s coming because we have to be ready. As for AI replacing pilots, that will not happen anytime soon. I can see AI assisting pilots, but it will be a long time before pilots are replaced. If I could, I would invent something that gets our pilots on board ships a little more efficiently and safer. That hasn’t changed for hundreds of years. They still board and leave ships by rope ladder. Some pilot groups use a helicopter, but that’s expensive and being lowered onto the deck by wire is not completely safe either.

T.L.: JPS is known for scouting and recruiting pilots. It sounds a lot like how professional sports teams recruit top-notch players. Is this a fair analogy?

T.J.: I never thought of it that way, but that’s exactly what we do. We are always looking for the rising stars. We invite them down to ride ships with us, and we get our people to meet them to see if they have talent and experience and they are team players. When we hire somebody, we’re hiring with the intent to keep that person their whole career. We want this to be a perfect fit for them and for us.  It’s worked well for us. No one leaves. From pilots and boat operators, to bookkeepers, most people work here 30 or more years. Ideally, pilots are in their early to mid-30s when they join us because they have 10 years of experience at sea and we have them for many more years, all the way to retirement. We had to set a mandatory retirement age of 70 because sometimes pilots don’t want to retire. They have to retire because it’s not safe for them to keep climbing rope ladders at the age of 70 or more.

T.L.: What other business practices keep JPS strong as a company?

T.J.: In 1964, my dad made it mandatory for all our pilots to own shares in JPS. We want people who have an interest in the safety of our company. If we have an accident, it’s going to affect everyone. If we succeed, everyone benefits.

T.L.: Over the last century, JPS has weathered historic disruptions – the Great Depression, World War II, containerization, the Great Recession and COVID – and become a bedrock of operations at the Port of Long Beach. To what do you attribute JPS’ success?

T.J.: A lot of luck is involved in surviving 100 years. When my grandfather started out here, a lot of his shipping buddies said, “You’re going to pilot in Long Beach? It’s just a bunch of mudflats.” But the leaders of the Port and the City were visionary. They saw the potential for this Port and the growth in trade.

I credit my grandfather for laying the foundation for customer service, safety and our work ethic. I credit my father for building on what my grandfather created by perfecting the business side to help us succeed in the future. My generation is fortunate that they passed down their skills and experience. We’re very lucky to be where we are.

And while we’ve continued to adapt to all the market and industry changes, when it comes to piloting ships not much has changed. Our mission has been constant and there have been no changes to the basics of our operation. We’ve always been focused on precision, safety and customer service. These core values will always be our guiding light.

ORIGINAL ARTICLE:
https://polb.com/port-info/news-and-press/steady-as-she-goes-jacobsen-pilot-service-at-100-07-30-2024/

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On Dec.26, 2015, the containership CMA CGM Benjamin Franklin, bound for a berth at the Port of Long Beach, sailed into a placid San Pedro Bay on its maiden arrival. 

A cursory glance at the event would evoke minimal interest, seeing as countless ships have called at the Southern California port since it handled its first vessel more than 100 years before. 

This call was different – literally – in a big way.  

CMA CGM Benjamin Franklin was, at the time, the largest containership ever to call at a North American port – a 1,300 foot, 18,500 deadweight ton behemoth with a staggering container capacity of 18,000 TEUs which, if laid end-to-end, would stretch for an eye-brow raising 68 miles. 

And on the bridge, guiding the massive ship into her berth, was pilot Capt. Mark Coynes, an honors graduate of the U.S. Merchant Marine Academy, a veteran of more than 30 years at sea, and holder of an Unlimited Master License upon Oceans, and a First Class Pilotage certificate for Los Angeles/Long Beach and Anaheim Bay. 

Coynes serves as Vice President of Jacobsen Pilot Service in Long Beach. He joined the company in 2001 after a career that took him from high school work aboard fishing boats in Southern California to Master aboard a variety of ships on coastwise, intercoastal, and foreign trade routes.

“There was some pressure, but after all a ship is a ship and each one has its own characteristics,” he told Professional Mariner. “One of my senior pilots was there as my number two, just in case there was a problem. We’d done this before, we had the technology, the training, the skill at every level from the tugs to the line handlers, and the assurance that you can only get from experience.” 

It is that experience – an adaptable form of muscle-memory borne of an intimate knowledge of the unique characteristics of the Port of Long Beach’s varying depths, tides, weather conditions, and somewhat tight environment – that was the key element in successfully handling not only the “Big Ben,” but every ship entrusted to one of Jacobsen’s 22 pilots. 

“We had to make sure the tides were right and that we were up to speed on handling every possible contingency,” said Jacobsen President and CEO, Tom Jacobsen. “It’s a little shallow for that big a ship, so we studied all the possibilities and did our due diligence. It all paid off and Capt. Coynes did a fantastic job getting the ship into a relatively tight space. He turned it perfectly and backed it in.”

A Master Mariner himself, Jacobsen is the third-generation head of the company, which was founded by his grandfather in 1924. At age 19, Jacobsen obtained his first U.S. Coast Guard license to operate the Long Beach Pilot Boat. A graduate of the California Maritime Academy with a degree in Nautical Industrial Technology, he first earned an Unlimited Third Mates License. 

After working on a number of ocean-going freighters, tankers, and bulk carriers, he secured his Unlimited Master Mariners License and an Unlimited First Class Pilotage Endorsement.  

“I’d spent a lot of time in the Persian Gulf, the Mediterranean, and in Asia,” said Jacobsen. “I had accumulated a lot of days at sea just to move up and get my unlimited masters license. Then after about five years, there was an opening for the pilot training program, so I came ashore.” 

After completing Jacobsen’s pilot training , he transitioned into company management, carrying on the family-style ethos that serves as its core value – a corporate attribute that has attracted top-notch employees from its pilots and pilot boat operators to its dispatchers, maintenance crew, and support staff. 

An early observer of how the company conducts its business, Coynes said, “I’d seen Jacobsen pilot boats at work over the years and I knew it by reputation as a great company to work for. I knew early on that, at some point, it was the company I wanted to work with.”

While Jacobsen Pilot Service continues its tradition of its pilots wearing ties and being properly attired when boarding the ships to which they are assigned, the company has never shied away from implementing the latest technologies that have helped it achieve its singular mission – the safe handling of vessels entering and leaving the Port of Long Beach, one of the world’s busiest deep-water ports, 24/7 in any and all circumstances and weather conditions. 

In 1940, Jacobsen Pilot Service was one of the first to equip its pilots with a portable radio-telephone, which gave them the capability of ship-to-shore communication. Nine years later, the company made history when it became the first pilotage service in the world to operate a shore-based radar system to guide ships calling at the port in all weather conditions. The system was improved over the ensuing years with the utilization of fiber optics and microwave for remote radar applications. 

In 1996, Jacobsen developed PilotMate, the very first the carry-on-board Differential Global Positioning System, and four years later, became the first and only pilot service company in the country to be granted ISO 9001 certification. 

Most recently, the company worked with the National Oceanic and Atmospheric Administration to develop and implement S-102, a new high-precision navigation tool that “makes shepherding ships through the underwater terrain unique to the country’s ports safer than ever.” Jacobsen was selected by the agency because, “it routinely upgrades its technology, which includes software that analyzes water levels, tides, currents, waves and weather.”

Key to Jacobsen’s operations are its trio of pilot boats, two of which – Orion and Polaris III – are identical sisters that feature the latest advances in design and technology. Built by Tacoma, Wa.-based Nordlund Boat Company, the 63.6-foot, all weather-capable, fiberglass-hulled  boats went into service for Jacobsen in 2018 and 2020, respectively.

Both boats are equipped with Hamilton jet drive propulsion systems that enable the boats to “crab” sideways as well as bring the vessel to a complete “crash stop” from full speed in a distance as little as one boat length. 

The boats are also equipped with a hydraulic man overboard rescue system (MORS) mounted on the stern, with an aft control console. The rescue lift has a submersible frame with web mesh that opens and lowers below surface level to allow a quick retrieval of an injured man overboard.

“Years ago, we had fiberglass boats and they proved very well,” said Jacobsen. “They lasted 40 years and we tried to go with aluminum, but we had a problem with corrosion and the one we had built just didn’t hold up for long. We decided to go back to fiberglass and we did some research and found out that the Puget Sound pilots used Nordlund to build their boats.

“We started piecing things together,” said Jacobsen. “We interviewed Nordlund and found a lot of similarities between our corporate philosophy and theirs. We got along well and we saw how well-built and tough the boats are that Nordlund built for both the Puget Sound and Columbia River Bar Pilots. They’ve been in service now for 25 years. We decided to go with them and we’re happy we did. Orion and Polaris III are both fantastic.”

Echoing Jacobsen’s appraisal of the two boats is Dan Kennedy, Jacobsen’s pilot boat operations manager.

“They’re essentially workboats, but they handle like a race car,” says Kennedy, who has served at the helm of Jacobsen pilot boats for 30 years. “The Hamilton jet drives have been fantastic for both all-weather maneuverability and safety reasons, and the over-all design, stability control features, multiple docking stations, safety equipment, and electronics, are the best.”  

While the pilot boats themselves may improve and become more technologically advanced, there are some things that never change, said Kennedy. 

“There are so many different scenarios and so many different types of landings that you can face,” said Kennedy. “You’re not stuck in a rut as you’re always thinking, ‘Oh, this is gonna be interesting.’ It could be the position of the ladder or just the way the wind is blowing and how the swell is forming up or the roll of the ship.”

For some people, he said, “Doing the same thing over and over can become mundane, but there’s always something different here that keeps it exciting, so getting up at 2:45 a.m. isn’t a struggle and I’ve never woken up in 30 years thinking I’d ever want to do anything else.” 

LINK TO ORIGIAL ARTICLE:

Jacobsen Pilot Service: Blending old-school values and new technologies

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Harbor pilots play an essential role in maritime navigation, ensuring the safe and efficient passage of ships through ports worldwide.

At the bustling Port of Long Beach in California, the Jacobsen Pilot Service’s professional Pilots face unique challenges as they guide some of the world’s largest vessels through tight and often treacherous channels. For many, it’s surprising to learn that only a harbor pilot can bring a ship into the Long Beach port, which makes the pilots’ role in the ecosystem essential.

What is a Harbor Pilot?
A Harbor Pilot is a specialist in navigating ships through challenging waters, particularly when entering or leaving a port. Unlike the ship’s Captain, who is responsible for the vessel during the entire voyage, a Pilot takes control of the ship only in local waters. Their expertise in local maritime conditions, such as currents, tides, and underwater hazards, is crucial for preventing accidents and ensuring the vessel’s safe passage​.

Recruitment and Training
Becoming a harbor Pilot for Jacobsen Pilot Service (JPS) is not an easy feat. The search for suitable candidates is rigorous, targeting individuals who are both technically proficient and temperamentally suited for the demanding role. Potential candidates are typically identified years in advance, often before they are even aware of being considered for the job. Once chosen, the training process spans approximately three years, during which new pilots learn to handle immense pressure—with no margin for error.

Daily Operations
The Port of Long Beach operates around the clock, 365 days a year, with ships arriving and departing at all hours—and every single one is eventually guided by a JPS Pilot. Harbor Pilots work on a one-week on/off schedule, with each daily shift potentially involving the guidance of three to four vessels or more. The pilots are stationed at a dedicated Pilot Station equipped with sleeping and kitchen facilities, allowing them to rest and refuel while waiting for assignments​.

The job begins when the crew of an incoming or outgoing vessel radios the JPS Dispatch to request a Pilot. The dispatcher then assigns a high-speed pilot boat to ferry the Pilot to the ship. This critical moment requires precision and care, as the Pilot transitions from the pilot boat to the ship’s ladder and climbs aboard. Once on the vessel, the Pilot makes his way to the ship’s bridge to meet the Captain and exchange essential information about the ship’s power, speed, draft, and load distribution.Then, a JPS Pilot takes navigational control of the ship.

Navigating Ships
Every ship is unique, presenting different challenges in terms of length, height, beam, propulsion type, keel design, and draft. Pilots must quickly assimilate this information and adjust their navigation plans accordingly. Local knowledge of the Port of Long Beach is crucial, particularly regarding subsurface hazards.

Technology plays an increasingly important role in a harbor pilot’s work. Portable Pilot Units (PPUs) are handheld tablet computers that provide real-time, highly accurate GPS positioning, overlaying the ship’s icon on a digital chart. These devices allow pilots to see the ship’s exact position relative to the shoreline, piers, channels, underwater obstructions, and other vessels. With this technology, Pilots can project the ship’s movements over the next few minutes, ensuring safe navigation even for megaships that block the Pilot’s view of the channel.

Why Harbor Pilots Matter
The importance of Pilots cannot be overstated. They are responsible for preventing maritime accidents, protecting the port’s infrastructure, and ensuring the safety of the crew, cargo, and environment. The Port of Long Beach, one of the busiest ports in the United States, relies heavily on the expertise of Jacobsen Pilot Service’s pros to maintain its operational efficiency and safety standards.

By facilitating the smooth and timely movement of goods through the port, Pilots help sustain the supply chain and support industry. Their role is indispensable in managing the logistical complexities of modern maritime trade, which is vital for economic growth and stability.

Pilots Provide an Essential Service
A day in the life of a harbor pilot at the Port of Long Beach is filled with challenges and responsibilities. These skilled professionals ensure the safe passage of ships through one of America’s busiest and most important ports, relying on their expertise, local knowledge, and advanced technology. Their work is crucial for the safety, efficiency, and economic vitality of the port, making them an indispensable part of the maritime industry. The dedication and skill of JPS Pilots keep the wheels of global trade turning, one ship at a time.

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Soon after, he headed out on a Gloucester schooner to fish in Alaska, then worked the waters of the Aleutian Islands before eventually becoming the Captain of a whaling ship.

By age 24, Jacob had sailed all kinds of ships, in all types of seas, and signed up to serve in the US Navy. After traveling the world’s oceans for 15 years, he founded J. A. Jacobsen & Company in 1924 in the Port of Long Beach—the first incarnation of what is now Jacobsen Pilot Service.

For both the Jacobsen Company and the Port, growth was slow and steady during the Great Depression. Throughout the 1930s, an extension of the breakwater was approved, Long Beach built a large Navy landing, the first transit shed in the outer harbor was completed, and the first oil wells within the Harbor District were drilled. All of these developments would have a positive influence on Jacob Jacobsen and his company’s expansion plans.

In 1943, the Navy hired J. A. Jacobsen to run the Navy pilot service in Long Beach. Four years later, a pilot station was built on the tip of Pier A, and Jacobsen was contracted to provide pilotage—with just one dispatcher, one boat operator, and five ship pilots.

Jacob came up with a bold idea: the use of new radar technologies to help minimize the risks of navigating at night and in fog. Its installation in Long Beach Harbor was the first anywhere in the Western Hemisphere. Coupled with his introduction of a new Port Traffic Plan, Jacob became known as one of the maritime world’s leading innovators.

In 1952, Jacob’s son, Richard “Dick” Jacobsen, graduated from the California Maritime Academy. He too became an officer in the Navy before joining the firm in 1958. Dick joined at a pivotal time. A major change was happening within the shipping industry: new cargo containers were drastically increasing the volume of goods moving through the ports.

By the early 1960s, Asian economies began to rapidly modernize. Japan started to ship the first imported automobiles. By the 1970s, Taiwan and South Korea sent cargo ships loaded with clothing, toys, and electronics headed for American shores.

In 1962, Dick became CEO, and incorporated the business. JPS pilots became shareholders, giving them a vested interest in the future of the company.

After a new Long Beach Pilot Station was built, Dick made sure to support it with the most advanced technologies and rigorous training programs possible. In doing so, he laid the foundation for a thriving maritime culture that continues to this day.

In 1998, Dick’s son, Thomas, became president of the company. Tom had previously graduated from the California Maritime Academy and sailed on various cargo ships around the world, achieving his Unlimited Masters License and Unlimited Pilotage License.

By 2000, Tom had been honored at the World Trade Hall of Fame and, one year later, Jacobsen Pilot Service became ISO-certified—one of only four pilot groups in the world to do so.

In 2006, Tom became CEO. He has since overseen the company through continuous growth, advancements, and expansions in the Port of Long Beach.

Over the years, Jacobsen Pilot Service has been instrumental in developing and implementing state-of-the-art technology routinely used in daily piloting operations—from shore-based radars and highly accurate range lights to high-precision carry-aboard Differential Global Positioning System.

Jacobsen Pilot Service is also deeply involved in the local Vessel Traffic System, a unique partnership between private, non-profit, city government, and federal government.

To this day, Tom Jacobsen continues the legacy of his father and grandfather, having served in upper-level positions for the Marine Exchange of Los Angeles and Long Beach, the FuturePorts Association, the Propeller Club, the Harbor Association of Industry and Commerce, the Long Beach Pilot Advisory Committee, and the Marine Board.

Today, Jacobsen Pilot Service shows no signs of slowing down as The Port of Long Beach looks ahead to a potential new wind turbine facility and a $1.5B Pier B rail project to follow.

For 100 years, Jacobsen Pilot Service has served the Port of Long Beach with innovation and distinction. And while their legacy and reputation are unmatched in the pilotage industry, all signs indicate the course ahead is only just beginning.

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