PART ONE

SAFE WORKING PRACTICES FOR SHIP TOWAGE OPERATIONS

Part One of this Code is provided by way of guidance only. Save by practice of law, the Port of London Authority shall have no liability in respect of this Code of Practice.

SECTION ONE

PREPARING FOR TOWAGE OPERATIONS

1.1       Planning and Co-ordination

Before beginning towing operations, a comprehensive plan of action (part of the ship’s port passage plan) should be prepared and agreed by the Master and Pilot, where embarked, taking account of all relevant factors, including tide, wind, visibility, the ship’s size, type and characteristics and the berth operator’s requirements. A good knowledge of the type and capabilities of the tugs allocated to the job is important, in order that the Pilot and/or Master can ensure tugs are both suitable for the task ahead and positioned on the vessel so as to be most effective, and to facilitate a safe operation.

Responsibility for co-ordinating a towage operation lies with whoever has the conduct of the vessel being towed, be that the Master or the Pilot. When berthing and unberthing, it is the duty of the Master and/or Pilot to ensure that the vessel is handled in a safe and controlled manner, having due regard to the safety of all those involved, whether it be on the ship, assisting tug(s), line handlers or mooring gangs and other river users as appropriate.

1.2 Pilot / Vessel Master Exchange

• Identify which fairleads, chocks, bollards and strong points can be used for towing and check the SWLs are sufficient for expected towline forces
• Identify areas of hull strengthened or suitable for pushing by tugs and relevant identification marks employed;
• Identify any special features (i.e. controllable pitch propellers, thrusters etc.)
• Tug rendezvous time and position;
• Number of tugs and the mode of towage;
• Planned (optimum) ship speed when connecting to the tug’s lines;
• whether the ship’s or the tug’s line are recommended for use;
• Type of tugs to be used and their bollard pull(s);
• If escorting, the maximum towline forces that the tug may generate at escort speeds;
• Maximum planned speed for the operation;
• Method by which the ship’s crew should take on board and release the tug’s tow line;
• Prohibition on the use of weighted heaving lines;
• Areas of the transit posing particular risks with respect to the possible use of the tug;
• Use and positioning of the tug(s) for berthing manoeuvres;
• Use of the tug(s) in an emergency (escort operations);
• Primary (tug working) and secondary (London VTS) VHF channels for use in the operation.
• On release, the tug’s gear to be lowered back always under control.

1.3 Master or Pilot / Tugmaster Exchange

• SWL of the vessel’s chocks, bollards and strong points to be used for towing;
• Tug hook-up point, taking into account the prevailing weather and sea conditions, for escorting operation (if appropriate) and berthing;
• Planned (optimum) ship speed when connecting to the tug’s lines;
• If active escorting, the start-point of the escorted passage;
• Maximum speed of the tug;
• Minimum dead slow engine speed of vessel;
• Passage plan while accompanied by the tug(s), particularly details of any swing manoeuvre, release position and sequence of release;
• Berthing plan, including tug positioning around the vessel’s hull and the vessel’s required position on the berth;
• Intended and emergency use of ships anchors;
• Any unusual vessel features, as gleaned from the Master/Pilot exchange;
• Any shallow water or bank effect areas where significant surges may be experienced that might add to the tug loads;
• Any tug defects, failures or reduction in its ability to manoeuvre or deliver full bollard pull; and
• Confirmation that the tug is fast and ready, including confirmation of tug’s name and her position on the vessel.

1.4 Watertight Integrity

The watertight integrity of the tug should be maintained at all times. When a tug is engaged on any towage operation all watertight openings should be securely fastened. All watertight openings should be marked with a sign stating that they are to remain closed during towage operations. Any such openings used whilst moving about the tug during a towage operation should be re-secured immediately after use.

1.5 PLA Vessel Licensing Requirements

All ship towage tugs and workboats (including line handling boats) used within the Port of London are required to be inspected and licensed by the PLA as being ‘fit for purpose’. They should only be used in assisting ship manoeuvring and berthing/unberthing operations for which they have the capacity and/or are licensed.

Details of tugs currently licensed by the PLA to undertake ship towage operations in the port are available here.

SECTION TWO

COMMUNICATIONS

VHF communications are a vital component of safe towage operations. It is essential that those on board the vessel, the tug(s), where appropriate the mooring/line boats, and those on the berth, are able to communicate promptly and effectively throughout the towage operation, should the need arise.

During operations, it is important that effective communications are maintained between:

a) the towing vessel and both the bridge team, and the mooring decks of the vessel undertow; and

b) the ship’s tow party(ies) and the bridge team.

It is important that London VTS is included in the communication loop, as appropriate, when planning and then executing a ship towage operation.

During the towage operation, it is important for Pilots and Masters to keep London VTS fully appraised of the planned manoeuvre and its progress

The Tugmaster shall always maintain, so far as possible, a listening watch on the appropriate VHF channel for London VTS as well as the Pilot / Tug working channel.

In the event that a ship or assisting tug(s) lose communications with each other, either vessel should sound the morse signal for KILO (long blast – short blast – long blast) on the ship’s whistle. Upon hearing this signal, all parties should return to the VTS channel for the area that they are in at that time (i.e. 14/68/69) and re-establish communications.

SECTION THREE

MASTER OR PILOT INSTRUCTIONS TO THE TUG

To avoid confusion and errors, Pilots will ask for tug power and directional requirements as follows:

The direction of pull will be indicated as shown below:

The power required will be indicated as percentages, i.e. Stop - 25% - 50% - 75% - Full

SECTION FOUR

SAFE SPEED

Ship towage manoeuvres should be carried out at an appropriate speed relating to the manoeuvre required, ship characteristics, prevailing weather conditions and tug type/characteristics, tug position and method of securing. Ships engines are highly likely to be used when manoeuvring with tugs fast, it is always prudent, where operationally possible, to advise the tug master of engine orders.

When taking up the tow line, Tugmasters will ideally expect a speed of around 6-8 knots through the water depending on the type of tug and where it is making fast. This gives the necessary way to assist the tugs in manoeuvring close to the ship whilst also giving plenty of power in reserve should they have to break away. As the Tugmaster is trying to balance the tug in a position to pass the towline he is looking for a steady speed. If the Pilot or Master requires to change the speed, e.g. to maintain steerage way, he must tell the Tugmaster of his intentions before ordering a change to the engine speed.

In strong tidal conditions a high percentage of the tug’s power may be utilised in maintaining position on the vessel before applying thrust to the vessel. If the tugs are made fast alongside, they are at their most effective with a minimal ship speed through the water.

SECTION FIVE

TOWAGE IN RESTRICTED VISIBILITY

5.1 Definition

“Restricted Visibility” means all circumstances when visibility is less than 0.5 nautical mile.

When Restricted Visibility is deemed to exist in or is expected to exist in, or in the vicinity of, the areas of the Port where tugs will assist a vessel, the Duty Port Controller or Duty Officer will ascertain from the Duty Towage Controller of each towage provider what towage services will be available to the vessel at the time when the towage service is required. Berthing and unberthing operations will not usually take place when the visibility is less than 2 cables.

The range of towage services potentially available may be categorised as follows:

• Normal towage services.
• Push/pull operations (made fast alongside).
• Push operations (not made fast).
• Other (as agreed between Pilot or Master and the Tugmaster).
• No service.

5.2 Procedure when Restricted Visibility occurs during a towage operation

Should Restricted Visibility occur during a towage operation, the Pilot and/or Master and the Tugmaster(s) will discuss the situation immediately and agree upon a course of action to ensure the safety of all persons and vessels involved, given the location, environmental and vessel traffic conditions, seeking the advice of London VTS as appropriate.

The Pilot or Master will advise London VTS of the circumstances and the decision immediately, keeping VTS informed of any operational developments, or any improvement or deterioration of the visibility, as necessary.

SECTION SIX

THE USE OF TUGS IN SHIP HANDLING

6.1 Interaction

Interaction and its effects on the tug and its handling are well known and appreciated in port/ harbour towage. Pilots, Masters and Tugmasters are reminded that these effects increase with speed.

6.2 Tug Escorting

Escorting should only be carried out after investigating the suitability of the tug for the operation and the Pilot, Master and Tugmaster(s) agreeing a plan.

This type of operation is carried out in the ‘passive’ and ‘active’ modes: passive when running free in close attendance and active when made fast to the towed vessel. If active escort is being undertaken the form of towage can be ‘direct’ or ‘indirect’, depending on the speed of the towed vessel. The method adopted will be at the discretion of the Tugmaster. When made fast, all those involved should be aware that increased loads can be applied to towing gear, especially when operating in the indirect mode.

6.3 Order of  Letting Go

Usually, the bow tug should be let go first, before the stern tug.

SECTION SEVEN

FURTHER GUIDANCE AND ADVICE

Further guidance and advice can be found in the following publications:

• Tug Use in Port: A Practical Guide – Nautical Institute
• Recommendations for Ships’ Fittings for use with Tugs – OCIMF
• The Shiphandler’s Guide – Nautical Institute
• Current relevant Merchant Shipping Notices
• Code of Safe Working Practices for Merchant Seamen
• Management of Health & Safety at Work Regulations
• Current relevant Merchant Shipping Acts
• BTA Pilot’s Pocket Guide

PART TWO

SECTION ONE – APPLICATION OF THE GUIDELINES

Part Two of this Code contains both guidelines and mandatory requirements for the utilisation of Ship Towage Tugs. The Guidelines are advisory only. Save by practice of law, the Port of London Authority shall have no liability in respect of these Guidelines.

The final responsibility for the number of tugs to be used must rest with the Master of the vessel, in consultation where appropriate, with the Pilot and/or the Port of London Authority (PLA) Duty Port Controller (DPC), who will take account of the particular exceptional circumstances, including the prevailing weather and tidal conditions.

It should be noted however, that in cases where the vessel Master refuses to accept the Pilot’s, or in advance of the Pilot being embarked, the Duty Port Controller’s advice in respect of the number of tugs required to facilitate a safe operation, the Harbour Master may impose the required number of tugs by Special Direction. These tugs will be for the owner’s account.

The purpose of these Guidelines is to ensure, so far as possible, that the Master achieves safe ship manoeuvring operations.

In establishing the Guidelines, the following assumptions have been made:

a) The vessel receiving ship towage assistance in manoeuvring is a normally responsive vessel with all mechanical equipment in proper working order;

b) The weather conditions are favourable;

c) The tidal conditions are advantageous;

d) There is no adverse local vessel traffic activity or effect;

e) All manoeuvring aids in full working order and thrusters are able to operate at maximum design power.

Note: Thrusters on a common hydraulic line with deck machinery are known to be badly affected when winches are operated, and therefore will make the vessel unable to comply with e) above.

Where a vessel which relies on a bowthruster for manoeuvring has an inoperative bowthruster, the vessel will be expected to take a tug in lieu of the thruster. This is in addition to any tugs required by the tables.  

If vessel Masters and/or Ships Agents have any queries regarding the allocation of tugs or the number of tugs to be allocated as identified by the Code, they must discuss these questions with the Duty Port Controller at London VTS, Gravesend. If necessary, the DPC will seek the advice of the Pilot allocated to the vessel, or if need be, the Harbourmaster.

Mandatory Minimum Tug Requirements

Some berth owners/operators impose their own mandatory tug requirements for vessels using their terminals, which are equivalent to or in excess of those identified in this Code of Practice.

The operators of the berths listed below require that the provisions of the Tug Allocation Tables be adhered to as a minimum, in respect of vessels manoeuvring at their facilities.

Additional Mandatory Requirements for Specific Berths

Vopak (Navigator)

Both No.1 and No.2 berths require that, in addition to the provisions of the Tug Allocation Tables, vessels of 100m LOA with no manoeuvring aids, and vessels of 128m LOA or 8m draft or above, with any type of manoeuvring aid, require a minimum of one tug.

Oikos 1 & 2

A minimum of one tug is required for all arrivals and departures, beyond which the tug allocation tables apply.

When a vessel is berthed alongside Calor Canvey, an extra tug, in addition to the requirements of the tug allocation tables, is required for head down, ebb tide departures from Oikos 2.

Calor Canvey

A minimum of one tug is required for ebb tide ‘head down’ departures, beyond which the tug allocation tables apply.

Thames Oil Port

A minimum of one tug is required for ebb tide ‘head down’ departures, beyond which the tug allocation tables apply.

Esso no.1 Jetty

A minimum of two tugs is required for berthing, beyond which the tug allocation tables apply.

A minimum of one tug is required for all departures, beyond which the tug allocation tables apply.

Grays 1 & 2 jetties

An extra tug is required, in addition to the requirements of the tug allocation tables, for vessels over 225m berthing or unberthing in southerly winds.

Shell S Jetty

An extra tug is required, in addition to the requirements of the tug allocation tables, for ebb tide ‘head down’ departures.

Tilbury Grain Terminal – Inner Berth

The limited area available to the rear of the Tilbury Grain Terminal jetty restricts the use of tug assistance for ships manoeuvring to and from the Inner Berth. Tug requirements for this berth are as per the table below, for vessels up to 128 metres.

Agents and Masters wishing to arrange for the berthing/unberthing of a vessel of over 128 metres must consult the Duty Port Controller and the Duty River Pilot.

SPECIFIC LOCAL ARRANGEMENTS

London Gateway Port

Assessments for a reduced tug allocation for vessels using London Gateway Port will be undertaken only for vessels less than 320m LOA and/or 13.5m draught. Inbound ULCS’s should make contact with assisting tugs at SR4 and commence Pilot/Tug Master exchange with special reference to the location of picking up tugs lines’ and securing. Unless specified in the Pilot/Tug Master exchange, at least one tug will meet the vessel at Sea Reach 7 and will make fast according to the Pilot’s requirements. In the event communications have not been made at Sea Reach 4, then all tugs for the vessel should assume a Sea Reach 7 rendezvous.

Barking Creek

Some vessels trading to berths in Barking Creek are very close to, or at the physical limits in terms of length and/or draught, which allow a vessel to transit the Creek, manoeuvre and swing safely for the berth. In some cases, these operations require tug assistance.

The use of tug assistance in Barking Creek is necessarily restricted by the confined nature of the area, the draught limitations imposed by the Creek itself and the cill depth of the Barking Creek Barrier.

Access for vessels to and from the Creek is limited to a short period over the high water. For most wind conditions of under Force 5 an attendant suitably (PLA) licensed workboat of 120 horsepower or above is adequate to assist (without connecting a tow line) by pushing in, swinging and manoeuvring. A workboat is of particular help in pushing a vessel away from a berth.

In conditions where a vessel is being manoeuvred in the Creek in a wind of over Force 5 from directions south through to west, and particularly when leaving the Creek stern first, it is strongly recommended that a suitable tug licensed by the PLA as a ship towage tug is employed. Due to depth limitations in the Creek the tug should have a draught of no more than 4.0 metres.

Thames Refinery (Tate & Lyle)

Any vessel sailing from Thames Refinery stern to tide, having a length overall of between 130m and 149.9m, will be provided with an additional tug over and above the Code of Practice Guidelines.

Northfleet Hope Container Terminal – Tilburyness

When a vessel which is berthed head down is departing on a flood tide from the container terminal using tugs and a strong tidal counter flow is present off the berth, it is strongly recommended that the tugs are retained, but not necessarily secured to the vessel, until the vessel has fully entered the stream and safely negotiated the bend.

Tug Assessments

Assessments for Reduced Tug Allocation

If the Berth Owner/Operator is in agreement, a vessel owner/operator whose vessel has good manoeuvring capabilities and characteristics and which regularly visits the Thames, may apply to the Harbour Master to have the vessel assessed to reduce the number of tugs allocated to it under reasonable weather and tidal conditions. The following Berth Owners/Operators are willing to allow Tug Assessments for ships calling at their facility:

• London Gateway Port
• Port of Tilbury river berths
• Tilbury Lock
• Tilbury 2
• Northfleet Thames
• Tower Wharf

Individual vessels will usually be limited to a maximum of four such assessments – one each for flood and ebb tide berthing and unberthing. During an assessment the vessel will have the recommended number of tugs available but the Pilot, with the agreement of the Master, given reasonable conditions and within the bounds of safety, will endeavour to use fewer tugs. He will then submit a report to the Harbour Master on the safety of the operation, including how the vessel handled. Recommendations for future tug allocation will then be based on the outcome of the assessment.

Outcomes of assessment will be reviewed internally by a panel, which includes harbourmasters and pilots, before any decision is made. Outcomes will specify the limiting conditions under which tug reductions apply and will usually be limited to a maximum of 20 knots wind.

Applications for a reduced tug allocation assessment must be made in writing, by email to the Harbour Master ([email protected]) who, subject to agreement by the Berth Owner/Operator, will arrange for the nominated vessel to be assessed - generally on its next visit, subject to a suitable assessing pilot being available.

Maximum Reduction in Tug Allocation

Any vessel that has already been assessed and had a tug reduction approved will not be assessed for a further reduction in tug allocation, except in exceptional circumstances and if a highly manoeuvrable vessel, and as agreed by the Harbour Master and the Berth Owner/Operator.

Tug Assessment Validity

Tug Assessments will be valid for up to five years, but no longer than three years from the vessel’s last visit to the port. At that point a new tug assessment will be required.

Where a vessel that has a reduced tug allocation undergoes any significant changes to its manoeuvring ability, the assessments will become invalid. Further assessments may be undertaken for the new vessel configuration.

Sister Vessels

Tug Assessments are valid for individual vessels. Sister vessels will normally be required to have their own assessments.

SECTION TWO

USING THE TUG ALLOCATION TABLES

Step 1

Turn to the appropriate Part (A-D) dependent upon the destination or departure berth and/or the vessel type and size.

Step 2

Using Table 1, identify the Ship Type Code as defined by the vessel’s length overall and draught.

Step 3

Take the Ship Type Code from Table 1 and the vessel’s operational manoeuvring aids to establish the Manoeuvring Aids Allowance Code in Table 2.

Step 4

Table 3 will then identify the number of tugs required as defined by the Manoeuvring Aids Allowance Code and the nature of the manoeuvre.

Step 5

Where relevant, Table 4 provides an augmentation to towage requirements due to wind conditions. Part E provides an estimated allowance for windage and also a useful formula for calculating the bollard pull required in varying wind strengths.

Note:

In addition to the number of tugs required, there is also a minimum Bollard Pull (BP) requirement for some berths/scenarios. The declared BP for tugs licensed for ship towage on the Thames can be found here.

An allowance of +- 3% may be applied to the published BP when using these tables.

Where 2 or more tugs of a specified BP are required, tugs within 5% of the required individual BP may be used, as long as the combined BP is met. E.g. where 2 tugs of 80t BP are required, the combined BP requirement is 160t (2x80t). This may be achieved with one tug of 76t (80-5%) as long as the second tug has a BP of at least 84t.

SECTION THREE

TUG ALLOCATION TABLES

PART A - RIVER BERTHS: LONDON BRIDGE TO SEA REACH No.7 BUOY

Table 1 - SHIP SIZE CODE

TABLE 2 - MANOEUVRING AIDS ALLOWANCE CODE

TABLE 3 - NUMBER OF TUGS REQUIRED

Notes:

1. (S) = Swing necessary or manoeuvring stern to tide.

For vessels over 180m swinging into the West India Dock Bellmouth and backing up to Greenwich the Harbourmaster must be consulted to determine the tug requirement. A minimum of 2 tugs will be required.

2. Tug allocations for ships over 200m LOA navigating above the Thames Barrier are subject to the requirements identified in the associated risk assessment(s). The Harbourmaster must be consulted in such cases.

3. See "Additional Mandatory Requirements for Specific Berths" above for additional requirements at Thames Refinery, Navigator and Oikos.

PART B - NORTHFLEET HOPE CONTAINER TERMINAL

TABLE 1 - SHIP SIZE CODE

TABLE 2 - MANOEUVRING AIDS ALLOWANCE CODE

TABLE 3 – NUMBER OF TUGS REQUIRED

This table is based on the requirement for each tug to have a minimum tug bollard pull of 50 tonnes.

Additional towage requirements

For any vessel, an additional tug may be necessary in circumstances where the vessel is required to manoeuvre stern to tide or in high wind conditions (See also Table 4 below) and must be considered as part of the dynamic risk assessment at the time.

For vessels over 225m LOA and/or 10m draught, an additional tug will be required for berthing stern to tide on the Upper or Lower berths.

TABLE 4 - AUGMENTATION OF TOWAGE REQUIREMENT DUE TO WIND CONDITIONS

PART C - TILBURY LOCK

TABLE 1 - SHIP SIZE CODE

Note: *Agents and Masters arranging tug allocation for Ebb Tide Docking must consult the Duty Port Controller before final arrangements are made.

TABLE 2 – MANOEUVRING AIDS ALLOWANCE CODE

TABLE 3 - NUMBER OF TUGS REQUIRED

Notes:

1. * The PLA Duty River Pilot must be consulted before the Master or Agent arranges the sailing of a vessel exceeding 185m LOA or 29m beam on an ebb tide.

PART D - LONDON GATEWAY PORT

TABLE 1 - SHIP SIZE CODE

TABLE 2 – MANOEUVRING AIDS ALLOWANCE CODE

TABLE 3 – NUMBER OF TUGS REQUIRED

Notes:

1. This Table is based on the requirement for each tug to have a minimum bollard pull, as follows:

a) for vessels up to 250m LOA and/or 12.0m draught, 60 tonnes bollard pull;

b) for vessels up to 320m LOA and/or 13.5m draught, 60 tonnes bollard pull; and

c) for vessels over 320m LOA and/or 13.5m draught, 80 tonnes bollard pull.

d) for vessel of 60m beam or more three tugs of 80 tonnes bollard pull. Where a 4th tug is required it should be at least 70 tonnes bollard pull.

2. An additional tug may be necessary in circumstances where the vessel is required to manoeuvre stern to tide or in high wind conditions (See also Table 4 below) and must be considered as part of the dynamic risk assessment at the time.

3. For vessels over 320m LOA and/or 13.5 or 60m beam or more, where an extra tug is required, in addition to the table requirements above, that tug should normally have a minimum BP of 70 tonnes.

TABLE 4 - AUGMENTATION OF TOWAGE REQUIREMENT DUE TO WIND CONDITIONS

Note: Subject to the conditions at the time and the size of the vessel involved, the decision to continue with the manoeuvre will be determined by the associated dynamic risk assessment and will involve all relevant parties i.e. the Master, Pilot, Duty Port Controller and the Berth Operator.

PART E - ALLOWANCES FOR WIND

The master of any container ship greater than 250m in length is required to submit the CALCULATED LATERAL WINDAGE AREA for their vessel. This will allow the pilot of the vessel to adequately assess the towage requirements in advance of boarding and dynamically risk assess the intended manoeuvre for higher winds.

The formula below can be used to calculate the total lateral windage force in tonnes for a vessel in varying wind strengths.

Lateral windage force (tonnes) = 0.065 x A x V2 /1000

With 25% safety margin = 0.08 x A x V2 /1000

Where:

• A is the wind area of the vessel in m2; and
• V is the wind speed in m/sec

PART F – Hp / Kw CONVERSION TABLE (approximate):

Knots – m/s CONVERSION TABLE:

SECTION 1 - RESPONSIBILITIES

1.1 VESSEL OPERATOR

Vessel operators should carefully note their responsibilities under Rule 2 of the International Regulations for Preventing Collisions at Sea (COLREGS). Additionally, Health and Safety at Work Regulations require employers to provide a safe working environment for all employees. This means setting out a clear Health and Safety Policy available to all crew, risk assessments for all tasks to be carried out and information relating to the duties of all crew members.

Considering this, it is prudent for Vessel Operators to implement an effective Health and Safety Policy and operational Safety Management System of which all employees are aware.

It is the responsibility of the Vessel Operator to provide a safe working environment and to create a safety conscious culture ensuring all crew are correctly trained to undertake required duties.

1.2 TUG MASTER

The Master of a vessel at all times has responsibility for the safety of his/her vessel, crew and of any vessels being towed. The Master has the authority to make decisions affecting the safety and conduct of the tug, crew and any craft under tow. Due to the hazardous nature of towing, Tug Masters (and crew) should ensure that:

• All onboard pre-sail checks are completed before getting underway;
• Any risk assessments required are completed and applied before engaging in towage operations;
• All crew are fit, have correct PPE and are correctly trained for the task to be carried out;
• Crew are properly briefed on the work to be carried out;
• Good communication is established and maintained between the Tug Master and crew at all times during towing operations;
• Towing gear is in good condition and prepared for use (towing equipment should be inspected both before and after towage operations; and
• All watertight hatches and doors are operated in accordance with onboard procedures.

1.3 TOW MASTER

A Tow Master must be appointed for all Non-Routine Towage Operations (See Section 3). The Tow Master must be a person suitably qualified and experienced to take on the role and must be identified and appointed by the principal Vessel Operator (towage contractor) before planning for the Non-Routine Towage Operation commences. The Tow Master (who may also be the Tug Master) has the following roles and responsibilities:

• Overall responsibility for the safety and the conduct of the towage operation;
• Co-ordinating the planning, preparation and rehearsal(s) for the towage operation;
• Developing a comprehensive operational risk assessment for the entire operation, and presenting it to the Harbourmaster;
• Preparing and submitting a passage plan and towage plan to the Harbourmaster;
• Determining the proposed manning and competency requirements for all personnel (excluding any Pilots) involved in the operation; and
• Ensuring that a proper record and audit trail of the planning and approval process, and the operation itself, is maintained.

1.4 PILOT

Where a Pilot is allocated to a craft towage operation, the Pilot has the following role and responsibilities:

• Not-withstanding the responsibilities of the Tug Master and/or Tow Master, taking conduct of the navigation of the tug and tow(s);
• Immediately informing the Harbourmaster of any aspects of the towage operation that give the Pilot cause for concern;
• Acting as the PLA’s representative on board, undertaking a liaison role on behalf of the Harbourmaster as circumstances require; and
• Providing support to the Harbourmaster in the planning, risk assessment and rehearsal(s) for any Non-Routine Towage Operations.

Notes:

• In all cases, the Tug Master has the command of and is responsible for his vessel and crew
• The Pilot is not responsible for the towage plan and risk assessment or for the conduct of the towage operation
• A checklist is available to Pilots to aid the Master/Pilot Exchange for towage operations

SECTION 2 – REGULATIONS AND OPERATIONAL REQUIREMENTS

2.1 OVERVIEW

Navigation on the tidal Thames, particularly in central London through the bridges, is always challenging. This is especially true for larger commercial vessels and without doubt for those towing or pushing barges or other craft.

The Port’s marine safety management system recognises these issues and, as a result, the PLA has in place several restrictions and limitations on towage operations both in this central area and throughout the tidal Thames.

This Code does not seek to reproduce PLA regulations but simply to assist with the better understanding of them. All the regulations quoted here should be available onboard and understood by Tug Masters and crew.

2.2 PRINCIAPL REGULATIONS AND REQUIREMENTS

The principal regulations affecting the navigation of craft towage tugs that should be held onboard the vessel are:

• The Port of London Thames Byelaws - these set out detailed local requirements for operating vessels including modifications to the COLREGS, Reporting Incidents, Duties of the Master, Mooring and Berthing, Steering and Sailing, Light and Shapes, Sound Signals and Towing and Pushing rules.
• General Directions for Navigation in the Port of London - These contain more detailed instructions on the conduct of navigation; for example, the use of VHF and Special Signal Lights.
• Notices to Mariners – generally short-term duration, warning of events and construction works on the Thames that affect navigation through arch closures etc.
• PLA Tide Tables and Port Handbook – a useful pocket guide, which summarises much of the information above, and includes additional navigation information such as VHF Reporting Points.

2.3 PLA PILOTAGE REQUIREMENTS

Dependent upon the length overall of a tug and tow, the length of the towed object or the location of a tug and tow within the tidal Thames, some craft towage operations may be subject to compulsory pilotage requirements as required by the PLA’s Pilotage Directions: https://www.pla.co.uk/pilotagedirections.pdf

Dependent on the nature of the operation, some non-routine towage operations, which are not subject to compulsory pilotage under the Pilotage Directions, may be required by the Harbourmaster to take one or more Pilots. Likewise, vessels engaged in Non-Routine Towage Operations which are subject to compulsory pilotage may be required by the Harbourmaster to take an additional Pilot.

2.4 VESSEL LICENSING REQUIREMENTS

Craft towage tugs operating on the tidal Thames are required to be licensed under the Port of London Act 1968 (as amended). However, alternative national certification may also be accepted in lieu of PLA licensing. Vessels licensed by the PLA are inspected and licensed under the requirements of the Thames Freight Standard or the Inland Waters Small Passenger Boat Code.

For further information please contact the PLA vessel licensing department, email: [email protected]

2.5 ANCHOR ARRANGEMENTS

All craft towage operations on the Thames should be provided with appropriate anchoring arrangements. In particular, tug and barge combinations that involve pushing ahead or towing alongside should be provided with an effective bow anchor or stern anchor. In most cases, during pushing and towing alongside operations, use of the tug’s bow anchor would be inappropriate and either a bow anchor should be provided on the barge, in the event of pushing operations, or a stern anchor should be provided on the tug or barge when towing alongside.

2.6 ARRANGEMENTS ABOVE CHERRY GARDEN PIER

Tugs & barge combinations which involve pushing ahead or towing alongside, navigating above Cherry Garden Pier where the length overall of the tug and barge combination exceeds 50m, should be provided with both bow and a stern anchoring arrangements.

Operators of tugs and barges, where barges are towed astern of the tug above Cherry Garden Pier and the combined length of the tug and barges (excluding the towing medium) exceeds 50m, must submit a formal risk assessment to the PLA to address the anchoring arrangements of the tow combination. Operations will typically require stern anchors on towed barges unless a twin-screw tug is utilised, supported by an extensive engineering maintenance regime.

2.7 TOWING THROUGH THE THAMES BARRIER

Vessels navigating the Thames Barrier are allocated a span by London VTS at the Thames Barrier Navigation Centre. Whilst navigation through the main spans is relatively straight forward for most craft, difficulties can arise for vessels when negotiating a span where the adjacent gate is in the 'defence' position. This arrangement sets up eddies around the piers either side of the closed span, which can affect vessels transiting the adjacent spans, particularly tugs and tows and less manoeuvrable vessels.

When towing craft through the Thames Barrier, Tug Masters should ensure that:

• the tow is kept under close control, adjusting the tow line if necessary;
• extra care is taken when passing through the Barrier; and
• when towing 3 or 5 barges, the craft are arranged with either 2 or 3 barges in the front rank, with the tow balanced by positioning the second rank (comprising either 1 or 2 barges respectively) centrally.

When towing through the Thames Barrier Tug Masters should be aware and take account of the increased tidal flow through the spans. Under normal conditions, without any spans in the defence or maintenance position, tidal flow typically increases by 0.5 knot above normal river conditions. This increases further when one or more of the spans are in the defence position, particularly when a span adjacent to the allocated span is in defence position, where tidal flows may increase by a further 1 knot.

When navigating against the tide through the Thames Barrier, Tug Masters must ensure that their vessels are capable of maintaining a safe speed through the water so as to have full control of the tow and be able to pass through the Barrier safely. Tugs should typically be able to maintain a speed not less than 3 knots over the ground when navigating the Thames Barrier. When preparing a passage plan that includes a transit through the Barrier, Tug Masters should take into account the expected tidal conditions, predicted increase in tidal flow through the Barrier and the estimated speed of the tug and tow, to ensure that the vessel can safely navigate the Thames Barrier, before leaving the berth.

2.8 SIZE LIMITATIONS AND PROPULSION REQUIREMENTS ABOVE LONDON BRIDGE

The PLA together with industry, undertook a detailed navigational risk assessment of towing operations above London Bridge which particularly considered pushing and towing alongside operations. The risk assessment process led to the development of a matrix for the specific maximum length and beam of different towage configurations as well as minimum propulsion requirements. These requirements have been incorporated into Tables 1 & 2, which must be complied with for all tugs and tows routinely operating above London Bridge, unless excepted from the requirements by the Harbourmaster, on application.

Table 1 – Size Limitations and Manoeuvring Aid / Propulsion Tables for Pusher Tugs / Single Freight Vessels navigating between London Bridge and Putney Bridge

Notes:

1. When navigating against the tide, when no swing or stern to tide berthing is required, a single screw tug is permitted.

2. There is a 75m LOA limit at Battersea Road Bridge, which reduces to 65m LOA when navigating with the ebb tide.

Table 2 – Size Limitations and Manoeuvring Aid / Propulsion Tables for tugs towing alongside navigating between London Bridge and Putney Bridge

WHEELHOUSE VISIBILITY – PUSHING OPERATIONS

Due to the number and density of small craft navigating above London Bridge it is vital that Masters of pushing vessels have adequate forward visibility to enable small craft to be sighted in sufficient time to take avoiding action. To ensure sufficient visibility the PLA has established minimum wheelhouse visibility requirements, which must allow for the Helmsman to see an object 1m in height at a distance of not more than 66m from the bow of the vessel – see figure 1.

Furthermore, tugs fitted with raising / lowering wheelhouses should be provided with an air draft indicator to provide information on current air draft.

Fig 1 – Wheelhouse visibility requirements for tugs and tow navigating above London Bridge

2.9 USE OF RICHMOND LOCK AND WEIR

Where a tug and tow requires the transit of Richmond Lock & Weir, the safest course of action would always be to plan the passage carefully and arrive at Richmond Lock when the weirs are out; thereby avoiding the risks created by navigating through Richmond Lock with a tow.

Where it is necessary to navigate through Richmond Lock - or any lock on the tidal Thames - the passage and operation should be planned very carefully. A full navigational risk assessment should highlight all the potential risks and it is the Tug Master’s responsibility to implement the necessary safety mitigation measures

Examples of such measures may include:

• Adjusting tow lines on approach to the Lock;
• Reducing speed to allow time to correctly line up with the Lock entrance;
• Consider use of a second tug to assist in manoeuvring into and out of the Lock; and
• Laying the tow on the piles on the approach to the Lock to stabilise the tow before entry into the Lock.

SECTION 3 – NON-ROUTINE TOWAGE OPERATIONS

3.1 OVERVIEW

A Non-Routine Towage Operation is defined as any towage operation involving or likely to include a combination of two or more towing and/or pushing vessels in an arrangement not previously risked assessed and reviewed by the Harbourmaster. Unusual project tows, such as the towage of large dead-ship vessels will also be considered as a Non-Routine Towage Operation.

Where an intra-port operator has a safe history in respect of non-routine tows then the Harbourmaster may consider them to no longer be non-routine. For that operator a generic risk assessment and passage plan may be developed and accepted. In such circumstances a Tow Master must still be appointed, the towing vessel must have a remote release towing hook, the towing vessel be of greater bollard pull than the pushing tug.

The Operator or Tow Master of such a towage operation is required to provide the Harbourmaster with at least 5 working days advanced notice of the operation, where possible.

Where a Vessel Operator is in any doubt as to whether his planned towage operation should be classed as a Non-Routine Towage Operation, he must consult the Harbourmaster without delay, and at least 5 working days before any such towage operation is commenced. The Harbourmaster will decide whether a towage operation is to be classed as a Non-Routine Towage Operation and his decision is final.

Where operational availability allows, at the discretion of the Harbourmaster a shorter notification period may be permitted, provided the documentation is of an acceptable standard.

3.2 ACCEPTANCE OF NON-ROUTINE TOWAGE OPERATIONS

In situations where a proposed tow, either within or into or out of the Port is identified as a Non-Routine Towage Operation, the following procedure shall be adhered to:

The Vessel Operator must:

1. 1. Advise the Harbourmaster, at least 5 days in advance, of the intended operation;
2. 2. Appoint a Tow Master; and
3. 3. Provide all necessary resources and support to the Tow Master in order to allow him to meet his responsibilities - see Section 1.3.

The Tow Master must:

1. 1. Submit a comprehensive operational risk assessment for the entire operation to the Harbourmaster;
2. 2. Submit an appropriate passage plan and details of the towing configuration to the Harbourmaster at least 5 days in advance of the operation; and
3. 3. Ensure that a proper record and audit trail of the planning and approval process, and the operation itself, is maintained.

Where a Tow Master, following submission of the required documents, is unable to complete the proposed tow, an alternative duly qualified Tow Master may be substituted. In such cases, the alternative Tow Master must undertake a full review of the submitted documentation or otherwise amend and re-submit the documentation to the Harbourmaster for acceptance.

Items 1 and 2 above may be submitted by persons other than the Tow Master provided the appointed Tow Master then complies with requirements in respect of reviewing and if necessary, resubmitting the documentation.

The Harbourmaster will:

1. 1. consider the submitted operational risk assessment, and may state requirements for change;
2. 2. discuss the likely pilotage requirements with the Pilotage Department, including, where appropriate and/or feasible, the early allocation of a pilot or pilots to undertake the pilotage act;
3. 3. consider the associated passage plan, and may state requirements for change;
4. 4. if necessary, identify and require the need for one or more trials or simulations of the planned towage operation;
5. 5. as and when content, indicate his acceptance of the documentation to the document submitter; and
6. 6. involve and advise London VTS of the towage operation, as necessary.

SECTION 4- CRAFT TOWAGE OPERATIONS TO AND FROM THE PORT

4.1 OVERVIEW

Tow Masters, Tug Masters and/or Ships’ Agents are responsible for ensuring that the Harbourmaster is advised at least 5 working days in advance of the arrival of tug(s) and tow(s) at the outer port limits, or voyages from the port to beyond the port limits, in order to ensure that the following procedures and approvals can be undertaken . This includes the provision of a PLA Pilot, where necessary. Failure to ensure sufficient notice is provided is likely to result in the vessel waiting outside port limits or at the berth, with consequent delays to the towage operation. These requirements apply to all tug and tow operations entering or leaving the Port of London to or from sea or the PLA port limits, whether or not the operation is defined as a Non-Routine Towage Operation.

4.2 REQUIREMENT TO PROVIDE INFORMATION

In order that a tug and tow’s passage into or out of the tidal Thames is risk assessed to the satisfaction of the Harbourmaster and to assist any authorised Pilot allocated to the vessel in preparing his passage plan and to understand the nature and limitations of the towage operation, the Tug Operator or Master of such a towage operation is required to provide the following information to the Harbourmaster, at least 5 working days in advance of the tug’s arrival at the port limits or departure from the berth.

The information may be provided directly or via the Ship’s Agent. The provisional order for a Pilot (if required) will not be accepted until all the information is provided to the Harbourmaster’s satisfaction.

Where operational availability allows, at the discretion of the Harbourmaster, a shorter notification period may be permitted provided the full process, in accordance with section 4.3 is followed and the documentation is of an acceptable standard.

4.3 INFORMATION REQUIRED

The following information will be required by the Harbourmaster:

• A completed Navigational Risk Assessment;
• A comprehensive Passage Plan, which includes critical dimensions for each part of the operation;
• The name, position and direct contact details of the person in overall charge of the towage operation – the Tow Master;
• Details of the towing vessel(s), including length overall, draught, the type of propulsion, horsepower, bollard pull and details of any manoeuvring aids. This could be the vessel’s fact/data sheet;
• The type and number of craft or items being towed, including full dimensions, draught characteristics and whether manned or not;
• The configuration and length of the tow, connection arrangements, towing medium and depth of the catenary, if applicable. Details are also required of the different towage configurations it is intended to utilise during the passage in the port e.g. in the estuary, lower river, central London or above bridges, as appropriate and for different weather conditions;
• Details of any additional supporting vessels involved in the operation within port limits (e.g. tug or workboat assistance) including vessel names, owner/operator and Master contact details, rendezvous points, change-over berth and agreed operational plans;
• Any restrictions or limitations of the vessels engaged in the towage operation e.g. maximum towing speed, weather limitations, if staging points are required due to depth or height restrictions on the passage etc.;
• A plan and arrangements for mooring, anchoring or securing the tow at its final (and any interim) destination in the port. Conformation of a confirmed berth or anchorage in the port (for arriving vessels) and the name and contact details for the mooring providers;
• Details of all restrictions imposed by insurers on the towage operation; and
• Any other information deemed relevant by the Tug or Tow Master and/or requested by the Harbourmaster.

4.4

Where a routine towage operation to or from sea, which does not require a Pilot, is covered by an intra-port operator’s generic passage plan and risk assessment, the operator will not be required to submit further information, as per 4.2-4.3 above.

Note:

For piloted vessels the passage plan will be discussed at the Pilot/Master exchange. If the Pilot has any concerns on boarding that the vessel cannot comply with the plan, or is otherwise concerned about the execution of the plan, the vessel may be prevented from starting or continuing its passage, as appropriate.

SECTION 5 – PASSAGE PLANNING

5.1 IDENTIFYING THE RISKS

A thorough and detailed knowledge of the local marine environment and river regime goes hand in hand with safe navigation, particularly in a port such as London. It is important therefore that Tug Masters, in support of their background knowledge and experience, are fully aware of the potential risks to their vessel and tow and as a consequence develop and adopt a generic passage plan for towage and navigation in the port.

The safety benefits of passage planning are recognised throughout the marine world and further guidance on passage or voyage planning can be found in SOLAS Chapter 5, Annexes 24 and 25.

5.2 CHARTS

Tugs should carry the appropriate, approved paper or electronic charts for their area of operation, corrected and in date. Recognising that standard charts are too cumbersome for convenient use in a cramped wheelhouse the PLA has produced an A2 sized colour chart folio that covers the tidal Thames from Teddington to Woolwich.

5.3 SURGE TIDE WARNINGS

When a surge tide (an exceptionally high or low tide outside predicted levels) is expected, river users will be warned immediately by London VTS on the routine half-hourly broadcast when the tide is greater than 0.3m above or below predicted levels. A tidal surge may cause a rise or fall up to 2.5m above or below prediction and may result in the closure of local tidal and defence, including the Thames Barrier. On receiving a surge tide warning, Tug Masters should be ready to modify their passage plans and especially to re-check their bridge and under keel clearances calculations.

5.4 WEATHER FORECASTS

Although much of the River Thames is comparatively well sheltered, Tug Masters need to be aware of the current local weather forecast, and in particular warnings of very strong winds, especially in more open waters when the tidal stream is running in the opposite direction to the wind.

SECTION 6– TESTING, INSPECTION & MAINTENANCE OF TOWING EQUIPMENT

Before and after the completion of any tow, it is recommended that all towing equipment is thoroughly checked for defects and general wear. This should include both the towing equipment aboard the tug and also the towing equipment aboard the vessel to be towed. This should include the smooth and efficient action of the quick release system for the towing hook.

The results of the towing gear and equipment inspections should be recorded.

SECTION 7 – FURTHER GUIDANCE AND ADVICE

Further guidance and advice can be found in the following publications:

• Code of Safe Working Practices for Merchant Seamen
• Current relevant Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes
• Port Marine Safety Code and supporting Guide to Good Practice
• Management of Health & Safety at Work Regulations
• Inland Waters Small Passenger Boat Code
• PLA Vessel Licensing Byelaws
• PLA Code of Practice for Ship Towage Operations on the Thames
• MAIB Reports, including IJSSELSTROOM, LLANDDWYN ISLAND and CHIEFTON incidents
• International Maritime Solid Bulk Cargoes (IMSBC) Code

Craft Towage Movement Form (PDF)