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)

A dredging licence is required for any works involving dredging

Dredging is defined as including any operation to cleanse, scour, cut, deepen, widen, dredge or take up or remove material from the bed and banks of the Thames. Bed levelling, ploughing and hydrodynamic dredging fall within this definition.

Prior to any application being submitted for maintenance or capital dredging, applicants should submit a request for a sample plan. Samples may be required from the PLA and may also be required to inform the Marine Management Organisations Marine Licensing process. The applicant should provide details of the proposed dredge to both the PLA and MMO. Applicants will either be informed that no sample plan is required or, following discussion and agreement with the MMO, a sample plan provided.

The following should be provided with any sample plan request:

• Relevant parts of the application form (Word or PDF)
• A recent hydrographic survey with the proposed dredge area clearly marked. The dredge plan should include any side slopes and over dredge tolerances. PDF reference documents are available: example dredge plan and guidance on dredging terminology.

The requirements of this sample plan must be complied with and the results submitted with any subsequent application. Please see the guidance notes at the foot of this page for further information.

The following should be provided with any dredging application:

• Application form (Word or PDF)
• A recent hydrographic survey with the proposed dredge area clearly marked. The dredge plan should include any side slopes and over dredge tolerances. PDF reference documents are available: example dredge plan and guidance on dredging terminology
• Method statement (to be produced by the dredging operator)
• Results of sediment quality analysis undertaken within the last two years
• Description of the hydrodynamic characteristics of the river in the vicinity of the proposed works
• Details of any potential effects on nearby sites designated for nature conservation interest and on nearby berths
• Water Framework Screening Assessment
• Application fee
• Landowner consent if the area of riverbed to be dredged is not in the ownership of the PLA

Please submit completed applications to [email protected]

1. COMMENCEMENT

These Pilotage Directions shall come into force on 1st October 2023 on which date, Pilotage Directions 2017 are revoked.

2. SHORT TITLE

These Directions may be cited as Pilotage Directions 2023 and are made by the Port of London Authority, a competent harbour authority within the meaning of the Pilotage Act 1987, in exercise of its powers under Section 7 of that Act.

3. DEFINITIONS AND INTERPRETATIONS

(1) In these Directions the following words and phrases have the following meanings (and related expressions shall be construed accordingly):

1. “the Act” means the Port of London Act 1968 (as amended);
2. “Certificated Person” means either a Pilot authorised by the PLA or PEC holder for the vessel.
3. “Gravesend Pilot Station” means the boarding and landing area charted in position latitude 51° 26.9’N longitude 000° 22.5’E;
4. “Harbour Master” means a person appointed by the PLA to be a Harbour Master and includes the deputies and assistants of a person so appointed, and Officers authorised to discharge the Harbour Master’s duties through one of the PLA’s VTS Centres;
5. “IMO” means the International Maritime Organisation;
6. “Length Overall” means the maximum length of a vessel, including overhanging structure, cargo or equipment, and if a Tug and Tow;
   1. If the object(s) towed is or are alongside the tug it is the maximum length of the longest object towed plus any overhanging structure, cargo or equipment extending beyond its bow or stern and only such part of the tug or its structure, cargo or equipment which extends beyond that.
   2. If the object(s) towed is or are pushed ahead of the tug or pulled behind the tug then it is the tug including overhanging structure, cargo or equipment and the maximum length of the longest object towed in each rank together with any overhanging structure, cargo or equipment which extends beyond its bow or stern, not including the towing medium.
7. “LNG” means liquefied natural gas;
8. “LPG” means liquefied petroleum gas;
9. “London Pilotage District” means the area of the Thames from Putney Bridge and lines drawn from latitude 51° 37’N, longitude 00° 57.32’E (Foulness Point in the County of Essex) to latitude 51° 46.08’N, longitude 01° 20.53’E (Gunfleet Old Lighthouse), thence to latitude 51° 48’N, longitude 01° 40’E (Long Sand Head), thence to latitude 51° 36’N, longitude 01° 23.08’E thence to latitude 51° 26.6’N longitude 01° 25.5’E and thence to latitude 51° 24.92’N longitude 00° 54.35’E (Warden Point in the County of Kent) and locks giving access to docks;
10. “Margaretness Limit” means a line drawn across the Thames from the Margaretness Light in a direction 334°T;
11. “Marine Pollutants in Bulk” means products carried as cargo which are subject to The International Convention for the Prevention of Pollution from Ships 1973, as modified by the Protocol of 1978 relating thereto, better known as MARPOL 1973 - 78, as amended from time to time. In the context of these Directions “in Bulk” means marine pollutant carried as cargo in tanks which are a structural part of, or permanently attached to, the vessel. Residues of cargo remaining in cargo tanks following the complete discharge of the cargo are not included;
12. “Master” in relation to a vessel, means any person (except a Pilot) having or taking the command, charge of management of a vessel, for the time being;
13. “Medway Ports” means the area of jurisdiction of the Medway Port Authority;
14. “North East Spit Pilot Station” means the boarding/landing area charted in position latitude 51° 24.87’N longitude 001° 29.9’E;
15. “North East Goodwin Pilot Station” means the boarding/landing area charted in position latitude 51° 20.2’N longitude 001° 39´E.
16. “Operating Draught” means the maximum draught of a vessel during its current passage, or movement within the London Pilotage District;
17. “Passenger Vessel” means a vessel carrying more than 12 passengers;

18. “PEC” means a Pilotage Exemption Certificate granted under Section 8 of the Pilotage Act 1987;

    Note: A PEC is only relevant to a vessel for which pilotage is compulsory.

19. “Pilot” means a person authorised under Section 3 of the Pilotage Act 1987 to act as a Pilot for the relevant area within the London Pilotage District;
20. “PLA” means Port of London Authority;

21. “Restricted Visibility” means all circumstances when visibility is less than 0.5 nautical miles;

    Note: Within the London Pilotage District a Harbour Master or his designated Deputy may, using all available information, decide that Restricted Visibility pertains in a particular area or at a particular time or is likely to pertain and inform shipping as appropriate.

22. “Sea Reach No.1 Pilot Station” means the Pilot landing area charted in position latitude 51° 29.3’N longitude 000° 52.70’E;
23. “Specified Vessel” means any vessel having on board (including in its slop tanks) quantities of any of the following (IMO coding in brackets):
    • Explosives (Class 1, excluding Class 1.4), in excess of 10 kg Net Explosive Quantity;
    • LNG in bulk, LPG in bulk, or being non-gas free following discharge of these cargoes;
    • Flammable liquids and substances in bulk or being non-gas free following discharge of these cargoes (Class 3 of flashpoint <23° C); or
    • Toxic and corrosive substances in bulk or being non-gas free following discharge of these cargoes (Classes 6.1 and 8.0).
24. “Sunk Pilot Station” means the boarding/landing area charted in position latitude 51° 51.45’N longitude 001° 40.43’ E;
25. “Thames” means so much of the River Thames, the Thames Estuary, rivers, streams, creeks, watercourses and the sea as is within the port limits described in paragraph 2 of Schedule 1 to the Act;
26. “Thames Barrier” means the flood prevention barrier which crosses the Thames in Woolwich Reach;
27. “Thames Barrier Control Zone” means the area of the Thames between the Margaretness Limit and a line drawn due north from Blackwall Point;
28. “Tongue Pilot Station” means the boarding/landing area charted in position latitude 51° 29’N longitude 001° 34.01’E;
29. “Tug and Tow” means a tug or other vessel towing another vessel or vessels astern, alongside or pushing another vessel or vessels ahead;
30. “UK Warship” means a warship as defined in the Merchant Shipping Acts;
31. “Vegetable and/or Edible Oils” means oils derived from vegetable and animal sources;
32. “Vessel” means a vessel as defined in the Act and in the context of these directions, includes Tugs and Tows;
33. “VTS Centre” means the Vessel Traffic Service Centres at Gravesend (Port Control Centre) and Woolwich (Thames Barrier Navigation Centre) - Call Signs ‘London VTS’ and includes any other VTS control point through which a Harbour Master’s instructions and advice are issued to Masters of vessels by VHF radio and to which vessels report;
34. “Warp Pilot Station” means the boarding area charted in position latitude 51° 29.75’N longitude 000° 55’E and the landing area charted in position latitude 51° 29.30’N longitude 000° 52.55’E.

(2) in these directions, unless the context otherwise requires:

1. vegetable and edible oils are deemed to be Marine Pollutants;
2. words implying the singular shall be construed as implying the plural and vice versa;
3. The Direction headings do not form part of or affect the construction or interpretation of the Directions.

4. VESSELS SUBJECT TO COMPULSORY PILOTAGE

Subject to the exception in provided Direction 5, Pilotage is compulsory in the London Pilotage District for the following vessels, in the following areas:

(1) To the east of Sea Reach No.1 Buoy for vessels of:

1. 90 metres or more in Length Overall;
2. 50 metres or more in Length Overall which are:
   1. Specified Vessels,
   2. Passenger Vessels,
   3. Vessels carrying Marine Pollutants in Bulk, or
   4. Vessels with an Operating Draught of 6 metres or more; or
3. 50 metres or more in Length Overall and with an Operating Draught of 5 metres or more when Restricted Visibility exists within that part of the London Pilotage District to the east of Sea Reach 1 Buoy where the vessel is planning to navigate.

(2) To the west of Sea Reach No.1 Buoy for vessels of:

1. 80 metres or more in Length Overall;
2. 50 metres or more in Length Overall which are:
   1. Specified Vessels,
   2. Passenger Vessels,
   3. Vessels carrying Marine Pollutants in Bulk, or
   4. Vessels with an Operating Draught of 5 metres or more; or
3. 50 metres or more in Length Overall with an Operating Draught of 4 metres or more when Restricted Visibility exists within that part of the London Pilotage District to the West of Sea Reach No. 1 Buoy where the vessel is planning to navigate.

(3) To the west of the Margaretness Limit for vessels:

1. of 40 metres or more in Length Overall; or
2. With an Operating Draught of 4 metres or more.

Note: In the circumstances described in Direction 4(3) the Pilot is to be boarded at the Gravesend Pilot Station.

5. VESSELS EXCEPTED FROM COMPULSORY PILOTAGE

The following vessels, in the following areas, are excepted from compulsory pilotage under the provisions of Direction 4 above:

(1) UK Warships and vessels in the long-term service of HM Customs & Excise, Border Force and Trinity House in any part of the London Pilotage District.

Note: Vessels where the Master or watchkeepers are not familiar with navigating in the Thames are strongly recommended to employ the services of a Pilot.

(2) Such vessels engaged in activities such as dredging or maintaining navigation buoys and marks or the construction, maintenance or removal of offshore structures in the London Pilotage District, as the PLA may specify from time to time, subject to the requirements of the Harbour Master, and for such period as the PLA may specify.

(3) Vessels to the west of the Margaretness Limit of 40m or more in Length Overall or with an Operating Draught of 4 metres or more, as the PLA may specify from time to time, subject to the requirements of the Harbour Master, and for such period as the PLA may specify.

6. VESSELS WHICH MAY BE REQUIRED TO TAKE A PILOT

Any vessel which is not subject to compulsory pilotage may be required to take a pilot where:

1. in the opinion of the Harbour Master it is affected in its ability to navigate due to damage to the vessel or a deficiency in her equipment.
2. in the opinion of the Harbour Master the vessel requires a pilot in the interests of safety in the prevailing conditions.

7. MOVEMENT OF VESSELS SUBJECT TO COMPULSORY PILOTAGE

No vessel subject to compulsory pilotage shall be made underway for the purpose of shifting on a berth, changing a vessel from one berth, mooring or anchorage to another berth, mooring or anchorage, or of taking it into or out of any dock from or to another berth, mooring or anchorage, unless it is under the control of a Certificated Person.

8. USE OF AN ASSISTANT PILOT

The circumstances in which an authorised Pilot in charge of a vessel is to be accompanied by an assistant who is also an authorised Pilot, shall be determined by risk assessment following consultation with the Harbour Master; taking into account the size, characteristics or circumstances of the vessel, its equipment, cargo or crew, or the meteorological or tidal conditions.

9. BOARDING AND LANDING OF PILOTS

(1) Unless a vessel has a Pilot on board when entering the London Pilotage District, or is carrying a Pilot who is not disembarking when it leaves the London Pilotage District, Pilots shall normally be:

1. boarded or landed at the North East Spit Pilot Station by:

   1. All vessels entering from or leaving the London Pilotage District for the south or east, whose Operating Draught allows use of the Princes Channel, Fisherman’s Gat or the Long Sand Head; and
   2. All other vessels with an operating draught of less than 7.5 metres unless bound to or from ports in Essex or Suffolk.

   Note: The North East Goodwin Pilot Station may be used as an alternative to the North East Spit Pilot Station, after discussion with the appropriate VTS Centre

2. boarded or landed at the Sunk Pilot Station by:
   1. Vessels of 7.5 metres draught and more entering from or leaving for ports to the north and north east of the Thames;
   2. Vessels entering from or leaving for ports to the south and east of the Thames, which are unable to use the Princes Channel or Fisherman’s Gat because their operating draught is too great;
   3. Vessels of less than 7.5 metres draught, which agree to pay an additional pilotage charge for such service; and
   4. Vessels entering from or leaving for ports in Essex or Suffolk.
3. boarded or landed at the Warp Pilot Station by:
   • Vessels for which pilotage is compulsory only to the west of Sea Reach No. 1 Buoy.
4. landed at Sea Reach No. 1 Pilot Station by:
   • Outbound vessels only, for which pilotage is compulsory only to the west of Sea Reach No. 1 Buoy.

5. Boarded or landed at the Gravesend Pilot Station by:

   • Vessels for which Pilotage is compulsory to the west of the Margaretness Limit.

   Note: To ensure that Pilots with the correct authorisation are embarked it is from time to time necessary to change Pilots at the Gravesend Pilot Station, and for operational reasons, in Sea Reach.

(2) Subject to Pilotage Direction 8(1), any vessel boarding or landing a Pilot in the vicinity of the Sunk Light Vessel boarding and landing areas, which has an Operating Draught of less than 7.5 metres, will be surcharged.

(3) Vessels may be asked to use an alternative boarding or landing location in accordance with advice notified at the time by the appropriate VTS Centre.

10. ADJACENT PORTS

Vessels navigating through the London Pilotage District, to and from ports other than London, shall be subject to these Pilotage Directions whilst within the London Pilotage District.

Dated 01/10/2023

NOTES TO THE DIRECTIONS

A. Plans are included in the Appendices which illustrate:

1. The Limits of the London Pilotage District.
2. The position of Sea Reach No. 1 Buoy.
3. The boundaries of the Thames Barrier Control Zone.
4. The Pilot Boarding and Landing areas at:
   • Sunk
   • Tongue
   • NE Goodwin
   • NE Spit
   • Warp
   • Sea Reach No. 1 (Landing Only)
   • Medway Buoy (Landing Only)
   • Gravesend.
5. Geographical Areas 1, 2, 2A, 3, 4 and 5, the Thames Barrier Control Zone & the Tilbury Lock and Approaches.

B. Medway Ports are empowered to authorise Medway Pilots and Medway Pilotage Exemption Holders to act in those approach areas to their port which lie within the London Pilotage District.

C. Crouch Harbour Authority are empowered to authorise Crouch Pilots to act on vessels up to 130m LOA and up to a 6.5m draft in the area specified in Appendix 3.

D. Vessels which under these Directions are not required to take a Pilot may nevertheless request the services of a Pilot. Such requests will be met as soon as possible subject to availability. Masters of vessels are encouraged to make use of this service where appropriate.

E. Vessels which do not normally require a Pilot as defined in Section 4 or not having a valid PEC Holder aboard may be directed to anchor and to await a Pilot in the event of Restricted Visibility. Vessel operators not wishing to incur such delays should consider requesting, in advance, the pilotage services as outlined in Note D above when Restricted Visibility is forecast or likely to occur.

REGULATIONS TO THE PILOTAGE DIRECTIONS

Unless the context otherwise requires the words and expressions used below which are defined in the Pilotage Directions 2023 shall have the same meanings as in the Pilotage Directions 2023. The definitions used in these Regulations follow those in the Pilotage Directions.

PEC’s have been split into two classes:
CLASS A refers to those vessels trading into and out of the Port of London. They will hereby be referred to as PEC (A).

CLASS B refers to intra-port vessels. They will hereby be referred to as PEC (B).

1. PILOTAGE EXEMPTION CERTIFICATES (PECS)

PEC (A)’s may be issued for use in the London Pilotage District, within a defined PEC area, or combination of areas, as described in Regulation 1.1 below. For locally trading vessels a PEC (B) may be issued for all or part of the area, as described in Regulation 1.2 below.

1.1 PEC (A) GEOGRAPHICAL AREAS (See Appendices 1 and 2)

PEC (A)’s will be restricted to that part of the London Pilotage District 0.5nm above a nominated berth (or river location), and shall exclude entry to the Thames Barrier Control Zone, and/or Barking Creek and/or Tilbury Lock and Approaches, unless the certificate has been issued with specific endorsements to permit entry to these zones. The PEC holder will only be permitted to manoeuvre to/from berths for which he/she has been examined and assessed.

The Geographical Areas relevant to the use of PEC (A)’s are as follows:

1. AREA 1 - The area marked as Area 1 in Appendix 1, normally transited via Princes Channel and allowing access to the Mouse anchorage, Z9 - Z12 anchorages and the Warp Pilot Station.
2. AREA 2 - The area marked as Area 2 in Appendix 1, normally transited via the East Swin Channel/Barrow Deep and Black Deep.
3. AREA 2A - The area between the seaward limit of the London Pilotage District and Sea Reach No. 1 Buoy via the Fisherman’s Gat, the Knock John Channel, and the Knob Channel, marked Area 2A in Appendix 1.
4. AREA 3 - The area between the Sea Reach No. 1 Buoy and a line drawn due north of the PLA Pilot Station at Gravesend, marked Area 3 in Appendix 1.
5. AREA 4 - The area between a line drawn due north of the PLA Pilot Station at Gravesend, and a line drawn across the Thames from the Margaretness Light in a direction 334°T (the Margaretness Limit), but which includes Barking Creek, marked Area 4 in Appendix 2. AREA 5 - The area between a line drawn across the Thames from the Margaretness Light in a direction 334°T (the Margaretness Limit), and Putney Bridge, marked Area 5 in Appendix 2.
6. AREA 5 - The area between a line drawn across the Thames from the Margaretness Light in a direction 334°T (the Margaretness Limit), and Putney Bridge, marked Area 5 in Appendix 2.
7. TILBURY LOCK AND APPROACHES - The area of the Thames between Tilbury Lock eastern gates and 60 metres to the seaward of the Tilbury Lock sill.
8. THAMES BARRIER CONTROL ZONE - The area of the Thames between the Margaretness Limit and a line drawn due north from Blackwall Point.

1.2 CLASS B PEC GEOGRAPHICAL AREA

PEC (B)’s will usually be restricted to that part of the area between Sea Reach 1 and a line drawn across the Thames from the Margaretness Light in a direction 334°T (the Margaretness Limit) for which the certificate has been issued, which shall be determined by assessment and examination, and shall exclude entry to Tilbury Lock and Approaches, unless the certificate has been issued with specific endorsements to permit entry to this zone. Applications for PEC (B)’s from the East of Sea Reach 1 to the outer port limits will be considered by the Harbour Master on a case-by-case basis.

The PEC (B) holder will only be permitted to manoeuvre to/from berths for which he/she has been examined and assessed.

1.3 CONTRACTUAL AGREEMENT

The PLA will seek a contractual agreement with the owner or operator of the vessel regarding the management of navigation on board the vessel and procedures relating to the use of PECs in the London Pilotage District.

Note: Appendix 5 shows a sample form of Agreement.

1.4 REGULATIONS FOR THE ISSUE OF A PEC

The following conditions must be satisfied before a PEC will be issued to a bona fide Deck Officer for any vessel:

1. Applicants must hold a valid STCW certificate of competency or Inland Waterways qualification appropriate for the capacity in which they serve and valid for the vessel(s) in which the PEC will be used.
2. Applicants must be capable of communicating effectively using the English language, by VHF radio.
3. Applicants must complete the requisite number of trips, as detailed in Appendix 4, for the area applied for before undertaking the assessment and, if relevant, examination as specified below. These trips must be completed in the 12 months prior to the issuance of a PEC for that area.
4. PEC applicants must notify the PLA of their intention to undertake qualifying trips in advance of starting the process by returning a completed application form an providing evidence of their qualifications and employment. No credit will be given for trips undertaken prior to this notification.
5. In response to this notification the PLA will issue the applicant with a tripping number. The tripping number must be recorded against qualifying trips.
6. PEC (A) applicants must attend an introductory course at the PLA, which provides them with details of the level of required pilotage knowledge, the scope of the examination and a visit to London VTS. It is recommended that an introduction session is attended for each PEC area. The courses are conducted by either a PLA Pilot Examiner or a senior Class 1 Unrestricted PLA Pilot. The introductory course is not mandatory for PEC B applicants, but attendance is strongly encouraged.
7. Applicants for a PEC relating to a limited area, time period or activity will be considered against a dedicated risk assessment on a case-by-case basis. The requirements for tripping and examinations will normally be the same as if the whole area were being applied for.

8. Qualifying trips must only be undertaken by bona fide Deck Officers and should reflect a balance of inward and outward passages.

   Note: “Deck Officer” in relation to a vessel, includes the Master and First Mate.

9. A minimum of 50% of the qualifying trips for a PEC (A) shall be undertaken whilst understudying an authorised PLA Pilot.
10. Qualifying trips must include passages made in darkness
11. Applicants should complete their qualifying trips in the vessel for which the PEC will eventually be used, or one of a similar size and type. Exceptions to this requirement can only be made by prior agreement with the PLA. Subsequent examination and assessment will take any exceptions into account.
12. Applicants must be present on the navigating bridge of the vessel throughout the duration of any passage which is to be claimed as a qualifying trip. Applicants must have understudied the PLA Pilot or PEC Holder and had effective responsibility for conduct of the vessel during the trip, under the direct supervision of the Pilot or PEC Holder.
13. Applicants must report each qualifying trip to the appropriate VTS Centre immediately before, or, during the passage. Details of the trip should also be recorded in their tripping record, as supplied by the PLA. For PEC (A) applicants these details should be witnessed and countersigned by the PLA Pilot or PEC Holder present during the trip.

14. Applicants employed on the following vessels must undertake simulator training on the PLA simulator in addition to the normal requirements for a vessel of that size:

    1. LPG vessels;
    2. Vessels entering Tilbury Lock stern first on an ebb tide;
    3. Vessels of 2,500dwt and above transiting the Thames Barrier; and
    4. Vessels over 145m Length Overall.

    Note: Simulation requirements will vary depending on the type / size of vessel. Details are available on request.

15. On completion of the required number of qualifying trips, applicants should submit their application using the predetermined forms, which will comprise:

    1. The applicant’s tripping log identifying all the qualifying trips undertaken, and in the case of PEC (A) applicants, each record properly countersigned by the PEC Holder or PLA Pilot present and showing the relevant PEC number or Pilot authorisation number. The PLA may verify these details by cross- referencing with VTS Centre records;
    2. a copy of the applicant’s Certificate of Competency;
    3. a copy of the applicant’s valid medical Certificate, and
    4. Signed copy of operation agreement.

    Notes: 1. A translation certified by a Notary Public or equivalent may be required where the Certificate is not in English. 2. All documentation/copies must be of good quality and legible.

16. For all vessels subject to compulsory pilotage, success in a theory examination and practical assessment for each PEC area is required prior to the issue of a PEC.
17. In addition, all candidates attending a theory examination must submit a sample passage plan for the Area(s) in question.

18. Theory examinations will be conducted in the English language by a panel of PLA Officers, which includes a PLA Pilot Examiner, a Harbour Master and the Pilotage Manager or his representative. Post examination feedback is always available immediately following an examination.

    Note: Examinations will be conducted on predetermined dates, for one PEC area at a time. Details are available on request.

19. A practical assessment will be conducted by a PLA Pilot, on board a vessel of the size and type appropriate to the application, throughout the PEC area(s) for which the applicant has achieved a pass in the theory examination(s) within the last 6 months. For PEC (A)s this will take place on an inward passage only. The Pilot must be satisfied as to the relevant skills, experience and local knowledge of the applicant. The required number of trips must be completed prior to the practical assessment.

1.5 REGULATIONS FOR THE USE OF A PEC

1. A PEC may only be used by a named individual acting in the capacity of a bona fide Deck Officer.
2. A PEC may only be used on vessel(s) and berth(s) which have been nominated to the PLA in advance, and is subsequently named on that PEC.
3. PEC Holders should have their certificate available for inspection at all times when in the London Pilotage District.
4. Whenever a PEC (A) is being used within the London Pilotage District, the Holder, where safety permits, should make the required reports of his/her PEC usage to the appropriate VTS Centre personally, including the use of tugs.
5. The Holder of a PEC having conduct of the navigation of the vessel for a particular area must be on the navigating bridge of that vessel throughout the passage in that area, unless relieved by another PEC Holder or Pilot.
6. The appropriate VTS Centre must be apprised immediately of any change of watch between PEC (A) Holders, which takes place within the London Pilotage District.
7. Where a PEC holder who does not hold a tug endorsement and requires tug assistance then the services of a PLA Pilot are required.
8. A PEC remains valid for one year from the date of issue or renewal. It is the responsibility of the Holder to ensure that his/her PEC remains valid.
9. A PEC will only remain valid while the Holder’s Certificate of Competency and Medical Certificate remain valid.
10. The PLA reserves the right to inspect the supporting documents of a PEC Holder and/or relevant documents of the vessel in which the PEC is being used, or has been used, at any time.

1.6 REGULATIONS FOR THE ANNUAL RENEWAL OF A PEC

The following conditions must be met before a PEC is renewed:

1. It shall be the responsibility of the PEC Holders to ensure that a fully completed application for renewal, on the official PLA-published forms, is received by the PLA no later than two weeks before the expiry date of the PEC.
2. The PEC application must be accompanied by a record of PEC trips during the previous twelve months. For PEC (A)’s this should correspond to passages reported to a PLA VTS Centre, and will be checked for accuracy.
3. The applicant for a PEC renewal must have completed a minimum of six PEC usages through each PEC area, part area, or endorsement in the 12 months prior to the renewal. Where this cannot be proven to the PLA’s satisfaction, the applicant will require reassessment.
4. The applicant for a PEC renewal should have completed a minimum of two PEC usages at each berth specified on their PEC in the 12 months prior to renewal. Where this cannot be proven to the PLA’s satisfaction, the applicant may require reassessment at the discretion of the Harbour Master.
5. The application must be accompanied by a copy of the applicant’s Certificate of Competency; and a copy of the applicant’s valid medical Certificate.
6. The applicant must nominate the vessel(s) and berth(s) for which the PEC will be reissued.

1.7 REINSTATEMENT OF AN EXPIRED PEC

1. The criteria for reinstatement of an expired PEC will, under normal circumstances, be as for a new application.
2. If the applicant can show extenuating circumstances for a delay the PLA may, upon request from the applicant, consider an extension to the renewal deadline.

1.8 FIVE-YEARLY REVALIDATION - PRACTICAL ASSESSMENT PROCEDURE

1. PECs are revalidated by practical assessment at five yearly intervals. For PEC Holders with more than one PEC Area, which may include Area 1 or 2, all Areas will be reassessed at the due date of the first PEC Area held, and this date will become the due date for the renewal/reassessment for all the PEC Areas held. PEC (A) assessments are only carried out on inward passages.
2. In cases where a PEC Holder requires revalidation for Areas 1 and 2 - the outstanding Area will be practically assessed at the five-yearly due date for that Area.
3. It shall be the responsibility of the PEC Holder to ensure that the PLA is contacted to schedule the assessment required in a) above, during the 12 months prior to the due date five-year revalidation. This assessment should be carried out as close to the renewal date as possible, within the 12 months prior to the renewal date.

1.9 MATERIAL CHANGES TO A PEC

1. A PEC applies to nominated vessels and berth(s), upon which an examination and assessment is based. Where a new vessel nominated for inclusion on an existing PEC exceeds the dimensions of any vessel(s) for which the PEC was originally issued or has substantially different manoeuvring characteristics, or where otherwise deemed necessary by the Harbour Master, the PEC Holder must first undertake a minimum number of familiarisation trips accompanied by a PLA Pilot, onboard the nominated vessel (the number to be advised by the PLA), followed by a practical assessment.
2. Applications for additional vessels / berths will be considered on a case-by-case basis. The PEC holder would normally be expected to complete 3 trips and then undergo a practical assessment with a PLA pilot.
3. PEC applicants requesting vessel changes which are significantly different to existing vessels may be required to re-apply and complete the prescribed number of trips followed by examination and assessment.
4. Where a PEC candidate is required to undertake trips prior to adding a vessel or berth, these trips must be completed in the 12 months prior to the addition.
5. PECs will only be issued in respect of vessels currently trading in or expected to trade in, the London Pilotage District. In normal circumstances, exemptions may only be held for up to six vessels.
6. Where the application is to add a vessel over 145m LOA, the PEC holder will be required to undertake simulation in accordance with Section 1.4(n). If the PEC holder has already attended an approved simulator training session this requirement may be removed at the discretion of the Harbour Master.

1.10 TUG ENDORSEMENTS

PEC (A) holders must hold a valid Tug Endorsement in order to utilise ship towage tugs as part of their PEC¹

The following conditions must be satisfied for the issue, renewal and revalidation of a Tug Endorsement.

1. Prior to a practical assessment for the issue of a new Tug Endorsement, applicants must undertake:
   1. 4 trips with a Pilot whilst utilising tug/s for berthing or unberthing
   2. A trip on a ship towage tug
   3. Simulator training²
2. Following completion of the above, a practical assessment must be undertaken which utilises ship towage tugs. This assessment may be carried out at the same time as the assessment trip for the PEC (A), and:
   1. Must be carried out on an inward passage only
   2. Must not be within one hour of high or low water.
3. Tug endorsements are renewed annually at the annual renewal of the PEC (A). In order to renew a Tug Endorsement the applicant for a PEC renewal must have completed a minimum of 2 PEC (A) usages with tug/s since the last PEC (A) renewal.
4. London VTS must be notified whenever tugs are utilised, both via PISCES and when reporting PEC usage upon arrival at Port Limits, in order for these to be recorded as qualifying trips for both new applications and renewals.
5. Tug Endorsements are revalidated at the same time as the 5-yearly revalidation of the PEC (A). In order to revalidate the Tug Endorsement, a minimum of one day’s simulator training² must be undertaken, in addition to an on-board practical assessment, in line with the requirements of b) above, which should take place at the same time as the 5-yearly PEC (A) assessment.

6. The Harbour Master may authorise the use of tugs by a PEC (A) holder without a Tug Endorsement in emergency situations.

   Note: 1. Authorisation for the use of tugs in an emergency situation, by a PEC (A) holder without a Tug Endorsement, may be given by London VTS on behalf of the Harbour Master.

   2. Simulation training, carried out within the previous 12 months, which is not carried out in the PLA simulator, may be accepted at the discretion of the Harbour Master.

1.11 SUSPENSION OR REVOCATION OF A PEC / PEC (B)

The PLA may by written notice setting out its reasons suspend or revoke a PEC if one or more of the following situations arise:

1. Where an event has occurred as a result of which the PLA is no longer satisfied that the Holder’s skill experience or local knowledge are sufficient for him or her to be capable of piloting the vessel of which he is a Deck Officer (or that and any other vessels specified in the certificate) within the London Pilotage District or such part of it as may be specified in the certificate;
2. Where the PLA thinks that the Holder has provided false information to the PLA as to any of these matters;
3. Where the PLA thinks that the Holder has been guilty of professional misconduct while piloting a vessel;
4. Where a pilotage notification was given under section 15(4)(b) of the Pilotage Act 1987 in reliance on the person’s certificate and in the event the pilotage was carried out by a person who was neither an authorised pilot nor acting in accordance with a pilot exemption certificate nor if only local navigation was involved any other person certificated by the PLA to conduct Local Navigation in accordance with regulations contained in the Schedule to the General Directions for Navigation in the Port of London.

1.12 FAILURE OF A PRACTICAL ASSESSMENT

Failure of a practical assessment will result in immediate suspension of the PEC holder’s certificate.

Where a PEC Holder’s certificate is suspended or revoked because the Holder has failed a practical assessment, the PEC Holder must successfully complete a practical re-assessment before the suspension is lifted or a new PEC can be issued.

2. PROCEDURE FOR OBTAINING THE SERVICES OF A PILOT FOR THE LONDON PILOTAGE DISTRICT

2.1. NOTICE - General

The complexity of the scheduling of Pilots to vessels over such a large area as the Thames means that forward planning is vital to keep costs and delays to a minimum. It is therefore vital that sufficient notice is given of the requirement for the services of a PLA Pilot, as described below. Non compliance with the described ordering procedures may result in a delay to the vessel, or a surcharge; details of which can be found in the latest PLA Charges publication.

2.2. PROVISIONAL PILOT ORDERS

All vessels requiring the services of a PLA Pilot must make a PROVISIONAL ORDER to London Port Control Centre at Gravesend. This includes inbound vessels, outbound vessels leaving a berth, buoy, tier or anchorage, as well as those which are made underway in order to move from one berth, buoy, tier or anchorage to another, or moving from an anchorage.

This PROVISIONAL ORDER shall give a minimum of 24 hours advanced notice of the requirement for a Pilot. This is concurrent with the notice requirements of PLA General Direction No 7 - “Reporting vessel movements in the Thames”. In addition to these reporting requirements the following information is required:

• location at which the Pilot is required;
• vessel IMO number;
• gross tonnage(gt);
• Length Overall;
• operating draught;
• full manoeuvring speed;
• destination (name of berth or anchorage for an inward passage);
• destination (for an outward passage);
• date and time (as accurate as is possible) at which the Pilot is required; and
• all other reports and information required by the Merchant Shipping (Vessel Traffic Monitoring and Reporting Requirements) Regulations 2004 and the Dangerous Goods in Harbour Areas Regulations 2016.

This information must be provided through the PLA’s dedicated web-based ordering system - ‘PISCES’. (See Regulation 5.3)

In the event of any disruption to the PISCES system, e-mail orders will be accepted.

Vessels, for which PROVISIONAL ORDERS are not received, in accordance with the above procedure, will not be prioritised and will therefore risk incurring delay. It is good practice and advisable to also back up subsequent verbal changes with hard copy.

2.3 CONFIRMED PILOT ORDERS

Confirmation of the requirement for a PLA Pilot should be given to London Port Control Centre at Gravesend. This constitutes COMPULSORY NOTICE, and shorter notice than is set out below may attract a surcharge and may result in delay to the vessel.

A confirmed order will not be accepted without the draught of the vessel. Draught is a vital component of a confirmed order, as the PLA will use it to determine the class of the Pilot allocated to the vessel, and it will influence the planning of the passage. Failure to give an accurate confirmed draught, or to keep PLA informed of any subsequent changes, may result in a delay to the vessel, or a charge for cancelling and reallocating the Pilot.

NOTICE REQUIREMENTS

CONFIRMED PILOT ORDERS should be given in accordance with the following requirements:

Inward Bound Vessels

A CONFIRMED ORDER must be given in advance of the vessel’s ETA at the Pilot station, as follows:

• 8 hours from the Sunk Pilot Station.
• 6 hours from the NE Spit and Warp Pilot stations.
• 6 hours by vessels which are inward bound from any East coast port within the range of Great Yarmouth to Dover.

Outward Bound Vessels (and vessels which are made underway in order to move between berths or vessels moving from an anchorage other than in the Estuary):

A CONFIRMED ORDER must be given in advance of the vessel’s ETD, as follows:

• 6 hours if the vessel is proceeding beyond Sea Reach 1.
• 4 hours if the vessel only requires the services of a River Pilot as far as Gravesend or Sea Reach 1.

Vessels at anchor in the Estuary

Notice may by be given by vessels at anchor in the Estuary (bound for London or the Medway Ports) as follows:

• 8 hours by vessels which anchor in the general vicinity of the Sunk or are inward bound from any port adjacent to the northern and north-eastern limits of the London Pilotage District.
• 6 hours by vessels which anchor in the general vicinity of the Outer Tongue or Margate Roads.
• 4 hours by vessels proceeding from the inner London anchorages (Mouse, Southend and Warp Deep Water, Great Nore, Southend Lettered, Leigh Small Ships, Chapman, Mucking, Higham Bight and Gravesend Lower).

Reduced notice

The PLA will accept less notice without imposing a surcharge where it is not practicable to comply with the minimum notice requirements and in particular:

• Inward bound voyages to the limit of the London Pilotage District of less duration than the minimum notice requirement.
• Turnaround times for sailing from a London berth of less duration than the minimum notice requirement.

In these cases the PLA will accept the maximum possible notice where it has been given in good faith.

Short notice

The PLA regrets that it may not be possible to prioritise short notice orders, or if fulfilled they may incur a penalty as published in PLA Charges.

Variations once an order has been confirmed

Changing a pilot order at short notice once it has been confirmed may incur a penalty. For details of the required notice and the applicable penalties please refer to PLA Charges.

2.4 VESSELS ANCHORING IN THE LONDON PILOTAGE DISTRICT

Vessels required to anchor before proceeding to their destination must request from the appropriate VTS Centre by VHF radio, permission for the Pilot to remain on board until the vessel is required to get underway. No arrangements may be made in this respect with an individual Pilot.

Under normal circumstances when a vessel anchors for an extended period, the Pilot will remain on board for a maximum period of three hours before being relieved, to be replaced by another Pilot before the vessel leaves the anchorage.

Inward or outward bound vessels required to anchor and which have used the services of a Pilot must, as soon as is practicable, advise the appropriate VTS Centre by VHF radio of their ETA at the anchorage in order that arrangements can be made to land the Pilot. When a Pilot is required to make the vessel underway in order to move from the anchorage, the vessel must comply with the requirements of Regulation 2.3 and enter a new order for pilotage.

2.5 VESSELS REQUIRING PILOTS TO EMBARK AT CONTINENTAL PORTS

Vessel owners/agents wishing a PLA Pilot to board at a continental port should obtain the approval of the PLA Pilotage Administration office (see regulation (5)) not later than 3 days before the service is required. Shorter notice may be considered if pilotage resources allow. Should the services of a Pilot be cancelled within 2 days prior to the date that the Pilot is required to join the vessel at a continental port; a cancellation fee will be charged, plus any expenses already incurred.

Note: Port of London Pilots will only conduct pilotage within the normal operational area of the London Pilotage District and its approaches.

2.6 VESSELS OVERCARRYING PILOTS

The overcarrying of PLA Pilots will not be permitted except in the case of a safety critical situation or in exceptional circumstances. Where possible, the over carriage of a pilot is to be agreed with both the Pilot and the Port Authority. A vessel requiring a Pilot to remain on board a ship and proceed to a continental or distant UK port will be liable for a detention charge. Such charge will apply from the time that the pilot leaves the PLA pilotage district aboard the vessel to the time the pilot returns to the Gravesend pilot station.

All repatriation and arrangement costs are to be met by the vessel. All arrangements for hotel or transportation for Pilots should reflect the Pilot’s status as a senior marine professional. Where the Port Authority is notified by the Pilot that no return arrangements are in place, the PLA will first contact the London agent to request intervention.

Vessels over-carrying Pilots must provide suitable accommodation on board, in the form of a single, non-smoking cabin, and victuals and lifesaving equipment for the Pilot. No arrangements may be made with an individual Pilot.

A master of a ship who without reasonable excuse takes an authorised pilot without his consent beyond the point up to which he had been engaged to pilot the ship, shall be guilty of an offence under Section 19 of the Pilotage Act 1987 and liable on summary conviction to a fine not exceeding level 5 on the standard scale.

2.7 VESSELS REQUIRING PILOTS TO EMBARK OR DISEMBARK AT UK PORTS

Arrangements can be made for Pilots to embark or disembark at other UK ports subject to availability and adequate notice.

2.8 LARGER VESSELS – ENHANCED PILOT TRAINING

Tankers and gas carriers of 200m or more in Length Overall and/or 11m draught or more, and containerships of 320m or more in Length Overall and/or 13.5m draught or more are required to employ the services of a Pilot who has undertaken enhanced training relevant to this size of vessel. Risk assessment may determine that on occasion, vessels of this size take two Pilots, for which there will be an additional charge.

2.9 WELFARE OF PILOTS ONBOARD VESSELS

Vessels must provide the Pilot with a smoke-free environment both on the bridge and in the accommodation provided to an over-carried Pilot.

3. BOARDING AND LANDING INFORMATION FOR VESSELS BOUND TO OR FROM THE PORT OF LONDON

3.1 BOARDING AND LANDING

Masters are recommended to read and comply with the PLA Code of Practice for the Embarkation and Disembarkation of Pilots on the Thames. The good practice in the Code includes, but is not limited to, the following:

• Vessels intending to board or land a Pilot must establish good VHF communications with the Pilot boat prior to undertaking the transfer.
• A good lee should be provided by adjusting course and speed so that the Pilot transfer can be accomplished safely.
• Vessel Masters are reminded of their statutory obligations under international Pilot ladder regulations.

Note: PLA pilots may refuse to use any ladder which does not comply with the regulations.

3.2 PILOT BOATS

Pilot boats serving the London Pilotage District have a black or navy blue hull, orange or white superstructures and the word “PILOTS” on the side of the wheelhouse. They fly a Pilot flag by day and by night display the signals required by Rule 29 of the International Regulations for Preventing Collisions at Sea 1972 (as amended). See Regulation 5.2 for Pilot boat operating channels.

Pilot boats serving the North East Spit Pilot Station operate from Ramsgate. Pilot boats serving the Sunk Pilot Station operate from Harwich. Pilot boats serving the Warp and Sea Reach No. 1 Pilot Stations operate from Sheerness, and those serving the Gravesend Pilot Station, from Gravesend.

Pilot boarding or landing operations in the London Pilotage District, which are required outside the normal operational range of the PLA’s Pilot boats, may only be undertaken by a contractor whose vessel has been properly licensed to appropriate national standards, and certificated as a Pilot boat by the Competent Harbour Authority. Customers requiring a Pilot in these circumstances should ensure that provision for such a service is made well in advance of the requirement.

4.VESSELS INTENDING TO USE PECS OR CLAIMING EXCEPTED VESSEL STATUS

London Port Control Centre at Gravesend must be given a minimum of 24 hours advanced notice for vessels normally trading from outside the London Pilotage District:

• which are subject to compulsory pilotage and intend to employ a PEC holder whilst navigation through the district; or
• which would normally be subject to compulsory pilotage but are intending to navigate or undertake activities covered by Pilotage Direction 5(3) in circumstances which are excepted from compulsory pilotage.

Such notice must give the ETA/ETD (as appropriate), vessel name, gt, Length Overall, Operating Draught, name surname and forename(s) and, where appropriate the PEC number, of the bona fide Deck Officer who will be conducting the navigation of the vessel on that passage, or the reason it will be excepted from compulsory pilotage.

If this information is not provided, the vessel may be required to take the services of a PLA Pilot and this could involve the vessel in a delay as well as the imposition of a surcharge.

A vessel’s excepted status should be claimed and agreed more than 24 hours prior to port entry. The reasons for claiming excepted status should be made, in writing, to the PLA during office hours and not on public holidays.

5. COMMUNICATION WITH THE PILOTAGE AUTHORITY

5.1

PORT CONTROL CENTRE, GRAVESEND

Call Sign: London VTS

Location: Gravesend

Telephone +44(0)1474 560311 (3 lines)

Frequency: VHF Ch 68, 69, 18, 20

THAMES BARRIER NAVIGATION CENTRE, WOOLWICH

Call Sign: London VTS

Location: Woolwich

Telephone +44(0)208 8550315

Frequency: VHF Ch 14, 22, 09

5.2

PILOT STATIONS

NE Spit (Ramsgate)

Call Sign: NE Spit Pilots

Telephone +44(0)1843 583786

Frequency: VHF Ch 09

Sunk (Harwich)

Call Sign: Sunk Pilots

Telephone +44(0)1255 243111

Fax +44(0)1255 507177

Frequency: VHF Ch 09

Warp and Sea Reach No. 1 (Sheerness)

Call Sign: Sheerness Pilots

Telephone +44(0)1795 561207

Frequency: VHF Ch 69

Gravesend

Call Sign: London Pilots

Telephone +44(0)1474 560311

Fax +44(0)1474 352996

Frequency: VHF Ch 09

General Operational Enquiries E-mail: [email protected]

Pilotage Administration Office Port of London Authority

Location: London River House, Royal Pier Road, Gravesend, Kent DA12 2BG

Telephone +44(0)1474 562362

Fax +44(0)1474 562378

E-mail: [email protected]

5.3 PISCES

The PLA provides a secure web-based application (known as ‘PISCES’) to allow vessel’s agents to provide vessel arrival and departure notifications and request a PLA Pilot

PISCES has the functionality to guide the user, ensuring that information given is adequate for PLA purposes, and provides acknowledgment and feedback once this information has been submitted.

6. LIMITATION OF LIABILITY

The liability of the PLA for the provision of Pilots is subject to the following limitations:

6.1 ACTS OR OMISSIONS OF THE PLA

The provision of pilotage services by the PLA is subject to availability, and the PLA does not accept any responsibility for delay, damage or economic loss attributable to the non- availability of a suitably qualified Pilot.

In the event that a Pilot is not supplied due solely to the PLA’s negligence, then the PLA’s liability for any loss or damage directly attributable to the failure to provide a Pilot is limited to the amount which would have been charged for this service.

The PLA shall not be liable for any failure to provide a Pilot on time or at all due to unforeseen events, adverse weather, industrial action, a security incident, or any other cause outside the control of the PLA.

6.2 ACTS OR OMISSIONS OF PILOTS

Save as statutes imposing strict liability may otherwise provide, the PLA shall not be liable for loss or damage caused by the acts or omissions of its Pilots whether or not arising from negligence.

Note: Details of the charges and fees referred to in these Pilotage Directions and Regulations are published in the current PLA Charges Schedule.

Appendix 1

Appendix 2

Appendix 3

Crouch Harbour Authority Pilotage District

Appendix 3B

Summary of Compulsory Pilotage (Ref: Pilotage Direction No. 4)

Note: Restricted Visibility: During periods of Restricted Visibility, Pilotage is compulsory for all vessels between 50m LOA and 90m LOA with an Operating Draught ≥ 4m (≥ 5 metres East of Sea Reach No.1).

Appendix 4

SUMMARY OF THE QUALIFICATION REQUIREMENTS FOR PILOTAGE EXEMPTION CERTIFICATES

Notes:

1. Tables above to be read in conjunction with Regulation 1.4.

2. No PECs will be issued for vessels over 100m LOA using Barking Creek.

3. Additional trips may be required, depending on the size/nature of the vessel, as determined by risk assessment and confirmed by the Harbour Master.

4. The required trips do not include the practical assessment.

Appendix 5

AGREEMENT BETWEEN THE PORT OF LONDON AUTHORITY AND VESSEL OPERATORS OPERATIONS INVOLVING USE OF PILOTAGE EXEMPTION CERTIFICATES

1. SAFETY OF OPERATIONS

1. As part of the agreement, the Port of London Authority will ensure the ready availability, on its web site (www.pla.co.uk), of all up-to-date Navigational and Regulatory Information regarding navigation, within the Port of London Pilotage District. Hard copy may also be provided on request.
2. Operators will agree to disseminate the information referred to in (a) to their Deck Officers who hold PLA Pilotage Exemption Certificates (PECs) without delay.
3. While piloting their ships within the London Pilotage District the Operators will ensure that all PEC Holders have valid Certificates of Competency appropriate to their rank and the size of vessel on which they are serving and valid medical certificates.
4. That only PEC Holders actually signed on to the ship’s articles as Deck Officers will be employed to Pilot the ship for which the PEC applies within the London Pilotage District.
5. Operators will ensure that arrangements are in place whereby holders of PECs will be properly rested prior to commencing any act of pilotage within the London Pilotage District.
6. Operators will notify the PLA promptly if any PEC Holder is directly involved in any navigational incident while using their PEC, and accept that the use of such PECs will be considered for suspension until the matter has been investigated by the PLA and their report completed. The PLA undertake that such investigation will take place as soon as possible after the incident.
7. Any PEC Holder who fails a test administered under either the PLA’s or Operators’ Drug and Alcohol Policy, or is convicted of any offence involving drugs or drink, will not be permitted by the Operator to use the PEC until investigation and internal disciplinary process, or due process of law has been concluded.
8. All PEC Holders will be in possession of and have available at all times, the appropriate Port of London Byelaws, Pilotage Directions, General Directions and the PLA’s Code of Practice for Ship Towage Operations on the Thames.

2. PROCEDURES

1. The operators will notify the PLA of any relevant change to the status or category of the ship, such as: from “non-specified and hazardous” to “specified and hazardous and marine pollutant” for ships of between 50 and 100 metres in length prior to visiting the port.
2. Operators will nominate a responsible officer within their organisation fully authorised to deal with matters relating to the use and administration of PECs, held by their Deck Officers.
3. Operators will notify the PLA of the name and address of the Company which is legally responsible for the operation of the ships in their fleet and the name of the Protection and Indemnity organisation in which the ship is entered for P&I risks.
4. The Operator will ensure that pilotage, and the use of PECs, will form part of the ISM procedures in place for ships navigating within the London Pilotage District. The operator further agrees to participate in and contribute to the PLA Navigational Safety Management System.
5. The Operator undertakes that its contracts of employment will only require properly qualified personnel who are willing to hold a PEC and who have a good command of the English Language to apply for a PEC.

Appendix 6

LIMITATIONS FOR THE ISSUE OF AN EXCEPTION FROM PILOTAGE FOR VESSELS NAVIGATING ABOVE MARGARETNESS

1. Definitions

Length of Object Towed – means the maximum overall length of each object towed including overhanging cargo or equipment, but disregarding the towing medium.

Beam Overall – means the maximum overall beam of a vessel or combination of vessels within a Tug and Tow, including overhanging structure, cargo or equipment.

2. Introduction

This Annex provides details of the exceptions available under Pilotage Direction 5(3) for vessels to be excepted from the requirements of the Pilotage Directions when navigating to the West of the Margaretness Limit.

This exception does not apply to ‘Non-Routine’ tows where the length of object towed exceeds 50m or to passenger vessels exceeding 65m length overall.

3. Vessels Excepted from Pilotage

The following tables provide the maximum vessels dimensions that may be excepted from PLA Pilotage Directions under Direction 5(3) when navigating above Margaretness.

Table 1 - Pilotage Requirements for Tugs engaged in Pushing Vessels ahead and Single Vessels

Table 2 - Pilotage Requirements for Tugs with Vessels Towed Alongside

Table 3 - Pilotage Requirements for Tugs with Vessels Towed Astern

4. Vessels Automatically Excepted

Vessels identified within the above tables as having ‘No Pilotage Requirement’ are excepted from the Pilotage Directions when the bona fide Master holds a valid Thames Local Knowledge Endorsement (LKE) issued by either the PLA or MCA. Total Draft & Air Draft for any combination within this category is not to exceed 8.5m (e.g. 1.5m Draft and 7m Air Draft) when navigating above Tower Bridge.

5. Vessels requiring Authorisation from the Harbour Master

Vessels identified as requiring authorisation from the Harbour Master may be considered for exception from the requirements of the Pilotage Directions, but must provide evidence they meet the following criteria before authorisation will be issued:

1. The bona fide Master must hold a valid Thames LKE issued by the PLA or MCA.
2. The company must have a dedicated and audited training and assessment procedure in place to attain the Master’s position.
3. The company has an approved passage plan and navigational risk assessment for the operation, as required by the PLA’s General Directions
4. The vessel meets the manoeuvrability and visibility requirements required by the PLA, as detailed in the Code of Practice for Craft Towage Operations on the tidal Thames, or existing safe history of operation as determined by the Harbour Master

6. Review of Documentation

Where a company wishes to operate, or is currently operating under this exception, the Harbour Master shall be provided with any information he may request in respect of, but not limited to, the vessel, its equipment, certification, organisational and vessel management systems and crew competency such that a full assessment can be made.

7. Revocation

The Harbour Master reserves the right to suspend or revoke any exception if it appears the above requirements have not been met or if a vessel has been involved in an incident in which the safety of navigation may has been compromised.