Port Information Guide

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BALLAST OPERATIONS

Any vessels wishing to undertake ballast ope rations should adhere to UK and International Regulations, plus any restrictions/requirements of the berth owner/operator. The UK regulations regarding ballast water operations are available at this link.

BERTHS

1.    For visitor moorings and marinas, visit this page.
2.   For a list of commercial berths and terminals on the tidal Thames, visit this page.
3.   See also section NAABSA BERTHS.

BRIDGES

1. A full list of Clearance Heights for Bridges crossing the river and the various creeks along the tidal Thames is available here.

2. ARCHES CLOSED TO NAVIGATION
Arches on Thames bridges may be closed for various reasons from time to time. As per the PLA General Directions (General Direction 17.1 (e)), No vessel is to transit through a bridge arch which is closed to Navigation. Arches closed to navigation will be marked in accordance with the Thames Byelaws 2012:

1. by day, three red discs 0.6 metres in diameter at the points of an equilateral triangle with the apex downwards and the base horizontal;
2. by night, three red lights in similar positions to the discs displayed by day.

2.1 Arches closed/open/open to specific vessels may also be marked by the use of smart signals, as detailed below:

3. SIGNAGE AND LIGHTING ON ARCHES DURING MAINTENANCE OR CONSTRUCTION WORKS
During maintenance and construction works other appropriate signage and lighting as agreed by the Harbour Master may be displayed on or around bridge arches. The characteristics of these will be communicated in a Notice to Mariners as appropriate.

4. BRIDGE TRANSITS WITH SPECIAL PROCEDURES 
As per the PLA General Directions (General Direction 28), vessels wishing to transit the following bridges must follow the procedures as described below:

4.1 Tower Bridge 
Vessels with an air draft of 9 metres or more wishing to transit Tower Bridge may request a bridge lift at least 24 hours in advance, as described on the Tower Bridge website. Vessels intending to transit Tower Bridge which have arranged for the bascules of the bridge to be raised must:

1. at Crayfordness inward-bound, or when departing a berth west of Crayfordness, notify London VTS of:
   1. a confirmed ETA for Tower Bridge; and
   2. the place at which the Vessel can safely abort;
2. establish communications with Tower Bridge control 30 minutes before their ETA for Tower Bridge;
3. not transit beyond their declared abort point until confirmation has been received from Tower Bridge Control that the bridge bascules will be raised in good time.

4.2 Deptford Creek Bridges
The bridges are able to open to river traffic 24 hours a day, every day of the year, but operation is based upon an advance notice system as the bridges are not staffed continuously. Vessels wishing to transit the Deptford Creek bridges must contact the bridges Controller on (+44) (0) 208 291 4561 at least 12 hours in advance, and by midday on a Friday or any other workday immediately preceding a public holiday for any opening required over a weekend or during a public holiday period. 

4.3 Bow Creek – Leamouth/Canning Town footbridge
Vessels with an air draft of greater than 4.9m will advise London VTS on VHF Channel 14 or by telephone: (+44) (0) 203 260 7711 of a requirement for the bridge to be raised, giving an estimated time of arrival (ETA) at the bridge with a minimum notice period of 60 minutes whereby it will be ensured that no alarms are activated regarding operation of the bridge. If there are any issues likely to impact on the bridge operation these are to be informed to London VTS at this stage and confirmed as resolved at the 15 min confirmation communication exchange. 15 minutes before arrival at the bridge the vessel will confirm its ETA to London VTS.

4.4 Hammersmith Bridge
As part of the ongoing stabilisation and repair works at Hammersmith bridge, control lights have been installed either side of the bridge. The bridge control lights will display one of two signals: a green arrow or a red cross. (see 2.1 under the Bridges section for the meaning of these signals).

4.4.1 In the event of a bridge closure, an exclusion zone of 15 metres upriver and downriver of the bridge will be implemented. Mariners are advised that there is no set time duration of a closure as engineers investigate the cause of the alarm. All mariners are advised to have an abort and contingency plan available for a closure which may last longer than the tidal window available.

BUNKERING OPERATIONS

1. As per the PLA General Directions (General Direction 9), a Bunker Vessel, or any Vessel receiving bunkers pumped from a shore side facility or road tanker, must notify London VTS of the type of bunkers being transferred, and report to London VTS immediately before, and on completion of, Bunkering. Masters of vessels are reminded that bunkering operations within the Port of London are also subject to the following conditions:

1.1 NOTIFICATION AND REPORTING
The Master of a vessel of more than 50gt (other than one which normally navigates solely within the limits of the Port of London) intending to receive bunkers, shall give notification in writing or by VHF radio to London VTS not less than 2 hours in advance of the intention to bunker. The notification should state:

1. the location the bunkering will take place;
2. the type of bunker oil to be transhipped; and
3. the expected time that bunkering will commence.

Additionally, Masters of all such vessels shall also report by VHF to London VTS immediately before bunkering is about to commence, and on completion of bunkering.

1.2 CHECKLISTS
The Masters of all vessels of more than 50gt intending to receive bunkers, shall complete a bunker checklist in conjunction with the supplying party, with all questions answered accurately.

1.3 PRECAUTIONS TO BE TAKEN BY ALL RECEIVING VESSELS
The Master of all vessels receiving bunkers shall ensure that:

1. scuppers are firmly closed;
2. vessel is securely moored or safely at anchor;
3. any special instructions issued by the Harbour Master have been complied with;
4. bunker pipes which are not in use are effectively blanked;
5. bunker hoses have sufficient play and are adequately supported;
6. bunker hose connections have been provided with a good seal;
7. there is a well-tightened bolt in every bolt hole in the bunker hose connection flanges;
8. there is a sufficiently large overflow container under the bunker hose connection(s);
9. cargo-handling or other operations in progress will not hazard the bunker operations or vice-versa; and
10. there is an agreed communication system established between the vessel receiving bunkers and bunkering barge.

1.4 PRECAUTIONS TO BE TAKEN BY, SUPPLYING VESSEL, ROAD TANKER OR TERMINAL
The Master of a bunker barge, the driver of a road tanker or a terminal providing bunkers, is not to begin bunkering unless it has been ensured that:

1. scuppers are firmly closed;
2. the bunkering vessel is securely moored;
3. any special instructions issued by the Harbour Master have been complied with;
4. the bunker hoses are properly maintained and in good condition.

1.5 BUNKER VESSELS
Vessels which are both Intra-port Vessels and Bunker Vessels must notify London VTS of the type and amount of bunker cargo they are carrying aboard prior to every instance of getting Underway.

1.6 REPORTING OF OIL SPILLS
The master of any Vessel involved in an oil spill must immediately report to London VTS. Information to be reported includes reporting location, type of oil, approximate quantity, and action taken to limit and control the spill.

1.7 BUNKERING OPERATIONS AT ANCHORAGES INCLUDING TONGUE ANCHORAGE
Bunkering at Anchorages, including those outside Port Limits but within the London VTS Area (Tongue Anchorage), may only be conducted by vessels/companies which have been approved by the Harbourmaster. Other organisations wishing to carry out bunkering operations outside of port limits but within the VTS Area should contact the Harbourmaster ([email protected]). Bunkering in the Margate Road anchorage is not permitted.

1.8 All vessels intending to enter the London VTS area, which are to be involved in ship-to-ship bunkering operations, shall provide standard pre-arrival and departure notifications via the PISCES system. Vessels carrying dangerous or polluting goods are required to declare them in advance of their arrival and departure.

1.9 In addition to the standard VTS reporting requirements, not less than 2 hours before bunkering commences, vessels intending to receive bunkers in Anchorages must notify London VTS of their intention to bunker and provide the following information in that notification:

1. The location the bunkering will take place
2. The type and quantity of bunkers to be received
3. The expected time that bunkering will commence

1.10 Vessels must report to London VTS before the commencement of bunkering operations and give positive confirmation to VTS that their bunker checklists have been completed. Vessels must not commence bunkering operations without the permission of London VTS. Vessels must report to London VTS on completion of bunkering operations detailing the exact type and quantity of bunkers.

1.11 Additional Requirements
Bunkering operations must not commence or must be suspended if the local weather conditions exceed Beaufort Force 6, sea / swell heights in excess of 2m, and constant winds exceeding 27 knots. However, London VTS or the Master of the bunkering vessel may direct that bunkering operations be suspended in less adverse conditions if deemed necessary. All vessels anchored for the purpose of bunkering are required to have their main engines available at immediate notice. In addition, they are required to exhibit code flag ‘Bravo’ by day and an all-round red light by night. Whilst bunkering operations are in progress a 100m domain intrusion zone will be established around the vessel, which will be monitored by London VTS and by the vessel taking bunkers.

1.12 For a list of bunker suppliers operating in the Port of London click here.

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       DANGEROUS SUBSTANCES IN BULK

1.       For rules and regulations covering the transport of dangerous substances in bulk within the Port of London, visit the Regulations and Guidance area of our website.

       DIVING

1.       The Port of London Authority employs commercially qualified divers who are in demand for many different tasks. Find more information about our Diving and Salvage services.

2.       Permission to Dive
As per the Thames Byelaws (Byelaw 20), diving contractors must not undertake any diving activity in the Thames, without first obtaining the permission of the harbour master. Any person intending to undertake any diving activity in the Thames must inform the harbour master, through the appropriate VTS Centre, prior to the commencement, and on the completion, of any diving activity. Details on how to obtain a diving permit are available here.

3.       Vessels involved in Diving Operations
As per the Thames Byelaws (Byelaw 33), in addition to the signals required by Rule 27(d) or (e) of the International Collision Regulations, a vessel supporting any diving activity permitted by the harbourmaster under byelaw 20 must:

1. by night, exhibit conspicuously an illuminated rigid replica of the International Code Flag “A’ not less than 1 metre in height; and
2. by day, exhibit conspicuously a red flag not less than 1 metre square in a position as close as possible to the diver’s point of entry into the water.

       DREDGING

1.       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.

2.       Information on how to obtain a dredging licence is available here

3.       A full list of Dredging Services offered within the Port of London is available here.

       DRONES/UNMANNED AERIAL VEHICLES (UAV) 

1.    The Port of London Authority have the responsibility to ensure safety to all of those using the River Thames and as such need to be notified about any intended UAV flight over the river. For more information about the use of Drones/Unmanned Aerial Vehicles on the tidal Thames, visit this webpage.

       DRYING OUT FACILITIES

1.       The PLA has two drying out facilities in the upper district; Strand-on-the-Green Grid and Isleworth Drawdock.

2.       Isleworth Drawdock is a stretch of vertical river wall with regularly spaced piles and a riverbed suitable for taking the ground (for appropriate vessels), that is directly accessible by road. Isleworth is practically unlimited in the size of vessel it can accommodate.

3.       Strand-on-the-Green grid is a timber grid suitable for smaller vessels, but without road access. The grid is limited to flat bottomed vessels of 25m length, 9m beam and a displacement of 200 tons. There is a tide board on the upriver pile of the grid, and it should be noted that there is no direct shore access at this facility.

4.       More information including charges for using our Drying Out Facilities is available here.

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       FILMING

1.       All filming activity (and all commercial still photography) on the tidal Thames requires a filming licence. This includes ALL filming involving boats and vessels and filming on piers and other structures in the River. We can also advise on the possibilities for safe filming activity on the Thames foreshore (i.e. the part of the river exposed at low tide). Find more information on filming here.

       FORESHORE PERMITS

1.       Anyone searching the tidal Thames foreshore from Teddington to the Thames Barrier - in any way for any reason - must hold a current foreshore permit from the Port of London Authority. This includes all searching, metal detecting, ‘beachcombing’, scraping and digging. For more information about Thames Foreshore Permits, including how to apply for a permit visit this link.

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       HOUSEBOATS

1.       Living afloat in a houseboat on the tidal Thames can be a great lifestyle, but requires careful consideration, especially for individuals new to the river. More information is available on our living afloat page.

       HYDROGRAPHY

1.       1. The Port of London Authority has the busiest port hydrographic department in the UK. The department also has dedicated survey craft fitted with multibeam echo sounder systems (MBES).

2.       More information about our Hydrographic department including a full range of services is available here.

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       LARGE VESSEL TRANSITS WEST OF MARGARETNESS

1.       Gallions Reach – London City Airport
Large vessels with an air draft greater than 45 metres, intending to transit Gallions Reach in the vicinity of London City Airport, must refer to the PLA General Directions – General Direction 28 for procedures to follow.

2.       London Cable Car
Vessels with a length overall greater than 130 metres and/or an air draft greater than 55.1 metres, intending to transit the London Cable Car, must refer to the PLA General Directions – General Direction 28 for procedures to follow.

       LOCAL KNOWLEDGE ENDORSEMENT (LKE)

1.       In July 2012 the PLA’s Thames Byelaws 2012 were implemented, which require the master of any commercial vessel between 40m and 13.7m length overall and those vessels under 13.7m length overall, which are engaged in passenger carriage or towing to hold an LKE for the tidal Thames. This also applies to MCA Boatmaster Licence holders.

2.       More information about Local Knowledge Endorsements (LKEs) is available here.

       LOCAL TRAFFIC CONTROL

1.       Local Traffic Control is typically conducted from a PLA Harbour Service Launch under the following circumstances:

1. Arrival and Departure of Large Vessels at certain locations such as Tower Bridge Upper and Greenwich Ship Tier
2. Major events and filming operations
3. Bridge Arch Closures
4. Emergency Situations

2.       The implementation of Local Traffic Control will be announced on the VHF channel for the relevant sector and the Harbour Service Launch will display blue flashing lights for the duration.

3.       Mariners intending to transit the area under Local Traffic Control are required to contact ‘Thames Patrol’ on the VHF channel for the relevant sector and must follow any instructions given by the officers in attendance.

       LONDON GATEWAY PORT

1.       1. DP World London Gateway Port is an independent Statutory Harbour Authority, sited within the boundaries of the PLA, is the UK’s most integrated logistics hub featuring a state-of-the-art deep-sea port and rail terminal on the same site as an expansive land bank for the flexible and fast development of logistics facilities and warehouses. Vessels arriving at London Gateway Port are advised that London Gateway Port have their own Vessel Information Guide which is available to download from their website .

       LONDON VTS

1.       London VTS comprises three VTS Sectors run from two control centres. The principal control centre is the Port Control Centre at Gravesend, from which the Estuary and River Sectors are managed, and the secondary control centre is the Thames Barrier Navigation Centre at Woolwich from which the Barrier Sector is managed. Both are contactable via the using the Callsign ‘LONDON VTS’ on the relevant VHF Channels as detailed below:

1.1       Port Control Centre, Gravesend:

1. VTS Estuary Sector: Outer Limits to Sea Reach No. 4 - VHF Ch. 69
2. VTS River Sector: Sea Reach No. 4 to Crayfordness – VHF Ch. 68

1.2       Thames Barrier Navigation Centre, Woolwich:

1. VTS Barrier Sector: Crayfordness to Teddington Lock – VHF Ch. 14

2.       2.    Reporting Vessels must report to London VTS as detailed on charts, as well as sailing directions and the Admiralty List of Radio Signals. This information is also detailed in the London VTS Operational Information document which can be accessed here.

3.       Refer to the Contact Us section on page 3 for details of how to contact London VTS via telephone. More information on Reporting Vessels can be found in the General Directions for Navigation in the Port of London (see REPORTING).

4.       REQUESTS FOR VESSELS TO PROCEED WITH CAUTION OR AT SLOW SPEED

4.1       When a reduction on vessel traffic speed is required, the term Speed Reduction or “Proceed at Slow Speed” is used by London VTS in appropriate broadcasts.

4.2       The following should be noted by Masters, Berth Operators and other river users when requiring speed reductions requests be broadcast:

4.2.1       As a guide, requests for reduction in speed are appropriate for activities such as diving, salvage, heavy lifting, working on the waterline from scaffolding or pontoon/small boat, and bunkering operations. They may also be appropriate where the mooring facilities are limited e.g. when the vessel overhangs the berth or when a vessel is about to take the ground at a Not Always Afloat but Safely Aground (NAABSA) berth.

4.2.2       A request for a reduction in speed of passing traffic should not be sought as an alternative to good seamanship such as the proper tending of lines and moorings in a tideway.

4.3       When London VTS has agreed to broadcast a reduction in speed:

1. The activity requiring the speed reduction will be identified in the broadcast, from which Mariners should judge the speed appropriate to the circumstances.
2. The person responsible for the request must ensure that the vessel or installation concerned is displaying the international code flags “Romeo Yankee” by day and illuminated rigid replica by night. Failure to do so will result in the termination of the broadcast.

   

3. London VTS should be informed as soon as there is no longer the requirement for a speed reduction and the Romeo Yankee signal removed. The speed reduction broadcast by London VTS will also be terminated.

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       NAABSA BERTHS

1.       The Port of London Authority has published a procedure detailing the safe operation of NAABSA (Not Always Afloat But Safely Aground) Berths in the Port of London.

2.       The safe operation of berths declared as NAABSA is the berth operator’s responsibility. The responsibility shall encompass that the vessel and the ground alongside the berth is safe and fit for purpose. The safe operation of the vessel is the responsibility of the vessel Master.

3.       Any berths operating as NAABSA berths and vessels using these berths must follow this procedure.

4.       For more information: https://pla.co.uk/regulations-guidance#codes

       NAVIGATION WARNINGS

1.       Navigation Warnings serve as a mechanism for the expeditious dissemination of essential, safety critical, navigational information to river and estuary users. The scope of such warnings encompasses various scenarios, including but not limited to:

• Displacement of navigational aids from their designated positions.
• Occurrence of severe or significant meteorological phenomena posing hazards to navigation.
• Malfunction or impairment of essential maritime equipment such as lights, fog signals, buoys, and navigational aids situated along primary shipping lanes.
• Presence of maritime obstructions such as wrecks, reefs, rocks, and shoals, which pose potential risks to major shipping routes.
• Emergence of drifting hazards, including derelict vessels or ice floes.
• Unforeseen alterations or closures of established navigational pathways.
• Anomalies affecting radio navigation systems, maritime safety information services delivered via radio or satellite, or related communication infrastructure.
• Identification of zones necessitating avoidance due to ongoing search and rescue operations or anti-pollution initiatives.

2.       Navigation Warnings supplement the Notice to Mariners system by providing short term vital information. Navigation Warnings are time critical and will never last more than four days – where the danger exists, it will become a Notice to Mariners with greater detail provided. They are promulgated through these methods:

• Email Lists: addresses signed up for any type of Notice to Mariners.
• Email Direct: pre-defined key stakeholders
• Website: posted as a red banner at the top of the website
• Social Media: through the PLA’s various social media accounts

3.       To ensure you receive Navigation Warnings, sign up to any of our Notice to Mariners email lists.

4.       See also sections NOTICES TO AGENTS, BERTHS AND SHIP OPERATORS and NOTICES TO MARINERS.

       NON-TIDAL THAMES

1.       Information concerning the non-tidal river Thames upriver of Teddington Lock is available here.

2.       For information about inland waterways, visit the Canal & River Trust’s website.

       NOTICES TO AGENTS, BERTHS AND SHIP OPERATORS (NABSO)

1.       Notices to Agents, Berth and Ship Operators (NABSO) provide essential, up to date information and advice to those supporting navigation and commercial shipping in the Port of London. Subjects will include (but not be limited to) advice on PLA procedures and/or requirements and notification of new and updated rules and regulations for navigation.

2.       View our current Notices to Agents, Berths and Ship Operators.

3.       See also section NAVIGATION WARNINGS.

       NOTICES TO MARINERS

1.       Notices to Mariners provide essential, up to date information and advice to those supporting navigation and commercial shipping in the Port of London. Subjects will include (but not be limited to) advice on PLA procedures and/or requirements and notification of new and updated rules and regulations for navigation.

2.       If you are carrying out works on the tidal River Thames, you may be required to have a Notice to Mariners issued. Contact our Harbour Master team at [email protected] to discuss if this is applicable to you.

3.       View our current Notices to Mariners and subscribe to updates.

4.       See also section NAVIGATION WARNINGS.

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       RECREATIONAL USERS

1.       The leisure boating area of our website includes all the necessary information to safely navigate the tidal Thames.

2.       We have a separate dedicated website for all sport and physical activity on the tidal Thames. Head over to https://activethames.co.uk/ to check it out.

3.       We have produced a recreational user guide which can be downloaded from here. To order a large scale hard copy, printed on waterproof paper email us at [email protected] or [email protected]

4.       A list of frequently asked questions regarding recreational river use is available here.

REPORTING POINTS (WAYPOINTS)

1.       Below is a list of all reporting points for the Port of London. These reporting points are also detailed on nautical charts and publications.

2.       See also section REPORTING REQUIREMENTS.

REPORTING REQUIREMENTS

1.       For full details of the requirements for reporting vessel movements in the Thames refer to our General Directions: https://pla.co.uk/general-directions-navigation-port-london

2.       INWARDS
          All Ships:

1. 24 hours before arrival; pass ETA and draught to Agents/Owners for onward transmission to the Port Control Centre (PCC) at Gravesend. Where ships from near ports cannot give the above notice, an ETA should be passed within one hour of departure from the last port of call. Notifications should be sent using the port’s on-line booking service (PISCES).
2. In addition, Agents /Owners of vessels bound for the Port of Tilbury should contact the Marine Co-ordinator, telephone (01375) 852456.
3. On passing the first Waypoint; pass all information not previously passed through agent and pertinent to the vessel’s arrival in the Port by VHF to PCC. Pass compliancy report in accordance with GD 13 and report security level.
4. On passing each Waypoint; report by VHF to PCC for confirmation of onward clearance.
5. On passing Sunk Head Tower Buoy or if using the Fisherman’s Gat, on passing the London Arrival/Departure arc or the North East Spit Buoy INWARD - declare an ETA for Knock John No 1 buoy. They are to report again when passing Black Deep No 5 Buoy, or if using the Fisherman’s Gat the Outer Fisherman’s Buoy giving an updated ETA for Knock John No 1 Buoy.

Ships requiring Pilots:

1. A request for a pilot, including ETA at the pilot station should be passed to the PCC (Shipcon), with the 24 hours’ notice of arrival.
2. A CONFIRMED order for a pilot must be given at least 8 hours before arrival at the Sunk Pilot Station or 6 hours before arrival at the NE Spit or Warp pilot station.

3.       OUTWARDS or SHIFTING BERTH
          All Ships:

1. 24 hours before proposed movement in the river; pass ETD and draught to Agents/Owners for onward transmission to the PCC. Notifications should be sent using the port’s on-line booking service (PISCES).
2. Immediately prior to commencement of movement in the river; pass all information pertinent to the vessel’s movement in the river by VHF to PCC and request permission to proceed.
3. On passing each Waypoint; report by VHF to PCC for confirmation of onward clearance.
4. On passing Sea Reach No 4 Buoy or, if departing the Medway ports, on passing the wreck of the Richard Montgomery, OUTWARD- declare the channels beyond Sea Reach No 1 buoy which they intend to use for navigation and, if planning to use the Princes Channel, make a specific declaration if planning to use the Princes Channel DW route.
5. On passing Sea Reach No 1 buoy or the Medway buoy, and planning to use the Knock John Channel OUTWARD- report ETA for Knock John No 4 buoy.

4.       Further information is also available in our Operational Information document: https://pla.co.uk/vessel-traffic-services

5.       See also section REPORTING POINTS (WAYPOINTS).

       RICHMOND LOCK & WEIR

1.       The Port of London Authority owns and operates Richmond Lock and Weir, which is also the base for the upper Thames harbour service patrols between Putney and Teddington Lock. For more information about Richmond Lock & Weir click here.

2.       For current information please contact the Lock Foreman on 0208 940 0634.

3.       See also section EXCLUSION ZONES, 1.3 Richmond Lock & Weir for information about exclusion zones in this area.

       RIVER CRUISES

1.       For a list of river cruise and other passenger vessel operators visit the TfL.

       RIVER WORKS

1.       Under Section 66 of the Port of London Act, a River Works Licence is required for any works in the River Thames, riverward of the mean high water mark and regardless of ownership of the river bed, including any works under the river or overhanging the river. This process ensures that all developments in the river are assessed for their potential effect on safety of navigation and the environment. For more information see the Licensing area of our website.

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       TERMINALS DIRECTORY

1.       A list of terminals on the tidal Thames is available here.

       THAMES AIS

1.       Thames AIS is a key navigational safety tool to improve the situational awareness of vessels navigating on the river Thames and to provide additional safety critical information to London VTS.

2.       The system was revised in 2023 after a consultation resulted in a new approach and subsequent revision of the Thames AIS Technical Requirements Specification which serves as an appendix to Thames Byelaw 12 – Thames AIS Carriage Requirements.

3.       For full details on Thames AIS visit our website: https://pla.co.uk/vessel-traffic-services#ais

       THAMES BARRIER CONTROL ZONE

1.       The Thames Barrier is one of the largest movable flood barriers in the world. The Environment Agency runs and maintains the Thames Barrier as well as London’s other flood defences.

2.       A permanent Control Zone, encompassing the Thames Barrier, is established between Margaretness and Blackwall Point. All vessels navigating within the Control Zone are subject to the requirements of current General Directions.

3.       The Thames Barrier consists of nine piers numbered 1 to 9 from north to south and ten spans lettered A to K from south to north (see Figures 1 & 2 below).

1. Spans B to G are open to navigation subject to the restrictions in current General Directions.
2. Spans C, D, E and F are 61m wide with a depth of 5.8m below Chart Datum.
3. Spans B and G are 31.5m wide with a depth of 1.2m below Chart Datum and have depth boards on Piers 3 and 9.
4. Spans A, H, J and K are permanently closed to navigation.

4.       Under normal circumstances, and subject to the requirements of partial closures, the northern spans E, F and G are used for inward-bound traffic and the southern spans B, C, and D are used for outward-bound traffic.

4.1       Note: D span may be used by large inward bound vessels.

5.       Figure 1

6.       Figure 2

7.       NAVIGATION LIGHT SIGNALS AND SHAPES

7.1       Light Signals
Each navigational span of the Thames Barrier has an array of traffic signals on the ends of the adjacent piers to indicate the spans open to navigation and those that are closed. The light signals will be displayed both by day and by night. Spans are open only to traffic in a single direction at any one time. The intensity of the light signals may be varied by the Thames Barrier Navigation Centre (London VTS) on request.

7.2       Spans Open to Navigation
Green Arrows will be exhibited from the ends of piers either side of the span(s) open to navigation. The arrows point inwards towards the span open to navigation from a particular direction.

7.3       Spans Closed to Navigation
Red Crosses will be exhibited from the ends of the piers either side of span(s) closed to navigation from one or both directions.

7.4       Spans Permanently Closed to Navigation
Span A to the south and spans H, J and K to the north are permanently closed to navigation and display at their centres the signals prescribed in the River Byelaws for closed bridge arches, namely:

1. By day, three red discs 0.6m in diameter at the points of an equilateral triangle, with the apex downward and the base horizontal.
2. By night, three red lights in similar positions to the discs displayed by day.

7.5       Figure 3

7.6       Figure 3 Fog Lights
High intensity fixed white lights are situated at the ends of piers 4, 5, 6, 7 and 8 and are operated in conjunction with green arrows in reduced visibility. The lights may be switched on or off, or the intensity varied by the Thames Barrier Navigation Centre (London VTS) on request.

8.       TYPES OF BARRIER CLOSURE
The Thames Barrier will be closed under the following circumstances:

1. Emergency (Full) Closures - For flood prevention in the event of a surge tide warning and other emergencies. In normal circumstances, notice of a potential flood protection closure will be given approximately 12 hours before the predicted high water at the Thames Barrier.
2. Test (Full) Closures - For the purpose of testing the Thames Barrier machinery and carrying out experiments to improve closure methods. Closures will be promulgated by Notice to Mariners published every six months. Such closures may occur at any state of the tide. Mariners, owners, and agents are advised to retain these Notices to Mariners, as no further notice will be given until 24 hours before the closure.
3. Partial Closures - For maintenance, other works and training. On occasions it is necessary to close individual spans for maintenance or training. A single floodgate can be in the defence or maintenance position for a prolonged period of time. The span closed signals will be displayed, and vessels are prohibited from approaching these spans.

8.1       Note: When a gate is in the defence position next to a span open to navigation, mariners are advised that variations to the normal current direction and velocity may be experienced.

9.       ADDITIONAL TRAFFIC CONTROL PROCEDURES DURING A FULL THAMES BARRIER CLOSURE

Vessels programmed to transit the Thames Barrier during a full closure will be subject to the following Traffic Control Procedures:

1. Inward bound seagoing vessels proceeding to berths above the Thames Barrier will be instructed to anchor in a Designated Anchorage by London VTS.
2. Outward bound seagoing vessels from berths upstream of the Thames Barrier will be directed to remain on the berth by London VTS possibly via the berth operator or agent.
3. Non-seagoing vessels will be directed to appropriate moorings and berths.
4. The approximate time of the Thames Barrier re-opening will normally be known at the same time as closure commences and will be passed to vessels directed to wait.

9.1       Note: If the flood prevention barriers situated at Tilbury Lock, Barking Creek, Dartford Creek, and Benfleet Creek are to be closed to navigation, traffic will be similarly directed as in a) to c). Individual instructions will be passed by London VTS as appropriate.

       THAMES BYELAWS

1.       The Port of London Authority in exercise of its powers under sections 162, 167 and 168 of the Port of London Act 1968 makes the Thames Byelaws, also known as the Port of London Thames Byelaws 2012. The byelaws relate to the management and regulation of marine operations and navigation in the Port of London. Read the Thames Byelaws here.

       THAMES GREEN SCHEME

1.       The Thames Green Scheme is an independent environmental performance indicator for UK inland waterways commercial and services operators to demonstrate their environmental performance for elements including on air quality, carbon, energy, water quality, litter, and waste. Read more about the green scheme.

       THAMES OIL SPILL CLEARANCE ASSOCIATION (TOSCA)

1.       In readiness for any pollution incident, the PLA-managed Thames Oil Spill Clearance Association (TOSCA) provides a 24-hour response to oil spills between Tower Bridge and Canvey Island.

2.       Funded in part by the terminals that handle oil and oil products, the service has two purpose-built craft, each designed to collect and/or contain oil in the first critical hours after a spillage.

3.       The Port of London Authority (PLA) in conjunction with the local industry established Thames Oil Spill Clearance Associated (TOSCA) as a 24 hour, 7 days a week marine oil spill response unit, in compliance with the OPRC and IMO legislation. More information on TOSCA.

       THAMES VISION 2050

1.       Launched in 2022, the Thames Vision 2050 is the development strategy for the tidal Thames running from Teddington Lock, through the heart of London out to the commercial port and estuary. The Vision is built around three interconnected themes, centred on the role the river plays for people and the environment. More information about the Vision is available here.

       TIDES & TIDAL INFORMATION

1.       The Thames from the Teddington Lock to the North Sea is a tidal river. Our Hydrographic department have produced a collection of tidal information, available here.

2.       Information includes:

1. Live tides
2. Tide Prediction Tool
3. Tide tables (readable and downloadable)
4. Tidal Thames App
5. Tide Differences
6. Definitions and notes

3.       For any queries, please contact PLA Hydrographic Service or call +44 (0)1474 562207

       TIDEWAY CODE

1.       Navigating any type of small recreational vessel on the tidal Thames, or Thames Tideway as it is also known, requires knowledge of the river and how it operates. The Tideway is by far the busiest inland waterway in the UK which, coupled with a fast-flowing tide and many bridges, piers and moorings, creates a challenging waterway on which to navigate.

2.       The Tideway Code – aimed at both rowers and paddlers – has been produced by The Port of London Authority, Thames Regional Rowing Council and Paddle UK to advise both new and existing users who plan to navigate anywhere along the tidal Thames between Teddington Lock and the Sea. You can download a copy of The Tideway Code here.

W

       WASH AND DRAW-OFF

1.        As the master of a power-driven vessel on the River Thames, you bear a responsibility for the safety of passengers, crew, fellow river users, and the environment. The disturbance caused by your vessel moving through the water, known as "wash," and the interaction between vessels, known as "draw-off," can pose significant dangers.

2.       Vessel Wash: Wash, essentially the waves produced by a vessel displacing water, varies in size and intensity based on vessel size, speed, hull shape, and water conditions.

3.       Draw-Off (Vessel Interaction): Draw-off occurs when two or more vessels are in motion in close proximity, resulting in hydrodynamic forces that can pull nearby vessels from their moorings.

4.       Dangers Include:

• Risk to houseboat occupants, including falling items.
• Damage to smaller vessels, which may capsize.
• Hazards to swimmers and divers due to turbulence.
• Environmental harm from disturbed ecosystems.
• Disruptions in navigation and potential shoreline damage.
• Noise pollution affecting marine life.
• Erosion of coastal areas.

5.       The Port of London Authority (PLA) receives numerous incident reports annually, with a substantial portion being wash complaints in specific areas. Legal consequences can include fines, and reporting offenses is encouraged to improve safety. Various factors influence vessel wash, emphasising the need for vigilance and compliance with regulations to ensure safety and protect the environment.

6.       To report a Wash or Draw-off incident, visit this page.

7.       Houseboat residents should submit wash or draw-off reports via the following online form with as much information as possible: https://pla.co.uk/houseboat-wash-reports

       WASTE DISPOSAL

1.       Information regarding Waste Disposal in the tidal Thames area is available here.

2.       A list of Waste Disposal providers is available here.

       WATER DENSITY

1.       Information regarding observed water density readings is available here.

2.       These are provided to serve as a guide only for water densities that may be encountered on the Thames. The PLA accepts no responsibility as to their accuracy.

3.       Density measurements vary temporally throughout the day and year and are significantly affected by local variations in salinity and temperature.

4.       It is recommended that for density values to be used for draft or freshwater allowance calculations, that in situ measurements taken at the location of the vessel or terminal.

       WATER SAFETY

1.       We are committed to reducing the number of people who drown in the tidal Thames, either accidentally or through suicide.

2.       As a founder member of the Tidal Thames Water Safety Forum (TTWSF), we work alongside HM Coastguard, RNLI, London Fire Brigade, Metropolitan Police (Marine Policing Unit) and London Ambulance Service.

3.       Together we are working to make the river a safe place for all users, including dog walkers and joggers on the foreshore, who may become stranded due to the river’s fast moving tides, and people visiting riverside pubs and restaurants.

4.       More information on Water Safety is available here.