Code of Practice for Ship Towage

Operations on the Thames

 CO N T E NT S

I NTR O DUC TIO N 2

PAR T O N E
SAF E W O R K I NG P R A CT I CE S F OR S HIP TO WAG E O PE R ATI O NS 3
SECTION ONE - PREPARING FOR TOWAGE OPERATIONS 3

SECTION TWO - COMMUNICATIONS 4

SECTION THREE - MASTER OR PILOT INSTRUCTIONS TO THE TUG 4

SECTION FOUR - SAFE SPEED 5

SECTION FIVE - TOWAGE IN RESTRICTED VISIBILITY 6

SECTION SIX - THE USE OF TUGS IN SHIP HANDLING 6

SECTION SEVEN - FURTHER GUIDANCE AND ADVICE 6

PAR T TW O
SEC TIO N ONE – A P P L I CAT I ON OF T H E G UI DE LI NE S 8
SPECIFIC LOCAL ARANGEMENTS 9

SECTION TWO – USING THE TUG ALLOCATION TABLES 10

SECTION THREE – TUG ALLOCATION TABLES 11

PART A - RIVER BERTHS: LONDON BRIDGE TO SEA REACH No.7 BUOY 11

TABLE 1 - SHIP SIZE CODE 11

TABLE 2 - MANOEUVRING AIDS ALLOWANCE CODE 11

TABLE 3 - NUMBER OF TUGS REQUIRED 12

PART B - NORTHFLEET HOPE CONTAINER TERMINAL 12

TABLE 1 - SHIP SIZE CODE 12

TABLE 2 - MANOEUVRING AIDS ALLOWANCE CODE 12

TABLE 3 – NUMBER OF TUGS REQUIRED 13

TABLE 4 - AUGMENTATION OF TOWAGE REQUIREMENT DUE TO WIND CONDITIONS 13

PART C - TILBURY LOCK 14

TABLE 2 – MANOEUVRING AIDS ALLOWANCE CODE 14

TABLE 3 - NUMBER OF TUGS REQUIRED 14

PART D - LONDON GATEWAY PORT 15

TABLE 1 - SHIP SIZE CODE 15

TABLE 2 – MANOEUVRING AIDS ALLOWANCE CODE 15

TABLE 3 – NUMBER OF TUGS REQUIRED 15

Ship Towage Operations on the Thames

TABLE 4 - AUGMENTATION OF TOWAGE REQUIREMENT DUE TO WIND CONDITIONS 16

PART E - ALLOWANCES FOR WIND 16

PART F – Hp / Kw CONVERSION TABLE (approximate): 17

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IN T RO D U C TI ON

This Code of Practice was published on 14 June 2021 and is reviewed every three
years in line with PLA Policy.

It is provided for the guidance of Masters, Pilots and tug crews involved or likely
to be involved in ship towage operations on the tidal Thames. Ships’ agents are
also recommended to make themselves familiar with the content of the Code, and
in particular the application of Part Two - the Guidelines for the Utilisation of Ship
Towage Tugs on the Thames.

It is presented in two parts:

Part One - Safe Working Practices for Ship Towage Operations; and
Part Two - Guidelines for the Utilisation of Ship Towage Tugs on the Thames.

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.

Chief Harbour Master

Ship Towage Operations on the Thames

This document is formatted for double-sided printing. C OV E R P H OTOGRA P H : BE N F I TZPATRI C K F OR TH E P L A

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 PAR T O N E

SAF E W O R K I NG PR ACTI CE S F O R SH IP TOWAGE OPERATION S

SECT I O N O N E
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;
Ship Towage Operations on the Thames

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;

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 • 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.
The details of which tugs are currently licensed by the PLA to undertake ship towage operations
in the port are available on the PLA website

S E C T I O N T WO
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.
Ship Towage Operations on the Thames

S E C T I O N T HR E E
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:

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 SECT I O N F O UR
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 knots through
the water. This gives the necessary way to assist the tugs in manoeuvring close to the ship whilst
Ship Towage Operations on the Thames

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.

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S E C T I O N F IV E
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
Ship Towage Operations on the Thames

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.

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

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 • 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

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PA R T T W O

S E C T I O N ONE – APPL I CAT I O N OF TH E GUIDELIN ES

These 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 decision on 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.
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 Tug Requirements
Berth Owners/Operators may continue to impose their own 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 in respect of vessels manoeuvring at their facilities.

NORTH SOUTH
Calor Tilbury Lock Northfleet Thames Terminal
Oikos Tilbury 2 Tower Wharf
Ship Towage Operations on the Thames

Coryton (Thames Oil Port) Grays Bevans/42

S Jetty (Shell) Navigator Victoria Deep Water
London Gateway Port Esso London Cruise Moorings: Tower Bridge Upper (HMS Belfast);
Port of Tilbury river berths Thames Refinery Greenwich Ship Tier

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

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 Assessments for ships calling at their facility:
• London Gateway Port
• Port of Tilbury river berths
• Tilbury Lock
• Tilbury 2
• Northfleet Thames
• Tower Wharf
• Bevans / 42

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 (harbourmaster@pla.co.uk) 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.
SPECIFIC LOCAL ARANGEMENTS

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.
Ship Towage Operations on the Thames

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.
9
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, be provided with an additional tug over and above the Code of Practice guidelines.

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.

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 to ensure that it safely negotiates the bend.

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.
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.

Vessel Length (LOA)

Manoeuvring Aids 0-90m 90-100m 100-128m (max)

No Manoeuvring aids NIL 1 TUG 1 TUG

CPP & Enhanced Rudder NIL NIL 1 TUG

Bowthruster but no CPP or Enhanced Rudder NIL NIL 1 TUG

CPP, Enhanced Rudder & Bowthruster NIL NIL NIL

S E C T I O N T WO
U S I NG T HE T UG AL L OCAT I O N TABLES

Step 1
Turn to the appropriate Part (A-D) dependent upon the destination or departure berth and/or the vessel
type and size.
Ship Towage Operations on the Thames

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.

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 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.

SECT I O N T H RE E
T U G A L L O C ATI O N TAB L E S

PAR T A - R I V E R B E R T HS: L O NDON BRID GE TO SEA REAC H N O.7 BU OY

Table 1 - SHIP SIZE CODE
Maximum Draught (m)

LOA (m) Up to 5m Up to 6m Up to 7m Up to 8m Up to 9m Up to 10m Up to 11m Up to 12m Above 12m

Up to 99.9 A A A A - - - - -

100 to 109.9 B B B B C C - - -

110 to 139.9 C C C C C D - - -

140 to 149.9 C C C C D E E E E

150 to 169.9 D D D D E E E E E

170 to 179.9 E E E E E E E E E

180 to 199.9 E E E E F F F F F

200 to 219.9 E E E F F F G G G

220 to 239.9 E E E F F G G H H

240 and above F F F F F G G H H

TABLE 2 - MANOEUVRING AIDS ALLOWANCE CODE

Ship Type Code from Table 1

Manoeuvring Aids A B C D E F G H

No Manoeuvring Aids S T U V W W X X
Controllable Pitch Propeller and/or S S U V W W X X
Enhanced Rudder
Twin Screw, Enhanced Twin Rudder & S S T T T V W X
Bow Thruster Min 1200hp / 895kw

Bow Thruster - Maximum Power

(100hp ≈ 1.1t)

Up to 499hp / 372kw S T U V W W X X
500hp to 999hp / 373kw to 745kw S S T U W W W X
1000hp to 1499hp /746kw to 1118Kw S S T T V W W X
1500hp to 1999hp / 1119kw to 1490kw S S T T U W W X
2000hp / 1491kw and above S S T T U U W X
Ship Towage Operations on the Thames

Bow and Stern Thruster - Maximum

Combined Power
1500hp / 1118kw and above S S S T U U W X

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TABLE 3 - NUMBER OF TUGS REQUIRED

Manoeuvring Aids Allowance Code from Table 2

Location and Operation S T U V W X

Tower Bridge Berth 0 0 1 1 - -

Moorings & Berth (S) 0 1 1 2 - -
George’s Stairs Tier Sail 0 0 1 1 - -
Sail (S) 0 1 1 2 - -
London Bridge to Berth 0 0 1 1 2 -
Margaretness Berth (S) 0 0 1 2 2 -
Sail 0 0 1 1 2 -
Sail (S) 0 0 1 2 2 -
Margaretness to Berth 0 0 1 1 2 2
Sea Reach No.7 Berth (S) 0 0 1 2 2 3
Buoy Sail 0 0 1 1 2 2
Sail (S) 0 0 1 2 2 3

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 Page 10 for additional requirements at Thames Refinery & Navigator

PA R T B - N O R T HF L E E T HO PE CON TAIN ER TERM IN AL

TABLE 1 - SHIP SIZE CODE

Maximum Draught (m)

LOA (m) <6m <7m <8m <9m <10m <11m <12m ≥12m
110-159.9 A A A A B - - -
160-179.9 C C C C C C C C
180-190 C C C D D D D D
190-200 C C D D D E E E
200-220 C C D D E E E E
220-240 C D D D E E E E
240+ D E E E E E E E

TABLE 2 - MANOEUVRING AIDS ALLOWANCE CODE

Ship Size Code

Ship Towage Operations on the Thames

Manoeuvring Aids A B C D E
No Manoeuvring Aids U V W W W
Enhanced Rudder U V W W W
Bow Thruster Power (hp)
500hp to 999hp (745Kw) U U V W W
1000 to 1999hp (1491Kw) T U V W W
2000hp and above T U U V W
Bow and Stern Thruster
Combined Power(hp)
2000hp (1491Kw) and above T U U U W

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 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.

Manoeuvring Aids Allowance

Manoeuvring Operation T U V W -
Berth 0 1 1 2 -
Berth with Swing 0 1 2 2 -
Sail 0 1 1 2 -
Sail with Swing 0 1 2 2 -

Additional towage requirements for stern-to-tide berthing

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

Wind Direction
Wind Speed - Constant Southerly Quadrant Northerly Quadrant Westerly Quadrant Easterly Quadrant
and/or Gusts
Less than 25 kts Tug Allocation Tables Apply Tug Allocation Tables Apply
Gusts over 25 kts Tug Allocation Tables Apply Tug Allocation Tables plus 1
Gusts over 35kts Tug Allocation Tables plus 1 Abort Manoeuvre
Gusts over 40 kts Abort Manoeuvre Abort Manoeuvre
Ship Towage Operations on the Thames

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PA R T C - T IL B URY L O CK
FLOOD TIDE DOCKING & EBB AND FLOOD TIDE UNDOCKING EBB TIDE DOCKING *
Maximum Draught (m) Maximum Allowable
LOA (m) Up to 5m Up to 6m Up to 7m Up to 8m Up to 9m Up to 10m ≥10m Parameters – Either 8m
draught or 166m LOA
Up to 99.9 A A A A B B - A*
100 to 129.9 A A A B B B - B*
130 to 139.9 B B C C D D - C*
140 to 149.9 D D D D D E - E*
150 to 199.9 D D E E E F - E*
200 and above F F F F F F F -
235 and above, G G G G G G G -
undocking stern first

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

Ship Type Code from Table 1

Manoeuvring Aids A B C D E F G
No Manoeuvring Aids S T U V W X Y
Controllable Pitch Propeller and/ S T U V W X Y
or Enhanced Rudder
Twin Screw, Enhanced Rudder & S S S T U V Y
Bow Thruster (Min 1000hp)
Bow Thruster - Maximum Power
(100hp ≈ 1.1t)
Up to 499hp (372Kw) S T U V W X Y
500hp to 1499hp (1118Kw) S S T U V X Y
1500hp and above S S T U V W Y
Bow and Stern Thruster -
Maximum Combined Power
Up to 1499hp (1118Kw) S S T T V X Y
1500hp to 1999hp (1491Kw) S S T T V W Y
2000hp and above S S T T U W Y

TABLE 3 - NUMBER OF TUGS REQUIRED

Manoeuvring Aids Allowance from Table 2

Location and Operation S T U V W X Y
Tilbury Lock Docking 0 1 2 2 2 3 -
Undocking 0 0 0 1* 2* 2* -
Undocking – (235m LOA and above) - - - 3
Ship Towage Operations on the Thames

Stern First

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.

14
 PAR T D - L O N DON G ATE WAY PO R T
TABLE 1 - SHIP SIZE CODE
Maximum Draught (m)
LOA (m) <6 <7m <8m <9m <10m <11m <12m <13m ≥13m
110 - 129.9 - - A A B - - - -
130 - 159.9 A A B B B - - - -
160 - 199.9 A B B B C C C C -
200 - 259.9 B B C C C C C C -
260 - 299.9 C C C D D D D D E
300 - 319.9 C C C D D D D D E
320 – 349.9 C C C D D D D D E
350 – 369.9 D D D D D E E E E
370 and over D D D D E E E E E
60m beam and over F F F F F F F F F

TABLE 2 – MANOEUVRING AIDS ALLOWANCE CODE

Ship Size Code
Manoeuvring Aids A B C D E F
No Manoeuvring Aids V V W W X Y
Enhanced Rudder U V W W X Y
Bow Thruster – Max
Power (hp)
Up to 999hp (745Kw) U V W W X Y
1000hp and above T U W W X Y
Bow and Stern Thruster -
Combined Power (hp)
2000hp (1491Kw) and T U V W X Y
above

TABLE 3 – NUMBER OF TUGS REQUIRED

Manoeuvring Aids Allowance
Manoeuvring Operation T U V W X Y
Berthing – No Swing 0 1 1 2 2 3
Swing to Berth 0 1 2 2 3 4
Sailing – No Swing 0 1 1 2 2 3
Sailing with a Swing 0 1 2 2 3 4

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;
Ship Towage Operations on the Thames

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.

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TABLE 4 - AUGMENTATION OF TOWAGE REQUIREMENT DUE TO WIND CONDITIONS

Wind Direction

Wind Speed - Constant South West Quadrant South East Quadrant North East Quadrant North West Quadrant
and/or Gusts
Constant - Less than Tug Allocation Tables Apply Tug Allocation Tables Apply
25 kts
Gusts over 25 kts Tug Allocation Tables Apply Tug Allocation Tables Plus 1 Tug
Gusts over 30 kts Tug Allocation Tables Plus 1 Tug Tug Allocation Tables Plus 1 Tug
Gusts over 35 kts Tug Allocation Tables Plus 1 Tug Tug Allocation Tables Plus 1 Tug &
Dynamic Risk Assessment
Gusts over 40 kts Tug Allocation Tables Plus 1 Tug & Tug Allocation Tables Plus 1 Tug &
Dynamic Risk Assessment Dynamic Risk Assessment

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.

PA R T E - A LL O WANCE S F O R WIN D
Ship Towage Operations on the Thames

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 power bollard pull required to assist a vessel in
varying wind strengths.
Required Bollard Pull (Kg) = 0.08 x A x V2
Where:
• A is the wind area of the vessel in m2; and

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 • V is the wind speed in m/sec

PAR T F – H P / KW CO NV E R SI ON TABLE (APPROX IM ATE):

Hp Kw Bollard Pull (t)
499 372 5.5
999 745 11.0
1499 1118 16.5
1999 1491 22.0
2499 1864 27.5
2999 2237 33.0
Ship Towage Operations on the Thames

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