Code of Practice for Ship Towage

Operations on the Thames

 CONTENTS INTRODUCTION

I N T R O D U C T I O N 2 This Code of Practice was published on 14 June 2021, amended on 18th April 2024 and is
reviewed every three years in line with PLA Policy.
PA RT O N E
S A F E W O R K I N G P R A C T I C E S F O R S H I P TO WA G E O P E R AT I O N S 3 It is provided for the guidance of Masters, Pilots and tug crews involved or likely to
SECTION ONE – PREPARING FOR TOWAGE OPERATIONS 3 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
SECTION TWO – COMMUNICATIONS 4
particular the application of Part Two - the Guidelines for the Utilisation of Ship Towage
SECTION THREE – MASTER OR PILOT INSTRUCTIONS TO THE TUG 5 Tugs on the Thames.
SECTION FOUR – SAFE SPEED 5 It is presented in two parts:
SECTION FIVE – TOWAGE IN RESTRICTED VISIBILITY 6 Part One - Safe Working Practices for Ship Towage Operations
Part Two - Guidelines and mandatory requirements for the Utilisation of Ship Towage
SECTION SIX – THE USE OF TUGS IN SHIP HANDLING 6 Tugs on the Thames
SECTION SEVEN – FURTHER GUIDANCE AND ADVICE 6
Chief Harbour Master
PA RT T W O
S E C T I O N O N E – A P P L I C AT I O N O F T H E G U I D E L I N E S 7
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 1 - SHIP SIZE CODE 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

Ship Towage Operations on the Thames

TABLE 4 - AUGMENTATION OF TOWAGE REQUIREMENT DUE TO WIND CONDITIONS 16
PART E – ALLOWANCES FOR WIND 17
PART F – Hp / Kw CONVERSION TABLE (approximate): 17
Knots / m/s CONVERSION TABLE 17

This document is formatted for double-sided printing. C O V E R P H OTO G R A P H : B E N F I T Z PAT R I C K F O R T H E P L A

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 PA R T O N E • Maximum speed of the tug;
S A F E W O R K I N G P R A C T I C E S F O R S H I P TO WA G E O P E R AT I O N S • Minimum dead slow engine speed of vessel;
Part One of this Code is provided by way of guidance only. Save by practice of law, the Port • Passage plan while accompanied by the tug(s), particularly details of any swing
of London Authority shall have no liability in respect of this Code of Practice. manoeuvre, release position and sequence of release;
SECTION ONE • Berthing plan, including tug positioning around the vessel’s hull and the vessel’s required
position on the berth;
P R E PA R I N G F O R TO WA G E O P E R AT I O N S
• Intended and emergency use of ships anchors;

1.1 Planning and Co-ordination • 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
Before beginning towing operations, a comprehensive plan of action (part of the ship’s port might add to the tug loads;
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 • Any tug defects, failures or reduction in its ability to manoeuvre or deliver full bollard pull;
characteristics and the berth operator’s requirements. A good knowledge of the type and and
capabilities of the tugs allocated to the job is important, in order that the Pilot and/or Master • Confirmation that the tug is fast and ready, including confirmation of tug’s name and her
can ensure tugs are both suitable for the task ahead and positioned on the vessel so as to be position on the vessel.
most effective, and to facilitate a safe operation.
Responsibility for co-ordinating a towage operation lies with whoever has the conduct of the 1.4 Watertight Integrity
vessel being towed, be that the Master or the Pilot. When berthing and unberthing, it is the
The watertight integrity of the tug should be maintained at all times. When a tug is engaged
duty of the Master and/or Pilot to ensure that the vessel is handled in a safe and controlled
on any towage operation all watertight openings should be securely fastened. All watertight
manner, having due regard to the safety of all those involved, whether it be on the ship,
openings should be marked with a sign stating that they are to remain closed during towage
assisting tug(s), line handlers or mooring gangs and other river users as appropriate.
operations. Any such openings used whilst moving about the tug during a towage operation
1.2 Pilot / Vessel Master Exchange should be re-secured immediately after use.

• Identify which fairleads, chocks, bollards and strong points can be used for towing and 1.5 PLA Vessel Licensing Requirements
check the SWLs are sufficient for expected towline forces
All ship towage tugs and workboats (including line handling boats) used within the Port of
• Identify areas of hull strengthened or suitable for pushing by tugs and relevant London are required to be inspected and licensed by the PLA as being ‘fit for purpose’. They
identification marks employed; should only be used in assisting ship manoeuvring and berthing/unberthing operations for
• Identify any special features (i.e. controllable pitch propellers, thrusters etc.) which they have the capacity and/or are licensed.

• Tug rendezvous time and position; 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
• Number of tugs and the mode of towage;
• Planned (optimum) ship speed when connecting to the tug’s lines; SECTION TWO
• whether the ship’s or the tug’s line are recommended for use; COMMUNICATIONS
• Type of tugs to be used and their bollard pull(s); 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
• If escorting, the maximum towline forces that the tug may generate at escort speeds; able to communicate promptly and effectively throughout the towage operation, should the need
• Maximum planned speed for the operation; arise.
• Method by which the ship’s crew should take on board and release the tug’s tow line; During operations, it is important that effective communications are maintained between:
• Prohibition on the use of weighted heaving lines; a) the towing vessel and both the bridge team, and the mooring decks of the vessel undertow;
• Areas of the transit posing particular risks with respect to the possible use of the tug; and
• Use and positioning of the tug(s) for berthing manoeuvres; b) the ship’s tow party(ies) and the bridge team.
• Use of the tug(s) in an emergency (escort operations);
It is important that London VTS is included in the communication loop, as appropriate, when
Ship Towage Operations on the Thames

Ship Towage Operations on the Thames

• Primary (tug working) and secondary (London VTS) VHF channels for use in the operation. planning and then executing a ship towage operation.
• On release, the tug’s gear to be lowered back always under control. During the towage operation, it is important for Pilots and Masters to keep London VTS fully
appraised of the planned manoeuvre and its progress
1.3 Master or Pilot / Tugmaster Exchange
The Tugmaster shall always maintain, so far as possible, a listening watch on the appropriate VHF
• SWL of the vessel’s chocks, bollards and strong points to be used for towing; channel for London VTS as well as the Pilot / Tug working channel.
• Tug hook-up point, taking into account the prevailing weather and sea conditions, for In the event that a ship or assisting tug(s) lose communications with each other, either vessel should
escorting operation (if appropriate) and berthing; sound the morse signal for KILO (long blast – short blast – long blast) on the ship’s whistle. Upon
• Planned (optimum) ship speed when connecting to the tug’s lines; 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.
• If active escorting, the start-point of the escorted passage;

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 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/
SECTION THREE harbour towage. Pilots, Masters and Tugmasters are reminded that these effects increase with
MASTER OR PILOT INSTRUCTIONS TO THE TUG speed.
To avoid confusion and errors, Pilots will ask for tug power and directional requirements as follows: 6.2 Tug Escorting
Ship Towage Operations on the Thames

Ship Towage Operations on the Thames

The direction of pull will be indicated as shown below: 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.
SECTION FOUR This type of operation is carried out in the ‘passive’ and ‘active’ modes: passive when running
SAFE SPEED free in close attendance and active when made fast to the towed vessel. If active escort is
Ship towage manoeuvres should be carried out at an appropriate speed relating to the manoeuvre being undertaken the form of towage can be ‘direct’ or ‘indirect’, depending on the speed of
required, ship characteristics, prevailing weather conditions and tug type/characteristics, tug the towed vessel. The method adopted will be at the discretion of the Tugmaster. When made
position and method of securing. Ships engines are highly likely to be used when manoeuvring fast, all those involved should be aware that increased loads can be applied to towing gear,
with tugs fast, it is always prudent, where operationally possible, to advise the tug master of engine especially when operating in the indirect mode.
orders.
SECTION SEVEN
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
FURTHER GUIDANCE AND ADVICE

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 Further guidance and advice can be found in the following publications: 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.
• 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 NORTH SOUTH
• Code of Safe Working Practices for Merchant Seamen Calor Tilbury Lock Northfleet Thames Terminal

• Management of Health & Safety at Work Regulations Oikos 1 & 2 Tilbury 2 Tower Wharf
Coryton (Thames Oil Port) Grays Victoria Deep Water
• Current relevant Merchant Shipping Acts
S Jetty (Shell) Navigator
• BTA Pilot’s Pocket Guide London Gateway Port Esso London Cruise Moorings: Tower Bridge Upper (HMS Belfast);
Port of Tilbury river berths Thames Refinery Greenwich Ship Tier

Additional Mandatory Requirements for Specific Berths

PA RT T W O
Part Two of this Code contains both guidelines and mandatory requirements for the utilisation of Ship Towage NAVIGATOR
Tugs. The Guidelines are advisory only. Save by practice of law, the Port of London Authority shall have no Both No.1 and No.2 berths require that, in addition to the provisions of the Tug Allocation Tables,
liability in respect of these Guidelines. 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.

SECTION ONE OIKOS

A P P L I C AT I O N O F T H E G U I D E L I N E S A minimum of one tug is required for all arrivals and departures, beyond which the tug allocation
tables apply.
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 CALOR CANVEY
Controller (DPC), who will take account of the particular exceptional circumstances, including the A minimum of one tug is required for ebb tide ‘head down’ departures, beyond which the tug
prevailing weather and tidal conditions. allocation tables apply.

It should be noted however, that in cases where the vessel Master refuses to accept the Pilot’s, or in THAMES OIL PORT
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 A minimum of one tug is required for ebb tide ‘head down’ departures, beyond which the tug
tugs by Special Direction. These tugs will be for the owner’s account. allocation tables apply.

The purpose of these Guidelines is to ensure, so far as possible, that the Master achieves safe ship ESSO NO.1 JET T Y
manoeuvring operations.
A minimum of two tugs is required for berthing, beyond which the tug allocation tables apply.
In establishing the Guidelines, the following assumptions have been made:
GRAYS 1&2 JET TIES
a) The vessel receiving ship towage assistance in manoeuvring is a normally responsive vessel
with all mechanical equipment in proper working order; 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.
b) The weather conditions are favourable;
c) The tidal conditions are advantageous; SHELL S JET T Y
d) There is no adverse local vessel traffic activity or effect; An extra tug is required, in addition to the requirements of the tug allocation tables, for ebb tide
‘head down’ departures.
e) All manoeuvring aids in full working order and thrusters are able to operate at maximum
design power.
TILBURY GRAIN TERMINAL – INNER BERTH

Ship Towage Operations on the Thames

Note: Thrusters on a common hydraulic line with deck machinery are known to be badly affected The limited area available to the rear of the Tilbury Grain Terminal jetty restricts the use of tug
when winches are operated, and therefore will make the vessel unable to comply with e) above. assistance for ships manoeuvring to and from the Inner Berth. Tug requirements for this berth are
as per the table below.
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 Agents and Masters wishing to arrange for the berthing/unberthing of a vessel of over 128 metres
the Duty Port Controller at London VTS, Gravesend. If necessary, the DPC will seek the advice of the must consult the Duty Port Controller and the Duty River Pilot.
Pilot allocated to the vessel, or if need be, the Harbourmaster.
Vessel Length (LOA)
Mandatory Minimum Tug Requirements
Manoeuvring Aids 0-90m 90-100m 100-128m (max)
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. No Manoeuvring aids NIL 1 TUG 1 TUG

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 CPP & Enhanced Rudder NIL NIL 1 TUG • Tilbury 2
• Northfleet Thames
Bowthruster but no CPP or Enhanced Rudder NIL NIL 1 TUG
• Tower Wharf

CPP, Enhanced Rudder & Bowthruster NIL NIL NIL Individual vessels will usually be limited to a maximum of four such assessments – one each
Agents and Masters wishing to arrange for the berthing/unberthing of a vessel of over 128 metres for flood and ebb tide berthing and unberthing. During an assessment the vessel will have the
must consult the Duty Port Controller and the Duty River Pilot. 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
Specific Local Arrangements 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
LONDON GATE WAY PORT assessment.
Assessments for a reduced tug allocation for vessels using London Gateway Port will be undertaken Outcomes of assessment will be reviewed internally by a panel, which includes harbourmasters and
only for vessels less than 320m LOA and/or 13.5m draught. Inbound ULCS’s should make contact pilots, before any decision is made. Outcomes will specify the limiting conditions under which tug
with assisting tugs at SR4 and commence Pilot/Tug Master exchange with special reference to the reductions apply and will usually be limited to a maximum of 20 knots wind.
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 Applications for a reduced tug allocation assessment must be made in writing, by email to the
requirements. In the event communications have not been made at Sea Reach 4, then all tugs for Harbour Master (harbourmaster@pla.co.uk) who, subject to agreement by the Berth Owner/
the vessel should assume a Sea Reach 7 rendezvous. Operator, will arrange for the nominated vessel to be assessed - generally on its next visit, subject
to a suitable assessing pilot being available.
BARKING CREEK
Some vessels trading to berths in Barking Creek are very close to, or at the physical limits in terms MAXIMUM REDUCTION IN TUG ALLOCATION
of length and/or draught, which allow a vessel to transit the Creek, manoeuvre and swing safely for Any vessel that has already been assessed and had a tug reduction approved will not be assessed
the berth. In some cases, these operations require tug assistance. 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.
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
TUG ASSESSMENT VALIDIT Y
Barrier.
Tug Assessments will be valid for up to five years, but no longer than three years from the vessel’s
Access for vessels to and from the Creek is limited to a short period over the high water. For most last visit to the port. At that point a new tug assessment will be required.
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 Where a vessel that has a reduced tug allocation undergoes any significant changes to its
manoeuvring. A workboat is of particular help in pushing a vessel away from a berth. manoeuvring ability, the assessments will become invalid. Further assessments may be undertaken
for the new vessel configuration.
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 SISTER VESSELS
recommended that a suitable tug licensed by the PLA as a ship towage tug is employed. Due to
Tug Assessments are valid for individual vessels. Sister vessels will normally be required to have
depth limitations in the Creek the tug should have a draught of no more than 4.0 metres.
their own assessments.
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. SECTION TWO
U S I N G T H E T U G A L L O C AT I O N TA B L E S
NORTHFLEET HOPE CONTAINER TERMINAL – TILBURYNESS
Step 1
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 Turn to the appropriate Part (A-D) dependent upon the destination or departure berth and/or the
the tugs are retained, but not necessarily secured to the vessel, until the vessel has fully entered the vessel type and size.
stream to ensure that it safely negotiates the bend.
Step 2
Tug Assessments
Ship Towage Operations on the Thames

Ship Towage Operations on the Thames

Using Table 1, identify the Ship Type Code as defined by the vessel’s length overall and draught.
Assessments for Reduced Tug Allocation
Step 3
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 Take the Ship Type Code from Table 1 and the vessel’s operational manoeuvring aids to establish
the Harbour Master to have the vessel assessed to reduce the number of tugs allocated to it under the Manoeuvring Aids Allowance Code in Table 2.
reasonable weather and tidal conditions. The following Berth Owners/Operators are willing to allow
Step 4
Tug Assessments for ships calling at their facility:
Table 3 will then identify the number of tugs required as defined by the Manoeuvring Aids
• London Gateway Port
Allowance Code and the nature of the manoeuvre.
• Port of Tilbury river berths
Step 5
• Tilbury Lock

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 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 TABLE 3 - NUMBER OF TUGS REQUIRED
found here: https://pla.co.uk/Safety/Vessel-Licensing/Ship-Towage-Tugs
Manoeuvring Aids Allowance Code from Table 2
An allowance of +- 3% may be applied to the published BP when using these tables. Location and Operation S T U V W X

Tower Bridge Berth 0 0 1 1 - -

Where 2 or more tugs of a specified BP are required, tugs within 5% of the required individual
Moorings &
BP may be used, as long as the combined BP is met. E.g. where 2 tugs of 80t BP are required, the Berth (S) 0 1 1 2 - -
George’s Stairs Tier
combined BP requirement is 160t (2x80t). This may be achieved with one tug of 76t (80-5%) as long Sail 0 0 1 1 - -
as the second tug has a BP of at least 84t. Sail (S) 0 1 1 2 - -
London Bridge to Berth 0 0 1 1 2 -
Margaretness Berth (S) 0 0 1 2 2 -
SECTION THREE Sail 0 0 1 1 2 -
T U G A L L O C AT I O N TA B L E S Sail (S) 0 0 1 2 2 -
Margaretness to Berth 0 0 1 1 2 2
PA R T A - R I V E R B E R T H S : L O N D O N B R I D G E TO S E A R E A C H N O.7 B U O Y Sea Reach No.7 Berth (S) 0 0 1 2 2 3
Table 1 - SHIP SIZE CODE Buoy Sail 0 0 1 1 2 2
Maximum Draught (m) Sail (S) 0 0 1 2 2 3

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 Notes:

Up to 99.9 A A A A - - - - -
1. (S) = Swing necessary or manoeuvring stern to tide.
100 to 109.9 B B B B C C - - -

110 to 139.9 C C C C C D - - -
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
140 to 149.9 C C C C D E E E E minimum of 2 tugs will be required.
150 to 169.9 D D D D E E E E E
2. Tug allocations for ships over 200m LOA navigating above the Thames Barrier are subject to
170 to 179.9 E E E E E E E E E the requirements identified in the associated risk assessment(s). The Harbourmaster must be
180 to 199.9 E E E E F F F F F consulted in such cases.
200 to 219.9 E E E F F F G G G 3. See Page 9 for additional requirements at Thames Refinery, Navigator and Oikos.
220 to 239.9 E E E F F G G H H
PA R T B - N O R T H F L E E T H O P E C O N TA I N E R T E R M I N A L
240 and above F F F F F G G H H TABLE 1 - SHIP SIZE CODE
TABLE 2 - MANOEUVRING AIDS ALLOWANCE CODE Maximum Draught (m)
LOA (m) <6m <7m <8m <9m <10m <11m <12m ≥12m
Ship Type Code from Table 1
110-159.9 A A A A B - - -
Manoeuvring Aids A B C D E F G H
160-179.9 C C C C C C C C
180-190 C C C D D D D D
No Manoeuvring Aids S T U V W W X X
190-200 C C D D D E E E
Controllable Pitch Propeller and/or S S U V W W X X
Enhanced Rudder 200-220 C C D D E E E E

Twin Screw, Enhanced Twin Rudder & S S T T T V W X 220-240 C D D D E E E E

Ship Towage Operations on the Thames

Ship Towage Operations on the Thames

Bow Thruster Min 1200hp / 895kw 240+ D E E E E E E E

Bow Thruster - Maximum Power TABLE 2 - MANOEUVRING AIDS ALLOWANCE CODE

(100hp ≈ 1.1t)
Ship Size Code
Up to 499hp / 372kw S T U V W W X X
Manoeuvring Aids A B C D E
500hp to 999hp / 373kw to 745kw S S T U W W W X
No Manoeuvring Aids U V W W W
1000hp to 1499hp /746kw to 1118Kw S S T T V W W X
Enhanced Rudder U V W W W
1500hp to 1999hp / 1119kw to 1490kw S S T T U W W X
Bow Thruster Power (hp)
2000hp / 1491kw and above S S T T U U W X
500hp to 999hp (745Kw) U U V W W
Bow and Stern Thruster - Maximum
Combined Power 1000 to 1999hp (1491Kw) T U V W W

1500hp / 1118kw and above S S S T U U W X 2000hp and above T U U V W

11 12
 Bow and Stern Thruster
Combined Power(hp)
2000hp (1491Kw) and above T U U U W

TABLE 3 – NUMBER OF TUGS REQUIRED PA R T C - T I L B U R Y L O C K

This table is based on the requirement for each tug to have a minimum tug bollard pull of 50 TABLE 1 – SHIP SIZE CODE
tonnes. FLOOD TIDE DOCKING & EBB AND FLOOD TIDE UNDOCKING EBB TIDE DOCKING *
Maximum Draught (m) Maximum Allowable
Manoeuvring Aids Allowance
LOA (m) Up to Up to 6m Up to 7m Up to 8m Up to 9m Up to 10m ≥10m Parameters – Either 8m
Manoeuvring Operation T U V W -
5m draught or 166m LOA
Berth 0 1 1 2 -
80 to 99.9 A A A A B B - A*
Berth with Swing 0 1 2 2 -
100 to 129.9 A A A B B B - B*
Sail 0 1 1 2 -
130 to 139.9 B B C C D D - C*
Sail with Swing 0 1 2 2 -
140 to 149.9 D D D D D E - E*
Additional towage requirements 150 to 199.9 D D E E E F - E*
200 and above F F F F F F F -
For any vessel, an additional tug may be necessary in circumstances where the vessel is 235 and above, G G G G G G G -
undocking stern first

Note:
1. *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 T T U V W X Y
Controllable Pitch Propeller and/ T 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 -
required to manoeuvre stern to tide or in high wind conditions (See also Table 4 below) and Maximum Combined Power
must be considered as part of the dynamic risk assessment at the time. Up to 1499hp (1118Kw) S S T T V X Y

For vessels over 225m LOA and/or 10m draught, an additional tug will be required for 1500hp to 1999hp (1491Kw) S S T T V W Y

berthing stern to tide on the Upper or Lower berths. 2000hp and above S S T T U W Y
Ship Towage Operations on the Thames

Ship Towage Operations on the Thames

TABLE 4 - AUGMENTATION OF TOWAGE REQUIREMENT DUE TO WIND CONDITIONS TABLE 3 - NUMBER OF TUGS REQUIRED

Manoeuvring Aids Allowance from Table 2

Location and Operation S T U V W X Y
Wind Direction
Tilbury Lock Docking 0 1 2 2 2 3 -
Wind Speed - Constant Southerly Quadrant Northerly Quadrant Westerly Quadrant Easterly Quadrant
and/or Gusts Undocking 0 0 0 1* 2* 2* -
Less than 25 kts Tug Allocation Tables Apply Tug Allocation Tables Apply Undocking – (235m LOA and above) - - - 3
Gusts over 25 kts Tug Allocation Tables Apply Tug Allocation Tables plus 1 Stern First
Gusts over 35kts Tug Allocation Tables plus 1 Abort Manoeuvre Note:
Gusts over 40 kts Abort Manoeuvre Abort Manoeuvre
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.
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 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

PA R T D - L O N D O N G AT E WAY P O 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 tonnes.
Enhanced Rudder U V W W X Y
Bow Thruster – Max
Power (hp) TABLE 4 - AUGMENTATION OF TOWAGE REQUIREMENT DUE TO WIND CONDITIONS
Up to 999hp (745Kw) U V W W X Y
1000hp and above T U W W X Y
Bow and Stern Thruster - Wind Direction
Combined Power (hp)
2000hp (1491Kw) and T U V W X Y Wind Speed - Constant South West Quadrant South East Quadrant North East Quadrant North West Quadrant
above and/or Gusts
Constant - Less than Tug Allocation Tables Apply Tug Allocation Tables Apply
TABLE 3 – NUMBER OF TUGS REQUIRED
25 kts
Manoeuvring Aids Allowance Gusts over 25 kts Tug Allocation Tables Apply Tug Allocation Tables Plus 1 Tug
Manoeuvring Operation T U V W X Y Gusts over 30 kts Tug Allocation Tables Plus 1 Tug Tug Allocation Tables Plus 1 Tug
Berthing – No Swing 0 1 1 2 2 3 Gusts over 35 kts Tug Allocation Tables Plus 1 Tug Tug Allocation Tables Plus 1 Tug &
Swing to Berth 0 1 2 2 3 4 Dynamic Risk Assessment
Sailing – No Swing 0 1 1 2 2 3 Gusts over 40 kts Tug Allocation Tables Plus 1 Tug & Tug Allocation Tables Plus 1 Tug &
Dynamic Risk Assessment Dynamic Risk Assessment
Sailing with a Swing 0 1 2 2 3 4

Notes: 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
1. This Table is based on the requirement for each tug to have a minimum bollard pull, as involve all relevant parties i.e. the Master, Pilot, Duty Port Controller and the Berth Operator.
Ship Towage Operations on the Thames

Ship Towage Operations on the Thames

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.

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 PA R T E - A L L O WA N C E S F O R W I N D
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

PA R T F – H P / K W C O N V E R S I O N TA B L E ( A P P R O X I M AT E ) :
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

K N OT S / M / S C O N V E R S I O N TA B L E :
Knots m/second Knots m/second Knots m/second
0 0.0 11 5.7 25 12.9
1 0.5 12 6.2 30 15.4
2 1.0 13 6.7 35 18.0
3 1.5 14 7.2 40 20.6
4 2.1 15 7.7 45 23.1
5 2.6 16 8.2 50 25.7
6 3.1 17 8.7 55 28.3
7 3.6 18 9.3 60 30.9
8 4.1 19 9.8 65 33.4
9 4.6 20 10.3 70 36.0
10 5.1 21 10.8 75 38.6
Ship Towage Operations on the Thames

17