portsmouth towage guidelines v3 · 2020. 5. 21. · whether the tow is to be transferred from the...

20 February 2018 version 3.0

Towage Guidelines


TOWAGE GUIDELINES – GENERAL

1. Notwithstanding anything contained in these Guidelines, the towage

requirement for an individual vessel remains the responsibility of the Master. The number of tugs required may be increased when unfavourable conditions exist or when the handling characteristics of the vessel are in doubt. The Master may, in appropriate circumstances, and with the prior approval of the Pilot and / or Harbour Master, decrease the number of tugs recommended in these Guidelines. It should be noted however, that in cases where the vessel’s Master refuses to accept the Pilot’s, or in advance of the Pilot being embarked, the Duty Pilot’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 ship owners account.

2. Towage should be booked early in advance through the ships agent. The

Duty Pilot at Portsmouth International Port will be able to offer advice on towage requirements and any conflicting moves, contact through e-mail [email protected]

3. Due regard shall be had when booking towage including, but not limited to:

a. Length, breadth, draught of the vessels (including Tugs) involved. b. Manoeuvrability of the vessel, including propellers, rudders, thrusters

or azimuth drives. c. Predicted weather forecast and tidal conditions. d. Windage area of the vessel e. Under keel clearance (UKC). f. Size / depth of the berth g. Proximity of other vessels to the allocated berth. h. The recommendations made in these guidelines.

4. Correct notice should be given in accordance with Portsmouth International

Port’s – “Dues, Rates and Charges & Pilotage Arrangement” booklet available at http://www.portsmouth-port.co.uk/pmsc/ for ordering pilots and informing the port authority of the towage ordered/requirement.

5. Any towage services ordered, who do not operate from Portsmouth Port,

must forward a copy of their Risk Assessments and Method Statements along with full details of the towing vessels, at least 24hrs in advance, to the Harbour Master Portsmouth International Port email [email protected]

6. Mariners are reminded of the importance of a proper passage plan, from

berth to berth, and the towage requirement should be an integral part of that plan.

7. Tugs should not be secured until it has been ascertained by positive radio communication, the speed at which the ship is not to exceed when securing the tug. The forward tug caries the most risk when securing, and if the speed,


at Dead Slow Ahead, is too high to secure the forward tug, the use of a stern tug acting as a brake should be considered. In any case the tug master makes the decision when it is safe to secure, and should not be pressured by any ships master / pilot.

8. In situations where restricted visibility exists or is probable, the tug master(s) and Pilot should review how the operation should be conducted, and the following should be among the considerations.

a. Type of tug and proposed method of towing; push/pull, towing ahead or astern, escort etc.

b. Operational status of nav-aids on both the tugs and the vessel to be towed.

c. Minimum speed of vessel to be assisted. d. Expected Traffic movements. e. Contingencies for deteriorating conditions.

9. Restricted Visibility 1. The normal operational minimum visibility for all towage

operations is 2 cables (370m), however in exceptional circumstances towage operations may take place in situations where the visibility is reduced to no less than the towed vessel’s length, and such that the Master can see the towed vessel’s bridge and the towed vessel, (if manned,) can see the Tug, and in such cases a full Risk Assessment should be undertaken between all parties prior to conducting the task.

10. Restricted Visibility 2. A decision should be made whether the operation can go ahead, this decision shall be made by the pilot and both the ships master, and the tug masters, if any party is not happy on any of the platforms, the operation shall not go ahead.. The decision point shall be made at either at the berth for outbound vessels, or between the Warner buoy and the Saddle buoy for arrivals from the east, and between North Sturbridge buoy and Mary Rose buoy for arrivals from the west.

11. Swell conditions do not usually affect towage operations in Portsmouth unless, unusually, towing operations are taking place south of the Bar channel. Liaise with the pilots and tug company to ensure swell conditions will not affect towage.

12. Portsmouth pilots look at all factors including windage, available towage, berth constraints when making a passage plan, and recommending the appropriate number of tugs for a vessel. The plan may be changed after the pilot boards as part of the dynamic risk assessment process, during the master pilot exchange.

13. These Guidelines are intended as such, and do not preclude a departure from them in order to facilitate the safe movement or berthing of a vessel. Such manoeuvres which require a deviation from the guidelines, shall have been risk assessed by all parties to ensure the risk is kept as low as reasonably practicable. If in doubt as to any towage related issues, early consultation with the Harbour Master or Duty Pilot is advised and recommended.


TOWAGE GUIDELINES - MMD FACILITIES

1. These guidelines shall apply to vessels berthing at Flathouse Quay and

Albert Johnson Quay.

2. These guidelines shall be applied when using tugs with a minimum bollard pull of 20 tonnes per tug.

3. The recommended number of tugs will be dependant on the manoeuvrability

of the vessel, draught, wind and tidal conditions (UKC), proximity of other vessels, and the dynamic Risk Assessment made by Duty Pilot prior to the ship’s arrival

4. Azimuth drive propellers, Bow and Stern Thrusters which are fully operational,

producing a sufficient thrust appropriate to the vessels size may be considered by the Pilot and/or Harbour Master in reducing towage requirements.

5. A ship’s move will not normally take place in winds, in excess of 35kts

(steady) for Arrivals and in excess of 40kts (steady) for departure

6. The following table is to be used as a planning guideline for towage requirements

LOA Tugs Berthing

Tugs Unberthing

Comments

Up to 125m

At Duty Pilots advice

Ship assessed by Duty Pilot

125-140m

2

2

Bow Thrust or High lift rudder may be considered to reduce towage requirement

140-164m

2

2

Third tug may be required at Duty Pilot’s recommendation. For departures - Bow Thrust or High lift rudder may be considered to reduce towage requirement

Over 164m

3

3

Third tug may not be required – at Duty Pilot’s recommendation


TOWAGE GUIDELINES – NON ROUTINE TOWAGE 1. These guidelines shall apply to vessels, barges etc. requiring non routine

towage including but not limited to Dead Tows (cold move), towing of unusual or large objects and subject to compulsory pilotage.

2. Ship owners, agents, towage contractors, project managers and tug

Masters are advised that there must be a designated Towing Master allocated to each move who is responsible for the safety and planning of the manoeuvre, including the production of a risk assessment and method statement, including a passage plan which must be discussed with the port authority prior to the manoeuvre. The Towing Master shall be in addition to the Portsmouth Pilot.

3. The Port Marine Safety Code Guide to Good Practices requires Harbour

Authorities to give special consideration to towage of a non standard nature and the requirements are detailed below.

Dead Tows & Project Towage 10.3.7 Dead tows, unusual objects and non-routine towage

events will require individual assessment, including risk assessment, and planning.

10.3.8 For arrivals/departures from/to sea, dead tows should be pre-approved by the facility

utilising a towage plan format which includes risk assessment and method statements

regarding:

●● harbour tug positioning and utilisation;

●● whether the tow is to be transferred from the sea tug: transferring tows creates additional

hazards, particularly handling heavy equipment, and whether the sea tug remains fast until

the tow is alongside will depend on berth characteristics, locks etc., the characteristics of the

sea tug and the availability of suitable harbour tugs;

●● riggers/line handlers being transferred to the tow to recover sea gear, emergency tow

lines and to prepare the tow for berthing;

●● weather limitations and sea state;

●● suitability of destination berth and whether adjacent berths need to be cleared; and

●● the number of suitably experienced pilots required for the sea tug and/or tow.

10.3.9 For in-harbour non-routine tows, key decisions should be recorded and the person

(acting as towing or barge master) who is responsible for the safety of the manoeuvre and

the towage plan, should be clearly identified. This person is responsible for:

●● conducting an appropriate risk assessment/safety case to be submitted to the harbour

authority;

●● producing a method statement;

●● the passage plan; and

●● the safety of the manoeuvre.

10.3.10 The facility should give written approval for the tow to go ahead once the towage

plan has been reviewed and agreed.

10.3.11 In exceptional circumstances, and for major projects, the use of simulated trials

should be considered.


Complete form below and email to [email protected] at least 24hrs prior to intended move. In addition attach own company Method Statement and Risk Assessment. Online form available at http://www.portsmouth-port.co.uk/pmsc/

Portsmouth International Port Non-Routine Towage Application

PART 1 TO BE COMPLETED BY THE PROJECT MANAGER / AGENT / TOWING MASTER

Date/Time of intended move Agency

Agent Name Contact Number(s)

Details of the Tow Type of Towage Operation Dead Ship / Barge / Unusual Object / Other ________________________________________ Towage From Towage To Name / LOA (m) / Breadth (m) / Draught (m) Brief Description of Tow Is the tow manned Are safe boarding arrangements available on each vessel requiring a pilot / crew transfer What functioning propulsion /steerage does the tow have Propeller(s) Thruster(s) Rudder(s) None Additional Manoeuvring Information / Restrictions


Details of the Tug(s)

Name(s) / Type (ASD/VS) / LOA / Draft / Power / Bollard Pull / Arrangement

Towing Master (responsible for the planning and execution of the manoeuvre)

Name Organisation / Vessel

Rank or Position Contact Number(s)

Method Statement (How will you achieve the tow / transfers – e.g. push, tow from ahead)


TOWAGE GUIDELINES – CRUISE AND FERRY PORT (CFP)

1. These guidelines shall apply to vessels of greater than 20,000 GT operating to and from the Portsmouth International Cruise and Ferry Port berths 1 to 5.

2. The Master of any vessel transiting to and from the Port may request the

services of tugs, and even with a current PEC onboard, also the services of a pilot, in any circumstance, regardless of the conditions.

3. A cruise ship calling at the port should discuss towage requirements with the

Harbour Master / Pilots before arrival using the following address: [email protected]

4. The decision on how to employ allocated tugs remains with the Master. A

Pilot is always available for PEC vessels and may be requested by the Master to assist with tug control.

5. The following table is to be used as a planning guideline for towage

requirements (primarily for large, highly manoeuvrable ferries). It should be noted that the allocations below are compulsory towage rules based on the minimum requirement under the wind conditions noted and are at the ship owner’s expense.

Wind Speed Tugs

Berthing Tugs

Unberthing Comments

Up to 30kts

At Captains Discretion

30-45kts

1

1

Second tug available if requested by the Master

45kts +

2

2

For non PEC vessels a third tug may be required at the Pilots recommendation after discussing at Master/Pilot passage plan exchange.


TOWAGE GUIDELINES – PORTCHESTER LAKE / TRAFALGAR WHARF

1. These guidelines shall apply to vessels over pilotage length operating to and from Portchester Lake and Trafalgar Wharf.

2. The Master of any vessel transiting to and from Portchester Lake may request

the services of tugs, also, including PEC holders, the services of a pilot in any circumstance regardless of the conditions.

3. The Master of any vessel above pilotage length is recommended to liaise with

the Duty Pilot in advance, regarding the narrow transit through Portchester Lake and particularly the approach to the Trafalgar Wharf facilities.

4. Various towage options are available to the Master, and the Duty Pilot will be

able to assist in decision making before booking towage.

5. When arranging towage due regard should be had to the tight turn into, the narrowness of the channel and shallow depths of the Trafalgar Wharf approach channel, making manoeuvrability a particular issue.

6. It is not recommended to arrive or depart the Trafalgar Wharf ship lift / dock

with wind speeds greater than 25kts (constant). The wind limits will vary depending on the job, and should be discussed between the (towing) Master and Pilot

7. Any barge or dead ship move must comply with the Unusual Towage

guidelines, and submit a prior towage application at least 24 hours in advance.


TOWAGE GUIDELINES – GUNWHARF / CAMBER / CLARENCE / HASLAR ETC.

1. These guidelines shall apply to vessels over pilotage length operating to and from Gunwharf Quays (and areas listed above).

2. Tall ships and large yachts may require the use of a workboat or small tug to

assist in berthing. 3. The Master of any vessel transiting to and from Gunwharf Quays (and areas

listed above), may request the services of workboats / tugs; PEC holders may also request the services of a pilot in any circumstance regardless of the conditions.

4. The Master of any vessel above pilotage length is recommended to liaise with

the Duty Pilot in advance, regarding the approach and berthing at Gunwharf Quays (and/or Town Camber). Arrival times should be carefully considered, and liaison with the Duty Pilot is recommended, due to fast tidal flows at the harbour entrance and resultant tidal eddies off Gunwharf Quays and Town Camber entrance.

5. Various towage options are available to the Master, and the Duty Pilot will be

able to offer advice, to assist in decision making, before booking towage.


ANNEX 1 Portsmouth Towage - A guide for Ferry Captains

This guide is intended as an aide memoir for ferry captains when employing a tug to assist in

berthing. PEC holders are recommended to take a pilot to assist with tug handling, a pilot is

always available and can control the tugs, or provide the master with advice on tug orders /

positions.

SMS Towage provide commercial towage services to vessels arriving at Portsmouth

International Port and MMD facilities

Two 40 tonne bollard pull Azimuth Stern Drive tugs are available for commercial vessel

arrivals and departures. Tugs will ordinarily be at 1.5 hours’ notice, although this will be

reduced to 30 minutes notice when the wind is such that ferries will require mandatory

towage under QHM General Directions.

The SMS fleet is complemented by skilled and experienced tug masters. A great deal of

stress can be eliminated by talking through the plan early and taking the tug masters advice

on positioning. Pilots tend to call the tugs at the Warner buoy to make contact and discuss the

plan.

The emphasis for securing tugs should be on tug safety. The tug skipper will only come in

and secure when he is comfortable with your speed, and should not be encouraged to do so at

a higher speed. Discuss securing speeds with the tug master at an early opportunity.

SMS Towage use ASD tugs as both bow and stern tugs. The forward tug will run astern to

put his units furthest away from the vessel allowing him to be more effective. When securing

the ASD in the bow, speeds should be below 6 kts. Liaise closely with the tug master when

securing and always allow the tug the decision on when he is ready to secure. Any changes in

speed should be discussed with the tug master.

The bow tug can be used to assist in turning the ship, although it will not become greatly

effective until speed is below 5 kts.

The aft tug will secure in the stern, or quarter and can be used to slow down, stop or assist in

turning the vessel. The aft tug will usually be happier to secure at a faster speed than the bow

tug typically when below 9kts, especially if securing in the centre-lead; however again this is

entirely up to the tug master.


Tug control Orders

No secrets here, tug control orders should be kept short, clear and concise. If you are in doubt

as to the order, tell the tug master what you want to achieve, and he will assist you.

Portsmouth Pilots have been trained to use the tugs position as the call sign, that way you

need not worry about remembering the tugs names. As in all communications with other

parties, the tug should repeat back you order to ensure all parties have received and

understood.

Orders for Securing (Ships speed to be below 8kts)

Tug Bow, secure through the centrelead fwd

Tug Fwd, secure through the stbd shoulder

Tug Aft, secure through the centrelead aft

Tug Aft, secure through the port quarter

The tugs crews will show your deck crew which fairlead they need to use especially on the

shoulder / quarter positions.

Orders when underway (over 3kts)

Tug Bow, ahead of the ship, no weight

Tug Bow, take my bow to starboard half / ¾ / full (below half won’t make any effect)

Tug Aft, acting as a brake pull back dead slow / slow / half / ¾ / full

Tug Aft, take my stern to the west half / ¾ / full (below half won’t make any effect)

Orders for Manoeuvring (below 3kts)

Tug Fwd, square up (tug comes square to the ships hull)

Tug Aft, square up

Tug Fwd, push on minimum / dead slow / slow / half / ¾ / full

Tug Fwd, lift off minimum / dead slow / slow / half / ¾ / full

Tug Aft, push on minimum / dead slow / slow / half / ¾ / full

Tug Aft, lift off minimum / dead slow / slow / half / ¾ / full

Releasing the Tug

Tug Fwd, stand by to recover your line (await confirmation that tug is ready)

Tug Fwd, releasing your line now


HMNB Portsmouth operate with Serco tugs, who own a fleet of modern azimuth drive tugs

ranging from 20 tonne to 80 tonne bollard pull, which are very effective when manoeuvring

within the confines of Portsmouth Harbour. Serco tugs are used to complement the

commercial towage provider when required

Tractor Tugs

The tug is most effective when the tow is at a greater distance from the propulsion units. A

tractor tug will have its units positioned in the forward part of the vessel and will usually

secure the ship on its after winch, giving the greatest distance between ship, and the tugs

propulsion. A tractor tug is most effective when operating in the bow, as it can maintain

speeds up to 8kts driving the tug in the forwards motion. The tractor can then reposition

when berthing, resting the stern on the ships hull for push / pull manoeuvring.

Type 2909 Reliable/Bountiful Azimuth Tractor Drive (ATD) Bollard Pull: 42.5t Ahead / Astern LOA: 29.14m Draught: 4.8m Max Speed 13kts Ahead / Astern

Type TUTT (Twin Unit Tractor Tug) SD Powerful Bollard Pull: 26 LOA: 38.8m Depth: 4m (No listed Draught) Max Speed 12.0kt


Azimuth Stern Drive

The tug is most effective when the tow is at a greater distance from the propulsion units. An

ASD tug will have its units positioned in the after part of the vessel and will usually secure

the ship on its forward winch. The tug is best utilised as an escort tug secured in the stern,

where it can be used to great effect as a brake, or to generate large turning forces through

direct or indirect towage. The ASD can then reposition for push / pull manoeuvring. Should a

single ASD be used to assist a ferry and you need assistance with bow control, it might be

better to secure the ASD on the shoulder, that way he can run with the ship, astern of the bow

pressure wave at speeds of up to 8kts, he can then be effectively used as push pull when

approaching the berth and speed reduced to below 3kts. The ASD can be used through the

centrelead forward, it will have to run backwards ahead of the vessel, the ships speed would

need to be kept below 5 kts.

Type 2509 Independent/Indulgent Azimuth Stern Drive (ASD) Bollard Pull: 40t Ahead / 37t Astern LOA: 25.14m Draught: 4.5m Max Speed 13Kt Ahead / 11kt Astern

Type 2009 Suzanne/Christina ASD Bollard Pull: 23.5 Ahead / 21.5t Astern LOA: 21.19m Draught: 3.6m Max Speed 11.0 ahead / 10.8 astern

Advanced Rotor Tug

Three azimuth units, two forward, one aft. Can achieve 100% bollard pull over the bow,

100% BP over the stern and 65% BP sideways. Rotor tug has extremely high

manoeuvrability. Can be used very effectively in the escort role as well as berthing

operations. Ensure the tugs bollard pull does not exceed ships bitt ratings!

Type ART 80 - 32 Tempest ART Bollard Pull: 82.0 Ahead / 83.2t Astern LOA: 32.9m Draught: 6.2m Max Speed 14kts

portsmouth towage guidelines v3 · 2020. 5. 21. · whether the tow is to be transferred from the...

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