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FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
Forth Ports Limited
Port of Dundee
Marine Guidelines and Port Information
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
Contents
1.0 Docking and Sailing Guidelines and Voluntary Tug Code
1.1 Introduction
1.2 Dundee Guidelines
1.3 Towage – Minimum Bollard Requirement
1.4 Tug Fleet
2.0 Visibility Parameters
3.0 Dundee wind parameters
4.0 Tay Rail and Road Bridges maximum air draught
5.0 Towage in Restricted Visibility
6.0 Towage in Averse Weather
7.0 Pilotage in Restricted Visibility
8.0 Barge Operations
9.0 Vessels without Appropriate Navigational Charts
10.0 Use of Boatmen
11.0 Testing Engines Astern before berthing at any Port, Harbour, Dock or
Terminal
Appendix A – Dundee – Ruling Depths and Under Keel Clearance
Appendix B – Rig Move Guidelines
Appendix C – Procedure for Auditing and Licensing Towage Vessels
Engaged in Rig Move Operations
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
LIST OF AMENDMENTS
DATE PAGE NUMBER
December 2008 First Edition
August 2011 New Edition
January 2012 Appendix B Pg 18-43
August 2012 Appendix C Pg 46
Appendix D Pg 48-51
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
1.0 DOCKING AND SAILING GUIDELINES AND VOLUNTARY TUG CODE
1.1 Introduction
The following revised Guidelines have been drawn up for the Port of Dundee.
The Guidelines form part of the formal risk assessment process and are continuously under
review in the light of operational experience. There has been extensive consultation between
the Port Authority and the Tay Pilots while producing these Guidelines.
It is not intended that these Guidelines are a rigid set of regulations or rules to be followed on
all occasions, they are intended as guide to ships masters, agents, pilots and the Port
Authority to allow safe and effective scheduling of vessels.
Further discussions on some occasions may be required between the Duty Pilot, Forth and
Tay Navigation Service and the vessel’s Master, taking into account the prevailing weather
and tidal conditions and any other special circumstances.
.
The final decision on the number of tugs required rests with the Master of the vessel, in
consultation with the pilot.
However the Port Authority reserve the right to require a vessel to take a tug or comply with
any special instruction which may be considered necessary according to the particular
circumstances of the case.
The following assumptions have been made in preparing these guidelines:
Standard Ship – single screw with no bow/stern thrusters, high efficiency rudder or other
manoeuvring aids.
Favourable weather conditions.
Tidal Ranges within predicted limits.
No adverse local activity and/or conditions.
Non-standard vessel will be assessed on an individual basis.
The Guidelines are presented in a tabular form; the tables contain an identification letter
indicating tidal constraints followed by a numerical indication of the number of tugs
recommended.
.
1.2 Dundee Guidelines
The information detailed below refers to STANDARD SHIPS, which are single screw with no
Bowthrust. Standard meteorological conditions of maximum wind gusts not exceeding 25 knots and
good visibility also apply.
U Unrestricted F Not during ebb
Numerical indicates tug numbers
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
These guidelines should be regarded purely as a starting point for discussions with the Port
Authority, Duty Pilot, Master and Agent on tug allocation and scheduling. Actual tug
allocation may be increased or reduced as appropriate. The guidelines should not be
construed as any form of regulations.
Vessel Length
(metres)
Tugs # Mooring boat
Inbound Outbound Berthing only
Flood Ebb Flood Ebb
<90m U0 U0 U0 U0 0
90 – 120m U0* U0* U0* U0* 0*
120 – 150m U1** U1** U1 U1 1
150 – 180m U2 F U2 F 1
>180m U3 F U2 F 1
Tankers >230m U4 F U3 F 1
Oil Rigs Pre-planned F Pre-planned F Pre-planned
* No tug or mooring boat required unless standard vessel 110m –120m, which may
require a tug for berthing port side to (pst). This is to be agreed in advance between, Harbour
Master, Pilot and Agent.
** “Reefer” standard vessels over 120m PST will require 2 tugs for berthing.
Tidal range: Spring 5.0m, Neap 2.2m
Slack Water is HW - 6
Scheduled times are: Inbound – Fairway buoy, Departure – from berth
Under Keel Clearance: 0.5m
Recommended Bollard Pull will be catered for in a separate document
Pilots should report to FTNS on vessel manoeuvrability after first visit for comment entry
into IPOS.
1.3 Towage Minimum Bollard Pull Requirement
The following tables are a guide to the minimum combined bollard pull requirement for tug
allocation in conjunction with the Port of Dundee Berthing and Sailing Guidelines and
“Voluntary Tug Code”. As with the Code these tables are guidelines and are not intended as a
rigid set of rules and regulations.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
When allocating 2 or more tugs to a job consideration must be given to the mix of tugs to
ensure that there is an appropriate balance with the tugs employed.
1 Tug 2 Tugs 3 Tugs 4 Tugs
90m - 120m N/A or 20t* N/A N/A N/A
120m – 150m 20t 40t N/A N/A
150m - 180m 20t 40t N/A N/A
180m N/A 50t 70t N/A
Tankers > 230m N/A N/A 70t 100t
* Standard vessel 110m – 120m may require a tug for berthing port side to
1.4 Tug Fleet
The following tugs operate on the Forth and Tay
Company Tug Name Bollard Pull Type LOA Beam Draft
Forth Estuary
Towage - Leith
Fidra 50t Voith 30.0m 11.0m 5.3m
Oxcar 30t Voith 30.0m 9.0m 4.6m
Beamer 19t Voith 28.8m 8.6m 4.0m
Seal Carr 19t Voith 28.8m 8.6m 4.0m
BP/Targe Towing
– Hound Point
Hopetoun 124t ASD 43.5m 13.5m 6.7m
Crammond 62t ASD 34.3m 10.5m 4.6m
Dalmeny 62t ASD 34.3m 10.5m 4.6m
Svitzer Towage -
Grangemouth
Forth 37t Voith 30.6m 9.8m 4.5m
Rosebury Cross 37t Voith 30.6m 9.8m 4.5m
Rosyth Marine
Services - Rosyth
St Margaret 13.0t Voith 22.3m 7.4m 3.9m
Elkhound 17.0t Conventional twin screw
28.7m 7.7m 3.2m
Deerhound 17.0t Conventional
twin screw
28.7m 7.7m 3.2m
Isabel 3.5t Voith 18.2m 5.2m 3.4m
Targe Towing -
Dundee
Collie T 20t Twin screw
nozzles
26m 10m 4m
Deidre 20t Single screw nozzle
27m 10m 4m
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
2.0 VISIBILITY PARAMETERS
Minimum visibility criteria for vessels entering or departing the Port of Dundee
* Vessels transiting bridges minimum 0.5 miles
When the Tay road bridge is not visible from Port Control visibility is less than 0.5 miles
Vessel Size
(meters)
Berthing
(Distance miles)
Sailing
(Distance miles)
<90m 0.5 0.25*
90m – 150m 0.5 0.25*
150m – 180m 0.5 0.5
Tankers >230m 1.0 1.0
Oil Rigs 2.0 2.0
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
3.0 DUNDEE WIND PARAMETERS
Wind speed is for a steady wind, measured from the most appropriate anemometer position.
Anemometers are located at Buddon Ness, Port Control, Tay Road Bridge and hand held.
Wind Parameters (knots)
Vessel Size
(meters)
Berthing
(
Sailing
<90m At discretion of duty Pilot
(transit vessels <= 40kts
90m – 150m At discretion of duty Pilot
150m – 180m <=25kts <=25kts
Tankers >230m <=25kts <=25kts
Oil Rigs <=16kts <=16kts
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
4.0 TAY RAIL AND ROAD BRIDGES AIR DRAFTS
The maximum permissible air draft allowed to transit both Tay Road and Tay Rail bridge is
less than 22m.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
5.0 TOWAGE OPERATIONS IN RESTRICTED VISIBILITY
Forth Ports and terminal operators have parameters in place to ensure ports, docks or
terminals are closed to shipping movements due to restricted visibility. However, there will
be times when despite ports, docks or terminals being closed to vessel movements towage
operations will still be conducted in the river.
These procedures apply to all towage operations in the river being conducted in restricted
visibility.
Restricted visibility is all circumstances where visibility is, or is expected to, reduce to a
distance where the tugs normal ability to perform may be impaired. Such restrictions in
visibility could be due to fog, mist, snow, rain, sleet or any other conditions which impair
visibility.
In circumstances where restricted visibility exists, or is likely to exist, the Master/Pilot and
Tug Master shall as part of the passage plan and risk assessment process agree how the
operation will be conducted, what dangers are associated with towing in restricted visibility
and what risk reduction measures should be applied. When completing this assessment the
following should be considered:
Type of tug, propulsion method, towing from winch or hook and location of winch/hook.
Proposed method of towing.
Operational status of navigational aids and equipment.
Minimum speed to maintain steerage of vessel to be assisted.
Movement of other vessels in the area.
Navigational characteristics of the particular area of the river/port including the use of
information from Vessel Traffic Services (VTS).
Contingency plan should visibility deteriorate after the tow has commenced and/or if the
tug has to disengage at any stage of the operation.
Minimum visibility for all towage operations is 370m (two cables) or the assisted vessels
length if greater, and such that the Master/Pilot can see the tug and the Tug Master can see
the towed vessel wheelhouse.
Should visibility fall below the minimum once a towage operation has commenced the Pilot
shall immediately reduce speed to a minimum safe speed and if safe to do so take all way off
the vessel. Following discussion with the tug master the contingency plan discussed and
agreed at the planning stage will be implemented. This could include one or more of the
following:
with all way off the vessel let go the tugs and anchor the vessel.
with all way off if required use the tugs to turn the vessel, let go the tugs and
the vessel proceeds either to an anchorage or to the outer estuary.
let go the tugs and have the tugs assist in a pushing mode.
with all way off the vessel allow under the pilots instructions the tugs to manoeuvre
the vessel. This may include using the tugs to maintain the vessels position at a safe
location in the river.
The agreed course of action should be fully communicated to FTNS.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
All towage operations in restricted visibility should be conducted with the assisted vessel
maintaining minimum speed. An approximate maximum speed of 6 knots should be
considered. If a vessels minimum speed is higher than 6 knots this will be a major factor to
consider in the planning stage of the operation.
The Tug Master should immediately inform the Pilot/Master of any concerns that he may
have as to the safety of his tug and crew. The Pilot and Tug Master should take immediate
action to ensure the safety of both the tug and assisted vessel, if necessary they should abort
the operation as soon as it is safe to do so.
There should be a pro-active point that is made to highlight that a tug proceeding to a job
should report any lack of visibility and report such to FTNS and the vessel that they are
rendezvousing with.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
6.0 TOWAGE OPERATIONS IN HEAVY WEATHER
In circumstances where heavy weather (i.e. high winds and / or heavy swell) exists, or is
likely to exist, the Master/Pilot and Tug Master shall as part of the passage plan and risk
assessment process agree how the operation will be conducted, what hazards are associated
with the towage operation and what risk reduction measures should be applied. When
completing this assessment the following should be considered:
i Sea and/or swell conditions at the intended operating area and the route to/from same;
ii Wind speed, direction and trend i.e. rising, steady or falling;
iii State of tide and trend;
iv Information offered by latest weather forecast and other vessels in the area;
v Type of tug, propulsion method, towing from winch or hook and location
of winch/hook;
vi Proposed method of towing, including likelihood of shock-load to towing gear;
vii Movement of other vessels in the area;
viii Navigational characteristics of the particular area of the river/port including the use of
information from Vessel Traffic Services (VTS);
viiii Contingency plan should weather deteriorate before/after the tow has commenced
and/or if the tug has to disengage at any stage of the operation. This could include, but
not only be limited to, one or more of the following:
Tugs do not make fast and remain on station to assist the vessel to a position of safety;
Tugs are let go and remain on station to assist the vessel to a position of safety;
Tugs are let go to assist in a pushing mode.
If there is a likelihood that the weather conditions may pose a significant threat to the Tug
Crew/Tug/Towing Gear, the Tug Master should immediately inform the Pilot/Master of any
concerns that he may have. The Pilot and Tug Master should take immediate action to ensure
the safety of the assisted vessel/tug/tug crew and, if necessary, the operation aborted as soon
as it is safe to do so.
The agreed course of action should be fully communicated to FTNS.
When the tug is proceeding to a job in poor weather conditions, the tug master is to make a
pro-active report to discuss the weather conditions with FTNS, the Pilot and, if necessary, the
vessel with which they are rendezvousing.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
7.0 PILOT VESSEL OPERATIONS IN RESTRICTED VISIBILITY
Forth Ports and terminal operators have parameters in place which require ports, docks or
terminals to be closed to shipping movements during periods of restricted visibility.
However, there will be times when despite ports, docks or terminals being closed to vessel
movements Pilot Vessel operations will still be conducted in the river.
Restricted visibility is all circumstances where visibility is, or is expected to, reduce to a
distance where the Pilot Vessels normal ability to perform may be impaired. Such restrictions
in visibility could be due to fog, mist, snow, rain, sleet or any other conditions that impair
visibility. In circumstances where restricted visibility exists, or is likely to exist, the Pilot
Vessel Coxswain shall as part of the passage plan and risk assessment process decide how the
operation will be conducted, what dangers are associated with operating the Pilot Vessel in
restricted visibility and what risk reduction measures should be applied. When completing
this assessment the following points should be considered, along with others as deemed
necessary in the circumstances:
Allocation of extra time for the Pilot Vessel operation.
Conduct of the Pilot Vessel at a safe and appropriate speed.
Posting of additional lookout(s) onboard the Pilot Vessel.
Ensuring appropriate setup of navigational equipment on the Pilot Vessel.
Alteration of passage plan to incorporate increased passing distances.
Heightened risk when coming alongside a vessel.
Heightened communication with both VTS and the attended vessel.
The Pilot Vessel Coxswain should inform the Pilot/Master of any concerns that he may have
as to the safety of his vessel and the boarding/disembarking operation. If necessary, the Pilot
Vessel Coxswain should, in consultation with the Duty Pilot or at night the next pilot on turn,
abort the operation in conjunction with the “Suspension of Operations” procedure in the
Pilotage Code of Practice. As per this procedure, the situation should be reviewed every hour
to assess whether conditions are static, deteriorating or improving.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
8.0 BARGE OPERATIONS
When operations involving barges or vessels without propulsion and/or crew are booked the
agent or barge operator should provide a method statement. This method statement should
include the following detail:
Which port/berth the barge/vessel is going to or coming from.
Berthing plan and mooring plan arrangements, confirming that there are sufficient
mooring ropes available and appropriate mooring bollards on both the barge and quay.
Arrangements for recovery and streaming emergency towline.
Communication method between barge and tug(s)
Do appropriately trained personnel man the barge/vessel, if not what arrangements in
place for embarking or disembarking suitable trained personnel.
Who will tend the moorings both during arrival/sailing and during the barges stay
alongside?
Number of tugs required.
At what location will the deep sea tug hand over to the harbour tug(s) and vice versa?
Is an escort tug required in the river?
Any assisting craft involved in the operation other than the tugs. e.g. craft for transferring
personnel.
Dimensions of barge/vessel, including details of cargo carried by the barge.
Who will be responsible for the barge while alongside, contact details to be provided?
Agents and operators of barges are reminded that only tugs licensed by Forth Ports can
undertake towage operations within the ports on the Tay. Crews from harbour tugs are not
contracted to either provide mooring ropes or act as riggers or boatmen for the movement of
barges/unmanned vessels.
The barge proforma must be completed by the agent/operator and approved by the pilot and
FTNS before operations commence.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
9.0 VESSELS WITHOUT APPROPRIATE NAVIGATIONAL CHARTS
For a vessel to comply with the General Directions it is mandatory that vessels should have
the appropriate charts before commencing the river passage.
Pilots boarding vessels which do not have the appropriate charts should, for inbound
vessels, put the vessel to the nearest and most appropriate anchorage and for sailing vessels
not leave the berth.
Electronic Charts must be approved and have a back up (either a second approved electronic
system or charts).
Foreign charts are acceptable if they conform to the international numbering system. Russian
charts do not conform to the above standard but are recognised by the Hydrographic Office
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
10.0 USE OF BOATMEN
.
The procedure for the Port of Dundee, requires all vessels making fast or letting go at all
berths in the port to use the services of the licensed boatmen. Details are available from
Ship’s Agents, FTNS and Dundee Harbour Master.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
11.0 TESTING ENGINES ASTERN BEFORE BERTHING AT ANY PORT,
HARBOUR, DOCK OR TERMINAL
All vessels should test their engines astern before entering any lock system or Berthing at any
port, harbour, dock or terminal.
Any defects or failure of the engine to go astern should be reported to FTNS and the
berthing/docking aborted.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
APPENDIX A
RULING DEPTHS AND UNDER KEEL CLEARANCE
The following Ruling Depths apply to the berths, ports and approach channels. The depths
indicated are the least depth in the channel or on the berth. Deeper water maybe available in
certain parts of the channel and conversely shallower water may exist just outside of the
channel. The depths given below are an indication of the least depth, which maybe
encountered in the channel, however a close examination of the latest soundings should be
made when preparing a passage plan.
For areas not included in the tables below an under keel clearance of 10% of the vessels
maximum draft with a minimum under keel clearance of 0.5m should be used.
1. Data based on a broad interpretation of current surveys and is only intended as a general
guide
2. Original surveys should always be consulted; especially for detailed operational planning
3. All Depths quoted are in metres.
All berths at Dundee are dredged boxes, with the exception Caledon East Wharf, which is
self-scouring. Generally, depth off each box is approx. 4.5m below ACD, except KGW Shed
13 area, which is approx. 4.0m below ACD.
Berth Length Remarks
Tidal Basin Commonly known as the Fish Dock. Used for
berthing of harbour craft.
Queen Elizabeth 194m Ht above ACD 7.2m Not in commercial use.
Propose for vessels of special interest. Not
presently included in dredging programme.
King George V
Wharf
445m Width 40m, Depth 8.5m, Ht above ACD
7.2m.
When a tanker is due on CWW – KG
Extension must be kept clear to bollard 40
to allow tanker ropes ashore. When a
VLCC is scheduled for CWW, KG Wharf
must be kept clear to bollard 160 to allow
the tanker stern lines onto the mooring
hooks.
Caledon West Wharf 76m Box 305m x 55m, Depth 9.5m, Ht above
ACD 7.2m.
Tanker Berth for NYNAS refinery
Prince Alexandra
Wharf
256m Width 35m,Depth 8.0m, Ht above ACD
7.0m
Do not use between 188 to 257 marks
without informing the Harbourmaster.
A ‘dog-leg’ bend that effectively reduces
the length of the berth. (180m from East
end)
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
Caution: this table is a general summary only. Original sounding surveys are to be consulted
for navigation and passage planning.
Location UKC
Flood/Ebb
RD Remarks
River Tay
The Bar 0.5m/0.75m 5.0m In Vicinity of middle buoys. During
periods of E or SE gales swell of 4-5m and more can be experienced at the Bar.
During these periods no traffic to cross
bar during ours of darkness or on ebb or as Harbour Masters instructions.
Lady Shoal 0.5m/0.75m 5.0m
Berths
King George V Wharf 0.5m 8.5m Box 30m width. Ht above CD 7.2m
Caledon West Wharf 0.5m 9.5m Box 305m x 55m
Ht above CD 7.2m
Prince Alexandra Wharf 0.5m 8.0m Ships are not to be berthed outside the box. Box Width 35m.
Ht above CD 7.0m
Depth of water shallows considerably at extreme west end.
Not to use 118 – 257 without informing
harbour master. Within 25m of the knuckle depths are 5m.
Eastern Wharf 0.5m 8.0m BOX Width 30m. Ht above CD 7.0m
Depths shoal towards Ro-Ro ramp.
No cargo operations east of bollard 40.
Caledon East Wharf 0.5m 5.8m This berth is not dredged. Eastern end of
this berth shallows considerably.
Eastern Wharf 213m Width 30m, Depth 8.0m, Ht above ACD
7.0m
Caledon East Wharf 150m Depth 5.8m Not in use – support piles
badly deteriorated.
Prince Charles Wharf
and Extension
312m Width 40m, Depth 9.0m, Ht above ACD
7.0m.
Vessel max 100m in length / vessels
between 100m & 150m require 48hrs
notice for berthing to set shore moorings.
Used for Oil Rigs, North Sea vessels etc.
West end hard standing, and can be used for
crane operations (114m). East end not used
by vessels to lie alongside
Camperdown Dock
(leading to Victoria
Dock)
Max Beam 15m, draft must be less than tide
reading on the gauge. Vessels with draft of
3.5 or more may touch the bottom.
Access must be granted by the Harbour
Master and sufficient notice given.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
Queen Elizabeth 0.5 7.2m Beth not dredged. Not for
commercial use.
Prince Charles Wharf and
Extension
0.5m 9.0m Width of box 40m. Ht above CD 7.0m
Camperdown Dock (leading to
Victoria Dock)
3.9m Vessels with draft of 3.5m or more may
sit on the bottom.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
APPENDIX B
Port of Dundee
Rigmove Guidelines
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
Planning Meetings
The following is required to be discussed/agreed/confirmed during Pre-Arrival Meetings. It is
recommended that these meetings be arranged with the Harbour Master to clarify all issues.
Procedures for Prioritising Rig Movements and the requirement to advise all
parties/operators of prospective movements within the Tay.
Guidelines on the extent of the scope and extent of the tow for each towing vessel
(e.g. secure port quarter and remain connected until the Fairway Buoy)
disposition of towing vessels and towing configuration (e.g. – over bow/ over stern)
and any proposed changes in configuration..
Planned pilot disembarkation position and impact on towing vessels – e.g. towing
vessel required to pull clear to allow access for pilot cutter
Pilots instructions to towing vessels- towing vessels shall confirm their understanding
of orders as issued by the pilot.
Other planned movements in the river.
A pre-departure meeting will be held with the harbour master, pilot(s), tow master(s) and
towing vessel masters as a briefing prior to the planned operation.
Priority of Movements
An Outbound Rig, going out to location will, in general, have priority over an arriving Rig,
subject to safety issues. [This does not include crew changes].
However this may depend on the following factors:-
Will the rig be able to complete its planned move?
Are towing vessels in place?
Has the rig declared that it is ready to move?
Harbour Master will issue Large vessel movement message prior to arrival/departure.
Restrictions to estuary movements will be put in place, when departure confirmed.
An indicative booking must be received about One (1) week before arrival/departure, this will
be “pencilled” in to the Forth Ports IPOS system which records vessel bookings. At this
stage, all parties will be advised regarding weather conditions, prospective large vessel
movements, which require high water and/or daylight operation and where there may be an
issue of multiple bookings.
Harbour Master will issue Large vessel movement message prior to arrival. Restrictions to
estuary movements will be put in place, when departure confirmed.
Movement booking will be confirmed once Proposed Vessel Movement Forms have been
received, this applies to all attendant vessels involved in the rigmove.
Attendant Vessels
Where possible, attendant vessels should arrive in port on the previous high tide at the latest.
A pilot may be required for some anchor handler movements, subject to LOA.
Note – movement within the port area is permitted for attendant vessels without pilot,
however clearance is required from Dundee Harbour Radio prior to any movement.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
Vessels requiring boatmen are requested to give at least 1 hours notice. Towing vessels shall
request from Dundee Harbour Radio clearance to move subject to draught, depth of water on
the tide gauge prior to departing a berth/anchorage to proceed to a rig to commence
connecting up towlines.
Confirmation/Cancellations
Arrivals/departures must be confirmed/cancelled at least 6 hours before high water on Day of
intended movement, unless weather conditions deteriorate significantly.
Weather Parameters
Rig Move Weather Parameters :-
maximum sustained wind speed of 15 knots, with a maximum gust of 20 knots.
Wind speed to be measured using 25 metres as a datum. This height corresponds to
the level of the Tay Road Bridge anemometer
daylight hours for passage from/to Ladys Buoy to/from Newcome Buoy,
visibility minimum 2 nautical miles.
Maximum swell at the bar less than 0.5m
Conditions will be assessed and if necessary checks carried out to confirm that parameters are
acceptable for movements.
Towage
Tugs draught to be less than 6.5m .
All towing vessels sufficiently manoeuvrable to be capable of working cross-tide in the
River.
The tug configuration will depend on location and berth and whether port side/starboard side
and stern to and any other vessels / rigs in close proximity.
For close manoeuvring on and off berth 3-4 harbour tugs of 70t –80tBP each are
recommended, however this will be dependant on berth, and the size and type of rig and
whether it is possible/permitted to walk the legs for a berthing/positioning manoeuvre.
All towing vessels engaged in rig move operations must undertake a towage audit and obtain
a towage license from Dundee harbour. (Refer to appendix D)
All towing vessels to be in possession of a corrected up to date edition of Admiralty Chart
Number 1481-River Tay.
If berths are required for the towing vessels, this should be advised to the Harbour Master at
the earliest opportunity and Proposed Vessel Movement Forms completed and submitted to
the Harbour Master and Duty Harbour Master at Forth and Tay Navigation Service
Rowan Viking Class
It is noted that with the Rowan Viking Class of Rig that the towing speed of the rig due to
windage, there is insufficient time to berth within a one tide operation. It is also noted that
due to leg and spud can construction, it is not possible to walk in on the legs. For this type of
rig, it may be necessary to tow to a temporary location off the berth and soft pin and complete
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
the berthing on the next tide. This may be during the hours of darkness. To improve the
manoeuvrability of the tow, the towing configuration for these rigs should be 4 x Harbour
Tractor tugs of approximately 70-80ts Bollard pull.
Pilotage
One Pilot will board the lead towing vessel and one pilot will board the Rig.
Speed of tow during transit will be dependent on towing vessels and prevailing conditions.
Pilot / Tug communications. Tug operations VHF Channel 14 or other agreed channel.
Dundee Harbour Radio operates on VHF Channel 12.
Cancellation point for departure will be at 2 hours before HW if rig not underway.
Pilot embarkation/disembarkation of rig will be via an approved means of access as per pilot
boarding regulations, in a position that is flat, free from obstructions and suitable for a pilot
vessel to come alongside.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
Leg Lift Procedure
Leg lift procedure and sequence to be addressed between towing master, rig manager and
pilots.
A test pull of the legs will be carried out, within 24 hours of departure, this to be confirmed to
the port.
Shore moorings also to be removed.
Draught of rig (maximum) 6.5m. Draught to be confirmed. Variations in draught will be
assessed, as this will affect movement timings.
Contingencies
In the event of an emergency situation arising i.e. loss of tug power, the rig will be towed to
the anchorages at either Buddon or Craig, if this is not possible the rig is to be stabilised in a
safe location clear of underwater obstructions and “jack up”. A location at Buddon has been
successfully used – 56 27.4N 002 44.5W
Notice to Mariners
Harbour Master will issue appropriate Notice to Mariners and advise Dundee Airport and
RAF Leuchars, once the rig has arrived alongside or cleared the Port eastern Limits.
Media
Harbour Master will advise Forth Ports/Port of Dundee media contacts.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
APPENDIX C
PROCEDURE FOR AUDITING AND LICENSING TOWING VESSELS ENGAGED
IN RIG MOVE OPERATIONS
On receipt of a confirmed arrival of a Rig, the Rigmove Arrivals and Departures Guidelines
will be forwarded to the Rig Operator and the Rig Moving Contractor.
A Pre-Arrival/Departure Meeting will arranged to occur approximately one week in advance
of arrival/departure. During this meeting towage requirements will be confirmed together
with guideline requirements on weather parameters; indicative tides and timings and towage
configurations and limitations.
The Rig Move Contractor will be issued with the Audit Declaration and be required to submit
such declaration for each nominated towing vessel.
Nominated tugs will be advised at the earliest opportunity and the condition, suitability of the
tugs, and the competence of the crew are to be advised to the Port of Dundee. This shall be
done using the attached Declaration.
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
PORT MARINE SAFETY CODE
Rig Towage Audit Declaration
ARRIVAL DEPARTURE
Company/Tug Details
Rig Coordinating Company Name
Nominated Tug(s)
Towage Company
Company Number
Registered Office
Tug Name
Tug Details – LOA / UN (Official Number)
Draught
Auditor
Date
ITEM
General Comply Evidence
Port Marine Safety Code - Awareness.
Awareness of Incident Reporting Procedures and Documentation
ISM /SMS Issued by
Dated
RIGMOVE Arrival/Departure Guidelines Briefed
Employers Liability of Insurance
Copy displayed at all relevant areas
Safe System of Work
Application of Company Safe System of Work procedures.
Safety Information
PPE Records
Lifejacket Test Certificates
Risk Assessment – recording and availability.
Tool Box Talks/ Awareness Records – recording and availability.
Confirmation of Statutory Safety Drills Completed
Towage Operations
Awareness of Dundee Rigmove Arrival/departure Procedures
Towing Configuration over bow/ over stern
Confirmation of briefing of scope and extent of tow
Reduced Visibility Parameters and Operations.
Rig Mover contractor to confirm that the master is experienced and
qualified to carry out towing operations
Rig move contractor to confirm that the Master is aware of tidal/current
influences in River Tay
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
ITEM
Personnel Operations Instructions/ Procedures Comply Evidence
Procedure covering pre/ post operation Check Lists
Procedure covering Vessel Log Book
Communications Procedures
Confirmation that Master has a full and effective understanding and
conversant with the English language and is capable of communicating
with Pilots/Tow master
Procedure covering Passage Planning.
Port/ Terminal Closure Criteria
Tug Maintenance
Certification Standard –
Procedure covering Maintenance & Recording including defect
reporting
Procedure covering Bunkering Operations – Safeguards, etc.
Procedure covering Recording of bunkering Operation.
Personnel Particulars
Tug Manning Levels: Safe Manning Document
Crew Qualifications and Rig Towing Experience:
Crew Training
Formal Training Procedure for each Rank
Emergency Training & Recording
Man Overboard: Written procedure
Recording of Exercise details.
Use of Oil Pollution Equip: Written procedure.
Recording of Exercise details.
Use of Fire Fighting Equip: Written procedure
Recording of Exercise details.
SIGNATURE OF DECLARATION
Master of Towing Vessel SIGN
NAME
(PRINT)
DATE
Tow Master / Rig Move
Contractor SIGN
NAME
(PRINT)
DATE
Harbour Master SIGN
NAME
(PRINT)
DATE
TUG DATA
FORTH PORTS LIMITED
Document ID FP PMSC OP 15/02
Authorised By HMD
Original Date August 2011
Marine Guidelines and Port Information (Tay) Date Revised December 2012
Revised By HMD
Review Due January 2015
Vessel
Build/ IMO
Type of Propulsion
Power (BHP)
Bollard Pull (Tonnes)
Vessel Certification Details
Who Issues
Certificate
Expiry Date
Restrictions/
Limits of Operation
Towline Emergency Release Info:
* Activation Position
Details
* Release Details
* Drill Frequency
Details
Log Book Contents
Radio Communication
Equipment
Navigational Charts – 1481
Required
General Condition of Vessel
Machinery Status
Steering gear
Control Systems
Remarks:
Observations –
Confirmation
from Rig
Mover / Tow
master
Harbour
Master/
Manager -
Comments