Forth Ports Limited Port of Dundee Marine Guidelines and ... · Marine Guidelines and Port Information (Tay) ... Harbour, Dock or Terminal ... The following tables are a guide to

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


Authorised By HMD



Revised By HMD


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

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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

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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

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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.

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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

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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

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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

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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.

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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.

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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.

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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.

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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.

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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.

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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

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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.

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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.

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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)

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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.

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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.

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APPENDIX B

Port of Dundee

Rigmove Guidelines

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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.

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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

([email protected]).

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

mailto:[email protected]

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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


Authorised By HMD



Revised By HMD


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


Authorised By HMD



Revised By HMD


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


Authorised By HMD



Revised By HMD


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


Authorised By HMD



Revised By HMD


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.


Use of Fire Fighting Equip: Written procedure


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


Authorised By HMD



Revised By HMD


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

Documents

Forth Ports Limited Port of Dundee Marine Guidelines and ... · Marine Guidelines and Port Information (Tay) ... Harbour, Dock or Terminal ... The following tables are a guide to