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MARINE OPERATIONS

GUIDANCE TO BERTH OPERATORS 2005

INTRODUCTION

Notification of depths on berths Whilst the PLA carries out general hydrographic surveys and publishes depths in the channels and fairways, depths alongside and the approaches to berths are the responsibilities of the berth operator concerned. To ensure that up-to-date information is held by the PLA, and that vessels can be programmed safely, berth operators should arrange to have periodic surveys carried out and the results passed directly to the PLAs Port Hydrographer.

The Port of London Authority (PLA) offers the following guidance to berth operators, highlighting the responsibilities and obligations placed upon them by national legislation, the Port Marine Safety Code, and local and national Codes of Practice. It is also important for berth operators to recognise and oversee those aspects of berth operation, which they have devolved or delegated to ships agents, since liability remains with the berth operator in cases of non-compliance. October 2005

Drying or NAABSA Berths Only berths which dry may be declared a NAABSA (Not Always Afloat, But Safely Aground) berth. The berth operator has a responsibility to ensure that when inviting a vessel to take the ground alongside his berth, that it is safe and fit for the purpose. NAABSA berths should be inspected on each occasion and before a vessel berths to ensure there are no obstructions or changes to the bed level, which could damage the vessel. Comply with PLA requirements in respect of dredging at the berth and the approaches to the berth A berth operator wishing to carry out maintenance dredging must comply with certain requirements in respect of licensing before the work is carried out. It is therefore important that periodic surveys of the berth are carried out on a regular basis, to provide information to support effective maintenance of the facility; and to help to identify the most cost-effective and appropriate form of dredging and to aid anticipating any depth constraints. These requirements, which are set out in the PLA

publication Maintenance Dredging in the Port of London and in the environmental pages of the PLAs website: (portoflondon.co.uk/environment/) include pre and postdredge surveys, soil sampling and consultation with relevant bodies.

Clear Berth It is important that vessels should have a clear berth to go to upon arrival, particularly in respect of specified vessels and those which may have a problem in aborting their inward passage. The berth must liaise closely with ships agents and the PLA if delays are expected. Develop abort procedures The berth operator should have in place arrangements to give early warning to the PLA when it is thought that the arrival of an inward bound vessel may need to be aborted due to adverse weather, berth delays or other unforeseen circumstances. (Please ensure that the PLA is aware of your arrangements for a standby/emergency berth). Comply with recommendations of Code of Practice for the Safe Mooring of Vessels on the Thames, particularly in respect of mooring gangs and self-mooring Section 4.2 of the PLAs Code of Practice for the Safe Mooring of Vessels on the Thames sets out the berth operators responsibilities in respect of mooring operations under the Docks Regulations 1988, the Management of Health and Safety at Work Regulations 1999 and the Merchant Shipping Act 1995, which berth operators should comply with. Other useful guidance is contained in the HSE document Managing Health & Safety in Dockwork. Berth operators must also ensure that

Support compliance with the PLAs Code of Practice for Ship Towage Operations on the Thames In the interests of safety, berth operators should follow the PLAs Code of Practice for Ship Towage Operations on the Thames. The PLA has received assurances from the majority of berth operators where tugs are likely to be employed, that for safety reasons they support the use of the recommended full number of tugs required by the Code.

there are a sufficient number of mooring bollards/eyes, sensibly positioned and of a suitable strength, for the nature of operations and size of vessel using the berth. The whole of Section 4 of the PLAs Code of Practice for Safe Mooring on the Thames is reproduced at Annex A for information and convenience.

Ensure that vessels meet their booked departure times It is important, particularly in the case of heavily used berths that ships departure times are adhered to. A delay in departure could result in the next inward bound vessel due on the berth and already in transit, being delayed and possibly its inward passage having to be aborted for safety reasons due to lack of water. Similarly, a delayed departure could result in the vessel having to wait until the next tide for water.

2. SECURITY / EMERGENCY PLANNING

Comply with ISPS Code A berth (Port Facility) which handles vessels of 500 gross tons or more engaged on international voyages, (soon to be extended to certain vessels on domestic voyages), must comply with the provisions of the International Ship and Port Facility Security Code (ISPS) as set out by the International Maritime Organisation (IMO) and embodied in EC Regulation 725/2004 and the United Kingdom Statutory Instrument 1495 0f 2004 Merchant Shipping Maritime Security Ship and Port Facility (Security) Regulations 2004. The PLA, through its Port Security Co-ordination Office, can provide assistance and advice to Port Facility Security Officers on the implementation of the ISPS Code and wider security matters within the port.

operation to run in conjunction with the PLA Oil Spill Contingency Plan. The operator deals with attributable claims, such as damage to property, caused by the spilt oil. The relevant PLA Vessel Traffic Service Centre must be advised immediately of any spillage whatsoever into the Thames.

Following an oil spill, the operator must make all efforts to immediately stop/minimise the escape. The berth operator is responsible for ensuring appropriate notification following all oil spill incidents attributable to the operators facility. The operators contingency plan should also be brought into

Comply with legislation regarding pollution No berth operator shall allow solid or liquid substances to enter the Thames without lawful cause. If it does, an offence is committed under section 200 of the Port of London Act or other relevant environmental legislation. This is of particular significance to aggregate berths whose operators should ensure that there is no build-up of spilt material in the river under discharge hoppers and conveyor systems. Oil/fuel tanks should be properly constructed and bunded, and operated in line with published guidance.

3. SAFETY

Berth Lighting Berth operators must ensure that suitable and effective lighting is fitted and used to provide for a safe working environment for all ship berthing/unberthing and cargo handling operations. See Regulation 6, as defined in the Approved Code of Practice in Docks Regulations 1988, and associated Guidance. Comply with HSE recommendations and legislation regarding safe access to vessels throughout their visit Section 4.1 of the Code of Practice for the Safe Mooring of Vessels on the Thames describes the duties of the berth operator under Health and Safety at Work legislation in respect of working areas, adequacy of berth lighting and fittings, and the provision and maintenance of appropriate life saving equipment. A berth operator is also responsible for the maintenance and safe operation of any link spans and gangways used to access vessels instead of the vessels gangway. Responsibility for safe access points also includes those for marine personnel (pilots and mooring gangs) at appropriate locations. Guard dogs must be kept under control whenever the berth is manned. Comply with requirements of river works licences in respect of upkeep and use of jetties, moorings, dolphins, navigation lights and aids to navigation etc A berth operator is obliged under the terms of his Port of London Authority River works licence issued under section 66 of the Port of London Act 1968 (as amended) to maintain the condition of his works to the PLA's reasonable satisfaction. It is

particularly important that berth operators/owners ensure that any navigation lights on their property are properly maintained and kept operational at all times. It is an offence to undertake river works without a River Works Licence. Comply with requirements of DSHA regulations and PLA Inspections Berth operators must comply with the provisions of the Dangerous Substances in Harbour Areas Regulations particularly in respect of safety precautions, emergency arrangements and storage of dangerous goods (Parts V, VII and VIII). Petroleum jetties should assist with, and take action on, the recommendations of the joint jetty inspections carried out annually by the PLA and the local Fire Authority. Berths handling explosives must, in addition to any provisions of the DSHA Regulations, ensure that the quantity of explosives handled at that berth does not exceed that stated on its explosives licence.

4. LIAISON WITH THE PLA

Notification of contact names and numbers Berth operators should ensure that the PLA is provided with up-to-date contact names and numbers for those responsible for the berth(s) particularly outside normal working hours, in particular: Berth Manager; Port Facility Security Officer; Emergency Planning Officer; Environmental Manager; and Health & Safety Officer.

PLA Operational Contacts

Harbour Master Lower District (Dagenham to Outer Limits) Capt. Gordon Dickins 01474 562212 Harbour Master Upper District (Teddington to Dagenham) Capt. Christopher Mendoza 020 7743 7917 Port Hydrographer John Pinder Pilotage Manager Richard Carr VTS Manager Barry Goldman 01474 562210 01474 562300 01474 562299 01474 562266 01474 562402 01474 562213 01474 562267 01474 562331 01474 562249

Allow access to officers of the authority Berth operators are required to allow access to their berths and vessels on their berth by the PLAs (or police or Government agency) officers for their reasonable purposes including survey, inspection and regulatory matters.

Marine Administrative Support Manager / Port Security Officer Julian Parkes Marine Services Manager Peter Steen Emergency & Security Manager Steve Taylor River Engineer Mike Costaras

Licensing Officer (River Works) Polly Kearsey Civil Engineer Andrew McKay

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ANNEX A EXTRACT FROM THE CODE OF PRACTICE FOR THE SAFE MOORING OF VESSELS ON THE THAMES - 2003 SECTION FOUR - GUIDANCE TO BERTH OPERATORS 4.1 Safety
It is the duty of a Berth Operator (under Health & Safety at Work legislation) to maintain a safe work area, clear of potential hazards. To this end, a risk assessment should be conducted in respect of mooring and cargo handling operations at the berths.

4.2 Mooring Operations

At night and during poor visibility, the work area should be adequately lit. Mooring bollards not available for use should be boxed over or painted red. All persons engaged in the mooring operation should wear appropriate PPE. A means of de-icing jetties and dolphins should be available when weather conditions warrant such action. Lifesaving equipment, capable of being used at all states of the tide, should be positioned at appropriate intervals on a jetty.

It is also the responsibility of a Berth Operator to ensure that the berth dimensions and mooring arrangements are adequate to accommodate safely any ship intending to secure or work alongside. In particular, the Berth Operator should routinely establish the water depth available at the berth by conducting hydrographic surveys. The results of these surveys should be forwarded to the PLA Port Hydrographer. Other precautions that should be taken include: Safe access to and from the berth should be provided. Ladders on jetties and dolphins should be properly maintained and checked regularly. Mooring dolphins should be provided with appropriate safety rails and personnel protection arrangements.

In addition, Merchant Shipping legislation, enforced by the Maritime & Coastguard Agency includes similar requirements relating to ships crews.

Shore-based mooring operations are subject to legislation enforced by the Health & Safety Executive. In particular, the Docks Regulations 1988 require that all mooring operations are properly planned and the Management of Health & Safety at Work Regulations 1999 require that written risk assessments of planned mooring operations are carried out.

Effective communications should be established between the Berth Operator and the Boatmen/Linesmen. The Berth Operator should be aware of the latest ETA of the vessel, and of the number of Boatmen/Linesmen required to do the job. He should also ensure that sufficient numbers of Boatmen/Linesmen attend to ensure safety. At a Jetty Berth Operators should normally provide a responsible person on the jetty to facilitate and oversee the mooring

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Any specific requirement in respect of vessel position should be made known to the Linesmen Supervisor, who will relay the information to the vessel Master or Pilot. Late changes to ETAs should be avoided. Where unavoidable, any such change should be forward to the Master/Pilot by the appropriate VTS Centre. All equipment at the berth required for mooring should be checked before the operation commences. Any defects should be reported to the Linesmen and, if appropriate, to the vessel Master or Pilot. Jetty fendering should be checked prior to berthing. Where an obstruction exists on the jetty face, its existence and location should be reported to the vessel Master or Pilot and the Harbourmaster. The details and location of any damaged fendering or fendering/berth face under repair should be reported to the Master/Pilot before the vessel berths.

Consideration should be given to reducing the risk of chaffed lines by providing rope guides or running bars where small ships are expected to lie alongside over low water. At a Buoy Where mooring buoys are fitted with rings, the shackle required for securing the mooring line should be readily accessible.

The buoy and its equipment should be well maintained. Suitable hand holds are to be provided if mooring requires personnel to board the buoy. 4.3 Damage

The Berth Operator should ensure that shore cranes are in the correct position, and that booms do not protrude beyond the jetty during berthing operations. Cranes not required for loading/discharging, and other potential obstructions, should be moved well clear of bridge wings and bow flare. Shore cranes should not be moved during the mooring operation, nor as the vessel approaches the berth.

Any damage caused to the vessel, mooring boat or berth during berthing should be reported to the Master/Pilot and the Harbourmaster immediately on completion of the operation.

Bridge positioning signs or manifold connection flags (prominent and illuminated at night) should be used on the jetty to assist in positioning a vessel before landing.

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Notes

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Printed by FT Print, Hertford SG13 7BJ (PLA December 2005)

Notes