A Guide to Good Practice

on Port Marine
Operations
Prepared in conjunction with the
Port Marine Safety Code 2016
Moving Britain Ahead

February 2017
 A Guide to Good Practice on Port Marine Operations

Contents

Introduction 4
Section 1 The Legal Background 6
Section 2 Accountability of the Duty Holder 13
Section 3 Consultation 25
Section 4 Risk Assessment 29
Section 5 Marine Safety Management Systems (MSMS) 40
Section 6 Emergency Preparedness and Response 45
Section 7 Conservancy 59
Section 8 Management of Navigation 74
Section 9 Pilotage 97
Section 10 Towage operations 115
Section 11 Marine Services 121
Section 12 Professional Qualifications and Competencies for
Port Marine Personnel 127
Section 13 Accident Reporting & Investigation 136
Annex A Components of a Marine Safety Management System 146

Annex B MSMS Manual Contents list example 147

Annex C Port Marine Safety Code Aidememoire 149

Annex D An example of a training matrix used by ABP 180

Annex E Port Marine Training, Assessment and Certification Record Sheet 184

Annex F UK Ports and Harbours information form 186

Annex G Example of a Port Passage Plan 187

Annex H Pilot Training Matrix 192

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Glossary

Term or acronym: Description:

AIS Automatic Identification System
ACOP Approved Codes of Practice
AtoN Aid to Navigation
CHA Competent Harbour Authority
CHIRP Confidential Hazardous Incident Reporting Programme
“the Code” refers to “The Port Marine Safety Code”
COMAH Control of Major Accident Hazard Regulations
DfT Department for Transport
DRA Dynamic Risk Assessment
DGHAR Dangerous Goods in Harbour Areas Regulations 2016 (DGHAR)
EU European Union
FEPA Food and Environment Protection Act 1985(FEPA)
GLA General Lighthouse Authority
GPS Global Positioning System
“the Guide” refers to “The Guide to Good Practice on Port Marine
Operations”
HSE Health & Safety Executive
IMO International Maritime Organisation
Incident Refers to an accident or a near miss
IALA International Association of Lighthouse Authorities
LLA Local Lighthouse Authority
LPS Local Port Service
MCA Maritime & Coastguard Agency
MAIB Marine Accident Investigation Branch
MAPD Major Accident Prevention Document

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Term or acronym: Description:
Marine operations For the purposes of this guide, marine operations have been
taken to mean the moving, berthing and unberthing of ships
and other marine craft within the limits and approaches of a
harbour authority.
MBES Multi Beam Echo Sounder
OPRC The Merchant Shipping (Oil Pollution Preparedness Response
and Co-operation Convention) Regulations 1998
Organisation Competent Harbour Authorities (authorities responsible for
managing a pilotage service), Municipal Port or Harbour
Authorities, Trust Port or Harbour Authorities, Private Port or
Harbour Authorities, and Marine berths, terminals or jetties
PEC Pilotage Exemption Certificate
PMSC Port Marine Safety Code
SBES Single Beam Echo Sounders
SMCP Standard Marine Communication Phrases
MSMS Marine Safety Management System
SOSREP Secretary of State’s Representative
STCW International Convention on Standards of Training,
Certification and Watch keeping for Seafarers
SWL Safe Working Load
UKHO United Kingdom Hydrographic Office
UKMPA United Kingdom Maritime Pilots’ Association
UHF Ultra High Frequency (part of the radio-spectrum used for
communications and data transmission)
Health Check An intelligence led investigation to test a port’s compliance
with the Port Marine Safety Code
VTMS Vessel Traffic Management System
VTS Vessel Traffic Service

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 A Guide to Good Practice on Port Marine
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Introduction

This document is intended to supplement the Port Marine Safety Code. It contains useful
information and more detailed guidance on a number of issues relevant to the
management of ports and other marine facilities.

The Code and this guide are applicable both to statutory harbour authorities and to other
marine facilities which may not necessarily have statutory powers and duties. These are
collectively referred to in the Code as ‘organisations’, and may include, but not be limited to,
the following examples:

●● Competent Harbour Authorities (authorities with statutory pilotage responsible for

managing a pilotage service)
●● Municipal Port or Harbour Authorities
●● Trust Port or Harbour Authorities
●● Private Port or Harbour Authorities
●● Marine berths, terminals or jetties

Whilst applicable to all ports the guide should be applied reasonably and proportionately to
each port. It is designed to provide general guidance and examples of how an organisation
could meet its commitments in terms of compliance with the Code. This Guide should not
be viewed as the only means of complying with the Code and for some organisations; it
may not be the best means of achieving compliance.

Exposure from failing to comply with best practice

The following extract is from a successful prosecution of a harbour authority which was
found to fail in its duty to adequately implement four foundational elements of PMSC
compliance. This case demonstrates the importance that courts may place on authorities
or organisations adopting ‘industry best practice’ and the exposure that they may face if
they fail to take adequate steps towards compliance. The harbour authority was
subsequently fined for contraventions under section 3(1) of the Health and Safety at
Work Act 1974:

To the charge that it was the Port Authority’s duty under the Health and Safety at Work
etc. Act 1974, Section 3, to conduct their undertaking in such a way as to ensure, so far
as was reasonably practicable, that persons not in their employment who may be
affected by the conduct of the Harbour Authority’s undertaking were not exposed thereby
to risks to their health or safety.

Part of the indictment read that:

“You failed to provide a safe system of work in that you did fail to provide a Safety
Management System to reduce to a level as low as reasonably practicable the risks
associated with marine operations in the Harbour Area, in terms of the Port Marine
Safety Code, and failed to appoint a suitable individual or individuals to share the
function of ‘Designated Person’ to provide you as the duty holder with independent
assurance that your Safety Management System was working effectively and to audit
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 A Guide to Good Practice on Port Marine
your compliance with the Port Marine Safety Code.” Like the Code, the Guide does
Operations not
have any legal force, though it does refer to existing legal powers and duties. Further,
while it describes typical legal powers and duties, it is not practicable for this Guide to
cover the specific legal position for each harbour authority or organisation, and it
should not be relied on for that purpose.

The Guide has been developed with representatives from industry, the DfT, and the
MCA. The Guide is designed to be a living document; one that will be maintained by
the ports industry and can be reviewed and updated on an annual basis.

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Section 1: The
Legal Background

1.1 Introduction
1.1.1 This section provides guidance on the following:

●● Reviewing a harbour authorities powers/legal status, including associated

polices and procedures
●● Directions and byelaws
●● Harbour revision orders
●● Licensing
●● Enforcement

1.2 Summary
1.2.1 This section is primarily directed towards harbour authorities, other
organisations may however want to consider what legal powers and duties
they have or should seek in order to promote navigation safety.

1.2.2 The duties of a harbour authority are of three kinds: statutory duties, imposed
either in the local legislation for that authority or in general legislation, general
common-law and fiduciary duties.

1.3 General duties and powers

1.3.1 The Code identifies these general duties of harbour authorities relevant to port
marine safety as the following:

●● Safe and efficient port marine operations

●● Open port duty
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A Guide to Good Practice on Port Marine
Operations ●● Conservancy Duty

●● Revising duties and powers

●● Environmental Duty
●● Civil Contingencies duty
●● Harbour authority powers
– Take reasonable care, so long as the harbour/facility is open for public
use, that all who may choose to navigate in it may do so without
danger to their lives or property.
– Conserve and promote the safe use of the harbour/facility, and prevent loss
or injury through the organisation’s negligence.
– Have regard to efficiency, economy and safety of operation as respects
the services and facilities provided.
– Take such action that is necessary or desirable for the maintenance,
operation, improvement or conservancy of the harbour / facility.
The Code gives an outline of the main related duties.

1.4 Specific duties and powers

1.4.1 In addition to these general duties, the Code identifies a number of specific
duties and powers regarding the management of the following:

●● Appointment of a harbour master

●● Byelaws
●● Directions (usually referred to as special directions)
●● General and harbour directions
●● Dangerous vessel directions
●● Pilotage and pilotage directions
●● Authorisation of pilotage
●● Pilotage exemption certificates
●● Collecting and setting of dues
●● Aids to navigation
●● Wrecks

The above areas are based on the following principles:

a) Harbour master should familiarise themselves with the extent of their legal
powers under general and local legislation.
b) Powers to direct vessels are available – and should be used – to ensure
safety of navigation.
c) Dangerous vessels and substances, and pollution, must be effectively managed.
d) A pilotage service must be provided if required in the interests of safety.

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 A Guide to Good Practice on Port Marine
e) Properly maintained aids to Operations
navigation must be provided, and any danger
to navigation from wrecks or obstructions effectively managed.

These principles are developed in separate chapters of the Code, and in this guide.

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1.5 Port marine safety legislation

1.5.1 There is a substantial body of applicable general legislation, such as the Merchant
shipping Act 1995, but many of the principal duties and powers of a harbour
authority are in local Acts, or orders made under the Harbours Act 1964. This
legislation includes powers to make byelaws. Section 3 of the Code explains how
the local legislation can be changed.

1.6 Legislation fit for purpose

Taking stock of existing powers:
The first step for the harbour authority is to take stock of the powers, policies,
systems and procedures that are in place having regard to an overall assessment
of the risks to be managed. The level of detail required will depend partly upon the
extent to which appropriate systems are already in place, but also shaped by the
replies to your consultation, and publication of, the safety policies adopted by each
authority. It is a requirement of the Code that each authority’s policies and
procedures should demonstrate that they are based upon a full assessment of the
hazards which have to be managed to ensure the safety of the harbour and its
users.
1.6.1 All legislation, including byelaws and directions, should be reviewed on a regular
basis, preferably annually, to ensure that it remains fit for purpose in changing
circumstances. The Code provides that the requirements for marine safety will be
determined by risk assessment. If the legal responsibilities cannot be discharged
effectively using available powers and other measures, and that authority does not
have the powers to rectify the situation, then it should seek the necessary additional
powers. In addition, it is good practice to dispense with redundant or obsolete legal
functions.

1.6.2 It is essential that all harbour authorities are aware of their local duties and
powers, and are well versed in all local legislation. Harbour authority boards and
managers must understand clearly the meaning of all the relevant legislation
which affects their harbour in order to avoid failing to discharge their duties or
exceeding their powers.

1.7 Guidance on directions and byelaws

Legal duties and powers
Every harbour authority’s safety plan must include a statement of the legal
duties and powers. Plans and subsequent reports should say when these
were most recently reviewed.
Duties and powers – whether in harbour orders, byelaws, or general or harbour
master’s directions – should be developed from a considered approach to risk.
Where statutory force is given to an authority’s rules, the authority’s plans should
demonstrate that those rules clearly relate to the management of risks. Harbour
authorities should also be able to demonstrate, therefore, that they are equally
clearly enforced, and plans should show that adequate resource is available for
this purpose. Additional powers should only be sought – and, in the case of
harbour orders, byelaws, and harbour directions, will only be granted – on that
1 understanding.
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 A Guide to Good Practice on Port Marine
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1.7.1 Section 8 of this guide deals with the regulation of navigation; byelaws and
directions are tools for this purpose. That section contains more guidance about
how they can be used.

1.8 Directions (usually referred to as Special Directions)

1.8.1 Where sections 52 and 53 of the Harbours Piers and Clauses Act 1847 have been
incorporated in a harbour authority’s local legislation, a harbour master has powers
of direction to regulate the time and manner of ships’ entry to, departure from and
movement within the harbour waters, and related purposes. These powers are
given for the purpose of giving specific directions to specific vessels for specific
movements, unless the powers have been extended for other purposes. Harbour
master’s directions may be referred to as ‘special directions’ to distinguish them
from ‘general directions’ given by the authority itself. Special directions are not for
setting general rules but relate to specific vessels – or in an emergency, to a class
of vessels
– on particular occasions.

1.8.2 The powers of direction are also exercisable by a harbour master’s assistant – or
any other person designated for the purpose in accordance with the authority’s
statutory powers. It is an offence not to comply with directions but the master – or
pilot – of a vessel is not obliged to obey directions if he believes that compliance
would endanger the vessel. It is the duty of a harbour master in exercising these
powers to consider the interests of all shipping in the harbour. Directions may
include the use of tugs and other forms of assistance.

1.9 General Directions and Harbour Directions

1.9.1 Some harbour authorities have powers, through their local enabling legislation, to
give ‘general directions’ to enable them, after due consultation, to lay down
general rules for navigation (subject to certain constraints) and regulate the
berthing and movements of ships. These carry the force of law, but are often
easier to achieve and amend than using byelaws, and thus act as a useful
mechanism for managing navigation and furthering safety. General directions
procedural provisions involve publication of proposed directions but they do not
require to be confirmed by the Secretary of State as is the case with byelaws.

1.9.2 Harbour authorities would be well advised to secure these powers to support the
effective management of vessels in their harbour. This can be achieved in two
main ways:

1.9.3 a) through a harbour revision order under section 14 of the Harbours Act
1964 (the 1964 Act) or;

b) through designation under section 40a of the 1964 Act with the power to give
harbour directions for the movement, mooring, management and equipment
of ships. These powers are of the nature of general directions to support the
effective management of vessels in their harbour waters. A non-statutory
Code of Conduct on the use of the section 40a power has been agreed by
the Department in conjunction with organisations representative of ports and
port users. Further guidance on harbour directions can be found by
using the following links:
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A Guide to Good Practice on Port Marine
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https://www.gov.uk/government/uploads/system/uploads/attachment_data/
file/279337/harbour-directions.pdf
http://www.rya.org.uk/SiteCollectionDocuments/Legal%20docs/NDP%20
Guidance%20-
%20Code%20of%20Conduct%20on%20Harbour%20Directions%20
-%20Nov2013.pdf

Harbour Revision Orders

1.9.4 The Harbours Act 1964 enables a harbour authority to amend statutory powers
in their local legislation. It can be used to achieve various outcomes one of which
is to impose or confer additional duties or powers on a harbour authority
(including powers to make byelaws). It can also be used in the context of the
Code to substitute or amend existing duties and powers. It could be used for the
purpose of (but not limited to):

a) improving, maintaining or managing the harbour marking or lighting the

harbour, raising wrecks therein or otherwise making safe the navigation
thereof; or
b) regulating the activities of other individuals and groups in connection with
the harbour and the marine/shore-side interface.
c) extending controls into the approaches of a harbour (for example, to
extend compulsory pilotage beyond the harbour).
1.9.5 All proposals should, as far as is practical, be subject to extensive local
consultation. The processing and determination of harbour revision orders and
other specified functions under the 1964 Act has been delegated to the Marine
Management Organisation (MMO) for English harbours and Welsh non-fishery
harbours, and other devolved authorities:

Northern Ireland, Dept for Environment,

NI Scotland, Transport Scotland

Wales, Natural Resources Wales

The MMO has issued guidance on applying for a harbour order. Organisations
should discuss requirements and procedures with the appropriate authority and
consult relevant authorities and interested people locally before making an
application. Organisations can request an informal review of the draft order
before making an application to identify any fundamental issues. It is also
recommended that independent legal advice is sought.

1.9.6 The authority with the above responsibility will need to be satisfied that the order
would:

a) secure the improvement, maintenance or management of the harbour in

an efficient and economical manner; or

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 A Guide to Good Practice on Port Marine
b) facilitate the efficient and economic Operationsof goods by sea; or
transport

c) be in the interests of sea-going, commercial and leisure vessels.

There are similar provisions for varying or abolishing such powers. If a harbour
has become no longer viable or necessary, commercially speaking, partial or
complete closure of that harbour can be achieved through a harbour closure order
under section 17A of the 1964 Act and such orders will be handled by the
appropriate government department dealing with Transport. For harbours which
are still commercially viable, partial closure of that harbour can be achieved
through a harbour revision order.

Byelaws
1.9.7 Many Harbour authorities have powers under their own local legislation, for
example if they have incorporated section 83 of the Harbours, Docks and Piers
Clauses Act 1847, which allow them to make byelaws. Byelaws may cover a wide
range of subjects within the harbour and on the port estate, for example, the
quayside and the regulation of vessels within the port. On the marine side, this
might include:

●● navigational rules;
●● general duties of Masters;
●● movement of hazardous and polluting goods;
●● alcohol and drugs;
●● ferries, lighters, barges and tugs;
●● noise and smoke;
●● recreational craft including water-skiing, personal water craft;
●● bathing;
●● speed limits;
●● licensing port craft; and
●● licensing personnel (e.g. boatmen).

1.9.8 There is a brief description of the function and making of harbour byelaws under
paragraphs 4.11 – 4.13 of the Code. The procedure for each authority is in its
local legislation either through incorporated provisions, or its own provisions.
Many harbour authorities now incorporate the more modern procedural
provisions set out in sections 235 – 238 of the Local Government Act 1972. The
1972 provisions have been adapted by some authorities, to allow byelaws to be
modified upon confirmation by the Secretary of State, as Section 237 (7) of the
1972 Act by itself does not allow this.

1.9.9 Making and changing byelaws is often perceived as a difficult and

prolonged process. However, the process can be expedited if harbour
authorities avoid common pitfalls and take the following steps:

●● Assess the risk and decide whether a byelaw would be the most appropriate
method of mitigating the risk.

1
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A Guide to Good Practice on Port Marine
Operations ●● Make sure your authority
has the relevant powers to make byelaws for the
measures that are being proposed.

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●● Make sure you can justify your proposal to consultees. Demonstrate that you
have considered other options in addition to legislation. All proposals to
improve safety of navigation in the harbour should be supported by a formal
risk assessment.
●● Make sure you consult on your proposal before drafting the byelaw and again
before you present the byelaw to the relevant Minister.
●● Demonstrate to the relevant minister or appropriate authority that the
proposals can be clearly enforced and that resources exist for this purpose.
●● Get experienced advice or use a legal professional to draft the byelaw on your
behalf.
●● Be persistent. Opposition to a proposal does not mean that it will fail. Try to
resolve any misunderstandings; address problems at the earliest opportunity
and if appropriate revise the proposal. If differences cannot be resolved, you
should still present the draft byelaw to the relevant minister for consideration.
In these circumstances the applicant authority should give a full and reasoned
explanation of the differences supported by a safety case and risk analysis.
1.9.10 Possible consultees might (but not necessarily) include: leisure users –
yachtsmen, motor cruiser-users, rowers, personal watercraft users, swimmers,
boatmen, line handlers, tug operators, various associations and users
organisations, trades unions, vessel owners, pilots, vessel operators – inland
waterways and deep sea, local communities, other local regulators – e.g. MCA,
adjacent port authorities, local authorities, RNLI, RYA, the Amateur Rowing
Association (ARA). Further information on the process of consultation can be
found under section 3 of the Guide.

Licensing
1.9.11 Some harbour authorities have responsibility for licensing port craft, personnel
(local watermen) and works in, or adjacent to, navigable water. All competent
harbour authorities have power in the Pilotage Act to approve or licence pilot
boats. In all these processes proper and appropriate standards and
competencies need to be established and applied uniformly in the interests of
safety.

Enforcement
1.9.12 Byelaws and directions adopted in order to manage identified marine risks must
be backed by an appropriate policy on enforcement; and each authority should
have a clear policy on prosecution of those who breach byelaws and directions,
which is consistent with the safety assessment on which they are based.

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Section 2: Accountability
of the Duty Holder

Introduction
This section provides guidance on the following:

●● Demonstrating compliance with the code

●● Publishing commitment to the code every 3 years
●● Specific policies on management of navigation and navigational safety and
environmental protection
●● Ensuring adequate resources are made available
●● Measuring compliance with the code
●● Job descriptions
●● The appointment of the ‘Designated person’ and their roles and responsibilities
●● Operating manuals

2.1 Summary
2.1.1 Section 1 of the Code states that the ‘duty holder’ is accountable for the
organisations compliance with the Code and its performance in ensuring safe
marine operations. It then goes on to outline how that responsibility is discharged.
It is based on these general principles:

●● The duty holder is accountable for safe and efficient operations. The duty
holder should make a clear published commitment to comply with the
standards laid down in this Code.

●● Executive and operational responsibilities for marine safety must be clearly

assigned, and those entrusted with these responsibilities must be appropriately
trained, qualified and experienced and answerable for their performance.

●● A ‘designated person’ must be appointed to provide independent assurance

about the operation of its MSMS. The designated person must have direct
access to the duty holder.

2.1.2 The Code and this guide offer more detailed guidance about what that means
in practice.

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Demonstrating compliance

Compliance with the standard set by this Code is achieved in stages.

●● Review and be aware of existing powers based on local and national legislation
●● Confirm compliance with the duties and powers under existing legislation
●● There should be a considered assessment of risks and the means of reducing them;
●● Operate and maintain a Safety Management System (SMS) based on risk
assessment to ensure there is proper control over vessel movement.
●● Use appropriate standards of qualification and training for all those involved in safety
management and execution of relevant services.
●● Establish a robust procedure for auditing performance against the policies and
procedures that the organisation has adopted in order to comply with the Code.
●● Monitor the standard achieved using appropriate measures and publish the results.

2.1.3 The Code requires all organisations to demonstrate compliance with Code by
developing appropriate policies and procedures relevant to the scope and nature
of marine operations that take place within the organisations jurisdiction.

2.1.4 An organisation must:

●● Record and publish its marine policies and make available supporting
documentation if required
●● Set standards of performance that it aims to meet
●● Regularly review and periodically audit actual performance
●● Publicly report on PMSC performance annually (e.g. in the annual report).

2.2 The Report: A Published Commitment to the Code

Organisations must develop policies and procedures in accordance with the
standard in the Code, and must publish the policies, procedures and
amendments they have adopted to achieve the required standard. They
should also publish reports of their formal periodic reviews, setting
performance against their plans and against the standard in the Code. As a
minimum, plans and reports should be published every three years.
An organisations policies and procedures must include a statement of policy;
committing the organisation to undertake and regulate marine operations
in a way that safeguards the harbour, its users, the public and the
environment.
identifying the measure it has adopted to facilitate the public right to use a
harbour or facility; to safeguard the public interest in the safety of its
operation; support commercial activities through the safe and efficient
provision of specified services and, the effective regulation of vessels.
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2.2.1 The Code does not prescribe a form in which organisations are to report publicly
about the safety of marine operations – that is for the port to decide. It is very
important that the management plan should be the organisations: it is for the duty
holder to choose the priorities, the emphasis, and the detailed wording, just as
much as the policies and procedures. Some organisations will prepare statements
specifically for the purpose, others may include a separate chapter in their annual
report. A management or business plan of any sort is likely to address more than
marine operations and it is entirely right for these to be set within this context. The
coherence of a single document, or suite of linked documents, is clearly an
advantage to ensure that nothing is missing.

2.2.2 The reports required by the Code should include these components:

●● a statement of the aims, roles and duties of the organisation as duty holder;

●● the overarching policies and procedures of the organisation to achieve those

aims, including the commitment to implement the Code;

●● the objectives which support the overarching plans and policies;

●● some means of measuring their achievement against those objectives; and

●● accordingly, a review of how far the organisation has achieved its aims and
objectives, and of changes it proposes to its policies and procedures.
Aims and duties

A thriving business and good safety facilities are crucially interdependent – poor
safety standards will eventually cost money. To trade commercial constraints
against safety needs is the wrong approach. An organisation should have a clear
view of its business purpose; and identify the implicit risks. It should then identify
measurable risk management objectives and assess costs and benefits or any
alternative mitigation measures. Organisations should decide whether the risks
implied in the way it conducts its business are worthwhile – asking whether the
value of an activity justifies the cost of managing the risks associated with it.
These decisions will lead it to adopt a cost-effective management plan for the
accepted risks.

2.2.3 Aims and objectives are closely tied to the identified risks which are assessed and
managed through its safety management system. The risks relate directly to the
nature of the trade and operations within the port or facility. Thus, if there was no
shipping or boating activity, many of the main risks would not arise. Changes in
port marine business also affect the risk – for example if commercial shipping
gives way to recreational use. It is very important for an organisation to consider
the cost of managing different risks created in this way. Some risks remain even
when there is no commercial shipping activity – for example, if the public retain
access to the water and other hazards: these may become significant if revenue to
manage them falls away. In such circumstances it may be necessary to mitigate
risk by regulatory action.

2.2.4 These aims may be linked to other functions, for example those of a company, a
local authority, or other statutory body entrusted with harbour functions. A
statement of aims, encompassing marine operations may already have been
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made in a document relating to those functions – for example, a company annual
Operations
report, a management plan, or some other policy statement. It may be necessary,
however, to review such statements considering whether or not they fully reflect
the commitments made pursuant to the Code.

2.2.5 The following sample statements illustrate the sort of aims that an organisation
might adopt to illustrate its commitment to its duties:

●● undertake and regulate marine operations so as to safeguard the harbour /

organisation, its users, the public and the environment.
●● run a safe, efficient, cost-effective, sustainable harbour / facility operation for the
benefit of all users and the wider community.
●●fulfil its legal responsibilities whilst meeting the changing needs of all
marineusers.
●● maximise the quality and value for money of its services, and to maintain dues
at a competitive level so as to attract users to the harbour or facility.
●● meet the national requirements in the Code.
They must also recognise, explicitly, that the duty holder is ultimately accountable
for meeting the standard the Code requires.
Frequency of publication
2.2.6 Following an organisations initial statement of compliance with and
implementation of the Code, they should thereafter publish details of their formal
periodic reviews, setting performance against their plans and against the standard
in the Code.

Policies and procedures

In developing a safety policy, an organisation should make the

following commitments -
●● to manage the relevant assets of the organisation safely and efficiently;
●● to discharge the duties and powers described in earlier chapters of this Code;
●● to maintain relevant marine equipment to agreed industry standards;
●● to recruit and train operational staff to nationally agreed competence levels;
●● to ensure that staff are properly trained for emergencies and contingencies.

An organisations safety policy should promote a positive safety culture,

fostered by the visible and active leadership of senior management. Its aim
should include the motivation and empowerment of staff to work safely, not just
to avoid accidents. Policy and related procedures should be underpinned by
effective staff involvement and participation, and sustained by effective
communication and promotion of competence.

2.2.7 If they are to be shown to have any practical effect, published aims and
objectives need to be under-pinned by appropriate statements of policies and
procedures. The linkage to other subsidiary elements of the framework becomes
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Operations evident – for example,
a training policy must be applied by adopting appropriate
training and competence standards.

2.2.8 Implementing the Code is a matter of policy to be adopted by each organisation.

This would include a commitment to the publication of a policy statement (or
statements) and of periodic reports, as the Code envisages.

Specific policies
2.2.9 Policies should be supported by procedures to:-

●● Regulate the safe arrival, departure and movement of all vessels;

●● Protect the general public from dangers arising from marine activities within the
harbour or facility;
●● Carry out all its functions with special regard to their possible environmental
impact;
●● Prevent acts or omissions that may cause personal injury to employees or
others, or damage the environment.
General management of navigation policy
2.2.10 The organisation will support marine activities through the provision of
appropriate services. These activities should be supported through efficient
regulation and management of vessels/users.

2.2.11 The policy of the duty holder or management should include:

●● Managing the assets of the organisation safely, economically and efficiently;

●● Maintaining port marine related equipment, including craft to the highest industry
standards;
●● Pursuing contemporary cost-effective methods [perhaps specifying particular
activities, such as dredging or surveying];
●● Training the operational staff to the highest professional standards;
●● Ensuring that staff are properly trained in emergency and contingency
procedures.

Navigational Safety and environmental protection policy

2.2.12 In compliance with the requirements of the Port Marine Safety Code, the
organisation/harbour authority will discharge its general and specific statutory
duties in respect of:

●● the regulation of traffic and safety of navigation within it’s jurisdiction;

●● the conservancy of the harbour and its seaward approaches;
●● the protection of the environment within the harbour and its surroundings; and
●● ensuring so far as reasonably practicable the safety at work of its employees and
other persons who may be affected by its activities;
and for these purposes will:

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●● facilitate the safe movement of Operations
vessels and craft into, out of, and within the
harbour/facility;
●● carry out the functions of the Authority with special regard to their possible impact
on the environment;
●● prevent acts of omissions which may cause personal injury to employees or
others, or damage to the environment;
●● create and promote an interest and awareness in employees and others with
respect to safety and protection of the environment; and

●● Work with government agencies and others to comply with national legislation in
respect of the management of environmentally designated areas and the bio-
diversity of harbour waters, including, ‘where technically feasible and not
disproportionately costly’, measures to achieve ‘good ecological status’.
Resources
2.2.13 The Duty Holder is responsible for ensuring that adequate resources are provided
to its officers to enable them to manage marine operations effectively and to adhere
to the stated marine and navigation policies, procedures and systems, recognising
that proper discharge of the organisations duties will otherwise be compromised.
This includes adequate resource for training. All this needs to be reflected in the
relevant policy.

Objectives
2.2.14 Aims, policies and procedures are supported by specific objectives, related to
the particular requirements of the Code – and any other legislation or code of
practice which the organisation elects to bring within the management plan
where marine operations are dealt with.

2.2.15 It is good practice to use the SMART principle (specific; measurable; agreed;
realistic and timed) when drafting your objectives. They should be short and crisp
and where appropriate, they should relate to a specific time frame. An example
could be;

●● to develop a marine safety management system, which meets all the relevant
requirements of the Port Marine Safety Code.
●● Monitoring through assessments and audits the effectiveness of the marine
safety management system.

2.2.16 Not all the requirements of the Code are relevant to all organisations. Some have
no compulsory pilotage, and a review (risk assessment) would confirm if there was
a need to provide such a service. Others have no commercial activity – they
handle no commercial vessels; or any of the berthing and dock facilities that go
with them. Their professional staff may require particular skills for the local
circumstances, but those associated with a commercial port might not be among
them. But on the other hand, they may well support and encourage leisure
activities within the port or facility. Objectives will be framed and need to be stated
accordingly.

Measurement

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2.2.17 Objectives need to be expressed in terms which indicate how that progress can
be measured. Objectives need not be quantifiable targets, but their purpose is to
enable progress and achievement to be measured in some way. Where an
objective does not relate to a specific time frame, there will be a place for simple
performance indicators – for example, indicating how often inspections will be
done; or the performance level inspections will be expected to reveal.

2.2.18 They might relate not only to internal inspections but, for example, set a standard
for aids to navigation which the authority is expected to demonstrate to the
General Lighthouse Authority. There will also need to be indicators forming a
basis for audit.
The assignment of functions
2.2.19 The organisation must have a ‘Duty Holder’ who is accountable for its compliance
with the Code and its performance as regards the safety of marine operations for
some organisations this might be a member of senior management who ultimately
has access and influence at a corporate or strategic level and can ensure that
adequate support and resources are directed towards the organisations port
marine responsibilities. For some harbour authorities, the role of duty holder is
undertaken by members of the harbour board who are (both collectively and
individually) accountable for marine safety under the Code. If however, it is not
appropriate for the harbour board to assume this role – which might be, for
example, the position for some municipal ports – the harbour authority must
confirm and publish who the duty holder is.

2.2.20 Harbour authorities may have powers to appoint a harbour master, and to
authorise pilots, and may properly entrust the operation of the harbour to such
professional people. Other non-harbour authority organisations may also need to
appoint appropriately qualified people to entrust the day to day operation of the
facility. In both cases, the organisation cannot assign their accountability. The
Duty Holder may not abdicate responsibility on the grounds that they do
not have particular skills. They retain strategic oversight and direction of all
aspects of the marine operations and they must ensure that their powers are
discharged but not exceeded.

2.2.21 It is important that executive and operational responsibilities should be assigned

appropriately by organisations – and to properly trained people. The
organisations employees should have training appropriate to the responsibilities
for marine operations assigned to them relating to the safety of marine
operations. In some small organisations, functions may be combined. It is also
important in all cases that there is a proper separation of safety and commercial
functions. This is important for organisations of all sizes.

Measuring and auditing performance

A ‘Designated Person’ is required to provide independent assurance directly
to the ‘duty holder’ that the safety management system is working effectively.
A safety management system should include proper record procedures so that
the duty holder and designated person can be satisfied that the system is
functioning properly. Incidents and complaints about safety should be promptly
investigated; and the incident and investigation both properly recorded.

2.2.22 It is recommended that all duty holders take time to gain an appropriate insight
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and understanding of the organisations Operations
marine activities, marine safety
management system and supporting systems. This can be accommodated
through briefings and operational visits.

2.2.23 Where the duty holder is defined as a harbour board, serious consideration should
be given to appointing a member to the board who has relevant maritime
experience, who can act as the initial point of contact for the designated person.
An authority’s
principal officers holding delegated responsibilities for safety would normally be
expected to attend board meetings.

Job descriptions
2.2.24 The use of formal job descriptions is good practice. Some jobs related to marine
operations are formal statutory appointments (e.g. harbour master or pilot), and
others are directly related to legal functions and the exercise of the authority’s
statutory powers. The assignment and delegation of legal functions including
statutory powers must be formalised. A safety management system also
demands that the roles and functions upon which its operation depends are
formally documented. Everyone involved with safety of navigation should be
aware of each others responsibilities. Visible delegation through job descriptions
also provides a level of accountability in the measurement of achieving
objectives – by showing that somebody has been given responsibility for a
specific task.

The Designated Person

2.2.25 Each organisation must appoint an individual as the Designated Person to
provide independent assurance directly to the Duty Holder. Their main
responsibility is to determine, through assessment and audit, the effectiveness
of the MSMS in ensuring compliance with the Code.

2.2.26 The PMSC states there is a requirement for a Designated Person (DP), as follows:

●● Each organisation must appoint an individual as the designated person to

provide independent assurance directly to the Duty Holder that the marine
safety management system, for which the Duty Holder is responsible, is
working effectively. Their main responsibility is to determine, through
assessment and audit, the effectiveness of the marine safety management
system in ensuring compliance with the Code.
●● In order to fulfil this function the Designated Person must have a thorough
knowledge and understanding of the requirements of this Code (and
supporting Guide to Good Practice) and associated port and marine
legislation. Their role does not obscure the accountability of the organisations
duty holder.

2.2.27 Ultimately it is the Duty Holder who is responsible for deciding who should be
appointed as the DP in order to provide the level of assurance that they
believe is necessary to comply with the Code. In considering such an
appointment the following should be considered:

●● Has first-hand experience of the marine environment and how ports operate;
●● is a harbour master / deputy at another port, perhaps under a reciprocal
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Operations arrangement with the other harbour authority;
●● is already a member of the harbour board, if they meet above criteria and were
not directly involved in setting up and maintaining the safety management
system.
2.2.28 Specific terms of reference for the DP should be issued that are separate and
distinct from any other role the post holder may fill and clearly identify the
accountability of the DP direct to the Duty Holder.

2.2.29 The DP will take appropriate measures to determine whether the individual
elements of the marine SMS meet the specific requirements of the Code.

2.2.30 These measures will include:

●● Monitoring and auditing the thoroughness of the risk assessment process and
the validity of the assessment conclusions.
●● Monitoring and auditing the thoroughness of the incident investigation process
and the validity of the investigation conclusions.
●● Monitoring the application of lessons learnt from individual and industry
experience and incident investigation.
●● Assessing and auditing the validity and effectiveness of indicators used to
measure performance against the requirements and standards in the Code.
●● Assessing the validity and effectiveness of consultation processes used to
involve and secure the commitment of all appropriate stakeholders.

2.2.31 The role of the Designated Person does not absolve the duty holder and its
board members of their individual and collective responsibility for compliance
with the Code.

The need to appoint an appropriately qualified individual as designated person

was one of the recommendations made in MAIB’s reports on the Flying
Phantom.
2.2.32 Currently there is no bespoke qualification for the role of the DP therefore, in
appointing an individual to the role, the Duty Holder should consider the functions
applicable to the role and ensure that the individual is suited to undertake such
functions, or is able to attend training courses which will provide the necessary
skills.

2.2.33 Additionally, best practice supports the view that a DP should have:

●● Relevant first-hand experience of the port marine environment and how ports /
terminals operate.
●● Appropriate knowledge of shipping, shipboard operations, and port operations.
●● Understanding of the design, implementation, monitoring, auditing and
reporting of Safety Management Systems.
●● Understanding of assessment techniques for examining, questioning,
evaluating and reporting.

2.2.34 It is acknowledged that there are numerous approaches to fulfilling the

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requirement to appoint a DP and it is for Operations
the Duty Holder to be demonstrably
satisfied that they have adopted the best approach for their circumstances, as it
is they who must demonstrate compliance with the Code. Examples of suitable
approaches include, but are not limited to:

●● A DP with the aforementioned qualities who works for the same port/group but
is not directly linked to the operation of the marine SMS.
●● A DP with the aforementioned qualities who is an external consultant.
●● A DP with the aforementioned qualities appointed under a reciprocal
arrangement with another port/operator.
●● A DP with some of the aforementioned qualities who sits as part of a ‘select
committee’ where additional relevant knowledge is available to supplement
their direct capabilities.
●● A DP with some of the aforementioned qualities who supplements their
capabilities with the assistance of external consultants.

2.2.35 The role of the designated person does not obscure the accountability of the
duty holder and its board members.

Appointing a Designated Person

2.2.36 Ultimately, it is the Duty Holder who is responsible for deciding who should
be appointed as the Designated Person and provide the level of assurance
that is necessary to comply with the Code.

2.2.37 In most harbour authorities, the harbour master and the deputies are directly
involved in assessing and controlling the risks to navigation, as well as overseeing
the operation of the marine safety management system. They are not usually
therefore, in a good position to provide independent assurance to the Duty Holder;
and, as a consequence, it is not recommended that the harbour master or anyone
who reports through him is appointed as the designated person.

2.2.38 Not withstanding the above advice, if the harbour master is appointed as the
designated person, then it is even more important that an external audit of the
Safety Management System is undertaken on a regular basis.

Operating manuals
2.2.39 Operating manuals establish an auditable link between this guide and the
procedures adopted by each organisation. They answer the questions – ‘how do
we do this job’, and ‘is it in accord with good practice’. It will sometimes be the
case that objectives also correlate to a section in the operating manual. Certainly,
long term or standing objectives should be tested to see if their achievement might
usefully be referred to in a manual.

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Other documents
2.2.40 An organisations management or business plan might also be supported by other
documents which form part of the audit trail. As noted elsewhere in this guide,
each harbour or facility has individual characteristics, conditions, position and
mode of operation. Harbour authorities are equally varied in type and size. Local
powers and duties have therefore been conferred by local legislation, created
specifically for the harbour authority to which it relates, so that each individual
harbour may be operated efficiently and safely. The different forms and levels of
this legislation are described in Section 1 of this guide.

2.2.41 The intricacies of local harbour legislation are not in general well understood by
users and others in the local community, but it provides the legal framework within
which the whole undertaking is conducted. With some general legislation on
particular topics, it contains the matters for which a harbour authority holds itself
accountable under the Code. It will therefore serve a useful purpose for the
authority’s policy statement – and those who audit it – to point to the main pieces
of legislation which establish its legal status and functions.

2.2.42 At the very least, reports should be published once every three years.

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Section 3: Consultation
Introduction
This section provides guidance on the following:

●● Objectives of consultation in the context of the code

●● Statutory requirement to consult
●● Benefits of consulting informally

3.1 Summary
3.1.1 Safety in the port marine environment is not just a matter for the organisation, its
officers, contractors or its authorised pilots. Users are also required to minimise
risk to themselves and others, in doing so they must be able to put forward to
the organisation their views on the development of appropriate safety policies
and procedures.

3.1.2 It follows therefore that organisations need to consult, as appropriate with two
main groups: marine users, both commercial and leisure, and local interests and
communities

3.1.3 Port marine operations are technical matters – well understood by experienced
harbour masters or port marine practicioners, but perhaps much less so by the
wider public, including many recreational users. It is important that the appropriate
involvement of wider interests safeguards the organisations position –
responsibility for managing safety in a harbour or facility rests with the
organisation.

Some substantial objectives of ‘consultation’ should be:

●● Conveying to employees, users or others what some of their responsibilities are

regarding their work or activity in the harbour or facility.
●● Understanding and acceptance of the Duty Holder’s role and responsibility
under the code as well as the duty holder’s policies and procedures.

3.1.4 A safety management system is only effective if the organisation responsible

takes active measures to involve and secure the commitment of those involved.
This applies both to the risk assessment, and to the subsequent operation,
maintenance and ongoing development of the safety management system. Not
all will be the organisations employees.

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3.2 Forms of Consultation
3.2.1 Consultation takes various forms. There are some specific statutory obligations.
These should form the basis for general consultation with users and other
interests. There should also be established formal procedures for consulting
employees – including, in the case of Marine Operations, any person not directly
employed, but who offers their services under a contract for services, either
directly to the port, or indirectly through the ship-owner or their local
representative.

Statutory and non-statutory consultation

3.2.2 The procedures for harbour orders revising the statutory powers and duties of
an authority include explicit guidance on consultation and rights to objection. The
appropriate Minister will direct who is to be statutorily consulted by service of
notice.

3.2.3 There are also well established procedures for advertising the making of byelaws
which will be found in each authority’s local legislation. Modern practice is to base
these on the procedures for local authority byelaws. Details of procedures for
making harbour orders and byelaws are discussed in Section 1 of the Guide; more
information on the former can be found on the DfT website.

3.2.4 In both cases, however, it is good practice, and very much in the authority’s
interest, to have consulted those likely to be affected through ‘informal’
consultation before formalising proposals by applying for a harbour order or
making byelaws. For one thing, it is generally the case that the appropriate
Minister does not have power to modify byelaws at confirmation stage – even to
take into account grounds of objection which the authority has accepted. If an
authority is proposing changes to its powers or regulations as a result of a risk
assessment, and has properly consulted about this, there is more likely to be
general acceptance of its formal proposals. At any rate, likely grounds of objection
will have been discovered and an opportunity found to deal with these informally.

3.2.5 Harbour authorities typically consult the appropriate Minister’s officials on draft
orders and byelaws. Officials have to be careful not to prejudice formal decisions
to be taken later and will not therefore be ready as a rule to comment on the merits
of proposals. The opportunity will be taken to promote wider consultation: officials
giving advice will seek to understand how proposals relate to the risk assessment
process.

General, Harbour and Pilotage Directions

3.2.6 Users have a specific right to be consulted where they are made subject to
general, harbour and pilotage directions. This is for the very obvious reason that
such directions limit the right they would otherwise exercise freely. They have no
other convenient recourse against unreasonable directions, such as the right of
objection to byelaws allows, although the non-statutory Code of Conduct on the
use of harbour directions includes a procedure for dispute resolution.

3.2.7 There are sometimes quite specific requirements for the Chamber of Shipping to
be consulted. This is to be regarded as a minimum, recognising that the port is
likely to have users not represented in this way. Each authority should identify
bodies which represent local users, and adopt a policy to consult them about
directions. They
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should also consider drawing proposed directions to the attention of other users
by alternative means. The Code of Conduct on harbour directions specifically
describes the formation of a Port User Group.

Consultation during the risk assessment process

3.2.8 The general aim of consultation on these occasions with users and other interests
is to provide an opportunity for contributions to be made both on the identification
of risk and its management. Risk management often depends less on formal
regulation than on winning the understanding of those whose activities create the
risk and securing their agreement to safe behaviour. Organisations are therefore
encouraged to advertise that they are undertaking a risk assessment, and to seek
ways of securing the widest possible response from those likely to have a
meaningful contribution.

3.2.9 The Code does not require the outcome of risk assessments to be published in
full, though some organisations may wish to do so. There may be well-found
concern that drawing attention to risks would unduly alarm some stakeholders, in
which case, the organisation might choose to issue a report outlining its risk
management plan to explain the need for various measures that impinge on users.
Whichever approach is adopted it is important that users are adequately informed
of any measures adopted to mitigate against particular risks that may affect their
particular activities.

User’ committees
3.2.10 Some authorities have established advisory or consultative committees for the
purpose of facilitating users’ contributions to risk assessment and of informing
and updating users’ on the day to day management of marine operations in the
port or facility In some cases, the authority’s local legislation requires them to do
so in various ways. It is not necessary, however, for these arrangements to be in
the authority’s local legislation. The general approach is to identify the bodies or
individuals needed to make such a forum properly representative. There are,
however, examples where the authority may ask for a different nominee – a
right to be exercised exceptionally and for substantive reasons which could be
justified publicly.

3.2.11 The ultimate authority for managing the harbour rests with the legally constituted
harbour authority. The harbour authority does not share its legal functions with a
users’ committee or forum; nor is a committee accountable in the way required of
harbour authorities under the Code. It is good practice to have set out in advance
in general terms the circumstances in which it will or will not involve such a
committee
– for example, where emergency action is required or there are commercial and
other confidences.

Providing information to users

3.2.12 The counterpart of effective consultation arrangements is an effective means of
communicating appropriate information, advice and education to harbour/facility
users. Organisations should consider the most appropriate and effective
methodologies to employ, certainly making use of appropriate technology
including social media in order to reach their target audience.
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Local lighthouse authorities

3.2.13 It is essential that all Local Lighthouse Authorities who are involved with the
establishment, maintenance and navigational marking of the approaches to the
harbour, identify all users and provide for effective consultation, notification and
advice to ensure that users are fully informed of proposed developments or
changes to the harbour as required by the GLA.

3.3 Consultation with Employees, Contractors or other

Related Service Providers
3.3.1 Whilst responsibility for port marine safety remains with the duty holder,
employees and others may in turn be accountable to the organisation through
contracts of various kinds. All are responsible for their own safety at work, but this
does not divide or dilute the organisations particular responsibility. So, the
decisions on policies and procedures are ultimately for the organisation itself to
take and it is for them to see that they are effectively communicated to, and
observed by, those whose activities are regulated or affected by the systems put in
place.

3.3.2 A harbour authority or organisation is unlikely to employ all those who work in its
port or facility. For example, pilots may be engaged through a contract for
services with a pilot co-operative; tug crews and others may work for service
providers either contracted to the port or to particular terminal operators. All
employers have a responsibility for the safety of their workforce. Consulting and
involving employees, as appropriate, on the organisations risk assessment helps
them to discharge that responsibility.

3.3.3 Organisations regulation of port marine activities within their jurisdiction aims
among other things to secure the safety of all those engaged in those activities in
any capacity. It is to be expected that anybody whose safety is being so regulated
may have something to contribute to a risk assessment or review of procedures
and it is good practice to make an opportunity for them to participate. It may be
appropriate in some cases to consult members of these groups through their own
employers – and a consensus is most likely to be achieved in this way. At the
same time, such groups may also have trade union representatives, who feel
strongly that they should have an opportunity to contribute to the risk assessment.
The Department considers that it is good practice to give that opportunity.

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Section 4: Risk Assessment

Introduction
This section provides guidance on the following:

●● The relationship between risk assessment and the MSMS

●● The importance of using consultation during the risk assessment process
●● The key elements to risk assessment
●● Types of risk assessment
●● When to carry out a risk assessment

4.1 Introduction
An organisations safety policy should promote a positive safety culture,
fostered by the visible and active leadership of senior management. Its aim
should include the motivation and empowerment of staff to work safely, not just
to avoid accidents. Policy and related procedures should be underpinned by
effective staff involvement and participation, and sustained by effective
communication and promotion of competence.
The aim of a safety management system is to minimise risks. Risk assessment
methods are used to decide on priorities and to set objectives for eliminating
hazards and reducing risks. Wherever possible, risks are eliminated through
selection and design of facilities, equipment and procedures. If risks cannot be
eliminated, they are minimised by physical controls, or as a last resort, through
systems of work. Performance standards are established and used for
measuring achievement. Specific actions to promote a positive safety culture are
identified.
4.1.1 The agreed national standard, the Port Marine Safety Code, relies upon the
principle that organisations will base their policies, and procedures relating to
marine operations on a formal assessment of hazards and risks to marine
operations. They should maintain a formal navigational safety management
system (SMS) developed from that risk assessment and any subsequent
supporting risk assessments deemed necessary as the SMS develops and
evolves over time and as a result of changing trade and port usage.

Risk assessment and safety management systems

4.1.2 This guide uses the terms risk assessment and safety management systems.
The table below shows that one is part of the other. It also shows that risk
assessment comprises several distinct activities. Since any system will be
overlaid on existing measures, the value of these needs to be taken into
account at the assessment stage of the cycle.

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Figure 1. Relationship between safety management system and risk assessment

Risk Assessment

Identification
Safety
Management
System

In short:

●● a risk assessment identifies and defines the risks;

●● a safety management system manages the risks.

4.1.3 The Code promotes a formal process to provide structure, and ensure that the
safety management system is comprehensive and demonstrably fully effective. It
might be useful to compare your existing procedures with those of other ports and
draw on the recommendations and lessons learnt from MAIB publications.
Ultimately however, a safety management system and the supporting risk
assessment must be specific and relate to the port in question, its trade,
topography, environment and scope of marine operations.

4.1.4 Safety management systems have to be maintained as a continuous cycle of

review and re-assessment. Risk assessment is therefore recurrent. When an
organisation adopts formalised safety management it is likely to begin with a new
and comprehensive assessment of risk. This will always be a starting point and will
establish a basis for regular review and the ongoing development and evolution of
the port’s marine safety management system.

Consultation
4.1.5 Safety is the business of everyone concerned in the provision and support of
marine operations, whether commercial or leisure, and is no longer just the
responsibility of the statutory harbour authority or navigational authority.

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4.1.6 It is essential to Involve those working in and using the port and others in the risk
assessment process and subsequent reviews and development, utilising their
specialist knowledge and skills. Harbour authorities are required to identify
hazards and to develop or refine procedures and defences to mitigate those
risks. It is good practice to establish channels of consultation which can be used
for this purpose. In addition, especially for those ports with only a regulatory
function, it is also very important to involve port users, practitioners, operators
and those with an interest in the operation of the port, as necessary. They too
have a significant contribution to make to the development and maintenance of
the safety management system.

4.2 Risk Assessment

A safety management system should be informed by and based upon a
formal risk assessment of the port’s marine activities (routine and non-
routine), a documented, structured and systematic process comprising -
●● the identification and analysis of risks;
●● an assessment of these risks against an appropriate standard of acceptability;
●● a cost-benefit assessment of risk reducing measures where appropriate.

There should be a critical appraisal of all routine and non-routine activities.

Those involved should not just include employees, but others including
members of the public, contractors and users of the port.
Assessing risks to help to determine precautions can be qualitative or
quantitative. Quantified risk assessment is not a requirement, and may not
be practicable. Legal limits may apply in some cases. Risk assessments
should be done by competent people, especially when choosing appropriate
quantitative risk assessment techniques and interpreting results.
A positive, analytical approach is needed to enhance marine safety within the
port and harbour approaches, including considering past events and
accidents; examining potential dangers and the means of avoiding them.
The process of assessment is continuous, so that new hazards and changed
risks are properly identified and addressed. At the very least, a formal review
of the whole plan should be conducted at least once every five years.

4.2.1 There are two types of risk assessment:

●● The planned, formal risk assessment (as referred to above), which is written
down and provides the framework to describe how all risk assessments are
carried out in practice.
●● A dynamic assessment which helps the individual to assess a situation which is
constantly changing.

The aim of a risk assessment is to define and minimise the risks that have to
be managed.

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Definitions
4.2.2 This section makes a distinction between hazard and risk:

●● Hazard is something with the potential to cause harm, loss or injury

●● Risk is a combination of frequency of occurrence and consequence (outcome).

Stages

4.2.3 The aim of a risk assessment is to define and minimise the risks that have to
be managed. Risk assessment techniques are fundamentally the same for
large and small ports, but the execution and detail will differ considerably. A
risk assessment will typically involve five stages:

1. Problem identification, scoping and risk assessment design

(information gathering)
2. Hazard Identification
3. Risk Analysis;
4. Assessment of Existing Risk Control Measures; and
5. Identification of new Risk Control Measures.
4.2.4 A port’s risk assessment should aim to identify the hazards that may occur, the
events that may cause them and the risk control measures used to mitigate them.
In order to further refine the risk assessment it may be appropriate to identify high
risk operations and locations (e.g. for collision or grounding) within the port area
and key vessel types thereby allowing more detailed assessment of the risk
associated with the hazard.

Triggers for risk assessment review

4.2.5 The review of hazards normally takes two forms – proactive and reactive. The
proactive approach establishes a structured and regular review (frequency will
be dependent upon the outcome of the risk assessment and whether hazards
are deemed to fall within the ALARP band) of the identified hazards. This
involves the re-assessment (review) of hazards, their potential frequency,
outcomes and consequent risk and associated risk control measures

4.2.6 The reactive approach prompts a review and identifies new hazards (and/or
changes to existing hazards) following a change in trade or the scope of marine
operations in the port, or following an incident or near miss, where the hazard may
or may not have been identified previously in the risk assessment.

4.2.7 All risks need to be reviewed; higher ranked risks should be reviewed more
frequently than those ranked lower and will require greater management time and
attention. Poor or inadequate or out of date risk assessments are one of the
factors identified in MAIB reports.

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Stage 0.
Problem identification, scoping and risk assessment
design (information gathering)
4.2.8 Anybody undertaking a risk assessment has to start by taking stock of the
organisation, its culture, policies, procedures and priorities, and assessing
the existing safety management structure.

4.2.9 One approach is to use this stage to inform consultation with those working in
and using the port, and others; another is to do that consultation as part of this
first stage. This stage and a full consultation exercise are not alternatives.

4.2.10 Taking stock covers a review of:

●● the adequacy and completeness of any established incident database or similar

records;
●● current management procedures, including pilotage, navigation management
(including VTS); hydrography / conservancy, marine operations, etc.,
●● Consider seeking advice from and sharing best practice with other ports. The
exchange of risk information is encouraged to promote good practice and
inclusivity.
●● Review MAIB reports and other investigative reports which make
recommendations about incidents which have taken place in a harbour.
●● Those port users affected by a particular risk should be informed and involved.
It is likely to involve a structured process, involving interviews with

●● senior managers;
●● management, port operations personnel, pilots, and other selected staff;
●● a broad sample range of port users and operators;
and should include:

●● auditing of selected marine/navigational safety procedures;

●● utilisation of a structured questionnaire to provide feedback on the value
placed by staff and users on the various management systems in place;
●● familiarisation visits to VTS or appropriate operations rooms and tripping with
pilots;

It will aim to develop an initial list of hazards.

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Stage 1.
Hazard Identification
4.2.11 Any list of hazards will include those already known (for example from incident
records) and the existing defence mechanism/safety management system relating
to them. The collective process needs to identify new hazards which may have
been ignored, created by new trade or changes in marine operations or
overlooked in the past. A hazard may occur as a result of one or more events
taking place, for example a vessel may ground because a pilot did not board at the
usual place and the vessel proceeded further inbound than planned. A harbour
authority manages these events and minimises their opportunity for occurrence by
use of control measures and risk mitigation measures.

4.2.12 Within the process of hazard identification and risk assessment, ports should
take due regard of the link between:

●● the port authority

●● terminal operators
●● vessel operators

4.2.13 Structured meetings need to be held during this process involving relevant marine
practitioners at all levels. Port users, including groups such as PEC holders,
commercial operators, leisure users, boatmen, tug operators, crew and possibly
other regulators and agencies, is required. Where harbour authority areas abut,
liaison with that authority is essential. There will also be benefit in consulting with
other bodies including those who represent the users or workforce and
neighbouring local authorities.

4.2.14 This stage should also identify the potential outcomes should the identified events
happen. One useful approach is to consider both the most likely and the worst
credible outcomes (set against likely frequency of the event happening in each
case). This approach provides a more realistic and thorough assessment of risk,
which reflects reality, in that relatively very few incidents result in the worst
credible outcome. On the standard 5 x 5 risk matrix used by many ports, these
incidents score highly for outcome, but this is tempered by a low score on the
frequency axis (an example of a basic matrix is provided at 4.2.25)

Stage 2.
Risk
Analysis
4.2.15 Hazards need to be prioritised. A method which combines an assessment of the
likelihood of a hazardous incident and its potential consequences should be
used. This is likely to be a matter of judgement best taken by those with
professional responsibility for managing the harbour. The assessments of others
can be gathered by a further round of consultation on that judgement.

4.2.16 The frequency of incidents can be established in part using historical data
identified in the first stage of the work. It can be determined using a qualitative
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scale or on a Operations
per-shipping movement basis, or a combination of the two. There are a
number of software tools now available to help in this process and to assist in the
subsequently developed safety management system.

4.2.17 The likelihood of a hazardous incident and its potential consequences can often
be determined with reference to historical data. However, it should be borne in
mind that following an incident the risk of it re-occurring should have been reduced
by management action. Therefore any assessment of frequency and consequence
is likely to rely to a certain extent upon the judgement of the assessors or others
capable of making such a qualified estimate. Historical data alone will not provide
a true assessment of the risk of the current operations, nor will it necessarily
reveal an extremely remote event.

4.2.18 Risks and the impact of identified outcomes should normally be assessed
against four criteria; the consequence to:

●● life (public safety);

●● the environment;
●● port and port user operations (business, reputation etc); and
●● port and shipping infrastructure (damage).

4.2.19 Such an approach not only assesses the impact of hazards on port safety, but
also their impact on other important areas of the port infrastructure. It may be
appropriate to divide the harbour into several different areas for this process.

4.2.20 IMO Guidelines define a hazard as “something with the potential to cause harm,
loss or injury” the realisation of which results in an accident. The potential for a
hazard to be realised can be combined with an estimated (or known)
consequence of outcome. This combination is termed “risk”. Risk is therefore a
measure of the frequency and consequence of a particular hazard. One way to
compare risk levels is to use a matrix approach (figure 2):-

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Figure 2. Example Risk Matrix

Severe Catastrophic
INTOLERABLE
CONSEQUENCE
Significan
t

ACCE PTABLE
Minor

Extremel Remote Reasonabl Frequent

y y
Remote Probable

4.2.21 At the low end of the scale, frequency is extremely remote and consequence
minor; risk can be said to be negligible. At the high end, where hazards are
defined as frequent and the consequence catastrophic, then risk is very high.

Stage 3.
Assessment of existing measures
4.2.22 Risk assessment necessarily includes a review of existing hazards and their
associated risk control measures. As a result, new risk control measures (or
changes to existing risk control measures) may be identified for consideration,
both where there are gaps in existing procedures and where risk controls need to
be enhanced. Some control measures might also be relaxed so that resources
can be re- designated to meet a new priority. Care should be taken to ensure that
any new hazards created as a result are themselves identified and managed. The
overall risk exposure of the organisation itself will be identified during this stage
and will allow recommendations to be made to enhance safety.

Stage 4.
RiskControl
4.2.23 All final decisions about risk control methods should take into account
relevant legislation, which establishes minimum standards. Human factors
should be considered. The aim is reduce risks as low as reasonably
practicable. There is a preferred hierarchy of risk control principles:

●● eliminate risks – by avoiding a hazardous procedure, or substituting a less

dangerous one;
●● combat risks – by taking protective measures to prevent risk;
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●● minimise risk – by suitable systems of working.

If a range of procedures is available, the relative costs need to be weighed

against the degree of control provided, both in the short and long term.

4.2.24 The aim of assessing and managing marine operations in harbours is to reduce
risk as low as reasonably practicable (‘ALARP’). Judgement of risk should be an
objective one, without being influenced by the financial position of the authority.
The degree of risk in a particular activity or environment can, however, be
balanced on the following terms against the time, trouble, cost and physical
difficulty of taking measures that avoid the risk. If these are so disproportionate to
the risk that it would be unreasonable for the people concerned to incur them, they
are not obliged to do so. The greater the risk, the more likely it is that it is
reasonable to go to very substantial expense, trouble and invention to reduce it.
But if the consequences and the extent of a risk are small, insistence on great
expense would not be considered reasonable.

4.2.25 Risks may be identified which are intolerable. Measures must be taken to
eliminate these so far as is practicable. This generally requires whatever is
technically possible in the light of current knowlede, which the person concerned
had or ought to have had at the time. The cost, time and trouble involved are not
to be taken into account in deciding what measures are possible to eliminate
intolerable risk.

4.2.26 The application of environmental consequences to the safety management

system (and appropriate risk control measures) is essential.

Consultants and external advice

4.2.27 Harbour authorities may choose to undertake the risk assessment process and
the subsequent development of a safety management system in house or to
employ consultants or a mixed approach entirely at their discretion. An external
consultant is likely to be best employed as a facilitator. In this way, the
commitment of management, the contribution by port users, and the
consequential sense of ownership should be unaffected by the use of an external
risk assessment expert.

4.2.28 The aim is to use sufficient expertise to secure a good outcome. The risk
assessment and safety management system needs to be thorough,
comprehensive and relevant, to the physical constraints of the port or facility and
the type, size, and frequency of shipping handled.

4.2.29 Consultants are especially useful for the hazard identification stage of formal risk
assessment. They should apply a systems approach to the problem and not a
situational approach which would normally be used by stakeholders close to the
problem. Consultants will also encourage the inclusion of the widest range of
stakeholders possible (especially external stakeholders) in the identification
process.

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Figure 3. Example of a Risk Assessment Form

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4.3 Dynamic Risk Assessment

4.3.1 Dynamic risk assessment (DRA) is used to evaluate the situation, tasks and
persons at risk when carrying out any form of activity – whether routine or
unusual. This process helps an individual to effectively assess a situation as it is
unfolding. The person can continuously assess the circumstances and adjust his
or her response to meet the risk presented moment by moment.

4.3.2 Examples of using DRA to deal with the unexpected might include.

●● when handling a major incident;

●● if an obstruction occurs in a navigation channel;
●● navigation of vessels in particularly poor visibility
●● equipment failure (either on board a vessel or ashore)
●● a combination of the above.

It is essential that the generic risk assessment for the project describes clearly
who is responsible for the subsequent DRA.

Monitoring that dynamic risk assessments are taking place.

4.3.3 It is unlikely that DRAs will be formally recorded, so there will be less evidence that
the process is in fact taking place. Nevertheless, during monitoring and inspection
exercises, it should be possible to demonstrate that it occurs. For example,
discussions with persons recorded as being competent to carry out dynamic risk
assessments should elicit examples of on-going work and decisions which reflect
(amongst other things) how health and safety considerations have been included
in their thinking. Over time, some of these dynamic assessments will lead to a
review and revision of the planned/formal risk assessment, and there will be
evidence of this. Managers can question staff about the health and safety
implications of developments at any time, and make a brief note that they have
done so. Routine team or individual progress meetings, or meetings to discuss the
effectiveness of performance could also be used for this purpose.

4.3.4 There may also be examples of individuals reaching the limits of their
competence, and asking for the work to be stopped until they have more
training, information, assistance or resource – which should result in a review of
the original assessment.

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Section 5: Marine Safety

Management Systems
(MSMS)
Introduction
This section provides guidance on the following:

●● The importance of a formalised audit and review of the MSMS

●● Objectives of a marine safety policy
●● Key elements to consider including into a MSMS

5.1 Audit and Review

5.1.1 A systematic audit and review must be carried out to ensure the MSMS is being
operated effectively. An internal audit must be carried out [every year] and a
statement about the performance standard of the port should be included in the
annual report. An external audit or peer review should take place every three
years, informing the 3-yearly publication of the marine safety plan and the
Authority’s performance against the previous plan, as required by the Code. The
designated person will present any findings from the audit/peer review process to
the duty holder for their consideration and any remedial action.

5.1.2 A peer review of the MSMS (i.e. undertaken by one port on behalf of another port)
is an acceptable form of external audit. Both must be undertaken by competent
persons (by reason of qualifications and experience) and the port undertaking
such a review must be independent of the port it is reviewing in operational and
commercial terms. Ultimately it is the Duty Holder’s responsibility to satisfy itself
that a peer review will provide an appropriate level of rigor and independence to
meet the requirements as defined by the Code.

5.1.3 As part of the audit/review process the MSMS also needs to reflect any lessons
learned form other ports and in particular take note of and incorporate as
necessary and appropriate, the recommendations and conclusions of any port
related MAIB investigations.

5.1.4 A good example of the structure for a MSMS can be found at Annex A. Many
ports publish their MSMS and make it available via the web.

5.1.5 An example of the headings used by a large trust port in its MSMS can be
found at annex A of this guidance. Examples of MSMSs for harbour authorities
can also be found on the web.

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The key elements of successful safety management are:

●● effective safety policies setting a clear direction for the organisation to follow;
●● an effective management structure and arrangements in place for
delivering the policy;
●● a planned and systematic approach to implementing the policy through an
effective safety management system;
●● performance is measured against agreed standards to reveal when and
where improvement is needed;
●● the organisation learns from all relevant experience and applies the lessons.

Together these elements constitute a continuous cycle over time, aimed at

ensuring continued achievement of safety goals, and relevance of policies,
plans and procedures; and continuous improvement in safety performance.
Harbour authorities should make the following commitments (to safety policy):
●● to manage the relevant assets of the authority safely and efficiently;
●● to discharge existing statutory duties and powers;
●● to maintain relevant harbour equipment to agreed industry standards;
●● to recruit and train operational staff to nationally agreed competence levels;
●● to ensure that staff are properly trained for emergencies and contingencies.

5.1.6 Your Marine Safety Management System (MSMS) should be developed with
significant input from persons working at the Port (employees and service
providers operating within the port) and supported by a series of risk
assessments. The following diagram presents and overview of the general
outline of an MSMS.

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Figure 4. Overview of a Safety Management System

Description of the Marine Safety Policy

5.1.7 Harbour authorities must be aware of their legislative duties and powers, and
should first refer to any relevant national and local legislation.

5.1.8 As part of their commitment to facilitating the safe navigation and operation of
vessels the harbour authority must also highlight its policy commitments. Advice
about what a harbour authority should include in its marine safety policy is
covered under 2.2.7 of this Guide.

5.1.9 A Description of the organisational roles and responsibilities of marine

staff for maintaining safety should be included within the MSMS and, where
applicable may include the following:

●● the duty holder;

●● the designated person;
●● chief executive,
●● harbour master,
●● Pilot
●● VTS operator
●● Marine operative
●● Hydrographic surveyor
●● Tug crew
●● deputies, assistants and other managers who may be responsible for
ensuring the safety of navigation;

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●● other employees,
●● users / agents,
●● the general public,
●● forums and committees that are in place to implement policies;

Reference also needs to be made to the impact on different port operations and
departments. Remember that one of the core elements of the Code is that all
persons involved in the safety of navigation should be competent (i.e.
appropriately qualified and experienced).

Planning and implementation of procedures:

5.1.10 This section should identify what the present procedures on the major aspects of
marine safety within your port (including the approaches) and document how risk
assessment should be carried out and the emergency response procedures that
will come into force in the event of an incident. It should also set out how
personnel can make themselves familiar with the documentation and what is
required under the SMS.

5.1.11 Common issues which are addressed under the Port procedures section of the
SMS:

●● Regulating the safe arrival, departure and movement within the harbour of all
vessels. The different types of vessel and/or activities should be identified and
rules and standard procedures should be summarised for each type.
●● Procedures for protecting the general public from dangers arising from marine
activities.
●● Procedures for handling adverse conditions (e.g. high wind, dense fog)

Environmental management –

●● Identify acts or omissions that may cause personal injury to employees or

others, or damage the environment.
●● Port marine operations – summarise procedures for:

– ensuring that anchorages are safe – considering the size of vessels;

possible weather conditions and disseminating this information to users
– managing and marking wrecks
– positioning and maintaining aids to navigation.
– Dredging and other civil engineering works
– Conducting surveys and disseminating the results to mariners.
– Application of compulsory pilotage.

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Measuring performance:
5.1.12 Harbour authorities must have a database or system to record incidents
(including near misses). Performance should be measured against periodic
audits; reviews; safety inspections; following a report of an incident, an incident
investigation or an informal report/observation. The port is expected to evaluate
performance and identify any lessons learnt and improvements to be made to
operational procedures.

Audit and Review:

5.1.13 A systematic audit and review must be carried out to ensure that the MSMS is
being operated effectively. An internal audit should be carried out [every year],
and a statement about the performance standard of the port should be included
in the Annual Report. An external audit should take place every three years and
a formal review of the whole plan should take place every five years. The
designated person may present any findings from the audits to the duty holder
as part of the auditing and review process.

5.1.14 As part of this process, the MSMS needs to reflect the lessons learnt from other
ports and incorporate the recommendations and conclusions of any port related
MAIB investigation, as appropriate.

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Section 6: Emergency Preparedness and

Response

Introduction
This section provides guidance on the following:

●● The civil contingencies act 2004

●● Dangerous Goods in harbour areas
●● Explosive licences
●● Control of Major Accident Hazard regulations
●● Prevention of Oil Pollution
●● procedures and emergency plans for dealing with fumigated cargoes
●● Working with other authorities and organisations
●● Managing Search and Rescue
●● Port and National Emergency Plans

6.1 Introduction
6.1.1 The Code states that a safety management system should make preparations
for emergencies – and these should be developed implemented, maintained,
operated effectively and revised periodically.

Civil Contingencies Act

6.1.2 The Civil Contingencies Act 2004 provides a single framework for civil protection
in the UK. The Act is separated into two parts: local arrangements for civil
protection (Part 1) and emergency powers (Part 2). Part 1 of the Act (and
supporting Regulations and statutory guidance on emergency preparedness) sets
roles and responsibilities for those involved in preparing for emergencies, at the
local level. The Act divides responders into two categories:

Category 1 – Local Authorities, Emergency Services, Health and

Miscellaneous; Category 2 – Utilities, Transport, Health and Safety

Harbour Authorities” fall within a category 2 organisation. This category of

responder are viewed as “co-operating bodies” under the Act, and are less likely to
be involved in the heart of the planning work, but will be heavily involved in
incidents that affect their sector or operations, including compliance with other
legislation. Duties placed on category 2 responders are those of co-operation and
information sharing with category 1 responders. This usually works within a multi-
agency planning framework,
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including participation in Local Resilience Forums and emergency
management training and exercising events.

6.1.3 With respect to the Civil Contingencies Act 2004, “Harbour Authority” means a
harbour authority, within the meaning of the Harbour Act 1964 section 4(9),
which means a person engaged (whether or not in the exercise and
performance of statutory powers and duties) in improving, maintaining or
managing a harbour.

6.1.4 It is usual to think of emergencies as unexpected, the challenge to those with

professional responsibilities for safety is not to be taken by surprise.
Contingencies to be considered, where appropriate, can range from designating
places of refuge and potential beaching points for vessels, to considering the
effects of a port asset failure. The emergency might be a vessel suffering from a
flooding engine room to a vessel fire. Alternatively the emergency could be with
general maritime public events or pleasure boating. Whatever the situation, by
taking a planned approach, exercising the effectiveness of such a plan and
modifying the plan when necessary, will reduce the impact of any emergency.

6.2 Dangerous Goods

Dangerous Goods in Harbour Areas Regulations (DGHAR) 2016
6.2.1 The Dangerous Goods in Harbour Areas Regulations 2016 define the meaning of
a dangerous goods and sets out the requirements for entry into the harbour area.
It includes the harbour master’s powers, marking and navigation of vessels,
handling of dangerous goods, bulk liquids, packaging and labelling, storage and
explosives. It requires the preparation of emergency plans by harbour authorities.

6.2.2 Before Dangerous Goods can be handled within a harbour area, the harbour
authority must prepare an effective emergency plan. The harbour authority must
consult the emergency services and any other body it considers appropriate in the
preparation of such a plan. The harbour authority can appoint inspectors to
enforce the entry of dangerous goods into the harbour area and ensure the
marking and navigation of vessels is carried out in a safe manner. This is
particularly important to ensure third parties maintain adequate safety standards.

6.2.3 A harbour master also has powers to prohibit the entry into a harbour of any
vessel carrying dangerous goods, if the condition of those goods, or their
packaging, or the vessel carrying them is such as to create a risk to health and
safety, and to control similarly the entry on to dock estates of dangerous goods
brought from inland (as prescribed in the DGHAR). The harbour master also has
powers to regulate the movement of vessels carrying dangerous goods. Prior
notice must be given to bring dangerous goods into a harbour area from sea or
inland. The period of notice is normally 24 hours, although the harbour master
has some powers of discretion on both the period and form of the notice. Harbour
authorities have a duty to prepare emergency plans for dealing with dangerous
goods.

6.2.4 The Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations
1997 implement Chapter VII of the International Convention for the Safety of Life
at Sea (SOLAS), the requirements of Annex III of the International Convention for
the Prevention of Pollution from Ships (MARPOL) and Article 4 of Council
Directive No. 93/75/EEC. For dangerous goods and marine pollutants in packaged
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form these Conventions are administered Operations
through the provisions of the
International Maritime Dangerous Goods (IMDG) Code. The Regulations define
the responsibilities of a number of persons in the packaged goods transport chain
from shipper or consignor through to its destination or consignee.

Explosives
6.2.5 It will be the case that if the harbour authority handles certain types of explosives
then an explosives licence will be required. Explosives licences are issued by
the HSE, the procedure for application is set out in Part 5 (Reg. 16) of the
DGHAR. The harbour authority must have a separate explosives plan. The
harbour authority must appoint an Explosives Security Officer if explosives are
being handled. The harbour authority must keep a record for a period of 5 years
of all explosives handled.

6.2.6 The harbour authority may also be classified as the berth operator and owner.
Under these circumstances they should take all precautions to minimise the
effects of fire and explosion. Adequate access to berths must be ensured at all
times.

Control of Major Accident Hazard Regulations (COMAH)

6.2.7 If certain dangerous goods are stored in large quantities then the (COMAH)
Regulations will apply. This legislation applies to the operator of the specific
site, it also considers the type of substance, the quantity stored and what other
combinations of product are stored in the area. The outcome of this will dictate
the tier in which the site will be placed, either top-tier or lower-tier.

Guidance can be obtained from the HSE about top-tier and lower-tier sites.

Fumigants
6.2.8 It has long been the practice to fumigate certain containerised (e.g. wood
products) and bulk (e.g. cereal and animal feed) cargoes in transit on board
ship. The process of marine fumigation begins with fumigant application to the
cargo at the load port, continues with fumigant exposure during the voyage and
ends with degassing and fumigation control at the discharge port.

6.2.9 Fumigated cargoes, transported by sea, should be carried in accordance with the
International Maritime Organization’s (IMO) Recommendations on the Safe Use of
Pesticides in Ships. Vessels carrying fumigated cargoes should notify the port
prior to arrival. Phosphine (from aluminium phosphide, magnesium phosphide or
direct from cylinders) is the only fumigant currently approved under the IMO
Recommendations. It is toxic to humans and has proved fatal at exposures above
the exposure limit (see MAIB Accident Flyer 1/2008).

6.2.10 UK ports should put into place procedures and emergency plans when dealing
with fumigated cargoes. Communication and cooperation of all involved
parties on ship and shore are important in providing effective safety for those
who might be affected by exposure to fumigants and other toxic substances.

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6.2.11 The following guidance should be consulted by organisations handling vessels
who undertake marine fumigation:

The HSE publication HSG251 ‘Health and safety guidance for employers
and technicians carrying out fumigation operations’ (updated in 2015)
http://ww.hse.gov.uk/pubns/priced/hsg251.pdf.

MSN 1718 (M) ‘The safe use of pesticides in ships’

https://www.gov.uk/government/ publications/msn-1718-the-safe-use-of-
pesticides-in-ships

However the MGN 284(M+F), ‘Recommendations for ships carrying fumigated

bulk cargoes’
https://www.gov.uk/government/uploads/system/uploads/attachment_
data/file/440060/284.pdf

6.3 Dangerous Vessels

Dangerous Vessels Act 1985
6.3.1 Section 4 of the Code notes that, under this Act, a harbour master may give
directions prohibiting the entry into, or requiring the removal from, the harbour of
any vessel if, in his opinion, the condition of that vessel, or the nature or condition
of anything it contains, is such that its presence in the harbour might involve a
grave and imminent danger to the safety of persons or property or risk that the
vessel may, by sinking or foundering in the harbour, prevent or seriously prejudice
the use of the harbour by other vessels. The harbour master must have regard to
all the circumstances and to the safety of any person or vessel.

6.3.2 Directions given under the Act by a harbour master may be over-ridden by
the Secretary of State. This power is likely to be exercised through SOSREP,
having assumed powers of intervention relating to the salvage of the casualty.
It is good practice to use the formal statutory procedures, where appropriate,
since they provide a framework for managing responsibility for a casualty.

6.4 Prevention of Pollution

6.4.1 A harbour master may detain a vessel if he or she has reason to believe that it
has committed an offence by discharging oil, or a mixture containing oil, into the
waters of a harbour; (section144 of the Merchant Shipping Act 1995).

6.4.2 Notice must be given to a harbour master before oil is transferred at night to or
from a ship in any harbour as per Section 135 of the Merchant Shipping Act
1995. This requirement may be supplemented by harbour byelaws regulating
transfers at any time. Byelaws may also regulate the offloading of oily water and
oil waste residues. All oil spills into harbour waters must be reported to the
harbour authority as per Section 136 the Merchant Shipping Act 1995.

Harbour authorities’ powers are considered to be wide enough to empower them to

clear oil spills from their harbour.

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6.4.3 All oil spills into harbour waters are to be reported and harbour masters have
powers to board ships to investigate possible offences.(section 136 /259(6)
Merchant Shipping Act 1995

6.4.4 There is also a duty on harbour authorities, under the Merchant Shipping (Oil
Pollution Preparedness Response and Co-operation Convention) Regulations
1998 (the OPRC Regulations), to prepare a plan to respond to oil spills in their
waters for approval by the Maritime and Coastguard Agency on behalf of the
Secretary of State.

6.4.5 It is good practice, through local procedures, for the management of the risk of
oil pollution to be part of the overall safety management system for marine
activities in the port. Measures to respond to pollution, should it arise, should be
part of that system, although a separate contingency plan has to be approved
by the MCA.

Scope of harbour authority responsibilities

6.4.6 The OPRC obligation arises if a port has oil handling facilities (of vessels over 400
GT or oil tankers over 150 GT), bunker vessels, or a turnover in excess of £1
million, The 1998 Regulations are now the principal legislation on counter
pollution from a harbour authority perspective.

6.4.7 The obligation in the Regulations relates to pollution, or risk of pollution, by oil
being discharged into harbour waters. The requirement is to plan to remove oil
pollution from the harbour waters; and from structures owned by the harbour
authority. The National Contingency Plan assumes that the cleaning of the
shoreline is assigned to local authorities and the landowners; and port plans
should do the same.

6.4.8 Harbour authorities should have in place sufficient equipment to adequately deal
with a Tier 1 response. They should also have in place a contract with a MCA
approved response company that has the capability to respond to a Tier 2
spillage. If the MCA declare a Tier 3 spillage, they will provide additional
assistance.

Oil Pollution Risk assessment

6.4.9 The process begins with a potential pollution assessment and potential pollution
depends upon what vessels use the port – or might use it in an emergency
(likelihood). The assessment of consequences requires consideration of where in
the harbour oil pollution is likely to occur; and where the oil is likely to cause
damage.

Incidents threatening pollution and safety

6.4.10 The Secretary of State has power under the merchant shipping act 1995 to give
directions to a harbour authority, a harbour master, and certain other persons
where an accident has occurred to or in a ship and, in his opinion, there is a risk
to safety or that there is a risk of pollution by a hazardous substance. The
Secretary of State’s Representative (SOSREP) has been appointed to exercise
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these functions. The person directed may be required to take, or to refrain from
taking, such action as may be specified. Among other things, the direction may
require that the ship is moved, or not moved to or from a specified area, locality or
place, that any oil or cargo should or should not be discharged, or that specified
salvage measures should be taken. The Secretary of State also has wide powers
to take action or authorise others to do so where it is considered that issuing directions
would not be sufficient.

6.4.11 Directions may or may not be given in writing (though if not given in writing they
will be confirmed in writing as soon as is reasonably practicable). Persons to
whom a direction is given must try to comply with the direction in a manner which
avoids risk to human life. A person who does not comply with the direction or
intentionally obstructs anyone acting on behalf of the Secretary of State is
subject, on summary conviction, to a fine of up to £50,000 on summary
conviction (there is no limit to the fine following a conviction on indictment).

Places of Refuge
6.4.12 The MCA and SOSREP are responsible, under the Safety of Life at Sea
Convention (SOLAS), for providing shelter for maritime casualties which may
require the use of waters within a port as a place of refuge. To assist in this the
MCA work with harbour authorities to develop and maintain a register of potential
places of refuge. The help likely to be required will depend upon the port and
passing traffic as well as the facilities likely to be available. It is therefore good
practice for harbour authorities to plan for the reception of a casualty and to make
any such plan part of their emergency planning.

Government support for large spills (Tier 3)

6.4.13 Under a Merchant Shipping Act, the UK Government has prepared a National
Contingency Plan (NCP) to manage very large spillages. The plan details
harbour authorities powers and SOSREP’s function.

6.4.14 The Port Oil Spill Contingency Plan should be complementary to the NCP. The
pollution potential assessment might identify that spillages in excess of the Tier 2
limit may occur and, unless the harbour authority also plans a response in excess
of Tier 2, the Government’s help under the NCP will be required. In any event,
there is a power to intervene in all cases.

6.4.15 It is therefore important to share the potential pollution assessment with

SOSREP: MCA need to plan for the areas where spillages beyond the local
response capability may occur. The harbour authority, in turn, needs to share such
a plan..

6.4.16 The National Contingency Plan assumes that, for an incident occurring inside a
harbour authority’s jurisdiction, the harbour master will be in control of the incident
response from the outset, although they may not remain so. Command and
control may pass to SOSREP – either because it is a very large spillage, or
because powers of intervention have been exercised. It is crucial that harbour
authority plans should deal with this. To avoid confusion during an incident, it must
be clear how the harbour authority’s resources (including its personnel) will fit
under SOSREP’s command and control. It is also important to identify as clearly
as practicable, in the harbour authority’s plan, the circumstances in which that
transfer of control is likely to occur.
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Consultation
6.4.17 Plans should be compiled in consultation with adjacent ports, Local Authorities,
the Department for Environment Food and Rural Affairs (DEFRA), the
Environment Agency and Natural England and their equivalents under the
devolved administrations. The plan must then be submitted to the MCA for formal
approval. Some of the agencies required to be consulted have to prepare
response plans of their own. They need the harbour authority’s pollution potential
assessment; and can assist greatly with the assessment of consequences. It is
therefore good practice to involve them from the outset in the port plan: it is not
good practice to make a first approach with a completed draft.

Resources
6.4.18 A harbour authority should have an adequate number of trained personnel capable
of managing a Tier 1 pollution incident. Additional resources needed to cope with a
Tier 2 spillage can include mutual help agreements with other ports, oil companies
and local authorities, and resources may also be available from oil spill contracting
companies. There is no requirement for a harbour authority to actually have in
place arrangements with an approved response company but there must be a
formal agreement in place to ensure that a response will be guaranteed in the
event of an accident. The harbour authority has to demonstrate in the plan and
through the arrangements they have made that they can respond to a Tier 2
spillage. It is prudent to share with other local interest’s information about the
external resources being relied upon – if only to ensure that they are not double-
counted. This also applies to SOSREP’s plans.

6.5 Working with other Authorities

6.5.1 Those preparing harbour authority emergency plans should consult other
interested agencies from the start. They may be formally consulted before plans
are submitted for final approval, but this process may be quicker if the agencies
are involved throughout. Many of these agencies also have statutory obligations
to meet in their own right. The specific responsibilities of each agency can be
obtained from them.
Police
6.5.2 The role of the police is to:

●● The protection of life and property;

●● act as overall co-ordinators of any major incident on land;
●● secure evidence and protect the scene;
●● investigate the incident if they suspect a crime has been committed;
●● identification of the dead on behalf of the coroner;
●● prevention of crime.

In the event of a major incident outside of the port area the police are overall
co- ordinators but this is not the case in the event of a port marine incident
unless it is suspected a crime has been committed
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Emergency Services
6.5.3 The harbour master, and the
master of any vessel involved,
should give every reasonable
assistance to the fire, police,
ambulance and other emergency
services for dealing with,
alleviating or preventing any
emergency. At any fire, the Senior
Fire Officer shall have sole charge
and control of all operations
subject to the overall authority of
the master if on board ship (Fire
Services Act of
1947 and Fire Precautions Act 1971) although they are not in charge of ship safety
and other marine matters. There are nominated fire and rescue services who will
respond to an offshore incident.

Environmental Agencies
6.5.4 Environmental Agencies are responsible for pollution prevention guidance and
water quality in all controlled waters; which include ground waters, fresh waters,
estuaries and relevant territorial waters (these extend 3 miles seaward from
specific baselines). It is recommended that organisations enter into formal
relationships with applicable environmental agencies, emergency services and
other authorities. Some examples could include:

●● Emergency services
●● Local council authorities
●● MOD, bomb disposal
●● Marine management organization, for marine licensing
●● Environmental agencies
●● Neighboring harbour authorities
●● Government agencies, immigration, UK border agency, MCA

6.6 Health and Safety at Work

6.6.1 Management of Health and Safety at Work Regulations and the Health and
Safety At Work Act place upon the harbour authority a duty of care to take all
reasonable and practical measures to ensure the safety of employees and the
public.

6.6.2 This means that the employer must plan to control all work activities that may
put people, property or the environment at risk.

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6.6.3 The harbour authority should have in place processes or procedures which
control activities under the safety management system for controlled work such
as:

●● Hot work;
●● Cold Work;
●● Diving; and
●● Entering enclosed spaces.
●● Bunkering or refuelling of vessels / craft
●● Vessels requiring engine immobilisation

6.7 Search and Rescue (SAR)

6.7.1 The MCA have a national plan to manage major seaborne SAR incidents. This is
an integrated response relying upon voluntary bodies such as the RNLI and local
resources. Arrangements have been made with various fire services and the
RAF to provide helicopter support.

6.7.2 HM Coastguard is responsible on behalf of the Department for Transport for the
co-ordination of Civil Maritime Search and Rescue within the United Kingdom
Search and Rescue Region (UKSRR). The UK SRR includes those areas within
port and harbour limits.

6.7.3 When alerted or notified by a Harbour Authority, or in the event of being the first
recipient of an alert or notification, HM Coastguard will liaise closely with and
support the Harbour Authority by co-ordinating the “Search and Rescue” phase of
any Distress incident within the harbour limits.

6.7.4 A Distress incident is defined in the International Aeronautical and Maritime

Search and Rescue Manual (IAMSAR) (Vol. 1) as being a situation wherein
there is a reasonable certainty that a vessel or other craft, including an aircraft
or a person, is threatened by grave and imminent danger and requires
immediate assistance.

6.7.5 The Harbour Authority will remain responsible for approving movements and
activities within the harbour/ports limits. HM Coastguard will cooperate and
coordinate with the harbour authority to ensure that harbour traffic and overall
safety of port/harbour operations is maintained and that the SAR response is
efficient and effective. SAR helicopters and rescue boats/lifeboats will ensure that
they communicate effectively with the harbour/port authority to ensure safety of
navigation and safety of personnel and other vessels or craft engaged in
responding to the SAR emergency.

6.7.6 This will require that HM Coastguard and the port/harbour authority maintain
continuous communication, both on radio frequencies in use and by
telephone.

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6.8 National and other Plans

Major Incident Plan
6.8.1 In England and Wales the Police, in response to Home Office instructions, have
drawn up a plan to manage a major incident. Its structure is based upon a tiered
level of response:

●● gold (strategic);
●● silver (tactical);
●● bronze (operational).

6.8.2 The gold, silver and bronze categorisations relate to the function of the post
rather than the seniority of the officer dealing with the emergency.

6.8.3 The plan works on the basis of mutual support with each organisation involved in
the incident providing personnel to provide the relevant expertise.

Regional plans
6.8.4 Each region within the UK has a Coast guard operations centre (CGOC)
specifically designed to manage offshore and inshore incidents. The CGOC also
has a resident MCA Counter Pollution Officer for that region who is responsible
for managing pollution incidents that occur outside Port Limits.

Pollution
6.8.5 Some areas have regional counter pollution plans, which have been compiled
with the input of all relevant agencies, they detail:

●● sensitivity of information;
●● prioritisation; and
●● locations for shoreline response centres and marine response centres.

6.8.6 These plans act as an umbrella support to individual; port and organisational
plans and provide a bridge to The National Contingency Plan.

Local non-port Plans may include:

●● Environment Agency-flood warning and defence
●● Chemical sites
●● Local Authority Emergency and Contingency

Port Plans may include:

●● Search And Rescue
●● Oil Spill Contingency
●● Media
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●● Civil Unrest
●● Grounding
●● Sinking
●● Fire
●● Pollution
●● Air pollution (Toxic cloud)
●● Chemical spillage
●● Bomb threat / terrorism
●● Medical emergency
●● Hazardous substances washed ashore
●● ISPS

6.8.7 Information about planning can be obtained from:

●● Easingwold Emergency Planners College;

●● Nautical Institute Publication The Work of the Harbour Master;
●● local authority emergency planners;
●● emergency services have dedicated personnel who will help (they will also
advise what information they will expect from you);
●● major organisations e.g. BP, Shell, and ICI etc., have dedicated departments
who will provide advice; and
●● visits to other ports and facilities.

Harbour authorities should plan generically as they cannot predict and prioritise
all possible incidents.

6.8.8 Harbour authorities should consider the implications of external incidents e.g. a
chemical plant having an incident creating a toxic plume that drifts across the
port.

6.8.9 It is important to consider all the port characteristics including:

●● tidal port or locks (in some cases both);

●● type of industry in the port or close to it;
●● types of cargo are brought into the port;
●● industry within the port; and
●● environmental considerations.

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Plan Development
6.8.10 The following areas should be considered in your planned approach:

●● planning for existing facilities and vessels;

●● planning for a new type of vessel or trade;
●● planning a new facility within the port or close to it;
●● planning for a major event;
●● planning for an exercise; and
●● planning for an emergency response and major incident.

6.8.11 It should be considered that even the smallest of vessels can cause big
problems. The plans should consider the size of the problem and how best to
manage it, the following levels of port incident may help:

●● minor – the harbour authority is capable of dealing with it with limited resources;
●● port incident – requires additional resources/expertise;
●● major incident – requires a large amount of resources and expertise.

Capability of the Port

6.8.12 This will dictate whether the port can manage an incident or even have the
resources to carry out effective in house planning. Elements of the plan may
include;

Plan Content
●● location of Command and control;
●● manpower;
●● record keeping;
●● event recording;
●● financial records;
●● resources;
●● impact upon the business;
●● cordons;
●● security arrangements;
●● specialists support;
●● corporate image;
●● external intervention;
●● accommodation;

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●● documentation;
●● continuity;
●● good communications;
●● picture building facilities;
●● decision-making (pre-planned);
●● the effect of events covering prolonged periods (Watch keeping);
●● duty rostering and rest periods Location; and
●● media.

Training and Exercises

6.8.13 (Exercise Planners guide Home Office Production)

Training Exercises
●● seminars – good for rolling out new plans;
●● table tops – very cost efficient, enables good control of the exercise and
enables the big picture;
●● Live exercise large scale – enables real life real time scenarios to run.

Capabilities and limitations of the facilities which organisations can offer to

support vessels requiring emergency assistance
6.8.14 This guidance is based primarily on the experiences arising out of a fire on the
main vehicle deck of the “Commodore Clipper” (MAIB Report No 24/2011) which
can be found at: https://assets.digital.cabinet-office.gov.uk/
media/547c6fb0e5274a428d000037/CommodoreClipperReport.pdf

6.8.15 This raised issues for ports largely concerned with berthing and access. As a
result of the incident, ports were recommended to identify and list both the
capabilities and limitations of the facilities they could offer in support of vessels
requiring emergency assistance once they were alongside.

In such a case the prime areas for consideration are:-

Berth availability, including:-

●● Ship position at berth (bow and/or stern/side door or bow/stern door only) and
effect of this on passenger access.
●● Tidal limitations of portable gangways.

Berth access and potential restrictions, including:-

●● Quay side access restrictions due to gangway building structures.

●● Availability of suitable portable gangway equipment.

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●● Position on berths/ships where gangway equipment can be rigged.

●● Availability of appropriate equipment to lift gangway to ship (or other plant).
●● Landing stages to receive evacuees from lifeboats.
●● Plant and equipment availability.

Availability of technical expertise, including:-

●● Technical staff to burn off ships’ rails to gain access

●● Divers
●● Plant operators

Ports will also need to consider how support from cargo handling equipment and
other port infrastructure might be provided to the principal vessel types they
receive which can assist in dealing with the emergency. Below are some
examples of support equipment which might be deployed.

Ports are recommended to carry out a trial to assess their respective strengths
and weaknesses, and to ensure that full use of all available resources has been
considered.

Examples of support equipment may include:-

●● RoRo trailer tugs/tractors

●● Cherry pickers
●● Cranes
●● Portable gangways
●● FLTs
●● Baggage conveyors
●● Marine plant/vessels

6.9 Port Security

6.9.1 The introduction of the International Ship and Port Facility Security (ISPS) Code
in 2004 placed a number of new responsibilities upon harbour authorities. The
impact on ports has varied, depending upon their status.

6.9.2 The Port Security Directive thorough the Port Security Regulations 2009 (S.I.
2009/2048) as amended has developed the ISPS concept of security at the
ship/port interface and extended it to the wider ‘port estate’. The Regulations allow
the establishment of Port Security Authorities, each appointing a Port Security
Officer. The primary function of the Port Security Authority will be to undertake and
maintain a risk assessment of port and maritime security in its area of jurisdiction.
However, enforcement of port security legislation will remain with the Department
for Transport.

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Section 7: Conservancy

Introduction
This section provides guidance on the following:

●● Conservancy duty
●● Hydrographic survey requirements
●● The promulgation of navigation and hydrographic information
●● Dredging
●● Aids to Navigation
●● Wrecks
●● Regulating Harbour Works

7.1 Summary
A. A harbour authority has a duty to conserve the harbour so that it is
fit for use as a port. The harbour authority also has a duty of
reasonable care to see that the harbour is in a fit condition for a
vessel to be able to use it safely.

B. Harbour authorities should provide users of the harbour with enough

information about conditions in the harbour such as depths of water,
local Notices to Mariners, etc.

C. Harbour authorities have duties and powers as local lighthouse

authorities (or providers of local aids to navigation); and
specific powers in relation to wrecks.

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Hydrography
Harbour authorities have a duty to find, mark and monitor the best navigable channel or
channels in the harbour. A statement of the measures adopted should be included in the
published policies and plans. Effective arrangements to publish appropriate hydrographic
information (charts, warnings about recent navigational hazards) must also be in place.
Admiralty charts
Harbour authorities should provide regular information required for Admiralty Charts
and publications. The UK Hydrographic Office provides a standard form of agreement
for these arrangements.
Prevailing conditions
In addition to information about general conditions, harbour authorities should also
have procedures to make available timely information on prevailing and forecast
meteorological conditions such as wind, tide and other factors liable to be affected by
the weather and the way the harbour is used.
Aids to navigation
A local lighthouse authority should exercise its functions in accordance with a safety
management system. The provision and level of aids to navigation provided should
be based on formal risk assessment. The characteristics and availability of all aids
to navigation should comply with internationally agreed guidelines, applied in
consultation with the General Lighthouse Authority.
Anchorages
A harbour authority’s safety management system should make appropriate provision
for safe anchorages in the harbour and its approaches, taking into account the size
and type of vessels likely to require them, the needs of other shipping – including
passing shipping, and the local conditions.
Wrecks
A harbour authority’s safety management system should require a risk assessment to
be undertaken of any wreck in, or in or near the approaches to, a harbour. The
authority’s powers to raise, remove, destroy and mark a wreck which is, or is likely to
become, a danger to navigation should be exercised having regard to that
assessment, with the aim of reducing the risk to as low as reasonably practicable.
Reviewing changes
The need for survey should be considered if harbour operations are changed – for
example the use of berths; the reception of larger vessels – and also significant
increases in harbour traffic which may require additional passing places, anchorages,
etc..
Works in harbours
Works in harbours are liable to interfere with navigation. The safety management system
should have appropriate provision for this, should works be undertaken. There will be a
need for a special assessment in each case where new hazards are likely to arise. The
safety management system should provide in particular for the regulation of dredgers
and other craft associated with such works.
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7.1.1 A description of the duty is outlined below. A harbour authority has a duty to
conserve the harbour so that it is reasonably fit for use as a port, and a duty of
reasonable care to see that the harbour is in a fit condition for a vessel to use it.
The Code says that the conservancy duty covers several points:

a) to survey as regularly as necessary and find the best navigable channels

for vessels to navigate;
b) to place and maintain navigation marks where they will be of the best use
to navigation (marked appropriately by day and night);
c) to keep a ‘vigilant watch’ for any changes in the sea or river bed affecting
the channel or channels and move or renew navigation marks as
appropriate;
d) to keep proper hydrographical and hydrological records; and
e) to publish as conspicuously as possible such further information that
will supplement the guidance given by navigation marks.
Where a harbour authority states that there is a certain depth of water at a part of
the harbour over which vessels may pass, it must use reasonable care to provide
that the approaches to that part are sufficient, under normal conditions, or give
warning that the advertised depth has not been maintained.

7.1.2 Conservancy includes not only monitoring but also covers the protection of
navigation and the hydrographical regime in a harbour, and also, if applicable,
covers the licensing of construction and dredging in order that the safety of
navigation is not adversely affected.

7.1.3 Conservancy involves a number of functions, which include:

●● hydrography;
●● publishing and display of survey and navigation information;
●● dredging;
●● maintaining aids to navigation;
●● managing wrecks; and
●● regulating construction works.

7.2 Hydrography
The General Requirements of a Hydrographic Survey
7.2.1 In the context of this publication, hydrography is the precise determination of
navigational information, and the provision of charts and other navigational
products for use by the mariner and those with a responsibility for conservancy.

7.2.2 The International Hydrographic Organization (IHO) provides information on the

concepts involved in hydrography as well as guidance to plan and execute
hydrographic surveys. Further guidance can be found in IHO publication SP44,
IHO standards of survey. The ‘Harbour Masters Guide to Hydrographic and
Maritime Information Exchange’ which is jointly produced and sourced from the UK
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Harbour Masters Association and UK Hydrographic Office can be referred to for further
guidance.

Position
7.2.3 Survey data must be positioned relative to a geographical co-ordinate reference
frame. Positions should be referred to WGS84 datum, or the WGS84 compatible
datum ETRS89 datum, when using Global Navigation Satellite Systems (GNSS)
such as GPS. If terrestrial-based electronic or optical systems are used, then
positions may be referred to OSGB36 datum, realised as the British National Grid.
Local co- ordinate systems may be used for large-scale work.

7.2.4 All positioning systems should be fully calibrated before the start of each survey.
Additionally, confidence checks should be conducted. Daily checks are
recommended but, at a minimum, checks should be conducted at the start and
end of the survey.

Bathymetry
7.2.5 The entire survey area should be covered in a methodical manner. The pattern and
spacing of survey lines should be carefully considered before starting the survey.
No irregularities in the depth must be overlooked and sounding density must be
sufficient to discover all obstructions and shoals. If shoals are discovered then they
must be investigated further in greater detail. Leading lines must be sounded along
and, if sounded with a single beam echo sounder, a detailed examination
undertaken using side scan sonar.

7.2.6 All soundings must be reduced to Chart Datum by applying observed tidal
heights. See paragraph 6.2.9.

7.2.7 There are two main categories of echo sounder – Single Beam Echo Sounders
(SBES) and Multi Beam Echo Sounders (MBES) – both of which require
careful calibration.

Wrecks, Obstructions and other Dangers to Navigation

7.2.8 The position of, and least depth over, every shoal, rock, bank, wreck and other
obstruction that is a danger to safe navigation must be determined by close
examination. The minimum depth is found using an echo sounder, supported
where possible by high definition side scan sonar when sounding with SBES. If
necessary, in depths of less than 40 metres, wrecks and obstructions could also
be swept by wire or checked by a diver to make sure there is a safe clearance
depth. All dangers discovered during previous surveys or reported by other means
must either be found and examined or positively disproved by an extensive and
rigorous search.

Tidal Heights and Tidal Streams

7.2.9 Observations of the rise and fall of the tide should be made to reduce soundings to
a common datum as well as to provide data suitable for tidal analysis thus enabling
the predictions in the tide tables produced by the UK Hydrographic Office to be of
better quality.

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7.2.10 The means of obtaining tidal data, either by tide pole and/or tide gauge should
be referenced to Chart Datum and/or Ordnance Datum (Newlyn).

7.2.11 Tidal height observations can be obtained manually to produce a tidal curve, or
automatically using a recording tide gauge. Where automatic gauges are used a
daily check against a tide pole should be made to ensure its correct operation.
The tide pole should have a reference mark on the structure to which it is secured
to make sure that its position has not been moved.

7.2.12 Modern tide gauges usually have telemetry links, which allow real time tidal
heights to be monitored remotely and then broadcast to vessels in the area.
Where electronic monitoring and recording of tidal heights is available, it is also
possible to compare the actual tidal height at any one time with that predicted, and
to present any difference graphically. This is particularly useful in assessing the
meteorological effects on tides.

7.2.13 Measurements of the tidal stream and current will be required throughout the
survey area.

Coastline & Topography

7.2.14 The position of the high and low water lines must be fixed and the nature of the
foreshore described. All land features and conspicuous objects of any interest to
the mariner that help him recognise the coast and determine his position must be
carefully fixed. The heights of such objects must also be found.

Aids to Navigation
7.2.15 All aids to navigation, both fixed
and floating, should have their
positions accurately recorded. Lit
fixed marks should have their
sectors and characteristics
regularly checked where
necessary. The mean positions of
floating marks should be
determined from observations
taken at full ebb and at full flood.
All local lighthouse authorities are
required to advise the relevant
GLA of position details for the aids
to navigation.

The Survey Process

7.2.16 The surveying process is divided into five major stages with each stage divided
into a number of groups of instructions or procedures.

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Table 7.1 Five stages of the surveying process

Stage Group Instruction or Procedure
Preparation Planning Find out what survey information already
exists and plan observations.

Calibration To remove instrument errors from survey

equipment before doing any observations.
Data Gathering Verification To ensure that the instruments are gathering
information to the correct standard during
survey operations by comparison with other
instruments.
Observation To make observations and check them on
the survey line or in the field
Data Logging To store observed information and transfer
to a data processing system
Data Processing Editing To ensure the removal of invalid data
Selection To select valid data
Data Storage To store relevant information in analogue or
digital formats
Data Analysis Quality To determine the quality of surveyed data
and compare it to the required standard
Coverage To determine that sufficient valid data has
been surveyed
Data Rendering Reports To report dangers before the completed
survey is rendered
Plots To render data as graphics
ROS To write the Report of Survey
Digital Data To render digital data
Field Records To render field records

Frequency of Survey
7.2.17 The finding, marking and monitoring of the best navigable channel, or channel in
a harbour, is an essential part of the formal hazard assessment and safety
management system. There needs to be a clear understanding between the
harbour authority and any berth operator about responsibility for arranging
surveys alongside a berth.

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7.2.18 The need and frequency of surveys should be determined by formal risk
assessment. It should reflect the stability of the sea bed and its susceptibility to
change. The depth of available water, in relation to the draught of vessels using
that water, is also a consideration. Given that the depth of water and stability of the
seabed will often vary within a port, it is recommended that an overall survey plan
be drawn up which meets the need for surveys at varying times in different areas.

7.2.19 Surveys are needed to produce charts and intervals between surveys of the
whole harbour below high water vary and may also be different for different
parts of the harbour.

7.2.20 More frequent periodic surveys will be necessary where the depth of water is
known to fluctuate in areas critical to navigation. These surveys need not be as
comprehensive as a main survey and should aim to establish any variation since
the last survey, thus enabling a warning to be given and any appropriate remedial
action to be taken.

7.2.21 Incident assessments may also indicate a survey requirement. For example,
where a vessel has grounded, it is important for the area to be re-surveyed as
soon as possible to check the accuracy of published information; and to ensure
that any resultant disturbance to the bed does not present a hazard to other
vessels. It is also prudent in the event of a grounding, to establish promptly the
depth of water available at the time of the incident in case of subsequent dispute.
Post-incident surveys should also be conducted whenever there is a risk that the
navigation channel has been compromised in some way, such as might happen
when a large object is known to have fallen in the water. The conservancy duty
demands that
re-survey findings must be published in accordance with the guidance cited in this
chapter.

7.3 Promulgation of survey and navigation information.

7.3.1 A harbour authority is responsible to ensure that the mariner is provided with the
necessary information to ensure the safe passage of his vessel in the port. It is
vital for procedures to be in place to make sure that this information is given out
as soon as possible

7.3.2 The UK Hydrographic Office (UKHO) is responsible for compiling and publishing
charts for all tidal waters around the UK, together with the Admiralty Sailing
Directions. Paragraph 3.7 of the Code requires harbour authorities conducting
surveys to arrange to provide the UKHO with the results of their surveys. The
UKHO has a standard form of agreement for these arrangements.

7.3.3 A suitable warning must be given by the harbour authority as soon as they
become aware, through survey or other means, that the water available to the
mariner is less than that promulgated in nautical charts and publications,. Such
warnings will normally be broadcast by the harbour authority in the first instance
over the appropriate VHF channel(s). Where a local Notice to Mariners is issued,
distribution should include the UKHO, all pilots authorised by the authority, all
current PEC holders and masters of vessels not subject to compulsory pilotage.
Shipping agents also need to be included, so that they are alerted to the
changes.

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7.3.4 The UKHO will decide if the local Notice Operations
should be promulgated more widely as an
Admiralty Notice to Mariners. In order to avoid the need for frequent chart
corrections it is sensible to arrange with UKHO that in areas prone to depth
fluctuations the minimum water available is that shown on the Admiralty chart.

7.3.5 Where changes within harbour limits may impact on the safe navigation of
passing coastal traffic or vessels approaching the port, harbour authorities,
particularly local lighthouse authorities (see below), should inform the UKHO
Radio Navigation Warning section (which operates a 24/7 service). Contact
details are included on the front cover of Admiralty Notices to Mariners and on the
UKHO website. The UKHO will determine if a Coastal Navigation Warning will be
issued on Navtex and / or through the Coastguard Coast Radio Stations. Such
changes may include:

●● Casualties to aids to navigation (see Section 7.5.12) particularly a principal

Fairway Buoy or major Category 1 (see paragraph 7.5.6.) lights with ranges
beyond harbour limits;
●● New wrecks or shoals and their marking located towards the outer limits of the
port;
●● Closure of a port or anchorage in exceptional circumstances; and
●● The failure of local VHF radio navigation services.

7.3.6 The UKHO drafts these warnings, but the MCA is responsible for their transmission.

7.3.7 Where tidal heights vary from that predicted, warnings should be made over the
appropriate VHF channel. Where tidal variations potentially affect vessels
alongside or at a mooring, consideration should be given to alerting the relevant
shipping agents if the vessel risks taking the ground or could otherwise be put at
risk. In some areas, the tidal information available to a harbour authority may be
useful for warning of possible local flooding.

7.4 Dredging
7.4.1 Harbour authorities typically have a statutory power in their local legislation to
dredge for the maintenance and improvement of channels. There are two main
types of dredging:

Maintenance Dredging
7.4.2 Maintenance dredging is done to maintain existing access to the port and
discharges the responsibility to ensure that all vessels using the port may do so
safely. It is undertaken on a routine basis to maintain the level of water at the
depth advertised on charts. It is important that risk assessments deal with this
requirement. Maintenance dredging should be planned for the sake of efficiency
and to minimise environmental effects. Advertised depths should be determined –
and reviewed
– having regard to the need to ensure the safety of commercial and recreational
vessels using the port. Water depth may be reduced to a level less than that
charted, or otherwise promulgated, for example because no user any longer
requires the charted depth to be maintained. However, appropriate warnings to
mariners must be given and charts up-dated as soon as reasonably practicable.

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Capital Dredging
7.4.3 Capital dredging can take the form of deepening or widening an existing
channel. Occasionally, it may be necessary to construct an entirely new channel
to facilitate access to a new facility. Capital dredging involves improvement of
access for example to allow bigger and deeper vessels, longer optimum tidal
windows and the provision of passing places, etc. Capital dredging may often be
prompted by commercial considerations. However, a risk assessment might also
identify a safety requirement for better access – even for vessels already using
the port.

Controls on dredging
7.4.4 Where the Crown Estate or another person owns the bed of the harbour
their permission for dredging operations is likely to be needed.

7.4.5 A harbour authority’s statutory power to dredge is almost invariably subject to

consent to dispose of dredged materials in tidal waters. This consent is required
from the Marine Management Organisation (England), Natural resources Wales
(Wales), Marine Scotland (Scotland) or its counterpart in the Devolved
Administrations. This requirement is usually found in the harbour authority’s local
legislation alongside the power to dredge. It mirrors – and takes the place of – the
requirement in Part II of the Coast Protection Act 1949. The 1949 Act will also
apply if dredging is proposed beyond the limit (usually the harbour limit) of the
harbour authority’s power to dredge. The consenting Department can advise which
control applies. Capital dredging may require additional powers, for which a
harbour order is required.

7.4.6 Consent to dredge is subject to the Harbour Works (Environmental Impact

Assessment) Regulations 2007. The Directive which these regulations transpose
imposes controls on ‘projects’. This means that consideration must be given to the
dredging and disposal of material, even though the consent requirement may
relate to the disposal only. Consents may also be subject to the Habitats
Regulations 2000, which impose severe restrictions and special tests on works
which may adversely affect a European site. There are similar controls on harbour
orders in Schedule 3 of the Harbours Act 1964 (as amended). It is even more likely
in these cases that an environmental assessment will be required, or that adverse
effects on a European site will have to be considered. Advice on environmental
controls is found in Section 7 of this guide.

7.4.7 A licence to dispose of dredged spoil at sea must also first be obtained in
accordance with the. Marine and coastal access act 2009 or Marine (Scotland)
act 2010 section 4 if in Scotland.

7.4.8 Seabed samples will be required from the areas in which it is proposed to dredge
for chemical analysis. The means and location for spoil disposal must also be
agreed and approved with all the relevant authorities. Early consultation with all
parties concerned, including those who navigate or fish in the area is strongly
advised.
Dredging and hydrography
7.4.9 It is good practice to undertake a hydrographical survey before dredging
work commences and when it has been completed. This will establish the
need and the basis for any contract, as well as ensuring that the contract
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has been fulfilled. Post Operations
dredging survey information should always be supplied
to the UKHO. Locally produced charts should also be revised promptly after
dredging work.

7.5 Aids to Navigation

7.5.1 Paragraph 5.25 of the Code explains that each harbour authority, and any
other existing local lighthouse
authority, is the local
lighthouse authority
(LLA) for their area.
Every harbour authority
has the duty to carry out
and maintain the
marking or lighting of a
harbour or any part of
the harbour within the
harbour authority’s area
or on harbour land.

General Lighthouse
Authorities
7.5.2 The General Lighthouse Authorities (GLAs) have guidance on the provision
and maintenance of aids to navigation by LLAs.

7.5.3 The GLAs have the general superintendence and management of all
lighthouses, buoys or beacons within their respective areas. They have a duty
to inspect all lighthouses, buoys, beacons and other navigational aids
belonging to or under the management of a local lighthouse authority (see
paragraph 6.5.5), and may give directions to a local lighthouse authority and
other providers of aids to navigation.

7.5.4 The GLA for England and Wales is Trinity House. In Scotland, it is the
Commissioners of Northern Lighthouses, and in Ireland, the Commissioners of
Irish Lights. Where aids to navigation lie within the limits of a port, but are solely or
mainly used by vessels transiting through the area en route to another port, then it
is usual for the GLA to retain responsibility.

Local lighthouse authorities (LLA)

7.5.5 The LLA has responsibility for providing and maintaining buoys and lights within its
limits, and in some cases close to their limits where AtoN have been specifically
requested by the LLA, but the establishment of a light or mark, or any alteration to
existing lights and marks, may only be done with the approval of the GLA. All
approved alterations should be notified to the UKHO. LLA’s give the GLA’s all
information concerning the lighthouses, buoys and beacons under their
management as the GLA may require.

Availability criteria
7.5.6 All harbour authorities must establish and maintain aids to navigation within their
area of responsibility in accordance with the criteria laid down by the GLAs unless
otherwise agreed. GLAs have a responsibility for ensuring that any aids to
navigation within the port established and/or maintained by another party meet these
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standards. LLAs which are not harbour authorities must also categorise their aids to
navigation on the basis of these criteria. The categories, detailed below, are based on
Guidelines developed by the International Association of Marine Aids to Navigation and
Lighthouse Authorities. The three categories are to be applied according to the
importance of a particular aid for safety of navigation:

Category Availability

Category 1 99.8%

Category 2 99.0%

Category 3 97.0%

Each LLA must adopt, state and accomplish the availability targets and
response priorities for individual aids to navigation, in consultation with the
GLA.

7.5.7 Each LLA must therefore have clearly laid down procedures for responding to
casualties to aids to navigation within timescales laid down by the GLAs,
including those for issuing Notices to Mariners.

GLA superintendence
7.5.8 The GLA guidance also considers reporting and inspection. The GLAs have a
mandatory reporting system which allows for an authority to monitor its aids
systematically This can be used by the authority’s management system to
generate reports at intervals determined by the relevant GLA.

7.5.9 Many devices are used to assist navigation in harbours, including navigation
marks, lights, beacons and navigation buoys. These will be referred to
collectively in this guide as aids to navigation (AtoNs).

7.5.10 Advice of manufacturers should be sought when considering the installation of

new aids to navigation. In particular, the availability of more efficient power
sources makes it possible to fit greater electronic payloads, including
transponders and data transmission facilities, to isolated or floating aids to
navigation.

7.5.11 Care is needed to ensure that anticipated performance for aids to navigation are
checked and that the level of provision of aids to navigation is both appropriate
and practical having regard to the identified risk. Provision has to be acceptable
to the GLA and it is therefore recommended that their advice is sought before
any consent or sanction is applied for under the appropriate legislation.

Casualties and alterations

7.5.12 Harbour authorities, and LLAs that are not harbour authorities, are responsible for
notifying users of casualties to any aids to navigation within the port. They are
also responsible for notifying UKHO where appropriate. This notification should
normally be by means of local broadcasts but may involve Coastal Navigational
Warnings on Navtex and/or through the Coastguard Coast Radio stations.
However, the issue of a local Notice to Mariners may be more appropriate in cases
where the casualty is likely to take more than 7 days to rectify.

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7.5.13 In addition, alterations to AtoN’s must be notified to users and the UKHO, where
such alterations affect the advertised characteristics of the aids to navigation.
Wherever possible, this notification should be carried out in advance of any
change taking place. The procedures laid down in respect of Notices to Mariners
should take into account the UKHO timescales for publishing Admiralty Weekly
Notices to Mariners.

7.6 Wrecks
7.6.1 In the event of a vessel becoming a wreck in or near the approaches to port limits,
the process of removing the wreck by the harbour authority is laid down in Section
252 of the Merchant Shipping Act 1995.

7.6.2 Paragraph 5.29 of the Code explains that harbour authorities must exercise their
wreck marking and removal powers where, in their opinion, a wreck is – or is likely
to become – an obstruction or danger to navigation. They have a duty to have
regard to the environment in the exercise of this and all other duties and powers. A
risk assessment should be undertaken for any wreck in, or near the approaches to
a harbour. The authority’s powers to raise, remove, destroy and mark a wreck
which is, or is likely to become, a danger to navigation should be exercised having
regard to that assessment, with the aim of reducing the risk to as low as
reasonably practicable. The relevant GLA should be consulted and the UKHO
should be informed of wrecks within port limits.

7.6.3 A harbour authority’s safety management system should require a risk assessment
to be undertaken of any wreck in, or near, the approaches to a harbour. The
authority’s powers to raise, remove, destroy and mark a wreck which is, or is likely
to become, a danger to navigation should be exercised having regard to that
assessment, with the aim of reducing the risk to as low as reasonably practicable.

Abandoned Vessels
7.6.4 If a vessel is abandoned, or if the owner has made no valid attempt to remove a
vessel that has been sunk or stranded, then the harbour authority or conservancy
authority may act to raise or remove or destroy the vessel if it is an obstruction or
danger to navigation or to lifeboats engaged in the lifeboat service (section 252
Merchant Shipping Act 1995). Where harbour masters have powers under section
57 of the Harbours, Docks and Piers Clauses Act 1847 (unserviceable vessels to
be altogether removed from the harbour), they are able to remove, but not destroy,
any unserviceable vessel located within the harbour, and should do so wherever
they present a risk to safety.

Salvage
7.6.5 A harbour authority may:

●● take possession of, raise, remove or destroy the whole, or any part of the
vessel, and any other property to which the power extends;

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●● mark the location of the vessel until it is raised, removed or destroyed in

consultation with the relevant GLA
●● subject to various restrictions, sell the vessel or part of the vessel so raised or
removed and any other property recovered during the exercise of the above
powers; and
●● mark the location of buoys, lights or other physical devices, or the transmission
of information, for example, by virtual AIS, about the location in consultation with
the relevant GLA.

7.6.6 Harbour authorities may have additional powers under legislation other than
section 252 of the Merchant Shipping Act (removal of wrecks) that enable them to
recover the costs of removing wrecked or abandoned vessels from the vessel
owner, particularly where such costs are not covered by the proceeds of any sale.
For example, Harbour Masters have powers under the Harbour, Docks and Piers
Clauses Act 1847 where it has been incorporated into local harbour legislation,

7.6.7 It is recommended that before embarking on the removal of the vessel (unless
the vessel poses a serious and imminent risk to life), a harbour authority should
ensure that:

●● the receiver of wreck at the MCA is contacted by email ([email protected]),

is given information about the vessel and is notified of the intention to remove
it, (more information can be found here
https://www.gov.uk/government/groups/ receiver-of-wreck);
●● there is a well documented reason for the authority to require the removal of the
vessel;
●● that ownership of the vessel is established beyond any doubt or evidence
obtained to show that the vessel has been abandoned;
●● notice is given to the owner (if known), or posted on the vessel or in a public
place that the authority intends to take possession of the vessel and raise,
remove or destroy it (so that the owner has a reasonable opportunity to remove
the vessel himself);
●● any sale is well advertised in the local press;
●● where the wreck has not sunk, and is still visible, a photographic record of the
vessel’s condition is made before any attempt is made to salvage it;
●● if the vessel is beyond the salvage or dispersal capabilities of the authority, a
reputable salvor or wreck removal contractor is engaged to carry out the work
under a recognised wreck removal contract (wreckhire, wreckcon, wreckfixed,
etc);
●● it has suitable insurance to cover any residual liability;
●● any such salvor or wreck removal contractor submits a detailed salvage plan
covering;
●● the method of raising the vessel including whether explosives are to be used;

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●● any temporary lay-by berth for the vessel;

●● arrangements for limiting environmental damage;
●● if pollution does occur, how it will be dealt with;
●● agreed delivery location/beaching site/drying berth;
●● diving operations connected with the salvage operation, and an assurance that
they are to be carried out in accordance with the relevant diving regulations;
and
●● a suitable plan for the final disposal of the vessel, whether this involves sale of
the entire vessel or part thereof.

7.6.8 Section 6.4 in this Guide refers in several places to powers exercisable in relation
to marine pollution by the Secretary of State’s representative (SOSREP). These
include powers in relation to the command and control of salvage. If the salvage of
a wreck is associated with a risk of significant pollution, the harbour master must
immediately inform the MCA and intervention powers may be exercised directing
the salvor to give SOSREP information. A decision on whether the salvor has the
capability to carry out the necessary salvage actions, in terms of experience,
personnel and material will be for SOSREP to determine and, if necessary,
whether to set up a salvage control unit.

7.6.9 Harbour authorities and LLAs must therefore establish clearly defined procedures
to deal with the timely raising, removal or dispersal to a safe clearance depth of a
wreck which in their opinion is likely to become an obstruction or danger to
navigation, or danger to persons. These must include proper exercise of their
powers to lay down emergency aids to navigation pending such raising, removal
or dispersal. If it is impractical to arrange for such clearance, then the wreck must
be permanently marked to the required standard in consultation with the relevant
GLA. Periodic surveys should also be carried out to check the position of
dangerous wrecks.

7.7 Regulating Harbour Works

7.7.1 Some harbour authorities have the powers to license works where they extend
below the high watermark, and are thus liable to have an effect on navigation. Such
powers do not, however, usually extend to developments on the foreshore.

7.7.2 Some harbour authorities are statutory consultees for planning applications, as a
function of owning the seabed, and thus being the adjacent landowner. Where this
is not the case, harbour authorities should be alert to developments on shore that
could adversely affect the safety of navigation. In any case harbour authorities
should ensure that the MMO or appropriate licensing authority consults them with
regard to any applications for works or developments in or adjacent to the harbour
area. Where necessary, consideration should be given to requiring the planning
applicants to conduct a risk assessment in order to establish that the safety of
navigation is not about to be put at risk. Examples of where navigation could be so
affected include:

●● high constructions, which inhibit line of sight of microwave transmissions, or the

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Operations performance of port radar, or interfere with the line of sight of aids to navigation;
●● high constructions, which potentially affect wind patterns;
●● lighting of a shore development in such a manner that the night vision of
mariners is impeded, or that navigation lights, either ashore and onboard
vessels are masked, or made less conspicuous.
7.7.3 There is a British Standards Institution publication on Road Lighting, BS5489.
Part 8 relates to a Code of practice for lighting which may affect the safe use of
aerodromes, railways, harbours and navigable Inland waterways.

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A Guide to Good Practice on Port Marine Operations

Section 8: Management of Navigation

Introduction
This section provides guidance on the following:

●● Establishing the requirement for management of navigation

●● Local Port Services (LPS)
●● Vessel Traffic Services (VTS)
●● Monitoring and communicating with
port traffic
●● Port Passage Planning
●● Master / Pilot exchange
●● Harbour Patrols
●● Recreational Navigation
●● Subsea Pipelines and Cables

8.1 Summary
8.1.1 This Section of the guide relates to measures that harbour authorities or other
organisations could use to manage navigation. The Code concentrates on those
available in statute, but there are others that are important, including
agreements with users and education.

8.1.2 The general principles in relation to the management powers of harbour

authorities are as follows:

A. Ports have byelaws and directions, which every user must obey
as a condition of his or her right to use the harbour.

B. Harbour authorities have a duty to make proper use of the powers

to make byelaws, and to give directions (including pilotage
directions), to regulate all vessel movements in their waters.

C. These powers should be exercised in support of the policies and

procedures developed in the authority’s safety management
system, and should be used to manage the navigation of all
vessels.

D. Harbour authorities should have clear policies on the

enforcement of directions, and should monitor compliance.

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E. Powers of direction should be used requiring the use of port

passage plans in appropriate cases – whether vessels are piloted
or not.
8.2 Public Right to Navigate
8.2.1 There is a general public right of navigation in tidal waters, subject to the
payment of proper tolls and dues, and to the provisions of any laws regulating the
operation of the harbour. These laws may impose special restrictions on the
otherwise general freedom of navigation. It follows that a harbour authority’s right
to regulate the entry and movement of ships within the port to ensure safety of
navigation must be conferred by statute. The Code describes the related ‘open
port duty’, and conservancy duty of harbour authorities.

8.3 Regulatory Functions

8.3.1 The Code also describes the various powers likely to be available for statutory
regulation of navigation in a harbour. These may be in the harbour authority’s
statutes, in byelaws, in the power to give directions, or in general directions.
General Directions are rules which apply to all ships within the harbour area.

8.3.2 Control of the port is a function usually exercised by the harbour master and/or
designated deputies or an appropriately qualified / experienced individual. The
level and complexity of control required by the organisation to manage navigation
should be determined by risk assessment and may vary dramatically dependant
on the size, location and complexity of vessels or craft using the harbour or
facility.

There are four main powers available to a harbour authority to regulate ship
movements -

●● byelaws: provide a general framework for rules of navigation which apply to

all vessels – including speed limits, defining fairways, anchorages, etc. –
and which can be treated as unlikely to require frequent or short term
amendment.
●● special directions – may be given by the harbour master: these directions
are time and vessel specific and are apt for operational purposes of short
duration and for emergencies.
●● general or harbour directions – Some harbour authorities have more
effective powers of general direction or harbour direction to be
given by the authority itself. Directions should apply to all vessels
including where a vessel is conducted by a pilot or the holder of a
pilotage exemption certificate.
●● pilotage directions – may generally be given by harbour authorities which
have the power to regulate navigation: these determine the circumstances
in which pilotage is to be compulsory.
●● dangerous vessel directions – are a special case, permitting a harbour
master to remove a vessel from the harbour in clearly defined
circumstances: they may be over-ruled by the Secretary of State.
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The use of all these powers should be governed by the authority’s formal risk
assessment, and should support the safety management system. It is to be
noted, in this connection, that the master – or pilot – of a vessel is not obliged
to obey directions if he believes that compliance would endanger the vessel.
It is therefore essential that the use all of these powers should be clearly
based on a proper assessment of the safety of the harbour and vessels using
it.

8.4 Establishing the Requirement

8.4.1 This guide deals only with general principles of good practice and offers some
examples of how small medium and large organisations could deal with
management of navigation. It recognises that a Vessel Traffic Services (VTS)
systems or the requirement for pilotage is essential in some cases, but is not
appropriate in others where perhaps a lesser degree of control or management is
required. A formal assessment of navigational risk, as required by the Code, will
determine what management of navigation measures are required, and to what
degree monitoring, controlling or managing traffic needs to be taken in mitigating
risk. Where VTS is not required it is assumed that an organisation is providing a
form of Local Port Service (LPS) which the organisation deems as appropriate.

8.4.2 Management of a harbour or facility begins in determining which activity is safe

and where it can take place, having regard to the physical constraints and the
variety of activities being undertaken. Effective tools need to be in place which
will ensure as far as practicable, that these determinations are carried through in
practice.
Local Port Services
8.4.3 Provision of a LPS is designed to improve port marine safety and co-ordination of
services within the port community by dissemination of information to vessels
and berth or terminal operators. It is mainly concerned with the management of
the port or facility, by the supply of information on berth and port conditions.
Provision of LPS’s can also act as a medium for liaison between vessels and
stevedores or allied services, as well as providing a basis for implementing port
emergency plans.

8.4.4 The main difference arising from the provision of LPS and that of a Vessel Traffic
Service (discussed below) is that it does not interact with traffic, nor is it required
to have the ability and / or the resources to respond to developing traffic
situations, there is also no requirement for a vessel traffic image to be
maintained. As such, the training requirement for its operators is less
comprehensive and there is also no requirement for a LPS to be designated by
the Maritime and Coastguard Agency.

8.4.5 Although there are no nationally defined training standards for those who provide
LPS’s, it is the responsibility of the organisation to define what LPS it should
provide including what skills and competencies its staff require.

8.4.6 There are a number of maritime colleges in the UK who can provide tailored
training for staff involved in the provision of LPS’s.

8.4.7 Key considerations in defining the size and scale of LPS will be:

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Operations ●● The equipment deemed necessary;
●● The level of operator competence required;
●● The complexity of the advice and information required to be exchanged.
●● The volume and nature of traffic and the degree of risk it represents

8.4.8 Examples of LPS may include the provision of some of the following services
and information:

●● Berthing information;
●● Availability of port services;
●● Details of shipping movements;
●● Meteorological and hydrological data.

Vessel Traffic Services

8.4.9 The purpose of a Vessel Traffic Service is defined in SOLAS chapter 5 as
improving the safety and efficiency of navigation, safety of life at sea and the
protection of the marine environment and/or the adjacent shore area, worksites
and offshore installations from possible adverse effects of maritime traffic. A
VTS in the UK is operated by staff trained to the appropriate UK national
requirements based on the IALA V-103 international model course, and their
qualifications are kept current and valid;
8.4.10 The VTS must be designated as such by the MCA in its capacity as the
National Competent Authority for VTS.

8.4.11 A port VTS is mainly concerned with vessel traffic to and from a port or harbour or
harbours, while a coastal VTS is mainly concerned with vessel traffic passing
through the area. A VTS could be a combination of the two. The type of service or
services offered should be determined through a risk assessment which identifies
the degree of mitigation required.

8.4.12 A VTS comprises of at least an information service and may also include a
traffic organisation service and a navigational assistance service as defined
by IMO resolution A.857 (20).

8.4.13 In the UK there are a number of ports who have determined via risk assessment
that in their opinion, the volume of traffic or the degree of risk justifies such
services.

8.4.14 Where the organization has determined that a VTS is not required, it is
generally assumed that some other form of navigation management is
required i.e. a LPS.

8.4.15 Some of the below sources of information should be referred to for further advice
or guidance on VTS and LPS’s:

●● MGN ‘Navigation: Vessel Traffic Services (VTS) and Local Port Services (LPS)
in the United Kingdom’
●● IALA VTS manual http://www.iala-aism.org/
●● MGN ‘Navigation: Vessel Traffic Services (VTS) – Training and Certification of
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VTS Personnel’ Operations

●● IMO resolution A. 857 (20) GUIDELINES FOR VESSEL TRAFFIC SERVICES

8.4.16 Tools available to assist with managing navigation may include the following and
help to determine the use of channels, any specific routing measures, compulsory
pilotage, and other navigational regulations:

●● means of marking out the harbour,

●● aids to navigation,
●● anchorages,
●● mooring areas,
●● local charts,
●● slipways
●● landing points, etc.
●● pre-arrival / departure information
●● Meteorological and hydrological data
●● VTS rules or procedures
●● LPS, procedures
●● Requirement for pilotage
●● Regulated navigation zones,
●● collision avoidance rules,
●● Anchorage regulations
●● Reporting points.

8.4.17 Tools to facilitate communication between those managing the port and its users
are also important. Written communication through local charts, Notices to
Mariners, Port Handbooks, newsletters, etc are also valuable tools. They may all
be supported in turn by dialogue with as many users as possible. This can be
directly with individual users, or through agents, advisory committees, user
groups and clubs, or other methods of education.

8.5 Traffic Management

8.5.1 A harbour authority’s primary duty is to ensure the safe and efficient use of the
harbour by those who have a right to use it and navigate in its waters. This
includes a duty to regulate navigation using available powers and other means.
Exercise of this function depends upon communication with users and is typically
located where port communications from vessels are handled.

8.5.2 The extent to which traffic management is required depends upon a number of
factors, the following are some of the items which should be considered by the
risk assessment:

●● whether the port or facility has direct and easy access to the open sea or
whether it has a long approach channel;

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Operations ●● whether the port orfacility has dense traffic requiring a high degree of
management and regulation, or has little traffic in which the risk of collision is
minimal;
●● whether the area is subject to tidal ranges, or other limitations which impose
special conditions of entry or
departure, e.g. locks,
bridges and rivers;
●● whether the vessels using the
port or facility are of widely
differing characteristics,
which as a result could have
consequences for other
navigation and require the
assignment of specified
channels, e.g. deep draught
vessels;
●● whether cargo is handled by ships at anchor, moored to buoys, or berthed
alongside;
●● types of cargo handled e.g. dangerous and pollutant goods (LNG, LPG, crude oil,
chemical products in bulk, explosives, etc.) and their effect on other navigation;
●● numbers and types of recreational craft;
●● presence of high speed craft, passenger ferries and local ferries
●● availability, monitoring and potential overloading of port VHF frequencies.
●● Under-keel clearances, and / or air draft restrictions
●● port and river regimes, depth of water, sand banks, bars, shoaling patterns;
meteorological conditions, tides and currents;
●● berth locations;
●● proximity of the navigation channel to shore structures (particularly hazardous
ones);
8.5.3 When setting out to plan, monitor, or control, the movements of vessels, it is
first necessary to establish the nature of the requirement, before looking at
options for meeting it. The following questions are amongst those which may
need to be considered:

●● Where are the port or facility boundaries or jurisdiction?

●● What powers does the harbour master hold?
●● What are the options for achieving the required level of monitoring/control?
●● To what degree is traffic management necessary in order to ensure safety
8.5.4 Clearly, the powers to regulate navigation are bounded by the organisations
jurisdiction, port or VTS limitsas appropriate. Whether these are in the right place
is a question the risk assessment should determine. The need to regulate
depends upon the vessels using the port, or likely to do so; and the hazards in the
harbour from which they need to be protected. Management is achieved by
various means: observing, advising, educating as well as enforcing formal rules.
The resources required to manage navigation effectively depend on the measures
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which need to be taken. These may be Operations
simple and inexpensive, or involve
sophisticated equipment and specially trained operators as discussed above
regarding VTS and LPS.

8.5.5 It is important that the standard and level of service offered by the organisation is
made clear to users. Officers manning a VTS, LPS or facility, and all operational
staff, must be fully conversant with the disciplines and procedures required by
their responsibilities; the level of service to be provided; and the overall structure
and capability of the system. The chapter in this guide on occupational standards
discusses the competencies and knowledge required.
8.6 Vessel traffic monitoring reporting requirements
8.6.1 The owner or master of a ship which is subject to these requirements must
provide information about the vessel, cargo and its passage to the organisation
as required. The organisation is required to forward this information to the MCA
by the quickest possible means (as prescribed by the Merchant Shipping (Vessel
Traffic Monitoring and Reporting Requirements) regulations 2004 (SI 2004 No
2110).

8.7 Monitoring and communicating with port traffic

8.7.1 Control of vessel movements within a port depends upon effective two-way
communication between port personnel ashore and vessels using the
harbour.

8.7.2 A number of different methods are used to monitor the movement of traffic
within port areas. They include:

●● visual observation;
●● VHF surveillance;
●● basic radar surveillance;
●● VTS assisted automatic tracking;
●● Closed Circuit Television (CCTV); and
●● Automatic Identification System (AIS).
8.7.3 It may be appropriate for a person managing traffic movements in a port to use
any of the following to communicate with waterborne users:

●● visual signalling equipment (signal lights, shapes, etc.);

●● loudhailer equipment;
●● telephones (fixed and mobile);
●● VHF radio;
●● e-mail; and
●● data links.

In-port communications
8.7.4 In-port communication links are needed in addition to links provided
for communication with vessels. These can typically include:
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Operations ●● VHF communications with tugs, pilot cutters, and other harbour craft;
●● low power UHF radio for use in berthing/docking operations;
●● high power UHF the for transmission of data, such as GPS digital corrections
for precision surveying, etc;
●● computer networks and mobile telephones;
●● fixed data links (analogue and digital ) for transmission of remote sensor
information; and
●● fibre optic land lines for transmission of broad band sensor and other data.

Procedures
8.7.5 Clear guidance on operational procedures should be documented in an
Operational Procedures manual which should be formally documented as part of
the MSMS. Examples of VTS Operational Procedures Manuals are available
from IALA.

8.7.6 In managing navigation, in the interests of safety, it will often be necessary to

require vessels to alter their navigation in some way. Such requirements may be
expressed in the form of a request, but it should be made clear that the harbour
master, or an assigned deputy has the power to issue special directions, and
should consider doing so,a vessel may ignore, or decline to comply with a
direction, for reasons of safety. A good example is a special direction requiring a
vessel to take a minimum number of adequately powered tugs in adverse weather
conditions. In such circumstances it is important that staff have clear instructions,
guidance or procedures on how to act and what is required of them.

8.7.7 It cannot be assumed that all port users will operate VHF and making it a
requirement can only be enforced when spot checks are practicable. Where VHF
is widely used, there is also significant potential for cluttering port VHF channels
with unnecessary transmissions. Users may need to be educated in maintaining a
listening watch. This can be achieved through management plans and user
guides.

8.7.8 Modern VTS radar systems incorporate sophisticated tracking, way-time

calculations and perimeter alerts that are more versatile than basic marine radar
equipment. Most incorporate electronic charts and are able to track vessels in
relation to charted features and not just those detected by radar. They therefore
allow more effective and efficient vessel traffic monitoring from shore.

AIS
8.7.9 IMO Resolution A.917(22) recognises the use of AIS information to assist
collision avoidance decision making between ships whilst emphasising that it
does not replace but supports other systems such as radar and that the user
should not rely on AIS as the sole information, but should make use of all safety
relevant information available.

8.7.10 MCA guidance on the Safety of Navigation urges caution in the use of AIS data
and recommends that AIS data should not be used as the primary source of
collision avoidance information.

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8.7.11 Whilst AIS has the potential to provide Operations
very valuable additional information
to
both ships and those managing navigation ashore, the transmission of
incomplete or erroneous data has the potential for mariners or those ashore to
draw incorrect conclusions.
8.7.12 Organisations should be alert to the need to validate AIS data before relying
on it themselves. VTS also has a very important role in monitoring that
shipping in their area is not transmitting incomplete or erroneous data. Vessels
that are not transmitting mandatory AIS fields (as described in SOLAS ch V
2.4.5.1), or are transmitting voluntary fields that are in error such that safety of
navigation is compromised, should be informed so that the vessel can correct
the AIS data as soon as possible.

8.7.13 Organisations should consider reporting AIS errors that have not been rectified
and have a potentially significant impact on the Safety of Navigation; reports
should be sent to local MCA marine offices.

8.7.14 Further information and guidance on the use and carriage of ship bourne AIS can
be found in the MCA ‘Safety of Navigation’ implementing SOLAS chapter V, 2002
publication.

Port Passage Plan

8.7.15 It is recognised that the port
passage plan is a static
description, often best
demonstrated picturely, containing
general information regarding how
vessels or craft would normally be
expected to access the harbour, it
should also contain other relevant
local information to aid the process
of Port passage planning (an
example of a port passage plan
can be found at Annex G). The act
of port passage planning is the act
of
planning a specific passage, taking into account relevant dynamic information,
which enables the safe and efficent entry or exit of a vessel into the harbour. Port
passage planning will be undertaken by both the vessel and (where appropriate) a
pilot. An example of some specific port passage planning is contained in Annex
**) The ICS Bridge Procedures Guide contains outline advice for the conduct of
MPX processes and a sample checklist.

8.7.16 The development of a port passage plan and the continuous monitoring of the
vessel’s progress during the execution of the plan are essential for safe navigation
and protection of the marine environment. Harbour authorities’ and harbour
masters’ powers to regulate the time and manner of ships entry to, departure from
and movement within their waters serve to complement port passage planning.

8.7.17 A harbour authority’s powers of direction should be used to require the use of port
passage plan in appropriate cases – whether vessels are conducted by a pilot or
not. The powers to regulate the time and manner of ships entry to, departure from
and movement within their waters serve to complement port passage planning.
Port passage plans should be operated and enforced under the powers of
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Operations direction.

8.7.18 The object of a port passage plan as required by the Code is to ensure that:

●● all parties know relevant details of any particular port passage in advance;
●● there is a clear, shared understanding of potential hazards, margins of safety,
and the ship’s characteristics;
●● intentions and required actions are agreed for the conduct of the port passage
– including the use of tugs and their availability and any significant deviation
should it become necessary.
●● As an aid to assist a pilot in relaying any specific port passage details during a
pilot/master exchange

Scope of passage planning requirements

8.7.19 The need for Passage planning applies to all vessels as described in SOLAS
V Regulation V/34. IMO resolution A893 (21) sets out the requirement for
passage planning and includes some guidance for recreational vessels.

8.7.20 Port Passage plans should be flexible. It is the responsibility of a pilot, on

embarkation, to brief the master on his proposals for the pilotage passage plan
within the pilotage area. This plan should be agreed with the master as soon as
practicable. The plan will make allowance for any variations of tide and other local
circumstances such as vessel movements, berth availability etc. It is important not
to constrain the pilot’s need to react to unforeseen circumstances; but deviations
from the agreed plan should be discussed with the master and, when relevant,
with VTS, and recorded.

Passage Abort Procedures

8.7.21 In some Ports, particularly in ports with long river or estuarial characteristics
where tidal constraints are evident, it will be necessary to develop abort
procedures. In developing such procedures ports should give consideration to
turning points for different sizes of vessel, the notice needed for all involved to
execute an abort and to the need for stakeholders – particularly berth holders – to
give due warning of berth unavailability and the potential impact on navigational
safety.

Passage record keeping

Plans adopted for particular passages should be recorded – ideally on the

chart or other plan record. Harbour authorities should satisfy themselves that
they can secure access to these records in any case where they may be
needed for incident investigation. The recording of Port passage plan records
also allows the harbour authority to implement spot checks to assure
themselves that port passage plans are being completed appropriately and
can very often be used as a reference during pilot training or revalidation.

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8.7.22 Access to proper records makes it easier for the port to monitor the port’s
muchOperations
safety management system, and to investigate incidents. It is also in the interest of
all concerned that, in the event of an incident, it is possible to demonstrate that the
master was properly briefed by the pilot (if one was used), and that there was an agreed
pilotage passage plan. This is a routine duty of the bridge team. However, it is not
necessary or practical for a harbour authority to retain records on charts. Indeed,
particularly in the case of an outbound vessel where the voyage is continuing, charts are
not removed where this would put the master in breach of his statutory obligations. In the
event of an incident, recordings of the VHF and the VTS track may well be enough to
provide the critical evidence. There are examples of simple documentation, completed by
the pilot and agreed with the master, which together with a radar archive and other VTS
records is likely to be sufficient for most purposes.

8.8 Master/pilot exchange

8.8.1 IMO Assembly Resolution A960 include, at Annex 2, a summary of the respective
responsibilities of master and pilot. It recommends that they should exchange
information regarding navigational procedures, local conditions and the ship’s
characteristics, and that this information exchange should be a continuous
process that generally continues for the duration of the act of pilotage. The pilot’s
presence on board does not relieve the master or officer in charge of the
navigational watch from their duties and obligations for the safety of the ship. It is
important therefore, that enough time is allowed for the pilot to safely board the
ship; and that the pilot, the master and the bridge personnel are aware of their
respective roles in the safe passage of the ship, before the act of pilotage
commences.

8.8.2 The master, bridge officers and pilot share a responsibility for good
communications and understanding of each other’s role for the safe conduct of
the vessel in pilotage waters. Masters and bridge officers have a duty to support
the pilot and to ensure that his actions are monitored at all times.

8.8.3 A Port passage guidance provides a general framework for the preparation and
agreement of specific passage plans for particular transits in the port. This
preparation depends upon an exchange of information between master and pilot.
This includes but goes further than the statutory requirements. The Pilotage Act
1987 requires a certain minimum exchange of information between the master of a
ship and the pilot. In addition, the Merchant Shipping (Port State Control)
Regulations 1995 (SI 1995 No. 3128) requires a pilot to report to the Port State
(MCA), through the harbour authority where appropriate, any ship deficiencies that
may affect its safe navigation.

8.8.4 The master/pilot exchange of information needs to be both detailed and

structured, if the respective roles of the pilot and the master are to be integrated to
best effect. It should include as a minimum the following.

●● The provision by the pilot of detailed local navigational information, including his
recommended pilotage passage plan. Such details will assist the master to
update his own plan and charts.
●● Details on how the bridge is managed, and who fulfils what functions will also
assist the pilot to work effectively with the bridge team.

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●● Presentation by the master to the pilot of a completed standard Pilot Card. In

addition, information should be provided on rate of turns at different speeds,
turning circles, stopping distances and, if available, other appropriate data.
●● Discussion of any special conditions such as weather, depth of water, tidal
currents and marine traffic which may be expected during the passage.
●● Discussion of any unusual ship-handling characteristics, machinery difficulties,
navigational equipment problems or crew limitations which could affect the
operation, handling or safe manoeuvring of the ship.
●● Information on berthing arrangements; use, characteristics and number of tugs;
mooring boats and other external facilities.
●● Information on mooring arrangements.
●● Confirmation of the language to be used on the bridge and with external parties.

8.8.5 This should ensure that the vessel has an agreed passage plan, and that the
vessel position can be monitored independently on the bridge whilst the pilot has
the conduct of the ship. It is not good practice to excuse regular visitors and others
from passage planning requirements. They should find compliance easier than
strangers to a port or infrequent visitors. However, the notification requirements
may be modified appropriately (e.g. limited to modifications to “standard” passage
plans already on file).

8.8.6 Basic exchange of information is mentioned in the 1987 Pilotage Act within Part
II section 18.

8.8.7 The IMO Resolution A960 recommends details of MPX processes.

8.8.8 The ICS Bridge Procedures Guide contains outline advice for the conduct of
MPX processes and a sample checklist.

8.8.9 In order to help avoid misunderstandings, and to overcome any possible language
problems, an oral exchange between master and pilot should be complemented
by written details. Such details will also facilitate the provision of a record of the
exchange, should it ever be necessary to establish who said what. The paper
based records should include the following

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Operations
Master to Pilot The Pilot Card
This should provide, in clear, written/diagrammatic format all
relevant information and details regarding the vessel and its
equipment including any defects which may affect the
navigation of the vessel, the IMO standard pilot card
provides a good template.
Pilot to Master Pilotage Passage Plan
This should provide a written/chart/schematic containing
all information relevant to the passage from pilot station to
berth, including any tidal constraints and abort plans.
Pilot to CHA/MCA Pilots have a statutory duty to report ship deficiencies that
may adversely affect its safe navigation. These should be
reported to the harbour authority which should, in turn,
inform the MCA. (If any such defects are of major concern,
the pilot should not commit the vessel to a passage in
confined waters but instead abort the proposed movement
to a place of safety).

8.8.10 Harbour authorities or their agents should arrange for pilots to be tasked in
adequate time to prepare passage plans. Harbour authorities or their agents
should ensure that systems exist for the provision of relevant information for their
pilots, and ensure that they operate properly.

8.9 Harbour Patrols

8.9.1 Harbour Master’s launches or similarly identifiable port craft carrying out patrols
can play an important role in the management of navigation within port limits.
These craft have a wide range of functions, which will, to some extent depend
upon the size of the port and the internal management structure. Their presence
acts as a visible encouragement to users to navigate with care, whilst providing a
means of enforcement should such action be necessary. Their presence also
enables available assistance to any users in difficulty or distress. Where harbour
personnel are used to enforce local rules, it is important that they are suitably
trained to deal with confrontation, and the procedures to be followed if formal
action becomes necessary, including the proper gathering of evidence. The
management of such craft, and the standards to be applied, are discussed in
Section 9 below.

8.9.2 Typically, the objectives of a harbour patrol function include:

●● maintaining a visual presence in the port area, and in so doing representing the
harbour master on the water;
●● enforcing port byelaws and Directions;
●● collecting evidence following an incident and conducting preliminary
investigations;
●● conducting spot checks on vessel navigational documentation;
●● assisting craft in difficulty, and responding to other emergencies;
●● acting as Forward Control/On-Scene Commander respectively during port
emergencies and SAR incidents;
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Operations
●● escorting vessels as required ( e.g. vessels restricted in their ability to
manoeuvre);
●● control and directing vessel traffic (e.g. during partial port closures);
●● monitoring craft licensed by the harbour authority;
●● monitoring jetty and other navigation lights and aids; and
●● conducting routine surveillance of licensed works and moorings.

8.10 Recreational navigation

8.10.1 There is recreational activity in almost every harbour. In some it is predominant
and it presents particular management requirements whether or not other forms of
shipping activity are also present.

8.10.2 Recreational users are not always well-trained, safety conscious, experienced
boat handlers affiliated to local clubs; or the RYA; neither do they all have detailed
knowledge of their harbour of residence. Harbour masters have traditionally given
passage planning advice to recreational users without making a distinction
regarding their affiliation or experience. There is, however, a real need in most
harbours for educating recreational users about the harbour authority’s role and
responsibilities as they relate to different harbour functions.

8.10.3 Recreational navigation includes a wide range of differing activities and craft
types, ranging from off-shore power boats, cabin cruisers, yachts, sailing
dinghies, rowing sculls, canoes, personal watercraft, and water-ski boats. The
requirements and priorities of such sports are often at variance – both with each
other and with other harbour users and interests (including conservation of the
environment). Good management, use of appropriate powers, and consultation
are all needed to strike a balance. Conflicts can be resolved and it is
recommended that such issues are approached openly, without bias, and
demonstrably with the overall objective of ensuring the safety of navigation.

8.10.4 A risk assessment is likely to identify potential conflicts between both commercial
and recreational users; as well as between different classes of recreational user.
Many of these conflicts are best managed by arranging some form of segregation,
bearing in mind that an authority’s powers are to regulate – and not prohibit – the
right of navigation.

8.10.5 Byelaws provide the main formal statutory mechanism for managing
recreational navigation. Large recreational craft can also be subject to
General Directions. Subjects typically covered include:

●● requirement to maintain VHF communications;

●● speed limitations in specified areas;
●● prohibitions on defined recreational activities close to beaches, navigational
channel, or environmentally sensitive areas,
●● restrictions on the use of deep water channels by shallow draught vessels;
●● navigation restrictions in the vicinity of specified port infrastructure; and
●● establishment of zones for designated recreational activities.
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8.10.6 When preparing byelaws and
general directions, consultation
with the recreational boating
communities is strongly
recommended, even if the byelaw
or direction in question does not
directly affect recreational
navigation. Accusations of bias
towards one form of navigation at
the expense of another are best
countered by wide and open
consultation in all matters.

8.10.7 Where risk assessment identifies a need to confine certain recreational activities,
such as water skiing, or the use of personal water craft, to designated “zones”,
consideration needs to be given as to how such zones are to be marked, and how
craft are to be permitted to access them. The size and location of such zones
should permit the users to operate their craft safely and appropriately. They
should only be established after full consultation with users and others potentially
concerned, or affected, by the activity. Where zones are created for certain
recreational activities such as water-skiing and personal watercraft use,
consideration should be given to promoting appropriate qualifications to use them.
Therefore, the water-ski boat driver’s qualifications (already well established) and
the personal watercraft qualifications (not so well established) would become the
norm. This would answer many of the criticisms concerning uneducated and
irresponsible use. It would also feature prominently in any risk assessment.

Event planning
8.10.8 Organisers of recreational events should ensure that they consult with Harbour
authorities and port marine organisations regarding events both on and over the
water, about the need for risk assessments. The need will be proportional to the
activity; harbour authorities may be able to agree that formal assessments are not
needed for some low-key leisure activities. Those intending to hold a recreational
event for which any form of risk assessment will be required should be
encouraged to consult the harbour master at the earliest opportunity. Formal
approval to such events can then be made subject to a proper risk assessment
conducted by the event organiser. Where an event occurs regularly, the scope of
subsequent risk assessments may be adjusted accordingly. In approving any
event, the harbour master needs to be satisfied that risk to the safety of
navigation, or other port users has been effectively mitigated. The harbour master
also needs to ensure that the event organiser has consulted with, and has met the
requirements of, the MCA (Coastguard), the RNLI, local emergency services, and
local authority where appropriate. Also, if applicable the event should take into
account the guidance provided by, and with the approval of, the national bodies
representing the types or classes of craft or vessel participating. The RYA has
prepared a series of standard templates for various categories of event and
harbour authorities may wish to refer to these.

8.10.9 Any requirement for additional harbour authority resources, be they navigational
marks, craft to patrol, control, or escort the event, or any emergency or SAR
response resources, would normally be at the expense of the event organiser.
The same would normally apply to any public safety or emergency provision
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considered necessary by the police or other emergency services.

8.10.10 Having conducted a risk assessment, and following any advice or requirement of
the harbour master, the event organiser should be required to promulgate clear
details of the event, including where appropriate:

●● names of event organisers and officials;

●● list of participants;
●● list of authorities consulted;
●● timetable and programme of events;
●● arrangements for controlling the event, including any special communications,
i.e. contact telephone numbers, VHF channels and call signs;
●● any navigational constraints being imposed, e.g. restricted areas, or partial port
closures;
●● emergency arrangements; and
●● media arrangements.

Depending on the scope of the event, it may be appropriate to publish the full
risk assessment and associated mitigating measures.

8.10.11 Where recreational events are a common feature of a harbour, consideration

should be given to drawing up a Code of practice for the planning and
implementation of such events, thereby providing early guidance to any
organisation so minded.

Dialogue with the recreational port user

8.10.12 The co-operation of recreational users is best assured by comprehensive
consultation and dialogue. To this end, harbour authorities should consider making
available to all port users, including recreational users, published material of
relevance to the safety of navigation, including the following:

●● byelaws and general directions;

●● notices to mariners;
●● port guides;
●● details of the facilities available to visiting recreational users;
●● advice on passage planning, including the identification of any areas of high
density recreational activity;
●● port emergency arrangements; and
●● the International Collision Regulations.

8.10.13 The promulgation of this information may be achieved by direct provision or

through articles and features in local press and radio, and by the use of notice
boards in key locations.

8.10.14 The use of a web site will also greatly assist general awareness of the port and
the details of its regulatory regime. In addition, such a medium is well suited to
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promulgating current operational issues such Operations
as details of relevant shipping
movements, tidal data, etc.

8.10.15 Current operational information is usually broadcast to all port users,

including recreational users so equipped, on VHF radio from the Port
Information or VTS Centre where one exists.

8.10.16 Regular dialogue with the recreational users should be achieved by means of
liaison meetings, and participation on working groups and committees. With the
advent of safety management systems, there is a need for all port users, including
the recreational user, to contribute to the hazard identification and risk
assessment process, and subsequently to assist in reviewing the safety of
navigation. This can be achieved through the medium of appropriate local
committees.

Education and training

8.10.17 In discharging their responsibilities for the safety of navigation, organisations
should take a keen interest in helping to educate recreational users and others
about safety on the water. To this end, they should encourage recreational users
to attend training courses run by the RYA and other associations. They should
also consider giving talks to selected groups of the local community on port
operations and navigational safety issues. Additionally, the inclusion of
educational information, and projects in support of local schools and colleges on a
harbour authority’s web site can be a most effective way of influencing prospective
recreational users of the port. The use of social media is often a very effective
way of communicating educational messages to recreational users.

Facilities for the recreational user

8.10.18 Facilities provided for the recreational user often require specialised
management. These include:

●● moorings design and specification of moorings and mooring areas,

maintenance schedules etc;
●● alongside berths maintenance, access, security, collection of charges, provision
of services, waste disposal, emergency arrangements etc;
●● drying grids, safety inspections, maintenance of safe drying area including
marine licensing requirements for works below mean high water;
●● slipways for launching/recovery of trailed craft. Requirement for maintenance
and manning, supervision of launching and recovery where necessary,
enforcement and collection, parking of trailers;
●● slipways for careening and repairs. Health & safety requirements, waste
reception for contaminants;
●● boat lifts, cranes, hoists health & safety requirements, training for crane
operators etc, storage, shoring arrangements ashore;
●● provision of fuel health & safety, pollution prevention, emergency procedures,
formal safety inspections for installations;
●● supply of electricity health & safety, prevention of misuse, failsafe devices;

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●● shore side services including showers, toilets etc repair and maintenance,
compliance with regulations, access for people with disabilities, security;
and
●● conservancy facilities in addition to those necessary for large vessels marking
of secondary channels, maintaining depth in secondary channels and other
areas, removing obstructions in areas of recreational activity.

Leisure moorings
8.10.19 Organisations are often required to provide, license, or regulate leisure moorings
in order to meet demand, but also to facilitate the safety of navigation. A clear
policy on areas to be used for leisure moorings should be established. This
should take into consideration the need to:

●● maintain safe navigational channels;

●● ensure that a selected position takes into account size and type of craft, swinging
areas, depths of water, type of seabed, and the need for safe access to and
from the mooring areas; and
●● ensure that environmental/hydrographic regimes are not adversely affected.

In providing or licensing moorings, consideration needs to be given to the design

and construction of mooring gear. Moorings owned by the harbour authority must
be fit for the purpose, regularly maintained and checked. Those licensed by the
authority should be to minimum specifications laid down as guidelines or
requirements.

8.10.20 A published mooring plan of each area of the harbour should be maintained,
which clearly identifies the positions of all moorings.

8.10.21 In providing moorings and other facilities, a harbour authority should consider the
use of contracts or agreements in order to ensure that any requirements for
insurance, and other criteria are defined and met.
Marinas
8.10.22 Establishing a marina within a harbour area requires careful planning and
consultation. Local authority planning permission will almost certainly be required.
The resulting density of boat traffic will need to be reflected in port pollution and
other emergency plans. All marinas are required to put into operation waste
reception management plans.

8.10.23 Traffic management procedures may be needed to facilitate entry into, and
departure from, a marina. Lighting levels in and around a marina, whilst serving
their purpose, must not impede the safety of navigation at night in the port area
adjacent to a marina. Noise levels within marinas may need to be controlled.

8.10.24 Access to shore from a marina must be safe, and fit for purpose. The
maintenance of life saving appliances throughout the marina is a fundamental
responsibility of the marina operator.

8.10.25 An effective liaison needs to be maintained between a marina operator and

the respective harbour authority.

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8.10.26 Specific guidance on managing marinas can Operations
be found from the British Marine
and Yacht Harbours association guidelines.

Houseboats
8.10.27 Some organisations may permit houseboats to be moored within their
jurisdiction. Such permission is often controlled by licence, issued by the
organisation. Before such a licence is granted, local planning permission may be
required, as well as the approval of the riparian landowner. Adjacent landowners
should also be consulted. Waste disposal facilities, including those for sewage,
need to be provided.

Shore side Life Saving Equipment

8.10.28 The provision of shore side life saving equipment is normally the responsibility of
the relevant riparian land-owner, including, where appropriate, the harbour
authority. The availability of such equipment should be taken into account when
conducting risk assessments. Riparian authorities have a duty of care to ensure
that adequate life saving equipment is made available, despite its vulnerability to
abuse by vandals.

8.10.29 In principle, life saving equipment should be established as indicated by risk

assessment. Such equipment should include recovery methods, means of raising
the alarm and guidance on how to call the emergency services. The availability of
RNLI assets should be taken into account when conducting risk assessments.

8.11 Subsea pipelines and cables

Subsea Pipelines and cables – Use and Hazards
8.11.1 Subsea pipelines and cables are normally used to transport oil and gas from
offshore production installations as part of national infrastructure or within port
areas or between different countries. The pipelines may lie either directly on the
sea bed or buried under it. It follows that pipelines can be vulnerable to ships’
anchors, which may cause damage when they drag over the pipeline, land on it
or when they snag the pipeline and potentially pull it out of the sea bed. Pipelines are
also vulnerable to grounding damage.

8.11.2 Pipelines and cables used in UK waters vary in diameter, but most are in the
range 10cm to circa 125cm. In general, smaller pipes are more at risk of being
snagged and ruptured, and larger pipes are more at risk of being scraped, dented
or gouged and displaced, causing damage to coatings and potentially loss of
containment. Even if a pipeline is not ruptured at the time that the anchor strike
occurs, any damage could lead to cracks that grow and result in seepage or
failure in the future. Displaced pipelines also become more vulnerable to damage
(including scouring of the adjacent seabed) due to tidal currents and trawling
activities.

8.11.3 Pipeline and cable operators are required to prepare a major accident prevention
document (MAPD) in respect of subsea pipelines, in which relevant damage and
pollution hazards are identified, risks assessed and where necessary appropriate
risk control measures established to reduce the associated risk of the presence
and use of the pipeline to acceptable levels. Where subsea pipelines lie within
port areas, the development of the operator’s MAPD will necessarily require them
to liaise closely with the relevant organisation.
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8.11.4 The consequences of damage to a subsea pipeline or cable could include loss of
life, injury, fire, explosion, loss of buoyancy around a vessel and major pollution,
but in more serious cases, is also likely to result in significant commercial and
economic impact as the associated distribution system is closed or restricted to
very limited operation.

Guidance to organisations
8.11.5 Organisations need to be aware of the presence of any subsea pipelines in its
area of responsibility. It should recognise and assess the potential for damage to
those pipelines from shipping and fishing operations, and the associated potential
consequences of such damage as part of its navigational Safety Management
System.

8.11.6 Following review, and where deemed necessary, organisations should ensure
they have in place appropriate emergency plans and operational procedures for
the management of vessel traffic in the vicinity of pipelines and cables within their
area of responsibility. Close consultation and liaison with the pipeline or cable
operator is essential. Plans and procedures should take account of, or provide
for, the following:

●● Liaison between harbour authorities and pipeline / cable operators to assess

whether any subsea pipeline or cable within their area of responsibility is at risk
of being damaged by marine activities under the management or control of the
organisation or presents a pollution or other hazard.
●● A Harbour Master’s assessment of the need for any restrictions taking into
account any relevant information such as pipeline / cable type, contents,
protection measures, the nature of the seabed, the depth of the pipeline or
cable, the depth of water or the size and/or type of vessel likely to be
anchoring or operating in the immediate area.
●● A description of such pipelines or cables, their location and accurate details of
pipeline / cable routes through the port area. Locations should be recorded on
appropriate, up to date charts and where available, the port’s Vessel Traffic
Services displays. Pipeline or cable details should be documented and include:
the fluid the pipeline conveys (e.g. natural gas, crude oil etc.), the diameter, the
wall thickness, the operating pressure, and the current name and emergency
(24/7) contact details for the pipeline operator.
●● Any restrictions on anchoring, fishing or navigation associated with a pipeline or
cable in the port area and the provision of advice and/or direction on suitable safe
anchorages clear of subsea pipelines for all vessels within their jurisdiction. This
guidance should be developed in consultation with pipeline or cable operators and
take into consideration the risks of dragging anchor Harbour authorities should
also promulgate any advice or direction as part of the port’s navigational safety
management system.
●● The establishment of suitable monitoring arrangements of vessels underway and
at anchor in the vicinity of subsea pipelines or cables. This should include
operational procedures and the responsibilities of harbour authority staff for
monitoring vessels and for informing vessel masters of the presence of pipelines /
cables.
●● Arrangements agreed with pipeline and cable operators on alerting procedures
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should a risk of imminent damage to a Operations
pipeline be identified to include contact
arrangements.
●● Documented contingency plans for effective response to pipeline or cable
damage or the threat of damage to a pipeline, which should be developed in
consultation with the pipeline operator(s) and other responsible and relevant
agencies such as the:
– Department of Energy and Climate Change (DECC);
– Health and Safety Executive;
– General Lighthouse Authorities
– Maritime & Coastguard Agency
●● Periodic reviews with pipeline / operators of the emergency arrangements and
associated contingency plans to take into account changes to: pipeline or port
uses; harbour authority and pipeline operator responsibilities; contact details.
●● Regular briefings to all relevant staff to ensure that they are familiar with the
associated procedures and plans.
●● Periodic testing of contingency plans in respect of pipeline emergencies and their
emergency arrangements with pipeline operators to include testing of incident
notification arrangements and emergency response exercises with the pipeline
operator and appropriate agencies.

Contingency planning should take into account the need for early notification. Where
a vessel is dragging its anchor and may ultimately endanger a subsea pipeline,
advance notice may enable the pipeline operator to minimise the impact of an
incident through reduction of operating pressure or closing of valves and mobilisation
of their response teams.

8.11.7 Where a pipeline lies within the VTS Area but outside port limits, harbour
authorities should liaise with the MCA to agree responsibilities and contingency
planning.

8.11.8 In line with The Pipelines and Safety Regulations 1996 section 26, harbour
authorities may charge a fee to the pipeline operator for the preparation, review,
revision and testing of the emergency procedure.

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A Guide to Good Practice on Port Marine perations
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Section 9: Pilotage
Introduction
This section provides guidance on the following:

●● The Competent Harbour Authority

●● The bridge team and pilot
●● Safety Assessment
●● Agents and joint arrangements
●● Pilotage directions
●● Authorisation of pilots
●● Training
●● Pilot exemption certificates

9.1 Summary
9.1.1 Chapter 5 of the Code refers, amongst other things, to the main powers and
duties which harbour authorities (as a competent harbour authority (CHA)
under the provisions of the Pilotage Act 1987) have to provide a pilotage
service. It says that the use of these powers should follow these general
principles:

A. Harbour authorities are accountable for the duty to provide a

pilotage service; and for keeping the need for pilotage and the
service provided under constant and formal review.

B. Harbour authorities should therefore exercise control over the

provision of the service, including the use of pilotage directions, and
the recruitment, authorisation, examination, employment status, and
training of pilots.

C. Pilotage should be fully integrated with other port safety services

under harbour authority control.

D. Authorised pilots are accountable to their authorising authority for

the use they make of their authorisations: harbour authorities should
have contracts with authorised pilots, regulating the conditions
under which they work – including procedures for resolving disputes.

9.2 The Competent Harbour Authority

9.2.1 CHAs should, through their boards, play a formal role in the recruitment,
training, authorisation and discipline of pilots. They should also approve the
granting of pilot exemption certificates (PEC) and the discipline of PEC
holders.
9.2.2 IMO Assembly Resolution A960 http://www.impahq.org/admin/resources/a960en-1.pdf

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makes the number of recommendations on Operations
how pilotage authorities should
approach the training and certification of pilots and in respect of certain
operational procedures. CHAs are encouraged to act in accordance with this
Resolution in the implementation of their duties and powers under the Pilotage
Act 1987.

9.2.3 The national occupational standard (NOS) for pilots may be a useful resource in
helping authorities to consider the training requirements of authorised pilots and
how pilot training manuals might be best produced. Many ports also publish their
pilot training manuals which may provide useful templates when considering the
production of pilot training manuals. A link to the NOS for pilots can be found at
the following link:
http://www.portskillsandsafety.co.uk/publications/marine_pilots

9.2.4 It is likely that the harbour authority will delegate responsibility for the
management of pilotage to the harbour master or another qualified executive
officer, or in combination. These arrangements need to provide that the delegated
powers are defined with clarity for each person; and the statutory role of the
authority observed.

9.3 Bridge Team and Pilot

Expectation of Bridge Team/Pilot Performance.
9.3.1 A pilot’s primary duty is to use his skill and knowledge to protect ships from
collision or grounding by safely conducting their navigation and manoeuvring
whilst in pilotage waters. Nonetheless, the master and bridge team are always
responsible for the safe navigation of the ship. Bridge procedures and bridge
resource management principles still apply when a pilot is onboard. The bridge
team must conduct a pre- passage briefing with the pilot to ensure a common
understanding of the Passage Plan prior to its execution. Pilots, master and watch
keepers must all participate fully, and in a mutually supportive manner.

9.3.2 The master and bridge team have a duty to support the pilot and monitor his/her
actions. This includes querying any actions or omissions by the pilot or any
members of the bridge team, if inconsistent with the passage plan, or if the safety
of the ship is in any doubt.

Conduct
9.3.3 Under provisions of the Pilotage Act 1987 the pilot is not merely an advisor but
has legal conduct of the navigation of a vessel.

1987 Pilotage Act Sect 31 – “pilot” has the same meaning as in the
Merchant Shipping Act 1894

and “pilotage” shall be construed accordingly. Section 742 of the Merchant

Shipping Act 1894 states a pilot to be -”any person not belonging to a ship who has
the conduct thereof”.

There are numerous cases which illustrate the point, which despite their age are
still binding in law:

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The Mickleham (1918). This case considered the meaning of the word “conduct”
and concluded that if a ship is to be conducted by a pilot it “does not mean that
she is to be navigated under his advice: it means that she must be conducted by
him”.

The Tactician (1971). In this case the judge also considered the meaning of the
word “conduct”. And stated: “it is a cardinal principle that the Pilot is in sole charge
of the ship, and that all directions as to speed, course, stopping, and reversing, and
everything of that land, are for the Pilot”.

Training
9.3.4 In order to work effectively with the bridge team, the pilot should be trained in
the principles of both Bridge Team Management (the focus being internal and
external relationships and operational tasks of the Bridge Team) and Marine
Resource Management (the focus being cultural issues and the role of the
pilot).

Technical Aids
9.3.5 Consideration should also be given to the risk reduction benefits of utilising
proven technology that can provide additional complementary support,
independent of ship systems, to both pilots and bridge teams.

Assessment
9.3.6 Pilots should be monitored and assessed in the effectiveness of work with the
bridge team. This could be through peer review or other form of audit.

Level of Mutual Support for Bridge Team

9.3.7 Inevitably the level of mutual support will vary dependent upon a number of
factors including trade, vessel size, systems available and crew numbers.
However, the following are considered to be minimum requirements;

a) Capability (i.e. competent and properly qualified).

b) Well prepared (e.g. charts, passage plan, machinery state, anchors,
crew deployment).
c) Responsiveness (e.g. Be alert to the pilot requirements and monitoring the
pilot and others actions).
d) Co-operation (e.g positively answering pilot’s questions and act on directions).
e) Knowledge of English (capable of understanding standard marine vocabulary).
f) Fully familiar with bridge equipment.

Reporting Substandard Performance

9.3.8 Pilots have a statutory duty to report ship deficiencies that may adversely affect
its safe navigation to the CHA who should inform the MCA. This mechanism
could be used to report substandard performance but if not then the safety
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management system must include proceduresOperations
to facilitate reporting to the CHA
that can be acted upon immediately if necessary (eg if the vessel remains in
port).

9.4 Providing a service

9.4.1 The 1987 Act requires that the pilotage service provided by any CHA should be
based upon a continuing process of risk assessment. Operating a pilotage
service will involve consideration of the following factors:

●● safety assessment;
●● agents and joint arrangements;
●● pilotage directions;
●● boarding and landing arrangements;
●● consultation;
●● pilotage regulations;
●● authorisation of pilots;
●● contracts with authorised pilots;
●● training;
●● rostering pilots; and
●● incident and disciplinary procedures.

Safety assessment
9.4.2 Section 2(1) and 2(2) of the Act requires CHAs to keep under consideration:

a) whether any and, if so, what pilotage services need to be provided to secure
safety of ships navigating in or in the the approaches to its harbour; and

b) whether, in the interests of safety, pilotage should be compulsory for ships

navigating in any part of that harbour or its approaches. If so, for which ships
under which circumstances and what pilotage services need to be provided
for those ships.

9.4.3 The hazards involved in the carriage of dangerous goods, pollutants or harmful
substances by ship have to be particularly considered. These requirements are
clearly best addressed as part of an authority’s overall risk assessment and safety
management system (see Section 4 of this guide). CHAs were identified under
the Act by means of criteria which included responsibilities for the regulation of
shipping, and the safety of navigation. It is likely, therefore, that pilotage will need
to be managed in the context of such wider responsibilities.

9.4.4 For the purposes of the safety management system, the provision of pilotage
(whether by authorised pilots or PEC holders) is to be treated as a risk reduction
measure, to be considered with other possible measures to mitigate the risks in
question. The decision under Section 2 of the Act is therefore to be taken in the
context of available safety measures as a whole. There may be no need for a
pilotage service where other measures are considered sufficient.
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9.4.5 The authority has to be satisfied that a measure will be effective before relying
on it. An authority with the powers to provide an effective and efficient pilotage
service must be satisfied that it can do so competently. This means firstly that
the authority has the competence to assess and oversee authorised pilots, and
those who may apply for pilotage exemption certificates; and secondly, that they
will have sufficient pilotage work to maintain their skills adequately.

9.4.6 It is important to note that an authority has two separate decisions to make:

a) to identify the pilotage service required in the interests of safety (Section 2 of

the Act); and
b) the scope of pilotage directions.

9.4.7 The service provided must obviously cover all vessels required to have a pilot by
the directions. However, the authority must also consider two other points:

a) That some vessels subject to directions may not require a pilot because a
bona fide deck officer is entitled to use a pilotage exemption certificate;
b) A vessel not subject to directions may nevertheless request (or be directed to
engage) a pilot in the interests of safety (for example in unusual conditions
such as poor weather, reduced visibility, unfamiliarity with, or lack of
knowledge of, the port or due to fatigue).

9.4.8 A deck officer entitled to conduct their vessel under an exemption certificate may
nevertheless ask for a pilot for assistance. The principal point to be remembered
is that the authority has a duty to provide the service required in the interests of
safety (not in terms of the service required by the pilotage directions). The
requirement is of course determined through the safety management system,
which may identify alternative risk reduction measures where pilotage, and
pilotage directions, would otherwise be needed.

9.4.9 If a risk is identified for which there is no satisfactory alternative to pilotage, the
service provided must fully meet the requirements of the Code. Section 2 of the
1987 Act does not allow financial considerations to be used as a justification for
not providing a pilotage service.

9.4.10 An authority which identifies the need to provide a pilotage service, incurs
an obligation to find and maintain the resources and expertise.

Agents and joint arrangements

9.4.11 An authority may arrange for certain pilotage functions to be exercised on its
behalf by such other persons as its sees fit, including a company established for
the purpose, or another harbour authority. The Secretary of State also has power
to appoint one authority as CHA for another’s area – a power not used to date.
Two or more authorities may arrange to discharge such functions jointly. Under
Section 11(2) of the Pilotage Act a CHA may assign all its pilotage functions other
than the duty under 2(1) to another CHA. Otherwise, the following arrangements
may not be assigned or shared:

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●● the duty to keep the need for pilotage under review;

●● the authorisation of pilots;
●● the arrangement under which its authorised pilots are engaged;
●● the approval of pilot launches;
●● the issue of pilotage directions;
●● the issue of pilotage exemption certificates.

9.4.12 These are all key elements of the safety management system required by this
Code. Where other functions have been delegated, or there is a joint arrangement,
the body or authority should be fully consulted in developing the system or
consider having a joint safety management system. Authorities should also
consider seeking a joint system for jetties and berths outside their jurisdiction,
where their pilots may be providing a service.

9.4.13 Any delegation or joint arrangement should be subject to a formal contract with
any other body used in this way (including another harbour authority) which fully
recognises statutory obligations which cannot be delegated or shared. The
contract should set out the decisions which the delegated or joint body may
make, and any conditions to which this is to be made subject. There should be
provision in such a contract to terminate the arrangement at any time in order to
enable an authority to carry out delegated or joint functions itself, or to make
some other permissible arrangement instead.

Pilotage directions
9.4.14 If a CHA decides in the interests of safety that pilotage should be compulsory in
the harbour or any part thereof, it must issue pilotage directions. This is a
separate matter from the decision to provide a service. As noted above, an
authority might decide to provide a service without making pilotage compulsory in
some or all circumstances. Vessels are subjected to pilotage directions where the
authority has decided that the management of safety so requires. Such vessels
may nevertheless be conducted by PEC holders who have been assessed for
skills, experience, local knowledge and an appropriate knowledge of English.
Authorities will need to satisfy themselves that the risks relating to vessels that
are not subject to compulsory pilotage are appropriately managed. This applies
both to vessels which the authority decides to exclude under its pilotage
directions, as well as those excepted by statute.

9.4.15 The authority’s pilotage directions must define the geographic area within which
pilotage is compulsory. A risk assessment should indicate where the limits of the
area should be drawn. If risk is identified in an area outside the statutory limits of a
port, then there is a provision for port limits to be formally extended by harbour
revision order, so that the risk may be managed. There is special provision in the
1987 Act for such extensions for pilotage purposes only.

9.4.16 Pilotage directions describe how pilotage applies to vessels using the port.
The content of the directions should be driven principally by the results of
the risk
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assessment. Directions have to

specify the ships or type of ship,
and the geographical area, to
which they apply; and in any
circumstances in which an
assistant pilot must accompany an
authorised pilot.

9.4.17 Directions should specify vessel

types. Ships have been specified
in directions according to size
(traditionally by length, but
sometimes by draught, tonnage,
beam etc). Risk assessments provide an opportunity to consider the relevance of
such criteria – and others, and whether they are the right way of deciding which
vessels present a risk that is appropriately managed by compulsory pilotage.

Pilot Boarding and landing arrangements.

9.4.18 A revised code of practice entitled The Embarkation and Disembarkation of Pilots ,
the embarkation & disembarkation of pilots code of safe practice revised
ukmpa.org/wp-content/uploads/2016/08/boarding__landing_code_2013.pd
which was prepared jointly by the UKMPA and the BPA/UKMPG Marine/Pilotage
Working Group, provides advice on pilot boarding and landing arrangements.
Pilotage directions may include such supplementary provisions as the authority
considers appropriate. This provision is used to designate pilot boarding and
landing positions. The following are examples of considerations applying to the
fixing of these positions, especially the seaward position:

●● it must be in a safe place to transfer a pilot to and from a vessel;

●● it must allow for a pilot to be on board where the pilotage directions so require;
and
●● it must be where there is sufficient time and sea room to allow a proper master
– pilot information exchange.

Comment

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9.4.19 The requirements might also vary according to different types of vessel – and for
other temporary reasons, such as adverse weather. Subject to the following two
paragraphs, the boarding and landing position is normally established at the limit
to which the relevant pilotage direction applies.

Confirmation of Pilot Boarding Arrangements compliance

9.4.20 In an accident on the Humber in May 2013 both side ropes of a pilot ladder parted
simultaneously whilst the pilot was disembarking, causing him to fall several
metres onto the deck of the pilot launch.

Competent Harbour authorities are encouraged to adopt a control measure which

requires the master of any ship boarding or landing an authorised pilot to make a
verbal declaration via the local VTS/LPS or pilot cutter direct ( if Pilots will be

boarded before first contact with VTS/LPS), that the pilot ladder is:
Properly constructed, recently inspected, in good condition and rigged as per
SOLAS and IMO requirements, including the supervision on deck by an officer.

In the event that such declaration is not forthcoming or the pilot/pilot launch crew
detect that the ladder is not fit for purpose, it is recommended that the transfer
should not take place and the ship be directed to safe anchorage or holding
position until a suitable pilot ladder can be provided.

9.4.21 Section 7 of the 1987 Act allows for a range of circumstances to be

accommodated by the pilotage directions. In particular, they may specify the area
and circumstances in which a direction applies. Circumstances in which special
arrangements might apply need to be identified in the risk assessment and
reflected in the directions. These might include procedures in the event of a pilot
not being available, for example because conditions make boarding and landing
unsafe or impracticable. Provisions might include the use of different boarding
and landing positions for different circumstances.

Waiving directions
9.4.22 There is no provision for pilotage directions, once given, to be waived or dis-applied
– other than by the making of new directions by the authority. This is not a matter
on which a harbour master has discretion. It may be necessary for the directions
to be carefully drafted to ensure that special circumstances in which they would
otherwise apply are properly covered. Exceptions should be fully justifiable by
reference to the formal risk assessment. It would not be appropriate, for example,
to provide that pilotage is not mandatory in highly adverse conditions which make
boarding or landing a pilot too dangerous to be undertaken, (subject to any
overriding considerations to enable a vessel to be directed to a position of safety).

Consultation
9.4.23 Before issuing a new direction or directions, an authority must consult with ship
owners whose vessels use the port, or those who represent them, and with those
who conduct operations within the harbour (e.g. towage companies, pilots, etc),
though it may consult more widely if it chooses. An authority should publish its
directions so that they are readily available to all who require them, or are likely

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to be interested in them.

Pilotage regulations
9.4.24 Pilotage directions exist to define formally the broad structure of a pilotage
service, and in particular to define where, and for
whom, compulsory pilotage applies.
Harbour authorities should provide a
method of publishing these administrative
requirements and details which support
these directions. Some authorities refer to
this published version as ‘pilotage
regulations’. These may include:

●● arrangements for the application, assessment, approval, renewal and use of a

Pilotage Exemption Certificates (PEC);
●● pilot authorisation procedures;
●● any conditions governing the provision of the pilotage service;
●● how vessels should obtain the services of a pilot;
●● details of the local radio communications allocated for pilotage; and
●● criteria for excepted ship status.

Authorisation of pilots
9.4.25 Each CHA may authorise suitably qualified pilots in its area. The 1987 Act says
that authorisations may relate to ships of a particular description and to particular
parts of the port. The authority determines the qualifications for authorisation in
respect of age, medical fitness standards, time of service, local knowledge, skill,
character and otherwise.

9.4.26 Authorities should establish proper arrangements for assessing competence, in

accordance with the National Occupational Standards www.ukstandards.org.uk/
developed in parallel to this code and for keeping fitness under review. These
should be published and available to applicants.

9.4.27 Subject to the principle that it is for the harbour authority alone to decide (using
appropriate procedures for delegation to its officers) that an authorisation should
be given, it is for an authority, or its agent, to determine that a particular
authorised pilot is appropriately qualified and fit to pilot any ship on any occasion.
Authorities are accountable for these decisions. They and any agent should have
discretion to decide not to allocate an authorised pilot for a period, or for particular
ships, and this should be an accepted condition of every authorisation.

9.4.28 An authority may also suspend or revoke an authorisation after giving notice and
allowing a reasonable opportunity for representations to be made, if it appears to
the authority that the authorised person is guilty of any incompetence or
misconduct affecting their capability as a pilot. The same applies if an authorised
pilot has ceased to have the required qualifications; or level of medical fitness; or
failed to provide evidence of continuing to meet any of the criteria. An
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authorisation may also be suspended or Operations
revoked, on reasonable notice, if any
contract or other arrangement under which the services of pilots are provided is
terminated. Authorities should have formal procedures for these circumstances,
incorporated in the contracts they have with authorised pilots. CHAs may wish to
take legal advice in such matters.
Authorities should have procedures for re-validating authorisations at
intervals of not more than every five years. Harbour authorities should not
allow pilot authorisations to be held by persons who have not been rostered
as working pilots for more than two years. Revalidation should include an
assessment of competence sufficient to satisfy the authority that the pilot
remains qualified to be authorised. The authority should consider re-
assessing any authorised pilot who has not been active for any reason if it
considers that competence may be in question. It should do that assessment,
and arrange appropriate training, before allowing the pilot to be rostered. See
para 9.4.33 reference conduct of practical assessments.

Contracts with authorised pilots

9.4.29 For the purposes of being able to regulate the provision of its pilotage service,
each authority should have a contractual arrangement with its authorised pilots
(whether under a contract of employment or a contract for services). This may be
individual with each pilot or with an agent such as a pilot company. The contract
should reflect the general conditions under which people are employed by the
authority, including regulation of hours, leave, medical standards, training, incident
reporting, discipline, employment protection, grievance and complaints
procedures. The purpose of the contract is to regulate the relationship between the
authority and its pilots in the proper interests of both. In the authority’s case, it
should retain sufficient control over the provision of the service which it has a
statutory duty to provide under the Pilotage Act 1987.

Training
9.4.30 Harbour authorities should ensure that all their authorised pilots are trained and
qualified to conduct the vessels to which they are likely to be allocated. They
should not allow any pilot to be allocated if not appropriately trained and qualified.
The training standards should be appropriate to the National Occupational
Standards www.ukstandards.org.uk/developed in parallel with the Code. Every
authorised pilot’s training needs to be kept under review, with additional training
provided as necessary before allocation to different types of vessels or to the use
of new types of tugs. It is good practice for shipping companies, particularly
regularly trading vessels under PECs, to also participate in pilot training
programmes. These programmes promote shared good practice and team-
working. It is very beneficial for pilots to be required to carry out familiarision trips
with tugs as part of a formal refresher / training programme.

9.4.31 The emphasis on receiving positive confirmation of instructions given between

pilots, tugs / and shore side communications should be emphasised during
training. The intended result being that all communications have been heard and
understood and any vessel or engine movements can be expected by all parties
involved.

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Definition of Practical and
Operations Revalidation Assessments for Pilot and PEC
candidates.
9.4.32 A “Practical Assessment” is an examination of competency for a pilot or
PEC candidate, on a vessel they are not authorised to legally have
conduct of.

9.4.33 A Revalidation Assessment or “Check Trip” is for a pilot or PEC, who is

already authorised and can legally have the conduct of vessels under that
authorisation.

9.4.34 All authorised pilots conducting a practical assessment or overseeing a

qualifying trip, retain conduct of the vessel and remain legally responsible
throughout the pilotage act. Assessments should only be conducted by senior
authorised pilots.
Port pilotage Assessment Process (including PECs)
9.4.35 Every port should have a defined assessment process within its safety
management system. Assessors should have received an appropriate level of
training prior to conducting any assessment.

Practical Assessment Process

9.4.36 Prior to boarding, the assessor should brief the candidate on the
assessment process, confirm the individual roles and responsibilities of the
assessor and candidate, fully review the candidate’s passage plan and
agree limits when the assessor will intervene.

9.4.37 On boarding the vessel, the Master should be fully briefed by the assessor. This
should include an explanation of the assessment process and confirm the roles
and responsibilities of the candidate and assessor.

9.4.38 The assessor should confirm approval from the Master to continue the
examination process.

9.4.39 Throughout the assessment the candidate should give some form of verbal
commentary, either continuous or prior to commencing the next leg or a
particular manoeuvre.

9.4.40 The assessor should immediately clarify any variation to the agreed passage
plan or commentary, and where necessary, take timely intervention.

9.4.41 On completion of the assessment process, a full debrief should take place. This
should include a record of the assessment, feedback from the candidate and
identify areas of further training.

Rostering pilots
9.4.42 The shift patterns for any given pilotage service will vary depending on local
circumstances, including the length of act, density of shipping, proximity of
boarding and landing areas, etc. In designing shift patterns, care should be taken
to ensure that pilots are suitably rested before commencing an act of pilotage,
and that time has been allocated for the proper development of the pilotage
passage plan. Reference should be made to Working Time Regulations 1998 and
Working Time(Amendment) Regulations 2002.
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Additional Pilots on board
9.4.43 Formal risk assessment should be used to identify any circumstances in which
more than one pilot would be needed to conduct the navigation of a vessel safely.

Incident & disciplinary procedures

9.4.44 It is good practice for each authority to have a formal incident and discipline
procedure in the event of a marine incident. This would be in addition to normal
industrial incident and discipline procedures. It is good practice for harbour
authorities to make provision for ship masters to make reports, including
confidential ones, of unsatisfactory performance by an authorised pilot, whether
or not there has been an incident. Such provision must, however, be coupled with
an equitable investigation procedure.
9.5 Pilotage exemption certificates
9.5.1 There are powers and duties which CHAs have to exempt certain ships officers
from their requirements to take an authorised pilot. The use of these powers should
follow these general principles:

a) The standards for exemption certificates must not be more onerous than
those required for an authorised pilot; but they should be equivalent.
b) Exemption certificate holders and their employers are accountable to the
issuing harbour authority for the proper use of any certificate.
c) Harbour authorities should have formal written agreements with certificate
holders and their employers to regulate the use of certificates.

9.5.2 The requirements of a Pilot Exemption Certificate (PEC) system are

outlined in Sections 8 and 15 of the Pilotage Act 1987 and in Marine
Navigation Act 2013.

Eligibility for a PEC

9.5.3 The Act requires CHAs to grant a PEC only to a person who is a bona fide deck
officer of the ship or ships specified on the certificate. In practice, a large
proportion of commercial shipping movements, especially ferries, are conducted
by such officers with a PEC. Many are experienced not only to be familiar with
their ship but also harbours which they visit regularly. The arrangements whereby
applicants may qualify, obtain, and use a PEC should be laid down in the pilotage
regulations, which normally accompany the pilotage directions. The pilotage
directions will specify the type and size of vessels which are subject to pilotage
and therefore, by definition, the vessels to which a PEC applies.

Award of Certificates
9.5.4 When an applicant applies for a PEC the first step will be for the CHA to register
the application and brief the candidate on what he is required to do before his
application can be assessed.

9.5.5 Once the requirements have been determined, applicants who satisfy them have
a right to exemption whilst serving as deck officer on the vessel for which they
hold a certificate whether they choose to use it or not. It should be noted that
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CHAs are not allowed to withhold certification for reasons unconnected with an
applicant’s skill and experience, local knowledge and knowledge of English. (But
see 9.5.25 below regarding a CHA where there are exceptional navigational
hazards). A risk assessment may show for example that special requirements
apply if the vessel were to take tugs. In that case, the authority has to choose
whether it is reasonable to make the related skills a requirement for exemption; or
whether to adopt an alternative risk management device. If the ship for which the
master holds a PEC requires the services of tugs on a regular basis then this
particular experience and ability should be covered with other relevant matters in
the assessment prior to granting a PEC.
Responsibility of the Authority
9.5.6 A PEC is valid for one year from date of issue. Renewal should depend upon the
CHA being satisfied with the conduct of the PEC holder. The PEC should only be
renewed on confirmation that the holder’s certificate of competency remains valid.
The CHA should also ensure that the skill and local knowledge is still sufficient,
and one way of doing this might be satisfy itself that the applicant has conducted
pilotage on similar vessels in the pilotage area(s), on a predetermined number of
occasions.

9.5.7 There must be procedures to ensure that a PEC holder’s local knowledge is kept
permanently up to date. It is recommended that in cases where a PEC is not
renewed continuously, any subsequent application by the previous PEC holder
should require a further assessment and/or examination. Where a PEC is
continuously renewed, it is recommended that the holder should be fully
reassessed, and/or re-examined every five years. Refer to 9.4.32 concerning
conduct of practical assessments.

Training
9.5.8 CHAs should offer an examination when required without undue delay. The
CHA should also provide to the PEC holder, and the PEC holders employer
relevant up to-date navigation information and may offer further training on
aspects of the examination.

9.5.9 Where applicable, it is also recommended that applicants be required to visit, and
to be briefed on, the VTS system. A full appreciation of how such a system can
monitor and record the detailed track and manoeuvres of every ship, will often
encourage higher standards of navigation than otherwise might have been the
case.

Skill, experience and local knowledge

9.5.10 The granting of a PEC is dependent upon the CHA being satisfied, by examination
or otherwise, that the applicant’s skill, experience and local knowledge is sufficient
for him to pilot his ship safely within the whole of the area of the harbour to which
the authority’s directions apply, or a specified part.

9.5.11 Qualifying for a PEC should not be more onerous than qualifying for an
authorisation as a pilot in the same district; but the requirements should be
‘equivalent’. However, it should be noted that a PEC relates to a particular vessel
or vessels and may be restricted to a particular berth whereas a pilot’s
authorisation can cover a wide range of different vessel types and sizes and a
range of different berths.
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9.5.12 A checklist at the end of this section lists the criteria which a CHA should apply
when assessing applicants for PEC.

9.5.13 If a CHA considers it necessary in the interests of safety for the person piloting
the ship to speak English, a PEC may only be issued where the CHA is satisfied
that the applicant’s knowledge of English is sufficient for that purpose. This may
be established during an oral examination or practical assessment.
Assessment of skill
9.5.14 A mariner’s level of knowledge is,
usually, in principle, confirmed by
his certificate of competency. It is
therefore fundamental that a PEC
applicant holds a valid and
relevant certificate of competency,
which entitles him/her to hold the
position as deck officer in the
ship(s) named in the application.
Experience has shown, however,
that in practice, certificates of
competency do not always reflect
accurately an
applicant’s professional ability in ship handling. It is therefore recommended that
consideration be given to confirming the overall competency of an applicant,
together with his/her ability to communicate effectively in English, during the
practical assessment of their local pilotage knowledge. A CHA should also ensure
that the applicant’s certificate of competency is applicable to the type and size of
ship being navigated.

Assessment of Experience
9.5.15 A deck officer’s certificate of competence reflects achievement of a reliable and
stringently examined standard in respect of the safe operation of a ship, and a
minimum time spent at sea. They are not a record of service on ships of particular
types and sizes. Experience of the relevant area, or part thereof, should be
ensured by requiring a PEC applicant to complete a number of training acts in the
company of an authorised pilot or a holder of a valid PEC for the area concerned.

9.5.16 Tripping should be undertaken on the ship, or class of ship, in which the PEC is to
be used. The CHA must lay down the tripping requirement for its harbour or any
part, if applicable. This requirement must specify the number of trips required by
daylight and night. It may also specify the number of trips to be undertaken with an
authorised pilot, rather than a PEC holder. The proportion of inward trips to
outward trips may also be defined. In order to minimise the risk that qualifying trips
being falsely claimed, the use of a Tripping Log is recommended. This should
require the accompanying pilot or PEC holder to countersign to the effect that the
PEC applicant had responsibility for pilotage of the vessel throughout the
qualifying trip. Tripping Logs can also be validated by comparison with port
records.

Assessment of Local Knowledge

9.5.17 The level of local knowledge can be assessed practically and by written and/or
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by oral examination. The level should be sufficient for the applicant to pilot his
vessel with safety throughout the area covered by the PEC.

9.5.18 The checklist lists the criteria which the CHA should apply in assessing
applicants. This includes both generic matters and local knowledge.
Responsibility of the Authority – CHA’s obligations
9.5.19 A CHA should provide PEC applicants with a clear statement of its requirements
for exemption. These might be accompanied by a full set of byelaws, general
directions and other documentation necessary for safe navigation within the port.

Procedure for examining applicants

9.5.20 The CHA will establish a procedure for examining applicants for a PEC, to verify
whether they meet the criteria set out in the checklist. The procedure should
include an oral examination and/or a practical assessment, and may, in addition,
at the discretion of the CHA, include a written examination.

9.5.21 The CHA will decide who should be responsible for the conduct of the
examination. The harbour master may conduct the examination himself, or it may
be delegated to a senior pilot, a representative of the pilotage committee, a board
member or a dock master. The CHA will also consider whether decisions on the
award of the PEC should be endorsed by a committee of the harbour board. They
should also make arrangements for applicants to be given feedback on their
performance in the examination(s).

Additional vessels
9.5.22 It is often the case that a PEC applicant will request his/her certificates to be valid
for more than one vessel. However, where the other vessels involved differ
significantly in size or manoeuvring characteristics, from that named in the original
application, consideration should be given to requiring the applicant to
demonstrate proficiency in those different vessels, before approving the addition of
such vessels to his certificate.

Additional areas
9.5.23 A PEC holder may request that his certificate be extended to embrace additional
areas of the port. In these circumstances, the requirements for additional tripping
and/or further assessment should be specified in the pilotage regulations, and
should be fully satisfied before any such extension is approved.

Conditions governing the use of a PEC

9.5.24 After a PEC has been issued, the CHA should set out conditions attending to its
use. The checklist sets out matters which will normally be included in such
conditions and should draw attention to the requirement under Section 15 of the
Act for a harbour authority to be notified of the identity of the bona fide deck officer
whose PEC is to be used ( when a ship navigating pilotage waters has not
requested pilot).
Authority not to grant a PEC
9.5.25 Under Section 8(3) of the Act a CHA may apply to the Secretary of State to be
allowed not to grant certificates, if the CHA believes that exceptional navigational
hazards exist within its pilotage district, such that safety considerations dictate that
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all vessels navigating within the district must Operations
take an authorised Pilot. This
provision is rarely used in practice.
Suspension or revocation of a PEC
9.5.26 A CHA may suspend or revoke a PEC where:

a) The Authority is no longer satisfied that the PEC holder has the required
Skill, experience or local knowledge as a consequence either of an accident,
incident or near miss or because it thinks that the person has provided false
information;
b) The Authority thinks that the person has been guilty of professional
misconduct while piloting a ship; or
c) The Authority was notified that a person’s certificate was to be used but in reality
the pilotage was carried out by a person who was neither an authorised pilot
nor acting in accordance with a pilotage exemption certificate.

Written notice must be given of the suspension or revocation of a PEC. While

suspension of a PEC may have immediate effect, before revoking a person’s
certificate, a harbour authority must have given that person written warning stating
the reasons for the proposed revocation and allowing them reasonable opportunity
to make representations.

The maximum period for which a pilotage exemption certificate may be suspended
is 28 days though this may be extended by another 28 days (again given written
notice) if necessary.

It is recommended that the procedure for suspending or revoking a PEC is

documented in the pilotage directions.

Vessels operated by the CHA

9.5.27 It should be noted that any vessels operated, or owned by the CHA, are also
bound by pilotage directions and regulations.

PEC Criteria example template

GENERIC
Valid certificate of competency as deck officer
Bona fide deck officer responsible for navigation
Evidence of current medical fitness
Vessel name plus size
Thorough understanding of own vessel handling characteristics
Knowledge of squat and interaction
Is able to communicate sufficiently for the purposes of safety in English
Is able to prepare, implement and provide pilotage passage plan
Is able to prepare and implement blind pilotage passage
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GENERIC
Relevant knowledge of Pilotage Act 1987
Relevant knowledge of Port Marine Safety Code including standards for marine pilots

LOCAL KNOWLEDGE
Port regulations
Speed limits
Local notice to mariners
VTS
PI
Communications – VHF channels
Communications – local sound/light/shape signals inc, traffic signals
Channels/tracks/widths/depths/buoys/track distances/escapes depths
Navigation marks and aids
Coastal features
Tidal streams, prevailing wind
Restricted visibility procedures
Berths/wharves/jetties
Local knowledge – anchorages and no anchoring areas
Local knowledge – docks, locks
Local knowledge – prohibited areas/submarine cables, pipelines etc.
Tidal limitations/constraints
Emergency plans, oil spill contingency plans
Harbour tug – knowledge
Other harbour activities – recreational areas, diving locations etc.
Knowledge of local traffic patterns
Abort positions

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PROCESS
Registration of candidate
Tripping (Inwards/outwards & daytime/night time)
Practical assessment
Familiarisation visits (tugs, VTS, PI, port & terminal)
Written examination
Oral examination (maybe conducted as part of the practical assessment)
Feedback procedures

CONDITIONS OF USE
No other duties whilst conducting pilotage
To be adequately rested and fit
Adequate bridge manning levels and support for PEC holder
Updating of knowledge capability
Reporting of incidents to HM without delay, written report o/c
Record of passages conducted to be maintained & presented if required
Required to report to HM when instructed
Required to report defective Aids to Navigation
Required to report onboard defects
Renewal and variation criteria (period of validity clearly stated on certificate)
Suspension criteria
Restrictions relating to use of tugs

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Section 10: Towage operations

10.1 Introduction
This section provides guidance on the following:

●● Risk Assessment & Towage Guidelines

●● Towage Types
– Ship Assist Towage
– Dead Tows & Project Towage
– General Towage
●● Tugs/Workboats & Operator’s Approval
●● Training & Certification

10.1.1 Procedures for towage in ports,

harbours and at terminals need to be developed, managed and regularly reviewed
by harbour authorities, tug operators, pilots and ship owners, to ensure a safe and
efficient service. Procedures should include responses to emergencies. Good
communication and team work between all parties is essential.

10.1.2 This section provides guidance on establishing good practice for the safe
operation of towage services within port, harbour and terminal limits.

10.2 Risk Assessment & Towage Guidelines

10.2.1 Berthing and un-berthing operations using tugs should be risk assessed by
harbour authorities. Based on that risk assessment the harbour authority, in
consultation with other stakeholders, should develop specific towage guidelines
which should be incorporated into their Safety Management Systems.

10.2.2 For routine ship assist towage it is recommended that the guidelines include the
minimum bollard pull and/or number of tugs for a ship of a particular size for each
berth location. Guidelines should take account of assisted ship length, draft,
manoeuvrability and anticipated SWL of bollards. Guidelines will have to be
modified on the day depending on environmental conditions, any defects with the
assisted ship and the capability of the tugs available.

10.2.3 When considering towage activities, it is appropriate for organisations to specify

certain limitations. As a minimum it is recommended that the following be included
in the towage guidelines:

●● minimum acceptable visibility;

●● maximum swell conditions; and

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●● maximum speed through the water for making fast tugs.

10.2.4 Guidelines on when to abort or cancel an intended towage operation, due to

restricted visibility or the potential for restricted visibility, will depend on factors
including manoeuvring room, duration of the tow, minimum speeds, abort
contingency plans and the towage method employed. Organisations and towage
providers should set limits for towage in restricted visibility and stipulate any
special measures, necessary at other agreed levels of visibility, such as
push/pull versus centre-lead towing, especially for the forward tug.

10.2.5 Swell conditions will not affect all facilities but, where they do, the ability of tugs
to make fast safely, remain fast once connected without snatching or parting
the towlines and being able to maintain position are critical considerations. The
tug master must have the final decision on whether to make fast the tow.

10.2.6 It is essential that the pilot/ship master agrees with the tug master, as part of the
pre-operation interchange, what the ship’s speed through the water will be when the
tug is made fast and thereafter. Excessive speed will cause dangerous interaction
between the ship and tug and could be fatal for the tug.

10.2.7 The Pilots’ Pocket Guide and Checklist ¹ gives additional specific guidance on:

●● Pilot-tug master exchange;

●● best practise Do’s and Don’ts for harbour towage;
●● additional guidance on restricted visibility;
●● guidance for assisted vessel crews;
●● assisted vessel speeds;
●● tug types;
●● heaving lines;
●● towing points and girting;
●● interaction;
●● escort towage;
●● connecting and letting go;
●● risk and hazards to consider; and
●● pilot and tug master meeting discussion points.

10.2.8 Guidelines should be used to ensure that tug crews are appropriately trained
and qualified (see section 10.5). They should also include the need for tug crews
to train with pilots. In particular, pilots and tug masters should conduct regular
liaison

1 ISBN 13 978-1-85609-711-6, April 2016, available from www.witherbyseamanship.com/pilots-pocket-guide-

and- checklist.html.

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meetings, safety workshops, visits including pilots tripping on tugs and tug
masters accompanying pilots and all parties attending simulator training and
refreshers together. Trips should cover as varied a selection of towage activities
as possible including escorting (where applicable). It is recommended that, at
minimum, liaison meetings between facility representatives, pilot associations
and towage providers take place every quarter.

10.2.9 Open reporting of incidents and candid exchanges are essential to gain maximum
benefit from any lessons learned. The Pilots’ Pocket Guide and Checklist includes
bullet points for items to be discussed at liaison meetings including identification
of good practice and improvements. Any accidents and near misses should be
thoroughly reviewed and relevant MAIB reports discussed with changes to
guidelines being made if necessary.

10.3 Towage Types

10.3.1 There are several different types of towage operation each of which brings its
own challenges and risks. These can be summarised as:

●● Ship Assist Towage or assisting vessels under way, typically during entering
or leaving and/or shifting berth within a harbour;
●● Dead Tows or assisting vessels without propulsion including, but not limited to,
barges, pontoons, dredgers, rigs which typically involves vessels entering and
leaving harbour being towed by a sea-going tug or other vessel;
●● General Towage including towage of smaller barges, pontoons, rigs normally
within harbour limits and marine construction equipment; and

●● Project Towage including unusual events which require special consideration.

10.3.2 Towage can be undertaken utilising several different methods and in many
differing configurations including over the bow, over the stern, pushing, pulling,
using long or short towlines, fixed or adjustable lengths, with or without towing
bridles, lashed alongside (“hipped up”) and using single or multiple tugs.

10.3.3 The choice of method will depend on the type/size of the assisted vessel and
type/ size/capability of the tug or workboat. The tug master and crew must be
suitably qualified and experienced and are competent to not only to conduct the
manoeuvre but also advise if the plan and/or its execution is unsafe.

Ship Assist Towage

10.3.4 Larger facilities are likely to have resident commercial towage operators with
smaller operations having their own arrangements or mobilising tugs from
elsewhere on an ad hoc basis.

10.3.5 Ship assist towage can be an extremely hazardous activity and good team work
is essential.

Operators of hydrocarbon marine terminals are active in creating their own guidelines in
association with relevant Harbour Authorities. These may include escorting
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passively (tug running free with the vessel) and/orOperations
actively (tug made fast normally centre-
lead aft) and the escorting criteria should be included in the guidelines and pilot/tug master
training/liaison.

10.3.6 When a vessel piloted under a Pilotage Exemption Certificate (PEC) requires a
tug, it is recommended that a Pilot be engaged.

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.

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10.3.12 Pilots training should include towage events of non-routine towage including
dead tows utilising a variety of tug types.

General Towage
10.3.13 Some ports and harbours will have multiple towage activities being conducted
by small tugs and workboats that are routine, repetitive and may be conducted
with standard plans.

10.3.14 Although guidelines cannot prescribe definitive procedures for all possible
towage activities, since each operation will present individual and sometimes
unique challenges, facilities are recommended to issue general directions to
ensure safe practise.

10.3.15 It is not recommended to utilise a tug, workboat or other craft that is not designed
or equipped for a particular towage event. For example, a fishing vessel
conducting a rescue of another fishing vessel may need to release the tow to a
suitable harbour tug or workboat before entering restricted waters. Tugs or
workboats attending to a dredging project should not be engaged to berth a ship
purely because it is near at hand except in certain emergency situations and only
then when operated by an experienced ship-handling master since this practice
has resulted in tragedy in the past.

10.4 Tugs/Workboats & Operator’s Approval

10.4.1 It is recommended that facilities develop their own criteria to approve tugs,
workboats and operators. Such criteria may include inspections of the
vessels themselves and may, where the legal process exists, include a
licensing regime.

10.4.2 When assessing a tug or workboat and its crews’ suitability to operate the
following issues, focussed on Ship Assist Towage, should be considered:

●● Master and crew experience and in-house training;

●● Master and crew certification;
●● Master’s knowledge of relevant directions, bye laws, contingency plans and
guidelines (if any);
●● Master’s knowledge of generic or own passage plans;
●● Master’s knowledge of tug stability, girting and vessel interaction;
●● Master’s knowledge of facilities’ SMS;
●● Master’s awareness of watertight integrity issues when towing;
●● Capability of the tug;
●● Ability of the tug and crew to respond to emergency situations
●● Crew’s general safety culture, tool box talks, pre-operational briefings;
●● PPE standards and knowledge of required use;

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●● charts relevant and in date;

●● communication equipment checks;
●● condition and maintenance standards of the tug/workboat;
●● towing winch emergency release mechanisms proven;
●● frequency of checks on emergency release mechanisms; and
●● level of liability cover

10.5 Training & Certification

10.5.1 Where tugs and workboats are working with pilots and/or other craft in the
performance of towage, team work, tool box talks, briefings and clear
communications are essential. Team training on location, in simulators and at
safety workshops should be prescribed by facilities. Operational information
exchange between pilots and tug masters is highly commended.

10.5.2 The MCA does not determine qualifications for personnel operating tugs within
ports and harbours but does support and approve training schemes for towage
which form the basis for standards available to facilities. These are:

●● Boat Masters Licence (BML) with a Towage Endorsement (BML TE): the
minimum requirement for holders of Boat Masters or RYA Certificates in order to
conduct any towage operation in harbour or at sea in workboat coded vessel.
The certificate holder sits an MCA oral examination locally.
●● Voluntary Towage Endorsement (VTE): a BTA and NWA jointly supported
scheme which includes a detailed towage-specific syllabus recognised by
the MCA covering recorded training, assessment and independent
examination. Holders do not need to undertake the BML TE.
●● STCW Tug Mate/Master: a BTA-sponsored, MCA-recognised, training scheme
which includes the VTE syllabus, (transferable) MSQs, Training Record Books,
independent examination, and significant service in tugs prior to an MCA oral
examination. This scheme, and its small vessel Engineer equivalent, are those
that are considered “best practice” for mainstream towage operators of tugs
more than 24 meter registered length, 150 GT or 350 kW.

10.5.3 Organisations should satisfy themselves that towage operators have suitable in-
house training and assessment schemes for their tug masters which address
tug types and local conditions, skills and experience. Persons holding unlimited
STCW certificates entering the towage industry should be subject to a bespoke
in-house training scheme – relevant parts of the VTE syllabus could be utilised
as a basis for such schemes.

10.5.4 More detail on training can be found in Section 12.

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Section 11: Marine Services

Introduction
This section provides guidance on the following:

●● Regulation of port craft

●● Work boats
●● Diving operations
●● Mooring

11.1 Summary
11.1.1 ’Marine Services’ means the support activities carried out by a harbour
authority to maintain safety of navigation and the hydrographic regime. Some
of these activities are covered in earlier parts of this guide; this section gives
guidance.

11.1.2 There are a number of general principles when operating marine services:

A. An authority’s safety management system should cover the

use of harbour craft and the provision of moorings.

B. The formal safety assessment should be used to identify the need

for, and potential benefits for safety management of harbour
craft.

C. The authority should ensure that harbour vessels or craft which

are used in the harbour are fit for purpose and that crew are
appropriately trained and qualified for the tasks they are likely to
perform.

D. Byelaws and the power to give directions are available for

these purposes.

11.1.3 Marine services may be provided by the harbour authority itself or by

commercial organisations operating on-site. Specialist services, like salvage
and diving, are likely to be mobilised from elsewhere and may not be available
at short notice. The guidance in this section should apply equally, irrespective
of the way the service is provided.

11.2 Regulation of Port Craft

11.2.1 National legislation requires craft which operate commercially “at sea”, i.e.
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outside category C and D waters to be Operations
certificated and to comply with
defined codes of practice, as follows:

●● Merchant Shipping (Small Workboats and Pilot Boats) Regulations, 1998, which
enables the code of Practice for the Safety of Small Workboats and Pilot Boats.
●● Merchant Shipping (Vessels in Commercial Use for Sport or Pleasure)
Regulations,1998 as amended, regulation 5 of which requires compliance
where relevant with the following codes of practice :
●● The Safety of Small Commercial Motor Vessels,
●● The Safety of Small Commercial Sailing Vessels and
●● The Safety of Small Vessels in Commercial Use for Sport or Pleasure Operating
from a Nominated Departure Point (NDP)
●● MGN 280 ‘Small Vessels in Commercial Use for Sport or Pleasure, Workboats
and Pilot Boats
Alternative Construction Standards can also be used as an equivalent standard
to the above codes.

11.2.2 Some craft are not subject to these regulations. In this case, harbour authorities
should have procedures for ensuring they are properly maintained, equipped and
manned and used only for purposes for which they are capable. Harbour
authorities should have regard to their own capabilities when carrying out these
inspections and may use commercial organisations if they do not have the
competence in-house.

11.2.3 Local legislation may empower harbour authorities to register, inspect and
license commercially operated port craft. Where this is not the case, the
authority’s risk assessments should show some form of agreement with
commercial operators about the maintenance and proper use of these vessels.
It may be appropriate for the authority to consider seeking these powers.

11.2.4 A key part of successful port craft inspection is consistency. To facilitate this,
harbour authorities should prepare a set of criteria for the inspections. These
criteria should be based on national standards, laws, agreed codes of practice,
manufacturers handbooks and other similar information. The criteria should also
refer to the minimum manning and competency standards for the craft’s crew.

11.2.5 The results of the inspection, and any restrictions on the vessel’s use, should
be recorded and discussed with the vessel’s owner and operator.

11.2.6 This guidance should apply equally to any vessel used to provide marine
services; irrespective of its owner/operator or the way the inspection is carried
out.

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11.3 Workboats
Pilot launches and workboats
Harbour authorities have a duty to approve the use of vessels as pilot
launches. Authorities should not approve any vessel as a pilot launch that does
not satisfy the Merchant Shipping (Small Work Boats) Regulations 1998 and
the associated Safety of Small Work Boat and Pilot Boat Code of Practice.
Work boats (including work boats engaged as pilot boats) and dedicated pilot
boats used in harbours should also comply with these requirements.
Harbour authorities should ensure compliance with the boarding and landing
Code of Practice. Pilots should be instructed not to use facilities which do not
comply with statutory safety requirements. Failure to board a pilot for this
reason does not entitle a master to proceed without a pilot where his vessel is
subject to pilotage directions.
Harbour authorities have a duty to ensure the safety of those they employ to
work on or from their tugs, launches and workboats. They have a similar duty
where they contract such vessels. Proper training is one means to this end: it
is not optional.

11.3.1 Harbour authorities should ensure that workboats used in their harbours are ‘fit for
purpose’ for any use to which they are involved with. If such workboats are
required to ‘go to sea’ they must comply with the Merchant Shipping (Small Work
Boats and Pilot Boats) Regulations 1998 and the associated Safety of Small Work
Boats and Pilot Boats a Code of Practice. Work boats which do not go to sea may
proportionately meet the above code on a voluntary basis in leiu of another
standard. A further code of practice, The Boarding and Landing of Pilots by Pilot
Boat, is published by the British Ports Association in conjunction with UKMPA.
Harbour authorities should use risk assessment to identify where hazards exist
and what mitigation measures are required. This process should apply equally to
any activity undertaken by a workboat.

11.3.2 A harbour authority may set its own standards for small commercial craft within its
jurisdiction which do not proceed to sea. Small commercial craft which go to sea
(i.e. beyond categorised waters) should be in possession of a valid Small
Commercial Boat Certificate and the crew should be qualified in accordance with
the appropriate codes of practice or the harmonised code of practice under MGN
280. In either case owners/operators of small commercial craft should conduct a
formal risk assessment of their procedure in accordance with MGN 20.

11.3.3 Some harbour authorities have the powers to licence boatmen for running lines
and assisting with the mooring of vessels. In these cases, harbour authorities
should mandate the use of national guidelines or, if they are not available, a locally
developed code of practice.

11.3.4 Expand and refer to more sources of reference , pss,mgn 308 notices, coswops
10.3.4. Risk assessment should form the basis of locally developed codes of
practice and particular attention should be paid to circumstances where the
operation

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requires more personnel than that laid down for the navigation of the craft, and/or
when specialist safety equipment is necessary.

11.3.5 If a harbour authority does not have the power to license activities (and insist on
the use of a code of practice) they should come to formal, documented
agreements with providers. They may also wish to seek the appropriate powers.

Revised Work Boat Code 2016

The Work Boat Code, like the Port Marine Safety Code, was largely written by
the industry. It is recognised as an equivalent standard to full compliance with
the Merchant Shipping (Small workboats and Pilot Boats) Regulations 1998,
SI1998/1609, as amended(“ the enabling Regulations”)

The Code applies to small workboats that operate to sea and to pilot boats of
any size operating either at sea or in categorised (i.e. inland) waters. Small
workboats are vessels of under 24m in Load Line Length or, in the case of a
vessel the keel of which was laid or was at a similar stage of construction
before 21 July 1968, or less than 150 gross registered tons (measured in
accordance with the regulations in force at the time).

This Code aims to provide, in a single document, all the information needed for
the design, construction, engineering, electrical systems, hull systems, fire
protection and provision of fire-fighting, navigation and radio equipment. It also
deals with the equally important subject of manning and of the qualifications
needed for the senior members of the crew.

A copy of the Code can be obtained from the GOV.UK website from the
following link: https://www.gov.uk/government/publications/workboat-code

Regulation and management

11.4 Diving Operations – Regulations and Management
Commercial Diving
11.4.1 Divers employed by harbour authorities, or in harbour areas, are typically
engaged in survey operations, construction work, clearing foul propellers and
other underwater maintenance operations.

11.4.2 The Health and Safety Executive regulate commercial diving in the UK under the
Diving at Work Regulations 1997. The Health and Safety Commission has
produced a set of five mandatory Approved Codes of Practice (ACOP); one for
each section of the commercial diving industry. Typically work carried out in docks
and harbours falls within the scope of the Inland/Inshore ACOP. Divers engaged
in commercial operations must be qualified to HSE recognised standards and
must operate within the approved code of practice.

11.4.3 There are a number of parties involved in any diving project all of whom have
specific responsibilities. The HSE considers these to be:

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●● the diving contractor,

●● the diving supervisor,
●● the client; and
●● others (e.g. vessel operators and owners of the site).

11.4.4 Harbour authorities that commission work with diving companies should:

●● ensure that they appoint a diving contractor who is competent to undertake the
duties;
●● ensure that the site is safe to use;
●● identify known hazards to the diving contractor, such as tides, currents,
location of sluices and other underwater obstructions and contaminated
water; and
●● support the diving supervisor and diving contractor in the event of an emergency.

11.4.5 Where the harbour authority is not the client, it is recommended that the
harbour master establishes a permit to work system for diving operations that
are to be carried out within harbour limits and that this:

●● ensures that the diving contractor is aware of known hazards within the diving
area (sluices, intakes, ship movements, underwater obstructions, currents
and tides etc.)
●● requires records of meetings with the diving contractor to be kept;
●● follows the guidance on the Diving at Work Regulations contained in the PSO
document Port Industry Guidance on the Diving at Work Regulations 1997.

Where the harbour authority is the diving contractor then they must comply with
the provisions of the Diving at Work Regulations 1997 and the appropriate
ACOP.

N.B. Clearing a foul propeller is considered to be a work activity but the task is
sometimes done by a sports diver who claims to receive no payment. This places
them outside the scope of the Diving at Work Regulations. However, it is strongly
recommended that harbour authorities, whether they are the client or not,
mandate that the law and ACOP are followed in these circumstances.

11.5 Recreational Diving

11.5.1 The “Recreational Diving Projects” ACOP will apply when at least one of the
divers involved in the diving project is at work. An example of this is when an
instructor is employed to teach students.

11.5.2 The Diving Regulations apply when at least one diver taking part is at work. At
work in this context means as an employee or as a self-employed person.

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11.6 Mooring
11.6.1 Harbour authorities have powers in byelaws and directions to regulate the mooring
of vessels in the harbour. The safety management system should govern the use
of these powers. Appropriate use should be made of mooring plans. These should
not necessarily be left to the master or pilot: it may be appropriate to promulgate
agreed requirements after discussion with users and pilots. Authorities should also
ensure that mooring parties meet the industry’s competence standards, and have
access to appropriate training including mooring processes and procedures
referenced in the MSMS.

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Section 12: Professional

Qualifications and
Competencies for Port Marine
Personnel
Introduction
This section provides guidance on the following:

●● National occupational standards

●● Harbour Masters
●● Pilots
●● VTS operators
●● Marine and LPS operatives
●● Tug crews
●● Hydrographic surveyor
●● Training and development

12.1 Summary
12.1.1 This section of the Guide discusses the need for organisations to ensure that
everyone, who has responsibilities or is involved with the safety of navigation, is
qualified and competent to do the job. Organisations must ensure their staff meet
the nationally agreed standards of competence, or alternatively be able to show
that their local competency standards are fully equivalent.

12.1.2 The general principles in relation to staff competence and development under
the code are:

●● Systems developed by an authority with the aim of making best use of

appropriate powers are likely to fail unless those people assigned any role
in the system are competent and trained to nationally agreed standards.
●● The foundation to these standards is an understanding that securing
port safety is a team operation demanding an appreciation of the work
of other specialists.
●● Harbour authorities should assess the fitness of all persons appointed to
positions with responsibility for the safety of navigation.
●● Harbour authorities should adopt a training strategy that develops a
shared understanding of their safety management systems and promote
the involvement of port users in training programmes.

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12.2 Overview:
12.2.1 To ensure that ports employ competent personnel, harbour authorities must:

●● Use the published national occupational standards (or an equivalent set of

standards) as a basis for recruiting and developing staff, as part of their training
strategy
●● Apply an agreed assessment methodology to enable the standards to be applied;
●● Review whether existing staff meet the standard;
●● Ensure personnel have the necessary professional qualifications, certificate of
competency (or are working towards them);
●● Ensure personnel have enough relevant experience (dry and wet-side) to
be effective in the post.

12.3 Occupational standards

12.3.1 Some sectors within industry have developed National Occupational Standards
(NOS). NOS identify key job roles within a particular sector, break each role into its
component activities and define the performance, behaviour and knowledge that
an employee needs to undertake the activity. The NOS reflect best practice within
industry and, as such, provide a useful benchmark against which individual
employee performance can be measured. They can therefore be adapted for use
as management tools covering a range of employer functions including
recruitment, employee development and managing performance.

12.3.2 Ports Skills and Safety (PSS) is the ports industry’s organisation for health,
safety, skills and standards. They have published national occupational
standards for port marine personnel, as well as guidance notes to illustrate some
of the ways in which the Ports Sector NOS can be utilised within a port
organisation, which cover:

●● harbour masters;
●● marine pilots; and
●● VTS.

12.3.3 PSS have also produced the NOS which form the basis for NVQ/SVQ
Level 2 qualifications for the following:

●● marine operations
●● passenger operations
●● stevedoring

12.3.4 The Port Marine Safety Code represents an agreed national standard for the
discharge of a harbour authority’s legal marine safety functions. Harbour
authorities rely on professional people to operate effectively, and depend on the
training and skills which those people gain and subsequently apply to their
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responsibilities. National Occupational Standards specify what port personnel need to do
and the associated knowledge and understanding that enables them to perform as
required. This is important for:

●● The recruitment and selection of new personnel:

●● Reviewing whether existing employees meet these standards; and
●● Providing a framework for existing personnel interested in career
development and advancement.

12.3.5 Assessment against the NOS will then confirm that employees have the
required skills and knowledge for their particular role. Qualifications based on
the NOS will also help.

12.3.6 Many people, particularly mariners, already have qualifications and it is already
widespread practice to require these for port professional positions. The Code
does not comment on this practice. However these qualifications, whilst an
indicator that some of the skills and knowledge are present, are not in
themselves sufficient to meet all the requirements under the NOS.

12.3.7 The development of a qualification framework involves PSS in working with key
stakeholders, principally employers, professional associations and potential
providers of training and education to ensure that the industry’s requirements are
capable of being delivered. The intention of a framework is to recognise and build
upon existing provision, as appropriate. For example, the Nautical Institute
currently runs a harbour masters Certificate Scheme, based upon its publication
The Work of the Harbour Master A Practical Guide, can articulate its existing
provision with the proposed framework to gain recognition of its scheme.

12.4 Harbour Master

12.4.1 The Code provides details on the appointment of a harbour master.

12.4.2 The harbour masters is a statutory appointment and the harbour authority’s
powers to appoint them are modelled on section 51 of the Harbours, Docks and
Piers Clauses Act 1847. Under the Act the term harbour master includes both the
harbour master and any assistants.

12.4.3 A harbour master generally has a mix of statutory and management functions but
the way in which this ‘mix’ is divided differs from port to port. Harbour authorities
should pay particular care to the definition of the harbour master’s responsibilities
and functions in their particular circumstances.

12.5 Qualifications for Harbour Masters

Harbour (HM), Deputy (DHM) And Assistant Harbour Master (AHM) Qualifications
12.5.1 Professional qualifications have been introduced and are being developed to
ensure that new and existing personnel have the necessary skills and
competency for the job. Further work will need to be undertaken by industry to
ensure that certified training /qualifications are available for;

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●● existing personnel working in navigational safety, who want to develop their

expertise;
●● ex-mariners with wet-side qualifications, but lacking dry-side experience and
qualifications; and
●● new entrants without any maritime experience.

12.5.2 Since the national occupational standards were published, a number of

initiatives in developing professional qualifications have started:

12.5.3 The UK Harbour Masters’ Association (UKHMA) and PSS have introduced a
rigorous assessment process leading to the award of a Harbour Master
Certificate, endorsed by the MCA. The assessment process uniquely mirrors the
content of the National Occupational Standards for Harbour Masters and requires
candidates to submit evidence of their understanding of the underlying principles
and practices of the PMSC, with evaluation (including an oral interview) by senior
harbour masters of the Association, monitored by the MCA. The Certificate is
valid for five years (see also CPD below) and is also open to non-members of the
UKHMA.
At a time when recognised seafarer qualifications, particularly at STCW level,
have become a rare commodity in the UK port recruitment market, it is most timely
that the HM Certificate has been introduced which deals directly with the role and
responsibilities of today’s Harbour Master. It is however fully acknowledged there
are other worthy qualifications in existence that are already held by many Harbour
Masters and other qualifications that may be developed and introduced in the
future.

12.5.4 The UKHMA has also developed a programme of Continuing Professional

Development (CPD) that can be used by existing Harbour Masters and their
Deputies and Assistants.

12.6 Pilot
12.6.1 Section 9 of this guide refers to the authorisation of pilots. Harbour authorities
have the power to determine the qualifications for authorisation in respect of age,
physical fitness, time of service, local knowledge, skill, character and otherwise.
The Code says that authorities should establish proper arrangements for
assessing competence, in accordance with the national occupational standards
developed in parallel to this Code; and for keeping fitness under review. These
should be published and available to applicants. Harbour authorities also need
procedures for re-validating authorisations at least once every five years, as
referred to in IMO resolution A960.

12.6.2 Harbour authorities should use clear assessment criteria, which set out the
minimum standards to be achieved before initial authorisation and subsequent
advancement to higher grades. When conducting interviews for pilotage selection
and training, it is common practice for a pilot to be on the interview board, as they
bring their expertise to the task evaluating the qualities required. These criteria
should specify in detail the examinations, assessments, qualifying trips, and other
experience required at each stage of a pilot’s advancement. Competency, in
vessels of the next higher grade, should be assessed before a pilot is advanced to
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that grade. Harbour authorities need to ensure that no pilot is assigned to conduct
pilotage in a vessel or an area for which they are not fully qualified and trained.

12.6.3 Where pilots are themselves used to examine or assess other pilots,
consideration should be given to them being accompanied by a person other
than a pilot, such as a harbour master, in order to avoid a possible misconception
that the process is other than objective and in accordance with defined
procedures.

12.6.4 Arrangements should be put in place to monitor the activity patterns of individual
pilots to ensure that they are able to maintain the necessary local knowledge and
expertise in each part of the pilotage district, and in each type and size of vessel
for which they are authorised to undertake an act of pilotage. Arrangements may
be needed to ensure that pilots can make good any gaps in their current
experience before they are assigned to a vessel, or an act in a part of the district,
with which they have become unfamiliar. The practical performance of pilots should
also be monitored so that any weaknesses are identified early, and remedial
training initiated.

12.6.5 In helping pilots to maintain their skill levels at the highest standard, it is essential
that they are given the opportunity to train with others who contribute to safety
such as VTS operators and tug crews. Training simulators, where available, can
also play a useful and cost-effective role in helping to maintain currency in
berthing and ship handling techniques, as well as providing a mechanism for
exercising emergency situations. Training in the use of newly developed systems
such as transponders; carry aboard and other electronic chart systems should
also be considered, where practicable.

12.6.6 If an assessment gives reason to doubt a pilot’s continuing competence, prompt

arrangements should be made for refresher training. CHAs are advised not to
allow pilots to be rostered for work if they have not been actively employed as a
pilot within the last six months, unless suitable refresher training has been
undertaken. Such training should be followed by a formal assessment of pilotage
skills.

12.7 Vessel Traffic Service Operator

12.7.1 Section 8 of this guide discusses the management of navigation.

12.7.2 Harbour authorities should use various methods to monitor and communicate with
vessels using their harbour. It says that these should allow appropriate information,
advice and directions to be passed between the harbour master or port and ships
in the harbour. Where the formal risk assessment indicates a requirement, a VTS
should be established and operated in accordance with internationally agreed
guidelines. These services may vary quite properly from port to port.

12.7.3 The IMO STCW 1978 Convention was amended, including significant changes
to include recommendations on VTS training. More recently, IMO Resolution
A.857(20) provided guidelines on the recruitment, qualifications and training of
VTS operators. The subsequent IALA recommendation V-103 provided detailed
standards for the training and certification of VTS personnel. This
recommendation also included details of a number of model courses:

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Model course V- - VTS

103/1 Operators
Model course V- - VTS
103/2 Supervisors
Model course V- - On-the-Job
103/3 Training
Model Course V- - On-the-Job Training
103/4 Instructor
12.7.4 UK VTS certification log is available to VTS operators following a structured MCA
approved training programme based on the IALA V103 standard. This is not an
entitlement to practice in a particular port as an authorised VTS operator. In all
cases, this will be subject to successful completion of the harbour authority’s on-
the-job training assessment and examination. In all instances it is required that
operators should undertake on-the-job training and assessment. The proposed
national occupational standards, and related assessment criteria will support this.
On successful assessment some harbour authorities now authorise their VTS
operators in much the same way as pilots. This is not, of course, a statutory
arrangement.

12.7.5 The training log requires an annotation of an annual assessment by the port. In
addition, the V103/1 VTS Operators certificate requires to be kept current by
attendance at a refresher training course every three years or attainment of an
equivalent MCA approved in-house refresher training. This will be checked when
logs are submitted to the MCA every 5 years for re-validation.

12.8 Marine and LPS Operatives

12.8.1 An organisation should ensure that vessels or craft which are used in the harbour
or facility are fit for purpose and that crew are appropriately trained and qualified
for the tasks they are likely to perform.

12.8.2 Marine operatives are employed in a wide variety of jobs throughout the industry.
In deciding what qualifications are required, either as a prerequisite for
recruitment, or in subsequent training, organisations should identify the particular
tasks the person is to perform. The national vocational qualifications developed by
PSS cater for several of these and indicate the scope of training likely to be
needed.

12.8.3 This guide refers to Local Port Services. The scope of marine operative training
may in some circumstances include the requirement for LPS training which
should be specific to the organisations requirement. Some UK marine colleges
are able to provide LPS training courses.

12.8.4 Other possible components of marine operative training may include:

●● basic sea survival;

●● boat handling;
●● emergency response;
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●● equipment handling, for example cranes, vehicles, alarms etc;

●● first aid;
●● information technology;
●● personal safety;
●● VHF operations and procedures; and
●● basic marine engineering skills.

12.8.5 Additionally, the following certificates may be appropriate for marine operatives:

●● MCA Boat Masters Licence

●● RYA Coastal/Yacht Master Licence (with commercial endorsement)
●● RYA Powerboat level 2 (with commercial endorsement)

12.8.6 It should be noted that STCW 1978 as amended, which was brought into effect
by the Merchant Shipping (Training and Certification) Regulations 1997 (S.I.
1997/348) on 1 February 2002, has introduced a Certificate for Inshore Craft,
namely Inshore Craft – Master Reg 11/3 (restricted).

12.9 Tug Crews

12.9.1 Training programmes in respect of tug crew have been developed by the British
Tugowners Association. Harbour authorities should ensure that tug crew working
in their waters meet these standards through the towing guidelines discussed in
the previous section.

12.9.2 The STCW certificates listed below were be required as a minimum for tug
masters and deck watch keepers aboard tugs over 24m length and to engineers
aboard tugs of more than 750kW registered power.

●● Inshore Tug Master Reg ll/3 (Restricted)

●● Inshore Tug Watchkeeper Reg ll/3 (Restricted)
●● Inshore Tug Chief Engineer Reg lll/2 (Restricted)
●● Inshore Tug Chief Engineer Reg lll/3 (Restricted)

12.9.3 The STCW deck officer certificates listed above were replaced in June 2013 by:

●● Master (Tug) less than 500GT near coastal Reg II/3

●● Master (Tug) less than 3000GT near coastal Reg II/3
●● Officer of the Watch (Tug) less than 500GT near coastal Reg II/3
●● Officer of the Watch ( Tug) less than 3000GT near coastal Reg II/3

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12.9.4 Masters of tugs who have not followed these routes and hold instead some other
Certificate of Competency, may in addition hold a Voluntary Towage Endorsement
for General, Ship Assist or Sea Towage as appropriate. Alternatively, those in
possession of a Boatmaster’s Licence must also have the “towing and pushing”
endorsement.

12.9.5 The Tug Engineer Certification Scheme is currently under review with
interim arrangements, agreed between the MCA and BTA, in place for:

●● Engineer Officer of the Watch (Tug) < 9000kW Reg III/1

●● Chief Engineer OFFICER ( Tug) < 9000kW Reg III/2
●● Chief Engineer ( Tug) <3000kW, less than 500GT Reg III/3

References:

MGN 495 ( M+F) Certificate of Competency for Master and Officer of the Watch
Tug less than 500GT and 3000GT near coastal and Certificate of Proficiency for
Tug Rating

MGN 468 (M) Voluntary Towage Endorsement Scheme

12.10 Hydrographic Surveyors

12.10.1 Section 7 of this guide deals with hydrographic surveying. The need for in house
hydrographic surveying skills will vary widely from port to port, depending upon
the nature and the stability of the seabed and hydrographic regime, and the type
and density of shipping.

12.10.2 The requirement for recognised hydrographic qualifications depends on a

harbour authority’s particular circumstances. Qualifications may be unnecessary
in cases where a port surveys only to monitor the hydrographic data or charts
published by others (e.g. UKHO). However, when it gathers and publishes
survey data for use by the general public or inclusion into the official Admiralty
chart, the training and qualifications of those who involved should be
demonstrably appropriate. Surveys should be conducted with due regard to the
International Hydrographic Office Standards for Hydrographic Surveys (IHO)
Special Publication No. 44.

12.10.3 Professional qualification as a hydrographic surveyor is normally achieved by

attending relevant academic courses (preferably those accredited by the IHO), or
through training provided by commercial providers. Continuing professional
competence may be demonstrated by acquiring chartered status from the Royal
Institution of Chartered Surveyors, or IMarEST in the UK.. Harbour authorities
looking to recruit personnel with a view to them achieving associate membership
of the RICS or IMarEST, should bear in mind that a suitable foundation degree e.g.
hydrography, oceanography, or land survey, may be helpful. Harbour authorities
should encourage their surveyors to become members of The Hydrographic
Society UK as this offers opportunities for continuous professional development,
as well as providing information about available courses and relevant professional
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12.10.4 Further useful guidance is also available from the International Hydrographic
Bureau (IHB) in their publication ‘Standards of Competence for Hydrographic
Surveyors’, which it publishes on behalf of the IHO and the Fédération
Internationale des Géomètres (FIG).

12.11 Development and Training Good Practice:

12.11.1 All employees undertaking port marine activity as part of their work must undergo
training and assessment to ensure that they are competent to carry out their
assigned roles. The training and assessment of employees should be undertaken
by competent people and carried out at regular intervals in order to provide the
organisation with assurances that individuals are maintaining the appropriate skills
and knowledge to undertake their assigned activities. The learner must not be
placed in a position of uncontrolled risk during the training or assessment. In
addition, no employee should be expected to undertake duties that might carry risk
until they have received suitable and sufficient instruction, information and training
in line with the appropriate safety management systems.

12.11.2 All tasks and activities require underpinning knowledge. It is not sufficient to
understand what to do, without knowing why it is done in a particular way or how
it fits into the broader picture of the business activity.

12.11.3 It is good practice for employees to be formally assessed at the end of a course or
training period. The test is to ensure that the employee has core knowledge of the
working environment and its hazards. An acceptable standard must be agreed (in
line with the NOS) and set out in the port’s training policy.

●● All ports are expected to have a training policy and on-the-job, practical training
should take place in line with this policy.
●● Training and assessment should cover the content that is relevant to the port
and employees’ requirements.
●● Training and Assessment will either be undertaken by the local Marine
Manager, or employees designated by them.
●● It is good practice if employees receive on-the-job training and are then put
forward for formal assessment.
●● Employees who have been undertaking the tasks competently for some time,
may not require any training before being formally assessed. If however they
fail the assessment, they will require further training.

12.11.4 Local records should be kept of all training and assessment conducted for port
marine employees. A good example of a training matrix can be found at Annex D
and an example of a certification record (for on-the-job training) can be found at
Annex E of this document.

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Section 13: Accident Reporting

& Investigation

Introduction
13.11.1 This section provides guidance on the following:

●● Incidents involving death or crime

●● National regulatory framework regarding incident investigation
●● Statutory reporting requirements
●● Local reporting requirements
●● Harbour authority investigations
●● Accident investigation training

13.11.2 The duties of a harbour authority include an obligation to conserve and facilitate
the safe use of the harbour and a duty of care against loss caused by the
authority’s negligence. Such losses may be caused by accidents within a
harbour authority’s area of jurisdiction.

13.11.3 Harbour authorities should hold themselves publicly accountable for the duties
they have to the public interest. They should treat these duties as primary. Their
Boards are accountable for the standards they set, the resources they allocate to
safety and for the effectiveness of systems they choose to adopt.

13.11.4 The Code relies upon the principle that duties and powers in relation to marine
operations in ports should be discharged in accordance with a Safety
Management System. That system should be informed by and based upon a
formal risk assessment. The aim is to establish a system covering all marine
operations in ports which ensures that risks are both tolerable and as low as
reasonably practicable.

13.11.5 It is recognised however, that no matter how informed the risk assessment
process and how effective the safety management regime is, accidents and
incidents do occur in harbours. Such accidents and incidents may involve death,
serious injury, collision, pollution and other undesirable outcomes and they may
involve breaches of national or local laws.

13.11.6 It is, therefore, essential that the Safety Management System addresses the
potential for incidents to occur and to provide instruction and guidance on any
investigations that may be required as a result. The duty holder can be assured
that their obligations for compliance have been addressed by ensuring that a
robust, rigorous, investigation has been carried out.

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13.11.7 Investigations of accidents have two essential purposes:

●● To determine the cause of the accident, with a view to preventing a recurrence

of that accident; and
●● To determine if an offence has been committed:

13.11.8 In the first case, the role of the harbour authority is similar to that of the
Marine Accident Investigation Branch (MAIB) and it is quite likely that the
MAIB will be involved in an investigation. This is explored further in §4 below.

13.11.9 It is also important to recognise that, in the event that an offence has been
committed, the police may also have a duty to investigate. The Safety
Management System needs to contain a clear statement recognising this and to
establish the relationship between the harbour authority, the police, the MCA and
the HSE. This statement should establish which authority has primacy for any
investigation and the hierarchy of the other agencies.

13.1 Definitions
13.1.1 In order to provide clarity of direction and purpose to this Guide to Good
Practice, the following official definitions are adopted.

Accident
13.1.2 An accident may be any marine casualty or marine incident. Accidents may
be classified (in order of severity) as follows:

13.1.3 very serious marine casualties, serious marine casualties and marine incidents.

Casualty
13.1.4 A marine casualty is an event or sequence of events that has resulted in any of the

●● following and has occurred directly by or in connection with the operation of

a ship
●● involving-
a. the death of, or serious injury to, a person;
b. the loss of a person from a ship;
c. the loss, presumed loss or abandonment of a ship;
d. material damage to a ship;
e. the stranding or disabling of a ship, or the involvement of a ship in a collision;
f. material damage to marine infrastructure external of a ship, that could
seriously endanger the safety of the ship, another ship or any individual,
or
g. pollution, or the potential for such pollution to the environment caused
by damage to a ship or ships.

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A very serious marine casualty is an event or sequence of events that has

resulted in any of the following and has occurred directly by or in connection with
the operation of a ship-

a) the total loss of a ship;

b) loss of life;
c) severe pollution.

A serious marine casualty is an event or sequence of events that has resulted in

any of the following and has occurred directly by or in connection with the
operation of a ship but does not qualify as a very serious marine casualty, that
involves-

i) fire;
ii) explosion;
iii) collision;
iv) grounding;
v) contact;
vi) heavy weather damage, or
vii) ice damage, or a suspected hull defect resulting in any of the following-

a. the immobilisation of the main engines;

b. extensive accommodation damage;
c. severe structural damage including penetration of the hull under
water rendering the ship unfit to process;
d. pollution, or
e. a breakdown that necessitates towage or shore assistance.

Marine Incident
A marine incident is an event or sequence of events other than those listed above
which has occurred directly in connection with the operation of a ship that
endangered, or if not corrected would endanger the safety of a ship, its occupants
or any other person or the environment. ‘Near misses’ are marine incidents.

An accident does not include a deliberate act or omission with the intention to
cause harm to the safety of a ship, an individual or the environment.

A serious injury means-

a) any fracture, other than to a finger, thumb or toe;

b) any loss of a limb or part of a limb;
c) dislocation of the shoulder, hip, knee or spine;
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d) loss of sight, whether temporary or permanent;

e) penetrating injury to the eye;
f) any injury to a person employed or carried in a ship which occurs on board
or during access which results in incapacitation for more than three
consecutive days excluding the day of the accident, or
g) any other injury leading to hypothermia, unconsciousness, requires
resuscitation or requiring admittance to a hospital or other medical facility as
an in-patient for more than 24 hours.

Severe Pollution

Severe pollution is a case of pollution which, as evaluated by the coastal State(s)

affected or the flag State, as appropriate, produces a major deleterious effect
upon the environment, or which would have produced such an effect without
preventive action.

13.2 Incidents Involving Death or Crime

13.2.1 The Police will take primacy in any investigation involving death or crime. When
someone dies in a work-related incident, a number of different organisations will
require to work with the Police to ensure that the incident is investigated and that
the reasons for the death are understood. The police will investigate any possible
offence and on behalf of the coroner.

13.2.2 A police investigation may also be necessary to establish if other criminal

offences have been committed. Different organisations have different but
important roles in this process and good co-ordination is vital to ensure that the
investigation is as smooth and as seamless as possible. Close liaison with the
police, therefore, is essential in such incidents.

Drink and drugs

Under the provisions of the Railways and Transport Safety Act 2003, the harbour
master has the power to detain a vessel, if he suspects that a mariner (master,
pilot, seaman) has committed a drink or drugs related offence when on duty. The
power can be exercised only if the harbour master summons a police officer
before, or immediately after the vessel is detained. The power of detention lapses
after the police officer has decided whether to administer a preliminary test and
has notified the harbour master of that decision.

13.3 National Regulatory Framework

13.3.1 The legal framework for incident investigation is effectively summarised in the
Memorandum of Understanding (MOU)2 the MCA, the MAIB and the HSE for
health and safety enforcement activities at the water margin and offshore:
A copy of this MOU can be found on the MAIB website
http://www.hse.gov.uk/aboutus/howwework/framework/mou/mcamou.pdf
² https://www.gov.uk/government/publications/mou-between-hse-mca-and-maib-november-2016
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●● The MCA is responsible throughout the UK for implementing the Government’s

maritime safety policy.
●● The MAIB investigates accidents related to ships and crew.
●● The HSE investigates land based accidents, and accidents occurring on offshore
installations.

13.3.2 The MOU aims to identify which organisation will take the lead in investigations
where they share a common interest, particularly at the ship/shore interface.

13.3.3 Its purpose is to ensure effective co-ordination between those organisations,

where their duties for health and safety enforcement and accident investigation
overlap at the water margin, offshore and on inland waterways.

13.3.4 The organisations undertake to use their best endeavours to co-operate effectively
to enable and assist each other to carry out their responsibilities and functions,
and to maintain effective working arrangements for that purpose. Such co-
operation should improve the effectiveness of each of the parties and avoid
difficulties which may arise from uncoordinated approaches by the organisations.

13.3.5 An MOU also exists between the MAIB and the Association of Chief Police
Officers (ACPO)3. The aim of this MOU is to ensure effective investigation of
marine accidents in England, Wales and Northern Ireland, while maintaining the
independence of all parties and reinforcing the importance of close co-operation
between MAIB and the police.

13.3.6 In summary:

●● MAIB investigates accidents related to ships and crew;

●● HSE investigates land based, shore based personnel and offshore accidents;
●● The Police will investigate accidents involving death or life threatening injury.

13.3.7 In general, HSE is responsible for enforcing the Health and Safety At Work Act
(HSWA) in respect of land based and offshore work activities, including loading
and unloading a ship, and for all work activities carried out in a dry dock4.

13.3.8 The MCA is responsible for enforcing all Merchant Shipping Regulations in
respect of occupational health and safety, the safety of vessels, safe navigation
and operation (including manning levels and crew competency). Merchant
Shipping health and safety regulations extend to all those working on the ship and
to all shipboard activities carried out by the crew under the control of the ship’s
master.

13.3.9 Where there is overlapping legislation, the accident investigation provisions are
set out in the appropriate chapter of the MOU, but each organisation is able to
call on the expertise of the other as the need arises.

3 https://www.gov.uk/government/publications/mou-between-maib-and-acpo
4 Note: Local Authorities will enforce the Health and Safety at Work etc. Act 1974 for certain marine and leisure
activities. See Section 3, paragraph 3.3.2.

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13.3.10 It should be noted that there may be situations where there is a duty to report
the same accident to both the HSE (under ‘RIDDOR’ regulations) and the MAIB
(under Merchant Shipping Accident Reporting Regulations). In these situations,
the person filing the report with one organisation will be advised and the report
passed to the other.

13.4 Statutory Reporting Requirements

13.4.1 Marine Guidance Note MGN 458 [M+F] “Accident Reporting and Investigation” is
addressed, inter alia, to harbour authorities. It explains the reporting
requirements of the Merchant Shipping (Accident Reporting and Investigation)
Regulations 2012.5
– ‘the Regulations’. Details of what should be reported are given in Annexes of
the Notice

13.4.2 In particular, harbour authorities should report any accident of which they are
aware to the Chief Inspector of the MAIB by the quickest means available. 6
Accidents on board ships in ports, with the exception of those involving
stevedores or workers ashore, are covered by the Regulations and should be
reported. Accidents involving shore-based workers or commercial divers should
be reported to the Health and Safety Executive. 7 Accidents involving recreational
divers should be reported the Britsh Sub Aqua Club (BSAC)

13.4.3 The MAIB’s Incident Reporting Form (IRF) provides a convenient format for
reports but plain narrative giving the above information may be used if the form is
not available. As full an account as possible should be given whether or not the
form is used; the list of items given in the MGN is not intended to be limiting and
any matter should be included which will help to make the circumstances clear or
to show how similar accidents may be prevented. Sketches, plans and
photographs of the damaged areas, taken both before and after the event, are
often helpful and may be attached to the report.

13.5 Local Reporting Requirements

13.5.1 Notwithstanding the statutory reporting requirements outlined above, the Safety
Management System should also define the requirements for local [internal]
reporting of accidents. It is not sufficient for a harbour authority to only consider
accidents that require statutory reports: the process of continual improvement
envisaged by the Code cannot be achieved if there is not a mechanism by which
non-compliance with the objectives of the Safety Management System – for
example, as a result of an accident – is identified, analysed and steps are taken to
mitigate such non- compliances.

13.5.2 In particular, it is essential that there is an effective system for reporting of near
misses. It is possible that a near miss incident did not become a more significant
event as a result of last minute action by one of the parties involved who realised
that immediate action was necessary. However, the fact that a near miss incident
did

5 2012 No. 1743

6 MGN 458, para. 10
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occur may be symptomatic of a systemic weakness in the Safety

Management System.

13.5.3 Such incidents, therefore, need to be reported and to be investigated at

an appropriate level.

13.6 Harbour Authority Investigations

13.6.1 Harbour authorities have a responsibility to investigate marine incidents in
harbour waters and the Safety Management System should contain clear
procedures on the levels and purposes of accident investigations that will be
expected of a harbour authority. Those procedures should also identify who will
be responsible for carrying out the investigations.

13.6.2 For example, in the event of a collision between two vessels in the approaches to
the port with one vessel under compulsory pilotage and the other under control of
a PEC holder, there will be a need to ensure that the investigating officer is
independent of the incident. In a small port where the harbour master is also the
authorised pilot, it would be inappropriate for him to carry out the investigation.

13.6.3 It may be desirable to identify the need to engage external resources to carry out
an investigation. This may be by contractual arrangements with an external
contractor or by agreement with a (neighbouring) larger port which may have
sufficient resources. It should be remembered that other bodies such as MAIB may
rely upon investigations undertaken by harbour authorities.

13.7 Purpose of Marine Incident Investigations

13.7.1 A harbour authority’s Safety Management System should carry clear procedures
to be adopted with respect to accident investigation. Those procedures should
provide clear indicators to the authority’s officers on how to determine, at an early
stage, whether the purpose of the investigation is either for safety purposes or for
enforcement purposes.

13.8 Conduct of An Investigation

13.8.1 Harbour authorities should establish and maintain procedures for a
consistent approach to safety and environmental accidents, incidents and
breaches of regulations. Such procedures should clearly establish the
requirements for

●● reporting;
●● investigating;
●● analysing; and
●● documenting

such accidents and they should include provisions for reporting near misses

13.8.2 A reported accident should be investigated as soon as practicable so that

essential facts are not overlooked or the evidence destroyed by other activities.

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stage of fact gathering will often take place under time and resource pressures. It
is essential that as much factual detail about the accident is obtained as soon as
possible.

13.8.3 Whatever the purpose of an investigation – i.e., is it to determine cause and

to prevent recurrence or is it to determine if an offence has been committed ?
– the investigation should be carried out in a robust and rigorous manner such
that all possible aspects are covered.

13.8.4 Alternatively, or additionally, it may become apparent that there is a need for
some form of disciplinary action against a harbour authority employee. All
harbour authorities should prepare, adopt and publish an enforcement manual
detailing the port’s policy and procedures for accident investigation. The
investigation should be carried out in an independent manner – as noted above,
in small ports it would be inappropriate for the harbour master / duty pilot to carry
out an investigation into his own incident.

13.8.5 The IMO adopted an Assembly Resolution A.849 (20) – Code for the
Investigation of Marine Casualties and Accidents. The aim of this Code is “to
promote a common approach to the safety investigation of marine casualties and
incidents.”8 The Annex to the Resolution provides the detail of the Code and the
Appendix gives ‘Guidelines to assist investigators in the implementation of the
Code’.

13.9 Publishing Information

13.9.1 Where a harbour authority determines that an Accident Investigation will be
carried out to determine the cause of the accident, with a view to preventing a
recurrence of that accident, it is important to ensure that appropriate results of the
investigation are made widely available to the employees of the Authority as soon
as possible. It may also be appropriate to make these results available to the
public.

13.9.2 The causes of the accident and the recommendations and requirements for
further accident prevention should be clearly identified. The harbour authority’s
Safety Management System should contain procedures on how this information
is disseminated and the measures to be adopted to ensure that the
recommendations are adopted and implemented.

13.9.3 Where a harbour authority determines that an Accident Investigation will be

carried out to determine if an offence has been committed, it may be desirable to
publish the findings with respect to cause at an early stage but the details with
respect to possible breaches of legislation should not be published until any and
all legal proceedings have taken place.

13.10 Training
13.10.1 Accident Investigation requires a level of skills that will not generally be available
to the majority of employees of a harbour authority. A harbour authority should
consider who may be required to carry out an investigation and to ensure that
appropriate and effective training programmes are available to those personnel.

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13.10.2 Training programmes should be based around, but not limited to, the following:

1. PMSC
2. Guide to Good Practice.
3. The IMO Code for the Investigation of Marine Casualties and Incidents –
A.849(20)
4. Amendments to the Code for the Investigation of Marine Casualties and
Incidents (IMO Resolution A.849(20) – A.884(21)
5. HSE Enforcement Guide (England and Wales), (Scotland) and (Northern
Ireland)
13.10.3 The AIMS of the course should be to provide harbour authorities’ staff with a full
understanding of their statutory duties and obligations to report and investigate
accidents, practical steps in conducting accident investigations and writing
accident reports, as well providing them with an understanding of the processes
involved in applying and enforcing those duties and obligations. The OBJECTIVES
of the course should be that, at the end of the course, delegates will:

●● be able to apply their understanding of their responsibilities and obligations to

investigate accidents and to make appropriate recommendations to prevent or
minimise future occurrences;
●● have gained an insight into the most common accidents that have occurred,
along with an understanding of their possible causes – the possible
connection between human behaviour and the organisational culture of the
company;
●● understand how to interview witnesses;
●● understand how to obtain evidence; and
●● how to analyse that evidence to provide effective and achievable
recommendations to prevent recurrence.

13.10.4 Consideration should be given to appropriate International and UK Legislation, as

to . accident investigation and reporting. The course should include references to
the harbour authority’s Safety Management System.

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Flowchart

146
Annex A: Components of a Marine
Safety Management System

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Annex B: MSMS Manual Contents list

example

CONTENTS
0.0 NAVIGATIONAL SAFETY MANAGEMENT SYSTEM PRINCIPLES

1.0 INTRODUCTION
1.1 Port Marine Safety Code Requirements
1.2 Scope of the Navigational Safety Management System2
1.3 System Components
1.4 MSMS Information Notes

2.0 POLICY
2.1 Policy Development and Communication
2.2 Purpose and Use of the Policies
2.3 Commitment Statement
2.4 Policy Review

3.0 ORGANISATION
3.1 Functional Structure for the Management of Navigational Safety
3.2 Responsibilities
3.2.1 The Board
3.2.2 Executive Committee (ExCo)
3.2.3 Chief Harbour Master
3.2.4 Navigational Management Team (NMT)
3.2.5 Designated Person (DP)
3.2.6 Harbour Master (Safety Management System)
3.2.7 Departmental Managers
3.2.8 Navigational Safety System Coordinator
3.3 External Involvement and Responsibilities
3.3.1 Navigational Advisory Panel
3.3.2 River User Consultative Forums

4.0 IMPLEMENTATION
4.1 Navigational Safety Objectives
4.2 Initial Risk Assessment and Rolling MSMS Action Plan

5.0 NAVIGATIONAL MSMS DATA

5.1 Hazard Database
5.2 Incident Database

6.0 RISK CONTROL MEASURES

6.1 Documentary Risk Controls
6.2 Hardware Risk Controls
6.3 Departmental Risk Control Functions
6.3.1 Marine Conservancy
6.3.2 Pilotage
6.3.3 Vessel Traffic Services
6.3.4 Harbour Patrol
6.3.5 Marine Safety and Contingency Management
6.3.6 Marine Services
6.3.7 Emergency Preparedness and Response
6.3.8 Environmental Management

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7.0 SYSTEM OPERATION AND CONTROL

7.1 Navigational SMS Review Processes
7.1.1 Periodic Monthly Reviews - Proactive
7.1.2 Post-Incident Reviews - Reactive
7.1.3 New Risk Assessments
7.2 Navigational SMS Recommendations
7.3 Documentary Control
7.3.1 Manuals, Procedures and Operational Guidance
7.4 Consultation and Communication
7.5 Risk Assessment Standards
7.5.1 Methodology
7.5.2 Risk Level Criteria

8.0 TRAINING
8.1 Competence Assurance
8.2 Marine Training
8.3 Safety Management Training
8.4 Task Changes
8.5 Refresher Training
8.6 Training and Competence Records

9.0 PERFORMANCE MONITORING

9.1 Performance Measures
9.2 Compliance Monitoring
9.2.1 Proactive Monitoring
9.2.2 Reactive Monitoring
9.3 Records and Record Management

10.0 Audit and Review

10.1 Audit
10.1.1 Objectives
10.1.2 Independent Audits by the Designated Person
10.1.3 ISO Audits
10.2 Ongoing Reviews
10.2.1 Review of relevant external information

NAVIGATIONAL SAFETY POLICY VTS

POLICY
PILOTAGE POLICY HYDROGRAPHIC
POLICY
ENFORCEMENT & PROSECUTION POLICY STATUTORY AND
REGULATORY DELEGATIONS

Annex A - Navigational & Supporting Marine Policies

Annex B - Consultation Policy
Annex C - Marine Delegation of Authority
Annex D – SMS Information Notes

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Annex C: Port Marine Safety Code Aidememoire

PORT MARINE SAFETY CODE and
Guide to Good Practice on Port Marine Operations
‘Aide-memoire’
For attending MCA Officers
& Harbour Authorities

This ‘aide memoir’ is to assist those conducting Port Marine Safety Code reviews. It is not to be construed as a statement of
compliance to all or part of the Code. For more detailed information of the review refer to the written report.

SMS ref: Harbour Authority to input

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SMS reference or comment
S.C: Surveyor Comments
For attending officer’s use only
Tick
:

PORT OF Date:

ATTENDING TEAM 1.

PORT PERSONNEL INVOLVED 1.

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Heading Page(s)

Port details 1

Designated Person 6

Duty Holders 8

Duties and Powers 10

Consultation and Information Dissemination 12

Risk Assessment 13

Safety Management System 15

Powers and Enforcement 18

Pilotage and Passage Plans 19

Tugs, Workboats and Marine Services 22

Conservancy Obligations 24

Directions 26

Training 27

Vessel Traffic Services 28

Published Documents 30

Final check 31
 1a. Port details

Port business address

Telephone

Fax

Email

Address of Duty Holder if

different from above

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Telephone
Fax
Email
151
152

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1b. Type of ownership

Address of Duty Holder if

different from above

Tick

Trust
Municipal
Owned by a Company

1c. Port activities

Tick

Commercial 
Container/dry cargo
Bulk dry cargo
Bulk liquids
Bulk Hazardous
Passenger – Cruise
Passenger – Ferry
Fishing
Leisure
 1d. Other activities

1e. Port statistics

COMMERCIAL Annual throughput of Cargo Tonnes

Vessel movements
FISHING Annual throughput of fish Value
Vessel movements
LEISURE Total number of berths (including
marinas)

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1f. Organogram

Please provide a copy of Board members and structure along with key staff employed.

1g. Summary of reporting dates

Last statement of compliance to MCA:

Last internal audit:

Last report to governing body:

Last published commitment to the code:

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 2. Designated Person

PMSC 2.1 2.8 3.1 3.9

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GTGP 2.1(e) 2.2.25 – 2.2.30

2.1 Who has been appointed DP and when was the appointment :
SMS
ref.
S.C

2.2 Is the DP role outside of any management function within the harbour authority:
SMS
ref.
S.C

2.3 Does the DP provide 'independent' assurance about the operation of the Port's Marine Safety Management
System. How is this undertaken:
SMS
ref.
S.C

2.4 Does the DP have direct access to the highest level of authority (Duty Holder):
SMS
ref.
S.C

2.5 When did the DP last audit compliance with the Code:
SMS
ref.
S.C

2.6 Was the audit report formally presented to the Governing body at the first opportunity?
Provide the minutes when the report was presented to the board:
SMS
ref.
S.C

2.7 If so, when:

 S.C

2.8 What Port management group meetings does the DP attend:

SMS
ref.
S.C

2.9 How closely do the competencies of the DP match the competencies recommended by the GTGP:

SMS
ref.
S.C

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 3. Duty holders

PMSC 2.1 2.3 – 2.7 2.14 – 2.15 3.1 3.17 3.19 3.22 – 3.23
156

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3.1 Are the Duty Holders clearly identified and published:

SMS
ref.
S.C

3.2 Is it stated that they are collectively and individually responsible:

SMS
ref.
S.C

3.3 ....and that they cannot assign or delegate their accountability for compliance with the Code on the grounds they
do not have particular skills
SMS
ref.
S.C

3.4 Are there clear lines of communication from the ports professional staff to the governing body and vice versa:
SMS
ref.
S.C

3.5 Are the roles and functions of staff clear and formal:
SMS
ref.
S.C

3.6 Has the governing body published their commitment to the Code:
SMS
ref.
S.C

3.7 Publicly reported their performance against the PMSC on an annual basis:
 SMS
ref.
S.C

3.8 Published plans and an assessments against their performance in meeting the obligations against the Code at
least once every 3 years:
SMS
ref.
S.C

3.9 If so, when:

3.10 Is PMSC a standing agenda item on Board meetings:

SMS
ref.
S.C

3.11 Is there a standing safety committee meeting. Provide the minutes of the last 2 safety committee meetings:

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ref.
S.C
157
 4. Duties and powers

PMSC 3.3 – 3.4 4.9 4.11 5.3 – 5.5

158

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GTGP Sect 1&7

4.1 Is the legislation, including all local legislation, available and up to date:
SMS
ref.
S.C

4.2 When was the legislation last reviewed:

SMS
ref.
S.C

4.3 Does the Harbour Authority have the ability to make General Directions:
SMS
ref.
S.C

4.4 If so, have General Directions been formally given to regulate marine operations:
SMS
ref.
S.C

4.5 Has the Harbour Authority made Byelaws:

SMS
ref.
S.C

4.6 If so, when were they last updated:

4.7 Has a statement been included in the Harbour Authority's plan about their legal duties & powers:
SMS
ref.
S.C
 4.8 Is the jurisdiction of the Harbour Authority clearly defined and known:
SMS
ref.
S.C

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 5. Consultation & information dissemination
160

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PMSC 3.12 – 3.13 3.19
GTGP Sect. 3

5.1 How does the Harbour Authority formally consult with its employee forum , health and safety committees:

SMS
ref.

S.C

5.2 How does the Harbour Authority consult with contractors or related service providers:
How are the contractors obliged to conform to the safety requirements of the Port’s SMS:
SMS
ref.

S.C

5.3 How does the Harbour Authority consult with its stakeholders:
SMS
ref.
S.C

5.4 How is information publicly disseminated by the Harbour Authority:

SMS
ref.
S.C

5.5 Is the current list of local Notices or Information Notes up to date and how are they published:

SMS
ref.
S.C
 6. Risk assessment

PMSC 3.5 – 3.6 3.15

GTGP 4.2

6.1 Have all routine and non-routine risks associated with marine operations been formally assessed:
SMS
ref.
S.C

6.2 Have the environmental consequences to the Safety Management System and consequent risk control measures
been assessed and implemented:
SMS
ref.
S.C

6.3 Have past events and accidents/MAIB reports been analysed in preparing the risk assessments:
SMS
ref.

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S.C

6.4 Have the risk assessments been completed by competent people:

SMS
ref.
S.C

6.5 Do the risk assessments clearly identify those risks that are not ALARP (as low as reasonably practicable):
SMS
ref.
S.C

6.6 Are the risk assessments continuously re-assessed with new hazards and changed risks, properly identified:
SMS
ref.
161

S.C

6.7 Have the 4 standard criteria for identified outcomes been assessed i.e. life, environment, business (reputation)
162

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and damage (port and shipping)
SMS
ref.
S.C

6.8 When were the risk assessments last reviewed:

SMS
ref.
S.C

6.9 How does the Port help employees understand the standing risks they will encounter from the risk assessments?
How does the port help them dynamically assess each situation on the day:
SMS
ref.
S.C
 7. Safety Management System

PMSC Intro. 3.1 3.8 – 3.11 3.14 – 3.15 3.17 3.19 4.3 4.6
GTGP 4.4

7.1 Has the port developed a Safety Management System that:

7.1.1 Defines the Safety policy(s):

SMS
ref.
S.C

7.1.2 States the procedures to implement those policy(s)

SMS
ref.
S.C

7.1.3 Produces instructions and checklist to comply with the procedures:

SMS

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ref.
S.C

7.1.4 Generates accident and incident reports:

SMS
ref.
S.C

7.1.5 Defines the organisation and personnel roles:

SMS
ref.
S.C

7.1.6 Sets standards and levels of qualifications for various employees and contractors:
SMS
163

ref.
S.C
 7.1.7 Develops performance measuring methods:
164

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SMS
ref.
S.C

7.1.8 Generates plans and assessments against the ports performance (3 yearly):
SMS
ref.
S.C

7.2 Does the Safety Management System:

7.2.1 Deal with preparedness for emergencies:

SMS
ref.
S.C

7.2.2 Establish a formal procedure for notification of various publications (MAIB reports etc.):
SMS
ref.
S.C

7.2.3 Require the provision of aids to navigation to be based on formal risk assessment:
SMS
ref.
S.C

7.2.4 Provide for works in the harbour, especially dredging operations, liable to interfere with navigation:
SMS
ref.
S.C

7.2.5 Identify safe pilot boarding and disembarkation areas and incorporate the latest statutory requirements and
Codes of Practice:
SMS
 ref.
S.C

7.2.6 Cover the use of harbour craft and the provision of moorings:
SMS
ref.
S.C

7.2.7 Provide for tug crews to train with pilots and other marine personnel:
SMS
ref.
S.C

7.2.8 Govern the use of the power to regulate the mooring of vessels in the harbour:
SMS
ref.
S.C

7.2.9 Provide procedures for reporting deficiencies on visiting ships to an appropriate manager including arrangement

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for deficiencies to be reported to the MCA:
SMS
ref.
S.C

7.3.0 Who wrote the SMS and when was it last updated/amended:
SMS
ref.
S.C

7.3.1 Are the employees required to read and sign the SMS:
SMS
ref.
S.C
165

7.3.2 How does port management test that the SMS is working:
SMS
ref.
S.C
 8. Powers and enforcement
166

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PMSC 3.3 – 3.4 3.18 4.9 4.11 – 4.13 5.3 – 5.6
GTGP 1.20 Sect. 12

8.1 Has the Harbour Authority kept under review their powers and the extent of their jurisdiction:
SMS
ref.
S.C

8.2 Are available powers to direct vessels used to ensure the safety of navigation:
SMS
ref.
S.C

8.3 Is there a policy on enforcement and prosecution:

SMS
ref
S.C

8.4 When was the policy last practised:

SMS
ref
S.C

8.5 Has the Harbour Authority ever prosecuted an offender:

SMS
ref.
S.C

8.6 Are the Harbour Masters powers determined in: *byelaws or *Directions ( *Delete as appropriate)

SMS
ref.
S.C
 9. Pilotage and passage plans

PMSC 5.17 – 5.18 (a & b) 5.20 – 5.23

GTGP Sect. 7 & 8

9.1 Does the Harbour Authority provide a pilotage service:

SMS
ref.
S.C

9.2 Has the Harbour Authority risk assessed whether and what pilotage service they must provide:
SMS
ref.
S.C

9.3 Has the Harbour Authority risk assessed to determine whether pilotage should be compulsory:
SMS
ref.
S.C

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9.4 If pilotage is compulsory have pilotage directions been issued:
SMS
ref.
S.C

9.5 Does the Safety Management System address:

9.5.1 The duty to keep the need for pilotage under review:
SMS
ref.
S.C

9.5.2 The authorisation of pilots:

SMS
ref.
167

S.C

9.5.3 The arrangement under which its Authorised pilots are engaged direct employment
 SMS
ref.
S.C
168

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9.5.4 The approval of pilot launches:
SMS
ref.
S.C

9.5.5 The issue of pilotage directions:

SMS
ref.
S.C

9.5.6 The issue of exemption certificates:

SMS
ref.
S.C

9.6 Is there a system in place to ensure pilots are properly rested before duty:
SMS
ref.
S.C

9.7 Is proper time allocated for the development of the Pilotage Passage plan:
SMS
ref.
S.C

9.8 Has a formal risk assessment been used to identify when more than one pilot would be needed:
SMS
ref.
S.C

9.9 Do pilot boats meet statutory requirements and appropriate Codes:

SMS
ref.
 S.C

9.10 Does the Harbour Authority have formal procedures for assessing applicants for pilot exemption certificates
and issue of subsequent certificates and revalidations:
SMS
ref.
S.C

9.11 Does the Harbour Authority have formal written agreements with Pilot Exemption Certificate holders and
their employers to regulate the use of certificates:
SMS
ref.
S.C

9.12 Does the Harbour Authority have formal procedures for suspension and revocation of a pilot’s authority:
SMS
ref.
S.C

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9.13 Does the Harbour Authority ensure pilots and PEC holders are appropriately trained and that their
authorisations are re-validated every 5 years:
SMS
ref.
S.C

9.14 Does the Harbour Authority formally require the use of passage plans (e.g. in the pilotage directions):
SMS
ref.
S.C

9.15 Do they publish up to date guidance or general passage plans adopted by the port:
SMS
ref.
169

S.C
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10. Tugs, workboats and marine services

PMSC 5.24 – 5.25

GTGP Sect. 9

10.1 Does the Safety Management System cover the use of harbour craft including tugs and the provision of
moorings:
SMS
ref.
S.C

10.2 Have the risks associated with the use of harbour craft including tugs been formally assessed:
SMS
ref.
S.C

10.3 Has the Harbour Authority developed towage guidelines including operations in restricted visibility:
SMS
ref.
S.C

10.4 Have the towage guidelines been reflected in directions:

SMS
ref.
S.C

10.5 Has the Harbour Authority ensured that harbour craft including tugs are fit for purpose and that the crew
are appropriately trained and qualified:
SMS
ref.
S.C

10.6 Do all small commercial craft operated by the Harbour Authority possess a valid Small Commercial Vessel
Certificate:
SMS
ref.
S.C
 10.7 What qualifications do the Coxswains have, are they appropriate and in date:
SMS
ref.
S.C

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171
 11. Conservancy obligations

PMSC 4.3 – 4.4 5.26 – 5.29

172

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GTGP Sect. 6

11.1 Are properly maintained aids to navigation provided:

SMS
ref.
S.C

11.2 Are aids to navigation subject to periodic review by relevant General Lighthouse Authority (GLA):
SMS
ref.
S.C

11.3 If so, when was the last audit completed by the GLA:

11.4 Were the findings of that audit satisfactory:

SMS
ref.
S.C

11.5 Have any changes to navigation aids been advised to the GLA and properly recorded:
SMS
ref.
S.C

11.6 Are hydrographic surveys completed, in accordance with any risk assessments:
SMS
ref.
S.C

11.7 If so, when was the last:

11.8 Are the results of the surveys assessed and actioned as appropriate:
SMS
ref.
 S.C

11.9 Are the results published and disseminated to stakeholders:

SMS
ref.
S.C

12.0 Is the Hydrographic Code of Practice referenced in the Conservancy section of the SMS:
SMS
ref.
S.C

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12. Directions

PMSC 5.2 – 5.5

GTGP Sect. 1 & 8

12.1 Does the Harbour Authority have a procedure of how General Directions should be given:
SMS
ref.
SC

12.2 Does the Harbour Authority have a procedure of how a Special Direction should be given:
SMS
ref.
SC

12.3 Has the Harbour Authority identified how and when Directions can be given:
SMS
ref.
SC
 13. Training

PMSC 2.10 2.14(c) 3.13

GTGP Sect. 11

13.1 Does the Harbour Authority have a stated training policy:

SMS
ref.
SC

13.2 Is there a training programme:

SMS
ref.
SC

13.3 Are training records maintained:

SMS
ref.
SC

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13.4 Do persons appointed to positions with responsibility for the safety of marine operations possess appropriate
competencies; for example:
*Tick as appropriate
Designated Person
Harbour Master
Assistant Harbour Master
Marine operatives
Pilots
Pilot boat crew
VTS operator - (v 103)
Tug skippers and crews
SMS
175

ref.
SC
176
14. Vessel Traffic Services (VTS)

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A Guide to Good Practice on Port Marine
PMSC 5.15
GTGP Sect. 7

14.1 Has the need for VTS been identified by risk assessment:
SMS
ref.
SC

14.2 Does the Harbour Authority provide VTS or:

*Tick as appropriate
Information Service
Navigational Service
Traffic Organisation Service
Local Port services (LPS)
SMS
ref.
SC
14.3 If VTS is considered excessive or inappropriate by the Harbour Authority is other “Port Information”
provided
Describe the Port information:
SMS
ref.
SC

14.4 When was the VTS or provision of Port Information last audited and reviewed:
SMS
ref.

SC

14.5 During this audit and review was the effectiveness of the equipment, manning and procedures evaluated:
SMS
ref.
SC
 14.6 Have all VTS or Port Information personnel been appropriately trained:
SMS
ref.
SC

14.7 Is MSN 1796 and ALRS up to date? Are the sailing directions accurate:
SMS
ref.
SC

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177
 15. Published documents
178

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PMSC 3.19 4.3 (d & e)
GTGP Sect. 2

15.1 Has the Harbour Authority published:

15.1.1 Its Safety Management System:

SMS
ref.
SC

15.1.2 A clear commitment to comply with the Code:

SMS
ref.
SC

15.1.3 A Safety plan for Marine Operations:

SMS
ref.
SC

15.1.4 An assessment of performance against the Safety plan:

SMS
ref.
SC

15.1.5 A safety policy for marine operations:

SMS
ref.
SC

15.1.6 Appropriate hydrographical information Including warnings on new hazards:

SMS
ref.
SC
 16. Final Check

16.1 Is the Harbour Authority aware of their existing powers and duties
16.2 Appoint someone as an ‘independent 'designated person' with direct access to the board
16.3 Develop an effective marine safety management system, which employs formal risk assessment techniques
16.4 Employ people who are competent and qualified for the positions they hold
16.5 Publish a comprehensive safety plan, along with regular assessment showing the authorities performance
measured against the code

Attending Officer’s Additional Comments

16.1

16.2

16.3

16.4

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16.5

Other
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Annex D: An example of a training

matrix used by ABP

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Annex E: Port Marine Training,

Assessment and Certifcation Record
Sheet
Candidate Name:
General Port Marine:

GENERAL PORT MARINE Trainer Assessor

Element In accordance with operating instructions/SSOW and Date Date
commercial considerations, the candidate:
Signature Signature
Can describe local Port Marine Management
1.1 Structure and how it relates to ABP Group
Management structure
Has seen and read local Port Marine
1.2
Operations Manual
Can identify the main parts of the
1.3 Dock(s)/Berth(s) and can describe the
functions of the main working areas
Can describe the layout of the lock(s) at the
1.4
port (where applicable)
Can describe the layout of the lock(s) sluices
1.5
at the port (where applicable)
Can describe the basic principles of lock
1.6
operation (where applicable)
Can describe the basic ship types, layouts
1.7 and propulsion systems of main vessel
groups using the port
Can explain and correctly use relevant
1.8 nautical terms and parts of a ship i.e. Port
Quarter/Starboard Quarter
Can describe the tidal patterns and water
1.9
conditions in the harbour/surrounding area
Can describe the effect of tidal patterns/
1.10 water conditions on vessel operations and
port safety
Can give the names of different ropes and
1.11
describe the function they perform
Can describe the risks associated with
1.12 mooring ropes/wires and warning indications
of breaking
Has seen and read local SSOW/RA, can
1.13 explain their purpose and where and when
they should be referred to
Has received a set of current Working
1.14
Instructions for tasks relating to their duties
Can explain the process for reporting of
1.15 potentially dangerous situations/near
misses/unsafe practices

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Can identify the general hazards of their Operations
1.16 working areas (e.g. moving vehicles,
overhead cranes, slips/trips etc)

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Operations

GENERAL PORT MARINE Trainer Assessor

Element In accordance with operating instructions/SSOW and Date Date
commercial considerations, the candidate:
Signature Signature
Can identify specialised hazards associated
1.17 with particular work areas (e.g. chemical,
petroleum jetties, explosives)
Can point to/describe the locations of
1.18
firefighting equipment in the main work areas
Can describe the types of fire for which each
1.19
piece of fire equipment is suitable
Can point to/describe the locations of life
1.20 saving equipment (life buoys, dock ladders)
on quays, lock and dock jetties
Can describe the main categories of
1.21 potential marine emergencies and explain the
appropriate action in the event of each
Can point to/describe the locations of First Aid
1.22 equipment and explain how to contact a First
Aider
Can point to/describe the location of oil spill
1.23 equipment locker and explain what
equipment is stored there
1.24 Communicated using a VHF radio
Took a reading and recorded dock water
1.25
levels
1.26 Accurately read draughts
Reported a fault/damage, or described the
1.27
process for doing so
Completed a damage form and obtained a
1.28 witness statement or described the process
for doing so
Marked damage or described the process for
1.29
doing so

1.30 Correctly issued a Permit-to-Work

1.31 Correctly issued a Permit-to-Dive

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Annex F: UK Ports and

Harbours information form

UK Ports and Harbours Information Request Form

TO HELP THE MCA AND HM COASTGUARD UPDATE THEIR SYSTEMS AND DATABASES THIS FORM REQUESTS
VARIOUS DETAILS AND INFORMATION FROM PORTS AND HARBOURS IN THE UK. THE INFORMATION SUPPLIED
WILL BE PRIMARILY USED IN THE FOLLOWING WAYS:

➢ TO ASSIST HM COASTGUARD IN NOTIFYING UK PORTS AND HARBOURS WHEN ANY SEARCH AND RESCUE
ACTIVITY IS UNDERTAKEN IN THEIR AREAS OF JURISDICTION;
➢ TO GATHER INFORMATION ON POTENTIAL RESOURCES THAT PORTS AND HARBOURS MAY BE ABLE O T
MAKE AVAILABLE IN EMERGENCY SITUATIONS;
➢ TO HELP MCA PROMULGATE SPECIFIC PORT RELATED INFORMATION MORE EFFICIENTLY IN THE FUTURE;
➢ TO ENABLE MCA TO ADMINISTER FUTURE PORT MARINE SAFETY CODE COMPLIANCE EXERCISES MORE
EFFICIENTLY.

YOUR SUPPORT IN PROVIDING THIS INFORMATION WOULD BE GREATLY APPRECIATED AND TREATED IN THE
STRICTEST OF CONFIDENCE. PLEASE PROVIDE AS MUCH INFORMATION AS RELEVANT TO YOUR PORT OR
HARBOUR AND SEND BACK TO THE FOLLOWING EMAIL ADDRESS: [email protected]

Contact Details
Name of Port / Harbour
Contact Name
Contact Phone Number 24 hour Y/N
VHF channels monitored
Email Address
Additional notes
Resources that may have the potential to be available in an Emergency
Afloat Assets e.g. x2 pilot boats, x1 20 t bollard pull tug
Are the above afloat assets manned 24/7? If not Y/N
please provide any additional information on when
they are likely to be manned in the below ‘Additional
notes’ box
VHF Radio Y/N
Radar Y/N
CCTV Y/N
AIS Y/N
Helicopter Landing Site Y/N
Additional notes e.g. pilot boat manned 3 hr before and 1 hr after HW
Jurisdiction
Harbour Limits (Lat and Long) e.g. 50’34.45 N 003’45.6’W to 51’34.45 N 004’45.6’W
Port / Harbour ownership Private Municipal Trust

Are you a CHA as described by the Pilotage Act 1987 Y/N

Additional notes e.g landward of the above coordinates

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Annex G: Example of a Port Passage

Plan

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INTENTIONAL BLANK

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Annex H: Pilot Training Matrix
Operations

Progression from recruitment to Class 1 Unrestricted Sea Pilot

5x Simulator training,
5x Reviews,
Assimilation of Authorisation to
Induction 3x Practical Tripping River Tripping and 3x Examinations Practical
Recruitment Starter Pack Class IV
assessments, Tug Familiarization Examination
Trainee

125 x 6
Fire Awareness & Sea
survival Course.

· Minimum 120 acts of Pilotage

· Minimum 30 acts of Pilotage above · 10 days tripping including
Gravesend. min 10 ships with tugs Authorisation to
Class IV Pilot · Minimum 30 Berthing acts. with a CI U/ R Pilot. Manned Model Ship Practical
Examination Pass? Yes Pass? Yes Class III
· 6 acts north through Barrow/Black Deep Handling Course Examination
Class IV

· 2 day Simulator 145 x 7.5

· 2 trips aboard tugs
preferably serving
Class 3 ships.
· 4x reviews with PRM No
Further training No Further training

· Minimum 160 acts of pilotage

· 10 days tripping including min Authorisation to Class II
· Minimum 40 acts of Pilotage above
10 ships with tugs with a 175 x 8.5
Class III Pilot Gravesend Practical
CI U/R Pilot. Examination Pass? yes Pass? Yes After 50 Acts
· Minimum 40 Berthing acts, 20 of which must Examination
· 2 day Simulator 175 x 9.5
be a CIII vessel.
· 2 trips aboard tugs preferably Subject to review with PRM
· 6 acts north through Barrow/Black Deep
Class III

serving Class 2 ships. (See note on C2 progression

· 4x reviews with PRM line)
No
Further training No Further training

· Minimum 160 acts of pilotage

· Minimum 40 Berthing acts, 20 of which must
· 10 days tripping including min 10
be on a CIII vessel or above.
ships with tugs with a CI U/R
· 6 acts north through Barrow/Black Deep
Class II

Class II Pilot Pilot. Practical Authorisation to

· 50 acts 175 x 8.5
Restricted Class I
· At 50 acts 2 inward trips approx 175 x 9.5
215 x 11.0
· After above 2 trips and 50 acts uplift to 175 x 9.5
· After uplift a minimum of 110 acts at full · 2 day Simulator Examination Pass? Yes Examination Pass? Yes
authorisation. · 2 trips aboard tugs preferably (inward)
serving Class I ships.
· 4x reviews with PRM
Further training No Further training No

vessel or above b ing > berth ·R w with PRM

· Minimum 160 acts of · Tripping o · 2 trips aboard tugs e
pilotage 210>320 a preferably serving v
Class I Pilot
Class I

· Minimum 40 Berthing acts, 20 · Minimum 10 r Class I unrestricted i

Restricted
or which must be a CII trips d ships. e
192

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Practical Authorisation
2 day Practical Examination
Yes Examination Inward from Pass? Yes Unrestricted CI
Simulator Above Gravesend
Sunk 320 x 13.5

Further training NO
9 781848 641716