Policy | Procedure

Incidents on the River Thames

New policy number: 260 Old instruction number: Issue date: 17 November 1993 Reviewed as current: 11 November 2019 Owner: Assistant Commissioner, Operational Policy Responsible work team: Rescue Team

Contents 1 Introduction ...... 3 2 Legislation ...... 4 3 Hazards ...... 4 4 Planning ...... 5 5 Mobilising ...... 8 6 En-route ...... 9 7 On arrival ...... 10 8 Operational procedures ...... 11 9 Associated policies ...... 16 Appendix 1 - Key point summary – incidents on the River Thames ...... 17 Appendix 2 - River Thames grid mobilising scheme ...... 18 Appendix 3 - River Thames operational reconnaissance points (RP) ...... 19 Appendix 4 - River Thames operational access points (AP) ...... 23 Appendix 5 - Hazards when operating on the River Thames Sector 1 ...... 25 Appendix 6 - Hazards when operating on the River Thames Sector 2 ...... 27 Appendix 7 - Hazards when operating on the River Thames Sector 3 ...... 29 Appendix 8 - Hazards when operating on the River Thames Sector 4 ...... 31 Appendix 9 - Hazards when operating on the River Thames Sector 5 ...... 33

Review date: 11 November 2022 Last amended date:

260 Issue date: 17 November 1993 1 of 42 Appendix 10 - Hazards when operating on the River Thames Sector 6 ...... 35 Appendix 11 - Towing methods ...... 37 Appendix 12 - Search methodology diagrams ...... 38 Appendix 13 - Types of vessel ...... 40 Document history ...... 41

260 Issue date: 17 November 1993 2 of 42 1 Introduction 1.1 This policy provides guidance for personnel attending operational incidents on the River Thames and its tributaries. 1.2 The tidal Thames is a commercial highway, with the Port of London being one of the busiest ports in the UK, handling over 50 million tonnes of cargo a year. 1.3 The Thames is also the busiest waterway in the UK with 8.5 million passenger journeys being made yearly, with the Transport for London’s (TfL) River Action Plan looking to increase the number of river passengers to 12 million by 2020. 1.4 Use of river services has increased over the past 10 years. This has been driven by a growing number of attractions and developments along the river, as well as substantial investment in services by Transport for London (TfL) and other operators.

Organisational roles and responsibilities on the River Thames

Maritime Coastguard Agency (MCA) 1.5 Whereas LFB has the responsibility for rescue in all other inland waterways in London, the MCA are the coordinating authority for Search and Rescue (SAR) on the tidal section of the River Thames. 1.6 However, dependent on the type, size, and complexity of an incident the MCA may delegate the function of On Scene Coordinator (OSC) to the most appropriate agency and this includes the LFB. 1.7 The MCA’s area of responsibility stretches from Teddington Lock to Shell Haven Point on the north bank and from Egypt Bay to the Essex Coast on the south bank. 1.8 The MCA’s Thames coordination centre is based at Thames Barrier Navigation Centre in Woolwich, within the PLA London Vessel Traffic Service (VTS) control room.

Port of London Authority (PLA) 1.9 Under the Port of London Act 1968 the PLA is the statutory harbour authority for the tidal Thames and has responsibility for navigational safety, information, environment and development.

Environmental Agency (EA) 1.10 The EA is the navigational authority for the non-Tidal River Thames from Teddington Lock to St John's Lock, Gloucestershire but has no responsibility for the co-ordination of SAR, which sits with the Metropolitan Police Service (MPS). 1.11 Due to respective LFB and MPS capabilities, the responsibility to coordinate initial SAR is likely to be delegated to the LFB on the non-tidal reaches of the River.

London Emergency Services Liaison Panel (LESLP) 1.12 The LFB has a designated role on the Thames within the London Emergency Services Liaison Panel (LESLP) response framework. The LFB Fireboat is named as a resource in the LESLP Major Incident Procedural Manual and provides an essential component of a multi-agency response to a declared major incident on, or adjacent to, the River Thames.

260 Issue date: 17 November 1993 3 of 42 2 Legislation 2.1 LFB have core statutory responsibilities, included in legislation, to respond to fires and other emergencies on the River Thames. These can be grouped into two areas:

Fires/HAZMAT 2.2 The LFB have a statutory responsibility to respond to fires and other emergencies in accordance with the Fire Rescue Services Act 2004 (FRSA). For further information on fires on the River Thames refer to Policy number 890 – Firefighting in ships and vessels. 2.3 The Fire and Rescue Services (Emergencies) (England) Order 2007 also includes duties for dealing with HAZMAT incidents and rescues from and involving methods of transport, structure and collapsed buildings.

Special services 2.4 The Civil Contingencies Act 2004 includes provisions within Section 2 that impose a duty on the Authority from time to time to "assess the risk of an emergency making it necessary or expedient for the [Authority] to perform any of its functions". 2.5 The MCA is the lead authority for maritime incidents under the Civil Contingencies Act 2004, and will coordinate the response of other emergency services which may include the LFB.

3 Hazards 3.1 The River Thames presents a range of hazards for personnel attending incidents on or near it. At its lower reaches, the River Thames presents operating conditions that are in a sea environment. These stretches of the river include major shipping, container ports and heavy industry. In the middle reaches there are major commercial and passenger services, focused on tourism and commuter traffic, with the upper reaches being typically associated with residential and leisure use. 3.2 It is essential that personnel understand the generic hazards associated with the marine environment and in particular the River Thames and its tributaries. 3.3 For further information see Policy number 581 - Water rescue and safety when working near, on or in water and for a detailed reference of hazards for specific sectors of the River Thames see appendices 5 -10. 3.4 To assist in identifying specific hazards associated with the River Thames they can be grouped under four headings: (a) Working environment (b) River structures (c) Types of river traffic (d) Fire

Working environment • Weather. • Tidal flow. • Undertow. • Depth and clarity of water.

260 Issue date: 17 November 1993 4 of 42 • Pollution/contamination/biological risks. • Mud, silt, roots, weeds and rocks. • Entrapment and/or crush injuries between ships hull and dockside. • Quay-side and river bank conditions (slips, trips, and falls). • Accidental immersion/hypothermia/drowning/fatigue. • Waterborne debris. • Sprains and strains caused by over-reaching, pulling and lifting from unnatural positions. • Sub surface obstructions – anchor chains, electrical cables. • Electrical hazards - overhead power lines, quayside installations. • Inadequate lighting.

River structures (bridges/pontoons/piers/weirs/locks) 3.5 Manmade structures can disrupt the flow of water which can cause unpredictable tidal movement, can be dangerous to the personnel and resources on the river and make vessel control more difficult. 3.6 Hazards associated with locks and weirs include fast flowing water, dangerous undercurrents, the lock mechanism, falls from height and access/egress issues.

Types of river traffic 3.7 Due to the growing levels and variety of river traffic the risk of collision has increased, The Thames is a busy waterway, used by a variety of vessels, details of which are set out in Appendix 13.

Fire

Midstream/alongside (defined in Section 7 below) 3.8 For general hazards associated with firefighting operations refer to Policy number 793 - Compartment firefighting. 3.9 Firefighting in ships and vessels introduces a range of additional hazards, for guidance refer to Policy number 890 – Firefighting in ships and vessels.

4 Planning 4.1 Planning in advance of any incident is essential for the River Thames or its tributaries. Information should be gathered and recorded in accordance with Policy number 800 - Information gathering/contingency plans. 4.2 The frequency of familiarisation visits and the extent of information gathered will depend on a premises use (commercial or residential), development (building construction or riverside protection) and tidal range of the river. The volume of shipping and its use should also be taken into account with visits to ships or vessels as necessary. 4.3 Ships or vessels may be moored permanently or temporarily and may be mid-stream. Local stations should arrange 7(2)(d) visits and exercises to familiarise themselves with all permanent and wherever possible, temporarily moored vessels, other than private residential vessels. For further information see Policy number 890 – Firefighting in ships and vessels. 4.4 Planning must include consideration of the pre-determined attendance (PDA). This can be temporarily or permanently increased to compensate for factors such as the lack of access, tidal conditions and the type of incident likely to be encountered. For further information, see Policy number 412 - Mobilising policy.

260 Issue date: 17 November 1993 5 of 42 4.5 The watch officers of the Fireboat and Fire Rescue Unit (FRU) Emergency Rescue Boat (ERB) stations should regularly access the PLA website to obtain up to date and timely information relating to the River Thames, including notice to mariners, tidal times and navigational warnings, as this information will impact on operational planning. Personnel can also register with the PLA to receive Notices to Mariners via their LFB email account. 4.6 The hazards on the River Thames should be minimised by proper application of the following control measures:

Training 4.7 All Fireboat and FRU water rescue personnel receive relevant specialist training to operate safely within the Thames marine environment. Non-Fireboat/ FRU personnel should be given a full safety brief before any operations or activity commences, by someone appropriately qualified.

PPE 4.8 All personnel will wear Life jackets or PFDs as well as the additional appropriate PPE in relation to their task. This includes Fireboat work wear and foul weather gear, structural fire- fighting PPE or swift water rescue PPE.

Equipment 4.9 LFB operations on the River Thames should be undertaken utilising the appropriate available equipment. This includes a dedicated Fireboat, and water rescue FRUs carrying specialist ancillary equipment for the marine environment. All land based appliances also carry a range of water rescue equipment that will allow them to undertake bankside rescues. The Operational Support unit carries a pack containing BA compatible life jackets for use in the waterborne firefighting environment. 4.10 Whilst these control measures underpin the safe system of work for resolving incidents on the River Thames, it is a dynamic operating environment with the potential for fast changing weather and tidal conditions. The operational risk assessment (ORA) process recognises the potential for these rapidly changing circumstances around an activity or operational incident.

River Thames grid mobilising scheme 4.11 To enable the London Operations Centre – Merton (LOC) to mobilise resources to the correct location of an incident on the River Thames, individual sections of the river are identified by using the grid mobilising scheme (refer to Appendix 2). 4.12 The LFB area for incidents on the River Thames extends to the following grid references; (a) The tidal part of the River Thames within the LFB area stretches from: (i) the most westerly point; Teddington Lock Route Card 63Ka 122 H41 Kingston ground; (ii) to the most Easterly point at Dayton Drive Route Card 50Md 89 E27 Erith ground. (b) The non tidal part of the River Thames within the LFB area stretches from: (i) the most westerly point; Fordbridge Road Route Card 68Aa 121 H43 Twickenham ground; (ii) to the most easterly point; Teddington Lock Route Card 63Ka 122 H41 Kingston ground.

260 Issue date: 17 November 1993 6 of 42 Access points (AP) 4.13 To assist with identifying the correct location when responding to an incident and to allow safe and effective access and egress to the River Thames for personnel and equipment, 21 strategically sited primary Access Points (APs) have been identified. In addition, a further 30 access points are also available, if any of the primary APs are unavailable. 4.14 Each AP has a unique identifier. i.e. AP 25N, this refers to access point 25 on the north bank of the river. A list of APs is shown in Appendix 3. 4.15 Each AP is appropriate for both appliances and the fireboat to gain access and egress from the river. They have been also identified as suitable Casualty Landing Points (CLP) in the event of their use by the London Ambulance Service (LAS) and other agencies. For further information refer to the LESLP - Major Incident Procedure Manual. 4.16 Due to the continuing development of the River Thames’, AP’s should be regularly assessed for their access (both by land and water), familiarity of location and condition. The responsibility for this lies with the affected boroughs and fireboat and should form part of a planned schedule incorporated into a station’s visit routine. Refer to Policy number 800 - Information gathering/ contingency plans.

Reconnaissance point (RP) 4.17 A Reconnaissance point (RP) is the initial mobilising location where LFB land crews are able to view a section of the river to assist with rescue operations and deploy to the AP as necessary. 4.18 Reconnaissance points (RP) have been identified for each grid of the river, one RP on either bank. A significant stretch of the river can be surveyed from each RP, which has a unique identifier, i.e. RP218 S. This indicates the reconnaissance point on the south bank of the river at river grid reference 218. A list is shown in Appendix 4.

Familiarisation 4.19 The tactics and resources required to mount any safe search, rescue, or fire fighting operations should be assessed and practiced on the River Thames and its tributaries where practical . 4.20 Training should include scenarios designed to develop and test operational tactics including familiarisation of those other river users who contribute to search and rescue on the Thames, these include: • MPS Marine Police Unit (MPU) • Royal National Lifeboat Institution (RNLI), • MCA • PLA. 4.21 Borough Training plans should take account of their stretch of the River Thames and ensure this is reflected appropriately in the borough exercise schedule. 4.22 Information such as LFB Premises Information Boxes are available at TfL piers or pontoons. The information provided should be checked for accuracy and completeness during 7(2) (d) visits. (See Policy number 513 - Premises information box systems). 4.23 Sections of both the tidal (Essex and Kent) and non tidal (Surrey) Thames border the LFB’s area of responsibility. Operational personnel should be familiar with the working protocols contained in Policy number 857 - Working with neighbouring brigades.

260 Issue date: 17 November 1993 7 of 42 5 Mobilising 5.1 The PDA mobilised to an incident on the River Thames can be made up of the following resources; (a) Fireboat. (b) Pumping appliances. (c) FRU with Emergency Rescue Boats (ERB). (d) Tactical advisor rescue (TAR). Each of the above has their own specific roles and responsibilities in accordance with their operational capability. 5.2 However the fireboat can be also mobilised as a stand alone resource from the river station dependant on the incident’s PDA. The fireboat can request additional pumping appliances or FRUs with ERB if required.

Fireboat - mobilisation by LOC 5.3 The LOC will mobilise the fireboat after receiving a call from a member of the public or MCA. The Fireboat will book status 2 via brigade radio as well as notifying the relevant agencies via marine VHF as described below. 5.4 On mobilisation by the LOC, it is the responsibility of the fireboat to inform VTS on marine VHF channel 14 of their passage plan, giving the following information; (a) Name of the vessel (‘Fire Dart’ or ‘Fire Flash’). (b) Direction of travel (upriver or downriver) and destination (if known). (c) If responding at speed to an operational incident, and initiating blue lights. (d) Type of call. 5.5 Inform MCA (VHF channel 0) that the fireboat is en-route to the incident. 5.6 When in attendance the fireboat will book status 3 with the LOC, and confirm their attendance with the MCA (VHF channel 0) & VTS (VHF channel 14). 5.7 The LOC should remain in contact with the MCA to ensure the effective resourcing of any incident. 5.8 All crews should be aware that LOC may give an updated location en-route to the incident, due to the tidal nature of the Thames.

Fireboat - mobilisation by MCA 5.9 Under International convention for the Safety of Life at Sea (SOLAS) regulations (see below) which apply on the tidal Thames, the MCA can mobilise the fireboat by telephone or marine VHF channel 0 if in transit. 5.10 The fireboat will inform the LOC of a running call from the MCA, booking status 2 and giving details of the incident, its location and if additional resources are subsequently required. 5.11 Once en-route, the fireboat will inform the MCA via channel 0 that they are mobile and request further information. Also the fireboat will inform VTS on channel 14.

260 Issue date: 17 November 1993 8 of 42 5.12 The fireboat should then continue to monitor channel 0 & 14, so they are aware of the mobilisation and attendance of other rescue agencies, as well as the movement of other traffic on the river.

Fireboat - running call 5.13 If the fireboat are witness to an incident or are requested by a member of public for assistance they are to inform both LOC (Status 2), the MCA and VTS. 5.14 Communications between LOC, MCA and VTS should be maintained so that further resources can be mobilised if necessary.

International convention for the safety of life at sea (SOLAS) 5.15 The international convention for the safety of life at sea (SOLAS) requires those in charge of a marine vessel to offer assistance to any other vessel which is in distress (this only relates to the tidal section of the River Thames). 5.16 It is therefore the responsibility of the appliance commander on the fireboat to assess if it is reasonable for them to respond to give assistance or rescue. 5.17 Consideration must be given to other emergency agencies who may have already been informed or made aware of the distress call prior to mobilising, and who may also be in a more practical location to assist. 5.18 For this reason immediate contact with MCA and VTS should be made to initiate a coordinated response, if this is necessary. If response is requested or made, the LFB LOC should be informed as attending a running call (see above).

Pumping appliances 5.19 When mobilised by the LOC, land based resources will be deployed to the designated RP, and await further instructions either from the LOC or the fireboat dependent on its location. They will either: • Be stood down as the resource is not required. • Be given further information on the AP to attend and resources required by the fireboat.

FRU ERB 5.20 Dependent on the location and nature of the incident, water rescue FRUs may be mobilised by LOC to respond to the incident without the attendance of the fire boat as per Policy number 581 - Water rescue and safety when working near, on or in water.

Tactical advisors rescue (TAR) 5.21 The TAR should contact both LOC and MCA/VTS to ascertain the correct incident location, and to collate all the most up to date information needed to advise on oncoming crews

6 En-route 6.1 It is the appliance & fireboat commanders’ responsibility to ensure that any information received en route and any pre-planning that may affect on arrival tactics is passed to all personnel. 6.2 Information can be obtained from a variety of sources, such as resources in attendance/mobilised, radio messages, MDT and from weather forecasts. Further information is provided in Policy number 341 - Decision making model (DMM) and Policy number 408 - Incident command.

260 Issue date: 17 November 1993 9 of 42 6.3 All other appliances attending are to be informed of any relevant details in reference to incidents on the Thames, including tidal movement , reconnaissance points (RP) and access points (AP). 6.4 The Incident Commander, as defined in 7.4 below, is to establish and maintain effective communications with all LFB resources attending to ensure a coordinated response.

Fireboat 6.5 En-route considerations should include: • Type of incident; • state of tide (high or low); • tidal direction and speed; • other river users; • any other resources, land appliances and their location. 6.6 The fireboat must monitor the relevant marine band VHF radio frequencies at all times they are operating on the river. This is to ensure that important navigational information can be relayed to and received from VTS, and contact can be made with other river users in the vicinity, if required. A dedicated VHF marine radio should be set to monitor Channel 0, which is used by the MCA/RNLI.

7 On arrival Fire midstream and alongside 7.1 Fire midstream refers to vessels which are not accessible by land. 7.2 Fire alongside refers to vessels that are secured to a land based mooring, accessible by land. 7.3 For details regarding fighting fires on vessels midstream & alongside refer to Policy number 890 – Firefighting in ships and vessels.

Fireboat and land based appliances 7.4 For incidents involving a fire midstream or alongside, the most senior land based officer in attendance will assume the role as incident commander. On arrival the land appliance IC (and/or fireboat IC) should carry out a risk assessment to identify and take into account the condition of the water, mud, or other unstable surface and send that information in an informative message to LOC. 7.5 Where the fireboat is the sole attendance the appliance commander of the fireboat will be the IC of the incident. However, if there is a need for further resources including land based pumping appliances, the LFB incident command will be passed to the most senior officer present landside. 7.6 The initial land-based attendance should focus on stabilising the riverside scene, by implementing cordons and asking bystanders to keep a safe distance from the scene. 7.7 If the use of FRU water rescue crews and ERBs is considered appropriate, this should be in accordance with Policy number 581 - Water rescue and safety when working near, on or in water. 7.8 The Fireboat crew should be aware that other agencies may be in attendance at the incident before them, it is vital that VHF communications are monitored. 7.9 If the Fireboat is attending a vessel midstream and the OIC considers it necessary for personnel to board the vessel to assist in operations, the following must be considered: • the state of the tide, in respect of tidal depth and flow (current strength)

260 Issue date: 17 November 1993 10 of 42 • ability of the fireboat to maintain contact with the vessel (safe access/egress routes) • the close proximity of other river traffic • obstacles in the river, including bridges, piers, buoys etc. that might interfere with operations. 7.10 Fireboat and ERB crews must maintain an awareness of the fact other non-emergency river vessels may have responded to the distress call already and may be offering assistance.

8 Operational procedures Fireboat operations 8.1 Prior to leaving for any incident or in transit, it is the responsibility of the coxswain to ensure that the fireboat is operationally ready: • All openings e.g. hatches, access to engines should be closed and secured for transit. • The deck of the fireboat should be clear of all unnecessary obstructions allowing clear passage and movement to the crew. • The fireboat crew must ensure they are rigged in the appropriate PPE, including lifejackets, relevant to the atmospheric and operational environment i.e. foul weather marine PPE, structural firefighting PPE or dry suits. • All personnel on the fireboat will operate under the instruction of the coxswain, whilst the boat is in transit.

Man overboard procedures 8.2 In the event of a man-overboard incident involving the Fireboat or an ERB the first task is to locate the person and maintain visual contact with them; this should be the priority for all crew on board. 8.3 VTS should be informed as soon as possible by a VHF if the incident involves the fireboat or in the case of ERB’s an Airwave transmission to the MCA as per Policy number 581 - Water rescue and safety when working near, on or in water. 8.4 Once the casualty is located, and the fireboat or ERB is being positioned, retrieval equipment should be prepared and deployed as appropriate (see persons in water).

Fireboat dealing with a vessel unable to manoeuvre midstream 8.5 There may be instances where a request is made for the fireboat to assist a vessel who has lost the ability to manoeuvre using their own power. This could be due to a mechanical failure or an incapacitated crew. 8.6 On approaching the vessel contact should be made either by Marine VHF radio or verbally. 8.7 Once contact has been made the appliance commander and coxswain of the fireboat may consider towing the vessel to a safe location. To assist with this, contact should be made with the PLA to identify a suitable mooring location for the towed vessel. 8.8 Before any towing operation the appliance commander &/or Coxswain must ensure that both the crew of the fireboat and the vessel being towed understand the objective, in particular the type of tow being used and the location the vessel will be towed to. 8.9 Effective communications (either verbal or by radio) should be established and maintained between the fireboat and the towed vessel. 8.10 Both the appliance commander and the coxswain should consider river and meteorological conditions when effecting any towing operation.

260 Issue date: 17 November 1993 11 of 42 8.11 Consideration should be given to the hazard posed by lines under tension while performing towing operations. Serious injury can occur if not managed correctly; crews must be briefed before the tow starts and the lines monitored whilst the tow is in progress.

Dealing with a vessel taking on water (midstream/alongside) 8.12 Vessels can take on water for various reasons, including damage caused by collision, the malfunction of the vessel’s operating systems (bilge pump) or the integrity of the vessels hull. 8.13 When these incidents occur whilst the vessel is alongside, assistance may be given in a more controlled environment. 8.14 Vessels taking on water midstream present a higher risk to crews and the public, especially if the vessel has had a catastrophic failure, due to a collision. The priority, due to the increased risk to life, should be the evacuation of person(s) onboard the stricken vessel by either fireboat or ERB. 8.15 To enable any evacuation or assistance, consideration should be given to securing the vessel (if drifting) by either towing alongside the fireboat (see fireboat dealing with a vessel unable to manoeuvre midstream above) or, if appropriate, by running it aground. 8.16 Before carrying out any evacuation from a vessel the IC should consider the following; (a) The immediacy of the threat to life of the person(s) on the vessel. (b) The risks posed to vessel, crew and persons during rescue operations. (c) Ensuring adequate deck space is made available on the Fireboat for evacuated persons. (d) The evacuation of any vessel in distress will involve a number of other agencies, so it is a priority that communications, via Marine VHF or Airwave (in the case of ERBs), with both the PLA and MCA, are continuously monitored, with relevant information being shared. 8.17 Once the vessel taking on water is secure and/or alongside, and if the appliance commander deems it safe to do so, the fireboat can assist by pumping out. 8.18 Before offering pumping out assistance, the appliance commander should consider the following: • amount of water taken on by the vessel • vessel size • cause of taking on water • options for stopping or reducing the ingress of water • state of the tide

Casualty rescue from the foreshore (including mud, ice) 8.19 The Fireboat has a dropdown ramp to allow personnel to work from a place of safety and this should be used whenever practicable. 8.20 Whenever rescues are required from the foreshore by the fireboat or water rescue FRUs the deployment of an inflatable rescue path (IRP)and a mud lance will be utilised where required. 8.21 Contact will be made with MCA & VTS, to inform them of the situation and to ensure that all other water craft can be informed so that they navigate accordingly and avoid any risk collision. If necessary VTS can restrict access to that part of the river for safety and navigation purposes. For more information refer to Policy number 581 - Water rescue and safety when working near, on or in water.

260 Issue date: 17 November 1993 12 of 42 Persons threatening to jump from river structure (bridge/pier) 8.22 MPS have primacy at incidents involving persons threatening to jump from any river structure, such as a bridge or a pier see Policy number 547 - Line operations for further guidance. 8.23 The first attending IC is to make contact with the fireboat to coordinate their assistance, if it is required. 8.24 If not already attending, the fireboat will be mobilised by the LOC and on arrival will make contact with the land based attendance. 8.25 The fireboat will inform LOC, VTS and MCA that they are in attendance and an incident is in progress. 8.26 The fireboat should maintain a midstream holding position near the structure, considering the direction of the tidal flow of the river, in order to effect a rescue, if persons enter the water. 8.27 If the person does enter the water the appropriate recovery actions should be carried out, see Persons in water (search and rescue).

Persons in water (search and rescue)

Search 8.28 All Search and Rescue operations on the tidal Thames are carried out under the coordination of the MCA. 8.29 The following key points should be considered by the fireboat appliance commander or personnel on an ERB;

Time and last known position (LKP) 8.30 This information will be either passed on by LOC or VTS from the initial call made or information gathered. It is the responsibility of the IC to pass any further information on to other crews attending.

Tidal speed and direction 8.31 It should be noted that the information given by LOC of the casualties LKP and the subsequent RP for land crews, may change significantly if tidal speed is high. The direction of the tide will also need to be confirmed so that further resources are aware of the area that will need to be searched. It is possible that the location of the RP may need to be changed en route and/or on arrival from that stated as part of the initial mobilising information.

Weather 8.32 Poor weather conditions may adversely affect operations due to: • visibility when attempting to locate the casualty in the water • exposure (water temperature) the casualty is subjected to • unsettled river conditions leading to difficulties when retrieving casualties

Use of FRU ERB 8.33 The OSC may consider the use of the ERB’s carried on FRUs to assist when carrying out a search or rescue on the River Thames. Its lightweight design allows it to be launched from locations other than slipways and a combination of its relatively small size and manoeuvrability means that it can operate effectively around piers, jetties and other boats. For further information on ERB procedures and protocols see Policy number 581 - Water rescue and safety when working near, on or in water.

260 Issue date: 17 November 1993 13 of 42 Search methodology 8.34 Due to the natural boundaries (riverbank) that exist within a river environment, clearly defined search patterns are simple to plan and should be the default response to a missing person incident. 8.35 There are a variety of patterns that can be used when undertaking a river search, but consideration should be given to the resources required and the river conditions that the boats will be operating in. See appendix 11. Any division of the search area should be based on clear physical boundaries between readily identifiable points, rather than notional lines on a map that could be subject to misinterpretation and become the source of confusion.

Fireboat rescue 8.36 All personnel involved in the rescue are to be fully briefed regarding the recovery plan before operations commence. 8.37 Before any crew member can extract the casualty from the water, they must be wearing correct PPE including life jacket and work restraint. Under no circumstances should the work restraint lanyard be released while operations are taking place.

Body recovery 8.38 On occasions the fireboat or ERBs may be requested to assist with the location and /or recovery of a body in the Thames. 8.39 Body recovery in this context refers to casualties known to be deceased prior to the call being made to the LFB. It does not apply to casualties who are believed to be alive prior to operations commencing. 8.40 Where a request to assist in the recovery of a body is received from either the MPS or LAS, it must be referred to an National Inter Agency Liaison Officer (NILO)and a TAR. 8.41 In most circumstances the procedure will be the same as recovering a casualty from the water. However, if it appears that the body has been in the water for a long period of time the IC must consider the following before retrieval; • avoidance of direct contact with blood or body fluids from the deceased • appropriate PPE to be worn • cross contamination (for both health and evidential reasons) • removal and decontamination of PPE once task has been performed • crew decontamination • welfare of the crew 8.42 Once recovered the body should be placed into a body bag, to both protect it but also to prevent it being viewed by the general public. 8.43 It should be noted that the MPS and Coroner will need to know the circumstances in which the body was found i.e. the position of the body, any conditions which existed such as entanglements and any changes to the body and its clothing during the recovery. Contemporaneous notes should be made by the IC and all those directly involved in the recovery to assist in any subsequent investigation or enquiry.

Dealing with HAZMAT incidents 8.44 For any HAZMAT incident, the first consideration should be to bring the vessel alongside.

260 Issue date: 17 November 1993 14 of 42 8.45 If the vessel is unable to manoeuvre under its own power, then use of the fireboat or other suitable vessel should be considered for towing the vessel to a place of safety. 8.46 If so, PLA/MCA/MPS/EA, dependent on location and circumstance, should be involved in the decision and agree the location where the vessel will be moored. 8.47 Once the vessel has been moored alongside, normal HAZMAT procedures can commence. (see - Policy number 796 - HAZMATS; fires and incidents involving hazardous substances) 8.48 However if the vessel is unable to be brought alongside and therefore presents as a midstream incident the following will apply; • land based crew will confirm and proceed to the appropriate AP and make contact with the fireboat OIC • once at the AP the land based IC will instruct the crew to don in HAZMAT PPE • the fireboat will then transport the crew from landside to the affected vessel • the fireboat will approach the affected vessel up wind • on arrival at the vessel crews will implement HAZMAT procedures appropriate to the incident, as per Policy number 796 – HAZMATS: fires and incidents involving hazardous substances.

HAZMAT decontamination 8.49 Once the task has been completed HAZMAT crews can be transported back either on the affected vessel or the fireboat. 8.50 If returning via the fireboat, contaminated personnel and casualties will board the fireboat, and stand on a salvage sheet which has been placed on the bow deck area of the fireboat. 8.51 On return to a secure mooring, the vessel which the HAZMAT crew and/or casualties have been transported on, will be the designated a Hotzone and normal firefighter decontamination procedures will apply. 8.52 Where necessary the Coxswain and crew may need to be confined to the pilot house throughout the transportation of either contaminated personnel or casualties. They will only be able to leave the pilot house when it is deemed safe to do so by the IC, following guidance from the HMEPO . 8.53 Following an appropriate briefing the crews in HAZMAT PPE may have to perform the task of securing the fireboat (fore and aft)when mooring. 8.54 Once moored, normal firefighter decontamination will be undertaken by land based crews.

Environmental protection (pollution control) 8.55 The administrative powers and responsibility for environmental protection on the Tidal River Thames are split between the EA and the PLA. On the non-tidal part of the river such powers lie exclusively with the Environment Agency (EA), on the tidal part of the river it is the PLA. 8.56 It is the responsibility of the fireboat or land based IC to inform (dependent on the river location) the PLA and/or EA of any potential environmental damage. This should be done via LOC and the PLA directly via VHF if on the fireboat, as required under local marine regulations. This will enable the agencies to mobilise their own representative to assess the scene and offer appropriate advice to prevent or mitigate the pollution. Further information on incidents of an environmental nature can be referred to in Policy number 206 – Environment agency.

Fireboat as the designated on scene co-ordinating (OSC) vessel 8.57 Depending on the size and complexity of an SAR incident on the River Thames, the MCA may delegate the tactical command and control of river assets to the fireboat and crew. This will make

260 Issue date: 17 November 1993 15 of 42 the fireboats the OSC vessel and either the fireboat appliance commander or the attending TAR will undertake the role of On Scene Coordinator (OSC). Alternatively a TAR could be nominated as the OSC working on another agency’s vessel. 8.58 It is the responsibility of the appliance commander of the fireboat or TAR to inform the LOC, when the decision has been made to designate the OSC role to the fireboat or to an individual TAR. 8.59 If designated OSC, the fireboat’s role in any search or rescue procedure may be suspended so they are able to be fully briefed and can execute their role and responsibilities as stipulated by the MCA. 8.60 The fireboat appliance commander should consider the allocation of a dedicated radio communications officer from the crew to assist with monitoring both VHF and Brigade radio’s, and maintain radio contact with participating vessel and agencies involved in the SAR operation. 8.61 So that the fireboat can be easily identified as the OSC the blue beacons should remain on. For further information on Major incidents on the River Thames and the role of the OSC refer to LESLP - Major Incident Procedure Manual.

Operating the towable, inflatable rescue raft (TIRR) 8.62 There are four towable, inflatable rescue rafts (TIRR’s) positioned along the river at Chiswick, Westminster, Tower and Charlton. 8.63 These assets are managed by the MCA and are used in the event of recovering multiple casualties from the water or a vessel.

9 Associated policies 9.1 This policy/appendices should be read in conjunction with: • Policy number 513 - Premises information box systems. • Policy number 547 - Line operations. • Policy number 581 - Water rescue and safety when working near, on or in water. • Policy number 793 - Compartment firefighting. • Policy number 796 - HAZMATS fires and incidents involving hazardous substances. • Policy number 800 - Information gathering/contingency plans. • Policy number 857 - Working with neighbouring brigades. • Policy number 890 - Firefighting in ships and vessels.

260 Issue date: 17 November 1993 16 of 42 Appendix 1

Appendix 1 - Key point summary – incidents on the River Thames

Information on task or event Information about resources Information about risk and benefit • Type of incident (person in water, Adequate LFB resources requested? Hazards associated with operating vessel unable to manoeuvre etc.) • MCA/RNLI/MPU/PLA on the river Thames: • State of Tide (High or Low) • TRA • Working Environment i.e. Tidal

• Tidal speed & direction (in or out) • ERB FRU height & flow • OSU (Life jackets) • River Structures i.e. locks & • Numbers of casualties involved • Access Point weirs

• Time and Last Known Position • Reconnaissance point • Type of River traffic i.e. tug & (LKP) of where casualty (ies) • Grid mobilising scheme tow, clippers. entered the water. • Premises Information Box • Environmental conditions i.e. • TIRR location weather • Weather. • OSC vessel • Fire i.e. access/egress • Other river users (SOLAS) The above is not an exhaustive list

Gathering and thinking

Objectives Plan • Save life • Personnel safety • MCA – SAR coordinating authority on tidal River Thames

• Render humatarian aid • Inter-agency working • Environmental protection • Access Points

• Reconnaissance points Communicating • Fireboat must monitor marine band VHF at all times • Man overboard procedures when on River. • Towing operations • VTS – VHF Channel 14 – Transit information and other river traffic movement • Evacuation of vessels • MCA - VHF Channel 0 & Airwave channel M SAR HG • Search methods - incident information & mobilising • Handheld radio used between OIC fireboat and land • Use of ERB’s based incident commander if appropriate. • Body recovery

• Environmental protection (pollution control) Controlling • Information received en route must be passed to all • Neighbouring riparian brigades personnel and other appliances. • Designated on scene co-ordinating (OSC) vessel • The IC carry out an ORA and develop an operational plan. • Use of TIRR • Ensure that PN581 is complied with where personnel

are working within 3 metres of water. • Boarding vessel – access/egress • All personnel must be fully briefed regarding the • Vessel taking on water – pumping out operational plan.

• Bring vessel alongside

260 Issue date: 17 November 1993 17 of 42 Appendix 2

Appendix 2 - River Thames grid mobilising scheme

260 Issue date: 17 November 1993 18 of 42 Appendix 3

Appendix 3 - River Thames operational reconnaissance points (RP) Address of reconnaissance points River Page Map Station Identifier grid ref. ground Dayton Drive, Slade Green 260 97 51MD E27 RP260S Cunis Wharf, Coldharbour Lane 259 97 49KD F40 RP259N Erith Deep Wharf, Pier Road 259 96 50HD E27 RP259S Cleanaway Jetty, Coldharbour Lane 258 96 48HD F40 RP258N William Cory Promenade, Erith 258 96 50GD E27 RP258S Phoenix Jetty, Manor Way, Rainham 257 96 44FD F40 RP257N Erith Oil Works, Church Manor Way 257 96 48FD E27 RP257S Fords Ferry, Norman Road, Belvedere 256 96 44CD E27 RP256S Fords Jetty, Kent Avenue, Dagenham 256 96 45DD F41 RP256N Dagenham Dock, Chequers Lane 255 95 43CD F41 RP255N Crossness Sewage Works Jetty 255 95 44BD E25 RP255S River Walk, Barking 254 95 43XC F43 RP254N Thames Side Walk, SE28 254 95 44YD E25 RP254S Beckton Sewage Works Jetty, Jenkins Lane 253 94 43UC F43 RP253N Tripcock Pumping Station, Off Central Way 253 94 44WC E25 RP253S Kingsbridge Road, Barking 253AN 74 40UC F43 RP253AS Beckton Sewage Works Jetty, Jenkins Lane 253AS 94 42UC F43 RP253AN Abbey Road, Barking 253B 74 40SC F43 RP253BN Armada Way, E6 252 94 44SC F44 RP252N Winchat Road, SE28 252 94 46TC E25 RP252S Causeway At Barge House Road, E16 251 94 47RC F44 RP251N River Walkway Off Bell Water Gate 251 94 48QC E24 RP251S Thames Refinery Jetty, Tate & Lyle 250 94 47NC F46 RP250N Barrier Gardens Pier, Eastmore St. 250 93 48MC E24 RP250S Thames Barrier, Barrier Approach, E16 249 93 47LC F46 RP249N Corys Barge Works, Riverside SE17 249 93 48KC E23 RP249S Tetleys Carlsberg, North Woolwich Road 248 93 46HC F46 RP248N River Way, SE10 248 93 47HC E23 RP248S Pura Foods, Ocean Harvest Wharf, Orchard Place, 248A 93 44GC F22 RP248AN E14 Bidder Street, E14 248B 93 43GC F22 RP248BN Blackwall Yard Pier, Blackwall Way, E14 247 93 45FC F22 RP247N Millennium Dome Perimeter Road 247 93 46FC E23 RP247S New Union Close, E14 246 92 48EC F23 RP246N Victoria Deep Water Terminal, Tunnel Avenue, 246 93 48FC E23 RP246S SE10 Mallen Drive, E14 245 93 49FC F23 RP245N Pelton Road, SE10 245 93 50FC E23 RP245S Greenwich Pier, King William Walk, SE10 244 114 51EC E22 RP244S Creek Bridge, Creek Road, SE10 244A 114 51DC E22 RP244AS Masthouse Pier, Napier Avenue, E14 243 92 50CC F23 RP243N

260 Issue date: 17 November 1993 19 of 42 Appendix 3

Address of reconnaissance points River Page Map Station Identifier grid ref. ground Convoys Wharf, Prince Street, SE8 243 92 50CC E36 RP243S West India Dock Pier, Cuba Street, E14 242 92 47CC F23 RP242N Greenland Dock Pier, Rope St, SE16 242 92 48BC E36 RP242S Thames Street, E14 241 92 45BC F22 RP241N Scanic Crown Pier, Rotherhithe Street, SE16 241 92 46BC E36 RP241S Narrow Street, E14 240 92 45AC F25 RP240N Rotherhithe Street, SE16 240 92 46ZB E34 RP240S Wapping Police Pier, Wapping High Street 239 91 46XB F25 RP239N Rotherhithe Street, SE16 239 92 47YB E34 RP239S West Pier, Pierhead, E1 238 91 46XB F25 RP238N Butlers Wharf Pier, Shad Thames, SE1 238 91 46VB E34 RP238S Tower Pier, EC3 237 91 46UB A28 RP237N London Bridge City Pier, SE1 237 91 46UB A28 RP237S Swan Pier, Swan Lane, EC4 236 91 45TB F48 RP236N Montague Close, SE1 236 91 46TB A28 RP236S Cousin Lane, EC4 235 91 45TB F48 RP235N By Anchor Public House, Bankside 235 91 46SB A28 RP235S St. Pauls Walk, EC4 234 91 45SB F48 (A28) RP234N Bankside, SE1 234 91 45SB E33 (A28) RP234S Temple Pier, Victoria Embankment, WC2 233 90 45PB G45 (A24) RP233N Gabriels Wharf, Upper Ground, SE1 233 90 45QB E33 (A28) RP233S Embankment Pier, Victoria Embankment, WC2 232 90 46NB G45 (A24) RP232N RP232N Festival Pier, Riverside Walk, SE1 232 90 46PB E44 (H22) RP232S Westminster Pier, Victoria Embankment, SW1 231 90 47NB E44 (H22) RP231N Riverside Walk, SE1 231 90 46PB E44 (H22) RP231S Westminster Bridge, SW1 230 90 47NB E44 (H22) RP230N Albert Embankment, SE1 230 90 49PB E44 (H22) RP230S Millbank SW1 229 90 49NB E44 (H22) RP229N E44 Fire Station Pontoon 229 90 49PB E44 (H22) RP229S Westminster Boating Base, Grosvenor Road, SW1 228 112 51MB E44 (H22) RP228N Nine Elms Lane, SW8 228 112 51NB E44 (H22) RP228S Grosvenor Road, SW1 227 112 51LB E44 (H22) RP227N Nine Elms Marina, Kirtling Street, SW8 227 112 51LB E47 (H40) RP227S Grosvenor Road, SW1 226 112 51KB G34 RP226N Chelsea Bridge, SW8 226 112 51KB E47 (H21) RP226S Chelsea Embankment, SW3 225 112 51JB G34 RP225N Carriage Drive North, SW11 225 112 51JB E48 (H27) RP225S Cheyne Walk, SW3 224 111 51GB G34 RP224N Battersea Bridge, SW11 224 111 52GB E48 (H27) RP224S Chelsea Harbour Drive, SW10 223A 111 53EB G34 RP223AN Battersea Bridge, SW11 223 111 52GB E48 (H27) RP223S Chelsea Harbour Pier, SW10 223 111 53EB G34 RP223N Sainsbury Car Park, Townmead Road, SW6 222 111 55EB G35 RP222N Battersea Heliport, Lombard Road, SW11 222 111 54FB E48 (H27) RP222S The Causeway, SW18 221A 111 56DB E49 (H33) RP221AS Broomhouse Dock, Broomhouse Lane, SW6 221 111 55CB G35 RP221N Pier Terrace, SW18 221 111 56DB E49 (H33) RP221S

260 Issue date: 17 November 1993 20 of 42 Appendix 3

Address of reconnaissance points River Page Map Station Identifier grid ref. ground Ranelagh Gardens, SW6 220 111 56BB G35 RP220N Wandsworth Park, Northfields, SW18 220 111 56BB E49 (H33) RP220S Willowbank, SW16 219 110 55AB G35 RP219N Brewhouse Street, SW15 219 110 55AB E49 (H33) RP219S Putney Bridge, SW6 218 110 55AB G35 RP218N The Embankment, SW15 218 110 54ZA E49 (H33) RP218S Meadowbank Close, SW6 217 110 52YA G35 RP217N Hammersmith Bridge, SW6 217 110 51XA G36 RP217S Hammersmith Pier, Lower Mall, SW6 216 88 50XA G36 RP216N St Pauls School, Lonsdale Road, SW13 216 110 50XA G36 RP216S Chiswick Mall, W5 215A 88 50VA G37 RP215AN Chiswick Ferry, Causeway, W4 215 110 51VA G37 RP215N St Pauls School, Lonsdale Road, SW13 215 110 51WA G36 RP215S Chiswick Ferry, Causeway, W4 214 110 51VA G37 RP214N Lonsdale Road, SW13 214 110 53VA G36 RP214S Tideway Boathouse 213 109 54SA G37 RP213N Ship Lane SW14 213 109 54SA G42 (H42) RP213S London University Rowing Club, Hartington Road, 212 109 52RA G37 RP212N W4 Chiswick Bridge 212 109 54SA G42 (H42) RP212S Strand on the Green, W4 211 109 51QA G37 RP211N Kew Gardens Pier, Kew Road, Kew 211 109 51QA G42 (H42) RP211S Watermans Park, High Street, Brentford 210A 109 51NA G37 RP210AN Dock Road, Brentford 210B 109 52MA G38 RP210BN Brentford Dock Marina, Justin Close, Brentford 210 109 52NA G38 RP210N Ferry Lane, Richmond 210 109 51PA G42 (H42) RP210S Brentford Dock Marina 209 109 52MA G38 RP209AN Isleworth Drawdock, Church Street 209 109 54KA G38 RP209N Town Wharf, Isleworth 208A 108 55KA G38 RP208AN Maria Gray, College, St Margaret’s Drive , 208 108 56KA G38 RP208BN Isleworth Isleworth Drawdock, Church Street, Isleworth 208 108 54KA G38 RP208N Maria Gray College, St Margarets Drive, Isleworth 207 108 56KA G38 RP207N Twickenham Bridge, Richmond 207 108 57LA G42 (H42) RP207S Turks Pier, Water Lane, Richmond 206 109 57MA G42 (H42) RP206S Ducks Walk, St Margarets 206 108 57LA G41 (H43) RP206N Denton Road, Twickenham 205 109 58MA G41 (H43) RP205N Richmond Landing Stage 205 109 58MA G42 (H42) RP205S Orleans Road, Twickenham 204 108 60LA G41 (H43) RP204N Petersham Drawdock, River Lane, Petersham 204 109 60MA E55 (H41) RP204S Ducks Walk, St Margarets 206 108 57LA G41 (H43) RP206N Denton Road, Twickenham 205 109 58MA G41 (H43) RP205N Richmond Landing Stage 205 109 58MA G42 (H42) RP205S Orleans Road, Twickenham 204 108 60LA G41 (H43) RP204N Petersham Drawdock, River Lane, Petersham 204 109 60MA E55 (H41) RP204S Eel Pie Island 203 108 60KA G41 (H43) RP203N Ham Landing Stage, Ham Street, Ham 203 108 60KA E55 (H41) RP203S Ham Landing Stage, Ham Street, Ham 203 108 60KA E55 (H41) RP203S

260 Issue date: 17 November 1993 21 of 42 Appendix 3

Address of reconnaissance points River Page Map Station Identifier grid ref. ground St. Catherines Convent School, Cross Deep, 202 130 60JA G41 (H43) RP202S Twickenham Wharf Lane, Twickenham 202 130 60JA G41 (H43) RP202N Mallard Place, Teddington 201 130 62JA G41 (H43) RP201N Thames Young Mariners Base, Riverside Drive, 201 130 62JA E55 (H41) RP201S Ham Stoney Deep, Teddington 200 130 63JA G41 (H43) RP200N Teddington Lock, Riverside Drive, Ham 200 130 63JA E55 (H41) RP200S Teddington Weir, Ferry Road, Teddington 199 130 64KA E55 (H41) RP199N Teddington Lock 199 130 64KA E55 (H41) RP199S Trowlock Island, Trowlock Way 198 131 65MA G41 (H43) RP198N Lower Ham Road, Kingston 198 131 65MA E55 (H41) RP198S Salamander Quay, Teddington 197 131 67MA G41 (H43) RP197N Barge Walk, Kingston 197 131 66MA E55 (H41) RP197S Old Bridge Street, Hampton Wick 196 131 68MA G41 (H43) RP196N Thames Side, Kingston 196 131 68MA E55 (H41) RP196S Barge Walk, Hampton Court 195 131 69MA G41 (H43) RP195N Portsmouth Road, Surbiton 195 131 69MA E56 (H39) RP195S Portsmouth Road, Surbiton 194A 153 71MA E56 (H39) RP194AS Barge Walk, Hampton Court 194 152 71LA G41 (H43) RP194N Queens Prominade, Surbiton 194 131 70MA E56 (H39) RP194S Barge Walk, Hampton Court 193 152 72KA G41 (H43) RP193N Thames Marina, Portsmouth Road, Thames Ditton 193 152 72KA SURREY RP193S Barge Walk, Hampton Court 192 152 72JA G41 (H43) RP192N Barge Walk, Hampton Court 191 152 71HA G41 (H43) RP191N Barge Walk, Hampton Court 190 130 70HA G41 (H43) RP190N Hampton Court Road, Hampton Court 189 130 69GA G41 (H43) RP189N Taggs Island, Hampton Court Road 188 130 69FA G41 (H43) RP188N Terrace Gardens, Hampton Court Road 187 130 68FA G41 (H43) RP187N Barnes Alley, Hampton 186 130 68EA G41 (H43) RP186N Platts Eyot 185 129 68CA G41 (H43) RP185N Sunnyside Reservoir, Lower Sunbury Road, 184 129 69BA G41 (H43) RP184N Hampton

260 Issue date: 17 November 1993 22 of 42 Appendix 4

Appendix 4 - River Thames operational access points (AP)

RIVER THAMES NORTH BANK Address of Access Grid Page Map Ref Stn Identifier Status Point (AP) Ground

Cleanaways Jetty 258 96 48 Hd F40 AP 1N Fords Ferry North 256 96 44 Dd F41 AP 2N Primary Barge House Slipway 251 94 47 Rc F44 AP 3N Primary Blackwall Yard Pier 247 93 45Fc F22 AP 4N Primary Johnson Draw Dock 246 92 50Ec F23 AP 5N Canary Wharf Pier 241 92 46Bc F22 AP 6N Primary Wapping Police Pier 239 91 47Xb F25 AP 7N President Pier 238 91 46Wb F33 AP 8N St Catherines Pier 238 91 46Wb F33 AP 9N Tower Pier 237 91 46Ub F33 AP 10N Primary Embankment Pier 232 90 46Nb G45 (A24) AP 11N Primary Westminster Pier 231 90 47Nb E44 (H22) AP 12N Cadogan Pier 225 111 51Gb G34 AP 13N Chelsea Harbour Pier 223 111 53Eb G34 AP 14N Primary Broom House Draw 221 111 55Cb G35 AP 15N Dock Hammersmith Pier 216 88 50Xa G36 AP 16N Chiswick Pier 215 110 51Va G37 AP 17N Tideway Scullers 213 109 54Sa G37 AP 18N Primary Isleworth Draw Dock 209 108 54Ka G38 AP 19N Thiselworth Marine 207 108 56Ka G38 AP 20N Primary Teddington Lock 200 130 64Ka G41 (H43) AP 21N Royal Canoe Club, 198 131 65Ma G41 (H43) AP 22N Trowlock Island Kingston Bridge Boating 195 131 68Ma G41 (H43) AP 23N Ramp Hampton Court Landing 190 130 70Ha G41 (H43) AP 24N Primary Stage Taggs Island 187 130 68Fa G41 (H43) AP 25N Thames Street 186 129 68Da G41 (H43) AP 26N Platt Eyot 185 129 68Ca G41 (H43) AP 27N

260 Issue date: 17 November 1993 23 of 42 Appendix 4

RIVER THAMES SOUTH BANK Address of Access Point Grid Page Map Ref Stn Identifier Status (AP) Ground

Erith Causeway 258 96 50Hd E27 AP 1S Primary Fords Ferry South 256 96 45Dd E27 AP 2S Primary Woolwich Ferry 250 94 47Qc E36 AP 3S Barrier Gardens Pier 250 95 48Mc E36 AP 4S Primary Corys Barge Works 249 93 48Kc E23 AP 5S Greenwich Pier 244 98 51Ec E22 AP 6S Convoys Wharf 243 92 50Cc E36 AP 7S Primary Greenland Dock Pier 242 92 48Bc E36 AP 8S Holiday Inn Pier 241 92 48Bc E36 AP 9S Primary Cherry Gardens Pier 239 91 47Xb E34 AP 10S London Bridge City Pier 237 91 46Ub A28 AP 11S Primary Festival Pier 232 90 46Pb E44 (H22) AP 12S Lambeth River Station 229 90 49Pb E44 (H22) AP 13S Primary Putney Pier 218 110 55Ab E49 (H33) AP 14S Primary St Pauls School Slipway 216 88 50Wa G36 AP 15S Kew Gardens Pier 211 109 51Qa G42 (H42) AP 16S Turks Pier 206 109 57Ma G42 (H42) AP 17S Ham Landing Stage 203 108 60Ka E55 (H41) AP 18S Primary Teddington Lock 200 129 63Ka E55 (H41) AP 19S Lower Ham Road 198 131 65Ma E55 (H41) AP 20S Barge Walk 196 131 67Ma E55 (H41) AP 21S Primary Barge Walk 196 131 67Ma E55 (H41) AP 21S Primary Thames Side 196 131 68Ma E55 (H41) AP 22S Portsmouth Road 194 131 70Ma E55 (H41) AP 23S Primary Molesey Lock 189 130 70Ga E55 (H41) AP 24S

260 Issue date: 17 November 1993 24 of 42 Appendix 5

Appendix 5 - Hazards when operating on the River Thames Sector 1

Fordbridge Road (Grid 181) to Teddington lock (Grid 196)

When carrying out a risk assessment for training or familiarisation purposes within this sector, the following hazards should be considered:

This is a non exhaustive list, you may identify other hazards specific to the training or incident you are attending. • Deep water: ensure that all persons working within 3 metres or within the boat follow the instructions within the relevant policies. • Slipway and launch sites: poor state of repair, slip hazard due to wet weather or vegetation/algae/bird guano. • Tidal flow: even though the River Thames is non tidal in the section, beware that current flow can be fast due to surface water entering the river during heavy rain/flooding upstream. • Locks: hazards associated with locks, including fast water flows as gates open. Familiarisation with locks recommended. • Bridges: hazards around bridges including water flow around buttresses, line in the water and any maintenance work taking place which could close arches and mean the placement of temporary mooring buoys. • Piers and jetties: hazards around piers and jetties including unusual current flows, mooring line, moored craft and craft leaving/approaching moorings. • Wild animals. • Islands (Aits): tidal flow, submerged vegetation and tree roots and strainers. • Water borne debris and underwater obstructions: including branches/tree trunks, timber and the potential for dead animals. As well as fixed underwater obstructions floating obstructions can be floating below the surface and unsighted. • Other river users: including pleasure craft, rowing boats, RNLI, Police, passenger craft and swimmers. Be aware of the hazards posed by other crafts wash. All of the above hazards can be greatly enhanced when working on the river at night or in poor visibility.

260 Issue date: 17 November 1993 25 of 42 Appendix 5

260 Issue date: 17 November 1993 26 of 42 Appendix 6

Appendix 6 - Hazards when operating on the River Thames Sector 2

Teddington lock (Grid 196) to Chiswick bridge (Grid 212) 1 When carrying out a risk assessment for training or familiarisation purposes within this sector, the following hazards should be considered: This is a non exhaustive list, you may identify other hazards specific to the training or incident you are attending. − Deep water: ensure that all persons working within 3 metres or within the boat follow the instructions within the relevant policies. − Slipway and launch sites: poor state of repair, slip hazard due to wet weather or vegetation/algae/bird guano. Conditions change dependant on the state of the tide. − Tidal flow: this section has partial tidal flow when water is flowing over the weir at Richmond, beware that current flow can also be fast due to surface water entering the river during heavy rain/flooding upstream. − Locks and weirs: hazards associated with locks and weirs, including fast water flows as gates open and around weirs and the difference in water height on either side of a weir. Familiarisation with locks recommended. − Bridges: hazards around bridges including water flow around buttresses, line in the water and any maintenance work taking place which could close arches and mean the placement of temporary mooring buoys. − Piers and jetties: hazards around piers and jetties including unusual current flows, mooring line, moored craft and craft leaving/approaching moorings. − House boats and yacht moorings: mooring buoys, mooring line and chains (can be submerged). − Wild animals. − Islands (Aits): tidal flow, submerged vegetation and tree roots and strainers. − Water borne debris and underwater obstructions: including branches/tree trunks, timber and the potential for dead animals. As well as fixed underwater obstructions floating obstructions can be floating below the surface and unsighted. − Other river users: including pleasure craft, sail boats, rowing boats, RNLI, Police, passenger craft , larger commercial craft and swimmers. Be aware of the hazards posed by other crafts wash. − Creeks and inlets: this can create strong current flow into the river from the direction of the inlet. − Outfalls: as above plus potential contaminants. All of the above hazards can be greatly enhanced when working on the river at night or in poor visibility.

260 Issue date: 17 November 1993 27 of 42 Appendix 6

260 Issue date: 17 November 1993 28 of 42 Appendix 7

Appendix 7 - Hazards when operating on the River Thames Sector 3

Chiswick Bridge(Grid 212) to Albert Bridge (Grid 224) 1 When carrying out a risk assessment for training or familiarisation purposes within this sector, the following hazards should be considered: This is a non exhaustive list, you may identify other hazards specific to the training or incident you are attending. − Deep water: ensure that all persons working within 3 metres or within the boat follow the instructions within the relevant policies. − Slipway and launch sites: poor state of repair, slip hazard due to wet weather or vegetation/algae/bird guano. Conditions change dependant on the state of the tide. − Tidal flow: this section is fully tidal, check the tidal information for state of tide and tidal predictions. Beware that current flow can also be very fast due to both surface water entering the river during heavy rain/flooding upstream and state of tide particularly during spring tide. − Locks: hazards associated with locks, including fast water flows as gates open. Familiarisation with locks recommended. − Bridges: hazards around bridges including water flow around buttresses, line in the water and any maintenance work taking place which could close arches and mean the placement of temporary mooring buoys. − Piers and jetties: hazards around piers and jetties including unusual current flows, mooring line, moored craft and craft leaving/approaching moorings. − House boats and yacht moorings: Mooring buoys, mooring line and chains(can be submerged). − Wild animals. − Islands (Aits): tidal flow, submerged vegetation and tree roots and strainers. − Water borne debris and underwater obstructions: including branches/tree trunks, timber and the potential for dead animals. As well as fixed underwater obstructions floating obstructions can be floating below the surface and unsighted. − Other river users: including pleasure craft, sail boats, rowing boats, RNLI, Police, passenger craft , larger commercial craft and swimmers. Be aware of the hazards posed by other crafts wash. − Creeks and inlets e.g. Chelsea Creek, River Brent: this can create strong current flow into the river from the direction of the inlet. − Outfalls: as above plus potential contaminants. All of the above hazards can be greatly enhanced when working on the river at night or in poor visibility.

260 Issue date: 17 November 1993 29 of 42 Appendix 7

260 Issue date: 17 November 1993 30 of 42 Appendix 8

Appendix 8 - Hazards when operating on the River Thames Sector 4

Albert Bridge (Grid 224) to Wapping Police jetty (Grid 238) 1 When carrying out a risk assessment for training or familiarisation purposes within this sector, the following hazards should be considered: This is a non exhaustive list, you may identify other hazards specific to the training or incident you are attending. − Deep water: ensure that all persons working within 3 metres or within the boat follow the instructions within the relevant policies. − Width of river (particularly below Tower Bridge): be aware of the hazards associated with deploying too deeply into the river. − Slipway and launch sites: poor state of repair, slip hazard due to wet weather or vegetation/algae/bird guano. Conditions change dependant on the state of the tide. − Tidal flow: this section is fully tidal, check the tidal information for state of tide and tidal predictions. Beware that current flow can also be very fast due to both surface water entering the river during heavy rain/flooding upstream and state of tide particularly during spring tide. − Locks: hazards associated with locks, including fast water flows as gates open. Familiarisation with locks recommended. − Bridges: hazards around bridges including water flow around buttresses, line in the water and any maintenance work taking place which could close arches and mean the placement of temporary mooring buoys. − Piers and jetties: hazards around piers and jetties including unusual current flows, mooring line, moored craft and craft leaving/approaching moorings. − House boats and yacht moorings: mooring buoys, mooring line and chains (can be submerged). − Water borne debris and underwater obstructions: including branches /tree trunks, timber and the potential for dead animals. As well as fixed underwater obstructions (remains of piers, bridge supports etc.) floating obstructions can be floating below the surface and unsighted. − Other river users: including pleasure craft, sail boats, rowing boats, RNLI, Police, passenger craft (including fast semi displacement craft), larger commercial craft (including tug and tows) and military vessels. Please note all of the above traffic is in much greater volume than the upper parts of the river. Be aware of the hazards posed by their wash. − Creeks and inlets: this can create strong current flow into the river from the direction of the inlet (some inlets in this section appear the same as outfalls). − Outfalls: as above plus potential contaminants. − Westminster Palace: The palace has a restricted zone in place around its river side which is marked with yellow buoys. You must keep out of this area as it has 24hr monitoring. − Tower bridge: beware the river conditions can be markedly rougher down stream of Tower Bridge. All of the above hazards can be greatly enhanced when working on the river at night or in poor visibility.

260 Issue date: 17 November 1993 31 of 42 Appendix 8

260 Issue date: 17 November 1993 32 of 42 Appendix 9

Appendix 9 - Hazards when operating on the River Thames Sector 5 Wapping Police jetty (Grid 238) to Thames barrier (Grid 249) 1 When carrying out a risk assessment for training or familiarisation purposes within this sector, the following hazards should be considered: This is a non exhaustive list, you may identify other hazards specific to the training or incident you are attending. • Deep water: ensure that all persons working within 3 metres or within the boat follow the instructions within the relevant policies. • Width of river: be aware of the hazards associated with deploying too deeply into the river. • Slipway and launch sites: poor state of repair, slip hazard due to wet weather or vegetation/algae/bird guano. Conditions change dependant on the state of the tide. • Tidal flow: this section is fully tidal, check the tidal information for state of tide and tidal predictions. Beware that current flow can also be very fast due to both surface water entering the river during heavy rain/flooding upstream and state of tide particularly during spring tide. • Locks: hazards associated with locks, including fast water flows as gates open. Familiarisation with locks recommended. • Docks: including St Katherine’s, Limehouse and Galleons, beware of river traffic entering and leaving, as well as issues regarding locks (see above). • Piers and jetties: hazards around piers and jetties including unusual current flows, mooring line, moored craft and craft leaving/approaching moorings, also restricted access chains. • Abandoned and dilapidated piers and jetties: remains may only be visible at lower states of the tide. • House boats and yacht moorings: mooring buoys, mooring line and chains (can be submerged). • Water borne debris and underwater obstructions: including branches/tree trunks, timber and the potential for dead animals. As well as fixed underwater obstructions (remains of piers, bridge supports etc.) floating obstructions can be floating below the surface and out of sighted. • Other river users: including pleasure craft, sail boats, rowing boats, RNLI, Police, passenger craft/ships (including fast semi displacement craft), larger commercial craft /ships (including tug and tows) and military vessels. Please note all of the above traffic is in much greater volume than the upper parts of the river. Be aware of the hazards posed by their wash. • Large mooring buoys: normally yellow in colour (lit at night), beware of anchor line/chains which pose a overhead as well as a subsurface hazard. • Navigational marks and buoys: be aware of their day marks/night lights and individual meaning and the hazards they represent (local knowledge). • Creeks and inlets: this can create strong current flow into the river from the direction of the inlet (some inlets in this section appear the same as outfalls). • Outfalls: as above plus potential contaminants. • Tower bridge: beware the river conditions can be markedly rougher down stream of Tower Bridge. • Thames Barrier: controlled movement through barrier (barrier reporting zone start opposite Blackwell point), be aware that river craft are restricted as to their passage plan through the barrier. All of the above hazards can be greatly enhanced when working on the river at night or in poor visibility.

260 Issue date: 17 November 1993 33 of 42 Appendix 9

260 Issue date: 17 November 1993 34 of 42 Appendix 10

Appendix 10 - Hazards when operating on the River Thames Sector 6 Thames barrier (Grid 249) – Aveley/Deptford Marshes (Grid 260) 1 When carrying out a risk assessment for training or familiarisation purposes within this sector, the following hazards should be considered: This is a non exhaustive list, you may identify other hazards specific to the training or incident you are attending. • Deep water:- ensure that all persons working within 3 metres or within the boat follow the instructions within the relevant policies. • Width of river:- be aware of the hazards associated with deploying to deeply into the river. • Slipway and launch sites:- poor state of repair, Slip hazard due to wet weather or vegetation/algae/bird guano. Conditions change dependant on the state of the tide. • Tidal flow:- This section is fully tidal, check the tidal information for state of tide and tidal predictions. Beware that current flow can also be Very fast due to both surface water entering the river during heavy rain/flooding upstream and state of tide particularly during spring tide. • Locks:- hazards associated with lock, including fast water flows as gates open. Familiarisation with locks recommended. • Docks:- including Galleons point marine, beware of river traffic entering leaving, as well as issues regarding locks (se above). • Piers and jetties:- Hazards around piers and jetties including unusual current flows, mooring line, moored craft and craft leaving/approaching moorings. • Abandoned and dilapidated piers and jetties:- Remains may only be visible at lower states of the tide. • House boats and yacht moorings:- Mooring buoys, mooring line and chains(can be submerged) • Water Bourne debris & Underwater obstructions:- including branches /tree trunks, timber and the potential for dead animals. As well as fixed underwater obstructions (remains of piers, bridge supports etc.) floating obstructions can be floating below the surface and unsighted. • Other river users:- including pleasure craft, sail boats, rowing boats, RNLI, Police, Passenger craft/ships (including fast semi displacement craft), larger commercial craft/ships (including tug and tows) and military vessels, Woolwich ferry. Please note all of the above traffic is in much greater volume than the upper parts of the river. Be aware of hazards posed by their wash. • Large mooring buoys :- Normally yellow in colour (lit at night), beware of anchor line/chains which pose a overhead as well as a subsurface hazard. • Navigational marks and buoys:- be aware of their Day marks/night lights and individual meaning and the hazards they represent (local knowledge). • Creeks and inlets:- this can create strong current flow into the river from the direction of the inlet (some inlets in this section appear the same as outfalls). • Outfalls:- as above plus potential contaminants. • Tower bridge:- beware the river conditions can be markedly rougher down stream of Tower bridge. All of the above hazards can be greatly enhanced when working on the river at night or in poor visibility.

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Thames Barrier:- Controlled movement through barrier (Barrier control zone starts Margret ness point), be aware that river craft are restricted as to their passage plan through the barrier. Prior to navigating through the Thames barrier, contact should be made with VTS, confirming the identity of the craft and direction of transit.

260 Issue date: 17 November 1993 36 of 42 Appendix 11

Appendix 11 - Towing methods There are two methods of Boat Towing; (a) Line from the back of the Fireboat to the front of the towed vessel, is called Towing Astern. (b) The fireboat and other vessel, side by side, is called Towing Abreast.

Towing Astern Two vessels moving one behind the other and not interfering with each other is more efficient. Used in favourable conditions or when the disabled vessel is larger than the fireboat. Once connected to the stern of the fireboat and to the bow of the towed vessel, operations should begin slowly so as to avoid entanglement or sudden tensioning of the line. When towing, allow time and distance to reducing speed i.e. the weight of a vessel being towed can keep moving after the fireboat has stopped due to its momentum. Towing Astern

Towing Abreast The fireboat and the disabled vessel are tied alongside each other. One line connecting the two bows, one line securing the sterns with spring lines being used as required. Initial consideration should be given to the alongside tow as it is the safest way, if there is not adequate space in the transit area, duty to other river traffic or congestion. Fenders should be correctly positioned on the fireboat to avoid damage. Towing Abreast

260 Issue date: 17 November 1993 37 of 42 Appendix 12

Appendix 12 - Search methodology diagrams Parallel line search This can be an effective method of search, especially with more than one vessel. It gives a good coverage when using the opposing river banks as the search boundary. When working with other craft, each should run in parallel, matching speeds. The distance apart should be within the maximum distance at which each vessel could spot the casualty ensuring an overlaps which means a casualty is unlikely to be missed between them.

Parallel line search

Creeping line ahead search This search pattern starts at one end of the rectangle and moves along the area. Coverage of one end of the area is good but is time consuming meaning one end of the area will be searched later than the start point. The start point should therefore be wherever possible the last known location of the casualty, or likely point the casualty may have moved to based on flow and geography.

Creeping line ahead

Expanding Square This method of search is far more effective in still waters where the effect of tidal movement is less prevalent. Examples of its use could be sector searches in a dock area. This method quickly covers the inner part of the search area but takes some time to provide any coverage of the outer areas of the search area.

Expanding square

260 Issue date: 17 November 1993 38 of 42 Appendix 12

Wide River search This method of search can only be carried out with a number of vessels. Consideration should be given to the use of ERB’s, as they are able to search closer to the shore line with their shallow draft.

Wide River search

Holding Line Search This search method will require 2 boats to work together. The forward boat will hold station on the water, against the tidal flow and in line with the LKP of the casualty , whilst the rear boat will remain behind the forward boat being able to travel from bank to bank should the casualty’s positioning change. Holding Line Search

260 Issue date: 17 November 1993 39 of 42 Appendix 13

Appendix 13 - Types of vessel Vessels operating on the Thames include: • Clippers: Used as fast commuting and tourist transportation running to a specific timetable and route. • Tugs/barges: Used to transport cargo and disposal of environmental waste, and assist in the movement of other vessels. Restricted in their ability to manoeuvre quickly due to the nature of towing. • Pleasure craft Inc. motorised or under sail: May be operated by persons with limited knowledge , skills and experience of operating on the Thames. • Freight tanker: Due to its size and potential draft can be restricted in its ability to manoeuvre quickly. • Cruise ships: Large passenger ships can be moored as far up the Thames as Tower Bridge. • Roll on roll off (RORO): A ferry service operating across the Thames, operated to a timetable and specific route • Rowers: Slow, small, minimal free bord. Risk of being swamped by passing vessels wash. • Naval warships: Visiting naval warships which encompass a range of potential hazards due to power source and armaments. For further detail please refer to Policy number 890 – Firefighting in ships and vessels.

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Document history

Assessments An equality, sustainability or health, safety and welfare impact assessment and/or a risk assessment was last completed on:

EIA 01/12/15 SDIA 06/01/16 HSWIA RA

Audit trail Listed below is a brief audit trail, detailing amendments made to this policy/procedure.

Page/para nos. Brief description of change Date Whole document Total rewrite. 29/06/2016 Throughout This policy has been reviewed as current, no changes were 22/12/2010 required. Throughout This policy has been protectively marked. 21/11/2011 Throughout This policy has been reviewed as current no changes 17/07/2012 required. Page 1 The owner and responsible work team have been updated 17/06/2013 from Operational Procedures to Operations, Prevention and Response as requested by Andy Roe and agreed by Ian Black. Page 15 SIA date added. 18/10/2013 Page 1 The owner and responsible work team have been updated 23/10/2013 from Operations, Prevention and Response to Operational Procedures, Technical Rescue Team as requested by Dave Brown. Front page and The word “protect” has been replaced with “official”. 07/05/2014 audit trail Page 16 “Protective marking descriptor” in the freedom of information section has been replaced with “security marking classification”. Page 15 and 16 Subject list and FOIA exemptions tables updated. 18/11/2014 Throughout Reviewed as current with no changes. 23/06/2015 Page 5, para 13.2 Paragraph added to reflect additional hazard 24/07/2015 Throughout Policy has been rewritten throughout, please re-read to 11/06/2016 familiarise yourself with the content. Page 19, 20, 21 Changes made to Appendix 3. 25/01/2018 and 22 Throughout Reviewed as current, with amendment made to owner title 01/11/2019 to reflect the changes in organisational governance and structure due to the abolition of LFEPA. Throughout References to Policy number 117 replaced with Policy 01/11/2019 number 890. Reviewed as current.

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Subject list You can find this policy under the following subjects. Incident Management Incident type ERB Sites Fire Boat Incident command/management Operational procedures Pick Up Points (PUP) Reconnaissance Points (RP) Rescue River Incidents Rivers Thames Transport Incidents Water Water Incidents

Freedom of Information Act exemptions This policy/procedure has been securely marked due to:

Considered by: FOIA exemption Security marking (responsible work team) classification

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