INTRODUCTION

1.1 Introduction from Chair of the Board

Welcome to the Dart Harbour strategic plan.

Over the last few years we, the Dart Harbour & Navigation Authority, have worked hard to build stronger relationships with our stakeholders while developing the organisation and making significant progress in pursuit of our core mission to ‘manage, protect and enhance Dart Harbour’. However we also recognise that there is still much more for us to do. This update to our strategy describes our short and longer term priorities as we look ahead to the next year and beyond. Our strategy is based on input received from many different organisations and individuals and I would like to thank all of those involved and who have contributed. I am very pleased that we have retained a focus on ensuring Stability and Safety while providing Stewardship of the river that we all care about, along with an emphasis on engaging with our Stakeholders and investing in our Staff. Thank you for your interest and support.

1.2 Comment from Harbour Master/CEO

I am delighted to add my welcome to this strategy. As Harbour Master and CEO of Dart Harbour, I consider it my duty to be steward of this place that we all love so much, constantly protecting and improving it for the future. A popular and busy port, nestling in the heart of South Devon National Landscape, it can be a difficult balancing act, but as a trust port, it is our job to listen to all of our stakeholders and then deliver a harbour that meets their needs. This document will help me and my dedicated team to do that, setting out a clear guide on how we should operate, and how we should invest and develop the harbour.

1.3 Purpose of this document

The purpose of this document is to summarise what Dart Harbour is working towards and the way we intend to achieve these goals over both the long and short term. This is important as it provides focus internally, and gives our stakeholders the opportunity to provide feedback and guidance on these topics. Each year we will report our progress against this strategy, and communicate our priorities for the following year during the annual meeting. The underlying mission, values, pillars and priorities therefore remain unchanged from 2023 when this strategy was first created.

1.4 Overview and structure of this document

Section One: Introduction

This part describes the purpose and structure of the document.

Section Two: Background.

The next part describes the background and context within which Dart Harbour exists. This information is relatively stable, and is derived from Dart Harbour’s establishment by act of Parliament in 1975 and constitutional arrangements prescribed by statutory instrument in 2002. Due consideration is also given to other guidelines provided by the Department for Transport among other Acts and agencies including the Countryside and Rights of Way Act (2000; Section 85) which sets out Dart Harbour’s responsibilities with regard to the South Devon AONB within which Dart Harbour is located¹. This section also includes information relating to the way Dart Harbour operates and engages with stakeholders. ¹ “In exercising or performing any functions in relation to, or so as to affect, land in an area of outstanding natural beauty, a relevant authority shall have regard to the purpose of conserving and enhancing the natural beauty of the area of outstanding natural beauty.” Countryside and Rights of Way Act (2000; Section 85).

Section Three: Long Term Vision.

The third part of the document describes Dart Harbour’s long term vision, goals and direction of travel. By its nature, this section includes a number of broad principles as well as aspirational goals which we are committed to achieving whilst recognising that we may not have the resources, capability or technology to achieve within the near term. This section also reflects Dart Harbour’s best attempt to balance the needs of our stakeholders in the light of our full responsibilities. This part has therefore been developed with significant input from all our stakeholders and remains subject to ongoing review.

Section Four: Short Term Priorities.

The final part of this document describes priorities that Dart Harbour has identified for this year, together with a number of specific objectives. These priorities have been selected based on input from our Long Term Vision, combined with consideration of immediate stakeholder views and the situation facing Dart Harbour at the start of the year. This part of this document will therefore be refreshed on an annual basis.

Process

The reasons for preparing this document in this way are twofold. Firstly, the Board believe it may be helpful for readers to be able to see the background and rationale behind the priorities and actions rather than simply a statement of our intentions. We hope this provides stakeholders with useful information about our future intentions and helps everyone engage with Dart Harbour as desired. Whilst arguably this document may therefore be a little longer and broader than necessary, we hope this increases the transparency and partnership with which Dart Harbour operates. The second reason for including the ‘workings’ behind our priorities and actions for this year is that it will make it an easier process to improve and update this document in future years. There is always a balance to be struck between ‘perfection’ and ‘practicality’ when creating a strategy, and getting this balance right is not made easier during times of change. We know this document is not perfect, but The Board remains committed to continually improving with the support of our staff and stakeholders over time.

1.5 How this strategy was developed

The Harbour Master has worked closely with the Board to prepare this document, with support from and input from our stakeholders, including staff. External stakeholder views were initially sought through our formal stakeholder forums, and this was supplemented by input from our annual meeting and an online survey.  Further detail relating to input from the online survey is included within appendix one, along with commentary on the decision to include and/or exclude a number of specific points. Having clarified our responsibilities and long term aspirations, medium and short term objectives were developed based on a consideration of available opportunities and resources.

BACKGROUND

2.1 Our ultimate responsibility

The DfT’s “Good governance guidance for ports” describes a Trust Port as “a valuable asset presently safeguarded by the existing board, whose duty it is to hand it on, in the same or better condition to succeeding generations. This remains the ultimate responsibility of the board, and future generations remain the ultimate stakeholder.”

2.2 Background – What is Dart Harbour?

Dart Harbour was constituted and incorporated by the Dart Harbour and Navigation Authority Act 1975 amalgamating the undertakings of the Dart Harbour Commissioners and the River Dart Navigation Commissioners. Dart Harbour’s constitutional arrangements are set out in the Dart Harbour and Navigation Harbour Revision (Constitution) Order 2002.

Our responsibilities

Dart Harbour’s responsibilities extend from just outside the mouth of the river up to the weir at Totnes, and the whole area between these points is classified as a ‘Trust Port’. Dart Harbour is mandated to be an ‘Open Port’, that must maintain the ability for ships to discharge both cargo and passengers; a ‘Competent Authority’, that demands the provision of pilotage services; and a designated Local Lighthouse Authority, responsible for the care and maintenance of the navigational aids within the harbour.

Harbour users

The majority of today’s river users are leisure boat owners, and they need moorings and marine services. The growth in this community has fuelled an expansion in the number of marinas and dry storage facilities now available in the harbour. Commercial traffic has been relatively constant with well-established passenger ferry and fishing industries that continue to thrive.

Trust Port

As a Trust Port, Dart Harbour must operate as a business that can fund the provision of the statutory services. However, there are no shareholders and there is no need to generate annual dividends. Rather the harbour is held in Trust for the benefit of the Stakeholders; they are numerous and include all users of the river in whatever capacity, the residents of the communities that live in proximity to the river and all those who have an interest in the Dart.

2.3 Commercial Operations of Dart Harbour

As a statutory harbour authority and trust port, Dart Harbour does not receive external funding and generates income to discharge its statutory duties and serve stakeholders from harbour dues, berthing fees, and other marine services. Any surplus is re-invested in the harbour. Renewing the harbour’s infrastructure requires long term planning. To generate a reliable income Dart Harbour must have a business model that offers a marketable product and makes a sufficient profit to maintain, improve and update that product, and cover the costs of the statutory requirements. Further development of the business must also take into consideration the complexities of stewardship and improving the health of the environment.

Funding

There is no source of external funding, and all income is generated through the collection of harbour dues, berthing fees and other marine services. Any surplus income must be re-invested in the harbour and the process of renewing key pieces of infrastructure needs long-term planning

2.4 Our obligations

Integral with the authority to manage the harbour and provide the statutory services, comes responsibility for the care and stewardship of the river. Although there are numerous organisations and authorities who also contribute to, or have an interest in that stewardship, Dart Harbour has a central role.

Balance

The vast majority of river users are drawn to the port as a consequence of its inherent beauty and the health of the environment in its broadest sense. There might be a strong argument for denying further developments on the river or new commercial endeavours, as they would almost certainly have an adverse effect on the environment in one form or another. However, the interests of the local communities might best be served with just such new developments that offer increased employment opportunities, bring more wealth to the region or widen access. Therefore, the stewardship of the port is a complex balancing act.

Environment

The River Dart is one of five estuaries within the South Devon National Landscape (SDNL) which stretches from Torbay to the outskirts of Plymouth and was first designated an Area of Outstanding Natural Beauty (AONB) in 1960. Recent legislation has given relevant authorities such as Dart Harbour the duty to seek to further the statutory purposes of this protected landscape. Dart Harbour provides an annual stipend to the SDNL Office to help fund the existence of its Estuary Officer. An SDNL sponsored Steering Group generated the Estuary Management Plan (the current plan runs from 2016 – 2024) and the Dart Harbour and Estuary Biosecurity Plan. In recent years, as a consequence of initiatives by the Authority, the Dart Estuary Forum has been resurrected and brings together many of the authorities and private individuals with a direct interest in the numerous environmental issues that are of concern. The upper reaches of Dart Harbour have been declared a Marine Conservation Zone (MCZ), although the MCA have yet to provide guidance regarding its management and the impact that may have on the mandated responsibilities of the Authority. The environment, and principally the aesthetics of the natural vista, is of considerable importance to all the resident communities and the vast majority of the users, residents and visitors, as it is this natural beauty that draws them to the area.

2.5 Stakeholder relationships

Dart Harbour has established four stakeholder groups and seeks to stay abreast and involved in all matters which affect our communities and where Dart Harbour may play a role:

• Commercial Users Group (CUG) – a forum for those with water-based commercial operations.
• Leisure Users Group – a forum for representatives for leisure and recreational users including clubs and associations.
• Dart Harbour Communities Group (DHCG) – a forum for representatives of the town and parish councils of communities situated on the river banks.
• Dart Estuary Forum (DEF) – a forum open to all to debate environmental issues regarding the river

In addition, Dart Harbour communicates through an active website and direct surveys of customers and collects and analyses all feedback received, working to disseminate and share relevant information to the stakeholder groups and other key contributors and also make it available to all interested parties on the website. In the event of proposals for changes to river infrastructure, service levels or operating procedures, our stakeholders will always be informed and/or invited to examine the options and make their views known as appropriate.

LONG TERM VISION

3.1 Mission, Values and Pillars

Our Mission is to manage, protect, and enhance Dart Harbour whilst supporting the local economy and community. This includes…

• Operating Dart Harbour safely as a Trust Port in accordance with the Port Marine Safety Code
• Conserving and enhancing the environment of Dart Harbour to benefit the local community and meet our duty to further the purposes of South Devon National Landscape
• Managing Dart Harbour in a way that balances the needs of all stakeholders

We will pursue our mission in a way that is governed by three values, supported by five strategic pillars.

Our Values

Strategic Pillars

Our staff are committed to bringing the values to life in their work, receiving regular feedback and coaching against these areas in addition to any technical supervision. The five strategic pillars underpin our thinking with respect to the setting of long term aspirations and strategic goals.

Table 1 Dart Harbour Values

Safety	Teamwork	Accountability
Our first priority to is keep Dart Harbour safe, both for those afloat and ashore. Safety will always come first in everything we do.	We support one another, creating a positive and inclusive environment, and treating each other with respect.	We take pride in our work, providing a top quality service to our stakeholders whilst protecting the environment and continually looking for ways to improve.
Keeps self up to date with relevant safety measures Considers the risks in situations before taking action Follows safety rules and procedures Remains alert to changes that might compromise safety, adapting plans as necessary Keeps calm under pressure Promotes safety as everyone’s responsibility Speaks up and challenges team mates when they appear to be compromising the safety of themselves or others Responds positively when challenged over the safety of own actions	Looks on the positive side of situations, encouraging and motivating teammates Pitches in and volunteers for tasks (not waiting to be asked, and not leaving others to do difficult or unpleasant tasks) Collaborates with others, not working in a silo Makes colleagues feel welcome and valued Provides encouragement and practical support to colleagues Shows respect and empathy to colleagues, being sensitive to others’ feelings and providing care and support Keeps colleagues informed and up to date Shares knowledge and expertise openly, helping people to learn and improve	Takes a ‘can-do’ approach, working with confidence and taking ownership for getting things done Deals with issues proactively (not walking past problems) Plans and organises time effectively Completes own work to a high standard (doing what you say you will do, satisfying customers, getting things right first time etc) Treats customers and stakeholders with respect, understanding situations from their point of view Continually looks for opportunities to learn and develop Identifies ways of improving efficiency and/or the service provided to stakeholders

Table 2: Dart Harbour Strategic Pillars

SAFETY	To continually improve safety on and around the water, making Dart Harbour a safe place to work and play
STEWARDSHIP	To conserve and enhance the environment of Dart Harbour as part of South Devon National Landscape.
STABILITY	To manage the Authority and its’ finances prudently, always being solvent and provisioning for the long term
STAKEHOLDERS	To continue to develop strong relationships with our stakeholders, embedding processes to support strong, regular and meaningful engagement
STAFF	To build a proud, skilled and motivated Harbour team, committed to Dart Harbour’s mission and values

3.2 Strategic commitments and long-term aspirations

Our strategic commitments and long-term aspirations are presented below against each of our five strategic pillars. These commitments and aspirations have been developed with input from stakeholders with consideration of our responsibilities, remit and resources. Commitments reflect responsibilities and more specific priorities we are working towards over the long term and are actively developing plans for. Aspirations reflect things we are looking for ways to work towards, or are subgoals that form part of our aspirations.

SAFETY
Definition	To continually improve safety on and around the water, making Dart Harbour a safe place to work and play
Strategic Commitments	To operate Dart Harbour safely as a Trust Port in accordance with the Port Marine Safety Code. To ensure that all infrastructure and equipment, as well as policies and procedures, are fit for purpose and well maintained To help and encourage our customers to use the river in a safe way Ensure the river continues to be safely navigable
Long term Aspirations	Continue to deliver a rolling program of infrastructure replacements and upgrades Continue to update policies, procedures, bylaws and directions in a timely and practical way Improve the safety of wild swimming and use of small craft on the river Continually increase the level and accuracy of safety incident reporting Develop a consistent culture of safety connected with the use of the river within Dart Harbour and across all stakeholders and communities, leading to the continual decrease in safety related incidents

 

STEWARDSHIP
Definition	To conserve and enhance the environment of Dart Harbour as part of South Devon National Landscape.
Strategic Commitments	To maintain the essential character of the Dart in line with its location in the South Devon National Landscape – both the tranquil unspoiled nature of the estuary, and the bustling ports of Dartmouth and Totnes. To safeguard and improve marine and wildlife habitats for the future. To work towards Net Zero for our own operations To help and encourage our customers to reduce their environmental footprint To maintain and restore the protected features of the MCZ To encourage biodiversity and minimise the impact of invasive species
Long term Aspirations	Investment in infrastructure to support customers’ use of electric powered boats Preserve and enhance the estuary’s natural carbon stores Increase the availability and convenience of pump out facilities, and encourage customers to use them. Continually reduce the amount of waste we create, aiming to reuse or recycle all of our waste, and encouraging our customers to do the same To keep the estuary free of litter, especially plastics, and to reduce, reuse and recycle the waste we produce and help our customers to do likewise Be recognised as a leader, instigating and supporting initiatives that reduce contamination, raise water quality within the river, and raise awareness of these issues Work with the SDNL and other partners to actively conserve and enhance the various habitats on the estuary, improving biodiversity, and reducing the impact of non-native species To manage our moorings mix in a sustainable way, keeping a broadly constant number of residential yacht berths. Consider the visual impact of our moorings on the environment, for example reducing mooring numbers in some quieter areas, to help them to return to a more natural state, or avoiding development where it would impact iconic views

STABILITY
Definition	To manage the Authority and its’ finances prudently, always being solvent and provisioning for the long term
Strategic Commitments	To manage Dart Harbour’s finances prudently, always being solvent and provisioning and investing for the long term To achieve exemplary corporate governance To effectively identify and manage risks to the Authority To identify new opportunities to deliver value in support of our mission
Long term Aspirations	Maintain high standards of good governance throughout the organisation Continually improve the competence, commitment and diversity of the Board and its governance processes Develop fair, proportionate and resilient revenue streams that allow Dart Harbour to meet its responsibilities and achieve its mission Generate adequate operating financial surpluses Develop the business with larger vessels (e.g. cruise, superyachts) whilst avoiding negative impacts Take advantage of opportunities afforded by the creation of Plymouth and South Devon (PASD) Freeport Zone Take advantage of grant funding opportunities

 

STAKEHOLDERS
Definition	To continue to develop our relationships with our stakeholders, embedding processes to support strong, regular and meaningful engagement
Strategic Commitments	To deliver outstanding service to our customers To sustainably develop Dart Harbour to benefit the local economy To ensure that the differing needs of all of our stakeholders are taken into account To maintain, develop and improve the facilities required by our stakeholders To communicate well with our stakeholders and develop the Dart Harbour brand To broaden the appeal of the Dart to a more diverse range of stakeholders To manage and improve our moorings to best meet the needs of our customers, balanced against our other goals. To develop lower-cost options to access to the river
Long term Aspirations	Broaden the appeal of Dart Harbour to a wider group of stakeholders Continue to support existing and new businesses Produce and deliver a North Embankment plan including double steps, low water landing, scrubbing grid, launching facilities Ensure that our moorings and other facilities match the requirements of the local community, including better facilities for dayboats, kayaks, canoes and SUPS. Balance waiting lists by increasing numbers of more popular mooring types, such as larger vessels and pontoon berths, whilst reducing numbers of less popular moorings. Continue to improve facilities for visitors, including short stay berths. Ensure adequate capacity for tenders Ensure that our mix of moorings is appropriate Provision of toilet / shower facilities Provision of improved facilities up river, including all-tide access at Stoke Gabriel and improved moorings at Totnes Ensure that Dart Harbour is accessible to all Engage with the next generation of stakeholders Develop a communications strategy to ensure stakeholders are consulted and informed with decisions and developments on the river that affect or interest them Continually increase the standards of service and satisfaction provided to customers

 

STAFF
Definition	To build a proud, skilled and motivated Harbour team, committed to Dart Harbour’s mission and values
Strategic Commitments	1.      To manage Dart Harbour’s people to the highest standards and be recognised as an employer of choice 2.      For the Board and management to support the staff, to enable them to best serve our stakeholders 3.      To provide our team with opportunities for development 4.      To ensure our staff are provided with the equipment and procedures they need to work effectively 5.      To help develop marine skills in the wider community
Long term Aspirations	Ensure Dart Harbour remains a place people want to come to work, achieving consistently high levels of staff engagement Achieve a ‘one team’ culture of support, inclusion, flexibility and collaboration Provide a physically and psychologically safe environment for staff to perform Adapt to the new skills required and technologies available of the future Implement long term resource planning based on the training, development and empowerment of staff Provide fair, competitive levels of remuneration Introduce efficient working practices, taking advantage of modern technology

SHORT TERM PRIORITIES 2026

Port Masterplan	Finalise, consult and publish Port masterplan describing the long term future development of the harbour
Capital projects	Plan, communicate and work towards delivery of key infrastructure projects inc: North Embankment Project – a multi-phase project including floating slipway, toilet/shower block and new pontoon arrangements, with the intention of installing phase 1 by 31st March 2027 BRNC Sandquay OTB Pontoon – deliver this new pontoon to allow BRNC to have proper access to the water Stoke Gabriel Mill Point Pontoon – Complete replacement of temporary pontoon Work with DTC on their facilities.
Cruise Ships	Prepare a detailed plan outlining viable options for the future of cruise ship moorings in the Harbour, to include plans for community consultation, engagement and communication
Staff	Develop the flexibility, efficiency and resilience of the Management Team
Safety	Maintain and improve Dart Harbour’s excellent capability and track record for Safety and the effective management of risks with the harbour Implement a policy to improve the safety of the harbour’s liveaboard community Improve safety for quayside crabbing.
Marketing, stakeholder engagement and comms	Develop and implement a communication and marketing strategies to inform stakeholders, project a positive view of Dart Harbour, and increase revenue. Developing the connection and engagement achieved with our four advisory groups (CUG, DHCG, ADRUC and DEF), providing support to develop their ability to inform and guide Dart Harbour.
Young people engagement	Build on the 2025 success of our funding of swimming lessons, supporting Royal Dart Sailing Trust and connecting people from local communities to the Dart, focussing on raising awareness of leisure, conservation and marine careers.
Decarbonisation	Complete the conversion of Athena to battery power Develop clear plans for conversion of the remainder of Dart Harbour’s fleet Prepare a plan to meet Dart Harbour’s wider carbon targets
Fishing	Work in partnership with the local fishing community to identify and support targeted developments to support the survival & revival of Dartmouth’s fishing fleet
Environment	Continue to deliver next phases of Saltmarsh Project Work with partners on bathing water improvements Develop an environment improvement capital plan Develop the understanding of Dart Harbour’s environmental responsibilities throughout the organisation and support their consideration within strategic and operational decision making

Version Control	Version	2.0	Date	2025	Reviewed	06/10/2026
	Written by	PB	Approved by	Board	Reviewer	PB & JH

Responsibilities

The Dart Harbour Board (DHB) is responsible for policy.  The Harbour Master is responsible for the organisation and the facilities.  The staff implements the policy.  Together these three categories form the system that puts policy into effective practice.

Strategy

Dartmouth Harbour and Navigation Authority (Dart Harbour) Board (DHB) is committed to running the Harbour in accordance with the Strategy developed through stakeholder consultation: The DHB is the nominated “duty holder” under the PMSC and has committed itself to meeting or exceeding all legal requirements, complying with the requirements of the PMSC and ensuring that adequate resources are available to discharge its navigational safety obligations. As part of its responsibilities under the PMSC, Dart Harbour has produced a Marine Safety Management System (MSMS), which is a cohesive and structured set of documents which details the policies and procedures used to safely managed the harbour. Dart Harbour is committed to running a safe, efficient, and welcoming harbour that caters for the needs of the local communities, visitors and the environment.

Key aspects of this policy

Dart Harbour will:

• Provide a safe port within the limits of their jurisdiction, which is open to the public for the transportation of passengers and goods.
• Enhance the safety of the harbour by exercising statutory conservancy functions to a high standard.
• Regulate the use of the harbour by maintaining appropriate byelaws and ensuring that these and other statutory regulations are enforced.
• Ensure such marine services as are required for the safe use of their harbour are available and are maintained and operated to a high standard.
• Ensure that current plans are available to deal with emergency situations and that the resources required to implement these plans are maintained and exercised.
• Develop and encourage a safety culture, where staff are motivated to work in a safe way, and where safety is an integral part of every task undertaken, rather than just being an add-on. The policy incorporates input from officers, staff and harbour users as high standards of safety can only be achieved through dialogue and co-operation.
• Identify, quantify, and manage the significant marine risks associated with the harbour.  This will ensure there is proper control of movements of all vessels by regulating the safe arrival, departure, and movement within the harbour.
• Review existing powers on a periodic basis, to avoid failure in discharging duties or risk exceeding set limits.
• Publish plans and reports  as a means of improving the transparency and accountability of Dart Harbour, as well as providing reassurance to the users of the port facilities.
• Consider past events and incidents to recognise the potential dangers and the means of avoiding them.

Dart Harbour is committed, specifically to:

• Ensure that the best channels for navigation are determined, marked and monitored.
• Monitor lights and marks used for navigation within their jurisdiction.
• Provide Hydrographic surveys of the river when required for the maintenance of up-to-date charts (including charts of all moorings).
• Have an effective system for promulgation of navigation warnings affecting the harbour.
• Provide users with adequate information about conditions in the harbour such as weather, tides, navigational hazards and events.
• Consider the effect of weather on harbour safety and promulgate warnings as required.
• Carry out all its functions with special regard to the possible environmental impact, protecting the unique character of the Dart Estuary, in particular its location within the South Devon Area of Outstanding Natural Beauty, and the Marine Conservation Zone located above the Anchorstone.
• Consider the effect on the harbour of proposed changes in use or harbour works.
• Maintain an up-to-date set of byelaws, alongside General Directions in consultation with port users and enforce them so as to effectively regulate harbour use.
• Enforce all relevant statutory harbour legislation, health and safety regulations, the Merchant Shipping Act and Harbour Byelaws as necessary.
• Licence and control all moorings and to designate suitable anchorages within harbour limits.
• Provide suitable resources to deliver effective marine services such as the provision of harbour patrol craft.
• Operate efficiently and safely the harbour workshops, machinery, plant, equipment harbour vessels, mooring berths, pontoons and grids.
• Ensure that suitable plans for emergency situations are maintained and regularly updated and exercised.
• Keep duties and powers under review.

Dart Harbour Navigation Authority shall also:

• Assign roles and responsibilities of key personnel in section 3 and in their role profiles.
• Produce and maintain procedures for marine safety within the harbour and its approaches.
• Measure performance against targets, after building a database recording incidents, including near misses.
• Be audited on an annual basis.

Version Control	Version	1.0	Date	March 2021	Reviewed	26/10/2026
	Written by	GH	Approved by	Board	Reviewer	PB

DHNA  has a primary responsibility to facilitate the safety of navigation within Dart Harbour. To this end, it is Board policy that DHNA shall:

• Maintain an effective Navigational Safety Management System based on a continuing, formalised assessment and mitigation of risk in consultation with harbour users;
• Review regularly the effectiveness of, and if necessary seek amendments to, its legal powers, Byelaws and Directions in respect of navigational safety;
• Manage vessel traffic within the area;
• Provide adequate patrol resources to enforce local, national and international regulations;
• Provide adequate resources to escort vessels during busy periods as required;
• Provide an appropriate level of pilotage services in accordance with the Pilotage Act 1987;
• Provide a towage service;
• Carry out hydrographic surveys;
• Undertake maintenance dredging as appropriate;
• Remove sunken vessels and other obstructions that are, or may become, a danger to safe navigation;
• Ensure the provision of necessary aids to navigation within Harbour limits and maintain a close liaison with Trinity House the General Lighthouse Authority (GLA);
• Promulgate effectively navigational, tidal and other relevant information to all harbour users are required;
• Provide effective management and co-ordination in respect of the PHC’s response to emergency incidents within its area of jurisdiction including publishing and maintaining emergency plans;
• Ensure, through risk assessment that the licensing of harbour works takes due regard of the safety of navigation
• Take all reasonable measures to avoid damage to property and the environment;
• Encourage all users and organisations in the harbour to take responsibility for assessing the risks involved in their events and activities, and for filing their own risk assessment;
• Maintain harbour craft and marine department infrastructure and equipment to legal requirements and agreed industry standards;
• Manage the assets of the Harbour Authority prudently having regard to the principle that all users of facilities should contribute through dues to the safe operation of the harbour;
• Protect the health and safety of its employees working in the marine environment, transiting passengers and individuals utilizing the harbour for commercial or recreational pursuits;
• Comply with the letter and also the spirit of relevant United Kingdom and European legislation and promote further measures as appropriate for the protection of health and safety for all who may be affected by its activities.

Version Control	Version	1.0	Date	March 2021	Reviewed	26/10/2026
	Written by	GH	Approved by	Board	Reviewer	PB

The safety of navigation is dependent upon the provision of relevant, up to date hydrographic information, delivered in a form most appropriate to each sector of the wide spectrum of Harbour and Port users. To this end it is Board policy that DHNA shall:

• Undertake such hydrographic surveys as are necessary for safe and efficient navigation within Harbour limits;
• Carry out a managed programme of hydrographic surveys of the seabed of the Dart Harbour from the landward limit to the seaward limit and bounded by the Mean High Water line;
• Set and maintain programmes, standards and specifications for DHNA hydrographic services;
• Provide Harbour and Port users with up-to-date, timely and accurate hydrographic information, and where appropriate on a commercial basis;
• Provide continuous, timely and accurate tidal data;
• Maintain hydrographic and tidal information;
• Maintain a close liaison with, and provide relevant data to, the United Kingdom Hydrographic Office;
• Represent the DHNA’s hydrographic interests nationally and internationally.

Version Control	Version	1.0	Date	March 2021	Reviewed	26/10/2026
	Written by	GH	Approved by	Board	Reviewer	PB

Dart Harbour is a Local Lighthouse Authority (LLA), and will ensure that all navigational aids within the harbour are maintained and reviewed in line with this authority.  This includes specific powers in relation to wrecks.  Dart Harbour will work closely with Trinity House to fulfil this duty, including regular audits and inspections.

Version Control	Version	1.0	Date	March 2021	Reviewed	26/10/2026
	Written by	GH	Approved by	Board	Reviewer	PB

DHNA is responsible under the Port Marine Safety Code for the effective enforcement of its Regulations, which are adopted in order to assist in managing the safety of navigation within the Harbour. In this Policy, enforcement comprises the promulgation of regulation and guidance, effective surveillance, incident investigation, and where appropriate formal warning and prosecution. Where appropriate, and where empowered to do so, DHNA will prosecute offenders for committing offences, including those set out in the Harbours, Docks, Piers and DHNA Revision Order 2021, the Merchant Shipping Act 1995 and in ancillary regulations, General Directions and Byelaws. To this end, it is Board policy that DHNA shall:

• Maintain through regular reviews, an effective regulatory framework, which is integrated with relevant national legislation and includes local regulation resulting from risk assessment, or as otherwise made necessary;
• Ensure that DHNA Regulations and associated guidance are widely promulgated;
• Develop and maintain effective enforcement procedures, which comply with relevant national legal requirements and guidelines;
• Develop and maintain effective investigation procedures for use in the event of a navigational Incident, which support DHNA enforcement procedures, but also meet the requirements of the Navigational Safety Management System in respect of identifying and promulgating any ‘lessons learned’;
• Ensure that all staff involved in an incident investigation, or who are required to follow DHNA enforcement procedures, receives effective and relevant training;
• Maintain an effective surveillance and spot check regime, to monitor compliance with, and detect breaches of, relevant national and DHNA regulations;
• Respond to breaches of regulation, where justified by the evidence and other circumstances, by the use of formal warnings and legal prosecution. The options are;
  • Education
  • Deterrent
  • Verbal warning
  • Written warning
  • Written request for full report with possible interview
  • Prosecution proceedings
• When bringing prosecutions observe the Code for Crown Prosecutors and evidential Codes in so far as is appropriate;
• Manage the progress of enforcement activities, including incident investigations and prosecutions, and the maintenance of appropriate records.
• Endeavour to maintain sufficient craft on the water to regulate marine activities, to deter irresponsible users and to gather evidence for possible prosecution as required;

Version Control	Version	1.0	Date	March 2021	Reviewed	26/10/2026
	Written by	GH	Approved by	Board	Reviewer	PB

Appropriate and effective training and the associated competence of marine operations personnel are essential elements in the facilitation of navigational safety. To that end, and in compliance with the requirements of the Port Marine Safety Code (PMSC), DHNA shall:

• Adopt the competence standards for marine personnel associated with the PMSC or demonstrate that any standards adopted as an alternative are fully equivalent;
• Ensure that adequate resources are made available to maintain the established standards of competence and training;
• Assess the suitability of all persons appointed to positions with responsibility for safety of navigation to ensure the required competence standards are met;
• Establish and maintain an appropriate and effective ongoing schedule of marine operational training for DHNA staff;
• Ensure that all marine based (DHNA) staff are appropriately trained and qualified for the tasks they are likely to perform;
• Facilitate and encourage exchange training and familiarisation between different marine operational disciplines as required;
• Establish and maintain an effective ongoing schedule of emergency management and response training and exercises;
• Establish a regular review and assessment programme for all DHNA marine training to ensure that standards are maintained. In particular that training is appropriate, relevant, cost effective and meets operational staffing requirements;

· Ensure that appropriate training records are maintained.

Version Control	Version	1.0	Date	March 2021	Reviewed	26/10/2026
	Written by	GH	Approved by	Board	Reviewer	PB

Duty Holder

The Chief Executive Officer and the Board Holders of DHNA are the Duty Holders and for the purposes of the Port Marine Safety Code, both collectively and individually, accept responsibility for ensuring that the Harbour Authority discharges its duties in accordance with the Port Marine Safety Code. They have responsibility and accountability for the Harbour Authority’s role and powers in relation to marine operations and harbour undertakings within their control. The Chief Executive Officer is responsible for the operational and financial control of the Harbour Authority. The Chief Executive Officer and Board Holders are advised on all matters related to the Authority’s statutory powers and duties by the Harbour Master. The Chief Executive Officer oversees the implementation of policies and decisions of the authority and has ultimate executive responsibility for the safety of operations and staff.

Duties

The Board of the Statutory Harbour Authority understands their statutory and common law duties, which include an obligation to conserve and facilitate the safe use of the harbour and an express duty to take such action as the Harbour Authority considers necessary or desirable for, or incidental, to maintenance, operation, improvement or conservancy of the harbour.

Marine Operations

The Board of the Duty Holders is committed to undertake and regulate marine operations in a way that safeguards DHNA, its users, the public and the environment. Consultations take place with those who work in and use the harbour to ensure that they are fully involved in the preparation of safety policies and procedures. Full and comprehensive risk assessments have been undertaken in respect of all activities and facilities within the harbour, leading to the development of a comprehensive Safety Management System for marine operations. Protection of the environment is recognised by general and specific duties to exercise functions in a manner which has due regard to nature conservation and environmental considerations.

Emergency Planning

The Commissioners will ensure that current plans are available to deal with emergency situations, and that the resources required to implement and exercise these plans are maintained. The Board of the Duty Holders is committed to the continuous improvement of safety within DHNA by the continuous development of policies, systems and techniques of risk control governed by an independent audit system.

 

Version Control	Version	1.0	Date	March 2021	Reviewed	26/10/2026
	Written by	GH	Approved by	Board	Reviewer	PB

“To promote the safe and sustainable use of Dart Harbour, balance the demands on its natural resources, develop strategic infrastructure, work closely with our stakeholders, support the safe management of appropriate activites within the Harbour, and work stragetically with key agencies in order to manage the Harbour in a sustainable and responsible manner.” The DHNA Board are committed to continuous improvement of their environmental performance by fulfiling their duties relating to conservation, regulation and enhancement of the DHNA and complying with relevant UK, European and International legislation.

In implementing this policy, DHNA Board shall ensure that they:- Environment Management

• Assess and mitigate environmental risks for all aspects of the Boards’ operations;
• Include measurable environmental objectives and targets in business plans.
• Adhere to the DHNA Procurement Policy;
• Record all significant environmental occurrences;
• Engage with MMO with regard to MCZ and SW and S Marine Plan;
• Work with AONB

Resource Management

• Continue to monitor, and where possible reduce resource consumption;
• Seek opportunities to apply innovative technology to reduce emissions and energy consumption;

Waste Management

•  Continually assess recycling, re-use and waste minimisation opportunities;

Communication & Training

• Communicate with employees, contractors, regulators and the general public to ensure people are aware of their roles and responsibilities, and are competent in performing them.

Pollution Prevention & Control

• Ensure that contingency plans and controls are in place and regularly reviewed and tested and to endeavour to prevent spills of oil, chemicals or potentially contaminating materials;
• Apply best available technology, without involving disproportionate costs, to plant acquisitions, facilities and activities to advance pollution control and emissions reduction;
• Pursue good house-keeping policies to ensure tidiness on the Port Estate.

It is the DHNA Boards’ policy for the ‘polluter’ to pay for the cost of clean-up and disposal following land and marine based incidents.

Version Control	Version	1.0	Date	March 2021	Reviewed	26/10/2026
	Written by	GH	Approved by	Board	Reviewer	PB

Dart Harbour Board (DHB) recognises its duty as a Competent Harbour Authority (CHA) to conserve the harbour so that it is fit for use as a port, and a duty of care to see that the harbour is in a fit condition for a vessel to use it.  In this respect Dart Harbour are an active member of the AONB and support their environmental plan for the catchment area.

 

Version Control	Version	1.0	Date	March 2021	Reviewed	26/10/2026
	Written by	GH	Approved by	Board	Reviewer	PB

DHNA has a primary responsibility to facilitate the safety of navigation on Dart Harbour which includes the removal of sunken vessels and other obstructions that are, or may become, an impediment to safe navigation. To this end, it is Board policy that DHNA shall:

• Be governed by Section 252 of the Merchant Shipping Act 1995 and articles 19-22 of the Harbours, Docks, Piers and the DHNA Harbour Revision Order 2021 in the event of a vessel becoming a wreck in or near the approaches to DHNA limits that involves the process of wreck removal;
• 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.
• Have regard to the environment in the exercise of these powers.
• Ensure a risk assessment is undertaken for any wreck in, or near the approaches to DHNA. Dart Harbour powers to raise, remove, destroy or mark a wreck which is, or is likely to become, a danger to navigation will be exercised having regard to that assessment, with the aim of reducing the risk to as low as reasonably practicable.
• Inform the UKHO of wrecks within Harbour limits.
• Consider taking possession of, raise, remove or destroy the whole, or any part of the vessel, and any other property to which the power extends;
• Risk asses as to whether a light or buoy is required until the vessel is raised, removed or destroyed; and
• 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.
• If a vessel is abandoned, or if the owner has made no valid attempt to remove a vessel that has been sunk or stranded, consider acting to raise or remove or destroy the vessel if it is an obstruction or danger to navigation.
• Ensure there is a well-documented reason for the Authority to require the removal of the vessel;
• Ensure that ownership of the vessel is established beyond any doubt or evidence obtained to show that the vessel has been abandoned.
• Ensure 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);
• Ensure any sale is well advertised in the local press;
• Ensure where the wreck has not sunk, and is still visible, a photographic record of the vessel’s condition will be made before any attempt is made to salvage it;
• Ensure if the vessel is beyond the salvage or dispersal capabilities of DHNA, a reputable salvor or wreck removal contractor will be engaged to carry out the work under a recognised wreck removal contract;
• Ensure the contractor has suitable insurance to cover any residual liability;
• Ensure any such salvor or wreck removal contractor will be asked to submit a detailed salvage plan covering: 1. the method of raising the vessel including whether explosives are to be used; 2. arrangements for limiting environmental damage; 3. if pollution does occur, how it will be dealt with; 4. agreed delivery location/beaching site/drying berth; 5. diving operations connected with the salvage operation, and an assurance that they are to be carried out in accordance with diving regulations; and 6. a suitable plan for the final disposal of the vessel, whether this involves sale of the entire vessel or part thereof.
• Advise the MCA if any salvage involves the possibility of marine pollution.
• Liaise with the Receiver of the Wreck Department of the MCA as required.
• Ensure periodic surveys will be carried out to check the position of dangerous wrecks.
• Ensure this Policy will operate within the relevant statutory and regulatory framework relating to wrecks, in force from time to time.

Version Control	Version	2024	Date	27/3/24	Reviewed	26/10/2026
	Written by	PB, JHG, RE	Approved by	Board	Reviewer	PB

A full rewrite, combining the following documents: Pilotage Policy (March 2021) – incorporated with minor changes, Towage Policy (July 2021) – incorporated with minor changes Pilotage Directions (November 2016) – Rewritten for clarity, and with the following significant changes:

• Outer zone passenger & dangerous cargo length increased from 20m to 24m
• Passenger vessel more clearly defined
• Length of tow more clearly defined
• Potential of an exemption for vessels under 100m departing from range.
• Introduction of requirements for masters of vessels

New sections have been added giving full details of competency requirements for a Pilot or PEC holder, including a syllabus and template certificates.  Some of these items were in the previous versions of the Pilotage Directions.

Consultation

In Spring 2024 (closing 22nd March 2024) we made a significant update to this policy, making it much more comprehensive, particularly in its detail around how we authorise pilots. As with all significant revisions to Dart Harbour Policies, we consulted with key stakeholders, which included

• Dart Harbour Commercial Users Group - discussed at January meeting
• Port Agents using Dart Harbour including Brixham Ship Agency Services, Denholm Marine Services, GAC Services (UK) Ltd - all emailed.
• All Dart Harbour Pilots & PEC Holders - discussed in person with pilots.  All PEC holders emailed via employers.
• All current Tug providers - all emailed.

Due to the limited applicability of this policy, other user groups and the general public were not be specifically consulted, however it was available for comment on our website. Following feedback received two modifications have been made:

• An increase in the length of tow requiring a pilot up to Blackness, to allow tows to the yards at Blackness and Galmpton in the wider and lower risk waters of this area.
• A wording change for suspension of authorisations to clarify the appeals process.

We received no other comments to these changes, and so the new policy has now been implemented.

Pilotage Policy

The Dart Harbour and Navigation Authority (“Dart Harbour”) being the Competent Harbour Authority (“CHA”) for the port of Dartmouth and in accordance with Section 7. of the Pilotage Act of 1987 declare that the port area under its jurisdiction, in the interest of safety, shall be subject to compulsory pilotage. Dart Harbour Board policy in respect to pilotage is to:

• Ensure that the operation of the pilotage service is compliant with national regulations, guidelines and competency standards;
• Keep under review its Pilotage Directions to ensure that they are based on formal risk assessment and are fully in accord with the current Marine Safety Management System;
• Maintain a competent and Authorised Pilotage Service;
• Maintain a fully supported Pilotage Service, able to respond to all properly notified pilotage requirements;
• Keep the means of boarding and landing pilots under review to ensure that these operations are always undertaken as safely as possible;
• Administer the PEC system to ensure that all PEC applicants and holders fully meet the requirements laid down in the Pilotage Directions.

DHNA does not employ pilots.  Instead they operate on a self-employed basis.

Compulsory Pilotage

Pilotage is compulsory in an area bounded by an imaginary line between Inner Froward Point and Combe Point and the weir at Totnes. The area is divided into two zones:

• The Outer Zone extends from an imaginary line between Inner Froward Point and Combe Point to the Anchor Stone.
• The Inner Zone extends from the Anchor Stone to the weir at Totnes.

Pilotage is compulsory for vessels of the following registered lengths:

	Outer Zone	Inner Zone
Vessels Carrying more than 12 passengers	>24m Length	>20m
Vessels carrying dangerous or polluting goods in bulk (inc non-gas free tankers)	>24m Length	>20m
Registered Fishing Boat	>50m	>47.5m
Towing vessels and tows (combined length*)	>50m combined length	>20m combined length (>30m combined length between the Anchor Stone and Blackness Slip)
Vessels with more than 1.5m draft	>50m	>20m
All other vessels	>50m	>30m

* The combined length of the tow is measured from the bow of the towing vessel to the stern of the vessel being towed when towing ahead, the length of the longest vessel when towing alongside, or the sum of the lengths of the vessels when pushing ahead as a composite unit.

Exemptions

Notwithstanding the above, Pilotage is not required for:

• Royal Naval Vessels
• Vessels with a bona fide deck officer holding an appropriate Pilot Exemption Certificate
• Cross river ferries operating on a regular route of less than 0.5 NM between two declared points.

In addition, the Harbour Master may, taking full account of the prevailing conditions, allow a vessel up to 100m in length to proceed from sea to/from an anchorage within the pilotage area but to seaward of the Castles.

Notification

The following vessels are required to notify DHNA of their arrival as follows:

• Any vessel that requires a pilot, either compulsory or voluntary – At least 72 hours prior to ETA, with an update 12 hours prior to ETA, and a confirmation 30 minutes prior to ETA at the pilot station
• All vessels that would require a pilot, but are exempt as a result of being an HM vessel or operating under a PEC – As early as practicable prior to entering, moving within, or departing from the pilotage area. Local passenger vessels based on the Dart are exempt from this requirement.

This notification can be by VHF Channel 11, phone to +44(0)1803 832337 (or +44(0)7968 839846 out of hours), or email to [email protected] Note that Dartmouth is not a 24 hour port, and pilot availability cannot be guaranteed, especially at short notice.  A vessel should not assume a pilot will be available unless a positive reply of availability has been received from DHNA.  DHNA will try to accommodate short notice requests, and changes to ETA and ETD where possible.

Pilotage operations

The master of any vessel using a pilot must:

• Provide safe access for the pilot, in accordance with guidance produced by the International Maritime Pilots’ Association.
• Be able to communicate with the pilot using IMO Standard Marine Communication Phrases in English.
• Provide a clear pilot master exchange prior to the act of pilotage.
• Inform the pilot of any defects with the vessel which may impact on safe navigation or manoeuvring.
• Provide a competent bridge team who will provide the pilot with vessel and navigational information as required.

Limitation of Liability

The fact that a ship is being navigated in an area and in circumstances in which pilotage is compulsory for it shall not affect any liability of the owner or master of the ship for any loss or damage caused by the ship or by the manner in which it is navigated. The liability of an authorised pilot for any loss or damage caused by any act or omission of his whilst acting as such a pilot shall not exceed £1,000 and the amount of the pilotage charges in respect of the voyage during which the liability arose.

Charges

Charges for pilotage, use of the pilot boat, issuing or renewal of PECs and check trips can be found on the Dart Harbour Schedule of Charges, which is updated annually. There is a minimum fee for pilotage based on 50m length. There is a cancellation charge where a request for a pilot is cancelled within 24 hours of the pilotage operation, and a waiting charge where the pilotage is delayed by more than 30 minutes without reasonable notice. Where a vessel arrives or departs the harbour under a PEC, on passage to/from a port outside of South Devon (between Rame Head and Lyme Regis), a fee of 15% of the services of a pilot will be charged.

Authorisation of pilots

Pilots will be authorised by the Authority in accordance with Section 3, of the Pilotage Act 1987.  Pilots will be authorised jointly by the Harbour Master and Senior Pilot.  The pilot authorisation of either of these posts will be by the Chair of the Board, in conjunction with the other. Pilots must be fit for duty, fully competent with respect to local knowledge, shiphandling ability and bridge team management skills.  DHNA has developed a matrix of pilot qualifications and experience which is contained within the Pilot Procedures document. Pilots may be authorised in the following classes, depending on their qualifications, skills and experience:

• Class 1 - All vessels
• Class 2 - Up to 140m
• Class 3 - Up to 90m
• Class 4 - Specific restrictions on certificate

Where a pilot does not have sufficient experience with certain types of pilotage (e.g. tug and barge work) an authorisation may be suitably endorsed. Pilots must hold a valid ENG1 or ML5 medical certificate, and will normally hold a valid STCW Master’s certificate, though other certificates may be allowed by the Harbour Master on a case-by-case basis. It is recognised that the level of traffic in Dart Harbour may make it impractical for a pilot to gain or maintain the required experience.  It is therefore often the case that pilots who are already authorised, experienced and regularly practicing in other similar ports – i.e. estuarine waters with similar size channels, with significant tidal flows, and with similar levels of leisure traffic and types of vessels requiring pilotage – can be authorised in Dart Harbour with reduced initial and ongoing experience.  Teignmouth, Plymouth, Fowey and Falmouth would be considered as similar ports to Dart Harbour.

Pilot Exemption Certificates (“PEC”)

PECs are issued to bona fide Masters and First Mates of vessels in accordance with the terms and conditions of Section 8 of the pilotage Act 1987 and may take at least one month to process. DHNA will not unreasonably refuse to issue a PEC to a bona fide master or first mate of a vessel otherwise requiring a pilot which regularly visits the port, providing they have fulfilled the requirements of the PEC checklist. Applicants for PECs must have held the qualifications necessary, to command the vessel or to be carried in the capacity of 1st Mate, where such a qualification exists, for which they require a PEC for at least 12 months.  In addition, applicants must be in possession of a current medical certificate.

Qualification

To qualify as a Class 3 pilot, or to obtain a PEC an applicant must

• Have completed the required number of acts of pilotage under supervision of a licensed pilot or PEC holder.
• Be competent in all relevant items in the Pilot Syllabus. Where a task has not been able to be completed it may be endorsed on the authorisation.
• Hold an ENG1, ML5 or equivalent medical.
• Hold suitable qualifications and have suitable experience.
• In the case of a PEC applicant - be confirmed by a manager of the employing company to be a bona fide master or first mate, a competent ship handler and ready for examination.
• Undertake a check trip.

Upgrade

To qualify as a Class 2 or Class 1 pilot, to add additional zones, or to add additional vessels or vessel types to an authorisation or PEC further relevant acts of pilotage under supervision must be undertaken as per the below table, followed by a check trip.

Renewal

A pilot authorisation or PEC will be valid for 5 years provided that:

• The pilot or PEC holder completes the annual requirement for acts of pilotage in each calendar year. Where this requirement is not met, a check trip will be required before the next act of pilotage.
• Between the 2^nd and 3^rd anniversary of the issuance of the authorisation, a check trip is successfully undertaken.
• All required certification (including medical) remains valid.
• For pilots, at least one Continual Professional Development activity, such as a training course, simulator time, attendance at a relevant seminar etc is carried out every 24 months.

The Harbour Master may carry out a spot check at any time deemed necessary. After 5 years the authorisation or PEC may be renewed following successful completion of a check trip.  If an Authorisation or PEC is expired by more than 12 months then the full application process must be followed.

Required Acts of Pilotage

The below table details the minimum successful individual acts of pilotage that must be completed

	Pilot	Pilot who is also a regular pilot at a similar port	PEC
Prior to Initial application	40	24	24
Annual requirement	24	12	12
Adding additional classes / vessel types / zones	12	6	6

In all cases:

• The acts of pilotage must be on a suitable vessel and of a suitable passage in line with the authorisation or PEC held or being applied for.
• At least 33% of the required Acts of Pilotage must be Northbound, and at least 33% of the required Acts of Pilotage must be southbound.
• Up to 34% of the Acts of Pilotage may be substituted by simulation in a full mission bridge simulator.
• All acts of pilotage must be logged in a method acceptable to the Harbour Master

Check Trip

Where check trips are required, these will be arranged on request by the Harbour Master, and will consist of a practical and theoretical examination by the Harbour Master, Assistant Harbour Master, or a Licensed Pilot, during which time the Pilot or PEC holder will need to demonstrate their competence.  A check trip should take place on a vessel and passage that allows for the demonstration of local knowledge and ship handling appropriate to their class of authorisation.

Suspension of Authorisations

DHNA may suspend, restrict or revoke any Pilot Authorisation or PEC if in the opinion of the Harbour Master:

• The authorised person has not completed the required pilotage acts for revalidation of the certificate
• the authorised person has been guilty of any incompetence or misconduct affecting his/her capability as a pilot or PEC holder,
• the authorised person has ceased to have the skills, experience, local knowledge or qualifications required from persons applying for authorisation or has failed to provide evidence that he/she continues to have those qualifications,
• the authorised person has provided false information to the authority as to pilotage matters,
• there is no longer a requirement for the authorised person to have a Pilot Authorisation or PEC due to changes in traffic levels at Dart Harbour.
• A suspension of a Pilot Authorisation or PEC may be made for up to 60 days to allow the Harbour Master to investigate an allegation of any of the above reasons.

In the case of a suspension, restriction or revocation, the Harbour Master will provide written notice including the reason for the suspension or revocation, and shall give a reasonable opportunity to make representations.

Appeals

An authorised person has the right to appeal a suspension, restriction or revocation.  A request for appeal shall be made within 14 days.   The appeal shall be considered by the Chair of the Harbour Board, advised by the Designated Person and a Pilot.

Pilot Syllabus

Pilots and PEC holders shall have appropriate skills for the class of vessels / vessel for which they are authorized.  The below is a checklist that will be used by the Harbour Master / Senior Pilot to assess competency.  PEC holders need only have the skills necessary for their vessel / area of operation.  It is up to the prospective Pilot / PEC holder to ensure that they are competent in the below skills.  This syllabus is based on IMO Resolution 960.

Local Knowledge – outer zone	Pilot	PEC
The main channel from the pilot station to the swinging basin including
courses, hazards, abort points and techniques, aids to navigation, depths, tidal streams, local weather conditions, passages by day and night ferries & other traffic.
The extension of the main channel to Noss Commercial buoys and Anchorstone
Swinging a vessel at the Higher Ferry		n/a
Stern first arrivals (class I pilot only)		n/a
Mooring and letting go from mainstream buoys		n/a
Mooring on Town Jetty
Mooring on South Embankment
Mooring on Noss Commercial moorings
Manoeuvres in various conditions of wind and tide
Local Knowledge – inner zone	Pilot	PEC
The main channel from Noss to Totnes including
courses, hazards, aids to navigation, depths, including establishing whether there is sufficient depth to complete the passage, and factors impacting tidal heights, tidal streams, local weather conditions, the channel both sides of Flat Owers bank typical traffic.
Use of the channel both sides of Flat Owers bank
Use of the channel to Galmpton boatyards
Mooring at Baltic Wharf and Steamer Quay
Swinging off Steamer Quay
Manoeuvres in various conditions of wind and tide

 

General Skills	Pilot	PEC
Ship handling including experience with the typical pilotage vessels using the river:
Cruise Ships		n/a
Tugs & dumb barges
Superyachts		n/a
Tall ships		n/a
Class V & VI passenger vessels
Fuel barge
Vessels between 50-90m length		n/a
Vessels between 90-140m length (Class 1 & 2 only)		n/a
Vessels between 140-180m length (Class 1 only)		n/a
Vessels over 180m length (Class 1 only)		n/a
Twin Screw vessels
Single Screw vessels
Catamarans
Paddle propelled vessels
Ship handling in various weather conditions
International Regulations for Preventing Collisions at Sea
Local regulations and notices to mariners
Use and limitations of tugs		n/a
Communication to Dart Harbour and tugs
Berth to berth Passage Planning
Use of eMPX system.		n/a
Bridge team management
Master-Pilot relationship and exchange of information		n/a
Use of bridge equipment and navigational aids
Use of English language and IMO standard Marine Communication Phrases
Safe Embarkation & Disembarkation.		n/a
Pilot Boat Mallard Safety Procedures.		n/a
Emergency response
Incident reporting.

Vessels of more than 100m will normally be required to take tugs An exception may be made at the discretion of the pilot for vessels meeting all the following requirements:

• The vessel has excellent manoeuvrability
• Where the vessel or a sister has previously visited the Dart
• When any swing is being undertaken at or near slack water
• When weather conditions are suitable
• If the vessel is swinging, her length is less than 160m
• If the vessel is not swinging, her length is less than 180m

The size of the tug required will be based on the size and manoeuvrability of the vessel. Depending on the prevailing conditions, the Pilot may require any vessel under pilotage to take tugs. Vessels of less than 100m may be required by the Harbour Master to take tugs where conditions or their manoeuvrability demands.

Tug providers

Dart Harbour has limited towage facilities.  The following Dart Harbour Vessels are able to tow smaller vessels:

Type	Vessel	Towing Arrangements	Power
Pilot Boat	Mallard	Pushing ahead on reinforced bow
Multi-purpose Barge	Hercules	Composite towing alongside
Workboat	Ariadne	Towing ahead or alongside
RIB	Zeus	Composite towing alongside or pushing	115 HP
	Apollo, Poseidon	Composite towing alongside or pushing	60 HP

The below providers are authorised to work in Dart Harbour

Provider	Tug Location	Tug	Size
Marine Plant Hire (UK) Ltd	Dartmouth	Christine Boojum Bay Mariana K Annamone	12.8T 7T 5T 3T
Fowey Harbour	Fowey / Plymouth	Cannis Morgawr	32T 23.5 T
Cattewater Harbour	Plymouth	Prince Rock	18 T
A&P Falmouth	Falmouth	Mercia	43T

Procedures

When visibility is reduced to less than 2 cables acts towage should be avoided, however when a tug is already engaged in towing the act should continue if deemed safe by the masters of any vessels involved. All towage providers shall ensure that their crews are suitable qualified as set by the certifying authority. Towage costs are to be invoiced directly to the vessel’s agent and not Dart Harbour, who won’t accept any responsibility for towage invoices unless authorized in writing by the HM. Abnormal tows shall submit a method statement / RA / insurance to the HM for approval prior to the tow being taken. (minimum of 48hrs notice must be given) A new towage company may request to work in the port.  They will need to submit a request to work to the Harbour Master at least 7 days in advance, which needs to include their SMS or method statement, risk assessment, and insurance details

Purpose, Implementation & Management of this policy

The purpose of this Policy is to guide the management of Dart Harbour whenever it takes decisions on issues related to the provision, assignment or development of moorings within the harbour.

• The Harbour Master will implement this policy.

This policy is not legally binding and Dart Harbour reserves the right to retain discretion over any decision but will give reasons for any decisions taken that are not in accordance with stated Policy.  The content of this Policy and the various terms it contains amount to expressions of present policy . Berth holders should refer to the terms and conditions on their mooring license.

Summary of key terms for Leisure Users on Dart Harbour Moorings

Note that this section gives a basic summary only, and does not contain full details or exceptions.  It is for convenience only, the full policy takes precedence – the appropriate policy section is shown in brackets.

All Dart Harbour Leisure moorings

• Vessels must be insured with at least £2 Million 3^rd Party, and removal of wreck cover (4)
• Vessels must be seaworthy and reasonably maintained (4).
• The owner must ensure that the berth is suitable for the vessel (4).
• The vessel and tender must be safely and considerately moored with suitable fendering (4).
• Sub-letting of moorings is not normally allowed (4).
• Heavy maintenance must not be carried out. Dart Harbour must be informed of any breakdown or damage (4).
• There may be additional restrictions and costs for multihulls (5.10).

Residential moorings

• Moorings must be in regular use, not left empty or with unused boats (4).
• Allocation of a main berth doesn’t automatically grant a tender berth. Tender berths may not be retained if a main berth is given up. (4, 5.2).
• Dart Harbour must be informed of any change of vessel (4).
• Marine toilets must be fitted with holding tanks based on the phase out schedule (4).
• Tenders are a maximum of 4.3m (5.2).
• Liveaboard vessels are acceptable, but stationary houseboats or Air B&B type holiday lettings are not allowed (5.4).
• Moorings are licensed annually. The mooring allocated may change (6.3).
• Mooring allocation is managed by a system of waiting lists. There is a refundable deposit and a small admin fee to join the waiting list (6.1).
• Reduced waiting lists may be available for electric or unpowered boats, or where the owner is in walking distance (6.2).
• Moorings may not be transferred between people, other than under specific circumstances including death or incapacity. A change of boat is normally possible (6.4, 6.7).
• Boat partnerships are encouraged, but not as a means of avoiding waiting lists (6.5).
• If a mooring is not used during a year, a boat holiday may be taken without giving up the mooring (6.6).
• Winter moorings are available from 1^st October – 31^st March, including for boats on seasonal two-location moorings (6.9).

Visitor Moorings

• Frequent Visitor harbour dues are available for regular visitors to the river. (5.3).
• Visitor moorings are for use by genuine visitors only, who sleep on a boat with overnight accommodation, or use a day boat on a daily basis. (5.3).
• A discount is available for rallies or other events (5.3).
• Pre-booking is not available, other than for vessels over 18m (5.3).
• Safe anchorages may be used for stays of up to 4 weeks, provided that crew remain onboard for the first turn of tide, overnight, and in inclement conditions (5.7).Short stay landing is allowed by small boats on Dart Harbour foreshore where no alternative existing, and no nuisance, obstruction or damage is caused (5.8).

Background

• Dart Harbour & Navigation Authority has managed the Dart Estuary since 1975.  The Act of Parliament that created the Authority established its statutory authority and duty to manage moorings in all parts of the harbour.  Separately, Dart Harbour has a lease of the majority of the fundus (river bed) from the Duchy of Cornwall, giving us tenure of most of the estuary.
• The Dart Estuary is a very popular location for leisure boating, and the number of moorings on the river has dramatically increased since 1975.  Dart Harbour owns around half of the moorings on the estuary, with the remainder being in marinas and boatyards, operated by private mooring operators and clubs, or being private moorings owned or leased by individuals or businesses.
• There are moorings on the river for a very wide range of vessels, with facilities ranging from the world-class marinas, to running moorings for small dinghies.  Dart Harbour has a number of pontoons for yachts, swinging and trot buoy moorings, commercial moorings, mud moorings, dinghy pontoons and running moorings, covering the whole length of the estuary.  Our customers’ boats range from international civil engineering barges to sailing dinghies, superyachts to dayboats, and everything in between.  There are those whose families have used the river for generations, all the way to first time boatowners, making the river their playground, their livelihood, or even their home.
• With the current demand for moorings, it would be all too easy for the Dart to become essentially a large marina – with moorings for boats taking over the entire estuary.  It is a vitally important part of this policy to ensure that this does not happen.  The Dart is far more than just an area for boating.  The estuary is a valuable habitat for a wide range of species, and is much loved by everyone who lives or visits the area around its banks. The majority of the estuary is part of the South Devon National Landscape (Formerly known as the South Devon Area of Outstanding Natural Beauty), and above the Anchorstone is also a Marine Conservation Zone, so we need to take full account of this protected status, and all of our stakeholders in our mooring planning.
• Equally, we need to ensure the harbour is suitable for safe navigation, and provide wide unobstructed areas to allow for boating on the river – from ferries and trip boats to sailing dinghies and paddle boards.
• Dart Harbour’s mooring business provides the lion’s share of our annual income. As a trust port required to reinvest all surplus income back into the harbour, we take this income and use it both to manage and maintain our moorings, as well as to support port development and conservancy work.  We are committed to providing moorings at a wide range of costs to encourage access to the water for as wide a range of people as possible.
• Leisure boating is more popular than ever, and like most harbours on the south coast, Dart Harbour has a long waiting list for many of our moorings.  In 2022 and 2023 all our moorings were occupied, with waiting lists between one and fifteen years depending on mooring types. This moorings policy makes some adjustments to the way we manage the waiting list including the way we prioritise particular customers while also allowing anyone the ability to have the mooring of their choice.
• Having a long waiting list makes it even more important that we should encourage berth holders to use their berths, and to keep their boats well maintained.  Poorly maintained boats are a safety and environmental risk, and cost the harbour a very significant sum each year.  Equally, bypassing the waiting list through subletting, long term use of visitor facilities and similar techniques is very unfair to those who are patiently waiting for a mooring. We will therefore take action to prevent and address instances of subletting.
• With such a complex range of mooring types, boats and customers, and a complex and often conflicting list of important considerations, a clear moorings policy is essential in helping us to manage the moorings on the river in a fair and transparent way.  Dart Harbour has had such a policy since 2003, and it has been regularly updated to take account of the varying priorities of the day.  This edition is a complete rewrite of the policy, taking on the best parts of previous editions, and is based on feedback from stakeholders.

Ownership

Dart Harbour has, through a lease from the Duchy of Cornwall, tenure of a very large proportion of the sea bed (fundus) below mean low water, as well as much of the foreshore between mean low water and mean high water.  In addition, Dart Harbour manages certain quaysides and other areas of fundus on behalf of the owners. The right to lay or use a mooring is dependent on two essential premises:

1. The ownership of the fundus (or permission of the owner). This is the case even though the boat is not in contact with the fundus - effectively the boat occupies its shadow on the riverbed
2. The consent of the Harbour Authority. For Dart Harbour moorings this is implicit in the mooring agreement.  For other moorings an annual license is required for which a reasonable fee is charged.  For moorings on private fundus the issue of a license will not be unreasonably refused, however reasonable grounds for refusal could include navigational safety, environmental impact or that the location or type of mooring is contrary to this policy or the port masterplan.

References

This Mooring Policy is based on several statutory and Dart Harbour Policy references that empower the authority and the Harbour Master to manage moorings within the harbour.  Key documents include

Dart Harbour & Navigation Authority Act 1975

This is the Act of Parliament that created the Dart Harbour & Navigation Authority as a trust port, and establishes its statutory duty and authority to manage the harbour, including its moorings.

• Section 33 of this act in particular covers moorings, and provisions include the Authority’s right to lay moorings on fundus controlled by the authority, the right to license other persons to lay moorings.  Other relevant sections to this policy include
• Section 72 – Houseboats,
• Section 34 – Disposal of Wrecks,
• Section 39 – General Bylaws and
• Sections 52- 64 Charges.

Dart Harbour & Navigation Bylaws 1998

A number of bylaws cover moorings.  In particular: 10 – Public landing places not to be obstructed, 12 – Unseaworthy vessels, 23-40 – Berthing, Anchoring & Mooring, 43 – Vessels to be kept in movable condition, 47 – change of ownership of vessel, 48 – Inspection facilities,

Dart Harbour Strategy

In 2022 we updated our strategy, which shows our overall plans for how we manage the harbour.  It included a wide range of commitments and aspirations, covering our five core pillars of Safety, Stewardship, Stakeholders, Stability and Staff.  The following are most relevant for this moorings policy. Safety

• To ensure that all infrastructure and equipment, as well as policies and procedures, are fit for purpose and well maintained
• To help and encourage our customers to use the river in a safe way
• Continue to update policies, procedures, bylaws and directions in a timely and practical way

Stewardship

• To maintain the essential character of the Dart in line with its status as a National Landscape – both the tranquil unspoiled nature of the estuary, and the bustling ports of Dartmouth and Totnes.
• To help and encourage our customers to reduce their environmental footprint
  • Investment in infrastructure to support customers’ use of electric powered boats
  • Increase the availability and convenience of pump out facilities, and encourage customers to use them.
• To manage our moorings mix in a sustainable way, keeping a broadly constant number of residential yacht berths.
• Consider the visual impact of our moorings on the environment, for example reducing mooring numbers in some quieter areas, to help them to return to a more natural state, or avoiding development where it would impact iconic views

Stability

• To manage Dart Harbour’s finances prudently, always being solvent and provisioning and investing for the long term
• To identify new opportunities to deliver value in support of our mission
• Develop fair, proportionate and resilient revenue streams that allow Dart Harbour to meet its responsibilities and achieve its mission
• Generate adequate operating financial surpluses

Stakeholders

• To deliver outstanding service to our customers
• To sustainably develop Dart Harbour to benefit the local economy
• To ensure that the differing needs of all of our stakeholders are taken into account
• To maintain, develop and improve the facilities required by our stakeholders
• To broaden the appeal of the Dart to a more diverse range of stakeholders
• To manage and improve our moorings to best meet the needs of our customers, balanced against our other goals.
• To develop lower-cost options to access to the river
• Ensure that our moorings and other facilities match the requirements of the local community, including better facilities for dayboats, kayaks, canoes and SUPS.
• Balance waiting lists by increasing numbers of more popular mooring types, such as larger vessels and pontoon berths, whilst reducing numbers of less popular moorings.
• Ensure adequate capacity for tenders
• Ensure that our mix of moorings is appropriate
• Ensure that Dart Harbour is accessible to all

Staff

• Provide a physically & Psychologically safe environment for staff to perform

Port Masterplan

The Port Masterplan is currently being written and will cover the detail of areas for potential development of moorings and areas where mooring numbers should be reduced.  

History, Process & Consultation

The harbour has had a moorings policy since 2005. Revisions of this policy were made in 2010, 2016 and 2021. This revision has been prepared based on a comprehensive review of all these versions, seeking to take the best from each while also introducing new ideas to reflect the current opportunities and threats facing the Dart in 2023. Historically the Moorings Policy has effectively been two documents in one – 1) details of how the moorings will be managed, alongside 2) an overall plan for what developments should take place within various areas of the harbour.  For this edition, the second aspect has been moved to a separate document – the Port Masterplan. As is standard for Dart Harbour policies, this policy has been created by:

• A review of existing and former policies, recent situations, regulatory changes etc by the Harbour Master and Harbour staff, along with a review of situations that have arisen that have not been well covered by the existing policies.
• General principles and proposed key changes were agreed by the Harbour Master and Board.
• Proposed key changes were informally discussed with stakeholder groups.
• The policy was drafted by the Harbour Master and a subcommittee of the Board.
• The draft policy was agreed by the Board.
• A full consultation was carried out with Dart Harbour Stakeholder Groups.
• A review of the consultation was carried out and changes made as appropriate.
• Final publication and implementation.

Consultation was carried out in early 2024, both with stakeholder groups and with any interested parties via our website.  Some amendments were made to the section around holding tanks, following feedback from the ADRUC stakeholder group. Dart Harbour reserves the right to amend the Moorings’ Policy from time to time, and will review it with stakeholders approximately every 5 years.

Definitions

These definitions apply for this policy only.  Other definitions may be applicable to other situations.

• Anchorage: A designated area for anchoring.
• Boat Holiday: Giving up a mooring for a year, but paying a retainer so it can be used in following years.
• Boat Partnership: A group who share ownership of a boat, who all use it and contribute to costs
• Commercial Vessel: A vessel primarily used for business purposes and coded accordingly.
• Dinghy: A small vessel of up to 4.3m in length.
• Foreshore: The beach area between the high and low tide marks.
• Fundus: The bed of the river
• License: The permission from Dart Harbour to use a mooring.
• Liveaboard vessel: A boat that is lived on for at least 183 nights per year
• Mooring: a designated location where a vessel may be securely berthed, including pontoons, buoys etc.
• Mooring Business: A marina or other independent mooring business
• Private Tackle Mooring: A license to lay and/or use a mooring other than a Dart Harbour mooring
• Residential vessel: A vessel that is based on the Dart and has a mooring licensed on an annual basis
• Short Stay mooring: A mooring for use for up to 6 hours.
• Swinging mooring: A single buoy mooring that the vessel moors to over the bow
• Temporary mooring: A residential mooring licensed to a vessel for a part season
• Tender: An open vessel of up to 4.3m which is primarily used for accessing a main vessel which is not moored on a walk ashore berth.
• Trot mooring: Fore and aft moorings between two buoys.
• Two location moorings: Moorings that are only suitable for use in the summer, with an alternative mooring allocated in the winter.
• Vessel: any type of water craft which may require a mooring
• Visitor: A boat that is based off of the Dart, and is visiting for a short period.
• Winter moorings: Temporary allocation of moorings for the winter period.

The following principles have been set, from which all of the detailed parts of the policy are taken

Overriding principle

To ensure that the unique character of the Dart is maintained, not just for current stakeholders, but for generations to come and to put forward policies & practices in support of this objective that are transparent, accessible and as fair as practicable, both to boat owners and to those who enjoy the estuary environment in other ways.

General principles

• Our policy should be clear, fair and transparent, with moorings available to all on generally equivalent terms, though with some elements of priority for particular customer groups in accordance with Dart Harbour’s Strategy
• Our moorings should be installed, maintained and used safely.
• Berth holders should be encouraged to actively use their mooring, and to keep their boat in good condition.

Types of moorings principles

• Dart Harbour should offer a wide range of types of mooring, as required by our customers.
• As far as practical, the balance of types and sizes of Dart Harbour mooring will be based on waiting list demand.
• Dart Harbour will seek to maintain a similar balance of mooring providers, including marinas and other independent mooring providers, to ensure that boat owners have a range of options.
• Dart Harbour will not set policies which are disadvantageous to non-authority mooring providers whilst favouring its own.
• New Private moorings on Dart Harbour fundus will no longer be provided, with existing private moorings gradually reverting to Dart Harbour management over time.
• Dart Harbour will provide adequate visitor moorings and anchorages in various locations, for vessel sizes from dinghies to large ships, to avoid needing to turn away visiting boats.
• Our moorings policy should help ensure that local businesses can get ready access where practical to the moorings they need for their business to thrive.
• Where practical, suitable moorings shall be made available for those with restricted mobility.

Sustainability principles

• Our moorings provision should help preserve the unique character of the estuary, for current stakeholders and for future generations
• Provision and approval of moorings will be based on our categorisation map in the Port Masterplan. This will ensure the protection of undeveloped areas of the river, as well as the maintenance of an adequate navigational channel and turning areas.
• Dart Harbour will use this moorings policy to encourage sustainable boating.

Administration Principles

• All moorings on the river should be approved by Dart Harbour and licensed accordingly.
• Allocation of moorings shall be fair, and based on the waiting list system. Attempts to bypass the waiting list will not be allowed, if a mooring is no longer required by the owner then it will revert to Dart Harbour for reallocation.
• Clear procedures will be provided to customers with regards to the administration of moorings

Pricing Principles

• The cost of providing moorings must not be subsidised by income from other parts of the business, however it is acceptable that income from moorings may subsidise our general harbour conservancy work.
• Our prices are set such that income from moorings covers all costs associated with the provision and maintenance of these moorings, and also makes a contribution towards conservancy, development and safe running of the harbour.
• Dart Harbour will set prices for our moorings that are competitive with other local providers, considering type, depth of water, location and facilities, and taking account of demand for the mooring types.
• Dart Harbour will provide very low cost residential moorings suitable for smaller boats that can dry.
• Free moorings will be available for short stays and landing.

All vessels on Dart Harbour moorings must:

For all vessels

• The vessel must be Insured. At a minimum, this should include £2 Million 3^rd party insurance, and removal of wreck cover.  Dart Harbour may request copies of insurance documentation.
• The vessel must be Seaworthy. This means In a structural and mechanical condition such that a prudent mariner would be confident to put to sea (or navigate on the river for a vessel of <7m in length) in suitable weather conditions.
• The vessel must be reasonably maintained. This means that:
  • the vessel must have her underwater hull visually inspected and cleaned at least every 2 years
  • excessive bilge water must be emptied on a regular basis. This is particularly the case for open boats that do not self-drain following heavy rain or rough weather.
  • the condition of hull, railings, fenders, lines, spars, tender etc does not pose a danger to other river users
  • the vessel is kept reasonably clean and tidy
  • the vessel is not likely to cause pollution
• The owner is responsible for ensuring that the berth is suitable for his/her vessel, taking careful consideration of under keel clearance, ability to take the ground, tidal and weather conditions. If in doubt, the owner should contact the harbour office.
• The vessel must be safely moored. Lines should be of suitable strength, type and condition to hold the vessel securely in her berth in any condition of wind, tide and sea.  When necessary, adequate fendering must be provided to prevent damage to other boats or pontoons.  Dart Harbour can provide guidance if requested, and there are procedures and videos on our website that describe how each mooring type should be used.
• Tenders must be kept on allocated tender moorings or racks, on short-stay pontoons for no longer than the period indicated on signage, or within the main mooring of the boat, in such a way so as not to impact neighbouring boats.
• The vessel, and the owner, master and crew thereof must comply with all appropriate laws, Dart Harbour bylaws, Dart Harbour policies, general directions and special directions.
• The owner, master and crew must not act in a way such as to interfere with the lawful enjoyment of anyone else using the river, and should treat Dart Harbour staff with courtesy and respect.
• Sub leasing of moorings is not allowed. This also includes the use of Dart Harbour moorings for Air B&B style or other holiday lettings.
• Heavy maintenance may not be carried out on Dart Harbour moorings without the permission of the Harbour Master.

In addition, for residential moorings

• The vessel must be of a size and design such that it is able to be lifted out of the water at one of the boatyards on the river. This requirement may be waived for commercial vessels that are coded such to be able to reach a suitable boatyard.
• The mooring must be in regular use. This means the vessel must be primarily based on the mooring, not also holding another residential berth elsewhere, and also that it should be used several times per year
• Where a berth has been assigned to a tender, it must be there to serve a primary vessel that is in a non-walk ashore location. If the primary vessel gives up her berth, then the tender berth must also be given up
• The vessel must remain the property of the original owner who was first allocated the mooring.
• If a vessel is replaced, Dart Harbour must be informed. We do not guarantee that we will be able to find a mooring for a new vessel, especially one that is larger than the vessel that is replaced
• Vessels fitted with an onboard toilet must be fitted with and use a system to prevent discharge of raw sewage into Dart Harbour Waters by the date listed in the below table in order to be licenced on a Dart Harbour mooring , and use, a holding tank, chemical toilet, approved sewage treatment system, or other system approved by the Harbour Master that means they do not discharge untreated sewage into Dart Harbour waters. This requirement will be phased in as follows, starting with

Must comply by 1st April ___	Liveaboard Vessels	Leisure Vessels				Passenger Vessels	Commercial Vessels
		>12m	10-12m	8-10m	<8m
New to the Dart	2024	2026	2028	2030	2032	2026	2028
Existing Vessels	2028	2032	2034	2036	2038	2032	2034

Suitable methods of complying with this requirement include:

• A holding tank
• A chemical toilet, ‘Porta potti’, or cassette type toilet
• Removal of all onboard toilets.
• A sewage treatment plant or a communiting & disinfecting system meeting an approved national or international standard.
• A composting toilet
• Where none of the above are practical, the Harbour Master may agree on an annual case-by-case basis for a boat to have her marine toilet padlocked out of use whilst in harbour, and an annual declaration made that it will not be used in port.

Other notes

• Vessels that were named on the waiting list prior to 1st April 2024 are classified as existing vessels. Waiting list places not registered to a specific vessel (i.e. name =”TBA”) are classified as new to the Dart.
• liveaboard vessels are vessels which have someone sleeping aboard for more than 183 nights per year
• This rule does not apply to visiting vessels, or those not on Dart Harbour Moorings.
• Dart Harbour recognises that we need to provide additional facilities to supplement the current Darthaven pump-out station. If an additional pump-out station and toilets/showers for visiting and residential vessels are not provided by 1^st April 2027, then all subsequent dates will be postponed until such facilities are available.

In addition, for moorings assigned to commercial vessels

• The vessel must genuinely be used primarily for commercial purposes and coded accordingly.
• The business must be in active operation – for example the vessel is in regular use, there is a website or social media presence, the business has up to date accounts, the business has employees etc.
• If the vessel carries passengers, including whilst stationary on a mooring, it must have appropriate licenses.
• Any significant change in the type of business must be approved by the harbour authority.
• The business must have appropriate business insurance, including public liability and wreck removal.

Failure to comply with these conditions may mean that the mooring will be forfeit, will not be renewed, or that an annual mooring / harbour dues will not be allowed, and the vessel will remain on visitor rates for harbour dues and moorings until the issue is resolved

Break downs / maintenance

Where a vessel is temporarily not seaworthy, or in a poor condition, due to breakdown, refit etc, the harbour office must be informed of the nature of the issue, and the expected time that the vessel will be returned to good condition.  The Harbour Master will then inform the owner of any additional requirements for this period, and may require a change of berth, for which an additional fee may be payable.  Dart Harbour moorings are not considered suitable for long term storage / rebuilding / refitting of non-seaworthy vessels, and the Harbour Master may require such vessels to leave the harbour or move to a boatyard at his discretion.

Damage

Any damage caused to other vessels or property must be promptly reported to Dart Harbour, and the cost of repairs covered by the vessel causing the damage.

Main residential moorings

Dart Harbour has a wide range of berths available in all areas of the river.  They are of the following types:

• Pontoon – alongside pontoon berths, may be island or walk ashore. Some berths have water and electric supplies.
• Swinging – traditional single buoy moorings that a vessel moors to over the bow
• Trot – fore and aft moorings between two buoys. These may be single – for one boat, or double, where two boats moor between the same two buoys.

Moorings are categorised based on depth

• Category A: Deep water - charted depth greater than 3m
• Category B: Mid water - charted depth between 1 and 3m
• Category C: Shallow water – charted depth under 1m
• Mud moorings: Dry out at each tide.

The use of these berths are assigned on an annual basis to berth holders.  Typically berths will be assigned to the same berth holder each year, but it is not a right, as circumstances may mean that Dart Harbour needs to alter allocations.  It is normally the case that all Dart Harbour berths are allocated, so a waiting list system is in place to allocate any berths that are not renewed – see below for details.

Dinghies & Tenders

Dart Harbour has pontoon, running and foreshore moorings, as well as dinghy racks for dinghies and tenders in various locations.  These are mainly restricted to 4.3m in length and 2m in beam.  Dinghy racks are restricted to 3.4m length and 0.7m moulded depth. New berth holders will normally be assigned to the shallowest berth in the location, and ‘promoted’ to deeper water each season as other boats give up their mooring.  When they are happy with their position, they can ask the Harbour office to fix their location.

Tenders

Vessels over 6m in length are allowed to have one tender of up to 4.3m length (up to 5.5m in length for a vessel longer than 15.3m), and may join a waiting list for a Dart Harbour berth or rack space for that tender – note that allocation of a main mooring does not automatically give a tender space. Tender berths or dinghy rack space are not available to boats on walk-ashore pontoons or marinas.  If boat owners on these berths want a dinghy then they will need to apply for a dinghy berth instead. If a main mooring is given up, then the tender berth must also be given up.  It is not possible for the tender berth to become a dinghy berth.  It is also not acceptable for a customer to hold on to an empty main mooring simply to retain their tender berth.

Tender Prioritisation

Due to the limited space available for dinghies and tenders priority sometimes needs to be given to the provision of space for tenders. This priority will only be given in order to ensure that main moorings are not made unattractive and difficult to let due to not having space for a tender. Prioritising tender berths in preference to making space available for dinghies can however cause a number of issues – in particular excessively long waiting lists for dinghies, and people hanging on to main moorings purely to keep the associated tender mooring. Dart Harbour will therefore constantly monitor the waiting lists for dinghy and tender berths in each location and adjust the weighting as necessary to ensure tender or dinghy berths are not being over or under prioritised. An efficient, low cost yacht taxi service is also maintained in the lower reaches of the river in order to reduce demand for tender berths.

Dart Harbour running moorings

Uniquely for Dart Harbour Moorings, many of these moorings are let as annual licenses without tackle.  The mooring licensee must therefore supply and maintain their own tackle, and ladder where necessary.  They must ensure that the mooring tackle is adequate for the task, and is kept in good condition.  The mooring must be used correctly to prevent inconvenience to neighbouring berth holders, in accordance with the procedure located on our website.  The berth holder is responsible for any public liability related to the mooring and ladder, and should maintain them appropriately and consider holding appropriate insurance.  Mooring licenses may be revoked if the tackle and ladder are not well maintained. Otherwise, the requirements and procedures for a running mooring are identical to regular residential moorings.

Short stay dinghy moorings

Short stay moorings for dinghies and tenders are available in various locations around the harbour.  These are available for a short stay of up to 6 hours free of charge, for dinghies up to 5.5m who have paid or are exempt from harbour dues.  From 2023, longer stays up to 7 days are available on some of these pontoons on payment of a daily fee.  Boats may be towed away if they are too large for the berth or overstay, and a recovery charge made. Dinghies should be secured on a single long line on the bow, so that the berths are not blocked.  If the boat is locked to a cleat with a padlock or chain, the owner should be aware that Dart Harbour may need to cut the lock if it is necessary to move the boat.  Outboards should be lifted as many berths dry at low water, and a bucket placed over the propeller to prevent damage.

Visitors Moorings

Dart harbour has a range of moorings available for visiting boats of all sizes.  Visiting boats are always welcome, and Dart Harbour will do our best to find suitable berths for any visitors on a first come, first served basis.

Large & commercial vessels

Due to limited berthing options, Vessels of over 18m in length may reserve a berth up to 24 hours in advance, subject to availability, on full advance payment, by calling the harbour office.

Rallies and other events

Rallies of 8 or more boats are able to pre-book berthing, on pre-payment of 50% of the anticipated fee.  There is a discount on mooring fees for rallies of 8 or more boats.

Longer and repeat stays

A ‘Frequent visitor’ harbour dues rate is available, that allows up to 90 days stay in the river for less than the cost of 14 nights at daily rate.  Please note however that visitors paying this rate are not guaranteed moorings At busy times Dart Harbour may move longer staying boats away from prime moorings to ensure that there is space for those staying for shorter periods. This welcome is also subject to the boat remaining as a genuine visitor i.e. sleeping overnight on a boat with accommodation or using a day boat on a daily basis – the following section details the restrictions on visitor moorings being used as de-facto permanent moorings.

Visitors laying up

To encourage visitors, Dart Harbour keeps visitor mooring prices low.  In some circumstances, this means that boat owners try to use a visitor mooring as a long-term mooring, for example keeping the boat on the mooring for several months, but only visiting it at weekends, or becoming a liveaboard boat on a visitor pontoon.  This is not normally acceptable, particularly in the peak summer months, as it ties up moorings needed for genuine visitors.  Outside of the summer season, or in the case of special circumstances such as illness the Harbour Master may allow an extended stay or a vessel being left without crew on a case-by-case basis, for which a special higher rate is charged, and the boat must use DW3 pontoon.

Use of residential berths for visitors

Dart Harbour has historically used residential berths for visitor mooring, particularly for longer staying visitors.  With the increase in visitor facilities, this should no longer be needed, other than at extremely busy times such as Dartmouth Regatta.  The previous practice of offering a discount for freeing up a mooring will therefore be discontinued, though it may be offered on occasion by the Harbour Master at his discretion.

Liveaboard vessels & House boats

Unlike many harbours and marinas, Dart Harbour does not ban liveaboard vessels.  We note the useful nature of having eyes and ears out on the water on a daily basis, and that for many of our customers this is the only home they have.  However, we have added stricter requirements for liveaboard boats to have and use a holding tank, described in the requirements for a mooring section, on the basis that the toilets on these boats get more use than on less regularly used boats. Liveaboard boatowners remain subject to the rules to keep their boats well maintained, for them to be able to be lifted out of the water on the Dart, and that the boat must be mobile under its own power – house boats are not allowed.  In addition, the rules regarding anti-social behaviour should also be noted – our moorings are principally for leisure use, and the presence of live aboard residents must not detract from the need for quiet enjoyment of their boats for other boat users. Using of boats on Dart Harbour moorings for Air B&B type or other holiday lettings is not allowed.

Commercial Moorings

A number of moorings on the river are dedicated for use by commercial vessels.  In addition, the Harbour Master may, at his discretion, give priority to commercial vessels on the waiting lists for leisure berths.  Priority will not normally be given to commercial vessels on DA, DB, LWL or KQ-KX pontoons, unless there is a specific reason that means no other mooring would be possible – in these locations a berth will be assigned in line with the timeline for leisure boats. In either case, a commercial mooring is let for the use of the business, and so it cannot be transferred to a leisure vessel or a commercial vessel used primarily for leisure purposes.  Should the business (or that part of the business which requires the moorings) be sold, then the mooring must also be transferred to the new owner. The business must, in the opinion of the Harbour Master, be genuine and viable, both at the time of the original mooring application, and at all other times, including if the business is sold. In determining whether the business is genuine and viable, the following will be amongst the factors considered:

• The business is a source of income for the owner. The owner has presented accounts, or a detailed business plan to the harbour master, detailing its viability
• The business either has employees or the owner spends at least 500 hours per year working for the business.
• The business / vessel has appropriate commercial insurance including 3^rd Party liability and wreck removal, to appropriate levels considering the type and size of vessel.
• The vessel is appropriate for the commercial activity. For vessels over 7m, this will normally include the need for coding or a fit for purpose certificate.
• The business has a website, and / or advertises its services and/or has a contract to provide services if appropriate
• The vessel is in regular commercial use. If it is also used for leisure purposes, this should be a small element of its use.
• The business is appropriate for the Dart.

Commercial moorings are normally allocated to one specific vessel and may not be sublet.  Certain businesses require a holding mooring that will be used by multiple vessels over the course of the season – for example a mooring being used for display of vessels for sale, a waiting mooring for access into a tidal boatyard, or for repair of vessels by a shipwright.   This is acceptable with specific written permission.  The mooring holder must ensure that only appropriately sized vessels use the mooring, and it is not acceptable to sublet the mooring on a long-term basis.

Visiting commercial vessels

Dart Harbour has various moorings that are suitable for commercial vessels up to 200m in length.  Commercial vessels may make advance reservations for moorings without advance payment, subject to availability.  There is priority for local operators on outside Town Jetty between 08:45 and 17:00, other than the cruise ship tender berth.  Other than this, reservations are taken without priority, based on the date of confirming the reservation.  Specific berth allocation may be changed depending on other vessels making a booking.

Preferential space

A number of locations are allocated for commercial vessel landing. Preferential agreements may be made on these berths at the discretion of the Harbour Master, giving a commercial operator priority on a berth, either permanently or for a particular time period.  Other operators are still able to use these berths for landing for short periods, providing it does not impede the priority operator.  Longer stays may be possible by negotiation with the harbour master, who will consult with the priority operator to ensure that their operation is not affected.

Club safety boats

Yacht / rowing / sailing / boating club safety or workboats are treated as commercial vessels for the purpose of this section.  This applies to clubs with a significant membership, and for an appropriate number of safety boats for the size of the club – typically one or two.

Private Tackle Moorings

This section applies to moorings where the mooring gear / tackle is owned by a party other than Dart Harbour.  The right to lay and use a mooring within the harbour depends on two essential premises:

• The permission of the owner or lessee of the fundus or foreshore where the mooring is to be placed
• The consent – in the form of an annual license – of the harbour authority. This is required regardless of the ownership of the fundus

A license to lay a mooring is a bare license and is not an assignable property right.  As Dart Harbour does not own the mooring tackle, these moorings should be referred to as private tackle moorings.  These licenses require annual renewal – from 1^st April to 31^st March. On rare occasions Dart Harbour may need to move private tackle moorings on Dart Harbour fundus to a new location.  These moves will be kept as small as practicable, and the move will be made at Dart Harbour’s cost.

Licensed Private Moorings on Dart Harbour owned or leased Fundus

These moorings are long established, the vast majority pre-dating the formation of the Authority. These are licensed annually by the Authority and a small charge is levied for this. When private moorings fall into disuse or the mooring holder gives up the licence or dies, licences will not normally be reissued. The tackle is returned to the owner (or the owner is compensated for it) and the fundus is cleared. The Authority may then decide to lay a new mooring and let this to the next person on its waiting list, or to a near relative of the deceased as described in the transfer of moorings procedure below.  These moorings may not be sublet.

Licensed Single Commercial Moorings on Dart Harbour owned or leased Fundus

These moorings are long established, the vast majority pre-dating the formation of the Authority. These are licensed annually by the Authority and a small charge is levied for this. If the business is sold then the authority will not unreasonably object to the transfer of the use of the mooring to the new owner of the business.  If the business should cease to operate as a viable genuine business (as described in the commercial moorings section), then the mooring will return to the authority – it would not be eligible to become a private mooring for the previous owner of the business.  These moorings may not be sublet.

Licensed Private Moorings on Privately Owned Fundus

• These moorings are largely associated with riverside properties. The Authority issues an annual licence for each mooring and requires details of the boats using the moorings. The right to lay moorings in this situation is covered by the 1975 DHNA Act of Parliament and the issue of moorings’ licences is not automatic but, subject to safety, navigational and environmental considerations, the issue of a mooring licence (or licences) for a swinging mooring for the use by the owner will not be unreasonably withheld.  A running mooring license for a mooring on private foreshore attached to a property to which there is no public right of access will also not be unreasonably withheld.
• Dart Harbour will not normally support applications for private pontoons on the estuary.  Pontoons that are publicly accessible, or used by commercial businesses, or are temporary structures for a specific limited period may be considered on a case-by-case basis.  Pontoons connected to the shore will require planning permission from South Hams District Council, and all works below mean high water require a license from the MMO.
• Mooring licenses are transferred to the new property owner on the sale of the property.

Mooring Businesses, on Dart Harbour owned or leased fundus

There are a number of commercial mooring businesses, apart from the Authority, who provide such moorings on a commercial basis. The Authority licences these moorings on an annual basis.  These moorings can be sublet to other boat owners – the mooring business should provide Dart Harbour with details of the vessel and its owners.  The use of these moorings is granted to the business, and should the business (or that part of the business providing moorings) be sold, then permission to transfer the use of the moorings as a whole to the new owner of the business would not be unreasonably withheld. Where practical, Dart Harbour will work with mooring businesses over time to ensure that lines of trots are managed by the same party.  This may mean swaps of moorings, or private moorings reverting to commercial mooring businesses when they are given up by existing users.

Mooring Businesses, on privately owned or leased fundus

These include marinas and commercial mooring businesses on fundus outside of Dart Harbour’s ownership or lease. The Authority issues an annual licence for each mooring.  These moorings can be let to other boat owners – the mooring business should provide Dart Harbour with details of the vessel and its owners.  The right to operate these moorings would typically pass with the sale / lease of the fundus.  Permission should be sought from Dart Harbour for any changes to mooring numbers or arrangements.  Such permission will not be unreasonably refused, however full consideration will be given to navigational safety, environmental issues, local conditions, other moorings in the area and the character of the area as per the Port Master Plan, which may provide reasonable grounds for refusal.

License fees for private tackle moorings

A small fee is charged for licenses for a private tackle mooring.  This covers administration, and the need for the authority to patrol the mooring to ensure it is in good condition and does not present a safety hazard to other river users.  In addition, for moorings on Dart Harbour Fundus, there is a small annual Fundus rental charge.

Anchorages

There are designated anchorages in Dartmouth Harbour – east of the mainstream buoys; south of the Anchorstone, off Higher Gurrow Point, off Dittisham Mill Creek, and off Bow Creek.  Vessels may anchor for short periods (less than 24 hours) outside these areas providing that they do not impede the main channel or other moorings, do not cause any damage to the environment, and obey any instructions of harbour staff.

Vessels at anchor must:

• Display the appropriate lights, shapes or signals
• Be capable of weighing anchor without assistance, and moving at notice appropriate to the conditions (not more than 24h in any case)
• Be mechanically sound
• Not anchor so close to any mooring or buoy so as to make contact or foul the mooring. This includes the ground gear from the mainstream moorings as per the chart, which intrudes in the mainstream anchorage
• Not anchor in the vicinity of the Higher Ferry, or interfering with any cross-river ferry route.
• Skippers and sufficient competent crew must be onboard for the first turn of the tide after anchoring, and are not to leave the vessel until they are certain that the holding is good, and the swing of the vessel will not interfere with other vessels, moorings, buoys and pontoons.
• The vessel must not be left unattended when inclement weather is present or forecast, or when the tidal stream may make the anchorage unsafe.
• The vessel must not be left unattended overnight.
• The vessel must not remain at anchor within Dart Harbour for more than 4 weeks in any 8 week period.

Vessels at anchor do not pay any berthing fee, but must pay harbour dues as required. Vessels that have been anchored unsafely, or otherwise not complying with the above conditions may be removed, and a charge made.

Vessels moored on beaches and alongside quays, walls and banks

In a tidal estuary, beaches, quays, walls and banks can be unforgiving places to moor a boat, with the risk of damage to boat or bank, particularly during storms.  These locations are not therefore moorings for the purposes of section 33 of the DHNA Act 1975, as confirmed by a High Court Judicial Review in 2003. Dart Harbour will not normally allow berthing alongside any quay, wall or bank where the fundus or foreshore directly under the vessel is owned or leased by the authority, other than short stay berthing on those quays or moorings specifically dedicated to the purpose, or as described below.

Foreshore landing

Landing is allowed on Dart Harbour owned or leased foreshore (between high and low water) by small craft of up to 6m in length where:

• There are no alternative nearby moorings that would be more suitable
• There is no possibility of pollution or damage to fragile habitats, such as Saltmarsh, or disturbance to wildlife
• The vessel does not cause an obstruction to navigation or public access
• There is either:
  • Public legal access to the site from the shore, by a public or permissive footpath or road, or
  • The landing location is not within 50m of a private dwelling, or a boatyard, marina, farm, work site or other commercial location and the crew will remain in the vicinity of the boat below the high tide mark for the duration of their stay.
• No nuisance will be caused – this includes littering, loud music, use of BBQs or open fires etc.
• No attempt is made to go ashore off the foreshore, other than on a public right of way, or with the permission of the landowner
• The boat remains at the location for no more than 6 hours. Permission for longer stays is at the discretion of the Harbour Master.  Overnight stays are allowed at Ashprington Point in connection with booked camping.
• There are no more than 3 other boats landing in this location. Short stays by a single group of more than 4 boats are acceptable if they do not cause a nuisance.
• The vessel is appropriately secured so it will not float away, but not using a lock or other system such that Dart Harbour cannot move it if necessary.

There is no charge for landing on foreshore, provided that the above rules are followed, and the vessel has paid harbour dues where appropriate. Boat owners should note that much of the foreshore on the Dart is not owned or leased by Dart Harbour, and in these locations the foreshore owner’s permission must be sought before landing.

Dittisham Mill Creek Foreshore

This applies to the area of Dart Harbour Fundus located to the east of the footpath down to the creek.  These moorings are rented for the winter season only, and must be vacated by 1^st April.  As from winter 2023-4 these moorings are allocated as winter moorings in a similar way to all other moorings, so must be applied for and an administration fee paid before they are assigned for the winter.  This is to prevent the historic situation where very poor condition boats have been dumped on this foreshore. The boat owner is responsible for laying their own ground tackle, that must be adequate to the task, and kept in good condition.

Private Fundus

Berthing at private quays where the quay owner also owns the fundus or foreshore, and on privately owned foreshore is allowed at the permission of the fundus owner, provided the vessel does not cause a navigational issue, cause pollution or damage to habitats, cause a nuisance, or deteriorate in condition.

Accessible moorings

Dart Harbour currently has very limited accessible berths.  Customers with particular needs should speak to the Harbour Office to see what options may be available.  Dart Harbour is able to make reasonable adjustments to ensure that people with disabilities are not discriminated against in provision of moorings. We are intending to improve access to our pontoon berths in the near future.

Multihulls

Residential moorings

Multihulled vessels are allowed to use Dart Harbour moorings, with no additional charge, however boat owners should be aware that many moorings are not suitable.  Certain moorings have beam restrictions.

Visitor moorings

Multihulled vessels are allowed to use Dart Harbour moorings.  At busier times the mooring allocated may be restricted, and a higher charge will be made.

Waiting List

Dart Harbour Moorings are very popular, and so most of our moorings have a waiting list.  We have a number of different waiting lists to allow boat owners to choose locations and/or mooring types of interest to them.

Length of waiting lists

The length of waiting lists varies annually, however in general pontoon berths have by far the longest waiting list – sometimes over 20 years, whilst trot moorings have the shortest lists – typically less than 2 years for Kingswear Trot or Galmpton moorings.  Smaller boats typically have fast moving waiting lists. Dart Harbour regularly reviews its provision of moorings and looks at replacing less popular moorings with those that have a long waiting list.

How to join the waiting list

People who want to join the waiting list should complete the form(s) found on the website, or available in the harbour office.  It is often useful to discuss with the harbour team to decide exactly what berths may most fit the needs of the boat owner. A refundable deposit is payable for each boat that joins the list.  There is a lower fee for a dinghy or tender.  If an owner doesn’t yet own a boat, they can join the list with approximate sizes and update in due course.  The boat can be put on as many suitable lists as the owner may be interested in – there is a small non-refundable admin fee for each list joined.

Position on the waiting list

A vessel’s position on the waiting lists can be checked by viewing the online portal.  Alternatively this can be done by checking with the harbour office, where we may be able to give more detailed information, as there may be boats higher up on the list that are unlikely to be assigned moorings due to size or circumstances, making the actual position on the waiting list better than the number would imply.

Allocation of moorings to those on the waiting list

Before each season, starting around October, as berths become available they will be offered to customers at the top of each waiting list, with suitable boats for that mooring.  This may mean that customers are not allocated moorings in strict order of joining the waiting list, for example if they have boats that are too large or small for the moorings that are available. Any moorings given up after 31^st January will normally be allocated to boats on the temporary waiting list for the next season only, to avoid the issue of boatowners already having a contract with other harbours and not being able to take up the mooring offer.

Holding waiting list

It is often the case that a customer reaches the top of a waiting list, but is unable to take up the mooring offer at that time.  If a customer turns down a suitable mooring in two consecutive years, then they will be placed in the holding waiting list.  This means that you keep your place on the waiting list, but Dart Harbour will no longer contact you about moorings.  If you wish to be offered any suitable moorings for the following season, you should let us know before December, and you will be returned to the waiting list(s) you have signed up to.

Remaining on waiting lists

If a vessel is allocated a ‘second choice’ mooring, then the owner may decide to take up this mooring offer, but also remain on the waiting list in the hope of getting a better mooring in the future.

Temporary Mooring Waiting List

A separate temporary mooring waiting list will be established each year.  This will only be available to boats without a mooring on the Dart, which are already on a main waiting list.  Where possible, these boats will be allocated any moorings that are unable to be assigned to a boat on the main waiting list, to moorings on a boat holiday, or to moorings that have been given up after 31^st January in that year.  The temporary mooring will be allocated until 31^st March in the following year, and there is no guarantee that another temporary mooring will be available in the following year.

Leaving the waiting list

When the owner leaves the waiting list, either due to being allocated a berth, or because they no longer want a berth, the owner should inform the harbour office in writing, and the deposit will be returned. On rare occasions Dart Harbour may decide to remove a boat from the waiting lists – for example if changes to the mooring stock means there are no longer any suitable moorings for the vessel, or if the vessel is no longer allowed into the harbour.  In this case a full refund will be given, including the otherwise non-refundable admininstration fee(s).

Changes to the waiting list

If an owner’s requirements change while they are on a waiting list they should contact the harbour office.  It is often possible, at the Harbour Master’s discretion, to transfer to a different waiting list, or amend the size or other details of the boat, whilst keeping the join date unchanged. There is no guarantee that this will be possible.

Reduced waiting list

In order to work towards our strategic goals, we have identified a number of groups who may be able to benefit from a reduced time on the waiting list. The owner must let Dart Harbour know if they would like to take advantage of one of these reductions and provide evidence where appropriate.  Owners will need to complete a declaration form to certify that their boat does meet the requirements. Should their circumstances change in the future and the vessel / owner no longer comply with the requirements for reduced waiting lists then moorings assigned will need to be given up.

Electric / Unpowered boats

To help play our part in reducing global warming, vessels of more than 4.3m in length, which are not fitted with or for a means of propulsion using fossil fuels may take advantage of a reduced waiting list.  Fossil fuels must not be used for propulsion, heating or generating.  If a boat is fitted for an outboard (e.g. with a well, bracket, or suitable transom) then it counts as being fitted for fossil fuel propulsion, unless a suitable electric outboard is fitted.  Use of biofuels in internal combustion engines may be acceptable, but the owner will need to demonstrate how they will prove that only sustainable biofuel is being used. Customers should note that Dart Harbour only has limited moorings fitted with electric points, though we are working on providing charging facilities. Should the boat be fitted with a fossil fuel engine or replaced by one so fitted in the future, then the mooring will need to be surrendered. Tenders to electric / unpowered boats may also benefit from the same waiting list reduction, provided they are also not fitted with fossil fuel engines.

Living within walking distance

To do our part to alleviate the car parking challenges in the Dart valley, and to help encourage local residents to use the river, where owners live within walking distance of a walkashore mooring they may take advantage of a reduced waiting list.  Walking distance is defined as a main residence (not a second home) within 1 mile of the mooring. Dart Harbour may ask to see evidence that an address is the main residence.  For Dartmouth moorings, this distance is extended to cover the whole of the continuous urban area of Dartmouth and Townstal. Initially this policy applies to walkashore leisure moorings only:

• Dartmouth: LWL, DA, DB Pontoons; Bayard’s Cove, Warfleet & Sandquay Running Moorings
• Kingswear: Kingswear Dinghy Pontoon
• Dittisham: Dittisham Pontoon & Running Moorings
• Stoke Gabriel: Stoke Gabriel Pontoon & Foreshore moorings

If the boatowner moves out of the area within the period by which their waiting list was reduced the Harbour Master may decide to withdraw the mooring.

Waiting List reduction times

Where a customer qualifies for one of the above reductions, the date of joining a waiting list will be adjusted by the appropriate number of years.  If a customer qualifies for two reductions, their date of joining will be adjusted by a further year, on lists marked with * only.

Moorings	Waiting List reduction
DA /DB / LWL Pontoons; Kingswear Dinghy Pontoon; Stoke Gabriel Pontoon; Duncannon swinging moorings; Warfleet running moorings.	4 years *
Kingswear Island, Dittisham Pontoons	3 years *
Bight, Warfleet, Dittisham swinging moorings; Dartmouth trot moorings	2 years *
All other moorings	1 year

Annual renewal of licenses

Each mooring is licensed for a 12 month period from 1^st April to 31^st March.  In general residential mooring customers will be offered the same mooring for the following 12 month period, however there is no guarantee of this.  A deposit is payable by 31^st January prior to the mooring renewal date in order to secure the mooring, and to allow Dart Harbour time to reassign unwanted moorings to the next people on the waiting list.

Transfer of moorings

In general, no transfer of Dart Harbour or private moorings is permitted.  If a boat is sold or otherwise transferred to a new owner, the mooring must not be transferred with it, instead the new owner should join the waiting list. There are the following exceptions, where transfer of moorings is allowed, however if it appears to Dart Harbour that one of the motivating purposes of a commercial transaction is the transfer of a mooring entitlement, rather than a legitimate business transfer then Dart Harbour shall have the right to terminate the mooring. Moorings may be transferred to a spouse or civil partner living at the same address with the agreement of both partners. Positions on waiting lists cannot be transferred.

Death & incapacity

Where an individual has held a mooring for more than 5 years, the use of this mooring may be passed to a close relative of the berth holder on their death, provided that they have also inherited the vessel assigned to that berth, and the vessel has been and will be kept in good condition and regularly used.   In the case of leisure private tackle moorings (other than moorings on private fundus or private running moorings attached to private properties where there is no public right of access) the mooring will revert to becoming a Dart Harbour mooring, but it or a similar mooring will be licensed to the person inheriting the boat, under normal Dart Harbour conditions. Dart Harbour may assign a different mooring at the Harbour Master’s discretion in the same or lower price band, and in a similar area of the river.   In general, in these circumstances boats on prime pontoon moorings will be reassigned to trot moorings,  dinghies on pontoon moorings will be reassigned to the shallowest mooring or a dinghy rack, and boats on buoy moorings will be reassigned to less desirable locations further away from the main access point. The same vessel must be kept on the mooring for a period of at least 2 years following the transfer. The Harbour Master may ask to see appropriate documentation, such as a death certificate or will, before granting this transfer. If the new owner does not intend to keep the boat on a long term basis, they should speak to the harbour office to make appropriate arrangements for a temporary mooring whilst the boat is sold. Applications for transfer of a mooring in the event of the permanent incapacity of the berth holder will be considered on a case-by-case basis on the same basis.

Commercial moorings

Where the entire business is sold on a trading basis, including the name and goodwill, then Dart Harbour will re-issue the license to the new owner, on the same basis and conditions as previously agreed.  Partial sales will be treated on a case-by-case basis.

Private running moorings & Moorings on Private Fundus

Private running moorings from a private foreshore where there is no right of public access and moorings on Private Fundus may be transferred to the new owners of the property.   The Harbour Office must be informed, and mooring conditions must be complied with by the new owner.

Boat Partnerships

As part of our strategy to encourage low cost boating, Dart Harbour welcomes the practice of sharing boats between a number of owners.  We are aware, however, that boat partnerships have been used as a way of avoiding the waiting list when buying a boat.  This is unfair on other people on the waiting list, and is not allowed. Should Dart Harbour have reasonable cause to believe that the boat partnership is not genuinely a way of sharing both the costs and enjoyment of the boat , then the mooring will need to be surrendered. With this in mind, the following rules are placed on boat partnerships:

• There must be a ‘lead owner’ taking responsibility for the boat and payments and communications to Dart Harbour.
• When a Dart Harbour berth has been transferred to a partnership from a sole owner
  • the original owner must remain the lead owner.
  • The original owner must hold a reasonable share – i.e. at least 1/N, where N is the number of owners.
• Should the partnership be dissolved within 5 years after formation, the mooring will need to be given up. It is acceptable for owners other than the lead owner to join or leave the partnership.
• In the event of the death of the lead owner, the mooring may be transferred to a new lead owner, who may be another partner, or a close relative of the lead owner.
• All members of the partnership should use the boat regularly
• There should be formal papers detailing the ownership of the boat.
• All owners should be named on the insurance documentation
• The Harbour Master may need to see evidence that a fair price has been paid for each share, and that all owners contribute an appropriate proportion of expenditure
• If a boat on a prime Dart Harbour mooring is transferred between a sole owner and a boat partnership, then it may be reallocated to a lesser mooring at the Harbour Master’s discretion in the same or lower price band and in a similar area of the river. In general, in these circumstances boats on prime pontoon moorings will be reassigned to trot moorings, dinghies on pontoon moorings will be reassigned to the shallowest mooring or a dinghy rack, and boats on buoy moorings will be reassigned to less desirable locations further away from the main access point.

Boat Holidays

If a mooring is not planned to be used for a berthing year, then the owner may choose to take a berthing holiday.  The harbour office must be notified by 1^st January, and the berth can be retained for subsequent years on the payment of a fee equal to 50% of the cost of the maximum size for that mooring.  Further consecutive annual absences will be allowed, however use of moorings may be forfeit if in the opinion of the Harbour Master it appears unlikely that the owner will require the mooring in the near future.  To be eligible for a boat holiday, the boat must be physically removed from the mooring for the duration of the year.  If the boat owner subsequently wants to use a mooring during the year, this will be at additional cost without refund of the boat holiday fee, and is subject to availability.

Changing boat or mooring

If an owner would like to change their boat, the harbour office should be informed as soon as possible.  If the boat is a similar length, draught and type, then it is unlikely to be a problem, though there may need to be a reallocation of mooring if the characteristics of the boat are different. If the boat is smaller, then it is likely that the boat will be reallocated to another mooring - this is normally possible where the mooring is a similar type.  If downsizing from a yacht to a dinghy, it is most unlikely that space will be available on one of our pontoons, so boat owners should consider joining the appropriate waiting lists in ample time if this may be an option in the future, particularly considering that a tender berth must be given up. If a new boat is larger than the mooring can take then if there is no simple swap available, it may be that the owner will not be able to immediately be allocated a mooring, and will need to re-join the waiting list, making alternative arrangements in the interim. When changing a boat, the new boat will need to comply with the appropriate rules for a new to the Dart boat of her size, for example with regards to holding tanks.

Giving up a mooring

If a boat owner wishes to give up their mooring, they should inform the harbour office in writing or by email in advance. If this is done before 31^st January in any year, then the mooring will simply not be renewed, and the mooring will be given up on 1^st April of that year. If a mooring is given up after the 31st January , then the deposit will not be refunded. If a mooring is given up after 1^st April, then the berthing fee is only refundable if the mooring is able to be relet on a permanent basis, with an administration fee equal to 1 month mooring charge. The refund will also be reduced on a pro-rata basis for any months or part months where the mooring is used by the original boat owner, or is unable to be relet. If a mooring is given up after 1^st June then any refund will be capped at 50% of the annual mooring fee, and will still be dependent on finding a new permanent berth holder. If a mooring is given up after 1^st October then there will be no refund.

Winter Moorings

Winter moorings are available from 1^st October – 31^st March.  A waiting list is put in place each summer for the following winter.  As the number of moorings available may vary, we cannot guarantee that moorings will be available for any customer other than those with two-location moorings. Winter moorings must be vacated by 31^st March, or earlier if specified by Dart Harbour.  Vessels that stay beyond this period without prior permission from the Harbour master may be charged standard visitor rates, and/or may be towed by Dart Harbour, and a fee charged. Boat owners taking their boat out of the water for the winter, or moving mooring location are recommended to remove any mooring lines, fenders etc from the mooring, to ensure that they do not go missing.

Fees

Winter Moorings are charged at 50% of the equivalent annual rate + an admin fee.  Boats that already hold Dart Harbour moorings will be charged the difference in price.  If the offered mooring is not available for the full six months, then a pro rata reduction will be offered, otherwise the full 6 month fee will be charged, even if only a portion is used.

Two location Moorings

Certain moorings (Warfleet, the Bight, northern Galmpton and doubled up trots) are designated as two-location.  Dart Harbour will allocate an alternative mooring to these customers from 1^st November – 31^st March each year – this could be a trot or swinging mooring of a suitable size or depth anywhere on the river.  There will be no administration fee for this, however should the owner request a mooring upgrade – e.g. to a pontoon, then they will need to pay a pro-rata fee for the difference in price. Boats on doubled-up trots will normally alternate whether they move or remain in location each year. Boat owners are reminded that their insurance may not cover them should they remain on their main berth beyond the end of October.

Version Control	Version	1.0	Date	March 2021	Reviewed	26/10/2026
	Written by	GH	Approved by	Board	Reviewer	PB

Both the Guide to Good Governance and the Port Marine Safety Code emphasise the importance of effective consultation by all Harbour Authorities with all stakeholders and beneficiaries. This includes all those who work in the harbour in some way, as well as those that represent them. It is therefore Board policy that DHNA shall publish matters of relevance to, and encourage comment and contribution from, stakeholders and beneficiaries. In particular, the DHNA shall:

• Consult as early as is practicable with stakeholders, beneficiaries and River users when changes to DHNA legislation and policy are being considered;
• Consult widely with port and harbour users and other relevant stakeholders in respect of navigational safety issues and proposed changes to navigational arrangements;
• Include appropriate DHNA staff in the consultation process;
• Include appropriate practicing Harbour users in the ongoing work to identify navigational hazards, assess the risk of such hazards and recommend appropriate control and mitigation measures;
• Provide regular feedback on the Authority’s performance, in particular its compliance with the Port Marine Safety Code, to all stakeholders and beneficiaries;
• Publish an annual review of DHNA activity and achievements;
• Publish policies, plans and periodic reports that may be required to demonstrate DHNA’s compliance with standards.

Version Control	Version	2.0	Date	20/7/2026	Reviewed	n/a
	Written by	RSt	Approved by	Board	Reviewer	n/a

Definitions

• HM – Harbour Master
• HoCE – Head of Commercial & Environment
• AHM – Assistant Harbour Masters
• OAM –Office & Accounts Manager
• Supplier: Person/s or organisation/s that provides something needed such as a good or service.
• Procurement: The process of sourcing, purchasing, receiving, and inspecting all the goods and services DH needs to operate.
• Purchase: The acquisition or buying of a good or service.
• Lease: A contract by which one party conveys land, property, services, etc. to DH for a specified time, usually in return for a periodic payment.
• Quote: To give a price that will be charged for doing work, providing a service or obtaining goods
• Tender: A formal offer to supply goods or to do a particular job; this can be obtained in a bidding process to qualified bidders or obtained by agreed tenders.
• Conflict of Interest: A conflict of interest occurs when an individual's personal interests – family, friendships, financial, or social factors – could compromise his or her judgment, decisions, or actions in the workplace.
• Finance: This refers to the Finance Department of DH.
• Budget Holder: The designated person who has the authority to commit funds within a specific budget area.

Relationship to Other Policies

This policy is not a stand-alone document, it is intended to work alongside other policies and represent the values and objectives of DH. The following are, or will become related policies:

• GDPR & Data Protection
• Audit & Risk Management
• Health & Safety
• Safeguarding
• Anti-Bribery, Slavery and Counter Terrorism
• Conflict of Interest
• Environmental

Purpose

The purpose of this policy is to make the engagement with suppliers and any subsequent procurement clear and without confusion or misinterpretation. It is to provide clear guidance and take away uncertainty for any member of staff needing to obtain goods or services. This purchasing policy is designed to support the DH purchasing strategy; supported by the Board of the Authority. The policy is designed to enable staff to achieve the aims and objectives of the purchasing strategy and ensures that purchasing procedures and practices:

• are appropriate and fully responsive to the Authority’s diverse needs;
• are timely and effective;
• provide excellent value for money;
• comply with all legislation affecting the Authority’s purchasing activities;
• minimize commercial and contractual risk;
• are open and fair to the supplier community including, wherever possible, small local suppliers;
• give due consideration to environmental impact; and
• promote high ethical standards and financial probity.

Governance

• The Authority has a devolved purchasing policy which aims to put control and responsibility as near as possible to the point of need. This is underpinned by centrally provided accounting and purchasing functions which provide both advice and support to departmental purchasing activities. Purchasing authority is delegated to designated budget holders. In exercising this delegated authority, budget holders are required to observe the Authority’s policies and procedures regarding the authorisation of expenditure and purchasing.
• Budget holders are only authorised to commit the authority to any expenditure after ensuring that sufficient funds are available to meet the purchase cost of goods and services. In addition, only bona fide expenditure, may be authorised from Authority funds.
• The authority requires all budget holders, irrespective of the source of funds, to obtain supplies, equipment and services based on the achievement of maximum value for money through good purchasing practice. Factors to be considered in determining value for money are noted in the purchasing procedures.
• The deployment of the authority resources is the responsibility of the Board exercised through the HM.

The following authorisation limits apply to all expenditure:

• HM/Harbour Master £50,000. (Limit can be exceeded without Board approval when required to ensure safety or continuous safe operations.)
• HoCE £50,000. (Limit may be exceeded without Board approval for Duchy of Cornwall lease and Insurance purchasing as long as in line with budget).
• AHM - Assistant Harbour Masters £1,000
• OAM - Finance & Office Manager £1,000

Supplier & Procurement Policies

• In any procurement or engagement with a supplier there must be fairness, and all quotes or tenders will be obtained with a policy of equity, inclusion, non-discrimination, sustainability and full transparency.
• All quotations and tenders must be procured without favouritism and without engaging unnecessary narrowing of competitive behaviour.
• If there are situations of conflict of interest any such conflict should be declared to the HM or HoCE.
• Quotations and tenders should be obtained through a number of factors, not solely on cost but factors that create value and/or added value. This is rarely achieved with the cheapest price but on competitiveness. When obtaining quotes or tenders staff must assess track record of supplier, price, ability to service and fitness for purpose. The latter will also need to be qualified under ‘whole of life’ effectiveness of the products or services supplied including, where appropriate, the following factors:
  • purchase cost (including VAT if applicable);
  • terms of payment;
  • commercial and legal risks;
  • length of warranty or period of free maintenance;
  • running costs (e.g. spares, consumable items, fuel, water, electricity);
  • the cost of any required building or services alterations - after consultation with the budget holder.
  • the likely sale or scrap value;
  • the cost of safe decommissioning and end-of-life disposal;
  • any relevant environmental, sustainability and social responsibility considerations;
  • the cost of the purchasing process itself, which should not be disproportionately high in relation to the value or importance of the subject matter.
• DH operates a purchasing procedure whereby authority to commit funds is delegated to designated budget holders. In exercising this delegated authority, budget holders are required to observe these relevant policies and procedures. The names of all budget holders, specimen signatures and expenditure limits must be lodged in advance with the HoCE. Such persons are given authority to sign orders for their budgets, or to sign invoices authorising payment for goods received or services rendered.
• Budget holders may not delegate authority to any other person without the written consent of the HoCE. A list of approved budget holders is attached as Appendix 1.
• Budget holders must obtain quotes and agree within their budget limits the Purchase Order and submit to DH accounting software prior to purchasing.
• Budget holders and other authorised persons are not authorised to enter any form of contractual commitment for the purchasing of goods or services, whether written or oral and however transmitted. Contractual documents must not be signed. In this context a contractual document is any document that has or may have
• the effect of binding the authority to purchase and pay for goods and services. All such documents must be forwarded to the HM or HoCE for assessing before signature by them.
• DH will at all times ensure procurement is undertaken in a sustainable manner and with suppliers who conduct themselves in a sustainable manner. Sustainability may be measured under the UN SDGs.
• All data associated with suppliers and procurement will be held and maintained in strict accordance with DH’s GDPR & Data Protection Policy.

Requirements

All quotes and tenders must be obtained under the following conditions:

Value of Service or Goods	Number of Quotes Required
<=£3,000	One
£3,001 - £20,000	Two
=>£20,001	Three or Open Tender
Purchase Order Requirement
<=£250	No PO Required
>£251	PO Required

It is not allowed to raise more than one Purchase Order to cover one order or to use any mechanism to avert the value requirements.

Third Party Channel or Platform

This covers any supplier acting as an agent, distribution channel or platform, e.g. Amazon, Alibaba etc. When ordering via these channels, any supplier should be pre-authorised by Finance a documented on the approved list of suppliers. The information must show the supplier’s name, contact details and product or service. Once this supplier is approved, orders may be made subject to the Supplier & Procurement Policy.

Credit Card

Several staff are issued with company credit cards, the same Supplier & Procurement policies apply to their use as per this policy. Receipts for purchase must be obtained. If a member of staff uses their own debit or credit card for any purchase, then receipts must be obtained to ensure a refund of expense. Failure to provide such a receipt will result in the expense not being refunded.

Terms of Payment

DH will not normally pay for goods or services in advance. The main exceptions to this are:

• maintenance contracts which are normally paid annually in advance;
• small value purchases, goods or services, that may be paid for in advance by designated bank card, through the Finance & Office Manager.
• large value contracts with stage payments tied to milestones of achievement and/or protected by a bank guarantee.

Buying Leverage

It is important to get value for money deals, which has already highlighted is not necessarily just down to cost. However, where a supplier has been used before any rises in price should be considered against inflation (CPI) for the period and our ability to procure at the leverage we can buy in at.

Disposals

The disposal of any equipment belonging to DH or in use by DH may only be done by an authorised person and must comply with legislation and considering legalities of ownership. All disposals must ensure attempts are made to recycle or reuse where practicable.

Conduct

Any conduct by a member of staff that breaches this Policy may result in disciplinary action. Failure to comply with purchasing policies and procedures could result in DH incurring unnecessary or excessive expenditure. This may result in the individual concerned being held personally responsible for payment of the costs incurred and/or disciplinary procedures against them.

Expenses

Please refer to Expenses Policy.

List of Budgets and Budget Holders

 

Repair & Maintenance General	AHM		Marketing	HoCE
Repair & Maintenance Pontoons	AHM		Web Site	HoCE
Repair & Maintenance Moorings	AHM		Harbour Board Strategic	HM
Repair & Maintenance Boats	AHM		Young Champions	HM
Repair & Maintenance Fuel	AHM		Uniform & Safety Clothing	OAM
LLA-Navaids	AHM		Contingency	BOARD
Port Conservancy	HM		Professional Charges	HM/HoCE
Taxi Maintenance	AHM		Annual Subscriptions/Membership	BUDGET HOLDER
Waste Disposal	AHM		Bank Charges Interest PNPF etc	HoCE
Mainstream Com Moorings	AHM		Utilities & Rates	OAM
S.H.D.C Bridge/Insurance	HoCE		Insurance & Small Claims	HoCE
Duchy of Cornwall Fundus Rental	HM/HoCE		Estuary Officer	HoCE
Mandatory Port Emergency Exercises	HM		Corporation Tax	HoCE
Contingency	BOARD		Contingency	HoCE
Communications-Post-Phones- Lease	HoCE		Salary & NI Health Plan	HM
Stationery & Printing	OAM		Pension Contributions	HoCE
Environmental Projects	HM/HoCE		Overtime River	AHM
Computers IT Support-new comp-Zen	HoCE		Pilotage	HM
Harbour Assist	OAM		Taxi Driver Wages	HoCE
Office Maintenance	OAM		Training & Recruitment	HM
Dart House Rent	HoCE		Travel & Subsistence	HoCE

Version Control	Version	2.0	Date	29/5/2025	Reviewed	26/10/2026
	Written by	JH	Approved by	PB	Reviewer	PB

Introduction

Dart Harbour & Navigation Authority uses Closed Circuit Television (CCTV) systems to support its responsibilities relating to safety, security, and the enforcement of regulations within the Dart Harbour area. This policy sets out the Authority’s approach to the use, management and operation of CCTV.

Purpose

The primary purposes of our CCTV system are:

• To promote the safety and security for our harbour users, staff and visitors.
• To support enforcement activities in line with our enforcement policy.
• To assist in the investigation of incidents or byelaw breaches.
• To provide a clearer picture of operations when necessary, such as during an incident.
• To assist in the prevention and detection of crime and anti-social behaviour.

Scope

This policy applies to all CCTV cameras installed by or on behalf of Dart Harbour & Navigation Authority. It includes body worn cameras as well as fixed or mobile cellular camera systems, including those located in our buildings, on our infrastructure or in public areas within our jurisdiction.

Legal Basis

DHNA operates its CCTV systems in compliance with the following legislation and guidance:

• The Data Protection Act 2018 (DPA)
• The UK General Data Protection Regulation (UK GDPR)
• The Protection of Freedoms Act 2012
• The Surveillance Camera Code of Practice (Home Office)
• The Human Rights Act 1998

CCTV System Operation

CCTV cameras are not monitored routinely. From time to time, cameras may be monitored live to provide a clear picture of operational matters. However, footage may be accessed and reviewed in the event of:

• A reported or suspected incident
• A request from law enforcement or other statutory body
• A need to investigate breaches of harbour byelaws or safety regulations

Body worn cameras

Body worn cameras may be used by harbour staff. Staff wearing body worn cameras will disclose, when approaching persons, that they are being video and audio recorded. The downloading of images from such cameras will only be conducted by trained staff and images will be deleted from cameras after downloading.

CCTV on Board Vessels.

Dart Harbour operates a fleet of vessels, some of which are equipped with CCTV cameras. These cameras are installed for operational safety rather than surveillance and footage is not recorded. For example, the Hercules work barge has internal cameras focused on the engine space to provide the Master with a live view of engine room conditions. It should be noted that such cameras may fall outside the scope of this formal CCTV policy, as they are used solely for real-time monitoring to support vessel safety. However, all staff and users should remain aware of their presence and purpose.

Access to CCTV Footage

• Duty Harbour Masters have access to all CCTV cameras for operational and incident-response purposes. This includes the live stream of cameras as well as the recorded data.
• River Team staff have access to a designated subset of cameras relevant to their duties. The River Team do not have access to recorded footage without permission from the Duty Harbour Master.
• Access to live or recorded footage is strictly controlled and limited to only those with permission from the Harbour Master.
• CCTV may be passed onto the relevant authorities such as the Police or Coastguard if requested. These situations will be assessed on a case by case basis.
• Any monitors showing live CCTV are not in public view.

Subject Access Requests

Requests by individual data subjects for images relating to themselves “Subject Access Request” or by a third party should be submitted in writing to the harbour for the attention of the Harbour Master, together with proof of identification. In order to locate the images on the our CCTV system, sufficient detail must be provided by the data subject in order to allow the relevant images to be located and the data subject to be identified. Where the we are unable to comply with a Subject Access Request without disclosing the personal data of another individual who is identified or identifiable from that information, we  are not obliged to comply with the request unless satisfied that the individual has provided their express consent to the disclosure, or if it is reasonable having regard to the circumstances, to comply without the consent of the individual. A record of any disclosure made under this policy will be held by Dart Harbour, itemising the date, time, camera, requestor, authoriser and reason for the request.

CCTV areas.

CCTV Cameras operated by Dart Harbour cover public spaces, as well as Dart Harbour spaces. It may be possible to see some private spaces in the distance in some cameras, but no fixed camera looks into buildings.

CCTV signage

Unfortunately, it is not practical to provide signage in all areas covered by CCTV systems due to the layout of the Harbour, however standard signage is provided in the vicinity of the cameras themselves, as well as messages on website and harbour guide.

Retention of Footage

Recorded footage will be retained for a standard period (typically limited by hard drive space), after which it will be automatically deleted unless retained for ongoing investigations or legal proceedings.

Security and Data Protection

CCTV systems are password-protected and housed in secure environments, away from public view. Footage is stored securely with access restricted to authorised users only (listed above). This policy will be reviewed annually or in response to significant operational or legislative changes.

This policy is not available online.