port of broome port and terminal handbook€¦ · port of broome port and terminal handbook current...

PORT OF BROOME

PORT AND TERMINAL HANDBOOK

Current version number: 4.0 File reference: HBR025/103435 Maintained by: Harbourmaster

Original issue date: February 2010 Last review date: June 2016 Next review date: June 2018

Policy Designation: Non-Core

CONTENTS

1. Emergency and Useful Contact Numbers ...................................................................... 8

2. Port Boundaries ............................................................................................................. 8

3. General Information ....................................................................................................... 9

3.1. Position and Function ............................................................................................. 9

3.2. Port Limits ............................................................................................................... 9

3.3. Approach and Entry ................................................................................................ 9

3.4. Limiting Condition Depths ....................................................................................... 9

3.4.1. Seaward Approach Channel ............................................................................ 9

3.4.2. Harbour Approach Channel (022 Leads) .......................................................... 9

3.4.3. Wharf (see 11.3 figure 7 for more detail) ........................................................ 10

3.5. Minimum Under Keel Clearance (UKC) ................................................................. 10

3.6. Arrival Displacements ........................................................................................... 10

3.7. Tidal Levels and Tidal Streams ............................................................................. 10

3.8. Weather Conditions .............................................................................................. 11

3.8.1. Dry Season Weather ...................................................................................... 11

3.8.2. Wet Season Weather ..................................................................................... 11

3.9. Bureau of Meteorology (BOM) Website ................................................................. 11

4. Pilotage ........................................................................................................................ 11

4.1. Compulsory Pilotage ............................................................................................. 11

4.2. Exemption from Compulsory Pilotage ................................................................... 11

4.3. Pilot Boarding Places ............................................................................................ 12

4.4. Pilot Boarding Arrangements ................................................................................ 13

4.5. Pilotage Communications Assignments ................................................................ 13

4.6. Pilot Booking ......................................................................................................... 13

4.7. Notice Required of Cancellation ............................................................................ 14

4.8. Pilotage Fees and Charges ................................................................................... 14

4.9. Pilot Contact Details .............................................................................................. 14

5. Master/Pilot Exchange and Ship Equipment Requirements ......................................... 14

5.1. Master/Pilot Exchange Information........................................................................ 14

5.2. Pre-Passage Briefing ............................................................................................ 15

6. Ship, Tidal and Weather Limitations ............................................................................. 15

6.1. Ship Limitations..................................................................................................... 15

6.2. Environmental Considerations .............................................................................. 15

6.2.1. Tidal Stream .................................................................................................. 16

6.2.2. Wind Limits .................................................................................................... 16

6.2.3. Broome Tidal Levels ...................................................................................... 16

7. A Guide to Entering and Leaving Port .......................................................................... 16

7.1. Entering Port ......................................................................................................... 16

7.1.1. Entering Port Passing West of Channel Rock Beacon ................................... 17

7.1.2. Entering Port Passing East of Channel Rock Beacon .................................... 17

7.2. Leaving Port .......................................................................................................... 20

7.2.1. Leaving Port Passing West of Channel Rock ................................................. 20

7.2.2. Leaving Port Passing East of Channel Rock .................................................. 20

7.3. Caution – Leads Visibility ...................................................................................... 20

7.4. Virtual and Synthetic Aids to Navigation (AtoN) .................................................... 20

7.4.1. Virtual AtoN ................................................................................................... 20

7.4.2. Synthetic AtoN ............................................................................................... 21

7.5. Positioning and Rationale behind Placement of Electronic AtoN ........................... 21

7.6. Reporting and Feedback ....................................................................................... 23

7.7. Navigational Safety ............................................................................................... 23

8. Designated Anchorage Areas ...................................................................................... 23

8.1. Allocation of Anchorages ...................................................................................... 26

9. Towage Requirements ................................................................................................. 26

10. Port of Broome Radio Watch and Reporting Requirements ...................................... 28

10.1. Radio Call Signs and Calling/Working Frequencies ........................................... 28

10.2. Calling Requirements for all Vessels ................................................................. 28

10.3. Radio Procedures for Pilotage, Berthing, Un-berthing and Tug Coordination..... 28

11. Detailed Information - Broome Wharf ....................................................................... 29

11.1. General Details.................................................................................................. 29

11.2. Declared Depths and Displacements at Berths.................................................. 29

11.3. Vessel Berth Assignments ................................................................................. 31

11.4. Height of Wharf Deck ........................................................................................ 31

11.5. Photographs of Wharf........................................................................................ 31

11.6. Fuel Bunker Points ............................................................................................ 32

11.7. Water Points ...................................................................................................... 32

11.8. Wharf Loading and Cranes ................................................................................ 32

12. Immobilisation Requirements ................................................................................... 33

13. KPA Permit to Work System ..................................................................................... 33

14. Bunkering Operations Within Port Limits .................................................................. 35

15. Gangway and Mooring Line Vigilance ...................................................................... 36

16. Wharf Evacuation Procedure .................................................................................... 37

16.1. ................................................................................................................................ 37

16.2. Activation of Alarm ............................................................................................ 38

16.3. Vessels Alongside ............................................................................................. 38

16.4. During Emergency ............................................................................................. 38

16.5. Alarm Testing .................................................................................................... 38

16.6. Evacuation Exercises ........................................................................................ 38

17. Broome Wharf Hazardous Zone ............................................................................... 39

18. Radar Use in the Vicinity of Broome Wharf ............................................................... 39

19. Speed Limit Within Broome Inner Harbour ............................................................... 39

20. Security and Vehicle Access to Broome Wharf ......................................................... 40

20.1. General Security ................................................................................................ 40

20.1.1. Landside Restricted Zone (LSZ) .................................................................... 40

20.1.2. Waterside Restricted Zone (WRZ) ................................................................. 40

20.1.3. Maritime Security Zone (MSZ) ....................................................................... 40

20.1.4. Access to Maritime Security Zones (MSZ) ..................................................... 40

20.1.5. Display of MSIC and Port Access Cards ........................................................ 41

20.1.6. 41

20.1.7. MSIC Issuing Bodies ...................................................................................... 42

20.1.8. Port Access Card ........................................................................................... 42

20.1.9. Port Induction Card ........................................................................................ 42

20.1.10. Cancellation and/or Confiscation of Port Access Card ................................... 42

20.1.11. Lost or Stolen MSIC / Port Induction Passes.................................................. 42

20.2. Vehicle Access to the Wharf .............................................................................. 42

20.2.1. Vehicles Allowed Access to Broome Wharf .................................................... 43

20.2.2. General Access to the Wharf ......................................................................... 43

20.2.3. Persons Requiring Escort .............................................................................. 43

20.2.4. Escort Duties ................................................................................................. 43

20.2.5. Liability for Vehicle Damage ........................................................................... 43

20.2.6. Failure to Comply ........................................................................................... 44

21. Biosecurity and Discharge of Waste in the Port of Broome ....................................... 44

21.1. General ............................................................................................................. 44

21.2. Sewage ............................................................................................................. 44

21.3. Sewage Treatment and Discharge .................................................................... 44

21.4. Ballast ............................................................................................................... 45

21.5. Water Hull Cleaning .......................................................................................... 45

21.6. Relevant Legislation and Penalties .................................................................... 45

21.7. Discharge to Shore ............................................................................................ 45

21.8. Introduction of Exotic Pests ............................................................................... 45

22. Safety & Environmental Management ...................................................................... 45

22.1. Safety ................................................................................................................ 45

22.1.1. Reporting Hazards, Incidents and Near Misses ............................................. 46

22.1.2. Personal Protective Equipment (PPE) Requirements ..................................... 46

22.2. Environmental Management .............................................................................. 46

23. Management of Dangerous Goods ........................................................................... 47

23.1. Dangerous Goods Standard .............................................................................. 47

23.2. Dangerous Cargoes – What are they? .............................................................. 48

23.3. Classification of Dangerous Goods - Description Examples .............................. 48

23.4. High Hazard Dangerous Cargoes for Which Permission is required .................. 49

23.5. Dangerous cargoes handled through the Port of Broome .................................. 49

23.6. Notification and Permissions ............................................................................. 50

23.7. General Requirements ...................................................................................... 50

23.7.1. Packaging and Labelling ................................................................................ 51

23.7.2. Documentation ............................................................................................... 51

23.7.3. Road Traffic ................................................................................................... 51

23.7.4. Training.......................................................................................................... 51

23.7.5. Personal Protective Equipment ...................................................................... 51

23.7.6. Confined Spaces ........................................................................................... 51

23.7.7. Safety Showers .............................................................................................. 51

23.7.8. Hot Work ........................................................................................................ 51

23.7.9. Smoking ......................................................................................................... 51

23.7.10. Communication .............................................................................................. 51

23.7.11. Segregation ................................................................................................... 52

23.7.12. Safety Management System .......................................................................... 52

23.7.13. Emergency Preparation ................................................................................. 52

23.7.14. Inspections and Audits ................................................................................... 52

24. Wharf Logistics ......................................................................................................... 52

24.1. Introduction ....................................................................................................... 52

24.2. Procedure .......................................................................................................... 53

24.2.1. Governing Rules ............................................................................................ 53

24.2.2. Priority Management of Cargo Operations ..................................................... 53

24.2.3. Notification of Changes to Cargo Operations ................................................. 53

25. Berth Booking Process and Priorities ....................................................................... 53

25.1. Introduction ....................................................................................................... 53

25.2. Procedure .......................................................................................................... 53

25.2.1. Governing Guidelines .................................................................................... 54

25.2.2. Priority Berthing Order ................................................................................... 55

25.2.3. Notification of Changes .................................................................................. 55

25.2.4. Cancellation of Berthing Requirements .......................................................... 55

25.2.5. Surveys (Condition and Draft) ........................................................................ 56

25.2.6. Departure - Completion of Cargo Operations ................................................. 56

26. Pilotage Exemption Procedure ................................................................................. 56

26.1. Introduction ....................................................................................................... 56

26.2. Definition of ‘Exempt Master’ ............................................................................. 56

26.3. Eligibility for Pilotage Exemption Certificates ..................................................... 57

26.4. Conduct of Pilotage Exemption Trips ................................................................. 57

26.5. Conduct of Exemption Trips with an Exempt Master.......................................... 57

26.6. Documents Required Prior to Sitting the Pilotage Exemption Examination ........ 58

26.7. Pilotage Exemption Examination ....................................................................... 58

26.8. Award of Pilotage Exemption ............................................................................. 58

26.9. Revalidation of Certificates for masters who have not conducted a movement

within the port for six months ........................................................................................... 59

26.10. Pilotage Exemption Renewal ............................................................................. 59

26.11. Suspension or Cancellation of Pilotage Exemption Certificates ......................... 60

26.12. Exempt Masters Obligation to Record Movements ............................................ 60

27. Arrival Information for Product Tankers .................................................................... 60

27.1. General Information ........................................................................................... 60

27.2. Recommended Arrival and Departure Times ..................................................... 61

27.3. Pilot Boarding .................................................................................................... 61

27.4. Navigation Hazards ........................................................................................... 61

27.5. Mooring Arrangements ...................................................................................... 61

27.6. Mooring Line Vigilance ...................................................................................... 62

27.6.1. Diagram of Recommended Tanker Mooring Configuration............................. 63

27.7. Tugs and Line Boat ........................................................................................... 63

27.8. Side Alongside .................................................................................................. 64

27.9. Local Environmental conditions ......................................................................... 64

27.10. Requirement for Weather Watch ....................................................................... 64

27.11. Number and Size of Hose Connections and Manifolds ...................................... 64

27.12. Vapor Emission Control (VEC) System.............................................................. 64

27.13. Inert Gas Requirements .................................................................................... 64

27.14. Confined Space Entry........................................................................................ 64

27.15. Gangway Arrangements .................................................................................... 64

27.16. Restrictions on Crude Oil washing, Tank Cleaning and Gas Freeing ................. 65

27.17. Advise on Environmental and Load Restrictions Applicable to the Berth ........... 65

27.18. Facilities for the Reception of Slops, Oil Ballast Residues and Garbage............ 65

27.19. Security at the Port ............................................................................................ 65

28. Guidance to Small Recreational Craft ....................................................................... 65

28.1. Recreational Craft Crossing the Wake of Larger Vessels .................................. 65

28.2. Prohibited Anchorage Area................................................................................ 66

29. Moorings (Small vessel seabed moorings) ............................................................... 66

30. Use of Broome Slipway and Careening Guidance .................................................... 67

30.1. Use of Broome Slipway ..................................................................................... 67

30.2. Careening of Vessels in Roebuck Bay ............................................................... 67

VARIATION RECORD:

Version No. Version Date: Brief Description of Change:

1.0 December 2009

1.1 October 2011 Separate from document Key Contact List - now document IFM006/38742 and update email addresses.

2.0 August 2014 Full review.

3.0 July 2015 Full review.

4.0 June 2016 Full review.

Broome Port Services


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Disclaimer.

This Port and Terminal Handbook has been prepared by the Kimberley Ports Authority

(KPA) for the Port of Broome, The Handbook for it applies to all port users, Masters, Owners

and Agents. For further clarification this publication is to be read in conjunction with the Port

Standards and Procedures also found on the KPA website.

The information contained within this handbook is considered correct at the time of issue and

every effort will be made to ensure the efficacy of this Handbook by issuing periodic

corrections. Short notice amendments to this handbook will be made by the issue of a Port of

Broome Local Marine Notice (LMN) as required. All current LMNs and the current version of

this handbook are available on the KPA website.

Any inconsistencies or inaccuracies within this handbook should be brought to the immediate

attention of the Harbour Master. Contact details are as follows:

The Harbourmaster Kimberley Ports Authority PO Box 46 Broome WA 6725 Phone: +61 8 9194 3100 Fax: +61 8 9194 3188 Email: [email protected] Web: www.kimberleyports.wa.gov.au

mailto:[email protected]

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1. EMERGENCY AND USEFUL CONTACT NUMBERS

Operations on Call Officer 0061-417 173 679

Security Gatehouse 0061- 419 044 765

2. PORT BOUNDARIES

The Port of Broome encompasses land, infrastructure and waters as shown in figure 1.

Figure 1: Port Waters




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3. GENERAL INFORMATION

Disclaimer: Some of the following information is an abridged version of information provided

to the Australian Hydrographic Office for inclusion in the Australia Pilot Volume 1 (NP 13).

3.1. Position and Function

The Port of Broome is situated on the northwest shore of Roebuck Bay, close within the

entrance to the bay. The Port is a major export outlet for cattle to a range of countries with

the majority of export going to Indonesia. The Port of Broome is also a major supply base for

fishing, pearling and vessels supporting the offshore oil and gas industry. Cruise and Charter

Vessels are producing a growing industry.

3.2. Port Limits

Port limits are detailed in the Port Authorities Act 1999 as reflected in Chart AUS 50 and

Figure 1.

3.3. Approach and Entry

The Port is approached through Roebuck Deep and entered between:

a. Channel Rock and Entrance Point using the West entry passage plan; or b. through the waters SE and E of Channel Rock using the East entry passage plan for

larger vessels with tidal parameters.

Refer to the Passage Plan in Section 7.

3.4. Limiting Condition Depths

3.4.1. Seaward Approach Channel

The approach to Roebuck Deep from seaward, following the recommended track on

Gantheaume Point Light, has a limiting depth of 9 metres as indicated on AUS 50. There are

numerous shoal areas to the north and south of the approach line and care should be taken

by deeper draught vessels, to ensure that sufficient tide exists for safe passage.

3.4.2. Harbour Approach Channel (022 Leads)

See more detail on 1:5000 datum chart available on the KPA website.

An unmarked 8.2 metre shoal exists 200 metres west of the approach line to the inner harbour as shown on AUS 51.

A 1.5 metre shoal exists 25 metres WSW of Channel Rock Beacon extending into the approach channel.

A 4.7 metre patch exists 110 metres North of Channel Rock Beacon.

A 3.8 metre shoal is marked by an East Cardinal buoy on the western side of the approach channel.

A 4.9 metre shoal exists 300 metres east of the northern wharf head. Care should be taken by deeper draught vessels to ensure that sufficient tide exists to clear this area.

A 4.5 metre shoal exists 160-200 metres east of Channel Rock Beacon.




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Vessels with a draft of more than 5.5 metres must seek the Harbourmaster’s permission before manoeuvring around inner berths 1- 4.

A 5.2 metre rock exists 68 metres NNW of the inner Berth 4.

A 5.5 metre patch exists 30 metres NNW of the inner Berth 4.

3.4.3. Wharf (see 11.3 figure 7 for more detail)

Broome Outer Wharf has a minimum depth of 8.8 metres alongside at the extreme northern

end of the wharf. Annual surveys are conducted by the Western Australian Department of

Transport and depths alongside are updated from this information. The most recent sounding

information was collected in July 2015 is available at www.kimberleyports.wa.gov.au.

3.5. Minimum Under Keel Clearance (UKC)

Minimum Static UKC whilst berthed is 1.0 metre

Minimum Dynamic UKC whilst underway is 1.0 meter + 10% of max. draft

The required UKC is always subject to the Harbourmaster’s discretion with due consideration

to the prevailing environmental conditions (wind, barometer and tidal streams) which may

necessitate a greater UKC.

3.6. Arrival Displacements

The Broome Wharf is rated for a maximum arrival displacement of 40,000 tonnes.

Displacements exceeding 40,000t will require the Harbourmaster’s approval.

See Section 11.3 figure 7 for more detail.

3.7. Tidal Levels and Tidal Streams

The tidal range at Broome is approximately 9.5 metres at maximum spring tides. Tidal

streams in the approaches to the harbour can attain rates of up to 5 knots. At the wharf,

streams can attain rates of up to 3 knots on the eastern face and up to 3-4 knots on the

western face.

The rate and direction of tidal streams need to be carefully assessed by all vessels entering

and leaving Port, irrespective of size.

As a general rule, it is recommended that vessels plan for an arrival which will require

stemming the tidal stream at the berth and reducing the amount of cross stream in the

approach channel or the cut.

The Broome Wharf area experiences approximately 8 hours of ebb stream and 4 hours of

flood stream during a tidal cycle. The stream turns about 2 hours before high water and a

‘false ebb’ (due to a build-up of water in the bay) is experienced at the wharf until the time of

high water, when the actual ebb commences. The tidal stream diagrams in the Australian

National Tide Tables and the Australia Pilot Volume 1 provide a good indication of tidal

stream at the wharf for planning purposes. The tidal streams in Roebuck Deep and in the

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approach channel south of Channel Rock, flood until the time of high water and ebb until the

time of low water.

3.8. Weather Conditions

Broome experiences a tropical climate and has two seasons namely; the Dry Season (May-

October) and the Wet Season (November to April).

3.8.1. Dry Season Weather

During the Dry Season, the port experiences predominantly east to south east winds which

tend to reduce during the afternoons when a westerly sea breeze opposes the predominant

weather. Conditions are normally fine with temperature ranges between 12˚ Celsius during

the night to high 20’s/early 30’s ˚Celsius during the day. The easterly winds normally tend to

be moderate to fresh and appropriate caution should be exercised when berthing at these

times.

3.8.2. Wet Season Weather

During the Wet Season, the port experiences predominantly westerly to north westerly

winds which freshen in the afternoon. Temperatures during the Wet Season range from

the mid-high 20’s ˚Celsius at night through to the mid-high 30’s ˚Celsius during the day, with

associated very high levels of humidity. In view of this being the cyclone season, the port is

subject to tropical squall-line systems associated with cumulonimbus clouds, which results in

occasional violent thunderstorms with associated winds which can exceed 50 knots. These

winds are often from the north east or east. These systems can be detected and monitored

on marine radar and the Bureau of Meteorology (BOM) website.

3.9. Bureau of Meteorology (BOM) Website

Further information about Broome weather and climatic conditions can be obtained at the

Bureau of Meteorology website www.bom.gov.au. Whilst alongside at Broome, vessels are

encouraged to monitor this website, particularly the Broome area radar loop which can

provide advance warning of approaching storm cells, which may make a departure from an

alongside berth necessary.

4. PILOTAGE

4.1. Compulsory Pilotage

In accordance with the Port Authorities Act 1999 and Port Authorities Regulations 2001,

pilotage within Broome port limit is compulsory for the following vessels:

Any vessel over 150 Gross Registered tonnes (GRT);

If engaged in towing, the combined GRT of the tug and tow together exceeds 150 GRT; and

Commercial fishing vessel over 35 meters length overall.

4.2. Exemption from Compulsory Pilotage

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The following categories of vessels shall be exempt from compulsory pilotage:

Australian Defence Force vessels other than those used primarily to transport troops, fuel, stores or equipment;

A vessel used for commercial fishing that is registered in Australia and has a length overall not greater than 35 m;

Vessels less than 150 GRT - this includes the combined GRT of tug and tow;

Vessels that are under the command of an exempt master and may be moved under cover of the exempt master’s valid Pilotage Exemption Certificate (PEC);

Vessels that are being led by another vessel under the control of a pilot in the circumstances outlined in Port Authorities Regulation 40 of the Port Authorities Regulation; and

Vessels that are for the convenience of shipping in the Port or because the vessel is engaged in dredging operations and exempted by the Harbourmaster from using pilotage services.

The Harbourmaster may direct an exempt Master to use a Pilot under certain circumstances as outlined in the Port Authorities Regulations 2001 / No. 31.

4.3. Pilot Boarding Places

The following Pilot Boarding Places are established in the Port of Broome are both located

on chart AUS 50:

Outer Pilot Boarding Place - 17˚ 58.04’ S 122˚ 05.40’ E; and

Inner Pilot Boarding Place - 17˚ 59.25’ S 122˚ 09.9’ E abeam of Gantheaume Lt.

Vessels should normally plan to embark the pilot at the Outer Pilot Boarding Place unless

other arrangements have been confirmed by the Pilot. The Inner Pilot Boarding Place is

normally only used for vessels less than 80m in length after prior arrangement with the

Harbourmaster.

Figure 2: Outer and Inner Pilot Boarding Places




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4.4. Pilot Boarding Arrangements

Pilots will board by pilot launch. Boarding ladders are to be rigged on the lee side, 1.5 metres

above the water. Boarding speed should be between 6-8 knots. Manropes are always

required, even for low freeboard vessels where pilot boarding and clearing occurs through a

rescue zone. Pilot ladders are to be rigged strictly in accordance with SOLAS guidelines as

shown in figure 3.

4.5. Pilotage Communications Assignments

Ships approaching the Port should maintain a listening watch on VHF Channels 16 and 14.

Pilots will normally call arriving vessels at least 30 minutes prior to scheduled boarding on

VHF Channel 14. The KPA maintains a 24 hour listening watch on VHF Channel 16.

After office hours all pilot queries to be directed to KPA on-call officer mob: 0417 173 679.

4.6. Pilot Booking

Bookings for pilots should be forwarded at least 48 hours in advance of the requirement.

Booking requirements can be indicated on the KPA Berth Booking Form and Pre-arrival

notification form. Refer to KPA website.

Rig tenders requiring pilotage should send requirements including ETA as soon as they

leave their respective rigs.

Figure 3: Required boarding arrangement for pilot




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4.7. Notice Required of Cancellation

A minimum of two hours’ notice in writing is required for cancellation of a pilot on arrival and

departure. Should notice of cancellation not be received, the applicable charge will be

invoiced to the customer.

4.8. Pilotage Fees and Charges

For pilot fees and charges refer to KPA website.

4.9. Pilot Contact Details

KPA has contracted the pilotage service to a pilotage service provider. All pilot queries

should be forwarded to the contact details below:

Email: [email protected] Mob: 0417 173 679

Email: [email protected] Mob: 0429 121 875

5. MASTER/PILOT EXCHANGE AND SHIP EQUIPMENT REQUIREMENTS

5.1. Master/Pilot Exchange Information

KPA endorses the concept of the Bridge Team in the light of Bridge Resource Management

principles, with a particular emphasis on concise and closed loop communication as

articulated in various contemporary publications and regulations. The Port recognises that

the safe and timely movement of ships with a Pilot embarked is greatly enhanced when there

is a robust and meaningful Master/Pilot Exchange of Information and a detailed discussion

with the Bridge Team of the planned and intended passage to the berth. Importantly, the

Master/Pilot Exchange of Information between the Pilot and the Bridge Team must produce

an agreed and defined passage to the berth and a shared mental model.

All ships requiring pilotage services are requested to provide the pilot with information about

the handling characteristics of the ship using a standard format International Pilot Card. In

addition to the information contained in the Pilot Card, Ship Masters are requested to provide

the following information:

any historical defect information on critical navigational/manoeuvring equipment,; i.e. engines, thrusters, gyros, steering gear, winches, echo sounder etc;

the frequency of emergency steering exercises and the state of manning and time required to change to emergency steering;

confirmation that both anchors are ready for letting go;

the calculated gyro error;

details of any observed radar errors;

the type of mooring lines used (no wires or ropes);

details of the position-fixing regime to be employed during the passage;

Bridge Resource management policy; and

any other details or defects which may affect the passage.






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5.2. Pre-Passage Briefing

During the pre-passage briefing, the pilot will, where appropriate, include the following items:

the planned route, including berth and or anchorage details;

intended speeds and ETA;

emergency decision points and intentions, including details of emergency

anchorages;

expected traffic including other vessels berthed at the wharf;

the state of wind, sea, tide and current, including current weather forecast and local

weather patterns;

the status of aids to navigation;

special requirements for the use of anchors;

special requirements for fendering in the event that the ship has protrusions which

may cause damage to the ship or wharf;

positions for pilot embarkation/disembarkation and side pilot ladder should be

rigged;

meeting position for the tug(s) and tug configuration (if appropriate);

intended manoeuvre for approaching or leaving the berth; and

mooring arrangements.

6. SHIP, TIDAL AND WEATHER LIMITATIONS

6.1. Ship Limitations

Vessels outside the below parameters will be considered on a case by case basis and

dependent on the Harbourmaster’s discretion.

Maximum Draft 9.1 meter (tidal dependent)

Maximum Arrival Displacement 40,000 M/T

Minimum Depth Alongside Outer Face from CD

8.8 meters (northern end of wharf, quickly deepens to greater than 10 meters)

Minimum UKC for Entry and Departure 1 meter + 10% of the Draft

Minimum UKC Alongside 1 meter

6.2. Environmental Considerations

Broome has an extreme tidal range and is subject to strong tidal streams both in the channel

approaches (The Cut) and at the berths. Dependent upon the size and manoeuvrability of

vessels, some limitations may apply with regard to wind and tidal stream. The information

below represents guidance that masters should take into consideration, dependent upon the




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handling characteristics of their vessels. Ships requiring pilotage will receive advice from the

duty pilot about berthing and un-berthing considerations.

6.2.1. Tidal Stream

Plan the berth approach by stemming the tidal stream, unless the vessel is highly

manoeuvrable.

Product Tankers and Large Cruise Ships should always plan to arrive at around the time of

high water. Sufficient tide must be available to clear the 4.9 metre shoal east of the wharf

head. Large Cruise Ships will normally enter and leave the harbour by passing east of

Channel Rock Beacon due to leeway issues and the proximity of Channel Rock. To this end,

sufficient tide must be available to clear the 4.5 metre shoal, 150 metres east of the beacon.

6.2.2. Wind Limits

The following restrictions may apply:

Products tankers will not normally be berthed in winds exceeding 20 knots,

Large Cruise Ships will not normally be berthed in winds greater than 20 knots,

Conventional ships without a bow thruster will not normally be berthed in winds greater than 20-25 knots, and

Ships will not normally be berthed or let go during thunderstorm activity.

6.2.3. Broome Tidal Levels

7. A GUIDE TO ENTERING AND LEAVING PORT

The following guidance is provided by the Broome Pilots and serves as a basis for the

standard entry and departure plans used for ships embarking a pilot.

7.1. Entering Port

From the outer Pilot Boarding Ground, the recommended track leads 094½˚ True on

Gantheaume Point Light. Deeper draft vessels need to ensure an adequate height of tide to

Tidal Level Height (metres)

Lowest Astronomical Tide (LAT) (Chart Datum) 0.16 m

Mean Low Water Springs (MLWS) 1.1 m

Mean Low Water Neaps (MLWN) 4.30 m

Mean Sea Level (MSL) 5.3 m

Mean High water Neaps (MHWN) 6.40 m

Mean High Water Springs (MHWS) 9.40 m

Highest Astronomical Tide (HAT) 10.50 m




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facilitate safe passage as several shoals with less than 10 metres over them lie to the north

and south of the recommended track shown on AUS 50. Tidal streams on this track flood to

the south and ebb to the north at rates of up to 3 knots at springs.

Dependent upon the size and turning characteristics of vessels, when Gantheaume Point is

on a bearing of 094½˚ True, at a range of 2.2 miles, course should be altered to 130˚ True, to

leave Gantheaume Point 1.0 mile to port, Escape Rocks Buoy 5.5 cables to starboard and

Riddell Point 6 cables to port. On a flood tide, larger and less manoeuvrable vessels may

wish to increase their distance from Riddell Point to between 7-8 cables, in order to provide

more room for the alteration into the Inner Harbour. Tidal streams on the 130˚ track flood to

the south east and ebb to the northwest at rates of up to 3 knots at springs.

Dangers on the 130˚ track consist of the shoal water extending from the coast between

Gantheaume Point and Entrance Point, in addition to the shoal water to the west of Roebuck

Deep, the northern extremity of which is marked by Escape Rocks buoy. At the southern end

of the track, tidal streams will start flooding to the east north east and ebbing to the west

south west at rates of up to 5 knots at springs.

7.1.1. Entering Port Passing West of Channel Rock Beacon

When entering port using the leads and passing west of Channel Rock Beacon, care must be

taken to allow for the cross tidal stream that is experienced on both ebb and flood during the

approach to the cutting.

The natural line of the channel is around 033° true, so vessels need to remain port of the

leads until they arrive at Channel Rock Beacon to maintain a safe clearance from the Rock

which sits 25 metres SW of the beacon. Once on the leads, ships should aim to be

approximately 20 metres starboard of the leading line by the time they reach the east

cardinal buoy to keep themselves clear of the shoal marked by the buoy. All vessels need to

ensure that they have sufficient UKC on the 4.8 metre shoal north of Channel Rock Beacon.

It should be noted that the cross tidal stream experienced in the approach changes direction

to either follow or oppose when you are around 100 metres south west of Channel Rock

Beacon.

7.1.2. Entering Port Passing East of Channel Rock Beacon

When entering port passing east of Channel Rock Beacon, vessels should ensure that they

have sufficient tide to allow a safe UKC on the 4.2 metre shoal (See webpage for latest

survey) to the SSE of the beacon. The recommended track is 012˚ true which leads 145

metres east of Channel Rock Beacon. Care must be exercised with the assessment of tidal

stream and leeway in the approach to ensure safe clearance on the beacon.




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Figure 4: Port Passage Plan West and East of Channel Rock

Way P

oin

ts for:

W

est

of

Channel R

ock

WP

(Pilo

t)

A1 1

7˚

58.0

4’ S

122

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5.4

0’ E

A2 1

7o 5

8.3

1’ S

122

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8.6

6’ E

A3

18

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0.9

0’ S

122

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2.0

0’ E

A

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0.9

0’ S

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2.6

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The Port Passage Plan is provided here as a reference only. Displayed is a passage for both

East and West of Channel Rock dependent on the state of tide and tidal flows and as guided

by the Pilot. Courses, distances and Way Points are for reference only. Master’s & Officers are

to continuously to monitor the vessel’s position and if any time there is a doubt, this is to be

brought to the immediate attention of the Pilot.

Way Points for: West of Channel Rock WP A1 (Pilot) 17˚ 58.04’ S 122o 05.40’ E A2 17o 58.31’ S 122o 08.66’ E A3 18o 00.90’ S 122o 12.00’ E A4 18o 00.90’ S 122o 12.68’ E A5 18o 00.00’ S 122o 13.22’ E (Off the Berth) East of Channel Rock WP A1 & A2 as above C3 18o 01.15’ S 122o 12.30’ E C4 18o 01.15’ S 122o 12.90’ E C5 18o 00.00’ S 122o 13.15’ E (Off the Berth)

Figure 5: Port Passage Plan East and West of Channel Rock




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7.2. Leaving Port

7.2.1. Leaving Port Passing West of Channel Rock

The process for entering port is essentially reversed. Vessels should aim to be around 20

metres east of the leading line when abeam the East Cardinal buoy and to be on or slightly

west of the leading line by the time they reach Channel Rock Beacon. The tidal stream tends

to set vessels towards the East Cardinal buoy on an ebb stream, although there is no

discernible set to port on the flood. The set towards the East Cardinal buoy tends to be

accentuated during easterly winds.

Vessels should be aware of the significant cross stream which commences about 100 metres

south of Channel Rock beacon. This stream can cause shears and steering difficulties at

times, particularly in slower moving vessels.

7.2.2. Leaving Port Passing East of Channel Rock

When leaving port passing east of Channel Rock Beacon, vessels should ensure that they

have sufficient tide to allow a safe UKC on the 4.2 metre shoal to the east of the beacon. The

recommended track is 192˚ true which leads 145 metres east of Channel Rock Beacon. Care

must be exercised with the assessment of tidal stream and leeway in the approach to ensure

safe clearance on the beacon.

The caution about the commencement of the cross stream mentioned above is equally

relevant when leaving port and passing east of the beacon.

7.3. Caution – Leads Visibility

Port users are advised that appropriate caution should be exercised when entering and

leaving port when one or both leads are obscured. This can happen when vessels are

berthed at berths 9-10, when extremely large vessels are alongside or fog.

7.4. Virtual and Synthetic Aids to Navigation (AtoN)

AIS AtoN’s are transmitted from the AIS base station in the form of an AIS message 21. This

broadcast message contains the current position, name and type of AtoN. Each AtoN is

allocated a separate Maritime Mobile Service Identity (MMSI). The Port of Broome has both

virtual and synthetic AtoN’s.

7.4.1. Virtual AtoN

A virtual AtoN is an AtoN which does not physically exist. In simple terms, while a navigation

aid may be indicated on your AIS display, if you look out the window, there will be nothing

there. Virtual AtoN are created by transmission of a Message 21 which indicates the position

of a conventional IALA mark or a reference point. These marks or reference points are

named and will be displayed in conjunction with the type of AtoN.




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7.4.2. Synthetic AtoN

A synthetic AtoN is an electronic AtoN which is transmitted over the position of an existing

AtoN. In simple terms, when you observe a synthetic AtoN on your AIS display, when you

look out the window, there will be an actual buoy or beacon in that position.

7.5. Positioning and Rationale behind Placement of Electronic AtoN

The KPA will transmit nine AtoN from its AIS Base Station. The rationale behind the choice of

these positions is explained below:

AtoN 1 – Escape Rocks Buoy (Synthetic AtoN)

WGS84 Position: 17˚ 59.7039’ South 122˚ 09.512’ East

MMSI: 995031014 AIS Appearance: Starboard Hand Marker

Rationale: This marker has been positioned on top of the existing Escape Rocks Buoy.

AtoN 2 – Nab Rock Marker (Virtual AtoN)


MMSI: 995036001 AIS Appearance: Port Hand Marker

Rationale: This marker has been positioned to delineate the extent of navigable water on the eastern side of Roebuck Deep in the vicinity of Nab Rock.

AtoN 3 – 130 / 210 Marker (Virtual AtoN)

WGS84 Position 18˚ 01.2210’ South 122˚ 12.4835’ East

MMSI: 995036002 AIS Appearance: Reference Point

Rationale: This marker has been placed as an aiming reference point for both entering Roebuck Deep on a course of 130˚ (True) and an aiming reference point for departing the port west of Channel Rock on a course of 210˚ (True).




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AtoN 4 – Entrance Point Marker Synthetic AtoN


MMSI: 995036003 AIS Appearance: Port Hand Marker

Rationale: This marker has been placed on the existing port lateral buoy to mark the extent of navigable water on the reef fringing Entrance Point.

AtoN 5 – East Channel 010˚ / 190˚ (Virtual AtoN)



Rationale: This marker has been placed as an aiming reference point for both entry and departure east of Channel Rock on courses of 010˚ (True) and 190˚ (True) respectively. When passing through this reference point, vessels would pass 150 metres east of Channel Rock.

AtoN 6 – Channel Rock Beacon (Synthetic AtoN)


MMSI: 995031015 AIS Appearance: Isolated Danger Beacon

Rationale: This marker has been positioned on top of the existing Channel Rock Beacon.

AtoN 7 – East Cardinal Buoy (Synthetic AtoN)


MMSI: 995031016 AIS Appearance: East Cardinal Marker

Rationale: This marker has been positioned on top of the existing east cardinal buoy.




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AtoN 8 – Middle Ground Buoy (Synthetic AtoN)


MMSI: 995031017 AIS Appearance: Starboard Hand Marker

Rationale: This marker has been positioned on top of the existing Middle Ground Buoy.

AtoN 9 – (Virtual AtoN)



Rationale: This marker has been placed as an aiming reference point for entering the harbour west of Channel Rock Beacon on a course of 030˚ (True).

7.6. Reporting and Feedback

Port users are invited to provide feedback on the utility and usefulness of the system and

what value they can see in terms of the provision of an electronic aid to navigation to

supplement traditional methods of navigation. Mariners detecting any variance in the location

of a synthetic AtoN should inform the Harbourmaster.

7.7. Navigational Safety

All port users are reminded that as is the case with all aids to navigation, due cognizance

needs to be paid to all available pieces of positional information in order to maintain the safe

conduct of any vessel. The use of a single aid to navigation to the exclusion of visual and

aural cuing, supplemented by radar, echo sounder and other electronic aids to navigation

can quickly result in vessels standing into danger.

8. DESIGNATED ANCHORAGE AREAS

Designated anchorages within the Port of Broome were promulgated at Australian Notice to

Mariners 249/2009 and are clearly indicated on charts AUS 50 and AUS 51. These

anchorage positions have been designed along the following lines:

Roebuck Bay Anchorage (RB1 – RB9) – These anchorages have been positioned south of

Middle Ground and are specifically designed for rig tenders and seismic survey vessels.

Masters who consider any of these anchorages unsuitable for their vessels for any reason

(specifically draft limitations) should bring these reasons to the attention of the Port.




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Entrance Point Anchorage (E1 - E4) – These anchorages have been positioned south west

of Entrance Point and are again designed for rig tenders and seismic survey vessels.

Masters who consider any of these anchorages unsuitable for their vessels for any reason

(specifically draft limitations) should bring these reasons to the attention of the Port.

Gantheaume Point Anchorage (G1 - G4) – These anchorages are situated north of

Gantheaume Point and are designed for use by rig tenders and seismic survey vessels.

Outer Anchorage (O1-O3) – These anchorages are situated to seaward of the outer pilot

station and are designed for livestock vessels and vessels of greater than 100 metres in

length awaiting pilot boarding at the outer pilot boarding ground.

Inner Anchorage North East of Broome Wharf - Use of the area annotated “Inner

Anchorage” on AUS 51 and situated to the north east of Broome Wharf is only to be used by

pearling, fishing and charter vessels. Naval patrol boats and Australian Customs vessels

may also use this anchorage area provided that there is sufficient sea room available to

safely accept them. Vessels using this anchorage are to ensure that they do not encroach

upon the prohibited anchorage area marked on AUS 51 and are not to anchor within the line

of moorings, generally situated within the 10 metre contour.

Refer to Figure 6.

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Figure 6: REC95913 Broome Anchorage as shown on AUS 50

O1

O3

O2

G3 G1

G4 G2

E4

E3

E2

E1

RB2 RB3 RB4 RB5 RB6 RB7

RB8 RB9

RB1

OUTER ANCHORAGE

MAX DRAFT

POSITION GANTHEAUME Lt. Ho.

LATITUDE LONGITUDE BEARING RANGE

O3 9.5 17O 55.00’S 122O 04.00’E 118O(T) 7.3’

O2 9.5 17O 56.00’S 122O 04.00’E 111O(T) 6.8’

O1 7.0 17O 57.00’S 122O 04.00’E 103O(T) 6.5’

GANTHEAUME

ANCHORAGE MAX

DRAFT

POSITION GANTHEAUME Lt. Ho.


G4 8.0 17O 56.00’S 122O 09.50’E 157O(T) 2.6’

G3 8.0 17O 56.50’S 122O 09.50’E 152O(T) 2.2’

G2 8.0 17O 55.00’S 122O 10.00’E 167O(T) 2.5’

G1 8.0 17O 56.50’S 122O 10.00’E 165O(T) 2.0’

ENTRANCE ANCHORAGE

MAX DRAFT

POSITION CHANNEL ROCK Bcn


E4 5.5 18O 01.20’S 122O 10.75’E 068O(T) 0.19’

E3 5.5 18O 01.35’S 122O 11.15’E 058O(T) 0.16’

E2 5.5 18O 01.50’S 122O 11.55’E 045O(T) 0.14’

E1 4.5 18O 01.65’S 122O 11.95’E 027O(T) 0.13’

ROEBUCK BAY

ANCHORAGE

MAX DRAFT

POSITION CHANNEL ROCK Bcn


RB1 8.0 18O 01.30’S 122O 13.70’E 315O(T) 1.0’

RB2 8.0 18O 01.30’S 122O 14.15’E 300O(T) 1.4’

RB3 8.0 18O 01.30’S 122O 14.60’E 295O(T) 1.7’

RB4 8.0 18O 01.30’S 122O 15.05’E 290O(T) 2.2’

RB5 6.5 18O 01.30’S 122O 15.45’E 286O(T) 2.5’

RB6 6.5 18O 01.30’S 122O 15.90’E 285O(T) 2.9’

RB7 6.5 18O 01.30’S 122O 16.35’E 283O(T) 3.3’

RB8 6.5 18O 00.90’S 122O 15.90’E 277O(T) 2.9’

RB9 6.5 18O 00.90’S 122O 16.35’E 275O(T) 3.3’

NOTE: Maximum drafts based on Low Water Springs.

Aus 50




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8.1. Allocation of Anchorages

Ships agents and logistic coordinators are to request an allocated anchorage from

Operations before the arrival of their vessels. A vessel arriving at port limits is not to proceed

to anchor at either the Entrance Point or Roebuck Bay anchorages unless they have been

provided with an anchorage allocation by KPA. In these instances, vessels should anchor at

the outer anchorage and await further instructions from the port during normal working hours.

Until such a time as KPA generates a VTS capability, short notice anchorage allocations will

not be possible outside working hours.

9. TOWAGE REQUIREMENTS

Port users should note that two tugs are available to provide towage services.

Tug “Yarra” 43t bollard pull – 2 x Azmuthing Stern Drive propulsion units.

Tug “Drysdale” 30t bollard pull – 2 x Azmuthing Stern Drive propulsion units.

If necessary, pilot vessel Kestrel can provide a limited push/pull capability of approximately 5t

bollard pull.

Communications with the tug will normally be established by the Broome Pilot on the working

channel (VHF Channel 6). In the event of atmospheric ducting, creating interference from

other ports on the primary working channel, a secondary channel will be employed after

agreement between the Pilot and the Tug Master. The secondary working channel will

normally be VHF Channel 8.

In ordinary circumstances, the tugs will supply their own line. However port users should be

prepared to supply a line in emergency situations. If utilising the pilot vessel Kestrel on a line,

ships will be required to provide their own line.

The following table articulates the prudent operational limits which have been determined by

KPA, noting potential wind and tidal conditions. The information below is a guide only and

may change dependent upon ship type or conditions. The Harbourmaster may be consulted

at any time to provide towage clarification for clients as it is important that appropriate tugs

are ordered to facilitate the safe handling of ships. The conduct of Berthing/Un-berthing

operations are limited to winds up to maximum sustainable speed of 25 knots.

The following towage requirements are promulgated for the Port of Broome.




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PORT OF BROOME TOWAGE GUIDE

TYPE OF VESSEL WIND ≤ 15 KNOTS WIND ≥ 15 KNOTS

Highly manoeuvrable vessels less than 100 metres in length. Twin screw with bow or bow and stern thrusters

No towage No towage

Single screw vessel with Bow and Stern thruster 80-130 (m) in length

No towage 1 Tug

Single Screw vessel with thruster 80-130 (m) in length

1 tug 1 Tug

Single Screw vessel without thruster 80-130 (m) in length

2 Tugs 2 Tugs

Single Screw vessel without thruster 130-160 (m) in length.

2 Tugs 2 Tugs

Single screw vessel with thruster 130-160 metres in length.

1 Tug 2 Tugs

Single screw vessel with or without thruster greater than 160 metres in length.

2 Tugs 2 Tugs

Large Passenger Vessels 1 Tug 1 Tugs

Product tankers (Medium Range Size) and Ammonium Nitrate vessels.

2 Tugs 2 Tugs

The towage tables above should be taken into consideration when making port bookings.




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10. PORT OF BROOME RADIO WATCH AND REPORTING REQUIREMENTS

KPA maintains a 24 hour radio watch on VHF Channel 16/14. This service operates from the

Operations Building during office hours and from the Security Gatehouse outside office

hours.

10.1. Radio Call Signs and Calling/Working Frequencies

The following specific information should be noted:

Port Call sign: ‘Port of Broome’

International Call sign: VH6HZZ

Calling Frequency: VHF Channel 16

Working Frequency: VHF Channel 14

Alternative Working: VHF Channel 12 and VHF Channel 6

10.2. Calling Requirements for all Vessels

In order to accurately track specific port information, the following calling requirements are to

be adhered to by all vessels:

a. on passing Escape Rocks Buoy inward bound, to indicate entry of port limits; b. after being secured alongside the wharf vessels are to report first line and all fast

times; c. after anchoring, vessels are to report their anchorage time and position; d. prior to departing the wharf or weighing anchor vessels are to indicate their intentions

to the port; e. on passing Escape Rocks Buoy outbound, to indicate departure from port limits.

During this call, vessels should also indicate the times of last line or anchor aweigh; f. prior to commencing fuel bunkering operations to seek approval for the operation and

to ensure that bunkering permits and check-lists have been properly completed; g. on completion of fuel bunkering operations; and h. in the event of any emergency situation (i.e. fuel spill, fire, flood, medical emergency,

damage to the wharf, security incident report etc.).

10.3. Radio Procedures for Pilotage, Berthing, Un-berthing and Tug Coordination

Pilots contracted to KPA for the Port will normally employ VHF Channel 6 while conducting

pilotage manoeuvres and controlling the tug and pilot boat. During these periods, it is

requested that other vessels employ the alternative working frequency (VHF Channel 14 or

12) for communications with the port. This will normally be coordinated by the port radio

operator.

Masters of vessels with a valid pilotage exemption should communicate with their relevant

Wharf Supervisor on VHF Channel 6 to coordinate optimum berthing position and line

requirements during berthing/un-berthing.




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11. DETAILED INFORMATION - BROOME WHARF

11.1. General Details

Broome Wharf was commissioned in its present site in 1966. An extension to the wharf was

completed in 2005 providing a total of 331 metres of wharf space on the outer face. The

wharf has flat pile fenders on both outer and inner berths. Power, potable water and diesel

fuel can be provided from the wharf in accordance with figure 7.

The following vessel displacements can be accommodated at the wharf:

Berths 1–4 – 9,000 M/T

Berths 5-8 – 40,000 M/T

Berths 9-10 – 50,000 M/T

Berths 11-12 – 1,500 M/T

The following bollard ratings exist on the wharf:

Berths 1-8 – 35 M/T

Berths 9-12 – 50 M/T

11.2. Declared Depths and Displacements at Berths

The last annual survey of the Broome Wharf was conducted in July 2015. From these survey

sheets, the following declared depths are promulgated for each berth:

Berth CD Depth Max. Displacement

Berth CD Depth

Max. Displacement

1 5.1m 9,000 MT 7 11.4m 40,000 MT

2 9.6m 9,000 MT 8 11.4m 40,000 MT

3 8.1m 9,000 MT 9 11.1m 50,000 MT

4 8.0m 9,000 MT 10 11.2m 50,000 MT

5 8.8m 40,000 MT 11 5.9m 1,500 MT

6 11.1m 40,000 MT 12 5.4m 1,500 MT




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Issue date: June 2016

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11.3. Vessel Berth Assignments

While there is great flexibility in the allocation of berths, KPA normally allocates berths to

vessels as follows:

large Cruise Ships – Berths 5-10 (normally the entire outer face, dependent upon size of vessel);

Products Tankers – Berths 5-8;

Bitumen Tankers – Berths 5-8;

Break-Bulk Vessels (cement, Barite etc.) – Berths 9-10;

General Cargo Ships – Berths 3-4, 5-6 and 9-10;

Livestock Carriers –Berths 5 – 8;

large AHTS/PSV/Seismic – Berths 3-4, 5-6, 7-8 and 9-10;

small AHTS/PSV/Seismic – Berths 3-4, 5-6, 7-8, 9-10 and 11-12;

small Cruise Ships (30-105 metres)/Charter Vessels – Berths 1-2, 3-4, 5-6, 7-8, 9-10 and 11-12;

Pearling, Commercial Fishing and Private Vessels – Berths 1,2,3,4,11 and 12;

Naval and Customs Patrol Boats – Berths 1,2, 3,4, 11 and 12; and

larger Warships – Berths 3-4, 5-6, 7-8, 9-10.

11.4. Height of Wharf Deck

The wharf deck is 13.397 metres above LAT. The top of the fender system is 1.2 metres

below the level of the wharf deck.

11.5. Photographs of Wharf

Photograph 1 – Berths 9-10 viewed from NNE




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11.6. Fuel Bunker Points

Bunker points are shown on the wharf diagram with delivery rates also indicated.

Small vessels normally employ the fuel bowsers at berths 2, 3, 4, 11 and 12. These bowsers

are operated by swipe cards. Swipe cards will not be activated until such a time as a system

induction has been completed. Inductions can be arranged through Broome Bunkering

Services on phone (08) 9193 5554.

11.7. Water Points

Water bunkering points are indicated on the wharf diagram with delivery rates also indicated.

KPA provides hoses for connection except for 25mm hose for recreational users.

Water quality testing is conducted periodically and results of this testing can be provided on

request.

11.8. Wharf Loading and Cranes

Old Section: Rated to 3.4 tpm2 – 100t crane is the maximum crane permitted to be used to

all limits.

New Section: Rated to 4.5 tpm2 – 250t crane. Maximum lift that is permitted is 61 tonne at a

radius of 14m.

(Broome Wharf is undergoing an 18 month extension of life project and on completion the

entire wharf will have the same rating as the new section).

Photograph 2 – Berths 5-8




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KPA has access to the following cranes:

One 250 tonne crane;

One 100 tonne crane;

Two 45 tonne cranes; and

All lifting equipment is maintained in accordance with the manufacturer requirements and complies with AS 2550 & Marine Orders Part 32.

12. IMMOBILISATION REQUIREMENTS

Vessels wishing to immobilise main machinery or auxiliary machinery which effects a

vessel’s ability to get underway in the Port, are to complete an application form and forward

to the Harbourmaster for approval at the first available opportunity. A copy of the application

form is on the KPA webpage under the Permit to Work section.

It should be noted that approval for undertaking an immobilisation activity will rarely be given

during the Cyclone Season (November – April) because of frequent line squall activity which

can affect the Port with little notice.

In the event that an immobilisation request is approved, vessel Masters will be required to

maintain an extremely vigilant watch on weather conditions and ensure that their vessel is

able to be underway in time to react to any weather event or other emergency which may

make a departure from a berth or anchorage necessary.

13. KPA PERMIT TO WORK SYSTEM

KPA operates a Permit System for the conduct of certain activities. Permits are required for

the conduct of activities on Port Land, including the Slipway area and within Port Waters. The

permit system is designed to ensure compliance with relevant safety and environmental

guidelines.

Permits are obtained on the KPA website from the Permit to Work section.




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= Not required = KPA Permit Format required.

* General Works: Required for any work to be performed that is identified as non-routine

maintenance work with safety and environmental hazard potential, e.g. high pressure water

jetting, removal of handrails/gratings/fixed ladders, pressure testing (all situations), any work

involving spraying pesticides or insecticides, any work being conducted at the slipway and

launch and retrieve of vessels from the slipway.

If in doubt notify or clarify with Port Operations.

KPA permits are compulsory for the following prohibited activities:

All vessels in Port waters

Third party contractors KPA jurisdiction

KPA works operations jetty Engineering land based

Bunkering Permit.

Bulks Transfer Permit

Hot Work Permit

Confined Space Entry Work Permit;

Notify Port

Working at Height / Over the Side Permit;

Notify Port

Diving Permit; Section 8

Abrasive Blasting and Spray Painting Permit

General Work Permit *;

Launching of Life Boats or Rescue Craft other than for an emergency.

Request Port permission



Immobilise Main Engine

Electrical Work Permit;

High Voltage Permit;

Excavation and Penetration Permit;

Figure 8: Matrix KPA Permits




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14. BUNKERING OPERATIONS WITHIN PORT LIMITS

Bunkering (Refuelling) is a prohibited activity in Port Waters, vessels are to comply with

Kimberley Ports Authority’s permit to work system for undertaking bunkering and petroleum

transfer whilst within port limits. The Port Waters (Limits) are identified on Chart Aus 50.

These limits extend and encompass Gantheaume (Cable Beach) anchorage.

In addition, vessels must inform the KPA of bunkering activities as per the Port Authorities

Regulations, 2001, Schedule 1, Division 2, Regulation 5A & 10.

Unless authorised by the harbourmaster, the master of a vessel in the port must not cause or

permit the vessel to be bunkered Penalty: $12,000.00.

Only those persons/company who are issued a KPA Bunker Licence may provide bunkers or

the transfer of Class 3 products by hose.

The person/company undertaking the bunkering is required to apply for the bunker permit as

per KPA’s Permit to Work System as a Permit Applicant, for example;

Vessels undertaking their own diesel bunkering operations through the bowsers (must also have a valid bowser induction certificate) ;

All third party bunker operations;

When bunkering the following steps must be complied:

Submit a KPA bunkering permit to the KPA Operations department. Applicants to endeavour to submit at least 24 working hours prior to the bunkering operation;

persons undertaking bunkering using the bowsers must have a valid induction certificate;

inform KPA of commencement and completion time of bunkering on VHF Channel 14;

Once bunkering is complete the form must be completed and returned to the gatehouse or by mutual agreement email to [email protected] ;

Kimberley Ports Authority (KPA) has a legislative responsibility to monitor and control the conduct of fuel bunkering operations across the wharf. Vessel masters also have a legislative responsibility for the safe conduct of bunkering operations in their vessels;

KPA has a pro forma Bunker Check List that can be used as a guide and adapted to suit a particular operation. This check list is available on request. It is however the Vessel Master’s responsibility to ensure that they are meeting their legislative obligation and vessel masters bunker checklist;

Vessels are required to carry their own environmental protection equipment including absorbent material for placement around bunker points, associated valves and breather tubes. Masters must not transfer sludge or waste oil during hours of darkness without the express permission of the Harbourmaster, which will not be given unless the transfer is deemed to be an emergency requirement (e.g. a cyclone setting down on the port). No waste oil etc. is to be stored on the deck of any vessel or on the wharf when a cyclone watch has been issued for the area; and




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KPA does perform Bunker Audits and any operation not meeting best practice Bunkering procedures will have their Bunker Permit cancelled until systems a satisfactorily rectified.

Failure to comply with the above regulations and requirements may incur a fine of $12,000 for each offence.

15. GANGWAY AND MOORING LINE VIGILANCE

In recent times there have been a number of incidents and near misses at the Broome wharf

with regard to the arrangement of gangways leading to vessels alongside. On some of these

occasions, gangways have come very close to separating from the wharf, creating an

unacceptable risk to personnel. This trend is a disturbing one and highlights the requirement

for Master’s to be reminded about the need for constant vigilance with regard to monitoring

gangways.

The high tidal range in Broome, particularly at spring tide, will necessitate the frequent re-

positioning of gangways in most vessels. The situation with tidal range will be exacerbated if

mooring lines are not properly tended. Vessel Masters are responsible for a failure of their

vessel to ensure that mooring lines and gangways are in a safe state.

All Vessels between 40 to 95 metres and over will moor with a minimum of two Head Lines,

two Stern Lines, one Forward Spring Line and one Aft Spring Line. Larger vessels will moor

in accordance to their recommended mooring plan.

It is the responsibility of the Master to know the rated Bollard strength at the Berth and to

ensure that it is not exceeded, by the accumulation of moorings on a single Bollard that

would result in exceeding the rated bollard strength.

Information on Bollard Ratings is available from the Pilot, KPA Staff, VHF Channel 14 or KPA

web page.

The KPA provides a 24 hour service for the re-positioning of gangways. Notwithstanding,

vessels need to provide early advice (minimum 30 minutes) of the need for the re-positioning

of gangways so that they can be moved conventionally through the use of a fork-lift. Lack of

attention to the angle of gangways can result in a crane being required for repositioning, at a

substantially greater cost to the vessel. The requirement for a crane causes a significant

delay to gangway movement, particularly out of hours, with obvious safety implications.

During normal working hours, gangway movements can be arranged by calling the Port

office or by liaising with the relevant wharf supervisor.

Outside working hours, gangway movements can be arranged by calling the Port of

Broome Security Gatehouse on VHF Channel 16 or on mobile phone 0419 044 765. If

vessels are unable to contact the port on VHF Channel 16, the mobile phone number

should be used.

An inability to contact the port on VHF Channel 16 should be reported to port management at

the first available opportunity and corrective action will be taken.




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To Emergency Muster

Point Outside Wharf

Restaurant

Lumpers Mess

Emergency siren and

activation point

Siren activation point

Jetty Emergency

Muster Point

BROOME JETTY EMERGENCY

EVACUATION ARRANGEMENTS

SYMBOL KEY

All port users are requested to give this matter their full attention, in the interest of ensuring

safety at the wharf and to ensure that an appropriate number of gangways are available for

other port users.

16. WHARF EVACUATION PROCEDURE

An Emergency Evacuation Alarm (siren sound) is installed on the Broome Wharf at the

intersection of the wharf face and the wharf neck. The purpose of this Emergency Evacuation

Alarm is to indicate an emergency situation on the wharf or on a vessel alongside the wharf,

which makes an evacuation of the wharf necessary.

The emergency siren can be activated from two positions (as shown at Figure 9):

In the vicinity of the Lumper’s Mess-room, at the intersection of the wharf face and the wharf neck; and

At the north-west corner of the cargo shed on the wharf face.

Typically, an emergency evacuation will only be required in the event of fire or a major fuel/oil

spill. During these types of emergency, personnel will need to be cleared away from the

area, in order to ensure their own safety and to provide unobstructed access for emergency

vehicles that may be required to deal with the specific emergency.

16.1.

Figure 9: Broome Wharf Emergency Evacuation Arrangements




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16.2. Activation of Alarm

Upon activation of the emergency alarm, personnel on the wharf are to follow the following

procedure:

stop bunkering and cargo handling operations immediately,

ensure no smoking and no naked lights on the wharf,

isolate power and fuel supplies where possible,

immediately proceed to the muster point on the wharf shown at Figure 9,

await evacuation from the wharf to the muster point on the grassed area outside the Wharf Restaurant. Evacuation will be effected by the Port Bus or through the use of carpooling as directed by the Wharf Supervisor, and

remain at the muster point outside the Wharf Restaurant until clearance to leave the area has been received. This will allow Port employees to account for mustered personnel.

16.3. Vessels Alongside

Vessels alongside the wharf during the activation of the Emergency Evacuation Alarm are to

monitor VHF Channels 16 and 14. Coordinating instructions and emergency situation reports

will be transmitted by the Port as appropriate on VHF Channel 14. Vessels should bring their

engines to immediate readiness, should an emergency departure from the Wharf be deemed

necessary by individual Masters, or if ordered by the Port.

16.4. During Emergency

The Emergency Evacuation Alarm will continue to sound while the emergency is being dealt

with unless ordered by the Harbourmaster. This may be ordered in circumstances where

alarm isolation is required to facilitate better communications between emergency response

teams. Instructions for activating and resetting the Emergency Evacuation Alarm are sited

next to the activation points shown at Figure 9.

16.5. Alarm Testing

KPA will test the Emergency Evacuation Alarm every second Tuesday at approximately

10:00 am. Kimberley Ports Authority employees will advise vessels prior to the test occurring.

Additionally, a warning message will be transmitted on VHF Channel 14 prior to the test

occurring.

16.6. Evacuation Exercises

From time to time, KPA will arrange Emergency Evacuation exercises to familiarise Port

users with the evacuation arrangements. A consultation process with affected Port users will

be conducted prior to such exercises to ensure that there are no commercial impacts.




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17. BROOME WHARF HAZARDOUS ZONE

With a view to proactively reducing the level of occupational health and safety risk on the

Broome Wharf, a red line has been established around the perimeter of the wharf,

approximately 1 metre from the edge. The edge of the wharf that lies within this line indicates

a hazardous area due to the risk of falling.

The types of activities that require the use of a Personal Flotation Device (PFD) include but

are not limited to:

Mooring;

clearing mooring lines from obstructions when adjusting them with the tide;

manual loading and discharge of stores;

connection, disconnection and adjustment of fresh water lines or bulks; and

connection of bunkering lines.

When crossing the red hazard line a PFD must be worn by all personnel or be

attached/restrained to a suitable anchorage point or have another approved safety control in

place.

Any breaches of this direction will be reported to the Port HSE department. Any dangerous activities by Port users within the Port of Broome may result in the imposition

of restrictions on offending parties.

18. RADAR USE IN THE VICINITY OF BROOME WHARF

Radiation hazards posed by vessel navigation radars when the radar antenna is at the same

height as personnel working on the wharf or below, has been raised. This is particularly

applicable to small vessels coming alongside the inner berths, however, it can also be

applicable to some larger vessels, dependent upon the height of tide.

While it is understood that the risk posed by standard X or S band radars is low, in the

interest of safety, vessels with radar antenna at or below the level of personnel working on

the wharf are requested to switch their radars off or to standby when within 10 metres of the

wharf. Clearly, vessels should use their discretion if utilising radar to maintain a proper

lookout and when navigating in conditions of restricted visibility.

19. SPEED LIMIT WITHIN BROOME INNER HARBOUR

When passing within 400 metres of the Broome Wharf all vessels, including recreational craft

and tender vessels, are to proceed at a speed not exceeding 8 knots. This will alleviate the

problem of unnecessary wash affecting vessels, particularly small vessels alongside the

wharf. The wash from vessels proceeding at excessive speeds can cause significant

movement of vessels alongside and result in dangerous situations while handling cargo.




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20. SECURITY AND VEHICLE ACCESS TO BROOME WHARF

20.1. General Security

The Port of Broome is a Security Regulated Port and is required to comply with the Customs

Act 1901 and the Maritime Transport and Offshore Facilities Security Regulations 2003 Act

and Regulations (2005). Under the Act and Regulations, a port has defined landside and

waterside restricted zones for implementation at different security levels.

20.1.1. Landside Restricted Zone (LSZ)

The KPA Landside Restricted Zone commences at the Security Gatehouse and includes all

of the wharf neck and the wharf, with the exception of the public access walkway on the

south side of the wharf neck.

20.1.2. Waterside Restricted Zone (WRZ)

An exclusion zone is permanently in force for a distance of 60 metres around all parts of the

wharf. This zone is enforced in accordance with the approved Port Security Plan.

20.1.3. Maritime Security Zone (MSZ)

Is the combined area of LRZ and the WRZ.

20.1.4. Access to Maritime Security Zones (MSZ)

Persons accessing the MSZ must have a valid reason for doing so and must be:

in possession of valid Maritime Security Identification Card (MSIC) and Port Access

Card; or

be escorted by a person holding the above and be registered at the Port’s Visitor Kiosk; or

a person from a Law enforcement Agency displaying ID card or approved by the PSO.

Figure 10: Combined area of LRZ and WRX




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20.1.5. Display of MSIC and Port Access Cards

MSIC and Access cards must be prominently displayed by people on the wharf unless they

represent a safety impediment to the activities they are conducting. In any event, passes

must be carried at all times so that they can be presented on request. Failure to carry these

passes is an offence and is subject to heavy fines.

20.1.6.

Figure 11: Security Access Protocol




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20.1.7. MSIC Issuing Bodies

KPA is not an MSIC Issuing Body. A list of Issuing Bodies is at: www.infrastructure.gov.au

20.1.8. Port Access Card

A Port Access Card is issued to port users who possess a valid MSIC and have completed

the port induction process. Port Access Cards attract a $75.00 charge.

Charges for renewal of lost cards will incur a $37.50 charge.

20.1.9. Port Induction Card

A Port Induction Card is issued to all contractors after they have undertaken port induction.

This card is valid for all port areas outside of the Maritime Security Zone.

This card will provide unescorted access to Port Lands only. If a Port user has a valid

induction card and requires this to be upgraded to an Access Card, KPA will upgrade the

card and the $75.00 charge will apply.

20.1.10. Cancellation and/or Confiscation of Port Access Card

Should a person be deemed by KPA to have breached KPA procedures with regard to safety

and/or security, their Port Access Card may be confiscated and cancelled until such a time

as the person has conducted another Port Induction. During this period, the person will be

denied access to the Restricted Zone unless under escort.

Repeated offences may result in an extended or permanent ban being applied to a particular

person and denying access to the Landside Restricted Zone, even if an escort is present.

20.1.11. Lost or Stolen MSIC / Port Induction Passes

Lost or stolen MSIC’s must be immediately reported to the Issuing Body, the Police and the

KPA.

Lost or stolen Port Access Cards must be immediately reported to KPA.

20.2. Vehicle Access to the Wharf

The aim of this section is to provide direction and safety on vehicle access and wharf

parking. Port users are advised that vehicles are to be parked in accordance with the

guidance contained within this section and that maximum use is to be made of the public

parking areas available off the wharf and the bus shuttle system provided by KPA.

http://www.infrastructure.gov.au/




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20.2.1. Vehicles Allowed Access to Broome Wharf

Only vehicles that the Port deems to have an operational need and meeting the requirements

of this section will be allowed access to the Broome Wharf provided they comply with the

following:

the number of vehicles used by any group is to be kept to a minimum and when not in use for prolonged periods (i.e. greater than 1 hour), KPA may remove vehicles at their cost;

vehicles proceeding onto the wharf are only to remain for the time required for it/the driver to complete the specified task, and if the task requires the driver to leave the vehicle unmanned then vehicle keys must be left inside in the event that the vehicle needs to be shifted due to KPA operational needs;

port users are advised that vehicles will be towed away if they are left for extended hours/days without prior permission; and

KPA may be required to restrict any vehicle access to the wharf area due to congestion or operational needs. KPA will endeavour to give appropriate notice and alternative arrangements.

20.2.2. General Access to the Wharf

Port users requiring access to the wharf by day or night are to park their vehicles in the

public parking area and utilize the port bus/car for access to and from the wharf. During

normal working hours, the bus will be driven by a designated driver who can be contacted

through the port office on (08) 9194 3100 or afterhours Security on VHF Channel 14 or 0419

044 765.

20.2.3. Persons Requiring Escort

Personnel with a valid reason to access the wharf, who are not in possession of both an

MSIC and a Port Pass, are to be escorted at all times by a person who does hold these

documents.

20.2.4. Escort Duties

The escort may be responsible for a maximum of 10 persons (e.g. for cruise ship passengers

or casual pearling company workers) or one-on-one (e.g. a tradesman regaining access to a

ship alongside). KPA can supply an escort under certain circumstances, however, frequent

port users are expected to make suitable arrangements for the transport and escort of their

own employees/tradesmen. Please address any queries to the Operations Manager or

Harbourmaster on (08) 9194 3100. After hours, queries should be addressed to the Security

Gatehouse Operator on 0419 044 765.

20.2.5. Liability for Vehicle Damage

The Broome Wharf is a work site, and the parking of vehicles is at the vehicle owners’ risk.

KPA accepts no liability for any loss, harm or damage of any kind including consequential

losses which the vehicle owner may suffer due to owner’s failure to remove.. Please refer to

the Port Standard Terms and Conditions.




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20.2.6. Failure to Comply

Failure to comply with these requirements will result in vehicles being denied access to the

wharf. The cooperation of all Port users is appreciated in complying with these requirements.

It will contribute to a safer and more secure work environment.

21. BIOSECURITY AND DISCHARGE OF WASTE IN THE PORT OF BROOME

21.1. General

Port users and vessel operators are advised that under Port regulations, the discharge of

waste (other than from approved treatment systems), noxious liquid substances, garbage (of

any type, ground-up or otherwise) or the residue from tank skimming or cleaning is prohibited

within Port limits. This prohibition includes grey water and effluent – particularly that from

livestock carriers. Livestock carriers are prohibited from washing down both while inside Port

limits and within 12 nautical miles distance from the Australian coastal baseline. Incineration

provided it remains in the bounds of MARPOL.

For further information see Local Marine Notice 06/14 Management and Discharge of

Shipboard Waste on KPA website in the Local Marine Notice section.

21.2. Sewage

Sewage as defined by the revised MARPOL Annex IV also includes waste (grey) waters

when mixed with drainage and other wastes from any form of on board toilet or urinal, or any

drainage from a ship dispensary, sickbay etc. via wash basins, wash tubs, shower or

scuppers located in such premises.

21.3. Sewage Treatment and Discharge

All vessels visiting the Port must comply with the following sewage discharge requirements.

Untreated sewage may only be discharged at a distance of more than 12 nautical miles from the nearest land, provided that sewage held in holding tanks is not discharged instantaneously, but at a moderate rate when the ship is proceeded at a speed of not less than 4 knots.

Comminuted and disinfected sewage may only be discharged at a distance of more than 3 nautical miles from the nearest land, providing the system meets technical standards set by the Chief Marine Surveyor (AMSA) or survey authority.

Effluent from an IMO-approved sewage treatment plant (or plant approved by AMSA’s Chief Marine Surveyor) may be discharged at any location providing the effluent does not produce visible floating solids nor cause discoloration of the surrounding water.

Vessels visiting Broome and not equipped with an approved sewage treatment plant must retain sewage on board in a suitable holding tank in accordance with Australian Marine Orders Part 96. These orders contain standard onboard discharge connection dimensions for discharging such waste to reception facilities ashore or afloat.




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21.4. Ballast

Discharge of any ballast that doesn’t meet the Australian Ballast Water Management

Requirements is prohibited in Port Waters.

21.5. Water Hull Cleaning

In-water hull cleaning, including propeller scaling is likewise prohibited.

21.6. Relevant Legislation and Penalties

Relevant State and Commonwealth laws on marine pollution are based on the International

Convention for Oil Pollution from Ships – short title MARPOL 73/78. The equivalent

Australian legislation is the Protection of the Sea (Prevention of Pollution from Ships) Act

1983 (Cwth).

The maximum penalties for pollution under these regulations are $220,000 for an individual

and $1,100,000 for companies.

21.7. Discharge to Shore

Should discharge to shore become necessary while in the Port, details for a local contractor

for waste services should be sought through shipping agents, while keeping the KPA

informed. This includes vessels at anchor that may require removal of waste while at such a

position. KPA can provide a list of appropriate contractors if required.

21.8. Introduction of Exotic Pests

Biosecurity and agriculture management falls under The Department of Agriculture and

Food, Western Australia (DAFWA) promulgate required measures to ensure that vessels do

not introduce any exotic pests and diseases to local waters. Details of these specific

measures are contained at web site:

https://www.agric.wa.gov.au/biosecurity-biosecurity-quarantinebiosecurity-and-agriculture-

management

The Harbourmaster reserves the right to prohibit a vessel from entering the Port’s waters

should a vessel be considered a bio security risk

22. SAFETY & ENVIRONMENTAL MANAGEMENT

22.1. Safety

The safety philosophy of KPA is based upon concepts of cooperative effort, trust, individual

responsibility and accountability. A highly visible, supportive and positive leadership is

encouraged.

Total commitment is required from KPA management, staff, contractors, operating licence

holders and Port users to achieve zero harm and to control all hazards and minimise risk.

http://www.austlii.edu.au/au/legis/cth/consol_act/potsopfsa1983603/

https://www.agric.wa.gov.au/biosecurity-biosecurity-quarantinebiosecurity-and-agriculture-management

https://www.agric.wa.gov.au/biosecurity-biosecurity-quarantinebiosecurity-and-agriculture-management




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The success of safety performance at the Port depends upon the combined capability and

contribution of all personnel. Safety is to be regarded as of the utmost importance in all port

operations and activities and is factored into the engineering and design of any projects,

equipment or plant.

Safety procedures and briefings apply to all activities within the Port. No activities are to be

conducted without the conduct of a safety briefing and the completion of a permit if

applicable.

22.1.1. Reporting Hazards, Incidents and Near Misses

It is the responsibility of all personnel to report any hazards in the Port or any incidents or

near misses during the conduct of activities. Hazards, incidents and near misses should be

reported via the Hazard Observation Process or to the KPA Health, Safety and

Environmental department.

22.1.2. Personal Protective Equipment (PPE) Requirements

All personnel on the Broome wharf or in work areas within KPA’s purview are to wear

appropriate PPE at all times. The minimum requirement consists of:

high visibility clothing;

mandatory PPE - long sleeves and long-legged trousers,

safety boots,

hard hat, and

safety glasses.

Additional PPE should be worn commensurate with the work activity being conducted.

22.2. Environmental Management

KPA has an Environmental Management System and maintains a close association with the

Department of Environment and Regulation and other government and non-government

environmental groups.

The Port lies within Roebuck Bay, which is a pristine waterway and home to a number of

important species of flora and fauna. As a responsible environmental steward, KPA is

dedicated to the protection of the environment and the implementation of best practice in the

conduct of our operations. Roebuck Bay contains a dedicated Ramsar site (a wetland of

international significance) and likely to have a Marine Park established shortly.

Any environmental hazards or concerns should be immediately reported to the

Harbourmaster and/or the Health Safety Environmental department.




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23. MANAGEMENT OF DANGEROUS GOODS

23.1. Dangerous Goods Standard

The Port is the major general cargo port for the Kimberley region in Western Australia, and

the handling of potentially dangerous cargoes is an integral part of its operations.

Dangerous cargoes are defined in the Australian Standard 3846-2005 and generally include

cargoes that may present a safety hazard to people or the marine environment. Strict

controls are in place to ensure that these cargoes are handled safely in the port, and are

moved promptly out of the port area.

KPA has a responsibility under the legislation to control the conditions under which

dangerous goods are handled and/or kept in the defined port operational areas. [The

Australian Standard 3846: The handling and transport of dangerous cargoes in port areas

was developed in 1998.] This standard was designed to complement the International

Maritime Dangerous Goods (IMDG) Code.

The key elements of this Standard include:

a. notifying port authorities of dangerous cargo shipments, b. general requirements and procedures for the safe handling of dangerous cargoes, c. segregating incompatible products, d. time constraints for products sitting on the wharf (the higher the hazard the shorter

the time the product may be kept on the wharf), e. emergency response procedures, including firefighting resources, and f. management systems to cover aspects such as training and communication.

The Dangerous Goods Safety (Goods in Ports) Regulations 2007 came into effect on

1 March 2008 and cover all ports within Western Australia. These regulations provide the

legislative application of AS 3846 and outline the specific responsibilities of the different

parties such as the berth operator, the vessel owner and the port authority.

KPA has an obligation under the regulations to have in place a safety management system

to control the risks associated with the handling and transport of dangerous cargoes in the

port area.

For land transport from the Port area, the Australian Dangerous Goods Code for Transport

by Road and Rail applies until the product reaches its destination.

The Western Australia Hazmat Coordinating Committee coordinates the State response to

emergencies involving hazardous chemicals. The Fire and Emergency Services Authority is

the lead combat authority, with advice provided by safety and environmental experts.

In preparation for emergencies, a National Oil Spill Response Plan and a National Chemical

Spill Response Plan have been developed by the Australian Maritime Safety Authority

(AMSA). These plans outline the process for dealing with spills and accidents and are

designed to establish a framework for all States to develop their own response plans. The




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respective State plans integrate with the national plans and include a process for activating

the national plans in the case of major accidents.

23.2. Dangerous Cargoes – What are they?

Dangerous cargoes are defined in Australian Standard AS3846-2005. The definition for the

purposes of shipping is broader than that used for land transport since some materials are

only hazardous when shipped in bulk or they present a greater hazard in a marine

environment as compared to a land environment. The formal definition of dangerous cargoes

includes:

a. oils covered by Annex I of MARPOL 73/78, b. gases covered by the IMO Code for the Construction and Equipment of Ships

Carrying Liquefied Gases in Bulk, c. noxious liquid substances or chemicals, including wastes, covered by the IMO Code

for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk and Annex II of MARPOL 73/78,

d. dangerous goods, hazardous and harmful substances, materials and articles including environmentally hazardous substances (marine pollutants) and wastes covered by the International Maritime Dangerous Goods Code (IMDG Code), and

e. solid bulk materials possessing chemical hazards and solid bulk materials hazardous only in bulk (MHBs), including wastes covered by Appendix B of the IMO Code of Safe Practice for Solid Bulk Cargoes (BC Code).

The term ‘dangerous cargoes’ includes any empty, uncleaned packaging’s (e.g. tank

containers, receptacles, intermediate bulk containers (IBCs), bulk containers, portable tanks

or tank vehicles) that have previously contained dangerous cargoes, unless the packaging’s

have been cleaned of residue of the dangerous cargoes and purged of vapour’s so as to

nullify any hazard, or have been filled with a non-dangerous substance.

Dangerous Goods as determined by United Nations criteria are the major subset of

Dangerous Cargoes and encompass the classes described below in 23.3.

23.3. Classification of Dangerous Goods - Description Examples

Class 1 – Explosives gelignite, detonators, fireworks, flares

Class 2.1 – Flammable Gases LPG, acetylene, natural gas

Class 2.2 – Compressed non-flammable Gases nitrogen, argon

Class 2.3 – Toxic Gases chlorine, sulphur dioxide, ammonia

Class 3 – Flammable Liquids petrol, kerosene, solvents

Class 4 – Flammable Solids xanthates, calcium carbide, sulphur

Class 5.1 – Oxidising Substances ammonium nitrate, solid pool chlorine

Class 5.2 – Organic Peroxides MEKP (Methyl Ethyl Ketone Peroxide)




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Class 6 – Toxic Substances sodium cyanide, pesticides

Class 7 – Radioactive Substances monazite, uranium

Class 8 – Corrosive Substances sulphuric acid, caustic soda, hydrofluoric acid

Class 9 – Miscellaneous Dangerous Goods dry ice

NOTE: Some dangerous goods that have more than one type of hazard (e.g. flammable and

toxic) may be assigned a sub-risk to warn of the subsidiary risk. For this example the

substance would be described as a Class 3 Sub-risk 6.1 substance.

Material limits must be assessed according to both types of hazards and the most restrictive

requirements applied.

23.4. High Hazard Dangerous Cargoes for Which Permission is required

CLASS DESCRIPTION NOTES

Class 1 Explosives Applies to all explosives (except for Class 1.4S).

Class 2.1 & 2.3 Flammable Gases and Toxic Gases. Applies to entry of packaged and bulk,

but excludes cylinders packed in freight containers.

Class 5 Oxidising Substances - applies to:

Packing Group I in quantities exceeding 30 tonnes; or

ammonium nitrate or calcium hypochlorite in quantities exceeding 400 tonnes (packaged in containers) or 150 tonnes (break bulk – e.g. loose IBCs);

ammonium nitrate or ammonium nitrate fertilizers in bulk.

Class 7 Radioactive Substances Applies to all radioactive substances.

Class 8 Corrosive substances Applies only to Packing Group I substances in isotainers or in

bulk.

All Classes Packing Group I in bulk. Applies to all dangerous cargoes of Packing Group I (the

highest hazard) when shipped in bulk tankers.

23.5. Dangerous cargoes handled through the Port of Broome

The following table is the permissible amounts allowed through Port of Broome:

Ammonium

Nitrate

Class

1.1

Class

1.5

Class

1.6

Class 1.2 Class 1.3 Class

1.4

Quantity 5,000 MT 50 MT 50 MT 50MT >250MT >250MT No

limit

10,000 MT as

part shipment




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The majority of dangerous cargoes being transported through the Port are associated with

the mining and offshore oil & gas industries and include:

petroleum products;

ammonium nitrate;

explosives;

flammable gases and liquids;

radioactive substances;

corrosive liquids, such as acids and caustic soda; and

specialty chemicals.

This document describes how the regulations and the Australian Standard 3846 and the

responsibilities for the handling of dangerous cargoes through the Port are applied so that:

dangerous cargoes are handled and transported safely;

there are no inadvertent breaches of the applicable laws; and

all parties involved in shipping dangerous cargoes through the Port of Broome have sufficient information regarding the applicable limits, standards and legislation to facilitate the planning and movement of such cargoes.

23.6. Notification and Permissions

Advance notification is required for all dangerous cargoes entering the Port. This notification

is required at least 24 hours prior to any dangerous cargo being brought into the Port/wharf

area. The format of the required advance notification in accordance with Section 3 of AS3846

is shown below.

Permission is required for these cargoes if one or more of the following occurs:

the special hazards associated with the cargoes,

the need to ascertain the conditions under which cargo entry may be permitted,

the need to liaise with or to seek approval from other regulatory authorities,

the need to undertake specific risk assessment or to ensure appropriate Safety Management Systems are in place prior to handling of the cargo, and

the need to coordinate port services, emergency resources and other shipping movements.

In addition to notification, permission is required for the entry of particular high hazard

cargoes (see Table 2 below) to the Port. It is strongly recommended that permission be

sought well in advance of planning such shipments and in some instances prior to loading at

the port of origin. Requests should be directed to the Harbourmaster.

NOTE: Notification and permission also applies to transit cargo.

23.7. General Requirements

The following are general requirements applicable to the handling and transport of any

dangerous cargoes within the limits of the Port.




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23.7.1. Packaging and Labelling

All dangerous cargoes delivered to or from the Port area must be packaged, marked,

labelled and placarded in accordance with the IMDG Code.

23.7.2. Documentation

Documentation accompanying the dangerous cargoes (for delivery by land) must be in

accordance with the Australian Dangerous Goods Code (ADG Code).

23.7.3. Road Traffic

Procedures and signs are required to be put in place in the Port area to ensure road traffic

operates in a safe manner.

23.7.4. Training

Appropriate training is required to be provided (and refresher training) so that skilled

personnel are employed in the handling of dangerous cargoes and in the appropriate

emergency procedures.

23.7.5. Personal Protective Equipment

Appropriate personal protective equipment shall be readily available whenever dangerous

cargoes are being handled.

23.7.6. Confined Spaces

Any activity requiring personnel, other than the ship’s crew, to enter a confined space must

be conducted in accordance with AS2865.

23.7.7. Safety Showers

A safety shower and eyewash facilities must be provided ready for use whenever toxic,

corrosive or skin sensitising substances are handled in bulk.

23.7.8. Hot Work

Activities involving hot work shall be carried out in accordance with AS1674.1 and AS1674.2

and shall not be conducted within the limits of the Port without approval of the

Harbourmaster. Requests for permits to conduct hot work are to be directed to KPA’s

Operations Department by email or fax.

23.7.9. Smoking

Smoking is only permitted in clearly marked areas declared safe by the ship’s master, or

Harbourmaster.

23.7.10. Communication

For the duration of dangerous cargo handling and bunkering operations, a reliable and

effective means of communication must be in place between the ship and KPA.




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23.7.11. Segregation

Packaged dangerous cargoes being prepared for transport by sea or being unloaded from a

ship shall be segregated in accordance with Table 5.2 of AS3846.

23.7.12. Safety Management System

A Safety Management System is required to be in place that enables the identification,

assessment and control of risks associated with the handling of dangerous cargoes.

23.7.13. Emergency Preparation

A written emergency plan must be in place for dealing with any dangerous situation arising

from the handling or transport of a dangerous cargo in the port area. The emergency plan

must be developed in consultation with the emergency services authorities.

All persons engaged in handling or transporting dangerous cargoes in a port area must be

aware of the emergency plan and competent in operating any necessary response

equipment that they may be required to use.

Any safety equipment that may be required for an emergency must be readily available.

23.7.14. Inspections and Audits

The regulatory authority including KPA shall be granted access to a ship or berth at any time,

to conduct inspections and audits.

24. WHARF LOGISTICS

24.1. Introduction

KPA endeavours to ensure that Port operations are conducted safely and efficiently. This

requires the management of all operations on the wharf involving interaction between cranes,

trucks, forklifts, light vehicles, trailer mounted equipment, and pedestrians. This is achieved

through a range of controls including traffic management, safe working areas, PPE free

areas, safe operating procedures, restricted parking areas and clear communication

systems.

The Port of Broome wharf is a unique working environment with a 660m access jetty and a

26m wide by 331m long wharf. This results in all traffic entering and leaving the wharf via a

single point and a tight turning circle for trucks on the wharf. Trucks are frequently required to

reverse into position.

Where safe systems of work are not available, work will be stopped until the hazards have

been rectified by the Port user and it is possible to safely carry out the work. This may result

in the delay of cargo operations at a cost to the Port user

Flexibility, planning and education are critical to maximise the use of the wharf.




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24.2. Procedure

24.2.1. Governing Rules

The order of work in which vessel is allowed to undertake cargo operations will be decided

entirely at the discretion of KPA.

KPA always reserves the right:

a) to change, cancel or reschedule any cargo operations at any time and for any reason, b) to impose conditions, as it sees fit, in relation to anything concerning cargo

operations, and c) any directions or orders given by the KPA concerning wharf logistics management

must be complied with as soon as possible, and KPA will not be liable in any way for any delays, demurrage or other costs or losses of any kind that may arise as a consequence of any directions or orders that are given. Refer to Port Standards and Procedures for more information.

24.2.2. Priority Management of Cargo Operations

The order in which KPA allows vessels to undertake cargo operations is based on a range of

factors including:

a. maintaining a safe work environment on the wharf and approaches, b. the vessel's readiness and ability to commence loading or unloading of its nominated

cargo on a continuous basis, c. KPA receiving complete and accurate cargo manifests, d. confirmation of resources being booked by the agent, vessel or their representative, e. the cargo type, and f. weather and/or tidal conditions.

24.2.3. Notification of Changes to Cargo Operations

KPA Operations Department must be promptly notified in writing of any variations to any information provided in the Application for Berth, confirmation of booked resources or manifest information. Facsimile, email or written confirmation is required for cancellation of Cargo Operations. Cancellation charges for booked resources may be applicable in accordance with KPA Fees and Charges.

25. BERTH BOOKING PROCESS AND PRIORITIES

25.1. Introduction

This procedure is established under the provisions of the Port Authorities Act 1999 and is

designed to maximise Port efficiency and meet customer service levels.

25.2. Procedure




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25.2.1. Governing Guidelines

At all times, berth allocation and the order in which vessels are allowed to proceed to, or to

be removed from, any berth will be decided entirely at the discretion of the KPA

Harbourmaster.

KPA reserves the right to:

order the removal of any vessel for any legitimate reason and also a vessels failure to maintain the requirement of continuous cargo operations;

change, cancel or reschedule any berth allocation or the order in which vessels are allowed to proceed to berth at any time;

ensure that any directions or orders given by KPA concerning berthing be complied with as soon as possible. KPA will not be liable in any way for any delays, demurrage or other costs or losses of any kind that may arise as a consequence of any directions or orders that are given; and

Note: Nothing in these Guidelines limits the powers or discretions of the KPA or its

Harbourmaster under any of its governing legislation, including, but not limited to the Port

Authorities Act 1999, the Port Authorities Regulations 2001, the Marine Act 2003, the

Maritime Transport and Offshore Facilities Act 2003 and Regulations 2005, KPA Port

Standards and Procedures .General Position

In general terms, the allocation of berths and the order in which KPA allows vessels to

proceed to berth is based on the order of a vessel’s arrival at the Port outer pilot boarding

ground/s (as marked on charts AUS 50). In considering berth allocations and the order in

which vessels are allowed to proceed to berth, KPA will take into account:

The timely reception of the correct berth booking pro forma documentation, which is obtainable from the KPA website, is prescribed as follows:

The Expression of lnterest form (EOI) submitted a minimum of 72 hours prior to

arrival;

The Berth Application form submitted a minimum of 72 hours prior to arrival; and

Pre- arrival Notification form completed by the Master and received 24 to 48 hours prior to arrival. (Forms to be submitted to [email protected])

KPA will allocate berths based on the following:

a vessel's readiness and ability to commence loading or unloading of its nominated cargo immediately upon arrival at the berth,

the vessel's readiness and ability to work its nominated cargo on a continuous basis, and

KPA may, without limiting its other rights or powers in any way, depart from the general position at any time including circumstances where arrangements are made between KPA and particular vessels or their agents or connections in regard to changing the general order of berth allocations or the general order in which vessels are allowed to proceed to berth.

KPA’s Operations Department will release the berth allocation schedule each day at 1400 hours.





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25.2.2. Priority Berthing Order

The order of priority may not apply in the following circumstances:

in the event that the vessel is a passenger cruise vessel,

that agreement between relevant parties is reached in order to change the berthing order,

a vessel arriving first is not scheduled to work cargo immediately,

a hold condition survey (where required) has not been passed,

tide and/or weather conditions may provide unsafe conditions for berthing a vessel, (berthing and un-berthing of vessels during severe weather conditions are at the Harbourmaster’s discretion. Once a decision to cease berthing/un-berthing operations has been made, KPA will advise all affected parties. It should be noted that under certain climatic conditions it may not be possible to berth/un-berth certain vessels. Such decisions are made at the discretion of the Harbourmaster;

a ministerial direction provides guidance for berthing priority; or

a vessel is restricted to working at a particular berth;

25.2.3. Notification of Changes

The KPA Operations Department must be promptly notified of any variations to any

information provided in the Berth pro forma documentation.

The Port Operations Department is to be advised 48 and 24 hours prior to the vessels

scheduled arrival of:

the estimated time of arrival,

any variation to the vessel's estimated time of arrival, and

any variations to the vessels manifest.

A vessel that for any reason other than natural causes, orders cargo work to be suspended

or which the Australian regulatory authorities detain, may remain alongside to solve the

problem, provided that another vessel is not competing for the same berth.

If a vessel wants to exceed the its booked berthage time by more than 2 hours and another

vessel is waiting for that berth, then KPA may, at its discretion, order the berthed vessel to be

removed to an anchorage or another suitable berth if available.

All costs associated with extending a berthage and/or moving a vessel from a berth will be

charged to the agent, owner or the principal of the vessel.

25.2.4. Cancellation of Berthing Requirements

If a Port user or their representative wishes to cancel a berth booking they must provide to

the Operations Department notice of the cancellation by facsimile or email.

KPA may, in its sole discretion, charge for a berth cancellation as set out below:

Less than 48 hours’ notice before berth booking time 50% of the cancellation fee*

Less than 24 hours’ notice before berth booking time 100% of the cancellation fee*




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*The cancellation fee will be equivalent to the charges the vessel would have had to pay for

berthage, Navigational Aid charges, Infrastructure Levy, Safety Levy and Security Levy, had

the vessel visited the Port.

KPA may also, in its sole discretion, charge for any booked resources - associated with the

cancelled booking.

Pilotage cancellations will incur a fee if written notice is not received two hours prior to the

scheduled pilot movement. Vessel Master/owner or agent must contact Port Operation’s on

call duty officer for a cancellation.

25.2.5. Surveys (Condition and Draft)

If a vessel requires a condition survey prior to the commencement of cargo operations, the

survey must be carried out and completed prior to the vessel's arrival at berth. This may be

done either at the anchorage or berth, with KPA prior permission.

If a vessel fails to pass a condition survey the Harbourmaster must be notified immediately.

A vessel which fails to pass a required survey will loses its berthing priority. If the vessel is

alongside it may be moved at the Harbourmaster’s discretion and at the vessel’s account.

25.2.6. Departure - Completion of Cargo Operations

Upon completion of cargo work a vessel must depart from the berth at the first opportunity. A

request to delay a departure will be approved or declined at the Harbourmasters discretion

and vessel’s cost. The Harbourmaster may order a vessel to depart the berth at the vessels

cost.

26. PILOTAGE EXEMPTION PROCEDURE

26.1. Introduction

Pilotage Exemption Certificates are issued by the (KPA) to eligible Masters and First Mates.

The principal behind the pilotage exemption process is to ensure that candidates have the

necessary knowledge of the Port to safely conduct ships within Port limits. The objective of

the exemption process is for the Harbourmaster to be comfortable with the maintenance of

vessel safety within the Port and the protection of Port infrastructure. This section explains

the procedure to be followed by the Master or First Mate of a vessel seeking a pilotage

exemption certificate for the Port. The procedure articulates the legislation and regulations at

the references as applied by KPA.

26.2. Definition of ‘Exempt Master’

An ‘exempt master’ means ‘the master or first mate of a vessel who holds a pilotage

exemption certificate’ for the Port.




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26.3. Eligibility for Pilotage Exemption Certificates

A person may make an application to the KPA Harbourmaster for the issue of a pilotage

exemption certificate. A daytime exemption certificate will be issued if:

the person is entitled to reside in Australia under an Act of the Commonwealth; and holds:

an appropriate certificate of competency issued under the Navigation Act 2012,

an appropriate certificate of competency issued under the WA Marine Act, or

a certificate of competency or other qualification recognised by KPA as equivalent to the certificates of competency mentioned above, and

the person, within 12 months prior to the date of application has been:

the Master of a vessel under the control of a pilot on at least five occasions when the vessel was moved into and out of the Port, or

the First Mate of a vessel under the control of a Pilot or under the command of an exempt Master for the number of movement occasions mentioned above and when on each occasion, remained on duty on the vessel’s bridge while it was so moved.

An exemption for both daytime and night-time vessel movements will be issued when at

least two of the moves both into and out of port have occurred at night;

26.4. Conduct of Pilotage Exemption Trips

When conducting trips for the pilotage exemption certificate, movements should be planned

to occur at different states of the tide, commensurate with the handling characteristics of the

vessel being piloted.

Attention should be paid to entering and leaving Port during spring tide conditions when the

environmental factors in the Port are more challenging. At least four of the entry trips should

involve berthing at the wharf and four of the departure trips should incorporate letting go from

the wharf. Pilotage exemption trips can be compiled in two ways:

embarkation of a KPA approved Pilot for the five entry trips and five departure trips; or

acting as the First Mate of a vessel under the command of an exempt master or the control of a Pilot as defined above.

26.5. Conduct of Exemption Trips with an Exempt Master

Exemption trips can be conducted when the exemption candidate is acting as First Mate in a

vessel under the command of an exempt Master. The candidate should obviously execute

these trips under the supervision of the exempt Master. When the exempt Master is satisfied

that the candidate is ready for a pilotage exemption certificate, he/she should raise a letter of

recommendation to the KPA Harbourmaster, including a log of the trips conducted under

supervision.

Notwithstanding the trips conducted with an exempt Master, a KPA approved Pilot is to be

embarked for at least one trip into and one trip out of the Port (by day and night) before any




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pilotage exemption application will be processed. These trips are to incorporate berthing and

letting go from the wharf.

26.6. Documents Required Prior to Sitting the Pilotage Exemption Examination

When exemption applicants are ready to sit the pilotage exemption examination, they should

contact Harbourmaster (phone: 08 9194 3100 or email:

[email protected]), to arrange a suitable time. When presenting for

the examination, candidates are required to bring copies of the following documents:

a completed Application for Pilotage Exemption;

a copy of the appropriate Certificate of Competency;

a copy of valid AMSA Medical Certificate;

a copy of an Exempt Master’s Letter of Recommendation (where trips have been conducted with an exempt master); and

a recent size passport size photograph.

26.7. Pilotage Exemption Examination

The KPA pilotage exemption examination is a written examination which normally takes

about two hours to complete. It covers AtoN characteristics, recommended tracks, tides and

tidal streams within port limits, dangers in the port, anchorages and prohibited anchorage

areas, minimum depths and local environmental conditions. The written examination may

also be supplemented by a verbal examination should insufficient information be evidenced

within the examination. Completed examinations are retained on file by KPA.

NB: 30 days’ notice is required prior to setting of an exam date.

26.8. Award of Pilotage Exemption

After completion of the exemption examination, the Harbourmaster for formal approval, at

which point an exemption certificate will be mailed to the applicant and an invoice will be

raised in the amount of $660 (including GST). If an applicant fails the examination they will

be able to sit for another examination after the expiration of one month.

As long as all training requirements have been met, the pilotage exemption certificate will be

issued with nil restrictions. However, if the requisite number of night trips has not been

conducted, then the exemption will be issued with a daylight restriction only. In order to have

daylight restriction removed, the required night movements must be conducted with a KPA

Pilot embarked.

The PEC is awarded in two stages, firstly Day light only and then unrestricted.

On completion of the following the Day light only (sun rise to sunset) PEC will be awarded. Pilots recommendation that all training requirements have been met.

Suitable 80% pass mark of PEC exam. The examination must be booked one month in advance.

Payment of the $660.00 (incl. GST), and;

Harbourmaster’s discretion and approval.





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A holder of a Day light only PEC is eligible to then apply for an unrestricted PEC once the

candidate has completed two in and two out, with a Pilot in the hours of darkness.

Period of Pilotage Exemption Validity

KPA Pilotage Exemption Certificates for the Portis valid for a period of two years from the

date of issue. The anniversary date will be the date the candidate successfully passed the

examination. Exemptions will remain valid unless:

a. an exempt Master does not move a vessel under the authority of the Master’s exemption certificate for a period of six months;

b. at the expiration of two years from the date of issue; or c. if the Pilotage exemption certificate is suspended or cancelled by the Harbourmaster.

If an exempt Master does not move a vessel under the authority of his/her exemption certificate for a period of twelve months, the Pilotage Exemption Certificate will be cancelled and Master will re-commence the process for the issue of another exemption certificate.

The KPA Pilotage Exemption Certificate (PEC) is not valid if the holder does not navigate the

vessel (as stated in it) in the Port limits within a six month period. The holder in this instance

must contact the Harbourmaster. The Harbourmaster may require at least one vessel

movement in and out of the Port under supervision of an approved Pilot before revalidating

the certificate. These trips are to incorporate berthing and letting go from the wharf.

A PEC will be cancelled if the certificate holder does not navigate a vessel, as defined in the

PEC within the Port limits for more than a 12 month period. The PEC holder will be required

to undergo the complete pilot exemption application process.

26.9. Revalidation of Certificates for masters who have not conducted a movement within the port for six months

Exempt Masters, who have not conducted a vessel movement within the Port under the

authority of their Pilotage Exemption Certificate for a period of greater than six months, will

be required to have their exemption certificate revalidated. This revalidation can be

completed by the exempt Master conducting one trip both into and out of the Port with Pilot

embarked. These trips are to incorporate berthing and letting go from the wharf.

26.10. Pilotage Exemption Renewal

Exempt Masters who wish to renew their exemption certificates are to forward a copy of the

following documentation to the KPA Harbourmaster 30 days in advance:

an application for Pilotage Exemption Renewal (available from KPA);

a copy of the Master’s Certificate of Competency;

a copy of the exempt Master’s valid AMSA Medical Certificate;

a log containing details of the last three movements into and out of the Port; and

a renewal fee of $600.00.




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When approved by the Harbourmaster a new Pilot Exemption Certificate will be issued and

the same exemption number will be retained. If deemed necessary by the Harbourmaster,

KPA reserves the right to have the applicant sit another theoretical examination. Once

issued, the renewed Pilot Exemption Certificate will be valid for a period of two years under

the circumstances detailed in 26.10.

26.11. Suspension or Cancellation of Pilotage Exemption Certificates

The Harbourmaster may suspend or cancel a Pilotage Exemption Certificate if it is deemed

that an exempt Master has contravened the Port Authorities Act or Regulations, or if it is

deemed that an exempt Master is unable to move a vessel commensurate with the required

standards within the Port. Formal written advice of the suspension or cancellation of

certificates will be provided by the Harbourmaster. The subject Master has the right of appeal

as described in Port Authorities Regulations 57 and 58.

26.12. Exempt Masters Obligation to Record Movements

An exempt Master is obliged to maintain a record of each occasion when a vessel is moved

under the authority of his/her Pilotage Exemption Certificate. Details to be recorded include:

the name of the vessel,

the LOA and GRT of the vessel, and

The time and date that the vessel was moved.

This written record may be called upon intermittently by the Harbourmaster, in order to internally audit the pilotage exemption system.

27. ARRIVAL INFORMATION FOR PRODUCT TANKERS

27.1. General Information

The following information is provided for the benefit of Oil Tanker Masters in accordance with

International Safety Guide for Oil Tankers & Terminals ISGOTT Section 22.2.4.

Charts - AUS 50, 51 and 324

Minimum Depth alongside Terminal at Chart Datum (Lowest Astronomical Tide) - 8.8

meters at northern tip of wharf. Depths quickly deepen to greater than 10 meters. Height of

Wharf Deck Above CD (LAT) – 13.397 meters.

Maximum Permissible Draught - 9.1 meters (tidal dependent). Draughts of 9.6 meters can

be accepted if tidal conditions are favourable. A UKC of 1.0 meter alongside is required while

a maximum permissible air draft is not applicable. The maximum arrival displacement is

40,000 M/T.

Maximum Wind Limit for Arrival - 20 knots (dependent upon direction and other

environmental factors). Wind strength of 15 knots or less is preferred. Maximum wind limit for

cargo discharge is 30 knots




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Proximity of Thunderstorm Activity - Discharge is to cease if thunderstorm activity

approaches to within 3 miles.

Port Communications - The Operations Department is manned between 0800 - 1630 Hours

Monday to Friday. During these times, a listening watch is maintained on VHF Channel

14/16. The Operations Department can be contacted on phone +61 8 9194 3100 during

working hours. Outside working hours, the KPA on-call Duty Operations Officer can be

contacted for scheduled moves on 0417 173 679. Thirty minutes prior to scheduled pilot

boarding time, the Pilot can be contacted on VHF Channel 14. The security gate can be

contacted 24 hours a day on phone +61 419 044 765. The security gate maintains a watch

on VHF Channel 14/16 outside office hours.

27.2. Recommended Arrival and Departure Times

Because of the high tidal range and significant tidal streams in the Port, the pilot will normally

plan to arrive and depart at around the time of high water. The preferred pilot boarding time

is 30 minutes to 60 minutes before the time of high water on arrival. Departure times will be

discussed after berthing and will depend upon departure draughts.

27.3. Pilot Boarding

The Pilot will board at the outer pilot boarding place indicated on chart AUS 50. Boarding is

to be conducted on the lee side using a combination ladder arrangement with two manropes,

complying with IMO guidelines. During the North West Monsoon (September-March),

significant swell is experienced in the harbour approaches. During this time of year, boarding

is normally conducted on the starboard side with the ship on a north easterly heading.

27.4. Navigation Hazards

The principal navigation hazard in the harbour is the narrow cutting between Channel Rock

and the shoals off Entrance Point. Strong cross currents exist in the approach to the cutting

which dictates arrival and departure times at around the time of high water. A 4.9 metre shoal

exists 300 metres to the east of the northern wharf head. Sufficient tide is required to allow

clearance of this shoal on arrival and departure.

27.5. Mooring Arrangements

Due to the high tidal range in in the Port, the short lead available for headlines and to ensure

gangway and manifold discharging areas remain clear at all states of tide, spring lines are

reversed as shown in the attached diagram. The forward spring lines are led forward and the

aft spring lines are led aft. Breast lines are run across the wharf deck to bollards on the other

side of the wharf to ensure maximum effectiveness while the vessel remains alongside. All

bollards on the old (northern) section of wharf are rated to 35 M/T. Bollards on the wharf

extension (southern half) are rated to 50 M/T.

Due to the operational constraints and in the interest of safety KPA will not accept wire

ropes, used in any combination, as mooring lines.




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27.6. Mooring Line Vigilance

The large tidal range in the Port requires close attention paid at all times to the arrangement

of vessel mooring lines while alongside.

All Masters must be aware and have due consideration of the unique environmental

challenges associated with Berths in the Broome by way of exposure to wind, tidal range and

streams, surge and wave height.

Master’s must ensure that their Vessel is at all times securely and safely moored. It is the

Master’s responsibility to monitor and evaluate the weather / environmental factors against

the forecasted conditions and act in the interests of good seamanship.

When evaluating the associated risks, due regard shall be given to the prevailing

circumstances and conditions with due consideration, but not limited to the following:

expected environmental factors for the duration at the berth by way of forecast weather, tidal range and tidal streams, surge and wave height,

the vessel’s limitations and characteristics by way of its windage area (refer to calculations if available), mooring equipment and available manning, and

the optimum mooring pattern, number, size (diameter), type, breaking strain and condition of moorings to be used.

All Vessels between 40 to 95 metres will moor with a minimum of two headlines, two stern

lines, one forward spring line and one aft spring line. Larger vessels will moor in accordance

to their recommended mooring plan.

It is the responsibility of the Master to know the rated Bollard strength at the Berth and to

ensure that it is not exceeded by the accumulation of moorings on a single Bollard that would

result in exceeding the rated bollard strength.

Information on bollard ratings is available from the Pilot, KPA Staff, VHF Channel 14 or KPA

web page.




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27.6.1. Diagram of Recommended Tanker Mooring Configuration

27.7. Tugs and Line Boat

The Port is serviced by two azmuthing stern drive (ASD) tugs, the “Yarra” (43 tons bollard

pull) and “Drysdale” (30 tons bollard pull). Each tug will normally provide its own towing line

when connecting to the vessel. The pilot boat “Kestrel” may be used as a lines boat when

required.




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27.8. Side Alongside

Products Tankers will normally be moored port-side-alongside on arrival while conducting a

turn through 180o on departure. This arrangement is considered to be the safest method of

mooring in the local conditions.

27.9. Local Environmental conditions

See Section 6 & General information in Sections 3 - 7.

27.10. Requirement for Weather Watch

All vessels alongside are required to maintain a close watch on the weather at all times for

weather events which may pose a risk to their ship. This is particularly the case during the

Wet Season (Nov-March). The Operations Department can be contacted for generic forecast

information if requested. In the event of cyclone development, ships will be provided with

guidance, based upon the special forecasts obtained by the Port.

Master’s are to maintain a good visual watch as well as utilizing all other available means to

make a full appraisal of the weather situation when alongside. A useful tool for forecasting

potential thunderstorm activity is the Broome radar loop located at the Bureau of Meteorology

website: www.bom.gov.au

27.11. Number and Size of Hose Connections and Manifolds

Broome Wharf has one receiving manifold situated at berth 7. The discharge hose used

comprises 4 lengths of 24 meter, 8 inch hose. A 1 km pipeline runs from the wharf to the tank

farm.

27.12. Vapor Emission Control (VEC) System

Ships system to be used.

27.13. Inert Gas Requirements

Vessels must operate and test I.G System before entering Port.

Ensure that oxygen level in cargo tanks is less than 8% by volume.

Cargo - unloading operations must not take place without an operational I.G system

Non-inerted tankers will not be accepted.

27.14. Confined Space Entry

Confined space entry is to be conducted only with Harbourmaster’s approval.

27.15. Gangway Arrangements

Ships will normally employ their own accommodation ladder and use it as the gangway

connection to the shore. This is the Port’s preferred option. A close watch needs to be

http://www.bom.gov.au/




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maintained on the gangway to ensure safe access at all times, while experiencing the high

tidal heights in Broome.

27.16. Restrictions on Crude Oil washing, Tank Cleaning and Gas Freeing

Permission must be obtained from the Harbourmaster before any crude oil washing and tank

cleaning operations can take place on-board the vessel.

No gas freeing operations will be allowed at berth.

Ships are not to immobilise engines without an approved permit by the Harbourmaster.

27.17. Advise on Environmental and Load Restrictions Applicable to the Berth

KPA is committed to environmental protection and all Masters are to comply with legislation

and the requirements of the Port and Terminal Handbook.

Vessels berthing at the Broome wharf are not to exceed a displacement of 40, 000 MT.

27.18. Facilities for the Reception of Slops, Oil Ballast Residues and Garbage

Details are contained in the Discharge of Waste section of this Handbook. Waste disposal

should be coordinated by agents, giving as much notice as possible.

27.19. Security at the Port

Ships are required to declare their security level to the Pilot prior to boarding on VHF

Channel 14. A Declaration of Security is required for Product Tankers. A 60 metre waterside

exclusion zone surrounds the Broome jetty head.

The landside restricted zone includes all of the Wharf and the Wharf Neck. Vessels are

required to maintain a visual lookout for suspect vessels approaching from seaward, alerting

the Security Gatehouse immediately on +61 419 044 765.

Vessels, crew, agents and contractors are not to walk on the wharf neck at any time other

than for an operational reason e.g. draft survey. Transport to and from the wharf from the

security gate can be arranged through KPA by the ships agent. Personnel will not be able to

pass onto or off the wharf without a valid Maritime Security Identity Card (MSIC) and a KPA

Induction Pass. Personnel without these cards are to be escorted at all times by a person in

possession of these cards. For transport onto and off the wharf, the Port Bus can be

arranged by contacting the Port Office during working hours on +61 8 9194 3100 or the

Security Gate outside working hours on +61 419 044 765.

28. GUIDANCE TO SMALL RECREATIONAL CRAFT

28.1. Recreational Craft Crossing the Wake of Larger Vessels

Recreational boaters within the Port are advised that larger vessels including tugs, rig

tenders, support craft and deeper draft vessels often leave a substantial wake behind them

and a recreational craft, hitting this wake at speed, may cause injuries to passengers and/or




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damage to the craft. Recreational boat owners and commercial small craft users are strongly

advised to take care when crossing the wake of a larger vessel and to slow down when doing

so.

Small craft skippers should also never attempt to pass in front of larger vessels which apart

from being sometimes faster than they first appear, can be up to 32 metres wide, a distance

which takes longer to cross than is sometimes available. Furthermore, the ship Master and

Pilot cannot see small craft passing close in front of their ship because of the angle of sight

from the ship’s bridge over the bows. Light Ships high out of the water have a significantly

longer blind arc ahead of them.

Potential problems involving ship wakes and visibility ahead are compounded by darkness –

small craft owners cannot see a larger vessel wake by night.

Tugs and support craft within the Port slow down as much as possible to minimise wake, but

due to the square shape of some vessels even a slow speed will still produce noticeable

waves astern in the wake.

28.2. Prohibited Anchorage Area

It has often become apparent that some recreational craft anchor in the approach channel to

the Port area, or make fast to navigational marks within the channel. These actions represent

a potential hazard to both life and vessels and are subject to penalties under the Port

Authorities Act. KPA will monitor this type of activity and recreational boat owners are

requested to comply with the intent of this regulation to ensure the safe conduct of all vessels

within the Port.

Furthermore, port users are reminded that a prohibited anchorage area exists to the North

East of the wharf area. This area is designed as a swinging area for larger vessels either

entering or departing the port. Vessels seeking to anchor within the Inner Anchorage are not

to anchor south west of the beacons in line (bearing 305 ̊ 35’) marked on AUS 51. The tug

“Yarra” is moored close to this transit line and provides a good visual indication of the north

eastern extremity of the prohibited anchorage area.

29. MOORINGS (SMALL VESSEL SEABED MOORINGS)

There are approximately 190 commercial and private moorings situated within Port Waters.

The three main mooring areas are:

Gantheaume Point;

Roebuck Bay; and

Black Ledge.

KPA is responsible for administering the registration, location and certification of mooring

licenses although KPA does not own any moorings.

Moorings are administered in accordance with KPA Mooring Standards Guide which

provides information on all processes applicable to moorings.




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All moorings within Port Waters must be registered and illegal moorings will be removed.

Moorings are only to be installed and serviced by organisations authorised by KPA.

Persons wishing information on moorings for lease or sale may contact the KPA for current

information.

30. USE OF BROOME SLIPWAY AND CAREENING GUIDANCE

30.1. Use of Broome Slipway

The Broome Slipway is located on Port land. Fees and charges are applicable to its use, and

persons storing or conducting maintenance on vessels are subject to KPA Terms and

Conditions.

Any work conducted on vessels at the slipway, including the launch and recovery of vessels,

or vessel storage is subject to the KPA Permit System. Permits must be completed for all

work being conducted at the slipway. Persons conducting work at the slipway must observe

all appropriate safety and environmental processes. Refer to the Slipway Terms and

Conditions for more information.

30.2. Careening of Vessels in Roebuck Bay

In the past, the KPA has received a number of complaints about vessels careening and

conducting maintenance or other activities in non-prescribed areas, particularly in the vicinity

of the Catalinas. These complaints are well founded from safety, environmental and

regulatory perspectives, noting that such activities are occurring in a public area and are not

subject to the regulatory processes which would be required in a prescribed maintenance

area. In light of the recent destruction by fire of a careened vessel in the vicinity of the

Slipway, the risk of an accident such as this occurring in close proximity to residential areas

represents an unacceptable risk.

Port users are not to careen vessels for maintenance purposes within Port waters, or for the

purpose of laying a vessel up for a period of time, without making an application to do so

through the Harbourmaster. Such applications to careen a vessel are to be forwarded to the

Harbourmaster in the form of a general work permit including the position of intended

careening. Applications are also to contain a broad safety and security plan for the activity.

Applications to careen vessels in positions outside the general area of the slipway will not

normally be approved.

This direction does not apply to vessels that have to careen in the case of an emergency or

to take refuge in accordance with individual cyclone contingency plans. Notwithstanding, the

tenets of this direction will be monitored and vessel owners who fail to comply will be subject

to prosecution and fines under the Port Authorities Act, 1999 and other legislation such as

the Environmental Protection Act 1986.