port of port hedland port user guidelines and procedures · port of port hedland – port user...

PORT OF PORT HEDLAND – PORT USER GUIDELINES AND PROCEDURES

of 28

TABLE OF CONTENTS DISTRIBUTION LIST ............................................................................................................ 4

1. OBJECTIVE ................................................................................................................. 4

2. SCOPE ........................................................................................................................ 5

3. VESSEL MOVEMENT GUIDELINES ........................................................................... 5

3.1 ARRIVALS / BERTHING .................................................................................... 5

3.2 CHANNEL ENTRY DEPTHS ............................................................................. 6

3.3 BERTHING DRAFTS ......................................................................................... 6

3.3.1 Vessels up to 10,000 DWT .................................................................... 6

3.3.2 Vessels 10,000 to 50,000 DWT ............................................................. 7

3.3.3 Vessels 50,000 to 80,000 DWT ............................................................. 7

3.3.4 Vessels Over 80,000 DWT .................................................................... 7

3.3.5 Strong Winds / Adverse Weather ........................................................... 7

3.4 NELSON POINT BERTHS (NPA / NPB / NPC / NPD) (BERTHING) .................. 8

3.4.1 Shifting Ship NPA – NPB / NPC – NPD ................................................. 8

3.5 FINUCANE ISLAND BERTHS - (FIA / FIB) (BERTHING) .................................. 8

3.5.1 Shifting Ship FIA – FIB .......................................................................... 8

3.6 FINUCANE ISLAND BERTHS - (FIC / FID) (BERTHING) .................................. 9

3.6.1 Shifting Ship FIC / FID ........................................................................... 9

3.7 ANDERSON POINT BERTHS (AP1 / AP2 / AP3) (BERTHING) ....................... 10

3.7.1 Shifting Ship AP1 / AP2 / AP3 ..............................................................10

3.8 ANDERSON POINT SOUTH WEST CREEK BERTHS (AP4 / AP5) ................ 10

3.8.1 Shifting Ship AP4 - AP5 ........................................................................11

3.8.2 Scheduling............................................................................................11

3.9 STANLEY POINT SOUTH WEST CREEK BERTHS (SP1 / SP2) .................... 11

3.9.1 Arrivals/berthing....................................................................................11

3.9.2 Scheduling............................................................................................11

3.9.3 Shifting Ship SP1 – SP2 .......................................................................11

3.10 PH1, PH2, PH3 AND PH4 (BERTHING) .......................................................... 12

3.10.1 Shifting Ship PH Berths ........................................................................12

4. DEPARTURES ............................................................................................................12

4.1 NELSON POINT, ANDERSON POINT (AP1 / AP2 / AP3) AND FINUCANE ISLAND BERTHS ............................................................................................ 13

4.2 VESSELS RESTRICTED ON EBB TIDE SAILINGS ........................................ 13

4.3 PH1, PH2, PH3 AND PH4 BERTHS ................................................................ 13


of 28

4.4 ANDERSON POINT SOUTH WEST CREEK BERTHS (AP4 / AP5) ................ 13

4.5 STANLEY POINT SOUTH WEST CREEK BERTHS (SP1 / SP2) .................... 13

5. TUG ALLOCATION .....................................................................................................13

5.1 SMALLER VESSELS (ALL BERTHS) .............................................................. 14

5.2 LARGER VESSELS ......................................................................................... 14

5.2.1 Nelson Point, Anderson Point, Stanley Point and PH1, PH2, PH3, PH4

Berths ...................................................................................................14

5.2.2 Finucane Island Berths .........................................................................15

5.2.3 PH4 Berth (Utah Point) .........................................................................15

5.2.4 South West Creek Berths (AP4 / AP5 / SP1 / SP2) ..............................15

5.2.5 All vessels over 210,000 DWT ..............................................................15

5.3 ESCORT TOWAGE ......................................................................................... 16

5.4 PASSIVE ESCORT .......................................................................................... 16

6. TIME INTERVALS BETWEEN MOVEMENTS .............................................................16

6.1 INTERVAL BETWEEN INBOUND SHIPS ........................................................ 16

6.2 INBOUND FOLLOWED BY OUTBOUND ........................................................ 16

6.3 INTERVAL BETWEEN OUTBOUND SHIPS .................................................... 17

6.4 OUTBOUND FOLLOWED BY INBOUND ........................................................ 17

7. DOUBLE SHUFFLES ..................................................................................................17

7.1 RESTRICTIONS – NPC / NPD & AP2 / AP3 BERTHS .................................... 17

7.2 RESTRICTION – SOUTH WEST CREEK BERTHS (AP4 / AP5 / SP1 / SP2) .. 18

8. DYNAMIC UNDER KEEL CLEARANCES ...................................................................18

9. VESSEL EMERGENCY – PROCEDURES .................................................................18

9.1 INNER HARBOUR ........................................................................................... 18

9.2 OUTER HARBOUR ......................................................................................... 19

9.3 EMERGENCY COMMUNICATIONS WITH TUGS ........................................... 19

10. CYCLONE PROCEDURES .........................................................................................19

11. PORT USERS BRIEF .................................................................................................20

12. CHARTS AUS 52, 53 AND 54 .....................................................................................20

13. MAIN SHIPPING CHANNEL .......................................................................................20

13.1 HELICOPTER (H) - FOR HELICOPTER SUITABLE VESSELS. ...................... 21

13.1.1 Helicopter Transit Times .......................................................................21

13.2 PILOT BOAT (P) FOR NON-HELICOPTER SUITABLE VESSELS .................. 22

13.3 PILOT ON BOARD (POB) ................................................................................ 22

14. MOORING LINES .......................................................................................................23

14.1 MOORING LINE CONDITION.......................................................................... 24


of 28

14.2 MOORING LINE REQUIREMENTS – PORT HEDLAND ................................. 25

14.3 HEAVING LINES ............................................................................................. 26

15. SOUTH WEST CREEK – FUTURE DEVELOPMENT - MOVEMENT GUIDELINES ADDITIONAL PARAMETERS .....................................................................................26

15.1 ARRIVALS/BERTHING .................................................................................... 26

15.2 SOUTH WEST CREEK SPECIFIC REQUIREMENTS ..................................... 26

15.2.1 Scheduling............................................................................................26

15.2.2 Berthing ................................................................................................26

15.2.3 Departures ............................................................................................27

16. TOWAGE ALLOCATION INTERVALS ........................................................................27

17. PROCESS OWNER ....................................................................................................28


of 28

DISTRIBUTION LIST

No. Holder Organisation (Alphabetical Order)

1 Manager Marine BHPB Billiton

2 Superintendent – Marine Services BHPB Billiton

3 Superintendent – Port Services BHPB Billiton

4 Shipping Superintendent Fortescue Metals Group

5 Port Hedland Manager GAC World Shipping

6 Port Hedland Manager Go Marine

7 Port Hedland Manager Hedland Launch

8 Port Hedland Manager Inchcape Shipping Services

9 Senior Pilot, Port Hedland Jayrow Helicopters

10 Lead Software Engineer Klein Systems Group

11 Branch Manager LBH Shipping Agency

12 Port Hedland Operations Manager Monsons

13 General Manager O’Brien Maritime Consultants (OMC)

14 The Secretary/Duty Pilot Port Hedland Pilots

15 Port Hedland VTS PPA – Port Hedland

16 Chief Executive Officer PPA – Port Hedland

17 GMO / Harbour Master PPA – Port Hedland

18 Marine Operations Manager PPA – Port Hedland

19 Deputy Harbour Master PPA – Port Hedland

20 Marine Systems & Database Admin PPA – Port Hedland

21 Production Superintendent Rio Tinto Minerals

22 Fleet Coordinator Rivtow Marine

23 Manager Shipping Roy Hill

24 Port Hedland Manager Sea Corporation Pty Ltd

25 Port Hedland Manager Sea West

26 Manager Ship Agency Services Pty Ltd

27 Port Hedland Manager Sturrock Grindrod Maritime (Australia) Pty Ltd

28 GM – Towage Operations Teekay Shipping (Australia) Pty Ltd

29 Port Hedland Manager Wilhelmsen Ship Services

1. OBJECTIVE

This document is intended for all personnel and organisations engaged in shipping to

provide guidelines governing the movement of vessels within the port of Port

Hedland.

The guidelines in this document are subject to regular review and may be amended without

notice by PPA - Port Hedland depending on experience and observed operating conditions,

in line with the Port’s philosophy of continuous improvement.

A section of the guide deals with emergency situations in the harbour which may require a

vessel to re-berth after sailing and a Port Users Brief card for the guidance of ship's Masters

and Engineers.


of 28

Note that ships which cannot comply with the requirements of the Port Users Brief and these

guidelines may have restrictions placed on their movements by the Harbour Master.

2. SCOPE

These guidelines and procedures have been developed and are administered by the Pilbara

Ports Authority in accordance with its responsibilities under the Port Authorities Act 1999 (the

Act).

The Pilbara Ports Authority (PPA) has the statutory authority to give effect to these

guidelines and procedures within the gazetted port boundaries and within the declared

piloting area extending twenty (20) miles from the Hunt Point Beacon, including (but not

limited to):

be responsible for the safe and efficient operation of the port;

protect the environment of the port, and

minimise the impact of the port activities on the environment.

In applying these guidelines and procedures the safety of personnel at all times remains

paramount.

3. VESSEL MOVEMENT GUIDELINES

The following guidelines governing vessel movement in the port are approved by the Pilbara

Ports Authority (PPA) - Port Hedland Harbour Master and apply to vessels up to 340m length

over all (LOA) and 60m beam, the maximum length for vessels approved for the port.

Vessels over 335m LOA will berth at the discretion of the Harbour Master and in certain tidal

and weather conditions may be restricted to daylight berthing and sailing.

Vessels over 280m LOA must be fitted with a bridge front compass (at the conning position)

positioned at or near the centreline, suitable for pilotage or be restricted to daylight

movements.

Irrespective of the proposed manoeuvre, vessels which have poor handling characteristics

may be limited to daylight operations only.

All vessels using the shipping channel will be required to be piloted by a Marine Pilot.

Continued poor performance may result in a vessel being deemed unsuitable for entry.

3.1 Arrivals / Berthing

Subject to the following, vessels up to 335m LOA may enter at any time.


of 28

It should be noted that wind speeds of 25 knots are normally considered to be the upper

limit for handling vessels in the port.

For all Vessels Arriving: The vessel must maintain a minimum under-keel-clearance

(UKC) of 2.5m whilst passing through the 2E and 3E waypoints on the eastern approach

(depth is 10.5 chart datum – refer to Port Handbook).

For Tankers: the vessel must maintain a minimum under-keel clearance (UKC) of 3.0m

whilst passing through the 2E and 3E waypoints on the Eastern Approach.

3.2 Channel Entry Depths

Vessels entering the Port Hedland channel will normally require a SUKC of 2.5m,

calculations will be based upon the following declared depth:

Beacon 30/31 entry: 9.5m

Beacon 26/28 entry: 10.5m

The Harbour Master may approve a reduction in this requirement in exceptional

circumstances.

3.3 Berthing Drafts

In order to reduce operational delays for de-ballasting whilst maintaining operational

safety during berthing manoeuvring, the following criteria are to be used to determine

minimum berthing drafts to be applied. Arrival draft greater than 12.5 m will be dealt with

on a case by case basis.

Berthing draft requirements are also promulgated in the PPA - Port Hedland Handbook.

Which is located at www.pilbaraports.com.au.

All vessels should advise their intended berthing draft to the PPA - Port Hedland VTS

not less than 24 hours prior to arrival.

Vessels berthing in Port Hedland must have a minimum of 1.2m UKC at all times in

the applicable Turning Basin.

3.3.1 Vessels up to 10,000 DWT

DRAFT FWD 2.0m - AFT not less than 100% of propeller to be immersed.

http://www.pilbaraports.com.au/


of 28

3.3.2 Vessels 10,000 to 50,000 DWT

Vessel is to have at least 90% of the propeller immersed with a maximum positive

(stern) trim of 3.0m. Vessels over 20,000 DWT are to have a minimum draft forward

of 2.5m.

3.3.3 Vessels 50,000 to 80,000 DWT

Vessel to have at least 90% of the propeller immersed with a positive stern trim of

not more than 1.5% of the vessels Length Over All (LOA).

3.3.4 Vessels Over 80,000 DWT

In fair weather, (steady winds in the inner harbour less than 15 knots). Vessel to

have at least 90% of the propeller immersed with a positive stern trim of not more

than 0.7% of the vessels LOA provided that:

Vessels over 100,000 DWT FWD DRAFT not less than 7.0m; and,

Vessels over 200,000 DWT FWD DRAFT not less than 7.5m.

3.3.5 Strong Winds / Adverse Weather

Whilst the above guidelines for berthing drafts will dominate the arrival draft protocol

there remains the possibility that consistent* strong winds or strong wind warnings

may necessitate vessels over 30,000 DWT ballasting to a deeper draft, at the

direction of the Harbour Master, in line with the following before entering the

channel:

*Consistent wind speed over three continuous 10 minute intervals.

Table 1

DWT FWD DRAFT AFT DRAFT

30,000 – 50,000 3.0m – 5.0m 6.5m

50,000 – 100,000 5.0m – 7.0m 6.5m – 7.5m

100,000 – 150,000 7.0m – 8.0m 7.5m – 8.5m

150,000 – 200,000 8.0m – 8.5m 8.5m – 9.50m

200,000 – 250,000 9.0m 9.5m – 10.0m

250,000 – 300,000+ 9.0m - 9.5m 9.5m – 10.5m


of 28

3.4 Nelson Point Berths (NPA / NPB / NPC / NPD) (Berthing)

Without limiting the effects of 3.1 above vessels may berth at Nelson Point any time day

or night.

3.4.1 Shifting Ship NPA – NPB / NPC – NPD

The timing of such moves and the number of tugs may be influenced by the

height/range of the tide. A vessel will not be moved out of the berth pocket near the

end of an ebb tide if there will be less than 0.5m UKC at LW.

Vessels of 180,000 DWT or more require 3 tugs for a shift ship. The number of tugs

required may be adjusted on the advice of the Marine Pilot or the Harbour Master,

taking into consideration all of the circumstances prevailing at the time.

Vessels of less than 180,000 DWT will normally require 2 tugs.

3.5 Finucane Island Berths - (FIA / FIB) (Berthing)

Without limiting the effects of 3.1, vessels may berth at any time, on flood tides and on

ebb ranges of up to 5.5m.

On ebb tide ranges over 5.5m vessels will not berth from High Water until the tide has

fallen to 3.2m in the turning basin. This means that the Pilot Boarding Time will not be

later than 2 hours before High Water and not more than 1.5 hours before the tide falls to

3.2m.

3.5.1 Shifting Ship FIA – FIB

Any vessel required to shift to or from a Finucane Island berth is required to have 4

tugs.

Will be assessed on a case by case basis to determine the parameters of the move.


of 28

Figure 1

3.6 Finucane Island Berths - (FIC / FID) (Berthing)

Without limiting the effects of 3.1, vessels may berth at any time, on flood tides and on

ebb ranges of up to 5m.




3.2m.

3.6.1 Shifting Ship FIC / FID

Any vessel required to shift to or from a Finucane Island berth is required to have 4

tugs.

Will be assessed on a case by case basis to determine the parameters of the move.

0

1

2

3

4

5

6

7

8

0:0

0:0

0

2:3

0:0

0

5:0

0:0

0

7:3

0:0

0

10

:00

:00

12

:30

:00

15

:00

:00

17

:30

:00

20

:00

:00

22

:30

:00

Time

Tid

e H

eig

ht

HW 3.2m - 1.5hrs -2hrs

3.2m >5.5m

Last POB

First POB


of 28

Figure 2

3.7 Anderson Point Berths (AP1 / AP2 / AP3) (Berthing)

Without limiting the effects of 3.1 above vessels may berth at Anderson Point any time

day or night.

3.7.1 Shifting Ship AP1 / AP2 / AP3

The timing of such moves and the number of tugs may be influenced by the height

/range of the tide. A vessel will not be moved out of the berth pocket near the end of

an ebb tide if there will be less than 0.5m UKC at LW.

Vessels require 3 tugs for a shift ship to an adjacent berth, i.e. along the berth. This

number may be adjusted on the advice of the pilot considering all of the prevailing

circumstances attaching to the move, otherwise normal towage applies.

The number of tugs required may be adjusted on the advice of the Marine Pilot or

HM taking into consideration all of the circumstances prevailing at the time.

3.8 Anderson Point South West Creek Berths (AP4 / AP5)

Maximum size vessel limitation for AP4 is 325m LOA (230K DWT).

Maximum size vessel limitation for AP5 is 300m LOA (206K DWT).

Berthing:

0

1

2

3

4

5

6

7

8

0:0

0:0

0

2:3

0:0

0

5:0

0:0

0

7:3

0:0

0

10

:00

:00

12

:30

:00

15

:00

:00

17

:30

:00

20

:00

:00

22

:30

:00

Time

Tid

e H

eig

ht

HW 3.2m - 1.5hrs -2hrs

3.2m >5m

Last POB

First POB


of 28

All vessels may berth at any time day or night on a flood tide with a range of up to 5.0m

and on ebb tides with a range of 5.5m.

On ebb tides greater than 5.5m vessels may berth once the tide has fallen below 3.5m in

the main turning basin.

3.8.1 Shifting Ship AP4 - AP5

Shifting Ship to and from AP4 and AP5 will be determined on a case by case basis.

3.8.2 Scheduling

Until such time as the 440m turning circle is developed at the back of SW Creek,

vessels scheduled to berth in SW creek will be scheduled after cape size vessels

scheduled to berth in any of the berths in the main portion of the Harbour.

3.9 Stanley Point South West Creek Berths (SP1 / SP2)

3.9.1 Arrivals/berthing

Subject to the following, vessels up to 300m LOA may enter any time.

Vessels turning in the harbour and backing into SP1 &SP2 are to follow the following

inbound parameters:

All vessels may berth at any time on flood tides with range of up to 5.0m and on ebb

tides with a range of up to 5.5m

On ebb tides greater than 5.5m vessels may berth once the tide has fallen below

3.5m in the main turning basin.

There must be at least 1.2m static Under Keel Clearance (UKC) in the turning basin.

3.9.2 Scheduling




3.9.3 Shifting Ship SP1 – SP2

Shifting Ship to and from SP1 and SP2 will be determined on a case by case basis.


of 28

3.10 PH1, PH2, PH3 and PH4 (Berthing)

For PH1/2/3, Subject to sufficient UKC in the Turning Basin, vessels may berth at any

time, day or night.

For PH4, all vessels may berth at any time, on flood tides and on ebb ranges of up to

5m.




3.2m in turning basin.

Vessels in excess of prescribed berthing displacement may require additional towage

depending on prevailing weather and tide conditions.

3.10.1 Shifting Ship PH Berths

Shift ship movements between any of the PH Berths will be assessed on a case by

case basis.

Figure 3

4. DEPARTURES

Vessels over 335m may be daylight restricted.

Loading and all paperwork to be completed a minimum 30 minutes prior to POB time.

0

1

2

3

4

5

6

7

8

0:0

0:0

0

2:3

0:0

0

5:0

0:0

0

7:3

0:0

0

10:0

0:0

0

12:3

0:0

0

15:0

0:0

0

17:3

0:0

0

20:0

0:0

0

22:3

0:0

0

Time

Tid

e H

eig

ht

HW 3.2m - 1.5hrs-2hrs

3.2m

>5m

Last

POB

First

POB


of 28

4.1 Nelson Point, Anderson Point (AP1 / AP2 / AP3) and Finucane Island Berths

All departures are dependent on UKC requirements.

Vessels less than 260m LOA and 100,000 DWT may depart at any time.

All vessels may sail on the flood tide.

4.2 Vessels Restricted on Ebb Tide Sailings

Vessels up to 181,000 DWT may sail on ebb tides up to a range of 6m, day or night and

on ebb tides of greater than 6m range once the tide has fallen to a height of 3.2m.

Vessels greater than 181,000 DWT may sail on ebb tides with a range of up to 3.5m.

4.3 PH1, PH2, PH3 and PH4 Berths

PH 1/2/3 Berths: Vessels at these berths may sail at any time subject to sufficient under

keel clearance.

PH4 Berth: Vessels at this berth may sail at any time subject to sufficient under keel

clearance (refer to section 5.2.3 for conditions for Ebb Tide departures over 5m range).

4.4 Anderson Point South West Creek Berths (AP4 / AP5)

All vessels may sail on the flood tide and on ebb tides with a range of up to 3.5m day or

night.

4.5 Stanley Point South West Creek Berths (SP1 / SP2)

All Vessels may sail on the flood tide with a range of up to 6.5m* and on ebb tides with a

range of up to 3.5m day and night.

* after initial trials

5. TUG ALLOCATION

Ad hoc vessel movement that fall outside parameters covered in this document will be

reviewed on a case by case basis.

The number of tugs required may be adjusted on the advice of the Marine Pilot or HM taking

into consideration all of the circumstances prevailing at the time.


of 28

5.1 Smaller Vessels (All Berths)

Less than 1,500 DWT

Will require 1 tug for all movements as directed by the Harbour Master. Vessels will be

reviewed on a case by case basis and only after an initial assessment.

1,500 to 10,000 DWT

Minimum 1 tug will be required.

For arrival and departure of MCP vessels, due to the manoeuvrability limitations of

these vessels; berthing at PH1-3 will require 2 tugs unless the vessel is stemming

the tide and there is at least 50m clearance ahead where 1 tug may be deemed

sufficient.

10,000 to 25,000 DWT

Vessels of more than 10,000 DWT and less than 25,000 DWT will require 2 tugs, for all

movements or as directed by the Harbour Master.

Tug Allocation for Vessels with Bowthrusters: It is not envisaged that towage will

be reduced by vessels having a bowthruster/s.

5.2 Larger Vessels

5.2.1 Nelson Point, Anderson Point, Stanley Point and PH1, PH2, PH3, PH4

Berths

Less than 260m LOA and/or less than 90,000 DWT

2 tugs required for all movements.

LOA 260m or greater and from 90,000 to 150,000 DWT


Vessels greater than 280m LOA require 4 tugs for inbound movements and 3 tugs

for outbound movements.

Greater than 150,000 to less than 165,000 DWT

4 tugs required for inbound movements and 3 for outbound movements.

165,000 DWT and over



of 28

5.2.2 Finucane Island Berths

Less than 260m LOA and less than 130,000 DWT


For departures on the ebb tide where the range is greater than 5.0m, an additional

tug will be required.

130,000 – 165 000 DWT

FIA 4 tugs required for all movements.

FIB 4 tugs required for all movements.

FIC 4 tugs required for inbound movements, 3 tugs required for outbound

movements.

FID 4 tugs required for all movements.

Greater than 165000 DWT


5.2.3 PH4 Berth (Utah Point)

For departures on the ebb tide where the range is greater than 5.0m, an additional

tug will be required in conjunction with the following, or at Harbour Master’s

discretion:

Less than 260m LOA and less than 90,000 DWT


90,000 to 130,000 DWT

3 tugs for all movements.

5.2.4 South West Creek Berths (AP4 / AP5 / SP1 / SP2)

All arrivals will have a Rotor Tug line aft. Vessels over 300m LOA will have an

additional Rotor Tug line forward for both arrivals and departures.

5.2.5 All vessels over 210,000 DWT

All vessels over 210,000 DWT requires at least 1 Rotor Tug.


of 28

5.3 Escort Towage

Port Hedland operates a safety based towage regime, where a suitable Rotor tug will,

whenever possible be positioned line aft on all deep draft Cape sized departures.

This Escort Towage regime will require a tug being secured line aft for vessel transits to

beacon 15/16. Tug Masters allocated to line aft escort tugs have completed a

competency based escort based towage program and are fully familiar with direct and

indirect towage techniques.

5.4 Passive Escort

In line with this risk based approach, all deep draft departures will, whenever possible,

have a passive escort tug forward for vessel transits to beacon 15/16.

The vessel will ensure a suitable messenger line is rigged forward (dependent upon lead

configuration and pilot requirements) and be ready for immediate deployment as detailed

by the attending pilot.

6. TIME INTERVALS BETWEEN MOVEMENTS

The purpose of spacing shipping movements is to ensure that the leads in the Goldsworthy

Strait do not become obscured for one vessel by another. It is also to ensure that a vessel is

able to clear the turning basin prior to the arrival of a second vessel and generally to avoid

close quarter situations.

6.1 Interval between Inbound Ships

Inward movements should therefore take into consideration the type; speed and

manoeuvrability of the first vessel to ensure the above conditions are met. As a guide

the following intervals will be useful, but it is the responsibility of the pilot to determine

the progress of the lead ship and if necessary delay entry as conditions require.

Generally the interval would be around 30 minutes where the first vessel is berthing in

the southern end of the harbour and around 1 hour when the vessel is berthing at

Finucane Island.

6.2 Inbound Followed By Outbound

Where an inbound movement is to be followed by an outbound movement, the outbound

vessel may leave its berth only when the pilot is satisfied that it is safe to do so. To this

end the pilots involved should discuss the manoeuvre and liaise with each other by radio

and through the Vessel Traffic Services Officer in the Port Hedland VTS. See Clause 7.

Double Shuffles.


of 28

6.3 Interval Between Outbound Ships

The departure of the second ship should be arranged so that there is a time interval of

30 minutes between vessels clearing Hunt Point.

6.4 Outbound Followed By Inbound

Pilot on Board time for the inbound ship is normally 1 hour after that for the outbound,

this excludes berths AP3, NPC and NPD in which 1 hour 15 mins will be scheduled for

the inbound ship. The timing intended to be such that the inbound vessel will enter the

channel as determined by the attending pilot after the outbound vessel has passed by

the selected channel entry point.

POB times for the departing vessel should be no later than 15 minutes before high

water.

7. DOUBLE SHUFFLES

Double Shuffle means a vessel manoeuvre requiring an incoming vessel to enter the Inner

Harbour prior to the departure from the berth of the vessel it is replacing.

Effective for all berths excepting those listed in Clause 7.1 (below). Other than for those

berths listed in Clauses 7.1 and 7.2, where restrictions for Double Shuffles apply, vessels of

any size may conduct a double shuffle at any berth on all tides by day or night provided that

the movement of both vessels comply with these guidelines.

The outbound vessel will not be scheduled to sail less than 15 minutes before its sailing

window closes.

The Marine Pilot, Tugs and Mooring/Lines Crews are to be in attendance at the sailing

vessel 15 minutes prior to the scheduled departure.

Wind speed in the inner harbour to be less than 20 knots.

Loading and all paperwork on the outbound vessel is to be completed no less than

30 minutes prior to POB time.

7.1 Restrictions – NPC / NPD & AP2 / AP3 Berths

150,000 – 209,999 DWT and up to 300m LOA

The following additional restrictions apply:

When a double shuffle is scheduled the Duty Pilot should be consulted and any advice

or additional direction in relation to the proposed movement given by the Duty Pilot is to

be taken into account when planning the movement. The Duty Pilot may veto the


of 28

movement in view of the known handling characteristics of the vessel or other special

circumstances prevailing at the time.

Maximum tide range 5.5m.

210,000 DWT or greater than 300m LOA

No double shuffles.

7.2 Restriction – South West Creek Berths (AP4 / AP5 / SP1 / SP2)

No double shuffles movements.

8. DYNAMIC UNDER KEEL CLEARANCES

Manoeuvrability margin and bottom clearances are calculated by a Dynamic Under Keel

Clearance (DUKC®) programme owned and operated by PPA – Port Hedland which takes

into account real time tide and wave conditions as well as individual ship particulars to

determine the wave response.

A printed summary of the (DUKC®) calculation provides the window of opportunity for a

given draft during which vessels may sail, together with the manoeuvrability margin and

bottom clearance for various waypoints in the departure channel.

Vessels with a draft of 14.0m or greater will require a DUKC calculation

Vessels with less than 14.0m draft will not normally require a DUKC® calculation, however

subject to tides and weather conditions, a Static UKC calculation (B Swell) will be made

available on request for vessels departing from any berth with an anticipated draft greater

than 12.5m.

9. VESSEL EMERGENCY – PROCEDURES

The following procedures will be implemented if serious engine/steering problems are

encountered and a Port Emergency is declared:

9.1 Inner Harbour

The Harbour Master or his deputy will usually be in the Port Hedland VTS soon after the

incident and will be responsible for a decision to return the vessel to a nominated berth

or to be escorted out under tow. In the absence of the Harbour Master, or his deputy,

the Duty Pilot or nominated Marine Pilot will assume responsibility for this decision.

The Marine Pilot will be responsible for positioning of all available tugs and the pilotage

to the berth or to sea, assisted by a second pilot as necessary.


of 28

9.2 Outer Harbour

Once vessels have cleared Hunt Point, due to the risks involved to the ship and the port

infrastructure and continued port operation it is unlikely that approval to return to a berth

would be granted. Every effort should be made to continue the transit with tug

assistance utilising a safe escape area outside of the channel if the vessel’s UKC will not

allow it to clear the end of the channel before the tide falls. Additional tugs will be called

to assist in this task. Action taken should take into consideration the safety of the vessel

and the integrity of the departure channel. The Harbour Master and/or a second pilot

may join the outbound vessel to assist where necessary.

9.3 Emergency Communications with Tugs

In the event of a loss of VHF communications between the Marine Pilot and the Tug

Master(s) the following procedure should be followed:

Marine Pilot will sound a series of short blasts on the ships horn. Tug Masters should

then set watch on VHF Channel 12 the Port Operations channel. Until such time as

communications between the Marine Pilot and Tug Masters has been re-established,

and an alternative Tug working channel is allocated.

Tug Masters should take action as necessary to arrest the bodily movement of the

vessel towards the wharf as follows:

TWO TUG VESSELS BOTH TUGS STOP PUSHING

THREE TUG VESSELS ALL TUGS STOP

FOUR TUG VESSELS PUSHING TUGS STOP, LIFT OFF TUGS PULL BACK

“DEAD SLOW”

10. CYCLONE PROCEDURES

Port Cyclone Procedures are reviewed, updated and promulgated annually and any

instructions contained therein should be read in conjunction with Port of Port Hedland -

Emergency Response Procedure, Port of Port Hedland - Port User Guidelines &

Procedures, and Port of Port Hedland - Vessel Movement Protocols.


of 28

11. PORT USERS BRIEF

The briefing card for ship's Masters and Engineers reads as follows:

Note: Ships which cannot comply with the requirements of the Port Users Brief (ability to

achieve at least the slow DUKC speed profile) may have restrictions placed on their

movements by the Harbour Master.

Vessels unable to meet this performance expectation may be deemed unsuitable for Port

Hedland.

12. CHARTS AUS 52, 53 AND 54

Vessels arriving without the latest versions of Chart AUS 52, 53, and 54 will not be permitted

entry past Towers E2/E3 unless either a chart is delivered or the vessel engages the

services of a pilot.

If the vessel has a fully operational IMO approved ECDIS (Dual System) then the

requirements for paper charts may be waived by the Harbour Master upon submission of the

“type” approved certificate.

13. MAIN SHIPPING CHANNEL

All vessels using the main shipping channel will be obliged to engage the services of a pilot

unless the Master holds a valid pilotage exemption for the vessel.

Vessels not constrained by their draft under pilotage will use the eastern approach to and

from the port.

Vessels crossing to or from the western anchorage which may impact an outbound vessel

are to coordinate their movement with the Port Hedland VTS and outbound pilot. A minimum

of 2nm must be maintained at all times between vessels.

MASTERS and ENGINEERS PORT USERS BRIEF

The Port Hedland Navigation Channel extends 25 nm to seaward and laden ships are

confined to the channel for most of this distance. Because of the large tidal range, a risk of grounding in the channel exists if normal power is not available for any reason.

Masters and Engineers must ensure that, before entry into the channel, or on departures,

all equipment is checked and that engine tests are conducted to avoid critical failure.

Full manoeuvring power must be available at all times.


of 28

13.1 Helicopter (H) - for helicopter suitable vessels.

Helicopter timings are:

Table 2

TO Entering Channel from B26 – B30

Entering Channel from B15

SEA (Pilot Boarding Ground) – vessel departing via 2e/3e

C1

FROM

POB - 15 mins - 15 mins

PH1, 2, 3 or 4 +1hr 15 mins + 2 hrs 30 mins

FIA or B + 3 hrs + 3 hrs

FIC or D + 2 hrs 30 mins + 2 hrs 30 mins

NP + 3 hrs + 3 hrs

AP + 3 hrs + 3 hrs

13.1.1 Helicopter Transit Times

Table 3

TO C1

Anchorage / Pilot Boarding Ground

FROM

Helipad 15-20 mins 8 mins


of 28

13.2 Pilot Boat (P) for non-Helicopter suitable vessels

Pilot boat timings are:

Table 4

TO Entering Channel from B26 – B30

Entering Channel from B15

SEA (Pilot Boarding Ground) – vessel departing via 2e/3e

C1

FROM

POB - 45 mins - 45 mins - 45 mins

PH1, 2, 3 or 4 - 1hr 30 mins - 1 hr 30 mins

FI - 1 hr 30 mins - 1 hr 30 mins

NP - 1 hr 30 mins - 1 hr 30 mins

AP - 1 hr 30 mins - 1 hr 30 mins

13.3 Pilot on Board (POB)

POB time is displayed as a four numeral 24 hour time. POB departure times are subject

to VMG and DUKC® parameters. The normal separation for POB time may also be

driven by tug availability. POB times for the departing vessel should be no later than 15

minutes before high water

Interval between inbound vessels is 1 hour except in the cases of:

Vessels following an FIC, FID and PH1 Starboard Side To inbound Vessel are scheduled 1 hour 30 minutes after.

Vessels inbound from the Eastern anchorage area that follow vessels inbound from the Western anchorage area will be scheduled 1 hour later (this allows the 1st inbound to abort their transit before the 2nd inbound passes beacon 28).

The POB time for inbound vessels to be scheduled 1 hour 15 mins after the POB time for vessels departing from AP3, NPC and NPD.

Intervals between outbound vessels are generally scheduled with intervals advised in

Table 5:


of 28

Table 5

Followed by VL

Departure From AP

1 AP 2

AP3

AP4

AP5

SP1

SP2

FIA

FIB

FIC

FID

NPA

NP B

NPC

NPD

PH1,

2, 3 & 4

Interval Between

VL Departure

From

AP1 30 30 30 30 30 30 45 45 45 45 30 30 30 30 45

AP2 30 30 45 45 45 45 45 45 45 45 30 30 30 30 45

AP3 45 30 45 45 45 45 45 45 45 60 45 45 30 30 45

AP4 45 45 30 30 30 30 45 45 45 45 45 45 30 30 45

AP5 45 45 30 30 30 30 45 45 45 45 45 45 30 30 45

SP1 45 45 30 30 30 30 45 45 45 45 45 45 30 30 45

SP2 45 45 30 30 30 30 45 45 45 45 45 45 30 30 45

FIA 30 30 30 30 30 30 30 30 45 45 30 30 30 30 45

FIB 30 30 30 30 30 30 30 30 45 45 30 30 30 30 45

FIC 15 15 15 15 15 15 15 30 30 30 15 15 15 15 45

FID 15 15 15 15 15 15 15 30 30 30 30 15 15 15 45

NPA 30 30 30 30 30 30 30 45 45 45 45 30 30 15 45

NPB 30 30 30 30 30 30 30 45 45 45 45 30 30 30 45

NPC 30 30 30 45 45 45 45 45 45 45 60 45 30 30 45

NPD 30 30 30 45 45 45 45 45 45 45 60 45 30 30 45

PH1, 2, 3 & 4

30 (45 if not head out to sea)

The interval between an inbound vessel followed by an outbound vessel is generally 1

hour 30 minutes (refer to 6.2); exceptions are made for those movements similar to

‘Double Shuffle’ type movement for e.g. When a vessel enters the turning basin allowing

departing vessel a clear unhindered transit path. In these cases interval between POB

can be 1 hour subject to approval from the Duty Pilot.

14. MOORING LINES

Masters of all vessels berthing at Port Hedland are to, prior to arrival of the vessel at the port,

confirm in writing to the vessels agent, the vessels ability to comply with these mooring line

requirements. For any reason should a vessel be unable to comply with the requirements,

the master of the vessel or its agent is to obtain the Harbour Master’s approval to enter the

harbour for berthing.


of 28

Ships mooring lines are to be properly tended 24 hours per day whilst a vessel is moored

alongside. Mooring lines are to be kept tight and the ship kept firmly alongside and parallel to

the fender line.

Masters of vessels berthed within the Port are cautioned of their responsibility to ensure

mooring lines are adequately tended, particularly over spring tides when tidal flow and

currents within the harbour can be exaggerated.

During these periods, where it is not possible for a single person to adjust all of the ships

lines within a short period, then additional competent persons will be required to tend the

mooring lines with particular attention being paid to breast lines with a large vertical angle.

Attention must be paid to ensure that self-tensioning winches and mooring line drum brakes

are properly set to hold the vessel alongside and to prevent it ranging along the wharf under

the influence of the tide or vessel interaction forces.

Mooring line arrangements are to be appropriate for the size of vessel; see Table 6: Mooring

Line Requirements.

The mooring arrangements for each vessel are to be discussed and agreed between the

Pilot and the Master as a part of the Berthing Plan discussions. If a pilot is not satisfied that a

particular vessels mooring arrangements are satisfactory taking into account the range and

strength of the expected tides and the possible interaction effects, he is to report the matter

to the Harbour Master as soon as possible.

The existing arrangements for notifying vessels ship loader operators of pending vessel

movements will remain extant.

14.1 Mooring Line Condition

All mooring lines used in Port Hedland are to be in good condition with no joins,

splices, shackles or knots (or bends) in them. The use of wire mooring lines is

prohibited on all berths. In exceptional circumstances and with prior approval of the

Harbour Master, the use of wire mooring lines may be permitted at PPA - Port Hedland’s

public berths.

If synthetic mooring lines cannot be reeled on to winch drums due to a limitation of the

vessel mooring winch design, the use of synthetic and wire mooring lines must be

symmetrical and there must be no mixed moorings in similar service.

At all times a competent person must be in attendance of the mooring lines.

Any vessels moored alongside a berth in the Port that fails to tend or maintain her

mooring lines adequately may be issued an infringement notice under the Port

Authorities Act 1999 and liable to a fine of $20,000.00.


of 28

14.2 Mooring Line Requirements – Port Hedland

The mooring arrangements advised in the table below may not be suitable for some

vessels e.g. Cruise Vessels.

Mooring arrangements for these vessels will use the table 6 as a guide.

Table 6

Line Position Head Lines Breast Spring Stern Lines

Berth

Nelson Point A, B, C & D 4 2F, 2A 2F, 2A 4

Finucane Island A, B, C & D 4 2F, 2A 2F, 2A 4

Anderson Point 1,2, 3, 4 & 5 4 2F, 2A 2F, 2A 4

Stanley Point 1 & 2 4 2F, 2A 2F, 2A 4

PPA - Port Hedland 1, 2 & 3 100 – 10,000 DWT

2 1F, 1A 1F, 1A 2

PPA - Port Hedland 1, 2 & 3 10,001 – 30,000 DWT

3 1F, 1A 1F, 1A 3

PPA - Port Hedland 1, 2 & 3 30,001 – 50,000 DWT

3 2F, 2A 1F, 1A 3

PPA - Port Hedland 1, 2 & 3 50,000+ DWT

4 2F, 2A 2F, 2A 4

The above table indicates the minimum mooring line requirements. These may need to

be adjusted depending on special circumstances such as strong wind warning or other

weather events, or a vessels unique configuration.

Generally all mooring lines will be required to be run directly from a winch drum and not

turned up on ship bitts.

Vessels with self-tensioning winches will require Harbour Master approval before being

deemed acceptable for Port Hedland visits.

These requirements will be periodically reviewed and revised.


of 28

14.3 Heaving Lines

Masters of vessels visiting Port Hedland and other users of heaving lines are to ensure

the practice of adding additional weight to the end of heaving lines, i.e. with nuts, bolts or

other heavy material/objects does not take place.

This practice may have the potential of exposing personnel such as mooring gangs and

tug crews to personal injury should they be struck by the heavy end of the heaving line.

15. SOUTH WEST CREEK – FUTURE DEVELOPMENT - MOVEMENT GUIDELINES

ADDITIONAL PARAMETERS

15.1 Arrivals/berthing

Subject to the following, vessels up to 300m LOA may enter any time.

Vessels turning in the harbour and backing into SP1, SP2, AP4 and AP5 are to follow

the inbound parameters in section 3 of this document.

There should be at least 1.2m static Under Keel Clearance (UKC) in the turning basin.

Movement in the applicable turning basin toward the end of the ebb shall not occur if at

LW the UKC would be less than 0.5m.

15.2 South West Creek Specific Requirements

15.2.1 Scheduling




15.2.2 Berthing

The following berthing and departing operating limitations will be imposed from

commencement of operations in the western end of SW Creek berths (SP3, SP4,

AP6 and AP7). The limiting parameters will remain under review and may be

amended in the light of practical experience.

Vessels berthing in SW creek will be a maximum of 300m LOA.

All vessels may berth at any time on flood tides with range of up to 5.0m and on ebb

tides with a range of up to 5.5m

On ebb tides greater than 5.5m vessels may berth once the tide has fallen below

3.5m in the main turning basin.


of 28

15.2.3 Departures

All Vessels may sail on the flood tide with a range of up to 6.5m* and on ebb tides

with a range of up to 3.5m day and night.

* after initial trials

16. TOWAGE ALLOCATION INTERVALS

Towage is allocated using the intervals advised in Table 7:

Table 7

TOWAGE ALLOCATION INTERVALS

OUTBOUND 1st Tug Away HP OUTBOUND Remaining Tugs

INBOUND

BERTH POB - HP POB - 1st Tug Away POB - Bn30/31 Available After

POB - ALL FAST

FIA 41 min 1 hr 1 hr 14 min 2 hr

2 ¼ hr

FIB 37 min 1 hr 1hr 10 min 2 hr

2 ¼ hr

FIC 32 min 30 min* 1 hr 06 min 2 hr

2 ½ hr

FID 32 min 30 min* 1 hr 06 min 2 hr

2 ½ hr

AP1 47 min 1 hr* 1hr 20 min 2 hr*

2 ½ hr


2 ½ hr


2 ½ hr


2 ½ hr

AP5 50 min# 1 hr* 1hr 20 min 2 hr* 2 ½ hr

SP1 50 min# 1 hr* 1hr 20 min 2 hr* 2 ½ hr

SP2 50 min# 1 hr* 1hr 20 min 2 hr* 2 ½ hr

NPA 45 min 1 hr* 1hr 19 min 2 hr*

2 ¼ hr

NPB 48 min 1 hr* 1hr 20 min 2 hr*

2 ¼ hr

NPC 51 min 1 hr* 1hr 24 min 2 hr*

2 ½ hr

NPD 55 min 1 hr* 1hr 28 min 2 hr*

2 ½ hr

PH1 29 min Nil 56 min 1 hr 30 min*

2 hr

PH2 31 min Nil 58 min 1 hr 30 min*

2 hr

PH3 36 min Nil 1 hr 06 min 1 hr 30 min*

2 ¼ hr

PH4 32 min 1 hr 1 hr 03 min 1 hr 30 min*

2 hr

Note: Tugs movements are not to be allocated to further towage within the above times. This

does not account for crew changes. If required out of roster tugs are to be allocated to

facilitate scheduled program times.

* Additional 15 minutes transit time will be added if subsequent job is in Southern Harbour.


of 28

# Commencement of operations - times estimated on AP4; these times may be further

developed once operational experience is gained.

17. PROCESS OWNER

The Harbour Master has overall responsibility for this procedure. Document approval is via

the delegated authorities contained in the Delegations Manual.

Date approved: 30 September 2015 Review date: 30 September 2016

Version: 6 Approved by: GMO/HM

port of port hedland port user guidelines and procedures · port of port hedland – port user...

Documents