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PORT OF PORT HEDLAND – PORT USER GUIDELINES AND PROCEDURES

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TABLE OF CONTENTS

1. OBJECTIVE ..................................................................................................................6

2. SCOPE .........................................................................................................................6

3. VESSEL MOVEMENT GUIDELINES ............................................................................6

3.1 Wind limitations ................................................................................................. 7

3.2 Channel Entry / Exit Depths .............................................................................. 7

3.3 Berthing Drafts .................................................................................................. 7

3.4 Strong Winds / Adverse Weather ...................................................................... 8

4. BERTHING AND SHIFTING VESSELS .........................................................................9

4.1 Nelson Point Berths (NPA / NPB / NPC / NPD) (Berthing) ................................ 9

4.2 Finucane Island Berths - (FIA / FIB) (Berthing).................................................. 9

4.2.1 Shifting Ship FIA – FIB .................................................................................... 10

4.3 Finucane Island Berths - (FIC / FID) (Berthing) ............................................... 10

4.3.1 Shifting Ship FIC / FID .................................................................................... 11

4.4 Anderson Point Berths (AP1 / AP2 / AP3) (Berthing)....................................... 11

4.4.1 Shifting Ship AP1 / AP2 / AP3 ......................................................................... 11

4.5 Anderson Point South West Creek Berths (AP4 / AP5) ................................... 11

4.5.1 Shifting Ship AP4 - AP5 .................................................................................. 12

4.5.2 Scheduling ...................................................................................................... 12

4.6 Stanley Point South West Creek Berths (SP1 / SP2) ...................................... 12

4.6.1 Arrivals/berthing .............................................................................................. 12

4.6.2 Scheduling ...................................................................................................... 12

4.6.3 Shifting Ship SP1 – SP2 ................................................................................. 13

4.7 PH1, PH2, PH3 and PH4 (Berthing) ................................................................ 13

4.7.1 Shifting Ship PH Berths ................................................................................... 13

5. DEPARTURES ............................................................................................................13

5.1 Nelson Point, Anderson Point (AP1 / AP2 / AP3) and Finucane Island Berths 14

5.2 Vessels Restricted on Ebb Tide Sailings ......................................................... 14

5.3 PH1, PH2, PH3 and PH4 Berths ..................................................................... 14

5.4 Anderson Point South West Creek Berths (AP4 / AP5) ................................... 14

5.5 Stanley Point South West Creek Berths (SP1 / SP2) ...................................... 14

6. TUG ALLOCATION .....................................................................................................15

6.1 Smaller Vessels (All Berths) ............................................................................ 15

6.2 Larger Vessels ................................................................................................ 15

6.2.1 Nelson Point, Anderson Point (AP1, AP2, AP3) and PH1, PH2, PH3, PH4 Berths ....................................................................................................................... 15


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6.2.2 Finucane Island Berths ................................................................................... 16

6.2.3 PH4 Berth (Utah Point) ................................................................................... 16

6.2.4 South West Creek Berths (AP4 / AP5 / SP1 / SP2) ......................................... 16

6.2.5 All vessels over 210,000 DWT ........................................................................ 17

6.3 Passenger Vessels / High Windage Area Vessels .......................................... 17

6.4 Active Escort Towage ..................................................................................... 17

6.5 Passive Escort Towage ................................................................................... 17

6.6 Connection of towline to vessel ....................................................................... 17

7. TIME INTERVALS BETWEEN MOVEMENTS .............................................................18

7.1 Interval between Inbound Vessels................................................................... 18

7.2 Interval between Inbound Vessel Followed by Outbound Vessel .................... 18

7.3 Interval between Outbound Vessels ................................................................ 19

7.4 Interval between Outbound Vessel Followed by Inbound Vessel .................... 19

8. DOUBLE SHUFFLES ..................................................................................................19

8.1 Restriction – NPC / NPD & AP2 / AP3 Berths ................................................. 19

8.2 Restriction – South West Creek Berths (AP4 / AP5 / SP1 / SP2) .................... 20

9. DYNAMIC UNDER KEEL CLEARANCES ...................................................................20

10. BERTH SHIPLOADER MAINTENANCE .....................................................................20

11. VESSEL EMERGENCY - PROCEDURES ..................................................................21

11.1 Inner Harbour .................................................................................................. 21

11.2 Outer Harbour ................................................................................................. 21

11.3 Inbound vessels .............................................................................................. 21

11.4 Emergency Communications with Tugs .......................................................... 21

12. CYCLONE PROCEDURES .........................................................................................22

13. PORT USERS BRIEF .................................................................................................22

14. PAPER AND ELECTRONIC CHART CARRIAGE REQUIREMENTS WITHIN THE PORT HEDLAND VTS AREA ......................................................................................22

15. MAIN SHIPPING CHANNEL .......................................................................................23

16. PILOT BOARDING ARRANGMENTS .........................................................................23

16.1 Helicopter (H) – for helicopter suitable vessels................................................ 23

16.2 Pilots boarding / disembarking by Pilot Boat (P) .............................................. 24

16.3 Pilot on Board (POB)....................................................................................... 25

17. MOORING ARRANGEMENTS ....................................................................................26

17.1 Mooring Line Condition ................................................................................... 27

17.2 Mooring Line Requirements – Port of Port Hedland ........................................ 27

17.3 Heaving Lines ................................................................................................. 29


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18. SOUTH WEST CREEK – FUTURE DEVELOPMENT - MOVEMENT GUIDELINES ADDITIONAL PARAMETERS .....................................................................................29

18.1 Arrivals/berthing .............................................................................................. 29

18.2 South West Creek Specific Requirements ....................................................... 29

18.2.1 Scheduling ...................................................................................................... 29

18.2.2 Berthing .......................................................................................................... 29

18.2.3 Departures ...................................................................................................... 30

19. TOWAGE ALLOCATION INTERVALS ........................................................................30

19.1 Outbound ........................................................................................................ 30

19.2 Inbound ........................................................................................................... 31

19.3 Notes .............................................................................................................. 31

20. PROCESS OWNER ....................................................................................................31

21. ATTACHMENT 1 PORT OF PORT HEDLAND VTS COVERAGE AREA ....................32


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DISTRIBUTION LIST

No. Holder Organisation (Alphabetical Order)

1 Port Hedland Manager Allways Shipping

2 Port Hedland Manager Asiaworld

3 Senior Base Pilot, Port Hedland Aviator Group

4 Manager Marine BHP

5 Manager Production BHP

6 Marine Services Coordinator BHP

7 Superintendent – Port Services BHP

8 Shipping Superintendent Fortescue Metals Group

9 Port Hedland Manager GAC World Shipping

10 Port Hedland Manager Hedland Launch

11 Port Hedland Manager Inchcape Shipping Services

12 Port Hedland Manager Indian Ocean Shipping

13 Port Hedland Manager Jetwave Marine Services

14 Branch Manager LBH Shipping Agency

15 Port Hedland Operations Manager Monson Agencies

16 Port Hedland Manager Odyssey Marine

17 General Manager O’Brien Maritime Consultants

18 Towage Manager Pilbara Marine

19 Managing Director Port Hedland Pilots

20 Port Hedland VTS PPA – Port Hedland

21 Chief Executive Officer PPA – Port Hedland

22 General Manager Operations PPA – Port Hedland

23 Harbour Master PPA – Port Hedland

24 Shipping Superintendent PPA – Port Hedland

25 Deputy Harbour Master PPA – Port Hedland

26 Production Superintendent Rio Tinto Minerals

27 General Manager Rivtow Marine

28 Manager Shipping Roy Hill

29 Port Hedland Manager Sea Corporation Pty Ltd


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DISTRIBUTION LIST

30 Lead Software Engineer Saab Technologies (Klein)

31 Manager Ship Agency Services Pty Ltd

32 Port Hedland Manager Sturrock Grindrod Maritime Pty Ltd

33 General Manager Westug

34 Port Hedland Manager Wilhelmsen Ship Services


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1. OBJECTIVE

This document is intended for use by all personnel and organisations engaged in

shipping and provides 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.

Sections 11 and 12 of these guidelines provide information on dealing with emergency

situations in the harbour and ships manoeuvrability requirements when navigating in the

inner harbour.

Any vessel that cannot comply with the requirements within these guidelines may have

restrictions imposed on their movements by the Harbour Master.

2. SCOPE

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

Pilbara Ports Authority – Port Hedland in accordance with its responsibilities under the

Port Authorities Act 1999 (the Act) and the Port Authorities Regulations 2001 (the

Regulations).

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

guidelines and procedures within the Port of Port Hedland VTS coverage area (refer to

attachment 1).

The main functions of the PPA as defined under the Act include but are not limited to:

o being responsible for the safe and efficient operation of the port;

o protecting the environment of the port, and

o minimising 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

Harbour Master and apply to vessels up to 340m length over all (LOA) and 60m beam,

the maximum dimensions 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 or an acceptable

digital compass repeater (at the conning position) positioned at or near the centreline,


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suitable to be used for pilotage. If a vessel calls at the Port of Port Hedland without this

configuration it will be restricted to daylight movements.

Irrespective of the proposed manoeuver, 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 licenced Marine

Pilot unless exempted under the Port Authority Regulations.

Any vessel that poses an unacceptable risk to safe operations or continued poor

performance at the Port of Port Hedland will be deemed unsuitable for entry into the Port.

3.1 Wind limitations

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

Average wind speeds ≥ 25 knots for three consecutive 10 minute intervals (except

for double shuffle movements) is considered to be the upper limit for handling

vessels in the inner harbour and shipping channel.

3.2 Channel Entry / Exit Depths

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

calculations will be based upon the following declared depth:

Beacon 30/31 entry: 9.5m at chart datum



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 should be

achieved by vessels.

Table 1: Vessel berthing drafts, trim and propeller immersion requirements

under normal metocean conditions


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VESSEL SIZE MINIMUM DRAFTS MAXIMUM

STERN TRIM

MINIMUM PROPELLER IMMERSION

≤ 10,000 DWT Fwd. ≥ 2.5m 2.5m 100%

10,001 DWT to ≤ 20,000 DWT Fwd. ≥ 3.0m 2.5m 100%

20,001 DWT to ≤ 50,000 DWT Fwd. ≥ 3.5m 3.0m 90%

50,001 to ≤ 80,000 DWT Fwd. ≥ 4.0m 1.5% of LOA 90%

80,001 DWT to ≤ 100,000 DWT Fwd. ≥ 5.0m 0.7% of LOA 90%

100,001 DWT to ≤ 200,000 DWT Fwd. ≥ 7.0m 0.7% of LOA 90%

> 200,001 DWT Fwd. ≥ 7.5m 0.7% of LOA 90%

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

Handbook. Refer to the PPA website - 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.

For all Vessels Arriving (except Tankers): The vessel must maintain a minimum

under-keel-clearance (UKC) of 2.5m whilst passing through 2E and 3E on the

eastern approach to the port (depth is 10.5 chart datum – refer to Port Handbook).

For Tankers: the vessel must maintain a minimum UKC of 3.0m whilst passing

through 2E and 3E on the eastern approach to the port. Vessels berthing at the

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

applicable turning basin.

The wedge at the Stingray Creek southern turning basin has a declared depth

of 9.3m and must be considered for vessels berthing at NPC, NPD, AP2 and

AP3.

Vessels at berth at the Port of Port Hedland must maintain a minimum of

1.0m UKC at all times, unless dispensation has been sought and approved

by the Harbour Master.

A vessel arriving with a draft greater than 12.5 m and / or displacement

greater than maximum berthing displacement for a specific berth will be

dealt with on a case by case basis.

3.4 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,

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


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at the direction of the Harbour Master. The following criteria should be achieved by

vessels prior to berthing or manoeuvering.

Table 2: Required minimum drafts for strong winds / adverse weather

DWT FWD DRAFT AFT DRAFT

30,000 – 50,000 3.0m – 5.0m 6.5m

50,001 – 100,000 5.0m – 7.0m 6.5m – 7.5m

100,001 – 150,000 7.0m – 8.0m 7.5m – 8.5m

150,001 – 200,000 8.0m – 8.5m 8.5m – 9.50m

200,001 – 250,000 9.0m 9.5m – 10.0m

250,001 – 300,000+ 9.0m - 9.5m 9.5m – 10.5m

4. BERTHING AND SHIFTING VESSELS

4.1 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. Shifting Ship NPA – NPB / NPC – NPD

The timing of such moves and the number of tugs required 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.

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

Without limiting the effects of 3.1:

▪ vessels may berth on flood tides at any time day or night,

▪ vessels may berth on ebb ranges less than 5.5m at any time day or night.

On ebb tide ranges equal to or greater than 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

POB time will be no later than 2 hours before high water and no earlier than 1.5

hours before the tide falls to 3.2m in the turning basin.


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Figure 1

4.2.1 Shifting Ship FIA – FIB

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

to have 4 tugs.

Any requests will be assessed on a case by case basis to determine the

parameters of the move.

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.

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

Without limiting the effects of 3.1:

▪ vessels may berth on flood tides at any time day or night

▪ vessels may berth on ebb ranges of less than 5m at any time day or night.

On ebb tide ranges equal to or greater than 5.0m vessels will not berth from High

Water until the tide has fallen to 3.2m in the turning basin. This means that the

POB time will be no later than 2 hours before high water and no earlier than 1.5

hours before the tide falls to 3.2m in the turning basin.

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Figure 2

4.3.1 Shifting Ship FIC / FID

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

to have 4 tugs. Any request to shift a vessel will be assessed on a case by

case basis to determine the parameters of the move.

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.

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

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

day or night.

4.4.1 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.

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

Pilot or Harbour Master taking into consideration all of the circumstances

prevailing at the time.

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

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

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Maximum size vessel limitation for AP5 is 300m LOA (Nominal 210K DWT).

Berthing:

All vessels may berth at any time day or night on a flood tide with a range of less

than 5.0m and on ebb tides with a range of less than 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. This means that POB time will be no later than 2

hours before high water and no earlier than 1.5 hours before the tide falls to 3.5m

in the turning basin.

4.5.1 Shifting Ship AP4 - AP5

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

case basis.

4.5.2 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 at any of the berths in the main portion of

the Harbour.

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

4.6.1 Arrivals/berthing

Maximum size vessel limitation for SP1 & SP2 is 300m LOA (Nominal 210K

DWT).

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 ranges of less than

5.0m and on ebb tides with a range of less than 5.5m.

On ebb tides equal to or greater than 5.5m vessels may berth once the tide

has fallen below 3.5m in the main turning basin. This means that POB time

will be no later than 2 hours before high water and no earlier than 1.5 hours

before the tide falls to 3.5m in the turning basin.

4.6.2 Scheduling



size vessels scheduled to berth at any of the berths in the main portion of

the Harbour.


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4.6.3 Shifting Ship SP1 – SP2

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

case basis.

4.7 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

less than 5m.

On ebb tides ranges equal to or greater than 5.0m vessels may berth once the tide

has fallen below 3.2m in the main turning basin. This means that the POB will be

no later than 2 hours before high water and no earlier than 1.5 hours before the

tide falls to 3.2m in the turning basin.

Vessels in excess of prescribed berthing displacement may require additional

towage depending on prevailing weather and tide conditions.

Figure 3

4.7.1 Shifting Ship PH Berths

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

case by case basis.

5. DEPARTURES

Vessels over 335m may be daylight restricted.

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Cargo loading operations and all related paperwork must be completed a minimum of 30

minutes prior to POB time.

POB times for tidally constrained departing vessels should be no later than 15 minutes

before the close of the vessels DUKC® window. Exemption to this requirement may only

be granted by the Harbour Master or delegate.

Average wind speeds ≥ 25 knots for three continuous 10 minute intervals is considered

to be the upper limit for handling vessels in the inner harbour and shipping channel.

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

All departures are dependent on UKC requirements.

Vessels less than 260m LOA and 120,000 DWT may depart at any time.

All vessels may sail on the flood tide.

5.2 Vessels Restricted on Ebb Tide Sailings

Vessels up to 181,000 DWT may sail on ebb tide ranges equal to or less than 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.

5.3 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 6.2.3 for conditions for Ebb Tide departures over

5m range).

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

▪ vessels may sail on the flood tide, at any time day or night

▪ vessels may sail on ebb tides with a range of up to 3.5m at any time day or

night.

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

▪ vessels may sail on the flood tide with a range of up to 6.5m, at any time

day or night

▪ all vessels may sail on ebb tides with a range of up to 3.5m, at any time day

or night.


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6. TUG ALLOCATION

The number of tugs required for a vessels arrival or departure may be adjusted based

on the advice of the Marine Pilot or Harbour Master taking into consideration all of the

circumstances prevailing at the time.

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

reviewed on a case by case basis.

It is not expected that towage requirements will be reduced for vessels having

bowthruster/s.

6.1 Smaller Vessels (All Berths)

Less than 1,500 DWT

Will require 1 tug for all movements or 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

Will require 1 tug for all movements or as directed by the Harbour Master.

For arrival and departure of MCP vessels or similar, 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

2 tugs for all movements or as directed by the Harbour Master.

6.2 Larger Vessels

6.2.1 Nelson Point, Anderson Point (AP1, AP2, AP3) 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.

>150,000 DWT


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6.2.2 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.

> 165000 DWT


6.2.3 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.

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

4 tugs for all movements for vessels over 130,000 DWT (inbound and

outbound).

All arrivals will have either a Rotor or a RAstar tug line aft. Vessels over

300m LOA (AP4 only at this time) will have an additional Rotor or a RAstar

tug line forward for both arrivals and departures.


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6.2.5 All vessels over 210,000 DWT

All vessels over 210,000 DWT will require at least 1 Rotor or RAstar tug

line aft.

6.3 Passenger Vessels / High Windage Area Vessels

The towage requirement of passenger vessels and high windage area vessels (e.g.

RORO, PCC vessels) will be determined on case by case basis.

6.4 Active Escort Towage

Port of Port Hedland operates a safety and risk based towage regime. This means

that a dedicated Escort Tug will be positioned line aft on all deep draft cape size

vessel departures (vessel speed restricted to approximately 8 knots during active

escort towage).

The active escort towage regime will require a tug to be secured line aft for vessel

transits from berth to beacon 15/16. Tug Masters allocated to active escort tugs

will have completed a competency based escort towage training program and will

be fully familiar with direct and indirect towage techniques.

6.5 Passive Escort Towage

In line with the port’s safety and risk based towage regime, all deep draft

departures will, have a passive escort tug forward for vessel transits from berth to

beacon 15/16. This tug will be capable of center lead forward operations if required

by the pilot.

Tug Masters allocated to passive escort tugs will have completed a competency

based escort towage training program and will be fully familiar with centre lead

forward towage techniques.

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 required by the attending pilot.

6.6 Connection of towline to vessel

The international association of classification societies (IACS) has published

guidance on the safe working load (SWL) and tow load (TOW) for ships bollards.

The diagram below demonstrates the IACS recommendation for making fast tow

lines.

The SWL and TOW for the intended use for each ship board fitting is to be noted

in the towing and mooring arrangements plan available on board the vessel for the

guidance of the Master.

Figure 4


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7. TIME INTERVALS BETWEEN MOVEMENTS

The purpose of maintaining time intervals between shipping movements takes into

account factors such as navigation light visibility (including lead lights), vessel incident

management and the allocation of port resources (tugs, lines boats, mooring gangs).

7.1 Interval between Inbound Vessels

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

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

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

▪ a vessel following an FIC and FID inbound, where the following vessel is

scheduled 1 hour 30 minutes after the inbound vessel to FIC and FID.

▪ a vessel following a PH1 starboard alongside will be schedule 1 hour and

15 minutes after the inbound to PH1.

It is the responsibility of the pilot to determine the progress of the lead ship and if

necessary delay entry as conditions require.

Dependent on UKC requirements being met, scheduling of vessels and safety

considerations, the interval may be around 30 minutes where the first vessel is

berthing in the southern end of the harbour (NPC, NPD, AP2, AP3) followed by a

vessel in the northern part of the harbour.

7.2 Interval between Inbound Vessel Followed by Outbound Vessel

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 Port Hedland VTS. See Clause 8 - Double

Shuffles.


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The interval between POB for an inbound vessel followed by an outbound vessel

is generally 1 hour 30 minutes. Exceptions are made for those movements where

a vessel enters the turning basin allowing the departing vessel a clear unhindered

transit path where POB intervals can be 1 hour subject to approval from the Duty

Pilot.

Where the last inbound vessel is to a South West Creek berth and is immediately

followed by an outbound vessel from a South West Creek berth, the POB times

will be separated by 2 hours and 30 minutes.

7.3 Interval between Outbound Vessels

The departure of the second or consecutive vessel should be arranged so that

there is a time interval of 30 minutes between vessels clearing Hunt Point. Refer

to table 5.

7.4 Interval between Outbound Vessel Followed by Inbound Vessel

POB time for the inbound ship is normally 1 hour after that for the outbound, this

excludes berths AP2, AP3, NPC, NPD and SP2 for which 1 hour 15 minutes will

be scheduled for the inbound ship. The timing is 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 tidally constrained departing vessels should be no later than 15

minutes before the close of the DUKC® window.

8. 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.

Average wind speed ≥ 20 knots for three consecutive 10 minute intervals in the

Inner Harbour is considered to be the upper limit for scheduling a double shuffle

manoeuver.

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

day or night provided that the movement of both vessels comply with these guidelines.

POB times for tidally constrained departing vessels should be no later than 15 minutes

before the close of the vessels DUKC® window. Exemption to this requirement may only

be granted by the Harbour Master or delegate.

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

vessel no later than 15 minutes prior to the scheduled departure.

8.1 Restriction – NPC / NPD & AP2 / AP3 Berths

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


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Double shuffle will be allowed during a tidal range of up to 5.5m.

Note:

▪ The DWT and LOA restrictions apply to the INBOUND vessel

▪ The outbound vessel can be of DWT and LOA that is the maximum

allowable at that berth

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 movement in view of the known handling characteristics of the vessel

or other special circumstances prevailing at the time.

Inbound vessels 210,000 DWT or greater than 300m LOA

No double shuffles.

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

No double shuffles movements.

9. DYNAMIC UNDER KEEL CLEARANCES

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

Clearance (DUKC®) program licenced 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.

The DUKC® calculation provides the window of opportunity for a given draft during which

the vessel 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.

10. BERTH SHIPLOADER MAINTENANCE

If for any reason a ship loader is required to be extended over the berth pocket during

the absence of a vessel alongside that berth, the PPA must be supplied with appropriate

information by the terminal (duration and type of maintenance, location of shiploader

over water). In addition the PPA may require the terminal operator to carry out a risk

assessment for such activity and submit the results to PPA for review.


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Terminals should implement processes that ensure ship loader operators are aware of

scheduled and pending vessel movements within the inner harbour.

11. VESSEL EMERGENCY - PROCEDURES

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

encountered and a Port Emergency is declared:

11.1 Inner Harbour

The Harbour Master or his delegate 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 delegate, 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.

11.2 Outer Harbour

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

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.

11.3 Inbound vessels

If a vessel inbound to berth suffers a serious main engine / steering problem, then

the Harbour Master or delegate will assess the situation and options available. This

may include returning the vessel to anchorage under tug escort.

11.4 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 16. 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 actions to arrest vessel movement:

TWO TUGS - BOTH TUGS STOP PUSHING


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THREE TUGS - ALL TUGS STOP

FOUR TUGS - PUSHING TUGS STOP PUSHING, LIFT OFF TUGS PULL BACK

“DEAD SLOW”

12. 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.

13. 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 and / or

the ability to achieve the required 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.

14. PAPER AND ELECTRONIC CHART CARRIAGE REQUIREMENTS WITHIN THE

PORT HEDLAND VTS AREA

An arriving vessel will not be allowed to pass the first reporting point at the Port of Port

Hedland without carrying the latest edition of AUS Charts 53 and 54, AusENC Port Pack

PT613 or similar approved electronic charts - Port Hedland corrected to the latest edition

of Notice to Mariners at the time of departure from the last port of call.

Where a vessel is using ECDIS as the primary means of navigation, the ECDIS

equipment shall comply with the requirements of either IMO Resolution A.817(19) or

MSC.232(82) depending on date of installations.

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 equipment failure.

Full manoeuvring power must be available at all times.


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Where a vessel cannot meet the requirements for ECDIS operations, current editions of

the paper charts (AUS 53 and 54), corrected to the latest edition of Notice to Mariners

shall be transferred to the vessel prior to passing the first reporting point.

15. 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.

16. PILOT BOARDING ARRANGMENTS

Marine Pilots at the Port of Port Hedland may board and disembark vessels using the

helicopter marine pilot transfer service or the pilot boat service.

16.1 Helicopter (H) – for helicopter suitable vessels

Flying time for the helicopter departing the helipad to the pilot boarding ground is

8 minutes and C1 is 20 minutes.

The POB time allocated to inbound vessels is for external planning of port services

(ie: tugs, lines boats etc.). Pilots boarding by helicopter will always board the

inbound vessel earlier than the scheduled POB time as detailed in Table 3.

The shipping channel entry point will determine the departure time of the helicopter.

That is, if an arriving vessels POB time is 0800 and the vessel is entering the

channel at B15, the helicopter take of time is 0715 (0800 – 45min = 0715).

If a vessel departing FIB has a POB time of 1430, the vessel will be at C1 at 1730

(1430 + 3hrs = 1730). As the flying time to C1 is 20min, the helicopter take off time

will be 1710 (1730 – 20min).

Where there is a combination of pilot transfer to Inbound and Outbound vessels

happening around the same time the pilot transfer to the Inbound vessel will take priority

over the pilot pickup from the Outbound vessel.


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Table 3

TO ARRIVING Vessels at Pilot

Boarding Ground when: DEPARTING Vessels Estimated Time Of

Arrival At:

FROM

Entering Channel

between B26 – B30

Entering Channel at

B15

Pilot Boarding Ground – vessels

departing via 2e/3e

C1 vessels using the Main Shipping

Channel*

Helipad - 15 mins - 45 mins

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

FIA or B + 3 hrs mins

FIC or D + 2 hrs 45 mins

NPA, B C or D + 3 hrs mins

AP1, 2 or 3 + 3 hrs mins

South West Creek Berths

+ 3 hrs mins

*C1 pickup time is indicative only

16.2 Pilots boarding / disembarking by Pilot Boat (P)

Transit times for the Pilot boat to the pilot boarding ground is 45 minutes and C1

1hr 30min.

The POB time allocated to inbound vessels is for external planning of port services

(ie: tugs, lines boats etc.). Pilots boarding by pilot boat will always board the

inbound vessel earlier than the scheduled POB time as detailed in Table 4.

The shipping channel entry point will determine the departure time of the pilot boat.

That is, if an arriving vessels POB time is 0800 and the vessel is entering the

channel between B26 and B30, the Pilot boat departure time is 0715 (0800 – 45min

= 0715).

If a vessel departing FIB has a POB time of 1430, the vessel will be at C1 at 1730

(1430 + 3hrs = 1730). As the Pilot boat transit time to C1 is 1hr 30mins, the Pilot

boat departure time will be 1615 (1745 – 1hr 30min).


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Table 4

TO ARRIVING Vessels at Pilot

Boarding Ground when: DEPARTING Vessels Estimated Time

Of Arrival At:

FROM

Entering Channel between

B26 – B30

Entering Channel at B15

Pilot Boarding Ground – Vessels

departing via 2e/3e

C1 - Vessels using the Main

Shipping Channel*

Tug Haven - 45 mins - 1 hr 15 mins

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

FIA or B + 3 hrs mins

FIC or D + 2 hrs 45 mins

NPA, B C or D + 3 hrs mins

AP1, 2 or 3 + 3 hrs mins

South West Creek Berths

+ 3 hrs mins

*C1 pickup times are indicative only.

16.3 Pilot on Board (POB)

POB time indicates the time a movement is scheduled to commence and is

displayed using a 24 hour time format on the daily shipping schedule. POB

departure times are subject to Port User Guidelines and vessels DUKC®

parameters. The scheduling of POB time may also be influenced by tug availability.

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

close of the vessels DUKC® window. All services i.e. Marine Pilot, Tugs, Mooring

/ Lines Crews are to be in attendance in adequate time prior to vessels departure

and vessels should prepare accordingly.

Refer to section 7 for details on intervals between scheduled POB times.

Intervals between outbound vessels (scheduled POB times) are noted in Table 5.


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Table 5:

17. MOORING ARRANGEMENTS

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

vessel at the port, confirm in writing to the vessel’s agent of the vessel’s ability to comply

with these mooring line requirements. If for any reason a vessel is unable to comply with

these requirements, the master of the vessel or its agent is to obtain the Harbour Master’s

approval to enter the harbour for berthing.

At all times during the ship’s stay alongside the berth, the ship’s mooring lines should be

tended to by competent persons onboard. 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 reminded of their responsibility to ensure

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

currents within the harbour can be excessive.

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

Followed by

VL Departure

From

AP1 AP2 AP3 AP4 AP5 SP1 SP2 FIA FIB FIC FID NPA NP

B NPC NPD

PH

4

PH

1, 2,

3

Interval

Between

VL Departure

From

AP1 30 30 30 30 30 30 45 45 45 45 30 30 30 30 45 45 AP2 30 30 45 30 30 30 45 45 45 45 30 30 30 30 45 45 AP3 45 30 45 30 45 30 45 45 60 60 45 45 30 30 45 45 AP4 30 30 30 30 30 30 45 45 45 45 30 30 30 30 45 45 AP5 45 30 30 45 30 30 45 45 45 45 45 45 30 30 45 45 SP1 45 30 30 45 30 30 45 45 45 45 45 45 30 30 45 45 SP2 45 45 30 45 45 45 45 45 60 60 45 45 30 30 45 45 FIA 30 30 30 30 30 30 30 45 45 45 30 30 30 30 45 45 FIB 30 30 30 30 30 30 30 30 45 45 30 30 30 30 30 45 FIC 15 15 15 15 15 15 15 30 30 45 30 30 15 15 30 45 FID 15 15 15 15 15 15 15 30 30 30 15 15 15 15 30 45 NPA 30 30 30 30 30 30 30 45 45 45 45 30 30 30 45 45 NPB 30 30 30 30 30 30 30 45 45 45 45 30 30 30 45 45 NPC 30 30 30 45 30 30 30 45 45 60 60 45 45 30 45 45 NPD 45 30 30 45 30 45 30 45 45 60 60 45 45 30 45 45 PH4 30 30 15 30 15 30 15 30 30 45 45 30 30 15 15 45

PH1, 2, 3 30 (45 if not STARBOARD side alongside)


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

angle.

Vessel’s are not permitted to warp alongside the wharf without the prior permission of

Port Hedland VTS.

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, this should

be reported to the Harbour Master as soon as possible.

Any failure of mooring line(s) should be reported by the vessel or observer to Port

Hedland VTS immediately.

17.1 Mooring Line Condition

All mooring lines used at the Port of 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.

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.

17.2 Mooring Line Requirements – Port of Port Hedland

Table below is a guide for mooring line configurations for the various berths at the

port. Note:

▪ the mooring arrangements advice below may be changed without notice

based on existing environmental conditions.

▪ some vessel types e.g. Cruise vessels / High Windage Vessels may require

a specific mooring line configuration which will be assessed on a case by

case basis.


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▪ the use of 14 mooring lines, each on independent winch drums for panamax

vessels visiting NPA, NPB and PH3 is acceptable.

▪ Panamax vessels calling other capesize berths will be reviewed on a case

by case basis.

▪ The use of warping drums to achieve the required mooring configuration on

vessels up to Panamax size for all berths, will be assessed on a case by

case basis using a risk based approach.

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

Table 6

Line Position Head Lines

Breast Spring Stern Lines

Total Berth

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

16

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

16

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

16

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

16

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

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

8

PPA - Port Hedland 1, 2 & 3 10,001 – 35,000 DWT

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

10

PPA - Port Hedland 1, 2 & 3 35,001 – 58,000 DWT

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

12

PPA - Port Hedland 1, 2 & 3 58,001+ DWT

4 1F, 1A 2F, 2A 4

14

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 vessel’s unique configuration.


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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.

17.3 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.

18. SOUTH WEST CREEK – FUTURE DEVELOPMENT - MOVEMENT GUIDELINES

ADDITIONAL PARAMETERS

18.1 Arrivals/berthing

Subject to the following, vessels up to 300m LOA may enter any time (325m LOA

for AP4). Subject to tidal restrictions in place.

Vessels turning in the turning circle and backing into South West Creek berths

(SP1, SP2, AP4 and AP5) are to follow the inbound parameters in section 4.5 and

section 5.5 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.

18.2 South West Creek Specific Requirements

18.2.1 Scheduling



size vessels scheduled to berth in any of the berths in the main portion of

the Harbour.

18.2.2 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


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

below 3.5m in the main turning basin.

18.2.3 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

19. TOWAGE ALLOCATION INTERVALS

Towage is allocated using the intervals advised in Table 7:

19.1 Outbound

▪ POB → HP - indicates the average time a movement takes from POB time

at a berth to reach Hunt Point

▪ POB → 1st tug available - indicates the time it will take for a tug to return for

its next POB job from the original departing berth when released at Hunt

Point

▪ POB → B30/31 - indicates the average time it takes for the tug to be

released at B30/31

▪ POB → 2nd tug available - indicates the time it will take for a tug to return

for its next POB outbound job from the original departing berth when

released at B30/31

▪ POB → Escort tugs available in (B15/16) - indicates the time the escort tugs

will be available for an INBOUND job from the original departing berth when

released at B15/16

INBOUND

FIA 41 min 1 hr 1hr 14 min 2 hr 2 hours 30 mins 3 hours 15 mins 2 hours

FIB 37 min 1 hr 1hr 10 min 2 hr 2 hours 30 mins 3 hours 15 mins 2 hours

FIC 32 min 45 min 1 hr 06 min 2 hr 2 hours 30 mins 3 hours 15 mins 2 hr 15 mins

FID 32 min 45 min 1 hr 06 min 2 hr 2 hours 30 mins 3 hours 15 mins 2 hr 15 mins

AP1 47 min 1 hr* 1 hr 20 min 2 hr* 2 hours 30 mins 3 hours 30 mins* 2 hr 15 mins





SP1 50 min 1 hr* 1 hr 20 min 2 hr* 2 hours 30 mins 3 hours 30 mins* 2 hr 15 mins

SP2 50 min 1 hr* 1 hr 20 min 2 hr* 2 hours 30 mins 3 hours 30 mins* 2 hr 15 mins

NPA 45 min 1 hr* 1 hr 19 min 2 hr* 2 hours 30 mins 3 hours 30 mins* 2 hours

NPB 48 min 1 hr* 1 hr 20 min 2 hr* 2 hours 30 mins 3 hours 30 mins* 2 hours

NPC 51 min 1 hr* 1 hr 24 min 2 hr* 2 hours 30 mins 3 hours 30 mins* 2 hr 15 mins

NPD 55 min 1 hr* 1 hr 28 min 2 hr* 2 hours 30 mins 3 hours 30 mins* 2 hr 15 mins

PH1 29 min Nil 56 min 1 hr 30 min* - - -

PH2 31 min Nil 58 min 1 hr 30 min* - - -

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

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

PPA Agreed Towage Allocation Intervals

BERTH POB - HPPOB - 1ST

AVAILABLE TUG POB - 30 /31

POB - 2ND

AVAILABLE

TUG

POB - AVAILABLE

ESCORT TUGS

(OUT)

POB - 1ST

AVAILABLE TUG

POB - AVAILABLE

ESCORT TUGS

(B15/B16)

OUTBOUND


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▪ POB → Escort tugs available out - indicates the time it will take for a tug to

return for its next POB outbound job from the original departing berth when

released at B15/16

19.2 Inbound

▪ POB →1st available tug - indicates the time the first tug will be available

after an inbound movement is alongside. Add 15 minutes for the remaining

tugs availability.

19.3 Notes

▪ * indicates an additional 15 minutes transit time must be added if the

following job is in the southern harbour (i.e.: AP2, AP3, NPC, NPD)

▪ Inbound tugs scheduled for double shuffle movements require an additional

15 minutes before being released

▪ Tugs released at B30/B31 are free to be scheduled to bring in an inbound

movement providing the inbound movement is scheduled more than 1hr

after the outbound POB

20. PROCESS OWNER

The General Manager Operations has overall responsibility for this procedure. Document

approval is via the delegated authorities contained in the PPA Corporate Delegations

Manual.

Date approved: 11.10.2019 Review date: 11.10.2020

Version: 11 Approved by: GM Operations


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21. ATTACHMENT 1 PORT OF PORT HEDLAND VTS COVERAGE AREA

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

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