PORT OF PORT HEDLAND PORT USER GUIDELINES AND PROCEDURES

Transcription

1 TABLE OF CONTENTS DISTRIBUTION LIST OBJECTIVE SCOPE VESSEL MOVEMENT GUIDELINES ARRIVALS / BERTHING CHANNEL ENTRY DEPTHS BERTHING DRAFTS Strong Winds / Adverse Weather NELSON POINT BERTHS (NPA / NPB / NPC / NPD) (BERTHING) Shifting Ship NPA NPB / NPC NPD FINUCANE ISLAND BERTHS - (FIA / FIB) (BERTHING) Shifting Ship FIA FIB FINUCANE ISLAND BERTHS - (FIC / FID) (BERTHING) Shifting Ship FIC / FID ANDERSON POINT BERTHS (AP1 / AP2 / AP3) (BERTHING) Shifting Ship AP1 / AP2 / AP ANDERSON POINT SOUTH WEST CREEK BERTHS (AP4 / AP5) Shifting Ship AP4 - AP Scheduling STANLEY POINT SOUTH WEST CREEK BERTHS (SP1 / SP2) Arrivals/berthing Scheduling Shifting Ship SP1 SP PH1, PH2, PH3 AND PH4 (BERTHING) Shifting Ship PH Berths DEPARTURES NELSON POINT, ANDERSON POINT (AP1 / AP2 / AP3) AND FINUCANE ISLAND BERTHS VESSELS RESTRICTED ON EBB TIDE SAILINGS PH1, PH2, PH3 AND PH4 BERTHS ANDERSON POINT SOUTH WEST CREEK BERTHS (AP4 / AP5) STANLEY POINT SOUTH WEST CREEK BERTHS (SP1 / SP2) TUG ALLOCATION SMALLER VESSELS (ALL BERTHS) LARGER VESSELS A Page 1 of 31

2 5.2.1 Nelson Point, Anderson Point (AP1, AP2, AP3) and PH1, PH2, PH3, PH4 Berths Finucane Island Berths PH4 Berth (Utah Point) South West Creek Berths (AP4 / AP5 / SP1 / SP2) All vessels over 210,000 DWT PASSENGER VESSELS ACTIVE ESCORT TOWAGE PASSIVE ESCORT TOWAGE CONNECTION OF TOWLINE TO VESSEL TIME INTERVALS BETWEEN MOVEMENTS INTERVAL BETWEEN INBOUND SHIPS INBOUND FOLLOWED BY OUTBOUND INTERVAL BETWEEN OUTBOUND SHIPS OUTBOUND FOLLOWED BY INBOUND DOUBLE SHUFFLES RESTRICTION NPC / NPD & AP2 / AP3 BERTHS RESTRICTION SOUTH WEST CREEK BERTHS (AP4 / AP5 / SP1 / SP2) DYNAMIC UNDER KEEL CLEARANCES BERTH SHIPLOADER MAINTENANCE VESSEL EMERGENCY INNER HARBOUR OUTER HARBOUR EMERGENCY COMMUNICATIONS WITH TUGS CYCLONE PORT USERS BRIEF PAPER AND ELECTRONIC CHART CARRIAGE REQUIREMENTS WITHIN THE PORT HEDLAND VTS AREA MAIN SHIPPING CHANNEL PILOT BOARDING ARRANGMENTS HELICOPTER (H) FOR HELICOPTER SUITABLE VESSELS PILOTS BOARDING / DISEMBARKING BY PILOT BOAT (P) PILOT ON BOARD (POB) MOORING ARRANGEMENTS MOORING LINE CONDITION MOORING LINE REQUIREMENTS PORT OF PORT HEDLAND HEAVING LINES A Page 2 of 31

3 17. SOUTH WEST CREEK FUTURE DEVELOPMENT - MOVEMENT GUIDELINES ADDITIONAL PARAMETERS ARRIVALS/BERTHING SOUTH WEST CREEK SPECIFIC REQUIREMENTS Scheduling Berthing Departures TOWAGE ALLOCATION INTERVALS PROCESS OWNER ATTACHMENT 1 PORT OF PORT HEDLAND VTS COVERAGE AREA...31 A Page 3 of 31

4 DISTRIBUTION LIST No. Holder Organisation (Alphabetical Order) 1 Manager Marine BHP 2 Manager Production BHP 3 Marine Services Coordinator BHP 4 Superintendent Port Services BHP 5 Shipping Superintendent Fortescue Metals Group 6 Port Hedland Manager GAC World Shipping 7 Port Hedland Manager Go Marine 8 Port Hedland Manager Hedland Launch 9 Port Hedland Manager Inchcape Shipping Services 10 Senior Pilot, Port Hedland Jayrow Helicopters 11 Lead Software Engineer Saab Technologies (Klein) 12 Branch Manager LBH Shipping Agency 13 Port Hedland Operations Manager Monsons 14 General Manager O Brien Maritime Consultants 15 Managing Director Port Hedland Pilots 16 Port Hedland VTS PPA Port Hedland 17 Chief Executive Officer PPA Port Hedland 18 General Manager Operations PPA Port Hedland 19 Harbour Master PPA Port Hedland 20 Marine Operations Manager PPA Port Hedland 21 Deputy Harbour Master PPA Port Hedland 22 Marine Systems & Database Admin PPA Port Hedland 23 Production Superintendent Rio Tinto Minerals 24 General Manager Rivtow Marine 25 Manager Shipping Roy Hill 26 Port Hedland Manager Sea Corporation Pty Ltd 27 Port Hedland Manager Sea West 28 Manager Ship Agency Services Pty Ltd 29 Port Hedland Manager Sturrock Grindrod Maritime Pty Ltd 30 Port Hedland Manager Wilhelmsen Ship Services A Page 4 of 31

5 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 10, 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: being responsible for the safe and efficient operation of the port; protecting the environment of the port, and 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 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. A Page 5 of 31

6 Vessels over 280m LOA must be fitted with a bridge front compass (at the conning position) positioned at or near the centreline, 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 Arrivals / Berthing 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. For all Vessels Arriving (except Tankers): The vessel must maintain a minimum under-keel-clearance (UKC) of 2.5m whilst passing through the 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 the 2E and 3E on the eastern approach to the port. 3.2 Channel Entry 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: Beacon 26/28 entry: 9.5m at Chart Datum 10.5m 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 A Page 6 of 31

7 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 - All vessels should advise their intended berthing draft to the PPA - Port Hedland VTS not less than 24 hours prior to arrival. 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 south eastern edge of the 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. An arrival draft greater than 12.5 m will be dealt with on a case by case basis 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. The following criteria should be achieved by vessels prior to berthing manoeuvering. A Page 7 of 31

8 Table 2: Required minimum drafts for strong winds / adverse weather DWT FWD DRAFT AFT DRAFT 30,000 50, m 5.0m 6.5m 50, , m 7.0m 6.5m 7.5m 100, , m 8.0m 7.5m 8.5m 150, , m 8.5m 8.5m 9.50m 200, , m 9.5m 10.0m 250, , m - 9.5m 9.5m 10.5m 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 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. 3.5 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 of up to 5.5m at any time day or night. 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 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. A Page 8 of 31

9 0:00:00 2:30:00 5:00:00 7:30:00 10:00:00 12:30:00 15:00:00 17:30:00 20:00:00 22:30:00 Tide Height PORT OF PORT HEDLAND Figure Last POB First POB 3.2m >5.5m 2 1-2hrs HW 3.2m - 1.5hrs 0 Time 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. 3.6 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 up to 5m at any time day or night. On ebb tide ranges over 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. A Page 9 of 31

10 0:00:00 2:30:00 5:00:00 7:30:00 10:00:00 12:30:00 15:00:00 17:30:00 20:00:00 22:30:00 Tide Height PORT OF PORT HEDLAND Figure Last POB First POB 3.2m >5m 2 1-2hrs HW 3.2m - 1.5hrs 0 Time 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. 3.7 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 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 relevant to the move, otherwise normal towage applies. 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. A Page 10 of 31

11 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: 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. This means that POB time will be no earlier than 1.5 hours before the tide falls to 3.5m in the turning basin Shifting Ship AP4 - AP5 Shifting Ship to and from AP4 and AP5 will be determined on a case by case basis 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) 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. This means that POB time will be no earlier than 1.5 hours before the tide falls to 3.5m in the turning basin. There must be at least 1.2m static Under Keel Clearance (UKC) in the turning basin. A Page 11 of 31

12 0:00:00 2:30:00 5:00:00 7:30:00 10:00:00 12:30:00 15:00:00 17:30:00 20:00:00 22:30:00 Tide Height PORT OF PORT HEDLAND 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 Shifting Ship SP1 SP2 Shifting Ship to and from SP1 and SP2 will be determined on a case by case basis 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. On ebb tides 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 Last POB First POB >5m 3 3.2m hrs HW 3.2m - 1.5hrs Time A Page 12 of 31

13 Shifting Ship PH Berths Shift ship movements between any of the PH Berths will be assessed on a case by case basis. 4. DEPARTURES Vessels over 335m may be daylight restricted. 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. 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 for conditions for Ebb Tide departures over 5m range). A Page 13 of 31

14 4.4 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. 4.5 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. 5. 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. 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 2 tugs for all movements or as directed by the Harbour Master. A Page 14 of 31

15 5.2 Larger Vessels 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 3 tugs required for all movements. Vessels greater than 280m LOA require 4 tugs for inbound movements and 3 tugs for outbound movements. >150,000 DWT 4 tugs required for all movements Finucane Island Berths Less than 260m LOA and less than 130,000 DWT 3 tugs required for all movements. For departures on the ebb tide where the range is greater than 5.0m, an additional tug will be required. >130, 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. > DWT 4 tugs required for all movements. A Page 15 of 31

16 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 2 tugs required for all movements. >90,000 to 130,000 DWT 3 tugs for all movements 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 All vessels over 210,000 DWT All vessels over 210,000 DWT will require at least 1 Rotor or RAstar tug line aft. 5.3 Passenger Vessels The towage requirement of passenger vessels will be determined on case by case basis. 5.4 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. A Page 16 of 31

17 5.5 Passive Escort Towage In line with the ports 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 direct and indirect 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. 5.6 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. 6. 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). A Page 17 of 31

18 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. 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 the previous inbound vessel. 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). 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 and the scheduling of vessels. 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. 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 Port Hedland VTS. See Clause 7. Double Shuffles. 6.3 Interval Between Outbound Ships The departure of the second or consecutive 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 POB time for the inbound ship is normally 1 hour after that for the outbound, this excludes berths AP2, AP3, NPC and NPD 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. A Page 18 of 31

19 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. 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. 7.1 Restriction NPC / NPD & AP2 / AP3 Berths Inbound vessels 150, ,999 DWT and up to 300m LOA 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. 7.2 Restriction South West Creek Berths (AP4 / AP5 / SP1 / SP2) No double shuffles movements. A Page 19 of 31

20 8. 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. 9. 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. Terminals should implement processes that ensure ship loader operators are aware of scheduled and pending vessel movements within the inner harbour. 10. VESSEL EMERGENCY The following procedures will be implemented if serious engine/steering problems are encountered and a Port Emergency is declared: 10.1 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. A Page 20 of 31

21 10.2 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 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 THREE TUGS - ALL TUGS STOP FOUR TUGS - PUSHING TUGS STOP PUSHING, LIFT OFF TUGS PULL BACK DEAD SLOW 11. CYCLONE 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. 12. PORT USERS BRIEF The briefing card for ship's Masters and Engineers reads as follows: A Page 21 of 31

22 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. Note: Ships which cannot comply with the requirements of the Port Users Brief (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. 13. 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 52, 53 and 54, AusENC Port Pack PT613 or similar class 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. Where a vessel cannot meet the requirements for ECDIS operations, current editions of the paper charts (AUS 52, 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. 14. 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. A Page 22 of 31

23 15. 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 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 ( min = 0715). If a vessel departing FIB has a POB time of 1430, the vessel will be at C1 at 1745 ( hrs 15min = 1745). As the flying time to C1 is 20min, the helicopter take off time will be 1725 ( min). 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 FIC or D NPA, B C or D AP1, 2 or 3 South West Creek Berths + 3 hrs 15 mins + 2 hrs 45 mins + 3 hrs 15 mins + 3 hrs 15 mins + 3 hrs 15 mins A Page 23 of 31

24 15.2 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 ( min = 0715). If a vessel departing FIB has a POB time of 1430, the vessel will be at C1 at 1745 ( hrs 15min = 1745). As the Pilot boat transit time to C1 is 1hr 30mins, the Pilot boat departure time will be 1615 (1745 1hr 30min). 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 FIC or D NPA, B C or D AP1, 2 or 3 South West Creek Berths + 3 hrs 15 mins + 2 hrs 45 mins + 3 hrs 15 mins + 3 hrs 15 mins + 3 hrs 15 mins 15.3 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 A Page 24 of 31

25 should be no later than 15 minutes before the close of the vessels DUKC window. All services ie: Marine Pilot, Tugs, Mooring / Lines Crews are to be in attendance in adequate time prior to vessels departure and vessels should prepare accordingly. 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 AP2, AP3, NPC and NPD. Intervals between outbound vessels are generally scheduled as advised in Table 5: Table 5 Interval Betw een VL Departure From Follow ed by VL Departure From AP1 AP2 AP3 AP4 AP5 SP1 SP2 FIA FIB FIC FID NPA NPB NPC NPD PH4 PH1, 2, 3 AP1 AP2 AP3 AP4 AP5 SP1 SP2 FIA FIB FIC FID NPA NPB NPC (45 if not head out to sea) NPD PH4 PH1, 2, 3 The interval between POB for 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. A Page 25 of 31

26 16. 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 vessels agent of the vessels 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. Ship s mooring lines are to be properly tended throughout the vessels stay alongside the berth. 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 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, this should be reported to the Harbour Master as soon as possible 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. At all times a competent person on board a vessel must tend to a vessel s mooring lines. A Page 26 of 31

27 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, Mooring Line Requirements Port of Port Hedland Table below is a guide for mooring line configurations for the various berths at the port. Note: 1. the mooring arrangements advice below may be changed without notice based on existing environmental conditions. 2. some vessel types eg. Cruise vessels may require a specific mooring line configuration. 3. the use of 14 mooring lines (each on independent winch / warping drums) for panamax vessels visiting FIC, FID, NPA, NPB and PH3 is acceptable. Mooring arrangements for these vessels will use the table 6 as a guide. Table 6 Berth Line Position Head Lines Breast Spring Stern Lines 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 & ,000 DWT PPA - Port Hedland 1, 2 & 3 10,001 30,000 DWT PPA - Port Hedland 1, 2 & 3 30,001 55,000 DWT PPA - Port Hedland 1, 2 & 3 55,000+ DWT 2 1F, 1A 1F, 1A 2 3 1F, 1A 1F, 1A 3 3 2F, 2A 1F, 1A 3 4 2F, 2A 2F, 2A 4 A Page 27 of 31

28 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 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. 17. SOUTH WEST CREEK FUTURE DEVELOPMENT - MOVEMENT GUIDELINES ADDITIONAL PARAMETERS 17.1 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 South West Creek Specific Requirements 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 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, A Page 28 of 31

29 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 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 18. TOWAGE ALLOCATION INTERVALS Towage is allocated using the intervals advised in Table 7: BERTH POB - HP Table 7 Legend: POB - 1ST AVAILABLE TUG PPA Agreed Towage Allocation Intervals POB - 30 /31 OUTBOUND POB - 2ND AVAILABLE TUG POB - AVAILABLE ESCORT TUGS (B15/B16) POB - AVAILABLE ESCORT TUGS (OUT) INBOUND POB - 1ST AVAILABLE TUG 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 AP2 51 min 1 hr* 1 hr 23 min 2 hr* 2 hours 30 mins 3 hours 30 mins* 2 hr 15 mins AP3 51 min 1 hr* 1 hr 25 min 2 hr* 2 hours 30 mins 3 hours 30 mins* 2 hr 15 mins AP4 50 min 1 hr* 1 hr 20 min 2 hr* 2 hours 30 mins 3 hours 30 mins* 2 hr 15 mins AP5 50 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* Outbound POB HP - indicates the average time a movement takes from POB time at a berth to reach Hunt Point A Page 29 of 31

30 POB 1 st 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 2 nd 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 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 Inbound POB 1 st 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. Notes * indicates an additional 15 minutes transit time must be added if the following job is in the southern harbour (ie: 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 19. 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: Review date: 2 October 2018 Version: 9 Approved by: GMO A Page 30 of 31

31 20. ATTACHMENT 1 PORT OF PORT HEDLAND VTS COVERAGE AREA A Page 31 of 31