z Port of Southampton Port Users Information

Transcription

zPort of Southampton
Issue Date: 29th May 2014
z
Port of Southampton
Port Users Information
And
Navigation Guidelines
Port Users Information and Navigation Guidelines
Page 1 of 112
CONTENTS
1.
2.
3.
4.
5.
6.
6.1
6.2
6.3
6.4
6.5
6.6
7.
7.1
7.2
7.3
7.4
7.5
Amendments
Introduction
Communications VTS Centre
Actions Required by Shipowners, Shipping Agents
and Berth Operators
Liaison Between Owner/Agent and Master of Vessels
Shipping Movements in The Port of Southampton
Navigation Guidelines In The Port of Southampton
Guideline No. 1 – Clear Channel Vessel and
Precautionary Area
Guideline No. 2 – The movement of inward bound large
vessels
Guideline No. 3 – Co-ordination of movements of vessels
>180m arriving at Hook Buoy and movement of vessels
leaving Southampton Docks
Guideline No. 4 – Passing points for vessels >180m in
Southampton Water
Guideline No. 5 – Berthing and manoeuvring limitations in
adverse weather(Including Dock Tugs Details)
Guideline No. 6 – Fog Guidelines
Towage/Berth Guidelines
Applicable to Berths 20 - SCT1
Ocean Dock
Fawley Berth Manoeuvring Criteria
The Jetties
Navigation Lights’ Location and Characteristics
Minimum Towage Criteria for Fawley Marine Terminal
Fawley Station Tugs/Launches and Mooring Criteria
Towage Guidelines for BP Hamble (BPJ)
Guidelines for Pilotage and Escort Towage for BP
Inbound/Outbound Vessels
5
6
7
8
9
10
11
16
18
20
22
23
29
37
37
38
41
49
52
53
58
63
64
Page 2 of 112
8.
8.1
8.2
8.3
8.4
a
8.4
b
8.5
8.6
8.7
8.8
8.9
9.
9.1
9.2
9.3
9.4
10.
10.1
10.2
10.3
10.4
10.5
Guidelines for Towage and Limitations of Nominated
Berths and Mooring on the Rivers Test, Itchen and
Southampton Water
Notes to Guidelines
River Test
River Itchen
Notes to Guidelines
No. 7 George V Dry Dock
Solent Refit Site
68
69
71
71
75
76
Fawley Power Station
76
Overhead Bridge Clearances/ Container Crane
Dimensions
ABP Principal Berths: Suggested UKC
Small Ships Anchorages Southampton Water
Hamble Cliff Mooring (WGS84 Position 50º51.50’ N
001º21.50 W)
Protocol for the use of anchorages in the Solent
Emergency Plans/Procedures
SOLFIRE
Port of Southampton Oil Spill Contingency Plan
Port of Southampton Emergency Plan
The Port of Southampton Off-site Reactor Emergency
Plan
Pilotage Arrangements
Pilotage Directions for the ABP Port of Southampton
Port of Southampton (CHA) Compulsory Pilotage Area
Pilotage Charges
Ships Requiring Pilots
Boarding Points
77
68
80
83
84
85
89
89
90
91
92
95
95
96
97
97
98
11.
Southampton Vessel Traffic Services (VTS)
100
12.
13.
Vessel Movement Reporting Procedure
Advanced Notice of Entry of Dangerous Substances
into the Port of Southampton
102
103
Page 3 of 112
13.1 Notice of Entry of Dangerous Substances arriving by sea
for discharge or in transit
13.2 Notice of Entry of Dangerous Substances from an Inland
source entering the Harbour Area
13.3 Conditions of Entry for Petroleum Ships to any berth
owned by ABP for repairs
International Ship and Port Security Code (ISPS)
14.
ABP Southampton Port Procedure For Aborting
15.
Passenger Embarkation/Disembarkation Whilst Cat 4
Container Vessels Are Passing Berths 104 To 106
ABP Southampton Linkspans
16.
104
105
107
108
109
112
Page 4 of 112
Amendments
Amendment No.
Date
New Issue
25 March 13
Amendment to
Pages
24,46,56
02 April 13
Amendment to
Pages
13,23,78
Amendment to
Pages
66,67,69,72,78,79,110
Amendment to
Pages
14,78
23 April 13
Amendment to
Pages
35,37,38,80
New Issue
24 January 14
Amended
By
Signature
12 July 13
17 December 13
29 May 14
Page 5 of 112
1.
Introduction
The following Guidelines have been established and agreed between the
Harbour Master Southampton, CHA Pilots and members of Southampton
Port Marine Users Group (SPMUG).These Guidelines supersede the
Guidelines updated October 2007.
The information contained in this booklet is intended to bring to your
attention the requirements necessary for the Harbour Master to safely
regulate traffic movements in The Solent, Southampton Water and Rivers
Itchen and Test by commercial vessels, and to comply with local rules and
national legislation.
Section 52 of the Harbours, Docks and Piers Clauses Act 1847 is
incorporated within the British Transport Docks Act 1969 which sets out the
powers of a Harbour Master who may give direction for the following
purposes.
a)
For regulating the time at which and the manner in which any vessel
shall enter into, go out of, or lie in or at the Harbour Dock or Pier, and
within the prescribed limits, if any, and its position, mooring or
unmooring, placing and removing whilst therein.
b)
For removing unserviceable vessels or other obstructions from the
Harbour, Dock, pier and keeping the same clear.
The 2003 Port of Southampton Harbour Byelaws are published separately
and should be used in conjunction with these guidelines.
These guidelines, Harbour Byelaws and ABP Southampton Notice to
Mariners can be found on www.southamptonvts.co.uk
Page 6 of 112
2.
Communications VTS Centre
The Operations Room of the Vessel Traffic Service (VTS) Centre situated at
37 Berth, Eastern Docks is continuously manned 24 hours a day.
a) VHF R/T The VTS Centre Southampton, call sign
´SOUTHAMPTON VTS`, guards channels 9, 12, 14, 16, 20 and monitors
channels 71 and 74.
b)
Telephones:
Location
ABP Reception
Deputy Harbour Master
Numbers
023 8048 8800
023 8060 8202
Data Centre
023 8060 8208
VTS – out of hours
023 8060 8208
Hours of Operation
Monday-Friday 08001700 daily.
Monday-Friday 09001700
Monday-Friday 17000900
Saturday/Sunday
24 Hours
c)
Facsimile
023 8023 2991
d)
Website
www.southamptonvts.co.uk
www.sotonmet.co.uk
www.bramblemet.co.uk
Weather
e)
Email
[email protected]
Page 7 of 112
3.
Actions Required by Shipowners, Shipping Agents and Berth
Operators
The action by Shipowners, Shipping Agents and Berth Operators in
implementing the movement of their ships has a great bearing on the coordination of all shipping movements in the Port of Southampton.
The following points must be followed to ensure that a suitable and
acceptable slot is available for a vessel to manoeuvre within the Port area
for either an arrival or a departure passage.
a)
The Master, Owner, Agent or Berth Operator should make all
necessary arrangements in terms of services to be provided, i.e.
Pilots, tugs, linesmen etc for their vessel’s movement within the Port.
Alterations to ETAs or ETDs must be reported to the VTS Data Centre
for confirmation prior to implementation.
b)
The Master, Owner, Agent or Berth Operator must confirm the ETA
times or changes to ETA times and report:
i
Ship’s name and International Radio Call Sign (IRCS)
ii
ETA (12 hour and then 3 hours before arrival)
iii
Fore and aft SW draughts (Passage Planning requirement )
iv
Last port of call
v
Hazardous goods
vi
Any deficiencies of ship, navigation equipment, machinery and
cargo
vii
Any other relevant information to VTS
viii Towage ordered
ix
ISPS Level
c)
The Master, Owner, Agent or Berth Operator must confirm the ETD
times 3 hours before departure. The Master must reconfirm 30
minutes before departure at which time the Pilot will be dispatched
to the ship.
Details required:
i
Ship’s name
ii
ETD
iii
Fore and aft SW draughts (Passage Planning requirement )
iv
Next port of call
v
Any other relevant information to VTS
Page 8 of 112
vi
Towage ordered
d)
In cases where a vessel will not be ready to move at the agreed slot
time the Owner, Agent or Berth Operator is to inform VTS
immediately. The vessel must remain in its present position – safe
conditions permitting – until further consultations have resulted in a
revised slot time being agreed. Failure to comply may result in the
vessel missing her slot time thus resulting in a further delay due to
other traffic movements in the Port.
e)
Decisions made by the Duty Vessel Traffic Services Watch Manager
(VTSWM) of the movement of any ship are final. (Reference ‘Section 1
Introduction’)
4.
Liaison Between Owner/Agent and Master of Vessels
Owners and Agents are requested to ensure:
a)
Masters of vessels using the Port of Southampton are in possession of
relevant navigational information for both the Ports of Southampton
and the Dockyard Port of Portsmouth.
b)
Masters of vessels contact the Southampton VTS Centre (‘Call Sign
Southampton VTS’) before sailing, to obtain permission to depart their
berth and obtain traffic movements within the Port during the vessel’s
passage outward.
Page 9 of 112
5.
Shipping Movements in the Port of Southampton
All movements (and any subsequent amendments) within the
Southampton VTS district must be agreed through Southampton VTS
Centre before implementation. This information is also available on
Page 10 of 112
6.
Navigation Guidelines In The Port of Southampton
General note to Guidelines. The term ‘large vessel’ refers to those
vessels >220m LOA unless otherwise stated.
i)
Passing Moored Vessels
Due consideration should be taken when passing other moored
vessels within the port and a sufficient wide berth must be given at
a minimum speed which is possible to maintain steerage way. If the
prevailing weather or tide conditions dictate, the use of a tug should
be considered when in close proximity to other moored vessels.
ii)
State of Readiness of Vessels Alongside
Any work which will render the vessel immobile must not be
commenced without the approval of the Harbour Master or his
Deputy and the terminal/ berth operator.
iii)
State of Readiness of Berths
All berths should be inspected prior to a vessel’s arrival by the berth
operator. If the berth is not ready in all respects to receive it, then
the vessel should be advised before it passes the South Ryde
Middle Buoy.
iv)
Manoeuvring Equipment
The Master should ensure that all maneuvering and mooring
equipment is checked as fully as possible prior to arrival at the Pilot
Station or departure from the berth to ensure that it is fully
operational. Any defects should be reported to Southampton VTS.
Engines should also be tested in the astern mode.
v)
Bunkering Operation
Before any bunkering operation can commence, the bunker barge
Master is to liaise with the Southampton VTSWM on VHF ch. 12.
The planned movement of large vessels will be discussed for the
Page 11 of 112
duration of the bunkering operations. The Master of the bunkering
barge must be prepared to cease bunkering operations, and if
necessary shift his berth, at short notice, if required to do so for the
passage of these large vessels.
Port Passage Planning Guidance note (Ref Port Marine Safety Code)
The Harbour Authority and Harbour Masters’ powers to regulate the time
and manner of ships entry to, departure from and movement within their
waters serve to complement port passage planning. Passage plans are
therefore to be operated and enforced as an adjunct to the powers of
direction.
The object of port passage planning guidance, as required by the Port
Marine Safety Code, is to ensure that:
a)
All parties know relevant details of any particular port passage in
advance.
b)
There is a clear, shared understanding of potential hazards, margins
of safety, and the ship’s characteristics.
Intentions and required actions are agreed for the conduct of the port
passage – including the use of tugs and their availability – and any
significant deviation should it become necessary.
Port Passage Planning (Pilot/ Master Exchange of Information)
The careful planning of the movements of every ship in the confines of the
port is an essential element of the Port’s Safety Management System. The
Pilot/Master exchange of information needs to be both detailed and
structured. The VTS supplied information in conjunction with the Pilot and
vessel’s passage plan are to be integrated to ensure that both the Pilot and
Master have information needed for an agreed Port Passage Plan. It should
include as a minimum:
a)
The provision by the Pilot of relevant VTS traffic information, detailed
local navigational knowledge such as number of tugs, intended berth,
side to quay, mooring arrangements and minimum UKC. It should also
include his recommended passage plan. Such details will assist the
Master to update his own passage plan.
Page 12 of 112
b)
The provision by the Master of precise information, about the ship,
its maneuvering characteristics, its equipment, including details of
any defects.
Passage Planning (Utilisation of Passage Plans)
All vessels, whether piloted or PEC, must prepare and utilize appropriately
detailed passage plans when maneuvering within the Port of Southampton
Harbour Area to International Chamber of Shipping Guidelines in
conjunction with IMO Resolution A.893(21). The bridge is to be properly
manned as required in regulation 11/1 of the STCW Convention. To help
with passage planning tide gauge readings from Dockhead, Calshot and
Bramblebank are available from VTS. Information on tide heights, passage
planning depths and weather is also available from the website:
Pilots carry aboard Equipment
The CHA has provided a number of ADX Navigation – Portable Pilot Units
for use aboard large vessels. Such units provide the pilot/s with highly
accurate positional and prediction information. Such information is
independent of that provided by the ships equipment.
The CHA expects pilots to use all available means to determine the ships
position and not rely exclusively on one piece of equipment. As such the
PPU should be considered to be an aid to navigation.
The Bridge Team is reminded of its duty to maintain an accurate check on
the vessels position as laid down in the ISM Code, STCW Convention, IMO
Regulations & ICS Procedure Guide.
Page 13 of 112
Moorings to be tended
The master of a vessel which is berthed or moored shall ensure that such
vessel is securely made fast and that the moorings are adjusted as
necessary to allow for the rise and fall of the tide and for the loading and
unloading of cargo.
(Ref: Southampton Harbour Byelaws Part III No 18)
Masters of high side vessels alongside berths in Southampton docks are
reminded of their responsibility to ensure the vessel remains securely
alongside when strong offshore winds are forecast and/or experienced.
Measures to be considered include the adjustment of moorings as
necessary, the correct use of tension winches, the use of additional
moorings and tug/s to ´Push Up.
Safety of Mooring Gangs and Tug Crews - Design and Use of Heaving
Lines
Masters and crews of vessels using the Port of Southampton are required to
use properly constructed heaving lines for all mooring and towing
operations. The use of ‘weighted' heaving lines is both illegal and dangerous
and may cause serious injury or even death to those on the receiving end
ashore or onboard a tug or mooring boat.
The Code of Safe Working Practices for Merchant Seamen, Chapter 25
(25.3.2)
states:
Vessels’ heaving lines should be constructed with a ‘Monkeys Fist’ at
one end. To prevent personal injury the ‘fist’ should be made only with
rope and should not contain added weighting material.
Additionally, vessels’ mooring parties should always alert shore mooring
gangs, tug crews or others in the vicinity prior to throwing a heaving line.
Masters are reminded that heaving lines with inappropriate weighting, such
as pieces of metal, are not to be used under any circumstances and, if used,
appropriate enforcement action will be taken as necessary.
Ref: Local Notice to Mariners.
Page 14 of 112
LEFT INTENTIONALLY BLANK
Page 15 of 112
6.1
Guideline No. 1
All vessels navigating within the Port of Southampton shall ensure that all
large vessels (>220m) shall be given ‘clear channel’ between Hook Buoy
and the Prince Consort Buoy. The term ‘clear channel’ is defined as:
‘A clear channel vessel is one which requires a clear and unimpeded
passage ahead when transiting the Precautionary Area’.
Vessels may enter the Precautionary Area (see chartlet) maintaining a safe
distance astern of a ‘clear channel’ vessel.
A vessel experiencing maneuverability problems may request a ‘clear
channel’
See Southampton Local Notice To Mariners for further details (Port of
Southampton – Precautionary Area (Thorn Channel).
Page 16 of 112
Page 17 of 112
6.2
Guideline No. 2
The movement of inward bound large vessels
a)
Attention is drawn to the current Vessel Traffic Services Procedures
and Local Notice to Mariners.
b)
Southampton VTS Centre is to ensure that the movements of all large
vessels are monitored throughout their passage, and that they are
advised of all necessary information relating to movements of other
vessels and their own navigational requirements.
c)
The Master and Pilot in conjunction with Southampton VTS will agree
a passage plan which falls into four main categories:
i
ii
iii
iv
ETAs at various locations throughout the intended route
Co-ordination of passing arrangements with other vessels
Abort points on the planned passage
Other planned shipping movements
d)
Insofar as inbound vessels >220m LOA are concerned, the turning
points are to be established at the West Bramble and on request at
Calshot turn. The vessel must be advised of the distance to run at
ONE-cable intervals commencing, as agreed, with reference to the
West Bramble turn and upon request for the Calshot turn. An
indication of left or right of track may also be given. The Pilot will
inform the VTSWM when commencing the turn.
e)
The West Bramble turning point should be related to the distance to
run to the Gurnard Buoy.
f)
Inward bound the Calshot turning point should be related to the
Calshot Spit Lightfloat/Castle Point Buoy transit.
g)
In the case of a large container ship which may not have an abort
berth due to her draught, there should be a clear intention from DP
World before the vessel passes the South Ryde Middle Buoy that her
berth will be clear. If the berth is occupied by another vessel then clear
intention from DP World should be ascertained that this vessel will sail
on time in order to facilitate a pass at either Dock Head, Fawley or the
Page 18 of 112
Solent. It is the responsibility of the Master of the vessel sailing and
DP World to declare any problems that may prevent berthing of the
inbound vessel before it passes South Ryde Middle Buoy.
h)
If any problems exist with a large vessel or its intended berth, that may
prevent the berthing of this vessel, then the vessel will not be
permitted to enter the Thorn Channel and will be advised of a suitable
anchorage by Southampton VTS in consultation with the Master/ Pilot.
It is the responsibility of the Master or intended berth/ terminal
operator to declare any problems which may prevent berthing before
the vessel passes South Ryde Middle Buoy. This will also apply to any
vessel bound for the Fawley or BP Oil Terminals.
i)
The passage of large tankers bound for the Fawley/BP Oil Terminals
will be in most cases planned so that the vessel arrives at the Hook
Buoy between 30 minutes before and 45 minutes after first High
Water. On occasions a vessel may also be planned to berth during
the Low Water period. In all cases the programmed time will be the
result of consultation between the Terminal, the Pilot and the Duty
VTSWM.
j)
When two large tankers bound for the Fawley/BP Oil Terminals area
are to enter on the same HW, the first vessel will be timed to enter the
Thorn Channel as early as practicable in order that the second vessel
shall be able to enter in sufficient time to clear the Hook Buoy before
the end of the slack water period.
Further guidance for Fawley Marine Terminal can be found in section
7.3
Page 19 of 112
6.3
Guideline No. 3
Co-ordination of movements of vessels 180m LOA or greater arriving
at Hook Buoy and movement of vessels leaving Southampton Docks
Vessels 180m LOA or greater should take account of the following criteria:
a)
The Pilot and Duty VTSWM should ensure that planned movements
are confirmed when the Pilot has boarded the vessel and updated as
necessary.
b)
Inbound vessels180m LOA or greater shall not enter the Thorn
Channel unless the following criteria are observed:
i.
A berth or an abort procedure is in place for the vessel.
ii.
Whatever assistance the ship requires to berth – tugs, mooring
gang, etc are available and will remain so throughout berthing.
iii.
Passing points co-ordinated and agreed.
c)
Two vessels each having a length of 180m or greater shall not pass or
overtake each other between Hook Buoy and a line drawn due south
of West Bramble Buoy.
d)
When an inbound tanker 180m LOA or greater is stemmed for the
Fawley/BP Oil Terminals, outbound vessels will not normally be
planned to pass south of Dock Head until the inbound vessel is in a
controlled situation with tugs secured.
e)
A second inbound vessel 180m LOA or greater will not normally be
planned to pass Prince Consort Buoy until:
i
The inbound vessel 180m LOA or greater
Southampton Docks has passed Reach Buoy.
bound
for
ii
An inbound tanker 180m LOA or greater for the Fawley/BP Oil
Terminals is in a controlled situation with tugs secured.
or
f)
Central Solent passes. Vessels 180m LOA or greater should be
planned to pass port to port east of Prince Consort Buoy.
Page 20 of 112
g)
The Pilot and Duty VTSWM should ensure that when passage
planning, due allowances are made for the vessel to be able to safely
turn at the West Bramble taking into account sufficient reserve of
speed in the prevailing weather and traffic conditions.
h)
It is recommended that at the West Bramble turn the maximum mean
wind speed (in the South West Quadrant) for container ships 180m
LOA or greater is as follows:
i
Draught less than 11 metres 30/35 knots (force 7)
ii
Draught more than 11 metres 35/40 knots (force 8)
This must be dependant on additional towage being available in the Docks
area.
Page 21 of 112
6.4
Guideline No. 4
Passing points for vessels 180m LOA or greater above the Hook Buoy
Passing points for vessels 180m LOA or greater have been established at:
Area 1
Fawley Reach
Area 2
Gymp Buoy
The following points shall be considered when passing at Area 1 and Area
2:
a)
Adverse weather, tidal conditions and depth of water (see Guideline
No. 5).
b)
Guideline No. 3
c)
Vessels shall not be planned to manoeuvre on/off berths adjacent to
the passing areas.
d)
Availability of separate cover for towage.
Maximum number of vessels shall be:
Fawley
Gymp
3 vessels
2 vessels
Passes shall be planned and agreed by VTSWM/Pilots concerned before
the act commences.
It will be the responsibility of the vessels concerned to advise each other as
well as Southampton VTS of any alterations to their timings.
Additionally, the following are required when passing in the Dock Head
Area:
a) Separate Towage (2 tugs) for each vessel.
b) Vessels on 38/9 and 40 Berth are to be advised of the intended pass.
Page 22 of 112
6.5
Guideline No. 5
Berthing and manoeuvring limitations in adverse weather
The limitations detailed below set out the operating parameters for ships
manoeuvring and berthing (with or without tug assistance) within the Port of
Southampton. The existence of these limits does not imply that in more
favourable conditions it is safe for a given ship to move or berth. The
decision to move or berth, and the safety of the ship during that manoeuvre
rests with the Master. However, these limits are to be observed by all
vessels unless a specific exemption for a vessel to depart from them has
been granted by the Harbour Master.
Information on the wind strength and direction at the Brambles Bank and
Dockhead can be obtained from VTS on VHF Ch.12 or via the website
The following factors should be taken into account when maneuvering and
berthing within the port:
-
Ship type, draft, windage and handling characteristics
Reported ship defects
Berth location
Visibility
Tidal Streams
Traffic density
Meteorological conditions/forecast
UKC
Manoeuvring of large high-sided Ro-Ro vessels and large bulk vessels in
ballast in the Western Docks should not normally be undertaken when the
sustained mean wind speed exceeds 35kts. This will not necessarily
preclude the movement of these vessels if sufficient reserves of power
(towage, thrusters) are available to facilitate a safe passage.
Page 23 of 112
Beam on Wind Guidelines for Southampton Docks
Reproduced by permission from ‘Tug Use in Port’ Henk Henson
Lateral Windage
Area
1000 m²
2000 m²
3000 m²
4000 m²
5000 m²
6000 m²
7000 m²
8000 m²
2 tugs
60 tonnes
56’
38’
32’
28’
25’
23’
22’
20’
Max Windspeed
3 tugs
90 tonnes
66’
47’
38’
34’
29’
28’
25’
23’
4 tugs
120 tonnes
75’
56’
45’
39’
34’
32’
30’
28’
Page 24 of 112
Name
LOA
Bollard
Propulsion Unit &
Pull
Equipment
2 x Voith Schneider
Svitzer
Alma
30.0m
61
tonnes
Draught
5.5
Units (Tractor)
Firefighting
capability
63
4.7m
tonnes
Svitzer
Bentley
32.7m
Ahead
57
2 x Aquamaster
(ASD)
tonnes
Astern
2 x Rolls Royce
Svitzer
Ferriby
24.6m
70
tonnes
5.4m
Azimuthing
Thrusters (ASD)
Firefighting
capability
5.5m
Svitzer
Sarah
Svitzer
Surrey
53
30.5m
31.0m
tonnes
53
tonnes
2 x Voith Schneider
Units (Tractor)
2 x Voith Schneider
4.7m
Units (Tractor)
Page 25 of 112
Name
LOA
Bollard
Propulsion Unit &
Pull
Equipment
70
2 x Voith Schneider
tonnes
Vortex
Draught
6.8m
Units (Wartsilla)
DNV 1A1 Tug,Oil
38.7m
Recovery +
Firefighting
Capability
Apex +
Phenix
67
2 x Voith Schneider
tonnes
Units (Rolls-Royce)
6.9m
DNV 1A1 Tug,Oil
38.27m
Recovery +
Firefighting
Capability
80
tonnes
Reverse Tractor
5.3m
Tug ( 2 x Caterpillar
3516C) ABS+A1
Towing Vessel,
Lomax
28.0m
Escort Vessel, Fire
Fighting Vessel
Class 1, Oil recover
Capability Class 2,
AMS,ABCU
19
Wyeforce
19.0m
tonnes
Twin screw
2.5m
Nozzles
Page 26 of 112
Name
Wyestorm
LOA
21.3m
Wyetow
16.5m
Wyepush
14.5m
Wyefuel
16.0m
Wilanne
16.9m
Wilfreedom
19.4m
Willpower
19.5m
Bollard
Propulsion Unit &
Pull
Equipment
30
tonnes
11
tonnes
8
tonnes
3
tonnes
13
tonnes
11
tonnes
14
tonnes
2 x Lips Fixed Pitch
Draught
3.4m
Propellers in High
Lift Nozzles.
Twin screw
Twin screw
Single Voith
Damen Stantug 106
2.2m
2.0m
2.7m
2.3m
– 940hp
Damen Stantug
2.1m
1800 – 883hp
Damen Stantug
1906-
2.3m
960hp
Page 27 of 112
Esso Marine Terminal, Fawley
Large vessels proceeding to Fawley are not to enter the Thorn Channel on a
flood tide when the wind is in excess of 30 knots. Wind speed is to be taken
as mean speed, as recorded at the ESSO Marine Terminal Fawley or at the
VTS Centre whichever is the strongest. (See chart ‘Wind Speed Criteria at
Fawley Marine Terminal’).
BP Oil UK Terminal Hamble
Other than in exceptional circumstances and in consultation with the Marine
Superintendent, Master, Pilot and VTS a vessel will not be permitted to
berth in winds excess of 25 knots (mean).
Tankers 60k or greater DWT will not normally depart from the terminal later
than 30 minutes before 2nd High Water. UKC must be greater than 10%
draft.
Page 28 of 112
6.6
Guideline No. 6
Fog Guidelines
The following guidelines are intended to provide assistance to mariners
navigating within the Southampton VTS area when visibility is restricted:
If the Harbour Master (see note 2) has reason to believe that a vessel may
not be equipped to enter, leave or transit the area safely in restricted
visibility, he may direct the vessel to an outer anchorage or instruct it to
remain alongside.
Visibility Less than 2 Nautical Miles
In the event of the Duty VTS Watch Manager being made aware that the
visibility is less than 2 miles, either through visibility sensor equipment or a
report received from a vessel within the area, he shall take the following
action (see Note 1):
1.
Call the Met Office forecaster for a prognosis.
2.
Issue a ‘Visibility Warning’ broadcast if the Met Office indicate that the
visibility is likely to deteriorate further. (see Note 2 )
3.
Request further visibility reports from other vessels to determine the
extent of the reduced visibility and ensure that arriving/departing
vessels are kept informed of current conditions and that possible abort
berth/anchorages are identified. (see Note 3)
4.
Ensure that, prior to boarding, Pilots are informed of current visibility
conditions and that Marine Officers are also kept advised accordingly.
5.
Planned Fawley and Dock Head passes, of large vessels, shall take
account of any Met Office forecast deterioration in visibility.
Page 29 of 112
Visibility Greater than ½ Nautical Mile but Less than 1 Nautical Mile.
Ensure all the above routines have been carried out and in addition:
1.
Calshot/Hook fog signals must be switched ‘on’ when visibility in the
Fawley/Thorn Channel area is less than 1 nautical mile.
2.
High Speed ferries when operating in reduced visibility of less than 1
nautical mile must report to VTS on passing Hook Buoy.
3.
Fishbourne/Portsmouth Ferries must, when visibility in the Eastern
Solent (between the Forts and the Ryde Middle) is below 1 mile (10
cables), establish contact with Southampton VTS on VHF Ch12 on
leaving Fishbourne (Northbound) and the Swashway (Southbound).
4.
Both Radar surveillance desks in VTS should be permanently
manned.
5.
Advice on a vessel’s position should, in general, be given as a bearing
and distance from a known point.
6.
Eastern Inner Pilot Station will be relocated to the St Helens Boarding
Area when visibility in the Eastern Solent falls below 1 mile.
7.
Thorn Channel – All vessels that are confined by draught to navigating
only within the Thorn Channel will be given ‘clear channel in fog’
status (see Note 5).
8.
Transits of the River Itchen, above the Itchen Bridge should not be
undertaken.
9.
Laden vessels carrying dangerous or polluting goods in bulk (60,000t
DWT or greater) will not normally proceed inwards past the West
Bramble buoy or depart from their berth.
10.
Fawley and Dock Head passes shall not be planned if the visibility is
forecast to remain at this level or lower.
11.
Vessels engaged in bunkering alongside, should cease operations, if
another vessel is due to pass.
Page 30 of 112
12.
No vessel shall be permitted to leave a berth or enter VTS limits if, in
the consideration of the Harbour Master, it is likely to place one or
more vessels at unnecessary risk. In these circumstances the
time/manner of entry into port limits shall be adjusted as considered
appropriate and the vessel directed accordingly.
Visibility Less than ½ Nautical Mile (5 Cables)
Ensure all the above routines have been carried out and in addition:
1.
Both radar surveillance desks in VTS will be permanently manned.
“2.
Laden vessels carrying dangerous and polluting cargoes in bulk or
vessels which are neither gas free or inerted should not enter an area
in which the visibility is less than ½ nautical mile, unless agreed
between the master, pilot and VTS”.
3.
No vessel will be given dispensation to exceed the six-knot speed limit
northward of the line between Hythe Pier and the Weston Shelf buoy.
4.
All vessels that are confined to navigating only within a navigable
channel will be given a ‘clear channel in fog’ status.
Page 31 of 112
Towage in restricted visibility
Tugs may have difficulty making fast and in particular on the bow in visibility
of less than 2 cables.
Inward vessels requiring tug assistance should consider carefully whether
the probability of the visibility reducing to less than 2 cables is such that an
abort should be considered before passing the West Bramble buoy.
Inward vessels 220m or greater requiring tug assistance should consider
carefully whether the probability of the visibility reducing further is such that
an abort should be considered before passing the West Ryde Middle buoy
and committing the vessel inwards.
However, should a large vessel once committed to entering
Southampton Water, experience a further reduction in visibility, then it
must be understood that while the dock tugs will endeavour to assist
they will have great difficulty in making fast safely in visibility of less
than 2 cables as described above. Such a decision will rest with the
Tug Master.
Notes:
Note 1:
For the purposes of this notice the Southampton VTS area shall
include all the waters within the Port in Southampton and that
part of the Dockyard Port of Portsmouth which lies to the South
of a line between Gilkicker Point, OSB and the Horse Sand Fort.
Note 2:
In the event these guidelines require a broadcast to be made by
VTS, the broadcast shall be made on VHF Channel 14 preceded
by a ‘Securite’ announcement on VHF Channels 16 & 12 to warn
mariners in the VTS area of the presence or likely presence of
restricted visibility in the area.
Note 3:
If visibility is only restricted in small parts of the VTS area, it will
be for the Harbour Master, Pilot and Master to determine the
extent to which this routine should be implemented.
Note 4:
For the purposes of this notice, reference to the Harbour Master
shall include his appointed assistants.
Page 32 of 112
Note 5:
A ‘clear channel in fog’ vessel is one that is deemed to require a
clear and unimpeded passage ahead whilst transiting the
navigable channel. For the purpose of this instruction this will
mean that no other vessel should enter a zone around the
vessel of 1,000 metres ahead or 100 metres either side of the
vessel.
Note 6:
If the Harbour Master has reason to believe that a vessel may
not be equipped to enter, leave, or transit the area safely in
restricted visibility, he should direct the vessel to an outer
anchorage or instruct it to remain alongside.
Page 33 of 112
Page 34 of 112
Page 35 of 112
Page 36 of 112
7. Towage / Berth Guidelines
General Vessels Manouvering in Southampton Water
All vessels maneuvering in the area between Hook and Cadland Buoys,
other than those transiting directly through the area, are required to observe
the minimum towage criteria for Fawley and BP Oil Terminals (as at section
7.2 & 7.3.
7.1
Applicable to Berths 20 - SCT1
Notes to Guidelines
a)
Notwithstanding anything contained in these Guidelines the towage
requirement for an individual vessel remains the responsibility of the Master.
The number of tugs required may be increased when unfavourable
conditions exist or when the handling characteristics of the vessel are in
doubt. The Master may, in appropriate circumstances and with the prior
approval of the Pilot and/or Harbour Master decrease the number of tugs
recommended in these Guidelines. It should be noted however, that in
cases where the vessel’s Master refuses to accept the Pilot’s, or in advance
of the Pilot being embarked, the Liaison Pilot’s advice in respect of the
number of tugs required to facilitate a safe operation, the Harbour Master
may impose the required number of tugs by special direction. These tugs
will be for the owners account.
b)
These Guidelines shall be applied when using tugs with a minimum
bollard pull of 18 tonnes per tug. Where reductions on account of
thrusters indicate a requirement of only 1 tug then an omni-directional
‘tractor’ type tug with a bollard pull in excess of 30 tonnes must be
employed. If tugs are to be used which do not comply with the above
criteria additional tugs may be required after consultation with the
Liaison Pilot and the Towing Company representatives.
c) The recommended number if tugs to be used will be dependant on the
maneuverability of the vessel, draught, wind and tidal conditions,
dispositions of other vessels and Port infrastructure and where
agreement exists between the Master, Pilot, individual company and
Harbour Master.
Page 37 of 112
d) Bow and Stern thrusters which are in good working order and
producing a designed power output in proper proportion to the vessels
size and draught may in certain circumstances be considered as
equivalent to one tug subject to the agreement of the Master and Pilot.
Thrusters on a common hydraulic line with deck machinery are known
to be badly affected when winches are operated, and therefore will
make the vessel unable to comply with this guideline.
e) The Liaison Pilot is a 1st Class Unrestricted Pilot nominated daily and
is responsible to the Harbour Master as a focal point for advice on all
professional aspects of Pilotage including the planned towage
requirements and validating tidal windows.
7.2
Ocean Dock
Berthing of large car carriers on 46 Berth, should take place before another is
berthed on 43/44.
This can be modified bearing in mind the Risk Assessment for the Ocean
Dock and after consultation with the Harbour Master.
Page 38 of 112
Length Overall
No. of Tugs
Berthing
Unberthing
20 – 27 Berths
High Freeboard Vessels/Ferries
Up to 125m
At Liaison Pilots discretion
Over 125m
2
2
Miscellaneous
Vessels
30 – 33 Berths
High Freeboard/Ro-Ro Vessels
Up to 125m
Over 125m
2
2
34 - 36
Bulk Vessels
Up to 125m
125m - 180m
2
2
Over 180m
3
2
High Freeboard/Ro-Ro Vessels and
Miscellaneous
Up to 125m
125m – 210m
2
2
Over 210m
3
2
Comments
See Note a)
Depending on prevailing
conditions vessels with High
Lift Rudders may reduce the
towage by prior agreement
with Harbour Master, Master
and Pilot.
37
All vessels
38 – 41 & SCT5 - 202
Bulk Vessels
Up to 125m
125m – 180m
2
2
Over 180m
3
2
All Other Vessels Except Bulk
Up to 125m
125m – 210m
2
2
Over 210m
3
2
See Para 7.1a
Depending on prevailing
conditions vessels with High
Lift Rudders may reduce the
towage by prior agreement
with Harbour Master, Master
and Pilot.
Page 39 of 112
No. of Tugs
Berthing
Unberthing
42 - 49
Bulk Vessels
Up to 125m
125m – 180m
2
2
Over 180m
3
2
All Other Vessels Except Bulk
Up to 125m
125m – 210m
2
2
Over 210m
3
2
Comments
See Note a)
203
All vessels
SCT1 – SCT4
Up to 125m
125m – 240m
Over 240m*
KGV Dock
Up to 125m
125m – 200m
200m – 240m
Over 240m
2
2
3/2
3/2
Swinging/not swinging
3
3
3
3
4
4
Note 1) For vessels of 60,000 DWT or greater, 1 Tug must have at least 50
tonnes bollard pull.
Note 2) For vessels of 240m or greater the minimum bollard pull for tugs
must be 40 tonnes. 1 Tug must be of a tractor type.
Note 3) Exceptionally large vessels laying up or in for repairs at Harbour
Master`s discretion.
Note 4) V/L’s that have been laid up for a period of 30 days or more will take
an escort tug outward bound until clear of the Prince Consort Buoy.
Note5) Category 4 or larger Container Ships (greater than 365m LOA and
45m Beam) require 3/4 Tugs. 1Tug to be 70T others greater than 50T.
Page 40 of 112
7.3
ESSO PETROLEUM COMPANY LIMITED
FAWLEY MARINE TERMINAL
FAWLEY
BERTH MANOEUVRING CRITERIA
[The intent of this publication is to bring to the attention of
the Master those requirements and limitations of Fawley
Marine Terminal, which they should be aware of prior to
their vessel arriving alongside].
REVISION 20
May 2014
Page 41 of 112
CONTENTS
Page No
3
APPLICATION
4
CAUTIONARY NOTICES
5
GENERAL
6
TESTING OF EQUIPMENT
7
COMMUNICATIONS
8
THE JETTIES
9
NAVIGATIONAL AIDS
10
TOWAGE GUIDELINES
12
STANDY TUG REQUIREMENTS
13
AVAILABLE TUGS
14
MOORING
15
WINDSPEED
Page 42 of 112
APPLICATION
FAWLEY MARINE TERMINAL
General:
Fawley Marine Terminal is located within the Port of Southampton Harbour
Area where Associated British Ports (ABP) act as the competent harbour
authority. The document, issued by ExxonMobil Fawley should be read in
conjunction with the Port Users Navigation Guide issued by ABP
(Southampton) www.southamptonvts.co.uk
The berthing of all ships calling at Fawley Terminal (FMT) will be subject the
requirements and supporting
guidelines as contained in this document.
Fawley Ocean Berths:
Comprise Berths 1, 2, 3, 4 and 5. These berths are numbered from north to
south and are situated on the outside (eastern side) of the Terminal
complex.
Fawley Coastal Berths:
Comprise Berths 6, 7, 8 and 9. These berths are also numbered from north
to south and are situated on the inside (western side) of the Terminal
complex.
Page 43 of 112
CAUTIONARY NOTICES
Masters should exercise caution when maneuvering in the vicinity of the
coastal berths, as the strengths and direction of the tide cannot be
determined solely on the prediction for the Standard Port of Southampton.
The strength and direction of the tide will be affected by the presence of
vessels on the ocean berths, especially large vessels on Berth 5 and by the
closeness of the coastal berths to the edge of the dredged area.
Tidal heights are recorded from tide gauges sited at Calshot and Dock Head
Southampton. Current readings are available by contacting“Southampton
VTS” on VHF ch.12
Local wind speeds and direction are available from “Esso HQ” (VHF
channel 19) utilizing anemometers on Berths 1 & 5, effectively covering the
extremities of the Terminal.
Page 44 of 112
GENERAL
Contact with Esso HQ should be made at the earliest and most appropriate
time prior to a vessel berthing. This will normally follow the pilot/master
exchange and will relate to anchor away times. Hook Buoy times, the
intended side too, mooring plans, connections and the confirmation of
towage/launch requirements.
A vessels “side too” shall be dictated by the prevailing tidal flow and/or wind
direction in order to effect the safest manoeuver. When operational
constraints require a deviation to this then it will be subject to full
consultation between Esso HQ, Master and Pilots.
Large deep drafted vessel`s shall be planned where possible to berth slack
water.
The vessel`s passage plan should be in accordance with ICS Guidelines in
conjunction with IMO Resolution A285 (VIII), with the charts available for
viewing by the Marine Superintendent after arrival alongside.
We require the bridge to be manned properly as required in Reg II/1 of the
STWC Convention.
V/L`s GREATER THAN 60,000 DWT BERTHINGV/L`s berthing at berths 4 and 5 would normally be scheduled to approach
the Hook Buoy at a time of 30 minutes before the 1st high water and berth
SSTQ.
If circumstances do not allow the 30 minutes before HW berthing then a
broader window of 45 minutes before the 1st HW through to the time of the
2nd HW should be considered. The duty specialist pilot must be consulted
by a Marine Superintendent to agree any deviation to the normal 30 minuets
before the 1st HW prior to confirming a Hook Buoy time. The timing of the
vessel may require the ship to berth PSTQ.
Shuttle tankers, which are regular visitors to Fawley and have a draft of
13.0m or less, may be scheduled to be at the Hook Buoy at any time from
30 minutes before LW through to the 2nd HW after consultation with the
specialist pilot; other tankers with a draft of 12.0m or less may also be
scheduled for this time period. This criteria is dependent on available water
in the Thorn Channel.
The minimum UKC for an escorted V/L, greater than 60,000 dwt, is 1.3m
throughout the transit from the Nab to the berth or from the berth to the Nab.
Page 45 of 112
CONTACT SPEED – (At the maximum displacement for that berth) should
not exceed 16.32 ft/min (0.16 knots), with a maximum of 21 ft/min (0.21
knots) for berth 5. (See page 9 for maximum displacements)
CONTACT ANGLE – is considered to be less than 10 degrees to the berth
face. Large vessels berthing on Berths 4 and 5 the angle should be no more
than 4 degrees.
Other Moored Vessels
Due consideration should be taken when passing other moored vessels on
the Marine Terminal and a sufficient wide berth must be given. If prevailing
weather or tide conditions dictate the use of a station tug should be
considered when in close proximity to other moored vessels.
State of Readiness of Vessels Alongside
Any work which will render the vessel immobile must not be commenced
without the approval of the Marine Terminal Business Team Leader or his
deputy and the Harbour Master.
Page 46 of 112
TESTING OF EQUIPMENT
It is the Master`s responsibility to ensure that all maneuvering and mooring
equipment is checked as FULLY operational, prior to arrival at Fawley and
also prior to departure. Engines should be tested in the astern mode before
approaching the Pilot station. Any malfunction of equipment must be
reported to Esso HQ (VHF Ch 19) prior to the pilot boarding.
When arriving/departing in ballast, a vessel should always have its propeller
and thrusters (if fitted) fully immersed. The vessel`s trim should allow full
maneuverability of the vessel to the satisfaction of the Master and Pilot. Any
delays caused by a vessel being required to take on extra ballast will be
entirely to the vessel`s account.
ANCHORS –
Both anchors should be cleared away prior to approaching the Terminal and
due consideration should be given to the use of anchors if the vessel is
required to swing prior to berthing. No vessel may lay alongside any berth in
the Marine Terminal area with an anchor on the bottom. If anchors are used
during the berthing operations, they must be hove home on completion of
securing alongside. If for any reason an anchor is lost prior to arrival or
cannot be used during berthing, “Esso HQ”/Marine Superintendent must be
informed.
GANGWAY –
To maintain a safe access to and from the vessel, at all states of the tide, all
ships MUST be able to provide a safe and secure gangway or
accommodation ladder. All means of access must be provided with a
properly rigged safety net and with a lifebuoy standing by. The gangway
shall be rigged to the satisfaction of the Marine Superintendent.
Shore gangways are provided on Berths 1, 2 4 and 5, but they are not
suitable for use on all vessels.
MOORING EQUIPMENT –
Any faults or restrictions in a vessel`s mooring equipment must be
communicated to “Esso HQ”/Marine Superintendent, prior to arrival.
Page 47 of 112
COMMUNICATIONS
CALL SIGN
CHANNEL
TO BE USED
- when approaching the NAB or
NEEDLES inbound.
- South Ryde Middle Buoy.
“Southampton VTS”
VHF CH 12
- passing Hook Buoy inbound.
“Southampton Pilots
launch”
09
“Esso HQ”
19
Launches - “Ibex
-“ Asterix”
- “Tempest”
Tugs
Primarily
VHF Ch 71
or
- “Lomax”
- “ Apex”
- “Phenix”
- at least 15 mins, before
leaving a berth or anchorage
To contact pilot station, pilot
launch and to relay info such as
eta`s, boarding position and
arrangements
- Establish Terminal
- Communications
- Operational Information
- Passing Hook buoy inbound
- Prior to leaving Berth
- During vessel’s manoeuvres
off berth to establish contact
with
Tugs
Launches
Berthing Master
Secondary
VHF Ch 10/74
Berthing Master
After initial contact made on
Channel 19, with Esso HQ
“Berth No (x)”
N.B. ESSO HQ WORKS CHANNEL 19 BUT ALSO MONITORS CHANNEL 12
Page 48 of 112
THE JETTIES
DEPTH
MAXIMUM
BERTH
BELOW
BERTHING
DATUM DISPLACEMENT
(M)
(T)
MAXIMUM BERTH
LENGTH LENGTHS COMMENTS
OF
VESSEL
(M)
1
200
10.2
51,000
69m
Max LOA at
max draft
2
12.6
83,000
276
69m
3
12.6
66,000
276
69m
4
14.9
179,000
276
69m
5
14.9
244,000
368
92m
6
5.6
4,900
96
24m
See Note*
7
5.6
3,600
96
24m
See Note*
8
5.6
3,600
96
24m
See Note*
9
6.6
8,200
124
31m
See Note*
Page 49 of 112
NOTE;
•
Vessels will be advised on any reduction in advertised depth
•
Minimum distance between ships on the ocean berths is
(100 ft) 30.5m and 25m on coastal berths.
•
The distance allowed for berthing vessels between vessels
already alongside, will be not less than 1.4 x LOA
•
Vessels must maintain 0.5m under keel clearance while
alongside with a minimum of 10% of her draught for
berthing and sailing, after making due allowance for tide.
•
Maximum manifold air draft Berth 5 = 24.8m
∗
The maximum length indicated for a ship on berths 6,7,8 &
9 is a general guide; this may be increased on a ship by
ship basis after assessment.
Maximum Manifold
Air Drafts:
.
Berth Spacing`s:
Berths 1, 2, 3.
Berth 4.
Berth 5.
14m
16m
24.8m (Arms 2,4, 6 only)
B1-B2, B2-B3, B3-B4 244m
B4-B5
305m
B6-B7, B7-B8
122m
B8-B9
134m
Page 50 of 112
NAVIGATIONAL AIDS
NAVIGATION LIGHT`S LOCATION AND CHARACTERISTICS
Light No. Location
2
NW end of Terminal
Characteristics
2 Fixed Red (Vert) 2m apart
3
4.6m above deck level,
S. Pier
6.1m above roof level of
Marine Control Building
Spill Boom Piles between
South Trestle and Power
Station Creek
Ashlett Creek Buoy
Fixed Green. Leading Lights
Day - Orange
Fixed Green. Leading Lights
Day – Orange
Alternate Piles –
2 Fixed Red (Vert) 2m apart
+ Red Can top mark
Tug Pontoon
2 Fixed Red (Vert.) 2m apart
4
5
Listed above are the lights to be found on the Marine Terminal. Lights No.s
3 and 4 are leading lights which mark the centre of the dredged approach
channel for the Coastal Berths (Berths 6, 7, 8 and 9).
This channel is approximately 110m in width from berth face to the edge of
the dredged channel. Any alterations/changes to the above will be
promulgated through Notices to Mariners in the usual fashion.
Page 51 of 112
MINIMUM TOWAGE CRITERIA FOR FAWLEY MARINE TERMINAL
SIZE OF
VESSEL
OCEAN
BERTHS (1-5)
UNDER
91.5m
COSTAL
BERTHS (6-9)
1 MOORING BOAT
COMMENTS
“IBEX” OR
ARR
“ASTERIX”
DEP
91.5m
AND
OVER.
ARR
1 MOORING
*1 MOORING
BOAT
BOAT
2 MOORING BOATS
EFFECTIVE
BOW
THRUSTER,
MAY USE
“TEMPEST” AS
2ND. BOAT.
DEP
1 MOORING
BOAT
*1 MOORING
BOAT
N.B.IBEX OR ASTERIX MUST BE USED WHERE 1 MOORING BOAT IS
REQUIRED. IF EITHER ARE AVAILABLE THEN A SMALL TUG IS TO BE
USED IN ADDITION TO TEMPEST ”.
* VESSELS 85M SHALL NOT SWING NORTH WEST OF A LINE
BETWEEN THE TUG POSITIONS AND ASHLETT CREEK ENTRANCE.
EXCEPTIONS MAY BE MADE ONLY AFTER CONSULTATION BETWEEN
THE TERMINAL/MARINE SUPERINTENDENT/PILOT/MASTER. DUE
ACCOUNT MUST BE MADE FOR WIND,TIDE AND WEATHER AT THE
TIME OF THE MANOEUVRE.
* THE ABOVE CRITERIA MUST BE USED IN CONJUNCTION WITH THE
“WIND SPEED CRITERIA” AND PREVAILING WEATHER TAKEN INTO
CONSIDERATION BEFORE USING TEMPEST” AS SECOND BOAT.
THE ABOVE TABLE SHOWS THE MINIMUM CRITERIA; IF A
MASTER/PILOT REQUESTS ADDITIONAL TOWAGE THEN IT WILL BE
ALLOCATED ACCORDINGLY.
Page 52 of 112
MINIMUM TOWAGE CRITERIA FOR FAWLEY MARINE TERMINAL
SIZE OF VESSEL
ARRIVAL &
DEPARTURE
10 - 19,999 DWT
ARR/DEP
OCEAN BERTHS
MINIMUM
BOLLARD PULL
REQUIRED
30 TONNES
20 - 29,999 DWT
ARR/DEP
60 TONNES
Minimum
bollard
pull of individual
tugs must be 30t.
30 - 59,999 DWT
ARR/DEP
80 TONNES
Minimum
bollard
pull of individual
tugs must be 40t.
60 – 109,999 DWT
ARR/DEP
100
TONNES
Minimum
bollard
pull of individual
tugs must be 40t.
110 – 149,999 DWT
ARR
120
TONNES
Minimum
bollard
pull of individual
tugs must be 40t.
DEP
COMMENTS
100
TONNES
145 > 275,000 DWT
>
275,000 DWT
ARR
160 TONNES(a)
DEP
100
TONNES
PSTQ DEP
120
TONNES
ARR
230 TONNES
DEP
100
TONNES
PSTQ DEP
160
TONNES
Minimum bollard
pull of individual
tugs must be 40t.
Minimum bollard
pull of individual
tugs must be 40t.
NOTES:
Tugs that are permanently stationed at FMT shall be used for all
berthing/un-berthing operations with additional towage available from
Southampton Docks subject to operational requirements
Page 53 of 112
The above criteria is subject to favorable weather/tidal conditions and the
ships engines, thrusters and equipment are in good working order. Further
towage may be requested at the discretion of the Master, pilot, Marine
Terminal Business Team Leader, or his deputy, and informing Esso Marine
Control of any requirements.
Vessels up to 30,000 DWT with enhanced manoeuvring capabilities, such
as thrusters, high performance rudders, azimuth drive propellers etc., may
consider each of these enhancements as the equivalent of 30T bollard pull;
the requirements in the above table can be adjusted accordingly provided
they are fully functional.
For vessels between 10,000 DWT and 30,000 DWT and not using station
tugs then Asterix may be used in a pushing role only to assist vessels near
the berth on arrival and departure.
Ibex may be used in a pushing role only for vessels between 16,000 dwt
and 30,000 dwt. Communication between the vessel and the launches
should be established early to discuss their usage.
If there is any doubt in manoeuvring capabilities a station tug should be
used.
Vessels of 30000dwt or more MUST use tugs to the requirements in the
table above even if enhancements are fitted.
Subject to availability, tugs for vessels less than 10,000 dwt will be in the 6
to 16 tonne range.
All vessels may be required to take a suitable tug if the prevailing conditions
require it.
All vessels will be provided with 2 launches for berthing.
Towage / berthing procedure to be fully communicated by the vessels
Master or Pilot and understood by Tug Master/ Coxswain.
(a) Subject to favorable weather conditions and at the discretion of the
Master, Pilot, Marine Terminal Business Team Leader or his deputy, a North
Sea Shuttle tanker, which is equipped with more than one operational
thruster need only take 1 x 60t bollard pull tug on departure.
Page 54 of 112
ESCORTING
Any fully or part loaded tanker in excess of 60,000 dwt visiting Fawley
Marine Terminal will be escorted on inward and outward passages from/to
the Nab Pilot Station. In adverse weather conditions, in the vicinity of the
Nab, the escort pick up/drop off point will be at the discretion of the Master
and Pilot. Vessels in excess of 60,000 dwt in ballast will be escorted out of
Fawley to the Prince Consort or in to Fawley from the West Ryde Middle.
The tug will have a minimum of 60 tonne bollard pull and will be attached by
a towing line to the stern of the vessel.
NOTE : For maximum loading forces on ships bits for escorting, Section 3 of
the OCIMF Guidelines (Mooring Arrangements and Layout) should be
consulted.
For Example:- Minimum SWL of bitts and chocks on ships of 50,000ts dwt
and above, to be 46ts.
At 46ts,the maximum rope loading will be 92ts when using the single eye of
a tug`s towline.
Each fitting which is intended for tug use should be clearly marked with the
SWL in tonnes.
STANDBY TUG REQUIREMENTS
The Fawley station tugs provide waterborne standby services at the terminal
and will normally stay on station within an area bounded by the Prince
Consort buoy and Netley Dome.
There will normally be two tugs on station but this may be reduced to one
when a tug is involved in escort duties from the Nab.
If a vessel of 60,000 dwt or above is at the terminal and is discharging/
loading or connected to
hard arms on Berth 5, two tug cover can be reduced providing:
The vessel discharging/loading is a shuttle tanker with proven
thrusters which are immediately available.
Or
Page 55 of 112
The wind speed off the ocean berths is less than 20kts.
If both station tugs are off station at the same time, a tug engaged for standby services must have fire-fighting capability.
The decision to release tugs from the terminal area is the responsibility of
the duty marine superintendent, any additional tugs to be ordered by the tug
master as per the towage criteria.
Page 56 of 112
FAWLEY STATION TUGS
“PHENIX”, APEX”
Each has x Voith Schneider propulsion units giving
a total output of 6936 bhp, with a bollard pull of 70ts
and stopping and steering forces of 150ts at 10kts.
“LOMAX” -
2 x Caterpillar 2350kW propulsion units. Bollard pull
80ts.
FAWLEY STATION LAUNCHES AND TUGS FOR SMALL VESSELS
“ IBEX”
-
is a 1199 HP mooring launch/small tug with a
bollard pull of 16.0 tonnes.
“ASTERIX” -
is a 664 HP mooring launch/small tug with
a bollard pull of 8.3 tonnes.
“ TEMPEST” -
is a 120HP steel mooring launch designed
for rope running duties only.
FOR ADDITIONAL TUGS AVAILABLE IN THE PORT OF SOUTHAMPTON SEE THE
SOUTHAMPTON PORT USERS NAVIGATION GUIDE
Page 57 of 112
MOORING CRITERIA
CLASS OF VESSEL
V/Ls UP TO
4,000 DWT
V/Ls 4,000 →
8,000 DWT
V/Ls 8,000 →
12,000 DWT
V/Ls IN EXCESS
12,000 DWT
SPRINGS
EACH
END
BREAST
LINES EACH
END
HEAD/STERN
LINES EACH
END
2
2
2
OR
2
3
OR
3
2
2
2
2
3
2
o
Vessels of 60,000 dwt. will have individual mooring plans developed
by the Marine Superintendents Group, prior to arrival.
o
Other mooring patterns may occasionally be used to that shown in
the above table but should be discussed with the Marine
Superintendent prior to berthing.
o
Vessels (typically in the range 25 - 45dwt) where maindeck winch
to manifold distance is short, may have to run springs from poopdeck
and breast lines from maindeck. Berth front staghorns are not
suitable for vessels of this size. This should be discussed by Pilot
with Master prior to arrival off berth.
o
Mixed moorings should be avoided whenever possible. Where wires
and ropes are to be used, they should be of the same material in the
same direction.
Page 58 of 112
o
Rope tails may be used on wires on all berths provided they meet
OCIMF Mooring Equipment Guidelines.
o
Prior to the arrival off of the berth, the Master should ensure that the
eyes of the moorings are OUTBOARD of the fairlead.
o
Moorings must be regularly tended to ensure the vessel remains in
position at all times.
The Master`s attention is drawn to the OCIMF publication
“ EFFECTIVE MOORING”, in particular to the importance of the
correct and reeling of ropes/wires onto mooring winch drums, the
condition and testing of winch brakes and the correct use of storage/
tension drums on split mooring drums.
Page 59 of 112
Page 60 of 112
Page 61 of 112
7.4
Towage Guidelines for BP Hamble (BPJ)
Escort Towage is required on all loaded or partly loaded vessels as follows:
-
of 60,000 tonnes or greater Summer DWT inbound and outbound
or
of 50,000 tonnes or greater berthing displacement tonnage inbound
Southampton VTS is to be given as much notice as possible of this
requirement, and certainly not less than 3 hours before arrival or departure
(See Section 3).
Minimum tug requirements are detailed below but, when the vessel is fitted
with bow/stern thrusters which allow greater manoeuvrability, the Harbour
Master and Terminal may agree to dispense with one tug.
Escort inbound will generally be from 4nm south of Nab and escort outbound
will be to the Nab.
Minimum tug requirement:
Vessel DWT
16,000t or less
16,000 – 17,999t
18,000 – 49,999t
50,000 – 59,999t
60,000t or greater
Inbound
Pilot discretion
2
2
3
4
Outbound
Pilot discretion
1
2
3
3
Mooring Boats:
LOA
87m or less
88m – 120m
120m or greater
No. of Boats
None
One
Two
Page 62 of 112
7.5 Guidelines for Pilotage and Escort Towage for BP Inbound /
Outbound Vessels
Size of Ship
Specialist Pilot
Second Pilot
Escort Tug
Less than
50,000t
Loaded
Displacement
NO
NO
NO
50,000t or
Greater Loaded
Displacement
YES
(In Only)
NO
YES
(In Only)
60,000t or greater
Summer Deadweight
(Ballast)
YES
YES
NO
60,000t or greater
Summer Deadweight
(Part loaded or Loaded)
YES
YES
YES
Page 63 of 112
Page 64 of 112
Page 65 of 112
Page 66 of 112
8.
Guidelines for Towage and Limitations of Nominated Berths and
Mooring on the Rivers Test, Itchen and Southampton Water
Notes to Guidelines:
a)
Passage planning depths:
http://www.southamptonvts.co.uk/admin/content/files/Hydro/Passage%20D
epths.pdf
b)
These Guidelines shall be applied when using tugs with a minimum
bollard pull of 4 tons per tug. If tugs of less than 4 tons are being
considered the Liaison Pilot must be consulted prior to ordering.
c)
In reasonable weather and tidal conditions, the number of tugs used
will be as specified in the listing below.
d)
The Guidelines listed below may be altered when unfavourable
weather and/or tidal conditions exist, or the efficiency of the ship’s
equipment or her manoeuvring capabilities are in doubt. In these
cases additional tugs may be used at the discretion of the Master and
Pilot or Harbour Master.
e)
The Liaison Pilot will determine where bow & stern thrusters are fitted
that produce their designed power output and are in good working
order, may each be considered as equivalent to one tug.
Page 67 of 112
8.1
River Test
Marchwood Wharf
Berth Criteria
Length
150m
Min depth (approaches) Min depth (alongside)
1.7m
4.0m
(2.0m if not swinging)
Note:
a)
Tug requirements at Pilot/Liaison Pilots discretion
b)
All commercial traffic requires a minimum UKC of 0.3, and on an ebb
tide 0.5m.
Cracknore (Ex Husbands) Jetty
Berth Criteria
Length
185.5m
1.9m
4.2m
Note:
a)
Maximum length of vessel 176m LOA.
b)
Vessels over 61.0m LOA to be provided with 2 tugs for arrival and
departure.
c)
All commercial traffic requires a minimum UKC of 0.3m and on an ebb
tide 0.5m.
d)
Berth subject to siltation.
Page 68 of 112
Sea Mounting Centre (SMC) Marchwood
Berth criteria
Berth
No. & Name
No. 1-2 Mulberry Jetty
No. 3-4 Falkland Jetty
No. 5 Gun Wharf Jetty
No. 6 Gun Wharf Jetty
Length
135m
170m
Min depth
(approaches)
4.9m
8.0m
4.9m
3.0m
Min depth
(alongside)
4.9m
8.0m
4.9m
3.0m
Note:
a)
Mulberry Jetty accommodates vessels of 125m LOA and 6,000
displacement tonnage.
b)
Falkland Jetty accommodates vessels of 200m LOA and 15,000
displacement tonnage.
c)
The Falkland Jetty is marked with distances to the floating Ro-Ro
pontoon.
d)
Gun Wharf accommodates small military/service vessels only.
e)
Vessels should berth onto fenders with negligible ahead or astern
motion and may manoeuvre for position once landed.
Tug requirements:
f)
i) <125m LOA; at Pilot/Liaison Pilot discretion.
ii) >125m LOA are to be provided with 2 tugs. This requirement
may be amended, after consultation between Master and Pilot
once the manoeuvring capabilities of the vessel are known.
Page 69 of 112
8.2
River Itchen
Notes to Guidelines
a)
A minimum of 0.5m clearance must be allowed for passing under the
Itchen Bridge. Agents handling vessels bound for berths above the
Itchen Bridge are requested to ensure that they confirm an accurate
air draught from the Master prior to arrival in the Port. The Duty
VTSWM & Liaison Pilot should be consulted if doubt exists.
b)
All commercial traffic requires a minimum UKC of 0.3m and on an
ebb tide 0.5m.
c)
Transits of the River Itchen should not be normally undertaken if the
visibility is less than 1 mile.
d)
When wind speeds exceed 20 knots, transits of River Itchen and
associated towage will be at Pilot/Liaison Pilots’ discretion.
Princes Wharf
Berth Criteria
Length
146.3m
1.2m (1.8m not swinging) 2.0m
Note:
a)
Maximum length of vessel permitted is 100m LOA.
b)
Vessels over 61m LOA to be provided with one tug when swinging.
c)
Vessels over 67m LOA to be provided with one tug, two tugs when
swinging.
d)
Vessels over 85m LOA, are to be swung off Millstone Pt usually at
First High Water, and berthed starboard side to the quay.
e)
Vessels to depart the berth no later than 30 minutes before 2nd High
Water.
Page 70 of 112
Saxon Wharf
Berth Criteria (upstream side of jetty)
Length
120m
1.8m
2.5m
Note:
a)
b)
Vessels are to be berthed and unberthed at High Water with 2 tugs.
Dibles (River Berth)
Berth Criteria
Length
118.0m
2.4m
2.2m
Note:
a)
b)
Vessels between 84.5m and 100m LOA when arriving loaded to berth
port side to quay.
c)
Vessels 84.5m LOA or greater when leaving and swinging to be
provided with one tug.
d)
Vessels 90m LOA or greater and swinging to be provided with two
tugs.
e)
Vessels between 100m and 120m LOA –
i) To be provided with 2 tugs.
ii) If in loaded condition, to arrive at the High Water slack period.
iii) To be swung south of the Itchen Bridge at either High or Low
Water slack period.
Page 71 of 112
Dibles Gut
Berth Criteria
Length
Effective
Breadth
Min depth
(approaches)
62.5m
14.5m
2.0m
Min depth
(alongside)
1.3m
(inner end)
Note:
a)
Maximum size of vessel permitted is 91.5m LOA and 14.0m beam.
b)
Vessels to berth at slack water.
c)
Vessels up to 75m LOA tug requirement at Pilot/Liaison Pilots’
discretion.
d)
Vessels over 75m LOA to be provided with one tug for arrival and
departure.
Crown and Leamouth Wharfs
Berth Criteria
Berth
Length
Crown
Leamouth
90.0m
76.0m
Min depth
(approaches)
2.4m
2.4m
Min depth
(alongside)
2.3m
2.2m
Note:
Tug requirements at Pilot/Liaison Pilots’ discretion.
Burnley Wharf
Berth Criteria
Length
155.0m
2.0m
2.0m
Note:
Page 72 of 112
Centenary Wharf (Opposite Ocean Village Entrance).
Berth Criteria
Berth
Length
(North)
(South)
80.0m
169.5m
Min depth
(approaches)
2.3m
3.2m
Min depth
(alongside)
6.3m
6.7m
Note:
8.3
KGV Dock Dimensions
Length overall
Length at floor level
Width at entrance
Depth of dock
Depth of sill below chart datum
365.8m
348.0m
41.2m
11.4m
8.0m
KGV
a) Vessels up to 150m, berth single ship on East side. If 2 ships, West
side first in/last out. Towage as required.
b) Large Vessels up to 210m, entry HW/LW Slack. 2/3 Dock Tugs + 1
Itchen.
c) Maximum Draught 10.65m @ML WN, 9.35m@ ML WS.
Note:
Floor is concrete. See latest Risk Assessment for more information.
Page 73 of 112
8.4a SOLENT REFIT SITE - HYTHE
Page 74 of 112
8.4b Fawley Power Station
Berth Criteria:
Length
70.0m
Min
depth Min
depth Max beam
(approaches)
(alongside)
1.5m
2.4m
14.6m
Note:
a)
Maximum length of vessel 68m. This length may be increased to 75m
subject to Pilot/Liaison Pilot’s discretion.
b)
Tug requirements at Pilot/ Liaison Pilot’s discretion.
c)
All commercial traffic requires a minimum under keel clearance of
0.3m on a flood tide and on an ebb tide 0.5m.
d)
Berth is subject to siltation.
e)
Maximum air draft from chart datum is 22.5m.
f)
Entry into the dock only available during daylight hours.
Page 75 of 112
8.5
Overhead Bridge Clearances
The following are the heights of the lowest points at the centres of the
middle arches in the Port area under which vessels may require to pass.
Name of Bridge
Itchen Bridge
Northam Bridge
Railway (Itchen)
Cobden Bridge
Height Above
Chart Datum
28.9m
9.2m
9.0m
9.1m
H.A.T
23.0m
4.2m
4.0m
4.1m
Page 76 of 112
Page 77 of 112
Page 78 of 112
8.6 ABP Principal Berths: Suggested UKC
Note: As all berths are liable to siltation the latest passage planning depths, which
can be found at
http://www.southamptonvts.co.uk/admin/content/files/Hydro/Passage%20Depths.p
df should always be used.
Advertised Suggested
Comments
Depth (m) UKC
Itchen Quays
31-32 9.1
0.6
Stable, soft.
33
9.1
0.6
34-36 9.9
0.6+
Empress Dock
20
5.7
0.5
21
1.1
0.5
22-23 6.8
0.5
Stable, used by small vessels, berths
generally shallower than approaches
24-25 7.1
0.5
26
7.1
0.5
27
7.1
0.5
Dock Head
37
7.8
0.6
Stable but rarely dredged
Test Quays (Eastern Docks)
38-39 10.5
0.6
Well dredged and leveled, but liable to small
40
9.3
0.6
debris over side from quay
41
8.7
0.6
48
7.1
0.5
Small vessels, not liable to heavy siltation
49
7.1
0.5
Ocean Dock
43
11.7
0.6
44
11.7
0.6
All berths liable to siltation, and only rarely
dredged as required. May be areas of stiffer
45
10.2
0.6
silt especially in north
46
10.2
0.6
47
11.7
0.6
Berths
Page 79 of 112
Western Docks
101/2 10.2
102/3 10.2
103/4 10.2
105
11.7
106
11.7
107
11.7
108/9 11.7
110
10.2
SCT5 16.0
0.5
0.5
0.5
0.5
0.5
0.5
0.6
0.5
0.6
203
0.6
9.1
Well dredged and leveled, all berths higher
than adjacent channel, not prone to siltation
Partly in exclusion, prone to overspill of bulks
In dredge exclusion zone.
Partly in dredge exclusion zone and whole
quay length prone to siltation.
Advertised Suggested
Comments
Depth (m) UKC
KGV Dock
11.4
0.9
Concrete Floor
Berths
Container Berths
SCT4
13.6
SCT3
14.0
SCT2
14.6
SCT1
15.0
0.6
0.6
0.6
Liable to rapid movement of very soft silt.
Very mobile area, but well surveyed and
leveled
Page 80 of 112
Cross-section of King George V Dock
Page 81 of 112
8.7 Small Ships Anchorage Southampton Water
Vessels over 91.4m are not permitted to anchor in the anchorage area
between Hamble Point Buoy and Coronation Buoy .
Inbound vessels are required to call ‘Southampton VTS’ on VHF Channel
12 for permission to anchor in the controlled anchorages before entering
the Precautionary Area (Thorn Channel) or the North Channel.
Vessels secured alongside intending to anchor or moor in the defined
anchorage areas shall obtain permission to do so before getting underway.
At no time will more than three gas tankers be permitted to anchor between
Hamble Point and Coronation Buoy and no vessel may anchor closer to a
gas tanker than a distance equal to twice their combined lengths.
Page 82 of 112
8.8 Hamble Cliff Mooring (WGS84 Position 50° 51.50’ N, 001°
21.50’W)
The following considerations and procedures should be taken into account
when a vessel is planned to use the Hamble Cliff Mooring Buoy:
-
Subject to HM approval.
-
Liaison Pilot and SMO to plan mooring arrangements plus towage
and mooring boat requirements for flood and ebb tides.
-
SMO to pass anchor positions to Hydrographer for laying marker
buoys as close as practicable to vessels ETA.
-
Weather forecast, particularly wind speed and direction to be taken
into consideration and additional towage ordered if deemed
necessary.
-
Good communications to be established between mooring boat,
tug(s) and vessel prior to commencing manoeuvre.
-
Mooring boat to have sufficient rope lashings aboard (SMO to
confirm).
-
Minimum of one slip rope to the buoy.
-
VTS to issue speed reduction request during mooring/unmooring
operation.
-
UKC needs to be taken into consideration.
-
Departure to be planned so that vessel stems tide or at slack water.
Page 83 of 112
Page 84 of 112
Page 85 of 112
Page 86 of 112
Page 87 of 112
9.
9.1
Emergency Plans/Procedures
SOLFIRE
SOLFIRE is a contingency plan developed to deal with any Marine
Emergency occurring within the Ports of Portsmouth or Southampton,
Southampton Water, Spithead and The Solent. More information can be
found at www.southamptonvts.co.uk
Provision has been made for Marine Emergencies occurring outside the
SOLFIRE area of responsibility and under HM Coastguard co-ordination, to
gain access to SOLFIRE resources.
This plan has been produced jointly by the Harbour Master, Southampton,
the Queen’s Harbour Master, Portsmouth, and the Maritime and
Coastguard Agency, MRCC Solent, in consultation and agreement with the
Emergency Services and Local Authorities.
The plan is a voluntary scheme intended to provide the command, control
and communications structure to draw together and co-ordinate adequate
resources to deal with any Marine Emergency occurring within the
SOLFIRE command area.
This plan will be supplemented by other contingency and action plans held
by the Emergency Services, Local Authorities, Commercial facilities and
marine related companies which will be activated as necessary.
In the event of a Marine Emergency occurring the response provided by the
Initiating Authority will be graded according to defined classifications of
marine emergency or incident.
Page 88 of 112
9.2
Port of Southampton Oil Spill Contingency Plan
The Oil Spill Contingency Plan has been developed to conform to the
Merchant Shipping (Oil Pollution Preparedness, Response and Cooperation Convention) Regulations 1998, which entered into effect 15 May
1998. The plan is designed to meet the statutory responsibilities placed on
the Harbour Authority for responding to oil pollution within the harbour area.
The plan is provided to assist the Harbour Authority and other
organizations in dealing with an accidental discharge of oil. Its primary
purpose is to set in motion the necessary actions to stop or minimise the
discharge and to mitigate its effects. Effective planning ensures that the
necessary actions are taken in a structured, logical and timely manner.
The plan uses a tiered response to Oil Spill Incidents. The plan is designed
to deal with Tier One and Tier Two incidents, and to provide guidance for
the initial response to a Tier Three incident. Where a spillage is associated
with a wider emergency, then additional factors involving the safety of
personnel will take precedence over the pollution response. In this case
reference will be made to SOLFIRE.
Page 89 of 112
9.3
Port of Southampton Emergency Plan
The purpose of the Port of Southampton Emergency Plan is, in the event
of an emergency, to specify means of raising alarm, summoning
assistance, and establishing the role of those organizations involved in
order to co-ordinate the activities necessary to safeguard life, property and
the environment.
It is specifically written to satisfy the requirement of ‘The Dangerous
Substances in Harbour Areas Regulations 1987’ the plan provides a
framework for dealing with other emergencies which may occur within the
Port of Southampton.
In the context of the plan, an emergency means:
‘An unplanned incident such as a serious toxic or flammable vapour
emission, fire, explosion or major breach of containment of any
dangerous substance, which might lead to a serious danger to
persons, property or the environment inside or outside the harbour
area’.
Page 90 of 112
9.4
Off-Site Reactor Emergency Plan ‘SOTONSAFE’ AS USED IN
THE PORT OF SOUTHAMPTON
SOTONSAFE is a requirement of the Radiation (Emergency Preparedness
and Public Information) Regulations 2001. The plan replaces the previous
SOTONSAFE documents and interfaces with the Operator’s Emergency
Plan produced by the MOD.
The aim of the Plan is to include automatic and pre-planned response
actions to mitigate the consequences of an accident involving a nuclear
powered vessel within the Port of Southampton. In addition the plan
involves the establishment of the required command, control and liaison
organisation, at the local and national level, capable of the successful
implementation of these early measures.
This organisation allows
consideration, by all relevant authorities, of the later follow-on and recovery
aspects of the accident for which detailed pre-planning is not considered
appropriate.
The Plan can be found on the following web page:
http://www.southampton.gov.uk/living/emergencyplanning/emergencyplans/sotonplan.aspx
Page 91 of 112
Page 92 of 112
Page 93 of 112
10.
Pilotage Arrangements
10.1 Pilotage Directions for the ABP Port of Southampton, Competent
Harbour Authority (CHA)
The following is a summary of the Pilotage Directions which apply to
vessels bound to or from the Port of Southampton or transiting the Solent
navigating in the Competent Harbour Authority (CHA) Pilotage area, as set
out in the Pilotage Act 1987. The Pilotage Directions in full are available on
Pilotage in the ABP Southampton Pilotage area is compulsory.
a)
The following categories of vessels will be excluded from compulsory
Pilotage:
HM Ships
MOD owned/operated ships
Naval vessels of commonwealth countries
Foreign naval ships
All vessels including fishing vessels not exceeding 61m in
length, except vessels exceeding 20m in length carrying more
than 12 passengers.
b)
Bona fide Masters and First Mates of all vessels subject to
compulsory Pilotage within limits defined in the schedules may apply
for and be issued with Pilotage Exemption Certificates for the area, or
specified parts of the area, subject to their fitness and qualification
both by examination and experience in the appropriate parts of the
area.
c)
Pilotage Exemption Certificates may be revoked if considered
justified. In this event, the holder would have a right to appeal to the
Competent Harbour Authority.
Page 94 of 112
Page 95 of 112
10.3 Pilotage Charges
A copy of the current Pilotage Charges is obtainable from the ABP
Marketing Manager at Ocean Gate, (023 8048 8840) or the website
10.4 Ships Requiring Pilots
The Port of Southampton is responsible for providing Pilots throughout the
Eastern and Central Solent, Southampton Water and Rivers Itchen and
Test. (Pilots are not available in the Western Solent/Needles).
Ships requiring a Pilot must inform Southampton VTS not less than 12
hours in advance of ETA. Notification should include:
ETA
Maximum draught
Destination within Pilotage area
Boarding position of Pilot
A further ETA shall be sent no later than 3 hours before arrival at the Pilot
Station by VHF (Channel 9, ‘Southampton Pilots’).
ETA’s may be sent by telephone, e-mail or fax at the numbers stated in
Section 2 of these Guidelines.
Page 96 of 112
10.5 Boarding Points
a)
Pilot embarkation/disembarkation positions in the Solent
i)
For vessels ⋝ 61m and <150m LOA and for vessels ⋝20m
LOA when carrying more than 12 passengers, the Pilot
boarding place will be in the vicinity of North Sturbridge Buoy.
ii)
For vessels <150m LOA when carrying DANGEROUS or
POLLUTING GOODS in bulk the Pilot boarding place will be in
the vicinity of St Helens buoy.
NOTE: Vessels having carried dangerous or polluting goods, which
are neither gas free nor inerted will be subject to the same
conditions as specified above.
iii)
For laden VLCCs (i.e. those requiring escort towage) the pilot
boarding place will be 4’ due South of the Nab tower.
iv)
For all other vessels ⋝150m LOA the Pilot boarding place will
be either;
NAB WEST Pilot Boarding Area – In an area between 0.5nm
and 1.5nm from the Nab Tower, in a sector bounded by
bearings of 270° and 195° from the Nab Tower
Or
Nab East Pilot Boarding Area – In an area between 1.0nm and
2.0nm from the Nab Tower, in a sector bounded by bearings of
090° and 145° from the Nab Tower.
v)
b)
All vessels subject to compulsory Pilotage using the West
Solent, the Pilot boarding place is in the vicinity of the West
Lepe Buoy.
Restricted visibility and traffic congestion
In the event of visibility falling below 1 nautical mile or traffic
congestion occurring in the vicinity of the North Sturbridge buoy then
Page 97 of 112
the boarding position for vessels referred to in paragraph i) above will
be temporarily relocated to the St Helens Pilot boarding area.
Southampton Pilots will confirm Pilot boarding arrangements when contact
is made with the vessel on VHF Channel 9.
Page 98 of 112
11.
Southampton Vessel Traffic Services (VTS)
Station
Southampton
Vessel Traffic
Services
Call Sign
SOUTHAMPTON
VTS
Southampton
Patrol
VHF R/T Communication Schedule
Channel Frequency
Details
MHZ
CALLING, SAFETY AND
16
156.30
DISTRESS
Continuous Watch
PORT OPERATIONS Calling and
12
156.60
Working
PORT OPERATIONS secondary
14
156.70
Working Channel
All vessels are required to establish communications with
Southampton VTS on one of these channels when 10nm
from the NAB TOWER or approaching the NEEDLES
inbound, when passing SOUTHSEA WAR MEMORIAL
outbound from Portsmouth and at least 30 minutes before
leaving a berth or anchorage
20
157.00
161.60
71
156.575
74
156.725
16
156.80
12
156.60
All
All
Call Sign
SP
PORT OPERATIONS Selected
Working and Harbour Radar
Information
PORT OPERATIONS
Manoeuvring – Ship/Tug –
Pilot/Berthing Master
PORT OPERATIONS
Manoeuvring – Ship/Tug –
CALLING, SAFETY AND
DISTRESS Continuous Watch
PORT OPERATIONS Continuous
Watch
MARITIME INTERNATIONAL
VHF BAND All channels available
as applicable for PORT
OPERATIONS and Maritime use
Page 99 of 112
Station
Pilots Call Sign
SOUTHAMPTON
PILOT,
NAB PILOT,
STURBRIDGE
PILOT,
LEPE PILOT
Tug Boats
Esso Marine
Terminal Fawley
BP Oil Terminal
Hamble
Call Sign
BP HAMBLE
QHM
Portsmouth
Channel Frequency
MHZ
9
156.45
19
156.95
161.55
71
156.575
74
156.725
12
71 or
156.95
161.55
156.60
156.575
74
156.725
11
156.55
19
Details
WORKING CHANNEL
WORKING CHANNEL ESSO
Marine Terminal Fawley and BP
Oils Ltd. Terminals Hamble
MANOEUVRING Ship/Tug –
MANOEUVRING Ship/Tug –
WORKING CHANNEL
WORKING CHANNEL
Occasional
PORT OPERATIONS Calling and
Working – all vessels
13
156.65
WORKING as directed
73
156.675
Alternate WORKING as directed
NOTE: Consult DOCKYARD PORT OF PORTSMOUTH Notice to Mariners
www.qhmportsmouth.com
Page 100 of 112
12.
Vessel Movement Reporting Procedure
a)
All vessels 20 metres LOA or greater in length, bound to or from or
passing through the Port of Southampton, vessels bound to or from
or passing through the Dockyard Port of Portsmouth and vessels
bound to or from anchorages or other locations in the Solent are
required to communicate by VHF with Southampton VTS.
b)
All vessels 20 metres LOA or greater entering the East Solent are
required to report to Southampton VTS on VHF Channel 12 when 10
miles from Nab Tower. When leaving the East Solent vessels are
required to report to Southampton VTS Channel 12 when passing
latitude 50 degrees 40 minutes North giving their position as a
distance East or West of Nab Tower.
c)
Vessels proceeding to an anchorage for shelter in the Solent or for
subsequent berthing, must report to Southampton VTS when
anchored, together with their approximate position. Whilst at anchor
vessels must maintain a listening watch on VHF Channel 12.
d)
Vessels leaving a sheltered anchorage must also report, at least 30
minutes before getting underway, and must advise Southampton VTS
of their intended destination and route.
e)
Vessels outbound from the Port of Southampton should establish
communications at least 30 minutes prior to leaving berth and obtain
permission from Southampton VTS before letting go.
f)
Vessels
clearing
Portsmouth
Harbour
should
establish
communications with Southampton VTS when passing Southsea War
Memorial.
g)
Vessels to/from Portsmouth Harbour are also required to report to
QHM. See Dockyard Port of Portsmouth Local Notices to Mariners.
Page 101 of 112
13.
Advanced Notice of Entry of Dangerous Substances into the
Port of Southampton
MSN 1817 (M+F) and MSN 1817 (M+F) Amendment 1 Consolidated
European Reporting System (CERS).
The above Merchant Shipping Notice (effective from December 2007)
details the requirements applicable to ships and harbour authorities for
compliance with statutory reporting arrangements prior to entry into United
Kingdom ports under new EU provisions. The former ‘Hazmat’ notification
requirements contained in the Merchant Shipping (Reporting Requirements
for Dangerous and Polluting Goods) Regulations 1995 are replaced and
enhanced by requirements contained in the Merchant Shipping (Vessel
Traffic Monitoring and Reporting Requirements) Regulations 2004 and by
information contained in the above named MSN.
Dangerous Substances in Harbour Areas Regulations 1987
ABP Southampton, being the Statutory Harbour Authority, has the
responsibility for enforcing these regulations in the Harbour Area against
persons other than itself.
Regulation No. 6, which falls within Part 2 of the regulations, deals with the
notice of entry of dangerous substances into the Harbour Area, and these
guidance notes are intended to assist Masters, Shipowners, Agents and
Transport Operators in preparing the information required by the Harbour
Master.
Page 102 of 112
13.1 Notice of Entry of Dangerous Substances arriving by sea for
discharge or in transit
The following information is required by the Harbour Master, in writing, in
respect of he advance notice of entry of all dangerous substances arriving
by sea into the Port of Southampton, for discharge or in transit.
The advance notice must contain the following information from Masters of
vessels or their Agents and must be received at least 24 hours prior to the
arrival of the vessel at the Nab/Needles area.
In the event of vessels bound to the Port of Southampton whose passage
time is less than 24 hours, the report should be sent by fax/email from the
last port of call to ensure that the details have been received prior to the
vessel’s arrival at the Nab/Needles thus avoiding any unnecessary delay.
a)
Vessel Details
Name and call sign of vessel
Nationality of vessel
Overall length, draught and beam of vessel
Intended destination within the Harbour Area
ETA NAB or EAST LEPE
Last Port of Call
b)
Dangerous Substances being carried (specify for discharge or
in transit)
Correct technical name of dangerous substances
UN number
Quantity of each substance
Classification
Details of the number and type of packages to be
individually handled (where appropriate)
c)
In the case of Explosives (specify for discharge or in transit)
UN number
Class
Division
Compatibility group
Net explosive content
Page 103 of 112
NOTE: NO STORAGE PERMITTED WITHIN HARBOUR AREA
13.2 Notice of Entry of Dangerous Substances from an Inland source
entering the Harbour Area
The Harbour Master requests the following information. If the substance is
to be brought to a berth, the Berth Operator must submit in writing advance
Notification of Entry of all Dangerous Substances from an inland
source.
The advance notice of entry of dangerous substances must contain the
following information from the Operator (all models of transport) and must
be received at least 24 hours prior to the dangerous substances entering
the Harbour Area. Consideration may be given for a lesser time period;
however, it should be reasonable. A zero time factor will not be acceptable
and would be ULTRA VIRES to the DSHA Regulations.
a)
Dangerous Substances (for loading)
Correct technical name of dangerous substance
UN number
Quantity or weight of each substance
Classification
Name of loading vessel and berth number (if known)
b)
In the case of explosives (for loading) for Direct Shipment (NO
STORAGE PERMITTED)
UN number
Class
Compatibility Group
Not explosive content
Name of loading vessel
Date/time of loading
In the majority of cases it is anticipated that the ship’s Masters will provide
the notice of entry of dangerous substances arriving by sea, which is
included in section 13.1 above.
Page 104 of 112
In order that this information is received in advance of the vessel’s arrival, it
is recommended that this is transmitted via facsimile or email on the
numbers indicated in Section 2 of these Guidelines.
In the case of advance notification for the entry of dangerous substances
entering the Harbour Area from an inland source, three alternatives are
proposed, namely Facsimile, email or letter (or on pre-printed forms
available from Harbour Master) delivered to VTS Centre.
In the event of any difficulty being encountered by Shipowners, Agents or
Transport Operators on these reporting procedures, clarification may be
obtained from the Harbour Master’s Office at the VTS Centre.
Page 105 of 112
13.3 Conditions of Entry for petroleum ships to any berth owned by
ABP for repairs.
The above vessels require a valid” gas free certificate” issued by an
independent chemist and a completed “T1” form found on the VTS
website.
Page 106 of 112
14. International Ship and Port Security Code (ISPS)
The following ‘International Ship and Port Security Code’ procedures must
be followed for vessels bound to or leaving berths within the ABP Docks
Estate.
As from 1st July 2004 all vessels bound for ABP Docks Estate Berths will,
through their Agent, submit 24 hours prior to arrival, a ‘Pre Arrival
Information Form’ attached to the ‘Vessel Booking Form’.
If the vessel has failed to submit this form prior to arrival she will not be
allowed to enter the Port and the Port Facility Security Officer (PFSO) must
be informed.
On receipt of the ‘Pre Arrival Information Form’ the details must be checked
in conjunction with the ‘Prior Notification Flow Chart’ and actioned as
appropriate.
On initial VHF contact the security level of the vessel must be verified with
that entered in the vessels visit notes. It has been agreed that this initial
check will be carried out by VTS on behalf of SCT for vessels bound to
their berths. Any discrepancies must be reported to the PFSO.
ISPS – SHIPS STORES – SEARCH STATISTICS form.
Port Security Level 1. This form must be completed (including a Nil return)
by passenger vessels prior to departure.(Form on the VTS website)
Port Security Level 2 and above. Form to be completed (including a Nil
return) by ALL vessels prior to departure. The form must be received by
VTS before permission is given for the vessel to sail.
The ABP Dock Estate excludes DP World, BPJ, Fawley Marine Terminal,
Marchwood, River Itchen Berths etc. These berths have their own Port
Facility Security Officer.
Page 107 of 112
15. ABP SOUTHAMPTON - PORT PROCEDURE FOR ABORTING
PASSENGER EMBARKATION/ DISEMBARKATION WHILST CAT 4/5
CONTAINER VESSELS ARE PASSING BERTHS 104 TO 106 and 38/9
Berths
104 to 106 (Mayflower terminal)
Inward Cat 4/5 Container vessel
1. VTS Watch Manager (VTSWM) to telephone Terminal Liaison
Officer (TLO) when vessel passes the Ocean Dock (vessel
approx 15 minutes away).
2. TLO to advise all parties. Operations (Ops) manager, Ground
services (GS) manager, Engineers.
3. TLO to telephone VTSWM to confirm temporary suspension of
passenger embarkation/ disembarkation on all gangways.
4. Vessel clear - TLO to resume embarkation/ disembarkation.
Outward Cat 4/5 Container vessel (Cat 4/5 vessel pstq)
1. VTSWM to telephone TLO when vessel is underway from DP
World.
2. TLO to advise all parties. Ops manager, GS manager and
Engineers.
Page 108 of 112
Outward Cat 4/5 Container vessel (Cat 4/5 vessel sstq)
1. VTSWM to telephone TLO when vessel is about to commence
her swing in the Upper Swinging Ground.
Engineers.
Page 109 of 112
38/9 Berths (Queen Elizabeth 11 Terminal)
Inward Cat 4/5 Container vessel
1. VTS Watch Manager (VTSWM) to telephone Terminal Liaison
Officer (TLO) when vessel passes the Hound buoy (vessel
approx 15 minutes away).
2. TLO to advise all parties. Operations (Ops) manager, Ground
services (GS) manager, Engineers.
Outward Cat 4/5 Container vessel
1. VTSWM to telephone TLO when vessel is passing Cracknore
buoy.
Engineers.
Page 110 of 112
Passenger Ship To Shore Airbridge Withdrawal Procedure
Passenger vessels are not to sail until the Airbridge has been fully
withdrawn.
The Duty Terminal Engineer will advise the ship on VHF ch 12 once
the Airbridge has been withdrawn, vessel must remain fully secured
until confirmation from the Duty Terminal Engineer.
Page 111 of 112
16. ABP SOUTHAMPTON - LINKSPANS
Linkspan
25 Berth
Capacity
120 te
Check with
Engineers
> 100 te
30 Berth
105 Berth
SCT 5 Berth
150 te
Check with
Engineers
> 150 te
100 te
Check with
Engineers
> 60 te
60 te
Check with
Engineers
> 60 te
6.5m
6.5m
7m
4.7m
None
Max 6m
None
Max 4.5m
Floating
Wire Rope /
Floating
Floating
Floating
17m
25.4m
18.7m
19m
N/A
1.95 to 13.48
above CD
N/A
N/A
41m
63m
40m
25.4m
170m
165m
200m+
TBA
22m
32.9m
32.9m
TBA
7.1m
9.1m
11.7m
TBA
7.4m
9.1m
12.6m
TBA
Useable Width of
Bridge
Height Restrictions
Type Of Linkspan
Door Landing Width
Range
Length of Bridge
Ship
Max Loa
Max Beam
Draft On Berth
Approach
Pontoon = 6.7m
Before obstruction
Not currently
available to
Roro
Air draft not applicable to the above linkspans
z Southampton
March 2014
Page 112 of 112

z Port of Southampton Port Users Information

Transcription

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