KIMBERLEY PORTs · This Port and Terminal Handbook has been prepared by the Kimberley Ports Authority (KPA) for the Port of Broome, to provide information and directions to all port

KIMBERLEYPORTsAUTHO RITY

PORT OF BROOME

PORT AND TERMINAL HANDBOOKCurrentversion number: 5.0 File reference: HBR025/157825 Maintained by: Harbourmaster

Original issue date: February 2010 Last review date: April 2019 Next review date: May 2021

Policy Designation: Non-Core

CONTENTS

1. EMERGENCY AND USEFUL CONTACT NUMBERS ..................9

2. JUR|SD|CT!ON........ .................9

3. GENERAL INFORMATION .....10

3.1. Position and Function............... ..... ...10

3.2. Port Limits .......10

3.3. Approach and Entry.. ........10

3.4. Limiting Condition Depths...... ............10

3.4.1. Seaward Approach Channel . .. 10

3.4.2. HarbourApproach Channel (022.40 Leads) .................10

3.4.3. Wharf (see Section 11.3 figure 7 for more detait)........ ...................11

3.5. Minimum Under Keel Clearance (UKC) ................11

3.6. Arrival Displacements............ ....... ...11

3.7 . Tidal Levels and Tidal Streams............. ..............1 1

3.8. Weather Conditions ..........12

3.8.1. Dry Season Weather ..................12

3.9. Bureau of Meteorology (BOM) Website ..............12

4. PTLOTAGE .............13

4.1. CompulsoryPilotage

4.2. Exemption from Compulsory Pilotage.... ....... . ..13

4.3. Pilot Boarding Places .... ..13

4.4. Pilot Boarding Arrangements....... ......j4

4.5. Pilotage Communications Assignments.............. .................14

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

4.7. Notice Required of

15

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Page ii of 67

4.8. Pilotage Fees and Charges ................................................................................... 15

4.9. Pilot Contact Details .............................................................................................. 15

5. MASTER/PILOT EXCHANGE AND SHIP EQUIPMENT REQUIREMENTS ................ 15

5.1. Master/Pilot Exchange Information ....................................................................... 15

5.2. Pre-Passage Briefing ............................................................................................ 16

6. SHIP, TIDAL AND WEATHER LIMITATIONS ............................................................. 17

6.1. Ship Limitations .................................................................................................... 17

6.2. Environmental Considerations .............................................................................. 17

6.2.1. Tidal Stream .................................................................................................. 17

6.2.2. Wind Limits .................................................................................................... 17

6.2.3. Broome Tidal Levels (2018) ........................................................................... 18

7. A GUIDE TO ENTERING AND LEAVING PORT ......................................................... 18

7.1. Entering Port ......................................................................................................... 18

7.1.1. Entering Port Passing West of Channel Rock Beacon ................................... 19

7.1.2. Entering Port Passing East of Channel Rock Beacon .................................... 19

7.2. Leaving Port.......................................................................................................... 22

7.2.1. Leaving Port Passing West of Channel Rock ................................................. 22

7.2.2. Leaving Port Passing East of Channel Rock .................................................. 22

7.3. Caution – Leads Visibility ...................................................................................... 22

7.4. Navigational Safety ............................................................................................... 22

7.5. Reporting and Feedback ....................................................................................... 22

8. DESIGNATED ANCHORAGE AREAS ........................................................................ 23

8.1. Allocation of Anchorages ...................................................................................... 25

9. TOWAGE REQUIREMENTS ....................................................................................... 25

9.1. Port of Broome Towage Requirements ................................................................. 26

9.2. Bow and Stern Thrusters ...................................................................................... 27

10. PORT OF BROOME RADIO WATCH AND REPORTING REQUIREMENTS.............. 28

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

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

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

11. DETAILED INFORMATION - BROOME WHARF ........................................................ 29

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

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

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

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

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

Page iii of 67

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

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

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

12. IMMOBILISATION REQUIREMENTS ......................................................................... 33

13. KPA PERMIT TO WORK SYSTEM ............................................................................. 33

14. BUNKERING OPERATIONS WITHIN PORT LIMITS .................................................. 35

15. GANGWAY AND MOORING LINE VIGILANCE .......................................................... 36

16. WHARF EVACUATION PROCEDURE ....................................................................... 36

16.1. Activation of Alarm ............................................................................................ 37

16.2. Vessels Alongside ............................................................................................. 38

16.3. During Emergency ............................................................................................. 38

16.4. Alarm Testing .................................................................................................... 38

16.5. Evacuation Exercises ........................................................................................ 38

17. BROOME WHARF HAZARDOUS ZONE .................................................................... 39

18. RADAR USE IN THE VICINITY OF BROOME WHARF .............................................. 39

19. SPEED LIMIT WITHIN BROOME INNER HARBOUR ................................................. 39

20. SECURITY AND VEHICLE ACCESS TO BROOME WHARF ..................................... 39

20.1. General Security ................................................................................................ 39

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

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

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

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

20.1.5. Display of MSIC and Port Access Cards ........................................................ 40

20.1.6. MSIC Issuing Bodies ...................................................................................... 41

20.1.7. Port Access Card ........................................................................................... 41

20.1.8. Port Induction Card ........................................................................................ 42

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

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

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

20.2.1. General Access to the Wharf ......................................................................... 42

20.2.2. Vehicles Allowed Access to Broome Wharf .................................................... 42

20.2.3. Failure to Comply ........................................................................................... 43

20.2.4. Persons Requiring Escort .............................................................................. 43

20.2.5. Escort Duties ................................................................................................. 43

21. BIOSECURITY AND DISCHARGE OF WASTE IN THE PORT OF BROOME ............ 44

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

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

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

21.4. Ballast ............................................................................................................... 44

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

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

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

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

22. SAFETY AND ENVIRONMENTAL MANAGEMENT ................................................... 45

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

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

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

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

23. MANAGEMENT OF DANGEROUS GOODS ............................................................... 47

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

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

23.3. Classification of Dangerous Goods - Description Examples .............................. 49

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

23.5. Dangerous cargoes handled through the Port of Broome .................................. 50

23.6. Notification and Permissions ............................................................................. 51

23.7. General Requirements ...................................................................................... 51

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

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

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

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

23.7.5. Personal Protective Equipment ...................................................................... 52

23.7.6. Confined Spaces ........................................................................................... 52

23.7.7. Safety Showers .............................................................................................. 52

23.7.8. Hot Work ........................................................................................................ 52

23.7.9. Smoking ......................................................................................................... 52

23.7.10. Communication .............................................................................................. 52

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

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

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

23.7.14. Inspections and Audits ................................................................................... 53

24. WHARF LOGISTICS ................................................................................................... 53

24.1. Introduction ....................................................................................................... 53

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

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

24.2.2. Priority Management of Cargo Operations ..................................................... 54

24.2.3. Notification of Changes to Cargo Operations ................................................. 54

25. BERTH BOOKING PROCESS AND PRIORITIES ....................................................... 54

25.1. Introduction ....................................................................................................... 54

25.2. Procedure .......................................................................................................... 54

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

25.2.2. Arrival notification process ............................................................................. 55

25.2.3. Berth allocation .............................................................................................. 55

25.2.4. Berthing Order ............................................................................................... 55

25.2.5. Arrival Notices ................................................................................................ 56

25.2.6. Notification of Changes .................................................................................. 56

25.2.7. Cancellation of Berthing Requirements .......................................................... 56

25.2.8. Surveys (Condition) ....................................................................................... 57

25.2.9. Departure - Completion of Cargo Operations ................................................. 57

26. PILOTAGE EXEMPTION PROCEDURE ..................................................................... 57

26.1. Introduction ....................................................................................................... 57

26.2. Definition of ‘Exempt Master’ ............................................................................. 57

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

26.4. Conduct of Pilotage Exemption Trips ................................................................. 58

26.5. Conduct of Exemption Trips with an Exempt Master ......................................... 58

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

26.7. Pilotage Exemption Examination ....................................................................... 59

26.8. Award of Pilotage Exemption ............................................................................. 59

26.9. Upgrade of Pilotage Exemption ......................................................................... 59

26.10. Period of Pilot Exemption Validity ...................................................................... 59

26.11. Pilotage Exemption Renewal ............................................................................. 60

26.12. Check pilotage................................................................................................... 60

26.13. Suspension or Cancellation of Pilotage Exemption Certificates ......................... 61

26.14. Exempt Masters Obligation to Record Movements ............................................ 61

27. ARRIVAL INFORMATION FOR PRODUCT TANKERS .............................................. 61

27.1. General Information ........................................................................................... 61

27.2. Mooring Line Vigilance ...................................................................................... 61

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

27.4. Side Alongside .................................................................................................. 64

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27.5. Local Environmental conditions ......................................................................... 64

27.6. Requirement for Weather Watch ....................................................................... 64

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

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

27.9. Inert Gas Requirements .................................................................................... 64

27.10. Confined Space Entry........................................................................................ 64

27.11. Gangway Arrangements .................................................................................... 64

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

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

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

27.15. Security at the Port ............................................................................................ 65

28. GUIDANCE TO SMALL RECREATIONAL CRAFT ..................................................... 66

28.1. Recreational Craft Crossing the Wake of Larger Vessels .................................. 66

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

29. MOORINGS (SMALL VESSEL SEABED MOORINGS) .............................................. 66

30. USE OF BROOME SLIPWAY AND CAREENING GUIDANCE ................................... 67

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

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

Figure 1: Port Waters ............................................................................................................ 9

Figure 2: Outer and Inner Pilot Boarding Places ................................................................. 13

Figure 3: Required boarding arrangement for pilot .............................................................. 14

Figure 4: Port Passage Plan West and East of Channel Rock ............................................ 20

Figure 5: Port Passage Plan East and West of Channel Rock ............................................ 21

Figure 6: REC95913 Broome Anchorage as shown on AUS 50 .......................................... 24

Figure 7: REC94670 KPA Wharf Diagram Information ........................................................ 30

Figure 8: Matrix of KPA Permits .......................................................................................... 34

Figure 9: Broome Wharf Emergency Evacuation Arrangements ......................................... 37

Figure 10: Combined area of LRZ and WRZ ....................................................................... 40

Figure 11: Security Access Protocol .................................................................................... 41

Figure 12: Yawuru Nagulagun / Roebuck Bay Marine Park (map from the Yawuru Nagulagun

Roebuck Bay Marine Park Joint Management Plan 2016) .................................................. 47

Page vii of 67

VARIATION RECORD:

Version No. Version Date: Brief Description of Change:

1.0 December 2009

1.1 October 2011 Separate from document Key Contact List - now document

IFM006/38742 and update email addresses.

2.0 August 2014 Full review.

3.0 July 2015 Full review.

4.0 June 2016 Full review.

5.0 Jan 2019 Full Review. Major changes amended Tide levels and

Pilotage Information

Broome Port Services

PORT AND TERMINAL HANDBOOK

File ref: HBR025/157825

Version: 5.0

Issue date: May 2019

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Purpose

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

for the Port of Broome, to provide information and directions to all port users, masters, vessel

owners and operators, and agents in relation to the port and port operations.

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

Procedures also found on KPA’s website.

Disclaimer

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

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

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

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

this handbook are available on the KPA website: www.kimberleyports.wa.gov.au

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

attention of the Harbourmaster. Contact details are as follows:

The Harbourmaster

Kimberley Ports Authority

PO Box 46

Broome WA 6725

Phone: +61 8 9194 3100

Fax: +61 8 9194 3188

Email: [email protected]

Web: www.kimberleyports.wa.gov.au

http://www.kimberleyports.wa.gov.au/

mailto:[email protected]





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1. EMERGENCY AND USEFUL CONTACT NUMBERS

Operations on Call Officer +61 417 173 679

Security Gatehouse +61 419 044 765

2. JURISDICTION

The Port of Broome is a Security Regulated Port established and operating under the Port

Authorities Act 1999 and the supporting Port Authorities Regulations 2001.

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

Figure 1: Port Waters




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3. GENERAL INFORMATION

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

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

3.1. Position and Function

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

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

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

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

vessels are a growing industry.

3.2. Port Limits

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

1.

3.3. Approach and Entry

The Port is approached through Roebuck Deep and entered between:

Channel Rock and Entrance Point using the West entry passage plan; or

through the waters SE and E of Channel Rock using the East entry passage plan for

larger vessels with tidal parameters.

Refer to the Passage Plan in Section 7.

3.4. Limiting Condition Depths

3.4.1. Seaward Approach Channel

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

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

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

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

3.4.2. Harbour Approach Channel (022.40 Leads)

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

An unmarked 8.4 metre (2018) shoal exists 200 metres west of the approach line to the inner

harbour as shown on AUS 51.

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

approach channel.

A 4.7 metre (2018) patch exists 110 metres North of Channel Rock Beacon.




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

approach channel.

A 4.9 metre (2018) shoal exists 300 metres east of the northern wharf head. Care

should be taken by deeper draught vessels to ensure that sufficient tide exists to clear

this area.

A 4.1 metre (2018) shoal exists 160-200 metres east of Channel Rock Beacon.

Vessels with a draft of more than 5.5 metres must seek the Harbourmaster’s permission

before manoeuvring around inner berths 1- 3:

A 5.4 metre (2018) rock exists 68 metres NNW of the inner Berth 3.

A 5.5 metre (2018) patch exists 30 metres NNW of the inner Berth 3.

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

Broome Outer Wharf has a minimum depth of 9.2 metres (2018) alongside at the extreme

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

Department of Transport and depths alongside are updated from this information. The most

recent sounding information was collected in August 2018 is available at

www.kimberleyports.wa.gov.au.

3.5. Minimum Under Keel Clearance (UKC)

Minimum Static UKC whilst berthed is 1.0 metre.

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

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

to the prevailing environmental conditions (wind, atmospheric pressure and tidal streams)

which may necessitate a greater UKC.

3.6. Arrival Displacements

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

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

See Section 11.3 figure 7 for more detail.

3.7. Tidal Levels and Tidal Streams

The maximum tidal range at Broome is 10.5 metres, with a mean spring tide range of 7.7m.

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

streams can attain rates of up to 1.75 knots

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

and leaving Port, irrespective of size.

http://www.kimberleyportsauthority.wa.gov.au/




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

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

approach channel or the cut.

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

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

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

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

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

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

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

water.

3.8. Weather Conditions

Broome experiences a tropical climate and has two seasons – the Dry Season (May-October)

and the Wet Season (November to April).

3.8.1. Dry Season Weather

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

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

weather. Conditions are normally fine with temperature ranges between 12˚C during the night

to high 20’s/low 30˚Celsius during the day. The easterly winds normally tend to be moderate

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

Wet Season Weather

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

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

mid-high 20˚C at night through to the mid-high 30˚C during the day, with associated very high

levels of humidity. Tropical cyclones occur during this season, and the port is also subject to

tropical squall-line systems associated with cumulonimbus clouds, which result in occasional

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

often from the north east or east. These systems can be detected and monitored on marine

radar and the Bureau of Meteorology (BOM) website.

3.9. Bureau of Meteorology (BOM) Website

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

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

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

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

berth necessary.

http://www.bom.gov.au/




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4. PILOTAGE

4.1. Compulsory Pilotage

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

pilotage within Broome port limit is compulsory for all vessels with a length overall of greater

than 35 metres except as provided below.

4.2. Exemption from Compulsory Pilotage

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

Australian Defence Force vessels other than those used primarily to transport troops,

fuel, stores or equipment;

a vessel that is registered in Australia and has a length overall not greater than 35m;

vessels that are under the command of an exempt master and may be moved under

cover of the exempt master’s valid Pilotage Exemption Certificate (PEC);

vessels that are being led by another vessel under the control of a pilot in the

circumstances outlined in Port Authorities Regulation 40;

vessels that are for the convenience of shipping in the Port or because the vessel is

engaged in dredging operations and exempted by the Harbourmaster from using

pilotage services; and.

the Harbourmaster may direct an exempt Master to use a Pilot under certain

circumstances as outlined in the Port Authorities Regulations 2001 / r31.

4.3. Pilot Boarding Places

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

chart AUS 50:

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

Inner Pilot Boarding Place - 17˚ 59.25’ S 122˚ 09.9’ E (abeam and between

Gantheaume Point Light and Escape Rocks).

Figure 2: Outer and Inner Pilot Boarding Places




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4.4. Pilot Boarding Arrangements

The Pilot will generally board at the outer pilot boarding place indicated on chart AUS 50.

Boarding is to be conducted on the lee side. Pilots will board by pilot launch. Boarding ladders

are to be rigged on the lee side, 1.5 metres above the water with two manropes in all cases,

even for low freeboard vessels where pilot transfer occurs through a rescue zone. Tankers

and larger vessels where appropriate should use a combination ladder. Boarding speed

should be between 6-8 knots

During the North West Monsoon (September-March), significant swell is experienced in the

harbour approaches. During this time of year, boarding is normally conducted on the starboard

side with the ship on a north easterly heading.

Pilot ladders are to be rigged strictly in accordance with SOLAS guidelines as shown in figure

3.

The Inner Pilot Boarding Place is normally only used for vessels less than 80m in length after

prior arrangement with the Harbourmaster.

4.5. Pilotage Communications Assignments

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

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

VHF Channel 14. The KPA (call sign “Port of Broome”) maintains a 24 hour listening watch on

VHF Channel 16.

Figure 3: Required boarding arrangement for pilot




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After office hours all pilot queries to be directed to KPA on-call officer mobile: +61 417 173

679.

4.6. Pilot Booking

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

requirements can be indicated on KPA’s Berth Booking Form and Pre-arrival notification form,

refer to KPA’s website.

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

their respective rigs.

4.7. Notice Required of Cancellation or Change

A minimum of two hours’ notice is required for a cancellation, or change of time, of a pilot on

arrival and departure. Should such notice not be received, the applicable charge will be

invoiced to the customer.

4.8. Pilotage Fees and Charges

For pilot fees and charges refer to KPA’s website: www.kimberleyports.wa.gov.au

4.9. Pilot Contact Details

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

be forwarded to the contact details below:

Email: [email protected] Mobile: +61 417 731 679

Email: [email protected] Mobile: +61 429 121 875

5. MASTER/PILOT EXCHANGE AND SHIP EQUIPMENT REQUIREMENTS

5.1. Master/Pilot Exchange Information

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

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

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

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

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

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

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

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

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

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

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

the following information:







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any historical defect information on critical navigational/manoeuvring equipment, i.e.

engines, thrusters, gyros, steering gear, winches, echo sounder etc.;

the frequency of emergency steering exercises and the state of manning and time

required to change to emergency steering;

confirmation that both anchors are ready for letting go;

the calculated gyro error;

details of any observed radar errors;

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

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

Bridge Resource Management policy; and

any other details or defects which may affect the passage such as hull protrusions or

overhangs.

5.2. Pre-Passage Briefing

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

the planned route, including berth and or anchorage details;

intended speeds and ETA;

emergency decision points and intentions, including details of emergency anchorages;

expected traffic including other vessels berthed at the wharf;

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

weather patterns;

the status of aids to navigation;

special requirements for the use of anchors;

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

cause damage to the ship or wharf;

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

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

intended manoeuvre for approaching or leaving the berth; and

mooring arrangements.




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6. SHIP, TIDAL AND WEATHER LIMITATIONS

6.1. Ship Limitations

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

dependent on the Harbourmaster’s discretion.

Maximum Draft 9.1 metres (tidal dependent)

Maximum Berthing Displacement 40,000 M/T

Minimum Depth Alongside Outer Face from CD

9.2 m (2018) (northern end of wharf, quickly deepens to greater than 10.0 m)

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

Minimum UKC Alongside 1 metre

6.2. Environmental Considerations

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

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

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

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

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

duty pilot about berthing and un-berthing considerations.

6.2.1. Tidal Stream

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

manoeuvrable.

Product tankers and large Cruise ships should always plan to arrive at around the time of high

water. Sufficient tide must be available to clear the 5.0 metre (2018) shoal east of the wharf

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

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

tide must be available to clear the 4.1 metre (2018) shoal, 150 metres east of the beacon.

6.2.2. Wind Limits

The following restrictions may apply:

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

Large Cruise ships will not normally be berthed in winds greater than 20 knots;

Conventional ships without a bow thruster will not normally be berthed in winds greater

than 20-25 knots, and

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




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6.2.3. Broome Tidal Levels (2018)

7. A GUIDE TO ENTERING AND LEAVING PORT

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

entry and departure plans used for ships embarking a pilot.

7.1. Entering Port

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

west at rates of up to 5 knots at springs.

Tidal Level Height (metres)

Chart Datum ( LAT 2009) (CD) 0.00

Lowest Astronomical Tide (LAT) 0.114 m

Mean Low Water Springs (MLWS) 1. 596 m

Mean Low Water Neaps (MLWN) 4.555 m

Mean Sea Level (MSL) 5.460 m

Mean High water Neaps (MHWN) 6.365 m

Mean High Water Springs (MHWS) 9.325 m

Highest Astronomical Tide (HAT) 10.605 m




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7.1.1. Entering Port Passing West of Channel Rock Beacon

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

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

approach to the cutting.

The natural line of the channel is around 039° True. Vessels need to remain port of the leads

to pass Channel Rock Beacon abeam at 148 metres. They should then cross the leads in line

and pass 70 metres to the east of the east cardinal buoy (30 metres starboard of the leads in

line) Vessels with sufficient UKC over the 4.7 metre (2018) shoal north of Channel Rock

Beacon to will ensure the widest ‘channel’ when passing this area.

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

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

Beacon.

7.1.2. Entering Port Passing East of Channel Rock Beacon

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

have sufficient tide to allow a safe UKC on the 4.1 metre (2018) shoal to the SSE of the

beacon. The recommended track is 010˚ true which leads 145 metres east of Channel Rock

Beacon. Care must be exercised with the assessment of tidal stream and leeway in the

approach to ensure safe clearance on the beacon.




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




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Note: These Port Passage Plans are provided here as a reference only. Displayed is a

passage for both East and West transits passing Channel Rock which are dependent on the

state of tide and tidal flows and as guided by the Pilot. Courses, distances and Way Points

are for reference only. Master’s & Officers are to continuously to monitor the vessel’s position

and if any time there is a doubt, this is to be brought to the immediate attention of the Pilot.

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




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7.2. Leaving Port

7.2.1. Leaving Port Passing West of Channel Rock

The process for entering port is essentially reversed. Vessels should aim to be 30 metres east

of the leads in line when abeam the East Cardinal buoy and to be 40 metres west of the leads

in line by the time they reach Channel Rock Beacon. A strong ebbing tidal stream tends to set

vessels towards the 4.7 metre shoal north of the Channel Rock Beacon. There is no

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

accentuated during easterly winds.

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

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

times, particularly in slower moving vessels.

7.2.2. Leaving Port Passing East of Channel Rock

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

have sufficient tide to allow a safe UKC on the 4.1 metre (2018) shoal to the east of the beacon.

The recommended track is 190˚ True which leads 145 metres east of Channel Rock Beacon.

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

ensure safe clearance on the beacon.

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

relevant when leaving port and passing east of the beacon.

7.3. Caution – Leads Visibility

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

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

berths 5-6, when extremely large vessels are alongside, or fog is present.

7.4. Navigational Safety

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

to be paid to all available means and sources of information in order to monitor and maintain

the safe conduct of their vessel. The use of a single aid to navigation to the exclusion of visual

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

can quickly result in vessels standing into danger.

7.5. Reporting and Feedback

Mariners are invited to provide feedback on any aspect of port and navigational safety, either

reporting deficiencies or failures of existing systems or in areas where improvements

enhancing safety and/or efficiency might exist, to the Harbourmaster for consideration.




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8. DESIGNATED ANCHORAGE AREAS

Designated anchorages within the Port of Broome are clearly indicated on charts AUS 50 and

AUS 51. These anchorage positions have been allocated after considering the following

criteria:

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

Middle Ground and are specifically designated for oil-rig tenders and seismic survey vessels.

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

(specifically draft limitations) should bring these reasons to the attention of ‘Broome Port’ on

VHF Ch.14

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

of Entrance Point and are again designated for oil-rig tenders and seismic survey vessels.

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

(specifically draft limitations) should bring these reasons to the attention of ‘Broome Port’ on

VHF Ch.14

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

Gantheaume Point and are designated for use by oil-rig tenders and seismic survey vessels.

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

station and are designated for all vessels including livestock vessels and tankers of greater

than 100 metres in length awaiting pilot boarding at the outer pilot boarding place and all

vessels awaiting instructions, pilotage or allocation of an inner anchorage.

Inner Anchorage North East of Broome Wharf – use of the area annotated “Inner

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

pearling, fishing and charter vessels. Naval patrol boats and Australian Border Force vessels

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

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

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

moorings, generally situated within the 10 metre contour.

Refer to Figure 6.




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O1

O3

O2

G3 G1

G4 G2

E4

E3

E2

E1

RB2 RB3 RB4 RB5 RB6 RB7

RB8 RB9

RB1

OUTER ANCHORAGE

MAX DRAFT

POSITION GANTHEAUME Lt. Ho.

LATITUDE LONGITUDE BEARING RANGE

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

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

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

GANTHEAUME

ANCHORAGE MAX

DRAFT



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

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

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

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

ENTRANCE ANCHORAGE

MAX DRAFT

POSITION CHANNEL ROCK Bcn


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

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

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

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

ROEBUCK BAY

ANCHORAGE

MAX DRAFT

POSITION CHANNEL ROCK Bcn


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

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

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

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

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

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

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

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

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

NOTE: Maximum drafts based on Low Water Springs.

GANTHEAUME

ANCHORAGE MAX

DRAFT



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

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

Aus 50

Aus 50

Figure 6: REC95913 Broome Anchorage as shown on AUS 50




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8.1. Allocation of Anchorages

If prior arrangements have been made through Port Operations by a vessels agent or logistic

coordinator Pilotage Exempt Masters may proceed to an allocated anchorage on arrival

subject to normal radio reporting procedures. All other vessels arriving at port limits if not

expecting a pilot on arrival should anchor at the outer anchorage and await further instructions

from KPA.

9. TOWAGE REQUIREMENTS

There is currently one licenced towage service provider, Broome Marine, operating in the port.

Vessels, through their Shipping agents or Logistic Service providers, should book tugs,

according to the schedule below, prior to the arrival or departure of a vessel in line with the

towage company’s booking requirements.

Failure to arrange for appropriate towage will result in delays to berthing or sailing.

Two approved tugs are available to provide towage services.

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

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

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

bollard pull.

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

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

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

between the Pilot and the Tug Master. The secondary working channel will normally be VHF

Channel 8.

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

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

line, ships will be required to provide their own line.

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

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

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

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

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

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




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9.1. Port of Broome Towage Requirements

All vessels berthing at the Port of Broome will require towage in accordance with the table

below. For vessels of less than 90 m LOA, towage requirements will be at the discretion of the

Harbourmaster.

In certain circumstances the Harbourmaster may require additional towage after considering

a particular vessel’s situation including characteristics, e.g. prevailing tide cycle, anticipated

weather conditions, berth congestion, vessels berthing displacement in relation to allocated

berth capacity.

PORT OF BROOME TOWAGE GUIDE

Type of vessel

Wind ≤ 15 knots (10 minute mean average)

Wind ≥ 15 knots (10 minute mean average)

IN OUT * IN OUT *

Vessel less than 130m LOA 1 tug Nil 2 tugs 1 tug

Vessel less than 130m LOA with bow thruster

Nil Nil 1 tug Nil

Vessel 130m to 160m LOA 2 tugs 1 tug 2 tugs 2 tugs

Vessel 130m to 160m LOA with bow thruster

1 tug Nil 2 tugs 1 tug

Vessel over 160m LOA 2 tugs 2 tugs 2 tugs 2 tugs

Vessel between 160m to 250m LOA with bow and/or stern thrusters

1 tug 1 tug 2 tugs 1 tug

** Highly manoeuvrable vessels less than 160m LOA

Nil Nil Nil Nil

Product tankers (and vessels carrying hazardous cargo such as Ammonium Nitrate).

2 tugs 2 tug 2 tugs 2 tugs

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

* Outward towage requirement assumes vessel berthed starboard-side-to on the outer berth

face, or stemming the tide at time of the manoeuvre for other situations.




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** Highly manoeuvrable vessels includes:

vessels of less than 130m LOA vessel fitted with twin ASD propulsion systems or equal

equivalent;

vessels greater than 130m LOA require a bow thruster in addition to above; and

vessels with operational DP systems.

In determining towage requirements conventional twin screw vessels with or without high-lift

rudders are not regarded as highly manoeuvrable.

9.2. Bow and Stern Thrusters

Vessels fitted with bow and/or stern thrusters may be eligible to seek dispensation from the

towage requirements outlined in the previous table provided the thrusters are compliant.

A compliant thruster to be considered as a substitute for the provision of towage will be

required to:

be in good working order and capable of operating at 100% efficiency, that is, to

operate at its stated power output for a period of 15 minutes without disruption; and

meet KPA’s minimum power to length ratio as outlined in the following Bow Thruster

Compliancy Table, below.

THRUSTER COMPLIANCY TABLE

Vessel LOA (up to and including)

Thruster Power

120 m 460 kW

135 m 650 kW

160 m 910 kW

180 m 1150 kW

210 m 1500 kW

245 m 1950 kW

275 m 2300 kW

300 m 2600 kW




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10. PORT OF BROOME RADIO WATCH AND REPORTING REQUIREMENTS

KPA maintains a 24 hour radio watch on VHF Channel 16/14.

10.1. Radio Call Signs and Calling/Working Frequencies

The following specific information should be noted:

Port Call sign: ‘Port of Broome’

International Call sign: VH6HZZ

Calling Frequency: VHF Channel 16

Working Frequency: VHF Channel 14

Alternative Working: VHF Channel 12 and VHF Channel 6

10.2. Calling Requirements for all Vessels

All vessels are required to provide the following information to ‘Port of Broome’:

a. on passing Escape Rocks Buoy inward bound advise time of passing and indicating

approximate time for rounding Entrance Point into the approach channel. Vessels

entering the port under pilot exemption to are to provide Masters Name and PEC

number;

b. after being secured alongside the wharf vessels are to report first line and all fast times;

c. after anchoring, vessels are to report their anchorage time and position;

d. prior to departing the wharf or weighing anchor vessels are to indicate their intentions

to the port; pilot exempt master are to advise Masters Name and PEC number;

e. on departure the time of last line or anchor aweigh;

f. Time of on passing Escape Rocks Buoy outbound,

g. prior to commencing fuel bunkering operations to seek approval for the operation and

to ensure that bunkering permits and check-lists have been properly completed;

h. on completion of fuel bunkering operations; and

i. in the event of any emergency situation (i.e. fuel spill, fire, flood, medical emergency,

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

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

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

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

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

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

operator.

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

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

requirements during berthing/un-berthing.




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11. DETAILED INFORMATION - BROOME WHARF

11.1. General Details

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

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

has flat pile fenders on both outer and inner berths. In 2016 the original wharf enjoyed an

‘extension of life’ upgrade with a new concrete decking and progressive fender and pile

refurbishment continuing through to 2019. Power, potable water and diesel fuel can be

provided from the wharf in accordance with figure 7.

Bollard ratings on the wharf:

Berths 1 to 6, 50M/T

Berth 11, 35M/T

11.2. Declared Depths and Displacements at Berths

The last annual survey of the Broome wharf was conducted in August 2018. From these

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

Berth CD Depth Max. Displacement

Berth CD Depth Max. Displacement

1 5.2m 9,000 MT 5 11.6m 40,000 MT

2 9.2m 9,000 MT 6 11.2m 40,000 MT

3 8.2m 9,000 MT 11S 5.3m 1,500 MT

4 9.2m 40,000 MT 11N 5.8m 1,500 MT




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Figure 7: REC94670 KPA Wharf Diagram Information




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11.3. Vessel Berth Assignments

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

vessels as follows:

large Cruise ships – Berths 4-6 (normally the entire outer face, dependent upon size

of vessel);

Product tankers – Berths 4-5;

Bitumen tankers – Berths 4-5;

Break-Bulk vessels (cement, Barite etc.) – Berths 5-6;

General Cargo ships – Berths 3, 4-5 and 5-6;

Livestock carriers –Berths 4 – 5;

large AHTS/PSV/Seismic – Berths 3, 4, 5, and 6;

small AHTS/PSV/Seismic – Berths 2-3, 4, 5, 6, and 11-12,

small Cruise ships (30-105 metres)/Charter vessels – Berths 1-2, 2-3, 4, 5, 6, and 11;

Pearling, Commercial Fishing and Private vessels – Berths 1,2,3 and 11;

Naval and Customs Patrol boats – Berths 1,2, 3 and 11; and

larger Warships – Berths 2-3, 4, 5 and 6.

11.4. Height of Wharf Deck

The southern wharf deck is 13.397 metres and the Northern section is 13.604m above LAT.

The top of the fender system on berth 6 is in line with the wharf deck and 1.4 metres below

the level of the wharf deck on berth 1 to 5.

11.5. Photographs of Wharf

Photograph 1 – Berth 6 viewed from NNE

Photograph 1 – Berth 6 viewed from NNE




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11.6. Fuel Bunker Points

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

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

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

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

Services on phone (08) 9193 5554.

11.7. Water Points

Water bunkering points and delivery rates are indicated on the wharf diagram. KPA provides

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

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

request.

11.8. Wharf Loading and Cranes

Wharf Deck Rated to 4.5 tpm2

Maximum wheel loads are in line with highway regulations.

KPA has access to the following cranes:

one 250 tonne crane,

one 200 tonne,

one 100 tonne crane,

one 45 tonne, and

one 40 tonne crane.

Photograph 2 – Berths 4-5

: Matrix of KPA

PermitsPhotograph 2 –

Berths 4-5




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All lifting equipment is maintained in accordance with the manufacturer requirements and

complies with AS 2550 and Marine Orders Part 32.

12. IMMOBILISATION REQUIREMENTS

Vessels wishing to immobilise main machinery or auxiliary machinery which affects a vessel’s

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

Harbourmaster for approval at the first available opportunity prior to any immobilisation. A copy

of the application form is on KPA’s website under the Permit to Work section.

It should be noted that approval for immobilisation will rarely be given during the Cyclone

Season (November – April) because of frequent line squall activity which can affect the Port

with little notice.

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

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

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

make a departure from a berth or anchorage necessary.

13. KPA PERMIT TO WORK SYSTEM

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

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

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

guidelines.

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




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= Not required = KPA Permit Format required.

Figure 8: Matrix of KPA Permits

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

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

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

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

launch and retrieval of vessels from the slipway.

If in doubt notify or clarify with Port Operations.

KPA permits are compulsory for the following prohibited activities:

All vessels in Port waters

Third party contractors KPA jurisdiction

KPA works operations jetty Engineering land based

Bunkering Permit

Bulks Transfer Permit

Hot Work Permit

Confined Space Entry Work Permit

Notify Port

Working at Height / Over the Side Permit

Notify Port

Diving Permit Section 8

Abrasive Blasting and Spray Painting Permit

General Work Permit *

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

Request Port permission



Immobilise Main Engine

Electrical Work Permit

High Voltage Permit

Excavation and Penetration Permit




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14. BUNKERING OPERATIONS WITHIN PORT LIMITS

Bunkering (refuelling) is a prohibited activity in Port Waters, vessels are to comply with KPA’s

permit to work system for undertaking bunkering and petroleum transfer whilst within port

limits. The Port Waters (Limits) are identified on Chart AUS 50. These limits extend and

encompass Gantheaume (Cable Beach) anchorage.

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

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

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

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

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

transfer Class 3 products by hose.

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

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

vessels undertaking their own diesel bunkering operations through the bowsers (must

also have a valid bowser induction certificate), and

all third party bunker operations.

When bunkering the following guidelines must be adhered to:

submit a KPA bunkering permit to KPA’s Operations department. Applicants are to

endeavour to submit the permit at least 24 working hours prior to the bunkering

operation;

persons undertaking bunkering using the bowsers must have a valid induction

certificate;

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

once bunkering is complete the form must be completed and returned to the gatehouse

or by mutual agreement emailed to [email protected];

KPA has a legislative responsibility to monitor and control the conduct of fuel bunkering

operations across the wharf. Vessel masters also have a legislative responsibility for

the safe conduct of bunkering operations in their vessels;

KPA has a pro forma Bunker Check List that can be used as a guide and adapted to

suit a particular operation, this check list is available on request. It is however the

Vessel Master’s responsibility to ensure that they are meeting their legislative

obligation and vessel masters bunker checklist;

vessels are required to carry their own environmental protection equipment including

absorbent material for placement around bunker points, associated valves and

breather tubes. Masters must not transfer sludge or waste oil during hours of darkness

without the express permission of the Harbourmaster, which will not be given unless

the transfer is deemed to be an emergency requirement (e.g. a cyclone setting down

on the port). No waste oil etc. is to be stored on the deck of any vessel or on the wharf

when a cyclone watch has been issued for the area;





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KPA - performs Bunker Audits, any operation not meeting best practice bunkering

procedures will have their Bunker Permit cancelled until their systems are satisfactorily

rectified; and

failure to comply with the above regulations and requirements may incur a fine of

$12,000 for each offence.

15. GANGWAY AND MOORING LINE VIGILANCE

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

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

mooring lines are not properly tended. Vessel Masters are responsible for ensuring that their

mooring lines and gangways are in a safe state.

Vessels between 40 and 95 metres LOA are required to moor with a minimum of two Head

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

with their recommended mooring plan but with not less than two head and stern lines, one

breast line and one spring line at each end of the vessel

It is the responsibility of the Master to ensure that the accumulation of moorings on a single

Bollard do not result in the rated bollard capacity being exceeded.

Subject to 30 minutes notice to the gatehouse on VHF Channel 14 or on mobile phone 0419

044 765 or wharf supervisor, the port can provide assistance in the re-positioning of gangways

with the use of a fork-lift. Should the angle of gangway become excessive a crane may being

required to safely reposition it. The requirement to use a crane causes a significant delay to

gangway movement, particularly out of hours, with obvious safety implications and at a

substantially greater cost to the vessel.

Should obtaining support through the gatehouse or wharf supervisor for any reason not be

possible a vessel’s Master, experiencing any problems with a gangway with the potential to

lead to serious port safety issues should call the Port “On Call Operations” 0417 173 679 or

the Harbourmaster on 0429 121 875 for assistance.

16. WHARF EVACUATION PROCEDURE

An Emergency Alarm is installed on the Broome Wharf. The purpose of this Emergency Alarm

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

may make an evacuation of the wharf necessary.

The emergency siren can be activated from two positions as shown at Figure 9. The alarm is

a continuous siren sound.

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

spill. During these types of emergency, personnel will be cleared away from the area, in order

to ensure their own safety and to provide unobstructed access for emergency vehicles that

may be required to deal with the specific emergency.




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Figure 9: Broome Wharf Emergency Evacuation Arrangements

16.1. Activation of Alarm

On hearing the alarm all personnel on the wharf should follow the guidelines below:

stop bunkering and all cargo handling operations immediately;

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

ships crews and staff on the wharf should return immediately to their own vessel;

the Wharf Supervisor to organise a roll call of personnel and account for all staff;




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the person raising the alarm or Wharf Supervisor to ensure the emergency and nature

of emergency are reported to gatehouse Operations Manager and Harbourmaster; and

the Wharf Supervisor to assess the situation and in absence of any instructions to

contrary prepare to respond to the emergency or to evacuate the wharf to the

restaurant muster point.

16.2. Vessels Alongside

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

monitor VHF Channels 16 and 14.

It is recommended that a muster of personnel be arranged to ensure that no one is missing

and possibly compromised by the emergency on the wharf. A gangway watch should be

posted to ensure that no one leaves or boards the vessel and also serve as a rapid

communication link between the Wharf Supervisor and the vessel.

Coordinating instructions and emergency situation reports will be transmitted by Port of

Broome’’ as appropriate on VHF Channel 14. Vessels should bring their engines to immediate

readiness, should an emergency departure from the wharf be deemed necessary by individual

Masters, or if ordered by KPA.

16.3. During Emergency

The Emergency Evacuation Alarm will continue to sound for one to two minutes or less if

ordered by the Harbourmaster to facilitate better communications between emergency

response teams. (Instructions for activating and resetting the Emergency Evacuation Alarm

are sited next to the activation points shown at Figure 9.)

16.4. Alarm Testing

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

10:00am. KPA employees will advise vessels prior to the test occurring. Additionally, a warning

message will be transmitted on VHF Channel 14 prior to the test occurring.

16.5. Evacuation Exercises

From time to time, KPA will arrange Emergency Muster and Evacuation exercises to

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

Port users will be conducted prior to such exercises to ensure that there are no commercial

impacts.




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17. BROOME WHARF HAZARDOUS ZONE

A Hazardous Zone, declared under the Ports ‘Working at Heights and Over the Side

Procedure’, has been established around the perimeter of the wharf, extending approximately

1 metre back from the wharf edge. This hazardous area is marked by a continuous red line.

Due to the risk of falling, no person is permitted to cross the red line unless complying with the

requirements of the procedure.

Some tasks may only require a Personal Flotation Device (PFD), in addition to standard PPE,

others will require the addition of a fall arrest system.

The types of activities that require only the use of a PFD include tasks that are of short

duration, do not involve extending your centre of gravity over the wharf edge, have been risk

assessed and have a Standard Operating Procedure or a Safe Work Method Statement in

place such as mooring operations conducted by competent mooring personnel.

Most other activities in the Hazard Zone will require the use of a fall arrest system or physical

barricades.

18. RADAR USE IN THE VICINITY OF BROOME WHARF

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

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

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

is particularly applicable to small vessels coming alongside the inner berths, however, it can

also be applicable to some larger vessels, dependent upon the height of tide. Clearly, vessel

Master’s should use their discretion if utilising radar to maintain a proper lookout and when

navigating in conditions of restricted visibility.

19. SPEED LIMIT WITHIN BROOME INNER HARBOUR

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

and tender vessels, are to proceed at a speed not exceeding 8 knots. Vessels known to induce

a large or steep wash wave should further reduce their speed to alleviate problems and

potential dangerous situations resulting from the wash affecting vessels, alongside the wharf,

particularly small vessels and vessels handling cargo.

20. SECURITY AND VEHICLE ACCESS TO BROOME WHARF

20.1. General Security

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

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

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

waterside restricted zones for implementation at different security levels.




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20.1.1. Landside Restricted Zone (LSZ)

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

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

side of the wharf neck.

20.1.2. Waterside Restricted Zone (WRZ)

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

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

20.1.3. Maritime Security Zone (MSZ)

Is the combined area of LRZ and the WRZ.

Figure 10: Combined area of LRZ and WRZ

20.1.4. Access to Maritime Security Zones (MSZ)

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

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

Card; or

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

or

a person from a law enforcement agency displaying ID card or approved by the PSO.

20.1.5. Display of MSIC and Port Access Cards

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

pose a safety impediment to the activities they are conducting. In any event, passes must be

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

an offence and is subject to heavy fines.




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Figure 11: Security Access Protocol

20.1.6. MSIC Issuing Bodies

KPA is not an MSIC Issuing Body. A list of Issuing Bodies is available from:

www.infrastructure.gov.au.

20.1.7. Port Access Card

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

the port induction process. Port Access Cards attract an $85.00 charge.

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




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Charges for renewal of lost cards will incur an $85.00 charge.

20.1.8. Port Induction Card

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

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

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

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

$85.00 charge will apply.

20.1.9. Cancellation and/or Confiscation of Port Access Card

A person deemed by KPA to have breached KPA procedures in relation to safety and/or

security, may have their Port Access privilege suspended or cancelled. The requirements and

conditions to be met to restore port access will be determined by the Port Authority and will

require the person to redo the port induction. If required during the period of suspension

access to the Restricted Zone will require an escort.

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

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

20.1.10. Lost or Stolen MSIC / Port Induction Passes

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

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

20.2. Vehicle Access to the Wharf

20.2.1. General Access to the Wharf

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

parking area and utilise the port bus/car for access to and from the wharf. During normal

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

Security gatehouse on VHF Channel 14 or 0419 044 765.

20.2.2. Vehicles Allowed Access to Broome Wharf

Where a Port user demonstrates an operational need to drive a vehicle and/or park on the

wharf, access will be provided subject to meeting the requirements of this section and

compliance with the following:

the number of vehicles used by any group is to be kept to a minimum;

KPA may remove vehicles at owner operator cost;

vehicles proceeding onto the wharf are only to remain for the time required for the

driver to complete the specified task, and if the task requires the driver to leave the

vehicle unmanned then vehicle keys must be left in the ignition or on the driver’s seat

so that in the event of an emergency or for operational needs the vehicle can be shifted;




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port users are advised that vehicles will be towed away if they are left unattended on

the wharf for more than 4 hours without prior permission;

KPA may restrict any vehicle access to the wharf area due to congestion or operational

needs. KPA will endeavour to give appropriate notice and alternative arrangements;

access is provided strictly under the terms and conditions of the Ports Standards and

Procedures; and

no liability will be accepted by the port for any damage sustained to a vehicle operating

or parked on the wharf or access jetty.

20.2.3. Failure to Comply

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

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

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

20.2.4. Persons Requiring Escort

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

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

cards.

20.2.5. Escort Duties

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

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

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

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

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

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

Gatehouse Operator on 0419 044 765.




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

21.1. General

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

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

(of any type) or the residue from tank skimming or cleaning is prohibited within Port limits. This

prohibition includes grey water and effluent – particularly that from livestock carriers. Livestock

carriers are prohibited from washing down both while inside Port limits and within 12 nautical

miles distance from the Australian coastal baseline.

Use of MARPOL approved Incinerators is acceptable at the outer anchorages. Incineration in

the inner anchorage or alongside is prohibited.

21.2. Sewage

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

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

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

located in such premises.

21.3. Sewage Treatment and Discharge

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

Untreated sewage may only be discharged at a distance of more than 12 nautical miles

from the nearest land, provided that sewage held in holding tanks is not discharged

instantaneously, but at a moderate rate when the ship is proceeded at a speed of not

less than 4 knots;

Comminuted and disinfected sewage may only be discharged at a distance of more

than 3 nautical miles from the nearest land, providing the system meets technical

standards set by the Chief Marine Surveyor (AMSA) or survey authority;

Effluent from an IMO-approved sewage treatment plant (or plant approved by AMSA’s

Chief Marine Surveyor) may be discharged at any location providing the effluent does

not produce visible floating solids nor cause discoloration of the surrounding water;

and

Vessels visiting Broome not equipped with an approved sewage treatment plant must

retain sewage on board in a suitable holding tank in accordance with Australian Marine

Orders 96 (Marine pollution prevention – sewage) 2018.

21.4. Ballast

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

Requirements is prohibited in Port Waters.




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21.5. Water Hull Cleaning

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

21.6. Relevant Legislation and Penalties

State and Commonwealth legislation in relation to marine pollution generally give effect to the

International Convention for Oil Pollution from Ships MARPOL 73/78. The equivalent

Australian legislation is the Protection of the Sea (Prevention of Pollution from Ships) Act 1983

(Cwth) and Pollution of Waters by Oil and Noxious Substances Act 1987 (State).

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

and $1,100,000 for companies.

21.7. Discharge to Shore

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

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

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

KPA can provide a list of appropriate contractors if required.

21.8. Introduction of Exotic Pests

Biosecurity and agriculture management falls under the Department of Primary Industries and

Regional Development, Western Australia (DPIRD) who promulgate required measures to

ensure that vessels do not introduce any exotic pests and diseases to local waters. Details of

these specific measures are contained at website:

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

management

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

should a vessel be considered a biosecurity risk.

22. SAFETY AND ENVIRONMENTAL MANAGEMENT

22.1. Safety

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

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

encouraged.

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

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

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

contribution of all personnel. Safety is of the utmost importance in all port operations and

activities and is factored into the engineering and design of any projects, equipment or plant.

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

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

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




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

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

22.1.1. Reporting Hazards, Incidents and Near Misses

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

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

via the Hazard Observation Process or to KPA’s Health, Safety and Environmental (HSE)

department.

22.1.2. Personal Protective Equipment (PPE) Requirements

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

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

high visibility clothing;

mandatory PPE - long sleeves and long-legged trousers;

safety boots;

hard hat; and

safety glasses.

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

22.2. Environmental Management

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

Department of Water and Environmental Regulation and other government and non-

government environmental groups.

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

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

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

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

international significance) and the Yawuru Nagulagun Roebuck Bay Marine Park.

Any environmental hazards or concerns should be immediately reported to the Harbourmaster

and/or the HSE department.




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Figure 12: Yawuru Nagulagun / Roebuck Bay Marine Park (map from the Yawuru Nagulagun Roebuck Bay Marine Park Joint Management Plan 2016)

23. MANAGEMENT OF DANGEROUS GOODS

23.1. Dangerous Goods Standard

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

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

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

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

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

promptly out of the port area.

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

goods are handled and/or kept in the defined port operational areas. The Australian Standard

3846: The handling and transport of dangerous cargoes in port areas, developed in 1998, was

designed to complement the International Maritime Dangerous Goods (IMDG) Code.

The key elements of this Standard include:

a. notifying port authorities of dangerous cargo shipments;

b. general requirements and procedures for the safe handling of dangerous cargoes;

c. segregating incompatible products;




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d. time constraints for products sitting on the wharf (the higher the hazard the shorter the

time the product may be kept on the wharf);

e. emergency response procedures, including firefighting resources; and

f. management systems to cover aspects such as training and communication.

The Dangerous Goods Safety (Goods in Ports) Regulations 2007 came into effect on 1 March

2008 and covers all ports within Western Australia. These regulations provide the legislative

application of AS 3846 and outline the specific responsibilities of the different parties such as

the berth operator, the vessel owner and the port authority.

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

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

area.

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

Road and Rail applies until the product reaches its destination.

The Western Australia Hazmat Coordinating Committee coordinates the State response to

emergencies involving hazardous chemicals. The Fire and Emergency Services Authority is

the lead combat authority, with advice provided by safety and environmental experts.

In preparation for emergencies, a National Oil Spill Response Plan and a National Chemical

Spill Response Plan have been developed by the Australian Maritime Safety Authority

(AMSA). These plans outline the process for dealing with spills and accidents and are

designed to establish a framework for all States to develop their own response plans. The

respective State plans integrate with the national plans and include a process for activating

the national plans in the case of major accidents.

23.2. Dangerous Cargoes – What are they?

Dangerous cargoes are defined in Australian Standard AS3846-2005. The definition for the

purposes of shipping is broader than that used for land transport since some materials are

only hazardous when shipped in bulk or they present a greater hazard in a marine environment

as compared to a land environment. The formal definition of dangerous cargoes includes:

a. oils covered by Annex I of MARPOL 73/78;

b. gases covered by the IMO Code for the Construction and Equipment of Ships Carrying

Liquefied Gases in Bulk;

c. noxious liquid substances or chemicals, including wastes, covered by the IMO Code

for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk

and Annex II of MARPOL 73/78;

d. dangerous goods, hazardous and harmful substances, materials and articles including

environmentally hazardous substances (marine pollutants) and wastes covered by the

International Maritime Dangerous Goods Code (IMDG Code); and

e. solid bulk materials possessing chemical hazards and solid bulk materials hazardous

only in bulk (MHBs), including wastes covered by Appendix B of the IMO Code of Safe

Practice for Solid Bulk Cargoes (BC Code).




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The term ‘dangerous cargoes’ includes any empty, uncleaned packaging’s (e.g. tank

containers, receptacles, intermediate bulk containers (IBCs), bulk containers, portable tanks

or tank vehicles) that have previously contained dangerous cargoes, unless the packaging’s

have been cleaned of residue of the dangerous cargoes and purged of vapour’s so as to nullify

any hazard, or have been filled with a non-dangerous substance.

Dangerous Goods as determined by United Nations criteria are the major subset of Dangerous

Cargoes and encompass the classes described below in 23.3.

23.3. Classification of Dangerous Goods - Description Examples

Class 1 – Explosives gelignite, detonators, fireworks, flares

Class 2.1 – Flammable Gases LPG, acetylene, natural gas

Class 2.2 – Compressed non-flammable Gases nitrogen, argon

Class 2.3 – Toxic Gases chlorine, sulphur dioxide, ammonia

Class 3 – Flammable Liquids petrol, kerosene, solvents

Class 4 – Flammable Solids xanthates, calcium carbide, sulphur

Class 5.1 – Oxidising Substances ammonium nitrate, solid pool chlorine

Class 5.2 – Organic Peroxides MEKP (Methyl Ethyl Ketone Peroxide)

Class 6 – Toxic Substances sodium cyanide, pesticides

Class 7 – Radioactive Substances monazite, uranium

Class 8 – Corrosive Substances sulphuric acid, caustic soda, hydrofluoric acid

Class 9 – Miscellaneous Dangerous Goods dry ice

NOTE: Some dangerous goods that have more than one type of hazard (e.g. flammable and

toxic) may be assigned a sub-risk to warn of the subsidiary risk. For this example the

substance would be described as a Class 3 Sub-risk 6.1 substance.

Material limits must be assessed according to both types of hazards and the most restrictive

requirements applied.

23.4. High Hazard Dangerous Cargoes for Which Permission is required

CLASS DESCRIPTION NOTES

Class 1 Explosives - applies to all explosives (except for Class 1.4S).

Class 2.1 and 2.3 Flammable Gases and Toxic Gases - applies to entry of packaged and bulk,

but excludes cylinders packed in freight containers.




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Class 5 Oxidising Substances - applies to:

Packing Group I in quantities exceeding 30 tonnes;

ammonium nitrate or calcium hypochlorite in quantities exceeding 400 tonnes

(packaged in containers) or 150 tonnes (break bulk – e.g. loose IBCs); or

ammonium nitrate or ammonium nitrate fertilizers in bulk.

Class 7 Radioactive Substances - applies to all radioactive substances.

Class 8 Corrosive substances - applies only to Packing Group I substances in isotainers or in

bulk.

All Classes Packing Group I in bulk - applies to all dangerous cargoes of Packing Group I (the

highest hazard) when shipped in bulk tankers.

23.5. Dangerous cargoes handled through the Port of Broome

The following table is the permissible amounts allowed through Port of Broome:

Ammonium

Nitrate

Class

1.1

Class

1.5

Class

1.6

Class 1.2 Class 1.3 Class

1.4

Quantity 10,000 MT 50 MT 50 MT 50MT >250MT >250MT No limit

The majority of dangerous cargoes being transported through the Port are associated with the

mining and offshore oil and gas industries and include:

petroleum products;

ammonium nitrate;

explosives;

flammable gases and liquids;

radioactive substances;

corrosive liquids, such as acids and caustic soda; and

specialty chemicals.

This document describes how the regulations and the Australian Standard 3846 and the

responsibilities for the handling of dangerous cargoes through the Port are applied so that:

dangerous cargoes are handled and transported safely;

there are no inadvertent breaches of the applicable laws; and

all parties involved in shipping dangerous cargoes through the Port of Broome have

sufficient information regarding the applicable limits, standards and legislation to

facilitate the planning and movement of such cargoes.




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23.6. Notification and Permissions

Advance notification is required for all dangerous cargoes entering the Port. This notification

is required at least 24 hours prior to any dangerous cargo being brought into the Port/wharf

area. The format of the required advance notification in accordance with Section 3 of AS3846

is shown below.

Permission is required for these cargoes if one or more of the following occurs:

the special hazards associated with the cargoes;

the need to ascertain the conditions under which cargo entry may be permitted;

the need to liaise with or to seek approval from other regulatory authorities;

the need to undertake specific risk assessment or to ensure appropriate Safety

Management Systems are in place prior to handling of the cargo; and

the need to coordinate port services, emergency resources and other shipping

movements.

In addition to notification, permission is required for the entry of particular high hazard cargoes

to the Port. It is strongly recommended that permission be sought well in advance of planning

such shipments and in some instances prior to loading at the port of origin. Requests should

be directed to the Harbourmaster.

NOTE: Notification and permission also applies to transit cargo.

23.7. General Requirements

The following are general requirements applicable to the handling and transport of any

dangerous cargoes within the limits of the Port.

23.7.1. Packaging and Labelling

All dangerous cargoes delivered to or from the Port area must be packaged, marked, labelled

and placarded in accordance with the IMDG Code.

23.7.2. Documentation

Documentation accompanying the dangerous cargoes (for delivery by land) must be in

accordance with the Australian Dangerous Goods Code (ADG Code).

23.7.3. Road Traffic

Procedures and signs are required to be put in place in the Port area to ensure road traffic

operates in a safe manner.

23.7.4. Training

Appropriate training is required to be provided (and refresher training) so that skilled personnel

are employed in the handling of dangerous cargoes and in the appropriate emergency

procedures.




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23.7.5. Personal Protective Equipment

Appropriate personal protective equipment shall be readily available whenever dangerous

cargoes are being handled.

23.7.6. Confined Spaces

Any activity requiring personnel, other than the ship’s crew, to enter a confined space must be

conducted in accordance with AS2865.

23.7.7. Safety Showers

A safety shower and eyewash facilities must be provided ready for use whenever toxic,

corrosive or skin sensitising substances are handled in bulk.

23.7.8. Hot Work

Activities involving hot work shall be carried out in accordance with AS1674.1 and AS1674.2

and shall not be conducted within the limits of the Port without approval of the Harbourmaster.

Requests for permits to conduct hot works are to be directed to KPA’s Operations Department

by email or fax.

23.7.9. Smoking

Smoking is only permitted in clearly marked areas declared safe by the ship’s master, or

Harbourmaster.

23.7.10. Communication

For the duration of dangerous cargo handling and bunkering operations, a reliable and

effective means of communication must be in place between the ship and KPA.

23.7.11. Segregation

Packaged dangerous cargoes being prepared for transport by sea or being unloaded from a

ship shall be segregated in accordance with Table 5.2 of AS3846.

23.7.12. Safety Management System

A Safety Management System is required to be in place that enables the identification,

assessment and control of risks associated with the handling of dangerous cargoes.

23.7.13. Emergency Preparation

A written emergency plan must be in place for dealing with any dangerous situation arising

from the handling or transport of a dangerous cargo in the port area. The emergency plan

must be developed in consultation with the emergency services authorities.




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All persons engaged in handling or transporting dangerous cargoes in a port area must be

aware of the emergency plan and competent in operating any necessary response equipment

that they may be required to use.

Any safety equipment that may be required for an emergency must be readily available.

23.7.14. Inspections and Audits

The regulatory authority, including KPA, shall be granted access to a ship or berth at any time,

to conduct inspections and audits.

24. WHARF LOGISTICS

24.1. Introduction

KPA endeavours to ensure that Port operations are conducted safely and efficiently. This

requires the management of all operations on the wharf involving interaction between cranes,

trucks, forklifts, light vehicles, trailer mounted equipment, and pedestrians.

The Port of Broome wharf is a unique working environment with a 660m access jetty and a

26m wide by 331m long wharf. This results in all traffic entering and leaving the wharf via a

single point and a tight turning circle for trucks on the wharf. Trucks are frequently required to

reverse into position.

Where safe systems of work are not available, work will be stopped until the hazards have

been rectified by the Port user and it is possible to safely carry out the work. This may result

in the delay of cargo operations at a cost to the Port user.

Flexibility, planning and education are critical to maximise the use of the wharf.

24.2. Procedure

24.2.1. Governing Rules

The order of work in which a vessel is allowed to undertake cargo operations will be decided

entirely at the discretion of KPA.

KPA always reserves the right:

a. to change, cancel or reschedule any cargo operations at any time and for any reason;

b. to impose conditions, as it sees fit, in relation to anything concerning cargo operations;

and

c. any directions or orders given by KPA concerning wharf logistics management must

be complied with as soon as possible, and KPA will not be liable in any way for any

delays, demurrage or other costs or losses of any kind that may arise as a

consequence of any directions or orders that are given. Refer to Port Standards and

Procedures for more information.




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24.2.2. Priority Management of Cargo Operations

The order in which KPA allows vessels to undertake cargo operations is based on a range of

factors including:

a. maintaining a safe work environment on the wharf and approaches;

b. the vessel's readiness and ability to commence loading or unloading of its nominated

cargo on a continuous basis;

c. KPA receiving complete and accurate cargo manifests;

d. confirmation of resources being booked by the agent, vessel or their representative;

e. the cargo type; and

f. weather and/or tidal conditions.

24.2.3. Notification of Changes to Cargo Operations

KPA’s Operations Department must be promptly notified in writing of any variations to any

information provided in the Application for Berth, confirmation of booked resources or manifest

information.

Facsimile, email or written confirmation is required for cancellation of Cargo Operations.

Cancellation charges for booked resources may be applicable in accordance with KPA Fees

and Charges.

25. BERTH BOOKING PROCESS AND PRIORITIES

25.1. Introduction

This procedure is established under the provisions of the Port Authorities Act 1999 and is

designed to maximise Port efficiency and meet customer service levels.

25.2. Procedure

25.2.1. Governing Guidelines

Subject to Harbourmasters’ discretion, suitable berth availability and compliance in full with

the arrival notification process vessels will, in principle, berth in order of arrival at the Port outer

pilot boarding ground/s (as marked on charts AUS 50). Certain classes of vessel will have

priority berthing, such as passenger cruise vessels.

KPA reserves the right, in the interest of port efficiency and or safety to:

require the removal of any vessel from a berth; or

reschedule change or cancel a berth allocation.

Operators must ensure that that they comply with any directions or orders given by KPA in

relation to vessel berthing or sailing.




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KPA will not be liable in any way for any delays, demurrage or other costs or losses of any

kind that may arise as a consequence of any directions given.

NOTE: Nothing in these Guidelines limits the powers or discretions of KPA or its

Harbourmaster under any of its governing legislation, including, but not limited to the Port

Authorities Act 1999, the Port Authorities Regulations 2001, and KPA’s Port Standards and

Procedures.

25.2.2. Arrival notification process

Full compliance with the arrival notification process requires the timely receipt of the correct

berth booking pro forma documentation, which is obtainable from KPA’s website, is prescribed

as follows:

The Expression of Interest form (EOI) submitted a minimum of 72 hours prior to

arrival;

The Berth Application form submitted a minimum of 72 hours prior to arrival; and

Pre-arrival Notification form completed by the Master and received 48 to 24 hours

prior to arrival. (Forms to be submitted to [email protected])

25.2.3. Berth allocation

In allocating berths KPA will give firm consideration to:

a vessel's readiness and ability to commence loading or unloading of its nominated

cargo immediately upon arrival at the berth; and

the vessel's readiness and ability to work its nominated cargo on a continuous basis.

KPA’s Operations Department will release the berth allocation schedule each day at 1400

hours.

25.2.4. Berthing Order

Order of arrival berthing priority may be modified by KPA in the following circumstances:

in the event that the vessel is a passenger cruise vessel;

that agreement between relevant parties is reached in order to change the berthing

order;

a vessel arriving first is not scheduled to work cargo immediately;

a hold condition survey (where required) has not been passed;

tide and/or weather conditions may provide unsafe conditions for berthing a vessel

(berthing and un-berthing of vessels during severe weather conditions are at the

Harbourmaster’s discretion). Once a decision to cease berthing/un-berthing operations

has been made, KPA will advise all affected parties. It should be noted that under

certain climatic conditions it may not be possible to berth/un-berth certain vessels, such

decisions are made at the discretion of the Harbourmaster;

a ministerial direction provides guidance for berthing priority; or

a vessel is restricted to working at a particular berth.





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25.2.5. Arrival Notices

The Port Operations Department is to be advised 48 and 24 hours prior to the vessels

scheduled arrival of:

the estimated time of arrival;

any variation to the vessel's estimated time of arrival; and

any variations to the vessels manifest.

A vessel that for any reason other than natural causes, orders cargo work to be suspended or

which the Australian regulatory authorities detain, may remain alongside to solve the problem,

provided that another vessel is not competing for the same berth.

If a vessel wants to exceed its booked berth time by more than 2 hours and another vessel is

waiting for that berth, then KPA may, at its discretion, order the berthed vessel to be removed

to an anchorage or another suitable berth if available.

All costs associated with extending a berth booking and/or moving a vessel from a berth will

be charged to the agent, owner or the principal of the vessel.

25.2.6. Notification of Changes

The KPA Operations Department must be promptly notified of any variations to any information

provided in the Berth pro forma documentation.

25.2.7. Cancellation of Berthing Requirements

If a Port user or their representative wishes to cancel a berth booking they must provide notice

of cancellation by facsimile or email to the Operations Department.

KPA may, at its sole discretion, charge for a berth cancellation as set out below:

Less than 48 hours’ notice before berth booking time 50% of the cancellation fee*, or

Less than 24 hours’ notice before berth booking time 100% of the cancellation fee*.

*The cancellation fee will be equivalent to the charges the vessel would have had to pay for

berthage, Navigational Aid charges, Infrastructure Levy, Safety Levy and Security Levy, had

the vessel visited the Port.

KPA may also, at its sole discretion, charge for any booked resources - associated with the

cancelled booking.

Pilotage cancellations will incur a fee if written notice is not received two hours prior to the

scheduled pilot movement. The vessel Master/owner or agent must contact Port Operation’s

on call duty officer for a cancellation.




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25.2.8. Surveys (Condition)

If a vessel requires a condition survey prior to the commencement of cargo operations, prior

permission by KPA will be required if the survey is to be conducted at the berth. KPA’s

preference is that such surveys be conducted and completed prior to the vessel's arrival at

berth.

If a vessel fails to pass a condition survey the Harbourmaster must be notified immediately.

A vessel which fails to pass a required survey will lose its berthing priority. If the vessel is

alongside it may be moved at the Harbourmaster’s discretion and at the vessel’s account.

25.2.9. Departure - Completion of Cargo Operations

Upon completion of cargo work a vessel must depart from the berth at the first opportunity. A

request to delay a departure will be approved or declined at the Harbourmaster’s discretion

and at the vessel’s cost. The Harbourmaster may order a vessel to depart the berth at the

vessel’s cost.

26. PILOTAGE EXEMPTION PROCEDURE

26.1. Introduction

In the interest of operator costs and port efficiency suitably qualified Masters and First Mates

may be issued by KPA with a Pilotage Exemption (PE). The pilotage exemption process is

designed to ensure that candidates have the necessary knowledge and practical skills to

safely conduct their vessels movements within Port limits. The safety of vessel, Port

infrastructure and the environment are paramount considerations in the assessment process.

This section details the procedure to be followed by the Master or First Mate of a vessel

seeking a Pilotage Exemption Certificate (PEC) for the Port.

26.2. Definition of ‘Exempt Master’

An ‘Exempt Master’ (EM) means ‘the master or first mate of a vessel who holds a PEC for the

Port.

26.3. Eligibility for Pilotage Exemption Certificates

A person may make an application to KPA’s Harbourmaster for the issue of a PEC if the person

is entitled to reside in Australia under an Act of the Commonwealth; and holds:

an appropriate certificate of competency issued under the Navigation Act 2012;

an appropriate certificate of competency issued under the WA Marine Act; or

a certificate of competency or other qualification recognised by KPA as equivalent to

the certificates of competency mentioned above, and

the person, within 12 months prior to the date of application has been:

o the Master of a vessel under the control of a pilot on at least five occasions when

the vessel was moved into and out of the Port, or




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o the First Mate of a vessel under the control of a Pilot or under the command of an

exempt Master for at least five occasions when the vessel was moved into and out

of the Port and when on each occasion, remained on duty on the vessel’s bridge

while it was so moved.

An exemption for both daytime and night-time vessel movements will be issued when at least

two of the moves both into and out of port have occurred at night.

26.4. Conduct of Pilotage Exemption Trips

When conducting trips for the PE, movements should be planned to occur at different states

of the tide, commensurate with the handling characteristics of the vessel being piloted.

Attention should be paid to entering and leaving Port during spring tide conditions when the

environmental factors in the Port are more challenging. At least four of the entry trips should

involve berthing at the wharf and four of the departure trips should incorporate letting go from

the wharf. Pilotage exemption trips can be compiled in two ways:

embarkation of a KPA approved Pilot for the five entry trips and five departure trips; or

acting as the First Mate of a vessel under the command of an exempt master or the

control of a Pilot as defined above.

26.5. Conduct of Exemption Trips with an Exempt Master

Exemption trips for a First Mate can be conducted when the vessel under the command of an

EM. The candidate should, where possible, have the con of the vessel under the supervision

of the EM. When the EM is satisfied that the candidate is ready to hold a PEC, he/she should

raise a letter of recommendation to KPA’s Harbourmaster indicating that the candidate is

proficient in piloting the vessel and ready for assessment.

Notwithstanding the trips conducted with an exempt Master, a KPA approved Pilot is to be

embarked for at least one trip into and one trip out of the Port (by day and night) before any

pilotage exemption application will be processed. These trips are to incorporate berthing and

letting go from the wharf.

26.6. Documents Required Prior to Sitting the Pilotage Exemption Examination

When exemption applicants are ready to sit the PE examination, having completed not less

than four transits in and out of the port) they should contact the Harbourmaster (phone: 08

9194 3100 or email: [email protected]), to arrange a suitable time.

When presenting for the examination, candidates are required to bring copies of the following

documents:

a completed Application for Pilotage Exemption;

a recent size passport size photograph;

evidence of Australian citizenship / residency;

a copy of the appropriate Certificate of Competency;





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a copy of valid AMSA Medical Certificate;

a copy of an Exempt Master’s Letter of Recommendation (where trips have been

conducted with an exempt master); and

a recommendation from the Pilot to the Harbourmaster confirming the candidates

readiness to pilot their own vessel in the port.

26.7. Pilotage Exemption Examination

The KPA pilotage exemption examination is a written examination and may include chart work

which normally takes about two hours to complete. It covers AtoN characteristics;

recommended tracks and pilotage passage planning; tides and tidal streams within port limits;

dangers in the port; anchorages and prohibited anchorage areas; minimum depths and local

environmental conditions. The written examination may also be supplemented by a verbal

examination should insufficient information be evidenced within the examination. Completed

examinations are retained on file by KPA.

NOTE: 30 days’ notice is required prior to setting of an examination date.

26.8. Award of Pilotage Exemption

After satisfactory completion of the exemption examination and if all other documentation is in

order, the Harbourmaster will approve the issue of a Pilotage Exemption Certificate (PEC) the

certificate will be delivered or mailed to the applicant and an invoice will be raised for the

scheduled fee. If an applicant fails the examination they will be able to sit for another

examination after the expiration of one month.

The exemption certificate will be endorsed for the class of vessel on which the qualifying runs

were completed. An unrestricted certificate will be issued if two of the five runs in and out of

the Port were conducted at night otherwise a daylight only (Sunrise to Sunset) restriction will

apply.

26.9. Upgrade of Pilotage Exemption

A restricted PEC can be upgraded at no additional cost to an unrestricted certificate by

completing the required two night movements in and out of the Port with a KPA licenced Pilot

embarked.

To be endorsed for a different class of vessel an exempt master will need to undertake

additional runs under pilotage on the new class/sized vessel.

In both of these situations the Pilot must make a positive recommendation to the

Harbourmaster to upgrade the PEC.

26.10. Period of Pilot Exemption Validity

Provided that a current AMSA medical is maintained by the Master the KPA Pilotage

Exemption Certificates for the Port is valid for a period of two years from the date of issue.




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The anniversary date will be the date the candidate successfully passed the examination.

Exemptions will remain valid for two years from the date of issue unless:

a. the PEC is suspended or cancelled by the Harbourmaster;

b. an exempt Master does not pilot a vessel in or out of the port under the authority of

the PEC for a period of six months;

I. the holder in this instance must contact the Harbourmaster who will assess the

situation and may require one or more vessel movements in and/or out of the Port

incorporating berthing and letting go from the wharf under the supervision of an

approved Pilot before reinstating the PEC; or

II. an exempt master does not utilise his PEC within Port Limits for a period of 12

months in which case the Master must re-commence the process for the issue of

another exemption certificate.

26.11. Pilotage Exemption Renewal

Exempt Masters that have maintained currency of their PE wishing to renew their PEC on

conclusion of the two year period may make an application to KPA’s Harbourmaster (30 days’

notice required) by forwarding a copy of the following documentation:

an application for Pilotage Exemption Renewal (available from KPA);

evidence of residency;

a copy of the Master’s Certificate of Competency;

a copy of the exempt Master’s valid AMSA Medical Certificate;

a log of the runs in and out of the port since the last PEC renewal; and

details for invoicing the scheduled fee.

If deemed necessary by the Harbourmaster the applicant may be required to sit another

theoretical examination.

Exempt Masters that have not undertaken any night runs during the preceding 18 months will

have their new PEC restricted to Daylight Only. Once issued, the renewed Pilot Exemption

Certificate will be valid for a further two years period.

26.12. Check pilotage

Masters maintaining a continuous PEC will be subject to regular check pilotage runs with a

Port approved pilot or the Harbourmaster at the Harbourmasters discretion. EM’s will be

advised of the need for a check run with sufficient notice to enable them to book a pilot for the

run. Without exceptional cause a check run will not be required more than once in three years.

Additional pilotage check runs may be mandated following any shipping incident involving an

EM.




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26.13. Suspension or Cancellation of Pilotage Exemption Certificates

The Harbourmaster may suspend or cancel a PEC if it is deemed that an EM has contravened

the Port Authorities Act or Regulations, or if it is deemed that the EM is unable to move a

vessel commensurate with the required standards within the Port. Formal written advice of the

suspension or cancellation of certificates will be provided by the Harbourmaster. The subject

Master has the right of appeal as described in Port Authorities Regulations 57 and 58.

26.14. Exempt Masters Obligation to Record Movements

An EM is obliged to maintain a record of each occasion when a vessel is moved under the

authority of his/her PEC. Details to be recorded include:

the name of the vessel;

the LOA and GRT of the vessel;

the time and date that the vessel was moved; and

the start and end points or the movement (e.g. berth 3 to Sea, or Sea to berth 5).

This written record may be called upon intermittently by the Harbourmaster, in order to

internally audit the pilotage exemption system.

27. ARRIVAL INFORMATION FOR PRODUCT TANKERS

27.1. General Information

The following information is provided for the benefit of Oil Tanker Masters in accordance with

International Safety Guide for Oil Tankers and Terminals ISGOTT Section 22.2.4.

Charts - AUS 50, 51 and 324.

Maximum Wind Limit for Arrival - 20 knots (dependent upon direction and other

environmental factors). Wind strength of 15 knots or less is preferred. Maximum wind limit for

cargo discharge is 30 knots

Proximity of Thunderstorm Activity - Discharge is to cease if thunderstorm activity

approaches to within 3 miles.

27.2. Mooring Line Vigilance

The large tidal range in the Port requires close attention paid at all times to the arrangement

of vessel mooring lines while alongside.

All Masters must be aware of and pay due consideration to the unique environmental

challenges associated with Berths in Broome by way of exposure to wind, tidal range and

streams, surge and wave height.




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Master’s must ensure that their vessel is at all times securely and safely moored. It is the

Master’s responsibility to monitor and evaluate the weather / environmental factors against

the forecasted conditions and act in the interests of good seamanship.

When evaluating the associated risks, due regard shall be given to the prevailing

circumstances and conditions with due consideration, but not limited to the following:

expected environmental factors for the duration at the berth by way of forecast

weather, tidal range and tidal streams, surge and wave height;

the vessel’s limitations and characteristics by way of its windage area (refer to

calculations if available), mooring equipment and available manning; and

the optimum mooring pattern, number, size (diameter), type, breaking strain and

condition of moorings to be used.

All Vessels between 40 to 95 metres will moor with a minimum of two headlines, two stern

lines, one forward spring line and one aft spring line. Larger vessels will moor in accordance

to their recommended mooring plan.

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

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

result in exceeding the rated bollard strength.




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27.3. Diagram of Recommended Tanker Mooring Configuration

w w

Berth 11

Depth 5.8m Depth 5.3m

L

wF f

Fw W W w

L w

Wharf

Shed

F

Original Wharf

ff

PPE Free Area

Berth 3

Depth 4.6mAdjacent wharf

mess roomsDepth 9.2m

Depth 11.2m

f

Berth 6

Max Δ 1500 MT

Max Δ 50,000 MT

L

Depth 11.6mDepth 11.6mDepth 11.2m

Berth 2Berth 1L L

Berth 5Max Δ 40,000 MT

Max Δ 9,000 MT

w ww

Wharf Extension

L

w

F F

L L

LL

W

Www

F

F

F

Depth 9.2mDepth 9.2m

w

Depth 8.2m Depth 8.2m

L

F

w LL

Berth 4

f

Berth Length 331m

Wid

th 2

6m

∆ Displacement 40,000 MT

Tanker Mooring Plan

Toilet




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27.4. Side Alongside

Products Tankers will normally be moored port-side-alongside on arrival while conducting a

turn through 180° on departure. This arrangement is considered to be the safest method of

mooring in the local conditions.

27.5. Local Environmental conditions

See Section 6 and General information in Sections 3 - 7.

27.6. Requirement for Weather Watch

All vessels alongside are required to maintain a close watch on the weather at all times for

weather events which may pose a risk to their ship. This is particularly the case during the Wet

Season (Nov-March). The Operations Department can be contacted for generic forecast

information, if requested. In the event of cyclone development, ships will be provided with

guidance, based upon the special forecasts obtained by the Port.

Master’s are to maintain a good visual watch as well as utilising all other available means to

make a full appraisal of the weather situation when alongside. A useful tool for forecasting

potential thunderstorm activity is the Broome radar loop located at the Bureau of Meteorology

website: www.bom.gov.au

27.7. Number and Size of Hose Connections and Manifolds

Broome Wharf has one receiving manifold situated at berth 7. The discharge hose used

comprises 4 lengths of 24 meter, 8 inch hose. A 1 km pipeline runs from the wharf to the tank

farm.

27.8. Vapor Emission Control (VEC) System

Ships system to be used.

27.9. Inert Gas Requirements

Vessels must operate and test I.G System before entering Port.

Ensure that oxygen levels in cargo tanks is less than 8% by volume.

Cargo - unloading operations must not take place without an operational I.G system

Non-inerted tankers will not be accepted.

27.10. Confined Space Entry

Confined space entry is to be conducted only with Harbourmaster’s approval.

27.11. Gangway Arrangements

Ships will normally employ their own accommodation ladder and use it as the gangway

connection to the shore. This is the Port’s preferred option. A close watch needs to be

http://www.bom.gov.au/




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maintained on the gangway to ensure safe access at all times, while experiencing the high

tidal heights in Broome.

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

Permission must be obtained from the Harbourmaster before any crude oil washing and tank

cleaning operations can take place on-board the vessel.

No gas freeing operations will be allowed at berth.

Ships are not to immobilise engines without a permit approved by the Harbourmaster.

27.13. Advise on Environmental and Load Restrictions Applicable to the Berth

KPA is committed to environmental protection and all Masters are to comply with legislation

and the requirements of the Port and Terminal Handbook.

Vessels with a berthing displacement of 40,000 MT or more will require approval of the

Harbourmaster to berth at the Broome wharf.

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

Details are contained in the Discharge of Waste section of this Handbook. Waste disposal

should be coordinated by agents, giving as much notice as possible.

27.15. Security at the Port

Ships are required to declare their security level to the Pilot prior to boarding on VHF Channel

14. A Declaration of Security is required for Product Tankers. A 60 metre waterside exclusion

zone surrounds the Broome wharf head.

The landside restricted zone includes all of the wharf and the access jetty. Vessels are

required to maintain a visual lookout for suspect vessels approaching from seaward, alerting

the Security Gatehouse immediately on +61 419 044 765.

Vessels, crew, agents and contractors are not to walk on the wharf neck at any time other than

for an operational reason e.g. draft survey. Transport to and from the wharf from the security

gate can be arranged through KPA by the ships agent. Personnel will not be able to pass onto

or off the wharf without a valid Maritime Security Identity Card (MSIC) and a KPA Induction

Pass. Personnel without these cards are to be escorted at all times by a person in possession

of these cards. For transport onto and off the wharf, the Port bus can be arranged by contacting

the Port office during working hours on +61 8 9194 3100 or the Security Gate outside working

hours on +61 419 044 765.




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28. GUIDANCE TO SMALL RECREATIONAL CRAFT

28.1. Recreational Craft Crossing the Wake of Larger Vessels

Recreational boaters within the Port are advised that larger vessels including tugs, rig tenders,

support craft and deeper draft vessels often leave a substantial wake behind them and a

recreational craft, hitting this wake at speed, may cause injuries to passengers and/or damage

to the craft. Recreational boat owners and commercial small craft users are strongly advised

to take care when crossing the wake of a larger vessel and to slow down when doing so.

Small craft skippers should also never attempt to pass in front of larger vessels which apart

from being sometimes faster than they first appear, can be up to 32 metres wide, a distance

which takes longer to cross than is sometimes available. Furthermore, the ship Master and

Pilot cannot see small craft passing close in front of their ship because of the angle of sight

from the ship’s bridge over the bows. Light ships high out of the water have a significantly

longer blind arc ahead of them.

Potential problems involving ship wakes and visibility ahead are compounded by darkness –

small craft owners cannot see a larger vessel wake by night.

Tugs and support craft within the Port slow down as much as possible to minimise wake, but

due to the square shape of some vessels even a slow speed will still produce noticeable waves

astern in the wake.

28.2. Prohibited Anchorage Area

Recreational craft anchoring in the approach channel to the Port area, or making fast to

navigational marks within the channel represent a potential hazard to both life and vessels,

such actions are subject to heavy penalties under the Port Authorities Act. Owners are

requested to comply with the intent of this regulation to ensure the safe conduct of all vessels

within the Port.

Furthermore, port users are reminded that a prohibited anchorage area exists to the North

East of the wharf area. This area is designed as a swinging area for larger vessels either

entering or departing the port. Vessels seeking to anchor within the Inner Anchorage are not

to anchor south west of the beacons in line (bearing 305̊ 35’) marked on AUS 51. The tug

“Yarra” is moored close to this transit line and provides a good visual indication of the north

eastern extremity of the prohibited anchorage area.

29. MOORINGS (SMALL VESSEL SEABED MOORINGS)

There are approximately 190 commercial and private moorings situated within Port Waters for

which KPA is responsible for administering under the Port Authorities Act. Moorings are

administered in accordance with KPA’s Mooring Standards Guide which provides information

on all processes applicable to moorings.




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The main mooring areas are:

Gantheaume Point;

Roebuck Bay; and

Black Ledge.

All vessel moorings within Port Waters must be approved and registered by the Port Authority.

Unregistered or poorly maintained moorings will be removed in the interest of Port safety.

For more information go to:

https://www.kimberleyports.wa.gov.au/Port-of-Broome/Community-Info/Moorings

30. USE OF BROOME SLIPWAY AND CAREENING GUIDANCE

30.1. Use of Broome Slipway

The Port operates a Commercial Slipway, and hard stand area located to the West of the

wharf. KPA Terms and Conditions apply to all users of these facilities and fees and charges

are applicable to its use.

All maintenance work at the slipway, and hardstand area including the launching and recovery,

and the storage of vessels is subject to the KPA Permit System. Persons conducting the work

must observe all appropriate safety and environmental processes. Refer to the Slipway Terms

and Conditions for more information.

30.2. Careening of Vessels in Roebuck Bay

In circumstances where the use of the slipway is impractical, and careening a vessel for urgent

or emergency maintenance purposes within the Port is required, the Master must submit an

application to the Harbourmaster in the form of a general work permit identifying the intended

position for careening. Applications should provide sufficient details about the vessel and the

nature of the work needing to be done, the position of the preferred careening location, and

careening times to allow a reasonable determination from the Harbourmaster. The application

is to include a general safety and security plan for the activity.

Applications to careen vessels in positions outside the general area of the slipway will not be

approved.

Masters careening vessels outside these guidelines within the port boundary without sound

justification may be issued with an infringement notice and be subject to prosecution under

the Port Authorities Act 1999 and/or the Environmental Protection Act 1986.

https://www.kimberleyports.wa.gov.au/Port-of-Broome/Community-Info/Moorings