Newcastle (AUNTL)

It is a major bulk export port. The harbour area covers 450ha and provides 6,000m of wharfage. In addition to coal and ore berths the port has facilities for handling containers, parcel bulk, general cargo vessels and tankers. Imports: Alumina, cement, fertilisers, inorganic chemicals, petroleum coke, phosphate rock, steel and general cargo. Exports: Aluminium, steaming coal, coking coal, grain, iron and steel, woodchips, zinc ore, mineral concentrates and general cargo. Newcastle Agri Terminal (NAT), the new grain facility at Dyke 2 Berth in the Carrington area, has now commenced operations. Considering that coal is the main cargo handled at Newcastle, latterly the port has benefitted from the windfarm industry. Vestas V117-4.2 MW turbines blades, which arrived by ship at the port, are stored for several months before being transported almost 500Km by truck to the project site in Collector, located about halfway between Goulburn and Canberra.

Summer.

Newcastle is located 62nm N of Sydney at the entrance to the Hunter River.

LOA 300m, beam 50m, 210,000DWT and draught 16.1m.

Approx 150,000,000t of cargo (including 144,000,000t of coal), 5,000TEU and 2,100 vessels are handled annually.

As of Feb 2010 no vessels will be permitted to anchor at the port for more than 48hrs prior to estimated loading time. There are no recommended anchorages off the port for all weathers, however, good fair weather anchorage exist S of the pilot boarding ground, at a distance greater than 3.0nm from shore. Do not anchor on or close to the pilot boarding ground or on the restricted area shown on chart AUS207. Mariners are warned that "East Coast Lows" in the Tasman Sea can quickly generate significant swells that are sufficient to cause vessels to drag anchor or be unable to heave up the anchor. During periods of heavy swell the Harbour Master recommends that Masters weigh anchor and proceed seaward to drift until conditions improve. Note: Vessels at anchor are not permitted to jettison any garbage or waste materials overboard. A good anchor watch should be maintained and main engines should not be dismantled or immobilised in any way whilst at anchor. Weather conditions may deteriorate in a short period. During S'ly weather, sea and swell conditions become confused. Vessels at anchor should weigh and proceed to sea until the weather moderates. Prohibited anchorage: Little Redhead Point (32°58.1'S 151°44.3'E) an area of 0.4nm radius is prohibited for anchoring, trawling and fishing. Restricted area: Lies between bearings 057° from Northern Breakwater Head Light (32°54.8'S 151°47.9'E) and 127° from Southern Breakwater Head Light (0.3nm SE) out to the port limit. Vessels should not enter or anchor in this area unless so directed by the Harbour Master.

The approach to the port from seaward is clear of off lying dangers except for one group of rock patches (32°53.8'S 151°50.9E). The entrance to the harbour lies between 2 breakwaters, the outer sections of which are 460m apart, reduced to approx 430m abeam of Nobby's Head. The entrance channel is splayed, providing a channel of 240m between the breakwaters, decreasing to 185m abeam of Nobby's Signal Station. The entrance channel has been dredged to a depth of 17.7m from a position 1,220m seaward of the northern breakwater, there is a gradual transition depth to abeam of Nobby's Signal Station, where the channel depth becomes 15.2m. The remainder of the entrance channel from abeam of Nobby's Signal Station to the Pilot Station has a width of 185m with a uniform depth of 15.2m continuing through the Horseshoe and the Steelworks Channel. The Steelworks Channel is 180m wide. The Swinging Basin is located at the northern end of the Steelworks Channel and has a diameter of 580m with a min depth of 12.8m. The basin is entered from the Horseshoe via the Basin Cut which has a depth of 12.8m and a width of 122m. The basin is dredged to 12.8m. Note: The port is subject to siltation from the Hunter River that requires a regular program of maintenance dredging. Depths are subject to constant change. The depths below are for guidance only and latest information should be obtained from the Harbour Master. ..... Designed Depth (m) Promulgated (m) Entrance approach 17.7 17.7 Entrance channel outer 16.2 to18.0 18.0 Entrance channel to Horseshoe 15.2 15.2 Horseshoe 15.2 15.0 Steelworks Channel to Swinging Basin 15.2 15.0 Swinging Basin 15.2 15.0 Swinging Basin to Mayfield 4 12.8 12.8 Basin Cut 12.8 12.8 Basin Area to E & W Basin berths 12.8 12.3 Basin area to No 1 Throsby Wharf 10.0 10.0 Stockton Crossing 3.6 3.6 Reduced Depth Notice (19/03/13): Newcastle Port Authority advises that the main channel depth is revised to 14.3 metres. The normal channel depth at zero tide is 15.2m. Capesized vessels are expected to be restricted in their ability to load a full cargo until the area is restored to its design depth. Intensive and targeted dredging and sweeping is underway to restore the depth in the Horseshoe. The area will be surveyed regularly and the channel depth will be revised in increments until it has been returned to its design depth.

Aus 207, 809. Other publications: List of Lights Vol "K"; Australian National Tide Tables. Admiralty Pilot NP15, NP286(4).

1000 to 1023. Following periods of considerable rainfall in the Hunter catchment the average river density may fall below 1015 with a layering of fresh water at the surface.

In the Steelworks Channel and Kooragang area where vessels may surge from passing ships the standard mooring requirement is 4 headlines/sternlines: 2 breastlines; 2 back springs (16 lines in total). Vessels moored in the Steelworks Channel must take particular care to keep moorings tight at all times due to increased hydraulic interaction effects as large ships pass. Vessels over LOA 170m tying up at the West Basin 3 (grain berth) are required to utilise a mooring buoy at the southern end of the berth. When tying up vessels LOA 200m or less are supplied with one mooring boat; those over LOA 200m are supplied with 2 mooring boats.

Compulsory, throughout 24 hours. The pilot boards in position 32°57.1'S 151° 51.4'E, unless otherwise instructed. Pilots may board vessel via helicopter or by pilot cutter. Helicopter: Vessels must comply with Helicopter Safety Check List. Pilot Cutter: Vessels arriving from S should have the pilot ladder on the port side and vessels approaching from the NE should have the pilot ladder on the starboard side. The pilot ladder requirements should be confirmed with the VTIC in ample time.

To seaward: a line radius 3.0nm from Nobby's Head Light House (32°55.1'S 151° 47.9'E). Inner limits: Tourle Street Bridge (32°52.7'S 151°44.0'E) and Hexham Bridge (32°49.0'S 151°41.0'E) in the S and N arms respectively of Hunter River.

Nobby's Head Light House (white masonry tower, height 10m) (32°55.0'S 151° 48.0'E).

The maximum size conventional vessel acceptable for entry in the Port of Newcastle is LOA 300m, beam 50m. The maximum size vessel acceptable for entry to The Basin area is LOA 265m, beam 35m. The entrance to the port is subject to swell conditions and on an average of 3-5 days a year the port may be closed due to bad weather. Vessels are piloted day and night subject to the pilot code and depending on the wind conditions. Vessels over LOA 290m are restricted to entering harbour in daylight only. Vessels LOA 250-300m scheduled to enter at night are subject to low swell and wind conditions. Minimum UKC: All vessels moving within the channels of the port shall have a min UKC of 10% of the vessels deepest draught. Whilst occupying a berth within the port the UKC of the vessel shall not be less than 0.3m. It is the responsibility of the vessel's Master to ensure the above clearances are maintained. Ballast condition: All vessels in ballast or part cargo condition, requiring a pilot and navigating within the port shall be ballasted and trimmed to ensure, where practicable, minimum draughts are ford 2% of LOA and aft 3% of LOA, that the propeller is fully immersed and total trim should not exceed 1% of LOA. Vessels up to LOA 240m are generally handled in winds up to 35kts, vessels over 240m may not be handled in winds over 25kts. For vessels over LOA 250m, ballast condition is deemed not to exceed 11.0m deepest draught. Stockton Bridge (32°53.1'S 151°47.2'E), a fixed span road bridge, crosses the N arm of the Hunter River between Kooragang Island and the Stockton peninsula. The navigation span of the bridge is located centrally between piers 11 and 12 where there is a navigable width of 60m between fenders and a vertical clearance of 30m. Tourle Street Bridge (32°52.7'S 151°44.0'E) with a vertical clearance of 2.8m. Speed limits of 8kts within the heads of the breakwaters and 6kts W of Pirate Point and in Stockton Channel N of Stockton Crossing are in force. In Basin Cut the speed limit is 4kts.

Range 2.1m springs, 0.1m neaps. Current sets are generally less than 2kts except when river is in fresh where sets on the ebb tide may exceed 3kts.

A VTS with radar surveillance is maintained at a port radio and signal station at Nobby's Head (32°55.0'S 151°48.0'E) for the control of movements of all sea-going vessels other than fishing boats. Participation is mandatory in the port limits. ..... 1. Vessel's ETA must be advised by agents 24 hours prior to arrival. 2. Vessels should send ETA 4 hours in advance to Newcastle Harbour on VHF Ch 09. 3. Vessels are required to notify the VTIC when 10nm from Nobbys Head. Additionally, the vessel is to notify the VTIC of the (port entry) fore and aft draught. 4. Vessels should inform the VTIC of the time and position of when they anchor, and maintain a continuous listening watch on VHF Ch 09 and 16 5. Vessels in the vicinity of Newcastle should not use VHF Ch 06, 08, 11 or 72 for intership and intraship communication (port working channels). 6. Vessels boarding a pilot will be directed to VHF Ch 06 for pilot transfer operations. 7. Vessels shifting from the anchorage or berth should give the VTIC 30 minutes notice of ETD. Note: Nobby's Head Signal Station is equipped with radar (max range 64nm).

Tugs are available and should be requested at least 2 hours before entry.

During summer, afternoon NE sea breezes up to 25kts are regular. Approximately every 3 days, the passage of cold front will be associated with fresh S sector winds. Occasionally, at the end of a hot day, a S'ly "Bluster" with gale force winds can persist for several hours. During autumn, there is an increase in cyclonic depressions (known locally as the "East Coast Low") in the central Tasman Sea. These produce gale force winds (that generally persist for several days) causing rapid formation of significant swells. During winter, W sector winds are associated with fast moving depressions and cold fronts consisting of polar maritime air that often produce rain. Deep Lows in the Tasman Sea are a regular feature. Occasionally lows from close to the NSW coast cause extreme weather. Early spring is often characterised by periods of strong NW winds. The East Coast Low may still form in the Tasman Sea. Late spring the W sector winds ease with the warmer weather and light afternoon sea breezes commence. Abnormal conditions: Flood water running from Hunter river and tributaries can cause rapid and extensive changes to depths and water conditions within the harbour.

VHF: Pilots: Ch 09, 06. All shipping movements are controlled from Vessel Traffic Information Centre on Ch 09. Callsign "Newcastle Harbour", communications on Marine VHF Ch 06, 08, 09, 11, 72 and 77. Note: VHF Ch 06, 08, 11 and 72 are port working channels and are not to be used for inter-ship communication. Port: Tel: +61 2 4985 8222, Fax: +61 2 4926 4596.

Section 64 of the Customs Act requires the Master to communicate to Customs an impending Arrival Report, Passenger and Crew Reports for his vessel not later than 96 hours prior to arrival at the port. From January 1st 2008 all sea crew will need a visa for Australia, see Country Section or www.immix.go.au/sea for details.

The documents required for Customs, Immigration and Quarantine department formalities may be summarised as follows: ..... Document 1. Ship Pre Arrival Report (Customs Form 13) 2. Crew Report (Customs Form 3B) 3. Passenger Report (Customs Form 2A) 4. Passenger Report (Customs Form 2B) 5. Advanced Person Processing (APP) of crew and passengers list to be submitted electronically to Immigration Web site www.immi.gov.au/sea 6. Quarantine Pre-arrival Report for Vessels (QPAR) - (AQIS Form 006) 7. Additional Quarantine Pre-Arrival Report for cruise liners and navy vessels (AQIS Form 028) 8. Live Plants Vessel Log.(Attached to AQIS Form 028) 9. Notification of Sign-off if any (Customs Form B521) 10. Notification of Sign-on if any (Customs Form B522) 11. Load Goods (other than cargo) onto ship (Customs Form 43) 12. Remove Goods (other than cargo) from ship (Customs Form 44) 13. Ballast Water Log to Quarantine (AQIS Form 026) 14. Crew Effects Declaration (Customs Form 5 Part Two) 15. Report of Ship's Stores (Customs Form 5 Part Four)

The Crew Report (Form 3B) and the Ship Pre-Arrival Report (Form 13) must be lodged more than 96 hours prior to arrival. ..... 1) Vessels ETA must be advised by agents 24 hours before arrival. 2) Vessels should send ETA 4 hours in advance to Newcastle Harbour VHF Ch 09. 3) Vessels should advise Newcastle Harbour when 10nm off Nobbys Head (32°55.1'S 151°47.9'E). 4) Vessels should inform the VTIC of the time and position of when they anchor, and maintain a continuous listening watch on VHF Ch 09 and 16. 5) Vessels shifting from the anchorage or berth should give the VTIC 30mins notice of ETD. Vessel Arrival System (VAS): This involves the port in tracking vessels by LRIT and AIS systems and calculating an estimated loading time for each vessel. This gives vessels the option of reducing speed for a timely arrival and also the port to reduce the number of vessels waiting at anchor. As of Feb 2010 no vessel may anchor at the port for more than 48hrs prior to the estimated loading time given by the port. Note: The port (NPC) has implemented a variation to the issuing of NAT's for some vessel's (10/13). If when the NAT would normally have been issued at 7 days from Newcastle, the Master's ETA is within 48 hours of the estimated time of loading as advised by the relevant terminal, the vessel will not be issued an NAT at this time. The vessel will be required to make its best speed to 10nm from Newcastle where the NAT will be assigned at this time. This variation is in line with Rule 4.6 which states; "4.6 If in relation to a vessel that has complied with Rule 3, NPC fails to: (a) Notify a vessel of its 7 day Notified Arrival Time and its ETL in accordance with Rule 4.1; or (b) Establish a vessel's Priority in the queue in accordance with rule 4.3.(unless one of the Rules in Part 7 applies). Then the affected vessel may arrive at 10nm off the Port and notify NPC of its arrival as soon as possible. Having so notified NPC as its arrival time such a vessel with be allocated a position in the queue based in the actual time of its arrival at 10 nm off the Port and Rule 7 will not be applied to that vessel for arriving at this point." This variation has been implemented due to the low queue environment that presently exists and due to observations that some vessels which would be loading on arrival have slowed and have not been available to load as initially scheduled.

Vessel equipment: Vessels over LOA 290m must be fitted with the following equipment, all of which must be working and visible by the pilot, both day and night from the conning position: ..... 1. A rate of turn indicator 2. A gyro compass repeater Vessel defects: The vessel, via the ship's agent, must notify the Newcastle Port Corporation Vessel Traffic Information Centre of the following defects, any of which may adversely affect the safe and efficient handling of the vessel: ..... 1. Deck machinery operating at less than the normal capacity 2. Lower than normal manning of the vessel 3. Non-operational thruster units 4. Reduced main engine power 5. Steering faults Operations Permits: NPC permits may be obtained through the ship's agent and are required before commencing the following operations: Bunker permit required before any fuel or lub oil transfer operations. Dangerous goods permit required before loading/discharge of dangerous goods. Work permit required before any lifeboat drill, hot work, painting, immobilisation of engine, anchor handling or underwater operations. Vessel crew working in cargo holds prior to and during coal loading should be authorised by terminal staff in advance.

The Master of any vessel arriving from overseas should, not more than 5 days and not less than 12 hours prior to arrival, transmit to the Quarantine Officer, if necessary through the agent, a statement giving the following details: ..... 1. Name, callsign, type and nationality of vessel 2. Where from and departure date 3. Where bound and ETA first port 4. ETD and name of next port 5. Details of any deaths during the current voyage or cases of illness during the last 21 days with a fever 38° or above and a. Accompanied by a rash, jaundice or glandular swelling, or b. Accompanied by diarrhoea lasting longer than 24 hours 6. Are there animals onboard? 7. Has livestock been carried in the last six months? If yes: list types, ports visited and cleaning performed since last livestock voyage 8. Date of issue of Ship Sanitation Control and Ship Sanitation Control Exemption Certificates. Newcastle is a first port of entry; the quarantine line is drawn between the heads of the 2 breakwaters. There is no quarantine anchorage for the port; vessels requesting pratique will usually be given permission to berth for examination alongside by the Quarantine Medical Officer, but no one may board or leave the vessel until free pratique is granted.

In accordance with the terms of the Charter Party.

..... 1. The shipper shall request from each vessel's Master, via the shipping agent, the stowage, hatch loading plan and vessel deballasting rate for the vessel at least 7 days prior to the vessel's ETA. For vessels loading at Kooragang coal loader (KCL), the loading plan is to be based on one loading head. For vessels loading at PWCS, 2 loading heads are to be assumed, however, plans based on one and two loading heads would be preferred. For loading, one pass per hold is preferred, however, a max of 2 passes will be allowed. For trimming, 2 holds should be allocated with one pass each no less than 100t per hold. 2. If the loading plan is not suitable, Newcol shall advise the shipper at least 2 days prior to ETA. The shipper shall forward requested changes to the Master, via the shipping agent. Where possible, hold loading plans shall be finalised prior to the berthing of the vessel.