Scapa Flow (GBSFW)

Scapa flow is a major oil port, Flotta Terminal, owned and operated by Talisman Energy (UK) Limited, handles crude oil and gas from the North Sea fields. There is an STS anchorage located within the harbour area.

North Atlantic Winter Seasonal Zone II, Winter Nov 1 to Mar 31, Summer Apr 1 to Oct 31.

Scapa Flow is located in the Orkney Islands off the northern coast of Scotland.

LOA 275m, beam 48.0m, 170,000DWT

Approx 7,400,000t of cargo and 340,000 passengers handled annually.

The port offers a spacious, secure anchorage with good shelter from foul weather. In order to keep clear of the navigable routes in the area and to avoid foul ground, mariners should anchor only at the designated anchorages or as directed by the harbour authority.Coastal Vessel Anchorage: ..... Anchorage Bearing & Distance Position CVA1 Scapa Buoy - 040° x 0.75m 58°56.3'N 003°00.0'W CVA2 E Ayre Point - 180° x 0.70m 58°42.4'N 002°57.5'W CVA3 Whiting Point - 265° x 0.5m 58°51.4'N 003°08.5'W CVA4 Ve Ness - 270° x 0.6m 58°55.7'N 003°03.4'W Large Vessel Anchorage: ..... Anchorage Bearing & Distance Position LVA1 Royal Oak Buoy - 065° x 1.2m 58°55.3'N 003°01.2'W LVA2 Barrel of Butter - 228° x 1.4m 58°54.4'N 003°05.5'W LVA3 DW STS Royal Oak Buoy - 064° x 2.4m 58°54.7'N 003°03.3'W LVA4 Royal Oak Buoy - 000° x 1.2m 58°54.6'N 002°59.1'W LVA5 Barrel of Butter - 267° x 2.1m 58°53.6'N 003°03.4'W LVA6 STS Howequoy Head - 093° x 2.5m 58°53.6'N 003°00.6'W LVA7 STS Howequoy Head - 085° x 1.4m 58°53.3'N 002°58.4'W LVA8 Nevi Skerry - 190° x 1.7m 58°52.4'N 003°02.0'W LVA9 Howequoy Head - 066° x 2.4m 58°52.5'N 003°00.0'W Note: LVA - Large Vessel Anchorage. CVA - Coastal Vessel Anchorage All anchorages are positioned at least 1nm apart, and are positioned at least 0.5nm from shipping routes. All LVA's are positioned at least 1nm from the coastline. LVA3 is the deep water STS position. LVA6 and LVA7 are the alternative STS positions. Crude vessels: The commercial anchorage is situated N of Lat 58°55'N between Long 003°00'W and Long 003°05'W. LPG vessels: The gas tanker anchorage is situated between 58°55.0'N 003° 00.0'W; 58°55.0'N 002°58.7'W; 58°54.0'N 003°00.0'W; 58°54.0'N 002°58.9'W. LNG STS operations: LNG transfers have taken place at 58°55.266'N 003°01.014'W. Tankers waiting for a berth anchor in the E part of Scapa Flow as directed by the Port Authority.

Recommended Routes: Approaching from SE bound for W'ly pilot boarding station: Vessel should pass 1.5nm E of Duncansby Head then steer a course to pass midway between Swona and Stroma Islands. When approaching with the flood tide (E'ly flow) vessels should maintain a W'ly course until at least 1.5nm W of Swona Island before proceeding to the pilot boarding area. With the ebb tide (W'ly flow) vessels can steer towards the pilot boarding area once they are clear of S end of Swona Island. Approaching from W to W'ly pilot boarding area: Vessels should pass at least 2.5nm S of Torness on the island of Hoy before setting course to the pilot boarding area. E'ly pilotage boarding area N of Swona Island: It is not recommended that first time callers proceed between the islands of Swona and South Ronaldsay unless instructed to do so by the pilot who should be on station at boarding area prior to the vessel entering the harbour area. Masters who are familiar with the area may proceed between Swona Island and South Ronaldsay, but must ensure that when proceeding with the flood tide they do not set on to the Lother Rock and with ebb tide do not set on to Swona Island.

BA 35, 2162, 2581, 2568. Admiralty Pilot NP52, NP286(1).

Shetland Coastguard, Tel: +44 1595 692976.

1025.

Mooring and Hose Handling: AT SPMs: Ship's derrick and manifolds require to be prepared on the port side. An accommodation ladder should be rigged to starboard with a pilot ladder on the port side. All mooring and hose handling equipment is taken onboard from the company work launch using the ship's derrick. Ship's personnel must be available to take all the mooring equipment forward and carry out mooring and hose handling duties. The vessel is required to supply a good mooring rope on the forecastle head to use as a messenger for the SPM mooring. Vessels are required to have fitted an approved OCIMF tongue type chain stopper (min 200t SWL). Smitt towing brackets are not used. Forward Panama or fairleads require to have an opening of 355mm in order to accept 76mm mooring chain and 305mm for 67mm chain. Vessels of over 100,000DWT normally secure to the 76mm chain. Patent chain stoppers must be capable of accepting 67mm end links or 76mm end links depending on vessel size. Approx end link sizes are: (1) Common Link, diameter 67mm; End Link, diameter 81mm, width 264mm, length 447mm, and (2) Common Link, diameter 76mm; End Link, diameter 94mm, width 305mm, length 513mm. Assistance in hose connecting is given to ship personnel by up to a max of 3 men depending on the operational requirements. Three 16in hoses with 150 ASA flanges are lifted onboard. Two hoses are for crude loading and one for ballast discharge. Standard 150 ASA reducers are available at the Terminal. Vessels with manifold sizes other than 150 ASA are required to provide suitable adapters. Camlock quick connectors on 16in 150 ASA flanges are bolted to the ship's manifold prior to connecting hoses. Vessels moored to the SPM's are required to maintain a tug towing astern to keep the mooring system under a tension of between 15-25t. At Jetty: Mooring lines are run to jetty dolphins by the Terminal mooring launches. Vessels fitted with tension winches must have these on "Manual Brake" when moored to the jetty. Hydraulically operated hard arms are used for loading crude and LPG. Ballast is only accepted from crude vessels. All connecting and disconnecting is carried out by shore personnel. Vessels equipped with other than standard 150 ASA flanges at the manifold must be able to supply suitable adapters to permit 150 ASA flanges to be connected. Arrival draught: Vessels must arrive at the company's facilities in an adequate ballast condition compatible with safe manoeuvring. It is recommended that vessels arrive with the propeller submerged and a max trim of 3.0m by the stern. Excessive trim or insufficient ballast could incur delay until such time as an acceptable condition is reached.

Pilotage is compulsory for vessels approaching/entering Scapa Flow. The compulsory area is enclosed by a line running S for 3nm from Torness Lighthouse on the island of Hoy, then ESE to Muckle Skerry Lighthouse and then in a N'ly direction to Old Head on the island of South Ronaldsay. The pilot launch cruises in an area 2nm S of Cantick Head Lighthouse on the island of Hoy. The service is operated by the Orkney Islands Council Harbour Authorities and a listening watch is maintained on VHF Ch 16 callsign "Scapa Flow Pilots", working Ch 09, 11 and 20, and operates throughout 24 hours. Masters are reminded of the statutory requirements in respect of boarding facilities for pilots. Pilotage is compulsory for passenger vessels over LOA 65m and all other vessels over LOA 75m. Arrival notice for pilots must be passed through a coast radio station 24 and 12 hours prior to arrival. ETA should be confirmed 3 hours prior to arrival by VHF. Vessels requiring a pilot for departure should give 2 hours notice. The pilot will normally disembark between Nevi Skerry and Stanger Head to allow the vessel to build up to full sea speed prior to encountering the tidal flow in the Pentland Firth. Mooring Masters: A Flotta Terminal Mooring Master will board vessels bound for a SPM to the northward of the Calf of Flotta of at the designated anchorage within Scapa Flow. The Mooring Master will remain onboard during the vessel's stay at a SPM and he will liaise between the terminal and ship's personnel throughout all loading/discharging and deballasting operations.

S limit: A line drawn from Brims Ness (58°46.0'N 003°14.0'W) ESE to the SW extremity of Swona (58°44.0'N 002°58.0'W), then E of Brough Ness (58°44.0'N 002°58.0'W). W limit: A line joining Braebuster Point (58°56.0'N 003°21.0'W) on Hoy and Breck Ness (1.75nm N) on Mainland. E limit: W sides of Churchill causeways across Water, E Weddel, Skerry and Kirk Sounds.

Location: Scapa Flow, Flotta Island, Orkney. Conspicuous Flare Stack (67m) in position 58°50.4'N 003°06.4'W. SPM Alpha: 58°52.2'N 003°07.3'W. Light: Fl Y 5s. Fog Horn: Mo "A" 60s. SPM Bravo: 58°52.3'N 003°05.8'W. Light: Fl (4) Y 15s. Fog Horn: Mo "N" 60s. Jetty: East End 58°50.7'N 003°06.8'W; 2 FR(vert). West End 58°50.7'N 003°06.9'W; 2 FR(vert). Mooring Dolphin No 1 and 6; Q Fl R. Main Control Building Radio Mast, 58°50.5'N 003°07.1'W.

Range 3.0m.

Three tugs in Scapa Flow are operated by the Orkney Islands Towage Company "Harald", "Einar", "Erlend", all with Twin Aquamasters of 4,000hp, bollard pull 55t ahead and 47t astern. It is a compulsory requirement that tugs are in attendance during berthing and unberthing operations. All towage is carried out under the United Kingdom Standard Conditions for Towage and Other Services (Revision 1986). Launch services from Flotta and SPM berths are available by arrangement with local agent. The service is provided throughout 24 hours. Fire fighting and oil pollution gear is fitted to all tugs. Orkney Harbour Authority requires that certain vessels (primarily loaded tankers) navigating in the Hoxa Sound/Scapa Flow areas are escorted by tugs. The requirements, based on the quantity of pollutants carried, are outlined in the following table. ..... Area Pollutants Tugs Mode A Greater than 5,000t 1 Standby B Greater than 5,000t 1 Passive B Greater than 15,000t 2 Minimum 1 active B Greater than 170,000t 3 Minimum 1 active C Greater than 15,000t 2 Passive C Greater than 170,000t 2 Minimum 1 active Note: For the purpose of setting out requirements for tug escorts, a pollutant is defined as crude oil or heavy bunker oil. It is also recommended that ballasted tankers are accompanied by an escort tug, as follows: Area A - 1 tug on standby Area B - 1 tug on active mode Area C - 1 tug on passive mode.

Prevailing winds: SW'ly.

SCAPA FLOW, ORKNEY ISLANDS 58°51.40'N 3°05.57'W For details see: ORKNEY ISLANDS PILOT REQUIREMENTS ________________________________________________________________________________ ___________

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VHF: Ch 16 (calling and safety), Ch 09, 11 (working). Flotta Mooring Masters and the terminal monitor Ch 16 and work Ch 69. Launches listen on Ch 16 and work Ch 14, 12, 10, 09, 08, 06. Callsign "Orkney Harbour Radio".

Weather permitting, officials attend onboard in Scapa Flow. Flotta Terminal: Custom clearance inward and outward is the responsibility of the ship's agents. Harbour Dues and Trinity House Light Dues will be paid by the ship's agents. Loading will not commence until payment of dues has been made.

..... Document 1. Maritime Declaration of Health 2. Vaccination List 3. Immigration Form (Form 156) 4. Crew Lists (2 copies) 5. Ship's Stores List 6. Crew Declaration (Form C142) 7. Last Port Clearance 8. Ship's Register 9. Load Line Certificate 10. Safety Construction Certificate 11. Safety Radio Certificates 12. Safety Equipment Certificate 13. Derat Certificate Cargo documentation Flotta Terminal: The terminal will prepare all the necessary documentation required for the particular parcel or parcels loaded on to the vessel. Bills of Lading, Cargo Manifest, Quality and Quantity Report, Certificate of Origin are all computerised. The Tanker Time and Loading Report and the Cargo and Ships Ullage Report will be completed onboard by the Mooring Master.

Vessels should contact Orkney Harbour Authority 12 hours before arrival and update 2 hours prior to arrival at the port limits on VHF Ch 16, 11. Flotta Terminal: ETA messages must be passed through a coastal radio station or telex 5 days prior to arrival or immediately on receipt of loading orders. Thereafter 72, 48 and 12 hour ETA's are to be given.

National ensign, courtesy flag and appropriate code flags.

Ship to Ship Transfer: All vessels must arrive with their propeller submerged and trimmed no greater than 4.0m by the stern. A trim must be maintained which allows the vessels to be manoeuvred without difficulty. Transfer operations will comply with OCIMF STS Transfer Guide (Petroleum) 3rd Edition 1997 and any approved company STS procedures. Only contractors approved by OIC Harbours must supervise the operations. Company STS procedures must also be reviewed and approved by OIC Harbours on a 2 yearly basis. In the event of the export vessel arriving several days earlier than the import vessel, it may be anchored in a position decided by the pilot based on the expected weather conditions. The export vessel must then be re-anchored within the designated STS anchorage prior to rigging of hoses and fenders and in good time for the arrival of the import vessel. There are three designated anchor positions for STS Transfers.

As per UK regulations. Ship Sanitation Control Exemption certificates can be issued within the statutory harbour area.

Flotta Terminal: NOR will be accepted provided the vessel is in all respects ready to load and subject to the following conditions: ..... 1. The terminal is open (this decision shall be communicated to the Master by the terminal) 2. a. The vessel is secured to a terminal loading facility; or b. At the start of the nominated loading date the vessel is anchored within the anchorage awaiting a berth; c. The vessel has arrived and anchored within the nominated loading dates. NB: It should be borne in mind that acceptance of NOR is contingent upon complete compliance with all the requirements of the port conditions and acceptance of conditions of use. NOR will not be accepted if the vessel is unable to comply with the terminal safety check list.

Flotta Terminal: Standard message to crude oil tankers (initial visit): quote: Masters are advised that all ballast for discharge must be discharged to Terminal reception facilities ashore. No ballast from either cargo or permanent ballast tanks is permitted to be discharged into Scapa Flow. Vessels arriving with ballast in unwashed tanks may be required to retain the last metre onboard, depending on grade of previous cargo. Please advise the following details: ..... AAA Arriving and sailing draughts and ETA. BBB Cargo requirements in metric tonnes. CCC Grade of previous cargo. DDD Quantity of cargo tank ballast and position uplifted. EEE Quantity of permanent ballast and position uplifted. FFF Quantity of ballast for discharge ashore. GGG Last port and destination. HHH Is inert gas system fully operational and cargo tanks inerted? JJJ Oxygen level in cargo tanks. KKK Gross, net and summer DWT tonnages. LLL Maximum loading rate. MMM Total time for ballast. NNN Number and size of cargo manifolds. OOO Availability of reducers to adapt manifolds to suit 16 inch 150 ASA flanges three required. PPP Can vessel load and deballast simultaneously while maintaining a minimum of a two valve separation? QQQ Is vessel equipped with a patent OCIMF approved tongue type chain stopper capable of accepting an 80mm end link? If concurrent operations are not possible then vessels are required to load part cargo prior to discharging ballast. Min 10t SWL derrick required on port side for SPM. Derrick is required at jetty if it is necessary to fit spool pieces to accept loading arms. Two crude lines and one ballast line are available at SPM. Your attention is drawn to the serious view taken by port and terminal authorities of pollution. Heavy fines are imposed to which is added the cost of clean up operations. Please ensure that all crew members understand and comply with pollution requirements.Principal pollution causes are leaking sea valves, overboard discharge valves and cargo or bunker overflows. We recommend sea valves, overboard discharge and bilge discharges are checked tight. Prior to arrival cargo and bunkering procedures should be reviewed with chief officer and chief engineer. All scuppers to be plugged. Note: On subsequent visits vessels should only answer AAA to JJJ inclusive plus section XXX indicating acceptance of Terminal Conditions of Use. XXX Please confirm acceptance of Terminal Conditions of Use per Section X of Flotta Terminal Port Information Book. Unquote Standard message to liquid gas carriers (initial visit): Quote: Liquid gas carriers arriving at Scapa. LPG vessels arriving at Flotta Terminal with ballast for discharge to Scapa Flow will comply with the following instructions in respect of this ballast. ..... 1. Ballast for discharge must have been taken onboard within 24 hours of arrival and at a distance of at least 12nm offshore. 2. The Master will provide the Harbour Authority with signed advice stating date, time and positions between which ballasting operations were carried out, quantity of ballast for discharge and tanks in which it is contained. Terminal officials will board vessels to ascertain that these procedures have been adhered to and the quality of ballast is suitable for discharge. The Terminal's decision as to whether or not the ballast is acceptable for discharge will be final. Non compliance will result in delays being occasioned by the vessel. Masters are advised that this concession for discharge of permanent ballast relates only to LPG carriers and your attention is drawn to the serious attitude adopted by port and terminal authorities to pollution incidents of any kind. To prevent problems arising due to surge pressures caused by too rapid closure of emergency shutdown valves (ship side) it is required that the minimum closure rate from fully open to completely closed be nine seconds when loading LPG or thirteen seconds for ethane loading. Please advise the following details: ..... AAA Arriving and sailing draughts and ETA. BBB Cargo requirements in metric tonnes. CCC Previous cargo and quality of tank atmospheres. DDD Tank temperatures on arrival. EEE Time required for cool down. FFF Height of manifold above waterline at arrival draught. GGG Closure times of emergency shutdown valves. HHH Quantity of ballast and amount to discharge. JJJ Last port and destination. KKK Gross, net and summer DWT tonnages. LLL Maximum and cool down loading rates. MMM Availability of deck tanks to accept coolant and quantity required. NNN Size of cargo/vapour return manifold and position of vapour return manifold relative to cargo manifold. Vessels may be required to load sufficient coolant for purging and/or cool down to be carried out at anchor. Note: On subsequent visits vessels should only answer AAA to JJJ inclusive plus section XXX indicating acceptance of Terminal Conditions of Use. XXX Please confirm acceptance of Terminal Conditions of Use per Section X of Flotta Terminal Port Information Book. unquote