Red Dog (USRDB)

This is a private port, capable of handling up to 1.4 million tons of zinc and lead concentrates annually for export during the summer shipping season (June/July to mid or end October). Teck, Alaska, is the operator of the Red Dog Terminal, and is the shipper of the cargo. Vessel tonnage is provided exclusively by Fednav Int Ltd. Foss Maritime of Seattle is the operator of the self-discharging barges and tugs, and is contracted to Teck-Cominco, Alaska, to provide shuttling and transshipment of the cargo.

North Pacific Winter Seasonal Zone, Winter Oct 16 to Apr 15, Summer Apr 16 to Oct 15.

Red Dog is situated in the NE of the Bering Strait near the small town of Kivalina in Alaska.

Draught 14.3m, 90,000DWT.

An area approximately 2.5nm by 2.5nm has been allocated for the loading of anchored vessels. Vessels should anchor as close to the barge loading pier as is safely possible but not closer than 3nm offshore. By doing so the barge shuttling time is kept to a minimum. The anchorage should be approached by an 9.0nm long, unmarked channel (approx 1.0nm wide) which extends 15.9nm out to sea from the barge loading pier. The E side of the anchorage lies approx 3.4nm from the barge loading pier. The pier is radar conspicuous and brightly illuminated at night, projecting out from the shoreline. Water depth at the anchorage varies from 15m, inshore, to 21m, offshore. There is a steady current at the anchorage that runs parallel to the shore in a NW'ly direction and vessels will tend to lie, with their bow, into this predominant feature. Although the anchorage can accommodate more vessels, usually no more than three vessels are anchored at any one time with two vessels permitted to engage in loading which continues 24 hours a day. This leaves ample room for final manoeuvring, safe mooring and lying at anchor. The seabed in the area is flat comprising of silty sand with a firm muddy strata lying just below and has proved an excellent holding ground. Vessels can safely anchor with winds up to 45kts. The swell, when coming from the 3rd and 4th quadrants, is short and lacks effective energy. Pitching, if any, is minimal. A scope of anchor cable of no less than 220m should provide ample holding. The second anchor should be kept ready for lowering to the bottom, to reduce yawing, should squally conditions develop. With vessels loading up to about 13.0m draught, it is intended that under keel clearance (UKC) should be no less than 3.05m in the loaded condition. However, in line with the customary safety precautions to be taken when loading in an open roadstead, Masters are requested to frequently check the vessel's position visually and by reference to radar, water depth and draught. Regular entries should be made in the Log Book. Since weather can be unpredictable, vessels should maintain a readiness to clear the anchorage at any time if the need arises.

An area 2.5nm by 2.5nm has been allocated for the loading of anchored vessels. The anchorage may be reached from the open sea via a surveyed approach channel 10nm in length and 1nm wide. The anchorage extends approximately 15.9nm out to sea from the barge loading pier. Water depths at the anchorage vary between 17m and 22m. The pier is radar conspicuous and brightly illuminated at night, projecting out from the shoreline aligned 058.75°/238.75° with the channel centre line. Two white lights are located at the port facility. In the middle of the pier Teck Alaska Red Dog Front Light (Fl(1).W.2s, 24m high and, 360m on to shore, the Teck Alaska Red Dog Rear Light (Fl(1).W.10s, 34m high). An Exclusive Economic Zone (EEZ, a sea area prescribed by the United Nations Convention on the Law of the Sea where a state has special rights regarding the exploration and use of marine resources) is in operation along this area of coastline.

BA 4814. Admiralty Pilot NP23.

1025.

..... 1. A heavy ballast condition on arrival is recommended and all ballast water must be clean; any dirty ballast should be changed well before arrival. 2. Vessels should maintain an even keel trim during the first loading phase and only take on a stern trim sufficient to strip ballast tanks after a safe airdraught reserve has been achieved. 3. Based on a standard Panamax vessel's summer draught, the recommended draught at the anchorage for an empty vessel is about 13.72m. When fully loaded the recommended minimum draught in the anchorage is 3.05m. Waterline to top of hatch cover air draught must NOT exceed 14.3m.

Pilotage up to Red Dog via the Bering Strait and Chukchi Sea areas is provided by the Alaska, South Eastern Pilotage Region on VHF Ch: 18, Tel: +1 907 5811240, Fax: +1 907 5811372, Email: amp@ampilots.com (office) and pilotdesk@ampilots.com (Dispatch). Website; http://www.ampilots.com A compulsory pilotage area has been established for vessels arriving and leaving the Red Dog anchorage. The pilot boarding station is located approx 14nm on a bearing 238° from the barge loading dock. Vessels bound for Red Dog should amend their ETA at the pilot station as necessary and keep North Pacific Maritime, Ketchikan, Alaska well posted of any change (Tel: +1 907 225 2200, Fax: +1 907 225 8254). The pilot will normally board via a tug from Red Dog, a combination pilot ladder must be properly rigged 2.0m from sea level and, in case of arrival during hours of darkness, adequate lighting must be provided. If, because of adverse weather (or for any other reason) the pilot is prevented from boarding the vessel at the scheduled time, Masters are to obtain permission and instructions from Red Dog port control prior to entering the pilotage area and proceed to the assigned anchorage position.

Large white storage shed with distinctive blue corner and horizontal red stripes on the roof, approx 1,300m from shoreline. Six white storage tanks SW of the shed, approx 400m from shoreline.

Currents: From the Bering Strait, the current tends to move in a NE'ly direction veering N when NW of Kotzebue. Its strength is variable but it may reach in excess of 3kts off Red Dog and Kivalina. Note: Current may become variable along the coast and sometimes assumes a southerly set in the aftermath of strong N'ly or NW'ly winds.

Two dedicated tugs help with manoevring the huge motorised Foss barges, LOA 83.5m and beam 23m, used for lightering zinc and lead concentrate and for embarking and disembarking pilots. Loading and offloading is carried out 24 hours a day, 7 days a week during the short 100 day shipping season.

Winds variable. Generally free of ice from Jul to Sep. The location of Red Dog port is very remote. A close watch is kept on weather conditions. Aerial reconnaissance and local knowledge is also used to assess ice accumulation. The Anchorage office of the National Weather Service issues regular ice reports and ice/weather conditions can be checked on http://www.arh.noaa.gov.

KIVALINA, KOTZEBUE SOUND 67°34.35'N 164°04.67'W (RED DOG PORT) UNCTAD LOCODE: US RDB For details see: ALASKA, WESTERN PILOTAGE REGION ________________________________________________________________________________ ___________

RED DOG 67°45.82'N 164°39.41'W UNCTAD LOCODE: US RDB For details see: KIVALINA, KOTZEBUE SOUND ________________________________________________________________________________ ___________

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..... Red Dog Port: VHF: Ch 12 and 16. Red Dog (Teck Alaska) Email: Franca.rizzi@teck.com Red Dog (Fednav representative): Tel: +1 907 754 8084 Email: FednavRedDog@gmail.com Agents for Red Dog (North Pacific Maritime Inc.) Email: norpacreddog@gci.net Tel: +1 907 272 6145 (24 hours) Fax: +1 907 276 0033 (Note North Pacific Maritime Inc do have an office at Ketchikan but the Port of Red Dog is serviced through their Anchorage office). 1601 E 84th Ave Suite 205 Anchorage, Alaska 99515. Fednav HQ: Fednav Montreal Office: (All vessels Teck Alaska charters for Red Dog are handled through Fednav Ltd and organised by their Montreal office) Phone: +1 514 878 6500 Email: operations@fednav.com Before Arrival: Red Dog loading port site should be contacted as soon as a vessel is within VHF range on Channels 12 and 16. Upon entering the Chukchi Sea, vessels can also contact Red Dog port site on SSB frequencies 2096.5kHz and 4125kHz. Pilot: Boarding Station is located approx 14nm on a bearing 238° from the barge loading dock. Vessels bound for Red Dog should amend their ETA at the pilot station as necessary and keep North Pacific Maritime well posted of any change (Email: norpacreddog@gci.net, Tel: +1 907 272 6145 (24 hours), Fax: +1 Fax: +1 907 276 0033). During Loading: Communication with barges is via VHF and a particular working channel will be indicated at the appropriate time. The following working channels have been allocated (barges and tugs may be subject to change): ..... Ch 07 Barge loader Ch 08 Barge "Kivalina" assisted by tug "Barbara Foss" Ch 18 Barge "Noatak" assisted by tug "Stacey Foss". Vessels not in possession of portable VHF sets will be handed a set on arrival together with one spare battery and a charger. Both loading channels are monitored at the Red Dog site. The portable sets must be returned upon completion of loading. Communication between vessel and barges must be continuous and uninterrupted. The Master is responsible for ensuring that the entire operation is properly supervised.

Vessels anchored outside the three statute mile limit are not deemed by Customs to have entered into the United States. There is, therefore, no requirement for crew to be Entered In or Cleared Out if no crew leave or join the vessel. However, for vessels anchoring outside the outer limit of the three statute miles, the jurisdiction of the US Immigration and Naturalization Service (INS) extends to the outer limit of the 12 nautical miles Contiguous Zone. Documentation relating to vessels using the port must be therefore be prepared to satisfy the requirements of the INS. If USCG and CBP consider a vessel has entered US territorial waters, they have the right to board and carry out the required filing of the 96 hour ENOA. All government officials attending at the port, do so from Anchorage.

Please see country information for details of documentation requirements. Also Customs and Immigration section. Crew List: A copy of the crew list (current, on arrival at the port) should be sent to the Red Dog Agent (North Pacific Maritime). Crew are not permitted ashore. USCG Regulations regarding US Certificates of Financial Responsibility (COFRs) require vessels to submit a Non-Tank Vessel Response Plan (NTVRP) prior to operating in specific U.S. waters that identifies the contracted Oil Spill Removal Organization (OSRO) capable to respond to worst case discharge in each U.S. area in which the vessel may transit or operate. The only OSRO operating in this area is Alaska Chadux Corporation. Vessels need to have their Oil Spill Response service provider obtain coverage with CHADUX for OSRO coverage under the federal or OPA 90 requirements. Stowage plan: Upon receiving instructions to proceed to Red Dog, a stowage plan must be prepared inclusive of a hold by hold loading sequence, bearing in mind the following: ..... 1. Cargo is brought to the anchorage by 2 self unloading barges working 24 hours a day. Each barge will nominally lift about 6,000 short tons of cargo (5,443mt). Cargo distribution and loading sequences should be planned to ensure as many entire barges as possible are discharged into single holds, thereby restricting shifting alongside to a minimum. Quantities required for final trimming must be of the same grade. 2. Experience gained over previous years suggest that: a. Vessels loading for Vancouver and North Europe discharge are encouraged to adopt an "all holds" distribution which ensures a lower cargo profile in the holds, thereby facilitating future cleaning. Masters should be reminded that the density of the water at Gatun Lake is 995.4. This means that approx 50mm (2in) must be added to the freshwater allowance of a Panamax vessel to determine what increase in the draught will be when moving from salt water to fresh. 3. Concurrent with the development of a Stowage Plan, ballast discharge sequence should also be worked out very carefully so that the vessel retains, at all times, a waterline to top of hatch cover airdraught not exceeding 14.33m. Masters should ensure that the vessel's rate of deballasting should not exceed that which is necessary to comply with the 14.33m restriction. Panamax vessels arriving with one hold ballasted should prioritise deballasting of this compartment in order to have an uninterrupted loading operation. Cargo documentation: Prior to completion of each barge discharge, a Mate's Receipt will be signed by the Chief Officer or the officer responsible for the cargo. Any notation regarding the nature, status and quantity remaining on the barge, should be made on this document. EDP: When loading is completed, the vessel will be requested to produce a ship's figure as early as possible and the result of the draught survey passed ashore by VHF, as the vessel will sail soon after the last barge is clear from the ship's side under the Early Departure Procedure. Bills of Lading: The Bill of Lading will be prepared in metric tons in accordance with the draught survey as ascertained by the ship's officer responsible for cargo operations. The ship's figure, as determined on completion of loading, shall be used as the official quantity to be entered on the Bill of Lading. A letter of authorisation from the Master to Fednav International, Montreal to sign original Bills of Lading, on his behalf, shall be prepared prior to the commencement of loading.

Notice of Readiness should be sent to Shippers and Receivers (directly or via the Agents) and to any other party specified in the Charter Party, immediately upon the vessel's arrival at the anchorage. ETAs should be sent every day, starting as soon as possible and/or from the last port of call: ..... 1. Daily notice of ETA should be sent to: a. Teck Alaska (Franca.rizzi@teck.com) b. Fednav Representative at Red Dog: Phone: +1 907 754 8084 Email: FednavRedDog@gmail.com c. North Pacific Maritime, Inc 1601 E 84th Ave Suite 205 Anchorage, Alaska 99515 Phone: +1 907 272 6145 (24 hours) Fax: +1 907 276 0033 Email: norpacreddog@gci.net (Note North Pacific Maritime Inc do have an office at Ketchikan but the Port of Red Dog is serviced through their Anchorage office). d. Fednav Montreal Office: (All vessels Teck charters for Red Dog are handled through Fednav Ltd and organised by their Montreal office) Phone: +1 514 878 6500 Email: operations@fednav.com The ETA should include: a. Details of vessel b. Voyage No. c. Date d. ETA at Red Dog anchorage (hours, month, year). In addition to the above all parties are to be notified of any delays of more than 4 hours from the last ETA. 2. Contractually, it is required that a stowage plan, together with a loading sequence should be included with the 7 day ETA notice. However, Masters are urged to provide this information earlier if possible. 3. In addition to the above messages, Red Dog port site may be contacted, when in range, on VHF Ch 12 and 16. Any last minute change in the stowage plan, should be notified through these VHF Channels. Upon entering the Chukchi Sea, vessels can also contact Red Dog port site on SSB frequencies 2096.5kHz and 4125kHz. 96 Hour Electronic Notice of Arrival at US Ports (eNOA/D): As soon as confirmation has been received that a vessel has been employed to load at Red Dog, an e-NOA should be sent immediately. This should allow the USCG time to clarify any reservations they may have with a vessel calling at Red Dog, prior to that vessel's arrival. The vessel can update e-NOA/D with more accurate ETA Red Dog, as the vessel's voyage progresses. Red Dog should be informed, once confirmation has been received from US Authorities.

Bilges: It is anticipated that in the near future vessels will not be permitted to discharge oily mixtures or bilge water north of 60° North, whereas waters south of 60° remain subject to the 15 ppm as provided for in MARPOL. In preparation for future the Port request that vessels should not discharge any oil or oil mixtures (15 ppm MARPOL) and/or cargo residues, and/or cargo hold wash water, and/or bilge water north of 60° North. Coastguard Vessel Inspection: Please see country information. Safety instructions: In addition to "Code of Safe Practice for Solid Bulk Cargoes" published by IMO, Masters should be aware that zinc/lead concentrates are potentially dusty in nature and loading in an open roadstead will require care to be exercised by both deck personnel attending cargo operations and those in spaces immediately adjacent to the main deck. Before loading commences, all holds should be clean, dry and free from rust scaling and any cargo residue, fresh water rinsed, and in every respect ready to safely load and carry the specified bulk cargo. When in the proximity of holds being loaded, no eating, drinking or smoking should be permitted in order to prevent involuntary ingestion of these harmful substances. When loading these cargoes it is recommended that: ..... 1. External ventilation to be shut off; internal recirculation system only to be used. 2. A no smoking, eating or drinking rule should be enforced on the weather deck and any other areas exposed to dust from the cargo. 3. Galley doors be kept closed and no through passage from outside to be allowed. 4. One accommodation space with direct access from the main deck should be designated as a changing room. Working clothes, boots and other protective gear to be stored there prior to entering the accommodation spaces. Wearing deck working gear inside the accommodation is prohibited. (See also General Section, Officials and Visitors). 5. No duty mess service will be available for deck personnel on duty. 6. Floor, alleyways and corridors are to be adequately protected from dirt and dust. 7. VHF sets used on deck to be covered with plastic bags and changed regularly for battery recharging. 8. Deck personnel on watch at hatches must always stand on the windward side. 9. Hard hat, goggles, face masks, gloves and boots to be available to and worn by all those working on deck. 10. All other precautions and hygiene rules applicable to dusty cargoes to be followed (use of protective ointments on exposed skin surfaces, showering when going off duty, thorough laundering of working clothes separately from other clothing, etc. 11. As strict water pollution regulations are enforced at Kivalina, no garbage, whether treated or not may be disposed of overboard. 12. No hot work to be performed on deck or inside accommodation or the engine room while loading cargo.

No action initiated unless there is illness onboard. Ship Sanitation Control Certificates: Please see country information.

NOR should be sent to Shippers and Receivers (directly or via Agents) immediately upon the vessel's arrival at the anchorage berths.