In considering all aspects of ship manoeuvers and operating criteria to or from Northport berths, all operations will be undertaken in the safest manner and in accordance with best practices and good seamanship.

26.1 UNDER KEEL CLEARANCE

The ports work on a 10% underkeel clearance for manoeuvring purposes when performing manual calculations. 

26.2 DYNAMIC UNDERKEEL CLEARANCE (DUKC)

Northport operates a dynamic underkeel clearance system for vessels using Marsden Point berths. The DUKC system is used to accurately predict a particular vessel's under keel clearance (UKC) based on the vessel's dimensions and stability information, the prevailing environmental conditions which include tides, sea levels and swell data , predicted vessel speeds and a detailed profile of the Whangarei Harbour approach channel. The DUKC system ensures that minimum levels of net UKC for vessel manoeuvreability and bottom clearance , for safe navigation in restricted waters, are always met or exceeded. 

As the allowances in a manual calculation for under keel clearance may preclude a ship from entering the harbour when it may otherwise be possible, agents should have the ship's master fillout a DUKC Vessel Particulars Request form (refer appendix) for vessels under the following circumstances:

• Vessels arriving or departing with a draft greater than 11m
• When the weather forecast predicts swells of 2m or greater
• Any vessel with a Static Under Keel Clearance of 3m or less based on chart datum of 14.7m calculated over the shoal patch at the harbour entrance
• When requested by the pilot
• All overseas tankers

26.3 BERTHING DIRECTION

Vessel berthing is dependent on the direction of the tidal stream. Ship's are berthed head to tide. Subject to Pilot's discretion, ship's may be berthed with the flood tide where the pilot boarding time is to be no later than 1 hour before low water slack water.

26.4 TUG USAGE

For arrivals and departures at the cargo berths the requirement is for two tugs

Where the draft exceeds 10m, tug escort will be used from the vicinity of No 7 buoy. The level of escort provided may be varied on any specific occasion according to the prevailing conditions. For all vessels the tug will meet the ship at No 9 buoy and on departure may be dismissed in the vicinity of No 18 buoy.

For deep draft tankers , tugs will meet the ship at No 4 buoy.

26.5 RESTRICTIONS

• Positioning of ships at berth.  Northport operates with 15m spacing between ships and 5m at either end of the facility for the lines to be squared off however exceptions may occur in special circumstances with the Marine Services Manager’s approval.
• Where a vessel has to be berthed between 2 vessels, the minimum space required will be the ship’s length plus 50m, subject to the weather conditions prevailing at the time.
• Provided the vessel has suitable mooring lines and mooring arrangements, it is permissible to overhang ships at each end of the berth.
• Vessels will normally arrive or depart at any time during the tidal cycle as required by the agent subject to length or draft restrictions
• Vessels of greater than 200m LOA and/or greater than 11.8m draft may be restricted to an appropriate tidal window for departures. This is particularly so in the case of  MP1 and MP3 berths when there is a ship at an adjacent berth
• The pilot or Northport may delay any vessel subject, but not limited to, high winds, exceptional swell, deep draft or excessive tidal flow.

26.6 SHIFTING SHIPS

The shifting of ships along Northport berths are not to be carried out without permission from Northport who reserves the right to refuse any shift. Agents must have the ship’s master complete a “Shift Ship” form and any shift must be carried out according to the following criteria: 

• Application Form to be completed before shift commences (see Appendix)

• Instructions for Shifting Ship’s can only be made through the ship’s agent.

• Minimum of a 4 person lines party is required

                 Non-assisted shift ship:

•  Shift no more than 20m – pilot required on all occasions
• To be undertaken at slack water only
• Wind strength to be not more than 10 knots
• 2 of the linesmen must be capable of manning a workboat
• Whangarei Harbour Radio to be notified

                Fully Assisted shift ship (more than 20m):

• Pilot, Tugs, Linesmen  - Resources to suit size of ship and weather maximums

26.7 MOORING ARRANGEMENTS

• The optimum mooring arrangements for all vessels is 4 head/stern/breast lines and 2 springs fore and aft.       

• Minimum Separation between ships for berthing should be not less than 15m.        

• Mooring lines at the east and western end of the berths should be squared off.        

• Marsden Point Jetty – Mooring arrangements are to be discussed with Northport prior to the vessels arrival.       

• Storm Bollards - the pilot will make the master aware of the storm bollards which are to be used in the event of strong winds. Northport will advise of expected strong winds and the vessel must comply with any requirement to run out additional lines. Should the master require assistance, contact Whangarei Harbour Radio VHF Ch 19.

• Fumigation - When a ship is undergoing fumigation or is undermanned for any reason, extra lines must be run to the storm bollards and turned up on the ship's bitts (not winch drums)

26.8 WEATHER CRITERIA

The figures given are for guidance purposes only. Depending on wind gust strength and direction, the pilot may make a judgement call on a ship by ship basis to increase or decrease the weather criteria. 

• Indicative maximum wind strength for normal ship handling at Marsden Point Cargo Wharves should be 30 knots mean wind speed. 
• For high sided vessel such as car carriers and chip ships, the indicative maximum wind speed should be 20 knots mean wind speed.