Navigation Guidelines

The movement of inward bound large vessels

a)   Attention is drawn to the current Vessel Traffic Services and Procedures Local Notice to Mariners

b)  Southampton VTS Centre are to ensure that the movements of all large vessels are monitored throughout their passage, and that they are advised of all the necessary information relating to movements of other vessels and their own navigational requirements.

c)   The Master and pilot in conjunction with Southampton VTS will agree a passage plan which falls into three main categories:

i)  ETAs at various locations throughout the intended route

ii)  Co-ordination of passing arrangements with other vessels

iii)  Abort points on the planned passage

d)   Insofar as inbound vessels >220m loa are concerned, the turningpoints are to be established at the West Bramble and on request at Calshot turn. The vessel must be advised of the distance to run at ONE-cable intervals commencing, as agreed, with reference to the West Bramble turn and upon request for the Calshot turn. An indication of left or right of track may also be given. The Pilot will inform the VTSO when commencing the turn.

e)   The West Bramble turning point should be related to the distance to run to the Gurnard Buoy.

f)   Inward bound the Calshot turning point should be related to the Calshot Spit Light Float/Castle Point Buoy transit

g)   The passage of a large tankers bound for the Fawley / BP Oil Terminals will be in most cases planned so that the vessel arrives at the Hook Buoy between 30 minutes before and 45 minutes after first High Water. On occasions a vessel may also be planned to berth during low water period. In all cases the programmed time will be the result of consultation between the Terminal, the pilot and the duty VTS officer.

h)   When two large tankers bound for the Fawley / BP Oil Terminals area are to enter on the same HW, the first vessel will be timed to enter the Thorn Channel as early as practicable in order that the second vessel shall be able to enter in sufficient time to clear the Hook Buoy before the end of the slack water period.

i)   If any problems exist with the vessel or Terminal, the vessel will not be permitted to enter the Thorn Channel and will be advised of a suitable anchorage by Southampton VTS in consultation with the Master/Pilot. It will be the responsibility of the Master or Terminal Operator to declare to Southampton VTS any problem anticipated with the vessel or Terminal Berth before the vessel passes South Ryde Middle Buoy in order that appropriate action may be taken.

Further guidance can be found in Fawley Berth Manoeuvring Criteria, Section 7.2

6.3 Guideline No 3                                                  Back to Top 

Co-ordination of movements of vessels >180m arriving at Hook Buoy and movement of vessels leaving Southampton Docks

Vessels >180m loa should take account of the following criteria:

a)   The Pilot and VTS Officer should ensure that planned movements are confirmed when the pilot has boarded the vessel and updated as necessary.

b)   Inbound vessel >180m shall not enter the Thorn Channel unless the following criteria are observed:

i)  A berth or an abort procedure is in place for the vessel.

ii)  Whatever assistance the ship requires to berth – tugs, mooring gang, etc are available and will remain so throughout berthing.

iii)  Passing points co-ordinated and agreed.

c)  Two vessels each having a length >180 metres shall not pass or overtake each other between Hook Buoy and a line drawn due south of West Bramble Buoy.

d)When an inbound tanker >180m is stemmed for the Fawley / Hamble Oil Terminals, outbound vessels will not normally be planned to pass south of Dock Head until the inbound vessel is in a controlled situation with tugs secured.

e)A second inbound vessel >180m will not normally be planned to pass Prince Consort Buoy until:

i)   The inbound vessel >180m bound for Southampton Docks has passed Reach Buoy.

or

ii)   an inbound tanker >180m for the Fawley / Hamble Oil Terminals is in a controlled situation with tugs secured

f)  Central Solent Passes. Vessels >180m loa should be planned to pass port to port east of Prince Consort Buoy.

g)   The Pilot and VTS Officer should ensure that when passage planning due allowances are made for the vessel to be able to safely turn at the West Bramble taking into account sufficient reserve of speed in the prevailing weather and traffic conditions.

h)   It is recommended that at the West Bramble turn the maximum mean wind speed (in the South West Quadrant) for container ships is as follows:

i)   Draft less than 11 metres 30/35 knots (force 7)

ii)   Draft more than 11 metres 35/40 knots (force 8)

This must be dependant on additional towage being available in the Docks area.

6.4 Guideline No 4                                                Back to Top

Passing points for vessels >180m in Southampton Water

Passing points for vessels >180m have been established at:

Area 1Fawley Reach

Area 2Gymp Buoy

The following points shall be considered when passing:

a)   Adverse weather, tidal conditions and depth of water (see Guideline No 5).

b)   Guideline No 3

c)   Vessels shall not be planned to manoeuvre on/off berths adjacent to the passing areas.

d)   Availability of separate cover for towage.

e)   Maximum number of vessels shall be:

Fawley3 vessels

Gymp 2 vessels

Passes shall be planned and agreed by VTSO / pilots concerned before the act commences.

It will be the responsibility of the vessels concerned to advise each other as well as Southampton VTS of any alterations to their timings.

Berthing and manoeuvring limitations in adverse weather

The limitations detailed below set out the operating parameters for ships manoeuvring and berthing (with or without tug assistance) within the Port of Southampton. The existence of these limits does not imply that in more favourable conditions it is safe for a given ship to move or berth. The decision to move or berth, and the safety of the ship during that manoeuvre rests with the Master. However, these limits are to be observed by all vessels unless specific exemption for a vessel to depart from them for a manoeuvre has been granted by the Harbour Master.

The following factors should be taken into account:

·Ship type, draft, windage and handling characteristics

• Reported ship defects
• Berth location
• Visibility
• Tidal Streams
• Traffic density
• Meteorological conditions / forecast.

Manoeuvring of large high-sided Ro-Ro vessels and large bulk vessels in ballast in the Western Docks should not normally be undertaken when the substained mean wind speed exceeds 35kts.   This will not necessarily preclude the movement of these vessels if sufficent reserves of power (towage, thrusters) are available to facilitate a safe passage.  

Reference is made to 7.2.1 'Guide to Good Practice’.

a) Specific Requirements by Berth Operators

Associated British Ports - Southampton Docks.  Large bulk vessels bound for 46/47 berths exceeding 180 metres LOA will only be permitted to berth during periods of slack water. When wind speed exceeds 20 knots or gusting above 25 knots, an additional tug must be used.

b)  Esso Marine Terminal, Fawley

Large vessels proceeding to Fawley are not to enter the Thorn Channel on a flood tide when the wind is in excess of 30 knots. Wind speed is to be taken as mean speed as recorded at the Esso Marine Terminal Fawley or at the VTS Centre, whichever is the strongest.(See chart ‘Wind Speed Criteria at Fawley Marine Terminal)’

c)  BP Oil UK Terminal, Hamble

Other than in exceptional circumstances and in consultation with the Marine Superintendent, Master, Pilot and VTS Centre a vessel will not be permitted to berth in winds in excess of 25 knots (mean).

Tankers >60k dwt will not normally depart from the terminal later than 30 minutes before 2^nd High Water.

Beam on Wind Guidelines for Southampton Docks

The following guidelines are intended to provide guidance to mariners navigating within the Southampton VTS area when visibility is restricted:

In the event of visibility being less than 2 miles in the Southampton VTS area [see Note (1)], the following procedures shall be implemented by the Duty VTS Officer.

VISIBILITY LESS THAN 2 NAUTICAL MILES

In the event of the Duty VTS Officer being made aware that the visibility is less than 2 miles, either through visibility sensor equipment or a report received from a vessel within the area, he shall take the following action:

1. Call the Met Office forecaster for a prognosis taking into account time of year and time of day.
2. Issue a ‘visibility warning’ broadcast if the Met Office indicate that the visibility is likely to deteriorate further. [see Note (2)]
3. Request further visibility reports from other vessels to determine the extent of the reduced visibility and ensure that arriving / departing vessels are kept informed of current conditions and that possible abort berths/anchorages are identified. [Note (3)]
4. Ensure that, prior to boarding, pilots are informed of current visibility conditions and that Marine Officers are also kept advised accordingly.
5. Planned Fawley and Dock Head passes, of large vessels, shall take account of any Met Office forecast deterioration in visibility.

VISIBILITY GREATER THAN ½ NAUTICAL MILE BUT LESS THAN 1 NAUTICAL MILE.

Ensure all the above routines have been carried out and in addition:

1. Calshot / Hook fog signals must be switched ‘on’ when visibility in the Fawley/Thorn Channel area is less than 1 nautical mile.
2. High Speed ferries when operating in reduced visibility of less than 1 nautical mile must report to VTS on passing Hook buoy
3. Fishbourne / Portsmouth Ferries must, when visibility in the Eastern Solent (between the Forts and the Ryde Middle is below 1 mile (10 cables), establish contact with Southampton VTS on VHF Ch12 on leaving Fishbourne (Northbound) and the Swashway (Southbound).
4. Both Radar surveillance desks in VTS should be permanently manned.
5. Advice on a vessel’s position should, in general, be given as a bearing and distance from a known point.
6. Eastern Inner Pilot Station will be relocated to the St Helens Boarding Area when the visibility in the Eastern Solent falls below 1 mile.
7. Thorn Channel – All vessels that are confined by draft to navigating only within the Thorn Channel will be given ‘clear channel in fog’ status [see Note (5)].
8. Transits of the River Itchen, above the Itchen Bridge should not be undertaken.
9. Laden vessels carrying dangerous or polluting goods in bulk (over 60,000 dwt) will not normally proceed inwards past the West Bramble buoy or depart from their berth.
10. Fawley and Dock Head passes shall not be planned if the visibility is forecast to remain at this level or lower.
11. Vessels engaged in bunkering alongside, should cease operations, if another vessel is due to pass.
12. No vessel shall be permitted to leave a berth or enter VTS limits if, in the consideration of the Harbour Master, it is likely to place one or more vessels at unnecessary risk. In these circumstances the time/manner of entry into port limits shall be adjusted as considered appropriate and the vessel directed accordingly.

VISIBILITY LESS THAN ½ NAUTICAL MILE (5 Cables)

Ensure all the above routines have been carried out and in addition:

1. Both radar surveillance desks in VTS will be permanently manned.
2. Laden vessels carrying dangerous and polluting cargoes in bulk or vessels which are neither gas free or inerted will not be allowed to enter an area in which the visibility is less than 0.5 of a nautical mile, unless it is imprudent to abort.
3. No vessel will be given dispensation to exceed the six-knot speed limit northward of the line between Hythe Pier and the Weston Shelf buoy.
4. All vessels that are confined to navigating only within a navigable channel will be given a ‘clear channel in fog’ status.

Towage in restricted visibility

Tugs may have difficulty making fast and in particular on the bow in visibility of less than 2 cables.

Inward vessels requiring tug assistance should consider carefully whether the probability of the visibility reducing to less than 2 cables is such that an abort should be considered before passing the West Bramble buoy.

Inward vessels >220m requiring tug assistance should consider carefully whether the probability of the visibility reducing further is such that an abort should be considered before passing the West Ryde Middle buoy and committing the vessel inwards.

However, should a large vessel once committed to entering Southampton Water, experience a further reduction in visibility, then it must be understood that while the dock tugs will endeavour to assist they will have great difficulty in making fast safely in visibility of less than 2 cables as described above. Such a decision will rest with the tug master.

Notes:

Note (1): For the purposes of this notice the Southampton VTS area shall include all the waters within the Port of Southampton and that part of the Dockyard Port of Portsmouth which lies to the South of a line between Gilkicker Point, OSB, and the Horse Sand Fort.

Note (2):  In the event these guidelines require a broadcast to be made by VTS the broadcast shall be made on VHF Channel 14, preceded by a ‘Securite’ announcement on VHF channels 16 & 12 to warn mariners in the VTS area of the presence or likely presence of restricted visibility in the area.

Note (3):  If visibility is only restricted in small parts of the VTS area, it will be for the Harbour Master, Pilot and master to determine the extent to which this routine should be implemented.

Note (4):  For the purposes of this notice, reference to the Harbour Master shall include his appointed assistants.

Note (5): A ‘clear channel in fog’ vessel is one that is deemed to require a clear and unimpeded passage ahead whilst transiting the navigable channel. For the purpose of this instruction this will mean that no other vessel should enter a zone around the vessel of 1,000 metres ahead or 100 metres either side of the vessel.

Note (6): If the Harbour Master has reason to believe that a vessel may not be equipped to enter, leave, or transit the area safely in restricted visibility, he should direct the vessel to an outer anchorage or instruct it to remain alongside.