Ship handling Guidelines for
Port Everglades and Port Dania
(FOR PLANNING PURPOSES ONLY)
SUMMARY OF GUIDELINES FOR VESSELS BYPASSING IN THE ICW
* Effective beam is defined as the following: (Extreme Beam minus Waterline Beam) divided by 2 plus Waterline Beam
The effective beam is the portion of a vessel which extends beyond the fenders and into the navigable water of the port. It excludes the portion of the vessel which overhangs the berth and fenders.
** Effective beam, in most cases, is greater than the waterline beam for passenger vessels.
- Panamax vessels (106 ft beam) may bypass Post-Panamax vessels (131 ft *effective beam or less) alongside berths 24-29, conditions permitting.
- Tug requirements will be up to the pilot based on present conditions or tide, current, wind, draft, or any other safety factors. (Ref. ltr of August 20, 2008)
- Bunker barges are not permitted alongside a Panamax vessel (106 ft beam or greater) in berths 24-27 when being by passed by a Panamaz vessel (106 ft).
- Vessels with a maximum beam of 131 ft may bypass vessels in berths 24-29 under the following conditions:.
- Vessels in berths 24-29 must not exceed an *effective beam of 106 ft.
- The pilot of the bypassing vessel will determine the number and size of tugs required for the maneuver.
- Unusual conditions of wind, tide, current, or draft may necessitate addiitonal requirements, or make the bypass unsafe to facilitate. (Ref. ltr of September 23, 2009)
- Vessels with a maximum beam of 141 ft may bypass vessels in the ICW under the following conditins:.
- The ICW shall be clear from 24-27.
- Vessels shall be allowed in berth 29 and berth 31 with a maximum *effective beam of 80 ft with the following restrictions:
- A vessel in berth 31 shall be spotted with a minimum clearance to the bypassing vessel in berth 32 of 150 ft, both inbound and outbound.
- Up to 3 tugs will be considered normal for these vessels, however a fouth tug may be required at the discretion of the pilot based on present conditions of wind, tide, current, draft, other traffic, or any other safety factors. (Ref. ltr of June 15, 2011)
- Vessels with a maximum beam of 141 ft and length of 1096 ft or greater shall not by pass any vessels in the ICW.
- Vessels with a maximum beam of 150 ft and a length of 1100 ft shall transit the port under the following conditions:
- a. The ICW shall be clear of all vessels
- b. Up to 4 tugs will be considered normal for these vessels, at the discretion of the pilot, based on present conditions of wind, current, draft, other traffic, or any other safety factors.
- c. Winds in excess of 25 knots may limit the movement of the vessel.
- d. The vessel's draft shall not exceed a maximum of 39 ft.
- e. The vessel's draft shall determine the tidal conditions for the transit as follows:
- 37 ft of draft = 0 ft of tide above MLLW
- 38 ft of draft = +1 ft of time above MLLW
- 39 FT of draft = +2 ft of tide above MLLW
- Inbound cruise ships bypassing other cruise ships in the ICW shall not be done on a routine basis. Bypassing shall only be done for medical emergencies, or repair emergencies, conditions permitting. All by passing shall be approved beforehand with enough lead time to allow the Captain of the ship and the Pilot Association to approve the bypass, or for other berthing arrangements or other order of entry to be arranged.
- Outbound cruise ship bypassing shall only be doen with the agreement of the Captain of the ship and the attending Pilot. Tug requirements will be up to the pilot based on current conditions of wind, tide, current, draft, other traffice, or any other safety factors. (Ref. ltr of NOvember 25, 2008).
SUMMARY OF GUIDELINES FOR TOWING VESSELS
- Loaded petroleum barges that do not exceed any of the following dimensions: LOA 300 ft, Beam 80 ft, Draft 15 ft; may be towed on a hawswer through the Outer and Inner Bar Cuts subject to prevailing conditions provided that an assist tug boat, if required, can be made up to the barge prior to entering the channel. Exceptions to this provision may be made if there are extenuating circumstances involving the safety of personnel, property, or the environment. (Ref. Harbor Safety Agreement of March 30, 2010) NO WAIVERS for vessels that do not meet the size requirment of this guideline.
- Propane Barges:
- Will not enter port if conditions are such that an assist tug cannot make up to the barge before entering the channel
- A loaded barge may not enter port when High Capacity Passenger Vessels (HCPV) are moored between Terminals 2 through Terminal 23. A loaded barge must enter port prior to HCPVs entering or after HCPVs depart the port. The loaded barge must be escorted into port by a law enforcement vessel.
- When moored at berth 11, must not conduct cargo operations when there are HCPVs morred at Terminals 1 through Terminal 23.
- The barge can donduct operatons at berth 13 while HCPVs are moored.
- While at berth 13, the tug shall be moored eastward of the barge during transfer operations. The tug must be manned and ready for operation.
- An empty barge may depart port while HCPVs are morred. If the barge is not entirely empty, the bare will be considered loaded and remain in port unti lHCPVs depart.
- Should threat conditions change, the Coast Guard may implement additional restrictions. (Ref: USCG ltr of January 10, 2003)
SUMMARY OF GUIDELINES FOR BERTH 16/17/18Container vessels are authorized to dock at Berth 16 while a cruise vessel is utilizing Berth 18 under the following guidelines:
- The passenger vessel should be docked before the container vessel.
- If the container vessel extends past the north end of Berth 16, cargo operations will be shut down while tankers are arriving or departing from Berth 13.
- Passenger vessels may sail from Berth 18 provided the ships gear on the vessel in Berth 16 is brought in.
- The securing of the gantry crane will be at the pilot's discretion based on present conditions and positioning of the vessels.
SUMMARY OF GUIDELINES FOR BERTH 30
- Vessels going to the zero (0) mark on the dock are restricted to 35 feet draft at any tide up to 37 feet with sufficient tide. Vessels with a draft above these restrictions shall be spotted no further west than the fifteen (15) foot mark on the dock.
- Vessels of 900 ft or greater in length and vessels with a maximum beam of 131 ft are permitted at berth 30 with the following restrictions:
- All draft restrictions in item #1 above will apply.
- Vessels should be spotted so as to minimize overhang into the ICW, but in any case the overhang may not exceed 100 ft.
- No bunker barge alongside a vessel in berth 31 while the vessel is docking or undocking.
- A vessel shall be spotted in berth 31 with a minimum clearance of 150 ft from the north end.
- The pilot will determine the number and size of tugs required for the maneuver
- Breast lines may need to be led across the dock which could impact the spotting of vessels in berth 31. (Red. P.E.P. Assn Mtg of June 16, 2014)
- These vessels shall berth starboard side to dock. Prior approval is required to berth port side to dock. (Ref. P.E.P. mtg of Dec 14, 2015)
FOR BERTHS 33A, B, C
- The maximum combined beams for vessels occupying berths 33a andb is not to exceed 178 ft. Unusal conditions of wind, tide, current, or draft may necessitate additional requirements for combined beams exceeding 145 ft such as the need for specific tug requirements.
- When docking or undocking any vessel at berth 33a, there must be car line-of-sight down the berth with adequate clearance from any vessel docked in berth 32. A very large or extra wide beam vessel at berth 32 may require additional clearance on a case by case basis. The follwing graph provides a guide for spotting vessels at berth 32 to ensure line-of-sight is available at berth 33a.
(Ref ltr of November 12, 1996)
LINE OF SIGHT REQUIREMENTS (33A)
|Southern Limit at Berth 32||>
Vessels Beam at Berth 32
0 | 20 | 40 | 60 | 80 | 100 | 120 | 140 | 160 | 180 | 200 |
|NOTE: This graph does not account for reduced beam at the bow or stern of any vessel due to flare of the hull. When docking a vessel at berth 32, visual confirmations of 'line of sight' for berth 33a should be verified in order to maximize the use of available berth space.|
FOR BERTHS 4, 5 (SLIP 2)
- The combined beams of vessels using Berths 4 and 5 should not exceed 190 ft.
- When a vessel of 100 ft beam or more is to be brought into Berth 4 or 5, any vessel docked on th eopposite side of the slip should not be within 300 ft of the eastern end of the slip.
- Yacht carriers and other dry dock vessels should not be in the submerged condition while another vessel is maneuvering in the slip. If this is unavoidable, the dry dock vessel must be given adequate notice. Their assurance of readiness must be given before the maneuver will take place.
- Particular tugboats may be mandated, regardless of preferred tug provider, depending on vessel configurations and unusual conditions of wind, tide, current, or draft. (Ref ltr December 21, 2004), (Ref ltr April 13, 2009)
FOR BERTHS 14, 15 (SLIP 3)
- Vessels in berth 14 will NOT bypass vessels in berth 15.
SUMMARY OF GUIDELINES FOR DANIA
- Vessels with a configuration and size of the Gulfstream Express 235 ft x 48 ft (fwd house w/aft control station)
- One tug for arrival and departure.
- Used on a second tug may be required during adverse weather or currents.
- If backing down the canal, a second tug should be used when visitility astern is impaired due to 3 hight containers.
- Should not tranist the Dania Canal withing 1 hour of max current..
- Limited to daylogjt only.
(Ref ltr May 5, 2004)
- Vessels with a configuration and size of the Transport Express 210 ft x 46 ft (Aft house w/bridge control only)
- Use of two tugs for arrival and departure.
- Shall dock head out in canal.
- Should not transit the Dania Canal within 1 hour of max current.
- Sailing anytime day or night.
(Ref PEP Assn Mtg Dec 30, 2013)
Port Dania - East Basin
- All vessels must have adequate wheelhouse visibility.
- The channel in the area south of the Port Laudania east-west dock and the fuel dock must be sufficiently clear.
- For vessels utilizing the Port Laudania turning basin:
- Vessels with a draft of less then 10'-06" may transit at any time the state of the tide is at or above mean lower low water.
- Vessel with a draft of 10'-06" to a maximum of 12'-00" should transit within one hour of high water.
- For vessels utilizing the east-west dock on Port Laudania and not entering the turning basin:
- A vessel with a draft less than 11'-00" may transit at any time the state of the tide is at or above mean lower low water.
- A vessel with a draft of 11'-00" to 12'-00" should transit when the state of the tide during the entire Dania transit is at least one foot above mean lower low water.
- A vessel with a draft greater than 12'-00" to a maximum of 13'-00" should transit within one hour of high water, provided the high tide provides at least two extra feet above mean lower low water.
- Vessels with an LOA of 200 feet should transit during daylight and within one hour of slack water.
Port Dania - West Basin
- Items 1-3 (except Notes) from the East Basin also apply.
- Vessels with a draft of 10'-00" to a maximum of 11'-00" should transit within one hour of high water.
- Vessels with an LOA of 180' or more should transit during daylight and within one hour of slack water.
- The channel south of the main ramp must be clear for vessel transits. Vessels at the ramp protruding into the channel must either vacate the berth or be shifted caddy-corner across the ramp.
GUIDELINES FOR BUNKER BARGE LAY BERTHS
Whenever possible, bunker barges should not be placed in lay berths which may incur a higher risk of an incident occurring. Such locations would include close proximity to knuckles or corners including the ICW knuckle, the knuckle at Berth 32/33, the east ends of any slips, especially Berth 15 and Berth 5, the east end of Berth 30, the north end of Berth 2 near the bow of a vessel in Berth 1, or in Berths 33A/B when a vessel is docking in the opposite berth. Bunker barges should not be in Slip 2 when a passenger vessel is docking or undocking at Berth 4.
Preferred areas for laying in of bunker barges would be: Berth 28F, the west end of Berth 30, Berth 2 (well south of a vessel in Berth 1), Berth 16 (when not in conflict with vessels docking in Berth 18). You may also consider laying in bunker barges alongside the camels at the Northwest corner of the turning notch.
When vessels are being bunkered via barge, the effective beam of the ship is substantially increased. Since many of these vessels are already at or near the maximum beam that we are able to safely bypass, the bunkering operation may restrict vessel movements. Please keep this in mind.
Bunker barges, as single skinned petroleum vessels, pose an esxpecially high risk to the environment surrounding Port Everglades. It is our objective to operate in the safest manner possible, while promoting the efficient movement of vessels in the POrt whild protecting life, property, and the environment of Port Everglades. (Ref ltr of Apr 28, 2009)
FOR BYPASSING CARRIERS BERTH 29
- Carrier to be advised prior to arrival::
- All moorings tight at all stages of the tide
- Entire profile of outboard flight deck to be lighted with downward facing lights
- No outboard antennas in horizontal position
- Outboard elevators in the full 'up' position
- Oil spill boom to be positioned right alongside bessel
- No gangway traffic permitted during bypass
- Mooring to be tended during by pass
- Assist tug standing by during by pass dedicated to carrier
- Officer of the watch positioned at conning bridge in communication with harbormaster and pilot on VHF Channel 14
- Harbormaster to contact carrier PRIOR to bypass to verify that above items a-i satisified.
- If 30 ft barges are used to fend the carrier off Berth 29, vessels of less than 800 ft LOA and a maximum beam of 106 ft beam may bypass under lesser wind and current conditions on a case by case basis. Daylight only transit may be required pending maneuvering characteristics of the particular vessel.
- If 30 ft barges are used to fend the carrier off Berth 29, vessels over 800 ft LOA and/or more than 106 ft beam may bypass under lesser wind and current conditions on a case by case basis. Daylight only transit may be required pending maneuvering characteristics of the particular vessel.
- Tugs as per pilot. Types and number of tugs shall be determined on a case by case basis without regard for provider.
- A second pilot may be required at pilot's discretion.
- If increased conditions of wind and current are experienced or expected, further restrictions may apply. No bypass is certain. All conditions shall be evaluated at the time to ensure a safe bypass.
- If 40 ft barges are used to fend the carrier off Berth 29 vessles up to 685 ft LOA will be permitted to bypass in less than 20 knots of beam wind and less than 25 knots of wind from the non-beam direction.
(Ref ltr of Sept 12, 2005 and ltr of March 7, 2006 )
FOR BYPASSING CARRIERS BERTH 26-27
- Vessels in excess of 675 ft will not routinely bypass carriers in Berth 26-27
- Carriers in Berth 26-27 are to be on notice and be able to tend their spill booms on request for the safe passage of other vessels.
- When there is less than 140 ft of berthing space over and above the LOA of a vessel to be berthed between two vessles or a vessel and a bulkhead, additional tugs, particular tugs, slack water, and/or other constraints may be required on a case by case basis. In any even, the pilots should be notified of the situation in advance so that adequate preparatons can be made.
- It is recommended that vessels leave 35 ft of clearance from the corner of all berths.
Guideline - A recommended practive that allows some discretion or leeway in its interpretation, implementation, or use. (BusinessDictionary.com)