Shipping General Information
Charts
- AUS81 Approaches to Geraldton (this chart or an IMO approved ECDIS is compulsory for Pilotage)
- WA939 Geraldton and Geraldton Harbour
- AUS751 Houtman Abrolhos and Geelvink Channel
- AUS332 Zuytdorp Point to Geraldton
Harbour Master Instructions
Please reference our latest Harbour Master Instructions.
Declared Depths
For information regarding the latest declared depths refer to Local Marine Notices.
Pilot Boarding Ground
Main Entrance (boarding ground 'Alpha') - Pilot boards in a position one mile West of the Southern Fairway Buoy which is at Latitude: 28º46.5'S Longitude: 114º30.5'E Channel depth 12.4 m over LAT.
Northern Entrance (boarding ground 'Bravo') - Pilots boards in a position two miles West of the Northern Fairway Buoy: Latitude: 28º41.8'S Longitude: 114º30.5'E Channel depth 9.1 m over LAT.
Environmental Limits for Pilot Transfer
Offshore wind to be less than 30 k
Total wave conditions to be less than 3 m
Sea state to be less than 2 m by day and 1.5 m by night
Berthing Priority
The Berthing Priority Code establishes the procedure for determining the order of access to the berth. It is essentially a first come first served system based on turn of arrival with Mid West Ports reserving the right to overrule that order if need be in the interests of wider port efficiency.
There are, however, certain circumstances where ships will be permitted to "Register" and then return at a later date provided the return is before the ship's turn occurs.
Shipping Movements
Mid West Ports Shipping Scheduler books all services (tugs / pilots / moorers) for inbound and outbound shipping movements no later than 1500 hrs the day prior to the expected movement.
Planned movements are able to be viewed on the Mid West Ports Authority website under Arrivals and Daily Port Requirements. While changes to times or cancellations can be made if greater than two hours notice is given, the addition of movements cannot be guaranteed.
MWPA Shipping Scheduler, ([email protected]) to be advised of shipping movements as follows:
- ETA - 48 hours, 24 hours, and 6 hours before arrival.
- ETD - 12 hours before; to be confirmed 4 hours before.
If stay is less than 12 hours - ETD to be advised 1 hour after arrival; to be confirmed 2 hours before departure.
Movements in Harbour - as for departures. Charges may apply if less than 2 hours notice of changes is given.
Anchoring
Arriving Vessels awaiting pilotage will be allocated an anchorage position that will be advised by their shipping agent.
Masters are cautioned that Geraldton anchorages are 'Moderate Holding Ground' on hard sand bottom and in certain extreme weather conditions it may be prudent to heave up the anchor and not rely on ground tackle to keep the ship safe off a lee shore.
Tidal Data
- Highest Astronomical Tide (HAT) - 1.2 Meters
- Mean sea level (MSL) - 0.57 Meters
- Lowest Astronomical Tide (LAT) - 0.0 Meters
Normal Bulk Cargo Vessels capable of using the port
- Handysize - 10,000 to 35,000 tones cargo, 100 to 182m LOA
- Handymax - 35,000 to 50,000 tones cargo, 180 to 210m LOA
- Panamax - 50,000 to 70,000 tones cargo, 210 to 225m LOA (229m subject to specific application)
Note: All vessels are subject to Port State Control records being checked.
Vessels longer than 225m are subject to a specific application and are not normally accepted
Ship Vetting Procedure
Normal Bulk Cargo Vessels capable of being fully loaded at the port - see DUKC below
- All Handysize and smaller
- Most Handymax
- Some Panamax (load approximately 60,000 to 65,000 tones of cargo - depending on sea state, individual vessel design and configuration)
Navigation Aids
The navigation aids required at the Port are installed and fully operational for day and night time operations.
Dynamic under Keel Clearance
Vessels with a draft exceeding 10 m will be subject to assessment of draft through the DUKC program. This system will calculate the maximum draft dependent on tide and swell conditions. Swells exceeding 2.5 m or a 15 s period may limit available draft. All parties are cautioned against making unrealistic commercial commitments that may prove impossible to keep in certain weather conditions.
It is most important to understand that swell is the greatest issue affecting drafts and that even quite small swells can cause some ships to roll heavily as they clear the breakwater. Larger longer period swells can cause ships to fall between troughs at the channel entrance. Both scenarios reduce under keel clearance.
The DUKC system is designed to provide certainty with regard to sailing drafts and as such is conservative when based on forecast weather inputs. This is to avoid the risk of ships being unable to sail if loaded too deep.
As sailing times draw closer DUKC changes over from forecasts to measured tide and swell and becomes progressively more accurate, generally offering deeper drafts.
MWPA recommends that parties seeking to maximise departure drafts plan to complete cargo 1.5 hours prior to sailing, if necessary returning with loading labour to complete the final two or three thousand tons.
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