Port Procedures and Information for Shipping, Cooktown Pilotage Area

Port Procedures and Information for Shipping Cooktown pilotage area October 2012

Table of contents

Section 1 Introduction...... 5 1.1 Introduction ...... 5 1.2 Purpose...... 5 1.3 Scope ...... 5 1.4 Authorities ...... 6 1.5 Definitions...... 6 1.5.1 Regional harbour master ...... 6 1.5.2 Delegate of the harbour master...... 6 1.5.3 Australian Maritime Safety Authority (AMSA)...... 6 1.5.4 Emergency...... 6 1.5.5 Far North Queensland Ports Corporation (FNQPC)...... 7 1.5.6 Under keel clearance (UKC)...... 7 1.5.7 Length overall (LOA)...... 7 1.5.8 Estimated time of arrival (ETA) and estimated time of departure (ETD)...... 7 1.5.9 Very high frequency (VHF) ...... 7 1.5.10 Pilotage exemption certificate (PEC)...... 7 1.5.11 Highest astronomical tide (HAT) and lowest astronomical tide (LAT)...... 7 1.5.12 International Maritime Organization (IMO) ...... 7 1.5.13 International Maritime Dangerous Goods Code (IMDG Code)...... 7 1.5.14 Ship movement...... 7

Section 2 Movement procedures ...... 8 2.1 General...... 8 2.2 Harbour contact details ...... 8 2.3 Pilotage ...... 8 2.3.1 Pilotage area...... 8 2.4 Ship movement reporting requirements...... 9 2.5 Passenger ship bookings...... 9 2.6 Requests for pilot ...... 10 2.6.1 Pilotage booking procedure...... 10 2.6.2 Notice required ...... 10 2.7 Pilot boarding arrangements...... 10 2.8 Pilotage reporting requirements for Torres Strait and Great Barrier Reef (GBR)...... 10 2.9 AUSREP...... 10 2.10 REEFVTS...... 11 2.10.1 Reporting ...... 11 2.11 Customs ...... 11 2.11.1 Customs and quarantine – yacht arrivals ...... 12

Section 3 Restrictions ...... 13 3.1 Ship size limits ...... 13 3.2 Speed limits...... 13 3.3 Under keel clearance ...... 13 3.4 Ship-sourced sewage...... 13 3.5 Channel depths ...... 13 3.6 Tidal streams...... 13 3.6.1 Tidal information ...... 14 3.7 Notices to Mariners ...... 14

Section 4 Communications...... 15 4.1 VHF communications ...... 15

Hard copies of this document are considered uncontrolled. Please refer to the Maritime Safety Queensland website for the latest version. Port Procedures and Information for Shipping Cooktown pilotage area – October 2012 Page 2

Section 5 Emergency procedures...... 16 5.1 Threat identification...... 16 5.2 Cyclone ...... 16 5.2.1 Cyclone warnings ...... 16 5.2.2 An advisory message from the Regional Harbour Master (Cairns)...... 16 5.3 Port Of Cooktown cyclone contingency plan ...... 17 5.3.1 Objective...... Error! Bookmark not defined. 5.3.2 Vessel communications and control centre...... Error! Bookmark not defined. 5.4 Tidal (storm) surge ...... 25 5.5 Flood ...... 25 5.6 Oil pollution ...... 25 5.6.1 Reporting ...... 25 5.7 Marine incidents ...... 26 5.7.1 Marine incident reporting ...... 26 5.8 Emergency contacts list ...... 27

Section 6 Dangerous goods ...... 28 6.1 General...... 28 6.1.1 Notification ...... 28

Section 7 Navigation procedures...... 29 7.1 Charts and publications...... 29 7.2 Cooktown Approaches – features and descriptions ...... 29 7.2.1 Approaches from the south east...... 29 7.2.2 Approaching from the north ...... 29 7.3 Leading lights and beacons ...... 29 7.3.1 Beacons – entrance channel ...... 29 (SPB = single pile beacon)...... 29 7.4 Berthing and vessel facilities...... 30 7.5 Anchoring restrictions...... 30

Section 8 Appendices ...... 31 8.1 Marine incident report (form 3071)...... 32 8.2 Arrival/departure report ...... 36 8.3 Notification of intention to load/unload/transfer dangerous goods...... 37 8.4 Notice of intention to book passenger vessel ...... 39 8.5 Vessel details report (new ship)...... 40

Table of amendments

Contact for enquiries and proposed changes. If you have any questions regarding this document or if you have a suggestion for improvements, please contact:

Contact officer: ...... Regional Harbour master (Cairns)

Address: ...... P.O. Box 1787, Cairns, Queensland 4870

Phone: ...... +61 7 4052 7412

Date Section Description Version August 2011 First issued 01.2011 21/12/2011 5.8 Altered MSQ Cairns contact number 02.2011 2.4 Added additional paragraph on Ship movement reported requirements 2.5 Repaired broken link to 8.4 14/03/2012 01.2012 5.8 Amended contact number for Cairns Water Police on Emergency Contact List 8.5 Updated email address on document 4/10/2012 5.3 Updated cyclone contingency plan for 2012/13 02.2012

Table of amendments

Section 1 Introduction

1.1 Introduction

Cooktown is situated about 91 nautical miles north of Cairns and is the most northerly port on the east coast of Australia. Today it is known as a community port, managed by the Far North Queensland Ports Corporation (Ports North) and is used mainly by fishing vessels, small passenger vessels and recreational craft. It provides a safe anchorage inside the harbour although it is often crowded with vessels.

1.2 Purpose

This publication defines the standard procedures to be followed in the Cooktown pilotage area.

Information contained in this publication is based on information available as at the latest date on the document control sheet at the start of this manual. Although every care has been taken to ensure that this information is correct, no warranty, expressed or implied, is given in regard to the accuracy of all printed contents. The publisher shall not be responsible for any loss or damage resulting from or caused by any inaccuracy produced herein.

1.3 Scope

These procedures are designed to include the requirements of the Transport Operations (Marine Safety) Act 1994, and complement the procedures of:  Department of Transport and Main Roads  Australian Maritime Safety Authority  Great Barrier Reef and Marine Park Authority  Royal Australian Navy  Australian Customs Service  Australian Quarantine and Inspection Service

 Cook Shire Council.

These procedures relate to ship movements within the jurisdiction of the Regional Harbour Master (Cairns) and delegate of the regional harbour master.

1.4 Authorities

The Transport Operations (Marine Safety) Act 1994 (section 88) states that; “a harbour master may direct the master of a ship to navigate or otherwise operate the ship in a specified way."

Maritime Safety Queensland, through the authority of the regional harbour master, has jurisdiction over the safe movement of all shipping within the pilotage area.

The Transport Operations (Marine Pollution) Act 1995 (section 68) states that “authorised officers have the following functions – a) to investigate discharges prohibited by this Act, b) to monitor compliance with this Act, c) to monitor transfer operations, d) to examine ships using coastal waters to minimise discharges, e) to take action to remove a pollutant discharged into coastal waters or to mitigate it’s effect on Queensland marine and coastal environment.”

The Great Barrier Reef Marine Park Act 1975 is the primary act in respect of the Great Barrier Reef Marine Park. It includes provisions which:  establish the Great Barrier Reef Marine Park  establish the Great Barrier Reef Marine Park Authority (GBRMPA), a Commonwealth authority responsible for the management of the marine park  provide a framework for planning and management of the marine park, including through zoning plans, plans of management and permits  prohibit operations for the recovery of minerals (which includes prospecting or exploration for minerals) in the marine park (unless approved by the GBRMPA for research)  require compulsory pilotage for certain ships in prescribed areas of the Great Barrier Reef region  provide for regulations, collection of environmental management charge, enforcement.

1.5 Definitions

1.5.1 Regional harbour master

The person authorised to give direction under the relevant provisions of the Transport Operations (Marine Safety) Act 1994.

1.5.2 Delegate of the harbour master

The Vessel Traffic Manager and Vessel Traffic Service Operators at the Cairns VTS Centre, reporting to the Regional Harbour Master (Cairns), with appropriate delegation to give direction under the relevant provisions of the Transport Operations (Marine Safety) Act 1994.

1.5.3 Australian Maritime Safety Authority (AMSA)

The Australian Maritime Safety Authority is the Commonwealth authority charged with enhancing efficiency in the delivery of safety and other services to the Australian maritime industry.

1.5.4 Emergency

Includes any marine related incident such as:  fire  explosion

 marine oil pollution  marine casualties (including stranding and collision)  ships requiring safe haven  natural disasters.

These emergencies may or may not incur injury, death, structural and/or environmental damage.

1.5.5 Far North Queensland Ports Corporation (FNQPC)

Far North Queensland Ports Corporation Ltd. (FNQPCL – trading as Ports North) is a statutory Queensland government owned corporation charged with overseeing the commercial activities in the port, including the maintenance of the port infrastructure

1.5.6 Under keel clearance (UKC)

UKC refers to the depth of water between the ship's keel and the sea or river bed.

1.5.7 Length overall (LOA)

LOA refers to the extreme length of a ship.

1.5.8 Estimated time of arrival (ETA) and estimated time of departure (ETD)

The estimated time of arrival or departure refers to the expected time of arrival or departure of a ship at or from a designated place.

1.5.9 Very high frequency (VHF)

Radio frequencies used for two-way radio telephone communication.

1.5.10 Pilotage exemption certificate (PEC)

Certificate granted to certain qualified masters who have satisfied the necessary requirements and are authorised to navigate their ships in the port limits without a pilot.

1.5.11 Highest astronomical tide (HAT) and lowest astronomical tide (LAT)

The highest astronomical tide and lowest astronomical tide are the highest and lowest levels respectively which can be predicted to occur under average meteorological conditions and under any combinations of astronomical conditions. These levels will not be reached every year. Highest astronomical tide and lowest astronomical tide are not the extreme levels which can be reached, as storm surges may cause considerably higher and lower levels to occur.

1.5.12 International Maritime Organization (IMO)

The world organisation charged with enhancing efficiency in the delivery of safety to the whole maritime industry.

1.5.13 International Maritime Dangerous Goods Code (IMDG Code)

The codes are published by the International Maritime Organization for the safe carriage, packing, handling, classing and transporting of dangerous goods.

1.5.14 Ship movement

A ship movement refers to the arrival, departure or removal of a ship.

Cooktown is not a first port of entry for foreign vessels; therefore, any foreign vessel entering Australia from any overseas destination must first clear customs and quarantine at either Cairns or Thursday Island or other nominated Australian ports.

Section 2 Movement procedures

2.1 General

Maritime Safety Queensland, through the authority of the harbour master, has jurisdiction over the safe movement of all shipping within the pilotage area.

The scheduling of ship movements is initiated by the agent submitting movement details for a vessel to Cairns VTS via the QSHIPS ship planning programme in accordance with this section.

2.2 Harbour contact details

Organisation Telephone Mobile Facsimile Email

Cairns VTS +61 7 4052 +61 7 4052 7470 [email protected] centre 7460

Regional +61 7 4052 [email protected]. Harbour Master +61 7 4052 7494 7427 au (Cairns)

[email protected]. Ports North +61 7 4052 +61 7 4052 3888 au (Cairns) 3853

Cook Shire 0407 577495

(Cooktown) (24/7)

Key agency contacts and general information are available at the Great Barrier Reef Marine Park website.

2.3 Pilotage

Pilotage is compulsory for:  A foreign flag ship that is LOA 35 metres or more.  An Australian flag ship that is LOA 50 metres or more.  A small ship less than 35 metres (the relevant ship) if: o it is combined with another small ship for propelling one of the ships o the total of the lengths of the ships is 50 metres or more o the master of the relevant ship has command of the combined ships.

All water depths refer to the lowest astronomical tide height. All positions in this manual are in WGS84.

All directions are referenced to true north.

2.3.1 Pilotage area The Cooktown pilotage area is the area of: (a) Waters at the high water mark consisting of the following:  the Endeavour River and connected waterways system from the head of navigation to the river mouth;  from the river mouth, the waters bounded by an imaginary line drawn from the high water mark on Monkhouse Point due North to the high water mark on the mainland at the Southern extremity of Indian Head.

(b) The navigable waters of rivers and creeks flowing, directly or indirectly, into the waters in paragraph (a).

2.4 Ship movement reporting requirements

All movements of ships 35 metres LOA or more are to be reported.

Sections 185 to 190 of the Transport Operations (Marine Safety) Regulation 2004 require that all ship movements for vessels 35 metres (LOA) or more within the Cooktown pilotage area are reported to Maritime Safety Queensland.

Vessels which call to the port on a regular basis may apply to Maritime Safety Queensland for an exemption to the above reporting requirement.

The report should be made using the ‘Arrival/departure report’ Form (see 8.2) and submitted to Cairns VTS at least 48 hours before the arrival movement and at least two hours prior to any subsequent movement.

Reports that cannot be made using the official form shall be made via telephone to the Cairns VTS office of Maritime Safety Queensland on +61 7 4052 7470 (24/7) or email [email protected]

2.5 Passenger ship bookings

Prior to submitting a report of arrival and departure for a passenger vessel a Notice of intention to book passenger vessel (8.4)Error! Reference source not found. form must be completed and sent to Cairns VTS in sufficient time for an appropriate forward assessment of the proposed voyage to be conducted. Please ensure that the proposed maximum draught details are included.

These assessments are conducted with the assistance of a vessel assessment model developed for the port. In order that the vessel data on which these assessments are based is appropriate it is vital that a Vessel details report (new ship) 8.5) is completed as accurately as possible and submitted for the vessel under consideration. The vessel movements must be reported in accordance with 2.4.

2.6 Requests for pilot

A pilotage service is provided by Maritime Safety Queensland (Cairns) for ship arrivals, departures and movements within the pilotage area.

2.6.1 Pilotage booking procedure

In order to ensure the services of a pilot, masters of ships should fax the completed form (see section 8.2 and 8.4 as appropriate) or telephone the office of Maritime Safety Queensland at Cairns VTS at least 48 hours prior to arrival at the pilot boarding ground.

Radio contact should be made with Cooktown Harbour on VHF channel 16, 30 minutes prior to arrival at the pilot boarding ground confirming the arrival time.

Exempt masters are to call Cooktown Harbour 30 minutes prior to entering the port.

2.6.2 Notice required

Ships requiring the services of a pilot are required to submit arrival, removal and departure notices no less than the indicated number of hours prior to the desired movement.  Arrivals 48 hours  Removals 24 hours  Departures 24 hours

2.7 Pilot boarding arrangements

The pilot boarding ground is situated at a position two nautical miles east of the harbour entrance in position latitude 15° 27·0’ S longitude 145° 18·0’ E.

No pilot vessel is available at this port; pilot transfers are usually provided by the vessel’s own tender.

2.8 Pilotage reporting requirements for Torres Strait and Great Barrier Reef (GBR)

All merchant vessels 70 metres in length and over and all oil, gas and chemical tankers irrespective of size are required to take a licensed marine pilot when transiting the Torres Strait and Great North East Channel. Pilotage is also required for these vessels transiting the Inner Route from Cape York to Cairns Roads and for transit of Hydrographers Passage. Significant penalties apply for non-compliance.

Full details can be found in Marine Notice 8/2006. Maximum draught for transit is 12·2 metres; vessels with a draught >10 metres will be advised of the required tidal window by the pilotage company.

Refer to Reef Guide – A ship master's handbook to the Torres Strait and the Great Barrier Reef for further information.

2.9 AUSREP

Participation in the Australian Ship Reporting System (AUSREP) is mandatory for all the following vessels while in waters adjacent to the Australian coastline extending out to the meridian of 163º 00'E:  All Australian registered ships engaged in interstate or overseas trade and commerce, while in the AUSREP area.  Ships not registered in Australia, but engaged in the coasting trade between Australia and an external territory, or between external territories whilst in the AUSREP area.  Ships not registered in Australia, but demised under charter parties to charterers whose residences or principal place of business are in Australia, whilst in the AUSREP area.

 Foreign ships other than the abovementioned ships, from their arrival at their first Australian port until their departure from their final Australian port, however they are encouraged to participate in the scheme from their arrival in the AUSREP area.  Australian fishing vessels proceeding on overseas voyages while in the AUSREP area, but not including those vessels operating from Queensland ports, which may call at ports in Papua New Guinea as an incidental part of their fishing operations.

2.10 REEFVTS

REEFVTS is the name given to the mandatory ship reporting system (SRS) operated under joint federal and state arrangements between MSQ and the Australian Maritime Safety Authority (AMSA) from the ship reporting centre at Townsville. The purpose of REEFVTS is to enhance navigational safety in the Torres Strait and the inner route of the Great Barrier Reef which encompasses the Whitsunday region.

The following vessels are required to report to REEFVTS:  All vessels of 50 metres or more in overall length.  All oil tankers, liquefied gas carriers and, chemical tankers or ships coming within the INF Code regardless of length.  Ships engaged in towing or pushing where it or the ship being pushed or towed is from one of the above categories or where the length of the tow is 150 metres or more.

The SRS applies to all ships in the above categories irrespective of whether they are on overseas, interstate or intrastate voyages. This regulation does not apply to any warship, naval auxiliary or government vessel but they and all other vessels not mentioned above are encouraged to report.

2.10.1 Reporting

When approaching the REEFVTS area vessels are required to provide a pre-entry report at least two hours prior to entering the area or departing from a port within the REEFVTS area. An entry report must be made in respect of a ship as soon as it enters the REEFVTS area or departs from a port within the REEFVTS area. Information received will include ship name, intended route, cargo, draughts and other supplementary information. The amount of information required will depend on whether the vessel has already provided a sailing plan to AUSREP.

Automatic position reporting (APR) via Inmarsat-C is the primary mechanism for ships to provide intermediate position reports. REEFVTS will generally carry out APR remotely without any intervention by a ship's crew. Ships fitted with first generation Inmarsat-C terminals that do not support remote programming, will be required to be programmed onboard for intermediate position reports to be sent automatically.

Mariners are requested to ensure the vessel's Inmarsat-C terminal is logged into the Pacific Ocean region (POR). If a ship is unable to provide Intermediate position reports via APR, brief position reports must be provided on an hourly basis or as advised by REEFVTS. Coastal pilots are required to report to REEFVTS when embarking or disembarking a ship in the REEFVTS area.

Ships are reminded to maintain a listening watch on the appropriate VHF channel frequency for the section of the reef that they are travelling in.

2.11 Customs

(Source: Australian Customs Service (ACS))

Vessels arriving from overseas must submit their documentation 48 hours prior to the nominated date of arrival. If the voyage from the last port is likely to take less than 48 hours then the report is required at least 24 hours before the estimated time of arrival.

All Australian Customs Service forms may be accessed on their web site

2.11.1 Customs and quarantine – yacht arrivals

All yachts arriving in Queensland from overseas must first proceed to a designated port of entry for customs and quarantine clearance at Cairns, Weipa, Thursday Island, Townsville, Mackay, Gladstone, Bundaberg or Brisbane.

At Cairns they should provide prior details to:

Customs: Smallcraft Officer, AAC Building, Cairns International Airport, Qld 4870

Phone: office hours – 07 4052 3580; after hours – 0419 778 990

Email: [email protected]

Radio: VHF channel 16 (Monday to Friday)

Quarantine: AAC Building, Cairns International Airport, Qld 4870

Phone: office hours – 07 4030 7800; after hours – 0417 749 256

Facsimile: 07 4035 9578

The boarding station for arrival will be as directed by customs or the port authority; complete details are available on the Australian Customs Service website.

Section 3 Restrictions

3.1 Ship size limits  Overall length limit ...... 80 metres LOA  Maximum draught...... subject to declared depths and tide  Under keel clearance...... 0.5 metres

Cairns is the standard port for Cooktown in the Queensland Tide Tables.

3.2 Speed limits

Speed is restricted to 6 knots no wash from the Fishing Club Lease (approximately 250 metres from the berth) to the berth.

The Endeavour River upstream of the town boat ramp has a 40 knot limit however, rules in regard to a ship’s wash limit larger vessels to manoeuvring speeds only (see below text).

Under the provisions of the Transport Operations (Marine Safety) Act 1994 a person must not operate a ship at a speed at which the ships’ wash can cause a marine incident or damage to the shoreline. As a general principle, vessels over 20 metres LOA should travel at speeds up to 10 knots within smooth water limits where the speed limit is set at 40 knots. A controlled speed limit of six knots no wash is enforced within 250 metres of the main berths.

3.3 Under keel clearance

Minimum under keel clearance:  Entrance Channel – 0.5 metres  Smooth waters of the Endeavour River – 0.5 metres

3.4 Ship-sourced sewage

Under the provisions of the Transport Operations (Marine Pollution) Act 1995 it is an offence to discharge untreated or treated sewage in certain areas throughout the Cooktown Pilotage Area. Contact the office of Maritime Safety Queensland, Cairns or visit the Maritime Safety Queensland website for more information.

3.5 Channel depths

Designed depth Depth as at July Location (lowest astronomical 2009 tide)

Outer Channel 3.1 metres 2.1 metres

Public Wharf 4.0 metres 4.0 metres Swing Basin 2.5 metres 2.5 metres` Table 1 – channel depths

This table shows minimum design depths; the latest survey information may be sourced from the Notices to Mariners on the Maritime Safety Queensland website.

3.6 Tidal streams

The last half of the rising tide sets to the west across the entrance to the port. The rate can reach between two and three knots at spring tides.

During times of heavy rain and minor flooding, expect these velocities to marginally increase.

3.6.1 Tidal information

Tidal data may be obtained from the Department of Environment and Natural Resources website

3.7 Notices to Mariners

Maritime Safety Queensland publishes Queensland Notices to Mariners on an as-needed basis to warn vessel operators of navigation hazards, faulty aids to navigation and/or changes to aids to navigation, flare demonstrations, change of channel depths and any other relevant information.

The notices are published on the agency’s website www.msq.qld.gov.au and follow the link to Notices to Mariners.

Section 4 Communications

4.1 VHF communications

Cooktown Harbour provides monitoring of VHF channel 16/14 and 21.

A local Volunteer Marine Rescue group (VMR 416) is manned from 0600–1800 on weekends and public holidays and provides radio coverage on VHF channels 16 and 21 and 2524, 4125 and 6215 on HF radio. They may also be contacted on +61 7 4069 5655 during these hours.

HF radios have a greater communication range if travelling long distances from shore. Queensland HF services cover coastal waters to a minimum of 200 nautical miles seaward from a site located at Cairns (call sign: ‘coast radio Cairns’). HF channels 4125, 6215 and 8291 are monitored 24 hours by Coast Radio Cairns and Coast Radio Gladstone, for distress and safety traffic. Navigation warnings are broadcast on HF 8176 at 0957 and 2257 EST from Cairns and 0857 and 2157 EST from Gladstone.

The Cairns Coast Water Police can be contacted on +61 7 4057 3577 usually during business hours and on weekends.

Section 5 Emergency procedures

5.1 Threat identification  Cyclone  Storm  Tidal (storm) surge  Flood  Fire (marina or ship underway)  Oil pollution

5.2 Cyclone

Severe cyclones can produce destructive winds, heavy rainfall causing flooding and damaging storm surges that can cause inundation of low lying areas and higher tidal water levels than predicted.

The probability of a cyclone striking the far north Queensland region is at its greatest between the months of November to April.

5.2.1 Cyclone warnings

A Tropical Cyclone Warning Centre is located at the Bureau of Meteorology office in Brisbane. The weather bureau has in place a cyclone category system which identifies the severity of a cyclone and provides definitions of wind strength and possible damage.  Category 1 – wind strength less than 68 knots  Category 2 – wind strength 68 to 90 knots  Category 3 – wind strength 90 to 120 knots  Category 4 – wind strength 120 to 150 knots  Category 5 – wind strength more than 150 knots

A tropical cyclone advice is issued when it is likely that gale force winds will impact the coast. There are two types of warnings in place.

Cyclone watch – issued if gale force winds are expected within 24 to 48 hours.

Cyclone warning – issued if gale force winds are expected within 24 hours.

5.2.2 An advisory message from the Regional Harbour Master (Cairns)

The frightening intensity of cyclones can cause widespread destruction and devastation. The commencement of the cyclone season on 1 November means it is imperative all north Queenslanders prepare for the possibility of one of these storms affecting the local area.

With timely awareness and adequate preparation, it is possible to ’ride out’ a cyclone, with little or no damage. To minimise the risks, a cyclone contingency plan for the port of Cooktown has been developed and refined. This plan is activated once the threat of a cyclone exists.

The prime objective is to organise the orderly removal of vessels from their normal moorings to more sheltered locations or, in the case of large vessels, to sea. The creeks and waterways off the Endeavour River, within the mangrove areas, offer the best shelter/protection for small vessels.

To facilitate the successful evacuation of the port area, all boat owners should familiarise themselves with the cyclone contingency plan early. All vessels within the port are required to notify Cook Shire Council of any changes to the following:

 vessel ownership

 residential address

 contact telephone numbers.

This up-to-date contact information is vital for an immediate response to any port emergency. Failure to provide correct details of vessel ownership is an offence under the Transport Infrastructure (Ports) Regulations 1994. Correct information will allow all authorities to initiate the appropriate evacuation procedures early. Unless unavoidable, all owners of vessels should ensure their vessel is capable of moving without assistance during the cyclone season. Failure to do so may cause an owner to incur towage expenses.

The regional harbour master will direct the evacuation of the port with the assistance of personnel from the Cook Shire Council, Police, Coast Guard and Queensland Boating and Fisheries Patrol to regulate and control the movements of vessels.

Vessels must proceed as far as possible upstream in the designated shelter areas so as not to impede the progress of others. It is also important to be alert during the ‘eye’ of the cyclone as a period of calm may be experienced before the winds resume from the opposite direction. Vessels should not return to their normal berths until officially advised it is safe to do so.

The best protection against the destructive forces of cyclones is to be prepared for them.

5.3 Port of Cooktown cyclone contingency plan Date issued: October 2012

Introduction The recent extreme weather throughout Queensland has highlighted the need for awareness and vigilance to the risks such events present to maritime operations.

Maritime Safety Queensland has built on these recent experiences and is reissuing its contingency plans to ensure stronger resilience from the maritime community. Timely awareness and adequate preparation will reduce the impact of such events.

This extreme weather event contingency plan for Cooktown sets out the particular arrangements for this region.

Cooktown is particularly exposed to risks posed by extreme weather, principally tropical cyclones.

The local topography of the port offers limited protection from extreme weather and hence the prime intent of the plan is to organise the orderly removal of vessels from their normal moorings to more sheltered locations or, in the case of large vessels to sea.

With timely awareness and adequate preparation, it is possible to ‘ride out’ a cyclone, with little or no damage. To minimise the risks, a cyclone contingency plan for the Port of Cooktown has been developed and refined. This plan is activated once the threat of a cyclone exists.

Even if you are an experienced mariner, we encourage you to read this plan and familiarise yourself with its requirements. The contingency plan requires you to think about your own planning in this context and to be prepared to enact this plan if required.

Remember, the best protection against extreme weather events is to plan for such eventualities and respond accordingly.

Patrick Quirk Captain Michael Barnett Executive Director Regional harbour master Maritime Safety Queensland Cairns region

Objective of this plan The overall objective of this plan is to provide for the safety of vessels and their operation during extreme weather events. Personal safety is of prime importance at all times.

An extreme weather event may require the evacuation of the port. In such instances, the Regional Harbour Master’s objective is to have the port area evacuated and for all vessels to have enacted their own safety plans between forty eight and six hours before the event impacts. The plan is to organise the orderly removal of vessels from their normal moorings to more sheltered locations or, in the case of large vessels to sea. The creeks and waterways off the Endeavour River, within the mangrove areas, offer the best shelter/protection for small vessels.

All vessels, other than those being used for emergency purposes are to evacuate and clear the port area. Owners should be aware that, should they leave their vessel in the port area, they may be liable to prosecution and, additionally, be held accountable for any damage that their vessel may cause or incur to other infrastructure.

Masters should be aware of the sudden onslaught of cyclones during the wet season and should take adequate precautions to have their vessels ready to depart at short notice. When the meteorological office advises that a strong tropical depression or cyclone is likely to form, Masters will put their vessels on standby to sail. The regional harbour master’s requirements for clearing the port of large vessels will generally be:  Wind speeds must not have reached 30 knots.  Ships must be able to sail, for example, machinery working and crew on board.  The ship must be in a suitable trim to sail.  The ship’s deepest draft must give suitable clearance when sailing.

Master’s and owner’s responsibility in regard to this plan Masters and owners of vessels have an obligation under the Transport Operations (Marine Safety) Act 1994 at all times to take appropriate precautions for the safety of their vessels, passengers and crew.

In extreme weather conditions, the regional harbour master may give directions in relation to the operation and movement of vessels within their jurisdiction. Masters and owners are required to follow such directions.

Masters and owners need to familiarise themselves with this plan, determine the most appropriate safety plan for their vessel and respond in accordance with any directions. Masters and owners are also required to monitor developments to ensure that they have the most up-to-date information on weather conditions and any directions in place. Masters and owners are required to notify Maritime Safety Queensland of any changes to the following:  vessel ownership  residential address  Contact telephone numbers.

Unless absolutely unavoidable, all owners of vessels on the water should ensure their vessel is capable of moving without assistance, particularly during recognised extreme weather event peak seasons (for example cyclone seasons). Failure to do so may

present an unacceptable hazard to the vessel, as well as other vessels and infrastructure. This may cause an owner to incur towage expenses.

If you are unable to attend to your vessel for any significant duration, particularly during the tropical cyclone season, you should make arrangements with a person that can act on your behalf in the event of an extreme weather event. That person will be responsible to implement your safety plan. Local contact person must attend to the vessel no later than when a yellow alert has been declared for the port of Cooktown and make appropriate preparations.

Extreme weather procedures in detail In the event of an extreme weather event threat the regional harbour master will take the following action:  Ensure that vessels are advised of relevant warnings and response requirements.  Ensure that shipping complies with the response requirements.  Restrict the movement of vessels if necessary.  Direct, monitor or oversee the evacuation of the port if applicable.  Close and reopen the port if necessary.

These actions will be enacted over four distinct phases that allows for the development of appropriate responses to the threats faced.

Phase 1: Extreme weather event watch – prevention An extreme weather event watch will be issued when an extreme weather event or developing event is likely to affect the area within 48 hours, but not expected to impact the area within 24 hours. This phase is a critical time for masters and owners to plan and prepare for the impact of the event.

During this period, masters and owners (or their representatives) should review their safety plans and address any matters outstanding (for example fuel).

Phase 2: Extreme weather event warning – preparedness An extreme weather event warning will be issued when an extreme weather event or developing event is likely to affect the area within 24 hours. This phase is critical for masters and owners to complete all preparations in an orderly manner prior to the event occurring.

The Regional Harbour Master (Cairns) will direct the evacuation of the port with the assistance of personnel from Police, Volunteer Marine Rescue and Queensland Boating and Fisheries Patrol to regulate and control the movements of vessels. Vessels must proceed as far as possible upstream in the designated shelter areas so as not to impede the progress of others. It is also important to be alert during the ‘eye’ of the cyclone as a period of calm may be experienced before the winds resume from the opposite direction. Vessels should not return to their normal berths until officially advised it is safe to do so. The best protection against the destructive forces of cyclones is to be prepared for them.

See the accompanying chartlet (Appendix A).

The port has established a three tier alert status.

Yellow alert – destructive winds forecast within 24 hours.  Suspend all cargo or trading operations and obtain a situation report on state of operations including draft and so on.  Inform ships’ masters of situation and place a short notice to sail.  Obtain information on length of time to bring ships to a readiness to sail.  Inform Regional Harbour Master (Cairns) of situation and ascertain suitable sailing times, draft requirements, and so on.  If time permits, resume cargo, trading operations or ballast operations. Bring ship to satisfactory handling trim and safe transit draft.  Small vessels move to designated cyclone mooring areas of the creeks and waterways off the Endeavour River within the mangrove areas.

Note: When conditions are deteriorating, every endeavour will be made to accommodate the working of cargo in the available time, allowing for tidal constraints.

Blue alert – destructive winds forecast within 12 hours.  Sail all ships (note: It may already have been necessary to have sailed some ships due to tidal conditions).  In the event that a ship cannot sail, arrange linesmen, instruct master to take standard cyclone precautions.  On water authorities prepare to depart.  All small vessels should be moored in their designated area and final preparations and tying off completed.

Note: The anchoring of large vessels upstream is not recommended due to tidal surges that could inundate the area, which, with high winds, may well strand vessels inland of the river system, making any salvage extremely difficult.

Red alert – destructive winds forecast within six hours.  Port closed

Vessels are not to leave their cyclone moorings until the official all clear is given by the Regional Harbour Master (Cairns).

Phase 3: Actual extreme weather event – response By this phase, all vessels are expected to have enacted their vessel safety plans noting that the port is likely to be closed and/or vessel movements restricted commensurate with the threat to safety of vessel movements or the environment.

Mariners should maintain a listening watch on VHF frequency 16 and follow advice/directions from Cairns vessel traffic service, or REEF vessel traffic service.

It is also important to be alert during the ‘eye’ of the cyclone as a period of calm may be experienced before the winds resume from the opposite direction.

Phase 4: After the extreme weather event has passed - Recovery The regional harbour master will assess residual risks and determine the actions needed to be addressed. Do not assume that as the extreme weather event has passed, it is now safe to move your vessel.

Vessels are not to leave their cyclone moorings until the official all clear is given by the regional harbour master.

Mariners should maintain a listening watch on VHF frequency 16 and follow advice/directions from Cairns Vessel Traffic Service, (Callsign Cairns VTS), or REEF vessel traffic service (on behalf of Cairns VTS).

Movements can be at the RHM’s discretion and can be in stages including limited to internal port movements until the channel or areas within the port are deemed safe.

Port closure The regional harbour master may close the port, wholly or in part, or restrict the movement of vessels in the pilotage area, commensurate with the threat to the safety of shipping or the environment. This can occur at any time prior to the extreme weather event but it is most likely to occur six hours prior.

The closure of the port or restriction on vessel movements will, as far as practical, be implemented in consultation with key authorities and in a timely manner in order to minimise risks.

Reopening of the port

The pilotage area will not be re-opened until the regional harbour master is satisfied that all danger has passed, and the pilotage area is safe for vessels to re-enter or exit.

The vessel traffic services centre will coordinate the safe movement of vessels following the opening of the pilotage area in accordance with normal practice. Berths will be re- opened and operations resumed when structural assessments have been completed and wind and sea conditions are within operational limits.

Communication The successful implementation of this plan relies on high quality communication of information and directions.

From the commencement of Yellow Alert, the Cooktown Police Station will become the Cooktown emergency control centre (ECC). The ECC will monitor VHF channel 16/27Mg channel 88 and telephone 4069 5320.

The ECC will relay messages from the Regional Harbour Master (Cairns) and act as co- ordination and control centre. Once in position, all vessels are to contact the ECC and advise them of the area in which they are moored and how many people will be remaining on board. If a vessel is to be left unattended, its owners are to advise the control centre of their contact telephone numbers. To ensure an orderly evacuation, the following schedule is to be observed when announced by the Regional Harbour Master (Cairns) over VHF channel 16.

Key contacts

Name Contact number Regional harbour master 07 4052 7412 Cooktown Police Station 07 4069 5688 Vessel traffic services 1300 551 899

Key websites Detailed weather updates: www.bom.gov.au MSQ website www.msq.qld.gov.au

Appendix A

Maritime extreme weather contingency plan – Cooktown

Appendix B

Your safety plan The master or owner’s responsibility is at all times to take appropriate precautions for the safety of their vessels, passengers and crew.

All masters and owners should have developed a vessel safety plan in response to extreme weather events. The plan should take into account the most likely risks arising from the hazards presented for your region.

You should trial your plan to ensure that it can be enacted competently and rapidly. Do not wait until the last minute to plan and prepare your response to extreme weather risks.

General considerations A well prepared vessel with fully functional equipment is a key element to a successful safety plan.

 Ensure that your vessel is in a seaworthy state Maintain your vessel to ensure that deferred maintenance does not compromise the seaworthiness of your vessel at critical times. Check that all bilge pumps are operational and that all self-draining openings are clear and will remain so. Make sure all safety equipment is available, in working order and up-to-date where applicable (for example flares). Check all cleats and associated fittings for integrity. Generally, mooring lines are stronger than these. Keep storm anchors, spare warps and spare fenders ready at hand but well secured to prevent them creating a potential hazard in the event you must move the vessel. Securely stow all loose items. Secure all hatches and vents. Provision your vessel with fresh water, food and fuel and ensure that the batteries are charged.  Ensure your mooring arrangements are up for the job at hand Check all mooring lines and warps for chafing and deterioration and replace if necessary. Man- made synthetic fibres such as polyethylene, polypropylene and polyester deteriorate in the sunlight and may show little signs of deterioration prior to failure. You should have a schedule worked out to replace mooring lines in accordance with manufacturer’s recommendations. Allow for a sufficient number of mooring lines so that you can double up your mooring arrangements. Have sufficient fenders for the anticipated mooring arrangements. Check anchor chains, shackles and anchor warps for wear and replace if necessary. If you intend to utilise a swing mooring, ensure that the mooring chain has been recently inspected. Be aware that flooding events resulting from extreme weather events may result in build-up of debris around the mooring chain, compromising the integrity of the mooring arrangement.  Reduce wind loadings Remove all deck gear including lifebuoys, dodgers, bimini covers, clears, and so on and store below. Remove sails, self-furling sails and covers. If this is not possible, double wrap or tie these components in such a way that the wind cannot tease any ends out and allow flapping of gear to commence.  Secure your tender Ideally, tenders should be stored in dinghy lockers, garaged, or deflated and stowed if applicable. If stored with the vessel, tenders should be securely lashed inverted on deck to prevent filling with water – do not contemplate towing tenders. If left on purpose built davits, tenders should be cleaned out and securely lashed and bungs removed.

Marina-based safety plans Marina-based plans may be appropriate for your region. You should note that the design and construction of marinas requires the consideration of the likely range of weather conditions that might be experienced so that the overall structures would withstand the expected loads including storm surge while vessels are moored in the berths.

Notwithstanding the care, which was taken in establishing design and construction criteria that were considered to be appropriate, no guarantee can be given that the structures are capable of maintaining their integrity in the complete range of extreme weather conditions. Remember vessels are moored at owners’ risk and it is the owner’s prerogative to move their vessel if they feel insecure in the marina, noting that any vessel movement should occur in line with the extreme weather contingency plan for the port.

In addition to the general points made above, marina-based safety plans need to consider the

following issues. It is important that you discuss this with your marina management to understand their requirements so that your plan is consistent with marina operations:

 The loadings on marina berths Some marinas allow for berths to remain occupied provided the berth has a pontoon equivalent to the LOA of the vessel occupying it. Vessels may also be allowed to bear against the fingers/pontoons noting that suitable or additional fendering is likely to be required.  Mooring considerations. Double up mooring lines, by running duplicated ropes to alternative bollards. Do not run duplicates to the same bollards –a single bollard failure should not release the craft from a safe mooring arrangement. The duplicate lines should be in good condition and run slightly slack to ensure that they are only required to work in the event of the chafing through the primary mooring lines. Vessels should not be secured to piles as this prevents pontoons moving with tidal and surge movements. Take particular care to protect against chafing. Ensure lines are made fast to substantial boat parts, for example mast steps, winches and so on, bearing in mind cleats are known to have been torn out of decks. Do not use chain to secure your boat to pontoon bollards. Chains have no ability to stretch, where ropes have a certain amount of give. Some marinas allow for anchors to be lowered in the marina berth to the sea bottom. Ensure there is enough slack to rise and fall of the vessel due to swell and storm surges. If the master or owner elects to stay onboard with the vessel, any mooring lines should be adjustable from onboard and sufficiently taut to ensure the vessel and pontoon move as one.  Other factors You are likely to be required to disconnect all shore power leads and water hoses. Some marinas have particular arrangements for the stowage of vessel tenders. You may need Marina management may determine the time when personnel are barred from the pontoons and/or hardstand areas. Ensure that you abide by any such direction.

Hard stand storage Hard stand storage is a viable alternative for trailer vessels or vessels undergoing maintenance. Hardstand storage may have the additional considerations:  Windage is considerably increased through hardstand storage, take particular care to secure and stow all deck items. Place the vessel head to the wind if possible.  Ensure wheels are chocked and trailer brakes applied.  Attach the trailer to the nearest strong point(s).  Flying debris, particularly in the hardstand areas, may be lethal.

5.4 Tidal (storm) surge

Potentially the most destructive phenomenon associated with cyclones that make landfall is the storm surge. Storm surge is a raised dome of water about 60 to 80 kilometres across and typically about two to five metres higher than the normal tide level.

The worst possible scenario arises when a severe cyclone crosses a coastline with a gently sloping seabed at or close to a high tide. Wave action on top of the storm tide can raise the water level even further producing a battering effect on vulnerable structures.

5.5 Flood

A major flood is often the result of a cyclone or winter low causing massive amounts of rain to fall in a relatively short period. Catchment areas, creeks and rivers and drainage systems are unable to cope with the large amount of water, resulting in flooding.

The region’s catchment areas flow into the Endeavour River increasing the velocity of the ebb tide by as much as five knots. Floating debris is carried downstream placing pressure on marine structures which results in damage to exposed marina berths and floating infrastructure.

5.6 Oil pollution

The Transport Operations (Marine Pollution) Act 1995 is designed to protect Queensland's marine and coastal environment by minimising deliberate and negligent discharges of ship-sourced pollution. Discharges of oil, noxious liquid substances, sewage and garbage (MARPOL annexes I, II, lV and V) from ships are prohibited in Queensland coastal waters and pilotage areas.

Maritime Safety Queensland has the authority to detain any vessel suspected of causing marine pollution and to intervene where there is imminent danger to the coastline.

5.6.1 Reporting

Section 67 of the Transport Operations (Marine Pollution) Act 1995 requires the master of a ship to report a discharge, or probable discharge, without delay.

All pollution incidents occurring in the Cooktown pilotage area or waters immediately adjacent are to be reported to Cairns VTS on VHF channel 16 or by phone on +61 7 4052 7470 (24 hours).

The following details should be provided in a report of marine pollution:  date/time of incident  location (latitude, longitude and/or physical site)  report source and contact number  nature, extent and estimated quantity of spill  type of oil or description  spill source and point of discharge from source  identity and position of nearby ships or name of alleged polluter  nature and extent of spill and movement and speed of spill  local weather, tide and sea conditions  whether a sample of the substance spilled has been collected  any additional information that relates to the spill.

Pollution is an offence – whether your boat is large or small, it is an offence to deliberately discharge oil or chemicals into Queensland's coastal waters. Under the Transport Operations (Marine Pollution) Act 1995 severe penalties apply.

5.7 Marine incidents

Under the Transport Operations (Marine Safety) Act 1994 a marine incident is classified as an event causing or involving:  the loss of a person from a ship  the death of, or grievous bodily harm to, a person caused by a ship's operations  the loss or presumed loss or abandonment of a ship  a collision with a ship  the stranding of a ship  material damage to a ship  material damage caused by a ship's operations  danger to a person caused by a ship's operations  danger of serious damage to a ship  danger of serious damage to a structure caused by a ship's operations.

5.7.1 Marine incident reporting

A marine incident must be reported to a shipping inspector within 48 hours of the incident occurring, unless there is a reasonable excuse. Shipping inspectors are marine safety officers (located at Maritime Safety Queensland regional offices) and officers of Queensland Water Police and Queensland Boating and Fisheries Patrol. If you are unable to access one of these offices, contact a shipping inspector by phone. They will advise you what to do next.

The report must be made on the approved Marine incident report (form 3071). These forms are also available from Department of Transport and Main Roads customer service centres, Maritime Safety Queensland regional offices, Queensland Boating and Fisheries Patrol and Water Police offices. This form is used to report all incidents, no matter the type of ship involved.

The form may be completed with the assistance of a shipping inspector to ensure the information is accurate, unbiased and as reliable as possible. It is important that the form is filled in completely, with the incident described in as much detail as possible. The shipping inspector who receives the form will check to ensure it has been correctly completed.

If the initial report is not made in the approved form, the owner or master must make a further report to a shipping inspector in the approved form as soon as possible. The master would normally report a marine incident but the owner would report if the master, for some justifiable reason, was not able to make the report. Each marine incident reported will be investigated by a shipping inspector and the results of the investigation reported in the approved form.

Section 124 of the Transport Operations (Marine Safety) Act 1994 requires ship’s masters to assist if a marine incident involves two or more ships. The master of each ship involved in the marine incident must, to the extent that they can do so without danger to the ship or persons on board the ship:  give the other ship involved in the incident, its master and persons on board the ship the help necessary to save them from danger caused by the marine incident  stay by the other ship until no further assistance is required  give the master of the other ship reasonable particulars adequate to identify the ship and its owner.

Section 129 of the Transport Operations (Marine Safety) Act 1994 requires the master of a ship to promptly report dangers to navigation including, an abandoned ship, a damaged aid to navigation, severe weather conditions and so on.

5.8 Emergency contacts list

Contact number – Contact number – after Agency or service Location business hours hours or emergency Cooktown Port Manager 0407 577495 (24/7) Cairns Water Police Cairns +61 7 4035 1733 000 Cooktown Police Cooktown +61 7 4069 5320 000 Queensland Fire and Rescue Cooktown +61 7 4069 5444 000 Queensland Ambulance +61 7 4069 5294 Cooktown 000 Service Maritime Safety Queensland Cairns + 61 7 40527400 + 61 7 40527470 Great Barrier Reef Marine Cairns +61 7 4051 7132 Park Authority (GBRMPA) Queensland Boating and Port +61 7409 95160 Fisheries Patrol (QBFP) Douglas Queensland Parks and Wildlife Cairns +61 7 4046 6601 Australian Customs Cairns +61 7 4052 3500 Australian Quarantine and Canberra 1800 020 504 Inspection Service (AQIS) Australian Maritime Safety Canberra 1800 641 792 Authority (AusSAR) Cook Shire Council Cooktown +61 7 4069 5444 Volunteer Marine Rescue Cooktown VHF 16, 14, 21 000

Table 3 – emergency contact list

Section 6 Dangerous goods

6.1 General

Maritime Safety Queensland and the Department of Transport and Main Roads, as well as other relevant authorities in the Cooktown pilotage area, subscribe to, observe and operate under the codes and guidelines of:  Association of Australian Port and Marine Authorities – Dangerous Substances Guidelines  International Maritime Organization – IMDG Code  Australian Maritime Safety Authority – Australian annexe to the IMDG Code.

6.1.1 Notification

Dangerous goods must not be brought into, or handled in the pilotage area until notification is provided in the approved format and has been communicated to the office of Maritime Safety Queensland, Cairns.

Notification must be:  in writing to include the ship’s dangerous goods manifest or other approved form  received not less than 48 hours before the ships arrival at the pilot boarding ground  vessels departing must lodge a report at least three hours prior to departure.

Ships operating within the Cooktown pilotage area are to be familiar with the provisions of Division 13 of the Transport Operations (Marine Safety) Regulation 2004 when handling or transporting dangerous goods.

Section 7 Navigation procedures

7.1 Charts and publications

Recommended charts for the Cooktown region include:  AUS 270 Plans in Queensland (Sheet 2)  AUS 831 Low Isles to Cape Flattery  AUS 832 Cape Flattery to Barrow Point  AUS 4060 Australasia and adjacent waters

The Australian Seafarers Handbook AHP 20

Admiralty Sailing Directions – Australia Pilot Volume lll

7.2 Cooktown Approaches – features and descriptions

7.2.1 Approaches from the south east

The recommended approach from the south east is via the inner route through the Great Barrier Reef outside Cowlishaw and Dawson Reefs. Blackbird Patches to the south east of the Endeavour River Entrance has least depths of 1.1 metres at LAT. From a position 4.5 miles to the east of Grassy Hill, a conspicuous landmark at the entrance, steer a course in a WNW’ly direction to the pilot boarding ground.

7.2.2 Approaching from the north

When approaching from the north, from a position 1.5 miles to the east of South Cape Bedford a course may be steered direct to the pilot boarding ground; Mount Cook (430 m) is a conspicuous landmark in line with the pilot boarding position. A current of approximately 0.5 knots generally sets towards the coast in this area.

7.3 Leading lights and beacons

7.3.1 Beacons – entrance channel (SPB = single pile beacon) No. Description Type Mark Characteristic No 1 Fairway Buoy By East cardinal Fl.G.2·5s No 2 Port hand beacon SPB Lateral mark FI R 2·5s No 3 Starboard hand beacon SPB Lateral mark FI G 2·5s No 4 Port hand beacon SPB Lateral mark FI R 2·5s No 5 Starboard hand beacon SPB Lateral mark FI G 2·5s No 6 Port hand beacon SPB Lateral mark FI R 2·5s Special mark Limit of swing basin By Fl.Y.2·5s Special mark Limit of swing basin By Fl.Y.3s

The Swing Basin is 80 m in diameter with a least depth of 1.5 m.

Grassy Hill Fl. (2)6s 162m 9M – Arc of light visible from SE to NNE.

Dawson Reef Q. (9) 15s

Egret Reef Fl.5s 10M

Archer Point Fl (4) W.R.G.20s 65m 17/13M

7.4 Berthing and vessel facilities

The public wharf is 33 metres long and 4 metres deep at LAT and can accommodate one x 45 metre vessel or two x 20 metre vessels. In addition there are two fuel pontoons and two boat ramps.

7.5 Anchoring restrictions

The external anchorage is located at 15°- 26·6’S 145°-17·5’E, approximately 2·25 nautical miles ENE of the Grassy Hill lighthouse with a least depth of 10 metres and is outside of pilotage limits.