Red Dog

Size limits

Draught 14.3m, 90,000DWT.

Water density

1025.

Load line zone

North Pacific Winter Seasonal Zone, Winter Oct 16 to Apr 15, Summer Apr 16 to Oct 15.

Tides

Currents: From the Bering Strait, the current tends to move in a NE'ly direction veering N when NW of Kotzebue. Its strength is variable but it may reach in excess of 3kts off Red Dog and Kivalina.

Note: Current may become variable along the coast and sometimes assumes a southerly set in the aftermath of strong N'ly or NW'ly winds.

Deepest first. The draught is the largest any of the terminal's berths states; a dash means the source gives none.

Approach

An area 2.5nm by 2.5nm has been allocated for the loading of anchored vessels.

The anchorage may be reached from the open sea via a surveyed approach channel 10nm in length and 1nm wide. The anchorage extends approximately 15.9nm out to sea from the barge loading pier. Water depths at the anchorage vary between 17m and 22m.

The pier is radar conspicuous and brightly illuminated at night, projecting out from the shoreline aligned 058.75°/238.75° with the channel centre line. Two white lights are located at the port facility. In the middle of the pier Teck Alaska Red Dog Front Light (Fl(1).W.2s, 24m high and, 360m on to shore, the Teck Alaska Red Dog Rear Light (Fl(1).W.10s, 34m high).

An Exclusive Economic Zone (EEZ, a sea area prescribed by the United Nations Convention on the Law of the Sea where a state has special rights regarding the exploration and use of marine resources) is in operation along this area of coastline.

Anchorages

An area approximately 2.5nm by 2.5nm has been allocated for the loading of anchored vessels. Vessels should anchor as close to the barge loading pier as is safely possible but not closer than 3nm offshore. By doing so the barge shuttling time is kept to a minimum.

The anchorage should be approached by an 9.0nm long, unmarked channel (approx 1.0nm wide) which extends 15.9nm out to sea from the barge loading pier. The E side of the anchorage lies approx 3.4nm from the barge loading pier.

The pier is radar conspicuous and brightly illuminated at night, projecting out from the shoreline.

Water depth at the anchorage varies from 15m, inshore, to 21m, offshore.

There is a steady current at the anchorage that runs parallel to the shore in a NW'ly direction and vessels will tend to lie, with their bow, into this predominant feature.

Although the anchorage can accommodate more vessels, usually no more than three vessels are anchored at any one time with two vessels permitted to engage in loading which continues 24 hours a day. This leaves ample room for final manoeuvring, safe mooring and lying at anchor. The seabed in the area is flat comprising of silty sand with a firm muddy strata lying just below and has proved an excellent holding ground. Vessels can safely anchor with winds up to 45kts.

The swell, when coming from the 3rd and 4th quadrants, is short and lacks effective energy. Pitching, if any, is minimal.

A scope of anchor cable of no less than 220m should provide ample holding. The second anchor should be kept ready for lowering to the bottom, to reduce yawing, should squally conditions develop.

With vessels loading up to about 13.0m draught, it is intended that under keel clearance (UKC) should be no less than 3.05m in the loaded condition. However, in line with the customary safety precautions to be taken when loading in an open roadstead, Masters are requested to frequently check the vessel's position visually and by reference to radar, water depth and draught. Regular entries should be made in the Log Book.

Since weather can be unpredictable, vessels should maintain a readiness to clear the anchorage at any time if the need arises.

Tugs

Two dedicated tugs help with manoevring the huge motorised Foss barges, LOA 83.5m and beam 23m, used for lightering zinc and lead concentrate and for embarking and disembarking pilots. Loading and offloading is carried out 24 hours a day, 7 days a week during the short 100 day shipping season.

Mooring

Waterline to top of hatch cover air draught must NOT exceed 14.3m.

Charts and publications

BA 4814. Admiralty Pilot NP23.

ETA and pre-arrival notices

Notice of Readiness should be sent to Shippers and Receivers (directly or via the Agents) and to any other party specified in the Charter Party, immediately upon the vessel's arrival at the anchorage.

96 Hour Electronic Notice of Arrival at US Ports (eNOA/D):

As soon as confirmation has been received that a vessel has been employed to load at Red Dog, an e-NOA should be sent immediately. This should allow the USCG time to clarify any reservations they may have with a vessel calling at Red Dog, prior to that vessel's arrival. The vessel can update e-NOA/D with more accurate ETA Red Dog, as the vessel's voyage progresses. Red Dog should be informed, once confirmation has been received from US Authorities.

Communications

Before Arrival: Red Dog loading port site should be contacted as soon as a vessel is within VHF range on Channels 12 and 16. Upon entering the Chukchi Sea, vessels can also contact Red Dog port site on SSB frequencies 2096.5kHz and 4125kHz.

Pilot: Boarding Station is located approx 14nm on a bearing 238° from the barge loading dock.

Vessels bound for Red Dog should amend their ETA at the pilot station as necessary and keep North Pacific Maritime well posted of any change (Email: [email protected], Tel: +1 907 272 6145 (24 hours), Fax: +1 Fax: +1 907 276 0033).

Vessels not in possession of portable VHF sets will be handed a set on arrival together with one spare battery and a charger. Both loading channels are monitored at the Red Dog site. The portable sets must be returned upon completion of loading. Communication between vessel and barges must be continuous and uninterrupted. The Master is responsible for ensuring that the entire operation is properly supervised.

Notice of readiness

NOR should be sent to Shippers and Receivers (directly or via Agents) immediately upon the vessel's arrival at the anchorage berths.

Documents

Please see country information for details of documentation requirements. Also Customs and Immigration section.

Crew List: A copy of the crew list (current, on arrival at the port) should be sent to the Red Dog Agent (North Pacific Maritime). Crew are not permitted ashore.

USCG Regulations regarding US Certificates of Financial Responsibility (COFRs) require vessels to submit a Non-Tank Vessel Response Plan (NTVRP) prior to operating in specific U.S. waters that identifies the contracted Oil Spill Removal Organization (OSRO) capable to respond to worst case discharge in each U.S. area in which the vessel may transit or operate. The only OSRO operating in this area is Alaska Chadux Corporation. Vessels need to have their Oil Spill Response service provider obtain coverage with CHADUX for OSRO coverage under the federal or OPA 90 requirements.

Cargo documentation: Prior to completion of each barge discharge, a Mate's Receipt will be signed by the Chief Officer or the officer responsible for the cargo. Any notation regarding the nature, status and quantity remaining on the barge, should be made on this document.

EDP: When loading is completed, the vessel will be requested to produce a ship's figure as early as possible and the result of the draught survey passed ashore by VHF, as the vessel will sail soon after the last barge is clear from the ship's side under the Early Departure Procedure.

Bills of Lading: The Bill of Lading will be prepared in metric tons in accordance with the draught survey as ascertained by the ship's officer responsible for cargo operations. The ship's figure, as determined on completion of loading, shall be used as the official quantity to be entered on the Bill of Lading. A letter of authorisation from the Master to Fednav International, Montreal to sign original Bills of Lading, on his behalf, shall be prepared prior to the commencement of loading.

Health

No action initiated unless there is illness onboard.

Ship Sanitation Control Certificates: Please see country information.

Customs and immigration

Vessels anchored outside the three statute mile limit are not deemed by Customs to have entered into the United States. There is, therefore, no requirement for crew to be Entered In or Cleared Out if no crew leave or join the vessel.

However, for vessels anchoring outside the outer limit of the three statute miles, the jurisdiction of the US Immigration and Naturalization Service (INS) extends to the outer limit of the 12 nautical miles Contiguous Zone. Documentation relating to vessels using the port must be therefore be prepared to satisfy the requirements of the INS.

If USCG and CBP consider a vessel has entered US territorial waters, they have the right to board and carry out the required filing of the 96 hour ENOA.

All government officials attending at the port, do so from Anchorage.

Notices and regulations

Bilges: It is anticipated that in the near future vessels will not be permitted to discharge oily mixtures or bilge water north of 60° North, whereas waters south of 60° remain subject to the 15 ppm as provided for in MARPOL. In preparation for future the Port request that vessels should not discharge any oil or oil mixtures (15 ppm MARPOL) and/or cargo residues, and/or cargo hold wash water, and/or bilge water north of 60° North.

Port State Control here: US Coast Guard.

Foreign ships are examined by the US Coast Guard. File the Advance Notice of Arrival 96 hours ahead (33 CFR 160).

ISPS

ISPS Designated Authority: United States Coast Guard, Office of Compliance. Address: 2100 Second St, SW, Washington DC, 20593, USA. Tel: +1 202 267 2978. Fax: +1 202 267 4858. Email: [email protected]. For further ISPS information see IMO website http://www2.imo.org/ISPSCode.

Repairs

Not available

Dry docks

Not available

Bunkers, water and stores

Not available at Red Dog.

Medical

Nearest hospital: Masru Avenue (46km).

Crew change

Not permitted. Emergencies only.

Transport

Nearest airport: Red Dog Airport (69km).

Working hours

Throughout 24 hours, 7 days per week during warmer weather months.

Where it is

Red Dog is situated in the NE of the Bering Strait near the small town of Kivalina in Alaska.

The port

This is a private port, capable of handling up to 1.4 million tons of zinc and lead concentrates annually for export during the summer shipping season (June/July to mid or end October).

Teck, Alaska, is the operator of the Red Dog Terminal, and is the shipper of the cargo. Vessel tonnage is provided exclusively by Fednav Int Ltd. Foss Maritime of Seattle is the operator of the self-discharging barges and tugs, and is contracted to Teck-Cominco, Alaska, to provide shuttling and transshipment of the cargo.

What are the pilot arrangements at Red Dog?

Pilotage up to Red Dog via the Bering Strait and Chukchi Sea areas is provided by the Alaska, South Eastern Pilotage Region on VHF Ch: 18, Tel: +1 907 5811240, Fax: +1 907 5811372, Email: [email protected] (office) and [email protected] (Dispatch).

What time zone is Red Dog in?

Local time at Red Dog is UTC−9. Clocks go to UTC−8 on 14 Mar 2027. Back to UTC−9 on 7 Nov 2027.

What is the water density at Red Dog?

1025.

Which load line zone is Red Dog in?

North Pacific Winter Seasonal Zone, Winter Oct 16 to Apr 15, Summer Apr 16 to Oct 15.

Who carries out Port State Control at Red Dog?

Port State Control at Red Dog: US Coast Guard.

What is the UN/LOCODE of Red Dog?

The UN/LOCODE of Red Dog is USRDB.

What crews who called at Red Dog say: pilot boarding, the agent's papers, inspections, shore leave. Each tip is shown with the writer's rank and ship type, and an AI summary sits on top once there are three or more.

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