Professional Documents
Culture Documents
GENERAL
General
(See Plan)
GEO-POLITICAL:
Capital City: Dhaka.
Nationality: (noun) Bangladeshi, (adjective) Bangladeshi.
Population: 147,365,352.
COMMUNICATIONS:
International Direct Dial Code: 880.
Number of Internal Airports: 15.
Major Languages Spoken: Bangla (official, also known as Bengali),
English.
ECONOMY:
Currency: 1 Taka (BDT) of 100 Poisha.
Exchange: (as of October 2005)
US$ 1.00 BDT 66.05
Exchange rates under licence from XE.com
Main Industries: Cotton textiles, jute, garments, tea processing, paper
newsprint, cement, chemical fertiliser, light engineering and sugar.
ENVIRONMENT:
Territorial Sea: 12 n.m.
Other Maritime Claims: Contiguous Zone: 18 n.m. Continental Shelf: up to
the outer limits of the continental margin.
Exclusive Economic Zone: 200 n.m.
Coastline Extent: 580 km.
Climate: Tropical; mild winter (October to March); hot, humid summer
(March to June); humid, warm rainy monsoon (June to October).
Natural Resources: Natural gas, arable land, timber and coal.
Natural Hazards: Droughts, cyclones; much of the country routinely
inundated during the summer monsoon season.
Terrain: Mostly flat alluvial plain; hilly in southeast.
Average Temperatures:
Month
High
Low
January
25 C
12 C
June
30 C
25 C
September
31 C
25 C
LOCAL HOLIDAYS: Eid-ul-Azha*, Muharram*, Eid-e-Milad*, 21 March
(Shaheed Day), 26 March (Independence Day), Bengali New Year*, 1 May
(May Day),Buddhu Purnima*, Janmas Tami*, Shabe Barat*,Durga Puja*,
Jamatul Vida*, Eid-ul-Fitr*,7 November (Revolution Day ), 16 December
(Victory Day), 25 December (Christmas Day).
* Moveable religious holidays, linked to the lunar calendar.
GENERAL:
of which only about 5,968 km. are navigable by mechanised vessels during
monsoon season; or about 3,865 km. during the dry season. Least available
depth is 1.5 m. The IWT sector carries over 50% of all arterial freight traffic
and one quarter of all passenger traffic.
River Ports: Dhaka (Sadarghat) Port. Tel: +880 773372.
Narayangonj Port. Tel: +880 971 2514.
Chandpur Port. Tel: +880 (841) 63205.
Aricha Port. Tel: +880 (651) 75180.
Barisal Port. Tel: +880 (431) 52350.
Khulna (Mongla) Port. Tel: +880 (41) 721929.
Patuakhali Port. Tel: +880 (441) 62340.
AUTHORITY: Bangladesh Inland Water Transport Authority (BIWTA),
BIWTA Bhaban, 141-143 Motijheel Commercial Area, Dhaka 1000,
Bangladesh. Tel: +880 (2) 955 6151/5. FAX: +880 (2) 955 1072.
Email: biwta@bttb.net.bd
(See Plan)
OVERVIEW: The port is the countrys principal port and handles most
types of cargo.
LOCATION: East of the country on the left bank of the Karnafuli River.
CHARTS: BA Charts No. 84 and 859.
PORT LIMITS: Seaward Limit: Patenga Beacon is at the centre of an
imaginary arc drawn seaward with a radius of 5.5 n.m. until it intercepts the
coast line in the following positions:
North: Lat. 22 18' 45" N, Long. 91 46' 30" E
South: Lat. 22 08' 13" N, Long. 91 50' 00" E.
The area enclosed within the extremities of the arc from the seaward limit
of the port of Chittagong.
Bills of Lading
Cargo Manifests
Exception List
Freight Manifests
Hatch Lists
Hazardous Cargo Lists
Heavy Lift Cargo Lists
Passenger Currency Manifests
Passenger Lists
Special Cargo Lists
Stowage Plans.
With Vessel:
Authority Letter of Supernumerary
Cargo Clearance Certificates
2 Cargo Manifests
8 Crew Lists plus 2 for Immigration Police
4 Crew Effects Declarations
Derat (Exemption) Certificate
Exemption Certificate of Crew Members
Gear Register Book with Annealing Certificate
GMDSS Radio Station Licence
International Load Line Certificate
IPB Permission of Foreign Nationals
Last Port Clearance
252
Chittagong
BANGLADESH
Anchorage A: Formed by extending two lines up to the port limits. The first
line bearing 337 45'(T) and second line 310 30'(T) from position
Lat. 22 12' 30" N, Long. 91 47' 00" E. For vessels draft greater than 9.14 m.
Anchorage B: Formed between the second line 310 30'(T) and third line
bearing 234(T) extended up to the port limits from the above position. For
vessels entering the port within 24 hours.
Chittagong port has 15 jetties, 13 of which have shore cranes and railway
tracks and 11 with transit sheds.
The port has the following berths:
Berth
Vessel LOA
(m.)
167.6
185.9
175.2
302.0
302.0
176.0
185.9
185.9
LJ No. 2
LJ No. 3 (Jamuna)
76.0
76.0
LJ No. 4 (Meghna)
75.0
Prohibited Anchorage: The space between the third and fourth lines is a
LJ No. 5 (ITT)
LJ No. 6 (Padma)
75.0
75.0
VHF: Port VHF Service: Port Control listens on Channel 16 and works
on Channels 6, 9 and 12.
Dock Office. Tel: +880 (31) 207011 (ext. 296).
Calls may be connected to the public telephone system via Channel 27.
Private VHF Service:
I.
ii.
Location:
Call sign:
Position:
Watchkeeping:
Channel:
Location:
Call sign:
Position:
Watchkeeping:
Channel:
iii.
iv.
Location:
Call sign:
Watchkeeping:
Channel:
Location:
Call sign:
Watchkeeping:
v.
Channel:
Location:
Call sign:
Watchkeeping:
Frequency:
Port Office
Port Radio Control
Lat. 22 19' 30" N, Long. 91 50' 00" E
24 hours
16
Port Signal Station
ARH 24
Lat. 22 14' 03" N, Long. 91 50' 34" E
a) duration of daylight flood tide: continuous
b) duration of night flood tide only when
ship-movements are being performed: continuous
Channel 16 (short range about 7 miles from pilot
station to anchorage)
Pilot vessel: Dishari-6, Dishari-7
AQEG
a) duration of daylight flood tide: continuous
b) as above
16
Patrol tugs Kandari 6, Kandari 7, Kandari 8 and
Kandari 9
AQEF
a) duration of daylight flood tide: continuous
b) as above
16
Kandari-2
AQEP
Duration of daylight flood tide and in emergencies
2182 kHz.
Vessel should shift to some other channel after contact has been made
on Channel 16.
A cable to be sent to Port Health Officer before arrival requesting free
pratique, stating issuance date of Derat (Exemption) Certificate.
Remarks
Cement, clinker
Grain
7.00
7.00
8.50
9.14
9.14
70.0
Anchorage C: Formed between the fourth line bearing 234(T) and fifth line
157(T), extended up to the port limits from position Lat. 22 12' 00" N,
Long. 91 47' 12" E. For vessels lightering and other vessels not scheduled
to enter the port within 24 hours.
prohibited anchorage area.
Draft
(m.)
Urea, fertiliser
Urea
Ammonia
Jetty face 122.0 m., dry
cargo
Pontoon berth, dry cargo
Pontoon berth, bulk
liquid
Pontoon berth, bulk
liquid
Pontoon berth, edible oil
Pontoon berth, bulk
liquid
Mooring Berths
No. 3
No. 4
182.8
170.6
7.61
9.14
No. 5
No. 6
Dolphin Oil Jetty
No. 8
No. 9
185.9
185.9
185.9
185.9
185.9
9.14
9.14
9.14
8.00
6.00
253
BANGLADESH
Chittagong
Max.
Min.
1018.80
1016.20
1013.00
1000.90
1002.30
1000.00
The following cautionary notice has been issued by the Chittagong Harbour
Master:
Shipmasters trading to Chittagong are informed that a hot sultry
day/afternoon, followed by still air conditions in the early evening, usually
result in thunderstorms. The peculiarity of these thunderstorms is that they
approach from the north and west in the form of a line squall, and are
accompanied by intense lightning activity, thunder, rain and cyclonic rotation
winds which may reach a velocity upwards of 50 knots.
When precursory signs of such a north-western storm exist shipmasters
must exercise great caution, have a responsible officer on watch and attend
carefully to moorings. Vessels at fixed moorings and pontoon jetties must
exercise extreme caution when a north-western storm is blowing.
TELEPHONES: Agent provides mobile to Master. NWD and ISD
telephones available near all berths.
NEAREST AIRPORT: Patenga Domestic Airport, 8 km. Shah Amanat
Chittagong International Airport, 7 km.
CUSTOMS ALLOWANCES: 200 cigarettes or 225 grams of tobacco
and one bottle of wine/spirit per week per person or 2 litres of beer per day.
SHORE LEAVE: Allowed, prior permission from Immigration arranged by
Agent.
REPATRIATION: Possible.
IDENTIFICATION CARDS: Issued by Port Immigration Office.
SEAMANS CLUBS: Seamans Club is located near Jetty Gate No. 3.
Shop, international telephone, mini-bus collection, postage facilities, party,
restaurant, games available.
DEVELOPMENTS: Two multi-purpose berths of length 450 m. and
10.00 m. depth with back-up facilities are located downstream of Berth
No. 13 to cater for the increased flow of containers. More cargo handling
equipment will be procured in phases (16 forklift trucks, 8 tractor-trailer units,
27 cranes, including 196 tons and 130 ton mobile).
For maintenance or dredging of the navigational channel CPA has acquired
a dredger (Khanak) with a hopper capacity of 2,500 cu.m. Outer and inner
bars to be dredged to 9.10 m. and 7.10 m. respectively.
Construction of slop reception facilities under way.
REPORT: June 1985.
Vessel with deep draft must go in on full tide, and advice on this should
be sought from a local source (Agent), and not be relied on tables only, as
local factors may affect the tidal situation considerably.
SHIPMASTERS REPORT: January 1998 (Updated 2002).
Vessel: Gas carrier.
Cargo: Ammonia.
Berth: KAFCO Berth A.
Chart: BA Chart No. 84.
Arrival: There is no official entry mark. The port limits marked on BA Chart
No. 84 cannot accommodate all anchored ships.
Port rules, drafts and tides are published by Chittagong Port Authority every
6 months and should be consulted for drafts and entry procedure.
Approach: Coastline is low lying. Normans Point Racon is in operation and
conspicuous over 15 miles.
Racon at Kutubdia not operating, but the island is radar conspicuous.
Fertiliser plant on the south bank of the river is conspicuous.
Main indication of the anchorage area is the anchored ships themselves.
Approach is shallow. The depths agree with BA Chart No. 84.
VHF: Chittagong Port on Channel 12 throughout 24 hours. They are fairly
good at replying.
254
Chittagong
5 Ships Currency in Masters Safe Declarations
5 Stores Lists (Complete ships Inventory, including Provisions)
2 Vaccination Lists.
Officials require all ships statutory certificates and officers licences, which
are taken to port office. Allow at least 35 cartons of cigarettes or equivalent
and provisions for Customs purposes.
Agent: The Agent was good and attentive, considering communication
difficulties and problems with authorities. If necessary, Agents English
speaking clerk stays onboard and requires accommodation.
Remarks: Being at a private ammonia jetty near the mouth of the river
shielded us somewhat from the horror stories of the city docks. Take
maximum precautions against robbery. Agent provides six watchmen (who
are not always alert) and armed guards on jetty. From previous in-house
reports, it is not advisable to stay in a Chittagong hotel.
A very good stowaway search is advisable before departure.
SHIPMASTERS REPORT: August 1999.
Vessel: Tanker, 128,000 d.w.t.
Charts: The charts used were BA No. 84 and 859.
Approaches: Radar positions were available. GPS positions were very
accurate.
Pilotage: Pilot not required for anchoring at Kutubdia Anchorage.
Anchorage Discharge: The vessel carrying a 100,076 tonnes cargo of
crude oil anchored at Kutubdia Anchorage.
Vessel anchored in the planned position Lat. 21 44' N, Long. 91 42' E.
This was the anchorage position given by the lighterage vessel, which was
due to come alongside the following morning. At 0100 hrs. local time on
12 August, the vessel was brought up to 9 shackles on deck. There was a
full moon on the 11 August, so the tide was at its strongest. At 0400 hrs.,
the vessel started dragging the anchor, heading north. Bold engine
movements were used, mainly half ahead and full ahead to keep the vessel
in position. More anchor cable was run out and vessel maintained her position
with 10 shackles on deck. The lighterage vessel came alongside at 0900 hrs.
At 0920 hrs., the vessel started dragging again. Vessel required continuous
engine movements between half ahead to full ahead, 9 11 knots to maintain
position and reduce the rate of drag. At times, the lighterage vessel was also
asked to use her engines to full ahead to maintain position. Still the vessel
dragged the anchor for more than 1.5 miles to the north. The echo sounder
was run continuously, and the vessel had an under-keel clearance of
4.0 5.0 m. throughout. There were moments when both vessels were
running their engines at full ahead r.p.m. and the vessel was still dragging
at a rate of 1 mile per hour.
After the first lighterage operation had been completed with approximately
19,000 tonnes discharged, the vessel was shifted to anchorage position
Lat. 21 44.6' N, Long. 91 40.6' E on the 13th during the morning. Meanwhile
our draft had also reduced to less than 13.0 m. The second lighterage vessel
came alongside at 1130 hrs. on the 13th. From 1200 hrs., the vessel started
dragging the anchor again and had to use continuous engine movements to
maintain position. When the strength of the tide was at its maximum, the
vessel dragged north or south. After the second lighterage operation had
been completed, the vessel shifted position at 0930 hrs. on the 14th to
position Lat. 21 45.4' N, Long. 91 41' E. The vessels displacement was
approximately 103,075 tonnes at this stage. We managed to maintain this
position with bold engine movements until the fourth lighterage operation was
completed. On the 16th after the fourth lighterage operation was completed,
the vessel was shifted to position Lat. 21 49.5' N, Long. 91 39.9' E with
9 shackles on deck. At this stage, we had a displacement of 77,875 tonnes.
After this until our departure on the 20th, the vessel held position without
much engine movement. From the 16th, the weather had improved
considerably and the tidal strength had also decreased. The vessels draft
was now 11.0 m.
Throughout the period, an anchor cable watch was maintained on the
focsle head, due to the vessel continuously dragging the anchor.
During our stay at the anchorage, Chittagong and adjoining areas were
receiving heavy rain falls resulting in floods from 12 16 August. Depths were
generally observed to be of 2.0 3.0 m. more than the charted depth.
Piracy: Contrary to expectations, no thieves boarded the vessel. This was
probably due to severe weather during the vessels stay at the anchorage.
Repatriation: Crew changes were carried out at the anchorage. Crew joining
and leaving the vessel were transported ashore by the vessels launch.
Lighterage Vessel: The officers and crew on the lighterage vessel were
very courteous and helpful.
Agents: The Agents are very poor at communicating with vessels and
therefore cannot rely on them very much. In an emergency, the vessel cannot
expect much help from any quarter.
Provisions: One ship chandler boarded the vessel. The prices were on a
par with European prices, but the items were substandard. Vessels should
avoid taking stores here if at all possible. We tried procuring some steel shaft
and urgent spares. Prices quoted were very high, so the order was cancelled.
SHIPMASTERS REPORT: March 2000 (Updated 2002).
Vessel: Tanker.
Cargo: Bulk liquids.
Berth: Anchorage.
Documents: Agent brings local forms/booklet which are to be completed
in addition to the following documents and are the minimum requirement:
4 Cargo Manifests
4 Crews Effects Declarations (to include personal currency)
14 Crew Lists
4 Last Port Clearances
4 Passenger Lists
4 Ports of Call Lists
4 Stores Declarations (to include ships currency)
4 Stowage Plans
4 Vaccination Lists.
The following Certificates of Competency are required: Master, Chief
Officer, 2nd Officer, 3rd Officer, Chief Engineer, 2nd Engineer, 3rd Engineer,
or as per Safe Manning Certificate. The GMDSS Certificates of two officers
are also required. These certificates are collected by the Agent and deposited
with the local Marine Officer for inspection and returned to the vessel prior
to departure.
The following certificates are required by the Agent to take ashore:
International Load Line Certificate
BANGLADESH
IOPP Certificate
Maritime Mobile Station Licence
Safe Manning Certificate
8 Safety Construction Certificates
Safety Equipment Certificate
Safety Radio Certificate
Ships Registry.
Local Agents advise all officers and crew to declare their personal effects
and foreign currencies in the Crew Effects Declaration. All particulars should
be declared correctly to avoid any discrepancy that may be found by the
Customs rummaging party.
Arrival: All notices are sent to the Agents. Communication facilities are very
poor, and it was difficult to contact by telephone. Messages were sent either
by telex or fax when possible.
Agents arrange for pratique clearance and no formal message was
required. However, a standard message for pratique was sent to the Agents
24 hours prior to arrival.
Approaches: Vessel approached from the south. Strong tides were
experienced. Vessel was advised to anchor 10 12 miles west off Kutubdia
Island and await the tide. As the vessels draft was 11.1 m. (FW), the Agents
advised and arranged for a local Master Mariner to escort the vessel from
Kutubdia Island to Outer A Anchorage.
The vessel shifted on the rising tide, plenty of mud was churned up and
the echo sounder was unreliable in depths below 2.0 m. There are no
navigation buoys or beacons to guide the vessel through this stretch.
Pilotage: Pilot boards vessel approximately 1.6 nautical miles SW of the
Fairway Buoy. For embarking/disembarking Pilots, manropes have to be
rigged with the pilot ladder. Pilot boarding instructions are normally given
approximately 1.5 hours prior to boarding. Often vessels have to wait at the
boarding ground for the Pilot who generally disembarks from an outgoing
vessel. The Pilots are competent and we encountered no problems, although
the vessel had to shift between moorings and berth on three occasions.
Anchorages: Vessel anchored in A Anchorage, bearing 314(T) 5.3 miles
from Patenga Point Light in approximate depth of 13.8 m. Extra cable was
paid out. There were a few ships in A Anchorage carrying out lighterage
operations, but there must have also been over 25 ships waiting for berths.
Berthing: Vessels are berthed/unberthed at high water. Tugs are generally
used to push and assist the vessel into position, but they are low powered
and offer no great assistance. Vessel used the starboard anchor,
approximately one shackle in water, to turn around and head into the tide
and drift into position between the buoys. Upon turning vessel round, the
starboard anchor is heaved up. Close to the mooring position, the port anchor
is dropped and used to check the bow movement until secured between the
buoys.
Initially, one mooring rope is sent from the port bow to the starboard buoy
and from the starboard bow to the port buoy. Similar procedure is followed
aft until the vessel is positioned alongside a floating pontoon. Finally, the
vessel is secured with three ropes from each bow to opposite buoys at each
end and port anchor has approximately 5 shackles well in the water.
The vessel had to shift to another mooring berth having reduced draft. The
entire shifting operation took nearly 1.5 hours. The process is mainly
dependent upon the efficiency of the mooring boat and crew. All mooring
ropes must have a separate rope line of 10 ft. attached for securing to the
mooring buoy ring.
Tankers: Laden tankers have to anchor off Kutubdia and await the tide to
proceed up to the Outer Anchorage.
Water density at Kutubdia 1018.
Water density at Outer Anchorage 1004.
The port does not have an Anti-Pollution Department, but at times certain
persons impersonate as Port Pollution Officials and come on board to inspect
record books and duly stamp them for a price (for services rendered). The
local Agents had informed the vessel of such a visit.
Lighterage Operations: Vessel had to lighten about 8,200 tonnes to
achieve 8.25 m. (FW) draft. However, only 8,000 tonnes were discharged
into lighters, reducing the draft to 8.32 m. (FW).
Two lighters MT Koel (capacity 1,050 tonnes) and MT Zohra (capacity
1,230 tonnes) attended the vessel. The lighters carried their own hoses, which
were in good condition. The mooring lines of these barges were in poor
condition and on a few occasions, the vessel had to provide mooring lines.
The lighters are adequately fendered, but in case of choppy seas, additional
fenders are needed at the bow. The MT Koel has double bottom tanks and
can take in ballast to keep the bows from pitching around. Generally, they
try to avoid this as it can lead to the damaging of the ships railings and result
in ropes parting.
Weather was variable during lighterage operations. Presence of NWly
breeze can make a great change in the weather and sea conditions. During
such times, all lighterage operations are suspended.
Piracy: Strict anti-piracy watches had to be maintained round the clock. The
Agents provided six watchmen who boarded at Kutubdia and remained
onboard the vessel during the entire stay. Normally, two watchmen are placed
forward and two aft. Their presence helped prevent attempts being made to
board the vessel, as we approached the Outer Anchorage. The local escort
vessel also cautioned us about a possible boarding during initial approaches.
In fact, vessels are advised to anchor 10 12 miles off Kutubdia to avoid any
boarding.
All store rooms not in use were sealed (welded), and no ropes were left
on deck.
Whilst at inner moorings, the vessel had to employ the services of three
mooring boats. One boat each is tied up to the buoys at each end and the
third boat patrols round the vessel and mooring buoys. This is only necessary
during hours of darkness. Each of these boats has two watchmen on board.
Despite all these efforts to monitor any movements near the vessel,
attempts were made by pirates but thwarted due to the presence of duty
personnel. The pirates mainly look around for ropes, wires and brass. Anodes
in the vicinity of the propeller, rudder and bilge keels are prone to being
ripped off (as observed on most vessels that were in port for long periods).
The pirates are armed with knives to defend themselves.
SHIPMASTERS REPORT: October 2003.
Vessel: Product tanker, 45,000 d.w. tonnes, LOA 181 m. and draft
10.50 m. (FW).
Cargo: Kerosene and jet fuel.
Charts: BA Chart No 84.
255
BANGLADESH
Chittagong
(See Plan)
256
Sabur Beacon
Mongla Confluence
Southern Anchorage
Joymonirgol
Harbaria
Mazhar Point (Chila Bogi)
Akram Point
Boar Point
Lat. (N)
22
22
22
22
22
22
21
21
29.96'
28.41'
24.75'
21.19'
18.24'
12.53'
59.60'
50.40'
Long. (E)
89
89
89
89
89
89
89
89
35.41'
35.66'
36.13'
38.08'
36.97'
32.61'
31.92'
32.40'
Remarks
While passing through the Pussur Channel, vessels may use the above
shore beacons for navigation purposes.
PILOTAGE: Compulsory. Six Pilots available.
Communication: Master should, in addition to usual ETA to ships Agent,
keep in touch with pilot station at Hiron Point about 45 n.m. from the base
calling S3K. Contact pilot station on VHF Channel 16. Station maintains
regular watches on 500 kHz from 0600 0800, 1000 1200, 1400 1600 and
1800 2000 hrs. local time. If a message is not being picked up by Khulna
Radio call sign S3E, it should be relayed through Chittagong Radio or the
pilot station. In addition to pilot station and Khulna Radio, Harbour Control
Station (call sign S3H) maintains 24 hours W/T watch on 500 kHz. QTG
service available.
Meeting Point: Ships must strictly follow the instructions given by the Pilot
while crossing the Outer Bar and anchor 5 cables SW of B-18 Buoy at Hiron
Point and wait for the Pilot. The time of crossing the Outer Bar is given by
the pilot station under instructions from the Pilot. Ships over draft 5.0 m. are
usually piloted on the flood to cross the bar and the pilot vessel, which has
been in contact with the incoming ship, leaves from Hiron Point in time to
coincide with the arrival of the vessel at the pilotage ground, situated
approximately 5 cables SE of Buoy B-18 where ships can anchor. The
channel from fairway up to the Buoy B-18 has been marked with lighted buoys
Mongla
and pilotage is carried out by the Master. In rough weather and especially
during the monsoon, ships are led into calm waters by the pilot vessel, which
maintains close radio contact, and Pilots board inside the river.
Boarding: Masters are advised to manoeuvre with great care and make
good lee while receiving and disembarking Pilots, using neat and clean pilot
ladder as specified in Merchant Shipping (Pilot Ladders) Rules 1967.
Manropes and boat ropes should be ready on lee side. A responsible officer
must be present on the deck near the pilot ladder while Pilot
boards/disembarks and a lifebuoy must be kept handy near the pilot
embarkation/disembarkation point for emergency use and also bulwark ladder
for climbing down on deck. In adverse weather if boarding is not possible at
Hiron Point, the pilot vessel will lead incoming ships up to Sibsa (Akrampoint),
where the Pilot will board in sheltered water.
Also see VHF.
ANCHORAGES: Sheltered deep-water anchorage at Mongla on Pussur
River.
Depth 5 14 m. (LLWD). Distance from sea 65 n.m.
Vessels of LOA 198 225 m. are permitted to proceed to the Harbaria
Anchorage with the following conditions:
1. An undertaking should be submitted before arrival of the vessel by
Agent on the specified format of MPA.
2. All navigational equipment of the vessel should be satisfactory.
3. Manoeuvring speed of the vessel should not be less than 10 knots.
4. The vessels draft should not exceed 7.0 m.
Whilst in anchorage limits, adequate anchor watch should be maintained
and power on main engines and deck machinery should be available on
immediate notice, especially during spring tides and inclement weather.
Also see Regulations.
PRATIQUE: On arrival at the mouth of the Pussur River, vessels are
required to radio Quarantine Khulna, giving health report, to avoid difficulties
with Port Health authorities.
PRE-ARRIVAL INFORMATION: The port has harbour control.
The Master should send the following information to port via Khulna Radio
(call sign S3E) and pilot station (call sign S3K) 24 hours prior to arrival
at Mongla Fairway Buoy:
a) ETA Mongla Fairway Buoy
b) fresh water draft
c) speed available
d) LOA
e) g.r.t.
f) fresh water requirements
g) flag of vessel
h) local Agent.
Ship owners and their Agents are advised to consult the Harbour Masters
office regarding incoming and outgoing deep-draft vessels well in advance.
VHF: Hiron Point Pilot station listens on Channel 16 and works on
Channels 6, 9, 12, 14, 18 and 78 throughout 24 hours.
Mongla Port Control listens on Channels 16 and 14 and works on
Channels 6, 9, 11, 12, 14, 18 and 78 throughout 24 hours.
Also see Piracy.
Note: Ships due to enter must keep W/T and VHF Channel 16 watch while
crossing Outer Bar and International Radio watch while waiting for Pilot at
Hiron Point and in the vicinity of Fairway Buoy. Whilst navigating in Port
Limits, W/T and VHF Channel 16 watch would be maintained as advised by
Pilot.
TUGS: Three powerful tugs available to assist in emergency. Not required
for berthing.
One MPA tug on standby 3 n.m. south of Mazhar Point at the time of
arrival. A tug is required to be on standby throughout vessels stay at the
discretion of Port Authority.
BERTHING: Eight swinging moorings (No. 1 and 3 9) and 18 anchorage
berths. Five jetties also available.
Mooring: Single Swinging Buoy Requirements:
1. 1 m. 10 mm. wire snotter
2. 100 m. 20 mm. slip wire with eyes
3. 1100 m. nylon mooring rope
4. 1 mooring shackle
5. 15 ton small shackle.
Procedure for Preparing Chain for the Buoy: (See Plan).
1. Secure port anchor and break the chain.
2. Pass the mooring shackle through the last open link.
3. Pass the wire snotter through the fifth transverse link, counting from
the chain end and then connect the eyes of the snotter with the small
shackle.
4. Lower the chain through the fair lead or Panama lead from the port
side, two transverse links into the water.
5. Lower the slip wire from the port side down to the water level.
6. Keep the nylon rope ready on the starboard side for lowering to the
mooring party.
7. When the vessel is close to the buoy, pass the nylon line to the
mooring boat and make fast the vessel to the buoy with the nylon
mooring rope.
8. Connect the chain.
9. Pass the slip wire and make it fast, keeping it slack so that the weight
is taken by the anchor chain.
10. Let go the mooring rope and take it on board.
Also see Regulations.
CONTAINER FACILITIES: Operator: Port Authority.
Facilities: The terminal has 120 reefer points, 6 mobile cranes
(10 30.5 tonnes), 330.5 tonne straddle carriers, 2 reach stackers
(16 30.5 tonnes), 16 forklifts, 1 yard tractor, 1040 ft. trailers, 2 prime
movers and total area 35,752 sq.m. handling 2,180 TEUs.
TANKER FACILITIES: No facilities for handling oil at the present time.
CRANES: Cranes of 3, 5, 40 and 100 tons are available at the new jetties.
STEVEDORES: Adequate labourers available.
Cargo Gear: Goods loaded and unloaded by the ships gear, handling
equipment and crane available at the port jetty.
FRESH WATER: Available by barges.
FUEL: Fuel oil can be arranged in limited quantities if sufficient notice given.
NEAREST DRY DOCK: See Chittagong.
BANGLADESH
REPAIRS: Minor repairs can be arranged through Khulna Shipyard and
other private work shops.
Also see Regulations.
SURVEYORS: Lloyds/NKK. P&I Club and private surveyors are available
at Khulna.
POLICE/AMBULANCE/FIRE: Police Tel: +880 (4658) 73222. For
emergency services call Assistant Harbour Master. Tel: +880 (4662) 75325.
EMERGENCY RESPONSE CENTRE: In case of emergency whilst
at anchor/mooring in harbour limits, the Assistant Harbour Master should be
immediately contacted either by use of lamp signal to signal tower; or by
W/T on 500 kHz, call sign S3H; or VHF Channel 16.
FIRE PRECAUTIONS: Firefighting tugs are available.
Fire hoses should be rigged and fire main primed when working cargo of
jute, jute goods and any other inflammable cargo.
GANGWAY/DECK WATCHMEN: On receipt of orders from the
Master the stevedores will arrange to supply watchmen throughout 24 hours.
Masters of the visiting vessels are advised to post three watchmen on duty,
one on the forecastle, one aft and one on gangway all the time the ships are
at the anchorage. The watchmen shall be provided with lifebuoys for use in
emergency.
PIRACY: Acts of piracy have taken place at the port.
It is notified for all concerned that vessels calling at Mongla port are
requested to contact by VHF Channels 16, 14 and 12 the following stations
in the event of piracy:
Harbour and Conservancy Department of Mongla Port Authority call
sign: Harbour Control
Security Department Gate No. 1 call sign: Port Security
Bangladesh Navy Digraj Unit call sign: Mongla Navy
Coast Guard Mongla Unit call sign: Coast Guard
REGULATIONS: Crew members are not allowed to undertake
chipping/painting of vessels whilst in the port. This is to be done by licensed
contractors.
1. All vessels entering port shall display call sign flags and the
mooring/anchor berth in addition to pilot flags. They are also to display
their signal letters while waiting for Pilot at Hiron Point and/or in the
vicinity of fairway buoy.
2. Masters of the visiting vessels are advised to ensure that while their
ships are in the anchorage, no officer or crew travels to and from
ships in native boat, sampan or any other boat, not authorised by the
Port Authorities to ply in the anchorage for carrying passengers.
3. While the vessels are in port, Masters are to ensure that no ships
crew is employed for chipping, painting and working overside.
4. In port limits, wireless communication with any station except those
operated by Port or Khulna Radio (S3E) is strictly prohibited.
5. Masters of vessels are advised that more than eight barges or four
flats (one flat being equivalent to two barges) should not be allowed
to lie alongside. Under adverse conditions, this permissible number
may further be reduced.
Also see Anchorages.
TIME: GMT plus 6 hours.
LOCAL HOLIDAYS: Eid-ul Azha, Moharram, Eid-l-Miladun Nabi,
Independence Day, Jamat-ul-Bida, Eid-ul-Fitr, dates changeable.
WEATHER/TIDES: Tidal Range: The tides are semi-diurnal with
prominent diurnal effect. The approx. tidal range is 1.2 3.5 m. all over the
channel.
DELAYS: No unusual delay in the port.
CONSULS: None.
TELEPHONES: Mobile telephones available at the anchorage for placing
on board the vessels.
NEAREST AIRPORT: Jessore Domestic Airport, 112 km. Shah Amanat
International Airport, Chittagong, 180 km.
BANKS: Janata Bank, Mongla. Tel: +880 (4662) 75303.
SHORE LEAVE: Crew members of foreign vessels are allowed to
disembark ashore subject to Immigration permission.
REPATRIATION: Ships Agent responsible for arranging repatriation of
the crew.
IDENTIFICATION CARDS: Seamans Book is sufficient for
identification.
SHIPMASTERS REPORT: October 1991 (Updated 2002).
Anchorage: Special attention is required when anchoring in the
fairway/roads. When lowering the first shackle into the water, the vessel
should be stationary. When the vessel has one shackle on deck, drift back
using the current until there are 7 shackles in the water.
Vessels should avoid anchoring in the above area and at Hiron Point
Anchorage during SW monsoon season and during a depression, as over
1,000 anchors and chains have been lost.
The local authorities do not advise Masters of the above.
Loss of anchors and chains can delay ships clearance and involve
additional costs for extra pilotage and tug escorts.
Approaches: On approach, the Pussur River Estuary is marked by Fairway
Buoy and nine pairs of buoys. Masters of vessels are requested to contact
Hiron Point Station (S3K) to confirm the latest positions of buoys.
Documentation: Officers and crew should declare all their personal effects.
All deck stores and provisions should also be declared.
Vaccination List and yellow cards are no longer required, but Derat
Exemption Certificate must be signed in English with the persons name
printed, designation and port of issue listed.
SHIPMASTERS REPORT: December 1992 (Updated 2005).
Pussur River Bar:
Position: Lat. 21 27' N, Long. 89 35' E.
Charts: BA Charts No. 859 and 732.
Arrival Times and Drafts: Vessels should arrive at the Fairway Buoy when
entering and Hiron Point when leaving, 3 hours before HW at the Pussur
River entrance.
Anticipated drafts published by Mongla Port Authority for 1992 varied from
a low of 6.36 m. on the AM tide (27 February), to a high of 8.18 m. on the
PM tide (26 October). A rough guide for the port is 7.0 m.
The permitted drafts are published against the arrival times required at the
Fairway Buoy or Hiron Point, for AM on 20 December this was 0429 6.99 m.
257
BANGLADESH
Mongla
Notices and Pilot Station Instructions: The required notices were sent to the
Pilots and Port Authorities 24 hours before arrival with an ETA at the Fairway
Buoy of 0400 hrs. on 20 December 1992.
The pilot station was contacted on VHF when 12 miles from the Fairway
Buoy, and the following instructions were received:
On arrival Fairway Buoy, please pass 5 cables west of the Fairway Buoy
at 0430 hrs. (local time) today 20th, and steer a course of 315 to
Buoys B5 and B6.
After passing B5 and B6 Buoys, alter course to starboard 002(T) to
B11 and B12, then to starboard to cruise 025(T) to B15 and B16, then
keeping B1, 3, 5, 7, 9, 11, 13 and 15 to starboard and B2, 4, 6, 8, 10, 12,
14 and 16 to port.
On arrival Hiron Point, drop anchor 1 mile SE of B18 Buoy.
Please note that B3, 4, 7, 10 and 13 are missing (Editors Note 2005: Port
advises that all buoys are now in position).
Keep VHF watch on Channel 9 and 16.
The pilot station was in contact a number of times, and later amended the
time to pass the Fairway Buoy from 0415 0420 hrs., and advised to keep
close to the port side buoys as there was deeper water on that side of the
channel.
Instructions from the pilot station were helpful and given clearly in good
English.
There was one other vessel at anchor off Hiron Point and the pilot station
gave instructions to anchor using that as a mark.
Passage: Passage over the bar can be undertaken day or night on the high
tides.
Current: The current caused no problems, and no exceptional set was
experienced on this tide at dead slow ahead (5.3 knots).
Approaches: The vessel approached from the east, last port Chittagong, with
satellite navigator and echo sounder as a guide, and the Fairway Buoy was
picked up easily.
The swatch of no ground is very distinctive on the echo sounder.
Buoyage: The Fairway Buoy was Fl. 7 sec. instead of 10 sec., and no racon
signal was seen (Editors Note 2005: Port advises that buoy now flashes at
10 sec. intervals).
The buoy marking the wreck to the east was seen (Fl. (2) 20 sec.).
The buoys listed as missing were not seen, although radar echoes in their
approximate positions were noted, but these could have been fishing boats.
The other buoy lights were as noted on the chart, but no Racon was
operating on B18.
Radar positions from ashore indicate that the buoys are in the charted
positions.
Depths: The vessel had a draft aft of 6.81 m. in the brackish water, and a
least depth of 0.65 m. was recorded under the keel at 0441 hrs. on
20 December 1992 in the approximate position of missing Buoys No. 3 and 4.
Fishing Boats: There were a number of small fishing boats anchored across
the channel that made no attempts to get out of the way. They had oil lights
that were lit up on close approach. The largest concentration was close to
the anchorage.
Shoal Patch: The outward Pilot reported a shoal patch of 5.6 5.8 m. just
south of Buoy B18 (see Plan).
With a draft aft of 5.54 m., a sounding of 0.3 m. under-keel was recorded
in approximate position Hiron Point bearing 338 by 3.6 miles, which would
indicate that the shoal is further east and south of the Pilots sketched position.
This would also be indicated by the fact that the vessel anchored in the
position on the chart on the inward passage with a draft of 7.0 m. and
remained afloat through two successive low tides on 20/21 December.
Buoy B17 has been moved as indicated by the Pilot on the copy chart
(see Plan).
Pussur River: Hiron Point to Jayman Reach.
Chart: BA Chart No. 732. The river was found to be as charted.
Shallowest water was experienced at 0803 hrs. shortly after picking-up the
anchor.
The Pilot passed close to Buoy B18 on the port side with another vessel
at anchor close to starboard.
A depth of 0.6 m. under keel with a draft of 6.81 m. close to the pilot
boarding station. Otherwise the least water under keel was 1.1 m. at
1208 hrs., shortly before anchoring between Tatral Point and Ihir Khal, with
the buoy abeam to starboard.
The upriver passage was uneventful and the Pilot capable.
Waiting Anchorage: In Jayman Reach, and is referred to as Base Creek.
Inward Clearance will be done at this anchorage.
Tug: One tug is required to stand-by large vessels when anchoring, and is
used to push as required.
Pussur River: Jayman Reach to Mongla Port.
This section of the river was also found to be as charted.
The shallowest water experienced was 0.5 m. under keel at a draft of 6.9 m.
in a position with Jayman Reach (green buoy) bearing 140 0.85 miles.
Mooring Buoys: Buoy No. 6 on the chart should be re-numbered to No. 5,
and there is no Buoy No. 6.
Mongla Port:
Communications: Local telephone calls only can be made by calling Mongla
Radio on VHF Channel 16 with various working channels, and requesting
Mongla Agents telephone number. These calls are charged through the
Agency.
Port Control keep continuous watch on VHF Channels 16 and 14.
Overseas telephone calls can be made either from the Agents office or
by using the local telephone office. These are on occasions not very good
connections.
Fax messages are all sent to Khulna and can be delayed up to a day
reaching the vessel via road and launch.
Density: 1002 (approx.).
Documents: All certificates must be in date, and the correct officers
qualifications must be on board, or the vessel will not be permitted to sail.
Customs: The Customs Officer, who boards for Inward Clearance, seals the
bond store and remains on board throughout the vessels stay in port and
requires accommodation and food.
A rummage gang of about 10 persons will also board.
The resident Customs Officer issues Clearance to the various barges
during discharge.
An issue to the crew is permitted after one week in port.
258
Outward: The resident Customs official attends to the cargo papers with the
stevedores and Agents.
Other Customs supervisors will board to inspect the vessel.
The Clearance Certificate was issued about 18 hours before the vessel
could sail, due to the tides.
Clearance Inward: As for the Port of Chittagong, except that the Crew
Agreement was not taken ashore.
Max. Size: Maximum draft depends on the tide (see Pussur River Bar
Arrival Times and Drafts).
The Pilot advised that the usual max. LOA is 185 m., and Port Control
advised that two years ago a vessel of LOA 189 m. had been allowed into
the port.
Vessels of this length (LOA 188.4 m.) cannot be safely anchored in the
port as there is insufficient swinging room. There are two berths at buoys
available for this size vessel, requiring the anchor cable to be broken to
connect to the buoy. Large vessels will secure to the buoys on the ebb tide
and sail on the flood, as there is insufficient room to turn a manoeuvring
vessel in the port.
Pilots: There are seven pilots serving the port and Pussur River. The two
pilots handling this vessel were found to be efficient.
Night Navigation: Not permitted on the river for large vessels, but smaller
ones may be permitted, from Hiron Point to the port, navigation over the bar
is allowed at any time depending on the tide.
Barges: The Port Authority fines on vessels if there are more than eight barges
alongside at one time and occasionally makes representations on board.
As the barges are ordered in by the stevedores and consignees with no
control from the vessel, they were given a letter advising them that they would
be held responsible for any fines for this reason. This resulted in a marked
decrease in the number of barges coming alongside.
The barges are poorly fendered, usually just a couple of old tyres. An
attempt was made to use ships fenders but these rapidly disappeared.
The barges supply their own ladders for boarding of the stevedores.
Cargo Operations: Discharged 20,800 tonnes of bulk grain. Before starting,
bales of bags are brought aboard, broken open and stencilled with appropriate
marks.
The cargo is shovelled into the bags, the gangs splitting up into groups of
four, two to hold the bags open, and two to fill them with grain using buckets.
The bags are then stitched, slung and lifted to the barges with ships gear.
There appeared to be about 30 men in each gang with additional men to
prepare the bags on deck.
A selection of the bags is landed on deck and weighed on antique
steelyards suspended from bamboo tripods. In this manner, combined with
the bag tally, the stevedores arrive at a tonnage discharged.
The stevedores work one gang to a hold and do not double up at a hold.
Part of Hold No. 1 was discharged in bulk by scooping the grain into lined
nets. How this quantity was measured is doubtful, as draft marks on the
barges are rarely in evidence.
Working Hours: Stated as 0700 1900 and 1900 0700, with a meal break
from 1100 1200. However, with late starts and early finishes, about 20 hours
a day is achieved.
A net discharge rate of 33.63 tonnes/gang/hour was achieved, which with
three gangs working gives about 2,000 tonnes/day.
Watchmen: Should be employed as soon as the vessel arrives, and stationed
forward, aft and at the gangway. They change about every day and do not
require accommodation, but do require food. Thieves will board at any stage
in the river. Another vessel was relieved of six mooring ropes from the forward
store within half an hour of anchoring at Base Creek in the middle of the
afternoon.
Brass sounding caps, butterfly nuts, etc., should be removed prior to arrival,
even if they are of the thief-proof type. Anodes on the hull will also be taken
when above water.
Fresh Water: Available. The Pilots Note on the way in asks for the quantity
required. Generally about 2 or 3 days notice is required for delivery, after
ordering through the Agent. Not recommended for drinking.
Chandlery: Local fruit is available either from the ship chandlers or local
trading boats, also local fish is available and of good quality.
Ship chandlers lists contain most items, but they may not be available and
could be expensive.
Accommodation and Food: Requested for consignees representative,
stevedore overseer and foremen.
Weather: During the period mid-December 1992 to mid-January 1993, there
were generally early morning fogs, but otherwise cool and dry.
The fog may delay the day gangs arriving, as the launches either do not
leave the shore or cannot find the vessels.
Port Regulations: A copy of these was requested, but not forthcoming, but
they generally seem to be relaxed. The local people swim in the river and
no problems were experienced by the crew using local small boats for going
ashore.
Shore Leave: Passes issued on arrival and are to be handed back to the
Agent on departure.
AUTHORITY: Mongla Port Authority, Mongla Port Sub Post
Office 9351, Bagerhat, Bangladesh. Tel: +880 (4662) 75325.
Email: mpa@bttb.net.bd Web: www.monglaport.com.bd Contact: Md Abu
Taher, Chairman (Tel: +880 (41) 762331. Fax +880 (4662) 75224.).
Captain Md Shariful Ahsan, Harbour Master (Tel: +880 (41) 761830,
724006, (4662) 75221).
AGENT: Haque and Sons Ltd, Rummana Haque Tower, 1267/A Goshail
Danga, Agrabad C/A, Chittagong, Bangladesh. Tel: +880 (31) 716214/6,
710266,
710882.
Fax: +880 (31)
710530,
710288.
Email: haqsons@haqsons.com Web: www.haqsons.com