BANGLADESH

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:

Bangladesh Inland Water Transport Authority

(BIWTA): Bangladesh has about 24,000 km. of rivers, streams and canals

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

CHITTAGONG: 22 19' N 91 48' E

(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.

DOCUMENTS: Before Vessels Arrival:

2
4
1
2
3
2
2
2
15
2
3

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

Light Dues Receipt

2 Lists of Favour Parcels
Load Line Certificate
6 Passenger Lists, disembarking and transit
Safety Radio Equipment Certificate
Radio Telegraphy Certificate
Record of Safety Equipment Certificate
Safety Construction Certificate
Safety Equipment Certificate
1 Set Arrival Papers as per booklet available from Agent
Ships Articles
Ships Register
3 Ships Stores Lists on local Customs forms
SMC and DOC
Stores List
Voyage Licence.
Certificates: International Cargo Gear Test Certificates not more than
12 months old must be presented to the Dock Labour Inspector before a
vessel is allowed to use derricks/winches. Annealing and testing of gear at
Chittagong is an expensive process. In certain cases dispensation can be
obtained at the discretion of the Dock Labour Inspector.
ISPS COMPLIANCE: Port is compliant.
PFSO: Port Authority. Sarwar Shadid. Tel: +880 (31) 710294 (ext. 2484).
Mobile: +880 (11)
707836.
Fax: +880 (31)
710593.
Email: dscpa@globalctg.net
Chittagong Dry Dock. ASM Mahfuzur Rahman. Tel: +880 (31) 740922,
800144. Fax: +880 (31) 740974. Email: drydock@spnetctg.com
Chittagong Urea Fertiliser Ltd. Md Jainal Abedin. Tel: +880 (31)
622301-5 (ext. 7722). Mobile: +880 (189) 802930. Fax: +880 (31) 610564.
Email: bciccufl@globalctg.net
Chittagong Silo. Sajal Kanti Banik. Tel: +880 (31) 740779-81.
Mobile: +880 (171) 944690. Email: ctgsilo@gononet.com
MAX. SIZE: LOA 185.91 m., draft 9.14 m.
Anticipated safe drafts are predicted three months in advance. The depth
of water over the Outer, Inner and Gupta Bars is maintained at 5.2 m. at low
water throughout the year. The bars are situated at distances of half, one
and 4.75 miles from the entrance. In order to calculate the draft for entering
and leaving port, the depth of 5.2 m. over the bars is added to the height of
water in the tide tables for day tides.
Also see Tanker Facilities and Shipmasters Report dated June 1985.
DENSITY: 1000 1004.
RESTRICTIONS: Night sailings both inward and outward are permitted,
however with restriction on the vessels of up to length 165 m. for outward
and 153 m. for inward. Night-sailing not permitted for vessels with the bridge
on the bow, vessels with the bridge aft are allowed but only up to length
152.4 m.
Draft: Normally from 7.5 9.14 m., depending on state of Karnaphuli draft
restrictions. Published monthly.
Power Lines: Cross over the River Karnaphuli from CPA Dock Office Tower
21 (approx. Lat. 22 18.04' N, Long. 91 48.47' E) on the opposite bank of
the River Karnaphuli, the transmission lines are charged at 132 kV. Vessels
berthing at Berths No. 1 13 should have a maximum airdraft of 52.0 m.
ARRIVAL: Vessels are allocated berths on a first-come-first-served basis.
Vessels exceeding quota need to wait at the anchorage. Vessels anchoring
on arrival are to advise anchor position to Port Control on VHF Channel 12.
APPROACHES: Since South Patches Lightvessel is missing, it is
advisable to make for Elephant Point/Coxs Bazaar, and then shape course
to pass west of South Patches. Due allowance must be made for the state
and rate of tide. In this area, the tide runs in a north south direction.
Once it is ascertained that the vessel is west of South Patches, course
can be shaped to pass 8 9 n.m. off Kutubdia Lighthouse. The buoys
indicating the channel to Chittagong Outer Anchorage are mostly out of place
or missing and cannot be relied upon. The buoys are unlit and without radar
reflectors and navigating in their vicinity during hours of darkness can be
hazardous.
A current and wave recorder has been placed at position Lat. 22 10' 39" N,
Long. 91 47' 37" E, marked with a yellow spherical buoy. Flashing
characteristics flash white every 5 seconds. All vessels approaching
Chittagong Roads, or leaving harbour or at anchorage, are advised to
navigate with caution keeping a clear distance from the buoy.
Vessels must reach pilot grounds at mouth of River Karnaphuli 3 hours
before HW of a particular tide. Both tides used for handling vessels.
Hydrological and Hydrographical Data: The width of the navigation
channel (5.49 contour) varies from place to place. Effective width is from
243.90 304.88 m. A minimum channel width of 250 m. is maintained.
Tidal Works: At Patenga
3.35 m.
At Khal (Channel) No. 10
2.74 m.
At Sadarghat
2.29 m.
Max. velocity of current opposite Khal (Channel) No. 10:
Spring tides (SW monsoon):
4.5 5.5 knots
Neap tides (SW monsoon):
2.5 3.5 knots
Spring tides (winter months):
up to 3 knots
Neap tides (winter months):
up to 2 knots
Freshet ebbs (winter months):
up to 8 knots

PILOTAGE: Compulsory. Vessels shall call Pilots on VHF Channel 16 and

update ETA when 12 n.m. from the pilot station. Pilots board and leave
vessels 1.5 n.m. WSW of No. 1 Sea Buoy.
Inward ships must present themselves at Fairway Buoy at least 3 hours
before HW to enter on a particular tide, both day and night.
Night navigation possible for outward and inward movements of vessels
upto 164.60 m. and 137.15 m. LOA respectively.
ANCHORAGES: The anchorage is considered safe and the holding
ground is good. The bed of the river is soft mud and is harmless in case of
grounding.
Holding ground off Kutubdia fairly good but strong tides render it necessary
to pay-out extra length of cable.
Spring tides at outer anchorage are very strong (6 8 knots) and at times
of freshets the rate may be more. It is advisable to keep engines ready at
all times during spring tides, and maintain continuous and efficient anchor
watches.

Readers are encouraged to send updates/additions (see p. xi for details)

Chittagong

BANGLADESH

Ship Masters approaching Chittagong Roads are advised not to attempt

to cross bow of vessels at anchor/underway to avoid drifting on them resulting
in probable collision in view of the prevailing strong current at outer
anchorage. However, if it is inevitable to cross, Shipmasters may do so with
caution by giving a wide berth to the vessel at anchor/underway considering
the minimum velocity of the current being 6 knots and other marine factors.
Vessels at the outer anchorage should maintain a deck watch forward and
aft.
The port has the following recommended anchorages:

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

Cement Clinker Jetty

Grain Silo Main Jetty
TSP Jetty
DDJ-1
DDJ-2
Urea Fertiliser Jetty
KAFCO-1
KAFCO-2
Grain Silo Lighter Jetty
LJ No. 1

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

PRATIQUE: All vessels must send the standard quarantine messages by

radio. Vessels which have touched ports between Port Sudan and Durban,
on the east coast of Africa including these two ports, or any other yellow
fever port or other port on the continent of Africa, or ports which are declared
from time to time as quarantine areas, are suspected vessels on account of
yellow fever or jigger, or other infectious disease as the case may be and
may not have communication with the shore till declared by the Port Health
Officer, who attends only between sunrise and sunset, except in special
circumstances. The incubation period for yellow fever is nine days, but
vessels arriving later than nine days are still not free from quarantine because
there is no incubation period for jigger.
PRE-ARRIVAL INFORMATION: Arrival Advice: ETA should be
forwarded to ships Agent 72 hours with confirmation at least 24 hours before
arrival at the pilot station.
The message should contain the following information:
1. name of vessel
2. ETA pilot station
3. g.r.t.
4. n.r.t.
5. d.w.t.
6. LOA
7. date and hour sailed last Port of Call
8. quantity and description of cargo to discharge
9. next Port of Call
10. classification of vessel and nature of cargo carried
11. name of Master
12. max. arrival fresh water draft.

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.

VTS/RADAR: No service available.

TUGS: Available, under direction of Pilot.
BERTHING: All incoming vessels are berthed during flood tide. Vessels
are tide subbed by using starboard anchor and swung head to tide. Tidal
current is stemmed with bare steerage speed and head line is passed to
mooring boat. Minimum one tug assistance is compulsory. Vessel is fastened
with four head lines and two springs. In multi-buoy mooring (MBM), three
shore lines are secured with one buoy. Usually 3 4 cables of port anchor is
veered before coming alongside of berth.

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

Edible oil, dry cargo

Pontoon berth, bulk
liquid
Pontoon berth, liquid
Pontoon berth, liquid
Crude oil
Lighters, dry bulk cargo
Repairs, lay-by

Berthing Priority: All concerned are reminded that vessels loading/carrying

cargo/mixed-up cargo or loading/carrying cargo in less than three holds, or
unequally stowed in more than three holds, or with in-operative ships derrick,
will be classed as Grade-II ships and shall be given berth conveniently, and
if required, shall be shifted to another berth/mooring or outer anchorage
convenient to the Port Authority.
Frequent breakdown in the machinery and engine of a ship, will also entail
her being classed as Grade-II ship and the consideration for priorities will
rest on the administration.
This will be strictly followed with effect from 1 January 1984, and no further
consideration will be entertained from that date.
Mooring: Vessels moored alongside the pontoon jetty and vessels moored
alongside each other must ensure that adequate numbers of rat guards are
used to prevent movement of rats between ship/shore and ship/ship.

BULK CARGO FACILITIES:

Grain Silo Jetty: Grain silo has storage capacity of 170,000 tonnes,
equipped with necessary equipment for unloading and storing from ships
tackle direct. Vessels up to LOA 185.9 m. can take berth at the jetty.
TSP Jetty: Triple Super Phosphate Complex having storage capacity of
127,500 tonnes has been constructed adjacent to TSP Jetty and is equipped
with necessary equipment for unloading/storing rock phosphate from ships
tackle direct. Vessels up to LOA 175.2 m. are able to berth at TSP Jetty.
Cement Clinker Jetty: Cement clinker plant having storage capacity of
40,800 tonnes is adjacent to Chittagong Cement Clinker Jetty. The jetty is
equipped with necessary equipment for unloading/storing cement clinker
direct from ships tackle. Vessels up to 175.2 m. are able to berth at the
Cement Clinker Jetty.
CONTAINER FACILITIES: Operator: Port Authority.
Facilities: The terminal has 23 mobile cranes, 2 straddle carriers, 54 front
end handlers/reach stackers (242 tonnes, 825 tonnes, 316 tonnes,
75 tonnes, 343 tonnes), 90 reefer points, 12 yard tractors, 1640 ft.
trailers, 32,000 sq.m. container freight station and total area 15,000 sq.m.
handling 6,484 TEUs.
TANKER FACILITIES: Crude oil tankers up to a draft of 10.36 m. can
be handled at the Outer Anchorage.
Clean tankers enter the river and berth at petroleum jetties inside the port,
restricted to LOA 185.9 m., and subject to published river draft.
Tankers up to 120,000 d.w.t. discharge into lighters at Kutubdia anchorage
where depth is 12.80 m.
Also see Berthing and Shipmasters Report dated January 1998.
CRANES: There are 323 ton portal level luffing electric cranes, two with
radius of 19.81 m. and 25.0 m.
Mobile Cranes: 230 tons, 320 tons, 510 tons, 116 tons. Further
lifting equipment up to 125 tons can be highered, contact ships Agent for
details.

CARGO HANDLING FACILITIES:

Forklifts: 75 tons, 433 tons and six extension pieces.
Cargo Handling Equipment: 23 tractors (525 tons, 186 tons),
52 trailers (1525 tons, 376 tons), 7 JCBs, 9 drum handling attachments
and one bale handling attachment.
STEVEDORES: Available through Agent.
Working Hours: Monday to Thursday and Saturday day shift,
0730 1200 and 1330 1700. Night shift, including Friday 2000 2400 and
0000 0400. Friday, day shift 0700 1200 and 1400 1700.
POLLUTION: As per MARPOL 73/78. Disposal of waste is monitored by
a mobile team.
WASTE DISPOSAL: Ships generated waste may be collected by an
Agent-nominated service.
SLOPS DISPOSAL: Slops from tankers and engine rooms collected by
private reception barge.
Also see Developments.
MEDICAL: Doctors and hospital facilities available.
FRESH WATER: Available from quays. Also available at outer
anchorage. Capacity of water barge about 500 tons. Supply daylight hours
only.
FUEL: All grades available at oil berths, otherwise supplied by barge. The
government have occasionally suspended sale of bunkers to foreign vessels.

See guidelines on how to compile and submit information to us (page xi).

253

BANGLADESH

Chittagong

CHANDLERY: There are several reliable shipchandlers belonging to ISSA

who can supply provision and stores. All types of supply and spares available.
For spares, Agent should be contacted 3 4 days prior to arrival. Stores and
spares supplied by truck to the jetty and by registered boats at anchorage.
Shipchandlers complete customs clearance requisitioned goods.
NEAREST DRY DOCK: Operator: Chittagong Dry Dock Ltd.
Tel: +880 (31)
503230,
504173.
Fax: +880 (31)
225725.
Telex: 66327 CDD BJ.
Facilities: The company has dry docking facilities handling vessels up to
16,500 d.w.t. and LOA 170.6 m.
REPAIRS: Facilities for repairs available. Ships engines may not be
dismantled or immobilised whilst at berths or moorings without the prior
sanction of the Port Authority.
SURVEYORS: Germanischer Lloyd: Shaw Wallace Bangladesh Ltd.
Tel: +880 (31) 500624, 500628, 225416. Fax: +880 (31) 225245, 225669.
POLICE/AMBULANCE/FIRE: Call Port Control, Channels 12 and
16, call sign S2YA or Tel: +880 (31) 505021, 505041.
EMERGENCY RESPONSE CENTRE: Coast Guard, East Zone
Commander. Tel: +880 (31) 611776/7.
GANGWAY/DECK WATCHMEN: Recommended to have three shore
watchmen, supplied by Agent or nominated watchmen supplier.
PIRACY: The port has introduced measures to combat piracy. Vessels are
advised to report any incident immediately to Port Control on VHF
Channel 12.
STOWAWAYS: Masters are advised to carry out stowaway search prior
to departure.
TIME: GMT plus 6 hours.
LOCAL HOLIDAYS: Eid-e-Milad, Shaheed Day, Independence Day,
Bengali New Year, May Day, Buddhu Purnima, Shabe Barat, Jamatul Wida,
Eid-ul-Fitr, Durga Puja, Janmas Tami, Revolution Day, Eid-ul-Azha,
Muharram, Victory Day, Christmas.
WEATHER/TIDES: Tidal Range: Semi-diurnal with a range of 3.5 m.
Meteorological Data:
Temperature: 32.10C max., 13.40C min.
Rainfall: 24.25 max., 0.10 min.
Normal Pressure:
Time

Max.

Min.

0000 GMT 0600 hrs.

0300 GMT 0900 hrs.
1200 GMT 1800 hrs.

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

Anchorages: Anchorage areas marked on BA Chart No. 84 are

meaningless, except that the entrance channel is more or less free of
shipping. It is very crowded. There is a tendency to anchor on south side of
entrance channel. Vessels may have to anchor as much as 6 miles from
coastline. The Northern side of the channel is mainly used by vessels
lightening.
Currents are strong, so use plenty of cable.
Pilots: Competent. 10 Pilots are available and 6 Pilots are on duty at any
time, so they are very busy. Berthing normally during daylight, but depends
on tidal state and draft.
Vessels under 153 m. length and suitable draft can be berthed or unberthed
at night.
Pilots are based in the city and wait at boarding position, as per BA Chart
No. 84, in a large grey steel hulled launch.
They take in as many vessels as possible at one time, and this leads to
confusion in the anchorage/boarding area.
Maximum size of vessel berthed at Chittagong Wharves is LOA 186 m.,
and draft 8.55 m. with suitable tide.
The draft for sailing from KAFCO A is reduced by 0.5 m. due to a sunken
barge just off the berth.
Tugs: For berthing at KAFCO Ammonia Berth, we had one tug pushing (an
old small anchor handling tug). No tug used on departure.
Mooring: Moorings at KAFCO Jetty were 4 and 2 at each end. Vessels
generally berth head-out port side to. If the vessel is over 175 m. in length,
you have to moor up as best you can. Vessels berth and depart on flood
tide. Line boat and large mooring gang available, but they do not like wires.
At present, the south end of the fertiliser berth (KAFCO U) adjoining the
ammonia berth (KAFCO A) is under reconstruction after being damaged by
a ship berthing a few months ago, and good mooring leads are impossible.
Vessels turn short round just north of the berth with the aid of the starboard
anchor, tug pushing and good astern power.
On approaching the berth (KAFCO A), starboard anchor is again let go,
and eventually there are about 5 shackles in water when alongside.
The bow is virtually on top of the wreck buoy (Lat. 22 13.98' N,
Long. 91 49.30' E).
Anchor is used to aid vessels departure from the berth. No tug used on
departure.
About 2.5 m. tidal range, so moorings needed little tending.
Fenders: KAFCO Berths A and U have good fendering (flat faced dual
sprung type). KAFCO A, the ammonia berth, has five fenders on the platform
face.
Berths: Liquid ammonia and fertilisers are loaded at three berths, the original
fertiliser Berth NNF in position Lat. 12 14.2' N, Long. 91 49.8' E, and two
berths constructed in 1995, KAFCO U for dry urea fertiliser to the north and
KAFCO A for refrigerated ammonia to seaward.
As mentioned above, KAFCO U was recently damaged by a vessel
mooring. KAFCO U is a conventional concrete flat faced jetty, and KAFCO A
is a typical tanker T-jetty with mooring dolphins connected by catwalks and
also connected to KAFCO U jetty to the north.
Maximum berthing length is quoted as 180 m.
Fender length on the loading T-jetty is 63 m. Density was 1017 at HW and
1006 at LW.
Cargo: Refrigerated ammonia is loaded at KAFCO A jetty through 8 in.
300 ASA chicksan connection.
The chicksan has a 4 in. 150 ASA vapour return pipe on an arm. The arm
has an operating height of about 16.0 m. above HW.
The terminal requires that VRL is connected.
Virtually no side deflection, so moorings must be tight.
Nitrogen blow from terminal on completion.
Ships walkie-talkie is used during operations.
The plant produces about 1,500 tonnes of ammonia per day from natural
gas as a feedstock, of this approximately 1,000 tonnes per day goes to the
fertiliser plant for the production of urea, and the remainder (500 tonnes) is
exported as refrigerated ammonia. Recently, the natural gas supply has been
erratic, so ammonia production has reduced, with at times only 150 tonnes
per day being available for export as liquid ammonia.
There is a 18,000 cu.m. refrigerated tank situated near the jetty.
Surveyor requires accommodation. The Terminal Manager is helpful. If
necessary, for tidal sailing, documentation can be completed at the
anchorage.
The urea berth KAFCO U has a track-mounted loader owned by Karnaphuli
Fertiliser Co Ltd (KAFCO).
Gangway: Our amidships accommodation gangway was landed on jetty.
Telephones: Only available in the terminal control room. GSM telephones
may not be used.
Facilities: Fresh water is available from jetty through meter. Ships hoses
used.
Fuel IFO and MDO available by barge at anchorage.
Shipchandler paid us a visit with prices which were moderate for fresh
provisions, but we did not place an order.
Shore leave allowed, but only by boat. Crew are not allowed through plant.
Quite a long journey to Chittagong city. Agent says no amenities for ships
crew and nothing to see.
Airport is on opposite bank of river to fertiliser plant, but a long way round
by car. No flights during our visit, as local airline has no planes for domestic
flights. The nearest international airport is at Dhaka, 4 hours by car.
Formalities: Formalities can be daunting. Fortunately on our visit, Agent
had everything organised, advising vessel exact papers required. Manager
and three clerks boarded and handled all matters.
Documents required as follows:
2 Arms and Ammunition Lists
5 Bonded Stores Lists
5 Canteen/Slop Chest Lists
5 Crew Currency Declarations
5 Crew Declarations (Complete Declaration)
12 Crew Lists
2 Maritime Health Declarations
2 Narcotics in Safe Declarations
2 Nil Stowaways Lists
2 Passenger Lists
2 Ports of Call Lists

Readers are encouraged to send updates/additions (see p. xi for details)

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.

See guidelines on how to compile and submit information to us (page xi).

255

BANGLADESH

Chittagong

Pre-Arrival Information: The ships Agent informed us that the vessel

would be lightered on arrival prior berthing to attain the required berthing
draft. The lighterage operation would be carried out at A Anchorage.
Documents: Lots of paperwork, insisting on photocopies, usually the ship
is expected to provide paper and a photocopying machine.
Approaches: Arrival was adjusted to allow for passage from Kutubdia to
Chittagong Anchorage A at HW and in daylight.
Our attempt to obtain local tidal information was unsuccessful, so Admiralty
predictions were used. Readings observed from echo sounder proved tide
predictions accurate.
Numerous fishing vessels with marker buoys caused concern, as fishing
vessels tend to come very close waving towards the direction they desire
vessel to follow.
Later the ships Agent informed that up to 10.5 m. draft, vessels can safely
approach Anchorage A. Buoys were found missing against charted positions,
but buoys sighted in the anchorage were not on the chart used, BA Chart
No. 84, which at the time was correct and up to date.
Anchorages: The ships Agent did provide position information regarding
a few wrecks in Anchorage A.
The anchorage was congested, as sufficient distance has to be maintained
between vessels, as a precaution against dragging the anchor. Currents
found to be strongest at HW and LW time at Chittagong, we dragged our
anchor. Ships engines were used to control the drift and re-anchor the vessel.
Pilotage: For berthing, the operation is usually tide based and all ships are
called at once. The pilot boat is slow and unable to co-ordinate well.
Additionally, the Pilots in their efforts to assist, pass on continuous instructions
to vessels waiting for the Pilot from the pilot boat, which may become
confusing, with strong drift experienced by waiting vessels that are underway.
Good lookout and own judgment need to be used.
Pilots conducted berthing/unberthing operations with the assistance of the
tide, tugs were used sparingly. On our departure, no tug was available.
Shore Personnel: The ships Agent and watchmen arrived at the
anchorage. Ten watchmen were employed as per ships Agents advice, with
five watchmen work per 6-hour shift. Watchmen to be provided with food,
accommodation preferred but if not available will find some place to rest.
Watchmen were monitored by the ships crew maintaining an anti-piracy
watch.
Offloading: Lighters of approximate capacity 1,000 1,200 tonnes were
used. After an initial delay of two days, operation commenced. Once
lighterage started, lighters were available quite regularly.
Gratuities: Everybody coming on board expected some gratuity. The ships
Agent assisted. Since Customs seal the Bonded store, after initial haggling,
not much trouble was experienced.
Berthing: Vessel berthed at the dolphin oil jetty. During berthing, the mooring
crew uses a rowing boat to transfer the mooring lines from the vessel to
shore bollard. It was already dark while we were passing mooring lines, and
mooring crew insisted on more slack on the ropes.
The unsuspecting mooring station crew complied. Taking advantage of the
darkness around shore bollard and speed of rowing boat, approximately 40 m.
length of rope was cut off from the end of the mooring line and re-spliced
quickly by the mooring gang. A complaint was made to the Harbour Master,
but unable to determine if any action was taken. Even the P&I club felt this
was not unusual. Otherwise, watchmen did a good job, vessel did not loose
any other items. During the period our vessel was alongside, three boats
were employed to monitor over the vessels side and to protect the ships
anodes.
Provisions: Provisions were expensive, only a small amount of fresh
provisions were taken onboard.
Gangway: The lay out of the jetty did not permit proper access. Ultimately,
the accommodation ladder was used, which was not really a safe and
comfortable access.
Stowaways: After departure we searched the vessel for stowaway, none
found.
AUTHORITY: Chittagong Port Authority, Bandar Bhaban, PO Box 2013,
Chittagong 4100, Bangladesh. Tel: +880 (31) 741980/90. FAX: +880 (31)
710593. Telex: 676256 PORT BJ. Email: cpa@cpabd.com
Web: www.cpabd.com
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

MONGLA: 22 29' N 89 36' E

(See Plan)

OVERVIEW: Mongla Port is the second sea port of Bangladesh. It is a

sheltered port handling general cargo, dry bulk, fresh and frozen produce
and containers.
LOCATION: On the southwestern part of the country at the East Bank of
Pussur River near its confluence with the Mongla Nulla, approximately
71 n.m. upstream of the Bay of Bengal. The port is well protected by the
largest mangrove forest known as the Sundarbans, part of which has been
declared a World Heritage site.
CHARTS: BA Chart No. 732.
PORT LIMITS: To the North: A line drawn due east-west from a point
in position Lat. 22 38' 00" N, Long. 89 20' 00" E to a point in position
Lat. 22 38' 00" N, Long. 89 40' 00" E.
To the South: A line drawn due east-west from a point in position
Lat. 21 27' 00" N, Long. 89 20' 00" E to a point in position Lat. 21 27' 00" N,
Long. 89 40' 00" E.
To the East: A line joining the point in position Lat. 22 38' 00" N,
Long. 89 40' 00" E
to
a
point
in
position
Lat. 21 27' 00" N,
Long. 89 40' 00" E.
To the West: A line joining the point in position Lat. 22 38' 00" N,
Long. 89 20' 00" E with the point in position Lat. 21 27' 00" N,
Long. 89 20' 00" E.
The centre of the permanent port jetty is in position Lat. 22 29.32' N,
Long. 89 35.57' E.
DOCUMENTS: See Chittagong.

256

ISPS COMPLIANCE: Port is compliant.

PFSO: Mongla Port Authority: Port Facility Number: 0012.
Ltr Cdr M Ashraf Uddin (C PSC BN). Tel: +880 (4662) 75232 (office), (41)
760361 (home). Email: mpa@bttb.net.bd
Mongla Cement Factory: Port Facility Number: 0018.
Alim Al Raji. Tel: +880 (4662) 75376, (41) 732697. Fax: +880 (4662)
75376. Mobile: +880 (171) 312608.
MAX. SIZE: LOA 200 m., draft 7.0 m. in all seasons. Draft 8.0 m. during
SW monsoons on spring tide.
Largest vessel: LOA 225 m.
Also see Restrictions.
DENSITY: The density of water at the Outer Bar varies from
1005 1025 and at Mongla from 1002 1015.
RESTRICTIONS: Entrance to the Pussur River is about 9.6 km. wide at
the mouth and has a bar over about 8 km. where the depth is 6.2 m.
1. Arrival and departure of the vessel will only take place during fair weather
conditions and during daytime only.
2. LOA of vessels entering the port is restricted to 200 m. and may be
increased depending on the season and circumstance of the case, and
normally only two vessels of more than 182 m. can be accommodated
at a time. LOA 225 m. has been handled at the port.
3. For draft, see Max. Size. As these are fresh water drafts, the incoming
ships should give necessary allowance. The outgoing ships may have
to leave anchorage a day earlier to take advantage of next AM tide at
Outer Bar.
4. The port can reduce these declared drafts without notice.
5. Outward ships of deep drafts will leave the anchorage with the first of
flood at Mongla.
6. Vessels entering or leaving port must have full power on main engine
and deck machinery and both anchors must be available for use at all
times.
7. In spring tides, ships of less than 10 knots shall not be permitted to
transit the river. However, if permission is given under special
circumstances, a suitable tug must be hired from the port to escort the
vessel within the port limits. Requests for the tug must be made at least
24 hours in advance.
8. Night navigation is allowed for vessels up to LOA 145 m. subject to the
following conditions:
a) ships radar, gyro-compass and steering system should be in perfect
working order
b) weather conditions should be good and favourable
c) arrival/departure should be booked at least 24 hours in advance
d) minimum manoeuvring speed should be 10 knots
e) maximum draft allowed 6.5 m.
f) a boat will be employed with a searchlight to remove all country
boats, barges and any other obstacles in the channel within the
harbour limit.
Also see Approaches and Max. Size.

ARRIVAL: Inward ships must present themselves at Mongla Fairway Buoy

at least 3 hours before HW at Hiron Point to enter on a particular day.

APPROACHES: Approaching from the east, vessels should carefully

monitor soundings and try to stay between the 10 and 20 fathom lines and
alter course to north when at swatch of no ground. Vessels should sight
Mongla Fairway Buoy (Fl.1 long 10 sec.) on this course and should then
contact Pilot Station for further instructions. Due care should be taken to
appreciate the tide condition because vessels have been known to drift
north/northwest during strong floods and run aground in the shallows.
Approaching from the west, vessels should manoeuvre to keep to the south
of the 20 fathom line and steer a course of about 045(T) when western end
of swatch of no ground is reached. This course will take the vessel to Mongla
Fairway Buoy. Due care should be taken to guard against northerly set during
flood times. When approaching from SE or SW similar action as before should
be taken on reaching the edges of swatch of no ground. Due care should
be given to avoid the wrecks of MV Cherry Laju in position Lat. 21 26.4' N,
Long. 89 30.2' E, and MV Ocean Wave in position Lat. 21 41.8' N,
Long. 89 29.2' E.
Shore Beacons: Circular No. 1 of 2004: It is hereby notified to all
concerned that as an aid to navigation eight shore beacons have been
established at different positions along both sides of the Pussur River. The
positions are as follows:
Location

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

Fl.1 W 10s, unlit

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

Readers are encouraged to send updates/additions (see p. xi for details)

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.

See guidelines on how to compile and submit information to us (page xi).

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

Readers are encouraged to send updates/additions (see p. xi for details)