DOMINICAN REPUBLIC

Dominican Republic
GENERAL: (See Plan)
GEO-POLITICAL: Capital City: Santo Domingo. Nationality: Dominican. Population: 8,000,000. COMMUNICATIONS: International Direct Dial Code: 1 809. Number of Internal Airports: 13. Major Languages Spoken: Spanish. ECONOMY: Currency: 1 Dominican Peso (DOP) of 100 Centavos. Exchange: (as of July 2002) US$ 1.00 DOP 17.90 DOP 1.00 US$ 0.06 Main Industries: Tourism; sugar processing; ferro-nickel and gold mining; textiles; cement; tobacco. ENVIRONMENT: Territorial Sea: 6 n.m. Other Maritime Claims: Contiguous Zone: 24 n.m. Continental Shelf: 200 n.m. Exclusive Economic Zone: 200 n.m. Coastline Extent: 1,288 km. Climate: Tropical maritime; little seasonal temperature variation; seasonal variation in rainfall. Natural Resources: Nickel; bauxite; gold; silver. Average Temperatures: Month High Low January 30 C 19 C June 32 C 22 C September 30 C 20 C DOCUMENTS: As per Dominican law, vessels calling at Dominican ports require a complete Dominican consular despatch from each loading port, as well as from the last foreign port of call. In theory, these documents should be at the discharging port before the arrival of the vessel, as they are required for inbound Customs Clearance. In practice, this is not the case, and it does not present any problem for the vessel if the consularised documents are not received prior to the ships arrival. If there is no Dominican Consulate at the loading port, the Agent should give a certificate to this effect, and the Agent in the Dominican Republic will attend to all the local formalities. The consular fees charged by the Dominican Consulates are sometimes quite steep and will depend on the quantity and value of the cargo loaded. Contact Agent if you have any questions. The following are the papers required for the Port Authorities which the Master should have ready on arrival for Inward Clearance: Port Doctor: 1 Derat Certificate. 1 Crew Vaccination List. 1 Health Declaration. 1 Crew List. 1 Landing/Transit Passenger List. Harbour Master/Port Authority: Port clearance from last port of call. 4 Crew Lists. 4 Landing/Transit Passenger Lists. 4 Negative Passenger Lists (if none landing). 4 Arms Lists. 6 Cargo Manifests. 5 Bills of Lading. 2 Stowage Plans. Customs: 2 Crew Lists. 2 Arms Lists. 2 Landing/Transit Passenger Lists. 2 Negative Passenger Lists (if none landing). 2 Stores Lists. 2 Crew Personal Effects Lists. 4 Cargo Manifests. Immigration: 2 Crew Lists. 2 Landing/Transit Passenger Lists. Police: 1 Crew List. 1 Landing/Transit Passenger List. Department of Agriculture: 1 Stores List. 2 Crew Personal Effects Lists. 2 Cargo Manifests. Agency: 1 Crew List. 1 Landing/Transit Passenger List. 4 Manifests (if not couriered or faxed). 2 each B/L (if not couriered or faxed). 1 Crew Personal Effects List. 2 Stowage Plans. Additional required for distribution by the agent: 10 Crew Lists. 10 Landing/Transit Passenger Lists. 5 Negative Passenger Lists (if none landing). 5 Arms Lists. 3 Stores Lists. 9 tallybooks. 4 Cargo Manifests (if not previously airmailed). 2 B/L (if not previously airmailed). Boarding Party: The boarding party that meets the vessel once alongside is usually quite numerous and includes two or three armed Dominican Navy men. Once Free Pratique and Customs Clearance are granted,

one or two uniformed Customs guards are posted onboard near the vessels gangway, and they are rotated until the vessel sails. They are responsible for making sure nothing that is not authorised comes off or goes on board. Usually these Customs guards eat their meals onboard the vessel. BILLS OF LADING: According to Dominican Republic law, all cargo is discharged from a vessel into the custody of Customs. Original Bills of Lading (or in lieu thereof an adequate bank guarantee) are required by Customs from the consignee before the cargo may be removed from the Customs controlled port areas. Hence, neither the Master nor the Agent may demand presentation of the Original Bills of Lading prior to discharging, as the ultimate destination of the Original Bills of Lading is the Dominican Customs office. As this is frequently a source of confusion, it is of great importance to clear up this matter prior to the vessels arrival, in order to avoid costly delays and/or disputes. PILOTAGE: Pilotage is compulsory in all Dominican ports. Pilots are ordered for the vessel from the respective Harbour Masters office based on the vessels ETA at the pilot station. Refer to each port for more specific information on the matter. TOWAGE: Towage is compulsory for all vessels in those ports where tugs are available. Vessels will be billed for towage according to the tariff, even if tugs are not required or used. In many Dominican ports, the tugs available are not very powerful, and sometimes, due to breakdowns, may not be available. Refer to the information on the specific port in question and for the most updated information, contact Agent. SHIFTING: Vessels are sometimes forced to shift to another berth within the port or to anchorage, giving preference to other vessels. With a few exceptions, the costs for these shiftings are paid by the vessel given preference. HARBOUR DUES: Most Dominican ports are subject to basically the same charges, with the notable exception of Cabo Rojo and Punta Palenque, which are exempt from harbour fees. The vessel and Agents are always responsible for payment to the Port Authority and adequate arrangements should be made to avoid misunderstandings. STEVEDORES: Basically all ships are discharged by ships gear. In all Dominican ports, stevedore gangs are hired from the Union Hall (Sindicato de Estibadores) and the first gang consists of 13 men plus 4 additionals (time keeper, water carrier, foreman, tally man). The second and subsequent gangs consist of 13 men plus 2 additionals (foreman, tally man). There has never been any shortage of gangs in Dominican ports. The Sindicato de Estibadores is not covered by liability insurance, and stevedore damage claims are all but impossible to collect. Owners, Charterers and Operators should cover this potential liability through P&I Club. The stevedores wages depend on the type of commodity and work method. Some cargoes are paid for with hourly wages and others on a per metric ton basis. Social security, Christmas fund and accident insurance is also included. Overtime compensation depends also on commodity and work method. Contact Agent for rates and further details. POLLUTION: No garbage, refuse, etc., can be thrown overboard. Vessels liable to heavy fines for oil pollution, etc. INSPECTIONS: Phytosanitary Inspections: Cargoes consisting of agricultural commodities such as grain and grain products, forest products, etc., are subject to strict phytosanitary inspections by the local agricultural authorities, often resulting in the requirement to have the cargo fumigated in the holds prior to discharging. One step, recommended in order to try to avoid this problem, is to have available copies of the phytosanitary inspection and/or fumigation certificates, if any, on hand at the time the cargo is inspected. These can be sent by telefax to Agent if not available on board the vessel. SPARES: Spares may be shipped in transit to the vessel and are thereby exempted from heavy Customs duties levied on imports into the Dominican Republic. Clearance for Spares-in-Transit can usually be arranged within 24 48 working hours after arrival, if previously notified. Airway Bill and the shipping documents should be consigned c/o Agent and clearly labelled Ships Spares in Transit. Please contact Agent for any further information including preferable routing, etc. Agent can arrange for CREW REPATRIATION/JOINING: arriving/departing crew members of most nationalities to join the vessel without a Dominican Republic visa, given proper pre-advice and all the information about the crew members. If the vessel is not in port when the crew member arrives, however, an Immigration officer must be in attendance, increasing the expenses. For specific information regarding distances from the airports to the different ports and other details, please refer to the individual ports or contact Agent. STOWAWAYS: One of the greatest problems that has intensified greatly in recent times in all Dominican ports is the growing number of people stowing away on cargo vessels thought to be sailing to Puerto Rico or the United States. Although Agents try in every way to induce the Harbour Masters office and the Port Authority to tighten security measures, there has been little improvement in the situation. A search is conducted by a party of Dominican Navy officers and enlisted men, prior to sailing which may sometimes take several hours, yet after the vessel has sailed sometimes large numbers of stowaways are discovered onboard. Warning is hereby given to all Masters to take the appropriate security measures onboard to avoid this costly problem. OPENING/CLOSING HATCHES: The crew is allowed by local regulations to open and close the hatchcovers, and it is customary for the crew to do so. TIME: GMT minus 4 hours all year round. HOLIDAYS: New Years Day (January 1st); Epiphany (January 6th); Our Lady of High Grace (January 21st); Duartes Day (January 26th); Independence Day (February 27th); Good Friday (Variable); Labour Day (May 1st); Corpus Christi (Variable); Restoration of Independence (August 16th); Our Lady of Mercy (September 24th); Christmas Day (December 25th). Note: Holidays falling on a Sunday are not observed on the following Monday as in other countries. Saturday is officially half a working day, unless an official holiday falls on a Saturday, in which case Saturday is

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

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observed as a full holiday. Although December 24th, December 31st and the Thursday before Good Friday are not legal holidays, there are frequent Government decrees declaring these days as non-working days, and offices are usually closed at least in the afternoons. Usually, however, stevedores will work until 1800 hrs. on these days. Overtime on holidays is 100% over straight time rates, whereas overtime after regular working hours on normal days is 50% over straight time. SPARES: Same can be withdrawn same day of arrival via air express. No Customs duties assessed as brought under Customs custody on board vessel. Airwaybill should be addressed to Agent, with clear indication that it covers spares for such and such a vessel. SECURITY: Stevedores board vessel with special passes issued for vessel in question. Any other visitors must obtain pass from Harbour Masters Office. Nevertheless it is definitely recommended that all cabins be kept locked. This also applies to hatches that are not being worked. AGENCY: Perez y Cia Dominicana, Avda de Mexico 66 (Sector Gazcue), PO Box 20319, Santo Domingo, Dominican Republic. Tel: 1 809 689 9111/16. Fax: 1 809 687 0590. Telex: ITT 3460284/CODETELEX 3264161 or 2014161. Email: perezdom@tricom.net A.O.H. Tel: 1 809 227 8817. Mobile: 1 809 943 6585. Email: tmota@perezyciadr.com (Tony Mota, Director). A.O.H. Tel: 1 809 728 1450. Mobile: 1 809 222 5909. Email: crodriguez@perezyciadr.com (Camilo Rodriguez, Operations Manager). ANCHORAGES: Deep water anchorage available just outside port entrance. Pilot will indicate best location on request. RESTRICTIONS: No entry or departure at night. Sometimes in the late afternoon, strong winds make docking of large vessels in ballast very difficult. MAX. SIZE: LOA 600 ft., beam 100 ft., draft 27 ft. HEALTH: Pratique granted after Health Authorities have boarded and cleared vessel. In case of disease aboard notify Agents before arrival. Pratique is automatic when proceeding from another port in the same country. VHF: Santo Domingo Radio may be contacted on Channel 16. TUGS: There is one small tug, Tanac V, which is owned by the local sugar mill, and has a nominal 350 h.p. Towage is compulsory. Ships lines used. BERTHING: Berth No. 1: This berth, consisting of the northern side of a 12 m. (40 ft.) wide finger pier, is 216 m. (710 ft.) long and about 1.0 m. above the waterline at high tide. The berth was previously used to load sugar in bags, and in theory could still be used for this purpose because there are railroad tracks connecting it to the sugar mill. However, due to the slowdown in sugar exports, this berth is no longer used for cargo handling, and is usually occupied by small Dominican Navy vessels and fishing vessels. Storage Facilities: None available. Equipment: None available. Berth No. 2: This berth, consisting of the southern side of a 12.0 m. wide finger pier, is 137 m. (450 ft.) long and is about 1.0 m. above the waterline. It is not very frequently used, except sometimes as a lay-bye berth, and it is mostly occupied by Dominican Navy vessels and small fishing boats. Maximum Draft: 27 ft. (salt water). Storage Facilities: None. Equipment: None available. Berth No. 3: This berth is 160 m. (525 ft.) long and is about 1.0 m. above the water level at high tide. This berth is the most frequently used in Barahona, because alongside are the mechanical installations for loading gypsum in bulk. Maximum Draft: 29 ft. 6 in. (salt water). Storage: The Salt and Gypsum Mines Co. maintains a gypsum export terminal at this pier, and they usually have about 20,000 tons of rock gypsum on site awaiting shipment. Equipment: The system for loading gypsum in bulk consists of a large crane which feeds a hopper and conveyor belt system to load the vessel. No ships gear is required. This equipment loads gypsum at an average rate of approximately 400 500 tonnes/hr. Berth No. 4: This berth is 146 m. (479 ft.) long and about 1.5 m. above the waterline at high tide. However, this berth frequently accommodates vessels of up to 550 ft. LOA, because vessels are turned in the basin and docked with the bridge beyond the pier. This berth is used exclusively by the sugar mill for exports of sugar and blackstrap molasses. Maximum Draft: 27 ft. (salt water). Storage Facilities: The sugar mill has large warehouses for storing sugar in bulk and in bags and also tanks for molasses. Equipment: Rail flatbed trucks are used to bring the sugar in bags alongside the vessel. Ships gear is used to load the bags with slings into the vessel. These are then bled into the ships holds and the empty bags returned ashore. The usual loading rate is about 15 20 tons per gang per hour. Pipeline and accessories available for loading blackstrap molasses in bulk. Note: The finger pier (Berths No. 1 and 2) and the gypsum berth (No. 3) have deteriorated to the point where trucks are no longer permitted to enter, as the concrete top can no longer support their weight. STEVEDORES: ETAs required 24 and 12 hours before arrival to arrange gangs. Working Hours: Berths No. 1, 2 and 4: Normal working hours for stevedores are 0800 1200 hrs. and 1400 1800 hrs. Mondays through Fridays, and 0800 1200 hrs. on Saturdays. Some overtime may be worked according to the availability of sugar and other factors. Please contact Agent for further details. Berth No. 3: At this installation, the shippers usually work 24 hours around the clock, on weekends and holidays (except New Year, Christmas, Easter) at their own expense. MEDICAL: Medical attention can be arranged after vessel is cleared, preferably ashore. Minor cases are dealt with locally, more serious cases are transported to Santo Domingo. TANKERS: Discharge at Berth No. 4. DENSITY: Salt water inside harbour. FRESH WATER: Berths No. 1, 2 and 3: There is a 3 in. pipeline at the head of the pier, but it requires a long hose, and usually there is very little pressure. The local fire department has a tank truck which can be hired in case of an emergency requirement. Berth No. 4: There is a pipeline available alongside, but due to low pressure, a portable pump is required. Otherwise, potable water must be delivered by tank truck. FUEL: By truck from Santo Domingo. Arranged through the ships Agent. CONSULS: All Consuls at Santo Domingo. REPAIRS: Minor repairs only. More major repairs carried out at Santo Domingo. GANGWAY/DECK WATCHMEN: Compulsory gangway watch kept by Customs guards. OPENING/CLOSING HATCHES: Can be performed by crew or stevedores. CUSTOMS ALLOWANCES: Bond is sealed, but can be opened at Masters request. REPATRIATION: Can be arranged. AIRPORT: Las Americas International Airport is approximately 150 km. from Barahona or 3.5 hours by car. Also see Santo Domingo. POLICE/AMBULANCE/FIRE: Police, Tel: 417; Ambulance, Tel: 441; Fire, Tel: 348 or 398.

AZUA (Puerto Viejo): 18.30 N. 70.40 W.

Also see General before first port.

(See Plan)

The port of Azua is also known as Puerto Viejo de Azua and is located about 15 km. S.W. of the town of Azua. It was built in the 1950s, but has rarely been used. However, recently a large, modern LPG terminal was completed. PILOTAGE: Contact can be established with the Pilot and Harbour Master on VHF Channel 16. The Pilot will board the vessel about 0.5 miles from the seabuoy. Pilot Tel: (809) 521-3246. Charts: B.A. Chart No. 471. ANCHORAGES: Deep water anchorage available off the port. RESTRICTIONS: Berthing and departure strictly during daylight hours. MAX. SIZE: LOA 500 ft., beam 80 ft. and draft 30 ft. HEALTH: Pratique is obtained by Agent. In case of infectious illness the whole crew is put in quarantine. TUGS: Not available. BERTHING: There is a concrete finger pier 185 m. (600 ft.) long and 38 m. (125 ft.) wide, which has a ramp for Ro-Ro vessels on the western side. This port is almost exclusively used by LPG tankers, hence there is no congestion. Storage facilities: There are 2 sheds which have not been used in the recent past, and hence may require repairs. There is an LPG terminal with complete storage facilities for several thousand tons. STEVEDORES: Working Hours: Straight time working hours are 0800 1200 hrs. and 1400 1800 hrs. Mondays through Fridays, and Saturdays 0800 1200 hrs. Except on major holidays (New Year, Easter and Christmas), overtime may be ordered around the clock and on weekends. MEDICAL: Emergency and minor medical care available in Azua, about 15 km. from the port. Hospitalisation and more complex cases must be treated at Santo Domingo, about 130 km. east of the port. DENSITY: 1025. FRESH WATER: Sometimes available by pipeline at LPG pier. FUEL: Available by truck from Santo Domingo. Arranged through Agent. CONSULS: All consular affairs for this port are handled at Santo Domingo. REPAIRS: Only available in Santo Domingo. GANGWAY/DECK WATCHMEN: Required. OPENING/CLOSING HATCHES: Carried out by crew. CUSTOMS ALLOWANCES: Bonded stores are sealed. REPATRIATION: Facilities available. AIRPORT: Very inconvenient for repatriation, as Las Americas International Airport (Santo Domingo) is more than 120 km. away and more than 3 hours drive by car. POLICE/AMBULANCE/FIRE: Tel: 175. TELEPHONES: None available on board. SHORE LEAVE: Allowed. IDENTIFICATION CARDS: Not required. AUTHORITY: Harbour Master Tel: 1-809 (809) 521-3283. Operator: Opuvisa. Tel: 1-809 (809) 567-6510. AGENT: See General before first port.

BARAHONA: 18.12 N. 71.04 W.

Also see General before first port.

(See Plan)

The port of Barahona is mainly used as a port for loading bulk cargoes. The two main exports are sugar in bulk, which is loaded manually in bags onto the vessels where they are bled through the ships hatches into the cargo holds, and gypsum, which is loaded mechanically by conveyor belt. Of the 4 berths in the port, only the sugar and gypsum facilities are used regularly to handle cargo; the other two are used mainly as lay-berths for vessels undergoing repairs or fishing vessels awaiting orders. The sugar mill also exports some bulk molasses from its facilities. PILOTAGE: Pilot arranged by Agent on basis of Masters advance notice of ETA. Pilot and Harbour Master can be contacted by radio-telephone on 2738 kHz., as well as on VHF Channel 16. The Pilot boards approximately 1.5 miles outside the port. There is only one buoy left marking the channel (an old drum), and there are no lights. Charts: B.A. Chart No. 471.

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We welcome all advice, updates and additions to this information.

DOMINICAN REPUBLIC
TELEPHONES: Shore telephone alongside ship connected to Sugar Mill. SHORE LEAVE: Allowed. IDENTIFICATION CARDS: Shore passes are provided by Immigration Authorities. GENERAL: No boats to be lowered without official permission. AUTHORITY: Harbour Master. Tel: 1-809 (809) 524-2384. AGENT: See General before first port. ANCHORAGES: Deep water anchorage available immediately outside port. Pilot will advise best location. RESTRICTIONS: Entry and departure permitted daylight only. MAX. SIZE: LOA 700 ft., beam 120 ft. and draft 36 ft. HEALTH: Pratique granted after Health Authorities have boarded and cleared vessel. In case of disease aboard notify Agents before arrival. Pratique is automatic when proceeding from another port in the same country. VHF: Santo Domingo Radio can be contacted on Channel 16. TUGS: No tugs available. BERTHING: Ideal Dominicana: This berth is about 100 m. long and the apron is about 8.0 m. wide. There are 2 mooring dolphins, which allow vessels of up to 700 ft. LOA to dock safely alongside. A mechanical conveyor belt and spout system is used for loading limestone and bauxite into the vessels cargo holds, one at a time. This equipment is in a fixed position and can only shift sufficiently to trim the holds. Hence, the vessel must be warped with her own lines to position each hold to be loaded. On arrival, the vessels No. 2 hatch coaming must be no more than 36 ft. above the waterline, in order to be able to commence loading. Storage Facilities: The shippers keep several tens of thousands of tonnes of bauxite and limestone in storage at the loading facilities, in order to expedite the loading of vessels. Ideal Dominicana has other storage facilities for their occasional import cargoes. Equipment: Ideal Dominicana has all the shore equipment necessary for loading gearless vessels with limestone and/or bauxite in bulk at a rate of about 15,000 tons/day. Exact loading rate will depend on vessels size, configuration, cargo to be loaded, etc. Working Hours: The shippers load cargo 24 hours around the clock, including Saturday, Sundays and holidays. Accurate updates of ETA are important at this berth, in order to arrange for the required loading personnel, particularly when arriving on a weekend or holiday. MEDICAL: Minor cases are dealt with locally, more serious cases are transported to Santo Domingo. TANKERS: One tanker at a time could be accommodated. DENSITY: Salt water inside harbour. FRESH WATER: Only in case of emergency, fresh water can sometimes be arranged for locally. Please consult Agent. FUEL: Not available. CONSULS: All Consuls at Santo Domingo. REPAIRS: Not possible. GANGWAY/DECK WATCHMEN: Compulsory gangway watch kept by Customs guards. OPENING/CLOSING HATCHES: Performed by crew. CUSTOMS ALLOWANCES: Bond is sealed, but can be opened at Masters request. REPATRIATION: See Airport. AIRPORT: Las Americas International is a very long and difficult drive (360 km.) from Cabo Rojo. For crews to join or be repatriated is very inconvenient and expensive, therefore not recommended, but feasible in case of emergency. POLICE/AMBULANCE/FIRE: Contact Port Authority. TELEPHONES: Telephone on dock connected to Alcoa office. SHORE LEAVE: Allowed. IDENTIFICATION CARDS: Shore passes are provided by Immigration Authorities. GENERAL: This port is exempt from most harbour fees and dues, because it is privately operated. Hence, port expenses are very low. Please contact Agent for further details. AUTHORITY: Operator: Ideal Dominicana S.A. AGENT: See General before first port.

BOCA CHICA: 18.27 N. 69.35 W.

Also see General before first port.

(See Plan)

The port of Boca Chica is one of three ports serving the capital city of Santo Domingo, and is situated about 20 miles east of the city, but scarcely 5 miles east of the international airport. Although this port was built in the 1950s to serve the Boca Chica sugar mill, and was meant to be used to export sugar, it is now almost exclusively used for import cargoes, mainly trailers, containers and some lumber, newsprint, and homogeneous cargoes. PILOTAGE: Pilot arranged by Agent on basis of Masters advance notice of ETA. Pilot and Harbour Master can be contacted by radio telephone on 2738 kHz. Contact may also be established on VHF Channel 16. Pilot will board about 1 mile outside the first seabuoy. ANCHORAGES: Deep water anchorage available outside port. Pilot will advise best location. RESTRICTIONS: No entry or departure at night. MAX. SIZE: LOA 400 ft., beam 70 ft., draft 25 ft. (S.W.). HEALTH: Pratique granted after Health Authorities have boarded and cleared vessel. In case of disease aboard notify Agents before arrival. Pratique is automatic when proceeding from another port in the same country. VHF: Santo Domingo Radio can be contacted on Channel 16. TUGS: Not available locally. Small boat available to run lines. BERTHING: L-shaped pier 615 m. (2,018 ft.) in length and 12.0 m. (39 ft.) width, about 1.0 m. above the water level at high tide. Two or more vessels may occupy the berth, depending on their size and characteristics; but not more than 400 ft. LOA. Maximum Draft: 25 ft. (S.W.). Storage Facilities: One enclosed shed 240 m. 35 m. with approximately 2,200 sq.m. storage capacity for general cargo. Also container and trailer yard, and open space available for lumber, etc. Equipment: Forklifts of 4.5 tons, 6 tons and 10 tons available on site. Motor cranes, if required, must be transported from Santo Domingo. STEVEDORES: ETAs required 24 and 12 hours before arrival to arrange gangs. Working Hours: Straight time working hours are 0800 1200 hrs. and 1400 1800 hrs. Mondays through Fridays, and Saturdays 0800 1200 hrs. Except on major holidays (New Year, Easter and Christmas), overtime may be ordered on all days, and work may be done around the clock and on weekends. MEDICAL: Minor cases are dealt with locally, more serious cases are transported to Santo Domingo. TANKERS: Only small propane gas tankers can be accommodated. DENSITY: Salt water inside harbour. FRESH WATER: Pipeline alongside has very low pressure. Potable water can also be supplied by tank truck, which is more expensive, but more dependable. FUEL: Fuel and diesel oil are available by tank truck from Santo Domingo. Arrangements to be made in advance through the Agent. Trucks carry either 5,000 or 10,000 American gallons. CONSULS: All Consuls at Santo Domingo. REPAIRS: Minor repairs only. Major repair shops in Santo Domingo. GANGWAY/DECK WATCHMEN: Compulsory gangway watch kept by Customs guards. OPENING/CLOSING HATCHES: Can be performed by crew or stevedores. CUSTOMS ALLOWANCES: Bond is sealed, but can be opened at Masters request. REPATRIATION: Can be arranged. AIRPORT: Las Americas International, the major airport in the Dominican Republic, is about 5 miles away and may be conveniently used for repatriation and crew joining a vessel at Boca Chica. POLICE/AMBULANCE/FIRE: At Santo Domingo. TELEPHONES: No connection to vessels. SHORE LEAVE: Allowed. IDENTIFICATION CARDS: Shore passes are provided by Immigration Authorities. AUTHORITY: Harbour Master. Tel: 1-809 (809) 523-4262. Port Manager. Tel: 1-809 (809) 523-4669. AGENT: See General before first port.

LA ROMANA: 18.26 N. 68.57 W.

Also see General before first port.

(See Plan)

CABO ROJO: 17.54 N. 71.40 W.

Also see General before first port.
The port of Cabo Rojo is a one berth private installation, built by the Alcoa Exploration Co. for its bauxite and limestone mining operations near the Haitian border in the S.W. corner of the Dominican Republic. This mining operation is now controlled by another company, Ideal Dominicana S.A., and the port facilities are still used for the shipments of limestone and bauxite. PILOTAGE: Pilot arranged by Agent on basis of Masters advance notice of ETA. Pilot and Harbour Master can be contacted by radio telephone on 2738 kHz. Contact may also be established on VHF Channel 16. The Pilot boards about 2 miles off the port. Accurate ETA is important, as Pilot must come from Barahona (about 2 hours away by car). Charts: B.A. Chart No. 3689.

The port of La Romana is situated on the Romana River and is primarily a sugar and molasses (also furfural) loading port for the Central Romana sugar mill. It is also used for handling various import cargoes (fuel, lumber, steel and general cargo) for the sugar mill, and more recently some containers are handled in and out for the industrial free zone manufacturers established in La Romana. PILOTAGE: Compulsory. Ordered by Agents on receipt of vessels ETA, 72, 48 and 24 hours before arrival. Pilot and Harbour Master can be contacted on 2638 kHz and 2738 kHz. Contact may also be established on VHF Channel 16. Pilot will board vessel from white launch marked LP-24 on its sides. Pilot boards about 1.5 miles from port entrance (N.E. of Catalina Island). Pilots: Tel. (809) 550-1494. Charts: B.A. Chart No. 467. ANCHORAGES: Best anchorage is west of Catalina Island in depths of 15 to 18 fathoms. There is no protected anchorage immediately outside the port. Authorisation to anchor must be applied for to the Harbour Master through the Agent. Also see Agents Report dated August 2000. RESTRICTIONS: No entry or sailing in hours of darkness. MAX. SIZE: LOA 600 ft., beam 90 ft., draft 28 ft. on sailing, but only 26 ft. for arrival. Maximum draft is strictly enforced by Pilot and other authorities, as a greater draft is dangerous because of obstructions at the entrance channel. HEALTH: Pratique granted after Health Authorities have boarded and cleared vessel. In case of disease aboard notify Agents before arrival. Pratique is automatic when proceeding from another port in the same country. TUGS: One tug of 620 h.p. available and compulsory. Extra charge for use of tugs line.

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

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BERTHING: The pier is 220 m. (720 ft.) long and the apron is approximately 20 m. (65 ft.) wide; the wharf is about 2.5 m. above the water line. Storage Facilities: The only storage facilities at this port are those of the Central Romana sugar mill, which has warehouses for bulk sugar, and tanks for molasses and furfural. Cargo Handling Equipment: Sugar is loaded mechanically by conveyor belts directly from the warehouse to the ship using 3 spouts. Average loading rate 400 500 tons/hr., depending on vessel size and configuration. There are 210 in. connections for the discharge of fuel and diesel oils. There are no forklifts available for general cargo. Small motor cranes may be hired for handling general cargo, which must be loaded directly onto railroad flat cars and be removed from ships side. Also see Agents Report dated August 2000. CRUISE FACILITIES: See Agents Report dated August 2000. STEVEDORES: Working Hours: General cargo is worked on straight time 0800 1200 hrs. and 1400 1800 hrs. Mondays through Fridays, and 0800 1200 hrs. on Saturdays. Overtime rates for all other times and holidays may be ordered, except major holidays (New Year, Easter, Christmas, etc.). Sugar is always loaded around the clock and on holidays, as well as with the liquid bulk operations, the shippers usually paying any additional expenses for overtime. MEDICAL: Doctors and hospital facilities available. TANKERS: See Berthing. DENSITY: 1025. FRESH WATER: Available from 2 in. pipeline on pier at 8 t.p.h. 10 t.p.h. FUEL: Fuel and diesel are available by truck only, and in limited quantities, due to the logistics of delivering from the Refinery in Haina in trucks of either 5,000 or 10,000 gallons. Delivery is also subject to permission from the Central Romana. Contact Agent for further information. CONSULS: All consuls in Santo Domingo. REPAIRS: Only minor repairs can be effected. GANGWAY/DECK WATCHMEN: To be provided by vessel. Compulsory gangway watch kept by Customs Guards. OPENING/CLOSING HATCHES: Generally by ships crew. CUSTOMS ALLOWANCES: Seamen may take ashore only 2 packets of cigarettes and no alcohol. REPATRIATION: Arranged via Santo Domingo. AIRPORT: La Romana has a small airport, but the only commercial flights are to San Juan, Puerto Rico, from where connections to all the world; however, more frequent flights from Las Americas International Airport, which is only about 45 miles away or about an hour by car. POLICE/AMBULANCE/FIRE: Police, 235; Ambulance, 455; Fire, 455. TELEPHONES: In dock office, ask Sugar Mill for number required. SHORE LEAVE: Allowed. Also see Agents Report dated August 2000. IDENTIFICATION CARDS: Shore passes issued by Immigration Officer. SHIPMASTERS REPORT: March 1989. Chart: BA. Chart No. 467 Bayajibe to Haina and La Romana Plan. Sailing Directions: No. 70. West Indies Pilot, Volume 1, page 120. Approaches: No difficulties. La Romana is easily identified by large quantities of black and white smoke issuing from the Central Romana Corporation plant close to the west of the dock. No berthing or unberthing is attempted at night and no response is received to calls on the VHF until about 0630 hrs. As Santo Domingo, Haina and La Romana start at that time and all use Channel 16 exclusively, it is a little noisy for a while. Agent and Pilot were contacted on VHF Channel 16 and instructions given. Berthing: Pilot boarded less than 1 mile off from a 15 ft. boat with a small outboard. Ship is best stopped altogether. As a shoal patch extends eastwards from the west side of Rio Romana there is a dog-leg in the short channel immediately before the entrance, and as the port is little more than a 100 m. wide slot in the coast, there is no room for mistakes or uncertain engine starts. Ship is swung to starboard as the entrance is passed and then the starboard anchor is let go and held at 1 shackle just off the berth. Judged correctly, vessel can be stopped just off the berth and pushed alongside by the tug. On departure, the tug is made fast on a bridle aft and the ship is towed out stern-first, using engines for steering. There is deep water within 2 cables of the shore so ship can be swung very soon after leaving the channel. Two buoys mark the channel, both are still to be changed to the IALA system. Berth: (See Plan). Wharf is solid and well fendered. Length of wharf is 720 ft., with 3 sugar loading arms at the north end and several liquid cargo loading points set into the dock for molasses (blackstrap and edible) and furfural. Wharf is kept tidy and clean. Loading: 4,200 tonnes of furfural loaded in 19 hours (221 tonnes/hr.) through a 6 in. hose. Hose was connected to a 4 in. line on dock so this was a respectable rate. On completion of loading, shore labour disconnected the hose after a sloppy line blow. They did not bother putting a blank on the hose so furfural was spilled all over the deck; after which they tossed the hose over the side where it drained down the ships side and into the dock. Port/Berth Information: Density: Salt water. Distance from Pilot to berth: 1 mile. Bridges: None. Controlling depth in approaches: 33 ft. Max. draft in approaches and alongside: 28 ft. Max. LOA: Vessels with greater length than this vessel (LOA 170 m.) would have difficulty entering. Fresh water: Available. Fuel: Not available. Tugs: One tug available and should be used. Anchorage: None. Loading/discharge hoses: 1 6 in. furfural. 1 10 in. molasses. Other points available. Slop facilities: None. Repair facilities: None. Officials: Cabins searched on arrival and before departure. Berth was well guarded, so ship was free of unwelcome visitors. Agent/Berth Operator: Central Romana Corporation. Office on the wharf. Helpful and efficient. Telephone communication with outside world easy and quick. General: Many tourists in evidence. Passenger ships moored further upriver and charter boats entering and leaving throughout the day. AGENTS REPORT: August 2000. Isla Catalina: Isla Catalina, situated approximately 5 nautical miles to the S.W. of La Romana port, has an offshore mooring arrangement for cruise vessels within a sheltered anchorage, consisting of 2 mooring buoys on its western, leeward, side. The anchorage is approached from the open sea in the S.W. quadrangle. The position of the mooring buoys is Lat.18 21.9' N., Long. 69 01.6' W., in approximately 45 ft. of water and approximately 3 cables off the beach. At the southern end of the beach, bearing 166 5.5 cables from the mooring buoys, there is a small floating jetty, fixed by piles, with approximate depth of 8 ft. at its outer end. A raft, arranged for ships launch/tender docking, is available as a landing platform for placing below ships gangway. Various craft are available at La Romana for shuttling passengers between the ship, La Romana and the beach. Casa de Campo: Cruise vessels sometimes anchor off La Minitas beach, at the Casa de Campo resort, landing their passengers by semi-rigid inflatable onto the beach or by tender at La Romana. AUTHORITY: Harbour Master. Tel: (809) 556-3285. Operator: Central Romana Corp. Tel: (809) 556-4534. AGENT: See General before first port.

MANZANILLO: 19.43 N. 71.45 W.

Also see General before first port.

(See Plan)

Manzanillo was built by an American banana exporting company in the 1950s, but was abandoned many years ago. The pier has undergone extensive repairs, completed 1994. This port has about 5 sailings per month for export of fresh fruit, mainly bananas and import of clinker. APPROACHES: Coast Guard Service recommend that a ship, entering Manzanillo Bay from the east, should stay well out until it has rounded shoals surrounding Seven Brothers Islands. At approximately Lat. 19 58' N. a course of 127 will bring it into the bay near the wharf. A ship arriving from the west should stay about 6 miles off Cape Haitian Light. When abreast the light a course of 111 will lead into the Bay a short distance north of the pier. PILOTAGE: Compulsory. Pilot boards incoming vessels about 1 mile from the dock. Pilot and Harbour Masters office can be contacted by mobile telephone No. (809) 481-4542 or VHF Channel 16. ANCHORAGES: Vessels that cannot be docked on arrival will find safe anchorage in Manzanillo Bay to the east of the dock where there is plenty of swinging room, in about 20 fathoms of water. RESTRICTIONS: Entry/departure only during daylight hours. MAX. SIZE: LOA 700 ft., beam 120 ft. and draft 30 ft. RADIO: Vessels bound for Manzanillo, should advise ETA to Port Authority and Agent. TUGS: No tugs available. BERTHING: Prevailing winds are easterly and sometimes interfere with docking or undocking. On the east side, vessels should dock bow in, since there is not enough room to swing vessels safely around for a port docking. On the west side, vessels can dock either side to the pier, depending on the direction and force of the wind. The pier is a steel construction with a concrete deck 230 m. (750 ft.) long, 27.0 m. (88 ft.) wide. Both sides of the pier are protected with a fender system. The water depth at land end of pier is 18 ft. and at the seaward end 38 ft. STEVEDORES: Working Hours: Straight time working hours are 0800 hrs. 1200 hrs. and 1400 hrs. 1800 hrs. Mondays to Fridays, and 0800 hrs. 1200 hrs. on Saturdays. Overtime may be worked at overtime rates at night, on weekends and on most holidays. MEDICAL: Emergency first aid only. The town of Montecristi is 30 km. away, where further medical attention is available und full hospitalisation in Santiago, approximately 100 km. away. DENSITY: 1025. FRESH WATER: Sometimes available by pipeline in limited quantities and at varying pressures. FUEL: Diesel available by truck (no pump) from Santo Domingo. Contact Agent for further details. CONSULS: At Santo Domingo and Puerto Plata. REPAIRS: Minor facilities. GANGWAY/DECK WATCHMEN: Carried out by crew onboard and Customs/Port Authority at foot of gangway. OPENING/CLOSING HATCHES: Crew or stevedores. CUSTOMS ALLOWANCES: Each crew member will be allowed to take ashore one only opened package of cigarettes. REPATRIATION: Facilities available. AIRPORT: La Union International Airport is about 130 km. away, near Puerto Plata, with regularly scheduled flights to Puerto Rico and the United States.

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SHORE LEAVE: Members of crew are allowed to go ashore at this port, but Masters should caution them not to take on their persons any dutiable articles, as the Customs will search such men upon landing and should any such articles be found on their persons, this will be treated as an attempt to smuggle; severely punishable offence. IDENTIFICATION CARDS: Required, but seldom demanded. AUTHORITY: Harbour Master. Tel: 1-809 (809) 579-9410. Port Manager. Tel: 1-809 (809) 579-9615. AGENT: See General before first port. at about 11 miles distance. Punta Palenque Pilot could be contacted at a distance of 30 miles. Authorities: After vessel is moored Pilot acts as Agent together with a senior Custom Officer who came on board with the Pilot. Two junior Custom Officers will stay on board during the stay in port, also Loading Master and/or his assistant. Pilot delivers Outward Clearance. SHIPMASTERS REPORT: 1977 (Updated 1998). Documents: Last Port Clearance. 8 Crew Lists. 6 Passenger Lists (nil). 3 Stores Lists. 5 Firearms Declarations. 1 Vaccination List. To be legitimised by Dominican Consulate if possible, otherwise notarised by the Chamber of Commerce at sailing port or pay local requirements fee. Pilotage: Pilotage compulsory. Pilot boards 1 mile S.W. of S.B.M. which is the waiting area. ETA required by Pilot at least 6 hours before arrival. The vessel cannot under any circumstances dock without the Pilot as the Loading Master is stationed on the forecastle head and advises Pilot of helm and engine requirements when approaching S.B.M. Anchorage: Temporary anchorage on the coastal bank to the west of S.B.M. to suit vessels draft. Restrictions: A vessel may enter and leave the port during hours of darkness and at any stage of the tide. Max. Size: Max. length 854 ft. Max. draft 48 ft. Radar: The radar reflector on the S.B.M. is excellent and gives out a good echo at 10 miles. Tugs: No tug assistance required. Mooring launch attends on arrival and departure bringing to and removing from the vessel all the gear required for mooring (Snotters, Strops, etc.). At night the launch also illuminates the hose string. Berthing: Position of S.B.M. 18 12' N., 70 11.4' W. Terminal Operator: Refineria Dominicana de Petroleo S.A. (Refidom SA). At the time of berthing depth of water under the keel by echo sounder was 45 ft., the nature of the bottom at the berth was sand and coral. As stated above the vessel is able to dock and un-dock at any stage of the tide day or night. When 1 mile from the S.B.M. (waiting area) vessel approaches the buoy on a N.E. heading parallel to the hose strings and then turns the vessel to stem the current flow. Moorings: Plaited ropes with cable chafing lengths shackled between the two plaited ropes. Snotters to the bitts from the central Panama lead. The port derrick to be rigged in advance to accept mooring gear from the tug and lift hoses (212 in. string). Hoses: S.B.M. hoses connected to the ships manifold (212 in.). Distance from the S.B.M. to the shore tanks is 1.5 miles. Shore booster pump not available, steam jacket or similar facilities not available. Max. pressure on line 125 p.s.i., max. weight to be lifted 5 tons. Product Handled: Crude Oil. Ships accommodation ladder not required. Density: 1025. Time: Pilot advises time is GMT minus 4 hours (throughout the year). Services: None of the following are available; fresh water, provisions, repairs, airport, fuel oil, doctor, hospital, laundry. All cargo handling surveyed by independent inspector nominated by Refidomsa. Slop discharge possible upon request and after agreement. Under no condition is pure water to be discharged via the hoses. Shore Leave: Not possible. General: Vessels ETA by telex to be given to Santo Domingo from the last port of call, any changes should be passed to the Agent through Curacao Radio as at no time whilst on passage from Punta Cardon could traffic be passed through Santo Domingo Radio. The Pilot acts for Agent. Customs and Immigration are in attendance, leaving with papers, cables and telex, consignees documents etc., after the vessel is all fast. The ships official documents were not examined. 2 Customs guards and the Loading Master remain on board and should be provided with cabins and meals. Cargo surveying is carried out by an independent surveyor, he also maintains VHF contact with the Agent in Santo Domingo through the refinery. The Loading Master, Berthing Master and Sailing Pilot all speak English. VHF contact made with the refinery when 45 miles from the S.B.M. who then passed our amended ETA to the Pilot. Authority: Refineria Dominicana de Petroleo, S.A., Apartado 1439, Santo Domingo, Republica Dominicana. Tel: (809) 542-2700. Telex: 3460342 (ITT), 3264320 (RCA). Cables: Refidom. FAX: (809) 542-3566, 542-2520. Contact: Maximo Vina, Operations Co-ordinator. AGENTS REPORT: May 1996. Palenque or Punta Palenque is a Single Buoy Mooring facility, located at Lat. 18 12.2' N., Long. 70 11.3' W., and is operated by the Refineria Dominicana de Petroleo. They receive reconstituted crude oil, mostly from Venezuela and Mexico, at this facaility, and it is pumped by pipeline to the Refinery in Haina (Itabo). This facility is about 2.5 miles off Punta Palenque, and a small tug is used for transportation to/from shore. Pilotage: Pilotage is compulsory and can be arranged 24 hours a day. Pilot boards about 1 mile S.W. of SBM from a small tug with black hull and white superstructure. Pilot can be contacted on VHF Channel 16 and 14. Restrictions: None, except in the case of extreme weather conditions. Max. Size: LOA 1,000 ft., draft 45 ft. VHF: See Pilotage. Tugs: Available and compulsory. Also a small tug carries crew and gear required, etc. Medical: Not available, except for extreme emergencies, which must be taken to Santo Domingo. Consuls: All consular affairs must be handled at Santo Domingo. Repairs: Not available.

PALENQUE: 18.12 N. 70.11 W.

LOCATION: Palenque or Punta Palenque is a Single Buoy Mooring (SBM) facility, located in position Lat. 18 12.2' N., Long. 70 11.3' W., and is operated by the Refineria Dominicana de Petroleo. The SBM is approximately 2.5 miles off Punta Palenque. PILOTAGE: Compulsory, can be arranged throughout 24 hours. Pilot boards approximately 1 mile S.W. of the SBM, from a small tug having black hull and white superstructure. Pilot vessel operates on VHF Channels 16 and 14. RESTRICTIONS: None, except in the case of extreme weather conditions. MAX. SIZE: Max. LOA 1,000 ft. and max. permissible draft 45 ft. TUGS: Available and compulsory. A small tug is used for transportation of personnel and equipment from/to the shore. Contact Agent. MEDICAL: No facilities available, except for extreme emergencies, when cases are landed and taken to Santo Domingo. TANKERS: Loading/Discharging: Cargoes mainly handled at the Terminal are reconstituted crude oil mostly from Venezuela and Mexico, and is pumped by pipeline to the Refinery in Haina (Itabo). DENSITY: Salt water. CONSULS: All consular affairs must be handled at Santo Domingo. REPAIRS: No facilities available. AIRPORT: Las Americas International Airport is approximately 100 km. from the port with regular international flights. GENERAL: Services: There are no services for supplying fuel, fresh water or other services at the Terminal. SHIPMASTERS REPORT: 1976 (Updated 1998). The vessel called at Punta Palenque to discharge a cargo of feedstock from Venezuela. SBM is located in position 18 12.2' N., 70 11.3' W., and operated by Refineria Dominicana de Petroleo, S.A. Documents: 7 Crew Lists. 2 Stores Lists. 1 Crew Effects List. 2 Passenger Lists. 2 Lists of Arms & Ammunition. 2 Lists of Narcotics. 1 Health Declaration. Clearance last Port. Pilotage: Pilotage is compulsory. Mooring and unmooring 24 hours a day. Pilot boards about 1 mile southwest of SBM. Pilot boat, a small tug with black hull and white superstructure, is equipped with VHF Channels 16 & 14, call sign Punta Palenque Pilot. Pilot moors the vessel with the assistance of the Loading Master who gives directions on the focsle. The tug delivers the mooring gear consisting of one grommet rope of 15 in. circumference. The rope is to be attached to the ships bow stopper by OCIMF standard chafing chain. Health: Radio Pratique not available. Radio: Crude predominantly supplied from Pemex (Pajaritos,Mexico) and Maraven (Cardon/Miranda,Venezuela). Masters to send ETA Punta Palenque before sailing from loading ports, handing the message to local agents. Messages should include draft on arrival, number of crew, whether any sickness on board. Messages to be sent to Refidomsa, Santo Domingo and copy to Agent (B & R, S.A., see General Authorities). Tugs: Not available for mooring. Messengers to and from SBM are handled by a small work boat. Berthing: Single Buoy Mooring, property of Refineria Dominicana S.A. (Telegraphic Address: Refidomsa), located about 2,500 m. offshore, or 2.5 miles S.W. of Punta Palenque light. Nature of bottom: sand over coral. Buoy fitted with Radar Reflector and flashing red light. Loading Master plus 3 men remain on board. Connection amidships, port side. Loading: Shore Line System: From shore to ship: 128 in. submarine line 2,550 m. 128 in. line from tank farm to shore 750 m. 216 in. underwater hose systems from seabed to buoy. 216 in. floating hoses, about 165 m. long. 212 in. hoses to ships manifold 27.5 m. long. Maximum rate of discharge: 6,000 cu.m./hr. Maximum back pressure: 150 p.s.i. Product: Crude oil discharge. Storage: 889,000 barrels. Repairs: None available. General: No navigational hazards approaching Punta Palenque from the south. SBM shows on radar at a distance of about 11 miles. Reference: B.A. charts 3689, 471; West Indies Pilot Volume 1, Supplement No. 3 1975. Weather: Wind: N.E. Trades Current: Predominating from east to west but sometimes shifting to opposite direction for short periods. Velocity about 1.5 knots. Services: Fresh water, provisions, fuel oil and diesel oil not available. No medical assistance. Shore leave not permitted, repatriation not possible. Masters Remarks: When approaching from the south, the coast of Dominican Republic gives a good radar target. SBM could be picked up

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

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Airport: Las Americas International Airport is about 100 km. away, and has frequent flights to the United States, Europe, Caribbean and South America. General: Because of the nature of this installation, there are no facilities for supplying bunkers, fresh water or other services. AGENT: See General before first port. TANKERS: Vessels berth at molasses/petroleum berth. Smith-Enron Power Plant: At the western end of the bay, there is a 3 buoy mooring facility for reception of diesel and fuel oil to the Smith-Enron Power Plant. The multi-buoy mooring system was designed for a barge with maximum dimensions 130 m. (425 ft.) 25 m. (82 ft.). The area has been dredged to 34 ft. depth. Two hoses, 112 in. for diesel oil and 116 in. reduced to 12 in. for fuel oil, on pick-up buoys, are connected to submarine pipelines approximately 400 m. from the storage tanks on shore. DENSITY: Salt water inside harbour. FRESH WATER: Pipeline at wharves. Ships hoses used. FUEL: Diesel and fuel oil available by truck from Santo Domingo. Contact ships Agent. CONSULS: All consular affairs for this port are generally handled in Santo Domingo. REPAIRS: Minor repairs only. Further repair facilities available in Santo Domingo. GANGWAY/DECK WATCHMEN: Compulsory gangway watch kept by Customs guards. OPENING/CLOSING HATCHES: Can be performed by crew or stevedores. CUSTOMS ALLOWANCES: Bond is sealed, but can be opened at Masters request. REPATRIATION: Can be arranged. AIRPORT: La Union International Airport is located about 20 km. east of Puerto Plata and has daily flights to/from San Juan, Miami and New York. POLICE/AMBULANCE/FIRE: At Santo Domingo. TELEPHONES: Nearest in Customs House alongside wharves. SHORE LEAVE: Allowed. IDENTIFICATION CARDS: Shore passes are provided by Immigration Authorities. GENERAL: No boats to be lowered without official permission. SHIPMASTERS REPORT: March 1989. Approaches: BA. Chart 463. Owen Rock and the wreck, partly above water, are conspicuous, also the chimney S.E. of Punta Fortaleza which has a conspicuous plume of smoke giving a good indication of wind direction and strength. The light S.E. of Pta. Fortaleza is sometimes working but is very weak. The leading lights are fixed red and are conspicuous on the leading line and appear to be in the charted positions. They are displayed from white square towers with red tops. These lights are unreliable and although usually on throughout the day are often out at night. The buoys are not as charted, Buoy No. 1 and Buoy No. 6 are missing, Buoy No. 3 is close to its charted position, Buoy No. 2 has been moved closer in shore and Buoy No. 4 into the harbour. Approximate positions of the buoys obtained by radar (bearings and distances from Pta. Fortaleza light): No. 2 352 0.465 miles No. 3 334 0.265 miles. No. 4 328 0.355 miles. None of the buoys are lit and all are of the same rust colour. The chart shows the shelf off Pta. Fortaleza extending into the buoyed channel but with the movement of the buoys this is no longer the case. The leading lights give a line slightly to the east of the centre of the buoyed channel. Pilots: The ETA will be passed to the Pilots by the Agents. There is VHF communication with the pilot office but once he leaves the office to come to the vessel there is no further communication. Channel 16 is used exclusively for communications. There have been a number of changes recently in the pilots and in March 1989 Pilot Domingo proved competent both entering and leaving. The Pilot boards from a small fibreglass boat as close to the buoys as the vessel is willing to come. Wait until the boat is seen crossing the harbour before approaching too close as it can take a long time from the Pilot advising that he is on his way until the boat reaches the channel buoys. Tugs: There is no tug available at this port. Current: There is usually a strong set to the west when approaching on to the wreck and Owen Rock but on occasions this can be reversed and an easterly or southerly set experienced. Entry and Departure at Night: Not recommended, none of the lights are reliable and the buoys are often not clear on radar due to clutter. There are no lights on the old pier and vessels berthed there are usually in darkness. The lights on the new pier are confined to the walls of the cargo shed which is at the landward end of the pier. There were 2 floodlight towers on the new pier, both are damaged and not working, the closest one to the end has now been demolished. The Pilot advised that entry and departure is in daylight only. Berths: The Eastern, Old Pier, is in poor condition with the end corner bollards either missing or damaged. The length of this pier is approximately 115 m. The eastern side of this pier has a line of steel pilings approximately 2 m. from the side of the pier, these pilings are in very poor condition due to corrosion and damage. An attempt has been made to fender the tops of the pilings with tyres but most have slipped and afford little protection. The chart shows some 5.1 m. alongside this pier but the Pilot has advised that there is 29 ft. (8.8 m.) there, and no problems were experienced berthing there with a draft of 7.75 m. on one occasion. The western, New Pier, is in fairly good condition with fendering on the east and west sides. The usual grain and feed berth is the outer end of the east side of this pier, but on Mondays this is reserved for the passenger vessel Caribe which arrives at about 0800 hrs. and sails around 1700 hrs. Any vessels on this berth are moved off either to another berth if available or out to sea.

PUERTO PLATA: 19.49 N. 70.41 W.

Also see General before first port.

(See Plan)

The port of Puerto Plata is the main commercial port on the north coast of the Dominican Republic, and is the only one in this area receiving both general and bulk cargoes, and also exporting tobacco, agricultural commodities, etc. PILOTAGE: Pilot arranged by Agent on basis of Masters advance notice of ETA. Pilot and Harbour Master can be contacted by radio telephone, frequency 2738 and 2638. Pilot boards 0.5 miles from the sea buoy. Pilot also on VHF Channel 16. ANCHORAGES: Deep water anchorage available outside port. Pilot will advise best location. In rough weather, the anchorage is dangerous. RESTRICTIONS: No entry or departure at night. Depth at entrance 42 ft., depth on bar 37 ft. HW and 34 ft. LW, depth in harbour 30 ft. MAX. SIZE: LOA 700 ft., beam 100 ft. and draft 30 ft. (S.W.). HEALTH: Pratique granted after Health Authorities have boarded and cleared vessel. In case of disease aboard notify Agents before arrival. Pratique is automatic when proceeding from another port in the same country. TUGS: Compulsory for vessels over 500 g.t. A Dominican Republic Navy tug (800 h.p.) is stationed at the port. BERTHING: Berth No. 1 (New): This berth is the eastern side of the New finger pier, built in the 1970s, and which is 984 ft. (300 m.) long and 144 ft. (44 m.) wide. Two or more vessels may occupy this berth, which is usually very busy with deep-draft vessels, including cruise ships which have preferential berthing rights. The pier is approximately 10 ft. above the water line. Maximum Draft: 29 ft. (outer), 20 ft. (inner), (S.W.). Storage Facilities: There is a shed managed by the Port Authority with 6,000 sq.m. capacity, and which is divided into 3 sections for different import and export cargoes. Equipment: Forklifts of various capacities are available for the handling of general cargoes. For the handling of bulk cargoes, there are hoppers, grab buckets and payloaders, but the ships gear is used in most cases. There is also pneumatic discharging equipment or vacuvator available for heavy grain, but its capacity is only about 40 50 tonnes/hr. Berth No. 2 (New): This berth is on the western side of the New finger pier, built in the 1970s, and which is 984 ft. (300 m.) long and 144 ft. (44 m.) wide. Two or more vessels may occupy this berth, depending on their length. This berth is used by several container vessels with regular service to the U.S.A. ports. Maximum Draft: 24 ft. (S.W.) (outer), 16 ft. (S.W.) (inner), shallow away from dock to as little as 14 ft. 15 ft. at about 100 ft. from and parallel to the dock. Storage Facilities: See Berth No. 1 (New). Equipment: See Berth No. 1 (New). Berth No. 3 (New): This berth is located at the tip of the New finger pier, built in the 1970s, and can accommodate a vessel of up to 250 ft. LOA. Maximum Draft: 24 ft. (S.W.). Storage Facilities: See Berth No. 1 (New). Equipment: See Berth No. 1 (New). Berth No. 1 (Old): This berth is on the western side of the Old finger pier. It is about 360 ft. (110 m.) long. The pier is about 2.75 m. above the water line at high tide. It is not presently being used except as a lay-by berth, due to its state of disrepair. Maximum Draft: 26 ft. (S.W.). Storage Facilities: There is a small shed of approximately 2,000 sq.m., operated by the Port Authority. There is also a pipeline for fuel and diesel oil that leads to the utility companys shore tank nearby. Equipment: See Berth No. 1 (New) for information. However, please note that this berth is not presently being used for general and bulk cargo operations, due to its poor condition. Berth No. 2 (Old): This berth is located on the eastern side of the Old finger pier and is about 360 ft. (110 m.) long. The pier is about 2.75 m. above the water line at high tide. Because the pier is in poor structural condition, it is rarely used, except by tankers discharging fuel and diesel oil for the local utility company, and as a lay-by berth. Maximum Draft: Depth alongside 29 ft. 6 in. (S.W.). Storage Facilities: See Berth No. 1 (Old). Equipment: See Berth No. 1 (Old). CRANES: Not available. STEVEDORES: ETAs required 24 hours and 12 hours before arrival to arrange gangs. Working Hours: Straight time working hours are 0800 1200 hrs. and 1400 1800 hrs. Mondays through Fridays, and Saturdays 0800 1200 hrs. Except on major holidays (New Year, Easter and Christmas), work may be ordered at overtime rates around the clock and on weekends. MEDICAL: Full medical attention is available in Puerto Plata, and further facilities available in Santiago and Santo Domingo.

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There is about 31 ft. 6 in. of water alongside at this berth (9.6 m.) as a vessel of this draft was seen struggling to get alongside and eventually managed. The alternative berth is the west side of the New Pier, and the Pilot reports that there is 23 ft. of water alongside (7.01 m.), this was the berth used on this occasion and no problems were experienced berthing with drafts of 5.01 m. forward and 6.12 m. aft, the echo sounder showing clearance under the keel. There is much less water at the landward end of this pier. The outer 30 m. of this berth is used by small container vessels and there is timber strengthening for their mobile crane over this area, making it useless for any other discharging operations. Depths: The depths are not as charted and the water gets shallow to the west of the leading line. The bottom is soft mud and the harbour appears to be silting up from the Rio San Marcos. Depths, particularly to the west side of the harbour, are doubtful. General Weather: Early morning it is usually calm with the wind increasing from the east throughout the morning becoming strongest in the late afternoon. There is sometimes a swell in the port, but this usually doesnt affect vessels berthed alongside. Expect rain at all seasons, usually in very heavy downpours. Fresh Water: This is available from the dock, although sometimes difficult to get, especially at weekends, even though the hydrants on the dock are continuously running and stevedores open up the hydrants to wash. Provisions: Available and of reasonable quality and price. General chandlery and working stores are almost impossible to obtain. Courtesy Flag: This must be the plain flag, not defaced with the Coat of Arms. Load Line Zone: Puerto Plata is just inside the Tropical Zone but from 16th July to 31st October the Summer Zone is entered after 16 miles (northbound). Port Authorities: The authorities will board on arrival with the Agent, usually 7 to 10 people. A search of the vessel and accommodation is carried out for contraband and stowaways before the vessel is cleared inwards. A further search is carried out before departure and before the clearance is issued. These searches are usually only formalities at this port. Documents: Ships standard forms are accepted. 1 copy Maritime Declaration of Health. 8 copies Crew List. 8 copies Passenger List (Nil declaration required). 8 copies Arms and Ammunition List (Nil declaration required). 5 copies Stores List. 5 copies Crew Effects List. 8 copies of a Stowaway List are required if vessel has any on board. Stowaways: Stowaways are a problem in spite of the patrolling guards. The port security fence has been removed over a distance of a few hundred metres, although the gate is always closed and guarded, potential stowaways will swim out to ships from the beaches. Communications: All arrival messages are sent to Santo Domingo office and relayed whether by telephone or public telex to Puerto Plata. The telex and telephone system in the Dominican Republic is often out of order. Casual Labour: Available at negotiable rates, about U.S.$12.00 per day, but before any work is started permission must be obtained from the Comandante del Puerto. The request for permission must contain the names of the prospective employees and is stamped by the Official and issued to the dock guard. Syndicate employees are charged at about U.S.$25.00 per day. Search the vessel well after they finish work and before sailing as casual workers could be potential stowaways. Cargo Work: Discharging of ground nut pellets is by grabs on ships cranes into hoppers on the dock and taken away by lorries. The holdups are all due to lorries and although it is possible to work around the clock there are usually no lorries available and work ceases about 2100 hrs. each night, starting again at around 0800 hrs. The tonnage discharged is checked by truck weights. Total discharged 3,300 tonnes. Gross gang hours 155.75 Gross rate 21.19 t.p.h. Net gang hours 66.6 Net rate 49.55 t.p.h. Time lost: Lack of trucks 49.5 hours Rain 37.8 hours Breakdown 1.8 hours The trucks used are small general purpose vehicles carrying about 15 20 tonnes each and on some occasions only one truck was available to serve the two gangs working. The Agents are the stevedores but they do not supply the trucks. Shore Passes: Shore passes are issued by Immigration on arrival and should be carried, but generally they are not asked for by the gate guards. Repatriation: There is an international airport close to Puerto Plata used mainly to fly tourists into the hotel complex some 20 km. out of town. Baggage and personal effects are cleared by Customs at the dock and it can take up to 8 hours to complete formalities. Local agents have difficulty in obtaining flights, and on one occasion a Chief Engineer after waiting for 5 days caught the next managed vessel back to the U.S.A. for repatriation. On another occasion, a crane engineer discharged here was lost to his Company for two days. AUTHORITY: Harbour Master. Tel: 1 (809) 586-2576. Port Manager. Tel: 1 (809) 586-6566. AGENT: See General before first port.

RIO HAINA: 18.25 N. 70.01 W.

Also see General before first port.

(See Plan)

LOCATION: The port of Haina is situated to the west of the centre of the city on the Haina River (Rio Haina), within the modern city limits. General Description: There are port facilities on both banks of the river. The port of Haina mostly handles bulk, containers, trailers and homogeneous breakbulk cargoes, such as steel products not requiring covered storage and bagged cargoes. General breakbulk is not handled in great volumes due to the lack of sheds at the piers for storage, hence mostly homogeneous breakbulk is removed directly in trucks from the discharging vessel. Charts: B.A. Chart No. 471. PILOTAGE: Pilot boards from small boat flying a flag with a white P on a black background, about 1.0 mile from harbour entrance. Contact Pilot on 2738 or 2638 and Channel 16 VHF. Tel: (809) 542-3550. ANCHORAGES: It is suggested that vessels anchor off the port of Santo Domingo, which is only 4 miles away. Anchorage at Haina is considered unsafe and only to be used in case of emergency. RESTRICTIONS: Night-time entry and sailing is restricted, but depending on circumstances, weather conditions and vessel characteristics, the Pilot can be induced to move the vessel at night. MAX. SIZE: LOA 700 ft., beam 100 ft., draft 32 ft. and depth 35 ft. TUGS: 2 tugs, 1,200 h.p. and 850 h.p. Use of tugs is compulsory. BERTHING: 12 berths available. Vessels going to load sugar swing inside the harbour with the aid of a tug, and berth starboard side to the quay. Ships gangway is recommended. There is sometimes quite a swell running inside the harbour. The port anchor is used for berthing and unberthing. Berth No. 1 West (Sugar Berth): This is the berth nearest to the breakwater. It is 190 m. (623 ft.) long, apron 8.0 m. (26 ft.) wide and 3.0 m. above the waterline at H.W. This berth has a mechanical bulk sugar loading facility, consisting of a continuous conveyor belt system from the Rio Haina Sugar Mill directly to the spout-thrower that loads and trims the cargo. This berth is also frequently used by tankers discharging fuel and/or diesel oil to shore tanks. Maximum draft: 28 ft. (brackish water). Storage facilities: The sugar mill has 2 bulk sugar warehouses with a total capacity of more than 150,000 tons. Equipment: The mechanical bulk sugar loading system loads at about 200-250 tonnes/hr. Bunkers: Fuel and diesel oil are available by tank trucks of either 5,000 or 10,000 American gallons. Note: Presently there are no bunkers available for ships because of a local shortage of fuels. Fresh water: Fresh water must be delivered by tank truck only, as there is no pipeline alongside. Working hours: Sugar is usually loaded 24 hours around the clock by the sugar mill, as well as on Saturdays, Sundays and holidays with all overtime for the shippers account. The average loading rate is 4,000 5,000 tons during 24 hours. Berth No. 2 West: This berth is 113 m. (370 ft.) long, with an apron approximately 8.0 m. (26 ft.) wide and 2.75 m. above the waterline at H.W. It was reconstructed in 1997 for the sole use of liquid petroleum tankers and also to discharge distillate to shore tanks belonging to the local Refinery. Maximum draft: 33 ft. (brackish water). Bunkers: See Berth No. 1 West above. Fresh water: See Berth No. 1 West above. Working hours: Straight time working hours are 0800 hrs. 1200 hrs. and 1400 hrs. 1800 hrs. Mondays through Fridays, and 0800 hrs. 1200 hrs. on Saturdays. Overtime may be worked around the clock and on weekends, except major holidays. Please contact Agent for further information. Berth No. 3 West: This berth is 181 m. (593 ft.) long, of which only 110 m. can presently be used for berthing, due to the state of disrepair; the apron is also in a damaged condition; the pavement is cracked and the supporting structure weak. Hence, this berth is presently used by small general cargo vessels handling light cargoes such as plywood, lumber, etc., and only rarely for containers directly onto flatbeds. The pier is approximately 2.75 m. above the waterline at H.W. Maximum draft: 30 ft. (brackish water). Storage facilities: There are 2 sheds, each with 2,100 sq.m. storage space available. These sheds were originally built to store bagged sugar awaiting shipment, but are now primarily used for various import cargoes requiring covered storage. Equipment: Forklifts of 4.5 tons, 6 tons and 10 tons capacity are available for handling cargo. Mobile cranes, if required, may be used at this berth. Bunkers: See Berth No. 1 West above. Fresh water: See Berth No. 1 West above. Working hours: Straight time working hours for general breakbulk and containerised cargoes are 0800 hrs. 1200 hrs. and 1400 hrs. 1800 hrs. Mondays through Fridays, and 0800 hrs. 1200 hrs. on Saturdays. Overtime may be worked around the clock and one weekends as per tariff, except during major holidays. Please contact Agent for further details.

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

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Berth No. 4 West (Molasses Berth): This berth is 264 m. (866 ft.) long and approximately 2.75 m. above the waterline at H.W. It is used by molasses tankers loading from the shore storage tanks belonging to the Rio Haina Sugar Mill, and is therefore frequently referred to as the Molasses Berth. Since 1983/1984, this berth has also been used for discharging coal in bulk for the electric utility Company into hoppers owned by Maritima Dominicana. Early 1994, Sealand installed a new container (gantry) crane, and was granted preference at this dock. When not occupied by these vessels, the berth is used for other bulk cargoes (soda ash, bulk fertilisers, mineral sand, etc.) and for homogeneous breakbulk and containers. Maximum draft: Maximum draft 33 ft. (brackish water). Storage facilities: Molasses storage tanks connected by pipeline hold approximately 5 million gallons and are used for exporting molasses; there is no shed available for cargo, and limited space for lumber and other homogeneous breakbulk cargoes. Coal and other bulk cargoes must be hauled away immediately by trucks. Equipment: Forklifts of 4.5, 6 and 10 tons are available to handle general breakbulk. Coal is usually discharged by ships gear into hoppers, and front-end loaders are used in the ships holds. Bunkers: See Berth No. 1 West above. Fresh water: See Berth No. 1 West above. Working hours: See Berth No. 3 West above. Berth No. 5 West (Sealand): This berth is called the Sealand Berth, because this company has a portainer crane and leases a 3,800 sq.m. warehouse and open container terminal from the Port Authority, and by contract has preferential berthing at this pier for its own vessels. Because of the volume of its operations, this berth is rarely used by any other vessels. The berth is 194 m. (636 ft.) long. The pier apron has height of approximately 2.75 m. above waterline at H.W. Maximum draft: 30 ft. (brackish water). Storage facilities: 3,800 sq.m. container stripping terminal warehouse and open storage for containers. Equipment: Sealand has a private portainer and ancillary container handling equipment for its operations. Bunkers: See Berth No. 1 West above. Fresh water: See Berth No. 1 West above. Working hours: See Berth No. 3 West above. Berth No. 6 West: This berth is 134 m. (440 ft.) long, with an apron approximately 8.0 m. wide and 2.75 m. above the waterline at H.W., and is used by tankers for discharging LPG, lubricants and liquid paraffin to shore tanks. However, LPG operations are increasingly rare at this berth, because the local Refinery has completed an off-shore buoy installation for receiving LPG by pipeline which is used by most vessels. The berth was reconstructed during 1998 to also receive cement and clinker for Cementos Colon. 2 hoppers on rails have been placed on the dock. Maximum draft: 28 ft. (brackish water). Storage facilities: Storage tanks are available for lubricants, liquid chemicals, LPG and liquid paraffin. No other storage facilities available at this berth. Equipment: Only shore facilities are pipelines for above-mentioned liquid cargoes from the vessel to the storage tanks. Bunkers: See Berth No. 1 West above. Fresh water: See Berth No. 1 West above. Working hours: See Berth No. 3 West above. Berth No. 1 East (Proteinas): This berth is privately owned by Sociedad Industrial Dominicana (S.I.D.), a large importer of corn and soybeans in bulk, and is used to discharge feed grain and meal in bulk as well as vegetable oils and fats in bulk. The berth consists of a central platform supporting a shore crane on rails and hoppers for discharging and three dolphins for securing the vessels lines. Two of the hoppers feed directly into trucks and the third onto a conveyor leading to the silos. Each dolphin has one bollard at its centre and the central platform has 3 bollards over a distance of about 28 m. The total length of the berth, between the outer dolphins, is 153 m. (500 ft.), and approximate height of apron above the waterline at H.W. is 2.75 m. Vessels normally berth starboard side alongside utilising the bollard at the end of Berth No. 2 (Fersan) for its head lines. There is a bollard on the breakwater, about 100 m. from the southern dolphin, and 180 m. from the central platform. As vessels have to shift back and forth in order to position the hatch openings within reach of the crane, it is advisable for larger vessels to place a mooring line, leading astern, from its spring or breast fairlead to the southern dolphin. Maximum LOA permissible is about 700 ft. Minimum depth: 32 ft. (SW). Storage facilities: S.I.D. has 6 silos, each with a capacity for approximately 1,200 tonnes of heavy grain. There are also 6 storage tanks for vegetable oils and fats, with a total capacity for 6,000 tonnes. Equipment: Grain is discharged with a shore crane into hoppers at an average rate of 150-200 tonnes/hr., depending on the type of vessel and cargo. Meal is slower, averaging about 100-125 tonnes/hr. Stevedores also use a large front-end loader to clean the holds. Actual discharging rate is sometimes slower than capacity, due to the slow take-away by trucks. Bunkers: Fuel and diesel oil are delivered by tank truck. Arrangements must be made in advance of arrival through the Agent, in order to co-ordinate timely delivery, because delivery cannot be made during the discharging operations. Trucks carry either 5,000 or 10,000 American gallons. Fresh water: See Berth No. 1 West above. Working hours: See Berth No. 3 West above. However, receivers frequently work overtime at this berth for their own account, usually at night on weekdays, during weekends and on most holidays. Otherwise for overtime rates please contact Agent. Berth No. 2 East (Fersan): This facility is called the Fersan Berth, because it is controlled by the fertiliser company Fertilizantes Santo Domingo (Fersan) and used primarily for their own bulk discharging operations, exporting fertilisers in bags, and also for bulk liquid chemicals. Occasionally, the berth is used for discharging bulk grain. This pier is 185 m. (600 ft.) long with apron approximately 1.9 m. above the waterline at H.W. Maximum draft: 30 ft. (brackish water). Storage facilities: The fertiliser company has storage space available for both bulk and bagged fertilisers. Total capacity exceeds 30,000 tons. Equipment: Fersan has one crane mounted on rails which is used for all bulk discharging, and occasionally for assisting in the loading of bagged fertiliser for export. This crane discharges fertiliser at about 100-125 tons/hr. on average, directly into a stationary hopper which feeds a conveyor to the Fersan mixing plant. Fersan also has front-end loaders for the cleaning of ships holds, and forklifts for handling bagged cargoes. When bulk grain is discharged at this berth, small hoppers are used and the cargo is hauled away in trucks. This limits the discharge rate to about 80 tons/hr. for this type of cargo. Bunkers: See Berth No. 1 East (Proteinas)above. Fresh water: See Berth No. 1 East above. Working hours: See Berth No. 1 East above. Berth No. 3 East (Falconbridge): This berth is 215 m. (700 ft.) long with apron approximately 10.0 m. (33 ft.) wide and height 1.9 m. above the waterline at H.W. The Falconbridge Dominicana Terminal is located alongside, and vessels carrying cargo for this company have preference in the use of this berth. Falconbridge receives fuel oil in bulk frequently; exports ferro-nickel products on pallets and in crates as well as in containers, and imports general breakbulk and containerised cargoes on a regular basis. This berth may also be used by other vessels, when Falconbridge vessels are not occupying it. Maximum draft: 30 ft. (brackish water). Storage facilities: Falconbridge has a Terminal, which is basically an open yard for containers, palletised ferro-nickel ingots, ferro-nickel cones in wooden crates and import cargoes such as electrodes, lumber, etc. Equipment: Forklifts are available for handling the cargo on the pier and in the vessels holds. Mobile cranes can be hired if required due to breakdown of vessels gear or for gearless ships. Bunkers: See Berth No. 1 East (Proteinas) above. Fresh water: See Berth No. 1 East above. Working hours: See Berth No. 3 West above. Berth No. 4 East: This berth is 215 m. (700 ft.) long with apron approximately 12.0 m. (39 ft.) wide and 1.8 m. height above the waterline at H.W., and is used frequently by Ro-Ro vessels. There are 3 ramps available, one at each end and one in the centre. When not in use by one of the regularly scheduled Ro-Ro liner services, the berth is used to discharge general breakbulk or homogeneous cargoes. Maximum draft: 30 ft. (brackish water). Storage facilities: The Port Authoritys Shed No. 4 with approximately 3,600 sq.m. is available nearby for general cargo requiring enclosed storage. The open yard is available for trailers, containers and breakbulk cargo not requiring covered storage. Equipment: 3 ramps allow Ro-Ro vessels to discharge at this berth. Forklifts of various capacities are available, and the stevedoring companies have other equipment (mules, etc.). Bunkers: See Berth No. 1 East (Proteinas) above. Fresh water: See Berth No. 1 East above. Working hours: See Berth No. 3 West above. Berth No. 5 East: This berth is 214 m. (702 ft.) long with apron approximately 12.0 m. (39 ft.) wide and height 1.8 m. above waterline at H.W., and is used primarily for the handling of containers and general breakbulk cargo. Maximum draft: 31 ft. (brackish water). Storage facilities: The Port Authoritys Shed No. 1 with 2,855 sq.m. capacity is located nearby and can accommodate general cargo, and is used for stripping containers, etc. Open yard can accommodate containers and trailers. Equipment: Mobile cranes, spreaders, forklifts and other equipment may be hired for operations, although most vessels using this berth are self-sustaining. Contact Agent for further information. Bunkers: See Berth No. 1 East (Proteinas) above. Fresh water: See Berth No. 1 East above. Working hours: See Berth No. 3 West above. Berth No. 6 East (Container Terminal): This berth is 700 m. (2,280 ft.) long with apron 17.0 m. (55 ft.) and height of 2.0 m. above the waterline at H.W., and was intended for handling containers, but due to the frequent congestion of other berths, this pier is sometimes used for bulk cargoes, steel, scrap, etc., and almost any other vessels with deep drafts, including passenger cruise ships. Due to its length, the pier is divided into sections A, B, C (515 m.) and D (185 m.). Minimum depth: 32 ft. (at 6A) 25 ft. (at 6C) and approximately 20 ft. at 6D, brackish water ranging between 1016 and fresh water. Storage facilities: A large open yard for containers and trailers with modern lighting and other facilities is presently nearing completion of construction. The nearest warehouse is the Port Authoritys Shed No. 1, with 2,855 sq.m. storage capacity. Equipment: The Port Authority owns and the Shipping Association operates a large overhead gantry crane on rails that can handle containers. However, many vessels use their own gear. There are also several large hoppers on the pier which are used to discharge bulk cargoes (coal, clinker and grain) into trucks. Other equipment, such as payloaders, forklifts, mobile cranes, etc., are also available for hire. Bunkers: See Berth No. 1 West above. Fresh water: See Berth No. 1 East above. Working hours: See Berth No. 3 West above. SPECIALISED CARGO HANDLING FACILITIES: See Berthing. STEVEDORES: See individual berths. MEDICAL: All facilities in Santo Domingo.

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TANKERS: CBM operated by Refineria Dominicana de Petroleo, S.A. General Description: The approximate position of this facility is Lat. 18 24' N., Long. 70 01.5' W. This new installation, consisting of 4 mooring buoys and 2 cargo hose pick-up buoys, off the port of Haina, is used for discharging LPG and refined petroleum products such as gasoline, diesel fuel, etc., to the shore installations of the Refineria Dominicana de Petroleo. The moorings can accommodate vessels up to 570 ft. LOA. Vessels must have a derrick boom capable of handling a hose weighing approximately 3 tons. Restrictions: Vessels are docked during daylight hours only. Tugs: A tug assists on arrival, mooring vessels bow pointing towards the sea. Departure is normally without tug assistance. Hoses: For discharging, there is 18 in. 300 ASA hose connected to the port side for LPG. For discharging clean petroleum products, the diameter of the hose is 8 in. Ships port crane or boom to be ready on arrival and manifold reducer fitted. Ships crew performs connection with supervision from terminal personnel. General Services: There are no facilities for supplying fuel, fresh water and other port services. Shore Personnel: 5 personnel from ashore remain on board during the duration of the discharge operations, and accommodation for them should be provided by the vessel. For all other information regarding this facility contact the Agent. Before Boarding the Tanker: An inspection of the berth area must be made from the mooring launch for wind and swell conditions. If these conditions exceed the working limitations of the mooring launch, then the operation must be delayed until the weather improves. A decision to abort the berthing operation can be made under the following circumstances: (a) When swell measured on the graduations of the PLEM marker is estimated to be in excess of 2.0 m. (b) When wind speed is in excess of 25 knots. (c) When the approach to the berth is likely to be hindered by poor visibility caused by an approaching rain front or by the onset of darkness. It is estimated that a normal approach will take 45 minutes to 1 hour, and that visibility towards the shore is drastically reduced within a few minutes after sunset. As a general rule, approaches to the berth should not be considered after 1730 hrs. (d) If the draft of the tanker is in excess of 9.5 m. (31 ft.) S.W. Approach to the Berth: The tanker should be instructed to proceed to a point 1 nautical mile south of the CBM, and have a lee prepared for boarding the Pilot on the portside and with all way taken off the ship. The initial approach is in a northwesterly direction with a gradual turn to starboard (See Plan). Speed must not be allowed to build up to an extent where engines have to be used to reduce it to a safe entry into the buoy area. Speed should therefore be kept to a minimum, consistent with steerage. At no point during the approach must the vessel be allowed to cross the 10 m. contour, and on the final approach, the PLEM marker must always be on the port bow. To assist in these requirements, the Power Station chimney and the Refidomsa flare must never be allowed to close, and Buoy No. 2 should be used as a point of reference when entering the berth. As an additional precaution, speed at entering the berth should be as low as possible. With minimum way on the vessel, the starboard anchor can be dropped and the engines used to assist in turning the vessel into the berth. Excessive speed at this point may require the use of stern movements to reduce headway, and this may impart a sideways drift into the berth and the possibility of running over the hose and PLEM markers. Mooring Operations: The starboard anchor should be dropped when the bow of the tanker is just within the boundaries of the buoys and run out to 2 shackles. The vessel should at this stage be turning to starboard under engines and rudder. By holding on to the starboard anchor, this swing will be accelerated and allowed to continue until the bow has cleared Buoy No. 5. When the bow is clear of Buoy No. 5, and to seaward of it, the port anchor should be dropped and allowed to run out whilst a stern movement is instigated. At this point, the tug should be ordered to push on the starboard quarter, if so required. With an offshore wind, the assistance of this tug is essential and attempts at mooring without it should be avoided. At the same time, the mooring launch should be instructed to run mooring lines to Buoy No. 4. When these lines are secure and slack taken up, the tug should be instructed to stand-by whilst the remainder of the lines are run out, with the weather lines having priority. If conditions permit, it is better to manoeuvre the ship to the PLEM marker, using the ships mooring lines rather than the tug. When lines to the weather buoys have been secured, the starboard anchor should be recovered and the port anchor allowed to run out until the vessel is in position. On no account should the port anchor be recovered whilst the vessel is in the berth, as it provides the only security, should the vessel break out of the moorings. On completion of mooring, it is essential that all mooring lines are taut and that the winch brakes are fully secure. Unmooring Operations: The vessel should single up to either one or two lines to Buoy No. 4 and the remainder let go in the following order: No. 1, No. 2, No. 5 and finally the remaining lines on Buoy No. 4. After the lines from Buoy No. 5 have been recovered, the port anchor should be put in gear and heaving commenced as soon as the lines from Buoy No. 4 have been released. It may be necessary to use the rudder and engines to keep the vessel clear of the seaward buoys whilst the anchor is being recovered, but care should be exercised so that the vessel does not over-run the anchor. If necessary, the mooring launch could be used to nudge the buoys clear of the vessels stern. Also see Berthing, Shipmasters Report dated September 1994, Operators Reports dated November 1995 and March 1996. DENSITY: Brackish water, exact density depends on location of berth and flow of river. FRESH WATER: Fresh water available by truck. FUEL: Fuel oil, diesel and intermediate fuels available by truck. Also see Berthing. CONSULS: In Santo Domingo. REPAIRS: Minor repairs in Santo Domingo. REPATRIATION: Possible. AIRPORT: Las Americas International Airport in Santo Domingo is only 25 miles away and is served by major international airlines. DEVELOPMENTS: Berth under construction. On completion there will be 750 m. of berthing space for 3 Ro/Ro vessels. Container berth under construction, length 520 m. SHIPMASTERS REPORT: September 1994. Vessel (On arrival): LOA: 226.25 m. Breadth: 32.2 m. Depth: 19.6 m. Cargo onboard: 24,995 tonnes of fuel oil. D.w.t.: 31,749 tonnes. Displacement: 45,905 tonnes. Draft: Forward 26 ft. 9 in., aft 27 ft. 2 in. Restrictions for Rio Haina: (AA) Max. draft: 29 ft. Fresh water and even-keel. (BB) No max. length given. When asked, Pilots/Port did not have a dedicated figure. Pilots/Port said vessel was OK for berthing. (CC) Tankers only berth/unberth in daylight. Vessel arrived on 1st September at 0230 hrs. Pre-arrival ETAs and messages to Agents had not been acknowledged by them. Called Pilots/Port on VHF prior to arrival, and after arrival, but no reply until 0530 hrs., when we were advised that the Pilot would board at 0700 hrs. at the Pilot Station, which is about 3 nautical miles south of the port. Pilot boarded at 0724 hrs. His knowledge of English was limited, but sufficient. We entered the harbour through the entrance (buoyed channel), came astern on the engines, dropped starboard anchor, and the tugs manoeuvred vessel alongside. As per plan, our berth was just inside the entrance. Sufficient speed is required to pass through the narrow entrance channel (the tugs wait inside for the ship) followed by the need to stop as quickly as possible (There was about 10 m. clearance either side of the ship when passing the entrance buoys). Therefore as soon as we were inside the harbour, it was engines up to full astern and drop the starboard anchor. The 2 tugs (3,000 h.p. each) then attended to assist in working us alongside, although neither made fast. Ships engines and anchor were utilised in conjunction with the tugs to bring the ship alongside. The jetty was of solid concrete construction, fitted with large tyre fenders only. It was important to bring the vessel slowly and squarely in to the jetty to prevent any part of the ship falling in between the fenders and contacting the jetty. Approaching the berth, a mooring boat attended to assist in running lines. The first lines were head lines. Final moorings were as per plan. Once in position, the forward part of the vessel was ahead of the forward end of the jetty, and the headlines really were more like breast lines. All line handling ashore was by hand power, but there was sufficient manpower to enable the job to be done in a reasonable time. Once alongside, the anchor was slacked until there was no weight on the cable. At this time, there were 4 shackles on deck. We expressed our concern that the anchor itself was stuck out in the middle of the harbour with ships passing over it. Pilot said all was OK and no other deep draft vessels would be passing over it during our stay. Wind was N.N.E. to east during our stay, which kept vessel nicely alongside in conjunction with the moorings. 18 in. hose was connected. The ships accommodation ladder was lowered to the jetty for access. Ratguards were fitted to all moorings, and hawse pipe guards were in place. Agents, Authorities, surveyors, etc., were all friendly, and no problems were encountered. The Agents advised they could be contacted via VHF, or could be telephoned from the Pilots office, which was about 200 m. from the ship. Two shore police officers were arranged by the Agent for security. These turned out to be useful, as during the first night alongside there were 2 separate instances of thieves climbing the mooring ropes and gaining access to the maindeck. Fortunately on both occasions they were spotted by ships staff and shore security, and they quickly fled, once they realised they had been discovered. Shore maximum back pressure allowed was 10 kg. Average discharge rate was 4,800 bbls./hr. The shore line was 10 in. and discharge was into 2 shore tanks. The tanks were 0.6 km. away and at a height of 42 ft. above sea level. Communications with the shore were verbally across the dock. Prior to departure, shore police boarded the vessel to carry out a stowaway search. The Pilot did not board until they had completed this search and cleared the ship. Ships staff also carried out their own search. On departure, all lines were let go and the anchor heaved in, which pulled the ship off the berth. The Pilot taking us out was the son of the Pilot who had brought us in. His English was very good. To prevent the stern swinging in to the jetty, engines and rudder were also used. The two 3,000 h.p. tugs attended but did not make fast. The vessel went ahead to the widest part of the harbour (See Plan) and turned to port, with one tug forward and one tug aft pushing. Engines were utilised to keep the vessel positioned during the turn. The bow of the ship passed approximately 20 m. clear of the adjacent jetty, although there was some more room to play with aft. Once turned around, the tugs stood-off and the ship gathered speed to transit the channel. Once clear, the Pilot disembarked.

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OPERATORS REPORT: November 1995. Berth LOA Beam Draft Product Handled/ Remarks (m.) (m.) (m.) CDE Wharf 180 27.4 7.31 Black, fuel, LPG. Falconbridge 180 26.2 8.53 Fuel oil. Refidomsa (CBM) 170 9.50 White, LPG. Max. size 32,000 d.w.t. Novapour return. Sugar Terminal 182 27.4 8.53 Black, Gas oil, Mogas. Lubridom/CDE 170 26.0 8.83* Lube oil. * Draft if 15 ft. 20 ft. off Quay. If alongside, max. draft is 21 ft. OPERATORS REPORT: March 1996. Refidomsa Buoy Moorings: The approximate position of this facility is Lat. 18 24' N., Long. 70 01.5' W. This installation, consisting of 4 mooring buoys and 2 cargo hose pick-up buoys, off the port of Haina, is used for discharging LPG and refined petroleum products such as gasoline, diesel fuel, etc., to the shore installations of the Refineria Dominicana de Petroleo. Vessels must have a boom to handle a hose weighing about 3 tons. The moorings can accommodate vessels up to 570 ft. LOA. Vessels are docked during daylight hours only, and pilotage and mooring crew are compulsory. The Pilot boards about 1 mile south of the moorings. A tug assists on arrival, mooring vessels bow pointing towards the sea. Departure is normally without tug assistance. Maximum draft: 31 ft. (9.5 m.) S.W. Equipment: For discharging there is one hose to the port side, 8 in. diameter, 300 ASA for LPG. For discharging clean petroleum products, the diameter of the hose is 8 in. Ships port crane or boom to be ready on arrival and manifold reducer fitted. Ships crew performs connection with supervision from Terminal personnel. Storage facilities: The storage tanks of the Refineria Dominicana de Petroleo hold LPG, gasoline and diesel oil pumped ashore by vessels from the Refidomsa Mooring Buoy. Note: Because of the nature of this installation, there are no facilities for supplying bunkers, fresh water and other port services. Five persons from the shore remain on board for the duration of the discharge operations, and accommodation for them should be provided by the vessel. SHIPMASTERS REPORT: March 1998 (Updated March 2000). Vessel: Chemical tanker, 40,700 d.w.t. Berth: Berths No. 1 and 2. Operator Occidental. VHF: Port/Terminal operate on Channel 71. Agent Bravo Romeo operates on Channel 16. Drafts: The arrival draft was 9.0 m. even-keel fore and aft. Miniimum depth alongside the quay is 9.6 m., with minimum depth off the berth at the bow being 10.0 m., in tidal range only 0.08 m. Tugs: 3 tugs were used for berthing, meeting the vessel at the outer turning basin off Berth No. 1. The vessel then proceeded to the inner basin turning to port and proceeding back to berth on the west bank of the river at Berths No. 1 and 2. For turning the vessel, one tug secured to the bow, with one pushing on the port quarter and one on the starboard shoulder. For berthing the vessel alongside, only 2 tugs were used pushing on the port side. Also see Plan. Berthing: The vessel berthed between Berths No. 1 and 2 at the end of a continuous quay. We berthed starboard side alongside with mooring lines tie-up 3-2-2 fore and aft with the springs being wires. Our vessel berthed alongside 4 large low impact fenders. Cargo Handling Facilities: The cargo was discharged via 3 hoses (18 in. and 210 in.). Density: 1024. Gangway: Ships accommodation ladder was landed on the quay. Current: The river current flows from north to south through the port. SHIP OFFICERS REPORT: July 1998. Berth: Refidomsa CBM. Vessel: Tanker 41,000 d.w.t. Berthing: The CBM berth lies N.W. S.E., and is located south of Rio Haina Harbour. The berth consists of 4 mooring buoys with 2 submarine pipelines leading from the CBM to the storage facility. Mooring: The ship approached the berth from the south. The port and starboard anchors were used during berthing. As the vessel approached the mooring buoys, the starboard anchor was let go to assist in swinging the stern to port, at the same time a tug pushed amidships on the starboard side. Once the stern had been swung to port, the starboard anchor was heaved home. The vessel proceeded ahead, placing the bow between the 2 S.E. buoys. The port anchor was then let go. Mooring lines were run by the mooring launch to the 4 mooring buoys (2 buoys, one on the port and starboard bow, and 2 buoys, one on the port and starboard quarters). The mooring lines were used to heave the vessel into position. Mooring arrangement was 3 lines to each buoy, 2 from the bow and stern, and one from the main deck. All mooring line leads were of medium length (See Plan). Cargo Handling Facilities: The manifold connection is located on the portside. Two steel submarine pipelines run from the Refidomsa storage tanks to the berth. The ends of the pipeline are marked by 2 white marker buoys, and the cargo hose pick-up lines by red marker buoys. The ships crane was used to lift the cargo hoses onboard, with the assistance of the mooring launch (See Plan). Hoses: See Plan. SHIP OFFICERS REPORT: December 1998. Berth: Berth No. 1-2 west. Vessel: Tanker 41,000 d.w.t. Entry: On entering the harbour from the south, the berth is to the N.W. beyond the new breakwater, which has a navigation light located at the northern end. Berthing: The berth lies N.N.E. S.S.W., and is located at the northern end of the west quay. It consists of a flat faced quay with flat faced fenders approximately 20 m. apart. There is a recess at the northern end of the quay. Notice: Issued by the Port Authority in April 1998: By means of this letter, we state here in that, as of this date, there is a minimum draft reading of 33.5 ft. alongside Piers No. 1 and No. 2 of Rio Haina Occidental. These readings were taken using a manual sounding during this morning. Signed: Director of Operations. Mooring: The ship berthed starboard side to. Mooring arrangement was 3-2-2 fore and aft. Wires were used for the spring lines and ropes were used for all other mooring lines. All mooring lines were secured to conventional mooring bollards on the quay. All leads were short to medium in length. The ships gangway/ladder was landed aft of the cargo manifold on to the quay (See Plan). Cargo Handling Facilities: See Plan. Pollution: Anti-pollution equipment is located to the north of the shore manifold. Firefighting Equipment: There is a fire pump located at the northern end of the quay. AUTHORITY: Autoridad Portuaria Dominicana, Margen Oriental, Puerto de Haina. Tel: 1 (809) 537-7201. FAX: 1 (809) 535-8926. Contact: Port Manager. AGENT: See General before first port.

SAMANA (Puerto Duarte), including Arroyo Barril: 19.12 N. 69.26 W. (See Plan)
Also see General before first port.
The port Samana is known by several other names. It is sometimes called Puerto Duarte, at other times El Botado, and occasionally Arroyo Barril, because there is a landing strip of this name nearby. PILOTAGE: The Pilot and Harbour Master can be contacted by VHF Channel 16. The Pilot will board at Punta Balandra. The entrance channel is marked with 8 buoys. Pilot Tel: (809) 538-2283. ANCHORAGES: Deep water anchorage is available at several places in Samana Bay, but it is highly recommended that the local Pilot be consulted before anchoring. RESTRICTIONS: Day and night entry is possible. MAX. SIZE: LOA 700 ft., beam 120 ft. and draft 34 ft. TUGS: None available locally. Tugs must come from Puerto Plata or Santo Domingo, if required. BERTHING: Arroyo Barril Berth: This finger pier is 230 m. (755 ft.) long and approximately 25.5 m. (84 ft.) wide and was built in the mid-1970s, primarily as a passenger terminal for the development of Samana Bay as a tourist destination. The pier can accommodate vessels on each side. Access ramp connecting the pier to the shore is 350 m. long and 13.5 m. wide. Mostly refrigerated and dry cargo containers handled now at this facility, although occasionally some palletised and loose cargo moved. Very rarely a cruise vessel will call at the port. Maximum draft: 34 ft. (salt water). Storage facilities: An enclosed shed of 2,200 sq.m. Equipment available: Forklifts, mobile crane and some other equipment available. Contact Agent for details. STEVEDORES: Working Hours: Straight time working hours are 0800 1200 hrs. and 1400 1800 hrs. Mondays through Fridays, and 0800 1200 hrs. on Saturdays, except official holidays. Work may be ordered at overtime rates on holidays and around the clock, except on major holidays (New Year, Easter, Christmas, etc.). For ordering of gangs and stevedoring rates, contact Agent. MEDICAL: First aid and emergency treatment only. Further treatment available in San Francisco de Macoris, about 1 hours drive by car. DENSITY: 1025. FRESH WATER: Available on pier. Rate 6 t.p.h. FUEL: Available by tank truck from Santo Domingo. For prices and conditions, contact Agent. CONSULS: At Santo Domingo. REPAIRS: No facilities for repairs. AIRPORT: Las Americas International and La Union International in Santo Domingo and Puerto Plata respectively are approximately a 4-5 hours drive by car. GENERAL: Charts: B.A. Chart No. 463. AUTHORITY: Harbour Master. Tel: (809) 538-2214. Port Manager. Tel: (809) 223-0071. AGENT: See General before first port.

SAN PEDRO DE MACORIS: 18.26 N. 69.18 W. (See Plan)

Also see General before first port.
LOCATION: The port of San Pedro de Macoris is located on the Higuamo River on the southern coast of the island, about 60 km. east of Santo Domingo. PORT LIMITS: See Ship Officers Report dated August 2001. PILOTAGE: ETA required 24 hours before arrival. Pilot meets vessels 0.5 miles from the Sea Buoy. Pilot Radio Station frequency is 2738 and 2638, also VHF Channel 16. In the event of bad weather, vessel should remain 3 miles south of the buoy. Pilot boards from small unmarked motor boat. Also see Ship Officers Report dated August 2001.

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ANCHORAGES: One mile south of the lighthouse; depth 60 ft. Pilot will advise best location if requested. Also see Ship Officers Report dated August 2001. RESTRICTIONS: Channel depth 28 ft. Up to 480 ft. length, no restrictions. Arrival and departure in daylight hours only. MAX. SIZE: LOA 650 ft., beam 100 ft. and draft 24 ft. Larger vessels leaving port after loading may require to use port anchor to manoeuvre around sharp bend in buoyed channels just inside harbour entrance. Also see Ship Officers Report dated August 2001. HEALTH: In case of illness or death on board, send a cable before arrival; doctors available. TUGS: Compulsory. Tug joins vessel inside the port 150 ft. from the quay. One tug 500 hp. Also see Ship Officers Report dated August 2001. BERTHING: The port is used mainly for exporting sugar and molasses produced by several sugar cane mills in the region. It is also used to import bulk fertilisers, coal and cement clinker in bulk. Occasionally, fertilisers in bags and cement in bags are also exported in small vessels to the adjacent islands. Tankers discharge fuel and diesel oil to shore tanks. Berth No. 1: This pier is 260 m. (850 ft.) long, with apron approximately 15.0 m. wide and height 1.0 m. above waterline at H.W. However, about 100 m. 150 m. of its length is occupied by a floating dry dock, Dominican Navy vessels and other equipment. This pier can accommodate several vessels simultaneously, and is used primarily to load sugar for export. It is also used by vessels loading molasses in bulk and for discharging bulk liquid petroleum products. Maximum draft: 25 ft. (brackish water) about 6.0 m. from the pier, and 23 ft., about 3.0 m., from the pier. Alongside there is 18 ft. of water only, due to sedimentation by the river. Storage facilities: There is a general cargo shed alongside, but it is not presently in use. Equipment: Because of the limited operations at this port, most equipment must be transported from other ports. Berth No. 2: This berth is 183 m. (600 ft.) long, with apron approximately 20.0 m. (65 ft.) wide and height 1.5 m. above waterline at H.W. This berth is used to export molasses, but primarily bulk clinker and coal are discharged into 2 movable hoppers by self-discharging vessels. The berth can also be used for general cargoes. Maximum draft: Recently dredged to 26 ft. (brackish water). However, experience shows maximum safe draft to be approximately 24 ft. Storage facilities: None, except the pier itself is used for discharging bulk coal and clinkers as described above. Equipment: See Berth No. 1 above. Also see Ship Officers Report dated August 2001. Berth No. 3 (Ferquido): This berth is 262 m. (860 ft.) long with apron approximately 18.0 m. (58 ft.) wide and height 1.2 m. above waterline at H.W. Ferquido has 4 small hoppers on the pier for discharging bulk fertiliser, and these are connected by conveyor belts to their fertiliser mixing and bagging plant. This berth is almost exclusively used for discharging bulk fertiliser and loading in bags, although it can be used for general cargoes. Maximum draft: 22 ft. (brackish water). Bottom is soft mud. Storage facilities: Ferquido has its own large warehouse for both bulk and bagged fertilisers. Equipment: Ferquido uses small grabs at the end of ships gear, and can work up to 4 gangs. Depending on the number and capacity of the vessels gear, they achieve an average discharging rate of between 1,000 2,000 tonnes/day. Large vessels arriving to load swing inside the harbour using starboard anchor and berth port side to quay. At a later date, barges are placed between the ship and quay, to permit greater draft, and Pilot receives extra payment for doing so. Use of gangway is recommended. STEVEDORES: Working Hours: Straight time working hours are 0800 hrs. 1200 hrs. and 1400 hrs. 1800 hrs. Mondays through Fridays. On Saturdays, half-day is worked from 0800 hrs. 1200 hrs. Except on major holidays (New Years, Easter and Christmas), overtime may be ordered on all days and work can be done around the clock and on weekends. MEDICAL: Full medical facilities available. TANKERS: Oil line diameter 8 in. Max. pressure 60 p.s.i. CARGO OPERATIONS: Vessels loading sugar use ships gear and ship has to supply rope slings. The chains on the centre sections of MacGregor hatches are broken, and a gap of about 2 ft. made, through which the bags of sugar are bled into the holds at the rate of about 220 tons per gang per day. Only 6 bags per sling are lifted at a time. Stevedores cover hatch openings with tarpaulins when loading is completed for the day. They will make up any extra slings that are required if ship supplies rope. Also see Ship Officers Report dated August 2001. DENSITY: Brackish water, density varies with tides and seasons. FRESH WATER: Due to low water pressure and limited extension of pipeline, a pump and long water hose are required. This can sometimes be hired locally. Alternatively, fresh water can be supplied by tank truck. FUEL: Fuel and diesel oil must be transported by tank truck from Santo Domingo. The trucks carry either 5,000 or 10,000 American gallons. For information and prices contact Agent. Note: Presently not available for ships, due to local shortage. CONSULS: In Santo Domingo. REPAIRS: Minor repairs only. GANGWAY/DECK WATCHMEN: Available. OPENING/CLOSING HATCHES: Crew. CUSTOMS ALLOWANCES: Only sufficient for port consumption. Allowed take only 2 open packets cigarettes ashore. REPATRIATION: Can be arranged. AIRPORT: Las Americas International Airport (Santo Domingo) 30 km. (30 minutes by car). TELEPHONES: No telephones on board. SHORE LEAVE: Allowed. IDENTIFICATION CARDS: Required. REGULATIONS: Rat guards to be fitted on all ropes. No boats to be lowered without official permission. SHIP OFFICERS REPORT: August 2001. Vessel: Bulk carrier, 41,000 d.w.t. Berth: Berth No. 2. Cargo: Clinker. Location: The port is located in position Lat. 18 26.75' N., Long. 69 18.65' W. Charts: B.A. Chart No. 467. Port Limits: The vessel is considered an Arrived Vessel on arrival at the pilot boarding area, located 0.5 nautical miles seaward of the outermost light buoy in position Lat. 18 25.73' N., Long. 69 18.42' W. (Buoy No. 1, Fl.G, Black colour). Documents: 4 Crew Lists. 3 Crew Effects Declarations. 1 Declaration of Health. 2 Vaccination Lists. 1 Narcotics List. 3 Stores Lists. 2 Last Port of Call Lists. 1 International Tonnage Certificate. 1 Derat Exemption Certificate. 1 Nil List. Approaches: The Approach Channel is marked by unlit buoys. There is a sharp turn to starboard on the vessels approach in the vicinity of Buoy No. 4. Pilotage: Vessels are required to forward their Estimated Time of Arrival (ETA) to the Pilot Station via the ships Agent, 24 hours prior to arrival. The Pilot boards in the vicinity of the outermost sea buoy. Also see Port Limits. The pilot boat is a small unmarked motorboat (similar to a fishing boat that has one man in charge). Pilots operate on VHF Channels 16 and 12. The quality of pilotage service varies. Ships Masters are advised to prepare a Passage Plan prior to berthing and to follow it carefully when manoeuvring in the port. Anchorages: Vessels waiting to berth anchor in the vicinity of the outermost mooring buoy. Our vessel anchored for 3 days in position Lat. 1825.5' N., Long. 69 18.7' W. The anchorage is exposed to the swell and wind, but offers good holding ground in soft mud. Depth approximately 15.0 m. Restrictions: Vessel to enter and depart the port at HW in daylight only. Max. Size: The Approach Channel is restricted to max. draft 24 ft. (Density 1017). Max. LOA 185 m. at the berth. Depth alongside was less than expected. The vessel had a max. draft of 7.2 m. Our vessel was advised that the controlling depth at the berth was 8.2 m. (24 ft.). However, our vessel grounded on the seabed amidships. When we checked the depth by hand lead, we found the minimum depth to be only 6.55 m. alongside the quay. See Plan. Tugs: 2 tugs available. Only 11,000 h.p. tug used during berthing/unberthing operations. Tug only assists during berthing and is made fast aft during unberthing operations. Ships lines used. Also see Cargo Handling Facilities. Berthing: There are 3 berths available. Our vessel berthed at Berth No. 2 starboard side alongside. Depths are less than reported due to sedimentation (See Max. Size). The decking at the aft end of the berth is broken in places and the vessels gangway had to be placed on makeshift planking. The port anchor was used for berthing in addition to the mooring lines at the berth. Cargo Handling Facilities: Our vessel discharged a cargo of clinker to barges on the port side, using the ships 3 cranes. The barges were made fast using ships lines. One tug remained on stand-by at all times to assist in shifting, berthing and unberthing of the barges. The barges had to be loaded evenly with the draft not exceeding 9.0 m. When the barges draft reached 8.8 m. 8.9 m., the next barge came alongside for loading. The hoppers were shifted from abreast one hatch to another using a payloader to push them. Density: 1018. Also see Approaches. Fresh Water: Available. Fuel: Available by tank truck (from Santo Domingo), arranged via the ships Agent. Repatriation: Possible via Santo Domingo Airport. Airport: There is an international airport located at Santo Domingo. Time: GMT minus 4 hours throughout the year. Telephones: There are no telephones located at the berth, but the Telecommunications Centre is located 10 minutes from the berth. Telephone cards are available in the port area and at the Gate House. Banks: Currency Changers: Casa de Cambios are in abundance. Banks are also available. Tidal Conditions: Range of tide at the berth during our stay was 0.3 m. Nautical Publications: Nautical publications and charts have to be ordered via the ships Agent and have to come from Santo Domingo. Stowaways: It is recommended that vessels carry out a thorough stowaway search prior to departing the port. Currency: Local currency is the Peso (DOP). U.S.1.00 14 DOP. General: Stores: The local market is closed on Saturdays and Sundays. Taxis: Car and motorbike taxis are readily available at the Gate House. AUTHORITY: Comandante de Puerto. Tel: 1 (809) 529-3383. Port Manager. Tel: 1 (809) 529-2093. AGENT: See General before first port.

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

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DOMINICAN REPUBLIC SANTO DOMINGO: 18.28 N. 69.53 W.

Also see General before first port.
PILOTAGE: Pilot arranged by Agent on basis of Masters advance notice of ETA. Pilot and Agents can be contacted by radio telephone, frequency 2738, 2182, and 2638 kHz. Pilot boards 1.5 miles off breakwaters. Pilot also on VHF Channels 12 and 16. ANCHORAGES: Deep water anchorage available outside port. Pilot will advise best location. RESTRICTIONS: Limited entry and departure during night-time at Pilots discretion and usually requiring bonus to Pilot. Vessels with deep draft or other special conditions usually not handled after dark. MAX. SIZE: LOA 750 ft., beam 100 ft., draft 29 ft. Also see Berthing. HEALTH: Pratique granted after Health Authorities have boarded and cleared vessel. In case of disease aboard notify Agents before arrival. Pratique is automatic when proceeding from another port in the same country. TUGS: Tugs are available and compulsory for docking und undocking inside the harbour. They will also join vessel outside for an additional fee, if required. Two tugs are usually available with maximum 1,200 h.p. A tug of 2,000 h.p. can be brought from Rio Haina, upon request and minimum 36 hours prior notice. BERTHING: Sans Souci Passenger Terminal: This berth is 300 m. (984 ft.) long. It is located on the eastern bank of the Ozama River, and passengers are transported by bus or taxi to the Colonial Centre of Santo Domingo, which is about 3 km. from Sans Souci. Maximum draft: 28 ft. (brackish water). Facilities: The Sans Souci Terminal was built in the mid-1970s and is operated by the Port Authority. Arrangements can be made for arriving/departing passengers. General Cargo Berth No. 1: 280 m. (910 ft.) in length. Containers, trailers and general cargo are mostly discharged at this berth. Maximum draft: 27 ft. (brackish water, but nearly salt water). Storage facilities: Enclosed Shed No. 1, operated by the Port Authority, 243 m. 37 m. with approximately 9,000 sq.m. storage capacity. Also open container and trailer yard and space for motor vehicles. Equipment: Forklifts of 4.5 tons, 6 tons and 10 tons. Motor cranes and other heavy equipment may not be used at this berth, due to the poor structural condition of the pier. General Cargo Berth No. 2: 77 m. (253 ft.) in length. Containers and general cargo are handled at this berth. Maximum draft: 16 ft. (brackish water about 1020). Storage facilities: Enclosed Shed No. 2, operated by the Port Authority, is 140 m. 24 m. with approximately 3,360 sq.m. storage capacity. Limited space in open yard for containers. Equipment: See Berth No. 1 above. General Cargo Berth No. 3: The berth is 167 m. (548 ft.) long. This berth is used for loading and discharging containers and breakbulk general cargo. Maximum draft: 19 ft. (brackish water). Storage facilities: Shed No. 3, operated by the Port Authority, is 155 m. 19 m. with approximately 2,900 sq.m. storage capacity. Open yard for containers, trailers, vehicles and breakbulk cargo not requiring warehousing. Equipment: Motor cranes may be used for cargo handling. Forklifts of 4.5, 6 and 10 tons capacity are available. General Cargo Berth No. 4: This berth is 290 m. (951 ft.) long. The berth is used for trailers, containers and general breakbulk cargo. Maximum draft: 19 ft. (brackish water). Storage facilities: No shed available at this berth. At additional cost and with some delays, one of the nearby sheds may be used for covered storage. Open storage available for trailers, containers, etc. Equipment: See General Cargo Berth No. 3 above. General Cargo Berth No. 5: This berth is 379 m. (1,243 ft.) long, and is being converted for passenger cruise vessels only, and is not available for any cargo vessels. Maximum draft: 13 ft. (brackish water). General Cargo Berth No. 6: This berth is 125 m. (410 ft.) long, and is used by tankers to discharge petroleum products for the electric utility company. Maximum draft: 19 ft. (brackish water). Storage facilities: None. Equipment: See General Cargo Berth No. 3 above. General Cargo Berth No. 7: This berth is 150 m. (492 ft.) long, and is used by yachts and other small craft. Maximum draft: 16 ft. (brackish water).

(See Plan)

BULK CARGO FACILITIES: Molinos Dominicanos: A private berth belonging to the local flour mill of the same name located on the eastern bank of the Ozama River. It is a berth used exclusively for bulk cargoes, mostly wheat, but occasionally corn and other grain and grain products. Maximum vessel size is about 700 ft. LOA and 100 ft. beam. This berth consists of dolphins with the stationary pneumatic discharging equipment and conveyor system in the middle on a tower platform. Maximum draft: 27 ft. (brackish water). Storage facilities: Molinos Dominicanos has silo storage for about 90,000 tonnes of grain which are fed by a conveyor belt directly from the vessel alongside. Discharging Equipment: Vessels are discharged with stationary pneumatic equipment (3 suckers), and the ship must be warped by the crew to position each hold which must be discharged. Average discharging between 75-88 tonnes per hour worked, depending on configuration of the vessel, etc. Ships gear is not used, nor any other equipment. Power failures frequently affect the number of hours worked, and hence the discharging rate. Bunkers: No delivery of bunkers at this berth, because tank trucks cannot reach the vessel alongside. If emergency bunkers are required, an appropriate layberth must be arranged. Working hours: The flour mill works 24 hours a day, on weekends and most holidays (excepting New Years, Easter, Christmas) receivers paying for all overtime expenses. Most common interruptions are power failures and when shifting (warping by ships lines) from one hold to another. Pronalba Bulk Cargo Berth: This facility is a private installation owned by the Lavador Group of companies, and used for discharging their own dry and liquid bulk cargoes. It is used for handling tallow, caustic soda, liquid fat, etc., as well as feed grain ingredients such as corn, soybeans, soybean meal, peanut meal, etc. The berth is designed to accommodate vessels of up to 400 ft. LOA, and has a small central pier of approximately 25 m. length and 12 m. width and 3 dolphins for tying up the vessel. The vessel is warped alongside in order to shift discharging from one hold to another. This berth is on the eastern bank of the Ozama River, about 2 miles from the entrance to the port. There is an air draft restriction of 100 ft. due to bridges en-route upriver. Maximum draft: 16 ft. (fresh water). Storage facilities: Pronalba and Industrias Lavador have their own silos, warehouses and tanks for about 10,000 tonnes of dry bulk cargoes, and 5,000 tonnes of liquid bulk cargoes on the premises. Equipment: Pipeline from the berth to the tanks for the liquid bulk cargoes. Dry bulk cargoes are discharged with a portable SKT conveyor which is attached either to the ships gear (if of sufficient capacity, i.e. 10 tons) or handled by a motor crane hired for the purpose. Average rate of discharge with this equipment from 20-50 tonnes/hr., depending on the type of grain or meal being handled. Working hours: Tankers may pump 24 hours around the clock, including Sundays and holidays without restrictions. Dry bulk cargoes are usually worked 24 hours around the clock including Sunday and holidays, with receivers paying the overtime differential. Granja Mora Bulk Cargo Berth: This private installation is located on the east bank of the Ozama River, a little over one mile from the entrance to the port. The berth is 130 m. long, composed of a central platform 15 m. 12 m., and 2 dolphins. Maximum LOA 350 ft. and beam of 60 ft. is permissible. The channel has about 20 ft. depth, brackish water. Air draft restricton is 100 ft. due to bridges encounted en-route. Maximum draft: 16 ft. (brackish water). Storage facilities: Granja Mora has grain silos on the premises holding approximately 6,000 tonnes of corn; these, however, must be fed by trucks, as there is no conveyor belt system from ships side to the silos. There is also a tank farm for bulk liquids. Vessel needs about 60 ft. of hose. Granja Moras intake is 4 in. diameter. Equipment: Due to the difficulty of access, it is very difficult to bring motor cranes or other large equipment to this berth. Discharging is ideally with ships gear. Small grab buckets may be hired for this purpose as well as small payloaders. There is no hopper available at this facility. Working hours: See Pronalba Bulk Cargo Berth above. Agrotech Bulk Cargo Berth: This private facility is located on the Isabela River (a tributary of the Ozama) about 4 miles from the entrance to the port of Santo Domingo. It is used for the discharging of bulk cargoes only. The berth has a central platform of about 10 m. in length with dolphins used to tie up the vessel. Maximum LOA is 300 ft. and beam 50 ft. Air draft restriction is 100 ft. due to bridges en-route to the berth. Maximum draft: 12 ft. (fresh water). Storage facilities: Small private silos for storage of corn and soybean meal holding about 6,000 tonnes. Equipment: Receivers hire a small motor crane with grab bucket for discharging, as well as small payloaders for handling the cargo in the vesssels holds. Discharging is into a hopper on the pier, which feeds a conveyor belt to the silos. Working hours: See Pronalba Bulk Cargo Berth above. General: This berth is not being used very frequently due to the draft restriction and difficulty of access. Usually no tugs are available here. This berth is sometimes used, as well as several others nearby, either for topside repairs to small vessels or for cutting up hulls. BRIDGES: Vessels proceeding up river, height limited to 95 ft. above waterline. STEVEDORES: ETAs required 24 and 12 hours before arrival to arrange gangs. Working Hours: Straight time working hours are 0800 hrs. 1200 hrs. and 1400 hrs. 1800 hrs. Mondays through Fridays, and 0800 hrs. 1200 hrs. on Saturdays, excepting official holidays. Work may be ordered at overtime rates on holidays and around the clock, except on major holidays (New Years, Easter, Christmas). For ordering gangs contact Agent. MEDICAL: Medical attention can be arranged after vessel is cleared, preferably ashore.

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TANKERS: Sans Souci Liquid Bulk Cargo Berth: This berth, sometimes referred to as Punta Torrecilla, is located in Sans Souci on the eastern bank of the Ozama River nearest to the harbour entrance. It is approximately 300 m. (984 ft.) long and fendered by 3 floating (10 m. 10 m.) pontoons. This berth is used exclusively for discharging liquid bulk cargoes to several tank farms located at Punta Torrecilla, about 1 km. east. Mostly tankers call here to discharge petroleum products, including fuel and diesel oil, lubricating oils, asphalt products, etc. Access to this area is restricted, because a small Dominican Naval Base and officers club are located at the eastern tip, and all traffic must pass through these installations. Maximum draft: 29 ft. (brackish water). Storage facilities: Tanks for petroleum products located at Punta Torrecilla owned by the major oil companies with various capacities. Equipment: 5 in. pipeline with connecting valves and accessories is used by tankers to pump liquid petroleum products ashore to Punta Torrecilla. No other shore equipment available. Also see Bulk Cargo Facilities and Shipmasters Reports. DENSITY: Brackish inside harbour. Effect of tide negligible. FRESH WATER: Available by pipeline or trucks. FUEL: Available by truck at most berths. CONSULS: All Consuls at Santo Domingo. REPAIRS: Minor repairs only. DRY DOCKS: Can accept vessels up to 400 ft. long, 50 ft. beam and 20 ft. draft. GANGWAY/DECK WATCHMEN: Compulsory gangway watch kept by Customs guards. OPENING/CLOSING HATCHES: Performed by crew or stevedores. CUSTOMS ALLOWANCES: Bond stores are sealed. REPATRIATION: Can be arranged. AIRPORT: Las Americas International Airport is 18 miles from port; served by regular airlines with numerous flights daily. POLICE/AMBULANCE/FIRE: Police, San Domingo 682-3000; Ambulance, San Domingo 682-4288; Fire, San Domingo 682-2000. TELEPHONES: No connection to vessels. SHORE LEAVE: Allowed. IDENTIFICATION CARDS: Shore passes are provided by Immigration Authorities. GENERAL: No boats to be lowered without official permission. DEVELOPMENTS: Santo Domingos Sans Souci Tourism Wharf, phase 1, is now under construction on the eastern side of Santo Domingo harbour. Phase 1 of the project comprises the construction of a dock with a platform measuring 250 m. in length by 31.40 m. in width. Totally made out of precast prestressed concrete members, it is designed to accommodate simultaneously two 20,000 metric ton displacement passenger ships or one of 50,000 metric tons. Besides the dock itself, there is a 20,000 sq.ft. passenger terminal building to be built which will be equipped with all the services and facilities necessary to allow cruises to originate in the new port. Also under construction is a 1,000 metric ton potable water reservoir with a 50,000 g.p.h. pumping station. The site selected, the eastern shore of Ozama River, is 15 minutes by car from Santo Domingos Las Americas International Airport. The entire harbour will be dredged to a minimum depth of 35 ft. below mean sea level. The Sans Souci Tourism Wharf completed. Depth 28 ft. Phase 2 and Phase 3 consist of berthing facilities for one 20,000 metric ton displacement passenger ship each; construction of these additional berths has not yet been ordered by the Government. SHIP OFFICERS REPORT: July 1998. Berth: Sans Souci Liquid Bulk Cargo Berth (Punta Torrechilla). Vessel: Tanker 41,000 d.w.t. Berthing: The berth lies N.E. S.W. The berth consists of a flat faced quay with 3 large pontoons secured alongside the quay by mooring chains. The pontoons at either end have large cylindrical fenders. The length of the pontoon berth is approximately 75 m. There is an underwater obstruction inshore of the line of the pontoons, to the east of the berth (See Plan). Mooring: The ship berthed starboard side to. Mooring arrangement was 2-2-2 forward and 3-2-2 aft. All mooring lines were secured to conventional mooring bollards on the quay. All leads were short to medium in length. The ships gangway/ladder was landed aft of the cargo manifold on the westerly pontoon (See Plan). Cargo Handling Facilities: The shore cargo manifold is located on the quay directly behind the central pontoon. The shore manifold consists of 4 connections. There are 3 shore pipelines, with the 2 most easterly connections branching off the same pipeline. Flexible hoses are used to join the shore to ships manifold. Pollution: There is an anti-pollution boom located behind the westerly pontoon. General: Access: There is a gate at either end of the quay and one next to the manifold. SHIPMASTERS REPORT: October 2000. Vessel: Chemical tanker, 40,700 d.w.t. Berth: Sans Souci Liquid Bulk Berth (Punta Torrichella). Tugs: 3 tugs were used on the vessels port side during berthing operations. 2 tugs (Hispaniola and Neyba) were used for pushing midships and aft, with one (Saona II) made fast forward. Berthing: Our vessel berthed starboard side alongside. The berth consists of a flat faced quay with 3 platforms placed between the vessel and the quay. The fore and aft platforms had large Yokohama fenders in place, while the central platform acted as the discharge platform (See Plan). The mooring line tie-up was 3-2-2 fore and aft. Drafts: Vessels arrival draft was 6.3 m. forward and 6.8 m. aft. Depths: On the starboard side (inshore) of the vessel, the minimum depth was 8.3 m. and port side (offshore) 10.0 m. Max. depth observed was 11.0 m. forward. Tide was 0.12 m. Cargo Handling Facilities: Vessel discharged via 18 in. flexible hose. Density: 1016. AUTHORITY: Capitania de Puertos. Tel: 1 (809) 593-5904. Port Commandant. Tel: 1 (809) 682-5260. Port Manager. Tel: 1 (809) 682-8792. AGENT: See General before first port.

NOTES
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