Professional Documents
Culture Documents
GENERAL
YEMEN
(See Plan)
GEO-POLITICAL:
areas, the Oil Harbour in Little Aden to the west and Inner Harbour to the
east. The inner harbour is protected by a short breakwater at Ras Marbut,
where the harbour control tower is located. The Harbour Masters office is
in the control tower.
Port handles oil tankers, containers, general cargo, bulk, passenger
vessels, Ro-Ro, yachts and fishing vessels. Main imports include crude oil,
bulk and bagged foodstuffs, construction materials, lubricants, vehicles,
general cargo, consumer goods and livestock. Main exports include refined
oil products, salt, frozen fish, manufactured foodstuffs, flour, bran and scrap
steel.
LOCATION: On the southern coast of Yemen in the Gulf of Aden,
approximately 95 n.m. east of the Straits of Bab al Mandeb, at the southern
entrance to the Red Sea.
The harbour is situated between the promontories of Aden (Jebel
Shamsan, 553 m.) and Little Aden (Jebel Muzalqam, 374 m.) and is protected
from the NE and SW monsoons by these hills and along the northern
boundary by land, enabling it to operate without restriction all year. The
harbour covers an area approximately 8 n.m. EW and 5 n.m. NS.
CHARTS: BA Charts No. 6, 7, 3660, 3661 and 3662.
Nautical Publications: Red Sea and Gulf of Aden Pilot, NP64.
PORT LIMITS: From Ras Abu Qiyamah in a direction 166 for 1.76 n.m.
to Lat. 12 42.00' N, Long. 44 54.00' E, thence on a bearing of 090 to
Lat. 12 42.00' N, Long. 45 00.00' E, thence on a bearing of 007 for a
distance of 3.15 n.m. to Round Island.
Port regulations are in force in all areas of the port of Aden between these
limits and the shoreline.
COMMUNICATIONS:
International Direct Dial Code: 967.
Number of Internal Airports: 16.
Major Languages Spoken: Arabic.
ECONOMY:
Currency: 1 Yemeni Rial (YER) of 100 Fils.
Main Industries: Crude oil production and petroleum refining, small-scale
production of cotton textiles and leather goods, food processing,
handicrafts, small aluminium products factory, cement and commercial
ship repair.
ENVIRONMENT:
Territorial Sea: 12 n.m.
Other Maritime Claims: Contiguous Zone: 24 n.m.
Continental Shelf: 200 n.m. or to the edge of the continental margin.
Exclusive Economic Zone: 200 n.m.
Coastline Extent: 1,906 km.
Climate: Mostly desert; hot and humid along west coast; temperate in
western mountains affected by seasonal monsoon; extraordinarily hot, dry,
harsh desert in east.
Natural Resources: Petroleum, fish, rock salt, marble, small deposits of
coal, gold, lead, nickel, copper and fertile soil in west.
Natural Hazards: Sandstorms and dust storms in summer.
Terrain: Narrow coastal plain backed by flat-topped hills and rugged
mountains; dissected upland desert plains in centre slope into the desert
interior of the Arabian Peninsula.
Average Temperatures:
Month
High
Low
January
28 C
24 C
June
35 C
29 C
September
36 C
29 C
DOCUMENTS:
Arrival Declaration to be filled in by Ships Agent after arrival
Bonded Stores Lists
Cargo Gear Certificate
Crew Effects Declaration
Crew Lists for Ships Agent, Police and Immigration
Dangerous Material Declaration to be handed to Pilot on boarding
1 Derat (Exemption) Certificate
1 Health Form to be shown to Pilot on boarding and handed to Agent
1 ISSC
1 Load Line Certificate
Manifests, Bills of Lading if landing cargo only
1 Notification of Arrival
2 Passenger Lists for Agent, Police and Immigration
1 Pre-Arrival Notification of Security (in advance to Agent)
1 Safety Equipment Certificate
Ships Register to be sighted by Pilot
1 Stores List
1 Tonnage Certificate
1 Vaccination List.
Customs and Immigration: Officers board ships calling at the port when
they enter and leave. For Customs a copy of the Crew/Passenger Lists and
a List of Bonded Goods on board is required on entry. Immigration officers
require a copy of the Crew/Passenger Lists.
ISPS COMPLIANCE: All terminals are compliant. Port security is
provided by personnel under the control of Yemen Ports Authority and the
National Security services. The Yemeni Coastguard is responsible for the
security of all water areas and for gate security at terminals.
MAX. SIZE: Containers: 100,000 d.w.t., LOA 350 m., draft 14.8 m.**
Dry Cargo: 40,000 d.w.t., LOA 229 m., draft 10.4 m.
Tankers: 110,000 d.w.t., LOA 280 m., draft 14.75 m.*
** With favourable tide and special permission from the Harbour Master, ships
entering Aden inner harbour at zero tide are restricted to a maximum draft
of 13.8 m. in the channel. A favourable tide is available during the great
majority of arrival situations as MSL at Aden is 1.39 m.
* With favourable tide, daily maximum permissible drafts are produced by
Aden Refinery Company for ships calling at the oil harbour.
DENSITY: 1023 1025.
RESTRICTIONS: Under-Keel Clearance: Vessels of drafts up to
11.3 m. are required to have a minimum under-keel clearance of 0.6 m.
Vessels with drafts greater than 11.3 m. require a minimum under-keel
clearance of 1.2 m.
Berthing: Throughout 24 hours.
To avoid delay, vessels wishing to berth in the inner harbour or oil harbour
should be equipped with the following items, all to be fully operational and
efficient: radar, VHF with normal marine channels, propulsion machinery,
signalling equipment, engine tachometer, rudder and helm indicators, deck
machinery and sufficient moorings to secure the vessel safely, mooring
station communication systems forward and aft, anchors and windlass. Both
anchors to be on the brake ready for letting go when manoeuvring.
Yachts: Yachts arriving at night wishing to enter the harbour without a Pilot
are required to anchor in the outer harbour in a position given by the Port
Control Tower, unless otherwise advised. Unpiloted yachts can enter during
daylight hours only.
Ballast Draft for Tankers: All tankers when manoeuvring within the port
shall be ballasted properly to a mean ballast draft which shall not be less
than half the summer draft and the trim by the stern not exceeding 6 ft. These
figures are the minimum for normal conditions and may be increased when
conditions necessitate at the discretion of the Pilot.
Also see Anchorages.
APPROACHES: Aden and Little Aden peninsulas are very prominent and
the harbour lies between them. The harbours are reached by an entrance
channel starting from mid-way between the promontories of Elephants Bank
and Little Aden. The outer section of the channel has a depth of 15.0 m.
The channel divides 9 cables north of the channel entrance. From this
point a channel leads NW to the Little Aden Oil Harbour. Channel depth
14.7 m., width 220 m., length 2.3 n.m. from the dividing point.
The channel to the inner harbour, leading NE from the point where the
channel divides, has a least depth of 15.0 m., width 185 m., distance 2.6 n.m.
2
1
1
2
3335
YEMEN
Aden
Turning Areas:
a) Off the Aden Container Terminal (ACT), diameter 700 m., depth
15.0 m.
b) at the oil harbour breakwater, diameter 420 m.
c) The turning basin off the oil harbour berths extends 250 m. from the
apron and is dredged to 11.0 m.
Also see Plan.
PILOTAGE: Compulsory for all vessels over 200 g.t. entering or leaving
(with certain exceptions). The pilot station for all vessels bound for the oil
harbour or inner harbour, unless advised otherwise by Aden Port Control, is
at the channel entrance in Lat. 12 44.00' N, Long. 44 57.00' E, shown by
the standard pilot station symbol. A circle radius 5 cables at this position is
marked on the chart to indicate that anchoring within this area is prohibited.
All vessels arriving off the port and wishing to enter must show the standard
international signal to request a Pilot. Pilot boats have red hulls and yellow
superstructures. They exhibit the standard international pilot signal at night.
During all seasons, ships head north before boarding the Pilot. A pilot ladder
should be rigged on the port (lee) side by the ship during the NE monsoon
period (mid-September to May). The ladder should normally be rigged on the
starboard (lee) side during the SW monsoon (June to mid-September) unless
otherwise advised by the Control Tower.
Pilots work throughout 24 hours.
Also see Approaches and Shipmasters Report dated April 2001.
ANCHORAGES: Anchorage areas are available for vessels in the outer
harbour with depths of 6.0 40.0 m. Good holding ground.
Anchorage areas are at present not marked on any navigational charts.
Smaller vessels anchor to the north of the Oil Harbour Approach Channel
and on either side of the Inner Harbour Approach Channel. Vessels with draft
10.0 m. or more anchor to the south of the Oil Harbour Approach Channel
and west or east of the outer approach channel for both harbours.
Anchorage is prohibited within a radius of 5 cables of the outer approach
channel entrance and within 2 cables of any port approach channels.
Vessels are warned that many disused cables exist in the area between
Ras Tarshayn and Jazirat Salil. A fibre-optic cable is laid from SSE of the
port entrance to the shore as shown on BA Chart No. 7.
Yachts: A yacht anchorage is available in the inner harbour between the
Prince of Wales/Abkhari Pier and the dolphin oil berth 6-out north of this but
yachts are warned that pipelines and anchor cables exist on the sea bed in
this area. Yachts should anchor well clear of the coastguard base pontoons
1 cable east of the Abkhari Pier. Large yachts may use the anchorage south
of the western end of the rubble mound or, if taking fuel, bunkering berths
6 in and 6 out.
PRATIQUE: Vessels requiring pratique fly International Code Signals. This
signal to be exhibited until pratique has been granted by the Pilot or Port
Health Officer.
Healthy cargo and passenger ships are given pratique by the Pilot when
entering. Pilgrim ships are given pratique by the port health doctor. A port
doctor will board vessels to carry out an inspection and requires a Health
Declaration and Vaccination List against smallpox.
Also see Pre-Arrival Information.
PRE-ARRIVAL INFORMATION: ETA: At least 48 hours prior to
arrival, except in the case of a vessel with less than 48 hours steaming time
between the last port of call and Aden, when the message should be sent
immediately after leaving the last port.
Standard Messages:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
ETA
Masters name
ships nationality
call sign
g.t.
d.w.t.
maximum draft
type of cargo
reason for call
security level on board (if ship is not at Level 1)
declaration of any dangerous cargo on board.
VHF: 24-hour watch on Channel 16, working on Channels 6, 8 and 13. All
port VHF Traffic is recorded.
VTS/RADAR: The Control Tower is fitted with an ARPA radar with traffic
monitoring capability.
3336
DWT
(tons)
LOA
(m.)
Draft
(m.)
Inner Harbour
Buoy Berths
Dolphin Berths
Maalla Terminal
Oil Harbour 1
40,000
40,000
40,000
85,000
229
275
190
260
10.3
10.3
10.7
13.5*
Oil Harbour 2
65,000
180
11.5*
Oil Harbour 3
65,000
235
11.5*
Oil Harbour 4
110,000
280
15.85*
25,000
(tankers)
15,000 (dry
cargo)
175
10.5
Oil Harbour 5 6
Remarks
* Depth
Note: Tankers discharging/loading at Berths No. 1 4 (only) are allowed to
bunker alongside.
Berth
Inner Harbour
ACT
Maalla Terminal
Berths No. 1 4
HTQ Berths No. 5 6
Ro-Ro Berth
Lighter and Dhow Quays
Oil Harbour
Dolphin berths
Alongside berths
Berths 5 6
LPG Quay
Dry Cargo Quay
Length
Depth
(m.)
700
(m.)
6.5 11.0
16.0
750
187.5
11.0
11.0
250
6.7
7.6
1.8 2.7
120
220
Remarks
Containers
Multi-purpose
Multi-purpose,
containers
Bulk
Ro-Ro, naval
Little Aden Oil Harbour: This harbour provides four dolphin berths for oil
tankers, alongside berths for LPG and dry cargo vessels and a Ro-Ro berth.
Inner Harbour: The inner harbour has nine alongside berths, nine buoy
berths and three bunkering (dolphin) berths with depths from 6.5 11.0 m.
On the north side of the inner harbour is the Aden Container Terminal
(ACT). The inner harbour also contains a fisheries harbour and a ship repair
yard with one floating dock in operation. At the eastern end of the Maalla
Terminal is the Home Trade Quay (HTQ).
Maalla Terminal: Four alongside multi-purpose berths for cargo ships up to
draft 10.7 m. with favourable tide. A turning area extends 280 m. from the
line of the quay wall and a Ro-Ro berth lies at right angles to Berth No. 1.
Maalla Home Trade Quay (HTQ): Berths No. 5 and 6. The Aden Cement
Enterprises (ACE) receiving and bagging plant, 25,000 tonnes capacity,
operates behind Shed No. 23 on the HTQ, with bulk vessels discharging to
this from Berth No. 4.
East of the HTQ are 800 m. of lighter and dhow quays at depths from
1.8 2.7 m. The Raysut bulk cement plant silos are located at the eastern
end of the HTQ, west of the cargo sheds along the lighter and dhow quays.
Vessels discharging to the Raysut silos use the HTQ berths.
Equipment: Mobile cranes include 150 tonne heavy-lift crane.
Free Port: The area inside the boundary wall of the Maalla Wharf has been
declared the Aden Free Port. Customs inspections are carried out in a
Customs area at the eastern end of the Maalla Wharf. General and other
cargoes are also worked at Maalla.
Dangerous Goods: Class 1 dangerous goods are not handled alongside at
Maalla and must be discharged to barge at a buoy berth for handling at the
Obstruction Pier.
BULK CARGO FACILITIES: At Maalla Terminal bulk wheat is
discharged using three methods.
1. Automatic bagging plant fed by pneumatic suction pumps from the
ships holds automatically fills and stitches bags for direct delivery to
trucks.
2. At Maalla Berth No. 3, a Swiveltel automatic discharging plant delivers
grain to an overhead conveyor and to the 80,000 tonne silos at the
Rowaishan Flour Mills complex behind Berths No. 2 4.
3. Grain is also discharged in bulk using evacuators or grabs directly to
trucks for delivery to the 120,000 tonne Hayel Saeed Anam flour mill
silos complex at the western end of the Maalla Terminal.
Bulk cargoes may also be unloaded by grab at the stream berths into
barges and taken to silos on the North Shore (capacity 18,000 tonnes) where
they are unloaded by an elevator, or by barge to the lighter quays for
unloading using the automatic bagging equipment.
Barges: Barges (flat top barges of 200 tonnes and barges with cargo holds
of 150 tonnes) are available for loading and discharging grain and other cargo
at the inner harbour buoy berths. Barges are also used to carry salt from the
Khormaksar salt pans to ships loading at Maalla or at the buoy berths.
Also see Berthing.
Aden
YEMEN
Working Hours:
Pilotage:
Containers (Maalla):
First shift
Second shift
Containers (ACT):
Other cargoes (Maalla): First shift
Second shift
Third shift
24 hours
0700 1300 (extended to 1800 if
required)
1800 0700
24 hours
0600 1200
1400 1800
1800 0600
Note: Reefer cargoes are generally worked during the hours of darkness
during summer months.
Also see Shipmasters Report dated April 2001.
Opening/Closing Hatches: Normally carried out by stevedores,
derrick-topping by ships crew. Vessels not to move in harbour with beams
off.
BALLAST: Available at the Little Aden Oil Harbour and by barge at the
Maalla Terminal.
POLLUTION: Pollution combatting equipment is available at the Aden
Refinery Company (Little Aden). Standard international regulations to prevent
the pollution of harbour waters are in force. The Maritime Affairs Authority
(MAA) operates a fully equipped Pollution Control vessel stationed in Aden
Inner Harbour.
WASTE DISPOSAL: Facilities available and compulsory. Contact Agent.
SLOPS DISPOSAL: Facilities available. Contact Agent. Oily bilge
water/slops and black/grey water can be collected from ships and disposed
of at shore facilities.
MEDICAL: Notice for medical attention not normally required except for
serious cases requiring doctors attendance on board, or ambulance cases.
Vaccination certificate required for landing. Hospital facilities available.
Also see Chandlery.
FRESH WATER: Ample available by barge. Contact Agent.
FUEL: The Aden Bunkering Department (ABD) operates from two bunkering
dolphins on the south side of the inner harbour (berths 6-in and 6-out) and
can also supply small quantities of bunkers by barge.
Bunkering facilities on the north shore are operated by the Arab Investment,
Manufacturing and Trading Company (AIMT) at Dolphin Berth No. 7. The
company also plans to provide bunkers by barge soon.
Aden Refinery can provide bunkers to tankers that are calling at the oil
harbour to discharge or load.
The former Yemen-Kuwait Company bunker facilities west of Hedjuff on
the south side of the inner harbour supplying Berths 8-in and 8-out are being
refurbished (May 2005).
CHANDLERY: There are no firms specialised in this field in Yemen.
However, the Yemen Ports Authority has a large fleet of tugs and launches.
These craft are available at all times for rendering assistance to sick persons
on board ships in the vicinity of the ports and are also available for crew
changes, mail and spare parts delivery.
SERVICES: Bunkering, towage, launch service, spares, repatriation,
marine/engineering surveys, gyro/radio repairs, life raft repairs and surveys.
Fumigation: Empty ships can be fumigated and a Derat Certificate issued
by the Port Health Authority. Container fumigation is also available.
NEAREST DRY DOCK: The National Dockyard Company operates one
broadside slipway, capacity 1,500 tonnes (currently downrated), four
slipways, 200 300 tonnes capacity; and one floating dock capacity
1,500 tonnes (currently downrated).
Also see Repairs.
REPAIRS: The National Dockyard Company at Hedjuff is equipped with
workshops, large lathes, electrical, casting, refrigeration and other repair
shops and offers in-water repair services.
Tel: +967 (2) 244484, 244502. Fax: +967 (2) 241681.
SURVEYORS: There are surveyors available to conduct
marine/engineering surveys, gyro/radio surveys/repairs and life raft
surveys/repairs.
Surveys are arranged through the Agent. Engineering surveys are arranged
through the National Dockyard Company. All surveyors working at the port
are licensed by the authority.
Also see Repairs.
POLICE/AMBULANCE/FIRE: Ambulance at Crater Tel: +967 (2)
53232. Harbour Police Tel: +967 (2) 22851. Port Health Tel: +967 (2)
22626/7. Fire Tel: +967 (2) 22222.
EMERGENCY RESPONSE CENTRE: The Yemen Army and Air
Force make their helicopters available for rescue at sea whenever possible.
Also see Chandlery.
FIRE PRECAUTIONS: As per the Refinery regulations (International
Standard). Tug wires to be rigged and check list to be furnished. Harbour
tugs are fitted with fire monitors. The Maalla Terminal is equipped with a fire
main. Fire engines are stationed about 0.5 km. from the Maalla Terminal, at
the airport and at the Aden Oil Refinery Harbour. The ACT operates a fire
engine and water bowser.
GANGWAY/DECK WATCHMEN: It is recommended watchmen are
employed; they can be supplied by ships Agent. Safety net to be rigged.
REGULATIONS: A copy of port notices and regulations is provided to
the Master by the Pilot and Agent when entering the port. No movement of
dangerous petroleum at night. Vessels must vacate oil berths on completion
of bunkering. Main engines must not be immobilised in an oil berth. Sufficient
crew must remain aboard vessel at all times to move her.
Ships carrying dangerous cargoes calling at Yemen Ports must inform the
Port Authority concerned not less than 48 hours prior to arrival. IMO
Class 1 dangerous cargo to discharge at Outer Harbour Anchorage, if IMO
Class 1 in transit vessel will manoeuvre during day time only.
Immobilisation of main engines should not be executed at any berth before
obtaining written permission from Port Authority, through Agent. Same
procedure applies for overside hull painting. Application to be through Agent
in duplicate. Main engine immobilisation in oil berths and Home Trade Quay
not allowed.
TIME: GMT plus 3 hours. No alteration of clocks.
LOCAL HOLIDAYS: Most holidays are religious which have movable
dates. National holidays are 14 October and 30 November. Cargo work
usually carried out during all holidays. Friday is a public weekend holiday.
WEATHER/TIDES: Tidal Range: Approximately 1.0 m. (neaps) and
1.7 m. (springs). Maximum recorded tidal flow spring tide 0.43 m./sec.
(1.0 knot).
Winds: Prevailing winds NEly from October to May, SWly from June to
September.
DELAYS: See Shipmasters Report dated April 2001.
CONSULS: China, Egypt, Germany, Libya, Russia, Saudi Arabia, Somalia
and UK.
TELEPHONES: No connection to ships but link calls can be made on
VHF through Yemen Communications using Channel 16 to call and working
on Channel 26. Some Agents have private VHF Channels.
NEAREST AIRPORT: Aden International Airport, 6 km.
BANKS: National Bank of Yemen, The Arab Bank, Indo Suez, Yemen
International, Yemen Commercial Bank.
CUSTOMS ALLOWANCES: Tobacco/wine, spirit allowance. No
restriction at the moment. Bonded stores not allowed to be supplied more
than 1 hour before ship sails.
SHORE LEAVE: Regulations: In accordance with Art. 8 of the
Immigration Rule No. 28 of the year 1969, all crew members coming ashore
will be excused from obtaining visa provided they surrender their passports
to the Immigration Officer-in-Charge. These passports will be given back to
the holders before they return to their particular vessels. Any crew member
unable to comply with these instructions will not be permitted to visit the town.
Ships crew are not allowed to stay ashore after 0000 hrs.
Taxi and air-conditioned bus services to Sanaa, Taiz, Hodeidah, and other
towns are available from stations in Sheikh Othman, 8 km. from Maalla and
3 km. from the ACT.
REPATRIATION: Crew changes can be arranged through Agent. Transit
visas for crew members joining or leaving vessels are arranged with the
Immigration authorities.
Also see Chandlery.
3337
YEMEN
Aden
Fuel: The gas oil bunker barge came alongside the vessel on the port side
ashore.
soon after vessel was made fast. Bunkering was commenced immediately
on arrival, even before ship was cleared by the port authorities. Minimum
amount of gas oil to be supplied was 35 tons. Bunkering went smoothly.
Documents:
Agent:
3 Crew Lists.
Customs:
1 Crew List
2 Customs Declarations
1 Crew Declaration.
Immigration:
2 Crew Lists.
Police:
2 Crew Lists.
Arrival Declaration filled in by Agent after arrival. Departure Declaration
was also signed for Agent to fill in later for Departure Clearance. No Ships
Certificates were requested by the Agent or the Port Authorities. Immigration
officers check passports. Shore leave allowed with Passports/Seamans
Book. Agent and Port Authorities very co-operative and arrival formalities
were quick and smoothly carried out.
Agent returned on board prior to vessels departure to give Port Clearance
papers and instructions to call Aden Port Control by VHF Channel 16 for Pilot
when vessel is ready to sail.
Pilotage/VHF: When 25 miles from Aden and approaching from the west,
Aden Port Control was contacted on VHF Channel 16.
Following information was requested:
Ships name:
Draft
Flag:
Last port
G.r.t.:
Next port
Type of vessel:
Agent in Aden.
We were then instructed to call again when vessel was 4 miles off the
Fairway Buoy. We reported again when vessel was 4 miles off the Fairway
Buoy, and were then informed by Port Control that no arrangements made
by our Agent for Pilot to bring the vessel into port. We were then instructed
to anchor vessel 2.5 miles SW of the Fairway Buoy and to report again when
vessel was anchored.
After reporting anchoring time and position back to Port Control, we were
then instructed to call our Agent on VHF Channel 16. Agent was then
contacted on Channel 16 with working Channel 11. We were then informed
by our Agent that as no confirmation from the bank of funds from the Owners
received by them yet, vessel will not be allowed into the port and we were
to keep VHF watch on Channel 16 for their call again when confirmation was
received. Two other vessels were also outside the anchorage who had arrived
2 days before us and were similarly waiting for confirmation of funds from
their Owners to the Agents.
Next morning, our Agent called again on VHF to advise that funds had
been received by them and vessel could now proceed into port for bunkers
and fresh water. Thereafter Aden Port Control called up for vessel to heave
up anchor and proceed to the Fairway Buoy, where the Pilot will board. Pilot
boards near the Fairway Buoy with lee side pilot ladder.
For departure, call Aden Port Control for Pilot. Vessel has to inform them
that Port Clearance papers are on board and no barges alongside the vessel.
Pilot checks the Port Clearance papers after boarding. We were instructed
to exhibit the pilot lights (red white red) vertically on the masts. As our
vessel did not have the lights required, we informed Port Control about it and
they were kind enough to disregard the lights. Pilot and mooring gang arrived
together 45 minutes later by boat. Pilot disembarks after clearing harbour
entrance breakwater and at No. 4 Buoys. We were informed by the Pilot that
some of the buoys are unlit, but can be picked-up clearly on the radar.
No. 2 and No. 3 starboard green lights were not lit. Similarly No. 1 port red
light was not lit. The Fairway Buoy could not be seen to be lit also.
Mooring: Vessel berthed starboard side alongside dolphin berth with
bunkering facilities, but which were not used during bunkering. One tug and
two mooring boats meet the vessel near the berth, but the tug was not used.
Port anchor was let go while coming alongside with 1.5 shackles out. Three
mooring ropes were used forward and aft, 2 ropes as springs, 2 ropes as
stern lines to the dolphin berth, and remaining 2 ropes also as stern lines to
buoys forward and aft of the dolphin berth. Pilot disembarks to the mooring
boat after vessel is all fast alongside.
During departure, one tug is made fast at the stern with ships line. All lines
were cast off and the port anchor heaved up with the tug aft pulling the stern
of the vessel, away from the berth. When the port anchor was aweigh, engines
were used with astern movements to swing the vessel round to starboard to
face the entrance harbour breakwater. Tug was then cast off from the stern.
3338
Fresh Water: The fresh water barge also came alongside and made fast
forward of the bunker barge. After completion of bunkering and the bunker
barge had cast off, the fresh water barge moved aft to take its place and
commenced to supply fresh water to the vessel. Capacity of the fresh water
barge was approximately 200 tons. Supply was made using normal canvas
hose, and there were three supply outlets to supply to different tanks on
board our vessel simultaneously. We were informed by the Agent that there
are three fresh water barges in Aden port, but only one is available to supply
fresh water to the vessels in port, as the other two barges were undergoing
repairs at the time. Cost of fresh water is US$ 4.00/ton.
Arrival: On our arrival off the port, due to port congestion, we were advised
to either anchor 1.5 n.m. to the SW or SE of the Fairway Buoy, which is also
the inner pilot boarding area. Due to the western anchorage being crowded,
we decided to anchor in the eastern anchorage.
Shore Leave: Permitted. Ships crew going ashore have to take their
Seamans Books and deposit them at the main gate, collecting a receipt that
acted as a shore pass.
YEMEN
3339
YEMEN
Draft Upon Arrival: Vessels must arrive at the terminal with sufficient
ballast/cargo on board, to ensure safe manoeuvring of the vessel and be
trimmed no more than 4.0 m. by the stern and with propellers submerged.
Vessels will not be berthed with excessive trim or insufficient ballast.
Partly Loaded Tankers: Vessels that are partly loaded to the extent it
effects the manoeuvrability of the vessel in the vicinity of the SPMs will not
be accepted for loading. Partly loaded tankers will only be accepted for
loading if the cargo on board on arrival is in accordance the following:
VLCC ULCC: Max. cargo on board 1,000,000 bbls. (net) or less
Suez Max.: Max. cargo on board 500,000 bbls. (net) or less
Afr Max.: Max. cargo on board 300,000 bbls. (net) or less.
Mooring Master Authority: The Mooring Master can instruct any vessel
to leave a berth.
Vessels Officers and Crew: A ships officer with an adequate command
of English and sufficient qualified crew must always be available at all times
for operational requirements and emergencies.
MOORING: Mooring Systems: The mooring system is comprised of two
endless grommet 17 in. circumference mooring ropes each with a single
U3 grade 76 mm. chafing chain.
Provision of Mooring Equipment: Vessels must be equipped with
mooring equipment in accordance with the OCIMF Recommendations for
Equipment Employed in the Mooring of Ships at Single Point Moorings.
Panama Lead Size: Panama leads and chain stoppers must accept
76 mm. diameter chains.
Messenger Lines: The vessel must supply at the bow two floating
messenger lines of 25 mm. minimum diameter and minimum 50 m. long.
Deployment of Emergency Towing Wires: All vessels must deploy
emergency towing wires forward and aft on the starboard side.
HOSES: Each 20 in. loading hose string tapers to a 16 in. diameter tanker
over-rail hose, to which is secured a shut-off valve, camlock coupling, hang-off
chain and pick-up rope.
Manifold Connections: 216 in. 150 ANSI rated loading manifolds must
be prepared on the port side. The manifold must comply fully with the OCIMF
Recommendations for Oil Tanker Manifolds and Associated Equipment,
4th Edition 1991.
Crane/Derrick: Vessels hose lifting equipment shall be Safe Working Load
(SWL) certified and rigged to handle at least 12 tonnes.
Handling of the Equipment: Equipment supplied by the terminal will be
taken on board from a line handling boat, using the vessels lifting equipment.
The vessels crew must be available to receive equipment and connect the
loading hoses. A tag line must be provided on the cargo hook.
CARGO OPERATIONS: Notice of Readiness: Tender Notice of
Readiness on arrival by contacting Ash Shihr Terminal, if the vessel is ready
in all respects to load.
Acceptance of the Notice of Readiness: Notice of Readiness will be
accepted by the terminal operator during daylight hours and subject to the
following conditions:
1. The terminal is open and vessel has arrived.
2. The Estimated Time of Arrival (ETA) has been advised to the terminal,
72, 48, 24 and 12 hours prior to arrival, and Masters have advised the
terminal of any change of ETA in excess of 3 hours.
3. Vessel complies with the Terminal Rules and Regulations.
4. The vessel must arrive within the designated loading range.
5. If the vessel arrives outside the designated loading range, the following
applies:
a) A vessel that tenders NOR within its loading range or before the
first day of its loading range shall have priority over a vessel that
tenders NOR after the last day of its loading range.
b) A vessel that tenders NOR within its loading range shall have priority
over a vessel that tenders NOR before the first day of its loading
range.
c) In the event two or more vessels tender NOR within their respective
loading ranges, priority shall be given to the vessel with the earlier
loading range.
d) In the event two or more vessels tender NOR before the first day
of their respective loading ranges, priority shall be given to the vessel
with the earlier loading range.
e) In the event two or more vessels tender NOR after the last day of
their respective loading ranges, priority shall be given to the vessel
with the earlier loading range.
f) In the event a vessel tenders NOR after the last day of their loading
range, the terminal operator shall, subject to a) e), use reasonable
efforts to berth the vessel at the first available opportunity, provided
that doing so will not delay another vessel expected to arrive before
or during that other vessels loading rang.
Vessels Alongside the Loading Vessel: Only vessels authorised by the
terminal operator are allowed alongside, while deballasting and loading
operations are in progress.
Standards of Operations: Loading operations are conducted in
accordance with the following standards and recommendations:
a) Oil Companies International Marine Forum (OCIMF), International
Chamber of Shipping (ICS), International Safety Guide for Oil Tankers
and Terminals (ISGOTT)
b) special emphasis on the OCIMF Recommendations for Tanker
Manifolds and Associated Equipment, and the OCIMF
Recommendations for Equipment Employed in the Mooring of Ships
at Single Point Moorings
c) MARPOL (73/78) as amended
d) Ash Shihr Petroleum Export Terminal Rules and Regulations (latest
revision).
Safe Loading: Safe operations and continuing compliance with the
Terminal Rules and Regulations on board the vessel throughout the vessels
stay at the terminal, is the Masters responsibility.
Forecastle Watchkeeper: While the vessel is moored at the facility, it is
a requirement that the position of the vessel in relation to the SPM buoy is
continuously monitored by vessel personnel.
Please ensure that a competent watchkeeper is continuously posted on
the forecastle throughout the entire period that your vessel is moored.
The watchkeeper must receive clear instructions that he shall inform the
officer-on-watch by radio when the vessel moves into a position closer than
3340
usual to the SPM buoy. Further to this, they will also report the vessels
position in relation to the SPM to the cargo control room (CCR) every
15 minutes and Mooring Master/Pilot every 30 minutes on VHF Channel 9.
Documents:
5 Crew Lists
1 Vaccination List
1 Customs Declaration
2 Bond Stores Lists
1 Last Port Clearance
3 Arrival Information Lists (Form)
3 Sailing Information Lists (Form)
1 Masters Authorisation Letter for EDP.
Cargo: Masila Crude Oil. API 31.0 31.9. Temperature 98F.
Loading: Max. rate 60,000 bbls./hr.
Hoses: 216 in. on port side.
Officials: Customs and Immigration do not visit.
Local Agent boards with Clearance.
Duty Pilot and an assistant, together with a surveyor, stay onboard all the
time.
YEMEN
Moorings: 217 in. circumference nylon grommet ropes with 76 mm. chafe
chains. Bow chain stoppers required.
OPERATOR: Canadian Nexen Petroleum Yemen, PO Box 52137,
Mukalla, Hadhramout, Republic of Yemen. Tel: +1 (403) 699 5010 (ext. 0),
Inmarsat (871) 762 392256. FAX: +1 (403) 699 5850, Inmarsat (871)
600 150522. Email: yemterm_manager@nexeninc.com
Web: www.nexeninc.com Contact: John Holland, General Manager
(Email: john_holland@nexeninc.com). Nigel Precious, Terminal Manager
(Email: nigel_precious@nexeninc.com).
(See Plan)
Length
(m.)
Depth
(m.)
15
6
7
8
195
300
11.0
11.0
Remarks
gantry
cranes,
4 straddle
carriers,
capacity
3341
YEMEN
Hodeidah
Requirements:
1 Maritime Declaration of Health. (Any countrys (preferably Arab) is
accepted suitably amended)
1 Vaccination List (ships form)
10 Crew Lists (ships form)
1 Bonded Stores Lists (ships form)
1 Crew Effects List (ships form).
Sundry Customs and Agents forms were brought aboard on arrival. These
required the usual information regarding draft, fuel, water, and tonnages, etc.
Customs and Port Authorities were very particular that cargo tonnages
were accurate as per Manifest when completing forms.
Customs sealed both bond and beer rooms, but placed no restriction on
quantities in bars and cabins with the proviso that alcohol was not sold or
given to locals. An additional quantity of bonded items was allowed to be
removed before sailing.
Courtesy Ensign: Supplied in the USA and not marked to show which was
top. It should be flown with the red stripe uppermost.
Mail: The Agent advised that mail both in and out of the country was slow
and unreliable.
Laundry and Chandlery: Both services available but not used.
Navigation: The Master advises that navigational marks could well change
due to berth extensions and port improvements. A container crane is at
present under construction.
SHIPMASTERS REPORT: January 1985.
Entrance channel is buoyed differently to that shown on BA chart (see
Plan). Pilot suggests that max. draft at LW is approximately 8.0 m.,
especially if there is a swell at the entrance.
Report: We quote below text of a circular telex received from Ports and Marine
Affairs Corporation, Hodeidah:
The General Corporation of Yemen Ports hereby advise all Masters, Owners,
Charterers and Agents that as of 14 September 1990 all vessels with a draft
of more than 31 ft. (9.45 m.) should not attempt to enter the dredged channel
to the port of Hodeidah.
Vessels arriving during darkness should anchor to the west of the Fairway
Buoy and await instructions.
Vessels arriving during daylight may have to anchor for a short period of
time, but it is the intention of GCYP to put a pilot onboard each ship at the
first daylight high water and bring such vessels to the inner anchorage.
Under no circumstances should vessels attempt to enter the port without
a pilot, except with the express permission of the Harbour Master.
SHIPMASTERS REPORT: April 1990.
1. There is no Fairway Buoy (Fairway Buoy is indicated on BA Chart
No. 1990).
2. There is no Buoy No. 2 (Port authorities instructed vessel to anchor
inside Buoy No. 2 in Lat. 14 55' 44" N, Long. 42 53' 42" E for
registration).
3. Authorities/Agent instructed vessel to anchor by Buoy No. 2, but this
was unsafe as the depth is 7.7 m.
4. Due to shallow water in anchorage position (inside Buoy No. 2),
2 vessels collided when one of them was trying to anchor.
5. A vessel anchored in the position indicated and ran aground.
6. Our vessel, which berthed port side to at Berth No. 4, grounded
forward with a draft of 32 ft. 5 in.
7. The maximum depth in the anchorage position, which was checked,
was 9.8 m., 3 hours after high water.
8. No ships certificates were requested by the Port Authorities or the
Agent on arrival.
9. No written permission given by Port Authorities for painting ship or
load line or for boat drill.
10. Two crew members required cholera vaccinations, but these were not
done.
11. A vessel was given verbal permission to paint ships marks, and after
painting was fined US$3,000.00.
12. The Master of a vessel was jailed for refusing to instruct his crew, to
discharge bulk cement from the hold, which were the remains of bags
torn by the stevedores.
13. The cook on a vessel was shot by the gangway watchman, for refusing
to prepare him food at 2300 hrs.
14. The Port Authority/Agent debited the vessel for one or two shore
cranes daily, even though the shore cranes were not working.
3342
15. The evacuator for discharging bulk wheat was damaged by the
stevedores, due to bad handling, and the vessel was delayed
32 hours, until a bank guarantee of US$200,000.00 was given (actual
cost of damage was about US$5,000.00).
16. Attention of all Masters and Owners is drawn to the permissible arrival
draft which is 32 ft. (salt water). For every inch over 32 ft. the vessel
is fined US$3,000.00.
17. This vessel was penalised for 5 in., and had to pay a fine of
US$18,000.00 without official receipt from the Port authorities.
18. For further fines and restrictions, please see General Notice
before first port.
SHIP OFFICERS REPORT: June 1994.
Approaches: Approaches to Fairway are generally clear without much traffic
density and/or fishing crafts. Outer Anchorage for deep draft vessels is not
declared by port, but vessels drawing more than 8.0 m. draft normally anchor
between 1 3 miles NW of the Fairway. Some vessels are found anchored
very far from Fairway as per Masters wish. There is no restriction regarding
that by the port. Within 3 miles from Fairway, depths from 14 21 m. are
available. Strong SW winds are experienced in March/April, but the anchor
holding ground is good.
VHF: Port Control keeps 24 hour watch on Channel 16, but generally calling
vessels do not get reply on VHF during the hours of darkness. The reply on
VHF is heard only when Port Control wants to contact the vessel for
something. The enquiries regarding berthing instructions are not answered
by Port Control, and they advise vessel to contact Agents by telex. All
information regarding berthing, etc., is obtainable only through the Agents.
Pilotage: Pilot boards the vessel near Buoy No. 11. Vessels generally do
not get much advance notice to proceed to Pilot Station. The requests by
vessels to have advance notice to get engines ready are not taken care of.
Also it has been frequently noticed that orders to proceed to Pilot Station are
very often postponed, many times in some cases. If at short notice the vessel
is not able to reach Pilot Station at given time, fine is imposed and/or berthing
is cancelled. Masters are warned that Pilots are inexperienced and care must
be exercised during their pilotage to avoid problems.
Fresh Water: Fresh water is available in port at US$15.00 per tonne. Ships
are advised to avoid receiving fresh water from the port as it is saline and
unconsumable by crew. Also, the fresh water is not fit for use in engines.
Water rationing should be commenced on arrival anchorage, if long stay is
expected.
Fines:
1. Arrival Notice: Notice of Arrival must be given 24 hours prior to
vessels ETA.
Fine of US$120.00 for non-receipt of cable/notice by Master via
Hodeidah Radio Station for vessels arrival.
2. Flag: Fine of US$200.00 for non-hoisting Yemen National Flag.
3. Permissible Draft: Maximum allowed arrival draft for Channel Entrance
and alongside is 32 ft.
Any over-draft on arrival, a fine of US$3,000.00 per extra inch.
International misdeclaration of draft by Master will be fined double.
4. Dumping Rubbish within Quays and Port Areas: Fine of
US$250.00 will be imposed. Master/crew of vessel or Agents are
compelled to remove rubbish.
5. Spilling dirty liquids or fuels within port limits, vessel and Agents will
be responsible in accordance with environment pollution regulations.
6. If Pilot boarded vessel for sailing under request of Master/Agents, and
found vessel not ready, fine of US$50.00 per hour will be imposed.
In case tugs have been ordered by Pilot to attend for assistance,
transport charges will be applied.
7. If Pilot proceeded to anchorage for berthing and found not ready, thus
cancelling operation, full pilotage will be charged.
8. Vessel not allowed to change positions either at anchorage or
alongside without prior permission, which will result in imposing fine
according to vessels size.
9. Any misdeclaration of particulars of vessel or cargo onboard by
Master, fine of 100% of port dues/tolls.
10. If vessel sails from anchorage after having registered without
clearance, fine of US$1,000.00 will be imposed.
11. Fine of US$120.00 for non-fixing of rat guards.
12. Fine at US$0.50 per meter of LOA per hour to vessel, if it exceeds
time allowed for discharge. Port Authorities reserve the right to remove
such vessel to anchorage after 48 hours of exceeding allowed time.
13. Distribution of cargo in vessels holds is essential where minimum
30% of total cargo for discharge in each hold. Any excess of 30% in
stowage, fine of US$1.00 per ton will be imposed.
14. Port Authorities reserve the right to apply any fine deemed necessary
after approval of Board of Directors, and to increase or decrease the
fine shown in this by-law accordingly to the extent of offence.
15. If any crew members Shore Leave Pass is lost, a fine of
US$200.00 per lost Shore Leave Pass will be imposed.
16. If the gangway is opened after 0200 hrs., the Port Customs will impose
a fine of US$1,400.00.
Draft Restrictions: The port is very strict about overdraft. Maximum draft
allowed alongside is 32 ft. (9.75 m.). There is a fine of US$3,000.00 per inch
of extra draft. Vessels drawing exactly 32 ft. draft or a little less are warned
that they must insist that the Boarding Pilot checks the draft and get a letter
regarding draft signed by him. In the port, it is very common practice to declare
vessels overdraft even if they are not.
This vessel, which is a bulk carrier, carried 28,500 tonnes of wheat from
USA. US silo figures showed 28,500 tonnes of cargo. As per ships
calculation, we had 28,560 tonnes of cargo on board. Arrival Hodeidah, draft
was 31 ft. 11 in. forward and 32 ft. 00 in. aft with no list. The drafts and
densities were frequently checked during long stay at anchorage to avoid
problems in port. The only mistake done was that we did not insist on Berthing
Pilot checking the draft. The reason was that we had decided to call Lloyds
Register Surveyor alongside to declare our draft and cargo figures. Alongside
Berth No. 3/4, things went the way that we could not imagine. After berthing,
when we checked the draft, we found vessel tilted to starboard showing much
lesser draft on port and about 6 in. more, i.e. 32 ft. 06 in. draft on starboard.
This was not at all expected. We checked the sounding by hand lead and
came to the conclusion that vessel was touching bottom on port side and
was afloat on starboard side, due to which she was tilted to starboard. This
was high water time. Later, Port Authorities boarded 3 hours after high water
Hodeidah
YEMEN
and found 3 in. overdraft on starboard side for which they wanted the vessel
to sign. It was refused, and they refused to start the cargo work. Later, at
high water, Lloyds Register Surveyor was called, who also concluded that
vessel was touching bottom on port side due to which draft was unreliable.
Port was asked to cast off the vessel and check draft a few meters away
from the berth, but they never agreed to it and insisted that vessel had to
pay US$9,000.00 for 3 in. overdraft. They did not even agree to Lloyds
Register Surveyors report. After discharge, silo computer figures showed
293 tonnes short loaded cargo which was not possible. Finally, P&I Club
came into picture, gave them bank guarantee to get port clearance.
Therefore, all ships are again advised to:
a) insist that the Pilot checks draft before boarding and signs a document
regarding confirmation of not being overdraft
b) get a draft survey done before commencement of discharge to avoid
any disputes about short landing, which is very common.
Customs: Customs are quite strict in Hodeidah. There is no restriction on
keeping any amount of alcoholic drinks in your cabins or in ships bars. The
only instruction given is that it should not be sold or offered to locals. In any
case, offering drinks to locals cannot be avoided in my opinion, because the
cargo work, as well as ships stay alongside, will not be smooth, if drinks,
cigarettes, etc., are not offered to those directly involved in ships cargo work
or other things. Also, there is no restriction on books, publications and movies
in other languages and countries, as long as they are kept in cabins and not
in common places.
Shore Leave: Shore leave is allowed with Shore Passes. Crew intending
to go ashore must get out of the ports main gate before 1800 hrs. After
1800 hrs. you are not allowed to go out. There is no restriction for entering
the gate at anytime, but generally taxis are not allowed to proceed beyond
the gate and up to the vessel after 2200 hrs.
Shipchandlers: Stores and provisions are available, but their price list is
about three times the market rate. Self-shopping for large quantities of
provisions/stores, etc., is not allowed.
Observations:
a) The Pilots are now much more experienced.
b) Fresh water is very expensive but is consumable, no salinity found.
c) Port Control are very co-operative. They operate on VHF
Channels 14 and 16.
d) Rat guards are to be used in a proper way. Large rats were seen on
the quay. If mooring lines are found without rat guards, vessel will be
fined.
e) Do not use siren/whistle when in the port, except in emergency,
otherwise heavy fines will be imposed.
SHIPMASTERS REPORT: May 2000.
Location: The port is located in position Lat. 14 48' N, Long. 42 55' E.
Max. Size: Max. LOA 200 m.
AUTHORITY: Hodeidah Port Authority, Port and Marine Affairs Corp,
PO Box 3183, Almina Street, Hodeidah, Yemen. Tel: +967 (3) 211600,
211603, 211620. FAX: +967 (3) 211601. Telex: +895 5565 MAWANI YE.
Cables: Mawani YE. Email: pmac@y.net.ye Web: www.yemeninfo.gov.ye
Contact: Captain Ali Hamid Sharaf, General Manager. Harbour Master.
(See Plan)
(See Plan)
OVERVIEW: Mainly used for imports, but some fish also exported. Major
commodities include foodstuffs, cement, oilfield equipment, drums of oil and
general cargo. Total imports 683,340 tonnes (dry cargo, including bulk) and
537,303 tonnes liquid bulk; total exports 17,707 tonnes (dry cargo);
9,015 TEUs containers handled (2004).
In 2004, a total of 346 ships called at Mukalla.
LOCATION: Halfway along the southern coast of Yemen in the Gulf of
Aden, approximately 270 n.m. east of Aden.
Khalf Harbour lies 1 n.m. to the east of the town of Mukalla and 1.6 n.m.
west of Ras Kodar in the bay between Ras Burum and Ras Kodar and 390 m.
below Jebel Al Qara, which protects Mukalla from the NE monsoon between
October and May.
CHARTS: BA Charts No. 6 and 3784.
Nautical Publications: British Admiralty Red Sea and Gulf of Aden Pilot,
NP 64.
PORT LIMITS: On a line 2.5 n.m. due west from Ras Marbat, thence due
north to the coast.
DOCUMENTS:
Crew Effects Declaration
Crew List.
Ships to have valid statutory certificates on board.
Agent:
Crew List
Notification of Arrival
Passenger List
Pre-arrival Notification of Security (PANS).
Cargo Documentation: Normal cargo documentation procedures
followed.
Customs and Immigration: Customs and Immigration officers board
ships on arrival and on departure.
MAX. SIZE: 15,000 d.w.t., LOA 160 m., draft 8.5 m. Larger ships by
special arrangement on favourable tides.
DENSITY: 1025.
RESTRICTIONS: Cargo working at the anchorage is limited by weather
during the SW monsoon. Fines are liable to be imposed on any ships that
exceed the limiting draft, based on a rate per inch of excess draft. Ships
should therefore ensure that their draft does not exceed the limits of the port
by obtaining verification of actual draft from the Pilot before entering. Berthing
normally throughout 24 hours.
APPROACHES: The harbour entrance between breakwaters to the south
and west of the harbour basin is 105 m. wide with depth 10.0 m. (CD).
No sea buoys, fairways or channels.
Navigation Aids: White light Fl. ev. 5 secs, 15 miles, at the western end
of the south breakwater.
LFl. R ev. 10 secs on the southern end of the north breakwater.
Turning Basin: Diameter 240 m.
PILOTAGE: Compulsory for ships over 200 g.t. and available throughout
24 hours. Pilot station is marked on BA Chart No. 3784 (inset plan Al Mukalla)
in Lat. 14 31.1' N, Long. 49 08.7' E, just south of the 15 m. contour line.
3343
YEMEN
Mukalla
Depth (CD)
(m.)
South Breakwater 1
Berth
No.
177.5
9.2
East Quay 2
184.5
9.2
162
5.0
Fisheries Quay 2
Quay
Roadstead Anchorage
South Khalf Harbour Buoy
Remarks
General cargo,
bulk
General cargo,
bulk
Fish
The Harbour Masters office and control tower is situated at the northern
end of the breakwater (or Lee Groyne) on the western side of the harbour
basin. Mukalla has two cargo berths and a fisheries quay plus a slipway and
fishing boat berths in the NE corner of the harbour.
BULK CARGO FACILITIES: Raysut Cement Co Ltd operates silos
behind Berth No. 2, storage capacity 6,000 tonnes, bagging rate
600 tonnes/hr., loaded pneumatically.
Yemen Cement Co operates a storage warehouse behind Berth No. 1,
storage capacity 18,000 tonnes, bagging rate 1,200 1,300 tonnes/hr.,
loaded by forklift truck.
CONTAINER FACILITIES: No specialised berths but 20 ft. and 40 ft.
containers can be handled by ships gear and 150 tonne shore crane.
Also see Cargo Handling Facilities.
CRUISE FACILITIES: None.
SPECIALISED CARGO FACILITIES: Ro-Ro: None.
TANKER FACILITIES: A buoy berth to the south of Khalf Harbour is
connected by pipeline to shore storage tanks.
There is a combined dry cargo/tanker berth alongside Berth No. 1 with
connections to storage tanks.
CRANES: See Container Facilities.
CARGO HANDLING FACILITIES: Cargo may be handled inside
Khalf Harbour year round throughout 24 hours if required. 42 tonne Kalmar
forklift for container handling and other cargoes.
Storage: Facilities (sheds and open land) available at the port, but most
cargo is moved by direct delivery to trucks and leaves the harbour area
immediately.
Also see Bulk Cargo Facilities.
STEVEDORES: Carried out by the private Mukalla Stevedoring Company.
Working Hours: 0600 1500. Overtime can be worked on request.
BALLAST: No facilities.
POLLUTION: Anti-pollution equipment not available.
WASTE DISPOSAL: Licensed garbage collectors available and
compulsory for garbage disposal within port limits. However, garbage
collection facilities will only be provided on request by the Agent.
MEDICAL: Mukalla hospitals have limited facilities.
FRESH WATER: Supplied directly.
FUEL: Bunkers in limited quantities by tank trucks. Arranged through
Agents.
CHANDLERY: Provisions available.
SERVICES: Launch service.
Fumigation: Not available.
NEAREST DRY DOCK: See Aden.
REPAIRS: Not available.
SURVEYORS: The Assistant Harbour Master is also the marine surveyor
for the port. Marine and engineering surveyors from Aden.
FIRE PRECAUTIONS: The harbour tugs can combat onboard fires and
fire engines are stationed about 3 km. from the port.
REGULATIONS: These are provided to the Master by the Pilot and ships
Agent when entering the port.
TIME: GMT plus 3 hours.
LOCAL HOLIDAYS: 1 5 February; 1 May 22 May; 26 September;
14 October; 13 17 November and 30 November.
WEATHER/TIDES: Tidal Range: Approximately 1.3 m.
Wind: Easterly from October to May, southerly from June to September.
Also see Anchorages.
CONSULS: None.
NEAREST AIRPORT: Rayyan Domestic Airport, 29 km., connections to
Aden, Sanaa and Dubai.
3344
Visitors: By permission.
Mukalla
YEMEN
Anchorages: For vessels over 10,000 d.w.t. all cargo is handled at the
anchorage which may be closed from May to October due to its exposure
to the SW monsoon. Holding ground is reported to be variable. Reasonable
anchorage obtained in 27 fathoms in position Lat. 14 30.8' N,
Long. 49 08.3' E, approximately 5 cables due south of rocky projection on
which part of town is built. Requests will be made to anchor closer to the
shore to reduce barge transit time.
VHF: Channel 16 for Port Authority, call sign Mukalla Harbour Master.
Agent can be contacted by calling Mukalla Harbour Office on Channel 16.
Tugs: One Voith Schneider tug of 2,000 h.p. Reportedly to be replaced by
21,000 b.h.p. tugs shortly.
of Nishtun.
Berthing:
Berth
Length
(m.)
Depth
(m.)
No. 1
No. 2
Fisheries
177.25
184.00
160.00
9.15
9.15
4.50
(See Plan)
3345
YEMEN
vessels that have been duly nominated in accordance with the Procedures
for Scheduling Tanker Liftings and which comply in all respects with the
Export Tanker Berthing Parameters (not reproduced) will be permitted to berth
for export liftings.
PILOTAGE: Compulsory for vessels proceeding to and leaving the FSO
Safer except for small launches and other craft specially authorised to
operate within the marine terminal area, must utilise the service of a licensed
Pilot(s) provided by the General Corporation for Ports and Marine Affairs,
Al-Hodeidah, Republic of Yemen. The terminal will arrange for the Pilot(s).
Masters of vessels coming from sea may anchor or, if proceeding to sea,
may leave from the Holding Anchorage without the assistance of a Pilot(s).
Masters must sign the Pilots Indemnity Certificate before the vessel gets
underway or manoeuvring commences. Vessels calling at the marine terminal
will be liable for any damage caused by the vessel to the marine terminal or
to any marine terminal property or to any other vessel lying therein whether
or not a Pilot was assisting at the time.
Pilot Embarking/Disembarking: It is the responsibility of the export tanker
to ensure that ladder arrangements conform to the requirements of
SOLAS 1974 Chapter V, Regulation 17. A Pilot may refuse to board a vessel
if the means of access does not conform to the foregoing. For vessels not
moored alongside the FSO Safer, the Pilot will embark or disembark by
means of a pilot ladder/accommodation ladder.
If the Pilot agrees, a pilot hoist may be used in lieu of an accommodation
ladder and pilot ladder but a standard pilot ladder shall be immediately
available in the event of a failure of the pilot hoist. The export tankers engines
must be stopped while the Pilot is transferring from the tug or launch to the
vessel or vice versa.
As a general rule, the Pilot will board the vessel approximately 2 nautical
miles off the terminal. If available, and upon receiving permission for landing
from the Master of the export tanker, a helicopter may be used for pilot
boarding.
ANCHORAGES: The Holding Anchorage is the only authorised
anchorage available to vessels calling at the terminal. The depth in the area
of the terminal and the holding anchorage is 37.0 m. (120 ft.).
PRATIQUE: At present no declaration required.
PRE-ARRIVAL INFORMATION: The terminal will send a telex or fax
to vessels intending to call at the terminal requesting pertinent information
required to be furnished prior to the vessel being cleared to enter the marine
terminal area.
Notification of Estimated Time of Arrival (ETA): Vessels calling at the
terminal shall advise the terminal of their ETA upon departure from the last
port or, if at sea, as soon as orders are received to proceed to the terminal,
advising their ETA to both the terminal and Hodeidah Port Authority, 72 hours,
48 hours
and
24 hours
prior
to
arrival
via
Email: fsosaferone@fsosafermarineterminal.com or Inmarsat AE (583)
4473 76472 HUNT
or
Telex: 895 4002 YHOC YE or Fax: +967 (1)
414555 (ext. 2264),
and
to
Hodeidah
Port
Authority
via
Email: pmac@y.net.ye or Fax: +967 (3) 211561.
A vessel wishing to call at the terminal that has received damage and/or
is leaking oil must include details of same in the ETA advice so that the
vessel can be inspected by a marine terminal representative prior to entering
the marine terminal area.
When in range, contact terminal via VHF Channel 74 for berthing
instructions.
Pre-Arrival Message: Welcome to Ras Isa Marine Terminal, Yemen
To: Master of Nominated Export Tanker
From: Ras Isa Marine Terminal FSO Safer
We hold your nomination of . . . . barrels at 60F Marib Light Crude Oil,
approximate API 48.3 and temperature 95F.
Kindly furnish the following information:
AAA Confirmation that you can load the nominated volume
BBB Quantity and grade of any transit cargo you have on board
CCC Quantity of clean ballast (estimated time required to deballast),
quantity of segregated ballast
DDD Quantity and type of slop on board to lot or be segregated
EEE Maximum loading rate in bbls./hr.
FFF Arrival data: Draft, trim should not exceed 3 m. by stern and S.d.w.t.
GGGDeparture data: Estimated draft and d.w.t.
HHH Distance from bow to manifold in metres
III
Confirm you are able to simultaneously load and deballast,
maintaining double valve segregation throughout or retain your ballast
on board
JJJ Confirm latest edition of following publications are on board:
ISGOTT Safety Guide, OCIMF Ship-to-Ship Transfer Guide
International Chamber of Shipping Guide to Helicopter/Ship Operation
KKK Advise if you agree that Pilot, Agent, cargo surveyor and terminal
representatives board your vessel by a small helicopter (Bell 212) on
the condition that the helicopter pilot is satisfied about the vessel
landing area
LLL Advise if the vessel is equipped with hull cathodic protection, if yes,
what type and working conditions
MM- Master full name
M
NNN Masters agreement on early departure procedure (EDP) and if
affirmative, name of Agent appointed to sign Bill of Lading on his
behalf
OOOAdvise name of your underwriters
PPP Date vessel built
QQQPrevious vessel name
RRR Vessels flag
SSS Advise expiring date of vessels Safety Management Certificate (SMC)
TTT Best ETA and bearing when vessel at 10 miles from terminal
UUU Confirm that your vessel is fitted with OCIMF recommended bow chain
stopper to tongue type or hinged bar type to accommodate 76 mm.
size chafing chain
VVV Specify max. S.d.w.t. if your vessel is using different loading marks
WW- Advise if you have accommodation for Pilot, port agent and cargo
W
surveyor, who should stay on board your vessel
XXX For segregated ballast (SBT) vessels only: total capacity of tanks that
are part of SBT system
YYY Confirm your inert gas system (IGS) is in good working condition
maintaining O2 content less than 8% by volume in all cargo tanks
3346
YEMEN
80,000 100,000
101,000 140,000
141,000 160,000
161,000 250,000
251,000 307,000
Winch Mounted
Mooring Wires
Wire Breaking
Strength
(tonnes)
8
12
14
16
16
55
70
70
90
90
Winch Brake
Holding
Capacity
(tonnes)
30
40
40
50
50
The marine terminal operator (Yemen Hunt Oil Company), at its sole
discretion, will not provide supplemental mooring wires to the export tanker.
Export tankers must have closed chocks and must adhere to OCIMF
guidelines for the control of drugs and alcohol.
In order to receive helicopters, export tankers must have a helicopter
landing area adhering to OCIMF guidelines.
Alongside Mooring Operations: After the marine terminal determines
that the manoeuvring area is clear of other traffic and that the weather and
sea conditions are suitable, the export tanker will be manoeuvred for the
approach to the FSO Safer. The heading of the export tanker will normally
be such that she will have the wind ahead but tidal current effects may have
to be taken into account. Two tugs will normally assist in the
berthing/unberthing manoeuvres.
The export tanker will moor with its port side alongside the starboard side
of the FSO Safer. For this purpose the marine terminal has been fitted with
five large heavy-duty pneumatic fenders and may also use smaller secondary
fenders positioned forward and aft of the large size fender string. The vessel
shall have heaving lines ready including at least 14 in. circumference
messenger line on the port side focsle and another on the poop.
The mooring method is of conventional design with the export tanker
passing its own lines to the marine terminal. Prior to berthing, the Loading
Master may inspect the export tankers mooring equipment and discuss the
berthing and mooring operations with the Pilot and Master and ascertain that
the export tanker is fully manoeuvrable. Mooring lines will be 4-2-2 fore and
aft. Mooring wires fitted with synthetic tails no more than 11.0 m. long as per
Oil Companies International Marine Forum (OCIMF) Guidelines and
Recommendations for the Safe Mooring of Large Ships at Piers and Sea
Islands are acceptable.
Synthetic ropes may be utilised on bitts only as expressly authorised by
the terminal. No cargo hoses will be connected until the export tanker is
securely moored to the satisfaction of the terminal. Self-tensioning winch
drums shall not be used. Export tankers which use self-stowing mooring
winches must ensure that the wires are correctly reeled to assist the brake.
On split drum winches the number of layers of wire on the working drum
shall not exceed two when the wire is taut and the export tanker is in a fully
loaded condition.
Moorings shall be monitored and kept taut by the export tanker crew and
the export tanker maintained in her correct position and in contact with the
berth fendering throughout deballasting and loading operations.
The Loading Master is fully authorised to stop operations and disconnect
cargo hoses if moorings are seen to require attention or if the export tanker
is not kept in position and in contact with the fendering or if the export tanker
violates any other safe mooring practice.
Tandem Mooring: The tandem mooring system is utilised whenever it is
deemed by the Master of the FSO Safer to be preferable to alongside
mooring because of weather and sea conditions or export tanker berthing
equipment.
Weather Parameters: Tandem mooring will normally not be attempted under
any of the following conditions:
a) wave height exceeds 3.6 m. (12 ft.)
b) wind speed exceeds 30 knots (15.4 m./sec.)
c) current exceeds 1.0 knot.
Equipment: Tandem Mooring Hose: The tandem mooring floating hose string
is 1,170 ft. long, consisting of a 20 in. diameter section ending with 216 in.
diameter hoses that are fitted with butterfly valves, camlock couples, single
lifting chain and hang-off chain at the export tanker rail hose. The hose string
is connected on the port side of the FSO Safer approximately 40 m. from
the stern.
Tandem Mooring Hawser: The hawser system includes a tension meter and
recorder which will display the mooring system load in the cargo control room
of the FSO Safer and is equipped with a two-stage alarm system. The low
limit alarm is set for 70 tons and the high limit alarm for 100 tons. When the
high limit is reached, the export tanker will be alerted for hose disconnection
and unmooring.
Mooring Operations: The marine terminal currently has two tugs available
to participate in the tandem mooring operations. One tug will be used to pass
the hawser pick-up messenger to the export tanker, and later to pass the
hose string to the export tanker.
Under normal weather and current conditions, the second tug will stand
by close to the export tankers starboard bow during the final approach. After
the mooring is complete, the tug will make fast to the export tankers stern
using its own towline. The tug, as directed by the export tankers Master and
assisted by the Pilot, will maintain sufficient pull on the towline to prevent the
export tanker from riding up to the stern of the FSO Safer. The tug will
also assist in maintaining alignment between the export tanker and the FSO
Safer.
While moored to the FSO Safer, a crew member shall be on the focsle
monitoring the distance between the two vessels.The export tanker shall
manoeuvre as necessary to maintain a safe distance and if the FSOs heading
changes for whatever reason, the position of the export tanker will be adjusted
to maintain its position.
Cargo Measurement:
a) The terminal uses the measurement standards published by the
American Petroleum Institute in their Manual of Petroleum
Measurement Standards. The Marine Terminal uses Table 6, API
Standard 2540 (equivalents:
IP 200,
ASTM D1250-52 and
ANSI/ASTM D1250-52) for calculations of measured volumes of crude
pumped into the export tanker. Export tankers should have those
publications available on board.
b) Immediately after completion of loading, the export tankers cargo
figures should be calculated by her officer-in-charge. Export tankers
are encouraged to use measurement standards published by API in
Chapter 17 of the Manual of Petroleum Measurement Standards in
the interest of uniformity.
c) The terminal is equipped with a metering/automatic sampler. In the
event the metering/automatic sampler is not functioning, cargo
measurement will be performed by taking ullages with the resulting
volumes corrected for the FSOs experience factor. An export tanker
representative may witness all cargo measurements.
Logging Operations: All operations will be logged and a time log sheet
will be filled in before the export tankers departure and signed by the Master
and a terminal representative. Both parties will keep a copy of such time log.
Early Departure Procedures (EDP): The Master of the export tanker
must confirm before arrival his agreement to EDP procedures. Export tankers
not equipped with satellite communication (Inmarsat) should maintain close
radio watch with Bahrain Radio, through which all communications to/from
the terminal will be passed until cargo quantities are received and the export
tankers ships Agent has been authorised to sign documents. The Master
3347
YEMEN
of the export tanker will receive at least one set (of copies) of cargo documents
(without cargo quantity/quality data) prepared by the marine terminal.
Upon completion of loading, the export tankers Master should give his
figures for the adjusted total calculated volume (TCV) loaded (i.e. gross
standard volume loaded adjusted by vessel experience factor plus free water
loaded) to the marine terminal and will receive the marine terminals
preliminary TCV. Comparison of such figures should then be made as follows:
Export tanker adjusted TCV/Terminal TCV 100
If the percentage is greater than 99.8%, the export tanker will be released
and will sail. If the percentage is greater than 99.5%, but less than or equal
to 99.8%, the export tanker, upon rechecking its figures, may sail following
a protest by cable. If the percentage is less than or equal to 99.5%, upon
rechecking by both the export tanker and terminal, the export tanker may sail
following a protest by cable.
Upon receiving the final Bill of Lading figures (gross/net standard barrels),
the export tankers Master must cable to the terminal his authorisation to
have his ships Agent sign the Bill of Lading, issue a protest (if necessary),
and complete the remaining documentation requirements of the lifter.
Inert Gas System: Export tankers loading crude oil at the marine terminal
must have a properly working inert gas system in compliance with
SOLAS 1974 Convention, Chapter II-2, part D, and the latest edition of the
International Safety Guide for Oil Tankers and Terminals (ISGOTT) and the
Master shall confirm before berthing that the IGS is working correctly,
maintaining positive pressure on all tanks with the oxygen content of the inert
gas less than 8% by volume. On arrival the export tanker may be requested
to gauge various tanks for the purpose of sampling, water finding, temperature
taking, tank inspection, but this will only be done through dedicated vapour
locks as per the ISGOTT, 4th edition section 7.2.3. Gauging through open
ullage ports is strictly forbidden.
The IGS must be capable of producing sufficient inert gas to maintain 8%
or less oxygen content to prevent air from entering the tanks. If the IGS is
not operable, neither deballasting from cargo oil tanks nor onboard cargo
transfer will be allowed to commence. If the IGS fails during deballasting, the
deballasting or onboard cargo transfer must be stopped until the plant is
again operable. If repairs are likely to take more than 6 hours, a safe
deballasting/loading plan must be agreed to by the marine terminal before
operations are resumed.
When loading or ballasting into an inerted tank, the inert gas displaced
must be vented through the export tankers vent system and not the ullage
ports.
Emergency Stopping of Pumps: If an emergency arises during loading,
the Loading Master will stop pumping upon request from export tanker
personnel. In an emergency, the terminals pumps can be stopped almost
immediately.
During deballasting operations, the export tanker should be able at any
time to immediately stop her pump(s) in event of an emergency, upon request
by the marine terminal or when the situation warrants.
Loss of Communications: As communications with the marine terminal
are extremely important, UHF radio contact must be frequently checked (at
least hourly). VHF Channel 74 may be used as an alternative. If contact
between the marine terminal and export tanker is lost, all operations shall be
stopped until corrective action is taken and communications restored.
Special Lifting Condition: In addition to the dimensional limitations and
other technical requirements, nominations for cargo liftings in excess of
1,200,000 bbls. aboard the same vessel may be loaded in two parcels but
will be treated as completely separate liftings with two sets of laydays. In the
event of a second parcel lifting on the same vessel, the marine terminal will
not be liable for demurrage claims while waiting between assigned laydays.
Additional charges for pilotage, mooring tugs, helicopter service, etc., will be
for lifters account.
BALLAST: Draft and Trim: Unless otherwise authorised by the terminal,
export tankers in ballast or in partly laden condition shall, upon arrival, meet
the draft and trim requirements specified by the terminal. Vessels sailing from
the terminal with a part cargo must also conform to the terminals
requirements on draft and trim conditions. Maximum trim by the stern 3.0 m.
Tank Inspection: Prior to deballasting, ballast water tanks will be inspected
by a terminal representative who, with the assistance of the export tankers
personnel, will sample the ballast water for laboratory analysis of the oil in
water content. The terminal representative will advise the Master of both the
export tanker and the FSO Safer of the oil content. The export tanker shall
not start any deballasting operation prior to obtaining permission from the
Master of the FSO Safer. The responsibility for discharging clean ballast
remains with the export tanker. No dry certificate will be issued by the marine
terminal.
Deballasting: The terminal does not have facilities to accept dirty ballast.
The responsibility for avoiding oil pollution rests with the vessel. Ballast in
cargo tanks and segregated ballast tanks must be clean for overboard
discharge and will be inspected and sampled by a marine terminal
representative prior to permission being granted to commence deballasting.
Ballast samples will be checked for oil in water content and the findings
advised to the ships Master. An oil-in-water content exceeding 15 p.p.m. will
result in a dirty ballast declaration and no overboard discharge will be
permitted. The marine terminal will not entertain any claims for dead-freight
so caused.
OBOs Precautions in Cargo and Ballast Handling: In order to
ensure that total free surface effect of cargo/ballast tanks (holds) is kept within
safe limits on board combination carriers, particular care should be exercised
when loading cargo or discharging ballast. Stability data on loading along
with deballasting instructions should be available on board and should be
discussed between the export tankers Master and terminal representative.
Additionally, a pre-arrival plan of trim and transverse stability during cargo
and ballast operations should be prepared by the Master and cabled to Ras
Isa Marine Terminal, FSO SAFER upon request by the terminal. The plan
of operations should include data on loading rate limitations, manifold size
and characteristics, deballasting rates and IGS operability.
It will be the Master of the export tankers responsibility to ensure that the
vessel does not list while loading cargo or discharging ballast. Conventional
safety measures for combination carriers shall apply and the Master should
refer to the ICS/OCIMF International Safety Guide for Oil Tankers and
Terminals (ISGOTT), Chapter 11.
3348
YEMEN
General: Salif lies some 60 km. north of Hodeidah, it is a natural deepwater
harbour sheltered by Kamaran Island.
Since 1976 the port has enjoyed moderate expansion and can now boast
a modern jetty capable of berthing ocean going vessels; other pontoon type
berths are available, these being linked to the shore by small stone jetties.
At present the port can accommodate two vessels of up to 200 m. length
with a draft of 12 m.
Salif is geared for the export of bulk salt and the import of grain and some
general cargo. In the near future a further pontoon type berth is due to come
into operation to be used solely for the import of bulk cement. A bagging
plant and silo have been constructed to handle the additional cargo.
This report is mainly directed to the facilities associated with the import of
grain, however where possible relevant information has been included which
could prove useful to other vessels trading in the area.
Documents:
6 Crew Lists with passport numbers.
2 Bonded Stores Lists.
2 Personal Manifests.
2 Vaccination Lists.
3 copies Cargo Manifest.
Local inward forms made out on arrival.
Approaches: (BA Charts: 543 and 548). Recommend approaching around
the north end of Kamaran Island, as mentioned in Red Sea and Gulf of Aden
Pilot, page 390.
The lighthouses stand out well, but at night they are not lit (December
1979). The only difficulty in making Salif, in daylight, is passing to the south
of N.W. shoal light, the channel at this point being about one mile wide. At
night the lighthouses prove quite good radar targets, and the various islands
etc. show up quite well. Once around the top of Kamaran Island course can
be set down Kamaran Passage to the anchorage area off Ras el Salif.
Charterers frequently advise that passage is possible south of Kamaran
Island, however this is not advisable; the leads mentioned on the chart are
very difficult to see and there is no room for error.
Anchorage: No specific area designated but anywhere in the vicinity of Salif
Jetty. For vessels waiting for the wheat berth it is best to anchor about
0.75 miles west of Ras el Salif. Good holding ground in about 14 fathoms of
water. For vessels with poor radar it would be best to anchor outside Kamaran
Island until daylight, when passage can be made in safety.
Weather: See Red Sea Pilot for information. At Salif the wind usually picks
up during the day and this can delay berthing if the strength is above Force
4.
Pilotage: Pilot boards in anchorage area from medium sized launch.
Yemenese Pilot with limited English.
Daylight pilotage only.
Berthing: Vessels berth, at the bagging plant pontoon, head to wind. The
pontoon consists of a flat topped barge made fast to a small stone jetty; it
is well fendered with car tyres. The offshore anchor is used whilst coming
alongside and a launch runs various ropes ashore to posts set on the land.
Five ropes are required either end and it is necessary to join the first few
together as considerable lengths are initially run. The bagging pontoon can
only accommodate one vessel at a time.
The general cargo and salt exporting jetty lies some distance to the south
of the bagging plant. This pier can take one vessel of up to 200 m. in length.
Facilities at this berth are an improvement over the pontoon, however for the
import of grain type cargoes, it is not so efficient, it being necessary to bag
the cargo by hand. Both berths can take vessels with up to 39 ft. draft.
Buoys are at present being laid to the north of the bagging pontoon and
these could prove an obstacle for vessels berthing. The moorings are being
laid to assist vessels making fast to the new cement pontoon (See Projects
below).
Quarantine/Health Regulations: Doctor boards on arrival, either at anchorage
or alongside. No health forms as such. Certificates not required unless vessel
from infected area when Yellow Fever and Cholera certificates are needed.
No derat facilities.
Customs: Usual Islamic laws in force. Bond not sealed and apparently no
objection for crew to consume spirits/beer on board. On no account must
alcohol be given/sold to local Yemenese.
Immigration: Passports are inspected on arrival. (Harbour Master acts as
translator for Immigration Authorities.) Shore leave granted with passes for
Salif area only. Special permission has to be given to proceed outside local
area, i.e. Hodeidah.
For crew repatriation, passports are taken to Sanaa by Agent for necessary
visas to be arranged.
Medical Facilities: One doctor resides in Salif, Yemenese and speaks English.
He will attend the ship rather than the patient visiting him. The nearest hospital
is in Hodeidah.
Port Operations (Bagging Plant): Foremen and workers are hard working.
The foremen reside in caravans close to the bagging plant whilst most of the
stevedores come from Salif.
The method of discharge is to load a number of diesel driven evacuators
on deck and by various pipelines, these are connected to a storage hopper
situated on the pontoon/barge. The hopper is connected to a small bagging
plant and by means of conveyors the sacks are loaded onto road transport.
Discharge rates per 24 hours worked between 1,600 tonnes and
1,850 tonnes. Charter Party rate indicated about 750 tonnes per day. The
takeaway rate from the hopper appears to be adequate with plenty of road
trucks available. The grain is shipped immediately to different parts of the
Yemen.
It is usual to carry sufficient bags to enable the complete discharge of the
grain to go unhindered. The bags are baled and discharged onto the pontoon
at regular intervals.
Ships gear is required at each hold to sling the pipes that lead from the
evacuators into the hatch. It is also required for discharging the gunnies and
for loading the evacuators (1.5 tonnes). The evacuators appear reliable but
spillage of diesel results during re-filling etc.
Fresh Water: Available but expensive. Supplied by road tanker at 15 tonnes
a time, it is necessary to use ships pump for pumping the water aboard.
Agents require ample notice prior to supplying water.
Fuel: Heavy oil and diesel oil not available unless barged from Hodeidah.
Stores: Not readily available; fresh stores difficult to obtain.
3349
YEMEN
Saleef
Agency: The main Agency lies some 60 km. away by track, and the ship is
attended by a runner who commutes between Hodeidah and Salif.
Considerable delays result before ships business can be completed and it
is necessary for everything to be in writing; repatriation, in particular, is difficult
for the organiser as well as the traveller.
Communications between Salif and Hodeidah are non-existent, a
telephone line exists, but this is out of order. It is however possible to
communicate directly through Portishead Radio and sometimes the only way
to get messages out.
Local currency and American Dollars are obtainable from the Agents. It is
difficult to obtain the money from the Agents and generally it is best to arrive
with sufficient cash on board to cover any expenditure.
To arrange repatriation it is necessary to allow at least 6 days. Visas have
to be obtained from Sanaa and tickets arranged. If pre-paid tickets have been
sent from U.K., then they must arrive in ample time. The airport at Hodeidah
has regular connections with Sanaa which in turn is linked into most air routes
via Paris. Transportation from the ship to Hodeidah is by Land Rover or
similar four wheel drive vehicle.
Port Regulations: Nothing in writing. The Harbour Master is the person to
approach if anything required. Apparently Salif is designated a military zone
and this is the reason no written information is available.
Gangway: The vessel only lies alongside for a distance of about 80 ft.
amidships and consequently a pilot ladder is used instead of a gangway or
brow. If this causes any difficulty, ships lifeboat can be used as a ferry
between gangway and shore.
Watchmen: Supplied by local Police/Army. They remain aboard during
vessels stay and keep pilferage to a minimum. They also keep close watch
on any alcohol that may be obtained by local Yemenese.
Shore Leave: See Immigration above.
Garbage: No facilities for taking garbage away from the ship; best to dump
waste food etc., whilst retaining cardboard boxes, and plastic containers.
Repairs: Possible to immobilise main engines, as once on the berth it is
unlikely to shift. No repair facilities ashore.
Time: GMT plus 3 hours (no change).
Flag: Yemen Flag must be flown at all times (See Hodeidah Ship Officers
Report dated August 1999).
Consuls: Situated in Hodeidah or Sanaa. Harbour Master available for Noting
Protest, etc.
Tugs: None available for berthing though frequently tugs operate in the area
towing barges, pontoons, etc.
VHF: Situated in port office but hours of working very flexible. The Harbour
Master normally calls any vessel up shortly after anchoring.
Fire/Ambulance: None available.
Projects: A new pontoon berth, similar to the grain berth, is being constructed
about 0.25 miles to the north. Silos have been erected close to the shore
and are capable of storing 9,000 tonnes of finished cement. A bagging plant
has also been constructed next to the silos. It is intended that cement be
shipped, in bulk, and with evacuators discharged into the silos.
SHIPMASTERS REPORT: May 1982.
We were in Saleef recently with 39,127 tonnes wheat ship 182.08 m.
long. The following are changes to information in the Guide.
The barge pontoon berth with bagging plant no longer exists and apart
from cement boats all ships now berth at jetty by Salt terminal.
Minimum water we found there in 18 days stay was 18.5 m.
Ships gear must be used and grain is dumped on wharf and bagged in
situ, being taken away by lorries. Rate erratic, between 900 t.p.d. and
2,000 t.p.d.
Vessel has to vacate berth for car carriers and salt loaders.
No shore leave permitted.
Bond is now sealed. No restrictions on what is kept out.
SHIPMASTERS REPORT: May 2000.
Vessel: Cargo vessel, LOA 217 m.
Berth: General Cargo Berth.
Cargo: Grain.
Location: The port is located in position Lat. 15 18' N., Long. 42 41' E.
Documents: On arrival, Immigration Officials board the vessel and collect all
crew members passports. No declaration by the crew members was required,
and the vessels bonded store was not sealed.
Charts: U.S.A. Chart No. 62285.
Approaches: The recommended approach is from the north of Karaman
Island. It is forbidden for large or deep draft vessels to approach the port
passing south of Kamaran Island due to an oil pipeline (depth unknown)
having been laid in the southern passage. It is recommended that vessels
make their approach to the port during daylight hours only.
Harrison Shoal Light has been destroyed, with only a 2 ft. stump of the
original structure visible above the water.
The 2 navigational buoys at the entrance to the southern passage are
missing. The passage is only used by local fishing boats, tugs and supply
boats, and is prohibited to foreign cargo vessels (See Plan).
Pilotage: The Pilot arrives from Hodeidah. 24 hours notice is required.
Tugs: Available from Hodeidah. 24 hours notice is required.
Berthing: The vessel berthed starboard side alongside at the Saleef General
Cargo Berth. The pier is approximately 400 m. long and runs on a heading
of 072-252. The abandoned bulk carrier Aktea occupies the eastern part
of the pier. There are approximately 25 m. of berthing space to the east and
180 m. to the west of the Aktea.
Cargo Handling Facilities: The wheat cargo was discharged via a bagging
machine ashore (supplied from Hodeidah). The discharge rate over 24 hours
was between 750 850 tonnes.
Shore Leave: Shore leave is permitted, but a letter from the vessels Master
is required giving permission for crew members to go ashore, with a visit to
the local Immigration Office required when proceeding ashore.
Telephones: There are no public telephones available.
AUTHORITY: Ports and Marine Affairs Corporation, Hodeidah Ports
Authority, PO Box 3183, Hodeidah, Yemen. Tel: +967 (3) 211600, 211601.
FAX: +967 (3) 211561. Email: pmac@y.net.ye Contact: Ahmed Ali
Baobeid, Chairman.
3350