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EGYPT

Egypt
GENERAL: (See Plan)

FRESH WATER: Available.

SHIPMASTERS REPORT: March 1998.


DOCUMENTS: See Alexandria. PILOTAGE: Pilotage is compulsory and is available from Egyptian Navy during daylight from 0800 hrs. until 1800 hrs. Pilot boards 1.5 nautical miles west of Geziret Disuqi (Nelsons Island), in position Lat. 31 21.35' N., Long. 30 04.6' E. Call Abu Qir Port Pilot on VHF Channels 16 or 6, 2 hours before arrival at pilot station. ANCHORAGES: There is a good anchorage 2.0 nautical miles N.N.W. of Geziret Disuqi (Nelsons Island) in depth of about 14 m. to 15 m. MAX. SIZE: Max. Draft: The vessel loaded potatoes with her port side alongside (heading 000). Max. draft alongside the port was 5.2 m. and not 5.6 m. as declared by Pilot. It is advisable to check the draft before completion of the cargo operations. The bottom is mud and it is not dangerous for the vessel to touch the bottom, but it is not easy to move away from the berth. TUGS: 3 large tugs available. BERTHING: See Max. Size. CRANES: Stevedores use ships cranes. Mobile cranes available. MEDICAL: Doctor available in the city, 5 minutes by car. FRESH WATER: Available at berth and supplied by Egyptian Navy. REPAIRS: Deck and engine repairs can be arranged from Alexandria. REPATRIATION: Repatriation can be arranged by Agent. AIRPORT: Alexandria International Airport is 40 km. from Abu Qir. TIME: GMT plus 2 hours. GMT plus 3 hours in summertime. BANKS: Available in Abu Qir City. SHORE LEAVE: Possible. Agent makes arrangements with Immigration. GENERAL: Immigration: Only require Seamans Books. Customs: No spirits allowed out of bond. Port: Under the control of Egyptian Navy, so no port plans or approach plans are available.

GEO-POLITICAL: Capital City: Cairo. Nationality: Egyptian. Population: 68,000,000. COMMUNICATIONS: International Direct Dial Code: 20. Number of Internal Airports: 71. Major Languages Spoken: Arabic, French, English. ECONOMY: Currency: 1 Egyptian Pound (EGP) of 100 Piastres. Exchange: (as of July 2002) US$ 1.00 EGP 4.62 EGP 1.00 US$ 0.22 Main Industries: Textiles; food processing; tourism; chemicals; petroleum; construction; cement; metals. ENVIRONMENT: Territorial Sea: 12 n.m. Other Maritime Claims: Contiguous Zone: 24 n.m. Continental Shelf: 200 m. Exclusive Economic Zone: 200 n.m. Coastline Extent: 2,450 km. Climate: Desert; hot, dry summers with moderate winters. Natural Resources: Petroleum; natural gas; iron ore; phosphates; manganese; limestone; gypsum; talc; asbestos; lead; zinc. Average Temperatures: Month High Low January 18 C 8 C June 25 C 18 C September 33 C 19 C REGULATIONS: Navigational Regulations: The following rules for ships navigating in the Gulf of Suez have been approved by IMO. 1.1 Ships should take into account that crossing traffic may be encountered in the traffic junction Eastward of Ain Sukhna and in the precautionary area off Ras Shukheir, and should be in a high state of readiness to manoeuvre in these areas. 1.2 Exceptional care is needed, when overtaking another ship within a lane, not to enter the separation zone or force the overtaken ship to do so. 1.3 Ships navigating in the Gulf of Suez are requested to keep continuous listening watch on the Suez Gulf Traffic Information Broadcasts and report any aids to navigation which are malfunctioning or are out of position and which are not already included in the Suez Gulf Traffic Information Broadcasts. 2.1 All ocean-going ships should have their radar in effective use by day and night throughout the passage between Shaker Island and Suez Port as an aid to achieving maximum feasible lane conformity and avoiding risk of collision. Particular care is required for strict adherence to the confines of relevant traffic lanes. 2.2 Ships proceeding South from Suez should be alert for tankers heading for the Sumed Oil Terminal off Ain Sukhna. 2.3 Northbound tankers heading for Sumed Oil Terminal should report their intention of using the traffic junction off Ain Sukhna on the appropriate frequencies. 2.4 All ships North and Southbound when navigating through the precautionary area off Ras Shukheir or in the vicinity of the July Oilfield should avoid overtaking in the traffic lanes in these areas. 2.5 All ships including service and supply craft serving the oil workings in July, Ramadan and Morgan Oilfields proceeding in and out of Ras Shukheir Oil Terminal, should only cross the South and Northbound traffic flow through the precautionary area off Ras Shukheir. Within the precautionary area local rules relating to crossing traffic apply. 2.6 Tankers leaving the Ras Shukheir Oil Terminal and intending to join the Northbound traffic lane should only do so when no through Southbound traffic is in the vicinity and should always report their movements to other ships beforehand on VHF. 2.7 Ships anchored in the designated waiting area for Ras Shukheir should ensure that they are never less than 0.25 miles from the edge of the Southbound traffic lane and should pay special regard to their correct light signals for ships at anchor. They should also show their deck lights.

AIN SUKHNA: 29.32 N. 32.24 E.

(See Plan)

Also see Sokhna and General before first port.


LOCATION: Ain Sukhna Sea Terminal is situated in the northern end of the Gulf of Suez. The position of the sea terminal is: Lat. 29 32' N., Long. 32 24' E. Ain Sukhna Lighthouse position: Lat. 29 35.9' N., Long. 32 20.3' E. The Lighthouse Specifications are: A white daymark on framework tower 44 m. high over sea level, flashing white every 5 seconds. Range 22 miles. The lighthouse also covers the approaching and departure sectors at 40 m. height and 15 miles range. OC. Green from 260 to 273. OC. White from 273 to 298. OC. Red from 298 to 306. As a reference point, there is a light which is exhibited from a metal structure standing close to the seaward side of an old abandoned lighthouse on Ras Abou Daraq, flashing white every 2 seconds. DOCUMENTS: All vessels calling at Ain Sukhna have to deliver directly their official documents, as indicated below, to SUMEDs Port Authority: Certificate of Registry Load Line Certificate Safety Certificate Derat Certificate Radio Certificate Civil Liability Certificate (CLC) Vessels official documents, after being reviewed, will be handed to the vessels Master after discharging and before vessel departs from SUMEDs port. LOCATION OF BUOYS: (SBMs) S1: Lat. 29 35' 16" N., Long. 32 23' 35" E. S2: Lat. 29 34' 12" N., Long. 32 22' 42" E. S3: Lat. 29 35' 17" N., Long. 32 22' 16" E. S4: Lat. 29 34' 12" N., Long. 32 24' 24" E. The 4 SBMs are painted orange and have the following characteristics: Lights: A flashing light, activated by an electric photo-cell switch. Light frequencies are as follows: SBM No. 1 Morse Code A SBM No. 2 Morse Code B SBM No. 3 Morse Code C SBM No. 4 Morse Code D Fog Horn: An acoustic signal with an approximate range of 2 miles. Radar Reflector: Each buoy is provided with an octahedral radar reflector constructed in stainless steel with a diameter of 0.5 m. installed on top of the rope guard. PILOTAGE: SUMEDs Mooring Master and his assistant board the tanker 2 miles S.E. of Buoy S4. Notifications: ETA messages should be sent by cable via Alexandria/Port Said Radio on leaving previous port. Cables should be prefixed For urgent delivery send via Telex 54108 or 54033 SUMED UN and be confirmed 72, 48 and 24 hours prior to arrival. (Day and Night berthing and operation). Arrival draft should be indicated. ANCHORAGES: Tankers can anchor to the S.E. of the buoyfield, 2 miles S.E. from Buoy No. 4. RESTRICTIONS: Maximum Weather Conditions for Occupying SBMs: The SBMs are designed to accommodate tankers up to the following weather conditions. Wind velocity (knots) 35 (65 km./hr.) Maximum tidal range 2.0 m. Maximum wave height 3.4 m. Maximum surge/seiche conditions 0.5 m. Current: Surface 2.0 knots. Seabed 1.0 knot. The above conditions are not relevant to the safety of the ship but to

ABU QIR: 31.19 N. 30.04 E.


SHIPMASTERS REPORT: December 1996.

(See Plan)

LOCATION: 20 km. east of Alexandria. The port is under naval jurisdiction, but available to merchant vessels. ANCHORAGES: As per Admiralty Sailing Directions No. 49 (1988). For vessels coming to load ammonia, permitted draft 35 ft. The anchorage for other cargo vessels (bulk, bags and general) is with Geziret Disuqi Lighthouse (Nelsons Island), bearing 135 at a distance of not less than 1.5 miles. The bottom is sand and shingle. MAX. SIZE: Max. draft 22 ft. VHF: Pilot on Channels 16 and 6. TUGS: Two tugs available. BERTHING: Length of wharf 200 m. CRANES: No shore cranes. Large crane available from Alexandria at 4 days notice. STEVEDORES: Work 24 hours a day. DENSITY: 1026.

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

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the safety of the buoys. Consequently the Mooring Master shall have the authority to decide whether the ship should remain moored or vacate the buoy due to adverse weather conditions. MAX. SIZE: The four berths are spaced one from the other so that each has: Mooring Area Radius: 410 m. for S1 and S2 (accommodates vessels up to 350,000 d.w.t.); 320 m. for S3 (accommodates vessels up to 150,000 d.w.t.); 410 m. for S4 (accommodates vessels up to 500,000 d.w.t.). Manoeuvring Area Radius: For S1, S2 and S4, 1,220 m.; for S3, 915 m. Water Depth and Draft Limitations: For S1 and S2: 85 ft. minimum water depth 75 ft. maximum draft For S3: 65 ft. minimum water depth 55 ft. maximum draft For S4: 135 ft. (40.9 m.) minimum water depth. Maximum acceptable draft unlimited. Minimum Size: 70,000 d.w.t. 5% with minimum cargo discharge of 50,000 metric tons of any one type of crude oil. HEALTH: Vessels proceeding to Ain Sukhna must be in possession of the following documents: (a) International Maritime Declaration of Health. (b) Valid Derat or Derat Exemption Certificate. (c) Valid Vaccination Certificates for all passengers and crew members. (d) Certificates of inoculation against any communicable diseases prevailing at the Ports of departure. Masters are required to immediately notify SUMED by cable in the manner outlined in Radio ETA in case of any epidemic diseases or illness onboard while the vessel is bound for Ain Sukhna. The same message is to be conveyed to the terminal as soon as an HF or VHF contact is established, at least 6 hours before arrival. RADIO: ETA: In order to avoid undue delays it is essential that Masters of vessels proceeding to Ain Sukhna Terminal cable their ETAs to SUMED Alexandria. The cable to be prefixed quote to be conveyed via telex (54108) or (54033) SUMED UN Operations Office-Oil Movement unquote. ETA notifications to be sent as follows: Immediately upon sailing from loading port/s In case of a change in ETA exceeding 6 hours 72, 48 and 24 hours prior to arrival. Confirmation of ETA: An additional contact can be made with the Ain Sukhna Terminal on HF 2182 kHz and 4139.5 kHz, 24 hours before arrival. Moreover, Masters are required to contact the terminal on VHF 6 hours before arrival on Channel 16 (or preferably Channels 78 and 79 if available). Information from the Vessel: All vessels proceeding to unload their cargoes at Ain Sukhna are required to convey the following information to SUMED. (a) Immediately upon sailing from loading port/s vessel is to cable, in the manner outlined in Radio ETA the following information: (i) ETA (in GMT) and expected arrival draft at Ain Sukhna, vessels are requested to arrive even keel. (ii) All B/L data and ships figures at loading port/s, stating quantity of free water on board after loading. (iii) Whether the vessel loaded on top of slops stating grades of crude that were commingled with residues, quantity and API of contents of slop tank/s. (iv) If the vessel is loaded with more than one grade of oil, Master is requested to confirm ability to unload according to the sequence agreed upon with the shipper (vessels owner or charterer as the case may be). (v) SUMED is to be immediately notified in the case any repairs are required that could delay commencement of discharging. (vi) Estimated time for unloading the cargo if no restrictions are imposed by shore. (b) On arrival at Ain Sukhna the following written information is to be handed to SUMEDs Mooring Master: (i) Whether vessel equipped with inert gas system. Vessels arriving with gas inerting blankets should, on arrival, depressurise their system sufficiently to allow visual sampling and ullaging of cargo tanks. Upon completion of ullaging, pressurisation of inerting system shall be resumed and maintained throughout discharge. (ii) Whether the vessel has external impressed cathodic protection. (iii) Vessels readiness to connect 216 in. hoses ASA 150. (iv) The pressure which the vessel expects to maintain at the ships rail and which is required to be a minimum of 100 p.s.i. unless otherwise specifically requested in writing by shore. (v) Whether vessel requests to perform crude washing and in the affirmative the relevant check list should be filled in by the Master. See Discharging Crude Oil Washing. (vi) Full names and addresses of Owners, Managers and Charterers of the vessel and their Agents in Egypt if any. (vii) Whether the tankers Owners/Bareboat Charterers are members of a P & I Club stating name and address of such club, if available. Information from Terminal: The following information will be given to the vessel upon arrival at the anchorage area or when SUMEDs Pilot boards the vessel: (i) Any expected pre-mooring delays and their likely duration. (ii) Any special mooring instructions. (iii) Details of any restrictions on discharging rate. All such restrictions and their duration will be confirmed in writing by SUMED. VHF: Channels 16, 78 and 79. TUGS: Tug Sukhna 3,200 h.p. with fire fighting and with anti-pollution equipment is available as required. Supply Vessels and Tugs: Sukhna (2) 6,000 h.p. with firefighting and anti-pollution equipment available as required. Mooring Launches: 6500 h.p. mooring launches assist in mooring and hose operations with firefighting and anti-pollution equipment are available as required. BERTHING: Ain Sukhna Sea Terminal consists of 4 sea berths all of which are single point mooring buoys (SBMs). 2 buoys for vessels up to 350,000 d.w.t., 1 large buoy for vessels up to 500,000 d.w.t. and one small buoy for vessels up to 150,000 d.w.t.. Subject to SUMEDs prior approval and acceptance in each case, the buoys can accommodate vessels larger than those specified above within the following limits: Buoy (S2) up to 400,000 d.w.t. Buoy (S3) up to 200,000 d.w.t. Maintaining all other length and draft limitations. Each of the 2 buoys (S1 and S2) are connected to shore by a submarine line 48 in. (1.22 m.) in diameter and approximately 8 km. in length. The small buoy is connected to shore by a submarine line 42 in. (1.067 m.) in diameter and approximately 5 km. in length. Buoy S4 is connected to the shore by a submarine line of 52 in. (1.2458 m.) diameter and approximately 9 km. in length. Ropes: Buoys S1 and S2 are equipped with twin 18 in. circumference nylon ropes each 180 ft. long ending with a 20 ft. chafing chain 2.75 in. diameter. A support buoy is connected to the chain. The port side mooring rope has a 350 ft. polypropylene 10 in. pick-up rope with a 3 ft. soft eye at the end. The starboard side is the same but the pick-up rope is only 150 ft. Buoy S3 is equipped with a 15 in. diameter grommet 180 ft. long, ending with 20 ft. chafing chain 2.75 in. A support buoy is connected to the chain, the mooring rope is 350 ft. long polypropylene, 10 in. diameter, with a 3 ft. soft eye at the end. Buoy S4 is equipped with a 16 in. diameter grommet 180 ft. long, ending with a 20 ft. chafing chain 3.1875 in. A support buoy is connected to the chain. The mooring rope has 350 ft. long polypropylene, 10 in. diameter with a 3 ft. soft eye at the end. In case the ship is not equipped with chain stopper, a pair of 12 ft. or 20 ft. snotters with shackles will be supplied for connecting the chafing chain to ships bollards. Mooring Master Duties: When the Mooring Master boards he will advise the ships Master or officer in charge of the bridge on the approach to the berth, arrangements for mooring and unmooring, connecting and disconnecting of the hoses, and all other operations within the berthing area. The Mooring Master will submit and receive from the Master all forms, documents and papers required, to be filled and signed or received by the Master. Adequate Lighting: There must be adequate search lights rigged on both wings of the bridge when mooring at night to facilitate running lines to the buoys. VHF: The Mooring Master will be in direct charge of the portable VHF ship to shore radio telephone communications on Channels 78 and 79. Mooring: Pick-up from the mooring boat: 2 wire rope snotters of 12 ft. or 20 ft. length (to suit tanker bollard location). Weight of 12 ft. 80 kg 23 in. diameter Weight of 20 ft. 135 kg. 23.8 in. diameter 2 bow shackles 55 tons SWL (weight of shackle 43 kg.) or 2 bow shackles 75 tons SWL (weight of shackle 68 kg.) for tankers over 130,000 d.w.t. Move these items to bow. Tool box. Slip the soft eye of the snotter onto bollard having a good lead to forward fairlead. The forward winches should be tested, drained and be in good working order. Ensure that both anchors are secured by stoppers in the hawse pipe. Anchors must not be dropped at the berth. Prepare messenger line, (about 10 in. circumference 500 ft. length polypropylene), and pass through the forward fairlead or chain stopper and lower as directed by Mooring Master, starting at the port side. The mooring boat will fasten this messenger to the 10 in. 350 ft. polypropylene pick-up line on the buoy mooring system. Upon the Mooring Masters signal, heave away until the chafing chain is in the fairlead or Panama lead with the support buoy close outside. Shackle the free end of the wire snotter to the open end link of the chafing chain. Ease back on the pick-up line until the weight falls on the bollard wire snotter. Should the vessel have a Smit type towing bracket, release the pin, install the open link and lead the pick-up so that the end link of chain is directly fastened to the open link with the bow shackle. If the ship is equipped with chain stopper, pass the ships messenger and buoy pick-up rope through the chain stopper and heave away until you can lock one of the big opened links (the vertical one). Same procedure will be adopted to the starboard polypropylene pick-up rope of 150 ft. length connected to the buoy mooring system. Mooring Sequence: Prompt Berthing: SUMED will make every effort to moor ships arriving according to agreed schedules as promptly as operational circumstances permit. Notice of Readiness: To be tendered when vessel arrives at Ain Sukhna anchorage area provided that vessel is ready in all respects to unload her cargo. NOR will be accepted according to SUMEDs agreement with the relevant shipper. Arrival Time: Arrival time will be considered at the time the vessel anchors.

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

EGYPT
Cargo Operations: Vessel moored to the SBMs must limit their stay to the allowed berth occupancy time stipulated in the transportation agreement between SUMED and the relevant shipper. Unless vessel sizes are otherwise classified in the said agreement, the allowed berth occupancy time is as follows: D.W.T. Buoy Occupancy Lay Time tonnes hours hours More than 320,000 52 62 250,000 to 320,000 42 52 200,000 to 250,000 36 46 Less than 200,000 28 38 Delay due to weather: In the event that berthing delayed on account of adverse weather conditions the vessels will maintain their position in line. Port Closure: Should vessels be requested to vacate the berth on account of adverse weather conditions closing the port, they shall keep in contact by VHF with the terminal in order to be readily available for re-entry as soon as the terminal so requires, after weather conditions permit. Port Re-opening: When the port is re-opened discharging will recommence according to the firm schedules agreed upon with SUMEDs shippers. Vessel refusal: SUMED reserves the right to decline to berth a specific vessel should it consider that such vessels condition or facilities are unsafe. Unmooring: Take the weight of the moorings on the pick-up starting with the starboard side first, using windlass. Unshackle the wire snotter (or unpin the Smit Brackets) or unlock the chain stopper. Slack the pick-up until the support buoy is in the water. Pay out the pick-up line (as ship clears from the berth). Return the wire snotters, bow shackles and tool box to mooring boat prior to Mooring Masters departure. The tug and mooring launches will be in attendance. DISCHARGING: Terminal Design: The design of the discharging terminal is based on the following flow rates with crude oil characteristics as follows: Viscosity 17 cst Specific gravity 0.867 kg/cu.cm. SBMs No. 1, 2 & 4 Max. 12,500 tonnes/p.h. 200 p.s.i. Min. 7,400 tonnes/p.h. 100 p.s.i. SBMs No. 3 Max. 7,400 tonnes/p.h. 120 p.s.i. Min. 5,900 tonnes/p.h. 100 p.s.i. Inert Gas System: Vessels equipped with inert gas system are to depressurise tanks before berthing in order to allow for sampling and ullaging upon arrival and after completion of discharge to check remainders on board. Pressurisation of inerting system should be resumed as soon as ullaging and sampling are completed and throughout the discharge. Crude Oil Washing: COW is usually acceptable if the ship can maintain an average flow rate of no less than 7,400 tonnes/p.h. (100 p.s.i. at ships rail throughout discharging). However, COW is subject to the terminals approval depending on both operational circumstance and if this operation has been previously carried out by the vessel. When vessel requests permission to perform COW the Master must respond in writing to the Crude Oil Wash Check-off List. COW of slop tank is prohibited. Crude Oil Wash (COW) Check-off List: Vessels requesting permission to perform crude oil wash while unloading at Ain Sukhna, are requested to respond to the following check-off list: Inert gas system is fully operational and tested. Each tank will be positively pressurised and method of recording pressure will be available. Each tank will be kept below 8% oxygen before and during operation. Inert gas system flue gas oxygen content will be continuously monitored and maintained below 8% oxygen. Oxygen alarm in cargo control room set to give visual indication when to abort crude washing. Pressures in cargo tanks are available to vessels control room personnel. Washing systems have permanent steel pipework and will be pressure tested to 10 to 15 p.s.i. above expected working pressure but to minimum of 150 p.s.i. prior to use. All tank openings are sealed and remote tank gauging system is operational. All necessary throttling of discharge for crude spraying will be done on vessels valves. There is a responsible designate person in charge of operation. (Give name.) Effective communication will be maintained between vessel and shore. Water will not intrude into the crude wash cycle. Washing to be commingled and discharged at the same time with the rest of the cargo. Previous crude wash exprience of key personnel is (list). Tanks crude washed last 2 voyages are (list). Any additional vessel requirements or comments. Emergency Communication: If ship-to-shore communication fails the ships whistle shall be sounded continuously. Discharging shall be immediately stopped and will not be resumed until communications have been re-established. Overside Lighting: During night discharging sufficient overside lighting must be provided to readily detect any oil spill so that immediate appropriate action may be taken. International Code of Signals: During discharging operations the following signals shall be displayed: By Day : The International Code flag B. By Night : A red light visible all round the horizon for distance of at least 2 miles. Unloading Procedures: Upon being informed by the vessels Master or responsible officer that the vessel is ready to start discharging, the Mooring Master will contact the Terminal Control Room to co-ordinate the commencement of unloading in accordance with the terminals instructions. The control room operator will normally give a standby warning by VHF approximately 10 minutes before the shore tanks are ready to receive cargo. When the request to commence discharging is received the Mooring Master will ensure that discharging commences at slow speed. This starting procedure will always be adhered to. Discharging will commence utilising 1 pump only with circulating system and when it has been confirmed that there is no significant rise in pressure on the discharging line which could indicate a blocked or closed valve on the shore or ships discharging system, the crude oil will be discharged at the steady operating flow previously agreed upon. Should there be any significant rise in pressure, discharging must be immediately stopped. The ship will be advised to check the on-board systems, take any necessary remedial steps and inform the terminals control room. At the same time the underwater and floating hoses should be checked to ensure that there are no obstructions. Should the Master be requested to increase or decrease the cargo discharging rate this should be promptly implemented provided the vessels pumps are capable of an increased rate. SUMED may allow vessels to simultaneously ballast while unloading provided they are equipped to properly segregate the ballast and avoid any possible commingling with the cargo. Pumping ballast water into the sealine is strictly prohibited. Any suspension and subsequent resumption of discharging of cargo must be logged both ashore and in the Tanker Time Sheet. All events regarding mooring, commencement, termination of unloading, stoppages, if any, and unmooring are both logged and recorded ashore at the terminals control room as and when they are received from the Mooring Master. These events shall jointly be logged in the Tanker Time Sheet by the vessels Master and SUMEDs Mooring Master. Vacating Berth: Vessels shall vacate berth immediately after disconnection of hoses. Emergency Shut-Down: In case of emergency such as fire, sudden deterioration of sea and weather conditions, failure in ship to shore communications, etc, the discharging operations must be immediately suspended at the request of the Mooring Master. The ships discharging pumps must be stopped immediately, the butterfly valves of the floating hoses and the manifold valves must be closed. Depending upon the reasons causing the emergency, the ships Master and Mooring Master will decide whether or not to disconnect the hoses and vacate the berth. In case of dispute the final decision will be taken by the Mooring Master. Sampling: Representative samples of the cargo will be taken either from the vessels cargo tanks or from the online automatic samplers. The samples will be divided into 3 equal portions of about 1 gallon each, one portion will be handed to the quality control laboratory, the second to the ships Master (sealed by SUMED) and the third retained by SUMED for 60 days (sealed by the Master). The ships Master will sign a receipt on receiving the ships sealed and stamped container of the sample. MEDICAL: Neither medical nor hospital facilities are provided by SUMED. In case urgent medical assistance is required the vessel should contact SUMEDs Harbour Master by VHF radio. Private doctors and facilities are available at Suez via ships Agents. HOSES: SBMs No. 1, 2 and 4 contain twin crude floating hose strings each 307.2 m. (1,008 ft.) in overall length consisting of: 24 in. 35 ft. 22 hoses 24 in./20 in. 35 ft. 1 hose 20 in./16 in. 35 ft. 1 hose 16 in. 35 ft. 3 hoses 16 in. 30 ft. 1 hose SBM No. 3 contains twin crude floating hose strings each 274.25 m. (905 ft.) in overall length. Each consists of: 20 in. 35 ft. 21 hoses 20/16 in. 35 ft. 1 hose 16 in. 35 ft. 3 hoses 16 in. 30 ft. 1 hose All tail hoses are 16 in. in diameter and the gear attached to each of the 16 in. crude oil hose tails consists of a lifting eye, butterfly valve, spool piece with camlock and light weight blind flange. The camlock is suitable only for connections with tanker manifold flange of 16 in. ASA 150. Quick Release Safety Couplings: Quick couplings (Camlock) are connected at each hose end and they will be used as follows: In case of emergency the butterfly valve shall be immediately closed and the quick coupling immediately disconnected. Safety breakaway coupling: To part the hose and block each part to avoid leaking into cases: 1. Excessive pulling stress on the hoses. 2. Excessive back pressure in the hoses. Hose Connecting and Disconnecting: The connecting and disconnecting of cargo hoses shall be performed by the crew of the vessel under instructions from SUMEDs Mooring Master. Preparations: The tanker crew are required to lift 216 in. crude hose strings and connect them to the vessels port side manifold. To avoid delays the following items should be prepared prior to berthing, otherwise the vessel will not be considered ready to discharge. 216 in. standard 150 ASA flange connections in position on selected lines for discharging crude oil. Port derrick with a minimum 10 ton SWL rigged for maximum height and load lifting. The derrick shall be guyed to plumb the vessels rail-hose bolster bar at the vessels manifold. If possible, the topping lift of the boom shall be on its own winch. All winches shall be tested, drained and in ready running condition.

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

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Drip trays, sand bags, dispersant and fire fighting equipment in position. Tools, gaskets, nylon lifting slings and other equipment will be supplied on board from the mooring boat. Equipment to be Onboard Before Berthing: In order to expedite the connection of the hoses the following equipment must be available. 2 polypropylene messenger lines (about 10 in. circumference 500 ft. long) Sledge hammer Large crowbar Large marlin spike Large flashlight Adjustable spanner Bags of sand Manifold on the port side must be used as follows: All manifolds to be ready with 16 in. flange ASA 150 Hose derrick rigged Derrick fall fitted with cargo hook 10 ton SWL Heaving line 2 1-1-2 ton pullers Copper hammer Nylon lifting slings CONSULS: Consular or diplomatic representatives for most maritime nations are in Cairo. REPAIRS: Masters of vessels discharging at Ain Sukhna Terminal are instructed that under no circumstances may engines be shutdown for repairs whilst their vessel is moored to the SBMs. There are no facilities at Ain Sukhna Terminal for repairs. Repair facilities are available at Suez. It is emphasised that all vessels at the SBMs must be prepared to clear immediately on instructions from the Mooring Master. REPATRIATION: Crew changes are only permitted via ships Agent. SHORE LEAVE: There is no shore leave for personnel of vessels whilst at Terminal. GARBAGE DISPOSAL: Not available at present. WASTE OIL DISPOSAL: Not available. SEAMANS CLUBS: None. WEATHER: Climate: The climate in the Ain Sukhna area is generally good. Summers are hot and dry and winters are relatively cool. The visibility is usually excellent with few sand storms and infrequent fog. Sub-zero temperatures are unknown and there are very few rain squalls. Summary of Weather Statistics (1884 1967): Average rainfall year 0.8 in. Mean maximum temperature 84F (29C) Mean minimum temperature 62F (16.7C) Extreme maximum temperature 111F (44C) Extreme minimum temperature 35F (1.7C) Average relative humidity 60% Winds: The prevailing winds at Ain Sukhna are from the N.W. throughout the year. Tides: The tidal range is up to a maximum of 7.4 ft. Waves: The estimated characteristics of the 100 year extreme waves are: Maximum height 12.0 ft. (3.7 m.) Maximum crest elevation 11.0 ft. (3.3 m.) Period 7.5 secs. Length 280 ft. (85 m.) Speed 22 knots (41 km./hr.) Direction from North Tidal Streams: At Ain Sukhna the tidal streams set parallel to the coast line northwards on the flood tide and parallel to the coast southwards on the ebb tide. Maximum rate is 0.5 knots (0.9 km./hr.) at the surface. Currents: There is no fixed current in this area and any flow is caused entirely by the prevailing tidal stream and winds. Sea Salinity: The Red Sea and Gulf are extremely saline and salinity is around 40,000/50,000 parts per million. Sea Temperature: The surface temperature of the sea ranges between 66F (19C) in February and 80F (26.7C) in August. GENERAL: Navigation: When entering, manoeuvering or leaving the Port Limits of Ain Sukhna, the Master has to conform with the conditions setforth in this Manual and has to adhere to the 1972 International Regulations for preventing Collisions at Sea which will be complied with at all times. The Master guarantees that his vessel fulfils all navigational and worthiness conditions in particular those required for vessels carrying dangerous cargo, (crude oil) in accordance with the provisions setforth in the Appendix for vessels carrying Dangerous cargo annexed to Rules of Navigation of the Suez Canal Authority to the extent that such provisions are applicable. Master should submit the respective certificates and declarations whenever required in this respect. Helicopters (available in emergencies): Should the services of a helicopter be required by SUMED for any purposes whatsoever the vessel will be given a minimum of 30 minutes warning notice before the helicopters approach in order that cargo operations can be stopped and all tanks and vents closed. A responsible officer should be on deck to assist the helicopter in making the approach to the vessel. Although the safety of the helicopter remains at all times the responsibility of its pilot, helicopter services shall not be employed in any event without the express prior consent of Shipper and vessels Master. Supplies: Stores and supplies cannot be delivered to vessels at the Ain Sukhna anchorage area. Government Officials: A.R.E. officials, such as Customs Director, Quarantine Officer and Immigration Officer are stationed at Ain Sukhna. Should Customs guards be stationed on board vessels whilst moored it is expected that vessels will extend all courtesies to them and/or other officials while on board. Ships Readiness: This terminal is an open roadstead and therefore, during the time a ship is moored, the engines must be ready with full power for immediate use. Vessels at berths must clear immediately upon advice of the Mooring Master or as directed by SUMEDs terminal superintendent. Ships personnel should be at their respective stations at all times during mooring, unmooring and cargo transfer operations. Courtesy Flag: All vessels are required to fly A.R.E. Ensign on the foremast during daylight hours. Quarantine Regulations: The rules governing quarantine regulations are the same as for Suez. Unauthorised Craft: The presence of unauthorised craft alongside is extremely hazardous. SUMED prohibits the boarding of individuals other than those authorised to do so in the bona fide conduct of the vessels operation. No unauthorised person is allowed to board the vessel whether at anchorage or while moored. Contraband: SUMED prohibits unauthorised craft from coming alongside vessels. To avoid the possibility of undesirable items getting aboard vessels, it is requested that Masters discourage craft coming alongside whilst the vessel is in the terminal. AUTHORITY: Arab Petroleum Pipeline Company (Sumed), 431 El-Guish Avenue, Loran, Alexandria, Egypt. Postal Address: P.O.Box 158, El-Saray, Alexandria, Egypt. Tel: 20 (62) 337-940. FAX: 20 (62) 337-940. Telex: 54033, 54108 Sumed Un. Email: marind@sumed.org Contact: Captain A.Sultan, Sumed Marine Manager. Port Authority: Ain Sukhna Terminal, Postal Address: Sumed Suez. Tel: 20 (62) 221918 Suez. Telex: Headquarters Alexandria. Contact: Captain Sherif A. Steit, Ain Sukhna Marine Manager.

ALEXANDRIA, including El Dekheila: 31.09 N. 29.53 E. (See Plan)


DOCUMENTS: 4 Crew Lists. Complete set of Manifests covering all cargo on board showing names of Shippers and Consignees. 4 Lists of Passengers in Transit Landing cards for passengers landing finally in A.R.E. and for those landing in A.R.E. in transit. 4 Lists of passengers finally landing in A.R.E. (if any) together with their addresses in A.R.E. Deck log books showing date of last call at a A.R.E. port, completed up to the time of arrival. For Quarantine: Quarantine Questionnaire in duplicate (Form No. 15 Q.A.) showing all ports of call, as well as dates of sailings for the last 30 days, nature of cargo on board, destination, as well as sickness among crew or passengers, if any, specially when it is presumed that the sick will be hospitalised. These forms can be filled on arrival if not available on board before arrival. 1 Crew List and 1 Passenger List. Derat Certificate should be handy for inspection. Clearance from Last Port. For Immigration Officer: Arrival Immigration Form, duly completed. 1 Passenger List. List of Passengers Finally Landing, in duplicate. Crew List. Valid passport with entry visa is required for landing in A.R.E. for passengers landing. Emergency visa can be granted on arrival if so required. For Customs Use: Bonded Stores List, in duplicate. Crew List and Passenger List in duplicate. Also see Radio Officers Report dated October 1999. PILOTAGE: Compulsory. Pilot boards off harbour entrance. International code signals used. Vessels are not to proceed from the waiting area (Lat. 31 12.6' N., Long. 29 44.5' E. with radius of 1.5 miles) without a Pilot onboard. RESTRICTIONS: Entrance channels 13.0 m. depth 220 m. width and 9.14 m. depth 91.4 m. width. Arriving vessels should keep 50 miles offshore between sunset and sunrise. MAX. SIZE: Up to 32 ft. draft at general cargo berths in Alexandria. Anchorage: Alexandria Inner Anchorage in western port can accommodate vessels up to: Length: 229 m. (750 ft.). Draft: 38 ft. Such vessels can discharge into barges on condition that kind of cargo is allowed to be unloaded into barges instead of at berth. Vessels with length/draft exceeding the above can be accommodated at Dekheila Harbour. Also see Agents Report dated May 2001. HEALTH: On entering, vessels must hoist the International Quarantine Signal for compulsory quarantine. Any sickness must be reported to the doctor. The Quarantine Doctor meets ships whilst entering the port and ships are boarded in turn. In the event of a vessel arriving from a port that has been internationally declared infectious and the incubation period has not yet expired at the time of the ships arrival at an A.R.E. port, the vessel is put under compulsory quarantine, moored at an isolated berth and no shore contact is allowed. Nevertheless the ship can still carry out her normal operations on condition that all shore personnel are holding valid vaccination and/or inoculation certificates issued by the Quarantine Administration. The ships personnel should also carry International Vaccination and/or Inoculation Certificates. Final landing passengers, not carrying such certificates, will be landed under quarantine supervision and will be kept isolated at the lazarette until incubation period is over.

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EGYPT
Pratique may be granted prior to ships arrival provided the following conditions are adhered to: (1) The vessel must be a regular liner known to the Quarantine Authorities and have a doctor on board. (2) Details shown on the Quarantine Statement should be wirelessed to the Quarantine Authorities 24 hours prior to ships arrival. (3) Masters of vessels must declare before their arrival any accidents, which might have taken place on board prior to the arrival in port. (4) The ship must not have called at any infected port. VHF: Harbour on Channel 16. TUGS: 5 tugs available up to 1,200 h.p. BERTHING: Berths Total Length Depth Cargo Handled (No.) (m.) (m.) 5-1, 5-2, 5-3, 5-4, 3,146 5.0 10.0 General cargo 9-14, 24-28, 30, 34-44 86 137 5 Live stock 49, 51, 53, 54 720 12 Container Terminal 71 (back) 30 10 Molasses 45-47 310 10 Military 16, 18, 20, 22 798 9.5 10.0 Passenger 61-64 445.6 9.5 10.0 Coal 65, 66 256 8.5 Fertiliser 82, 84, 85 113.9 9.5 10.0 Grain 67, 55-56 410 8.5 11.0 Cement Silos 87-1, 87-2, 87-3, 762 10.0 12.0 Petroleum 87-4, 87-5 71, 72, 81 835 9.0 12.0 Timber 69, 70 Repairs Total berth length available is 7,963.69 m. Refrigerated store with capacity of 6,000 tons. Ro/Ro facilities available. Cement to silos and bagged in heavy cloth (no paper bags permitted). Coal: 425 ton cranes. Rate 10,000 tonnes per day. Cranes: Capacity 5 tons 50 tons. Floating cranes of 70 tons, 100 tons and 120 tons capacity. Grain: 2 silos, 148,000 tonnes and 1100,000 tonnes. Depth alongside 10.0 m. Max. size 40,000 d.w.t. El Dekheila: Located 7 km. west of Alexandria and managed by Alexandria Port Authority. Industrial Port: Access channel: Length 3.5 km. and depth 20.0 m. Turning circle: 750 m. diameter and 20.0 depth. Approach channel: Width 250 m., depth 20.0 m. One jetty (2 berths). Length 640 m. Depth alongside: Inner Berth 16.0 m. Outer Berth 20.0 m. Max. Size: 60,000 d.w.t. and 160,000 d.w.t. respectively, max.draft 18.0 m. An additional berth to handle vessels up to 250,000 d.w.t. may be constructed later. 230 ton capacity grab cranes and 2 belt conveyors for handling iron ore pellet at 1,000 t.p.h. each (average daily 11,000 tons) (900 t.p.h. for coal). Commercial Port: Access channel 1.2 km. in length is a branch off the access channel to the industrial port. Depth of channel 14.0 m. Width 210 m. 150 m. Commercial port will have over 1,500 m. of berthing space with 15.0 m. of water alongside. Cargoes to be handled will include containers, general cargo, timber, chemicals and Ro/Ro vessels. Available: 300 m. of berthing space with depth 15.0 m. and max. draft 13.0 m. Also see Bulk Cargo Facilities and Agents Report dated May 2001. BULK CARGO FACILITIES: Grain: Agents Report: June 1997. Terminal: Alexandria. Distance from sea buoys: 3.6 km. Length of dock/Length with dolphins: 365 m. Draft restriction alongside: 10 m. Commodities handled: General cargo, timber, grain, cement, coal, ores and minerals. Grains in bulk include corn, soya and wheat. Storage capacity: 2 silos, total capacity 148,000 tonnes Year built/last modified: 1987 Designed loading rate/t.p.h.: Discharge by conveyors approx. 5,000 per day Potable fresh water available: Yes, by shore line Formerly known as: Alias Mina Iskandriya Dock access by vehicle permitted: Yes Is bunkering permitted alongside?: Yes, by barges Owner/Operator of elevator: Alexandria Port Authority CONTAINER HANDLING FACILITIES: 332 tonne container gantry cranes, 232 tonne transtainers and 442 tonne forklifts. Also see Berthing. MEDICAL: All facilities available. International Vaccination Certificates required. TANKERS: Petroleum Basin: in west part of Outer Harbour, Berths No. 3 and 4, depth alongside 38 ft., max. length 700 ft., draft 35 ft. Berths No. 3 and 4: in east part of Outer Harbour. Stern to moorings. It has been reported that tankers are required to take on ballast in excess of that deemed to be necessary by the Master, even in fine weather. One Master was ordered to bring his forward draft to 21 ft. Once the vessel was alongside a charge was made for deballasting the vessel. Also see Berthing and Agents Report dated May 2001. LPG/LNG FACILITIES: Max. LOA 122 m. Max. draft 28 ft. FRESH WATER: Available by barge, and alongside most quays. FUEL: Available by barge. REPAIRS: Alexandria Shipyard: Builds vessels up to 40,000 tons. One drydock capacity 85,000 d.w.t., cranes with up to 30 tons capacity. One drydock capacity 20,000 d.w.t., cranes with capacity up to 30 tons. Fully equipped engineering workshops capable of carrying out extensive repairs alongside quays length 1,200 m. Depth alongside 11 m. Alexandria Ship Repair Co.: Ship repairs including engine repairs and boiler repair. Fully equipped workshops. The Egyptian Shipbuilding and Repairs Co.: Floating dock for ships up to 12,000 d.w.t. 100 ton floating crane. All types of hull and machinery repairs possible. HOLIDAYS: See Suez Canal. GARBAGE DISPOSAL: Drums are provided alongside and are collected every morning by Port Authority. Contact Alexandria Port Authority. Tel: 800100. WASTE OIL DISPOSAL: Three barges are available for waste oil disposal of 4 tons, 25 tons, and 250 tons capacity. Charges are U.S.$ 10/ton. Contact Marine Services Department of Alexandria Port Authority. Tel: 800100/807335. SEAMANS CLUBS: Seamans Club situated at Sidi-el-Metwally. DEVELOPMENTS: Control tower with radar and VHF being constructed. Also see Report dated 1998. SHIPMASTERS REPORT: October 1987. Documents: 12 Crew Lists. 2 Crew Declarations. 2 Manifests (Ships Stores, Bonded Stores, Currency, etc.). 1 Health Declaration. 8 Cargo Manifests. All Passports. Vaccination Certificates. Port Health Officials board on arrival. Immigration boarded with the Security Police about 3 hours after arrival. They require all passports and issue shore passes. Prior to departure they again check all passports and collect all shore passes. The Security Police seal the radio room. Customs Officers boarded 24 hours after arrival. They sealed the bond and left the beer room open. Clearance on departure is given by Agent and endorsed by Immigration. Pilot sights Clearance before departure. Pilotage: Vessels always take 2 pilots. One for Great Pass and one for Inner Harbour (Berthing). Great Pass Pilot boards about 1 mile W.N.W. of Great Pass Beacon from large launch with blue hull and white superstructure (ex-naval craft). Berthing Pilot boards inside Outer Breakwater near the Petroleum Harbour, or off New El Dekheila Mineral Jetty. On departure, Pilot leaves at the same position. The Quarantine Flag (Q) and Pilot Flag (H) must be displayed. Great Pass Pilot leaves at Great Pass Beacon. No night pilotage for tankers. Pilots operate in winds up to about Force 6, although swell is the important criteria. Approaches: The coast is low and featureless. Ras El Tin Lt. observed at 20 miles. El Agami Island and El Atta Fort observed on radar at 30 miles. Channel: Depths are as charted. The navigation marks are poor, buoys either out of position or unlit, Great Pass Beacon destroyed. The new channel of 20 m. depth to El Dekheila Mineral Berth is reported by pilots to lie 153, commencing just west of Great Pass Beacon to 31 09.20' N., 29 48.85' E. Anchorage: As per B.A. Chart No. 243 Waiting Area. Very exposed, in Winter months, can be untenable due to wind and heavy swells. Dependent on density of ships, most small vessels anchor in S.W. corner of Waiting Area. Vessels can approach coast at night, no restrictions advised. We tried to contact Port Control on VHF Channel 16 at 0300 hrs. without success, so sent telex on anchoring. We had previously advised Port Authority by telex of approach course and speed and ETA at Waiting Area. Only 2 ships waiting at anchor on this visit. VHF: Channel 16 seems to be used for all Pilot and Port operations. It is difficult to raise Pilots/Port Control at night or before 0600 hrs. Port Authority has telex which is useful - 54310 APA UN. Tugs: 8 tugs of 2,500 h.p. available. Port Regulations: Up to 270 ft. no tugs required. 270 ft. to 400 ft., 1 tug required. Over 400 ft., 2 tugs required. For Petroleum Harbour we had one tug fast forward, using ships line, entering and leaving. Tugs are well handled. Berthing: Butane for E.G.C.P. discharged at Berths No. 1 and 2 on Quarantine Breakwater in Petroleum Harbour. Both berths in a poor state of repair, fendering also poor. Vessel berthed port side alongside. Starboard anchor let go to 2 shackles approaching berth which keeps bow off forward landing (See BA. Chart No. 3119). Moorings: 3 head lines, 2 stern lines, 2 stern back springs and 2 head back springs from after end of main deck. This seems to work with no hull contact with unfendered concrete. Berths exposed to N.W. winds. Ships gangway used. Petroleum Harbour can take up to 750 ft. length and 11 m. draft. (Re-checked several times as Echo sounder and chart indicate considerably more water. With easterly wind depth can fall about 1.0 m.) Berths as per BA. Chart No. 3119, Berth No. 3 (Product Pier), vessels berth head in. Berths Nos. 4 and 5 (Crude Oil), vessels berth head out. Berths Nos. 85, 86 & 87 now flat faced to make stockyard for cattle ships, also used to load oil products from road tankers. In Outer Harbour area 10 m. is generally the maximum draft, and Pilots report channel dredged to 13.4 m. and water as charted elsewhere. Pilots report greater draft handled at Container Quay (31 10.3' N., 29 51.9' E.) New LPG (Ethylene) Sea Island in position 31 08.9' N.,29 49.13'E. Berthing on west side of island, head out starboardside to. One Pilot stays onboard throughout stay at island with 1 tug on standby nearby.

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

769

EGYPT
Mineral Pier at El Dekheila now in full operation with berthing on west face, port side too, head in. Pilots report 20 m. depth alongside. So far, vessels up to 110,000 d.w.t. handled, for iron ore and coal serving new steel mill nearby. Cargo Handling: Ambient temperature. Butane discharged for domestic use at Berths No. 1 and 2 into 33,600 cu.m. and 41,000 cu.m. pressure tanks situated 4 km. from berths. 6 in. line 300 ASA coupling. Rubber hose, ships derrick required. Maximum back pressure of 10 Bar allowed. With 5 pumps we reached 8.5 Bar. With 2 pumps and a booster pump we again reached 8.5 Bar. No Surveyor as such, Receivers Representative is very particular over gauge readings and checking sample cocks for liquid on completion. Density in air differed substantially when compared with Bill of Lading in vacuum. Generally maximum size of vessel handled is 3,000 cu.m. LPG imports for domestic use will probably stop next year when natural gas comes on stream. At present, there is one shipment every 10 days, mainly from Augusta, Sicily. VHF Channel 6 used to contact E.G.C.P. and Channel 74 for Petrogas, both are butane receivers. One Receivers Representative onboard throughout, cabin required. At LPG (Ethylene) Sea Island the maximum size of vessel so far handled is 2,600 cu.m. Believe product heated to minus 60C. on platform before pumping to Chemical Plant about 1.5 km. onshore, through undersea pipeline. Sea Island opened in June 1987. I believe it is taking in feedstock over 1 year then maybe exporting. Fresh Water: By barge at berths and inner anchorage, and in calm weather at El Dekheila area and Waiting Anchorage. General: Difficult to contact Agent in port. Make sure everything locked and sealed. We kept just one door unlocked. Lifeboats half out and all fire hoses charged and 2 ships crew on duty at night. Not necessary to employ watchman or use garbage boat, however you will be encouraged to do so. Rat guards are required on all lines. Development/Changes: 1. El Dekheila Mineral Jetty now open, berthing on west face, two large grab gantries in use. 2. Container Quay under construction just south of El Agami Island. 3. Area to west of New Mineral Jetty all built up with flats and houses. Believe El Dekheila Airport no longer exists. 4. Petroleum Harbour Berths No. 85, 86 and 87 formed into Livestock quay by extending Quarantine breakwater inshore face line 150 to shore line and infilling. 5. Signal Station Tower (conspicuous) in position 31 09.65' N.,29 51.10' E. just behind livestock jetty, although of modern construction with microwave dishes, Pilots report not used. 6. New Port Authority Control Tower (conspicuous) with radar scanner on top at Coal Quay (31 11.25' N., 29 52.10' E.). 7. Outer breakwater S.W. Lt. in position 31 09.92' N., 29 50.68' E. Fl. R. 4 secs. 8. Quarantine breakwater lighthouse in position 31 09.93' N., 29 50.95' E. Qk. fl. 2 G. ev. 3 secs. 9. Kamaria Port (works in progress 1984) completed with 2 moving discharge suckers associated with adjacent grain silo. 10. Expunge hulk in position 31 10.12' N., 29 51.22' E. 11. Floating Dock located in position 31 09.10' N., 29 48.18' E. 12. LPG Terminal located in position 31 08.90' N., 29 49.13' E. 13. Expunge Approach Buoy in position 31 10.95' N., 29 47.55' E. 14. Fairway Buoy in position 31 10.25' N., 29 48.15' E. is unlit. 15. Great Pass Beacon partly destroyed and unlit has been replaced by light in position 31 10.00' N., 29 48.45' E. 16. No. 8 Buoy in position 31 09.70' N., 29 49.65' E. is unlit. 17. There is a new light at Head of New Mineral Jetty (Fl.G.) in position 31 08.38' N., 29 48.48' E. 18. There are 2 new unlit pillar buoys (Green) in position 31 09.40' N., 29 49.75' E. and 31 09.20' N., 29 48.18' E. 19. Naval Base in position 31 11.20' N., 29 51.50' E. is a prohibited area. SHIP OFFICERS REPORT: 1995. Berth: Molasses berth. Location: Lat. 31 10.2' N., Long. 29 51.2' E. Vessel: Tanker. Berthing: The vessel berthed stern to, bow to the entrance with the vessel lying N.W. S.E. between Berth No. 71 and the shipyard. Mooring: The ship was berthed stern to the quay, ships head-out. Mooring arrangement was 2 breast lines on either quarter and 2 stern lines. All mooring line leads were secured to conventional mooring bollards, and short to medium in length. Both anchors were used, 6 shackles of cable on the port anchor and 7 shackles of cable on the starboard anchor (See Plan). Ladder: The ships ladder was lowered on the port side, distance off the quay approximately 80 m. Cargo Handling Facilities: The cargo handled was molasses, through a single flexible cargo hose pipeline over the stern, so connecting the shore to the ships cargo manifold. The gap between the quay and the ships stern was approximately 25 m. To span this gap, the hose was supported by 2 pontoons. The molasses tanks are located about 75 m. from the quay, the other side of the railway line. On the starboard quarter, laying alongside the quay, there were coasters working molasses cargoes (See Plan). REPORT: 1998. El Dekheila: 2 Grain Terminals under construction for vessels up to 80,000 tonnes d.w.t. Facilities include storage for 120,000 tonnes and 2 unloaders with 1,400 t.p.h. capacity. Completion expected mid-1998. RADIO OFFICERS REPORT: October 1999. Vessel: Car carrier, 12,000 d.w.t. Cargo: Motor vehicles. Documents: The following documents are to be prepared prior to calling at the port of Alexandria: Quarantine: 1 Maritime Declaration of Health (Egyptian form). 1 Crew List. 1 Vaccination List. 1 Provisions List. During manoeuvring 2 Port Officials boarded the vessel and required the Sanitary Free Pratique issued when the vessel cleared the Suez Canal. Customs: 2 Crew Lists. 2 Stores Lists. 2 Personal Effects Declarations. 2 Personal Effects Lists. The Customs Officers eventually sealed the Bonded Stores, but not the radio transmitter. Immigration: 2 Crew Lists. 1 Nil List. 1 Passport Control Office Declaration (Egyptian form). 1 Declaration of Departure (Egyptian form). 2 Crew Personal Effects Declarations. Immigration Officer boarded the vessel just before departure and clearance was given to the Pilot. Port State Control: During the vessels stay at the port, Port State Control (PSC) inspected the vessels recently issued PSC Certificate. The Port Official will also inspect the vessels other certificates. After completion of inspection, the vessel will be issued with a photocopy of the Egyptian PSC Certificate. Be extra cautious, check the identification of the PSC Official, as some unscrupulous persons may present themselves asking for gratuities. Surveyor: 2 Cargo Manifests. 1 Ships Particulars. During berthing, the first person to arrive on board will be the surveyor. Agent: 1 Crew List. 1 Ships Particulars. The Agent will take the following original ships certificates ashore: Ships Register. Safety Construction Certificate. Safety Equipment Certificate. Safety Radio Certificate. International Load Line Certificate. International Tonnage Certificate. IOPP Certificate with Minimum Safe Manning Supplement. Hull and Machinery Class Certificate. Cargo Securing Manual (photocopy only). Dry Docking Certificate (photocopy only). Officers and Engineers Certificates (depend upon the vessel register). Security: Make sure all accesses to the interior spaces of the vessel are locked, and that only one door is left unlocked for access to the accommodation to the outer decks. Gratuities: During our stay at the port, the Pilot persistently asked for gratuities, and a lineman and boatman asked for a carton of cigarettes. AGENTS REPORT: May 2001. Terminal: MIDTAP Marine Terminal Jetty. Berths: 91/A, 91/B and 91/C. Location: The MIDTAP jetty is located 7 km. west of Alexandria Port at El Dekheila. General Description: Refined products from the MIDOR Refinery in the Amrya General Free Zone, 29 km. west of Alexandria, are loaded at the jetty. The first vessel to load gasoline berthed at the jetty in April 2001. Max. Size: Max. S.d.w.t.: 50,000 tons (Oil Berths) 25,000 tons (Coke Berth) Max. LOA: 190.0 m. (West Oil Berth) 230.0 m. (East Oil Berth) 173.0 m. (Coke Berth) Max. Draft: 12.2 m. (Oil Berths) 10.1 m. (Coke Berth) Max. Beam: 20.0 m. Max. Bow to Centre of Manifold: 120.0 m. Max. Stern to Centre Manifold: 110.0 m. Berths: The minimum depth in the approaches to the berths is 16.0 m. and at the oil berths 13.6 m. Ballast : There are ballast discharge facilities for up to 7,500 tons at U.S.$ 2.00/ton. Cargoes Handled at the Terminal: Oil Products: Gasoline 92, gasoline 95, kerosene and diesel oil. Dry Bulk: Green coke. Overhead Obstructions: None. Operator: Middle East Oil Tankerage and Pipelines (MIDTAP). Suppliers: MIDOR (The Middle East Oil Refining Company). AUTHORITY: Alexandria Port Authority, 106 El Horreya Street, Alexandria, Egypt. Tel: 20 (3) 483-1640. FAX: 20 (3) 482-9714. Telex: 54310 APA UN. Contact: Rear-Admiral Hasan Hosny Amin, Chairman. Rear-Admiral Kamel El Nahta, Vice Chairman. Admiral Hamdy, General Manager. Admiral Mahmoud Yousef, Harbour Master.

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

EGYPT DAMIETTA: 31.28 N. 31.46 E. (See Plan)


LOCATION: Damietta Port is located on the estuary of the River Nile, approximately 70 km. west of Port Said and 250 km. east of Alexandria. Access is via an entrance channel from the north which is 11 km. long and 300 m. wide, reducing to 250 m. when approaching the breakwaters. This channel is marked by 18 buoys. Depth is 15 m. The port is linked to the River Nile by a navigational channel which is 4.5 km. long, 90 m. wide and 5.0 m. deep. The east breakwater extends for 540 m. and the west breakwater for 1,500 m. DOCUMENTS: Arrival Declaration. Crew List. Cargo Manifest. Cargo Plan. Health Certificate. IMO Cargo. Bills of Lading (To be presented with copies of the Manifest at time of report). Berthing Request. Letter illustrating vessels ETA. Vessel Travel Letter. Letter from Customs Department. Letter from Quarantine Department. Travel Licence sealed by Marine Inspection and Control Department. APPROACHES: The Entrance Channel is 11 km. in length, 250 m. 300 m. wide and has a depth of 15.0 m. PILOTAGE: Compulsory for all vessels over 300 g.r.t. Vessels proceeding to Damietta Port are to inform Damietta Port Authority by cable 7 days and 24 hours before their arrival. On arriving at the waiting area, the Master must call the Pilot Station by VHF Channel 16 and advise time of arrival, draft, length, cargo, etc. Vessels are advised to approach through the northwestern side of the waiting area. Vessels are not allowed to approach the Access Channel without a Pilot on board. ANCHORAGES: The Waiting Area is located about 11 km. north of the port entrance and is marked by 5 light buoys. MAX. SIZE: The port can receive vessels up to 250 m. LOA, with draft 12.5 m. for bulk and container vessels, and draft 11.0 m. for general cargo vessels. HEALTH: Usual international health regulations are to be observed. VHF: Port Authority on VHF Channel 16 throughout 24 hours, working on Channel 14. TUGS: 4 tugs of 1,200 h.p. 3,500 h.p. available. Tug Requirements: Vessels up to 122 m. require 1 tug. Vessels over 122 m. require 2 tugs. A third tug is available at Masters request. Tugs compulsory for vessels over 2,000 g.r.t. Ships lines used on departure. BERTHING: Berths No. 1 4: For container vessels Length 250 m. each and depth 14.5 m. Berths No. 5 8: For dry bulk and general cargo vessels Length 200 m. each and depth 12 m. Berths No. 9 12: For general cargo Length 200 m. each and depth 12.0 m. Berths No. 13 14: For bulk grain carriers Length 300 m. each and depth 14.5 m. Ro-Ro berth with max. draft 36 ft. Loading and discharging at bulk berths by shore equipment. For general cargo, by shore equipment or ships own gear. For container berths by terminal equipment. CARGO HANDLING FACILITIES: Warehouses and Yards: Type No. Space (sq.m.) General cargo warehouses 4 20,000 Container warehouses 2 9,280 Refrigerated space 1 3,000 General cargo yard 1 165,000 Container yard 1 256,000 Packed cargo yard 1 144,000 Cargo Gear: Owned by DPA: Type No. Capacity (tons) Quayside cranes 2 30 Tower crane 1 40 Tower crane 1 25 Telescopic cranes 3 Tower cranes 3 Suction units 3 700 t.p.h. Conveyor belts 2 700 t.p.h. Owned by DCHC: Quayside gantry cranes 6 40 Mobile cranes 12 40 Mobile cranes 2 25 Transtainers 3 15 Quayside cranes 3 25 Forklifts 11 3/5/15 Tractors 30 BULK CARGO FACILITIES: Silo with total capacity of 150,000 tons of grains. Two berths are devoted to serve the silo and can accommodate vessels up to 80,000 d.w.t. Two automated, mobile extractors with a capacity of 700 tons/hr. each. Means of extracting grains from the silo by trucks, cargo trains, and river barges. 5,000 sq.m. shed to pack grain in sacks at a capacity of 3,000 tons/day. Computerised and remote control for all loading, transport, and extracting operations. Electronic and ground scales for outgoing and incoming grains. Agents Report: June 1997. Terminal: Mina Dumyat. Distance from sea buoys: 11 km. Length of dock/Length with dolphins: 600 m. Draft restriction alongside: 14.5 m. Commodities handled: Grains in bulk, mainly soya, soyameal, wheat, corn Storage capacity: Silo capacity 100,000 tonnes. The grain silo has 6 pouring cells and 2 grain suction unloaders. Year built/last modified: 1986 Designed loading rate/t.p.h.: Two suction unloaders with 700 t.p.h. Potable fresh water available: Yes, by pier connection Formerly known as: Alias Mina Dumyat Dock access by vehicle permitted: Yes Is bunkering permitted alongside?: Yes, by barges by Copetrole Owner/Operator of elevator: Damietta Port Authority Largest vessel loaded: 80,000 d.w.t. BRIDGES: None. STEVEDORES: Stevedoring undertaken by Load and Discharge Co. which is affiliated to DCHC. MEDICAL: Hospitals available at Ras el Barr (6 km.) and Damietta (8 km.). Inoculations and vaccinations can be carried out. Advance notice only required in an emergency. POLLUTION: (a) Purification boat equipped with a floating waste collection basket. (b) A double unit for oil skimming. (c) Waste reception unit. (d) Self-propelled oil skimmer. (e) Two oil skimming static units. (f) 1,000 m. floating fenders. (g) Unaerated high pressure pump. (h) Gas detection device. (i) Disperser for chemicals. DENSITY: 1015. FRESH WATER: Available at berths. FUEL: All grades available by barge. CONSULS: At Port Said. REPAIRS: Minor repairs undertaken by Damietta Port Authority. DRY DOCKS: Shiplift for up to 450 tons. SURVEYORS: Lloyds and ABS. CUSTOMS ALLOWANCES: 200 gms. tobacco or 200 cigarettes and one litre of spirits permitted for each crew member to be held out of bond per week. AIRPORT: Port Said 60 km., Cairo International 180 km. TIME: GMT plus 2 hours. HOLIDAYS: Mouled el-Naby, Sham el-Nessim, Labour Day, Revolution Day, Ramadan Bairam, Armed Forces Day (October 6th), Courban Bairam, Hejra New Year. All holidays can be worked as overtime. POLICE/AMBULANCE/FIRE: Police 057-325934; Ambulance 057-322217; Fire 057-325967. EMERGENCY CO-ORDINATION CENTRE: Contact Pilot Station at Damietta Port Tower by VHF Channel 16, or telephone 057-325964. SERVICES: Firefighting tugs and trucks are available, also international telephone, post and telex services. BANKS: The Port Authority deals with following banks: National Bank of Egypt, Damietta branch; National Investment Bank and Central Bank of Egypt, Cairo main branches. STORING: See Prelims. 1. Ships can be stored by trucks or barges. 2. Yes. 3. Yes. 4. Yes. 5. Yes. 6. Yes. SHIP SUPPLY SERVICE: Available by boat in the Waiting Area or by shore facilities alongside the berths. SHORE LEAVE: Crew members are allowed ashore within range of Damietta Town. Short/quick visits to adjacent cities can be arranged through Agent. IDENTIFICATION CARDS: Seamens Passports are sufficient. GARBAGE DISPOSAL: Following facilities available: 1. For dirty ballast 700 tonnes capacity sea tanker. 2. For oily bilge water 700 tonnes capacity sea tanker. 3. For food waste and cargo associated waste Garbage vehicle with 10 cu.m. capacity 4. For maintenance and other types of waste, two floating units for waste disposal and sediment collection. WASTE OIL DISPOSAL: SeeGarbage Disposal. DELAYS: None. GENERAL: Port Free Zones: Industrial free zone, totalling 82 hectares for port related industrial projects. Commercial free zone, totalling 210 hectares for storage projects of international products and their re-distribution among consumer countries. Above zones are adjacent to port area and entertain all advantages of world free zones including export, import, taxes, customs dues and currency constraints exemption. Private free zones are also existing for specific projects inside port limits. They are rapidly growing in number and work scale. All necessary infrastructure elements have been provided to ensure smooth work in these areas. DEVELOPMENTS: Completed: Construction of storing yards totalling 86,000 sq.m.. Construction of 4 metallic sheds 5,000 sq.m. each and 4 others of 3,000 sq.m. each.

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

771

EGYPT
New roads have been established totalling 17.5 km. in length, width between 4 m. 16 m., covering a space of nearly 130,000 sq.m. Four gantries have been modified by upgrading their height and outreach to better handle 4th generation container motherships. Buoys of the navigational channel have been connected electronically plus supply of navigational radar for the traffic tower to monitor vessel traffic. Also cathodic protection network has been reinforced. Grain silo capacity has been increased by 50% and now receives 150,000 tons, also a third suction unit with 700 t.p.h. capacity has been installed. The private sector is encouraged to undertake general cargo and grain handling operations to achieve higher handling rates. Underway: Construction of the main road linking the port entrances with the grain silo, 1.5 km. long and 20 m. wide. The marine services berth is being improved to cope with increased number of marine service units to better handle growing number of ship traffic. Studies are underway to develop the container terminal and to reinforce container berths to match gantries up to 55 tons and to cope with new generations of container vessels. An investors service complex totalling 10,000 sq.m. is currently under construction to encourage and attract businessmen to perform various port related activities. An enquiry has been launched for the construction of grain Berth No. 13, 550 m. long extension, in collaboration with EEG and Port Autonome de Marseilles, France. AUTHORITY: Damietta Port Authority (DPA), P.O. Box 13, Damietta 34511, Egypt. Tel: 20 (57) 325-940/41/42/45. Telex: 63024 Dampa UN. FAX: 20 (57) 325-930. Contact: Rear Admiral Essam Badawi, DPA Chairman (Tel: 325926-7). Rear Admiral Mostafa Khatab, DPA Deputy Chairman (Tel: 325928-9). Captain Ibrahim Shafeik, Harbour Master (Tel: 325964). Rear Admiral Eng. Mohamed El-Belassey, General Manager, Engineering. Brigadier Yousef Badr, General Manager, Planning. Galal Nouzha, General Manager, Finance. Mohaed Lotfy, General Manager, Information Centre. Mahmoud Rashwan, General Manager, Personnel. Ibrahim El-Meniar, General Manager, Legal Affairs. BALLAST: Deballasting Facilities: Available at East Zeit Terminal. Shore facilities can accept up to 75,000 bbls. over 12 in. floating hose connected for this purpose. If Master will require deballasting of clean cargo tanks ballast while loading in operation, letter should be submitted to the terminal that all bulkheads are fully tight and no leakage to avoid any contamination. Master on behalf of Owners and/or Charterers will bear all costs and expenses for cleaning operations required to remove any pollution which might occur due to pumping ballast overboard as well as a fine of U.S.$15,000. Note: Master advised that ballast facilities were not available in November 1992. NOTICES: S.B.M. can accommodate tankers up to 128,000 tons d.w.t. under the following restrictions: (a) 7 10 days advance notice for lifting. (b) During loading operation, tankers to maintain 35% of its deadweight, subject to ensuring that ships propeller is fully submerged. (c) Maximum wind 25 knots. (d) Tanker trim upon arrival is 4 ft. 6 ft. by stern. (e) Maximum wave height 6 ft. (f) Maximum current 1.0 knots. (g) Tanker to keep 30 ft. draft limitation during loading. (h) Mooring shall be attempted during north to south current conditions only. (i) Tanker shall approach the S.B.M. from south only. (j) No mooring attempts shall be made when the prevailing wind is from S.E. and S.W. directions and is stronger than the effective current. SHIPMASTERS REPORT: August 1989. Vessel: 89,000 tons d.w.t. The Pilot for the Esso SBM prefers vessel to arrive at about 0400 hrs. (i.e. berthing at daylight), so it is not necessary to delay vessel to arrive at 0600 hrs. Pilot will board between the 2 SBMs. The Nly SBM (red) is for Esso cargoes, and the Sly SBM (yellow) for SUCO cargoes. While mooring to SBM, 2 seamen are required to standby aft with a heaving line, ready to give a mooring line to towing tender if necessary. Papers arrive on board about 4 hours after completion of loading. Once loading finished, ullages taken and ships figure obtained. Vessel can unmoor and anchor in waiting area, where cargo sampling may be carried out. OPERATOR: Esso Suez Inc.

EAST ZEIT TERMINAL: 27.51 N. 33.36 E.


LOCATION: The C.A.L.M. is located in position Lat. 27 51' N., Long. 33 36' E. and is approximately 85 km. north of Hughada. ANCHORAGES: Tanker should call East Zeit Terminal before approaching and enquire if necessary to drop anchor in the anchorage area. Vessel is not permitted to anchor outside the anchorage area. Waiting Area: South of C.A.L.M. The southern half of a circle of 1 mile radius around position: Lat. 27 48.5' N., Long. 33 37.0' E., depth 20 m. 44 m. with 39 m. at centre. RESTRICTIONS: No night berthing. Unberthing at any time. MAX. SIZE: Max. 85,000 tons d.w.t. fully loaded. Min. d.w.t. of tanker 35,000 tons Max. length 838 ft., but distance bow to manifold not greater than 450 ft. Max. draft 60 ft. (depth 95 ft.). Also see Notice. RADIO: Tankers calling at East Zeit Bay must send ETA message 72, 48 and 24 hours before arrival at the terminal to Esso Suez Inc., office Telex No. 21148 Esosz Un, addressed to Exploresso for East Zeit Terminal attention Marine Supervisor, via any coastal radio station: Port Said (Suez and Kosseir). The Notices must also be sent to the Egyptian General Petroleum Co. (Supply Sector). ETA messages to Esso Suez Inc. should give the best estimates of ships arrival time at the terminal. This ETA message should also include a definite statement of details of any equipment required from shore for connecting 12 in. floating hoses. Bearing in mind that such hose needs tanker to be equipped with crane classed/certified up to 10 tons capacity. Master must call East Zeit Terminal 4 hours prior to arrival on VHF Channel 13 which is considered the calling (by the vessels side only) and working channel, Channel 16 may be used in an emergency. VHF: See Radio. BERTHING: Terminal Facilities: C.A.L.M. (Catenary Anchor Leg Mooring). Cargo hose 16 in. type, with Camlocks. Max. loading rate for crude oil 3,000 tonnes/p.h. Loading from port side. Tankers must be equipped with a derrick with minimum 10 tons capacity. If cargo hose or connection is different, Master should contact Esso Suez Terminal Office 72 hours prior to his arrival at East Zeit stating the tanker hose and connection type. Mooring facilities on tankerss bow should be ready prior arrival. Tanker must be trimmed about 4 ft. by the stern and have adequate ballast for manoeuvring. Vessels not fitted with either a Smit Bracket or chain stopper must have one set of bitts on the focsle head certified to S.W.L. of 100 tons.

HAMRAWEIN: 26.15 N. 34.12 E.

(See Plan)

APPROACHES: Daytime Leading Marks: Front mark: Lat. 26 15' 05.984" N., Long. 34 12' 01.622" E. Rear mark: Lat. 26 15' 01.46" N., Long. 34 11' 54.95" E. BERTHING: Length of quay 67 m. Max. draft 33 ft. Conveyor belt and mechanical apparatus available. Daily average loading rate 4,000 tons. In addition to mooring bollard on the quay there are 4 mooring buoys. SHIPMASTERS REPORT: April 1988. As berthing is carried out during daylight hours only, vessel should adjust ETA accordingly. The nearest anchorage is at Quseir, about 8 miles to the south, where good anchorage is obtained about 2 miles offshore (See B.A. Chart No. 3043). Radio: Quseir Radio SUK. Health: Quarantine inspection for Pratique can be done at berth or at anchorage at Quseir. Pilotage: Arranged by Agent or Misr Phosphate Co. There is no VHF communication with berth or pilot boat. Pilot boards about one mile east of the breakwater by a motor launch displaying flag H. Vessel may give a few blasts on the whistle to attract attention. Pilot is unlicensed and does not speak English. It is advisable to discuss mooring plans with him prior to approaching the berth. It is further recommended that the Master should con the vessel himself to avoid confusion due to difficulty in communication. Vessel should have good long ropes ready to be sent out to the mooring buoys from quite a distance away. There are no tugs available and the vessel is turned around by warping. Vessel should be prepared to join 2 ropes together if length of one is insufficient. Extreme care is advised as windshifts can be quite abrupt and this vessel had to abandon attempts to berth mid-way through approach and put to sea and wait for the wind to subside. Tugs: No tugs available. Berth Facilities: The berth is exclusively operated by the Misr Phosphate Co. for loading rock phosphate in bulk. There is a mechanical loader with 2 loading chutes about 50 m. apart. They are stationary and only one is used at a time. The vessel has to be warped forward and aft to bring the appropriate hatch under the chute. General: Limited quantities of fresh provisions are available. Watchmen and garbage disposal services were provided by the same supplier. Masters are advised to scrutinise all bills thoroughly prior to signing as attempts are made to obtain signature on blank bills on the pretext that they are requisition slips. SHIPMASTERS REPORT: January 1989. Location: Lat. 26 15.5' N., Long. 34 12.2' E. Hamrawein Phosphate Terminal has a single jetty of 67 m. length and belongs to Misr Phosphate Company, Hamrawein. There are 2 mooring buoys. There are no leading beacons as mentioned in NP.64. All mooring operations and pilot are arranged by the shippers (Misr Phosphate). Port Limits: 4 nautical miles off the coast.

772

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

EGYPT
Documents: Register, Safety Construction Certificate, Load Line Certificate, I.O.P.P., Safety Equipment and Safety Radio Certificates. 4 copies Crew List. 2 copies Stores List. 2 copies Crew Declaration. 2 copies Currency Declaration. Free Pratique is usually granted after berthing when vessel boarded by Quarantine Officials. Pilotage: Pilot is compulsory and boards 2-3 cables north of the North Mooring Buoy. The vessel is then turned around and re-approaches the North Mooring Buoy. Approaches: Vessel should approach from sea, heading for the North Mooring Buoy. Vessel sets south towards the dangerous reefs which can be visually seen or picked-up on radar when at close range. The reefs are not marked by buoys, etc., but can be recognised by change in water colour. Anchorage: The only anchorage available is one mile east of Kossier, as marked on B.A. Chart 3043. Maximum Size: Vessels drawing 33 ft. can be accommodated. Radio: Kossier Radio, call sign SUK, is recommended for all communications with agents, shippers, etc. There is no VHF or WT station at the Terminal. There is no contact with pilot as pilot boat is not equipped with a radio. The pilot boarded from a rowing mooring boat with the pilot flag hoisted. The pilot boat was out of order. Tugs: Not available. Berthing: Vessel heads for the north end of the breakwater, keeping close to the North Mooring Buoy on the starboard side. When 30 m. off the breakwater, starboard anchor is let go to 4 shackles in water and vessel is swung around to make fast port side alongside. Mooring boat is used for sending lines ashore. A line is also made fast to the South Mooring Buoy. This assists when leaving the berth. Loading: Two chutes are available with a good outreach, but only one can be used at a time. Vessel has to be shifted fore and aft frequently to place holds in position for the fore and aft chutes. Loading rate is high and a maximum rate of 7,000 tonnes per day can easily be achieved. Medical: Seamen can be sent to doctor at Kossier or Safaga, after special permission granted by Immigration. Advance notice required. Density: Average 1029. Fresh Water: Not available at berth. Water has to be ordered from Safaga by barge. Rate U.S.$22.00 per tonne, with minimum supply of 200 tonnes. Fuel: Not available locally. Any requirements to be obtained from Safaga. Repairs: No facilities available. Customs Allowance: 200 cigarettes. Beer allowed. No liquor except wines allowed. Watches, clocks, radios, cassette recorders, cameras, T.V. and videos are placed under seal by Customs. Repatriation: Facilities exist for repatriation and for crew changes. Airport: Nearest airport at Hurghada, which has regular flights to Cairo. Shore Leave: Generally no shore leave allowed. If permitted, shore passes required. Provisions: Fresh provisions and meat available and supplied by ship chandler from Kossier. No bonded items available. Authority: Misr Phosphate Company, Hamrawein (Red Sea), Egypt. Tel: (Kossier) 39. Cables: Hamerpho, Kossier. BERTHING: 2 good lines must be ready on the forecastle to be sent to the buoy plus a further 2 lines for use as messengers. Ships lifting gear must be ready near the port manifold for lifting and connecting 212 in. hoses, with proper reducers if the manifold does not fit 12 in. hose with 150 ASA standard flanges. The total weight per hose assembly is approximately 5 tons. Maximum loading rate is 3,700 t.p.h. A pilot ladder must be safely rigged for immediate use and long enough to reach the Mooring Masters launch. At night adequate lighting must be rigged overside to enable the Mooring Master to approach and board the ship safely, and searchlights should be rigged on both sides of the bridge to assist in running lines to the buoy. MEDICAL: Nearest hospital facilities are at Alexandria, at least 90 minutes drive from the terminal. First Aid could be provided and if necessary, transportation to hospital in Alexandria. BALLAST: No dirty ballast may be pumped overboard, and it is the ships Masters responsibility to ensure that no oil whether crude, diesel, bunker or bilge is pumped or spilled into the waters of and surrounding the Terminal. Ballast can be pumped ashore through one or both of the floating hoses direct to disposal facilities on shore. FRESH WATER: Not available. FUEL: Not available. CUSTOMS ALLOWANCES: Present regulations at El Alamein allow each seaman to retain in his possession a maximum of 50 cigarettes or 1 ounce of tobacco or 5 cigars. All other smoking items must be collected and listed before arrival. The list will be checked by Customs before sealing the locker, and any discrepancies will be subject to fines. AUTHORITY: Western Desert Operating Petroleum Company (WEPCO), Borg El Saghr Building, Safia Zaghloul Street, P.O.Box 412, Alexandria, Egypt. Tel: 20 (3) 495-9203, 491-8169. Telex: 54075 Un. FAX: 20 (3) 493-4016. Cables: Wepoil Alexandria. Email: wepco@cns.sisnet.net Contact: Ahmed Gabr, Operations Manager.

RAS BUDRAN: 28.56 N. 33.10 E.

(See Plan)

MARSA AL HAMRA (El Alamein): 30.59 N. 28.52 E.


LOCATION: WEPCO Terminal: The Mono Mooring Buoy is in an open and unsheltered roadstead. The mooring buoy is located at Lat. 30 58' 07.5" N., Long. 28 52.2' E. It is 53 miles on a bearing of 255 from Ras-el-Tin Lighthouse, Alexandria, and 3 miles offshore in approximately 66 ft. of water. DOCUMENTS: 4 Crew Lists. Deck log books showing date of last call at a A.R.E. port, completed up to the time of arrival. Quarantine Questionnaire in duplicate (Form No. 15 Q.A.) showing all ports of call, as well as dates of sailings for the last 30 days, nature of cargo on board, destination, as well as sickness among crew or passengers, if any, specially when it is presumed that the sick will be hospitalised. These forms can be filled on arrival if not available on board before arrival. Derat Certificate should be handy for inspection. Clearance from Last Port. Bonded Store List, in duplicate. Crew List and Passenger List in duplicate. PILOTAGE: The S.-S.W.-W. quandrant from the buoy is a Prohibited Anchorage Area. Gebisa Reef is at Lat. 30 58' 30" N., Long. 28 49' 10" E., at 2.7 miles on a bearing of 260 from the buoy. The mooring buoy carries a light, flashing red 6 times per minute, and visible all round to a distance of 4.5 5 miles in clear tropical weather. It also has a fog horn, sounding U and a radar reflector. Surface current sets East at 10 miles offshore at the rate of 1 knot. Maximum rise and fall of tide in the mooring area is 2 ft. Vessel arriving should approach to within 2 miles North of the buoy, where they will be met by the Harbour Master or Pilot who will advise the ships Master on approaches to the mooring buoy, mooring and unmooring. ANCHORAGES: 15 miles N.E. of SBM. RESTRICTIONS: Normally vessels are moored during daylight hours only, but permission can be obtained to sail at night. MAX. SIZE: 100,000 d.w.t. Max. draft 38 ft. HEALTH: Hoist International Code Quarantine Signals when entering. Any sickness must be reported to local authorities. VHF: Ships nearing Al Hamra Terminal may contact the terminal by FM/VHF radio on 156.70 MHz or 2182 kHz. While at the mooring, ship-to-shore communication is by portable VHF radio-telephone units, under the direct charge of the Mooring Master. The terminal uses VHF Channel 10 for all communications. TUGS: Not available and not required.

LOCATION: Ras Budran is an open area, unsheltered roadstead. There are presently 5 large storage tanks with a total capacity of 120,000 cu.m., painted a pale yellow colour. To the north of the tank farm is the production area with ballast receiving and treatment facilities. There is a flare structure S.E. of the storage tanks and another small flare on the production platform in position: Lat. 28 58.2' N., Long. 33 07.8' E. located 2.3 miles north of SBM. Vessel will moor to an SBM located 2.3 miles off Ras Budran Lighthouse on a bearing of 260(T). The yellow painted SBM is located in a water depth 34 m. in position: Lat. 28 56' 05" N., Long. 33 07' 49" E. The SBM has an orange light, visible 5 miles. Cargo vessels can be loaded and/or discharged alongside the jetty at Ras Budran. The length of the jetty is 120 m. and the depth of the water is 6 m. PILOTAGE: SUCO (Suez Oil Company) Pilot/Mooring Master boards approximately 2.0 nautical miles west of SBM with mooring gangs. Pilot will normally meet and embark incoming vessels at Lat. 28 51' N., Long. 33 06' E. Vessel provides leeside on a course away from the shore. Pilot ladder and/or accommodation ladder should be kept in good order, cleaned and should be of adequate length and strength. Ladder should be provided with a safety line. A light shall be provided at night so that the pilot ladder is adquately lit. When Mooring Master boards, he will advise the Ships Master, on the approach to the SBM, arrangements for mooring and unmooring, connecting of the hoses and all other operations within the mooring area. The Mooring Master will submit and receive from the Master all forms, documents and papers required, to be filled in and signed or received by the ships Master. ANCHORAGES: SUCO will make every effort to moor ships arriving according to the agreed schedules as promptly as operational circumstances permit. If mooring is not possible, vessel will anchor in Anchorage Area in position: Lat. 28 52.5' N., Long. 33 06.9' E., Area within 1 nautical mile radius of this area has been surveyed and is considered clear of any obstruction. Anchoring outside the area is strictly prohibited. The ground at Anchorage Area is sandy mud. RESTRICTIONS: Weather conditions may prevent berthing. This is the case when wind speed exceeds 25 knots. Vessel will then remain in the anchorage until weather improves. Daylight berthing only. Unberthing anytime. MAX. SIZE: 35,000 tons (s.d.w.t) to 250,000 tons (s.d.w.t) with a max. permissible draft up to 18.0 m. and LOA 500 ft. 1,130 ft. HEALTH: Masters are to indicate in their ETA, notification of any sickness on board. SUCO will arrange with Health Authorities if so required. RADIO: 72 hours, 48 hours and 24 hours prior to vessels Estimated Time of Arrival (ETA), the vessel should send their ETA to the SUCO head office (attention P. and F.) General Manager. 12 hour and 6 hour messages to be sent through Ras Budran Radio on VHF Channels 12 and 16. All ships Masters are kindly requested to hand the following original documents to the SUCO Mooring Master upon his arrival on board: Certificate of Registry. Load Line Certificate. Safety Certificate. The above documents will be returned when the cargo documents are delivered on board the vessel. VHF: Ras Budran Radio listens on Channel 16 and works on Channel 12. Marine Budran Radio works on Channel 74 from 0700 hrs. to 1800 hrs. The Terminal listens on Channel 16 and works on Channel 12.

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

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EGYPT
TUGS: 21,000 h.p. mooring boats available to assist with mooring and hose connection. The boats are equipped for anti-pollution operations. 1 fire fighting tug is available on a standby basis whilst loading operations are in progress. BERTHING: All mooring equipment is available and will be placed onboard the vessel when Mooring Master boards. A vessel can make the final approach and moor to buoy from any direction bearing in mind prevailing weather and tidal conditions. The approach shall be made from the direction which is consistent with a safe approach and speed shall be subject to the prevailing forces (i.e. wind, current and tidal stream) at the location at the time of berthing with the assistance from mooring boats stationed at the buoy. Once moored the vessel is free to turn through 360 under the influence of the prevailing forces. A Deck Officer must be on the forecastle from the time the Mooring Master boards the vessel until the vessel is finally moored. During the time the ship is moored, the engine must be ready with full power for immediate use. Notice of Readiness: Arrival time will be considered the time the vessel arrives at anchorage area. Notice of Readiness will be accepted when the vessel is ready in all respects to receive her cargo, when moored to the SBM and hoses have been connected. Responsibility: At all times the ships Master will be held responsible for his own ship, in addition to the safety of the SBM. The company Mooring Master will advise the vessels Master in respect to hazards. This is subject to the understanding that in all cases and circumstances the ships Master shall remain, solely responsible, on behalf of his Owner and/or Charterers for the safety and correct manoeuvering of his ship. In case of any damage, the ships Master shall co-operate fully to enable the Marine Manager and other authorities to investigate and survey such damage. Vessel Refusal: SUCO reserves the right to decline to moor a specific vessel should it consider that such vessels condition or facilities are unsafe. Vessel Trim: Vessel to be trimmed not more than maximum 6 ft. by the stern with appropriate ballast to ensure that the propeller is completely submerged. Emergency Towing Wires: Once the tanker is completely moored, emergency towing wires should be rigged aft. HOSE CONNECTION: 16 in. standard 150 ASA flange connection for crude oil and ballast hoses. Port derrick with minimum 10 tons SWL rigged for max. height and load lifting. Ships crew shall be responsible for connecting and disconnecting hoses, with assistance of shore crew. A quick-release coupling (camlock) is connected to each hose end and is to be used as follows: 1. In case of emergency the butterfly valve shall be immediately closed and quick release coupling immediately disconnected. 2. Do not hammer but try to use the camlock wrench supplied or use copper hammer only. 3. Tanker should be ready with reducer if its manifold is not 16 in. 4. Bags of sand to be available. 5. Weight of the hose is approximately 6 tons. Watch Keeping: During connecting and/or disconnecting the hoses, a responsible Officer should attend the operation. During loading, whether the weather condition is rough or calm, a responsible Officer must be on deck checking on mooring gears at the forecastle. MEDICAL: In case urgent medical assistance is required the vessel should contact SUCO Marine Manager by VHF radio. A doctor and medical facilities are available but no hospital in the area. CARGO OPERATIONS: Upon being informed by the vessels responsible Officer that vessel is ready to start loading, Mooring Master will normally advise the Control Room and ensure that the loading commences at a low rate (by gravity). When it has been confirmed that there is no significant rise in pressure on the loading line, the crude oil will be loaded, pumping with a maximum rate of 6,000 tonnes/p.h. Crude oil is delivered through the submarine pipeline to the buoy and thence via a floating hose to the vessels port side midship manifold. Hose diameter is generally 24 in., changing at the ships end to 16 in. Prior to topping-off the final tank or tanks, the ships Officer-In-Charge should, through the Mooring Master, arrange for a reduction in loading rate prior to the requirement. Loading rate should be reduced by half at least 30 minutes prior to stopping loading. On advice from the ship, at least 3 minutes is required to close shore valves to stop the flow of oil. It is forbidden to close any valve onboard the tanker against the flow of the crude oil until the butterfly valve of the loading hose has been closed. If ship-to-shore communications fail during loading operations the emergency whistle signal is a continuous blast on the tankers whistle. Loading shall immediately be stopped and will not be resumed until communications have been re-established. Before loading, cargo tanks are dipped by an independent Inspector and a Terminal Inspector. If dirty ballast is retained on board until the next discharge port then amount of water and oil on top will be checked. Density of Ras Budran Crude is approximately 0.900/15C. Temperature when received on board approximately 31C. Immobilisation of engines at SBM not permitted. Closed Loading: All cargo tank lids are to be kept closed, and the vapour line system is used for venting. BALLAST: Deballasting System: There are two ballast tanks, holding approximately 22,000 cu.m. It is preferable that vessels load crude oil while discharging ballast, but Master or Officer-in-Charge must be sure that no contamination or pollution takes place. If the vessel is not equipped with 2 lines in order to load and deballast at the same time, a quantity of crude should be loaded prior to deballasting to ensure proper segregation. Dirty ballast must not be in the emulsion form and is not to contain chemicals or detergents. Deballasting will be effected by ships pumps delivering the ballast water to the dedicated submarine ballast line. The floating hose is normally 20 in. diameter, and the ships end connection is 16 in. diameter. Deballasting rate 3,000 t.p.h. It is strictly forbidden to discharge dirty ballast overboard. 25 cents will be charged per tonne of dirty ballast water discharged to Zeit Bay deballasting facilities. POLLUTION: The Master has to comply with all regulations and instructions prohibiting pollution under A.R.E. laws and under any pertinent instructions issued by SUCO when conveyed to Master. Also the provisions for International Convention for Prevention of Pollution from Vessels 1973 and the Protocol of 1978 relating to this connection will be applied to the extent that such Convention and Protocol are in force in A.R.E. Owner/operator shall be liable for any damage resulting from the pollution caused by the vessel and shall pay for all the expenses incurred for its removal and elimination. Oil Spill: In the event of a spill or its detection, SUCO Mooring Master must be notified instantly for the necessary action to be taken. DENSITY: 1030. FRESH WATER: Not available. FUEL: Not available. FIRE PRECAUTIONS: A continuous and efficient fire watch must be kept on deck and in the engine room whilst the vessel is moored. In the event of a fire, however minor, the fire alarm must be sounded immediately. Extinguishing the fire is the Masters responsibility, but SUCO will render all possible assistance with the tug that is fully equipped for firefighting. REPAIRS: Not available. REPATRIATION: Possible in an emergency only. HOLIDAYS: Ras Budran Terminal does not close for religious holidays. SHORE LEAVE: There is no shore leave for personnel of vessels whilst at the terminal. HELICOPTER: Should the services of a helicopter be required in emergency or for any purpose whatsoever, the vessel will be given a minimum of 30 minutes notice. WEATHER: Gales can be expected from a north-westerly direction from October through May. Maximum weather condition for keeping the vessel on SBM is 40 knots. The above conditions are only for guidance and are not relevant to the safety of the vessel but the safety of the buoy. The Mooring Master shall have the authority to decide whether the ship should remain or vacate the buoy. Climate: The climate in the Gulf of Suez is generally good. The visibility is usually excellent with few dust storms and infrequent fog. There are a few rain squalls. Winds: The general flow of the wind over this part of the Gulf of Suez is predominatly from the N.N.W. Winds are steadier in the summer months (May-October) and almost nil from June to September. Gales can mainly be expected from a north-westerly direction from October through May. The maximum velocity is approximately 45 knots, whilst the mean wind speed is approximately 20 knots and is prevalent for some 98% of the year. There are occasional light southerly winds. Tides: The tidal range is between 3 ft and 4 ft. Sea Condition: The surface temperature of the sea ranges from 18C to 27C depending on the season. Seas and swells are usually from the N.N.W. and wave height can reach 18 ft. but average is about 6 ft. During the summer months (May/August) there are many days of 12 ft. 15 ft. seas. Currents are generally located in mid-channel and set north when the tide is rising in Suez and south when the tide is falling. The rate is about 1.5 knots at Springs and 0.5 knots at Neaps. GENERAL: Storing: Not possible at the berth. AUTHORITY: Suez Oil Company (SUCO), 21 Ahmed Orabi St., PO Box 2622, Cairo, Egypt. Tel: 20 (2) 346-6377, 346-5909, 346-7922, 347-8948. FAX: 20 (2) 303-5434, 346-2571. Telex: 93455 SUCO UN, 92300 SUCO UN. Cable: DEXGULF. Contact: Captain Ayman Nassef, P. and F. General Manager.

RAS GHARIB: 28.21 N. 33.06 E.

(See Plan)

LOCATION: A natural port at the western side of Suez Gulf sheltered by the Cape and a chain of reefs. DOCUMENTS: 4 copies Crew List. Derat Certificate should be handy for inspection. Clearance from Last Port. Bonded Store List, in duplicate. Crew List and Passengers List in duplicate. Quarantine Questionnaire in duplicate (Form No. 15 Q.A.) showing all ports of call, as well as dates of sailings for the last 30 days, nature of cargo on board, destination, as well as sickness among crew or passengers, if any, specially when it is presumed that the sick will be hospitalised. These forms can be filled on arrival if not available on board before arrival. PILOTAGE: Compulsory. International Pilot flag must be hoisted and Pilot will board vessel on arrival. Vessels should approach the anchorage from south-eastward and wait southward of the Prohibited Anchorage until boarded by the Harbour Master who will pilot them either to moorings or to an anchorage clear of the prohibited area of the pipelines.

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2 pairs of leading beacons stand about 4 and 5.5 cables, beside 3 others that stand about 12 cables southward of Ras Gharib light-structure. About 2 cables further southward are 2 leading beacons. All the above beacons are difficult to identify until close inshore. Waiting Area: Within 1 miles radius of Lat. 28 20' N., Long. 33 08' E. ANCHORAGES: Ras Gharib Anchorage, south-westward of the Cape, affords some shelter, but a moderate swell round the Cape is experienced on most days. Vessels can obtain anchorage in depths of about 5 fathoms. During most of the year there are northerly winds, Force 3 5, but in December and January there are occasionally calms. On very rare occasions, there are southerly gales of short duration which make the anchorage untenable. The northerly wind causes some swell in the anchorage, but it is not normally severe enough to interfere with the working of lighters or boats of moderate size. It is, however, unpleasant for small boats, except alongside the piers, which are well protected. N.N.W. winds of 20 m./sec (40 knots) are experienced in summer but it is mostly calm in winter. Care should be taken if wind changes to west and even more care should be taken if wind shifts to south. Except in the vicinity of the piers, there is usually some swell on the beaches. There is practically no rainfall and sand storms occur only very occasionally and they do not interfere with work in the anchorage. Anchorage is prohibited, owing to the existence of pipelines, within an area indicated by pecked lines on the chart. RESTRICTIONS: Berthing and unberthing in daylight only. HEALTH: On entering, vessels must hoist the International Quarantine Signal for compulsory quarantine. Any sickness must be reported to the doctor, specially when it is presumed that the sick will be hospitalised. The vessels personnel should carry international vaccination and/or inoculation certificates. RADIO: E.G.P.C. (Supply Sector) and terminal require 72 hours, 48 hours and 24 hours notice of arrival. VHF: General Petroleum Co. on Channel 16. TUGS: 2 tugs, 400 h.p. and 80 h.p. available. BERTHING: There is an ore pier where vessels may berth with max. draft of 11 ft. without any restrictions in length. Vessels with deeper draft may discharge whilst at anchorage on to supply boats. Two cranes are available with capacities of 30 tons and 35 tons. Towage is also available. TANKERS: Sea Berth Sea Berth Sea Berth No. 1 No. 2 No. 3 Depth at the berth 27 ft. 36 ft. 78 ft. Max. permissible draft 20 ft. 27 ft. 55 ft. Max. length for tanker 400 ft. 500 ft. 980 ft. Min. length for tanker 350 ft. 500 ft. 600 ft. Diameter of crude hose 8 in. 10 in. 12 in. Diameter of water hose 8 in. 10 in. 12 in. Min. capacity of tankers derrick 5 tons 5 tons 5 tons Loading capacity (t.p.h.) 650 1,200 2,000 Max. permissible load (tons) 8,000 20,000 130,000 Cargo: Ras Gharib Blend: API 21.0. Loading temperature 92F/33C. Moorings: Vessels require 20 mooring ropes of 220 m. length for sending to 6 buoys, and 4 spare ropes. Ballast: Discharge rate 1,500 t.p.h. through 12 in. hose and 16 in. line. FRESH WATER: Not available. FUEL: Not available. CUSTOMS ALLOWANCES: Present regulations allow each seaman to retain in his possession a max. of 50 cigarettes or 1 ounce of tobacco or 5 cigars. All other smoking items must be collected and listed before arrival. The list will be checked by Customs before sealing the locker, and any discrepancies will be subject to fines. GENERAL: Supplies: Transit and fresh provisions as well as deck and engine stores provided by the United Arab Contracting and Marine Supply Company (Cunsup). AUTHORITY: Egyptian General Petroleum Company, Ras Gharib, Egypt. Tel: 20-65-446315. Telex: 92998 Petgn Un. Cables: Petrogen. Contact: Captain Mohamed El Sayed Fattoutt. Quarantine Questionnaire in duplicate (Form No. 15 Q.A.) showing all ports of call, as well as dates of sailings for the last 30 days, nature of cargo on board, destination, as well as sickness among crew or passengers, if any, specially when it is presumed that the sick will be hospitalised. These forms can be filled on arrival if not available on board before arrival. Quarantine officials board with Agent. No Customs formalities. Bond not sealed. ESSENTIAL REQUIREMENTS: Most Essential Requirements to be met by Tankers Lifting Oil at Ras Shukheir Terminal: 1. Disposal of Ballast: No dirty ballast will be pumped overboard. Separate ballast disposal lines are available at Terminal to pump ballast to pit onshore, where oil and water can be separated and disposal made (24 in. at Berth No. 1 and 18 in. at Berth No. 2). The maximum pressure allowed on the ballast line is 150 p.s.i., which should not be exceeded. 2. Notice of Arrival: Incoming tankers must send ETA at least 72 hours before arrival at Ras Shukheir. Local time is Greenwich Mean Time plus 2 hours. All time reports must be stated in local time. 3. Anchorage: All vessels are prohibited to anchor outside the anchorage area and if necessary anchor inside it. The anchorage area is a circle one mile diameter. The centre is 4.4 miles from El Tor Lighthouse on a bearing of N.W. from it. Anchorage co-ordinates are Lat. 28 16' 25" N., Long. 33 33' 00" E. 4. Tankers to have ready: (a) Windlass and both power anchors, each with not less than 150 fathoms of chain. (b) At least 10 good nylon, synthetic, or wire mooring lines, each not less than 200 fathoms in length with efficient stoppers for each line. (c) On port side opposite ships manifold, there must be equipment capable of lifting submarine hoses safely and efficiently. Weight of lift is 5 tons per hose. (d) Pumps for deballasting prior to or simultaneously with taking on oil. Pressure drop in ballast line is approximately 150 p.s.i. at flow rate of 12,000 barrels per hour. 5. Crew Duties: The tankers crew will perform all operations aboard tanker under supervision of Gupcos crew. 6. Tankers Valves: Tankers valves must not be closed against incoming oil stream. Rate should be reduced by half, at least 15 minutes before stop loading. At least 3 minutes are required to close shore valves to stop flow of oil. 7. Emergency Communications: If ship-to-shore communications fail, the emergency whistle signal is a continuous blast on tankers whistle. Steam or air should never be shut off from the whistle during loading. 8. Responsibility: The tankers Master is responsible at all times for the safety of all the ships operations. The Company Mooring Master will advise the Master in respect to loading pressure and hazard, but will not direct the loading except as may be necessary to protect the Terminal facilities. Ras Shukheir Terminal rules and regulations do not contravene International Safety Rules such as SOLAS (Safety of Life at Sea) or other maritime regulations, such as those of appropriate classification societies. In case of any conflict, the latter shall apply. PILOTAGE: Compulsory. International Pilot Flag must be hoisted and Pilot will board vessel on arrival. Ras Shukheir Lighthouse is located in Lat. 28 08' 15" N., Long. 33 16' 20" E. It is a white flashing light, flashing every 3 seconds and visible for 10 miles. Gebal Gharib, situated about 18 miles south-westward, 5,742 ft. high. It makes a nearly perfect equilateral triangle with Ras Shukheir and Ras Gharib Lighthouse. Ras Gharib Lighthouse is an excellent landmark whether by day or night for vessels approaching from north, but caution should be exercised since this Light is obscured from 308 to the westward. The sea-berth buoys are unlit. The Companys Mooring Master will meet all incoming tankers about 2 miles from Ras Shukheir Terminal on a bearing of 290/300 from Ras Shukheir Lighthouse and will advise ships personnel in mooring and unmooring, raising and lowering of hoses. Vessels are requested to have a pilot ladder safely and securely rigged, ready for immediate use, and long enough to reach the Mooring Masters launch. If at night, adequate lighting must be rigged overside for the Mooring Master to approach the side and climb the ladder safely. Shipmasters Report: February 1993. The Pilot/Mooring Master boarded 1.5 miles abeam of berth. He remains on board until the vessel leaves the berth. ANCHORAGES: There are a number of oil well installations, structures and submarine pipelines located in the Gulf of Suez opposite Ras Shukheir Terminal and approaching vessels are warned of these obstacles in manoeuvring and anchoring. Never anchor north of the sea berth. Shipmasters Report: March 1991. Tankers should only anchor in Ras Shukheir Anchorage Area, 4.4 miles N.W. of El Lighthouse (See B.A.Chart No. 2374), in position Lat. 28 16' 25" N., Long. 33 30' E. RESTRICTIONS: The Ras Shukheir Terminal operates 24 hours per day, 7 days a week. Ships are loaded and unmoored at any hour, weather and other circumstances permitting. Vessels are moored during daylight hours only, however, an exception may be made at the discretion of the Terminal. MAX. SIZE: See Berthing. HEALTH: The vessels personnel should carry international vaccination and/or inoculation certificates. RADIO: E.G.P.C. (Supply Sector) require 72 hours, 48 hours and 24 hours notice of arrival. The Alexandria or Port Said coast radio stations will handle GUPCO radio traffic. Ships may contact GUPCO through their cable address Gupcoil Cairo. The message will be received on their Cairo Radio Telegraph Office local teleprinter circuit, tape perforated and relayed to the Ras Shukheir Terminal. Cables from Ras Shukheir Terminal to the ships would be handled in the same manner. The Alexandria or Port Said coast radio stations transmit traffic lists at regular intervals listing the call signs of all ships

RAS SHUKHEIR: 28.08 N. 33.17 E.


Also see General before first Port.

(See Plan)

ADVICE OF ARRIVAL: It is important that ships establish radio contact with GUPCO (Gulf of Suez Petroleum Co.) when 3 days distant from Terminal and maintain this contact until just previous to arrival at the Terminal. All ships should send a 72 hour ETA message to Panintoil Cairo giving the best estimate of ships arrival time at the Terminal. This ETA message should also include a definite statement of the details of any equipment required from shore for connecting submarine hoses to ships manifold. All ETA messages should be sent to appointed Suez Agent (with copies to Gupco Cairo) when the vessel is 24 hours and 12 hours distant from Ras Shukheir and at any other time any appreciable change occurs in the original ETA or those subsequent thereto. The 12 hour ETA should include a positive statement regarding ships readiness to load on arrival and the number of hours that will be required to discharge ballast after ship is berthed in mooring. 6 hours before arrival, tankers should call Ras Shukheir on VHF Channel 16 to be advised if berthing is available or not, also to be advised of the approximate time for berthing. DOCUMENTS: 4 Crew Lists. List of Ports of Call. Derat Certificate should be handy for inspection. Clearance from Last Port. Bonded Store List, in duplicate. Crew List and Passenger List in duplicate.

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

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for which they have traffic on hand. Thus any ship hearing its call sign in the traffic list of the coast station would call the coast station immediately after the traffic list. VHF: When ships are near Ras Shukheir Terminal, they may use their FM/VHF radios to contact the Terminal using Channel 16. BERTHING: One pier where vessels with max. length of 76 m. are alllowed to berth alongside with a max. draft of 16.5 ft. Vessels may discharge whilst at anchorage and propeller type lighters are available for such cargo operations. Four cranes with capacities of 15, 30, 40 and 50 tons respectively are available together with floating crane with capacity up to 200 tons. Towage is also available. TANKERS: Seaberth No. 1 No. 2 Depth (ft.) 95 95 Max. draft (ft.) 64 56 Max. length for Tankers (ft.) 1,000 1,000 Min. length for Tankers (ft.) 750 750 Numbers of Crude hoses 3 3 Diameter of Crude hoses (in.) 12 12 Diameter of Ballast hose (in.) 12 12 Min. capacity of Tankers derrick (tons) 5 5 Loading capacity (t.p.h.) 6,000 4,000 Max. permissible load (tons) 150,000 270,000 Cargo: Gulf of Suez Mix Crude Oil is approximately 0.875/15C. Temperature when received on board is approximately 32C (March). SUBMARINE HOSE LOADING BERTH: Tanker is loaded by means of submarine pipelines to which are attached 2 or 3 hoses for loading and 1 hose for discharging ballast. A 36 in. pipeline transports the oil and a 24 in. line in No. 1 Seaberth, or 16 in. line in No. 2 Seaberth transports the dirty ballast to a ballast pit ashore. The loading berths are located approximately 3,580 ft. offshore in a water depth of approximately 95 ft. The loading and ballast lines are laid in the same trench and run in a direction 055. The mooring buoys are numbered 1, 2, 3, 4, 5, 6, 7 and 8 (on the port bow) and running consecutively in a clockwise direction. LPG/LNG FACILITIES: In addition to the 2 Sea Berths, there is Sea Berth No. 4 for loading L.P.G. tankers which is located 6 miles south of Ras Shukheir lighthouse. The specifications are as follows: The Channel Entrance is marked by one radar reflecting (turning buoy), 6 pontoon guiding light buoys with radar reflectors, 3 green lights located on the starboard side of the channel, and 3 red lights on the port side of the channel. Flashing characteristic of the signal is U with 3.6 second intervals. The max. water depth in the channel and the berth is 24 ft. The berth consists of 4 mooring buoys, 8 loading hoses and 6 vapour hoses. The max. capacity of vessels using this berth is 1,600 tons with a length no greater than 330 ft. Max. draft after loading is 17 ft. LOADING READINESS AND ARRIVAL TIME: The company will make every effort to load vessels upon arrival or as promptly as berth is available, weather permitting. Notice of Readiness will not be accepted as at time of arrival unless the vessel is in all respects ready to load. Arrival time will be considered as the time the Mooring Master boards the vessel or the time that vessel anchors, whichever occurs first. FRESH WATER: Not available. FUEL: Not available. REPATRIATION: Not recommended. HOLIDAYS: The Terminal will never be closed due to Religious Holidays. SUPPLIES: Transit and fresh provisions as well as deck and engine stores provided by United Arab Contracting and Marine Supply Co. SHIPMASTERS REPORT: February 1993. Anchorage: Ras Shukheir Anchorage Area is designated on B.A. Chart No. 2374 (Lat. 28 16' 25" N., Long. 33 33' 00" E.). The holding ground is mud and very good. The anchorage can be approached from north of Morgan Oilfield or from south past Felix Jones Patches and between the oilfield and the shore. Tankers: Seaberth No. 1: Max. draft 19.5 m. Seaberth No. 2: Max. draft 19.2 m. Ballast: All ballast from cargo oil tanks must be discharged ashore through the ballast line at a cost of U.S.$ 0.25 per metric ton. Moorings: All wires to have rope tails. The winch serving Buoy No. 1 should have an extra wire married on. The winch serving Buoy No. 7 should have a mooring rope married on. Supplies: Fresh provisions are brought from Suez at a transportation charge of U.S.$ 50.00. They are of good quality. Shipchandler: The Egyptian Marine Supply and Contracting Co. Telex: 66132 Consup Un. AUTHORITY: Operator: Gulf of Suez Petroleum Co. GUPCO, (P.O. Box 2400) Palestine Street, 4th Sector, New Maadi, Cairo, Egypt. Tel: 3522846, 3521365. Telex: 92248 Gupco Un. Cables: Gupcooil, Cairo. Contact: Captain Hassan Hafez, Marine Division Manager. RESTRICTIONS: Mooring/unmooring during daylight only. Vessels must have 150 fathoms of chain on each anchor. MAX. SIZE: 60,000 d.w.t., LOA 800 ft. (243.8 m.) and draft 42 ft. (12.8 m.). RADIO: It is essential that vessels bound for Sadat Terminal give 72 hours, 48 hours and 24 hours prior Notice of Arrival to both Petsmisr Cairo 92049 UN and Petbel 92449 UN, to be accepted on the berth without delay. VHF: Contact Sadat on Channel 16 when in range. There is no radio station at the Terminal. Pilots work on Channel 69. Channels 16 and 69 are used for communications between the tanker and pumping station. TUGS: 12,250 h.p. tug available for mooring/unmooring operations. BERTHING: Tankers must approach the berth from the East, never from the North, and must follow the same track on their departure to pass clear of the shallow water. Two mooring launches available. Both ships anchors are used, the starboard anchor first, normally 9-10 shackles in the water on each. At the stern, 3 ropes are run from the ships starboard side and one rope from the port side to the mooring buoys. Special care should be taken when mooring in Southerly winds. If there is a strong wind, berthing may be delayed. Depth at the mooring is 66 ft.(22.11 m.). CARGO OPERATIONS: Tankers loading at the berth will be connected to the shore pumping station by submarine hoses for pumping crude oil (116 in. hose from the port side). There is 130 in. lined submarine pipeline running from the PLEM to shore pumping station. Position: Lat. 29 45.57' N., Long. 32 26.5' E. Sea Lines: 32 in. and 20 in. Tanker Length: 792 ft. Max. Loading Rate: 1,800 t.p.h. DENSITY: 1032. FRESH WATER: Not available. FUEL: Not available. AUTHORITY: Belayim Petroleum Co., 5 El Mokhayam El Dayem Street, (P.O.Box No. 7074), Nasr City, Cairo, Egypt. Tel: 20 (2) 263-6384, 264-4444, 262-1738. FAX: 20 (2) 260-9792, 263-6384, 261-4380. Telex: 21003 PETBL UN, 92373 PETBL UN. Contact: Ibrahim K. Assawi, Operations General Manager. Captain Mohamed Mouuawad, Marine Operations Manager (Tel: 20 (2) 402-4610 (Office), Mobile: 20 (10) 140-6130 (After Hours)).

SAFAGA: 26.46 N. 34.00 E.

(See Plan)

SADAT: 29.46 N. 32.27 E.

(See Plan)

LOCATION: The Terminal is located in position Lat. 29 47.5' N., Long. 32 26.5' E., in an open anchorage on the West coast in the Gulf of Suez, approximately 11 nautical miles South of Suez. Charts: B.A. Chart No. 2373. DOCUMENTS: 4 Crew Lists. 2 Stores Lists. 2 Vaccination Lists. PILOTAGE: Pilot boards at the anchorage. ANCHORAGES: The anchorage is located in position Lat. 29 46.5' N., Long. 32 29.7' E.

DOCUMENTS: The following documents are required on arrival: Quarantine Questionnaire in duplicate (Form No. 15 Q.A.) showing all ports of call, as well as dates of sailings for the last 30 days, nature of cargo on board, destination, as well as sickness among crew or passengers, if any, specially when it is presumed that the sick will be hospitalised. These forms can be filled on arrival if not available on board before arrival. 1 Crew List and 1 Passenger List. Derat Certificate should be handy for inspection. Clearance from Last Port. Complete set of Manifests covering all cargo on board showing names of shippers and consignees. 4 copies List of Passengers in Transit. 4 copies Crew List. Deck log books showing date of last call at an A.R.E. port, completed up to the time of arrival at Port Said or Suez. PILOTAGE: Compulsory. International pilot flag must be hoisted and Pilot will board vessel on arrival. Vessel should endeavour to arrive at the N. end of the island by sunrise, at Safaga Port by early morning; the light behind them will show up the reefs clearly. Wind, light in the morning, gains strength during the day, making tying up more difficult. A beacon (Morewood Beacon), visible a mile off, is erected on the southern spit of the island. After rounding the spit, Masters keep 5 cables clear of visible reefs and enter the harbour keeping the 2 large beacons to the north of the pier in line. The Manager, or his representative, of the Safaga Phosphate Company will meet ships in launch with instructions on berthing. MAX. SIZE: See Berthing. HEALTH: On entering, vessels must hoist the International Quarantine Signal for compulsory quarantine. Any sickness must be reported to the doctor especially when it is presumed that the sick will be hospitalised. The vessels personnel should carry international vaccination and/or inoculation certificates. BERTHING: Phosphate: There are 2 mooring buoys marked B and C and 2 mooring posts marked A and D. (1) The anchor position is marked by a small red or white flag. When mooring, manila ropes only should be used, as wire ropes can be run out afterwards when ship is alongside. (2) Due to rocky nature of sea bottom, it is very desirable that ship in coming into berth, does not override her anchor, as, if this happens, chain is apt to foul coral bottom and cause trouble later on. (3) Endeavour to have all way off ship when anchor position is reached. Drop anchor as close to flag as convenient and go astern. If necessary check cable when 2 shackles have been paid out. (4) Run rope to Buoy C, run rope to Buoy B, run rope to Post D, then run rope to Post A. Run Spring to S1, S2, S3, and pull alongside. Companys launches will run all ropes. (5) If wind is blowing strongly off shore, a Spring may be run to S3, immediately a good rope to Buoy B is made fast. (6) The best way to reach the anchor position is to steer straight for same, keeping Buoy C on port side. This will keep vessel clear of Buoy C and when anchor is dropped, the stern should swing clear of this Buoy. If it does not, a rope can be run to S3 and the stern pulled in before falling back on pier.

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(7) With anchor dropped as shown, 6 shackles should see No. 1 hatch at the pier, but if chain is slackened carelessly, it may foul bottom and be insufficient to reach pier. If visibility is very good, a course can be made between the Hyndman and Cannon Reefs, and altered to bring the beacons referred to into line. Rock phosphate and ground phosphate are loaded at this port for shipment all over the world. The mines are situated some 30 km. away and are connected by companys own railway. Rock phosphate loaded (1,000 metric tons per day) from elevator and phosphate in bags by ships gear. Max LOA 70 m. Max. draft 27 ft. General Cargo: Cargo vessels can berth alongside a quay of 443 m. with a draft of 30 ft. 32 ft. Quay used for loading and discharging general cargo. It can accommodate 2 medium size vessels and one large vessel. Grain: LOA 220 m. Max. draft 36 ft. 06 in., however vessels can berth with draft 42 ft. Discharge rate 8,000 - 10,000 tons per day Aluminium: Max. LOA 285 m. Max. draft 33 ft. Discharge rate 8,000 9,000 tons. Also see Bulk Cargo Facilities. BULK CARGO FACILITIES: Grain: Agents Report: June 1997. Terminal: Grain Berth No. 1. Distance from sea buoys: 7 km. Length of dock/Length with dolphins: 289 m. Draft restriction alongside: 14 m. Commodities handled: Phosphate, cement, alumina and wheat Storage capacity: Silo 100,000 tonnes Year built/last modified: 1992 Designed loading rate/t.p.h.: Mobile pneumatic conveyors 7,000 per day Potable fresh water available: Available by barge, minimum quantity 200 tonnes Formerly known as: Bur Safaga / Mina Safaga Dock access by vehicle permitted: Yes Is bunkering permitted alongside?: Yes. Bunkers must be requested 7 days prior delivery. Not recommended to stem. Owner/Operator of elevator: Suez Discharging and Mechanical Stevedoring Co. STEVEDORES: Canal Stevedoring Co. HOLIDAYS: See Suez Canal. SERVICES: Water, deck and engine stores and provisions provided by Egyptian Contracting and Marine Supply Co. SHIPMASTERS REPORT: September 1982. 1. Pilot does not board on arrival. There are very good visible leading markers (red and white), also 5 buoys have been laid out marking the dredged canal. They are ordinary unlit mooring buoys. Pass between these buoys with the leading beacons 310 True and vessel is clear of dangers. On the 5th buoy, which is (single) on vessels starboard side vessel can turn out of the channel and proceed to any place outside the 310 lead. 2. Discharging grain, draft limit 36 ft. 6 in. With 30 ft., vessel shifts to Berth No. 2 to finish. Daily rate of discharge is about 3,600 tonnes. 3. Water comes by pipeline from Nile River not by barge from Suez. 4. Berthing: Use starboard anchor. A motorboat takes first 2 headropes then 2 stern ropes ashore and then heave the ship alongside. Pilots are careful. Mooring: Have 3 headropes, 2 breastlines and 1 spring ready (same aft). When shifting from Berth No. 1 to No. 2 ship does not shift along the berth but makes a new berthing due to anchor. SHIPMASTERS REPORT: January 1983. Pilotage: The Harbour Master has ceased allocating anchorage and ships now anchor wherever they like inside bay. Our vessel is 610 ft. long and drawing 36 ft. 6 in. and like your earlier report arrived and anchored half a mile south of Morewood Beacon at 2140 hrs. and moved up to anchor four cables from grain berth in the morning. Passage over reef crossing bay (apart from clearly shown leads) is now marked by four mooring buoys and channel is 13 m. depth. Berthing: There is now a 900 h.p. tug to assist. The new berth towards the Naval Wharf is nearing completion. We berthed at No. 1 drawing 11.13 m. with barges between ship and quay. Fresh Water: Service is prompt when needed. SHIPMASTERS REPORT: March 1988. Approaches: (B.A. Chart 3043). Vessels approaching from the south should keep on Ras Abu Soma which shows up well on Radar at about 24 miles. Panorama Reef Beacon shows up well on Radar at about 10 miles. Safaga Beacon bearing 265 gives a good echo on Radar at 24 miles. After coming abeam of Panorama Reef Beacon at a distance of 2 miles to the north, steer 211 passing abeam of Morewood Beacon at a distance of about 9 cables. Morewood Beacon shows up well on Radar at about 14 miles. Cnsult soundings continuously as vessel has to anchor 1 mile south of Morewood Beacon. This is on the instructions of the Pilot (VHF Channel 16), who always boards in the roads from a tug. Entering the harbour with Pilot is compulsory. There are no difficulties and no significant current was experienced. The tide is considerable. The roads have good holding ground. Weather conditions are mostly good. Visibility also good. No rain, drizzle on no more than a few days a year. If approach is adjusted for dawn the reefs show up clearly. A conspicuous white cubiform building lies to the south of Safaga Island at approximate position 26 42.7' N., 33 59.7' E. Entering and leaving the Harbour is only possible during daylight hours. The 4 buoys marking the dredged channel of about 14 m. depth, found to be in the charted position. They are can-shaped unlit mooring buoys with the colour of rust (unpainted). There is another (fifth) buoy on the north side, of same characteristics (uncharted), at approximate position 25 43.32' N., 33 57.55' E. The tug is usually made fast to the buoy. The leading beacons can easily be located. There is a conspicuous sharp mountain summit far behind (see picture in Pilot Book), in line with the leading beacons. Vessels sailing from the Harbour disembark the Pilot inside the Harbour, west of the fifth buoy. Pilot is picked up by a pilot boat. Accommodation ladder is usually used. Anchoring inside the Harbour (7 shackles in the water), is always with the assistance of the Pilot. Good holding ground. Restrictions: Vessels have to arrive with a max. draft of 36 ft. 6 in. (11.13 m.) which is the maximum according to local regulations. However, 1.0 cm. 2.0 cm. by head or by stern is not a problem, but if over 2 cm. vessel is in trouble. If she is not covered by Charterers orders and instructions, a big problem could arise against the vessel. Receivers will not accept N.O.R. and Charterer puts vessel off-hire for the time she takes to discharge the quantity corresponding to the said 2 cm. overdraft and the vessel has also to pay about U.S.$ 10.0 per tonne of the quantity discharged up to 11.13 m. alongside berth. This happened to us, but as vessel proved that it was not responsible, the Egyptian Charterers accepted the entire liability for time and expenses. Since both Charterers and Receivers are government companies, I did not understand the problem. Grain Berth: The new grain berth, close to the Naval Wharf, was completed in March 1987. Depth alongside berth is 39 ft., and 36 ft. reported at the south west end of the berth. Vessels of 225 m. in length are warped ahead when the draft reaches 10.0 m. or less. Berthing is as described in Shipmasters Report September 1982, paragraph No. 4. One tug assists when berthing. The grain silo has 100,000 tonnes capacity. Trucks continuously load from the silo. The 2 movable modern Buhler Miag unloaders with two pipes each, work continuously from 0730 hrs. to 2345 hrs., 7 days a week. When other ships are waiting at the anchorage they may work overtime up to 0200 hrs. next morning. Discharging is fast, average rate about 8,800 t.p.d. There is a plan to accommodate a special 100,000 tonne grain vessel. Repatriation: Possible by air from Luxor or Harghada Airport via Cairo or by car to Cairo via Suez (10 to 12 hours). Repatriation can only be arranged through state agents head office in Suez. Density: 1030. Fuel: Not available in Safaga but large quantities can be arranged and come from Suez by bunker barge (small tanker). Fuel and gasoil of very good quality. Fresh Water: Limited supply and expensive. Quality may be poor. Provisions: Fish available in Safaga. Other provisions could also be supplied from Suez, transportation cost is U.S.$125.00, including Customs formalities. Communications: Harbour Master/Pilot and Agent have VHF. There is a telephone station in Safaga. It is easier to call overseas in the afternoon. From Luxor it is very easy and clear with automatic telephone in telephone station or in hotels. Telexes: For vessels with INMARSAT telex on board, the following telex numbers are very useful as Egyptian Charterers do not provide telex numbers. Martrans Cairo: 00 91 92909/92243; Arabnavi Alex: 00 91 54131/ 54509/54311; Estram Cairo: 00 91 93472/92062; Egyptalum Alex: 00 91 94131; Silo Cairo: 00 91 23154; Maramon Alex: 00 91 54507/54127; Minship Port Said 00 91 63263/63034; Minship Suez: 00 91 66042; Memship Alex: 00 91 54162/54502; Mishipco Alex: 00 91 54193. General: Pilot Book No. 64S/1986 shows phosphate silo. In addition fo cargo ships (phosphate, grain, cement), cruise ships call at Safaga and anchor in the inner anchorage and passengers visit Luxor which is 3 hours away from Safaga (about 220 km.). Crew are able to visit River Nile, ancient Kings and Queens tombs and the museum in Luxor. Permission from Immigration is required but could easily be arranged by state Agent who also arranges the transportation. A visit to the nearby tourist village of Harghada is also possible (20 minutes from Safaga by car) where there are very good hotels and tourist shops. Permission can again be obtained through state Agent. Crew interested in diving can hire divers suits, etc. from special companies (Rate 80 Egyptian pounds for 2 hours, including transportation). AUTHORITY: Ports and Lights Administration.

SIDI KERIR: 31.06 N. 29.37 E.

(See Plan)

LOCATION: Sidi Kerir Sea Terminal is situated about 27 km. west of Alexandria. The position of the Sea Terminal is Lat. 31 06' N., Long. 29 37' E. As a reference point, there is a conspicuous pylon 4.5 miles S.W. of Fort Abbassia. A tall radio mast, marked by red lights, stands near a large tank farm, 4.5 miles W.S.W. of the above-mentioned pylon. The tank farm shows up well on radar at 20 miles. The Terminal operates day and night. Charts: Vessels Master should keep on board Admiralty Chart No. 3325 Approaches to Mersa El-Hamra and Sidi Kerir. DOCUMENTS: Free zone area, no entry documents to the offshore terminal are required. PILOTAGE: SUMEDs Mooring Master and his assistant board the tanker 2 miles north of any of the following Buoys: Buoy No. A1 Buoy No. A2 Buoy No. A6 Vessel to be head to the wind when approaching any of the above buoys.

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

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Notifications: ETA messages should be sent by cable via Alexandria/Port Said Radio on leaving previous port. Cables should be prefixed For urgent delivery send via Telex 54108 or 54033 SUMED UN and be confirmed 72, 48 and 24 hours prior to arrival. (Day and night berthing and operation). Arrival draft should be indicated. Vessels should arrive with a trim of 8 ft. by the stern and appropriate ballast to ensure that propeller is completely submerged. LOCATION OF BUOY FIELD: (SBMs) A1: Lat. 31 06' 26" N., Long. 29 36' 46" E. A2: Lat. 31 05' 32" N., Long. 29 35' 38" E. A3: Lat. 31 04' 24" N., Long. 29 35' 37" E. A4: Lat. 31 04' 54" N., Long. 29 37' 39" E. A5: Lat. 31 05' 40" N., Long. 29 38' 24" E. A6: Lat. 31 07' 30.4" N., Long. 29 37' 58.3" E. ANCHORAGES: Tankers can anchor to the north and N.W. of the buoyfield. MAX. SIZE: The six berths are spaced one from the other so that each has: Mooring Area Radius: 410 m. for A1, A2 and A6 (accommodate vessels up to 350,000 d.w.t., 400,000 d.w.t. with Sumeds prior approval); 320 m. for A3, A4 and A5 (accommodate vessels up to 250,000 d.w.t.); Manoeuvring Area Radius: For A1, A2 and A6, 1,220 m.; For A3, A4 and A5, 915 m. Water Depth and Draft Limitations: For A1, A2 and A6: 85 ft. maximum water depth 75 ft. maximum draft For A3, A4 and A5: 60 ft. mimimum water depth 54 ft. maximum draft Minimum Size: 50,000 d.w.t. 5%. Minimum cargo loading is 40,000 metric tons of any one type of crude oil. VHF: Channels 16, 78 and 3. TUGS: 2 tugs 2,200 h.p. and 2 supply boats 4,000 h.p. with fire fighting and anti-pollution equipment is available as required. Mooring Launches: 500 h.p. mooring launches assist in mooring and hose operations. BERTHING: Ships Derrick: The ships derrick/crane should be capable of lifting 10 tons and rigged on the port side ready on arrival to take the gear on board for berthing the ship and connecting the hoses. Mooring: Buoys No. A1, A2 and A6 are equipped with one nylon rope of 15 in. and 17 in. circumference and 180 ft. long, ending with a 26 in. chafing chain 2.75 in. diameter. A support buoy is connected to the chain. The port side mooring rope has a 350 ft. polypropylene pick-up rope of 10 in. circumference. The starboard side is the same but the pick-up rope is only 180 ft. in length. Two bow stoppers are required. Buoys No. A3, A4 and A5 are equipped with one gromet rope of 15 in. circumference and 180 ft. long, ending with a 26 ft. chafing chain. One bow stopper is required. Hoses: Each berth has two cargo hoses with a 16 in. connection (ASA 150). There is a ballast unloading facility with 16 in. connection. Connection of hoses to be performed by the vessel under the supervision of SUMEDs Mooring Master. Loading/Deballasting Rates: Buoys A1, A2 & A6 Loading Max. 12,000 tonnes per hour Deballasting 5,000 tonnes per hour Buoys A3, A4 & A5 Loading Max. 10,000 tonnes per hour Deballasting 3,000 tonnes per hour MEDICAL: Private doctors and hospitals are available in Alexandria. FUEL: Not available. SHORE LEAVE: There is no shore leave for personnel of vessels loading at Sidi Kerir Terminal (disembarkment from vessels is strictly forbidden except in emergencies). GARBAGE DISPOSAL: Collection service available. Plastic bags are provided. WASTE OIL DISPOSAL: Collection service not available. Only Buoys No. A1, A4, A5 and A6 are equipped with deballasting sealines. GENERAL: Agency Services: Not required under normal circumstances. Stores: Not available. SHIPMASTERS REPORT: November 1987. Pilotage: The Pilot/Loading Master and the surveyor boarded by helicopter. No Notice of Arrival was given. Documents: The pilot takes the vessels Register, Load Line Certificate, Safety Construction Certificate, Derat Certificate and Safety Radio Certificate for clearance. Various local forms are supplied by the pilot for completion. Anchorage: Vessel used B.A. Chart No. 3356 (New edition March 1976). Vessel anchored with the radio mast bearing 113 (True) and the water tower bearing 141.5 (True). The distance from the stern to the shore by radar was 2.6 miles and the distance from the stern to the buoy was 1.2 cables. Notice: The following notice was handed to the Master on arrival: QUOTE Ships Alertness. This Terminal is on an open roadstead, therefore, during the time a ship is moored at the Terminal, the ships engines and gear must be ready with full power for immediate use. A vessel in a submarine berth must be able to clear and shall clear immediately upon advice of the Mooring Master or as directed by Sumeds Terminal Superintendent. Ships personnel should be at their stations and alert at all times during mooring, unmooring, and during cargo transfer operations. Watchman must be stationed forward to watch the buoy, ropes and floating hoses. Watchman must be stationed beside the manifold to watch the connection. The vessel must stand-by on the VHF (Channel 78) at all times during the loading operations. UNQUOTE SHIPMASTERS REPORT: September 1989 (Updated 2002). Vessel: VLCC, 268,000 d.w.t. Charts: BA. Chart No. 3323 is somewhat out of date in the information it contains, according to local sources. This is probably because the Admiralty has not been advised of the latest information by local officials. It appears that the strictures about old surveys no longer apply to the area of approach, but which parts have been surveyed, and when, I was not able to discover. Suffice it to say that about 50 vessels per month use the terminal, ranging from fairly small ships up to and including those of the same size or larger than this vessel, having a loaded draft in the region of 21.0 m., and all have managed to arrive and leave without mishaps. The Pilot Station and Waiting Area to the S.W. and west of the SBMs is the original one which was in use when terminal was first started. Nowadays this is only used by vessels which arrive for the first time and have no alternative information. The preferred waiting area is now to the N.W. of the SBMs and this is used by the majority of vessels, especially those which trade regularly to the terminal. Pilots: Pilots now prefer to board by a small helicopter and if possible during daylight hours only. If movements are performed after dark, the more conventional method of boarding from a launch is used. The Pilot boats come from a depot near Alexandria, which is another reason why the area N.E. of the terminal is preferred, being that much nearer. Pilot Boarding Position: We were requested to come to a position 1.5 nautical miles east of the buoy, to which we were to moor, and similar instructions were heard being given to other vessels which were berthed, although the helicopter can go to any position. Helicopter prefers vessel to be heading into wind for landing. Cargo documents are delivered by launch from Sidi Kerir port, and Pilot leaves in same way. Documents: The SUMED Loading Master/Pilot acts on behalf of the relevant Government Departments and requires 4 copies of Crew List, 2 copies of Vaccination List and 2 copies of Stores List. Also required, were the following Ships Documents, which are taken ashore for verification and returned with cargo documents prior to sailing: Certificate of Registry. Load Line Certificate. Safety Equipment Certificate. Derat Certificate. Safety Radio Certificate. Suez Canal Tonnage Certificate (if applicable). Panama Canal Tonnage Certificate (if applicable). Communications: We used telex communication throughout without problem, the numbers for the SUMED office are 54108 and 54033. No information was received from them, and on arrival, the same information was requested on VHF Channel 78. Ballast: Vessels are preferred with clean ballast, but reception facilities, for which a charge is made, do exist. Another hose is connected for dirty ballast discharge to reception ashore. This can sometimes be a slow process if the system has been heavily used and is near the limit of its capacity. Loading: This vessel loaded 2 grades, a maximum rate of 10,000 cu.m.p.h. being available on each. The grades were loaded one after another, two hoses being used. A short stop of 10,000 cu.m. was necessary, as the second grade then follows the first down the pipeline. SHIPMASTERS REPORT: October 1996. Berth: SBM No. 6. Max. Size: 400,000 tonnes S.d.w.t. Location: Lat. 31 07.436' N., Long. 29 38.289' E. Depth: 32.0 m. (approx.). Moorings: One line with chafing chain. Hoses: 216 in. for cargo and 116 in. for ballast. Connection is made on the port side by ships crew. The ballast line is the forwardmost hose. Loading Rate: 14,000 tonnes/hr. (Pilots advice). During our call, the maximum loading rate was 8,500 tonnes/hr. Shore Line: Capacity 13,500 cu.m. Ballast: Maximum pressure at manifold is restricted to 7 Bar, and with this pressure, the deballasting rate was 3,900 tonnes/hr. Products: Belayim Mix API: 28.13. Temperature: 36. Ras Budran API: 25.9. Temperature: 40. SHIPMASTERS REPORT: March 1998 (Updated 2002). Vessel: OBO of 150,000 d.w.t. The vessel called regularly every month to load crude oil. General: It is an open sea loading terminal, situated about 15 miles west of Alexandria, and in recent times has become a major oil export centre in the Mediterranean. The crude oil to this terminal comes directly from Ain Sukhna in Gulf of Suez via 2 pipelines, each of 48 in. and 320 km. long. The terminal is owned and operated by Arab Petroleum Pipelines Co., referred to as SUMED. There are 6 sea berths, all of them SPM buoys. Berth No. 3 is a stand-by berth. Vessels upto 500,000 d.w.t. can be handled. There is no draft restriction at Buoys No. A1, A2 and A6 (known as large buoys). At Buoys No. A4 and A5, max. loading draft is 56 ft. All operations are directly handled by SUMED and Agents services are not needed. Approach: A simple open sea approach and no dangers or obstructions to the approach to anchorage. The coast line is low desert and gives a poor echo. First echoes or indication that radar picks up are echoes of anchored ships. The tank farm shows up well on radar at 20 miles. The current usually sets east at about 0.5 knots, but may increase during summer to 1.0 knots. There is no considerable tide. Weak tidal streams however set east and west, parallel to coast at about 0.5 knots.

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

EGYPT
Pilotage: Pilot/Loading Master usually boards by helicopter during daytime (from sunrise to sunset). Helicopter service is not available after sunset. Hence if vessel is called to berth after sunset, Pilot boards by boat 2 miles north of Buoy No. 1. Cargo surveyor boards vessel along with Pilot, and both personnel remain on board until completion. Anchorage: Wide open sea room for anchoring. Vessels can anchor anywhere along the north limit of SUMED assigned area (marked on chart by pecked lines), i.e. to the north and N.W. of buoy field. Pilots advise vessels to anchor 2.5 miles to 4.0 miles from buoys (SPMs). In winter, during heavy weather, it is preferable to anchor west of terminal. Many ships anchor west and N.W. of assigned area, and in recent times ships have also started using area N.W. of SBMs as anchoring grounds. Bottom is sandy and offers good holding ground. Weather: Normally winds are north to N.W.ly (80% of time). During winter (December to February), at times westerly winds may be encounterd. On rare occasions during summer (in April), southerly winds may be experienced, which bring a lot of dust and sand from the desert, which also reduces visibility to a great extent. Port is exposed to northerly winds or swell and during severe conditions, port is closed for operations. Documents: Free Zone area and usually no documents are required for offshore terminal, except one Crew List. Loading Master takes vessels trading certificates and keeps them in his possession until completion of discharge. After berthing, Loading Master provided a few forms which are to be completed and which require Owners, Charterers and P&I Clubs full address and telex numbers. Communication: Pre-Arrival Message and ETAs are sent directly to SUMED as no agency service is available or required. The Pre-Arrival Message includes ETA, arrival draft, type of ballast (segregated, clean or dirty), quantity of dirty ballast to be discharged ashore, cargo requirements, loading rate, sailing draft, which grade first (if loading 2 grades) and vessels Inmarsat numbers. ETA notices of 72 hours, 48 hours and 24 hours are to be sent to SUMED. SUMED Telex No. 54108 or 54033. Usually no reply or acknowledgement is received from them. They are also on VHF Channels 16, 78 and 3. Berthing: Berthing/unberthing operations are carried out day and night. No berthing operations undertaken if wind speed exceeds 30 knots. If wind speed exceeds 40 knots, loading operations are suspended and vessel has to cast-off from buoy. On all berths, vessel is moored with only one chafing chain, and one bow chainstopper on vessel (S.W.L. 200 tonnes) is required. If vessel is not equipped with bow stopper mooring snotters, shackles, chainstoppers and other equipment is supplied by terminal prior to berthing. Mooring hawser from buoy is connected to 25 ft. of chafing chain. Chafing chain is joined to 350 ft. long pick-up ropes of 80 mm. diameter. Tugs are normally not used for berthing/unberthing. After securing to buoy, vessel usually remains clear of buoy, heading N.W., due to N.W.ly winds. Assistance of tug aft (to pull clear of buoy) is rarely needed. No tug is made fast aft. Operations: All berths have 2 hoses with 16 in. connections for loading. Berths No. 1, 4, 5 and 6 also have a third hose connection for receiving dirty ballast from vessel. Hoses are normally connected on port side of vessel. Hoses have camlock system (quick-release couplings). Max. loading rate on large buoys is 12,000 tonnes/hr. and on small buoys 10,000 tonnes/hr. Sea line capacity to each berth is different (ranging between 7,000 cu.m. to 14,000 cu.m.). A notice is to be given to terminal when balance of cargo to be loaded is equal to sea line capacity. Serious consequences can arise if this notice is not given in time. After completion of loading, vessel casts-off from berth and usually drifts clear of buoys, awaiting shore figures, which takes about 2 hours to 3 hours. After receiving shore figures on radio, Loading Master completes all documents and prepares Bill of Lading. After documentation, Loading Master and surveyor leave by helicopter by boat. Facilities: A garbage boat is provided to every ship which accepts all kinds of garbage. Crew members can only be landed for medical treatment in an emergency. They will be transported to Alexandria. AUTHORITY: Arab Petroleum Pipeline Company (Sumed), 431 Al-Guish Avenue, Loran, Alexandria, Egypt. Postal Address: P.O.Box 158, Al-Saray, Alexandria, Egypt. Tel: 20 (3) 582-4138, 582-4139, 583-7818. FAX: 20 (3) 582-6713, 583-8397, 583-1295, 583-1297. Telex: 54108, 54033 Sumed UN. Contact: Moussa Abdel Motagaly, Sidi Kerir Terminal General Manager. Captain Aly Amer, Marine Department Manager. CARGO HANDLING FACILITIES: The initial basin will consist of 4 cargo terminals. The total area for the cargo terminals will be 80 ha. The 4 terminals will consist of a container terminal, a bulk terminal, a general cargo terminal and a bulk and liquid fertiliser terminal. The specifications of the terminals, when fully operational, are as follows: Fertiliser Terminal: Location: S.W. side of the basin. Quay length: 300 m. Storage capacity: 230,000 tons warehouses. Yard area: 16 ha. Annual throughput: 650,000 tons. General Cargo Terminal: Location: N.E. side of the basin. Quay length: 300 m. Yard area: 17.5 ha. Handling equipment: 3 general cargo cranes. Forklifts (various sizes). 24,000 sq.m. transit warehouses. 2200 sq.m. cold stores. 5 ha. of open storage space. Annual throughput: 2 million tons. BULK CARGO FACILITIES: Bulk Terminal: Location: S.E. side of the basin. Quay length: 450 m. Stockpile yard: 16 ha. Handling equipment: 240 tons bulk gantry cranes. 2,400 t.p.h. belt conveyor system to the stock yards. 22,400 t.p.h. stacker/reclaimers. Bulk loader for export of DRI/HBI. Daily discharge capacity: 35,000 tons of bulk cargo. Annual throughput: Approximately 6 million tons. CONTAINER HANDLING FACILITIES: Container Terminal: Location: N.W. side of the basin. Quay length: 450 m. extendable to 750 m. Stacking yard: 32.5 ha. Handling equipment: 3 gantry container cranes. 8 RTGs. 2 reach stackers. 2 top picks/reach stackers. Annual throughput: 400,000 TEU. TANKERS: Operator: Vopak. WWW: www.vopak.com Facilities: A new terminal is due to become operational in 2002. The terminal will handle the import/export of products, chemicals, vegetable oils and LPG. The S.W. quay will be extended and a loading platform with a length of 15 m. 20 m. will be constructed. The liquid berth will have an annual throughput capacity in excess of 1,000,000 tons. AUTHORITY: Sokhna Port Development Co., 29 Farid Street, Heliopolis, Cairo, Egypt. Tel: 20 (2) 414-9944. FAX: 20 (2) 414-8877. WWW: www.amiral.com.eg Contact: Captain Ossama Al-Sharif, Chairman and Managing Director. Jan Vissers, Port Director (Email: jvissers@amiral.com.eg).

SUEZ CANAL, including Port Said and Suez: (See Plan)


Also see Rules of Navigation.
DOCUMENTS: The following documents are required on arrival: The last Classification Certificate issued. Information concerning a vessel transiting the canal. 4 Crew Lists. *Ships Register and Suez Canal Special Tonnage Certificate. General arrangement and capacity plans of the vessel, if transiting the Suez Canal for the first time, or, undergone any alterations. Suez Canal Authoritys double bottom tanks capacity form. Navigability form. Complete set of Manifests covering all cargo on board showing names of shippers and consignees. 4 Lists of Passengers in Transit. Landing cards for passengers landing finally in the A.R.E. and for those landing in the A.R.E. in transit. 4 Lists of Passengers finally landing in the A.R.E. (if any) together with their addresses in the A.R.E. Deck Log Books showing date of last call at an A.R.E. port, completed up to the time of arrival at Port Said or Suez. Mail Waybills for ports beyond Suez Canal ports and alternatively, a document from the Master is required (cargo and passenger ships only). Quantity of bunkers, water and cargo on board. Free Pratique Certificates issued by the local Quarantine Doctor. In case of a Northbound vessel loading or discharging alongside quay staying more than 24 hours in Suez, the following documents should also be presented. (1) Load Line Certificate. (2) Safety Equipment Certificate. (3) Radio Safety Certificate. (4) Documents covering names and ratings of ships officers and their certificates. * It is essential, to have amongst ships documents, on board the vessel valid National Ships Registry Certificate showing latest ships name and her present Owners. The above procedure is requested by the Suez Canal Authority, Traffic Control, to avoid delay for ships in joining the first convoy, or being liable to be stopped in the Canal in case of direct transit from Roads. Advance notice to both Suez Canal Authoritys Traffic Control and Measurage, with minimum period of 48 hours prior arrival.

SOKHNA: 29.40 N. 32.21 E.


Also see Ain Sukhna.

(See Plan)

LOCATION: The port is in the Gulf of Suez, approximately 40 km. South of the Southern entrance to the Suez Canal, in position Lat. 29 39' 49.5" N., Long. 32 21' 24" E. The port will open in September 2000. APPROACHES: The approach channel has a depth of 18.0 m. MAX. SIZE: 170,000 d.w.t. BERTHING: The port will have a total quay length of 1,500 m. Water depth in the harbour basin and alongside the quay: 17 m. North Quay length: 750 m. South Quay length: 750 m. Ro-Ro Berth length: 2100 m. Width of basin: 350 m. Diameter of turning basin: 650 m.

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

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For Pilots Use: (1) Arrival form of the Suez Canal Authority. (2) Declaration E form for dangerous cargo on board in transit. (3) Any other documents relating to shipments of dangerous cargo, radio-active or fissile. N.B. Plain Suez Canal Forms are normally handed to Master by Pilots or ships Agents, to be filled on arrival and also for use on consequent voyages. Quarantine Authorities: Quarantine Questionnaire in duplicate (Form No. 15 Q.A.) showing all ports of call, as well as dates of sailings for the last 30 days, nature of cargo on board, destination, as well as sickness among crew or passengers, if any, specially when it is presumed that the sick will be hospitalised. These forms can be filled on arrival if not available on board before arrival. 1 Crew List 1 Passenger List. Derat Certificate should be handy for inspection. Clearance from last port. Passports: For Immigration Officer the following documents are required on arrival: Arrival Immigration form, duly completed. 1 Passenger List. List of Passengers finally landing, in duplicate. Crew List. Valid passport with entry visa is required for landing in A.R.E. for passengers landing. Emergency visa can be granted on arrival if so required. For Customs Use: (1) Bonded Store List, in duplicate. (2) Crew List and Passenger List in duplicate, showing rate of consumption of each. Arrival Formalities - Documentation: Upon arrival at Port Said or Suez for transiting the Suez Canal, Master will be presented with the following documents by the local authorities: 1. Maritime Declaration of Health 4 pages 2. Ships Report 1 page 3. Notice for Port Officer 1 page 4. Declaration for Ships in Ballast 1 page 5. Statistical Declaration 1 page 6. Information Concerning a Ship 1 page 7. Information Concerning a Vessel Transiting the Canal 1 page 8. Declaration of State of Navigability 1 page 9. Declaration Concerning Use of Double Bottom Tanks and Lower Parts of High Tanks 2 pages 10 Passport Control Office Declaration on Arrival 2 pages 11. Requisition for Canal Projector Apparatus 1 page 12. Canal Mooring and Lights Co. (receipt) 1 page 13. Passport Control Office - Declaration on Arrival and Departure 1 page 14. Declaration on Departure 1 page Note: Shipmasters should pay special attention to Document No. 9, being the Declaration Concerning Use of Double Bottom Tanks and Lower Parts of High Tanks, which document will assist the Suez Canal Authorities in assessing the Canal tolls. The schedule on the reverse side of the form must be filled thus avoiding any over-assessment of the Canal tolls. Moreover, and when Shipmasters are requested to sign 2 copies or more of the same document, they should ensure that the first page is marked/stamped as original and all other copies to be marked/stamped as copy. Shipmasters Report: January 1984. Crew Personal Effects Declaration, Bonded Stores Declaration and Stores List are not required. The Bonded Store is not sealed. The Ships Log Books are not taken ashore but the Certificate of Registry is taken in Port Said and returned at Suez. Shipmasters Report: October 1988. The following documents are required for Suez Canal transit: Agent: 1 Crew List. State Agent: 1 Vessel Information Form. 5 Crew List. 1 Navigability Form. 1 Cargo List. 1 Shipping Agency Inward/Outward Form. 1 Liferaft Certificate. 1 CO2 Certificates. Vessels Safety Certificates. Customs: Free Zone Certificate. Quarantine: Quarantine Questionnaire. 1 Crew List. 1 Clearance from Last Port. 1 Vaccination List. Suez Canal 1 Crew List. Authority: 1 Vessel Information Form. 1 Double Bottoms Tank Capacity Form. The following documents are required for vessels berthing at Port Said: Agent: 1 Crew List. Immigration: 2 Crew List. (Shore passes and Passports obligatory). Quarantine: 1 Clearance from Last Port. 1 Quarantine Questionnaire. Circulars: Issued by Canal Shipping Agencies Company, Port Said: Circular No. 42/81: To all Shipowners and Masters. We append hereunder free translation of Circular No. 2004/T81 received from the Deputy Manager, Transit Section, Suez Canal Authority, Port Said: It has been noticed that the necessary notification which should be given before the ships entry in harbour in case of carrying dangerous cargo on board is neglected by Masters who also fail to fulfil the relative declarations, as stipulated in the Suez Canal Authoritys Rules of Navigation Appendix for Vessels Carrying Dangerous Cargo (Edition 1977), which may expose both the vessel and the port to risks arising from the goods in question. Kindly, therefore, draw the attention of Owners and Masters to the necessity of adhering to the said rules, noting that the Master will be entirely responsible navigably and criminally for any occurrence which may arise from failure to give the required notification, inaccuracy of details or omitting to take the necessary precautions on board. Circular No. 23/82: To all Shipowners and Masters. We once again should like to draw your kind attention to the fact that some Owners abroad do not provide the Protection Centre, Nuclear Research Centre of the Atomic Energy Establishment, Cairo with sufficient information in respect of such shipment on board their vessels. In this connection, we would refer to our Circular No. 3/79 dated 6th January, 1979, text of which is quoted hereunder for your easy reference. According to Circular No. 4/3BA-406012, dated 1st September, 1964 and the amending Circulars issued by the Transit Section of the Suez Canal Authority and also the Suez Canal Authoritys Rules of Navigation Appendix for Vessels Carrying Dangerous Cargo, the transport of radioactive substances carried by vessels transiting the canal are subject to protective conditions concerning transportation and transit, as specified therein, with the object of ensuring the safety of the said water channel and its environment. However, it has lately been noticed that due attention is not given by Shipowners and Shippers abroad to forwarding the relative complete data which must reach the Atomic Energy Establishment before each shipment with regard to substances of Group 1 or on shipment with regard to substances of Group 2, this being in accordance with Item 3 of the aforesaid circulars and also Chapter 3 of the Appendix in question. Kindly, therefore, advise Shipowners and Shippers that all the said conditions should be fulfilled, especially regarding the complete information relating to radioactive substances which should be sent immediately upon its receipt to: Head of the Protection Section, Nuclear Research Centre, Atomic Energy Establishment, Atomic Energy Post Office, Cairo. This will enable us to take the necessary action to safeguard public interest. We add that it is of vital importance that you also supply your Agents with all the required relative information and documents sufficiently in advance, to enable them to take the necessary action with both the Suez Canal Authority and the Atomic Energy Establishment in Cairo. RESTRICTIONS: Circular No. 2/1998: MARINE WARNING The Suez Canal Authority informs the shipping agencies, shipowners and floating units that an electric cable will be extended over the Suez Canal waterway, with a max. height of 140 m. at Km. 153.200, thus the permissible height of units will be 135 m. (high high water). This Circular takes effect as of 25th June 1998. MAX. SIZE: LOA No restriction. Max. beam 245 m. (aft draft 36 ft.) but in ballast. Max. draft 62 ft. (beam 164 ft.) or max. draft 40 ft. (beam 254 ft. 3 in.). Also see Suez Canal Rules of Navigation Article 52. HEALTH: On entering, vessels must hoist the International Quarantine Signal for compulsory quarantine. Any sickness must be reported to the doctor specially when it is presumed that the sick will be hospitalised. The Quarantine doctor meets the ships whilst entering the port and the ships are boarded in turn. To get a quick clearance and not to be left for later attendance, Masters are requested to receive the doctors as soon as they board and to have the following documents ready: Quarantine Forms in Duplicate: When inserting the ships register net tonnage special care should be taken in indicating same on the 2 quarantine forms (Form No. 15 Q.A.) as the dues are calculated on that tonnage, as incorrect information may cause complications. Derat Certificate should be handy for inspection. Clearance from Last Port should also be handy. All ports at which the vessel has called as well as dates of sailings for the last 30 days should be inserted in the form. Quarantine Signals: By day: Q flag (signifying vessel healthy). Q Over first substitute (QQ). (Vessels have cases of infectious diseases more than 5 days ago, and there have been unusual mortality among the ratings or crew on board.) Q over L flag (QL) signifying (vessel is infected and has cases of infectious diseases less than 5 days ago.) By night: red light over white: The flags and lights must remain hoisted until Free Pratique is granted. Ships in transit under Quarantine through the Suez Canal will use the same signals until they clear the other end of the Canal. Important: In the event of a vessel arriving from a port that has been internationally declared infectious and the incubation period has not yet expired at the time of the ships arrival at an A.R.E. port the vessel is put under compulsory Quarantine, moored at an isolated berth and no shore contact is allowed. Nevertheless, the ship can still carry out her normal operations on condition that all shore personnel are holding valid vaccination and/or inoculation certificates issued by the Quarantine Administration. The ships personnel should also carry International Vaccination and/or Inoculation Certificates. Final landing passengers, not carrying such certificates, will be landed under Quarantine supervision and will be kept isolated at the lazarette until incubation period is over. Pratique Granted by Radio: Pratique may be granted prior to ships arrival provided the following conditions are adhered to: (1) The vessel must be a regular liner known to the Quarantine Authorities and has a doctor on board. (2) Details shown on the Quarantine Statement should be radioed to the Quarantine Authorities 24 hours prior to ships arrival. (3) Masters of vessels must declare before their arrival any accidents which might have taken place on board prior to the arrival in port. (4) The ship must not have called at any infected port.

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RADIO: Authorised Personnel Checks: Masters of vessels are requested to contact the Suez Canal Authority via its wireless station SUQ whenever they want to make sure of the identity of any Suez Canal personnel embarking their vessels, either in the approaches or in the harbours or in the Canal waters. Also in case of any urgent complaints which may need quick investigation. VTS: Vessel Traffic Management System in operation. TUGS: Highly qualified crew are available on board several tugs owned by the Suez Canal Authority in Port Said, Suez and in all Suez Canal stations. These tugs assist vessels to berth in Port Said harbour as well as in Canal if a case arises. It is left solely to the Canal Authority to decide whether more than 1 tug is needed (free of charge) to assist any ship to moor in the Port Said harbour, but if a Master of a vessel finds it necessary to employ an extra tug for berthing or if he needs a tug for any other reason, such an operation will then be charged to the vessel. Salvage Tug Boats: (1) 3,200 h.p. Mounir, Moawen 1, Moawen 2. (2) From 3,500 to 5,000 h.p. Antar, Bassel, Barei, Fahd. (3) 6,400 h.p. Mared, Shahm. Harbour Tug Boats: 1,600 h.p. Bori, Wakar, Chadid, Hout, Kirsh, Morgan, Shabar. BERTHING: Port Said:
Places or Names Isolated Berths* Outer Harbour Basin No. of Berths 3 1 Berth No. Length of Length of Berth Vessel (m.) (ft.) (m.) (ft.) 280 919 232 761 250 820 202 314 1,030 266 245 803 197 300 984 252 662 872 646 827 Remarks

Khedivial Quay: Berths No. 9, 10 and 11, length 119 ft., depth 24 ft. at high tide. Mobile cranes available; 5 tons, 15 tons and 30 tons capacity. Pilgrims Quay: (Pontoon Berth) No. 6, 1 berth, length 1,000 ft., draft 26 ft. Adabiya Port: This port is situated on the Western shore of the Suez Bay, and is under the control of the Naval Authorities. Berth Length Depth (ft.) (ft.) Main Quay 1,400 38 40 470 24 27 450 36 Grain Quay 650 40 Cement Quay 33 Discharge Rate at Cement Quay (Budr Jetty) is 6,000 - 8,000 tons daily. Marakib Quay: Situated at the entrance of the Canal depth 28 ft.; can accommodate passenger and cargo vessels. Storage Capacity at Suez: North Quay 40,150 sq.ft. Pilgrims Quay 20,952 sq.ft. Khedivial Quay 8,448 sq.ft. 69,550 sq. ft. While stacking spaces on the quays are: 332,050 sq.ft. Also see Bulk Cargo Facilities. BULK CARGO FACILITIES: Grain: Agents Report: June 1997. ADABIYA: Terminal: Berths No. 1, 5, 7, 8 and 9. Distance from sea buoys: 9 km. from Suez Bay Length of dock/Length with dolphins: 220 m. Draft restriction alongside: 13 m. Commodities handled: Cement, palm oil, newsprint, grains Storage capacity: Horizontal silo capacity 15,000 tonnes Year built/last modified: 1989 Designed loading rate/t.p.h.: Discharge 100 and 25 Potable fresh water available: Available by barges. Min. ordering quantity 200 tons Formerly known as: Adabiya Dock access by vehicle permitted: Yes Is bunkering permitted alongside?: Yes, by barges Owner/Operator of elevator: Suez Discharging and Mechanical Stevedoring Co. Largest vessel loaded: 50,000 d.w.t. PORT SAID: Terminal: Asswan and Observer Distance from sea buoys: Length of dock/Length with dolphins: Draft restriction alongside: Commodities handled:

Red Berths*

Black Berths*

Navy House

2 3 1A 2A 3A 4A 5A 6A 7A 8A 9 A.N. 9 A.S. 5 4 A.E. 5 A.E. 6 A.E. . . . . . 8 A.E. 9 A.E. 7 0R 1R 2R 3R 4R 5R 6R 7 1N 2N 3N 4N 5N 6N 7N 6 1 2 3 4 5 6 10 17

without limitation

Vessel heading 270

107 140 245 290 238 295 162 280 270 170 270 205 220 225 230 459 804 951 780 968 532 919 886 558 886 672 721 738 754

350 92 197 242 190 297 114 232 193 122 222 157 172 177 182 61 61 101 168 168 168 91 to 180

Vessel heading 090 301 On the Western 646 side of channel 794 623 975 374 761 633 On the Eastern 400 side of channel 728 515 563 580 596 200 200 330 550 550 550 300 South of the to inflection point 620 North of the inflection point 879 Depth 28 ft. 742 Depth 31 ft. 662 Depth 32 ft. 563 Depth 32 ft.

Cherif Quay Abbas Quay Hussein Basin

Alongside Alongside

E Berths*

1 2 3 4

E E E E

325 1,066 277 280 919 232 250 820 202 220 721 172

*Note: In good weather the length on buoys may be increased from 3 m. to 9 m. according to the length of the berth and height of the vessel. Quays at Port Said: The Suez Canal Authority has quays to enable vessels to berth alongside at Cheriff and Abbas Basins. Length about 1,300 m. Height about 2 m. from sea level. Also 14 cranes of 3 tons lifting capacity each, running on rails have been installed. Maximum draft allowed is 27 ft. The best part of these quays is ready and vessels with full cargo for discharge are now berthing alongside. Vessels drawing more than 27 ft. have to lighten their cargo into lighters to that draft before berthing. The distance between Bollards 23 and 24 South of deep Abbas Quay (30 m.) has been reserved for the berthing of one Ro/Ro vessel by the stern, within the present allowed draft (27 ft.). Height of quay from sea level: 2 m. Average tide all year: from 40 to 50 cm. Thickness of fender: about 50 cm. Breadth of quay edge: from 50 to 60 cm. Containers: Container quay with length 350 m. and depth 45 ft. 245 ton cranes are installed. An additional 250 m. multi-purpose quay has been built adjacent to it. Maximum draft at Container Quay and Multi-Purpose Quay is 42 ft. Grain: Grain vessels of 45,000 d.w.t. (Draft 38 ft. 42 ft.) can berth alongside a 100 m. length hulk with 2 barges as spacers. Rate of discharge 400 t.p.h. (7,000 8,000 tons per day). Storage capacity: 10400 ton silos and 120,000 tons silo. Suez: Port Ibrahim: Port Ibrahim is the Port of Suez. It consists of North and South Basins. Depth 26 ft. North Quay: The North Basin has, on the North side, a quay length of 2,415 ft. a total breadth of 975 ft. and depth of 26 ft. at high tide. Quay can accommodate 4 large ships. Berths 4 and 5, where stores are available, are suitable for general cargo.

5 km. 591 m. 11.60 m. Bulk, grain, wheat, soya meal, corn Storage capacity: 80,000 tonnes silo capacity Year built/last modified: 1980 Designed loading rate/t.p.h.: Discharge by unloaders on Observer Quay 7,000 tonnes/day. Discharge by unloaders on Asswan Quay 5,000 tonnes/day. Potable fresh water available: Yes, by barges Formerly known as: Bur Said Dock access by vehicle permitted: Yes Is bunkering permitted alongside?: Yes, by barges Owner/Operator of elevator: Port Said Port Authority BRIDGES: New bridge constructed at Qantara (at Km. 48.5), about 49 km. South of Port Said and 38 km. North of Ismailia, in position Lat. 30 49.7' N., Long. 32 19.0' E. The clearance is 70 m. above Canal High Water Level. STEVEDORES: As stated in the ETA messages, Masters are advised to include in their messages details of cargo to be discharged in either Port Said or Suez, hatch by hatch and gangways required, if possible. All loading and discharging operations in Port Said Harbour and Suez Roads are effected by lighters. There are steel lighters, and self-propelled barges available for this purpose that will allow rapid work to be carried out. At Port Said several reefer ships are provided with flat floating pontoons to facilitate discharge of cargo. At Port Said the draft of water does not allow ships to be berthed alongside quays to carry out cargo operations except in Cherif and Abbas Quays which accommodate vessels up to 27 ft. and consequently same are carried out also from and into lighters which are brought alongside the vessels whilst at anchor. MEDICAL: It is very essential for Agent to receive advance notice of required medical attendance at least 24 hours prior to ships arrival. All ordinary medical supplies are available and prescriptions are executed at any time at moderate prices and delivered during ships stay in port. Medical assistance at Port Said and Suez is available. Consultations on board could be arranged through ships Agent at any time by day or night. Reliable dentists are available at Port Said and could be consulted on board, if necessary, and during the following period at their clinics: From 0900 to 1300 hrs. and from 1600 to 1900 hrs. Oculists are available for consultations at town clinics in Port Said during usual working hours. Opticians are also available at Port Said. The following hospitals are available with ample first, second and third

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

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class accommodation, accepting patients irrespective of nationality at reasonable charges: At Port Said At Suez Al Mabarra Hospital Al Mabarra Hospital Notre Dame de la Abou El-Azayem Hospital Deliverande Hospital General Government Hospital Two General Government Isolation Hospital Hospitals Ophthalmic Hospital T.B. Hospital Isolation Hospital Ophthalmic Hospital Ships personnel should carry international vaccination and/or inoculation certificates if a vessel is arriving from a port that has been internationally declared infectious and the incubation period has not yet expired at the time of arrival. TANKERS: There is a bunkering station at Port Said harbour which can accommodate 4 tankers with not more than 38 ft. draft for the purpose of discharging their cargo of fuel or diesel oil to the different oil bunkering companies. Tankers in Suez discharging bunkers and changing crew do so in the New Suez Terminal or the Suez Petroleum Basin. Tankers in Port Said discharge bunkers only. Oil Storage: There is ample tank storage for bulk petroleum products. New Suez Terminal: The terminal is situated in Suez Roads. (1) Presently one berth has been reconstructed and is used by tankers chartered by EGPC. (2) Minimum depth of water at LWOST in the approach Channel is 38 ft. (3) Minimum depth of water at LWOST alongside each berth is 38 ft. (4) Maximum safe length of tanker applicable 750 ft. (5) Six pipelines each berth: 4 lines 20 in. 2 lines 16 in. 1 line 4 in. (fresh water) (6) All types of oil products can be handled at this berth. (7) Facilities are available for reception of ballast. There is a charge for the service. Suez Petroleum Basin: Jetty No. 4 can take tanker length 500 ft. with 26 ft.draft. Jetty No. 5 Max. length 530 ft. Max. draft 26 ft. Jetty No. 7 Max. length 570 ft. Max. draft 26 ft. There are sufficient pipes for discharge. FRESH WATER: Available for supply ex self-propelled barges to any quantities required at all times with minimum supply of 50 tonnes for vessels exceeding 500 tonnes gross provided vessels inside the harbours, vessels at anchorage areas minimum supply quantity is 200 tonnes. Canal Shipping Agencies Company Circular No. 123/84: Fresh water supply for Southbound vessels in Bitter Lakes and Ballah West Branch: Owners and Masters are hereby notified that Southbound vessels entering the Canal direct from sea, will be able to have their fresh water supply while at anchor in the Bitter Lakes or in Ballah berths as from 20th November, 1984. The Suez Canal Authority has its lightening vessel Nagda I stationed at Ismailia and ready for this purpose. The vessel Nagda I is 3,200 d.w.t., 85 m. long, 15 m. breadth and her fresh water tanks capacity is 1,200 tons. Demands for fresh water should be made through the Agent representing the vessel, 24 hours pre-arrival, to Port Said Harbour, price per ton of fresh water is the same as in Port Said harbour against receipts signed by Masters for the quantities received (minimum quantity is 200 tons). FUEL: Different grades of fuel oil are available from different firms. It is customary that the Master should advise in his ETA message of the vessels requirements, fuel or diesel oil, at least 24 hours prior to ships arrival into port. Bunkering is by contract between the Owners and the different bunkering firms, and nominations should be arranged for each vessel separately between the Owners and Head Office of the bunkering firm abroad, and for which payment is also effected abroad. Only the Compagnie Orientale des Petroles accepts payment in cash out of Shipping Account No. 2 for supplies effected by them and in which case a nomination is not required. Vessels can be berthed in the oil installation and thus can effect their bunkering requirements through pipelines. Tankers which are not gas-free, cargo vessels carrying dangerous materials and passenger vessels, which are moored opposite the town, can be supplied with requirements of fuel and diesel oil ex self-propelled barges with max. capacity of 700 tons. Port Said: Vessels can also be supplied at the anchorage areas and in Port Berths by means of supply tankers and self-propelled barges respectively. Suez: Bunkering always done ex-barges. FIRE PRECAUTIONS: In accordance with the Suez Canal Authoritys regulations, tankers and vessels carrying dangerous materials must comply with their requirements, concerning fire regulations. CONSULS: The following countries have Consulates or Consular Agencies in Port Said: China (P.R. of) Germany Netherlands Spain Denmark Greece Norway Sweden Finland India Panama U.K. France Italy Russia U.S.A. The following countries have Consular Agencies in Suez: Denmark Finland Norway Sweden REPAIRS: Most types of repairs whether temporary or permanent can be carried out here by the Suez Canal Authoritys shipyard or its subsidiary companies, under the supervision of the appropriate surveyors, if necessary. Suez workshops are well equipped for undertaking all kinds of marine repairs to hull, main and auxiliary engines, boilers, navigation aids, radar and cooling, and installations. Vessels carrying explosives are not allowed to carry out repairs. Tankers loaded or in ballast but not gas free are not allowed to carry out repairs, except in cases of force majeure of which the Canal Authority is sole judge. Gas-free tankers must present Gas-free Certificate before they are allowed to carry out any repairs. If unavailable, a chemist approved by the Suez Canal Authority can be appointed for testing the tanks and issuing the Gas-free Certificate. The aforementioned restrictions are applicable at Port Said only and not at Suez where vessels anchor at roads and are of no danger. Other Repair Facilities: Exist at Port Said for air conditioning, wireless telegraphy, radar, course and rudder recorder, refrigerators, and refrigerating units. All kinds of repairs to echo sounding devices are carried out at Port Said and Suez by experienced specialists at reasonable charge. In Port Said different types are dealt with by the Port Said Engineering Works and Eastern Electronics. The electrical repair workshop in Suez is operated by Suez Electronics. DRY DOCKS: A floating dock of 25,000 tons, capable of docking vessels up to 50,000 d.w.t., is available at Port Said as well as a dry dock at Suez. Sufficient notice is required to book the date for either the floating or the dry dock. Repair facilities are available at Suez, where a dry dock is suitable to accommodate vessels up to 8,000 d.w.t. Dimensions: Extreme length to inner sill 464 ft. Breadth at entrance 73 ft. Height of water over keel blocks: at Spring tide 22 ft. fore, 26 ft. 3 in. aft at Neap tide 19 ft. fore, 23 ft. 3 in. aft The max. draft at which a vessel can use the dry dock is 17 ft. fore and 20 ft. aft. Deeper drafts may be arranged with the management. The Suez Canal Authoritys Floating Dock and Shipyard is situated at the Northern entrance of the Suez Canal, opposite to Port Said lighthouse. Ships up to 50,000 d.w.t. may undergo all kind of repairs in the shortest possible time. Tankers, by gas-freeing during their voyage from their home harbour to Port Said, will save at least 4 days if they carry out their repairs in our dock. Port Said Shipyard has 3 floating cranes, 140 ton, 1100 ton and 1200 ton capacity available for hire. GANGWAY/DECK WATCHMEN: In both basins Cherif and Abbas at Port Said, where cargo vessels are normally berthed, ships gangways can be used for disembarkation and embarkation. Passenger vessels are moored in special berths, i.e. Red Buoys, opposite the town, and can be supplied with 1 or 2 floating bridges (snake pontoon) which can connect the ship with the shore to enable the transit passengers and members of crew to proceed ashore. Cargo ships and other vessels mooring at the different buoys must lower their gangway to facilitate disembarkation and embarkation of ships personnel as well as different officials. As far as Suez is concerned, all vessels must lower their gangway for the same purpose stated above. A deck watchman is recommended. Also see Police/Ambulance/Fire. Circular No. 1/87: 1. Each vessel, tanker and/or floating unit of any type which berths in Port Said and/or Suez either to transit the Suez Canal and/or to carry out operations has to engage watchmen in the following procedure: Gross Tonnage of Minimum No. of Watchmen Floating Unit to be engaged per Unit (a) up to 999 tons 1 watchman (b) from 1,000 tons to 2,999 tons 2 watchmen (c) from 3,000 tons and over 3 watchmen (d) passenger ships According to Masters requirements with a minimum of (e) Large cargo ships 3 watchmen. 2. Each Contractor has to submit to the Master a list showing names of watchmen engaged and their serial numbers. 3. The vessel has to ascertain that each watchman is in possession of an identity card and/or badge bearing a serial number, photo and name of the marine contractor through whom he has been engaged. 4. Masters are kindly requested not to sign blank receipts as it is recommended to keep a copy of same onboard for perusal in case of need. 5. Any incident concerning watchmans attitude on board has to be reported immediately to the Agents so that necessary steps can be accomplished on the spot for the safeguard of ships interests. Circular No. 86/84: On the occasion of the current security precaution measures adopted at present, kindly advise Owners and Masters to the following steps: 1. Upon ships arrival in Canal waters, security personnel may board vessels with at least two persons with certified identity cards issued by the Suez Canal Security Directorate. The above procedure is a part of security plan to safeguard ships transit in the Canal due to the prevailing circumstances. 2. Utmost care and accuracy to be taken in relaying information about ships tonnage and all particulars concerning cargoes onboard, thus complying with manifests, avoiding ships delay or checking. 3. Special attention to be given on passing information for expected vessels either from the North or the South, and immediate notice for any alteration to be relayed to concerned parties with a minimum period of 6 hours before arrival at Anchorage Area to avoid being delayed. OPENING/CLOSING HATCHES: In accordance with Charter Parties, the opening and closing of hatches are dealt with as instructed in this Agreement, but for vessels carrying out minor cargo operations, it is customary that stevedores open and close ships hatches against ships account. To expedite vessels transit, it is always recommended that ships crew, during vessels entering into the harbour should open the hatches and rig ships derricks in order that they may be ready for cargo operations immediately upon ships arrival at either Port Said or Suez.

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CUSTOMS ALLOWANCES: Every member of crew is entitled to have 1 carton of cigarettes, 8 ounces of tobacco, and 1 bottle of spirits for his own consumption during ships stay in Port Said, Suez Canal transit, until vessel exits the Canal or vice-versa. Same applies to passengers, and a limited quantity of bonded stores can be permitted in public rooms and bars on passenger ships. Crew and passenger list, in duplicate, showing the amount in possession of each must be ready on vessels arrival for submission to the Customs Representatives who normally proceed on board on arrival to seal up the Bonded Stores. CARGO GEAR: These are normally supplied by the stevedores to comply with the nature of cargo discharged or loaded from cargo ships. Rope lengths and other cargo gear may be additionally required to expedite ships discharge. CREW CHANGES: By law, only the official State Agents are permitted to handle reception or repatriation of crew in Egypt. Crew members arriving at Cairo Airport to join a vessel must have a letter of introduction addressed to the Manager of Cairo Shipping Agency, 7 Abdel Khalek Tharwat Street, P.O.Box 468, Cairo, telephone number 745755 or 745863. This introductory letter is to be produced immediately upon arrival to the representative attending at the airport. Note: A representative is usually in attendance when the crew member steps off the bus and passes through the doors at the entrance hall. Distance from the bus about 20 m. 25 m. just in front of the banks. Visas can be obtained at the airport. The Suez Canal Authorities have also stipulated the following requirements for arriving crew members: (a) Be of same nationality as the vessels flag. (b) Be in possession of a contract signed and stamped by the shipowners. (c) Be holding a valid Seamans Book. Note: Crew members joining vessels at Suez Canal are not permitted to bring with them spare parts, equipment, electrical apparatus, etc., for vessels unless the goods in question are accompanied by an air waybill which must indicate the words in transit, together with an invoice from the suppliers stating description and value of the goods. Principals are requested to telex their Agent giving full details of crew changes including names, flight numbers, dates and times of arrival. Agents Notice: This is to bring to your kind attention due to the fact that Owners are sending the return tickets for repatriation of crew members by PTA which procedure entails delay in reserving a place on board the aircraft in addition to the delay that results in tracing the whereabouts of the PTA. This in turn causes extra hotel expenses and we are therefore requesting that Owners leave the ticketing to us in order to cut hotel expenses. Please note the usual crew discount is obtained. AIRFREIGHT: The Official State Agents are the only Agents legally entitled to handle airfreighted consignments such as parcels, spares, etc., and the following procedure should always be followed: All parcels should indicate: (a) Name of vessel to which consignment is intended and port of delivery. (b) Name of Official State Agent. (c) The wording . . . . delivery at Cairo Airport to Cairo Shipping Agency only, on behalf of (insert name of Official State Agent). (d) All parcels to be encircled with a wide self-adhesive tape, coloured red. In addition a self-adhesive label to be affixed bearing the name of Cairo Shipping Agency and also the name of the Official State Agent in large capital letters. (e) The parcel and air waybill must indicate the words In Transit for M/V....... (f) Suppliers of the spare parts must always be instructed to enclose with the parcel, copy of their invoice stating description of the contents and value and to ensure that the commodity of the cargo can be indicated precisely on the relative Bill of Lading. Note: Crew members joining vessels at Suez Canal are not permitted to bring with them spare parts, equipment, electrical apparatus, etc., for vessels unless they are accompanied by an air waybill and an invoice duly completed as instructed above. Please note that any goods for vessels arriving with embarking crew members must also follow precisely points (e) and (f) as indicated above otherwise the Customs Authorities will refuse to release such goods In Transit. In order to enable check upon airfreighted consignments, Principals are requested to telex advise their Agent giving full details of flight number, date, air waybill number, etc. Circular No. 19/83: Dated 8th February, 1983. Parcels of spare parts, equipment and electrical apparatus arriving care of crew members without transit shipping documents. Reference is made to our previous circulars, dealing with the above subject, ending with No. 101/82, dated 31st October, 1982, requesting you to kindly ascertain that the air waybill covering a parcel of spare parts must show that same is In Transit for M/V....... The object of the present circular is to bring to your kind attention that, considering that, according to Regulations, a crew member is allowed to be accompanied only by his personal effects, the Customs Authorities refuse to release In Transit other goods, such as spare parts, various equipment, electric apparatus of high value (T.V., video etc.) arriving care of crew members. As already explained, the goods in question should be accompanied by an air waybill and an invoice duly completed as described previously. Kindly, therefore, arrange for parcels of spare parts, equipment, apparatus etc. not to be forwarded care of crew members unless they are accompanied with complete shipping documents, otherwise it will not be possible to have them released In Transit. Circular No. 114/1983: We would refer to our various Circulars ending with No. 19/1983 (see above), dated 8.2.1983, dealing with the necessity of instructing Suppliers of spare parts to ensure that: (a) the parcels be accompanied by copies of invoices showing description of their contents and its value. (b) that the relative Bills of Lading should point out the commodity of the cargo precisely. Moreover, you are also kindly requested to make certain that the respective Air Waybill should clearly show that the parcel is In Transit for M/V......, indicating the vessels name to enable the Customs to avoid dealing with the parcels as Import Cargo, which irregularity causes much complication and delay. In this respect, it is also recommended that parcels be airfreighted to Cairo four days before ships arrival, taking into consideration the weekends and official holidays. Circular No. 121/84: Arrival of ships stores consignments by airfreight to Cairo Airport: Notice is hereby drawn to the urgency of notifying all concerned as regards the arrival of airfreighted ships stores consignments in ample time before reaching Cairo Airport, prior ships arrival at one of the Suez Canal ports, with a minimum period of four days before ships arrival. This will enable our Cairo branch to complete the necessary Customs formalities, and ensuring delivery to respective vessels. Kindly be guided accordingly. AIRPORT: The distance between the international airport at Cairo and Port Said or Suez is normally 2.5 hours. International airlines serve this airport. Cairo Shipping Agency is on constant contact with Agent for the necessary instructions. In the interest of all and in order not to lose any time and to avoid any restrictions when sending crew members by plane to join their respective vessels, it is essential that the Agent concerned should notify by cable in good time the flight number as well as the time and date of the arrival in Cairo, thus enabling the Agent to notify Cairo Shipping Agency for the necessary clearance and as to whether they should be sent to join their vessels. HOLIDAYS: General Holidays: February 22nd Unity Day May 1st Labour Day May 9th Sham El Nessim (Spring Holiday) June 18th Evacuation Day July 10th 13th Ramadan Bairam (End Of Ramadan)* July 23rd Revolution Day (National Day) September 16th 20th Courban Bairam (Pilgrimage Feast)** October 6th Armed Forces Day October 7th Islamic New Year*** October 24th Suez Day December 16th Mouled El Nabi (Birth of the Prophet) *Possibly observed July 11th 14th **Possibly observed September 17th 21st ***Possibly observed following day. The Dates of the Islamic holidays are stated approximately. Working hours: 0600 1800 hrs. Overtime: 1800 0600 hrs. Friday is the weekly day of rest but it does not affect labour. If a holiday falls on a Friday it is possible that the following working day will be decreed a holiday also. Ramadan: Thirty days fast and how it affects labour; Cargo operations can be carried out at night and on Fridays and General Holidays against payment of overtime rates. Arrangements should be made on the previous working day to enable Customs to delegate the necessary personnel in time. Local Holiday: Port Said: December 23rd Port Said Day POLICE/AMBULANCE/FIRE: Vessels which are moored in the harbour either in Port Said or Suez requiring assistance from the Port Police, should hoist the International Code Signal (YM). There is always a police guard appointed by these Authorities on each ship in either Port Said or Suez harbour. First-aid assistance can provide ambulances at a request through the Agent. In case of fire on board when in port, the Master must inform the Port Authorities (the Suez Canal Authority) immediately and at the same time give a general warning by means of a long blast of whistle or siren and be prepared to move his ship to another berth if so required. The Suez Canal Authority own 7 tugs and other craft distributed in various points of the Canal with individual output from 10 t.p.h. to 950 t.p.h. well equipped with fire-fighting appliances, ready for use at any moment. Police guards are placed onboard vessels in Suez Roads for vessels protection. TELEPHONES: There are no telephone facilities available in Port Said except at Berth No. 4 Red where passenger ships are normally berthed, and this can be connected when snake pontoon is fixed with ships gangway. SERVICES: Port Said and Suez being situated at a middle point between the East and the West, have become an ideal centre for replenishing stores and provisions which can be obtained in bond or from town. Delivery of provisions and stores is effected 24 hours a day at Port Said and Suez. It is recommended that Masters should order their requirements prior to their arrival with a view to avoiding any delay specially for ships joining the 0700 hrs. convoy Southbound. Deck and engine stores are ample and are also available and sold at (in bond) prices. Paints: All kinds (bottom, boot-top, topside, enamel, engine ready mixed, heat resisting, varnishes) are also available at in bond prices. Painting of ships or undertaking any maintenance work on board is permitted while ship is in port waiting to join the North or the Southbound convoys as well as while transiting the Suez Canal. The following companies are represented here: International Marine Paint Sole agent in Egypt: International Shipping Enterprise. Hemples Marine Paint Represented by The Egyptian Camrex Marine Paint Marine Supply and Contracting Co. (cable address: Consup)

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

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Chemicals: The following chemical firms are represented in Port Said and Suez: Gamlen & Co. Represented by The Egyptian Marine Supply and Contracting Co. (cable address: Consup) Bird Archer/Norus Represented by The International (Tommons & Chartes) Marine Services Co. (cable address: Chemicals. Marinco) Drew Chemicals Cameroid Products. Paroline Chemicals Cameroid Products. Walker Bow. Houseman Marine Chemicals International Shipping Enterprise Grease and lubrication oils. Available from: Esso Petroleum Co. Wisure Oil Co. Misr Petroleum Co. (ex Shell) Fina Oil Co. Mobil Oil Co. Gulf Oil Co. Caltex Oil Co. Castrol Oil. Ocean Oil Co. An advance notice of 48 hours is necessary to arrange for lubricating oils and/or bunkers required. Charts: Admiralty Charts are available at Port Said from the Egyptian Marine Supply and Contracting Co. If any order has to be supplied at Suez, arrangements can be made for the required charts to be sent there. Defense Mapping Agency, Washington and British Admiralty Charts available from International Shipping Enterprise, who also act as distributor for Pains-Wessex Marine distress signals and line-throwing equipment. Cigarettes: American and British cigarettes are available in bond. Technical Gases: Technical gases are also available at Port Said and Suez, and empty containers can be exchanged. Fish: Bream, prawns, crab, rock fish available throughout the year; Mullet available June/February; Slip soles available November/March. Vegetables: Beans, beetroots, cauliflower, cabbages, carrots, eggplant, endive, garlic, herbs, lettuce, marrows, parsley, radishes, spinach, tomatoes, turnips, escarole, onions, potatoes: Available throughout the year. Green peas, celery, pumpkins: Available January/March. Artichokes: Available October/April. Parsnips, spring onions: Available November/May. Green pepper, mint, ladys finger: Available June/September. Capsicum: Available May/December. Cucumbers: Available February/December. Lemons, limes: Available throughout the year. Fresh figs, fresh dates: Available August/October. Bananas: Available October/June. Grapefruits, oranges, tangerines: Available October/May. (When out of season import citrus are Available). Apricots: Available May/June. Water melons, sweet melons: Available May/October. Grapes: Available June/October. Plums, peaches: Available June/October. Mangoes: Available August/September. Pears: Available August/October. Apples: Available November/February (also imported the whole year). Eggs: Eggs are available throughout the year. Meat: Fresh meat is only supplied to vessels having a Mohammedan Crew after permission is obtained from the Customs. Other vessels are supplied with frozen in bond. Laundry: Well equipped, reliable and fast services are available at Port Said, through the ships contractor. Ships laundry is usually delivered within 24 hours. For vessels remaining a few hours in Port Said and transiting the Canal, their laundry could be collected, washed and ironed and then transported to Suez by special car or lorry for delivery to them there. Garbage: No refuse or ashes are allowed to be thrown whilst ships are moored in Port Said, transiting the Canal or in Suez Roads. Small barges are available in Port Said and Suez for disposal of garbage or ashes, which craft can be obtained at a reasonable hire. Divers: Suez Canal Authoritys Divers as well as other Contractors experienced divers are available, capable of carrying out any kind of underwater repairs including welding and fees are subject to the kind of job to be performed. Anchors and other articles left behind by any ship in Canal waters are retrieved on no cure no pay basis. SHORE LEAVE: Crew members are allowed ashore provided that they obtain a shore leave pass issued by the Immigration Authorities through the local Agent. They can proceed ashore by means of motor launches or rowing boats at their own expense. For vessels mooring opposite the town and connected with the shore by snake pontoon, crew, together with passengers, can proceed ashore free of charge. IDENTIFICATION CARDS: Every member of crew must have a Seamans Book deposited with the Officer in charge for inspection, if so required by the Immigration Authorities. If a vessel is stopping in Port Said or Suez for a lengthy time, these Seamens Books are normally taken off the ship by the said Authorities and kept in their departing office pending ships sailing day when they are placed on board by the proper officer on a previous advice. Identity cards are also needed if a crew member wishes to proceed ashore for a short visit to the town or for proceeding to any excursion inland. DEVELOPMENTS: There is a modernisation plan underway at Suez. When the modernisation is complete, cargo handling will be largely mechanised, resulting in a great increase in the ports capacity. The first stage of the expansion will provide 3 multi-purpose berths, shoreside installation, container-handling facilities, and grain storage facilities. An offshore grain pier connected to onshore storage silos is expected to be built during the next phase. Plans for draft 68 ft. 70 ft. are being studied. RADIO OFFICERS REPORT: September 1990. Documents: When vessel Southbound: State Agent: 1 Information concerning a vessel transiting the Canal. 1 Navigability Form. 1 Information concerning a ship extracted from its official documents. 1 Double Bottom Tank Form. 1 Statistical Declaration. 4 Crew Lists. 4 Shipping Agency out/home. Register and Suez Canal Tonnage Certificate (returned at Suez). Protecting Agent: 1 Crew List. Quarantine: 1 Maritime Declaration of Health. 1 Vaccination List. 1 Port Clearance. Suez Canal Authorities: 2 Information concerning a vessel transiting the Canal. 2 Double Bottom Tank Forms. 1 Crew List. When on the buoys at Port Said, Immigration require one copy of Crew List. When vessel Northbound: Same documents required as Southbound. Port Said Loading/Discharging: Immigration: 2 Crew Listsw. 1 Declaration of Arrival and Departure. Passports for Shore Leave Passes. List of People going ashore. Shore Leave Passes (leave one half with policeman on board and take the other half together with your Passport ashore). Radio: During transit, listen to SUQ on 421 kHz, and reply on 425, 454, or 468 kHz. Pilot will advise you when. SHIPMASTERS REPORT: February 1992. NORTHBOUND: 1. As per Admiralty List of Lights and Radio Signals (ALRS), vessels should book convoy time 4 days in advance through telex to SUCANAL (Telex No. 63543/63238 or 63528). 2. Call Suez Harbour Office on VHF Channel 16 and change to Channel 11 on reaching Lat. 29 35' N. (North AS Buoy) for anchoring instructions. Information is required as per ALRS. 3. Vessels anchor in marked Waiting Area, North of Conry Rock. This anchorage is for all vessels under 38 ft. draft. When in the waiting area, use VHF Channel 14. Vessels over 38 ft. draft anchor in V areas, South of Conry Rock. 4. Vessels arrival time is the actual time of letting go the anchor, North of line Conry Rock to Buoy No. 2 (unless over 38 ft.) If time is of great importance, authorities advise vessel to drop anchor anywhere North of the line, even if vessel has to leave the anchor again immediately and move to a new location. 5. Vessels proceed to Inner Anchorage in Suez Bay to marked areas once a pilot is available. Vessels do not generally proceed inwards from the Waiting Area whilst Southbound convoy is transitting the Newport Rock Channel, so between the hours of 1800 and 2400, the waiting area can become full. 6. Latest arrival times for same day transit: 0100 hrs.: Tankers (All types carrying dangerous cargoes) and large container ships. 0300 hrs. on payment of a surcharge and with prior arrival information. 0300 hrs.: General cargo and tankers carrying non-dangerous cargoes. No extra time allowed. 7. Convoy times and turn numbers are given out on the radio (VHF Channel 14) at approximately 0300 hrs., so listen carefully. 8. Northbound Times: Large tankers start at 0600 hrs., they leave the Waiting Area at 0530 hrs. from North or South of Conry Rock, depending on size. The last ship generally gets underway at approximately 1000 hrs. 9. Convoy Notes: The average convoy consists of 26 vessels. The first vessels are large tankers with tug escort and 2 pilots. The next vessels are container ships and LPG ships. They are followed by small tankers. The last part of the convoy is made up of cargo vessels, Ro/Ro vessels, tankers in ballast and tankers carrying non-dangerous products. Depending on the size of the Southbound convoy, Northbound vessels can go straight through to Bitter Lake without anchoring. Transit speed is about 7.5 knots. Northbound vessels do not go through Port Said Harbour unless stopping for cargo or bunkers. They usually use the Eastern Cut. Our vessel carrying vegetable oils and latex got under way twice at 0930 hrs. and left the Canal at Port Said through the Eastern Cut at 2030 hrs. The searchlight is not always now used and it is suggested that it be removed as early as possible, especially during the Winter months, due to possible weather damage outside of Port Said. Pilots change when both North and Southbound at Ismailia. There is now no Port Said sea pilot outward-bound. The Canal pilot leaves at Beacon KM 4. Boats: If vessel only has one crane, one Canal boat will suffice as long as ships lifeboats are open. The vessel still carried 4 boatmen and an electrician. A cabin is required for the electrician. When passing through the Port Said area, the boat is lowered, the pilot departs and the Agent conducts any business. This can cause a bunching up of vessels. Vessels should be aware of the strong East going cross currents when leaving the Canal at Port Said.

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10. Signals: The black ball over G or the 3 white vertical lights which indicate that the vessel requires a pilot must be shown on anchoring outside and inside. Q Flag (Not ZS) or the red over white lights to be shown until Pratique has been granted. 11. Formalities: The Agent boards in the Waiting Area and requires: 3 copies Crew List. 1 copy Customs Declaration. 1 copy Effects List. Register (Takes Register away, it is returned at Port Said). 1 copy Canal Ship Information. Quarantine: Officer boards at Inner Anchorage and requires: 1 copy Health Declaration. 1 copy Vaccination List. The Canal Inspector requires: 1 copy Suez Canal Tonnage Certificate. 1 copy Double Bottom Tank Declaration Form. 1 copy Transit Form. The Searchlight Inspector requires: 1 copy Original Manufacturers Certificate. 3 Searchlight bulbs (2 in the light, and 1 spare) to be sighted. 12. Suez Anchorage: Bunkers: Available. Amounts supplied should be checked carefully on completion. Water: Available by barge. Doctor: A doctor is available to come on board the vessel if the Agent receives prior notice. We obtained a doctors visit without any difficulties. Mail: In most cases it is delivered in Port Said. Chandlers: There are many chandlers touting for business. Garbage Collectors: This is a new innovation at Suez, but collection is not required, and Masters should not sign any forms. Watchmen: The hiring of watchmen is a grey area, and we could not find out if it is compulsory or not. The Agent would not commit himself on the matter. On 3 recent visits we have hired one watchman and he was efficient with regard to sorting out those persons who were bona fide traders. 13. Weather: There are often sand storms in April and this may cause delays to convoys. Developments: There is a buoy mooring in Suez Bay in position Lat. 29 55.24' N., Long. 32 29.4' E., for the discharge of vegetable oils. There are bulk berths for grain and phosphates in Adabiya Bay with cranes. SOUTHBOUND: 1. The new Racon Beacon 0.5 miles East of West Port Said Breakwater is useful for obtaining positions. 2. Vessel must drop anchor in the recognised Port Said anchorage by 1800 hrs. to qualify for the next day transit. An allowance of 2 hours (2000 hrs.) is granted on payment of an extra transit fee, if information has been sent in 4 days in advance. 3. General cargo vessels and small tankers not carrying dangerous cargo are taken into Port Said Harbour (not optional) to Buoy Berth as marked on B.A. Chart No. 234. 4. Ships in Port Said Harbour form the first part of the Southbound convoy as far as the Bitter Lakes. The Southbound convoy commences when the last Northbound ship has left the Main Canal to Port Said Cut Off, which is at approximately 2100 hrs. 2200 hrs. 5. Large tankers and container vessels enter direct from the anchorage through the Port Said Cut Off at approximately 2400 hrs. 6. When the convoy has reached the Bitter Lakes, ith is usual for the container vessels and large tankers to leave for Suez before the general cargo vessels and the small tankers not carrying dangerous cargoes. 7. The Radio Officer is to keep watch on SUQ in accordance with ALRS. 8. When going into the Buoy Berth in Port Said Harbour, it is very important that a good watchman is obtained as thieving is rife. Tying up to the buoys can be difficult in high winds. The vessel should have plenty of lashings available for securing to the buoys. 9. All services are available in Port Said Harbour. 10. Formalities are same as those for the vessels Northbound. 11. The Southbound convoy starts leaving Suez between 1630 hrs. and 1700 hrs. SHIPMASTERS REPORT: October 1992. Kindly effect the following changes to Authorities: Suez Canal Authority: Telex: 63238 and 63543 SUCAN UN. Fax: 0020-64-220785 and 0020-64-220787. Vessel Traffic Management System: Ismailia Radio (SUQ): Telex: 63528 SUQSC UN. Fax: 0020-64-393517. Radio Communications: Transmits 421 kHz. Receives 425 kHz A1A A2A. Transmits 1612 kHz. Receives 2147 kHz F1B (radiotelex). NOTE: If unable to contact by radiotelex (F1B), call may be established by a request on MF morse. Agent: Please correct in the Branches (Suez Office Port Tewfik) section: Damanhour Shipping Agency Telex: 66022 AGENCY UN. Radio: The following message was received by the vessel: Quote: To all ships transiting Suez Canal. Notice to Masters of vessels transiting the Suez Canal regarding persons boarding their vessels. The Suez Canal Authority advises you to allow only persons carrying Identity Cards issued from Suez Canal Authority to embark your vessel. These cards show the name and serial number of the person. If any of those persons ill-behaves, you have to contact Suez Canal Authority Officials, referring to the card number and the persons name through the following means: Telex: 63238 or 63543 SUCAN UN. Fax: 002-064-220787 or 002-064-220785. International Telex: 63528 SUQSC UN. Radio Telex Selective Call 20001 frequency 1612 Tx 2147 Rx. Fax: 002-064-393517. In addition to radio telegraphy with SUQ Station. Regards. Sucanal Transit via Ismailia Radio/SUQ. Unquote. SHIPMASTERS REPORT: October 1993. NORTHBOUND: 1. As per ALRS, vessels should, if possible, book Convoy Time 4 days in advance, or as soon as possible if coming from nearby port, by Telex to SUCANAL 63543/63238/63528 with copy to appointed Government Agent. 2. Two days notice of ETA required and thereafter any change in ETA. Call Suez Pilot on VHF Channel 16, working on Channel 17, when 30 minutes South of No. 2 Light-Float (Racon), for instructions. Information required as per ALRS. 3. Pilot and tug patrols attend in Waiting Area Anchorage between Conry Rock and Newport Rock. We arrived on last call at 2200 hrs. and Waiting Area was fairly clear. Waiting Area North of Conry Rock is for all vessels under 38 ft. draft. When North of No. 2 Light-Float, Suez Pilot uses VHF Channel 14. 4. Vessels arrival time in Waiting Area is actual time of dropping the anchor North of line Conry Rock to No. 2 Light-Float. Authorities advise vessel to drop anchor anywhere North of this line, even if vessel has to immediately heave-up and proceed further inwards. 5. Vessels proceed to Inner Anchorage in Suez Bay (as per circled areas on B.A. Chart) once Pilot available. Vessels do not generally proceed inwards from Waiting Area whilst Southbound convoy is transiting Newport Rock Channel, so between 1800 hrs. to 2300 hrs. Waiting Area Anchorage can become crowded. We arrived for our Northbound transit at 2200 hrs. and vessels were still coming Southbound out of Newport Rock Channel, but ships from Waiting Area were being taken into Inner Anchorage between South movements. We actually waited for 2 hours to proceed into Inner Anchorage. 6. Latest arrival times for same day transit: 0100 hrs. Tankers (all types carrying dangerous cargo and not gas free) and large container ships. 0300 hrs. Above group on payment of extra fee and re-arrival information sent in. 0300 hrs. General cargo ships, small container ships and small tankers carrying non-dangerous cargoes. No extension for this group. 7. Convoy Times and Turn numbers are given out on VHF Channel 14 between 0300 hrs. and 0400 hrs. (listen carefully). Vessels often have to call up Suez Pilot for information. 8. Northbound transit in two parts. Firstly large tankers and container ships leave waiting area at about 0530 hrs., then LPG ships and other tankers. After the First Group, there is a gap of about 75 minutes before Second Group, comprising general cargo vessels, bulk carriers, tankers carrying non-dangerous substances and ships with deficiencies and tows. The last ship generally gets under way at about 1000 hrs. 9. Convoy Notes: The average convoy consists of 20 vessels. The First Group of large tankers and container ships starts leaving Port Said through the Eastern Cut-Off Channel at about 1700 hrs. Large tankers require a tug escort and 2 Pilots. Tug rules have been relaxed for other classes of vessels, notably LPG vessels. The last general cargo vessel presently clears the Canal around 2200 hrs. NO Northbound vessels now go through Port Said Harbour, unless calling for cargo work. Radio Officer is still required to monitor SUQ when South of Bitter Lakes, as required by Pilot. Ships without a Radio Officer have to monitor VHF. Transit speed is 13 km./hr. for large tankers/container ships and 16 km./hr. for general cargo ships (around 7.5 knots). Our vessel, carrying vegetable oils and latex, got under way from Suez at 0930 hrs. and left the Canal at 2100 hrs., being No. 13 of a 17 ship convoy. Searchlight rarely used nowadays, although canal electrician still carried. Twice recently we were able to stow the light before Port Said, which is helpful in Winter to avoid damage. Pilots change once at Ismailia. First Pilot from Suez Anchorage to Ismailia and second Pilot from Ismailia to Port Said (km. 4). Boats: If vessel has only one crane/derrick, only one boat required, this should be declared well in advance. When passing outbound near Port Said in the Eastern Cut-Off, the boat is lowered, Agent boards with Clearance and Register, and Pilot departs at Km. 4. A somewhat chaotic situation can occur with ships bunching together. Vessels should be aware of the strong East-going cross current, sometimes encountered across the channel outside Port Said. A number of dredgers are now working in the Canal to deepen channel to 68 ft. (20.5 m.), which is now a third of the way through a 3 year programme. 10. Signals: Q flag or red over white light for Quarantine Clearance to be shown until vessel cleared. Black ball over G or 3 vertical white lights for Pilot, both at Waiting Area and inside Suez Bay.

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

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11. Formalities: Agent boards in Waiting Area, and Quarantine and Canal Inspector board in Suez Bay Anchorage Area. Agent requires: 6 copies Crew List (plus a further 3 copies at Port Said). Register Returned at Port Said. 3 copies Canal Information on Agents Form. Quarantine: 2 copies Crew List. 3 copies Vaccination List. 1 copy Canal Health Declaration. Canal Inspector: 1 copy Crew List. 1 copy Statistical Declaration. 1 copy State of Navigability Form. 1 copy Ship in Ballast Form or Nil. 1 copy Transit Form. 1 copy Double Bottom Tank Declaration (most important that it is compiled with correctly). Suez Tonnage Certificate and Official General Arrangement Plan are sighted. Pilot: 1 copy Quarantine Clearance. 1 copy Pilot Particulars. 1 copy North/South (or vice versa) Cargo Declaration. Searchlight Inspection: Sometimes inspectors board at Suez Anchorage to sight 3 Suez Searchlight Bulbs (2 in searchlight) and manufacturers original certificate. 12. Suez Anchorage Facilities: Bunkers: Normally taken on West side of Newport Rock Channel. Water: Available in Inner or Outer Anchorages and arranged by Agent. Doctor: Boards vessel at Inner Suez Bay Anchorage. Stores: Many shipchandlers are looking for business so be careful. Garbage: Take great care possibility of confidence tricksters who quote Marpol. Watchmen: A grey area sometimes they can be helpful and useful. Repatriation: Through Cairo. Suez is nearer to Cairo than Port Said. Try to avoid staying at Suez, ask for direct transit to Cairo Hotel. Weather: Winter weather prevails between December and April. March and April bring many sand storms. Mail: Normally delivered to vessel by Port Said Agent with the Register and Clearance. SHIPMASTERS REPORT: November 1995. NORTHBOUND: We anchored in Suez Bay at 2000 hrs. to await the morning Northbound Convoy. Up until 2400 hrs., Agents/Authorities came on board. Two watchmen were provided by the Agent, as compulsory during vessels stay in port, but they showed up for only one hour and then they left (probably going to another ship and thus registering themselves on 2-3 ships for the same night). SHIPMASTERS REPORT: February 1998 (Updated June 1998). NORTHBOUND: Charts: B.A. Charts No. 233, 234, 2098 and 3214. Documents: The following documents are required: 8 Crew Lists. 1 Ships Stores List. 2 Vaccination Lists. 1 Quarantine Declaration (Canal Standard form if possible). 1 Set Canal Forms, including Tank Statement (Most Important). Often required to sight: Searchlight Certificate. International Tonnage Certificate. Suez Canal Tonnage Certificate. Ships Register taken by Agent and delivered back passing Port Said/Suez. Make sure you have a copy, it has been known to get lost. Officials: Agent and Immigration (Health/SCA Inspector) board at the anchorage, not co-ordinated. Beware of bogus so-called Authorities (seeking gifts). Reporting: Standard reporting by Telex 5, 3, 2 and 1 days prior to arrival to Co-ordinating Agent and Canal Government Agent. The first message to give standard details: 1. Name, Nationality and type of vessel. 2. Suez Identification Number. 3. Suez Canal GRT and NRT, including DWT. 4. Transit or stopping at Suez or Port Said. 5. Arrival draft. 6. ETA Suez or Port Said (from North to South). 7. Ballast or laden. If laden cargo, I.M.O. number, tonnage. If ballast, whether gas-free or not. 8. Number of crew and nationalities. 9. If Projector to be hired, or own Projector carried. 10. SWL of ships derrick, if capable of lifting canal boats. South to North contact Port Suez passing Lat. 29 30' N. Vessel deemed to have arrived when passing Lat. 29 42.8' N., although Suez Control often interpret this to actually mean anchoring. North to South contact Port Said 1 hour before Port Said North Anchorage. Pilots: Suez Harbour Pilot boards abeam Conry Rock. Changes to Canal Pilot when abeam S.C.A. Signal Tower Suez. Pilot changes again at Ismailia at about 1100 hrs. No Harbour Pilot at Port Said. Canal Pilot departs at Port Said Cut-Off, S.C.A. Signal Tower. Suez Search Lights: Have to rig, but often not required for the first 6 ships in the convoy. Consult Pilot at around 1500 hrs., can generally derig and stow before entering the Mediterranean. Anchorage: Gas carriers use Victor Anchorages South of Conry Rock. It is fairly quiet. Gas Carriers carrying NH3 alone, firstly use Waiting Anchorage North of Conry Rock, then under pilotage move to Suez Bay Bravo Anchorages. VHF: Suez Pilot VHF Channel 11 and Channel 14. Port Said Pilot VHF Channel 12. Reporting Times Same Day Transit: Tankers: 0100 hrs., 0300 hrs. 3% of toll, 0330 hrs. 5% of toll, 0500 hrs. 5% of tolls, if sufficient slots. Cargo Ships: 0300 hrs., 0500 hrs. 5% of tolls. Gas Carriers carrying LPG (including deck tank) fall under Tanker Section. Gas Carriers carrying NH3 (with no LPG at all) fall under Cargo Ship Section. Convoy: Times and numbers given out on VHF Channel 11 at about 0200 hrs. First ship enters the Canal at 0600 hrs. Heave up from Victor Anchorage at about 0400 hrs. Gas Carriers carrying NH3 alone, generally move from Bravo Anchorage at 0800 hrs., entering the canal around 0830/0900 hrs. South to North convoy does not normally stop. First ships leave Port Said Cut-Off Channel (S.C.A. Signal Tower) at about 1600 hrs. Gas Carriers carrying NH3 alone (First Cargo ships) depart Port Said at about 2000 hrs. Canal Boatmen: Come to the anchorage at around 0100 hrs. to 0200 hrs. If one amidships crane (often the case), vessel can sometimes transit with 1 boat. Accommodation/sleeping area required for boats crew and electrician. Often require Pilot Cabin. Ropes: Required to have 3 floating lines available, forward and aft, not nylon. Plaited polypropylene rope generally acceptable. Weather: In Winter, early morning fog at both ends of the Canal and sand storms can hinder or delay the vessels passage. SHIPMASTERS REPORT: June 1998. SOUTHBOUND: Documents: See Shipmasters Report dated February 1998. Officials: Agent and Immigration (Health/SCA Inspector) board passing Port Said SCA Tower. Ships Register taken by Agent and re-delivered back when passing Suez. Make sure you have a copy, it has been known to get lost. All authorities board at the same time. I left the Chief Officer in charge on the bridge and deal with all authorities in the ships Office. Reporting: Standard reporting on telex 5, 3, 2 and 1 day prior to arrival, and by VHF 1 hour before arrival at Port Said North Anchorage, to co-ordinating Agent and Canal Government Agent (The first message, the same as given in the Shipmasters Report dated February 1998). Pilots: Port Said Harbour Pilot boards at Buoy No. HM150. Canal Pilot takes over at Port Said Cut-Off (East Branch) SCA Tower. Pilot changes again at Ismailia. Pilot changes again at the Suez SCA Tower and departs at Newport Rock. If poor weather, the Port Said Pilot boards in the vicinity of Buoy No. HM60 and Suez Harbour Pilot is suspended until further notice. Pilot signals (important): I required transit Black ball over flag G, or three alround white lights in a vertical line. Suez Searchlights: A projector is required. Anchorage: Gas Carriers carrying LPG use Victor Anchorages. The anchorage is exposed, especially in Winter gales. Gas Carriers carrying NH3 alone, use Charlie Anchorages. Dependent on traffic movements (especially if arriving before Northbound ships depart Port Said), Gas Carriers carrying NH3 alone, often have to proceed into Port Said Harbour and tie-up at Buoy Berths No. 1I, 2I and 3I. This creates a problem as many unwanted persons will board the vessel. VHF: Port Said Pilot on Channel 12. Reporting Times Same Day Transit: For First Convoy, which includes all LPG Gas Carriers, latest transit time is 1900 hrs. or 2100 hrs., 5% of tolls. For Second Convoy, Gas Carriers carrying NH3 alone, latest time is 0300 hrs. or 0400 hrs., 5% of tolls. Convoy: Times and numbers given out on VHF Channel 12 at about 2100 hrs. First Convoy ships start entering Port Said Cut-Off Canal (East Branch) at about 0100 hrs. Heave-up anchor at about 2330 hrs. Main convoy anchors in the Bitter Lakes from about 0830 hrs. 1130 hrs. First ships depart Suez (SCA Tower) at 1545 hrs. Second Convoy ships commence transit at 0700 hrs. and tie-up in Ballah Cut-Off (North of Ismailia) to let the Northbound convoy pass, exiting at Suez between 2200 hrs. and 2400 hrs. Having said the above, there are occasions when the total number of ships (1st and 2nd Convoys) is small, then convoys are combined with the 2nd Group entering the Canal at about 0400 hrs. and anchoring in the Bitter Lakes with the First Group, leaving the Canal at around 1800 hrs. Canal Boatmen: Arrive at the vessel off Port Said Cut-Off (Eastern Branch) breakwater. Fresh Water: Generally taken in Suez Bay, unless inside Port Said Harbour. Fuel: See Fresh Water. Repatriation: Crew changes possible at both ends of the Canal, via Cairo Airport. Patience is required as there are often long waits for boats, particularly at Suez. Road transport to and from Suez or Port Said can suffer breakdowns.

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Hotels range from good to moderate. Insist on the best, even if it means paying more. Take plenty of U.S.$1.00 and Marlborough cigarettes. Currency: U.S. Dollar cash deliveries to the vessels Master can be arranged through the supervisory Agents for placing onboard at either Port Said or Suez. We experienced no difficulties in this respect. Agents advise a minimum of 5 working days to make arrangements. Pound Sterling can also be arranged, but this takes longer. Agents: Government Agent mandatory. Most Gas Carriers seem to use Damanhour (Damanship). Generally an International Supervisory Agent is appointed for the handling of funds and spares. General: Security: Maximum anti-theft measures required. Stores: Avoid storing if possible as many products are of poor quality. SHIPMASTERS REPORT: April 1999. Whilst on passage through the Canal, the Pilots demanded cigarettes, frozen squid, instant coffee, jam, chocolate, cheese and honey. We gave into their demands and handed over large quantities of all items. At a later time, they made the same demands again and said that if we did not meet their demands they would interrupt pilotage and create trouble for the Master. To make matters worse, they frequently altered the main engine from full ahead to slow ahead without any visible reason. AUTHORITY: The Suez Canal Authority, Ismailia, Egypt. Tel: 64 20000 20009. Cables: Sucanal Ismailia. Telex: Sucan 92153 and 63238 (Ismailia), Scaps Un 63256 (Port Said) and 63543 Sucan. Contact: Director of Transit or Control of Navigation. Port Said Port Authority. Suez Port Authority. Also see Shipmasters Report October 1992. bank with the horizontal plane corresponding to the max. draft authorised including squat.
(2)Port Said Eastern and Western Entrance Channels, Suez Entrance Channel which includes the Port of Suez Eastern Channel leading to the Canal entrance.

Article 4: Responsibilities(1) (1) When in Canal Waters, or at its ports or roads, any vessel or floating structure of any description is responsible for any damage and consequential loss it may cause either directly or indirectly to herself or to the Canal Authority properties or personnel or to third party. (2) The vessels or floating structures Owners and/or Operators are responsible without option to release themselves from responsibility by limited liability. (3) The words Owners and/or Operators for the purpose of the present article, shall be considered to mean person/persons or corporate body responsible for the vessel at the time of the navigational accident or incident. (4) Moreover, the vessel guarantees to indemnify the Canal Authority in respect of any claim against the latter by reason of any damage whatsoever she may cause either directly or indirectly to third parties. (5) The vessel waives the right to claim against the Suez Canal Authority for any damages caused by third parties that she may sustain while in Canal Waters.
(1)See also Art. 11 para. D, (art.16 para. A), (art.55 para. 5), (art.59 para. 3), (art.60 para 4,5) and (art.62 para. 4).

SUEZ CANAL RULES OF NAVIGATION * FEBRUARY 1995 (See Plan) General Part I Navigation Part II Canal and Lakes (Characteristics) Part III Communications Signals
* Not all the Rules of Navigation are printed herein. Part IV is concerned with Tonnage and Dues and Part V with Carriage of Dangerous Goods. Corrected up to Notice No. 1 of 2001 which came into effect on 5th June 2001. NOTE: The present Rules are applied to normal cases. Special cases, each to be studied case by case.

Article 5: Temporary Delaying of Vessels (1) The Canal Authority may delay a vessel for the purpose of investigating any claim or dispute that may arise, or any formal or informal complaint, or allegation of violation of the laws of the Canal or for security reasons. (2) A vessel may be delayed until in the opinion of the Canal Authority, its tenderness, trim, list, cargo, hull, machinery have been put into such condition as will make the vessel reasonably safe for her passage through the Canal. (3) No claim for damages is accepted or considered because of any such temporary delaying of vessels. Article 6: Pilotage (1) Pilotage is compulsory for all vessels whatever their tonnage, (1) when entering, leaving, moving, changing berth or shifting in Canal Waters or Port Said and Port of Suez harbours. (2) Any exemption must be explicitly authorised by the Suez Canal Authority (See Art. 11(d)).
(1)Except Egyptian vessels under 300 tons Suez Canal Gross Tons authorised to work in Canal Ports and Accesses, also Egyptian fishing vessels under 300 tons Suez Canal Gross Tons (At Port of Suez: 300 tons Suez Canal Gross Tons). However, if transiting Canal, the above is not applied.

Article 7: Changing Berth in Road Anchorages Vessels in Port Said Anchorages Areas (Northern and Southern Anchorages), Suez Roads, the Bitter Lakes or Timsah Lake are not authorised to change berth or anchorage, or make fast alongside other vessels, or carry out any cargo operations without explicit authorisation from the Suez Canal Authority.

PART I NAVIGATION GENERAL


Article 1: Transit Through the Suez Canal (1) Transit through the Suez Canal is open to vessels of all nations, subject to their complying with the conditions stated in the present Rules of Navigation. All references and circulars which shall be issued by the Suez Canal Authority will constitute an integral part of these rules. Vessels also have to comply with the provisions of the International Regulations for Safety Of Life At Sea, and its amendments, MARPOL 73/78, as well as the provisions of the International Regulations for Preventing Collision at Sea, and all laws, orders and regulations issued by the Egyptian Government. (2) The Suez Canal Authority reserves the right to refuse access to the Canal Waters, or order the towage or convoying of vessels considered dangerous or troublesome to navigation in the Canal (Non or erroneous declaration of dangerous cargo See Article 47 Bis). (3) By the sole fact of using the Canal Waters, Masters and Owners of vessels bind themselves to accept all the conditions of the present Rules of Navigation, with which they acknowledge being acquainted, to conform with these conditions in every respect, to comply with any requisition made with a view to their being duly carried out, and to adhere to the Canal Authoritys private Code of Signals as shown in Part III of these Rules. Article 2: Agents (1) Every vessel(1) other than navy ships intending to transit the Suez Canal or staying at Port Said or Port of Suez, or in the Suez Canal Basins or docks must have a recognised Shipping Agent. (2) Suez Canal Authority confirms that she has no agents or representatives abroad. (3) The Egyptian Authorities are to be notified of intended transit of navy ships in the Suez Canal : Viz : Ministry of Foreign Affairs, Ministry of Defence as well as Ports and Lights Administration.
(1) Vessels up to 400 g.r.t. may have a recognised private agent.

CHAPTER I SUEZ CANAL NAVIGATION FEATURES SECTION I Approaches Article 8: Port Said (See Plan) General: Fifteen miles before arrival to Fairway Buoy,(1)(2) all vessels arriving from seaward should contact the Harbour Office by VHF (Channel 16). If not able to, by R/T (2182 kHz) or by W/T or by radio telex and Inmarsat via Suez Canal Marine Communications Centre SUQ for instructions (See Part III Articles 86 and 87). Fairway Buoy: Position: Lat. 31 21.32' N., Long. 32 20.81' E. Characteristic: V.Q.W.
(1) See Plan. (2)All buoys in the Canal and access channels may be replaced temporarily by others of smaller size.

(A) Anchorage Areas(3) The incoming vessels have two anchorages.


(3)All vessels arriving from sea have to anchor in the berth allocated to them by the Suez Canal Port Authority.

Article 3: Canal Waters (1) Canal Waters mean the Canal proper, and the access channels thereto, (2) the waters within the Canal Authoritys Concession adjacent to the Canal proper and Port Said Harbour and Port of Suez. (2) The Canal proper, as to its length, is reckoned to run from Km. 3.710 West Branch for vessels entering from Port Said Harbour and from Km. 1.333 East Branch for vessels entering through the East Approach Channel, to Hm. 3 at Suez, including the 2 channels of the Great Bitter Lake and all Canal by-passes. (3) As to its width the Canal is bounded by the banks when they are above water; when the banks are submerged, the width of the Canal is limited to the perpendiculars at the point of intersection of the sub-marine

(1) The Northern Area Comprises two zones: (a) Zone One: For vessels with draft over 42 ft. This zone is limited as follows: North Limit Latitude 31 28.50' North South Limit Latitude 31 27.00' North East Limit Longitude 32 20.00' East West Limit Longitude 32 18.00' East Vessels at anchor in this area, when entering the Eastern Channel will proceed between the East and West buoys at Hm. 195 (course 194)(1). Hm. 195: East: West: Lat. 31 25.06' N. Lat. 31 25.16' N. Long. 32 24.30' E. Long. 32 23.85' E. Isophase (2 sec. on, 2 sec. off) (See Plans).
(1)All buoys in the Suez Canal and its approaches are fitted with radar reflectors.

(b) Zone Two: For VLCCs, 4th Generation Container Ships, 3rd Generation Container Ships and vessels over 39 ft. draft up to 42 ft. This zone is limited as follows: North Limit Latitude 31 25.00' N. South Limit Latitude 31 23.20' N. East Limit Longitude 32 20.00' E. West Limit Longitude 32 16.00' E. Vessels at anchor in this area, when entering the Eastern Channel, will proceed between the East and West buoys at Hm. 135.

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

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Hm. 135: Lat. 31 21.95' N., Long. 32 23.10' E. Characteristics: See Plan. The berths of this zone are called (V) berths and comprise the following: Centre of circle (Radius 750 m.). Berth Latitude Longitude V1 31 23.70' North 32 19.50' East V2 31 24.50' North 32 19.50'East V3 31 23.70' North 32 18.50' East V4 31 24.50' North 32 18.50' East V5 31 23.70' North 32 17.50' East V6 31 24.50' North 32 17.50' East V7 31 23.70' North 32 16.50' East V8 31 24.50' North 32 16.50' East (2) The Southern Area For all other vessels, area is limited as follows: North Limit Latitude 31 23.05' North 31 21.25' North South Limit Latitude Longitude 32 20.50' East East Limit 32 16.70' East West Limit Longitude Vessels at anchor in this area, when entering the Port of Port Said through the West Approach Channel proceed: (i) Take on their starboard Fairway Buoy, No. 8, No. 7 and No. 6 Buoys. (ii) On the port there are 3 yellow buoys showing yellow lights. (iii) On reaching No. 5 pair of buoys at Hm. 80, showing F. Gr. and R., they will proceed through the old channel to Port (Course 217.5). Berths in Southern area called (C): Centre of Circle (radius 500 m.) Berth Latitude Longitude C1 31 21.50' North 32 20.00' East C2 31 22.10' North 32 20.10' East C3 31 22.70' North 32 20.10' East C4 31 21.50' North 32 19.40' East C5 31 22.10' North 32 19.40' East C6 31 22.70' North 32 19.40' East C7 31 21.50' North 32 18.70' East C8 31 21.10' North 32 18.70' East C9 31 22.70' North 32 18.70' East C10 31 21.50' North 32 18.00' East C11 31 22.10' North 32 18.00' East C12 31 22.70' North 32 18.00' East C13 31 21.50' North 32 17.30' East C14 31 21.10' North 32 17.30' East C15 31 22.70' North 32 17.30' East (3) Prohibited Area for Anchorage The area between the East limit of the 2 anchorage areas and the approach channels is prohibited for anchorage to all vessels and floating units. (4) Anchorage Area for Trans-shipment Operations: (a) Vessels up to 60 ft. draft: North Limit Latitude 31 25.00' N. South Limit Latitude 31 24.00' N. East Limit Longitude 32 27.00' E. West Limit Longitude 32 26.00' E. (b) Vessels over 60 ft. draft: North Limit Latitude 31 27.00' N. 31 26.00' N. South Limit Latitude 32 28.00' E. East Limit Longitude 32 27.00' E. West Limit Longitude (5) Dangerous Areas (a) Wreck: A wreck buoy is situated on the Western side of a sunken ship at Hm. 195, West of the approach channel: Lat. 31 25.24' North. Long. 32 22.98' East. Height 5 m., painted black and red horizontal bands, with day mark 2 black balls. Showing group flashing white (2) every 10 seconds. (See Plan). (b) Dumping Areas: The hopper dredgers, dredge underway for several months every year in the entrance channels and dump in the following areas. 3,140 m. East of the axis of the East channel at Hm. 140. Lat. 31 20.80' North Long. 32 25.80' East. 4,000 m. East of the axis of the East channel at Hm. 80 approximately. Lat. 31 18.70' North Long. 32 24.70' East. (B) Port Said Approach Channels (1) Buoyage (See Plan Suez Canal North Entrance). The Port Said West Approach Channel extends from the port of Port Said till Hm. 80 where it joins the East Approach Channel. Height of buoy at Hm. 80 is 10 m. The Port Said East Approach Channel extends from the land boundary, East of Port Said, till Hm. 195. The 2 channels are marked, on each side, by light buoys of 5 m. height (except from Hm. 195 to Hm. 135 East Channel, the height of the buoys is 10 m.). The light is red on the Eastern side and green on the Western. (a) East Approach Channel (See Plan). The East Approach Channel is buoyed as follows: In the West: Green. Daymark: Cone point up. Fl. Gr. Lights. In the East: Red. Daymark: Can Fl. R. Lights. The 2 buoys indicating the Northern end of the channel, at Hm. 195, are Isophase (2 sec. on, 2 sec. off). The distance between them is 745 m. (b) Junction of East and West Approach Channels Three yellow buoys mark the junction of the East and West Approach Channels. They are placed at Hm. 83, Hm. 95 and Hm. 105. (i) Buoy at Hm. 83: Yellow and black in colour, is fitted with North Cardinal (2 cones point up) daymark and shows by night Q. Fl. W. (5) every 20 sec. (ii) Buoy at Hm. 95: Yellow in colour, shows a fixed yellow light. (iii) Buoy at Hm. 105: Yellow in colour, is fitted with a yellow St. Andrews cross daymark and shows by night group flashing yellow (4) every 15 seconds. (c) West Approach Channel The buoyage of the West Approach Channel of Port Said Harbour, is as follows: (i) Port Said Fairway Buoy (See Plan). Off Port Said, a fairway light buoy, height 10 m., painted black with yellow vertical stripes, surmounted by a daymark 2 cones point out, and showing V.Q. light. Lat. 31 21.32' North Long. 32 20.81' East. Buoy No. 8 Green. Daymark: Cone point up. F. Gr. Light. Lat. 31 21.13' North Long. 32 21.04' East. Buoy No. 7 Green. Daymark: Cone point up. F. Gr. Light. Lat. 31 20.52' North Long. 32 21.31' East. Buoy No. 6 Green. Daymark: Cone point up. F. Gr. Light. Lat. 31 19.09' North Long. 32 21.58' East. (ii) The West Approach Channel is buoyed as follows: In the West: Green. Daymark: Cone point up. F. Gr. Light. In the East: Red. Daymark: Can F. R. Light. Buoy No. 5 of Hm. 80 East: Red: Daymark: Can F. R. Lat. 31 19.13' North Long. 32 22.11' East. Buoy No. 5 of Hm. 80 West: Green: Daymark: Cone F. G. Lat. 31 19.30' North Long. 32 22.85' East. (d) El Bahar Tower A guidance tower in position between the East and West Approach Channels: Lat. 31 18.16' North Long. 32 21.58' East. Height 42 m., painted white with red horizontal stripes. Characteristics: Racon call sign Q range 15 miles. Beacon light Iso. W (2) sec., range 15 miles. (2) Navigation (a) Northbound Vessels: (i) All Northbound vessels use the East Approach Channel. The end of the navigable channel is marked by the pair of buoys at Hm. 195. (course 014). From Hm. 195, vessels are to steer North (000) for 5 miles before altering to destination. (ii) Vessels leaving Port Said harbour to sea, use the West Approach Channel (course 037.5) till Hm. 80 (Buoys No. 5), then steer North (000) to 5 miles North of Buoy at Hm. 195 West. (Lat. 31 25.16' N., Long. 32 23.85' E.) before altering to destination. (iii) Vessels of the Northbound convoys wishing to enter Port Said Harbour may proceed through the West Channel, direct to their allocated berth in Port Said Harbour, only if the situation of traffic permits. Otherwise they have to proceed through the East Approach Channel till Hm. 195, then steer North (0000) for 5 miles and head for the anchorage berth allocated by the Harbour Office(1).
(1)This is to avoid crossing incoming vessels to the Northern Anchorage Area.

(b) Southbound Vessels: The maximum draft authorised for Southbound vessels is limited to 42 ft.(2) in accordance with the tables giving the maximum draft according to the vessels breadth.
(2)Southbound vessels may be authorised to transit with draft from 42 ft. up to 56 ft. with special arrangement.

(i) VLCCs, in ballast or partially loaded, 4th Generation Container Ships and 3rd Generation Container Ships, LASH vessels over 35,000 Suez Canal Gross Tons, LPG and LNG (Loaded or not gas free) and vessels having a draft of more than 42 ft. and up to 56 ft. maximum, have to use the East Approach Channel, course 194. The said vessels enter the channel between flashing green buoys of Hm. 165 and Hm. 135. (ii) All other vessels, transiting the Canal or berthing at Port Said, have to enter through the West Approach Channel, course 180, from the entrance, passing between the West green buoys and the East yellow buoys till Hm. 80, then alter course to 217.5, passing between green and red buoys, till Port Said Harbour. A fixed red light on a pylon on the North Quay of Abbas Basin in line with an occulting red light on a pylon West of the fuel oil tanks at Raswa, indicates the axis of the entrance channel to the harbour. (C) Breakwaters (1) The West Approach Channel is protected by two breakwaters: (a) The Western Breakwater protecting the West Approach Channel is situated to the West of the channel and extends from land boundary till Hm. 73 with a submerged part from Hm. 50. This part is marked by cigar shaped unlit buoys. (b) The Eastern breakwater extends from land boundary till Hm. 21.2, and has an occulting red light at its Northern End. (2) Two breakwaters protect the East Approach Channel. The Eastern extends 2 km. from the land boundary, and the Western extends for 0.53 km. from the land boundary. Each breakwater has a small fixed white light on its end. Article 9: Suez (See Plan) Five miles before arrival at the First Separation Zone Buoy, all vessels coming from sea should contact the Suez Canal Harbour Office by VHF Channel 16. If not able to, contact by R/T (2,182 kHz) or by W/T or radio telex and Inmarsat via S.U.Q. for instructions. (See Part III, Articles 86 and 87). (A) Separation Zone A Separation Zone has been established. Extending 0.3 miles on each side of the line connecting the two Separation Buoys mentioned hereafter. All vessels arriving or leaving have to pass the Separation Zone Buoys(1) on their Port side.
(1) See Plan.

The Separation Zone Buoys are: (1) Separation Zone Buoy No. 1 (Southern Buoy): Lat. 29 39.49' North Long. 32 32.12' East Height 6 m., R. W. colour, with top mark red ball, and a foghorn. Showing L. Fl. 10 sec. and fitted with 5 mile Racon (O) 3 cm. and 10 cm. (2) Separation Zone Buoy No. 2 (Northern Buoy): Lat. 29 48.55' North Long. 32 32.12' East

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Height 6 m., R. W. with top mark red ball, showing Iso. 6 sec. with 5 mile Racon (D) 3 cm. and 10 cm. Horn. (B) Anchorage Area The incoming vessels have two anchorages: (1) V Area: For VLCCs, 4th Generation Container Ships, 3rd Generation Container Ships, LASH ships over 35,000 Suez Canal Gross Tons, vessels over 38 ft. draft, LPG and LNG vessels (loaded or not gas free), this area is indicated by: (a) The Conry Rock Buoy: Lat. 29 48.11' North Long. 32 34.22' East. Height 5 m., Y.B.Y. West mark, showing Q (9) 15 sec. (b) South Shoal Buoy: Lat. 29 38.87' North Long. 32 35.98' East. Black, cone point up, showing Gr. Isophase (2 sec. on, 2 sec. off). Berths of this area are called V Berths. Centre of circle (radius 833 m.). Berth Latitude Longitude V1 29 46.50' North 32 35.00' East V2 29 45.50' North 32 35.00' East V3 29 45.50' North 32 36.00' East V4 29 45.00' North 32 37.00' East V5 29 44.50' North 32 36.00' East V6 29 44.50' North 32 35.00' East V7 29 44.00' North 32 37.00' East V8 29 43.50' North 32 36.00' East V9 29 43.50' North 32 35.00' East (2) Waiting Area: For other vessels: This area is limited by the following buoys: (a) Conry Rock: Lat. 29 48.11' North Long. 32 34.22' East. Height 5 m. Y.B.Y. West mark, showing Q (9) 15 sec. (b) Buoy M: Lat. 29 50.00' North Long. 32 35.29' East. Height 5 m., yellow cross, showing F.Y. (c) Buoy N: Lat. 29 50.63' North Long. 32 35.29' East. Height 5 m., yellow cross, showing Qk. F.Y. (d) Buoy D: Lat. 29 51.28' North Long. 32 35.29' East. Height 5 m., yellow cross, showing F.Y. (e) Buoy C: Lat. 29 51.93' North Long. 32 35.29' East. Height 5 m., yellow cross, showing Fl. Y. (f) Buoy B: Lat. 29 52.06' North Long. 32 34.54' East. Height 5 m., yellow cross, showing F.Y. (g) Buoy A: Lat. 29 52.17' North Long. 32 33.86' East. Height 5 m., yellow cross, showing F.Y. (h) Buoy Hm. 60.00 East: Lat. 29 52.27' North Long. 32 33.16' East. Height 5 m., green, cone point up and showing Fl. Gr. Buoy Hm. 60.00 West: Lat. 29 52.26' North Long. 32 32.96' East. Height 5 m., red can, showing Fl. R. (i) Buoy Hm. 70.50 East: Lat. 29 51.70' North Long. 32 33.26' East. Height 5 m., green, cone point up and showing Fl. Gr. Buoy Hm. 70.50 West: Lat. 29 51.69' North Long. 32 33.05' East. Height 5 m., red can, showing Fl. R. (j) Buoy Hm. 80.50 East: Lat. 29 51.16' North Long. 32 33.33' East. Height 5 m. green, cone point up and showing Occ. Gr. (1) 4 sec. (k) Position R: Lat. 29 48.52' North Long. 32 33.18' East. (C) Anchorage Area for Trans-shipment Operations S.T.S (1) A Area: Lat. 29 43' North Long. 32 37' East Lat. 29 43' North Long. 32 38' East Lat. 29 42' North Long. 32 37' East Lat. 29 42' North Long. 32 38' East (2) B Area: Lat. 29 37' North Long. 32 37' East Lat. 29 37' North Long. 32 38' East Lat. 29 36' North Long. 32 37' East Lat. 29 36' North Long. 32 38' East (D) Arrival to Suez of Northbound Vessels Vessels coming from sea to transit the Suez Canal or enter the Port of Suez, have to pass East of the Separation Zone. VLCCs, 4th Generation Container Ships, 3rd Generation Container Ships and vessels over 38 ft. draft have to anchor in the anchorage area specified for these vessels (V Berths) in the berth allocated to each vessel by the Suez Canal Authority. Other vessels have to pass East of the Separation Zone and anchor in the Waiting Area as previously indicated. (E) Prohibited Area for Anchorage It is strictly forbidden for all vessels Northbound to anchor in the area limited as follows: (1) In the North: Two buoys marking the dredged channel position: Western Buoy: Lat. 29 51.15' N., Long. 32 33.13' E. Eastern Buoy: Lat. 29 51.16' N., Long. 32 33.33' E. (2) In the West: By the line joining the West Buoy and position P: P: Lat. 29 48.52' N., Long. 32 30.90' E. (3) In the East: By the line joining the East Buoy and position R: R: Lat. 29 48.52' N., Long. 32 33.18' E. (4) In the South: By the line joining position P and position R. (F) Suez Entrance Channel (Including the Eastern Channel leading to the Canal Entrance). This channel is used for vessels entering or leaving Suez Canal and also by those entering Port of Suez and using its anchorages (1)
(1)The max. draft authorised for vessels using Ibrahim Basin, the Petroleum Basin or El Adabya Basin must not exceed 26 ft. at HW.

This channel is buoyed as follows: (1) A pair of light buoys at Hm. 80.5 (entrance buoys): (a) The Eastern Buoy, height 5 m., green, cone point up showing Oc. G. 4 sec. (b) The Western Buoy, height 5 m., red, can daymark showing Oc. R. 4 sec. The distance between the Eastern and Western Buoys is 340 m. (2) Proceeding Northward, the channel is marked on both sides by light buoys, height 5 m. (a) On the Eastern side of the channel: The buoys are green, cone point up, showing Fl. G. They are placed in the following locations: Hm. 70.50 Hm. 60.00 Hm. 44.40 Hm. 24.00 Hm. 14.00 Hm. 7.00 Km. 162.150 (Occ. green light) (b) On the Western side, the buoys are red, can daymark and showing Fl. R. They are placed in the following locations: Hm. 70.50 Hm. 60.00 Hm. 44.40 Hm. 21.00 Hm. 17.20 Hm. 1.00 (Occ. red) Course: From the entrance buoys (Hm. 80.50) (New Port Rock Channel) to the green light buoy of Hm. 24.00. Northbound: 352.5 Southbound: 172.5 (G) Canal South Entrance The Canal South entrance is marked by 2 light buoys, height 7 m. (1) The Eastern Buoy at Km. 162.150 is green, cone point up, showing occulting green light (1) every 4 seconds. (2) The Western Buoy at Hm. 1.00 is red, can daymark and showing occulting red light (1) every 4 seconds. (H) Port of Suez Port of Suez is delimited by the imaginary line which extends from Ras Adabeya to Eyoun Moussa and comprises the coastal zone North of this line, up to Suez Canal entrance. (1) Navigation: (a) General Rules: (i) All vessels shall conform to the International Regulations for Preventing Collision at Sea. (ii) Navigation in the port is limited to approved channels only. (iii) Crossing or overtaking in the channels is strictly forbidden. (iv) Vessels must proceed in the port with caution and at reduced speed. (v) Vessels must not let go their anchors except in the anchorage. (b) Traffic Regulation: (i) Vessels entering or leaving the Port: For vessels entering the port from sea and vessels leaving the port for sea, all movements shall be effected through the Western Channel, except for vessels anchored in 1C, 2C, 3C, 4C, 5C, which should use the Eastern Channel. (ii) Vessels entering the Canal: From the Port and Zone N.W. of Green Island, they must comply with the following: Anchorages 8C to 16C and Anchorage Groups A and B (See Plan): Vessels shall pass through the Western Channel, then South of Green Island to join the Eastern Channel and then proceed to the entrance of the Canal. From Zone North East of Green Island: Anchorage 1C to 7C: Vessels shall proceed directly from their anchorages to the entrance of the Canal. If the number of vessels exceeds the number of anchorages, vessels in excess shall anchor South of the Western Channel, parallel to Anchorages 2A, 4A, 6A, 4B and 7B, making sure to leave the Western Channel clear for navigation at all times. From Zone South of Green Island: Anchorages 1D to 6D (See Plan): Vessels shall proceed directly from the anchorages to the Canal or to sea through the Eastern Channel. (iii) Vessels leaving the Canal: Direct to Sea: They shall proceed through the Eastern Channel. Anchoring in the Port: Anchorage Groups A and B, Zone N.W. of Green Island 8C to 16C: They shall proceed through the Eastern Channel, then the Western Channel and shall follow it till the place fixed for their anchorage. Zone N.E. of Green Island from 1C to 7C: Vessels shall come out of the Canal and proceed directly to this area. (c) Priority of Movement in the port: Priority of movement in the port shall be as follows: (i) Vessels leaving the Canal. ( ii) Vessels proceeding to the Canal. (iii) Vessels coming from sea must wait outside the port until the Eastern Channel is clear. (iv) Vessels leaving the anchorages of the Port of Suez. (v ) Vessels coming out of the Basins (Ibrahim Basin Adabeya Petroleum Basin). (vi) Vessels using the New Petroleum Jetty.

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(d) Priority of Passage in the Eastern Channel: (i) Vessels leaving the Canal. (ii) Vessels in anchorages of Port of Suez, and proceeding Southward to sea, have to pass through the Eastern Channel. Ships approaching Port of Suez from sea should wait outside until the channel is clear. (e) When Harbour is closed for Bad Weather: (i) Vessels coming from sea: It is recommended not to enter the Port of Suez when it is closed due to foul weather which prevents the pilots from boarding the vessels. However, any vessel who would like to enter on her own responsibility will have to contact the wireless station (SUQ) and ask permission for doing so, giving her draft and length in feet, by the following cable: I wish to enter Suez Anchorage on my own responsibility. Length ..... Draft ..... feet. If permission is granted, the Master will receive the following cable: Port is closed. Entering on your own responsibility. Available anchorage .... (ii) Vessels leaving the Suez Canal: In case, when the embarkation of the Roads pilot is not possible, the following cable will be sent to the ship: Owing to bad weather Roads pilot will not board your ship. The following will be added in case the vessel would ask for an anchorage: Available anchorage .... (iii) Vessels anchored in the Port of Suez leaving for sea: Vessels who would like to sail on their responsibility, will have to hoist the signal for pilot, send the following cable to SUQ and wait for orders. I wish to go to sea on my own responsibility. Please confirm. They may proceed if they receive the cable: You may proceed to sea on your own responsibility. (2) Buoyage of Port of Suez: (a) Buoy 2A 281.5 20.9 cables from New Port Rock Light. (b) Buoy 3A 278.5 26.9 cables from New Port Rock Light. These buoys show flashing red (1) every 5 seconds. (c) Buoyage of Port of Suez Position of Green Island Light: Lat. 29 54.59' N., Long. 32 31.80' E. (i) Eastern Channel (East of Green Island) is limited by the following buoys: In the East: Buoy From Green Island Distance Light (m.) Hm. 7.00 East 062 2440 Hm. 14.00 East 080 1820 Hm. 24.00 East 111 1720 Hm. 44.40 East 144 3300 Hm. 60.00 East 153 4720 Hm. 70.50 East 166 5720 Hm. 80.50 East 159 6680 In the West: Buoy From Green Island Distance Light (m.) Hm. 1.00 West 050 2600 Hm. 17.20 West 082 1390 Hm. 21.00 West 108 1260 Hm. 44.40 West 150 3110 Hm. 60.00 West 157 4640 Hm. 70.50 West 160 5630 Hm. 80.50 West 162 6630 (ii) Shallow water in the Green Island Zone is limited as follows: North Buoy bearing 000 at a distance of 1,490 m. from Green Island Light, showing flashing green light (1) every 2 seconds. Red Buoy of Hm. 17.20. Red Buoy of Hm. 21.00. South-West Buoy bearing 239.5 at a distance of 780 m. from Green Island Light, showing group flashing green (3) every 7 seconds. West Buoy bearing 308 at a distance of 820 m. from Green Island Light, showing group flashing green (2) every 5 seconds. Oil Jetty quick flashing white light. (3) Anchorages of Port of Suez: Anchorage (a) Group A: 1A 2A 3A 4A 5A 6A 7A 8A 9A 10A (b) Group B: 1B 2B 3B 4B 5B 6B 7B 8B 9B 10B 11B 12B 13B Bearing of Green Island Light 306.5 330.0 331.5 357.0 018.0 023.0 050.0 042.0 062.5 084.0 102.5 093.0 079.0 064.5 090.5 098.5 075.0 095.5 086.0 080.0 090.0 091.0 079.0 Distance from Green Island Light (cables) 6.1 7.2 4.1 6.3 3.8 6.8 5.8 8.7 8.1 7.2 14.3 12.0 12.5 13.8 15.1 17.3 16.8 20.2 20.3 15.0 17.8 22.0 19.2 Anchorage Bearing of Green Island Light Distance from Green Island Light (cables)

(c) Group C: 1C 218.5 11.8 2C 208.5 11.6 3C 188.0 11.4 4C 234.5 8.6 5C 213.5 8.1 6C 170.5 9.6 7C 161.0 10.8 8C 159.0 9.0 9C 143.0 9.4 10C 143.5 12.4 11C 134.0 12.0 12C 145.0 6.58 13C 123.0 6.5 14C 105.5 6.7 15C 100.0 4.7 16C 075.0 4.8 (d) Group D: 1D 345.5 12.7 2D 004.0 12.4 3D 021.0 13.1 4D 033.0 14.7 5D 043.0 16.0 6D 047.0 18.3 (e) Group H: 1H 296.5 12.5 2H 306.0 14.8 (f) Adabeya Anchorage: 1 059.0 28.3 2 054.5 28.8 S.C.A. Circular No. 3/96: The Suez Canal Authority has decided to increase the draft of vessels that anchor at Suez Inner Anchorage to be 40 ft. in Area (A) and 42 ft. in Area (D), instead of 38 ft., except for LPG/LNG oil tankers; loaded and ballast (NGF) and loaded chemicals. Article 10: Roads and Harbour Pilot Signals Vessels requiring a Pilot for: (1) Entering from sea (2) Sailing out to sea (3) Changing berth (4) Entering the Canal should hoist a black ball over G by day and 3 white lights by night in a vertical line. These signals are to be hoisted where can best be seen. SECTION II Pilotage Article 11: Pilotage (A) General All vessels entering or leaving Canal waters, must take a Pilot (Pilotage is compulsory). However, the Suez Canal Authority reserves the right to assign a tug Master on board vessels under 1,500 tons gross and under 800 tons gross, a coxswain, instead of a Pilot. Navy ships and any vessel carrying dangerous cargo must have a Pilot regardless of their tonnage. Roads Pilots, on boarding vessels arriving from sea, hand over to the Master, the Declaration of State of Navigability and the Pilotage Form. Masters are held solely responsible for all damage or accidents of whatever kind resulting from the navigation or handling of their vessels directly or indirectly by day and night. The Pilot must inform the Movement Control Office or the Port Office immediately by W/T, and radio telex, Inmarsat and/or VHF or UHF, if his advice regarding the safety of navigation is not accepted or not respected by the vessel. (B) Port Said (1) Southbound Vessels: (a) VLCCs, 4th Generation Container Ships, 3rd Generation Container Ships, LASH vessels over 35,000 Suez Canal Gross tons, LPG and LNG and vessels over 42 ft. draft are piloted from Northern Anchorage Area for Canal transit through the East Approach Channel. (b) Other vessels, either for local trade or intending to transit the Canal, are piloted from Fairway Buoy to berths in the harbour through the West Channel. (c) Vessels are piloted between Port Said Harbour and Port of Suez by Canal Pilots who are relieved at Ismailia. (2) Northbound Vessels: (a) Through East Branch, vessels are piloted to Km. 3.000. However, on Masters request, pilotage may extend to Hm. 80. (b) Through West Branch, vessels are piloted to Hm. 80 if weather permits. However, on Masters request, pilotage may end at Hm. 22 on Masters responsibility. (C) Port of Suez (1) Northbound Vessels: (a) VLCCs, large bulk carriers, 4th Generation Container Ships, 3rd Generation Container Ships, LASH vessels over 35,000 Suez Canal Gross tons, LPG and LNG (Loaded or not gas free) and vessels over 38 ft. draft are piloted from anchorage area South of Conry Rock for Canal transit. (b) Other vessels are piloted from waiting area to anchorage area in the Port of Suez. (c) Vessels are piloted from Port of Suez and Port Said Harbour by Canal Pilots who are relieved at Ismailia. (2) Southbound Vessels: (a) Southbound convoy and vessels in Port of Suez Anchorages sailing South are piloted to Hm. 80.50. However, on Masters request, piloting may end at Hm. 44.40 (New Port Rock). (b) Vessels have to maintain course through the channel till the last pair of buoys, keeping the Separation Zone on the port side.

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(D) Master and Pilot (1) Master: When a vessel is transiting the Canal, the Master or his qualified representative should be present at all times on the bridge; he has to keep the Pilot informed concerning any individual peculiarities in the handling of the vessel so that the Pilot might be in a position to give better advice to control the navigation and movement of the vessel. (2) Pilot: The duties of Pilots commence and cease at the entrance buoys of Port Said and Port of Suez. He only gives advice on manoeuvring the vessel, courses to steer, etc. He puts at the disposal of the Master his experience and practical knowledge of the Canal, but as he cannot know the defects or difficulties of manoeuvring every vessel, the responsibility falls completely upon the Master. The Pilot has to ensure the execution by the vessel of: (a) The Articles of Rules of Navigation. (b) The orders of transit given by Movement Control. The manoeuvre and orders are carried out under the direction of the Master who is solely responsible for the ship. It is therefore for the Master, taking into account the indications given by the Pilot, to give the necessary orders to the helm, to the engines, and tugs. If, in the interest of quick manoeuvres the Master thinks it preferable to allow the Pilot to give orders direct, manoeuvres carried out in these circumstances shall be considered as having been carried out on the order of the Master and on his sole responsibility. (E) Moving in Suez Canal Waters without Pilots assistance (1) Unless explicitly authorised by the Suez Canal Authority, the following must be considered: (a) Whenever a vessel moves in Canal Waters or Port Said Harbour without having a Pilot on board, she shall be charged an additional due of U.S.$21,500 (1). (b) An additional due of U.S.$3,200 shall be charged to vessels moving in Port of Suez Anchorages, or entering or leaving Basins at Port of Suez without having a Pilot on board(2). (c) These dispositions do not apply in the event of the Pilot being suddenly unable to carry on with his duties owing to sickness or death. In this case, the Master must: (i) Warn the vessels astern of his intended manoeuvre by means of the visual and sound signals as well as UHF or VHF and W/T, or radio telex and/or Inmarsat via SUQ. (ii) Reduce speed and contact Movement Office to have advice for making fast if in the Canal, or the entrance channels; or droping anchor if in the Lakes. (iii) The Movement Office at Ismailia is to be informed at all times by UHF or VHF and confirmed by W/T or radio telex and/or Inmarsat via SUQ.
(1) Vessels under 300 Suez Canal Gross Tons are subject to Rules of Navigation for small craft. (2)Vessels under 300 Suez Canal Gross Tons are exempted as per Law 161/59.

CHAPTER II ARRIVAL AND PREPARATION FOR TRANSIT SECTION I Pre-Arrival of Vessels Article 12: Booking for transit (1) Vessels may book for transiting the Canal. The booking notice shall reach the Suez Canal Authority Offices not later than 4 days prior to the transit date. It must contain the name, nationality of the vessel, her type (container, Ro-Ro, etc. . . .) her draft, Suez Canal Gross Tonnage and deadweight tonnage. (2) Vessels booking for fixed date will have priority to catch the convoy on that date, if they arrive within the time limit defined by the present Rules. (3) Booking can be cancelled or altered by notice to the Suez Canal Authority offices at least 24 hours before the date booked for, otherwise the vessel shall be charged U.S.$100.00. (4) In case of VLCCs and similar vessels, this charge will be U.S.$1,500.00 on account of the special arrangements made by the Suez Canal Authority. (5) Vessels arriving without previous booking will catch the convoy if capacity of movement in the Canal permits, otherwise they may catch the following convoy. Article 13: Notice of Arrival Masters of vessels fitted with wireless apparatus are requested to transmit the following information to their Agents, 48 hours prior to the vessels arrival and to the Suez Canal Authority via SUQ. (1) The name and nationality of the vessel, her ex-name if any. (2) Suez Canal gross tonnage and deadweight tonnage, draft and beam. (3) Whether they intend transiting or merely stopping in the harbours and, in this case, mention the duration of stay required. (4) The ETA. (5) Whether they carry dangerous cargo, stating quantity(1) and class according to IMOs regulations.
(1)In case dangerous cargo is not declared or erroneous declaration, see Article 47bis.

Article 14: Contacting Port Offices on Arrival (a) Vessels have to contact the harbour office by VHF(2).
(2)Port Said and Port of Suez on Channel 16.

(2) Exceptions: In case of bad weather to the extent of not allowing pilotage in Canal Approach channels, Masters will be authorised by notice from the Suez Canal Port Office, to sail with their vessels on their own responsibility at the following positions: (a) For Southbound convoy, from Km. 162 to sea. (b) For Northbound convoy, from Km. 3.000 in East Port Said Channel Northward to sea. (c) For vessels leaving Port Said Harbour through West Approach Channel, from Hm. 22 Northward. (d) For vessels anchoring in Port of Suez Anchorages wishing to head to sea, also for vessels in Waiting Area wishing to enter Port of Suez Anchorage Area. (e) For vessels entering Port Said Harbour either for transiting Canal or for trade, through West Approach Channel till Hm. 50 approximately where Roads Pilot will board vessels. (f) For vessels entering Port Said East Approach Channel, between Hm. 165 and Hm. 135 from VLCCs Anchorage Area to join Southbound convoy, Canal Pilot will board vessels at Km. 0 of East Port Said Channel. (g) For VLCCs and other large vessels joining Northbound convoy from new anchorage area South of Conry Rock, Canal Pilots will board vessels at Km. 161 approximately. (h) For other vessels joining Northbound convoy from Port of Suez anchorages, Canal Pilots will board vessels at Km. 161 approx. N.B.: (1) For items c, d, e, f, g and h, the time of proceeding will be fixed by Suez Canal Port Authority. (i) An extra pilot, for assisting the pilot in charge, may be assigned on Masters request or by the Canal Authority if deemed necessary. (ii) A due of U.S.$300 for every additional Canal Pilot and U.S.$150 for every additional Roads Pilot is charged. (iii) In all cases, advice will be given if necessary by shore radars to vessels Master. (F) Calling Pilots unnecessarily When a vessel signals for Pilot, and it is found when boarding that she is not ready to get underway in the limited time, the vessel is liable to be delayed and Pilot disembarked. The vessel will pay extra pilotage dues for the new Pilot as mentioned before. (G) Extra Pilots (1) Extra pilots shall be assigned in the following cases: (a) Vessels over 80,000 Suez Canal Gross Tons. (b) 4th Generation Container Ships, 3rd Generation Container Ships and LASH vessels of 35,000 Suez Canal Gross Tons and over. (c) Vessels having cargoes or installations impeding visibility from inside the wheelhouse (bad view). (d) If a Pilot is disembarked and relieved by another Pilot, in case of slow speed vessels, vessels having troubles which prevent continuation of transit with same convoy, or vessels that have to transit by daylight only. (e) If vessel has no accommodation for the Pilot to rest while anchored in Bitter Lakes or making fast in mooring places for a long period. (f) On Masters request or by Suez Canal Authority if deemed necessary.

(1) 15 miles before arrival at Fairway Buoy off Port Said. (2) Five miles before arrival at Separation Zone Buoy No. 1 off Port of Suez. (b) When in touch, give the following information: (1) Latitude and longitude. (2) Vessels name and call sign. (3) Suez Canal official number and code number. (4) Suez Canal gross tonnage and deadweight tonnage. (5) Draft. (6) Loaded or not. (7) Kind of cargo. (8) Any defects affecting the safety of navigation. (9) If transiting the Canal for the first time she has to send: (a) Date of building. Suez Canal Tonnage Certificate, if available. (b) Call sign or official number. (c) Length overall. (d) Beam. (e) Type of engines. (f) In all cases, the Master must inform if aiming to transit the Canal or just stay in the harbour. This information will assist the Harbour Master to identify the vessel through his radar, acquire and assign her identification ID tag which will follow her path until the other end. (c) If failing to contact by the assigned Channels, Masters may use, with the consent of the Harbour Master through the International R/T (2182 kHz) or SUQ (W/T) or Radio Telex or Inmarsat and/or any of the following VHF frequencies: (1) 156.650 (Channel 13) Port Said. (2) 156.600 (Channel 12) Port Said. (3) 156.550 (Channel 11) Port of Suez. (4) 156.700 (Channel 14) Port of Suez. (d) Any vessel who does not contact the Port offices during her approach is subject to delays in catching the convoys. (e) When berthing, changing berth or sailing, the Master must handle the mooring ropes by mooring boats of a firm approved by the Suez Canal Authority. Article 15: Documents and Requirements A. Documents to be produced are: (1) Suez Canal Special Tonnage Certificate and Calculation Sheets (3 copies if the first transit). (2) Certificate of Registry and Ships Drawings (Capacity Plan and General Arrangement Plan of Accommodation and Machinery). (3) Statistical Declaration. (4) Extract from the vessels official documents and information concerning the vessels type and her cargo (containers, barges, etc.). (5) Declaration concerning the use of double bottom tanks and the lower parts of the high tanks. (6) Declaration concerning vessels in ballast. (7) Declaration of State of Navigability. (8) The last Classification Certificate issued. (9) Any other information necessary for transiting the Canal. (10) Piping Plan and General Arrangement Plan for LPG and LNG vessels. (11) (I.O.P.P.) International Oil Pollution Prevention Certificate of Compliance and its supplement for the record of construction and equipment as amended for tanker vessels. B. The Master of a vessel wishing to transit the Canal must register at the Canal Authority offices and pay the various dues. He must furnish the Canal Authoritys officials with all the particulars requested. He must also furnish the Canal Authority officials with all the particulars requested by her Agent.

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C. The vessel must in addition comply with the requirements of the A.R.E. Government Authorities. D. In case the Canal Authority deems it necessary to be supplied with a new Seaworthiness Certificate, the following Classification Societies are recognised to deliver same: (1) Lloyds Register of Shipping. (2) Bureau Veritas Francais. (3) American Bureau of Shipping. (4) Registro Navale Italiano. (5) Germanischer Lloyd. (6) Norske Veritas. (7) Russian Register. (8) Nippon Kaiji Kyokai. (9) China Classification Society. (10) Korean Register of Shipping. Seaworthiness Certificates are accepted by the Suez Canal Authority in Arabic or English. If written in any other language, it is to be translated in one of these two above mentioned languages and duly certified by the Embassy or Consulate of the Arab Republic of Egypt. E. Navy ships transiting the Suez Canal Waters must be provided with a Suez Canal Special Tonnage Certificate showing the Suez Canal Gross and Net Tonnages. If such document is not onboard, the Commanding Officer has to give, in writing, the following information: (1) Name of Ship. (2) Name of Commanding Officer. (3) Call sign of the ship (Radio Call). (4) LOA, beam overall and depth of the ship. As long as the ship is not provided with the Suez Canal Special Tonnage Certificate, transit dues will be levied on the temporary Gross Tonnage product of the empirical formula without any allowance till the presentation of the documents required. F. Erroneous Declarations: If the Canal Authority Officials discover false information concerning the cargo carried(2) or the ships situation ballast or loaded, resulting from the shipping clerks or the Masters negligence, in documents held, the tolls difference will be doubled. The tolls difference means the difference between the correct and the wrong amount of transit dues.
(2)e.g. The carriage of sweet water as cargo and declared as ships water ballast; the omission of declaring the presence or quantity of containers on the weather deck or any cargo onboard, passengers, etc. . . .

Article 16: Stay in the Harbour A. The Master is responsible for the mooring of his vessel in Port Said Harbour and Port of Suez. B. Mooring Lashing Ropes: For the safety and quick berthing of vessels in Port Said Harbour, the only lashing ropes allowed to be used for fixing ships ropes on the buoys are those provided by the Suez Canal Mooring and Light Company. For this purpose, the said company provides vessels making fast in the harbour with 2 in. Manilla or Sisal ropes. This service is against U.S.$ 40.00 per vessel to be added to the invoice of the Suez Canal Mooring and Light Company. C. The Master is to pay attention to the instructions hereunder: (1) When the vessel is moored to the buoys, the mooring ropes must be watched to ensure safe mooring. If two vessels are moored to the same buoy, when one leaves, the other must adjust her moorings. (2) Masters must comply with the Harbour Masters advice regarding mooring ropes during the stay of their vessel in port; especially when, in case of expected bad weather, it is necessary to increase the moorings if required. (3) When a vessel is moored with her stern to the bank, the Master must keep himself continuously informed of the depth of water aft, to avoid grounding on the submerged slope either as a result of the settling of the vessel as she loads, or her proximity to the bank. (4) At night, the vessel, whether moored or manoeuvring, must show the lights prescribed by the International Regulations for Preventing Collisions at sea, in addition to the Suez Canal Light Signals. (5) Unless authorised, barges alongside a vessel must not be more than two abreast. (6) It is forbidden to try projectors, or to turn the propellers during the process of warming-up, in the absence of the Pilot, or without informing him when onboard. (7) Vessels must not put their engines out of working order for any reason whatsoever without permission from the Canal Authority. (8) The Master must always keep onboard sufficient crew to ensure efficient handling of the moorings, fire fighting and damage control. (9) The Harbour Master or his delegate should have free access onboard to ensure the carrying out of the Regulations, to verify the vessels seaworthiness, and to ascertain that dangerous cargo onboard complies with the Suez Canal Regulations. (10) Vessels cancelling berth booking at Port Said for commercial operations, bunkering, etc., must do so 6 hours prior to arrival, otherwise, an additional due of U.S.$300.00 will be charged. Article 17: Change of Berth (1) If the Master wishes to change the berth of his vessel, he should notify the Harbour Office stating the desired time when the shift should take place. A tug or more will be imposed to assist in the manoeuvres. The change of berth will take place at the time fixed by the Harbour Office. A Pilot will be sent to the vessel in due time. (2) Shifting at the Masters request and the tugs used are charged for as per rates set down by the Suez Canal Authority. (3) Charges for shifting due to erroneous or incomplete declarations by the Master must also be paid by the vessel. (4) When necessary, the Harbour Master may order a vessel to shift; when so ordered, it should be made as quickly as possible. In such a case it is free of charge. SECTION II Preparations for Transiting the Canal Article 18: Measures taken before entering the Canal All vessels ready to enter the Canal must have their ladders and jib-booms run in, their boats swung in and any derricks or cranes obstructing the view forward, lowered.

Article 19: Mooring Ropes (1) At least 6 flexible floating mooring ropes of appropriate size for the vessel, in good condition, fitted with spliced eyes, must be in readiness for any emergency, at suitable points on deck. All arrangements must be made for their quick handling. (2) For vessels equipped with tension mooring wires, the number of floating ropes may be reduced to 4. It is to be noted, however, that any mooring lines, likely to produce sparks by their manipulation are absolutely forbidden on board petroleum tankers, LPG or LNG or any vessel carrying flammable substances. (3) It is recommended that: (a) One of the ropes which is selected as first line ashore must be of floating material to ensure quick securing to the shore. (b) Wires should not exceed 5.5 in. circumference to facilitate handling. (c) All vessels should have 2 fire ropes (wire) made fast, one forward and one aft, hung over the vessels side ready for use in case of emergency. Article 20: Mooring Boats (1) Vessels transiting the Canal must have mooring boats as mentioned hereafter hired from the Suez Canal Mooring Company approved by the Suez Canal Authority. In case no mooring boats from the said company are available, ships boats if suitable for mooring (open type lifeboat) in the Canal can be used and must be manned by shore crew, hired from the Suez Canal Mooring Company. Each boat is to be manned by three men. (2) One mooring boat or one motor boat for vessels under 2,500 tons gross, SCGT (SCGT Suez Canal Gross Tonnage). (3) One mooring boat for ships from 2,500 to 5,000 tons SCGT. (4) Two motor boats or one motor boat and one mooring boat for vessels from 5,000 tons SCGT to 30,000 tons SCGT. (5) Two motor boats for vessels over 30,000 tons SCGT. (6) Ships may ask for additional motor boats or mooring boats according to Masters request. These mooring boats must be in constant readiness for lowering to run the ropes to the mooring posts without any delay during the transit of the vessel. (7) Ships must be fitted with well maintained lifting appliances capable of lifting mooring boats of 4 tons weight (including crew members). (8) Ships may carry extra mooring boats as passengers for the interest of navigation. However, LPG, LNG and Loaded Tankers are not allowed to carry any extra boats. (9) The handling of mooring boats must be carried out well clear from the ships propellers. (10) Masters are requested to reduce speed during lifting or lowering operations of mooring boats. An officer must be in charge, to avoid accidents that may endanger the life of mooring men. (11) If the vessel has no means for lifting mooring boats and ships boats are not suitable for mooring (closed type lifeboat) in the Canal, the vessel shall not be allowed to transit the Canal. Article 21: Spreaders (Slings) Container ships are advised to have their own spreaders (slings) to assist unloading and reloading containers in case of necessity. Those carrying different sizes of containers must have their own spreaders. Article 22: Indicators There must be a rudder angle indicator and an engine RPM indicator in the wheelhouse so located and illuminated as to be easily visible by the Pilot (erroneous indicators are considered defective). Article 23: Bow Anchors 1. Any transiting vessel must be equipped with 2 classed anchors forward of the collision bulkhead. Each anchor must be fitted with its own chain or wire cable, and be capable of being released, and raised independently by means of a windlass or capstan. 2. In lieu of 1, vessels of less than 1,500 SCGT must be equipped with one working anchor. Article 24: Accommodation and Pilot Ladders A. Pilot Ladder: (1) In anchorage areas, outside the Canal, North or South, pilot ladders can be used to embark and disembark Pilots. The ladder shall be secured in such position that each step rests firmly against the vessels side and so that the Pilot can have safe access to the vessel. Whenever the distance from sea level to the point of access to the vessel is more than 12 ft. (or 3.65 m.), access from the pilot ladder to the vessel shall be by means of an accommodation ladder or other equally safe and convenient means. (2) The treads of the pilot ladder shall not be less than 19 in. long, 4.5 in. wide and 1 in. in thickness. Steps shall be joined in such a manner as will provide a ladder of adequate strength with treads maintained in a horizontal position and not less than 12 in. or more than 15 in. apart. (3) A man-rope properly secured, and a safety line shall be available and ready for use if required. (4) Handholds are to be provided to assist the Pilot to pass safely and conveniently from the head of the ladder into the vessel or on to the vessels deck and vice versa. (5) If necessary, spreaders shall be provided at such distance as will prevent the ladder from twisting. (6) Arrangements shall be such as: (a) The rigging of the ladder, the embarkation and disembarkation of the Pilot is supervised by a responsible officer of the vessel. (b) A self igniting life buoy is to be available at hand. B. Accommodation Ladders (1) Accommodation ladders are to be used in the Canal, harbours and lakes to embark and disembark Pilots. (2) In case no accommodation ladder is available, or difficult to rig, the vessel has to inform S.C.A. before entering harbour or Canal. The change of Pilot which is originally carried out at Ismailia, will take place in the Bitter Lakes after anchoring. In such case, the vessel will be charged an extra U.S.$300.00 as pilotage dues for each relieving Pilot. (3) Ships with freeboard of less than 10 ft. may use pilot ladder.

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Article 25: Efficiency of Vessels Equipment (1) Before entering the Canal it must be ascertained that main engines, compasses, steering gear, engine room, telegraph, rudder angle and r.p.m. indicators, W/T, VHF and radar are in good working order. (2) Every vessel navigating in the Suez Canal Waters under the advice of the Suez Canal Pilot, should maintain bridge and engine bell books. (3) In the bridge bell book, each engine movement and the time of its transmission from the bridge to the engine room is to be recorded as well as in the engine room bell book. (4) No vessel is required to maintain any bell books if equipped with an automatic device which produces a permanent legible record of every engine movement. (5) The bell books and the automatic records must be handed, upon request, to the Suez Canal Officials for the purpose of investigation if necessary. Article 26: Deck Cargo (1) Deck cargo is to be stowed in a way so as to provide a clear view from the navigating bridge while transiting the Canal, as well as not to affect the vessels stability. (2) The deck cargo should not protrude more than half the vessels breadth on any side, with a maximum of 15 m. on each side if breadth exceeds 30 m. (1) (2) (3) If the protrusion exceeds the maximum allowed, each case is to be studied separately, and an additional due of 2% of the transit dues is levied on each foot or fraction of foot in excess.
(1) Containers on container ships are not considered as deck cargo. (2) Specially built vessels and barges carrying drillers or bulky deck cargo to be studied each separately.

Article 27: Water Ballast Vessels in ballast must fill spaces intended to be used for carrying water ballast in such proportion as the Officials of the Suez Canal Authority may direct. Article 28: Searchlight Before transiting the Canal, the vessel should be provided with a searchlight (projector) complying with the following conditions and specifications. (1) It should be placed on the bow in the axis of the vessel and show the Canal clearly. (2) Specifications are as follows: (a) Minimum range of radiation of single beam 1,800 m. ahead (brightness of 1 Lux approximately, at the atmospheric transmission factor T 0.85). (b) The power of the lamp must give a luminous intensity of single light beam not less than 3 million candela, which is equivalent to high efficiency incandescent lamp of: (i) 2,000 Watts for vessels up to 30,000 S.C. gross tons. (ii) 3,000 Watts for vessels over 30,000 S.C. gross tons. (c) The drum and stand should be of high corrosion resisting material and can be operated both horizontally and vertically. (d) The front glass must be of hardened type and can stand rapid cooling. (e) The reflector must be in two halves of precise ground glass mirror of highest quality or of polished aluminium having at least 95% the reflective capacity of the glass mirror. (f) The two halves of the reflector can be brought together (zero position) to make a single reflector light beam and can be parted to give two separate light beams each of 5 at least, on the horizontal level with adjustable dark sector from 0 to 10. (g) The searchlight drum must be watertight (presssure test 0.25 kg./sq.cm.) and gastight (according to the classification rules for the vessels electric appliances within dangerous areas) and provided with a vent-out to which a flexible hose can be fitted on the drum to dissipate the heated air out of the searchlight in addition to a safety vent. On vessels carrying petroleum products, LPG or LNG or inflammable substances, or vessels Not Gas Free, exit of hot air must be effectuated in a place devoid of inflammable gas. (h) The searchlight must be equipped with 2 lamps carrier that can be turned into position to let the lamp exactly in the focus of the reflector, and the current must be switched on automatically. (i) The electric system (switches, plug, socket and cables) must be of first class marine type. The degree of protection IP 55 or similar standards. (j) The searchlights must have a certificate for the Type Test issued by one of the Classification Societies (Lloyds Register, etc.). The original to be submitted to Suez Canal officials and thereby after test by S.C.A. inspection, the searchlight can be accepted. (3) On all vessels of whatever type, electric cable installations for searchlight and all electrical connections leading to it must be permanently fixed, insulated and gastight. At the end of the cables a fixed and gastight socket should be installed close to the searchlight. (4) On board vessels electrically propelled or having electrically driven gear (steering, winches, etc.), the number of generators and their individual power output must be sufficient to ensure uninterrupted functioning of the searchlight in the event of stoppage of one of the generators. No exception to this rule will be allowed except when there is an independent generator and circuit on board specifically set apart for the searchlight. (5) The portable projector can be hired locally from the Canal Mooring and Light Company and weighs about 22 kg. (6) For vessels fitted with their own projector, 2 shore electricians should operate it during the transit. (7) Vessels with special cases: (a) LPG and LNG vessels, without any exception, must be provided with their own searchlight. (b) Vessels entering the Canal, direct from sea, must also be provided with their own searchlight.

(c) Newly built tugs and yachts up to 1,500 SCGT can transit the Canal with their own projectors, on condition that the unit is equipped with at least 2 projectors, each with a capacity of not less than 1,000 watts for each. (8) If electrical connections and/or searchlight do not conform, the vessel is liable to transit only in daylight and therefore subject to delay. An additional due of U.S.$4,300 will be imposed when the searchlight and/or electrical connections do not conform for the 3rd and each following transit. Article 29: Overhead Lights (Deck Lights) Overhead lights visible all round the horizon with a minimum range of 200 m. (roughly 650 ft.). Article 30: Bridge Wing Projectors Bridge wing projectors on either side of the bridge must be fitted to show the Canal banks clearly during the transit and mooring operations, and must have the following characteristics: Power about 4 LUX at an atmospheric transmission factor (T 0.74) and minimum range 200 m. Article 31: Funnels Funnels must be lit to facilitate the identification of the vessel by night. Article 32: Bridge and Engine Room Communications Communication system between engine room and bridge must be in good working condition. Article 33: Pumping Draining Arrangements The pumps and pumping arrangements including valves, pipes and strainers from holds as well as from the engine and boiler spaces must be in good working condition. Article 34: Watertight Bulkheads and Doors All watertight bulkheads and doors are required to be in good efficient condition. Article 35: Draft Marks All vessels shall have the draft plainly marked and painted upon the stem, amidships (including Plimsoll Mark and Deck Line) and stern post or rudder post, according to Load Line Convention. Article 36: Whistles and/or Sirens Whistles and sirens must be always ready for use, as prescribed in Part III, Art. 92. Article 37: Firefighting Equipment on Vessels (1) Vessels transiting the Canal should be equipped with the fire fighting equipment in accordance with the requirements of S.O.L.A.S. and its amendments. All equipment should be in a good and efficient condition. (2) Fire hoses with suitable nozzles attached shall be connection to the outlets of fire lines at all times while in Canal waters. Sufficient hoses shall be connected to reach all parts of the vessel. (3) When approaching Canal waters, as precautionary measures, all vessels must have fire wires hanging over the side ready for use fore and aft, before entering Canal waters. Article 38: Side Doors When side doors are used for boarding, and the minimum vertical distance between the waterline and the bottom of the side door is less than 6 ft., they should be closed immediately after embarking and disembarking of Pilot and during transit through the Canal. Article 39: Manning Vessels The crew of vessels intending to transit the Canal should have efficient and good knowledge of their vessel and be sufficient in number to permit safe handling of the vessel during transit. Article 40: Deck Watch & Engine Room When underway in Canal Waters the vessels shall keep a full watch on the bridge and in the engine room, as well as anchor watch. Article 41: Special Arrangements for VLCCs (See Article 58). Article 42: Accommodation (1) A suitable (Officer Class) accommodation is to be put at the Pilots disposal while anchoring in the Bitter Lakes or made fast in mooring places alongside the Canal. In case of no suitable accommodation available, the vessel will pay extra dues of U.S.$.300.00 for each relieving Pilot. She may be delayed if no relieving Pilot is available. (2) A sheltered place is to be provided for the mooring boatmen (3 to 6 men according to the size of the vessel) and 2 shore electricians for the projector, during transit. Article 43: Vessels Carrying Timber (1) The timber deck cargo shall be compactly stowed, lashed and secured in a way that it shall not hinder navigation and allow safe access on deck. (2) The loading must not exceed the Tropical Timber Load Line (LT). The height of the deck cargo above the weather deck shall not exceed one third of the extreme breadth of the vessel. Article 44: Life Saving Appliances Life saving appliances for vessels navigating in the Canal Waters should meet with the requirements of SOLAS and amendments. Article 45: Anchor Watch An anchor watch is to be established during bad weather or poor visibility and when advised by the Pilot. Article 46: Stoppage in Canal When anchored in the Bitter Lakes, Lake Timsah or stopped in the Canal, the engines should always be ready for use. Note: In case of failure to comply with any of the previous requirements, a vessel may be delayed from joining the convoy and/or may be subject to special arrangements for her transit. This includes imposing convoying tug boats. Access to the Canal may also be refused. SECTION III Interdiction to Enter Canal Article 47: Vesssel not allowed to Transit A vessel will not be allowed to transit the Canal in any of the following cases: A. Any vessel whose Tropical Load Line is submerged, or Plimsoll Marks not plainly visible (Overloaded). B. Any vessel considered by the Suez Canal Officials, dangerous for navigation.

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C. If carrying dangerous cargo and not conforming to the Part V of these Rules or carrying prohibited cargoes. D. If having a list more than 3 degrees. E. If trimmed in a way causing bad manoeuvrability. F. If having deck loads protruding from vessels sides in a manner endangering the safety of transit (see Article 26). G. If the vessel is so tender or loaded in a manner that dangerously affects her stability. H. If her draft is in excess of the maximum permitted according to these Rules. I. For VLCCs and ULCCs, if there is bad weather. J. The Suez Canal Authority may consider delaying the entry to the Canal in cases of bad weather. K. Any vessel without anchors. Article 47 Bis: (1) The Suez Canal Authority reserves the right to refuse access to Canal Waters to any vessel in case of carrying prohibited cargoes, and in case of non or erroneous declaration of the presence of dangerous cargo on board, such as ammunition, explosives, radioactive substances, etc. (2) If the dangerous cargo mentioned in para (1) is discovered during the transit, the Suez Canal Authority reserves the right to refuse access to Canal Waters to this vessel for a period not exceeding two years. An additional due of U.S.$43,000 will be imposed for this violation. SECTION IV Proceeding to the Canal Article 48: General (1) Masters shall ask for Pilots by clearly displaying G flag by day and 3 white lights at night, at least two hours before the time they expect their vessel to be ready to get underway. (2) Singling Up should not be before the Pilot is on board. (3) When several vessels are ready to get underway at the same time, the order of their sailing will be fixed by the Canal Authority. (4) All vessels must stop whenever the passage ahead is not clear. (5) They must slow down passing collapsed or under repair banks, as well as when passing all vessels in sidings, hoppers, dredgers and other floating plants made fast. (6) As soon as a vessel is made fast, she must hoist the signals pendant No. 2 by day and red light aft at night. The vessel must be ready to slack down ropes or cut them if need be. Engines must always be ready for manoeuvring. CHAPTER III CONVOY SYSTEM - MAXIMUM DIMENSIONS, TOWAGE AND ESCORTING SECTION I Convoy System Article 49: Formation of Convoys A 3 convoy system is applied in the Suez Canal. (A) Northbound Convoy (1) Starts at 0600 hrs. at Km. 160 and consists of 2 groups of vessels (a third group may enter Canal from 0300 hrs. to 0430 hrs. according to traffic situation). (a) Group A (i) Navy ships, 4th Generation Container Ships, 3rd Generation Container Ships over 40,000 SCGT and similar, LASH vessels over 35,000 SCGT, LPG and LNG (Loaded or not gas free) and loaded chemical carriers (See Article 54). (ii) Loaded VLCCs, conventional loaded tankers and heavy bulk carriers, (draft over 38 ft. or length over 950 ft. B.P.). (b) Group B Cargo and other vessels anchored in Suez Anchorages. (2) The Northbound convoy has a free run from Port of Suez till Port Said. It passes through the East Kabrit Channel, the Eastern Dredged Channel in the Bitter Lakes, the Deversoir East Channel, the East Channel of Lake Timsah, the East Channel of Ballah Loop and the East Channel from Km. 17 Northward. (3) In case the Northbound convoy has to stop in the Bitter Lakes due to traffic situation of Southbound convoy or any emergency, the following must be considered: (a) Container vessels heading the convoy will drop anchor in the suitable East Anchorage Areas of the Bitter Lakes. (b) VLCCs will anchor in the suitable East Anchorage according to their draft. (c) All other vessels will anchor in the East Area corresponding to their draft. (d) 3 berths are available in Kabrit East Branch, in case of emergency. Note: For safety measures, LPG and LNG vessels in ballast or loaded, and loaded chemicals in bulk are included in the Tankers group. (B) Southbound Convoy (N1) (1) Starts from 0000 hrs. to 0500 hrs. and consists of 3 groups of vessels: (a) Group A: Vessels in Port Said Harbour. (b) Group B: Vessels anchored in the Northern Anchorage Area consisting of 4th Generation Container Ships, 3rd Generation Container Ships, VLCCs in ballast, vessels over 42 ft. draft, LPG, LNG and not gas free vessels (LPG, LNG and vessels not gas free may join Group A) in ballast or loaded and LASH over 35,000 SCGT. This group will be headed by the Container Ships and the first vessel will enter through Port Said East Approach Channel in due time to join Group A at Km. 17. (c) Group C: Vessels anchored in Southern Anchorage Area will enter through Port Said West Channel in due time to join Group B at Km. 17. (2) This convoy has a free run to the Bitter Lakes, passes through the East Branch of Ballah By-Pass, the East Channel of Lake Timsah, the Deversoir West Channel (except for vessels with draft of more than 42 ft. will pass through East Channel), and anchors in the Western Anchorages in Bitter Lakes. (3) The sequence of continued route from the Bitter Lakes will be warships, LPG, LNG vessels, the 4th Generation Container Ships and 3rd Generation Container Ships over 35,000 SCGT followed by VLCCs in ballast and then other vessels. The first ship of the Southbound convoy will regulate speed to cross the last Northbound vessel abeam of Kabrit Station.

(C) Southbound Second Convoy (N2) (1) Starts from 0630 hrs. to 0900 hrs. The forming and depth of this convoy is subject to situation of traffic and limit time. (2) 3rd and 4th Generation Container Ships with more than one propeller astern shall be ahead of this convoy to anchor at Timsah Lake (maximum two vessels). (3) Vessels will make fast in Ballah West Branch (Maximum capacity 15 vessels according to the number of berths at Ballah Loop), and continue route after the last Northbound vessel clears Km. 61. (4) Dimensions of vessels that can make fast at Ballah West Branch should not exceed those indicated in the following table, excluding tankers over 90,000 SCGT (Subject to alteration according to Canal Developing Projects). Beam Draft (ft.) (m.) (cm.) (ft.) (in.) 135 41 15 42 0 136 41 45 41 8 137 41 76 41 5 138 42 06 41 1 139 42 37 40 9 140 42 67 40 6 141 42 98 40 3 142 43 28 39 11 143 43 59 39 8 144 43 89 39 5 145 44 20 39 1 146 44 50 38 10 147 44 80 38 7 148 45 11 38 4 (5) Vessels not allowed to join this convoy are the following: (a) Loaded Tankers (or Bulk Carriers) carrying Petroleum Grade A or similar substances (flash point below 23C or 73F, ascertained by an open test or of any equal degree of accuracy). (b) Liquified inflammable gas vessels (LPG, LNG, or similar loaded or ballasted not gas free vessels). (c) Vessels not fitted with double bottoms carrying chemicals in bulk. (d) Vessels carrying uncontainerised radioactive substance Group 1. (e) Vessels carrying dangerous waste. (f) Heavy lifters (semi-submersible) carrying heavy lift units with tonnage exceeding the lifting capacity of their individual cranes. (g) Vessels carrying deck cargo protruding more than what is stated in Article 26 of these Rules. (h) Vessels over 90,000 SCGT. (i) Navy ships.

Article 50: Limit Time of Arrival to Join Convoys (Summertime may be kept)

(A) Southbound Convoy (1) 4th Generation Container Ships, 3rd Generation Container Ships, VLCCs in ballast and loaded vessels over 42 ft. draft who will anchor in the New Anchorage Area (V berths) N.W. of Port Said and declared by Agents ready for transit, have to reach the Anchorage Area within the limit time of 1900 hrs. (Ships arriving from 1900 hrs. to 2100 hrs. may join the first Southbound Convoy (N1) against an additional charge of 5% of transit dues. Ships arriving after 2100 hrs. until 2200 hrs. can also join the first Southbound Convoy (N1) against an additional charge of 10% of transit tolls). (2) Other ships entering from Port Said harbour have to reach the Anchorage Area (C Berths) within the limit time of 1900 hrs. (3) Ships arriving after the limit time of 1900 hrs. and not later than 0300 hrs. (Ships arriving from 0300 hrs. to 0400 hrs. may join the second Southbound Convoy (N2) against an additional charge of 5% of transit dues. Ships arriving after 0400 hrs. until 0500 hrs. can join the second Southbound Convoy (N2) against an additional charge of 10% of transit tolls), will join the second Southbound Convoy either from Port or direct from sea and be declared by Agents ready for transit, providing the capacity of the Canal permits (See Article 49 (C)).

(B) Northbound Convoy (1) Ships anchoring South of Conry Rock: 4th Generation Container Ships, 3rd Generation Container Ships, VLCCs, super tankers, heavy bulk carriers, LASH vessels over 35,000 S.C.G.T., LPG and LNG (Loaded or not gas free) and vessels over 38 ft. draft, have to reach the Anchorage Area (V Berths) and be declared by Agents ready for transit within the limit time of 0100 hrs. (Ships arriving from 0100 hrs. to 0300 hrs. may join Tanker Group against additional charge of 5% of transit dues. Ships arriving after 0300 hrs. but before 0330 hrs. can also join Tanker Group against additional charge of 10% of transit dues). (2) Other vessels who will anchor North of Conry Rock have to reach the Waiting Area and be declared by Agents ready for transit within limit time of 0300 hrs. (Ships entitled to join the ordinary group, can arrive after 0300 hrs. up until 0330 hrs. against an additional charge of 5% of transit dues). (C) In all cases, the documents required should be produced before the passage of the vessel to the Canal Office at Port Said or Port of Suez.

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Suez Canal Authority Circular No. 13/95: Issued by the Director of Transit (Amended 11th December 1997). Circular No. 3/94 is to be cancelled and replaced by the following: In favourable navigational conditions, the limit time for arrivals from North and South is to be extended as shown below: (1) First Southbound Convoy: (a) Vessels arriving between 1900 hrs. and 2100 hrs. can join the first Southbound Convoy against the payment of a surcharge equal to 3% of the normal transit dues, with a maximum of SDR 7,000. (b) Vessels arriving after 2100 hrs. and up to 2200 hrs. can join the first Southbound Convoy against the payment of a surcharge equal to 5% of the normal transit dues, with a maximum of SDR 10,500. (2) Second Southbound Convoy: (a) Vessels arriving between 0300 hrs. and 0400 hrs. can join the Second Southbound Convoy against the payment of a surcharge equal to 3% of the normal transit dues, with a maximum of SDR 7,000. (b) Vessels arriving after 0400 hrs. and up to 0500 hrs. can still join the Second Southbound Convoy against the payment of a surcharge equal to 5% of the normal transit dues, with a maximum of SDR 10,500. (3) Northbound Convoy: 1. Ships that are allowed to join the tanker group: (a) When arriving between 0100 hrs. and 0300 hrs. such ships can join the tanker group against the payment of a surcharge equal to 3% of the normal transit dues, with a maximum of SDR 7,000. (b) When arriving after 0300 hrs. and up to 0330 hrs. such ships can still join the tanker group against the payment of a surcharge equal to 5% of the normal transit dues, with a maximum of SDR 10,500. 2. (Amended 11th December 1997) Ordinary ships allowed to join the Northbound Convoy: (a) Ordinary ships arriving between 0300 hrs. and 0400 hrs. can join this convoy against a surcharge of 3% of the normal transit dues with a maximum of SDR 7,000. (b) When arriving between 0400 hrs. and 0500 hrs., they are allowed to join the same convoy against a surcharge of 5% of the transit tolls with a maximum of SDR 10,500. This Circular takes effect as of 1st January 1996. Suez Canal Authority Circular No. 1/96: Dated June 1996. The Suez Canal Authority has decided that the limit time for arrival to join the convoys will be on the basis of passing the following latitudes: 1. Port Said: South of Lat. 31 28.7' N. 2. Port Tewfik: Tanker Group North of Lat. 29 42.8' N. Ordinary Group North of Lat. 29 48.33' N. This Circular comes into effect as of 1st July 1996. Article 51: Courses to Keep on Leaving for Sea (A) At Port Said Vessels of Northbound convoy have to maintain course through the East Approach Channel till Hm. 195 then alter course North (000) for five miles before altering to destination. (B) At Port of Suez Vessels proceeding to sea have to maintain course through the channel till the last pair of buoys, then keep the Separation Zone on the port side till the Separation Zone Buoy No. 1. SECTION II Maximum Dimensions (Vessels Sizes and Drafts) Article 52: Dimensions of Vessels Authorised to Transit These dimensions are given hereunder: (For drilling and towed units See Appendix). (a) Max. length: No restrictions. (b) Max. beam: 245 ft. Note: (1) Vessels with beam over 210 ft. are allowed to transit in calm weather, i.e. beam wind not exceeding 10 knots. (2) Vessels with beam over 245 ft. may transit Canal under special request. (c) Max. draft: Tables I and II give the maximum draft authorised in relation to the beam of vessel according to the following: (i) Table I: For vessels in ballast transiting in either direction. (ii) Table II: For loaded vessels transiting in either direction. Also see Circular No. 1/2001 (before Article No. 53). Table I Draft for Vessels in Ballast Transiting North or Southbound (See Notes below) Beam Maximum Draft Up to Forward Aft 245 ft. (74.67 m.) 32 ft. (9.75 m.) 36 ft. (11.0 m.) Notes: (1) Vessels of a beam over 210 ft. transit the Canal in a beam wind not exceeding 10 knots. (2) Vessels of a beam over 245 ft. may be allowed to transit the Canal under special request. Also see Circular No. 1/2001 before Article 53. Table II Beam and Draft (Amended) Loaded Vessels (Southbound and Northbound): Beam Draft (ft.) (in.) (m.) (ft.) (in.) 164 0 49.98 62 0 164 3 50.06 61 11 164 5 50.11 61 10 164 8 50.19 61 9 164 11 50.26 61 8 165 1 50.31 61 7 165 4 50.39 61 6 165 7 50.46 61 5 165 9 50.52 61 4 166 0 50.59 61 3 166 3 50.67 61 2 Table II Beam and Draft (Amended) Loaded Vessels (Southbound and Northbound): Beam Draft (ft.) (in.) (m.) (ft.) (in.) 166 5 50.72 61 1 166 8 50.80 61 0 166 11 50.87 60 11 167 2 50.95 60 10 167 4 51.00 60 9 167 7 51.07 60 8 167 10 51.15 60 7 168 1 51.23 60 6 168 3 51.28 60 5 168 6 51.35 60 4 168 9 51.43 60 3 169 0 51.51 60 2 169 3 51.58 60 1 169 6 51.66 60 0 169 8 51.71 59 11 169 11 51.79 59 10 170 2 51.86 59 9 170 5 51.94 59 8 170 8 52.01 59 7 170 11 52.09 59 6 171 1 52.14 59 5 171 4 52.22 59 4 171 7 52.29 59 3 171 10 52.37 59 2 172 1 52.45 59 1 172 4 52.52 59 0 172 7 52.60 58 11 172 10 52.67 58 10 173 1 52.75 58 9 173 4 52.83 58 8 173 7 52.90 58 7 173 10 52.98 58 6 174 1 53.06 58 5 174 4 53.13 58 4 174 7 53.21 58 3 174 10 53.28 58 2 175 1 53.36 58 1 175 4 53.44 58 0 175 7 53.51 57 11 175 10 53.59 57 10 176 1 53.67 57 9 176 4 53.74 57 8 176 7 53.82 57 7 176 10 53.89 57 6 177 1 53.97 57 5 177 4 54.05 57 4 177 7 54.12 57 3 177 10 54.20 57 2 178 1 54.27 57 1 178 5 54.38 57 0 178 8 54.45 56 11 178 11 54.53 56 10 179 2 54.61 56 9 179 5 54.68 56 8 179 8 54.76 56 7 180 0 54.86 56 6 180 3 54.94 56 5 180 6 55.01 56 4 180 9 55.09 56 3 181 0 55.16 56 2 181 4 55.27 56 1 181 7 55.34 56 0 181 10 55.42 55 11 182 1 55.49 55 10 182 5 55.60 55 9 182 8 55.67 55 8 182 11 55.75 55 7 183 2 55.82 55 6 183 6 55.93 55 5 183 9 56.00 55 4 184 0 56.08 55 3 184 4 56.18 55 2 184 7 56.26 55 1 184 10 56.33 55 0 185 2 56.43 54 11 185 5 56.51 54 10 185 9 56.61 54 9 186 0 56.69 54 8 186 3 56.76 54 7 186 7 56.87 54 6 186 10 56.94 54 5 187 2 57.04 54 4 187 5 57.12 54 3 187 9 57.22 54 2 188 0 57.30 54 1 188 3 57.37 54 0 188 7 57.48 53 11 188 10 57.55 53 10 189 2 57.65 53 9 189 6 57.75 53 8 189 9 57.83 53 7 190 1 57.93 53 6 190 4 58.01 53 5 190 8 58.11 53 4 190 11 58.19 53 3

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Table II Beam and Draft (Amended) Loaded Vessels (Southbound and Northbound): Beam Draft (ft.) (in.) (m.) (ft.) (in.) 191 3 58.29 53 2 191 7 58.39 53 1 191 10 58.47 53 0 192 2 58.57 52 11 192 5 58.64 52 10 192 9 58.75 52 9 193 1 58.85 52 8 193 4 58.92 52 7 193 8 59.02 52 6 194 0 59.13 52 5 194 3 59.20 52 4 194 7 59.30 52 3 194 11 59.41 52 2 195 3 59.51 52 1 195 6 59.58 52 0 195 10 59.69 51 11 196 2 59.79 51 10 196 6 59.89 51 9 196 10 59.99 51 8 197 1 60.07 51 7 197 5 60.17 51 6 197 9 60.27 51 5 198 1 60.37 51 4 198 5 60.47 51 3 198 9 60.57 51 2 199 1 60.68 51 1 199 4 60.75 51 0 199 8 60.85 50 11 200 0 60.96 50 10 200 4 61.06 50 9 200 8 61.16 50 8 201 0 61.26 50 7 201 4 61.36 50 6 201 8 61.46 50 5 202 0 61.56 50 4 202 4 61.67 50 3 202 8 61.77 50 2 203 0 61.87 50 1 203 4 61.97 50 0 203 8 62.07 49 11 204 0 62.17 49 10 204 5 62.30 49 9 204 9 62.40 49 8 205 1 62.50 49 7 205 5 62.61 49 6 205 9 62.71 49 5 206 1 62.81 49 4 206 5 62.91 49 3 206 10 63.04 49 2 207 2 63.14 49 1 207 6 63.24 49 0 207 10 63.34 48 11 208 3 63.47 48 10 208 7 63.57 48 9 208 11 63.67 48 8 209 3 63.77 48 7 209 8 63.90 48 6 210 0 64.00 48 5 210 4 64.10 48 4 210 9 64.23 48 3 211 1 64.33 48 2 211 6 64.46 48 1 211 10 64.56 48 0 212 2 64.66 47 11 212 7 64.79 47 10 212 11 64.89 47 9 213 4 65.02 47 8 213 8 65.12 47 7 214 1 65.25 47 6 214 5 65.35 47 5 214 10 65.48 47 4 215 2 65.58 47 3 215 7 65.70 47 2 216 0 65.83 47 1 216 4 65.93 47 0 216 9 66.06 46 11 217 1 66.16 46 10 217 6 66.29 46 9 217 11 66.42 46 8 218 3 66.52 46 7 218 8 66.64 46 6 219 1 66.77 46 5 219 5 66.87 46 4 219 10 67.00 46 3 220 3 67.13 46 2 220 8 67.25 46 1 221 1 67.38 46 0 221 5 67.48 45 11 221 10 67.61 45 10 222 3 67.74 45 9 222 8 67.86 45 8 223 1 67.99 45 7 223 6 68.12 45 6 223 11 68.24 45 5 224 4 68.37 45 4 Table II Beam and Draft (Amended) Loaded Vessels (Southbound and Northbound): Beam Draft (ft.) (in.) (m.) (ft.) (in.) 224 9 68.50 45 3 225 1 68.60 45 2 225 6 68.73 45 1 226 0 68.88 45 0 226 5 69.01 44 11 226 10 69.13 44 10 227 3 69.26 44 9 227 8 69.39 44 8 228 1 69.51 44 7 228 6 69.64 44 6 228 11 69.77 44 5 229 4 69.90 44 4 229 9 70.02 44 3 230 3 70.18 44 2 230 8 70.30 44 1 231 1 70.43 44 0 231 6 70.56 43 11 232 0 70.71 43 10 232 5 70.84 43 9 232 10 70.96 43 8 233 4 71.12 43 7 233 9 71.24 43 6 234 2 71.37 43 5 234 8 71.52 43 4 235 1 71.65 43 3 235 7 71.80 43 2 236 0 71.93 43 1 236 6 72.08 43 0 236 11 72.21 42 11 237 5 72.36 42 10 237 10 72.49 42 9 238 4 72.64 42 8 238 9 72.77 42 7 239 3 72.92 42 6 239 9 73.07 42 5 240 2 73.20 42 4 240 8 73.35 42 3 241 2 73.50 42 2 241 7 73.63 42 1 242 1 73.78 42 0 242 7 73.93 41 11 243 1 74.09 41 10 243 7 74.24 41 9 244 0 74.37 41 8 244 6 74.52 41 7 245 0 74.67 41 6 245 6 74.82 41 5 246 0 74.98 41 4 246 6 75.13 41 3 247 0 75.28 41 2 247 6 75.43 41 1 248 0 75.59 41 0 248 6 75.74 40 11 249 0 75.89 40 10 249 6 76.04 40 9 250 0 76.20 40 8 250 7 76.37 40 7 251 1 76.53 40 6 251 7 76.68 40 5 252 1 76.83 40 4 252 8 77.01 40 3 253 2 77.16 40 2 253 8 77.31 40 1 254 3 77.49 40 0 Circular No. 1/2001: In line with the SCA policy to upgrade the Canal in service of world navigation, and on the occasion of the near completion of the present stage of development, the following has been decided: First: 1. As of 5th June 2001, vessels with a beam of 169 ft. 6 in. can transit the Canal with a draft of 60 ft. as experimental trips. 2. Vessels with a beam exceeding 169 ft. 6 in. can transit the Canal with the drafts as shown in the above table, Table II Amended. Second: 1. As of 26th July 2001, vessels with a beam of 164 ft. can transit the Canal with a draft of 62 ft. 2. Vessels with a beam exceeding 164 ft. can transit with drafts shown in the above table, Table II Amended. Third: 1. Item (c) of Article 52 and Item (1) of Article 53 of the Suez Canal Rules of Navigation (Feb 95) shall be waived. 2. Ballasted vessels with a beam up to 245 ft. can transit with a draft of not more than 32 ft. forward and 36 ft. aft in favourable weather conditions and a wind speed of not more than 10 knots. 3. Ballasted vessels with a beam exceeding 245 ft. need a prior approval of the SCA to transit the Canal. This Circular takes effect as of 5th June 2001. Signed: Director of Transit. Article 53: Conditions of Transit (1) See Circular No. 1/2001 above. (2) Vessels allowed to transit at a draft of over 50 ft. up to 56 ft. must, for the first passage, effectuate a successful sea trial before entering the Canal either at Suez or Port Said Roads.

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(3) Sisterships are not to get benefit of authorisation granted to a particular ship of the group. (4) For safety measures, LPG, LNG in ballast or loaded, and loaded dangerous chemicals in bulk are included in the Tanker Group and they are placed ahead of the loaded tankers. Article 54: Speed Station Tankers Group Other Vessels Port Tewfik Genefa, head current 11 km./hr. 13 km./hr. Port Tewfik Genefa, stern current 14 km./hr. 15 km./hr. Genefa Kabret 14 km./hr. 15 km./hr. Kabret Deversoir 15 km./hr. 16 km./hr. Deversoir Port Said 14 km./hr. 15 km./hr. SECTION III Towage and Escorting Article 55: Canal Authority Tugs (I) At Port Said Harbour, tugs may be placed at the disposal of Masters if the Canal Authority deems it necessary. No charge is made for the assistance given by these tugs to transiting vessels for mooring and getting underway. In all other cases, a charge is levied by the Suez Canal Authority. Vessels manoeuvring in the harbour are required to provide their own ropes. Wire tow-ropes are prohibited (Wire tow-ropes should not be confused with the fire-wire ropes made fast onboard and fitted with an eye splice or connecting shackle hanging over the side as required (See Article 19). (2) In other cases, tugs can be hired for mooring, towing or getting a vessel afloat. Charges paid by the vessel will be according to rates set by Suez Canal Authority. (3) In accordance with the terms of Article 57 of the present Chapter, the Officials of the Canal Authority may impose on certain defective vessels, or vessels carrying dangerous cargo, a tug or more for towing or escorting during transit of the Canal. In such cases, charges are paid according to rates set by Suez Canal Authority. (4) The Master of a vessel using a tug placed at his disposal has the exclusive direction and control of the manoeuvres of both the vessel and the tug. (5) Whatever may be the conditions or circumstances under which the Canal Authority tugs are made use of by a vessel, the Master of the vessel is responsible for any damage or accidents whatsoever resulting directly or indirectly from the use of the said tugs, including damage which may occur to the tugs themselves, and to equipment. Article 56: Use of Private Tugs (1) In case the SCA tugs are not available, shipping companies will be allowed to tow their towed units by tugs to be provided by them. Such tugs must be approved by the Suez Canal Authority, prior to transit. (2) Apart from the special towage dues, tugs belonging to private owners are subject to the strict observance of all the parts of the rules relative to vessels manoeuvring, in transit or berthing. (3) Towing arrangement must be supervised and approved by the Suez Canal Authority personnel. Article 57: Cases of Imposed Tugs Chargeable tugs shall be imposed during Canal transit, at the tariff hire rate, in the following cases: (1) The Canal Authority may require any vessel to take a tug or tugs through the Canal, when in its judgement such action is necessary to ensure safety to the vessel or to the Canal. (2) Any vessel without mechanical power, or the machinery of which is (or becomes) disabled, or steers badly, or which is liable to become unmanageable for any reason, shall be towed through the Canal. (3) Vessels having engine or steering gear trouble for the second time during the same passage. (4) Bad view vessels owing to deck cargo, containers, cranes or constructions impeding the view from the wheelhouse and wings. (5) (a) Vessels unable to use one or both of their bow anchors (ref Art. 23). (b) Vessels over 1,500 SCGT, built with one anchor. (c) Vessels over 1,500 SCGT, built with more than one anchor, if only one of them on the bow. (6) Drilling vessels. (7) Vessels with two engines on one propeller of which one is out of order for any reason and cannot maintain speed of 10 knots at least without current after sea trial to assure the speed and valid Sea Worthiness Certificate. (8) Vessels with two engines on two propellers of which one is out of order. (9) On Masters request for one tug or more. Article 58: Escorting The escort of VLCCs, ULCCs, LPG, LNG, large bulk carriers and other vessels (See Notes below) will be as follows: Notes: (a) Loaded heavy lift ships are to be escorted by one or more ugs according to decision of S.C.A. after survey. (b) Integrated units are escorted by one tug on their first transit. (1) Loaded vessels less than 70,000 S.C.N.T. will be escorted by 1 tug, if for technical reasons, the Suez Canal Authority finds it necessary, or when the vessels draft is more than 47 ft. (2) Loaded vessels from 70,000 S.C.N.T. to 90,000 S.C.N.T. will be escorted by one tug. (3) Loaded vessels over 90,000 S.C.N.T. will be escorted by 2 tugs. (4) Vessels in ballast over 130,000 S.C.N.T. will be escorted by one tug. (5) LPG and LNG vessels over 25,000 S.C.N.T. (except gas free)(1) will be escorted by one tug(2).
(1) (a) LPG, LNG vessels contain (tank on deck) completely separated from cargo tank with maximum tonnage of 180 tons will be considered gas free; (b) Gas free carriers are to be treated as tankers in ballast; (2) Masters are kindly requested to maintain safety intervals, subject not to be less than 20 minutes, not more than 25 minutes for such vessels.

(8) Towed scrapped vessels in ballast 80,000 S.C.N.T. and over will be escorted by one tug. Note (1): Reference to Article 57 and Article 58: (1) Any vessel escorted by one tug and the situation requires another imposed tug, same tug is considered imposed needless for a second tug. (2) Any vessel escorted by 2 tugs and the situation requires a third imposed tug, one of the 2 escorting tugs will be for escort and the second is imposed needless for a third tug. Note (2): The prementioned vessels in Article 57 and Article 58 have to prepare 2 polypropylene ropes 16 in. circumference (For vessels under 100,000 d.w.t., if their draft is over 47 ft.) to join the stern to the tug during stopping operations. The ropes should be eye spliced to fit in the quick release hook on the tug and with adequate length to give distance between fore of the tug and stern of vessel at about 50 m. On the vessels, these ropes will be made fast on stern bitts port and starboard. The eyes will be hanging over the stern about 2 m. above water and lashed with rope stoppers to break loose when necessary. Responsibility in cases mentioned above: Either imposed or escorted tug, the Master is responsible for any damage that may happen to Suez Canal tugs, directly or indirectly during the voyage, whatever the reasons of the damage may be. Note (3): First: Escorting the ships transiting the Suez Canal effectuated according to the SC net tonnage and not the Summer deadweight. Second: The SC net tonnage is assessed regardless of sizes that are temporarily added in each transit (such as double bottom tanks or containers on deck, etc.). CHAPTER IV ACCIDENTS AND SAFETY PRECAUTIONS AGAINST FIRE AND POLLUTION Article 59: Accidents (1) Whenever a vessel underway is accidently stopped, she must, if other vessels are following, attract their attention by giving 5 or 6 short blasts on the whistle or siren. This signal is to be repeated at short intervals. It means I am reducing speed and may have to stop and make fast. Vessels stopped accidentally at night, must in addition, immediately replace their white light astern with a red light. (2) In case of grounding, the Master must immediately hoist the following: By Day By Night Passage clear for tugs Black Ball Red Light Pendant No. 2 Passage not clear for tugs Black Ball; Pendant 2 Red Lights. No. 2; International Code Flag N. The Master must also send also a radio message stating whether a tug is required or not, whether or not passage is clear for the tug and whether lightening is necessary, etc. (3) When a vessel runs aground, the Canal Authority Officials are alone empowered to order and direct all operations required to get the vessel afloat and if necessary, have her unloaded and towed. Neverthless, Masters remain responsible for all damages or accidents of any kind which may be the direct or indirect consequence of the grounding. (4) All attempts on the part of other vessels to refloat a vessel aground are strictly prohibited. (5) When a vessel stops in the Canal itself in consequence of an accident other than a collision, engine, auxiliary and steering gear troubles, the Canal Authority, in order to clear the way with all possible speed, and to get her underway, will assist with the necessary tugs to refloat her, free of charge. (6) If, once afloat, and the Canal Officials find it necessary to tow or escort the vessel by one tug or more, she must from that moment, pay towage charges as set down by Suez Canal Authority, moreover, it is understood that the vessel bears all expenses necessary for repairs of any damage or breakdown which might interfere with her getting underway, regardless of the time when such damage or breakdown takes place. (7) When a vessel grounds or stops outside the Canal itself or if the grounding or stoppage is due to a collision, all charges for getting the vessel afloat, towing, unloading, etc., are payable by the vessel and must be settled as per statement drawn up by the Canal Authority before the vessel leaves Port Said or Port of Suez. (8) Whenever a collision appears probable, vessels must not hesitate to run aground should this be necessary to avoid it. (9) When a vessel or floating structure of any description runs aground or strands or sinks or is left abandoned, either in the Canal itself or in one of its ports, Waiting or Anchorage Areas, and the Canal Authority deems it an obstruction or a menace to navigation in Canal Waters, the Authority has the right to take of its own accord such action as may be necessary for the purpose of removing or destroying the vessel or floating structure by whatever means the Canal Authority may select and at the risk and expense of the Owner of, or the person responsible for the vessel or the floating structure. The Suez Canal Authority has in this case the right to sell the vessel or the floating structure or the wreck salvaged or all of them together in public auctions with a view to covering all kinds of expenses. Article 60: Leaks (1) In the case of leaks, when the ship in approaching channel, sea waiting area and harbour, the Master must inform the Harbour Office at once. (2) When in Canal or anchored in lakes, he must inform immediately the Movement Office. He must at the same time make the appropriate International Signal and call attention by sounding a prolonged blast on the whistle or siren; and take all necessary measures to stop the leakage and ensure the safety of the vessel and environment.

(6) Vessels in ballast with beam over 218 ft. up to 233 ft. will be escorted by one tug. (7) Vessels in ballast with beam over 233 ft. will be escorted by two tugs.

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

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(3) The Suez Canal Authority Officials whose decision shall be final, may order any action deemed necessary in the best interest of all concerned; change of berth or mooring, beaching, taking the vessel out to sea. (4) The Master, the Owners and/or operators of the vessel is nevertheless responsible for all damages or accidents arising directly or indirectly from the salvage operations. (5) The Master, the Owner and/or operators of vessel shall be liable to indemnify any damage that may occur from pollution directly or indirectly to the environment and shall pay all expenses incurred for its removal, cleaning costs and all costs and compensation for any damage to the environment. Article 61: Firefighting (1) Vessels transiting the Canal should be equipped with the firefighting equipment in accordance with the requirements of SOLAS. All equipment should be in a good and efficient condition. (2) Fire hoses with suitable nozzles attached shall be connected to the outlets of fire lines at all times while in Canal Waters. Sufficient hoses shall be connected to reach all parts of the vessel. (3) Approaching Canal Waters, as precautionary measures, all vessels must have a fire wire hanging over the side ready for use fore and aft, before entering Canal Waters. Article 62: Fire Onboard (1) In case of fire onboard, when in harbour, the Master must inform the Harbour Office at once. (2) When underway or in the Canal or anchored in Lakes or made fast in Canal, he must inform the Movement Office. He must at the same time make the appropriate International Signal and call attention by sounding a prolonged blast on the whistle or siren. Also, he must make ready to get underway if required to do so. (3) Neighbouring vessels must in such cases also be ready to change berth. (4) Masters are responsible for the use onboard their vessels of fire fighting appliances and installations and for the stability and safety of their vessel. (5) The Suez Canal Officials will co-operate with the Master for the purpose of directing the fire fighting operations. (6) If in the opinion of the Canal Authority Officials, whose decision shall be final there is a risk of fire spreading, they may order any action deemed necessary in the best interest of all concerned (change of mooring, beaching, taking vessel out to sea); it is understood that Masters are nevertheless responsible for all damage or accidents arising directly or indirectly from outbreaks of fire or salvage operations. Article 63: Fuelling (1) A vessel at fuel berth, or while being supplied by fuel in Waiting Areas, shall at all times be ready for immediate fire fighting. She shall keep up steam and be ready to move on short notice. (2) The Master, the owners and/or operators of the vessel shall be liable to indemnify any damage that may occur from pollution during fuelling operations. Article 64: Pollution (A) Discharge of Substances Polluting Waters Vessels must not discharge or throw into the Canal Waters any polluted water ballast, heavy slops, engine or fire room polluted bilge water, oil or any other substances that will cause pollution. The Egyptian Environmental Protection Act No. 4, 1994, prohibits the discharge of any polluting substances into waters. The Provisions of this Act will apply for any discharge of polluting substances. (B) Oil Pollution Notification Whenever a vessel observes an oil slick or oil mixture discharge in the sea waiting areas, approach channels, Port Said Harbour, Canal Waters and anchorage areas in the lakes, she must at once inform the Suez Canal Authority with the following information if possible. (1) The time of observation. (2) The location and place and area covered by the slick. (3) The directions of movement of the slick. (4) The approximate oil thickness, if possible. (5) If known, the name of vessel causing the slick. (6) The meteorological and oceanagraphic conditions, if possible. (7) Any other information. CHAPTER V PROHIBITIONS, DEFECTS AND CHARGES General: When a vessel is in Canal Waters, either in anchorage areas or ports or during transit, the following is prohibited: Article 65: Use of Anchors, Thrusters, Gyropilot, Whistle or Siren (1) Masters must avoid anchoring and using the thrusters in the Canal, except in case of absolute necessity. (2) The use of Gyropilot (automatic steering) in the Canal is absolutely forbidden. (3) Vessel unable to use both anchors is prohibited to transit Canal on her own power. She may transit as a towed unit after survey (See Appendix). (4) The sounding of a whistle or siren is prohibited, except for giving any authorised or required signal, as mentioned in Part III, Article 92. Article 66: Firing Shots (1) Firing shots is not allowed. (2) An additional due of U.S.$300.00 will be imposed for violation of this rule. Article 67: Picking up Objects from Water (1) Whenever any object or merchandise whatsoever falls overboard, it must be immediately reported to the Canal Authority. If it is considered that the picking up cannot be effected by the vessel without impeding transit, the Canal Authority will proceed to carry it out, at the expense of the vessel. (2) An additional due of U.S.$300.00 will be imposed for violation of this rule. Article 68: Riveting, Welding, etc. (1) Riveting, welding, burning, metal cutting or similar operations requiring the use of heat, are not allowed unless authorised by the Suez Canal Authority. (2) An additional due of U.S.$750.00 will be imposed for violation of this rule. Article 69: Pollution (1) See Article 64. (2) In case of leakage of any polluting material from a vessel, due to any reason, the Master, the Owners and/or Operators of the vessel shall be liable to indemnify any damage that may occur from the pollution directly or indirectly to the environment and shall pay all expenses incurred for its removal and all compensations. Moreover, she shall pay for all claims regarding cleaning costs and all environmental economic losses caused by the pollution. Article 70: Direct Lights Under no circumstances shall the rays of any blinding lights be directed to the bridge or any other direction which would interfere with the safe navigation of other vessels. Article 71: Embarking and Disembarking of Persons (1) Unless authorised by the Canal Authority or Port Officials, no person shall embark or disembark from a vessel while passing through the Canal or in Ballah, Timsah Lake or the Bitter Lakes. (2) An additional due of U.S.$300.00 will be imposed for violation of this rule. Article 72: Boats, other than the Canal Authoritys own Not allowed to come alongside vessels underway or manoeuvring except the following at their own risk. (1) Quarantine and police boats. (2) Mooring boats. (3) The ships Agents boats. Article 73: Vessel Overtaking Another (1) Vessels proceeding in the same direction are not allowed to overtake one another while underway in the Canal Waters and ports unless authorised by the Suez Canal Control Office. (2) An additional due of U.S.$750.00 will be imposed for violation of this rule. Article 74: Boat Drills (1) No boat drills are allowed except after authorisation. (2) An additional due of U.S.$300.00 will be imposed for violation of this rule. Article 75: Venting(1) (Tank openings to be closed through the whole transit). (1) Venting of toxic and explosive gases is prohibited in Canal Waters. (2) An additional due of U.S.$ 20,000 will be imposed for violation of this rule.
(1) All tank opening should be closed through the whole transit.

Article 76: Long Stay Unless due to conditions of traffic or incidents in the Canal, transiting vessels should not remain more than 24 hours in Port Said berths, anchorages in Port Said and Port of Suez roads, Timsah Lake or Bitter Lakes. Article 77: Vessels Having Damaged Container With Dangerous Cargo If upon arrival of a vessel in waiting areas or port or while transiting the Canal, it is found that a container of dangerous cargo has been damaged or is leaking, the Master of the vessel has to notify the Suez Canal Port Authority at once. In cases of dangerous situations, the vessel may be ordered to leave the port or waiting area for sea. Article 78: Declaration of State of Navigability The Master shall hand in duly filled and signed, the declaration of State of Navigability. The form will be handed to him by the pilot on his arrival on board. DECLARATION FORM I, the undersigned, Master of the. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Certify that my ship satisfies the conditions laid down in Part I, Articles 18 and 45 of the Navigation Regulations and that, in particular, the engines and the steering gear are in good working order. (2) Declare that my ship has, at the present time, the following defects in engines or steering gear......... (3) I declare, also, that the wireless installations of my ship permit to transmit on the frequencies hereafter, in kHz: Telegraphy...............kHz. Telephony...............kHz. (4) I state also that my ship is/is not fitted with a rudder angle indicator and engine r.p.m. indicator on the bridge in such a position that the Pilot may read both without having to move away from his station and that the rudder angle indicator/engine r.p.m. indicator* is/are in good working condition. I undertake to bring to the notice of the Suez Canal Authority, before my ship enters the Canal, any defects, not specified above, which may appear. Made at Port...................., the........................ Signature........................ * Delete where inapplicable. APPENDIX: SPECIAL CASES Transit of: A. Drilling Rigs. B. Heavy Lift Ships carrying Drillers, floating units or large units. C. Vessels carrying Floating Units. D. Navy Ships. E. Integrated Units. F. Towed Units. G. Special Requests. (A) Drilling Rigs They consist of: (1) Drilling vessels: To be convoyed by a Suez Canal tug. (2) Drilling rigs: (a) Self-steering or non self-steering.

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(b) Legs that can be lifted: No extensions under the rigs keel. To be assisted by Suez Canal tugs: One aft and another or more as escort. In addition, a powerful tug forward to maintain a minimum speed of 12 km./hr.over the ground. The rigs must be in stable condition. (c) Legs that cannot be lifted and a part remains under the rigs keel: Each case is to be studied separately to decide whether or not the unit is allowed to transit the Canal. (B) Heavy Lift Ships carrying Drillers, Floating Units or large Units(1), are submitted to the following conditions: (1) Be able if needed, to reduce, easily and safely, the draft by 1.0 m. (3 ft. 03 in.) by way of discharging clean ballast water. (2) Be escorted by one or more tugs according to the decision of the Suez Canal Representatives, after survey on arrival (6,600 SDR. per tug). (3) The following additional dues are levied to cover special precautionary measures for the safety of navigation and vessels: (a) 125% of the transit dues and in addition, (b) 2% of the transit dues, for each foot, or fraction of a foot in excess of the maximum breadth prescribed by Article 26.
(1) Large Units refer to any one block unit of 250 metric tonnes or more carried by heavy lift ships whether individually or as part of the whole cargo.

PART II CANAL AND LAKES


CHAPTER I CANAL AND LAKES Article 79: Canal and Approaches (A) Length of the Navigable Channel (1) East Approach Channel (Port Said). (a) Distance from outer pair of buoys (East Branch) at Hm. 195 to Hm. 94.90 where it joins the West Approach Channel is 10.010 km. (b) Distance from Hm. 94.90 to the pair of revolving lights at Km. 2.738 E is 12.228 km. (2) West Approach Channel (Port Said). (a) Distance from Fairway Buoy to Port Said Lighthouse is 11.040 km. (bearing 017). (b) Distance from Port Said Lighthouse (Km. 0.000) or (Km. 3 East Branch) to Ismailia is 78.5 km. (c) Distance from Ismailia to Port Tewfik (Km. 162.250) is 83.750 km. (d) Distance from Port Tewfik (Km. 162.250) (HM.000) to the outer pair of buoys Hm. 80.50 is 8.500 km. (e) Total length of the navigable channel is 192.548 km. (B) Characteristics of the Navigable Channel (Canal and Approaches) (1) North Approaches (a) Port Said East Approach Channel from Hm. 195 to Km. 1.000 East. (i) Depth of water 21.00 m. (ii) Channel width measured at 21 m. depth: HM. 195 745 m. HM. 80.00 E 400 m. HM. 1.000 E 130 m. (iii) Side Slopes Natural land side slopes, ranging from 5/1 near shore to about 15/1 in the off-shore part. (b) Port Said West Approach Channel from Hm. 95.00 to Port Said (i) Depth of water 16.50 m. (ii) Channel width measured at 16.50 m. depth: HM. 80.00 520 m. HM. 25.00 230 m. (2) Canal Cross Sections (See Plan) (a) The Canal cross sections are trapezoidal in shape, having side slopes of 4/1 in the Northern part up to Km. 61.00 and of 3/1 in the Southern part. Toussoum Zone is the only place where the Western slopes are 2.5/1. (b) Tables of main dimensions of cross sections all through the Canal (See Plan Canal Characteristics Table). (c) Both sides of the Canal are provided with mooring bollards. (3) South Approach from Hm. 0.00 (Km. 162.250) to Hm. 80.50 (a) Depth of water 23.50 m. (b) Channel width measured at 19 m. depth, Hm. 0.000 to Hm. 80.50 is 292.00 m. (c) Side slopes 3/1. (C) Depth and Width of Different Parts of the Canal See Plan Canal Characteristics Table. (D) Bends in the Canal The bends in the navigable channel have the following characteristics: (1) Radius of navigation line 5,000 m. (2) Width of channel at 11.00 m., depth 225 m. 242 m. (3) Width of channel at 19.00 m. depth, North of Km. 61.000 (side slopes 4/1) 176 m. (4) Width of channel at 19.00 m. depth, South of Km. 61.000 (side slopes 3/1) 177 m. 192 m. (5) At the ends of two bends, there is usually a funnel made to allow increasing the width of the straight part to the width of the curves (at 11.00 m. depth). (6) Locations of beginning and end of each bend are included in the following table: Note: At the approaches of the by-passes, bends are made with radius more than 5,000 m. Canal Kilometric indication Kilometric indication Bends of beginning point of end point Km. 51 Km. 49.510 Km. 51.480 West Km. 51.790 East Km. 53 Km. 52.050 Km. 53.520 Km. 57 Km. 56.870 Km. 58.800 Km. 61 Km. 60.310 W. Km. 63.300 Km. 59.940 E.

(C) Self Steering Vessels carrying Floating Units:(1) (1) Vessels carrying onboard floating units must within an adequate period, before vessels transit introduce the following documents of their floating units: (a) S.C.T. Certificate and calculation sheets. (b) Recommended plans. (c) A detailed statement of the floating units loaded onboard. (d) Cargo weight statement specifying its location on board and the way of its loading as per cargo manifest. (2) In case of absence of the prementioned documents in Para. (1), the gross tonnage will be calculated according to Linear dimensions, length, beam and depth. (3) Self steering vessels carrying onboard floating units of 300 tons or more S.C.G.T. are subject to the following additional dues: (a) 300% of transit dues of the floating units S.C.G.T. (b) 2% of transit dues for each foot or fraction of a foot in excess of the maximum breadth authorised by Article 26. (4) Such vessels will be able to join the 2nd Southbound Convoy if their dimensions allow.
(1) Valid Lashing Certificate is required.

(D) Navy Ships: Navy and auxiliary ships belonging to different countries, an addition of 25% of transit dues is to be added owing to special arrangements. (E) Integrated Units: Integrated units may transit Suez Canal and berth in its harbours on the following conditions: (1) A valid Seaworthiness Certificate issued by one of the I.A.C.S. recognised by the Suez Canal Authority. (2) Additional dues of 25% of the transit dues will be charged. (3) Vessels to be escorted by a Suez Canal tug, on the first transit (experimental) against 6,600 SDR. (4) If unable to maintain convoys speed, additional dues for slow speed vessels are applied. (5) If the integrated tug is disconnected and the unit towed by normal tugs, this unit will be considered as towed vessel and dues for towed vessels will be applied. (6) In Harbours: Berthing, loading and discharging operations are possible, after getting Harbour Authority authorisation. (F) Towed Units: (1) All enquiries concerning the possibility and/or approval of transit of towed units, drilling rigs, dredgers, etc., are to be submitted by the owners of the units or their officially recognised representatives in Egypt or one of the Suez Shipping Agency Companies accompanied by a General Arrangement Plan and all particulars of the unit: Name, LOA, beam, draft, height, self-steering, etc. The application must reach Suez Canal Authority (Transit Department, Ismailia, Egypt) not less than 2 weeks before the sailing of the unit from its base. (2) Towed units are not allowed to transit the Suez Canal, unless they are towed by a tug suitable to the size of the unit, and powerful enough to maintain a speed in the Canal not less than 12 km./hr. over the ground, in addition to the assisting Suez Canal tugs, whenever found necessary by Suez Canal Officials. (3) Any towed unit must be supplied with floating mooring ropes in good condition, and suitable in number (more than six) and size according to the dimensions of the unit. (4) A responsible person and a crew of at least 10 persons must be on board the unit during the transit. (5) A valid Seaworthiness Certificate for the towage through the Suez Canal must be available. (6) The unit must comply with the Suez Canal Regulations. (7) A survey of the unit shall be made on the arrival, in order to take the definite steps, and make the final arrangements for the transit, if it complies with the Suez Canal Authority Rules. (8) The transit is subject to the circumstances of the Navigation in the Canal, and the weather conditions. (G) Special Requests: Owing to the request of owners for the transit of vessels with beam over 245 ft., the Suez Canal Authority undertook careful studies to comply with the said request. In this connection above mentioned, vessels may transit the Canal under the following conditions: (1) A pre-approval to be obtained in good time prior to transit. (2) Transit to be effectuated in good weather (wind not exceeding 10 knots). (3) One escorting tug against 6,600 SDR. for vessels with beam up to 233 ft. (5) Two escorting tugs against 6,600 SDR. per tug for vessels with beam over 233 ft.

S Curves Timsah Curve Km. 85 Km. 103 Km. 122

Km. 71.960 Km. 75.300 Km. 76.520 Km. 81.700 East Km. 85.030 Km. 87.400 Km. 102.600 Km. 105.030 Km. 121.940 E. Km. 125.510 Km. 122.500 W. Km. 130 Km. 129.500 Km. 131.980 Km. 146 Km. 145.500 Km. 146.330 Km. 154 Km. 154.700 Km. 155.720 Km. 157 Km. 156.280 Km. 160.000 (E) By-Passes and Loops (1) Port Said By-Pass (See Plan). A by-pass is dredged East of Port Fouad starting at Km. 17.000 and extending straight to join the existing Port Said Roadstead at Hm. 94.90 and continuing until Hm. 195. This channel (By-Pass) will be used for the exit of Northbound ships, the entry of VLCCs in ballast, 4th Generation Container Ships and 3rd Generation Container Ships, LASH ships over 35,000 S.C.G.T., LPG, LNG tankers, and vessels with draft over 42 ft. coming from North. Characteristics and dimensions: The kilometric marks are followed by letter E to distinguish them from those of the West branch. The inland

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part (from Km. 1.500 E. to Km. 15.465 E.) width (at 19 m. depth) is 146 m. with side slopes 4/1 and theoretical depth 20.5 m., fitted with bollards on the Western side, spaced every 100 m. The seaward part (from Km. 1.000 E. to Hm. 94.90 E.) with width (at 21 m. depth) ranging from 130 m. at Km. 1.000 E. to 400 m. at Hm. 80.00 E. with natural side slopes (average 5/1 15/1). Two revolving lights, one on each bank to indicate the entrance of Canal from East Approach Channel at Km. 2.738 E. (2) Ballah Loop (See Plan). Between Km. 51 and 61 the Canal is doubled in the East, by a branch. The zone comprising the 2 branches of the Canal limited by the North and South ends where the 2 branches meet, is called Ballah Loop. In the East Branch the kilometric marks are followed by letter E. The length of the East Branch is 8.490 km. West Branch East Branch Kilometric marking of North end 51.477 51.449 E. Kilometric marking of South end 60.333 59.943 E. Slope of bank 4/1. In the West branch 15 mooring posts are situated on the Eastern bank and numbered South to North. (3) Timsah By-Pass (See Plan). Between Km. 76.580 and Km. 81.700 E. Characteristics and dimensions: The kilometric marks are followed by letter E. Length: 5.110 km. counted at right angle from Km. 76.578 to Km. 81.700. Width: 182 m. at a depth of 19 m. Slope: The side slope is 3/1. The radius of its axis is 4905 m. The by-pass will be used by North and Southbound vessels. (4) Deversoir By-Pass (See Plan). A new branch is dredged East of the existing channel at Deversoir zone. This branch begins at Km. 95.000 and joins the main East Channel in the Great Bitter Lake at Km. 104.160. The branch will be used by Northbound vessels. Dimensions: Width: 142 m. at 19 m. depth. Depths: 20.500 m. from Km. 95.000 to Km. 100.670; 20.00 m. from Km. 100.670 to Km. 102.600; 19.500 m. from Km. 102.600 to Km. 104.160. Side slope: 3/1. (5) Kabrit By-Pass (See Plan). The By-Pass is situated to the East of the main Canal. It begins at Km. 114.957 and ends at Km. 122.100. It is 250 m. 152 m. wide at a depth of 19 m., the bank slope is 3/1. The By-Pass is separated from the West Branch by a submerged island at a depth between 2 m. and 6 m. The width of the island varies between 200 m. in the North and 66 m. in the South. Some mooring bollards have been installed on the submerged island to be used in case of emergency. The two extremities of the submerged island are marked at Km. 115.025 and 122.150 by a light buoy painted horizontally black and yellow and showing a flashing white light. The by-pass (East Channel) is to be used by Northbound vessels. Southbound vessels use the West Channel. Article 80: Lakes (A) Lake Timsah (See Plan). Lake Timsah extends from Km. 76.500 to Km. 80.520. In the presence of the new Timsah By-Pass, Lake Timsah will be used mainly as an anchorage area. (B) Great Bitter Lake (See Plan). There are 2 dredged channels in the Great Bitter Lake. The East is the main channel about 358 m. wide at 19.00 m. depth and dredged to 19.50 m. for Northbound vessels. The West Channel 232 m. wide at 14.00 m. and dredged to 14.50 m. depth for Southbound vessels. These channels divide the Great Bitter Lake into two anchorage areas, one to the East for Northbound convoy, and the other to the West for Southbound convoy (See B.A. Chart No.233). Each convoy is to keep strictly to its assigned channel. Article 81: Floating Bridges The fixed parts of floating bridges are outside the line of navigational buoys. The bridges may be rigged day or night. Position of floating bridges Km. 88.200, Km. 67.550 and Km. 47.200. CHAPTER II BUOYAGE SYSTEM IN THE CANAL Article 82: Buoyage The navigable channel is marked by pairs of light buoys. On the East side green buoys showing Green lights. On the West side Red buoys showing Red lights. In the straight parts, the distance between each pair is 1.5 km. in the North Section, and 1.0 km. in the South Section. In the curves the distances will be less than 1.0 km. All buoys in the Canal and its approaches are fitted with radar reflector. Article 83: Position and Characteristics of Buoys in the Suez Canal See Plan. CHAPTER III NATURAL CONDITIONS Article 84: Tides and Currents in Suez Canal The Suez Canal is divided in three main sectors according to the nature of tide in each. The characteristics of each can be summarised as follows: (A) The Northern Sector This part is located between Port Said and the Great Bitter Lake. (1) The height of tide at Port Said co-oscillates with the tides of the Mediterranean sea with 0.50 m. extreme tidal range (difference between highest and lowest levels) at Spring tides. This tidal range decreases gradually going South, to be about 0.20 m. at the entrance of Lake Timsah. (2) In this sector, the peak tidal current may reach 1.0 knot (in case of no wind). (3) Currents can be doubled by strong prevailing winds. (4) Peak currents occur about 50 minutes after predicted HW and LW at Port Said. (5) The duration and velocity of currents in this sector are greatly affected by the relative mean sea levels between the Mediterranean sea, the Bitter Lakes and the Red Sea as follows: (a) In Summer: Between July and October, the mean sea level at Port Said is slightly higher than that of the Bitter Lakes. This difference (which reaches its maximum about 0.20 m. in September), due to the great evaporation at the Bitter Lakes, causes the predominance of the Southward current in duration and velocity. (b) In Winter: Between December and May, the mean sea level at the Bitter Lakes is slightly higher than that of Port Said. This difference which reaches its maximum of about 0.30 m. in January, causes the predominance of the Northward current in duration and velocity. (B) The Lakes (Timsah and Bitter Lakes) (1) The Lakes along the Canal have an important role in dampening the effects of sudden meteorological changes. (2) The Bitter Lakes with a surface of about 250 sq.km. reduce the vertical movement of the tide to a minimum between Km. 100 and Km. 130. (3) The high Spring tidal range (MHWS) in the Great Bitter Lake may reach 0.25 m. (4) The phase of the vertical tide in the Great Bitter Lake is about 3 hours later than that of Port Tewfik. (5) The vertical tide in Lake Timsah is almost in phase with the tide in the Great Bitter Lake. (C) The Southern Region This part is located between Port of Suez and the Bitter Lakes. (1) The height of tide at Suez co-oscillates with the tides of the Red Sea with extreme tidal range of about 1.90 m. at Spring tides. This range decreases gradually going North till the Bitter Lakes entrance where it is 0.15 m. at Genefa. (2) The tidal volume of the Bitter Lakes is very large compared to the tidal volume of the Southern section. Consequently the currents are relatively strong and almost uniform between Port Tewfik and Genefa. (3) In this region the Northward current is called Flood and the Southward current is called Ebb. (4) Peak currents about 50 minutes after predicted HW and LW at Port Tewfik. (5) At the entrance of the Canal, Km. 159, the Flood tide starts at an average of 3 hours after the LW at Suez. The Ebb tide 3 hours after HW in Suez. (6) Generally in Summer, the duration of the Ebb exceeds the average of 6 hours. In Winter, the Flood is the predominant. The Ebb is prolonged by Strong Northerly Winds. The Flood is prolonged by Strong Southerly Winds. (7) In this region the average peak current is about 1.5 knots. In Spring tides, current may reach 2.5 knots. (8) The change of current occurs 5 to 10 minutes later on the bottom of the Canal, than on its surface. (D) Current Buoys In the Canal, there are current buoys indicating the direction of the current: Head Current: Red and white horizontal bands or 1 reflector at night. Stern Current: Black and white vertical stripes or 2 reflectors at night. These buoys are laid in the following positions: Km. 3.710 East El Raswa Km. 2.750 East Port Fouad Km. 12.800 East Ras El Ech (E) Km. 14.304 East Ras El Ech (W) Km. 24.775 East Tineh Km. 35.420 East Cap Km. 45.130 East Kantara Km. 54.770 East Ballah (E & W) Km. 64.894 East Ferdan Km. 76.127 East Ismailia (E) Km. 86.780 East Toussom Km. 97.845 East Deversoir (E & W) Km. 120.827 East Kabrit (E & W) Km. 133.950 East Genefa Km. 146.125 East Chaloufa Km. 160.300 East Port Tewfik Article 85: Weather Forecast Six meteorological stations are installed on the Canal area. Information about local weather will be passed to vessels through Pilots, Ismailia Radio Station.

PART III COMMUNICATIONS AND SIGNALS


CHAPTER I RADIO COMMUNICATIONS Article 86: Wireless and Inmarsat Service (1) General: Vessels must have their W/T and/or Radio Telephony apparatus in good working order before entering the Canal. They must also be fitted with a VHF set easily operated from the bridge. It will have the working frequency range of the marine band (156 to 174 MHz), especially Channels 6, 8, 9, 10, 11, 12, 13, 14, 15, 16, 71, 73 and 74. If not, they will rent one from the Suez Canal Authority for the transit. (2) SCA Marine Communication Centre (SUQ): Suez Canal Wireless Station SUQ (Marine Communication Centre) has different communication facilities to contact vessels in the open sea or approaching areas and while transiting the Canal. All these communication facilities are in compliance with the latest GMDSS Regulations: I Radio Telex: (a) Frequency allocated to contact with vessels by Radio Telex from open sea to inform Suez Canal Authority of their expected time of arrival (ETA) to Port Said or Port Tewfik harbours. ID No. 4820 / Hours of service: 24 hours. Transmits Receives Mode Watch hours 4250 6310 FIB H 24 4205 Vessels are requested to send the following data 48 hours and 24 hours before arrival and when arriving in the approaches: 1. Vessels name. 2. Call sign.

800

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

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3. SCID. 4. ETA. 5. Draft. 6. SCGT. 7. Cargo. 8. Dangerous Cargo and Flash Point. 9. Origin. 10. Destination. 11. Agents name. (b) Frequencies allocated to contact vessels by Radio Telex while transiting Suez Canal or from waiting areas. ID No. 4820 / Hours of service: 24 hours. Transmits Receives Channel Mode Watch hours 1612 2147 211 FIB 24 R/T and broadcast facilities are available on the same frequencies. II W/T Morse: W/T Morse will continue to contact vessels transiting the Canal and from waiting areas: W/T (MF) Hours of service: 24 hours. Call sign Transmits Receives Channel Mode Watch hours SUQ 520.5 469.5 and 109 A1A-A2A H 24 454 III Inmarsat Communication: Vessels having on board Inmarsat station to contact Suez Canal Authority (SES) at Suez Canal Marine Communication Centre SUQ to send their ETA 48 hours and 24 hours before arrival and when arriving in the approaches. The Suez Canal Authority (SES) identification numbers (ID) are as follows: (a) Telex: 581-1622570. (b) Voice: 871-1622570. (c) Fax: 871-1622574. Answerback: Suez. IV International Land Telex and Fax: Suez Canal Marine Communication Centre SUQ has international Telex No. 63528 SUQ SC UN. Also international Fax No. 002-064-393517. V Weather Reports: SUQ broadcasts daily weather reports and navigational warnings (if exist) to vessels transiting the Canal or in the approaches. Article 87: VHF UHF Radiotelephony (A) VHF Radiotelephony for vessels from sea: (1) At Port Said (a) Port Management (listening): Call Sign: Port Said 16 (HP-1) 156.800 MHz. (b) Pilot Vessel and Radar Guidance: (i) Outside the Harbour: Call Sign: Port Said 12 (HP-2) 156.600 MHz. (ii) Inside the Harbour: Call Sign: Port Said 13 (HP-3) 156.650 MHz. (c) Admeasurement Office: Call Sign: Port Said 73 (M) 156.675 MHz. (2) At Port of Suez (a) Port Management (listening): Call Sign: Suez 16 (HP-1) 156.800 MHz. (b) Pilot Vessel and Radar Guidance: (i) Outside the Harbour: Call Sign: Suez 11 (HP-2) 156.550 MHz. (ii) Inside the Harbour: Call Sign: Suez 14 (HP-3) 156.700 MHz. (c) Admeasurement Office: Call Sign: Suez 74 (M) 156.675 MHz. (B) UHF/Radiotelephony in the Canal: (1) UHF voice communications system was built to cover all the Canal and its approaches to facilitate communication between pilots and the main Movement Office at Ismailia and the Port Management Offices. The Canal pilot uses a special portable UHF personal transceiver which have the following frequencies. Transmission Reception Channel Frequency Frequency Function No. MHz MHz 1 415.350 412.850 V/Ls from North (SB) 2 415.600 413.100 V/Ls from South (NB) 3 415.850 413.350 Emergency (EM) 4 416.600 414.100 In Port of Suez Harbour HP (T) 5 416.350 413.850 In Port Said Harbour HP (S) 6 416.125 413.600 Emergency Critical (EMC) Critical V/Ls (out of convoy) (2) Escort tugs-towing tugs will use special portable UHF transceiver sets which have the following frequencies. (3) Channel 1 414.750 MHz. Channel 2 414.775 MHz. Channel 3 414.800 MHz. CHAPTER II THE SUEZ CANAL VESSEL TRAFFIC MANAGEMENT SYSTEM (SCVTMS) Article 88: Overview Suez Canal has upgraded its VTMS installed in 1978 to readjust some of the planning movement concepts to the new generation of vessels and technology. The new system will provide complete surveillance and tracking by radar coverage of vessels throughout the Canal and its approaches at Port Said and Port Tewfik harbours, tracking by Loran-C will be used as a back-up for the radar surveillance. The newly developed VTMS system will provide the following services: (1) Automatic surveillance and tracking of vessels arriving at Suez Canal approaches (15 miles away) until anchorage in the waiting areas. (2) Automatic determination of arrival times at ports. (3) Automatic continuous tracking and monitoring of vessels position, speed and separation distances for all vessels transiting the Suez Canal. (4) Provide the Port Management Centres at Port Said and Port Tewfik, as well as Ismailia Main Traffic Management Centre, with sufficient instantaneous information about vessels transiting the Canal by means of displaying complete televised radar pictures of the whole Canal and very powerful information system. (5) Provide automatic displaying system for Pilots at all signal stations (signal state board) which display his arrival time, meteorological data, and emergency information. (6) Provide integral data base for vessel information, transit regulations, traffic flow transit pattern, Pilot assignment, vessel billing and navigation reports. (7) Provide an efficient and quick means of communication with vessels arriving at ports and with Pilots on board of vessels transiting the Canal. This system will add more safety values for vessels and cargo during passage through the Suez Canal. The newly adopted computerised ideal/real transit pattern will ensure optimum and safety transit passage for the benefit of her world users, Owners of vessels and the international trade. Article 89: System Operation (1) Transit Request: In order to assign a vessel in the system informatically, a transit request must be received from the vessels Owners or Agent at one of the Port Management Offices. Vessel Transit Request usually takes one of the following forms: Booking in advance; usually 3 or 4 days prior to arrival at port. Suez Canal Authority informed by telex or Agent that ship will arrive within 48 hours. Suez Canal Authority advised that ship will arrive at any time. A vessel that has previously transited the Canal will have a unique Suez Canal file number (Suez Canal Authority ID). It is required that this ID must be provided when the request for transit is made. If the vessel is not currently in the system information and data base, the Port Management Operator will create vessel particulars and automatically assign a unique Suez Canal Authority ID. (2) Vessel Arrivals: A vessel approaching the Canal at either end is requested to call the Port Management Office on one of the frequencies listed in Article 88. The vessel is requested to declare her position, her international call sign and Suez Canal Authority ID. The vessel will be tracked automatically by the radar sub-system and displayed on the graphic display, so that the Port Management Operator will be able to infolink it with the information on the arrival list. (3) Vessel Reaching the Anchorage Area: At both Port Said and Port Tewfik, anchorage areas are indicated on radar graphic displays. Whenever a linked vessel reaches an anchorage area, the information will record the time the vessel reaches an anchorage area. (4) Vessel Berth List: The Port Management Office will continue tracking the vessel until entering the assigned berth location and stop and vessel berth list is created in the information. Each berth location will be indicated on the Port Management graphic displays, as well as Ismailia graphic displays. The vessel berth list will be updated periodically to reflect any changes to the Port Operators. (5) Creation of the Transit Pattern: The Main Management Centre at Ismailia will generate the optimal convoy pattern based on the vessels currently in the waiting areas or estimated to be in the waiting areas by the limit times. The transit pattern will determine each convoys start time and maximum time width. (6) Convoy Creation: At Port Said and Port Tewfik, the Harbour Master will order the vessels in the convoy patterns that were generated by the Main Management Centre at Ismailia. The official convoy list will only be comprised of vessels that have marked as eligible for transit (paid the transit fees, Performance Certificate, etc.). (7) Assign Pilot to Vessels: The Port Management Office will assign the Roads and Canal Transit Pilots. Pilot list and pilot convoy list will be printed. (8) Pilot Boarding Order: After the official convoy list is created, the convoy list report will be printed. After Pilot(s) have been assigned, boarding order reports will be printed. These reports will be given to each Transit and Roads Pilot as part of their pilot boarding orders. (9) Vessels enter the Canal: As vessels leave their berths at the port, the Port Management Office will follow and track them until entering the Canal. As the vessel enters into the Canal, their identifiers will be automatically updated to add their ID and relative position within the convoy against their displayed picture on the display at Port Office and Main Management Office at Ismailia. (10) Real Transit Pattern: As the convoy progresses along the Canal, the real time transit pattern is displayed and plotted. The real time transit pattern screen will provide the capability of viewing real time information as X, Y positions, speed, kilometer positions and off-axis for each vessel, as well as the meteorological data of all signal stations, including the wind speed and direction, visibility, current speed and direction, and height of the tide. (11) Vessel Passes Check Points: Check points are the inlets and outlets of by-passes, siding, each signal station, the Canal start and the Canal end. The order of vessels within the convoy is re-checked at each check points. If the vessel has changed position within the convoy, this is automaticallly recorded in the transit history. The information data base is updated to reflect the convoy and new convoy position displayed against the target. (12) Information Displayed on the Signal Station Board: As each vessel passes a signal station, the information will then update the signal station boards to provide convoy progress, the following information (Table 1 to 5) for a vessel as it passes the station.

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Information of vessels as vessel name, convoy position, Suez Canal Authority ID, call sign, speed, location and meteorological data will be displayed to the signal station operators on signal station PCs. (13) Vessel Leaves the Canal: When vessels get out of range of radar, the information will close the vessel transit and is saved as a closed transit for historical reporting purposes. (14) In case of emergency or radar failure, the Canal Pilot will board the vessel with Loran-C; it will be installed on board the vessel by Suez Canal Authority personnel. By initialising command from the Canal Main Management Office at Ismailia, tracking by Loran-C chain is executed. In some cases, tracking by both radar and Loran-C chain will be executed to monitor the progress of vessel during their transit through the Canal, in order to assure safety transit and increase Canal efficiency. Article 90: New Information for Vessels Transiting the Canal (1) Each vessel has special Suez Canal Authority File number (SCA ID) in the new information system in Suez Canal. Suez Canal Authority distributes free of charge special SCA ID card to be kept in the radio room, vessel must report SCA FILE NR on all arrival messages for transits or port calls. Any change in vessels characteristics should be reported to Suez Canal Authority officially, to be filled in SCA ID. (2) Meteorological data will be displayed on signal state boards (2nd line) to inform vessels of the prevailing weather conditions, as they pass the signal station. Also emergency or navigation instructions from the Main Management Office at Ismailia can be displayed on the same line alternatively. (3) The CORT should be mounted on either of the two wings on entrance of the Canal, the area around should be clear of obstructions within 10 ft. radius. A trained Suez Canal Authority technician will mount the CORT in place and operate before disembarking. The vessel is asked to install electrical outlet 110/220 Volts AC (Hubbel socket type 2356 flanged receptacle nylon casing Hubbel catalogue No. 35-R-2B 37), on the two wings to supply the CORT with electrical power. Before vessel exits the Canal at either end of the Canal, the CORT will be dismantled by a Suez Canal Authority technician. CHAPTER III SIGNALS Article 91: Generalities (1) All signals used in Canal Waters are shown in the Plan Section. (2) All flags and pendants to be hoisted by vessels, as shown hereafter, should be those in the International Code of Signals. (3) Night signals shall be hoisted where best seen by other vessels. Article 92: Sound Signals (A) Normal Manoeuvre (1) The International Regulation for Preventing Collision at Sea Signals. One short blast: I am altering my course to starboard. Two short blasts: I am altering my course to port. Three short blasts: I am operating astern propulsion. (2) The signal 5 or 6 short blasts repeated several times at short intervals to say: I am reducing speed and may have to stop or make fast. At night besides the blasts, four to five long flashes with the Aldis lamp or signal mast lamp. (3) The signal one prolonged blast to attract attention. The expression short blast means a blast of about 1 second duration. The expression prolonged blast means a blast of 4 to 6 seconds duration. (B) Obstruction in Channel in all Circumstances A vessel which under any circumstances causes or finds obstruction in the channel must immediately warn the vessels in the vicinity. That warning is given by whistle or siren: 4 long blasts meaning: The channel is not free. That warning must be repeated every 3 minutes until vessels concerned have answered in the same manner. As soon as they hear the signal mentioned above, the vessels take steps to stop and instruct a Radio Watch, to receive full details of the alert given by the vessel that sent the said signal. The vessel should maintain Radio Watch until otherwise advised. (C) Ship Failure (To Dredgers) In case of engine or steering failure making the vessel not under command, while approaching a dredger, the vessel has to give the signal one long blast followed by two short blasts ( ). (D) Vessel Mooring Voluntarily for Fog or Sand Storm During the mooring manoeuvre, the vessel sounds every 2 minutes a series of 6 short blasts. Once made fast (Signal No. 16 G.V. is hoisted), the vessel must rapidly ring the bell for 5 seconds at intervals not exceeding one minute. For vessels of 100 m. and over, they will have to ring the bell forward and in addition a gong aft, at intervals not exceeding one minute, (a gong or any other instrument which tone and sound will be different to that of the bell forward). These signals are stopped when the vessel is told that all vessels concerned have been notified of her mooring. (E) Vessel Aground or Across Canal See Article 92 (B) Obstruction in Channel. (F) Between Vessels and Tugs (1) Vessel Aground in the Canal Signals between a vessel aground in the Canal and a tug. These signals are for manoeuvre of refloating, as long as the vessel has one of the grounding signals. Pull slowly ( ) Increase ( ) Stop ( ) Slack the line ( ) I am to let go ( ) These signals are to be repeated by the tug. (2) Vessel Towed in the Canal Signals between a vessel towed in the Canal and a tug. Radiotelephony is used as communication between ship and tug, besides the following signals. By Day (Flag) At Night (Sound) Slow speed : A hoisted above bridge ( ) Half speed : A hoisted half way ( ) Normal Tow : A hoisted right up ( ) Steady : A lowered ( ) (Or sound signals if considered surer). The sound signals are to be repeated by the tug. The flag signal remains flying as long as the tug is to give the signalled speed. By day, every change of flag signals is followed by a long blast. (G) Signals Between VLCCs and Escort Tugs (1) Attention to Start Manoeuvre Prolonged blasts given by the ship. (2) Stern Tug Bring my stern to starboard () Bring my stern to port () Keep my stern in the axis () Pull my stern aft slowly () Increase pulling my stern () up to half speed astern () Increase pulling my stern () up to full speed astern () Stop pulling (very long blast) () (3) Forward Tug Give me a push on starboard bow () Give me a push on port bow ( ) Stop pushing ( ) Article 93: Visual Signals See Plans.

WADI FIRAN: 28.44 N. 33.13 E.

(See Plan)

LOCATION: An open anchorage on Sinai coast in the Gulf of Suez about 85 nautical miles South of Suez. General Description: The Terminal has 2 crude oil berths and one LPG berth. There are 32,700 cu.m. LPG spherical tanks and 12 large and conspicuous storage tanks in 2 parallel rows of 6 tanks, each lined on shore near the pumping station and painted with aluminium. DOCUMENTS: 4 Crew Lists. 2 Stores Lists. 2 Vaccination Lists. PILOTAGE: Pilot boards at anchorage. ANCHORAGES: Lat. 28 44.5' N., Long. 33 09.5' E. RESTRICTIONS: Mooring and unmooring during daylight only. Vessels must have 150 fathoms of chain on each anchor. MAX. SIZE: LPG: 3,000 cu.m. Crude Oil: 105,000 d.w.t., max. draft 75 ft. at Berth No. 1. RADIO: It is essential that vessels bound for Wadi Firan give 72 hours, 48 hours and 24 hours notice to both Petmisr Cairo 92049 UN and Petbel 92449 UN, to be accepted on the berth without delay. Contact Abu Rudeis on VHF Channel 16 when in range. There is no radio station at Abu Rudeis. VHF: Pilots working on Channel 14. Channels 16 and 14 are used for communication between tanker and pumping station. TUGS: 13,080 h.p. and 14,080 h.p. available for mooring and unmooring. BERTHING: Tankers must approach berth from West, never from North, and must follow same track on their departure to be entirely clear of shallow water. Crude Oil: Tankers at berth will be connected to shore pumping station by submarine hoses for pumping crude oil (12 in. hose from the starboard side). Two mooring launches available. Both ships anchors are used, the port anchor first, normally 9-10 shackles in the water on each. At the stern 4 wire ropes from buoys are taken on board. Special care should be taken when mooring in Southerly winds. If blowing strong, berthing may be delayed. Berth No. 1 Berth No. 2 Position: Lat. 28 45' N. Lat. 28 43.5' N. Long. 33 11.5' E. Long. 33 11.5' E. LOA: 900 ft. 800 ft. Water Depth: 75 ft. 58 ft. Max. Draft: 53 ft. 40 ft. Max. Size 105,000 50,000 Sea Line (Crude): 24 in. 18 in. Sea Line (Ballast): 18 in. 18 in. Tankers Length: 900 ft. 700 ft. Max. Loading Rate: 4,000 t.p.h. 2,500 t.p.h. Reception facilities for 30,000 cu.m. of dirty ballast. Two tankers can moor simultaneously but only one may load. LPG/LNG FACILITIES: Onshore Facilities: The Terminal produces 330 tons/day (600 cu.m./day). Offshore Facilities: LPG carriers at the berth will be connected to the shore pumping station by submarine hoses for pumping LPG (8 in. LPG and 6 in. vapour return hose from port side). Two mooring launches available to assist for ships ropes connected to mooring buoys. Position: Lat. 28 39.50' N., Long. 33 10.40' E. LOA: 721 ft. (219.76 m.) Water Depth: 39.36 ft. (12.0 m.) Max. Draft: 26.24 ft. (8.0 m.) Max. Size: 3,000 cu.m. Sea Line (LPG): 8 in.

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EGYPT
Sea Line (Vapour return): 6 in. Tankers Length: 721 ft. Max. Loading Rate: 190 cu.m./hr. DENSITY: 1032. FRESH WATER: Not available. FUEL: Not available. AUTHORITY: Belayim Petroleum Co., 5 El Mokhayam El Dayem Street, Nasr City, Cairo, Egypt. (P.O.Box No. 7074). Tel: 20 (2) 263 6384, 264 4444. FAX: 20 (2) 260 9792, 263 6384. Telex: 21003 Petbl UN, 92373 Petbl UN, 92449 Petbl UN. Contact: Ibrahim El Shafie, Operations General Manager. Captain Mohamed Mouuawad, Marine Operations (Tel: 20 (2) 402 4610. Mobile: 20 (10) 140 6130 (After 1500 hrs.)). VHF: Zeit Bay Radio listens on Channel 16 and works on Channel 12. The Terminal listens on Channel 16 and works on Channel 12. TUGS: Two mooring line boats, 1500 h.p. and 11,000 h.p., are available to assist with mooring and hose connection. The boats are equipped for anti-pollution operations. One firefighting tug available on a standby basis whilst loading operations are in progress. BERTHING: All mooring equipment is available and will be placed on board the vessel when Mooring Master boards. A vessel can make the final approach and moor to buoy from any direction, bearing in mind prevailing weather and tidal conditions. The approach shall be made from the direction which is consistent with a safe approach, and speed shall be subject to the prevailing forces (i.e. wind, current and tidal stream) at the location at the time of berthing with assistance of mooring boats stationed at the buoy. Once moored the vessel is free to turn through 360 under the influence of the prevailing forces. A Deck Officer must be on the forecastle from the time the Mooring Master boards the vessel until the vessel is finally moored. During the time the ship is moored, the engine must be ready with full power for immediate use. Vessel Refusal: SUCO reserves the right to decline to moor a specific vessel should it consider that such vessels condition or facilities are unsafe. Emergency Towing Wires: Once the tanker is completely moored, emergency towing wires should be rigged aft. Responsibility: At all times the ships Master will be held responsible for his own ship, in addition to the safety of the SBM. The Company Mooring Master will advise the vessels Master in respect to hazards. This is subject to the understanding that in all cases and circumstances the ships Master shall remain solely responsible, on behalf of his Owner and/or Charterers, for the safety and correct manoeuvering of his ship. In case of any damage, the ships Master shall co-operate fully to enable the Marine Manager and other authorities to investigate and survey such damage. HOSE CONNECTION: 16 in. standard 150 ASA flange connection for crude oil and ballast hoses. Port derrick with minimum 10 tons SWL to be rigged for max. height and load lifting. Ships crew shall be responsible for connecting and disconnecting hoses with assistance of shore crew. A quick release coupling (Camlock) is connected to each hose end and is to be used as follows: 1. In case of emergency, the butterfly valve shall be immediately closed and quick release coupling immediately disconnected. 2. Do not hammer but try to use the Camlock wrench supplied or use copper hammer only. 3. Tanker should be ready with reducer if its manifold is not 16 in. 4. Bags of sand to be available. 5. Weight of the hose is approximately 8 tons. MEDICAL: In case urgent medical assistance is required, the vessel should contact SUCO Marine Manager by VHF radio. A doctor and facilities are available but there is no hospital in the area. CARGO OPERATIONS: Notice of Readiness: Arrival time will be considered the time the vessel arrives at anchorage area. Notice of readiness will be accepted when the vessel is ready in all respects to receive cargo when moored to the SBM, and hoses have been connected. Vessel Trim: Vessels to be trimmed not more than maximum 6 ft. by the stern with appropriate ballast to ensure that the propeller is completely submerged. Vessel Communications: If ship-to-shore communications fail during the loading operation, the emergency whistle signal is a continuous blast on tankers whistle. Loading shall be immediately stopped and will not be resumed until communications have been re-established. Closed Loading: All cargo tank lids are to be kept closed, and the vapour line system is to used for venting. Crew Requirements: During connecting and/or disconnecting the hoses, a responsible ships Officer should attend the operation. During loading, whether the weather condition is rough or calm, a responsible ships Officer must be on deck checking on mooring gear at the forecastle at all times. Loading: Upon being informed by the ships Officer-in-Charge, that the vessel is ready to start loading, Mooring Master will normally advise the Control Room and ensure that the loading commences at a low rate (by gravity). When it has been confirmed that there is no significant rise in pressure on the loading line, the crude oil will be loaded, pumping with a maximum rate of 5,000 tonnes/p.h. Crude oil is delivered through the submarine pipeline to the buoy and thence via a floating hose to the vessels port side midship manifold. Hose diameter is generally 24 in., reducing to 16 in. at the ships end. Prior to topping-off the final tank or tanks, the ships Officer-in-Charge, should through the Mooring Master, arrange for a reduction in loading rate prior to the requirement. Loading rate should be reduced by half at least 30 minutes prior to stopping loading. On advice from the ship, at least 3 minutes is required to close shore valves to stop the flow of oil. It is forbidden to close any valve onboard the tanker against the flow of the crude oil until the butterfly valve of the loading hose has been closed. Before loading, cargo tanks are dipped by an independent inspector and at Terminal Inspector. If dirty ballast is retained on board until the next discharge port, then the amount of water and oil on top will be checked. Density of Zeit Bay Crude is approx. (0.854/15C.). Temperature when received on board is approximately 34C. Immobilisation of engines at SBM is strictly prohibited.

ZAAFARANA TERMINAL: 29.10 N. 32.41 E.


LOCATION: The Floating Production Storage and Offloading tanker (FPSO) Al-Zaafarana is located in position Lat. 29 10' 27.93" N., Long. 32 41' 28.56" E. MAX. SIZE: 130,000 tonnes Summer d.w.t., LOA 850 ft. and max. draft 55 ft. RADIO: Master to give E.G.P.C. (Supply Section) and Terminal 72 hours, 48 hours and 24 hours Notice of Arrival. VHF: Tankers can call Al Zaafarana on Channels 16 and 8. BERTHING: Vessel moors alongside the FPSO. CARGO OPERATIONS: Tankers must be equipped with inert gas system, have a derrick with minimum 5 tons capacity and be S.B.T. or C.B.T. Loading rate is 3,000 t.p.h. through 312 in. lines with Camlock couplings. BALLAST: Tankers are permitted to discharge clean ballast to sea as per current Marpol Regulations.

ZEIT BAY: 27.50 N. 33.36 E.


(A) SBM (B) LPG BERTH (A) SBM:

(See Plan)

LOCATION: Zeit Bay is a small bay situated on the West shore of the Gulf of Suez, approximately 60 km. North of Hurgada, S.W. of Ashrafi Island. The Single Buoy Mooring (SBM) is located one nautical mile N.N.E. of Zeit Bay Terminal, flashing Morse D every 30.5 sec. SBM has an orange light, visible 15 miles range, in position Lat. 27 50' N., Long. 33 36' 12" E. General Description: There are 6 large storage tanks available ashore, painted a pale yellow colour to the North of the tank farm. This is the production or plant area with ballast receiving and treatment facilities. There is a flare structure S.E. of the storage tanks. Charts: B.A. Chart No. 2375. APPROACHES: There is a white Lighthouse, height 30 m., with a white light flashing once every 10 seconds, located in position Lat. 27 49 48 N., Long. 33 34 54 E. PILOTAGE: Compulsory. Ships Masters must contact Zeit Bay Radio on VHF Channels 12 and 16 (listening 24 hours), and on Channel 12, 6 hours prior to arrival. SUCO (Suez Oil Company) Pilot and Mooring Master will board approximately 2 nautical miles South of the SBM with mooring gangs. The Pilot will normally meet and embark incoming vessels at this point. Vessels shall provide a lee on the designated side for Pilot boarding. The pilot ladder must be rigged as per IMO requirements and at night should be adequately lit. When the Mooring Master boards, he will advise the ships Master, on the approach to the SBM the arrangements for mooring and unmooring, connecting of the hoses and all other operations within the mooring area. The Mooring Master will submit and receive from the ships Master all forms, documents and papers required to be completed and signed, as received by the ships Master. ANCHORAGES: Waiting area centred on Lat. 27 48.5' N., Long. 33 37.0' E. Radius 0.9 nautical miles. Depth ranges from 20.0 m. to 39.0 m. Vessel is not permitted to anchor outside the anchorage area. The ground at anchorage area is sandy mud. RESTRICTIONS: Weather conditions may prevent berthing. This is the case when wind speed exceeds 25 knots. Vessel will then remain in the anchorage until weather improves. Daylight berthing only. Unberthing any time. MAX. SIZE: 35,000 tons (SDWT) to 250,000 tons (SDWT) with permissible max. draft up to 18.0 m. and LOA 500 ft. 1,130 ft. HEALTH: Masters are to indicate any sickness on board in their ETA notification. SUCO will arrange with Health Authorities if so required. RADIO: 72 hours, 48 hours and 24 hours prior to vessels Estimated Time of Arrival (ETA), the vessel should send their ETA to the SUCO head office (attention P. and F. General Manager). 12 hour and 6 hour messages to be sent through Zeit Bay Radio on VHF Channels 12 and 16. All ships Masters are kindly requested to hand the following original documents to the SUCO Mooring Master upon his arrival on board. Certificate of Registry. Load Line Certificate. Safety Certificate. The above documents will be returned when the cargo documents are delivered on board the vessel.

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

803

EGYPT
BALLAST: Deballasting System: There are 222,000 cu.m. capacity ballast tanks available ashore. It is preferable that vessels load crude oil while discharging ballast, but Master or Officer-in-Charge must be sure that no contamination or pollution takes place. If the vessel is not equipped with 2 lines in order to load and deballast at the same time, a quantity of crude should be loaded prior to deballasting to ensure proper segregation. Dirty ballast must not be in the emulsion form and is not to contain chemicals or detergents. The floating hose is normally 20 in. diameter, and the ships end connection 16 in. diameter. It is strictly forbidden to discharge dirty ballast overboard. 25 cents will be charged per tonne of dirty ballast water discharged to Zeit Bay deballasting facilities. POLLUTION: The Master has to comply with all regulations and instructions prohibiting pollution under A.R.E. laws and under any pertinent instructions issued by SUCO when conveyed to Master. Also, the provisions for International Convention for Prevention of Pollution from vessels 1973 and the Protocol of 1978 relating to this connection will be applied to the extent that such Convention and Protocol are in force in A.R.E. Owner/operator shall be liable for any damage resulting from the pollution caused by the vessel and shall pay for all the expenses incurred for its removal and elimination. Oil Spill: In the event of a spill or its detection, SUCO Mooring Master must be notified instantly for the necessary action to be taken. FRESH WATER: Not available. FUEL: Not available. FIRE PRECAUTIONS: A continuous and efficient fire watch must be kept on deck and in the engine room whilst the vessel is moored. In the event of a fire, however minor, the fire alarm must be sounded immediately. Extinguishing the fire is the Masters responsibility, but SUCO will render all possible assistance with the tug that is fully equipped for firefighting. REPAIRS: No facilities. REPATRIATION: Possible in emergency only. TIME: GMT plus 2 hours during the Winter (October to May), and plus 3 hours during Summer (May to October). HOLIDAYS: Zeit Bay Terminal never closes on religious holidays. SHORE LEAVE: There is no shore leave for personnel of vessels whilst at the SBM. WEATHER: Gales can be expected from a North Westerly direction from October through May. The above conditions are only for guidance and are not relevant to the safety of the vessel but to the safety of the buoy. The Mooring Master shall have the authority to decide whether the ship should remain or vacate the buoy. Climate: The climate in the Gulf of Suez is generally good. The visibility is usually excellent, with few dust storms and infrequent fog. There are a few rain squalls. Winds: The general flow of the wind over this part of the Gulf of Suez is predominantly from the N.N.W. Winds are steadier in the Summer months (May/October) and almost nil from June to September. Gales can mainly be expected from a North-Westerly direction from October to May. The maximum velocity is approximately 45 knots, whilst the mean wind speed is approximately 20 knots and is prevalent for some 98% of the year. There are occasional light Southerly winds. Tides: The tidal range is between 3 ft. and 4 ft. Sea Condition: The surface temperature of the sea ranges from 18C to 27C, depending on the season. Seas and swells are usually from the N.N.W. and wave height can reach 18 ft., but average is about 6 ft. During the Summer months (May/August) there are many days of 12 ft. 15 ft. seas. Currents are generally located in mid-channel and set North when the tide is rising in Suez, and South when the tide is falling. The rate is about 1.5 knots at Spring tides and 0.5 knots at Neap tides. GENERAL: Helicopter: Should the services of a helicopter be required in emergency or for any purpose whatsoever, the vessel will be given a minimum of 30 minutes notice. OPERATOR: Suez Oil Company (SUCO), 21 Ahmed Orabi St., PO Box 2622, Cairo, Egypt. Tel: 20 (2) 346-6377, 346-5909, 346-7922, 347-8948. FAX: 20 (2) 303-5434, 346-2571. Telex: 93455 SUCO UN, 92300 SUCO UN. Cable: DEXGULF. Below are 4 objects that can be seen by day or night that will assist vessels: A. Two grounded ships on north of Saabs Ashrafi: First position: Lat. 27 49.5' N., Long. 33 38.7' E. Second position: Lat. 27 49.3' N., Long. 33 39.2' E. B. On marine chart No. 2375, East Zeit Bay Terminal SBM flashing Mo(U) 15 sec. C. Zeit Bay Terminal, located one mile S.S.E. of East Zeit Bay Terminal flashing Mo(D) 30.5 sec. D. Lighthouse in position Lat. 27 49.6' N., Long. 33 34.9' E. Black and white colour with approximate height of 30 m., flashing white every 10 seconds. Approaching Zeit Bay Channel and Shipping Lane: Masters should be aware of drift caused by the prevailing N.N.W.ly wind and current. Use of anchor is forbidden from the time the vessel reaches the western entrance of Zeit Bay until final approach to pier, because of pipelines. Outside the shipping lane on the port side, there are 4 yellow platforms provided with navigation aids. Vessels navigating in the shipping lane will pass near Platform C at a safe distance. Zeit Bay Channel and Shipping Lane: Channel is guaranteed to be 6.0 m. below L.A.T. Channel length is about 2 nautical miles and about 200 m. width. Channel is marked by lighted buoys, each equipped with a radar reflector. The shipping lane between Ghanim and Ras Elbahar Islands is marked by red marker buoys, showing the end of shoals and reefs. All vessels should keep at least 30 m. from the buoys as a safety measure. All marker buoys can be seen from any direction and in poor visibility. Responsibility: The ships Master is responsible for his own ship at all times in addition to the safety of the following: Marker buoys located on both sides of channel and routes leading to pier. All equipment and installations on the pier. Mooring line boats. The SUCO Mooring Master advises the Master in respect to avoiding hazards. In all circumstances, the Master remains solely responsible for the safety and correct manoeuvring of his ship. PILOTAGE: SUCO Mooring Master will board the vessel in the LPG waiting area. Pilot ladder should be in good order, clean and should be adequate in length and strength, as per IMO requirements. The Mooring Master advises the Master on the approach and berthing operations and provides all necessary information. The Mooring Master will check all original Certificates and receive them from the Master. ANCHORAGES: SUCO will make every effort to moor ships arriving according to the agreed schedule. If not berthing, vessel will drop anchor at the Anchorage Area in position: Lat. 27 47.3' N., Long. 33 37.6' E. This position is located south of the Crude Oil Carrier Waiting Area. LPG anchorage area is half mile radius with 18 m. depth. The area is considered clear of obstructions. Anchoring outside the waiting area or in Crude Oil Carrier Area is strictly prohibited. RESTRICTIONS: Weather conditions may prevent berthing. This is the case when wind speed exceeds 18 m.p.h. The vessel will then remain in the anchorage area until weather improves. The decision of acceptance is subject to Masters and SUCO Mooring Masters approval. Berthing/unberthing during daylight hours only. Also see Berthing. MAX. SIZE: See Berthing. RADIO: Tankers must send Estimated Time of Arrival (ETA) to Zeit Bay Radio Station at least 48 hours prior to arrival in Zeit Bay. VHF: Zeit Bay Radio Station maintains a 24 hour listening watch on Channel 12. Fully detailed instructions for berthing, loading, etc., will be given to vessels Master while approaching the waiting area. TUGS: Mooring Boats: Two mooring line boats are available at all times, (500 h.p. and 1,000 h.p.) The vessel will be assisted by the mooring line boats, which are deemed essential for safe operations. BERTHING: The pier is equipped with 2 positive hydraulic fenders, in addition there are 4 bitts for mooring ropes. Vessels ropes will be used, and handled by the pier crew. When vessel is safely moored and secured alongside pier, vessels heading will be 330/150. Mooring and Unmooring: All berthing operations and passage of the channel inward and outward, should be executed in daylight. Mooring line boats will assist during approach to prevent drifting on to the pier. Ships anchor can be used in case of necessity. When ship is finally moored and properly secured, ships crew rig fire towing wires, forward and aft, for line boats in case of emergency. Jetty details: Max. Size: Max. draft: 5.0 m. Max. length: 108 m. Max. beam: No limit. Max. deadweight: 2,500 tons. Product: LPG (butane and propane mixtures). Loading arms: Two. Designed for connection to 6 in. Camlock quick coupling and 3 in. vapour return line. Loading rates: Up to 280 t.p.h. Nitrogen: Available for line purging only. Vessels tank purging only with previous agreement. Atmospheric vent: Not available. Flare line: Yes. Fire line: 2.5 in. hose available. Notice of Readiness: Arrival time will be considered to be the time the vessel arrives at the Anchorage Area. Notice of Readiness will be accepted when vessel is in all respects ready to receive her cargo, usually after loading arms are connected.

(B) LPG BERTH:


LOCATION: Zeit Bay is an open area and unsheltered. LPG tankers will moor alongside a pier which is perpendicular to the shore. The pier length is 50 m. and water depth is 8 m. Pier position: Lat. 27 48.1' N. Long. 33 33.7' E. There are 2 mooring buoys, located north and south of the pier and about 50 m. off piers edges, to secure the tanker in its proper position while undertaking operations. Charts: B.A. Chart No. 2375. DOCUMENTS: Masters are requested to hand the following original documents to SUCO Mooring Master upon arrival. These documents will be returned when cargo documents are signed on departure. Certificate of Registry. Load Line Certificate. Safety Certificates. APPROACHES: Approaching the Anchorage Area: When an LPG vessel arrives at position Lat. 27 50.2' N., Long. 33 37.2' E., Master can alter vessels course to 172(T) for heading towards anchorage area, a sailing distance of about 2.9 nautical miles.

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

EGYPT
Vessel Emergency Equipment Requirements: (a) Have adequate emergency equipment in working order and always ready for use. (b) Retain sufficient suitable crew members on board at all times to man emergency services and to move the ship if co-directed by the Company. (c) Have fire-wires of sufficient strength rigged fore and aft on offshore side with the towing eyes maintained just above water level. In The Event of an Emergency: (a) Immediately cease operations and proceed as detailed on inside front cover of the Terminal Manual (Not reproduced). (b) Carry out any instructions received from the Company. (c) Ensure the company is made aware of further action taken on board your ship. If Any Emergency Occurs On Board: (a) The emergency signal on board should be a continuous sounding of the ships siren or other suitable strident alarm. (b) Shore personnel break-glass alarms. (c) Shore personnel dial emergency services. Towing of Ships to Hazardous Waiting Area in Inner Bay: In the event of an emergency, Jetty Superintendent will immediately stop the loading operation and will inform SUCO Mooring Master whether to wait alongside or pull the ship away with the assistance of the mooring line boats. The following position with a surveyed depth of 8.0 m. and co-ordinates Lat. 27 47.7' N., Long. 33 32.2' E. is reserved as a waiting area. CARGO OPERATIONS: Before loading commences, the LPG Check List is to be completed. Emphasis is placed on close cooperation and good communications between all parties to achieve safe operations. Pre-Operations Meeting and Inspection: The following will take place prior to any operations commencing: (a) Complete the Safety Check List. (b) Complete the LPG safety and observed Check Lists. (c) Discuss any additional precautions required. (d) Ensure that tanks are in a fit condition to receive cargo without any hazards or contamination. (e) Discuss and agree tank inspections and samples required. (f) Discuss and agree loading programme, including quantity, loading rate, pressure, temperature, connecting and disconnecting hoses, purging requirements and any other necessary requests. Pressure, Temperature and Loading Rates for LPG: Product: LPG. Pressure: Up to 10.3 bar. Temperature: Ambient to 60C. Loading rate: Up to 280 t.p.h. Recommended maximum vapour concentration in ships tanks before loading LPG: Recommended Previous Cargo Maximum in Vessel Concentration 100 ppm. Ammonia 30 ppm. Ethylene oxide 50 ppm. Propylene oxide 30 ppm. Vinyl chloride 30 ppm. Acrylonitride The above concentrations refer to vapour concentrations considered safe for venting. They do not infer that these concentrations are acceptable from a cargo contamination point of view. Operational Procedures: Loading will not commence until all the safety checks have been carried out to the satisfaction of the Company. I. The Company Operators will connect the shore boom/hose to the correct ships manifold as indicated by the Master. Under no circumstances will a ship be connected to a vapour return/vent system if oxygen content of any tank is above 0.5% volume. If any of the ships tanks are under vacuum the ship will be connected only if prior agreement has been reached. The boom/hose will be purged to shore vent line and pressure tested to approximately 100 p.s.i. with nitrogen. The nitrogen will then be vented and the vent closed. II. The Jetty Supervisor and Master will agree that systems are correctly lined up for operations to begin. Loading must now commence slowly to avoid rapid pressure build up. Ships must check that pull-off does not cause cargo temperature to drop below tank minimum operating temperature. III. During loading the ships tank pressures must be checked every 30 minutes and the information logged by the Jetty Operator. The Master must inform the Jetty Supervisor of any deviation from the agreed cargo handling plan. IV. Company Operator will remain on the jetty at all times during loading. V. A crew member with a good command of the English language must remain on deck at all times during loading. VI. The ship must not shut valves against the shore pumps while loading. VII. The ship must give at least 10 minutes notice of the requirement to stop or start pumping, except under emergency conditions. VIII. The Company Operators will clear the boom/hose with nitrogen. A watch on ships pressure must be maintained during this time if hose contents are cleared to ship. IX. The ships valves will then be shut and Company Operators will purge and depressure the boom/hose. X. The cargo loaded will be calculated from shore dips. XI. The Jetty Supervisor will witness ships dips/ullage and obtain from the Master the quantity loaded according to ships figures. The quantity entered on cargo documents will be calculated from shore figures. Cargo Handling Requirements: I. Chemists Certificate: The Company reserves the right to require an independent chemist to check the condition of ships tanks or the quality of cargo before commencing to load. Reasonable notice of this requirement will be given. II. Emergency shutdown systems: When ship is loading and it is necessary to manually initiate an emergency shutdown, the jetty system must be used. III. Nitrogen: Nitrogen is available at approximately 7 bars and the berth nitrogen is available for line purging only. IV. Portable instruments: The Company reserves the right to require intrinsically safe portable instruments to be placed on board ship during loading operations. Reasonable notice of this requirement will be given. V. Purging: Purging from ships tanks to atmosphere is not permitted at the jetty. The Master must ensure the ships tanks are in a fit condition to load cargo before arrival. VI. Third party Independent Surveyor: The Company reserves the right to instruct a third party Independent Surveyor for the sampling and measuring of cargo. Reasonable notice of this requirement will be given. VII. Vapour return line: Vapour return lines are provided to enable ships to return compatible vapour to storage tanks to be pressured up with vapour from storage. Oxygen content of returned vapour must be less than 0.3% volume. Under no circumstances may nitrogen or other uncondensible gases be returned along the vapour line to storage tanks. VIII. Vent line: Vent lines are provided to enable uncondensible vapours to be vented to flare system. Permission to use the flare system will only be granted if oxygen content of ships tanks as determined by Company analysis is less than 0.5% volume. The ships intention to use the vent system must be clearly specified to the Jetty Supervisor at the pre-operations meeting. Use of ships mast vent is not permitted without Company Authorisation. All operations shall, in general, be conducted in accordance with the requirements of the International Chamber of Shipping Tanker Safety Guides for Liquid Petroleum Gases and the International Maritime Dangerous Goods Code. Communications on Loading Pier: 1. The jetty will be continuously manned by company personnel while a ship is loading. All normal communications should be passed through the Jetty Operator. In emergency situations, ships personnel may use the jetty head telephone. 2. A responsible English speaking crew member must be on duty at all times and must remain on deck during loading/discharging. Hand-Over of Documents: There is a documentary hand-over from the Mooring Master to gas plant when the mooring operation has been completed and vessel is secure. The same hand-over will be carried out after completion of loading from gas plant to Mooring Master. FRESH WATER: Not available at berth. FUEL: Not available at berth. FIRE PRECAUTIONS: There is a vessel fully equipped with firefighting equipment. The vessel will be available at all times during operations. It has 4 monitors installed on the main and upper deck, each 12,200 cu.m.p.h. and able to reach 120 m. and a height of 45 m., foam compound is available. POLICE/AMBULANCE/FIRE: Fire Tel: 3333. Radio Room Tel: 0. WEATHER: Climate: The climate in the area is generally good and the visibility is usually excellent, except for occasional sandy storms during summer time. Fog can be seen in winter time. Occasional rain during winter time. Wind: The direction of the wind in summer is from N. or N.W., occasionally wind reaches 40 m.p.h. During winter, average wind speed is about 15 m.p.h. 20 m.p.h. Southerly winds are encountered occasionally, but are usually light airs and accompanied by calm sea. Tide, Current and Sea Swell: The tidal range is between 3 ft. and 4 ft. Current reaches 2 knots to 3 knots. Sea swell is from N. or N.W. and/or S. or S.E., with a maximum height of 4 ft. GENERAL: The following should be taken into consideration when vessel is alongside: (a) Visiting is not permitted. (b) Smoking and/or usage of naked lights is forbidden. In emergency cases, a special permit is to be issued by authorised SUCO personnel to cover situation. Vessel refusal: Owing to special hazards associated with LPG and the degree of expertise required during its handling and carriage, SUCO reserves the right to refuse to load any vessel where in the Mooring Masters opinion, the condition of the ship or the conduct of her operations give rise to concern over the safety of ship, personnel, company premises, or the environment. AUTHORITY: Suez Oil Co. (SUCO), 21 Ahmed Orabi St., PO Box 2622, Cairo, Egypt. Tel: 20 (2) 346-6377, 346-5909, 346-7922, 347-8948. FAX: 20 (2) 303-5434, 346-2571. Telex: 93455 SUCO UN, 92300 SUCO UN. Cables: DEXGULF. Contact: Captain Ayman Nassef, Planning and Follow-up Manager.

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

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