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(See Plan)

ADEN, including Little Aden: 12 48' N 44 54' E

(See Plan)


OVERVIEW: The port consists of the Outer Harbour, providing anchorage

Capital City: Sanaa.

Nationality: (noun) Yemeni, (adjective) Yemeni.
Population: 21,456,188.

areas, the Oil Harbour in Little Aden to the west and Inner Harbour to the
east. The inner harbour is protected by a short breakwater at Ras Marbut,
where the harbour control tower is located. The Harbour Masters office is
in the control tower.
Port handles oil tankers, containers, general cargo, bulk, passenger
vessels, Ro-Ro, yachts and fishing vessels. Main imports include crude oil,
bulk and bagged foodstuffs, construction materials, lubricants, vehicles,
general cargo, consumer goods and livestock. Main exports include refined
oil products, salt, frozen fish, manufactured foodstuffs, flour, bran and scrap
LOCATION: On the southern coast of Yemen in the Gulf of Aden,
approximately 95 n.m. east of the Straits of Bab al Mandeb, at the southern
entrance to the Red Sea.
The harbour is situated between the promontories of Aden (Jebel
Shamsan, 553 m.) and Little Aden (Jebel Muzalqam, 374 m.) and is protected
from the NE and SW monsoons by these hills and along the northern
boundary by land, enabling it to operate without restriction all year. The
harbour covers an area approximately 8 n.m. EW and 5 n.m. NS.
CHARTS: BA Charts No. 6, 7, 3660, 3661 and 3662.
Nautical Publications: Red Sea and Gulf of Aden Pilot, NP64.
PORT LIMITS: From Ras Abu Qiyamah in a direction 166 for 1.76 n.m.
to Lat. 12 42.00' N, Long. 44 54.00' E, thence on a bearing of 090 to
Lat. 12 42.00' N, Long. 45 00.00' E, thence on a bearing of 007 for a
distance of 3.15 n.m. to Round Island.
Port regulations are in force in all areas of the port of Aden between these
limits and the shoreline.

International Direct Dial Code: 967.
Number of Internal Airports: 16.
Major Languages Spoken: Arabic.

Currency: 1 Yemeni Rial (YER) of 100 Fils.
Main Industries: Crude oil production and petroleum refining, small-scale
production of cotton textiles and leather goods, food processing,
handicrafts, small aluminium products factory, cement and commercial
ship repair.

Territorial Sea: 12 n.m.
Other Maritime Claims: Contiguous Zone: 24 n.m.
Continental Shelf: 200 n.m. or to the edge of the continental margin.
Exclusive Economic Zone: 200 n.m.
Coastline Extent: 1,906 km.
Climate: Mostly desert; hot and humid along west coast; temperate in
western mountains affected by seasonal monsoon; extraordinarily hot, dry,
harsh desert in east.
Natural Resources: Petroleum, fish, rock salt, marble, small deposits of
coal, gold, lead, nickel, copper and fertile soil in west.
Natural Hazards: Sandstorms and dust storms in summer.
Terrain: Narrow coastal plain backed by flat-topped hills and rugged
mountains; dissected upland desert plains in centre slope into the desert
interior of the Arabian Peninsula.
Average Temperatures:
28 C
24 C
35 C
29 C
36 C
29 C

ISPS COMPLIANCE: The Maritime Affairs Authority has been appointed

to carry out Port State Control and Compliance in respect of SOLAS
regulations. Ships will be inspected for compliance.
Security Level 1 has been declared for the ports of Aden and Mukalla. Any
changes in security level will be posted on the Yemen Ports Authority (YPA)
website Web:
PILOTAGE: Pilotage is compulsory on all vessels irrespective of their size,
on entry and departure.

NOTICES: The following notice was handed to a Master on arrival at

Re: Formalities, Restriction, Breaches & Penalties at Yemeni Ports:
We are very pleased to welcome you and the vessel under your command
at Hodeidah/Raskateeb/Saleef/Mokha, and request you to note and comply
with the following formalities/restrictions to avoid payment of penalty.
1. Call Pilot only when you are fully ready in all respects. If Pilot is called
to take the vessel out, and the vessel fails to depart after boarding
of the Pilot, the vessel will bear all the consequential expenses of (a)
Pilot waiting time, (b) Launches assistance charges, (c) unmooring
charges, including any other expenses.
2. Fine of YER 500 to 2,000 is imposed, if Yemen flag is not hoisted on
the highest mast.
3. Fine of YER 500 is imposed, for arrival at Port without prior notice,
notifying actual time of arrival of the vessel.
4. Fine of YER 10,000 to 20,000 is imposed for attempting entry to
berthing quay, without prior permission from the Management and
without Pilot on board. Same penalty imposed for attempting departure
without permission and Pilot, from the quays or inner basins.
5. Fine of YER 500 to 1,000 is imposed for draining water onto the quays.
Vessel also to bear responsibility for losses caused therefrom.
6. Fine of YER 1,000 is imposed for throwing garbage, cargo remains,
food remains, oil, etc. into inner harbour or onto quay.
7. Fine equivalent to 100% of the loss in income to the Corporation is
imposed, in the event the vessel submits inaccurate statements on
ships particulars and drafts.
8. Fine of YER 5,000 is imposed, if the vessel leaves anchorage after
registration without clearance from the Corporation.
9. Fine of YER 500 is imposed, if Rat Guards are not provided to avoid
rats escaping to the quays.
10. Fine of YER 2,000 is imposed, if vessel uses her own boats within
Port limits without prior permission.
11. Fine of YER 2 is imposed per hour per metre of LOA of the vessel,
for delay in completion of discharging during the duration set out by
the Corporation.
12. Fine of YER 1,000 is imposed on whoever obstructs Corporations
staff/employees in carrying out their duties or insults them.
13. A shore crane will be compulsorily deployed at 100% surcharge to a
vessel over 100 m. LOA.
14. Corporation reserves the right of removing any vessel from the quays
for any reason in the general public interest.
15. Photography of the Port area is prohibited.
(Notes from Tariff 1/82 published by Ports & Marine Affairs General
Please note that the Port Limits (for Hodeidah) are 14 55' 34" N., 53 37' E.
Pilotage Point for entrance and departure is Buoy No. 2.
We trust that you will find the above information very helpful to promote
cordial relations with all officials and relevant authorities, and at the same
time contribute towards reducing expenses of our mutual Principals.
PLEASE NOTE: All the foregoing information was in effect prior to the
unification of the country and may have been superceded in recent times.

Arrival Declaration to be filled in by Ships Agent after arrival
Bonded Stores Lists
Cargo Gear Certificate
Crew Effects Declaration
Crew Lists for Ships Agent, Police and Immigration
Dangerous Material Declaration to be handed to Pilot on boarding
1 Derat (Exemption) Certificate
1 Health Form to be shown to Pilot on boarding and handed to Agent
1 Load Line Certificate
Manifests, Bills of Lading if landing cargo only
1 Notification of Arrival
2 Passenger Lists for Agent, Police and Immigration
1 Pre-Arrival Notification of Security (in advance to Agent)
1 Safety Equipment Certificate
Ships Register to be sighted by Pilot
1 Stores List
1 Tonnage Certificate
1 Vaccination List.
Customs and Immigration: Officers board ships calling at the port when
they enter and leave. For Customs a copy of the Crew/Passenger Lists and
a List of Bonded Goods on board is required on entry. Immigration officers
require a copy of the Crew/Passenger Lists.
ISPS COMPLIANCE: All terminals are compliant. Port security is
provided by personnel under the control of Yemen Ports Authority and the
National Security services. The Yemeni Coastguard is responsible for the
security of all water areas and for gate security at terminals.
MAX. SIZE: Containers: 100,000 d.w.t., LOA 350 m., draft 14.8 m.**
Dry Cargo: 40,000 d.w.t., LOA 229 m., draft 10.4 m.
Tankers: 110,000 d.w.t., LOA 280 m., draft 14.75 m.*
** With favourable tide and special permission from the Harbour Master, ships
entering Aden inner harbour at zero tide are restricted to a maximum draft
of 13.8 m. in the channel. A favourable tide is available during the great
majority of arrival situations as MSL at Aden is 1.39 m.
* With favourable tide, daily maximum permissible drafts are produced by
Aden Refinery Company for ships calling at the oil harbour.
DENSITY: 1023 1025.
RESTRICTIONS: Under-Keel Clearance: Vessels of drafts up to
11.3 m. are required to have a minimum under-keel clearance of 0.6 m.
Vessels with drafts greater than 11.3 m. require a minimum under-keel
clearance of 1.2 m.
Berthing: Throughout 24 hours.
To avoid delay, vessels wishing to berth in the inner harbour or oil harbour
should be equipped with the following items, all to be fully operational and
efficient: radar, VHF with normal marine channels, propulsion machinery,
signalling equipment, engine tachometer, rudder and helm indicators, deck
machinery and sufficient moorings to secure the vessel safely, mooring
station communication systems forward and aft, anchors and windlass. Both
anchors to be on the brake ready for letting go when manoeuvring.
Yachts: Yachts arriving at night wishing to enter the harbour without a Pilot
are required to anchor in the outer harbour in a position given by the Port
Control Tower, unless otherwise advised. Unpiloted yachts can enter during
daylight hours only.
Ballast Draft for Tankers: All tankers when manoeuvring within the port
shall be ballasted properly to a mean ballast draft which shall not be less
than half the summer draft and the trim by the stern not exceeding 6 ft. These
figures are the minimum for normal conditions and may be increased when
conditions necessitate at the discretion of the Pilot.
Also see Anchorages.
APPROACHES: Aden and Little Aden peninsulas are very prominent and
the harbour lies between them. The harbours are reached by an entrance
channel starting from mid-way between the promontories of Elephants Bank
and Little Aden. The outer section of the channel has a depth of 15.0 m.
The channel divides 9 cables north of the channel entrance. From this
point a channel leads NW to the Little Aden Oil Harbour. Channel depth
14.7 m., width 220 m., length 2.3 n.m. from the dividing point.
The channel to the inner harbour, leading NE from the point where the
channel divides, has a least depth of 15.0 m., width 185 m., distance 2.6 n.m.

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




to the inner harbour breakwater, marked by pairs of buoys. At the eastern

end of the inner harbour a short channel of depth 11.0 m. leads to the Maalla
Sea Buoys, Fairways and Channels: Approaching Aden from the west,
pass 1 n.m. south of Little Aden Peninsula and then to pilot station at
Lat. 12 44.0' N, Long. 44 57.0' E south of the entrance to the dredged
channel marked by the No. 1 buoys (QR and QG). At night, with Elephants
Back Light (red and white sectored) on a bearing of not greater than 061
(white sector) a ship will clear the Little Aden peninsula on a course to bring
her close to the port entrance.
Approaching from the east, pass 1 n.m. south of the Aden peninsula and
then to the channel entrance. At night, pass 1.5 n.m. south of Ras Marshaq
Light and then steer west to the entrance to the channel.
All approach channels to Aden are marked by pairs of buoys and vessels
should pass mid-way between these buoys. From the No. 1 buoys the outer
section of the dredged channel is 15.0 m. in depth, width 220 m., leading to
No. 3 buoys (S Cardinal, VQ6 +LFl 10 sec.) 9 cables north of the channel
entrance where it divides into channels leading to the oil harbour and to the
inner harbour.
Little Aden Oil Harbour Channel: Immediately after passing No. 2 buoys,
turn to head 300 on the leading marks for the centre of the channel to pass
north of the oil harbour breakwater turning area.
Inner Harbour Channel: Vessels steer 027 to inner harbour channel
No. 2 buoys, then 047 to clear the inner harbour breakwater. The inner
harbour channel is 15.0 m. deep, 220 m. wide and leads on a heading of
068 to the 700 m. diameter turning area off the ACT. Ships proceeding to
the Maalla Terminal should pass from the southern part of the turning area
to the 11.0 m. deep channel lying north of the new bulk grain jetty at the
western end of the Maalla Terminal.

Turning Areas:
a) Off the Aden Container Terminal (ACT), diameter 700 m., depth
15.0 m.
b) at the oil harbour breakwater, diameter 420 m.
c) The turning basin off the oil harbour berths extends 250 m. from the
apron and is dredged to 11.0 m.
Also see Plan.
PILOTAGE: Compulsory for all vessels over 200 g.t. entering or leaving
(with certain exceptions). The pilot station for all vessels bound for the oil
harbour or inner harbour, unless advised otherwise by Aden Port Control, is
at the channel entrance in Lat. 12 44.00' N, Long. 44 57.00' E, shown by
the standard pilot station symbol. A circle radius 5 cables at this position is
marked on the chart to indicate that anchoring within this area is prohibited.
All vessels arriving off the port and wishing to enter must show the standard
international signal to request a Pilot. Pilot boats have red hulls and yellow
superstructures. They exhibit the standard international pilot signal at night.
During all seasons, ships head north before boarding the Pilot. A pilot ladder
should be rigged on the port (lee) side by the ship during the NE monsoon
period (mid-September to May). The ladder should normally be rigged on the
starboard (lee) side during the SW monsoon (June to mid-September) unless
otherwise advised by the Control Tower.
Pilots work throughout 24 hours.
Also see Approaches and Shipmasters Report dated April 2001.
ANCHORAGES: Anchorage areas are available for vessels in the outer
harbour with depths of 6.0 40.0 m. Good holding ground.
Anchorage areas are at present not marked on any navigational charts.
Smaller vessels anchor to the north of the Oil Harbour Approach Channel
and on either side of the Inner Harbour Approach Channel. Vessels with draft
10.0 m. or more anchor to the south of the Oil Harbour Approach Channel
and west or east of the outer approach channel for both harbours.
Anchorage is prohibited within a radius of 5 cables of the outer approach
channel entrance and within 2 cables of any port approach channels.
Vessels are warned that many disused cables exist in the area between
Ras Tarshayn and Jazirat Salil. A fibre-optic cable is laid from SSE of the
port entrance to the shore as shown on BA Chart No. 7.
Yachts: A yacht anchorage is available in the inner harbour between the
Prince of Wales/Abkhari Pier and the dolphin oil berth 6-out north of this but
yachts are warned that pipelines and anchor cables exist on the sea bed in
this area. Yachts should anchor well clear of the coastguard base pontoons
1 cable east of the Abkhari Pier. Large yachts may use the anchorage south
of the western end of the rubble mound or, if taking fuel, bunkering berths
6 in and 6 out.
PRATIQUE: Vessels requiring pratique fly International Code Signals. This
signal to be exhibited until pratique has been granted by the Pilot or Port
Health Officer.
Healthy cargo and passenger ships are given pratique by the Pilot when
entering. Pilgrim ships are given pratique by the port health doctor. A port
doctor will board vessels to carry out an inspection and requires a Health
Declaration and Vaccination List against smallpox.
Also see Pre-Arrival Information.
PRE-ARRIVAL INFORMATION: ETA: At least 48 hours prior to
arrival, except in the case of a vessel with less than 48 hours steaming time
between the last port of call and Aden, when the message should be sent
immediately after leaving the last port.

Standard Messages:

Masters name
ships nationality
call sign
maximum draft
type of cargo
reason for call
security level on board (if ship is not at Level 1)
declaration of any dangerous cargo on board.
VHF: 24-hour watch on Channel 16, working on Channels 6, 8 and 13. All
port VHF Traffic is recorded.
VTS/RADAR: The Control Tower is fitted with an ARPA radar with traffic
monitoring capability.


TUGS: Towage for vessels berthing in the inner harbour is provided by

tugs owned and operated by Yemen Ports Authority. Towage for vessels
berthing in the Aden oil harbour is provided by tugs owned and operated by
the Aden Refinery Company, with support from YPA tugs if necessary.
Tugs for both harbours normally join just outside breakwater. Ships ropes
always used in Aden Harbour, tugs wires in Little Aden.
Yemen Ports Authority operates four tugs for large vessels. Two are
conventional tugs, 2,800 h.p., 40 tonnes BP. Two ASD tugs, 4,830 h.p.
55 tonnes BP, are normally used for large bulk and container ships and
Little Aden Oil Harbour has two Voith-Schneider propelled tugs, 3,200 h.p.




Inner Harbour

Buoy Berths
Dolphin Berths
Maalla Terminal
Oil Harbour 1




Oil Harbour 2




Oil Harbour 3




Oil Harbour 4




15,000 (dry



Oil Harbour 5 6


Tankers, LPG, dry

cargo, Ro-Ro,
containers, fishing,
General cargo
Bunkering, naval
Container, general, bulk
Loading refined
Loading refined
Loading refined
Crude discharge,
refined products loading
LPG, liquid and dry

* Depth
Note: Tankers discharging/loading at Berths No. 1 4 (only) are allowed to
bunker alongside.

Inner Harbour
Maalla Terminal
Berths No. 1 4
HTQ Berths No. 5 6
Ro-Ro Berth
Lighter and Dhow Quays
Oil Harbour
Dolphin berths
Alongside berths
Berths 5 6
LPG Quay
Dry Cargo Quay




6.5 11.0




1.8 2.7



Ro-Ro, naval

11.5 15.8 Oil tankers

LPG, dry cargo, Ro-Ro

Little Aden Oil Harbour: This harbour provides four dolphin berths for oil
tankers, alongside berths for LPG and dry cargo vessels and a Ro-Ro berth.
Inner Harbour: The inner harbour has nine alongside berths, nine buoy
berths and three bunkering (dolphin) berths with depths from 6.5 11.0 m.
On the north side of the inner harbour is the Aden Container Terminal
(ACT). The inner harbour also contains a fisheries harbour and a ship repair
yard with one floating dock in operation. At the eastern end of the Maalla
Terminal is the Home Trade Quay (HTQ).
Maalla Terminal: Four alongside multi-purpose berths for cargo ships up to
draft 10.7 m. with favourable tide. A turning area extends 280 m. from the
line of the quay wall and a Ro-Ro berth lies at right angles to Berth No. 1.
Maalla Home Trade Quay (HTQ): Berths No. 5 and 6. The Aden Cement
Enterprises (ACE) receiving and bagging plant, 25,000 tonnes capacity,
operates behind Shed No. 23 on the HTQ, with bulk vessels discharging to
this from Berth No. 4.
East of the HTQ are 800 m. of lighter and dhow quays at depths from
1.8 2.7 m. The Raysut bulk cement plant silos are located at the eastern
end of the HTQ, west of the cargo sheds along the lighter and dhow quays.
Vessels discharging to the Raysut silos use the HTQ berths.
Equipment: Mobile cranes include 150 tonne heavy-lift crane.
Free Port: The area inside the boundary wall of the Maalla Wharf has been
declared the Aden Free Port. Customs inspections are carried out in a
Customs area at the eastern end of the Maalla Wharf. General and other
cargoes are also worked at Maalla.
Dangerous Goods: Class 1 dangerous goods are not handled alongside at
Maalla and must be discharged to barge at a buoy berth for handling at the
Obstruction Pier.
BULK CARGO FACILITIES: At Maalla Terminal bulk wheat is
discharged using three methods.
1. Automatic bagging plant fed by pneumatic suction pumps from the
ships holds automatically fills and stitches bags for direct delivery to
2. At Maalla Berth No. 3, a Swiveltel automatic discharging plant delivers
grain to an overhead conveyor and to the 80,000 tonne silos at the
Rowaishan Flour Mills complex behind Berths No. 2 4.
3. Grain is also discharged in bulk using evacuators or grabs directly to
trucks for delivery to the 120,000 tonne Hayel Saeed Anam flour mill
silos complex at the western end of the Maalla Terminal.
Bulk cargoes may also be unloaded by grab at the stream berths into
barges and taken to silos on the North Shore (capacity 18,000 tonnes) where
they are unloaded by an elevator, or by barge to the lighter quays for
unloading using the automatic bagging equipment.
Barges: Barges (flat top barges of 200 tonnes and barges with cargo holds
of 150 tonnes) are available for loading and discharging grain and other cargo
at the inner harbour buoy berths. Barges are also used to carry salt from the
Khormaksar salt pans to ships loading at Maalla or at the buoy berths.
Also see Berthing.

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



CONTAINER FACILITIES: Maalla: Import and export of containers

at Berths No. 1 and 2.
Equipment: 240 tonne Liebherr container gantry cranes each with 20 ft.
and 40 ft. spreaders and operating on rails 21.5 m. apart, outreach 34 m.
from the front of the fenders (12 rows). 150 tonne heavy-lift hook is carried
on a 20 ft. spreader.
Storage: The container yard behind Berths No. 1 and 2 covers a total area
of 7 ha. and has 42620 ft. ground slots with a storage capacity of 852 TEU
(two high). A further 4 ha. of open storage is available behind the cargo sheds
at Berths No. 3 and 4. 342 tonne (1993), 228 tonne (1985) and
212 tonne (1993) Kalmar toplifters handle containers in the yard. Eleven
tractor units and 3920, 40 and 50 ft. trailers move containers from the quay
to the yard. The yard has 110 reefer points. A 170 m. 60 m. CFS shed is
located at to the rear of the yard.
Aden Container Terminal (ACT): Operator: Overseas Port Management
(OPM) Aden.
Facilities: Terminal handles transshipment, import and export of containers.
It has two container berths, each 350 m. in length, depth 16.0 m. alongside
in a dredged pocket.
Location: On the north shore of Aden Harbour.
Equipment: 540 tonne (under-spreader) Reggiane super post-Panamax
shore gantry cranes, each with 48 m. outreach from the front of the fenders
(18 rows); 840 tonne Fels cranes (RTGs) and 5 Reggiane RTGs (2000),
4+1 high, 6+1 wide, and 2 reachstackers handle containers in the yard;
30 tractor units and 65 trailers move containers from the quay to the yard.
Storage: The container yard covers a total area of 35 ha. and has 3,31220 ft.
ground slots in 12 bays, each 46 slots long, with a storage capacity of
13,248 TEU when stacked four high.
Facilities: The yard has 252 reefer container power points. A 9748 m. CFS
and multi-country consolidation shed, with office space, is located to the rear
of the container yard, together with terminal offices, independent power
station (14 MW), desalination plant, workshops, waste treatment plant and
reefer container repair, maintenance and cleaning facilities.
The ACT operates a fleet of service, maintenance and emergency vehicles.
CRUISE FACILITIES: Passenger vessels use the two bunkering
dolphins 6 in and 6 out on the south side of the harbour opposite the tourist
pier. Passenger launches are available to transfer passengers to and from
the ships, but ships may also, with permission, use their own launches.
Ro-Ro: Maalla Terminal: One alongside Ro-Ro berth, length 150 m., depth
7.62 m., ramp width 20 m., located at right angles to No. 1 cargo berth.
Little Aden Oil Harbour: One Ro-Ro berth located on the NE corner of the
dry cargo Berths No. 5 and 6, depth 11.0 m., ramp width 20 m. Ships moor
stern to this berth. The distance from the face of the berth to the nearest
limiting depth of the 11.0 m. dredged area is 200 m.

TANKER FACILITIES: Little Aden Oil Harbour:

Berths No. 1 4: Berths No. 1 and 2 are T-jetties and Berths No. 3 and 4 are
pier berths.
Berths No. 5 6: For LPG, dry cargoes, heavy lifts and import/export cargoes
(liquid and dry) in containers shipped to or from the refinery. LPG quay length
120 m.
LPG/LNG FACILITIES: See Berthing and Tanker Facilities.
CRANES: 130 tonne floating crane that can be deployed to any berth is
operated by YPA.
Fishing Harbour: 35/10/20 tonne gantry cranes.
Also see Berthing and Container Facilities.
CARGO HANDLING FACILITIES: Cargo Handling: Cargo may be
handled year round and worked round-the-clock in both harbours. Cargo is
not worked at the outer harbour anchorage.
Storage: A large number of cargo storage sheds available at the Maalla
Terminal, including two 17060 m. cargo sheds and the CFS. The Maalla
Terminal provides 6 ha. of open storage area in addition to the container
storage area.
STEVEDORES: ETA advice to Agent at least 48 hours before arrival.
Containers at Maalla are handled by YPA and at the ACT by OPM. Bulk,
general cargo and other stevedoring within the inner harbour is carried out
by the privately owned Joint Stevedoring Company. Tel: +967 (2) 243733.
Fax: +967 (2) 243867.

Working Hours:
Containers (Maalla):

First shift

Second shift
Containers (ACT):
Other cargoes (Maalla): First shift
Second shift
Third shift

24 hours
0700 1300 (extended to 1800 if
1800 0700
24 hours
0600 1200
1400 1800
1800 0600

Note: Reefer cargoes are generally worked during the hours of darkness
during summer months.
Also see Shipmasters Report dated April 2001.
Opening/Closing Hatches: Normally carried out by stevedores,
derrick-topping by ships crew. Vessels not to move in harbour with beams
BALLAST: Available at the Little Aden Oil Harbour and by barge at the
Maalla Terminal.
POLLUTION: Pollution combatting equipment is available at the Aden
Refinery Company (Little Aden). Standard international regulations to prevent
the pollution of harbour waters are in force. The Maritime Affairs Authority
(MAA) operates a fully equipped Pollution Control vessel stationed in Aden
Inner Harbour.
WASTE DISPOSAL: Facilities available and compulsory. Contact Agent.
SLOPS DISPOSAL: Facilities available. Contact Agent. Oily bilge
water/slops and black/grey water can be collected from ships and disposed
of at shore facilities.
MEDICAL: Notice for medical attention not normally required except for
serious cases requiring doctors attendance on board, or ambulance cases.
Vaccination certificate required for landing. Hospital facilities available.
Also see Chandlery.
FRESH WATER: Ample available by barge. Contact Agent.

FUEL: The Aden Bunkering Department (ABD) operates from two bunkering
dolphins on the south side of the inner harbour (berths 6-in and 6-out) and
can also supply small quantities of bunkers by barge.
Bunkering facilities on the north shore are operated by the Arab Investment,
Manufacturing and Trading Company (AIMT) at Dolphin Berth No. 7. The
company also plans to provide bunkers by barge soon.
Aden Refinery can provide bunkers to tankers that are calling at the oil
harbour to discharge or load.
The former Yemen-Kuwait Company bunker facilities west of Hedjuff on
the south side of the inner harbour supplying Berths 8-in and 8-out are being
refurbished (May 2005).
CHANDLERY: There are no firms specialised in this field in Yemen.
However, the Yemen Ports Authority has a large fleet of tugs and launches.
These craft are available at all times for rendering assistance to sick persons
on board ships in the vicinity of the ports and are also available for crew
changes, mail and spare parts delivery.
SERVICES: Bunkering, towage, launch service, spares, repatriation,
marine/engineering surveys, gyro/radio repairs, life raft repairs and surveys.
Fumigation: Empty ships can be fumigated and a Derat Certificate issued
by the Port Health Authority. Container fumigation is also available.
NEAREST DRY DOCK: The National Dockyard Company operates one
broadside slipway, capacity 1,500 tonnes (currently downrated), four
slipways, 200 300 tonnes capacity; and one floating dock capacity
1,500 tonnes (currently downrated).
Also see Repairs.
REPAIRS: The National Dockyard Company at Hedjuff is equipped with
workshops, large lathes, electrical, casting, refrigeration and other repair
shops and offers in-water repair services.
Tel: +967 (2) 244484, 244502. Fax: +967 (2) 241681.
SURVEYORS: There are surveyors available to conduct
marine/engineering surveys, gyro/radio surveys/repairs and life raft
Surveys are arranged through the Agent. Engineering surveys are arranged
through the National Dockyard Company. All surveyors working at the port
are licensed by the authority.
Also see Repairs.
POLICE/AMBULANCE/FIRE: Ambulance at Crater Tel: +967 (2)
53232. Harbour Police Tel: +967 (2) 22851. Port Health Tel: +967 (2)
22626/7. Fire Tel: +967 (2) 22222.
Force make their helicopters available for rescue at sea whenever possible.
Also see Chandlery.
FIRE PRECAUTIONS: As per the Refinery regulations (International
Standard). Tug wires to be rigged and check list to be furnished. Harbour
tugs are fitted with fire monitors. The Maalla Terminal is equipped with a fire
main. Fire engines are stationed about 0.5 km. from the Maalla Terminal, at
the airport and at the Aden Oil Refinery Harbour. The ACT operates a fire
engine and water bowser.
GANGWAY/DECK WATCHMEN: It is recommended watchmen are
employed; they can be supplied by ships Agent. Safety net to be rigged.
REGULATIONS: A copy of port notices and regulations is provided to
the Master by the Pilot and Agent when entering the port. No movement of
dangerous petroleum at night. Vessels must vacate oil berths on completion
of bunkering. Main engines must not be immobilised in an oil berth. Sufficient
crew must remain aboard vessel at all times to move her.
Ships carrying dangerous cargoes calling at Yemen Ports must inform the
Port Authority concerned not less than 48 hours prior to arrival. IMO
Class 1 dangerous cargo to discharge at Outer Harbour Anchorage, if IMO
Class 1 in transit vessel will manoeuvre during day time only.
Immobilisation of main engines should not be executed at any berth before
obtaining written permission from Port Authority, through Agent. Same
procedure applies for overside hull painting. Application to be through Agent
in duplicate. Main engine immobilisation in oil berths and Home Trade Quay
not allowed.
TIME: GMT plus 3 hours. No alteration of clocks.
LOCAL HOLIDAYS: Most holidays are religious which have movable
dates. National holidays are 14 October and 30 November. Cargo work
usually carried out during all holidays. Friday is a public weekend holiday.
WEATHER/TIDES: Tidal Range: Approximately 1.0 m. (neaps) and
1.7 m. (springs). Maximum recorded tidal flow spring tide 0.43 m./sec.
(1.0 knot).
Winds: Prevailing winds NEly from October to May, SWly from June to
DELAYS: See Shipmasters Report dated April 2001.
CONSULS: China, Egypt, Germany, Libya, Russia, Saudi Arabia, Somalia
and UK.
TELEPHONES: No connection to ships but link calls can be made on
VHF through Yemen Communications using Channel 16 to call and working
on Channel 26. Some Agents have private VHF Channels.
NEAREST AIRPORT: Aden International Airport, 6 km.
BANKS: National Bank of Yemen, The Arab Bank, Indo Suez, Yemen
International, Yemen Commercial Bank.
CUSTOMS ALLOWANCES: Tobacco/wine, spirit allowance. No
restriction at the moment. Bonded stores not allowed to be supplied more
than 1 hour before ship sails.
SHORE LEAVE: Regulations: In accordance with Art. 8 of the
Immigration Rule No. 28 of the year 1969, all crew members coming ashore
will be excused from obtaining visa provided they surrender their passports
to the Immigration Officer-in-Charge. These passports will be given back to
the holders before they return to their particular vessels. Any crew member
unable to comply with these instructions will not be permitted to visit the town.
Ships crew are not allowed to stay ashore after 0000 hrs.
Taxi and air-conditioned bus services to Sanaa, Taiz, Hodeidah, and other
towns are available from stations in Sheikh Othman, 8 km. from Maalla and
3 km. from the ACT.
REPATRIATION: Crew changes can be arranged through Agent. Transit
visas for crew members joining or leaving vessels are arranged with the
Immigration authorities.
Also see Chandlery.

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




IDENTIFICATION CARDS: Shore pass to be carried at all times when

Fuel: The gas oil bunker barge came alongside the vessel on the port side


soon after vessel was made fast. Bunkering was commenced immediately
on arrival, even before ship was cleared by the port authorities. Minimum
amount of gas oil to be supplied was 35 tons. Bunkering went smoothly.

SEAMANS CLUBS: A representative of the Missions to Seamen visits

ships berthed at Aden inner harbour and Little Aden oil harbour. Publications
of the Missions to Seamen are distributed to ships. Library and video
exchange facilities are available at the Community Centre in Tawahi (Steamer
Point). Occasional social events are arranged at the Centre. Contact
Tel/Fax: +967 (2) 201204.
A Seafarers Centre is planned, to have telephone, email/internet and
recreational facilities.
DEVELOPMENTS: A new coastguard base being constructed 1 cable
east of the Abkhari Pier on the south side of the inner harbour was due to
be completed during 2005.
Bunkering facilities west of Hedjuff on the south side of the inner harbour
at Berths 8-in and 8-out are being refurbished.
Phases II and III of the Aden Container Terminal will extend the berths from
the present 700 m. to 1,650 m. Material for Phase II construction has been
stockpiled to the west of Phase I.
A new finger jetty with alongside depths of 14.0 m. (north side) and 11.0 m.
(south side) is under construction (May 2005) to serve a bulk grain facility
on the west side of the Maalla Terminal. Dredging to depths of up to 14.0 m.
in this area was completed in September 2004. Additional bulk import and
rock export facilities are planned.
YPA has prepared a project to widen the port access channel to the inner
harbour to 250 m. and deepen it, and the inner harbour turning area to 17.0 m.
Under the Aden City Master Plan, new berths north and west of the Aden
Container Terminal are planned for bulk rock export, bulk and other imports,
with storage space and other facilities.
Vessel called at Aden for bunkers and fresh water.

3 Crew Lists.
1 Crew List
2 Customs Declarations
1 Crew Declaration.
2 Crew Lists.
2 Crew Lists.
Arrival Declaration filled in by Agent after arrival. Departure Declaration
was also signed for Agent to fill in later for Departure Clearance. No Ships
Certificates were requested by the Agent or the Port Authorities. Immigration
officers check passports. Shore leave allowed with Passports/Seamans
Book. Agent and Port Authorities very co-operative and arrival formalities
were quick and smoothly carried out.
Agent returned on board prior to vessels departure to give Port Clearance
papers and instructions to call Aden Port Control by VHF Channel 16 for Pilot
when vessel is ready to sail.
Pilotage/VHF: When 25 miles from Aden and approaching from the west,
Aden Port Control was contacted on VHF Channel 16.
Following information was requested:
Ships name:
Last port
Next port
Type of vessel:
Agent in Aden.
We were then instructed to call again when vessel was 4 miles off the
Fairway Buoy. We reported again when vessel was 4 miles off the Fairway
Buoy, and were then informed by Port Control that no arrangements made
by our Agent for Pilot to bring the vessel into port. We were then instructed
to anchor vessel 2.5 miles SW of the Fairway Buoy and to report again when
vessel was anchored.
After reporting anchoring time and position back to Port Control, we were
then instructed to call our Agent on VHF Channel 16. Agent was then
contacted on Channel 16 with working Channel 11. We were then informed
by our Agent that as no confirmation from the bank of funds from the Owners
received by them yet, vessel will not be allowed into the port and we were
to keep VHF watch on Channel 16 for their call again when confirmation was
received. Two other vessels were also outside the anchorage who had arrived
2 days before us and were similarly waiting for confirmation of funds from
their Owners to the Agents.
Next morning, our Agent called again on VHF to advise that funds had
been received by them and vessel could now proceed into port for bunkers
and fresh water. Thereafter Aden Port Control called up for vessel to heave
up anchor and proceed to the Fairway Buoy, where the Pilot will board. Pilot
boards near the Fairway Buoy with lee side pilot ladder.
For departure, call Aden Port Control for Pilot. Vessel has to inform them
that Port Clearance papers are on board and no barges alongside the vessel.
Pilot checks the Port Clearance papers after boarding. We were instructed
to exhibit the pilot lights (red white red) vertically on the masts. As our
vessel did not have the lights required, we informed Port Control about it and
they were kind enough to disregard the lights. Pilot and mooring gang arrived
together 45 minutes later by boat. Pilot disembarks after clearing harbour
entrance breakwater and at No. 4 Buoys. We were informed by the Pilot that
some of the buoys are unlit, but can be picked-up clearly on the radar.
No. 2 and No. 3 starboard green lights were not lit. Similarly No. 1 port red
light was not lit. The Fairway Buoy could not be seen to be lit also.
Mooring: Vessel berthed starboard side alongside dolphin berth with
bunkering facilities, but which were not used during bunkering. One tug and
two mooring boats meet the vessel near the berth, but the tug was not used.
Port anchor was let go while coming alongside with 1.5 shackles out. Three
mooring ropes were used forward and aft, 2 ropes as springs, 2 ropes as
stern lines to the dolphin berth, and remaining 2 ropes also as stern lines to
buoys forward and aft of the dolphin berth. Pilot disembarks to the mooring
boat after vessel is all fast alongside.
During departure, one tug is made fast at the stern with ships line. All lines
were cast off and the port anchor heaved up with the tug aft pulling the stern
of the vessel, away from the berth. When the port anchor was aweigh, engines
were used with astern movements to swing the vessel round to starboard to
face the entrance harbour breakwater. Tug was then cast off from the stern.


Fresh Water: The fresh water barge also came alongside and made fast
forward of the bunker barge. After completion of bunkering and the bunker
barge had cast off, the fresh water barge moved aft to take its place and
commenced to supply fresh water to the vessel. Capacity of the fresh water
barge was approximately 200 tons. Supply was made using normal canvas
hose, and there were three supply outlets to supply to different tanks on
board our vessel simultaneously. We were informed by the Agent that there
are three fresh water barges in Aden port, but only one is available to supply
fresh water to the vessels in port, as the other two barges were undergoing
repairs at the time. Cost of fresh water is US$ 4.00/ton.


Vessel: General cargo vessel, 18,100 d.w.t.
Cargo: Bagged rice and steel pipes.
Documents: Once the vessel was secured alongside, the ships Agent
boarded with one Customs Officer, an Immigration Officer and a Health
Officer. Inward clearance took approximately 20 minutes.
The following documents were required:
Health Officer:
1 Derat (Exemption) Certificate
1 Crew List
1 Vaccination List (Yellow Fever).
Also see Health.
Immigration Officer:
1 Crew List
All Passports.
All Passports were checked by the Immigration Officer.
The ships Bonded Store was not sealed by the Customs Officer. Our vessel
is an alcohol-free ship.

Arrival: On our arrival off the port, due to port congestion, we were advised
to either anchor 1.5 n.m. to the SW or SE of the Fairway Buoy, which is also
the inner pilot boarding area. Due to the western anchorage being crowded,
we decided to anchor in the eastern anchorage.

Anchorages: The anchorage area is congested and the holding ground

good. Despite the frequent fresh winds, our loaded vessel did not drag her
Also see Arrival.
Approaches: All the buoys in the approach channel were in their charted
positions with navigational lights working.
Also seeVHF.

Pilotage: After spending 8 days in the anchorage, Port Control advised us

to heave up anchor and proceed to the inner pilot boarding area. On
approaching the pilot boarding area, our vessel was advised to stand-by for
one hour. We therefore decided to anchor 0.25 n.m. off the inner pilot station,
which was just as well as we ended up waiting for 3 hours. Finally, the pilot
boat called up when nearly alongside our vessel, and once the Pilot had
boarded, we weighted the anchor and proceeded inwards to the inner
Both the inward and outward Pilots were very professional and courteous.
Health: The Pilot granted the vessel free pratique on boarding at the

Tugs: See Berthing.

Berthing: Once inside the harbour, our vessel was secured to several
mooring buoys, and letting-go the port anchor to check the bow, berthed
starboard side alongside. Two tugs using ships lines were used during the
berthing operation.

Cargo Handling Facilities: We commenced discharging the bagged rice

the following morning with ships gear.

Stevedores: The stevedores were surprisingly efficient (quick) and the

discharge was continuous. They are unskilled labour and had little regard for
their own safety. Twice on the same day, stevedores approached the Duty
Officer with minor hand injuries. Although the injuries occurred in the barges
while discharging bagged rice and steel pipes, the stevedores tried to blame
our vessel.
The ships Agent advised us that any injury whether incurred on our vessel
or the barges, our vessel would be held liable. We therefore took photographic
evidence of the discharge operation and of the lack of protective equipment
being worn by the stevedores. In the end, the stevedores did not push the
issue any further.

Shore Leave: Permitted. Ships crew going ashore have to take their
Seamans Books and deposit them at the main gate, collecting a receipt that
acted as a shore pass.

Medical: Satisfactory facilities are available. No advance notice required for

sending crew members for general or specialised medical attention.
Fresh Water: Available, but we did not load any.
Fuel: Available, but we did not load any.
Garbage Disposal: Available. Garbage is collected once a day. Contact
ships Agent.

Delay: There is a continuous backlog of cargo vessels waiting to berth at

the port.

AUTHORITY: Yemen Ports Authority, Port of Aden, PO Box 1316,

Tawahi, Aden, Yemen. Tel: +967 (2) 202666, 203521. FAX: +967 (2)
205805, 203521. Telex: 6278 MAWANY YE. Email:
Web: Contact: Captain Abdulla Ibrahim Abkar,
Director General (Tel: +967 (2) 243096, 202953 (after hours). Fax: +967 (2)
243211). Captain Hussein Ahmed As-Saaidi, Harbour Master
(Tel: +967 (2) 202850. Fax: +967 (2) 206241).

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

Ash Shihr Terminal


ASH SHIHR TERMINAL: 14 41' N 49 31' E

(See Plan)
LOCATION: The Ash Shihr Petroleum Export Terminal, operated by
Canadian Nexen Petroleum Yemen, is located on the southern coastline of
the Republic of Yemen, approximately 230 n.m. east of Aden.
The terminal has an exclusion area radius 3 km. from SPMs No. 1 and 2.
Only terminal and military craft other than offloading vessels are allowed to
enter this area.
CHARTS: BA Chart No. 3784 (Ras al Kalb to Ras Marbat).
DOCUMENTS: Upon arrival at the terminal, the following documents will
be required by the Republic of Yemen Government authorities. The Pilot will
collect these documents on behalf of the appropriate authorities:
2 Bonded Stores Lists
2 Cargo Manifests
2 Crew Effects Declarations
3 Crew Lists
1 Last Port Clearance (original)
1 Maritime Declaration of Health
2 Vaccination Lists.
Documentation required by the terminal operator:
Current CLC Certificate (copy)
Document of Compliance (copy)
International Ship Security Certificate (ISSC) (copy)
P&I Club Pollution Insurance Certificate (copy)
Safety Management Certificate (copy)
Signed Agreement for Agent to sign documents (EDP)
Signed Conditions of Use letter (by Master)
Signed Forecastle Watchkeeper
Signed Information to Masters Communications Procedure
Signed Information to Masters Early Departure Procedure
Signed Non-Intrinsically Safe Equipment
Signed Notice of Readiness Notification
Signed Safety Requirements
Signed Ship/Shore Safety Check List
Signed Ships Stores List
Signed Tanker Deficiency Report.
Shipping Documents: The terminal operator prepares all cargo related
documentation, including Bills of Lading, Quality & Quantity Report, Cargo
Manifest, Certificate of Origin, Tanker Time and Loading Report, Ships Ullage
Report and Receipt for Documents and Samples. The terminal utilises an
Early Departure Procedure (EDP). See Cargo Operations.
Bills of Lading are based on shore metered quantities and will be dated
according to the time of completion of loading. No amendment to any Bill of
Lading is permitted.
Letters of Protest: Any Letters of Protest must be signed by the Master
and dated and endorsed with the ships stamp. The Mooring Master has the
authority to receive all letters, without prejudice.
MAX. SIZE: Minimum 80,000 d.w. tonnes, maximum 400,000 d.w. tonnes
(loading restricted to 265,000 tonnes of cargo), depth 45.0 m.
RESTRICTIONS: The terminal only accepts vessels with segregated
ballast water tanks (SBT).
The terminal operates throughout 24 hours but tankers are only berthed
during daylight hours (sunrise to sunset) with all berthing operations being
completed prior to sunset. During the monsoon season, berth is carried out
during the early morning daylight hours due to strong midday SW thermal
winds, unless decided otherwise by the terminal operator.
Age Restriction: The terminal will not accept a vessel for loading if the
calendar year in which the vessel was built precedes the calendar year in
which the vessel is nominated to the terminal by twenty years or more.
Also see Berthing.
PILOTAGE: Compulsory, Mooring Master and his assistant provided by
the terminal operator will board an arriving vessel approximately 2 n.m.
seawards of the SPM. Vessels shall not proceed inwards without a Mooring
Master on board.
A combination of accommodation ladder/pilot ladder should be rigged on
the leeward side, 1.0 m. above sea level and conform to SOLAS and IMO
Mooring Master: A Mooring Master will remain on board the vessel to
coordinate the loading operation throughout the vessels stay. The Master of
the vessel must provide the Mooring Master, his assistant, the cargo inspector
and possibly an Oil Ministry representative with full messing and
accommodation, equivalent to that enjoyed by the vessels officers.
Terminal Terms of Acceptance: The Mooring Master will give the Master
of the vessel a Terminal Rules and Regulations booklet and duplicate copies
of documents entitled Ash Shihr Petroleum Export Terminal Conditions of
Use, Ship/Shore Safety Check List and Safety Requirements. These
documents specify the conditions of use and safety requirements which must
be satisfied. The Master must personally sign the Conditions of Use document
before the terminal operator will accept the vessel and allow her to berth.
ANCHORAGES: Masters are advised that the terminal operator cannot
advise suitable anchorage areas due to poor holding ground, seabed mainly
dolomite limestone.
Masters must not attempt to anchor within the terminal area.
All attempts to anchor must be well clear of the terminal and its facilities.
The terminal operator will have no liability whatsoever for any claims,
charges, damages or losses of any nature or kind incurred by or in any way
relating to anchoring of vessels.
Vessels shall have their anchors made secure prior to their final approach
to the terminal.
Approach to Terminal: Approach to the terminal is direct from the open
Vessels Waiting to Berth: All vessels waiting to berth at Ash Shihr Export
Terminal must keep a safe distance offshore to the south and east of the
PRE-ARRIVAL INFORMATION: Masters are advised that the terminal
only accepts vessels with segregated ballast (SBT). Vessels shall maintain
trim and draft so as to be able to depart the terminal in an emergency if
Masters are advised that the terminal utilises a compulsory Early
Departure Procedure which will be fully explained on arrival.

The terminal operator must be provided with answers to the following

questionnaire, 3 days prior to the vessels arrival at the terminal:
BBB Cargo requirements and cargo on board in barrels at 60 F.
CCC Maximum loading rate through 216 in. connections and the
minimum loading rate.
DDD Quantity and type of ballast on board to be discharged at this terminal.
EEE Number and size of cargo manifolds. Do they comply with OCIMF
Recommendations for Oil Tanker Manifolds and Associated
Equipment, 4th Edition 1991.
FFF Availability of two reducers to adapt port side manifold to suit 26 in.
150 ANSI loading hoses.
GGG Whether inert gas system is operative and percentage oxygen level
in cargo tanks, prior to arrival at terminal.
HHH Is vessel equipped with one or two bow chain stoppers capable of
accepting a 76 mm. chain.
JJJ Does forecastle mooring arrangement comply with OCIMF
Recommendations for Equipment Employed in the Mooring of Ships
at Single Point Moorings, 3rd Edition 1993.
KKK SWL of cranes or derricks
LLL Last port and destination
MMM Name of pollution insurers
NNN Summer deadweight tonnage
OOO Arrival displacement, sailing displacement
PPP Arrival draft, sailing draft
QQQ Nationality of officers and crew, including total persons on board.
RRR Masters name
SSS Flag state and registry
TTT Equipment defects
UUU Confirmation that suitable accommodation (officer) is available on
board for three persons
VVV Confirmation that the vessel has valid International Ship Security
Certificate (ISSC)
WWW ISPS security level
XXX Other.
Attention is drawn to the serious view of pollution taken by the terminal
operator. Fines may be imposed by government authorities to which will be
added the cost of any clean-up operations. You are responsible to ensure
that crew members cause no pollution during the vessels stay at the terminal.
Principal pollution causes include leaking sea and overboard discharge
valves and cargo or bunker overflows. Prior to arrival, sea discharge valves
must be flushed and deck scuppers must be plugged.
VHF: Arriving vessels call the terminal call sign Ash Shihr Terminal on
listening Channel 16, then switch to working Channel 9. All vessels shall have
a working VHF radio in their cargo control room.

Information to Masters Communications Procedure:

1. The primary means of communications between the tanker and the
terminal control room during loading is VHF Channel 9.
2. The call sign of the terminal control room is Operations Control.
3. The secondary means of communications is by private UHF radio
(Channel 1), which is in use by terminal personnel.
4. An emergency stop of loading by the tanker will be activated by the
words Operations Control, Emergency Stop and repeated until
acknowledged by the terminal control room.
5. Regular communication checks between tanker and terminal control
room must be made during loading. It is procedure that tanker and
terminal duty personnel will exchange cargo figures frequently, usually
at hourly intervals, and this practice will also serve as a
communications check.
6. The Mooring Master has a marine VHF radio with him at all times.
He can be contacted by the tanker duty officer on Channel 9, if
TUGS: A tug is available at the terminal. The operator will require that the
tug be in attendance throughout operations. A ships line must be provided
at the stern of the vessel for use in an emergency. The tug is secured using
a tugs wire.
BERTHING: Ships Security: Vessels will be met by military vessels on
their approach to the terminal, escorting vessels to the SPM. On completion
of loading, military craft will again escort the offtake vessel from the terminal.
Whilst at the terminal, if any watchkeeper sees anything unusual, report it
to the officer of the watch who should in turn advise the Mooring Master/Pilot
Berthing on Arrival: Government officials may board the vessel with the
Mooring Master and his assistant. The Agent seldom boards the vessel.
SPM No. 1: Located in position Lat. 14 40' 35" N, Long. 49 31' 16" E.
Navigation light white flashing U 15 seconds, visible 3 n.m.
The buoy is rated to handle tankers 80,000 300,000 d.w. tonnes, but can
load to displacement 374,000 tonnes. Tankers up to 400,000 d.w. tonnes
have been accepted for loading but been restricted to max. 265,000 tonnes
of cargo. Max. draft 22.2 m.
SPM No. 2: located in position Lat. 14 41' 24" N, Long. 49 32' 26" E.
Navigation light white flashing U 15 seconds, visible 3 n.m.
The buoy is rated to handle tankers 80,000 320,000 d.w. tonnes, max.
draft 24.0 m.
Navigation Buoys: Permanent navigation lights are exhibited on the two
navigation buoys marking the 27.4 m. contour, Fl. Y. 5 sec. with radar
Positions of the buoys:
East Buoy:
Lat. 14 41' 15" N, Long. 49 31' 10" E
Mid Buoy:
Lat. 14 41' 47" N, Long. 49 31' 52" E
West Buoy:
Lat. 14 40' 55" N, Long. 49 30' 31" E

Service Tug Mooring Buoys:

Mooring Buoy A:
Mooring Buoy B:
Mooring Buoy C:

Lat. 14 41' 08" N, Long. 49 29' 30" E

Lat. 14 40' 50" N, Long. 49 29' 30" E
Lat. 14 42' 01" N, Long. 49 32' 15" E

SPM Buoy: The 12 m. diameter Single Point Mooring buoy is moored in

approximately 45 m. water depth. A small boat harbour is provided for the
use of terminal support craft only.

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



Ash Shihr Terminal

Draft Upon Arrival: Vessels must arrive at the terminal with sufficient
ballast/cargo on board, to ensure safe manoeuvring of the vessel and be
trimmed no more than 4.0 m. by the stern and with propellers submerged.
Vessels will not be berthed with excessive trim or insufficient ballast.
Partly Loaded Tankers: Vessels that are partly loaded to the extent it
effects the manoeuvrability of the vessel in the vicinity of the SPMs will not
be accepted for loading. Partly loaded tankers will only be accepted for
loading if the cargo on board on arrival is in accordance the following:
VLCC ULCC: Max. cargo on board 1,000,000 bbls. (net) or less
Suez Max.: Max. cargo on board 500,000 bbls. (net) or less
Afr Max.: Max. cargo on board 300,000 bbls. (net) or less.
Mooring Master Authority: The Mooring Master can instruct any vessel
to leave a berth.
Vessels Officers and Crew: A ships officer with an adequate command
of English and sufficient qualified crew must always be available at all times
for operational requirements and emergencies.
MOORING: Mooring Systems: The mooring system is comprised of two
endless grommet 17 in. circumference mooring ropes each with a single
U3 grade 76 mm. chafing chain.
Provision of Mooring Equipment: Vessels must be equipped with
mooring equipment in accordance with the OCIMF Recommendations for
Equipment Employed in the Mooring of Ships at Single Point Moorings.
Panama Lead Size: Panama leads and chain stoppers must accept
76 mm. diameter chains.
Messenger Lines: The vessel must supply at the bow two floating
messenger lines of 25 mm. minimum diameter and minimum 50 m. long.
Deployment of Emergency Towing Wires: All vessels must deploy
emergency towing wires forward and aft on the starboard side.
HOSES: Each 20 in. loading hose string tapers to a 16 in. diameter tanker
over-rail hose, to which is secured a shut-off valve, camlock coupling, hang-off
chain and pick-up rope.
Manifold Connections: 216 in. 150 ANSI rated loading manifolds must
be prepared on the port side. The manifold must comply fully with the OCIMF
Recommendations for Oil Tanker Manifolds and Associated Equipment,
4th Edition 1991.
Crane/Derrick: Vessels hose lifting equipment shall be Safe Working Load
(SWL) certified and rigged to handle at least 12 tonnes.
Handling of the Equipment: Equipment supplied by the terminal will be
taken on board from a line handling boat, using the vessels lifting equipment.
The vessels crew must be available to receive equipment and connect the
loading hoses. A tag line must be provided on the cargo hook.
CARGO OPERATIONS: Notice of Readiness: Tender Notice of
Readiness on arrival by contacting Ash Shihr Terminal, if the vessel is ready
in all respects to load.
Acceptance of the Notice of Readiness: Notice of Readiness will be
accepted by the terminal operator during daylight hours and subject to the
following conditions:
1. The terminal is open and vessel has arrived.
2. The Estimated Time of Arrival (ETA) has been advised to the terminal,
72, 48, 24 and 12 hours prior to arrival, and Masters have advised the
terminal of any change of ETA in excess of 3 hours.
3. Vessel complies with the Terminal Rules and Regulations.
4. The vessel must arrive within the designated loading range.
5. If the vessel arrives outside the designated loading range, the following
a) A vessel that tenders NOR within its loading range or before the
first day of its loading range shall have priority over a vessel that
tenders NOR after the last day of its loading range.
b) A vessel that tenders NOR within its loading range shall have priority
over a vessel that tenders NOR before the first day of its loading
c) In the event two or more vessels tender NOR within their respective
loading ranges, priority shall be given to the vessel with the earlier
loading range.
d) In the event two or more vessels tender NOR before the first day
of their respective loading ranges, priority shall be given to the vessel
with the earlier loading range.
e) In the event two or more vessels tender NOR after the last day of
their respective loading ranges, priority shall be given to the vessel
with the earlier loading range.
f) In the event a vessel tenders NOR after the last day of their loading
range, the terminal operator shall, subject to a) e), use reasonable
efforts to berth the vessel at the first available opportunity, provided
that doing so will not delay another vessel expected to arrive before
or during that other vessels loading rang.
Vessels Alongside the Loading Vessel: Only vessels authorised by the
terminal operator are allowed alongside, while deballasting and loading
operations are in progress.
Standards of Operations: Loading operations are conducted in
accordance with the following standards and recommendations:
a) Oil Companies International Marine Forum (OCIMF), International
Chamber of Shipping (ICS), International Safety Guide for Oil Tankers
and Terminals (ISGOTT)
b) special emphasis on the OCIMF Recommendations for Tanker
Manifolds and Associated Equipment, and the OCIMF
Recommendations for Equipment Employed in the Mooring of Ships
at Single Point Moorings
c) MARPOL (73/78) as amended
d) Ash Shihr Petroleum Export Terminal Rules and Regulations (latest
Safe Loading: Safe operations and continuing compliance with the
Terminal Rules and Regulations on board the vessel throughout the vessels
stay at the terminal, is the Masters responsibility.
Forecastle Watchkeeper: While the vessel is moored at the facility, it is
a requirement that the position of the vessel in relation to the SPM buoy is
continuously monitored by vessel personnel.
Please ensure that a competent watchkeeper is continuously posted on
the forecastle throughout the entire period that your vessel is moored.
The watchkeeper must receive clear instructions that he shall inform the
officer-on-watch by radio when the vessel moves into a position closer than


usual to the SPM buoy. Further to this, they will also report the vessels
position in relation to the SPM to the cargo control room (CCR) every
15 minutes and Mooring Master/Pilot every 30 minutes on VHF Channel 9.

Suspension and Stopping of Loading See Combination Carriers

(OBO): The Master may suspend loading at any time. A minimum of
30 minutes notice is required prior to change of loading rate or suspension
or completion. Emergency stops excepted.
The Mooring Master and the vessels Master must liaise as to the amount
of cargo that will be received on board the vessel after the shore pumps have
stopped. The terminal operator will not be responsible for any overloading
that may occur. There is no capability to pump excess cargo back to the
terminal storage tanks.
Ship and shore quantities will be verified at regular intervals throughout
the loading, usually hourly.
Closure of Vessels Valves: The vessels loading system valves must
never be closed against the terminals loading pumps. After completion of
loading, the terminal operator will notify the vessel through the Mooring
Master when it is safe to close the manifold valves.
Loading Rates: Initial loading is by gravity at approximately 6,000 bbls./hr.
Once it is confirmed that cargo is being received on board and the vessel is
ready to receive an increased rate, the rate will be increased to max.
50,000 bbls./hr. or as requested by the offtake vessel.
The minimum loading rate is 15,000 bbls./hr.
The maximum loading rate is 60,000 bbls./hr.
Hydrostatic Balance Loading (HBL): Hydrostatic balanced loading is
not permitted at the terminal.
Inert Gas System (IGS): Vessels loading at the terminal shall have a fully
functioning IGS as per SOLAS requirements. All tanks must be maintained
in positive pressure with oxygen content 8% or less by volume. This will be
verified by a terminal representative.
Water Plugs and Flushes: Vessels may be required to provide a water
plug or receive a water flush. The ships Master will be advised in advance
of this requirement.
Special Requirements for Vessels at the Terminal: The vessels fire
main must be pressurised at all times with two hoses with foam delivery
nozzles connected to foam hydrants available for emergency use. Records
must be at hand to show that the foam system is in good working order and
functions correctly.
Two portable dry powder extinguishers must be available close alongside
the loading manifolds.
Combination Carriers (OBO): Particular care should be taken when
loading or discharging liquid cargo from combination carriers and when
handling ballast on such ships to ensure that the total free surface effect of
cargo and ballast is kept within safe limits, otherwise a sudden, and possibly
violent, change of list could occur.
In compliance with government requirements, all combination carriers are
supplied with stability data and loading and unloading instructions.
Prior arriving at the terminal, a plan must be prepared for the anticipated
loading sequence, bearing in mind the free surface effect and distribution of
cargo, fuel and ballast at all stages of the operation. This plan must be
discussed with the Mooring Master prior to the commencement of loading or
If a loss of stability becomes evident during loading, all cargo and
deballasting operations must cease and a plan prepared for restoring positive
stability. This plan must be discussed with the Mooring Master prior to
The terminal will only accept combination carriers if the vessels three
immediate preceding cargoes have been crude/fuel oil.
Double Hull Operations: Single hull tankers usually have such a high
metacentric height in all conditions of loading and ballasting that they can
be considered as being inherently stable.
The main problem likely to be encountered with a double hull tanker is the
effect on the transverse metacentric height of liquid free surface in the cargo
and double bottom tanks.
The most critical stages of any operation will be whilst emptying the double
bottom ballast tanks during loading of cargo.
It is imperative that the tanker and terminal personnel involved in cargo
and ballast operations are aware of this potential problem, and that all cargo
and ballast operations are conducted strictly in accordance with the ships
loading manual.
Where they are fitted, interlock devices to prevent too many cargo and
ballast tanks from being operated simultaneously, thereby causing an
excessive free surface effect, should always be maintained in full operational
order, and should never be over-ridden.
Ships which operate with limited metacentric height should be equipped
with a loading computer which calculates metacentric height.

Early Departure Procedure:

1. Masters should be aware that the Early Departure Procedure is
compulsory at the terminal as all companies lifting cargo have been
informed. In any case, on arrival Masters are requested to sign a letter
which is an agreement in principle to the procedure.
2. On completion of loading, cargo hoses will be disconnected and the
vessel unmoored from the SPM.
3. Concurrent with (2) above, vessels tank ullages, water dips, etc., will
be taken. Usually this practice is completed prior to unmooring
4. The vessel will be manoeuvred to a safe position which is to seaward
of the SPM and then stopped to await shore cargo figures.
5. Shore cargo figures will be passed to the vessel from the terminal by
VHF radio.These figures represent the Bill of Lading figures.
The ships cargo figures will be passed to the terminal by radio by
the Mooring Master. If there is no dispute over the difference between
ship and shore cargo figures, then the vessel is free to sail. In case
of a dispute, the respective cargo figures will be recalculated and
compared once before the vessel is released.
If the Master chooses to issue a Letter of Protest, this will be
received by the Mooring Master.
6. No cargo documents will be placed on board the vessel, either in
completed or blank form.

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

Ash Shihr Terminal

7. All cargo documents which require Masters signature will be signed
by the vessels Agent after the documents have been prepared by
the terminal, which will be after the vessels departure. Authorisation
to sign cargo documents is a matter between the Master and the
vessels Agent.
8. Copies of the signed Bill of Lading and Q & Q Certificate will be sent
by fax to the vessel. If the vessel does not have a fax, the Master
can nominate a fax number to which they can be sent.
9. Masters copies of cargo documents are forwarded to the discharge
port by courier.
10. An outward clearance certificate for the vessel is issued by the
vessels Agent and presented by the Pilot prior to sailing.
BALLAST: Discharge of Ballast: The discharge of dirty or
contaminated ballast is strictly forbidden. The operator will have no liability
whatsoever for any deadfreight incurred due to retention of ballast or any
other residues. No ballast reception facilities exist at the terminal.
Clean Ballast: Clean Segregated Ballast (SBT) may be discharged to the
sea at any time. The Mooring Master will check that vessels with cargo tanks
dedicated to Ballast (CBT) comply fully with MARPOL regulations and that
complete segregation exists between the ballast and cargo systems before
approving deballasting.
Prior to commencing discharge, cargo tanks should be depressurised
enough so as to allow up to three ullage ports to be opened. Venting shall
only be to vessels riser system and open venting shall not be allowed.
Simultaneous Deballasting and Loading: All vessels shall be capable
of loading/deballasting simultaneously at all times. The draft and trim must
be maintained in a condition whereby emergency evacuation of the berth can
be achieved. The terminal operator accepts no responsibility for the mixing
of crude oil and water on board the vessel.
POLLUTION: Documentary Requirements: The vessels owner or
bareboat charterer shall be enrolled as a member of the International Tanker
Owners Pollution Federation Ltd (ITOPF) and at all times Certificate of
Insurance or an equivalent certificate of financial responsibility.
Each vessel which is to load at the terminal must have P&I insurance in
force and effect that provides the standard $1,000,000,000 pollution
coverage. Documentary evidence must be presented to the terminal operator
at the terminal before being accepted to load.
WASTE DISPOSAL: Disposal of waste, sewage waters or garbage in
the sea is forbidden. No facilities exist to receive waste material, garbage or
sewage waters at the terminal.
MEDICAL: Medical and dental services are not available at the terminal,
except in an emergency.
FRESH WATER: Not available.
FUEL: Not available.
CHANDLERY: Provisions: The embarkation and/or disembarkation
foodstuffs, provisions, fuels and different types of commodities using the
terminal facilities is strictly forbidden.
Any of the aforementioned services will be supplied by the Agent with his
own resources and through his own means, either before or after loading
The vessel cannot take on stores or provisions at the terminal.
REPAIRS: No facilities available.
Immobilisation of Vessel: The vessels main engines and essential
machinery must be ready at all times in order to allow immediate vacation
of the berth.
CONSULS: The nearest consuls are in Sanaa.
NEAREST AIRPORT: Riyan Mukalla Domestic Airport, 10 km.
SHORE LEAVE: Only in cases of approved emergency, or for
humanitarian reasons, or for special circumstances as approved by the
terminal operator and on whatever terms and conditions the terminal operator
may impose, can the vessels personnel embark or disembark at the terminal.
In these cases, the terminal operator can provide transportation for the said
embarkation or disembarkation.
Also see Repatriation.
REPATRIATION: Crew changes cannot be carried out at the terminal.
No member of the ships crew or passengers is permitted to land, except in
an emergency.
GENERAL: Lifeboats: Except for an emergency abandonment of the
vessel, no vessel shall lower its lifeboats to the sea.
Ships Agents: Ships Agents must be registered with the appropriate
government authority.
Mail and Correspondence: Official communications and crew mail will be
handled by the ships Agent.
SHIPMASTERS REPORT: December 1993 (Updated 1998).
Location of SBM: Lat. 14 40.6' N, Long. 49 31.3' E.
Pilot: Pilot boarded 2 n.m. south of SBM.
Anchorage: None. Vessels must drift when awaiting berth.
VHF: Terminal works on Channel 9.
ETA: Sent by FAX/Inmarsat to 871-1473113 or 871-1473150, 10 days,
72 hours, 48 hours, 24 hours and 12 hours prior to arrival.

5 Crew Lists
1 Vaccination List
1 Customs Declaration
2 Bond Stores Lists
1 Last Port Clearance
3 Arrival Information Lists (Form)
3 Sailing Information Lists (Form)
1 Masters Authorisation Letter for EDP.
Cargo: Masila Crude Oil. API 31.0 31.9. Temperature 98F.
Loading: Max. rate 60,000 bbls./hr.
Hoses: 216 in. on port side.
Officials: Customs and Immigration do not visit.
Local Agent boards with Clearance.
Duty Pilot and an assistant, together with a surveyor, stay onboard all the

Moorings: 217 in. circumference nylon grommet ropes with 76 mm. chafe
chains. Bow chain stoppers required.
OPERATOR: Canadian Nexen Petroleum Yemen, PO Box 52137,
Mukalla, Hadhramout, Republic of Yemen. Tel: +1 (403) 699 5010 (ext. 0),
Inmarsat (871) 762 392256. FAX: +1 (403) 699 5850, Inmarsat (871)
600 150522. Email:
Web: Contact: John Holland, General Manager
(Email: Nigel Precious, Terminal Manager

HODEIDAH: 14 47' N 42 57' E

(See Plan)

LOCATION: On the Red Sea coast of the country.

CHARTS: BA Charts No. 542 and 143.
DOCUMENTS: On arrival 16 copies of Manifests of cargo for discharge
are required and each must be endorsed with the word Correct by the
Customs Authorities at the port of loading. It is imperative that at least two
of the 16 copies of Manifests on board the ship should be freighted copies,
otherwise two additional copies, showing freight details, should be airmailed
to Hodeidah separately to arrive in advance of the vessel. The Master should
also be in possession of one copy of each Bill of Lading and certificate to
show vessel is not blacklisted.
ISPS COMPLIANCE: Port is compliant.
Port Facility Security Officer: Gamal Al Areeqi. Tel: +967 (3) 211615,
203203 (after
Mobile: +967 737 88 577.
MAX. SIZE: LOA 200 m., draft 9.75 m.
Also see Shipmasters Report dated May 1982.
RESTRICTIONS: Berthing/unberthing throughout 24 hours.
PILOTAGE: Compulsory and as the entrance of the channel giving access
to the port cannot be observed from the port area itself it is essential that
accurate ETAs be given to the Agent in order to avoid delays waiting for a
Vessels will be piloted down a dredged channel, length approximately
8 n.m., which is buoyed with black starboard and red port hand buoys, has
depth 10.0 m. and width 200 m.
Pilot boarding position Lat. 14 56' N, Long. 42 54' E.
ANCHORAGES: Masters are also recommended to ensure that on arrival
they anchor off the entrance to the new port to await the Pilot and do not
anchor off the old port opposite the town approximately 5 n.m. to the south
and which is still shown as being the Port of Hodeidah on some charts.
Vessels anchoring in the wrong area may suffer some delay before they
can be contacted and asked to proceed to the correct area. Masters should
be advised to anchor at the outer anchorage in position Lat. 14 55' N,
Long. 42 54' E.
Also see Shipmasters Report dated May 1982.
PRATIQUE: All members of the crew must be vaccinated against yellow
fever and cholera, otherwise permission will not be given to disembark.
PRE-ARRIVAL INFORMATION: Vessels should send their ETA 72,
48 and 24 hours prior to arrival.
The 24-hour message should contain the following information:
a) request for Pilot
b) vessels confirmed ETA
c) draft fore and aft, d.w.t., g.r.t., n.r.t. and LOA
d) quantity of cargo and distribution.
Hodeidah Radio Station is operative from 0600 1800 hrs. daily, the call
sign is 4WD or 4WD3 (short).
VHF: Port Control listens on Channel 16 and works on
Channels 12 and 14 throughout 24 hours.
TUGS: Compulsory. 13,500 h.p., 32,500 h.p. tugs and 2750 h.p. line
boats available.
BERTHING: There are eight cargo berths totalling 1,145 m. and one oil
dolphin berth available.
The quay is of concrete construction and is well founded. Use of rat guards
is recommended.







General cargo, bulk

Containers, Ro-Ro
General cargo

CONTAINER FACILITIES: Operator: Port Authority.

Facilities: 230 ton
300,000 sq.m.
Also see Berthing.



4 straddle



TANKER FACILITIES: Operator: Yemen Petroleum Co. Tel: +967 (2)

208138. Fax: +967 (2) 209533. Telex: 2757, 2257.
Facilities: Dolphin berth for the discharge of clean products only, situated
within the port. Max. size 15,000 d.w.t., LOA 150 m., beam 23.0 m. and draft
alongside 10.0 m. but limited to 9.75 m. in the channel.
CRANES: Seven quay cranes up to 10 tons capacity, 430 ton mobile
cranes, 175 ton floating crane, 63 ton rail-mounted cranes. 430 ton
forklifts, 830 ton forklifts (private) and 635 ton straddle carriers.
Compulsory to use shore cranes.
CARGO HANDLING FACILITIES: Storage: There are 11 sheds
totaling 21,000 sq.m. and 1,000,000 sq.m. of open storage.
STEVEDORES: All labour is provided by Agents representative including
winchmen and tally clerks, but winchmen are provided entirely at ships risk.
Rates of discharge vary but are quite satisfactory and with bagged cargo
the average obtained is 30 tons per hatch per hour. Night work is possible.
Vessels are expected to supply food on board to cargo supervisors,
foreman, and tally clerks. It may be left to Masters discretion whether this
is supplied, but if not the Agency will have to supply same and the cost will
be debited to the vessels.
Working Hours: Normally from 0600 1100 and again from 1300 to
midnight. Additional work outside these hours, including after midnight can
usually be arranged if necessary, although this cannot be guaranteed. Any
work after midnight is overtime.

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




MEDICAL: Hospitals at Hodeidah and Sanaa-Taiz.

FRESH WATER: Available; pumping rate 10 15 t.p.h.
FUEL: Small quantities of diesel oil available from Yemen Petroleum by
road tanker.
Yemen Petroleum Co. Tel: +967 (2) 208138. Fax: +967 (2) 209533.
Telex: 2757, 2257.
REPAIRS: Light repairs can be carried out.
SURVEYORS: Lloyds Agency available.
REGULATIONS: It is strictly forbidden for crew and passengers on board
to take photographs while a vessel is in the harbour approaches or secured
to the jetty in harbour.
Any vessel which permits oil and/or water to be discharged into the harbour
will be liable to a minimum penalty of US$500.
TIME: GMT plus 3 hours.
LOCAL HOLIDAYS: Friday is the weekly day of rest, Sunday being a
normal working day. There are also a number of Moslem holidays. Work is
usually possible on such days but cannot be guaranteed. Holidays for special
occasions are also liable to be declared at short notice. Friday if worked 50%
and public holidays 100% surcharge. During the Moslem fast period of
Ramadhan lasting about twenty nine days, which again varies from year to
year, work is slower.
Also see General before first port.
CONSULS: (and Embassies):
Algeria, China, PR of, Egypt, Ethiopia, France, Germany, Iraq, Italy, Korea,
Rep of, Kuwait, Lebanon, Libya, Russia, Saudi Arabia, Syria, UK and USA.
NEAREST AIRPORT: Hodeidah International Airport.
SHORE LEAVE: Allowed. The Master should prepare a list of persons
wishing to go ashore as Agent has to issue ID cards.
PURSERS REPORT: August 1982.

1 Maritime Declaration of Health. (Any countrys (preferably Arab) is
accepted suitably amended)
1 Vaccination List (ships form)
10 Crew Lists (ships form)
1 Bonded Stores Lists (ships form)
1 Crew Effects List (ships form).
Sundry Customs and Agents forms were brought aboard on arrival. These
required the usual information regarding draft, fuel, water, and tonnages, etc.
Customs and Port Authorities were very particular that cargo tonnages
were accurate as per Manifest when completing forms.
Customs sealed both bond and beer rooms, but placed no restriction on
quantities in bars and cabins with the proviso that alcohol was not sold or
given to locals. An additional quantity of bonded items was allowed to be
removed before sailing.
Courtesy Ensign: Supplied in the USA and not marked to show which was
top. It should be flown with the red stripe uppermost.
Mail: The Agent advised that mail both in and out of the country was slow
and unreliable.
Laundry and Chandlery: Both services available but not used.
Navigation: The Master advises that navigational marks could well change
due to berth extensions and port improvements. A container crane is at
present under construction.
Entrance channel is buoyed differently to that shown on BA chart (see
Plan). Pilot suggests that max. draft at LW is approximately 8.0 m.,
especially if there is a swell at the entrance.
Report: We quote below text of a circular telex received from Ports and Marine
Affairs Corporation, Hodeidah:
The General Corporation of Yemen Ports hereby advise all Masters, Owners,
Charterers and Agents that as of 14 September 1990 all vessels with a draft
of more than 31 ft. (9.45 m.) should not attempt to enter the dredged channel
to the port of Hodeidah.
Vessels arriving during darkness should anchor to the west of the Fairway
Buoy and await instructions.
Vessels arriving during daylight may have to anchor for a short period of
time, but it is the intention of GCYP to put a pilot onboard each ship at the
first daylight high water and bring such vessels to the inner anchorage.
Under no circumstances should vessels attempt to enter the port without
a pilot, except with the express permission of the Harbour Master.
1. There is no Fairway Buoy (Fairway Buoy is indicated on BA Chart
No. 1990).
2. There is no Buoy No. 2 (Port authorities instructed vessel to anchor
inside Buoy No. 2 in Lat. 14 55' 44" N, Long. 42 53' 42" E for
3. Authorities/Agent instructed vessel to anchor by Buoy No. 2, but this
was unsafe as the depth is 7.7 m.
4. Due to shallow water in anchorage position (inside Buoy No. 2),
2 vessels collided when one of them was trying to anchor.
5. A vessel anchored in the position indicated and ran aground.
6. Our vessel, which berthed port side to at Berth No. 4, grounded
forward with a draft of 32 ft. 5 in.
7. The maximum depth in the anchorage position, which was checked,
was 9.8 m., 3 hours after high water.
8. No ships certificates were requested by the Port Authorities or the
Agent on arrival.
9. No written permission given by Port Authorities for painting ship or
load line or for boat drill.
10. Two crew members required cholera vaccinations, but these were not
11. A vessel was given verbal permission to paint ships marks, and after
painting was fined US$3,000.00.
12. The Master of a vessel was jailed for refusing to instruct his crew, to
discharge bulk cement from the hold, which were the remains of bags
torn by the stevedores.
13. The cook on a vessel was shot by the gangway watchman, for refusing
to prepare him food at 2300 hrs.
14. The Port Authority/Agent debited the vessel for one or two shore
cranes daily, even though the shore cranes were not working.


15. The evacuator for discharging bulk wheat was damaged by the
stevedores, due to bad handling, and the vessel was delayed
32 hours, until a bank guarantee of US$200,000.00 was given (actual
cost of damage was about US$5,000.00).
16. Attention of all Masters and Owners is drawn to the permissible arrival
draft which is 32 ft. (salt water). For every inch over 32 ft. the vessel
is fined US$3,000.00.
17. This vessel was penalised for 5 in., and had to pay a fine of
US$18,000.00 without official receipt from the Port authorities.
18. For further fines and restrictions, please see General Notice
before first port.
Approaches: Approaches to Fairway are generally clear without much traffic
density and/or fishing crafts. Outer Anchorage for deep draft vessels is not
declared by port, but vessels drawing more than 8.0 m. draft normally anchor
between 1 3 miles NW of the Fairway. Some vessels are found anchored
very far from Fairway as per Masters wish. There is no restriction regarding
that by the port. Within 3 miles from Fairway, depths from 14 21 m. are
available. Strong SW winds are experienced in March/April, but the anchor
holding ground is good.
VHF: Port Control keeps 24 hour watch on Channel 16, but generally calling
vessels do not get reply on VHF during the hours of darkness. The reply on
VHF is heard only when Port Control wants to contact the vessel for
something. The enquiries regarding berthing instructions are not answered
by Port Control, and they advise vessel to contact Agents by telex. All
information regarding berthing, etc., is obtainable only through the Agents.
Pilotage: Pilot boards the vessel near Buoy No. 11. Vessels generally do
not get much advance notice to proceed to Pilot Station. The requests by
vessels to have advance notice to get engines ready are not taken care of.
Also it has been frequently noticed that orders to proceed to Pilot Station are
very often postponed, many times in some cases. If at short notice the vessel
is not able to reach Pilot Station at given time, fine is imposed and/or berthing
is cancelled. Masters are warned that Pilots are inexperienced and care must
be exercised during their pilotage to avoid problems.
Fresh Water: Fresh water is available in port at US$15.00 per tonne. Ships
are advised to avoid receiving fresh water from the port as it is saline and
unconsumable by crew. Also, the fresh water is not fit for use in engines.
Water rationing should be commenced on arrival anchorage, if long stay is

1. Arrival Notice: Notice of Arrival must be given 24 hours prior to
vessels ETA.
Fine of US$120.00 for non-receipt of cable/notice by Master via
Hodeidah Radio Station for vessels arrival.
2. Flag: Fine of US$200.00 for non-hoisting Yemen National Flag.
3. Permissible Draft: Maximum allowed arrival draft for Channel Entrance
and alongside is 32 ft.
Any over-draft on arrival, a fine of US$3,000.00 per extra inch.
International misdeclaration of draft by Master will be fined double.
4. Dumping Rubbish within Quays and Port Areas: Fine of
US$250.00 will be imposed. Master/crew of vessel or Agents are
compelled to remove rubbish.
5. Spilling dirty liquids or fuels within port limits, vessel and Agents will
be responsible in accordance with environment pollution regulations.
6. If Pilot boarded vessel for sailing under request of Master/Agents, and
found vessel not ready, fine of US$50.00 per hour will be imposed.
In case tugs have been ordered by Pilot to attend for assistance,
transport charges will be applied.
7. If Pilot proceeded to anchorage for berthing and found not ready, thus
cancelling operation, full pilotage will be charged.
8. Vessel not allowed to change positions either at anchorage or
alongside without prior permission, which will result in imposing fine
according to vessels size.
9. Any misdeclaration of particulars of vessel or cargo onboard by
Master, fine of 100% of port dues/tolls.
10. If vessel sails from anchorage after having registered without
clearance, fine of US$1,000.00 will be imposed.
11. Fine of US$120.00 for non-fixing of rat guards.
12. Fine at US$0.50 per meter of LOA per hour to vessel, if it exceeds
time allowed for discharge. Port Authorities reserve the right to remove
such vessel to anchorage after 48 hours of exceeding allowed time.
13. Distribution of cargo in vessels holds is essential where minimum
30% of total cargo for discharge in each hold. Any excess of 30% in
stowage, fine of US$1.00 per ton will be imposed.
14. Port Authorities reserve the right to apply any fine deemed necessary
after approval of Board of Directors, and to increase or decrease the
fine shown in this by-law accordingly to the extent of offence.
15. If any crew members Shore Leave Pass is lost, a fine of
US$200.00 per lost Shore Leave Pass will be imposed.
16. If the gangway is opened after 0200 hrs., the Port Customs will impose
a fine of US$1,400.00.
Draft Restrictions: The port is very strict about overdraft. Maximum draft
allowed alongside is 32 ft. (9.75 m.). There is a fine of US$3,000.00 per inch
of extra draft. Vessels drawing exactly 32 ft. draft or a little less are warned
that they must insist that the Boarding Pilot checks the draft and get a letter
regarding draft signed by him. In the port, it is very common practice to declare
vessels overdraft even if they are not.
This vessel, which is a bulk carrier, carried 28,500 tonnes of wheat from
USA. US silo figures showed 28,500 tonnes of cargo. As per ships
calculation, we had 28,560 tonnes of cargo on board. Arrival Hodeidah, draft
was 31 ft. 11 in. forward and 32 ft. 00 in. aft with no list. The drafts and
densities were frequently checked during long stay at anchorage to avoid
problems in port. The only mistake done was that we did not insist on Berthing
Pilot checking the draft. The reason was that we had decided to call Lloyds
Register Surveyor alongside to declare our draft and cargo figures. Alongside
Berth No. 3/4, things went the way that we could not imagine. After berthing,
when we checked the draft, we found vessel tilted to starboard showing much
lesser draft on port and about 6 in. more, i.e. 32 ft. 06 in. draft on starboard.
This was not at all expected. We checked the sounding by hand lead and
came to the conclusion that vessel was touching bottom on port side and
was afloat on starboard side, due to which she was tilted to starboard. This
was high water time. Later, Port Authorities boarded 3 hours after high water

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



and found 3 in. overdraft on starboard side for which they wanted the vessel
to sign. It was refused, and they refused to start the cargo work. Later, at
high water, Lloyds Register Surveyor was called, who also concluded that
vessel was touching bottom on port side due to which draft was unreliable.
Port was asked to cast off the vessel and check draft a few meters away
from the berth, but they never agreed to it and insisted that vessel had to
pay US$9,000.00 for 3 in. overdraft. They did not even agree to Lloyds
Register Surveyors report. After discharge, silo computer figures showed
293 tonnes short loaded cargo which was not possible. Finally, P&I Club
came into picture, gave them bank guarantee to get port clearance.
Therefore, all ships are again advised to:
a) insist that the Pilot checks draft before boarding and signs a document
regarding confirmation of not being overdraft
b) get a draft survey done before commencement of discharge to avoid
any disputes about short landing, which is very common.
Customs: Customs are quite strict in Hodeidah. There is no restriction on
keeping any amount of alcoholic drinks in your cabins or in ships bars. The
only instruction given is that it should not be sold or offered to locals. In any
case, offering drinks to locals cannot be avoided in my opinion, because the
cargo work, as well as ships stay alongside, will not be smooth, if drinks,
cigarettes, etc., are not offered to those directly involved in ships cargo work
or other things. Also, there is no restriction on books, publications and movies
in other languages and countries, as long as they are kept in cabins and not
in common places.
Shore Leave: Shore leave is allowed with Shore Passes. Crew intending
to go ashore must get out of the ports main gate before 1800 hrs. After
1800 hrs. you are not allowed to go out. There is no restriction for entering
the gate at anytime, but generally taxis are not allowed to proceed beyond
the gate and up to the vessel after 2200 hrs.
Shipchandlers: Stores and provisions are available, but their price list is
about three times the market rate. Self-shopping for large quantities of
provisions/stores, etc., is not allowed.

Facilities in the Town:

1. There are a good number of international telephone booths in the
telephone exchange, where cards are available throughout the day
and night, except from 1800 1900 hrs. The booths are available for
calls throughout 24 hours.
2. There are two good hotels and restaurants, a) Ambassador and
b) Bristol, where a wide variety of food, as well as alcoholic drinks,
are available. Alcoholic drinks are not available and not allowed
anywhere else in the town.
3. A large attractive park is open to public and is a good place for children
to play. There is also a long beach area which is good for picnics,
etc., but has no lighting arrangement along the beach.
Public in general are honest, reliable and well mannered. The population
includes Yemeni and a few Indians and Pakistanis.
Other facilities, like video parlours for movies in English, Arabic, Indian and
few other languages, are available. Currency is Yemeni Riyal, and official
exchange rate is approximately 12 Riyals to US$1.00.
Flag: VERY IMPORTANT: Whilst at loading port in Malaysia, we read port
information for Hodeidah in 1997/98 Edition of Guide. It stated that the
national flag has red, white and black horizontal stripes of equal size with
green star in the centre of white stripe. So prior to arrival we added a green
star to the flag.
During night pilotage to Hodeidah port, the tugs assisting us noticed the
above flag and informed the Port Authority directly. We explained to the Pilot
that we consulted the Guide and the Mariners Handbook (1989 Edition). The
Pilot answered we finished it nine years ago. So immediately after berthing
at 0130 hrs. we were fined.
The design of the flag is red, white and black horizontal stripes of equal

a) The Pilots are now much more experienced.
b) Fresh water is very expensive but is consumable, no salinity found.
c) Port Control are very co-operative. They operate on VHF
Channels 14 and 16.
d) Rat guards are to be used in a proper way. Large rats were seen on
the quay. If mooring lines are found without rat guards, vessel will be
e) Do not use siren/whistle when in the port, except in emergency,
otherwise heavy fines will be imposed.
Location: The port is located in position Lat. 14 48' N, Long. 42 55' E.
Max. Size: Max. LOA 200 m.
AUTHORITY: Hodeidah Port Authority, Port and Marine Affairs Corp,
PO Box 3183, Almina Street, Hodeidah, Yemen. Tel: +967 (3) 211600,
211603, 211620. FAX: +967 (3) 211601. Telex: +895 5565 MAWANI YE.
Cables: Mawani YE. Email: Web:
Contact: Captain Ali Hamid Sharaf, General Manager. Harbour Master.

MOCKA (Mokha): 13 17' N 43 10' E

(See Plan)

MAX. SIZE: 15,000 d.w.t. Max. LOA 175 m.

TUGS: 2 tugs, 750 h.p. and 2,500 h.p.
BERTHING: 325 m. of quay with depth 8.5 m. Vessels may berth
simultaneously. Cargo is discharged direct onto trucks or onto open area.
New sheds are under construction.
TANKER FACILITIES: Tankers up to 11,000 d.w.t. berth alongside the
CRANES: 318 ton mobile cranes.
MEDICAL: Clinic available.
FUEL: Not available.
TIME: GMT plus 3 hours.
Vessel: 6,000 d.w.t., 104 m. LOA. Discharged 2,000 tons of RBD palm oil.
Port Limits: None defined, however vessel is in port limits and arrived once
anchored within the anchorage marked on B.A. Chart 1955.

Documents: 1 copy Personal Effects Declaration, 1 copy Stores List, 1 copy

Inoculations and Vaccinations and at least 10 copies of Cargo Manifests,
3 copies of Crew List.
Anchorages: Vessel anchored safely in a position with the North Fort Barge
103 True 1.74 miles. Vessels max. draft was 20 ft. and there was 30 ft.
of water below the keel at 1 hour before low water. It is inadvisable to proceed
further south, especially at night due to the placing of unlit channel marking
buoys by the port.
Pilotage: There are presently two berths, one on either side of a finger wharf.
The Pilot boards at the anchorage and brings the ship alongside one of these
berths. There are 3 Pilots in Hodeidah and 1 in Mocka.
Max. Size and Restrictions: Max. permissible draft is 26 ft. salt water and
max. LOA permissible is 500 ft.
Radio: None. The port operates VHF on Channels 16 and 14. There are no
fixed hours and the port radio is in operation only when the port wishes to
communicate with the vessels.
Radar: None.
Tugs: 2 tugs assist vessels for berthing and unberthing. We were assisted
by the Markaron (2,000 h.p.).
Cranes: None. There are mobile cranes available with the prior arrangements
of the ships Agents. Otherwise ships gear is mainly used.
Stevedores: None in the strictest sense. Labour is recruited by the Agents
and made available on board.
Tankers: There is no facility for discharging petroleum cargo.
Density: 1025.
Fresh Water: Not available.
Fuel: Not available.
Fire Precautions: None.
Consuls: None.
Repairs: Not available.
Dry Docks: None.
Surveyors: None.
Watchmen: None.
Customs Allowances: Bonded stores are not sealed. Master is verbally
informed not to make any issue from the bonded stores without the Customs
permission. All officers and crew who declared their quota were allowed to
keep same.
Repatriation: Possible, but local Agent has no knowledge of how to effect it.
Airport: None.
Time: GMT plus 3 hours.
Shore Leave: Allowed. The town is situated about 4 km. from the jetty. There
is no entertainment that seamen can find in this town and it is not advisable
to be ashore after dusk.
ID Cards: None are issued but ships personnel going ashore have to carry
their Seamans Book or passport.
AUTHORITY: Ports and Marine Affairs Corporation, Hodeidah, Yemen.
Contact: Abdelkader Abyadh, Manager of Mocka Port.

MUKALLA (Khalf): 14 31' N 49 09' E

(See Plan)

OVERVIEW: Mainly used for imports, but some fish also exported. Major
commodities include foodstuffs, cement, oilfield equipment, drums of oil and
general cargo. Total imports 683,340 tonnes (dry cargo, including bulk) and
537,303 tonnes liquid bulk; total exports 17,707 tonnes (dry cargo);
9,015 TEUs containers handled (2004).
In 2004, a total of 346 ships called at Mukalla.
LOCATION: Halfway along the southern coast of Yemen in the Gulf of
Aden, approximately 270 n.m. east of Aden.
Khalf Harbour lies 1 n.m. to the east of the town of Mukalla and 1.6 n.m.
west of Ras Kodar in the bay between Ras Burum and Ras Kodar and 390 m.
below Jebel Al Qara, which protects Mukalla from the NE monsoon between
October and May.
CHARTS: BA Charts No. 6 and 3784.
Nautical Publications: British Admiralty Red Sea and Gulf of Aden Pilot,
NP 64.
PORT LIMITS: On a line 2.5 n.m. due west from Ras Marbat, thence due
north to the coast.
Crew Effects Declaration
Crew List.
Ships to have valid statutory certificates on board.

Crew List
Notification of Arrival
Passenger List
Pre-arrival Notification of Security (PANS).
Cargo Documentation: Normal cargo documentation procedures
Customs and Immigration: Customs and Immigration officers board
ships on arrival and on departure.
MAX. SIZE: 15,000 d.w.t., LOA 160 m., draft 8.5 m. Larger ships by
special arrangement on favourable tides.
DENSITY: 1025.
RESTRICTIONS: Cargo working at the anchorage is limited by weather
during the SW monsoon. Fines are liable to be imposed on any ships that
exceed the limiting draft, based on a rate per inch of excess draft. Ships
should therefore ensure that their draft does not exceed the limits of the port
by obtaining verification of actual draft from the Pilot before entering. Berthing
normally throughout 24 hours.
APPROACHES: The harbour entrance between breakwaters to the south
and west of the harbour basin is 105 m. wide with depth 10.0 m. (CD).
No sea buoys, fairways or channels.
Navigation Aids: White light Fl. ev. 5 secs, 15 miles, at the western end
of the south breakwater.
LFl. R ev. 10 secs on the southern end of the north breakwater.
Turning Basin: Diameter 240 m.
PILOTAGE: Compulsory for ships over 200 g.t. and available throughout
24 hours. Pilot station is marked on BA Chart No. 3784 (inset plan Al Mukalla)
in Lat. 14 31.1' N, Long. 49 08.7' E, just south of the 15 m. contour line.

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




ANCHORAGES: Open anchorage SW and west of Khalf Harbour, depth

10.0 60.0 m. Exposed to the SW monsoon wind and sea between June
and September, particularly from 1100 1900 hrs. (sea breeze) daily during
these months.
PRATIQUE: Healthy cargo ships are given pratique by the pilot when
entering. Pilgrim ships/passenger vessels are given pratique by the port
health doctor.
PRE-ARRIVAL INFORMATION: ETA to be advised at least 24 hours
prior to arrival.
Standard messages to include:
a) ETA
b) Masters name
c) vessels nationality
d) call sign
e) g.t.
f) d.w.t.
g) max. draft
h) type of cargo
i) reason for call
j) security level on board (if ship is not at Level 1)
k) declaration of any dangerous cargo on board.
Also see Documents.
VHF: Port Control listens on Channel 16 throughout 24 hours.
TUGS: 21,200 h.p. Voith Schneider propelled tugs, owned by the Port

Depth (CD)

South Breakwater 1




East Quay 2





Fisheries Quay 2
Roadstead Anchorage
South Khalf Harbour Buoy


General cargo,
General cargo,

10.0 60.0 Lightering

General cargo,

The Harbour Masters office and control tower is situated at the northern
end of the breakwater (or Lee Groyne) on the western side of the harbour
basin. Mukalla has two cargo berths and a fisheries quay plus a slipway and
fishing boat berths in the NE corner of the harbour.
BULK CARGO FACILITIES: Raysut Cement Co Ltd operates silos
behind Berth No. 2, storage capacity 6,000 tonnes, bagging rate
600 tonnes/hr., loaded pneumatically.
Yemen Cement Co operates a storage warehouse behind Berth No. 1,
storage capacity 18,000 tonnes, bagging rate 1,200 1,300 tonnes/hr.,
loaded by forklift truck.
CONTAINER FACILITIES: No specialised berths but 20 ft. and 40 ft.
containers can be handled by ships gear and 150 tonne shore crane.
Also see Cargo Handling Facilities.
TANKER FACILITIES: A buoy berth to the south of Khalf Harbour is
connected by pipeline to shore storage tanks.
There is a combined dry cargo/tanker berth alongside Berth No. 1 with
connections to storage tanks.
CRANES: See Container Facilities.
CARGO HANDLING FACILITIES: Cargo may be handled inside
Khalf Harbour year round throughout 24 hours if required. 42 tonne Kalmar
forklift for container handling and other cargoes.
Storage: Facilities (sheds and open land) available at the port, but most
cargo is moved by direct delivery to trucks and leaves the harbour area
Also see Bulk Cargo Facilities.
STEVEDORES: Carried out by the private Mukalla Stevedoring Company.
Working Hours: 0600 1500. Overtime can be worked on request.
BALLAST: No facilities.
POLLUTION: Anti-pollution equipment not available.
WASTE DISPOSAL: Licensed garbage collectors available and
compulsory for garbage disposal within port limits. However, garbage
collection facilities will only be provided on request by the Agent.
MEDICAL: Mukalla hospitals have limited facilities.
FRESH WATER: Supplied directly.
FUEL: Bunkers in limited quantities by tank trucks. Arranged through
CHANDLERY: Provisions available.
SERVICES: Launch service.
Fumigation: Not available.
REPAIRS: Not available.
SURVEYORS: The Assistant Harbour Master is also the marine surveyor
for the port. Marine and engineering surveyors from Aden.
FIRE PRECAUTIONS: The harbour tugs can combat onboard fires and
fire engines are stationed about 3 km. from the port.
REGULATIONS: These are provided to the Master by the Pilot and ships
Agent when entering the port.
TIME: GMT plus 3 hours.
LOCAL HOLIDAYS: 1 5 February; 1 May 22 May; 26 September;
14 October; 13 17 November and 30 November.
WEATHER/TIDES: Tidal Range: Approximately 1.3 m.
Wind: Easterly from October to May, southerly from June to September.
Also see Anchorages.
NEAREST AIRPORT: Rayyan Domestic Airport, 29 km., connections to
Aden, Sanaa and Dubai.


BANKS: National Bank of Yemen (Mukalla branch) and some private


SHORE LEAVE: Swimming and tourist hotels, otherwise facilities limited.

REPATRIATION: Possible. Arranged through Agent.
GENERAL: Coast Guard: The coast guard service is operated by the
Yemeni coast guard.

Security: The harbour is regularly patrolled by coast guard boats and


Visitors: By permission.

DEVELOPMENTS: A new port to serve the region around Mukalla is

under consideration.

SHIPMASTERS REPORT: August 1984 Updated 1989.

Port Limits: See Gulf of Aden Pilot (No. 64).
Documents: See Aden.
Max. Size: Ships normally accommodated at Khalf Port up to 145 m.,
drawing max. draft of 8.5 m. Larger ships could be accepted if permission
granted in advance by the Port Authority.
Density: 1026.
Restrictions: Entering/leaving:
Anchorage: None.
New Port: Daytime only. During SW monsoon only from 0600 1100 hrs.
and max. LOA 75 m.
Approaches: The lighthouse is visible at 18 miles.
Pilotage: Compulsory for all vessels proceeding to and from the Port of
Khalf. Call Pilot on VHF Channel 16. Vessels to display international signals
day and night.
Anchorages: Pilot Book as mentioned above gives sufficient information.
A good practice during July each year (when SW monsoon is at its strongest)
is to drop a second anchor in the morning and to heave it home again at
about 1900 hrs. To keep second anchor out during the whole time of port
stay is inadvisable as direction of turning on wind/tide is unpredictable and
thus might end up with chains fouled.
Pratique: As ship arrived from Aden, no formalities whatsoever.
Tugs: At least one tug, and probably two when port is open for shipping.
Berthing: Two alongside berths for up to 10,000 S.d.w.t. Three alongside
berths for coasters, depth up to 5.0 m.
Cranes: 14 mobile cranes, 3 10 tons capacity.
Stevedores: Work throughout 24 hours.
Hatches: Once open, not necessary to close again except for sailing.
Climate: Warm/humid but no rainfall.
Medical: Local hospital available but only a few facilities.
Chandlery: See Aden.
Repairs: Not available.
Surveyors: Available.
Gangway/Deck Watchmen: Not required, no reports of pilferage of cargo
and/or ships stores.
Delays: At present congestion may occur during the SW monsoon period.
In future congestion may occur as infrastructure of the new port leaves
much to be desired (roads to/in/from the port, direct delivery etc.).
Consuls: None.
Nearest Airport: Rayyan Airport, 29 km. east of Mukalla.
Banks: National Bank of Yemen. Local currency: Dinar.
On presentation of passport-receipt, USD (and only this currency) can be
exchanged for Dinars (approximately USD 3 for 1 Dinar).
It is very difficult to obtain US dollars in exchange for Dinars.
Customs Allowances: Bonded stores were sealed on arrival, no specific
rules, no search parties of Customs.
On departure: No check of seals.
Shore Leave: In Mukalla (as well as in Aden) when passing Customs Gate,
passport is exchanged for receipt by the Immigration Officer on duty. When
returning from shore leave this receipt is again exchanged for passport.
Note: It is difficult to make officials understand that crew members and/or
visitors from abroad are not in possession of a receipt, which makes a crew
change extra time consuming (charterer had to wait 3 hours before he was
allowed to proceed to the ship).
Repatriation: Crew Change:
Out-going: Via Mukalla Airport to Aden (6 times a week except Fridays)
then either via Jeddah or Dubai/Kuwait to ultimate destination.
In-coming: Very difficult as visa required and not easy to obtain.
Note: Flights Mukalla-Aden and vice-versa may differ from printed time-tables.
General: Provisions: Not available.
Stores: Not available.
Transit Time Airmail Post:
Mukalla-Europe: Minimum 2 weeks, maximum 3 weeks.
Europe-Mukalla: Minimum 2 weeks, maximum 3 weeks.
Agency: National Shipping Co, PO Box 8039, Mukalla, Yemen.
Cables: Natship Mukalla (via Aden Radio).
Importer: National Company for Home Trade, 5th Government Branch,


Port Limits: The port limits extend in a 270 direction from Ras Marbat for
2.5 miles, thence 000 along Long. 49 07' E to the coast.
Max, Size: 10,000 d.w.t. and draft 8.5 m.
Restrictions: Berthing during daylight hours only.
Approaches: BA Charts No. 3784 and 10.
Prominent terrain affords reasonable radar positions. Careful consideration
should be given to night-time arrival if without radar due to the total absence
of navigational aids at both the port and adjacent coastlines. The white house
at Point Ras Marbat and the four tower ruins above the town are charted
and conspicuous from seaward.
Pilotage: Pilot boards from launch, off the breakwater.

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



Anchorages: For vessels over 10,000 d.w.t. all cargo is handled at the

NEAREST AIRPORT: Al-Gaidah Domestic Airport, 40 km. to the east

anchorage which may be closed from May to October due to its exposure
to the SW monsoon. Holding ground is reported to be variable. Reasonable
anchorage obtained in 27 fathoms in position Lat. 14 30.8' N,
Long. 49 08.3' E, approximately 5 cables due south of rocky projection on
which part of town is built. Requests will be made to anchor closer to the
shore to reduce barge transit time.
VHF: Channel 16 for Port Authority, call sign Mukalla Harbour Master.
Agent can be contacted by calling Mukalla Harbour Office on Channel 16.
Tugs: One Voith Schneider tug of 2,000 h.p. Reportedly to be replaced by
21,000 b.h.p. tugs shortly.

of Nishtun.




No. 1
No. 2



Turning Basin: Width 250 m. Depth 10 m.

Harbour Entrance: Approx. width 200 m. Depth 11 m.
Lighters: 4200 tonnes, 460 tonnes and 2400 tonnes, all plus or minus
10% subject to swell conditions. Lighters are discharged either at Khalf
Harbour or at town quay located on west side of town, rocky projection in
position Lat. 14 31.5' N, Long. 49 08.2' E. Town quay is restricted in size
and served by mobile cranes.
Stevedores: Labour is available 6 days a week, Saturday to Thursday
Morning shift: 0700 1230 hrs. Afternoon shift: 1300 hrs. until lighters
are full.
The afternoon shift is unpredictable and subject to lighters being available.
Medical: Local hospital affords basic medical requirements.
Fresh Water: Not available.
Fuel: Not available.
Shore Leave: Restricted
0800 1200 hrs. and
1600 1900 hrs. All persons going ashore are required to exchange passport
for local pass at Immigration.
General: Harbour: Khalf Harbour, recently completed and as yet uncharted
(see Plan) provides two commercial jetties and a fisheries jetty.
Swell: Reportedly maximum 20 cm. in SW monsoon.
Provisions: None available with the exception of individual purchases of fruit
or poor quality vegetables available from market stalls ashore. Fishing good
from ships rail and crayfish, etc. obtainable from local fishing boats.
Launch: By prior arrangement with Agent only. Special dispensation can be
obtained from Harbour Master to utilise ships lifeboat. Barges can be used
if other arrangements do not materialise.
Communications: By cable only. Telephone system is reported to be
Port Officials: Immigration and Customs officials board on arrival. Passports
or Seamans Cards are sighted. Bond locker and beer room sealed but
sufficient released for shipboard consumption.
Usual port papers required.
Agency: The National Shipping Co, Mukalla, Yemen. Cables: Natship,
Mukalla. Telex: None, but reported to be planned.
Development: The second stage development of Khalf Harbour will include:
Ancillary buildings, administration offices, workshop, transit sheds,
surfacing and drainage, water and bunkering facilities will be made available.
AUTHORITY: Head Office: Yemen Ports Authority, PO Box 1316,
Steamer Point, Aden, Yemen. Tel: +967 (2) 202666/8, 204638.
FAX: +967 (2) 205805, 213805. Telex: 6278 MAWANY YE.
Email: Web: Contact: Captain
Abdulla Ibrahim Abkar, Director General. Captain Hussein Ahmed Assaedi,
Port Officer (Tel: +967 (2) 202850. Fax: +967 (2) 206241).
Port Office: Mukalla Port, Mukalla, Hadramout, Yemen. Tel: +967 (5)
302856, 308185. FAX: +967 (5) 305561. Email:
Web: Contact: Engineer Abdul-Hafedh Ahmed
Al-Qaiti, Port Manager (Mobile: +967 795 0244). Captain Amin Abdo
Mohammed, Harbour Master (Tel: +967 (5) 303508).

NISHTUN: 15 50' N 52 12' E

(See Plan)

LOCATION: The port is located on the countrys east coast approximately

460 nautical miles NE of Aden.
Charts: BA Chart No. 3784.
MAX. SIZE: Maximum size of ship that can be accommodated is up to
3,000 d.w.t., LOA 90 m. and draft 5.0 m. For ships over such size special
permission should be obtained from Port Officer and Director of Marine
PILOTAGE: Compulsory. Manoeuvring during daylight hours only. Pilots
listen on VHF Channel 16. There is a lighthouse, range 28 miles, flashing
10 sec., in position Lat. 15 49.0' N, Long. 52 12' E. The breakwater tower
has a flashing green light.
ANCHORAGES: Ships waiting for berthing normally anchor 4 5 cables
SE of the breakwater tower and clear of the harbour entrance.
VHF: Vessels approaching port of Nishtun can communicate with Port
Authority by using Channel 16 for calling during official working hours
0700 1400 hrs. (local time) .
BERTHING: Length of quay 220 m.
CRANES: 2 17.5 tons mobile cranes.
MEDICAL: Limited facilities available.
FRESH WATER: Available in small quantities.
FUEL: Not available.
WEATHER/TIDES: Monsoon: During SW monsoon waves may break
over breakwater. Swell is created in basin so extra precautions by ships
Masters regarding mooring and securing the ship against the quay are
required and extra ropes or wires are necessary.

AUTHORITY: Yemen Ports Authority, PO Box 1316, Tawahi, Aden,

Yemen. Tel: +967 561 0536. FAX: +967 561 0536.
Email: Web: Contact: Salim
Aqueel, Port Director.

RAS ALKATHEEB: 14 55' N 42 53' E

LOCATION: The Port of Ras Alkatheeb is situated 14 km. from the main
city of Hodeidah and connected by a gravel road which is in the process of
being resurfaced and broadened with two traffic lanes on the same alignment,
thus providing a first class road transport link between Hodeidah and Ras
Alkatheeb. Also see Hodeidah.
BERTHING: The port has a berth 270 m. in length and 27 m. wide, pontoon
type, with ships berthing on either side. This port can receive vessels with
a max. draft of 26 ft. at high tide. Vessels can be secured to barges and
coasters with a draft of 14 ft. which can be connected to the shore, thus
enabling ships to discharge directly onto waiting trucks. Said pontoon is
mainly used for bagged cargo on direct delivery basis.
Presently, this port does not have shore crane facilities and all unloading
is done with ships own gear.
Storage and Delivery: Due to lack of storage facilities at this port, delivery at
present, is given directly under the hook.
GENERAL: The port is not a commercial port.
1. Port does not accept Vessels Registration until vessel is anchored
between Buoy No. 1 and No. 2. This as per the Port Radio VHF station.
2. Buoy No. 2 is placed about 6 cables N.N.W. of charted position.
3. Do not attempt entry at night since buoys are unlit and there are many
uncharted stranded wrecks visible only during daytime.
4. Tugs available: 4700 b.h.p. and 31,800 b.h.p. Pilotage only during
5. Vessel berthed at Ras Khatib pontoon. Max. draft 8.0 m., total effective
length of pontoon 270 m.
6. Port issues a directive to Agents giving estimated time to discharge. If
not completed, port charges at the rate of 4 Rials/per metre/per hour of stay
7. Distance from Ras Khatib berth to town 15 km. Only 10 to 15 shore leave
passes given to vessel, regardless of number of crew.
8. No chipping and scraping permitted but painting is allowed.
9. Fresh water inside port is $4/ per ton, at Ras Khatib $20/ per ton by
10. Provisions available but expensive.
11. Repatriation possible but very difficult due to having to obtain permission
from Saana.
12. Cargo work is fast, 260 tonnes of cement per gang per day. Normal shift
0730 1200 hrs. and 1500 2330 hrs.
13. As per Pilot, there will be dredging carried out soon and also lighted
buoys will be placed.
14. Ras Khatib light Fl. 3 sec. of very low power.
15. Yellow fever inoculation not compulsory unless coming from infected


(See Plan)
OVERVIEW: The Ras Isa Marine Terminal consists of:
a) the 409,000 d.w.t., LOA 349.99 m., draft 28.0 m. Floating Storage and
Offloading Vessel (FSO) Safer, including its bow mooring, hoses,
pipeline end manifold (PLEM) and pipeline from Ras Isa, and all
waters surrounding the Safer within a 2 nautical miles radius
b) the (auxiliary) Single Point Mooring Buoy (SBM), floating hoses, PLEM
and the pipeline from Ras Isa and all waters surrounding the SBM
within a 1 nautical mile radius
c) the designated Holding Anchorage.
LOCATION: The FSO Safer is permanently moored approximately
4.8 nautical miles offshore Ras Isa, in position Lat. 15 07' N, Long. 42 36' E.
A submarine pipeline extends from the FSOs bow turret for 1.55 nautical
miles to the SBM, fitted with a flashing light located in position Lat. 15 08.5' N,
Long. 42 36.5' E. From there, the pipeline runs for 2.65 nautical miles to the
shore, position Lat. 15 11' N, Long. 42 37.8' E.
CHARTS: BA Charts No. 141, 542 and 548.
NOAA Charts No. 62285, 62290 and 62292.
Nautical Publications: British Admiralty Sailing Directions NP 64,
Thirteenth Edition 1987 (with Supplements).
DOCUMENTS: At present only 2 Crew Lists and Vessel Particulars List
are required.
MAX. SIZE: 307,000 d.w. tonnes, LOA 350.6 m., beam 60.3 m., freeboard
18.3 m. and bow to manifold 175.0 m. Minimum 80,000 d.w. tonnes.
DENSITY: 1027.
RESTRICTIONS: Periods of Operation: The terminal will normally be
open at all times. However, where in its sole opinion, the operator of the
terminal deems it prudent to do so, they may, for considerations of (among
other things) adverse weather, sea or meteorological conditions, fire,
emergency, vessel traffic or other peril of the sea, close the Marine Terminal.
Such closing may be full (no export tankers will be accepted for mooring)
or limited (export tankers will only be accepted for tandem mooring). Closing
of the marine terminal may be carried out with or without notice and shall
impose no liability upon the operator.
Tandem Mooring: Tandem mooring is carried out throughout 24 hours,
weather permitting.
Also see Mooring Tandem Mooring.
ARRIVAL: Eligibility to Enter: No ship, tug, barge, launch or other
vessel shall enter the Ras Isa Marine Terminal area (including the Holding
Anchorage), without first obtaining the permission of the terminal. Only

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



Ras Isa Marine Terminal

vessels that have been duly nominated in accordance with the Procedures
for Scheduling Tanker Liftings and which comply in all respects with the
Export Tanker Berthing Parameters (not reproduced) will be permitted to berth
for export liftings.
PILOTAGE: Compulsory for vessels proceeding to and leaving the FSO
Safer except for small launches and other craft specially authorised to
operate within the marine terminal area, must utilise the service of a licensed
Pilot(s) provided by the General Corporation for Ports and Marine Affairs,
Al-Hodeidah, Republic of Yemen. The terminal will arrange for the Pilot(s).
Masters of vessels coming from sea may anchor or, if proceeding to sea,
may leave from the Holding Anchorage without the assistance of a Pilot(s).
Masters must sign the Pilots Indemnity Certificate before the vessel gets
underway or manoeuvring commences. Vessels calling at the marine terminal
will be liable for any damage caused by the vessel to the marine terminal or
to any marine terminal property or to any other vessel lying therein whether
or not a Pilot was assisting at the time.
Pilot Embarking/Disembarking: It is the responsibility of the export tanker
to ensure that ladder arrangements conform to the requirements of
SOLAS 1974 Chapter V, Regulation 17. A Pilot may refuse to board a vessel
if the means of access does not conform to the foregoing. For vessels not
moored alongside the FSO Safer, the Pilot will embark or disembark by
means of a pilot ladder/accommodation ladder.
If the Pilot agrees, a pilot hoist may be used in lieu of an accommodation
ladder and pilot ladder but a standard pilot ladder shall be immediately
available in the event of a failure of the pilot hoist. The export tankers engines
must be stopped while the Pilot is transferring from the tug or launch to the
vessel or vice versa.
As a general rule, the Pilot will board the vessel approximately 2 nautical
miles off the terminal. If available, and upon receiving permission for landing
from the Master of the export tanker, a helicopter may be used for pilot
ANCHORAGES: The Holding Anchorage is the only authorised
anchorage available to vessels calling at the terminal. The depth in the area
of the terminal and the holding anchorage is 37.0 m. (120 ft.).
PRATIQUE: At present no declaration required.
PRE-ARRIVAL INFORMATION: The terminal will send a telex or fax
to vessels intending to call at the terminal requesting pertinent information
required to be furnished prior to the vessel being cleared to enter the marine
terminal area.
Notification of Estimated Time of Arrival (ETA): Vessels calling at the
terminal shall advise the terminal of their ETA upon departure from the last
port or, if at sea, as soon as orders are received to proceed to the terminal,
advising their ETA to both the terminal and Hodeidah Port Authority, 72 hours,
48 hours
24 hours
Email: or Inmarsat AE (583)
4473 76472 HUNT
Telex: 895 4002 YHOC YE or Fax: +967 (1)
414555 (ext. 2264),
Email: or Fax: +967 (3) 211561.
A vessel wishing to call at the terminal that has received damage and/or
is leaking oil must include details of same in the ETA advice so that the
vessel can be inspected by a marine terminal representative prior to entering
the marine terminal area.
When in range, contact terminal via VHF Channel 74 for berthing
Pre-Arrival Message: Welcome to Ras Isa Marine Terminal, Yemen
To: Master of Nominated Export Tanker
From: Ras Isa Marine Terminal FSO Safer
We hold your nomination of . . . . barrels at 60F Marib Light Crude Oil,
approximate API 48.3 and temperature 95F.
Kindly furnish the following information:
AAA Confirmation that you can load the nominated volume
BBB Quantity and grade of any transit cargo you have on board
CCC Quantity of clean ballast (estimated time required to deballast),
quantity of segregated ballast
DDD Quantity and type of slop on board to lot or be segregated
EEE Maximum loading rate in bbls./hr.
FFF Arrival data: Draft, trim should not exceed 3 m. by stern and S.d.w.t.
GGGDeparture data: Estimated draft and d.w.t.
HHH Distance from bow to manifold in metres
Confirm you are able to simultaneously load and deballast,
maintaining double valve segregation throughout or retain your ballast
on board
JJJ Confirm latest edition of following publications are on board:
ISGOTT Safety Guide, OCIMF Ship-to-Ship Transfer Guide
International Chamber of Shipping Guide to Helicopter/Ship Operation
KKK Advise if you agree that Pilot, Agent, cargo surveyor and terminal
representatives board your vessel by a small helicopter (Bell 212) on
the condition that the helicopter pilot is satisfied about the vessel
landing area
LLL Advise if the vessel is equipped with hull cathodic protection, if yes,
what type and working conditions
MM- Master full name
NNN Masters agreement on early departure procedure (EDP) and if
affirmative, name of Agent appointed to sign Bill of Lading on his
OOOAdvise name of your underwriters
PPP Date vessel built
QQQPrevious vessel name
RRR Vessels flag
SSS Advise expiring date of vessels Safety Management Certificate (SMC)
TTT Best ETA and bearing when vessel at 10 miles from terminal
UUU Confirm that your vessel is fitted with OCIMF recommended bow chain
stopper to tongue type or hinged bar type to accommodate 76 mm.
size chafing chain
VVV Specify max. S.d.w.t. if your vessel is using different loading marks
WW- Advise if you have accommodation for Pilot, port agent and cargo
surveyor, who should stay on board your vessel
XXX For segregated ballast (SBT) vessels only: total capacity of tanks that
are part of SBT system
YYY Confirm your inert gas system (IGS) is in good working condition
maintaining O2 content less than 8% by volume in all cargo tanks


Communications: YHOC Marine, Hodeidah. Tel: +967 (3) 208148.

Fax: +967 (3) 206143. Email:
Terminal: Tel: +967 (1) 416080 (ext. 2380) (land line 24 hour). Fax: +957 (1)
416080 (ext. 2264).
Telex: +583 4473 76472 HUNT (Inmarsat Indian Ocean).
VHF: The terminal and tugs listen on Channel 16 and work on Channel 74.
Communication with the Marine Terminal: After berthing, the Marine
Terminal Loading Master will bring with him a portable UHF which will remain
on board throughout the export tankers stay in the berth and which must be
returned to the Marine Terminal Loading Master prior to departure.
Should the set be damaged or lost while under the care of the export
tanker, the cost of a replacement will be billed to the vessels owner. The
export tanker should call the Marine Terminal Loading Master on
Channel 74 if there is any indication that the battery on the UHF radio is low
or the set is operating unsatisfactorily.
Also see Tugs.
TUGS: Compulsory, provided by the terminal. Tugs lines, if required, will
be used. Prior to tugs being made fast, ships Masters must sign the Tug
Services Report and Agreement presented by the Pilot on boarding.
Communications between Ships and Tugs: Communications between
ships and tugs during manoeuvring are normally carried out on VHF
Channel 74, in the English language. In case of a loss of VHF contact, the
following signals can be made on the ships whistle or siren:
Forward Tugs (alongside or on hook):
1 short blast:
tug alongside the starboard side: push against the hull
tug on hook: pull bow to port
2 short blasts:
tug alongside starboard side: pull on beam (backing)
tug on hook: pull to starboard
3 or more short blasts:
stop tug engines.
Aft Tugs (alongside or on hook):
1 prolonged blast followed by 1 short blast:
tug alongside starboard quarter: push against the hull
tug on hook: pull stern to port
1 prolonged blast followed by 2 short blasts:
tug alongside starboard side: pull on beam (backing).
1 prolonged blast followed by 3 or more short blasts:
stop tug engines.
It is emphasised that the whistle signals form of communication between
vessel and tugs is for emergency use only and that, if possible, manoeuvres
should be aborted or suspended until VHF contact is again possible.
MOORING: Preparations for Berthing: The Master of the FSO Safer
shall determine the method of mooring of each export tanker to the FSO
Safer. The usual practices are that in calm seas and calm weather
conditions alongside mooring will be used, and in rough weather conditions,
tandem mooring will be used, provided the export tanker meets the Export
Tanker Berthing Parameters (not reproduced).
The normal period in which alongside mooring will generally be utilized is
from 1 May to 30 September, whereas tandem mooring is more likely to be
chosen from October to April.
Specific items required for berthing are:
a) It is essential that a proper line of communication be established
between the export tanker and terminal. The terminal utilises a UHF
walkie-talkie radio communications system and VHF Channel 74 for
communications with the export tanker.
b) The marine terminal will provide the arriving export tanker with
information concerning mooring arrangements, hose connection
details and port requirements. The terminal will request details of the
export tankers arrival draft, mooring arrangements, manifold sizes,
bow to manifold distance, SWL of derrick/crane and ability to comply
with international safety and pollution prevention standards in force.
c) Before any cargo transfers, there will be a meeting between export
tanker and marine terminal personnel to establish procedures,
responsibilities, and supervisory roles. The Master of the export tanker
must establish with the terminal procedures for passing orders through
a responsible officer.
d) Anchors will not normally be used in berthing/unberthing. The anchors
should, however, be ready to the extent that the at sea lashings
are removed but riding pawls remain engaged on the anchor chains
and the windlass/wildcat brakes are hardened up tight.
e) Marine terminal personnel are responsible for ensuring that all
equipment supplied by the terminal used in hawser and hose
connections meets prescribed standards and is adequately
maintained. Masters of export tankers are responsible for ensuring
that all on board operational aspects of hose lifting and connection
are understood and followed by their shipboard personnel.
f) Prior to approaching the FSO Safer, the following measures should
be taken on the export tanker:
1. A pilot ladder and/or accommodation ladder should be made
ready for access. If Pilot embarkation is by helicopter, safety
precautions should be taken on board the export tanker in accordance
with ICS recommendations.
2. Power should be supplied to the required winches, depending
on the mooring mode to be used, and the derrick or crane at the ships
manifold which should be made ready to lift the ancillary mooring and
hose handling equipment. The hoses will be connected on the port
side of the export tanker and the manifold should be made ready.
3. A 90 m. 32 mm. (dia.) messenger line should be placed on
the forecastle head. A large hammer and long crow bar should also
be available forward.
Export Tanker Berthing Parameters: The following requirements apply
to export tankers calling at the terminal:
Export tankers must be capable of simultaneously loading cargo and
deballasting with double valve segregation between cargo oil and ballast
water throughout, operating as a fully segregated ballast tanker, or loading
a quantity of cargo prior to deballasting equivalent to the quantity of ballast
to be discharged.
Export tankers must arrive with clean ballast and must agree to load in a
tandem mode, should weather or sea conditions so require or if requested
by the terminal. Export tankers must be fitted with OCIMF recommended bow

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

Ras Isa Marine Terminal


chain stopper(s) of tongue type or hinged bar type (AKD) to accommodate

76 mm. chafing chain(s). Vessels up to 150,000 d.w. tonnes shall have at
least one bow chain stopper and greater than 150,000 d.w. tonnes at least
two bow chain stoppers.
Smit type brackets are not acceptable.
Mooring Equipment: Mooring equipment required for export tankers
loading alongside the FSO Safer must have a minimum of 16 mooring lines
which include the minimum number of mandatory winch mounted mooring
wires of given breaking strength and mooring winch brake holding capacity
shown in the table below.
Export tankers will be accepted to load alongside with less than 16 mooring
lines only with favourable weather conditions and with the approval of the
Master of the FSO Safer.
Vessel Size
(d.w. tonnes)

80,000 100,000
101,000 140,000
141,000 160,000
161,000 250,000
251,000 307,000

Winch Mounted
Mooring Wires

Wire Breaking



Winch Brake


The marine terminal operator (Yemen Hunt Oil Company), at its sole
discretion, will not provide supplemental mooring wires to the export tanker.
Export tankers must have closed chocks and must adhere to OCIMF
guidelines for the control of drugs and alcohol.
In order to receive helicopters, export tankers must have a helicopter
landing area adhering to OCIMF guidelines.
Alongside Mooring Operations: After the marine terminal determines
that the manoeuvring area is clear of other traffic and that the weather and
sea conditions are suitable, the export tanker will be manoeuvred for the
approach to the FSO Safer. The heading of the export tanker will normally
be such that she will have the wind ahead but tidal current effects may have
to be taken into account. Two tugs will normally assist in the
berthing/unberthing manoeuvres.
The export tanker will moor with its port side alongside the starboard side
of the FSO Safer. For this purpose the marine terminal has been fitted with
five large heavy-duty pneumatic fenders and may also use smaller secondary
fenders positioned forward and aft of the large size fender string. The vessel
shall have heaving lines ready including at least 14 in. circumference
messenger line on the port side focsle and another on the poop.
The mooring method is of conventional design with the export tanker
passing its own lines to the marine terminal. Prior to berthing, the Loading
Master may inspect the export tankers mooring equipment and discuss the
berthing and mooring operations with the Pilot and Master and ascertain that
the export tanker is fully manoeuvrable. Mooring lines will be 4-2-2 fore and
aft. Mooring wires fitted with synthetic tails no more than 11.0 m. long as per
Oil Companies International Marine Forum (OCIMF) Guidelines and
Recommendations for the Safe Mooring of Large Ships at Piers and Sea
Islands are acceptable.
Synthetic ropes may be utilised on bitts only as expressly authorised by
the terminal. No cargo hoses will be connected until the export tanker is
securely moored to the satisfaction of the terminal. Self-tensioning winch
drums shall not be used. Export tankers which use self-stowing mooring
winches must ensure that the wires are correctly reeled to assist the brake.
On split drum winches the number of layers of wire on the working drum
shall not exceed two when the wire is taut and the export tanker is in a fully
loaded condition.
Moorings shall be monitored and kept taut by the export tanker crew and
the export tanker maintained in her correct position and in contact with the
berth fendering throughout deballasting and loading operations.
The Loading Master is fully authorised to stop operations and disconnect
cargo hoses if moorings are seen to require attention or if the export tanker
is not kept in position and in contact with the fendering or if the export tanker
violates any other safe mooring practice.
Tandem Mooring: The tandem mooring system is utilised whenever it is
deemed by the Master of the FSO Safer to be preferable to alongside
mooring because of weather and sea conditions or export tanker berthing
Weather Parameters: Tandem mooring will normally not be attempted under
any of the following conditions:
a) wave height exceeds 3.6 m. (12 ft.)
b) wind speed exceeds 30 knots (15.4 m./sec.)
c) current exceeds 1.0 knot.
Equipment: Tandem Mooring Hose: The tandem mooring floating hose string
is 1,170 ft. long, consisting of a 20 in. diameter section ending with 216 in.
diameter hoses that are fitted with butterfly valves, camlock couples, single
lifting chain and hang-off chain at the export tanker rail hose. The hose string
is connected on the port side of the FSO Safer approximately 40 m. from
the stern.
Tandem Mooring Hawser: The hawser system includes a tension meter and
recorder which will display the mooring system load in the cargo control room
of the FSO Safer and is equipped with a two-stage alarm system. The low
limit alarm is set for 70 tons and the high limit alarm for 100 tons. When the
high limit is reached, the export tanker will be alerted for hose disconnection
and unmooring.
Mooring Operations: The marine terminal currently has two tugs available
to participate in the tandem mooring operations. One tug will be used to pass
the hawser pick-up messenger to the export tanker, and later to pass the
hose string to the export tanker.
Under normal weather and current conditions, the second tug will stand
by close to the export tankers starboard bow during the final approach. After
the mooring is complete, the tug will make fast to the export tankers stern
using its own towline. The tug, as directed by the export tankers Master and
assisted by the Pilot, will maintain sufficient pull on the towline to prevent the
export tanker from riding up to the stern of the FSO Safer. The tug will
also assist in maintaining alignment between the export tanker and the FSO
While moored to the FSO Safer, a crew member shall be on the focsle
monitoring the distance between the two vessels.The export tanker shall
manoeuvre as necessary to maintain a safe distance and if the FSOs heading
changes for whatever reason, the position of the export tanker will be adjusted
to maintain its position.

Unmooring Operations: The pick-up rope and chafing chain assembly

should be let go and lowered to sea level as per good seamanship. All
ancillary equipment which belongs to the terminal should be stored in a tool
box and passed to the tug.
Emergency Towing Wires: On completion of mooring, the export tanker
shall provide two emergency towing wires of adequate strength and condition.
One towing wire will be secured to the offside bow bollards and the other to
the quarter bollards with eyes run out and maintained at or near the waterline.
HOSES: Manifold Requirements: Cargo manifolds must conform to the
OCIMF Standards for Tanker Manifolds and Associated Equipment. This will
be 316 in. ANSI 150 FF when alongside and 216 in. ANSI 150 FF when
in tandem mode.
All bolted flange connections must be fully bolted. Skip bolting is not
Derrick/Crane: Export tankers 80,000 160,000 d.w. tonnes SWL
15 tonnes and 161,000 307,000 d.w. tonnes SWL 20 tonnes.
Connecting Hoses and Cargo Boom Readiness: The port side
derrick/crane of the export tanker must have a SWL of at least 15 tonnes as
per OCIMF requirements and should be rigged and centred over the manifold
prior to berthing alongside. The export tankers crew shall connect the hoses
with assistance from marine terminal personnel.
CARGO OPERATIONS: Pre-Transfer Operations: Upon the arrival
of an export tanker at the terminal and prior to any cargo transfer, a
pre-transfer conference will be held between a marine terminal representative
and the export tankers Master and chief officer. All procedures and
preparation of documentation will be discussed. Deballasting/cargo loading
will not be permitted until authorized by the marine terminal.
Cargo Characteristics: Marib Light Crude Oil, approximate Api 48.3 at
temperature 95F. Loading temperature approximately 65F.
Loading Operations: All loading operations are conducted using the FSO
pumps. Masters of export tankers are therefore warned of the serious
consequences of closing or partially closing valves against the incoming oil
At all times during loading operations, a responsible officer shall be in
charge of operations on board the export tanker, either on deck or in the
cargo control room, and the deck must be continuously patrolled by a
watchman in contact with the officer or with the cargo control room. Sufficient
crew should remain on deck to deal with the operation and security of the
export tanker. The ship-to-ship communication system must be maintained
in good working order and checked hourly. During cargo transfer the hoses
should be inspected regularly.
When the export tanker is secured in tandem to the FSO, good
communications must be maintained at all times between the export tanker,
the FSO and the tugs.
When the export tanker is ready in all respects to receive cargo, the terminal
should be notified. Cargo oil transfer will not be started unless the export
tanker and the terminal manifold stations are manned. Cargo loading will start
at a low rate until the ships officer confirms that cargo is flowing into the
appropriate tanks. At such time, the flow will be increased until the agreed
rate is reached.
All scuppers must always be closed and made oil tight, unused
cargo/bunker connections, overboard valves and sea valves not being used
shall be closed and lashed or sealed prior to operations commencing.
Loading Rate: The maximum loading rate is 100,000 bbls./hr. via 316 in.
hoses for vessels berthed alongside and 50,000 bbls./hr. via 216 in. hoses
for vessels moored in tandem. The actual loading rate will depend on the
agreed maximum rate, the quantity of cargo to be loaded and other
operational factors such as the export tanker cargo tank venting capacity.
The loading rate can be reduced at any time (i.e. during topping off of tanks
or any other circumstances). At least a ten minute stand-by notice should be
given by the export tanker when loading nears completion.
The export tanker must maintain the loading rate prescribed by the terminal,
but that rate must never exceed the maximum allowable pressure for its
cargo piping system.
Notice of Readiness (NOR): The NOR for vessels arriving at the terminal
will be signed for receipt only by a marine terminal representative, usually
the Cargo Custody Transfer Co-ordinator. If it is subsequently found that the
vessel was not in all respects ready to load due to, for example, high oxygen
readings in inert gas in cargo tanks or excessive deballasting time or other
preparation for the nominated cargo, a Note of Protest will be delivered to
the vessel which will automatically cancel the terminals initial acceptance of
the NOR. In such cases, the vessel must prepare a revised NOR, cancelling
the first one and stating a time tendered in accordance with its subsequent

Cargo Measurement:
a) The terminal uses the measurement standards published by the
American Petroleum Institute in their Manual of Petroleum
Measurement Standards. The Marine Terminal uses Table 6, API
Standard 2540 (equivalents:
IP 200,
ASTM D1250-52 and
ANSI/ASTM D1250-52) for calculations of measured volumes of crude
pumped into the export tanker. Export tankers should have those
publications available on board.
b) Immediately after completion of loading, the export tankers cargo
figures should be calculated by her officer-in-charge. Export tankers
are encouraged to use measurement standards published by API in
Chapter 17 of the Manual of Petroleum Measurement Standards in
the interest of uniformity.
c) The terminal is equipped with a metering/automatic sampler. In the
event the metering/automatic sampler is not functioning, cargo
measurement will be performed by taking ullages with the resulting
volumes corrected for the FSOs experience factor. An export tanker
representative may witness all cargo measurements.
Logging Operations: All operations will be logged and a time log sheet
will be filled in before the export tankers departure and signed by the Master
and a terminal representative. Both parties will keep a copy of such time log.
Early Departure Procedures (EDP): The Master of the export tanker
must confirm before arrival his agreement to EDP procedures. Export tankers
not equipped with satellite communication (Inmarsat) should maintain close
radio watch with Bahrain Radio, through which all communications to/from
the terminal will be passed until cargo quantities are received and the export
tankers ships Agent has been authorised to sign documents. The Master

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



Ras Isa Marine Terminal

of the export tanker will receive at least one set (of copies) of cargo documents
(without cargo quantity/quality data) prepared by the marine terminal.
Upon completion of loading, the export tankers Master should give his
figures for the adjusted total calculated volume (TCV) loaded (i.e. gross
standard volume loaded adjusted by vessel experience factor plus free water
loaded) to the marine terminal and will receive the marine terminals
preliminary TCV. Comparison of such figures should then be made as follows:
Export tanker adjusted TCV/Terminal TCV 100
If the percentage is greater than 99.8%, the export tanker will be released
and will sail. If the percentage is greater than 99.5%, but less than or equal
to 99.8%, the export tanker, upon rechecking its figures, may sail following
a protest by cable. If the percentage is less than or equal to 99.5%, upon
rechecking by both the export tanker and terminal, the export tanker may sail
following a protest by cable.
Upon receiving the final Bill of Lading figures (gross/net standard barrels),
the export tankers Master must cable to the terminal his authorisation to
have his ships Agent sign the Bill of Lading, issue a protest (if necessary),
and complete the remaining documentation requirements of the lifter.
Inert Gas System: Export tankers loading crude oil at the marine terminal
must have a properly working inert gas system in compliance with
SOLAS 1974 Convention, Chapter II-2, part D, and the latest edition of the
International Safety Guide for Oil Tankers and Terminals (ISGOTT) and the
Master shall confirm before berthing that the IGS is working correctly,
maintaining positive pressure on all tanks with the oxygen content of the inert
gas less than 8% by volume. On arrival the export tanker may be requested
to gauge various tanks for the purpose of sampling, water finding, temperature
taking, tank inspection, but this will only be done through dedicated vapour
locks as per the ISGOTT, 4th edition section 7.2.3. Gauging through open
ullage ports is strictly forbidden.
The IGS must be capable of producing sufficient inert gas to maintain 8%
or less oxygen content to prevent air from entering the tanks. If the IGS is
not operable, neither deballasting from cargo oil tanks nor onboard cargo
transfer will be allowed to commence. If the IGS fails during deballasting, the
deballasting or onboard cargo transfer must be stopped until the plant is
again operable. If repairs are likely to take more than 6 hours, a safe
deballasting/loading plan must be agreed to by the marine terminal before
operations are resumed.
When loading or ballasting into an inerted tank, the inert gas displaced
must be vented through the export tankers vent system and not the ullage
Emergency Stopping of Pumps: If an emergency arises during loading,
the Loading Master will stop pumping upon request from export tanker
personnel. In an emergency, the terminals pumps can be stopped almost
During deballasting operations, the export tanker should be able at any
time to immediately stop her pump(s) in event of an emergency, upon request
by the marine terminal or when the situation warrants.
Loss of Communications: As communications with the marine terminal
are extremely important, UHF radio contact must be frequently checked (at
least hourly). VHF Channel 74 may be used as an alternative. If contact
between the marine terminal and export tanker is lost, all operations shall be
stopped until corrective action is taken and communications restored.
Special Lifting Condition: In addition to the dimensional limitations and
other technical requirements, nominations for cargo liftings in excess of
1,200,000 bbls. aboard the same vessel may be loaded in two parcels but
will be treated as completely separate liftings with two sets of laydays. In the
event of a second parcel lifting on the same vessel, the marine terminal will
not be liable for demurrage claims while waiting between assigned laydays.
Additional charges for pilotage, mooring tugs, helicopter service, etc., will be
for lifters account.
BALLAST: Draft and Trim: Unless otherwise authorised by the terminal,
export tankers in ballast or in partly laden condition shall, upon arrival, meet
the draft and trim requirements specified by the terminal. Vessels sailing from
the terminal with a part cargo must also conform to the terminals
requirements on draft and trim conditions. Maximum trim by the stern 3.0 m.
Tank Inspection: Prior to deballasting, ballast water tanks will be inspected
by a terminal representative who, with the assistance of the export tankers
personnel, will sample the ballast water for laboratory analysis of the oil in
water content. The terminal representative will advise the Master of both the
export tanker and the FSO Safer of the oil content. The export tanker shall
not start any deballasting operation prior to obtaining permission from the
Master of the FSO Safer. The responsibility for discharging clean ballast
remains with the export tanker. No dry certificate will be issued by the marine
Deballasting: The terminal does not have facilities to accept dirty ballast.
The responsibility for avoiding oil pollution rests with the vessel. Ballast in
cargo tanks and segregated ballast tanks must be clean for overboard
discharge and will be inspected and sampled by a marine terminal
representative prior to permission being granted to commence deballasting.
Ballast samples will be checked for oil in water content and the findings
advised to the ships Master. An oil-in-water content exceeding 15 p.p.m. will
result in a dirty ballast declaration and no overboard discharge will be
permitted. The marine terminal will not entertain any claims for dead-freight
so caused.
OBOs Precautions in Cargo and Ballast Handling: In order to
ensure that total free surface effect of cargo/ballast tanks (holds) is kept within
safe limits on board combination carriers, particular care should be exercised
when loading cargo or discharging ballast. Stability data on loading along
with deballasting instructions should be available on board and should be
discussed between the export tankers Master and terminal representative.
Additionally, a pre-arrival plan of trim and transverse stability during cargo
and ballast operations should be prepared by the Master and cabled to Ras
Isa Marine Terminal, FSO SAFER upon request by the terminal. The plan
of operations should include data on loading rate limitations, manifold size
and characteristics, deballasting rates and IGS operability.
It will be the Master of the export tankers responsibility to ensure that the
vessel does not list while loading cargo or discharging ballast. Conventional
safety measures for combination carriers shall apply and the Master should
refer to the ICS/OCIMF International Safety Guide for Oil Tankers and
Terminals (ISGOTT), Chapter 11.


Deballasting Through Cargo System: Cargo piping used for clean

ballast pumping at sea must be in clean condition and free of oil prior to
arriving at the terminal. The export tankers Master is to ensure that the vessel
will not discharge oil overboard when opening the sea valve(s) for
deballasting. All vessels found to have contaminated ballast while at the
marine terminal will be required to retain such contaminated ballast on board.
The marine terminal will not entertain any claims for deadfreight so caused.
POLLUTION: Any pollution resulting of the export tankers actions will be
billed to the ships Agent.
Reporting of Pollution: Oil spills, whether pollution of the surrounding
waters occurs or not, must be reported promptly to the Loading Master.
Pollution Avoidance Notice: The Pollution Avoidance Notice must be
signed by the export tankers Master before starting deballasting/cargo
loading operations.
WASTE DISPOSAL: Not available.
Garbage: Absolutely no refuse or garbage shall be thrown overboard within
the waters of the marine terminal.
MEDICAL: Neither doctor nor clinic available, but in an emergency the
terminal will attempt to assist in conjunction with the ships Agent the
evacuation of seriously ill or injured crew members.
FRESH WATER: Not available.
FUEL: Not available.
REPAIRS: No repairs or work which will make the export tanker or other
vessel(s) unable to move under its own power may be commenced without
the written consent of the Marine Terminal Loading Master or his designee.
In general, such consent will be refused.
FIRE PRECAUTIONS: Firefighting Equipment: The vessels fire
main must, where practical, remain fully pressurised and ready for use with
fire monitors trained on the cargo manifold area and other vulnerable locations
during the vessels entire stay in berth. If the export tanker or other vessel(s)
are not fitted with fire monitors in the manifold area, hoses with nozzles shall
be connected to the fire main and run out forward and aft of the cargo manifold
and at other strategic locations such as the pump room top. Where it is not
practical to keep the fire main pressurised, the fire pump shall be ready for
immediate use. The position of the vessels international shore connection
shall be conspicuously marked. Portable fire extinguishers of the dry chemical
type, shall be placed in the vicinity of the cargo manifold.

GANGWAY/DECK WATCHMEN: Security on the Export Tanker:

The export tanker is responsible for gangway access control to the vessel,
surveillance on board the vessel, and surveillance of the waters surrounding
the vessel. It is export tanker Masters responsibility to provide the marine
terminal with a manifest of crew members and a list of authorised visitors to
the vessel.
When moored alongside, a gangway watch should be maintained
throughout the vessels stay. The gangway security watchman should ensure
no unauthorised persons are excluded from the vessel, authorised persons
are logged on and off the vessel and if necessary, checks of baggage and
packages being brought on or taken off the vessel are conducted.
WEATHER/TIDES: Adverse Weather: Electrical storms are rare in the
offshore area of Ras Isa, but should one pass in the vicinity of the terminal
all cargo and ballast operations will be temporarily stopped until the storm
has passed.
Should a heavy rain storm occur during the topping off operations, loading
will be suspended until the storm has passed.
When an export tanker is moored in the side-by-side mode and the wind
speed exceeds 25 knots on the marine terminal anemometer, the export
tanker will, depending on the wind direction and general weather conditions,
be alerted that cargo/deballasting operations may be suspended and even
to the extent of hoses and mooring lines being disconnected. The terminal
has the responsibility of determining when wind conditions are reaching the
limit of safe operations.
CONSULS: Located at Sanaa.
NEAREST AIRPORT: Hodeidah and Sanaa.
SHORE LEAVE: Not available.
REPATRIATION: Not available.
GENERAL: Flags: The national flag of Yemen shall be permanently
displayed by vessels at the Ras Isa Marine Terminal.
Alcohol: Masters are advised that sale of alcoholic beverages to national
citizens is strictly forbidden, and are warned of the serious consequences of
offering such drinks to terminal staff who may board the vessel.
Gangway and Accommodation Ladder: For vessels berthing alongside
the FSO Safer, the marine terminal will supply a gangway of approximate
length 18.0 m.
For export tankers not equipped with helicopter landing facilities, the export
tanker must have its pilot ladder rigged for the Pilot and/or other authorised
personnel and, when the freeboard exceeds 9.0 m., an accommodation
ladder must also be made available. The accommodation ladder must remain
available for contingency use while moored to the FSO Safer.
Services: The only means of transportation available to the shore is by
helicopter, tug or by craft arranged by the ships Agent to the Ras Isa Small
Craft Jetty or port of Al-Hodeidah approximately 30 nautical miles to the south.
Therefore, the marine terminal can offer no logistical support for shore leave,
stores, fresh water, crew changes, spare parts, consular services, provisions,
bunkers, engineering repairs, or vessels Masters should contact their
respective port Agents for port services which may be available.
Vessels requiring urgent services should establish contact with a local
ships Agent at the port of Al-Hodeidah for delivery offshore or at the Holding
Anchorage which, if the latter is utilised, should first be reported to the marine
terminal via VHF radio for clearance to use the anchorage.
Personnel: Only authorised personnel are permitted to board vessels in the
marine terminal area while berthed.
Helicopter Transfers: Subject to availability, the terminal will supply
helicopter services to permit Pilots, petroleum inspectors, ships Agents and
marine terminal representatives to embark/disembark the export tanker. The
use of the helicopter requires a suitable landing area, safety and firefighting
readiness and personnel on the export tanker as recommended in the
International Chamber of Shipping (ICS) guidelines for helicopter operations.
Helicopters will not operate to the export tanker during crude oil transfer
operations or open gauging of tanks.

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

Ras Isa Marine Terminal

Vessel to Vacate on Request: Any vessel entering the marine terminal
area may be required to vacate the berth or marine terminal area promptly
on being requested by the terminal. Should any vessel become an obstruction
in any part of the marine terminal area, or approaches thereto, or in any area
of submarine pipeline, the marine terminal may take any steps necessary to
remove the obstruction, with or without notice, and with all expenses being
for the account of the vessel concerned.
Visitors: In general, the visiting of an export tanker or any other ship berthed
at the marine terminal by other than owners or charterers representatives,
is not allowed. In special cases, the Master of the export tanker may make
arrangements with the marine terminal for other persons to visit the vessel.
SHIPMASTERS REPORT: June 1989 (Updated 1998).
Note: This report was received prior to receiving new operating procedures
General: Ras Isa Marine Terminal is similar to ship-to-ship oil transfer, so
no documents (i.e. Stores List, Bonded Store List, etc.) were requested.
However 4 copies of the Crew List are required. Repairs, fresh water, crew
repatriation and shore leave are not possible.
When vessel arrives at the Pilot boarding station (Anchorage area), the
Pilot, Loading Master and Agent come on board by helicopter by launch. The
Pilot and Agent remain aboard until ships departure. Two British Pilots
employed and one on duty. Two tugs assisted with berthing and unberthing
Information required prior to arrival: ETA upon departure from last port
and repeat 72/48/24 hours in advance of arrival via Hodeidah Radio Station
to the cable address YHOC MARINE SANA TLX4013. Vessels equipped
with Inmarsat communications may address their telex YHOC MARINE
Inmarsat No. 447376472-SAFR YE and shall call the terminal SAFER on
VHF Channels 16/74.
The Agent requests the following information to pass to the terminal, this
may be sent 3 days in advance.
1. Cargo quantity able to load (we loaded Marib Light crude oil, API 41.1,
temperature 96F)
2. Origin of last cargo
3. Quantity of dirty ballast, and deballasting time (if any need to pump to
shore, estimate time via 1 16 in. hose, maximum 70 p.s.i. discharge
pressure, shore tank capacity 50,000 tons)
4. Quality and quantity of slops
5. Maximum acceptable loading rate (storage tanker able to transfer
20,000 t.p.h.)
6. Arrival draft (trim not to exceed 10 ft. or 3 m. by stern)
7. Maximum sailing draft
8. Advise ability to simultaneously load and deballast with double
segregation throughout
9. Confirm latest editions of ISGOTT (International Safety Guide for Oil
Tankers & Terminals) and OCIMF Ship-to-Ship Transfer Guide are
and additional items as follows:
distance bow to manifold
helicopter landing area (helicopter has two engines and is large, takes
about 20 persons)
IGS works properly and all tanks including ballast tanks oxygen less
than 8% by volume.
Mooring wires: Take off rope tail, this is extra ordinary request due
to bad weather, the terminal had experienced rope tails breaking.
The Agent is requested to pass the following to the Port Authority:
1. ETA Ras Isa
2. vessel nationality
3. Summer deadweight
4. LOA
5. number of crew and confirm all healthy
6. quantity of cargo request for loading
7. arrival draft
8. name of Agent.

OPERATOR: Yemen Exploration and Production Company, Yemen

Hunt Oil Company, PO Box 481, Sanaa, Yemen. Tel: +967 (1) 416080.
FAX: +967 (1) 416079. Telex: 4013 YHOC YE. Cables: YHOC SANAA,
Hodeidah: Yhoc Marine. Tel: +967 (3) 208148. FAX: +967 (3) 206143.
Terminal: Tel: +967 (1) 416080 (ext. 2380) (landline 24 hours).
FAX: +967 (1) 416080 (ext. 2264). Telex: 583 4473 76472 HUNT (Inmarsat
Indian Ocean). Email:

SALEEF (Salif): 15 18' N 42 41' E

LOCATION: Saleef Port is a natural port on the Red Sea, approximately
80 km. north of Hodeidah Port.
APPROACHES: Two routes, one round the north end of Kamaran Island
and the other around the south end provide suitable access to the harbour.
BERTHING: As prevailing winds are generally southerly or northerly,
vessels are able to approach the berth from downwind. This is important as
vessels will probably have to berth without tug assistance. Initially, mooring
facilities are designed for 50,000 d.w.t. vessels and consists of a wharf head
20 m. wide, 93 m. long with 2 dolphins. A 10 m. wide trestle connects the
wharf head to the shore. Facilities are designed to absorb the berthing impact
of a ship approaching with a velocity component of 15 cm. per second
perpendicular to the berth face and for a 50 tons mooring line pull.
DEVELOPMENTS: When the facilities are completed, there will be
450 m. of quay with a draft of 13 m. for vessels up to 70,000 d.w.t. (This is
in addition to the Salt Berth).
The berth has been designed for the following size of ship: 50,000 d.w.t.,
LOA 270 m. and beam 32 m.
Acknowledgements: Most of the information has been gleaned from local
Agency representatives and Capt. A. Saeed, Harbour Master.
Reference has been made to Red Sea Pilot and various BA Charts. Local
written information is unavailable for the area concerned.

General: Salif lies some 60 km. north of Hodeidah, it is a natural deepwater
harbour sheltered by Kamaran Island.
Since 1976 the port has enjoyed moderate expansion and can now boast
a modern jetty capable of berthing ocean going vessels; other pontoon type
berths are available, these being linked to the shore by small stone jetties.
At present the port can accommodate two vessels of up to 200 m. length
with a draft of 12 m.
Salif is geared for the export of bulk salt and the import of grain and some
general cargo. In the near future a further pontoon type berth is due to come
into operation to be used solely for the import of bulk cement. A bagging
plant and silo have been constructed to handle the additional cargo.
This report is mainly directed to the facilities associated with the import of
grain, however where possible relevant information has been included which
could prove useful to other vessels trading in the area.
6 Crew Lists with passport numbers.
2 Bonded Stores Lists.
2 Personal Manifests.
2 Vaccination Lists.
3 copies Cargo Manifest.
Local inward forms made out on arrival.
Approaches: (BA Charts: 543 and 548). Recommend approaching around
the north end of Kamaran Island, as mentioned in Red Sea and Gulf of Aden
Pilot, page 390.
The lighthouses stand out well, but at night they are not lit (December
1979). The only difficulty in making Salif, in daylight, is passing to the south
of N.W. shoal light, the channel at this point being about one mile wide. At
night the lighthouses prove quite good radar targets, and the various islands
etc. show up quite well. Once around the top of Kamaran Island course can
be set down Kamaran Passage to the anchorage area off Ras el Salif.
Charterers frequently advise that passage is possible south of Kamaran
Island, however this is not advisable; the leads mentioned on the chart are
very difficult to see and there is no room for error.
Anchorage: No specific area designated but anywhere in the vicinity of Salif
Jetty. For vessels waiting for the wheat berth it is best to anchor about
0.75 miles west of Ras el Salif. Good holding ground in about 14 fathoms of
water. For vessels with poor radar it would be best to anchor outside Kamaran
Island until daylight, when passage can be made in safety.
Weather: See Red Sea Pilot for information. At Salif the wind usually picks
up during the day and this can delay berthing if the strength is above Force
Pilotage: Pilot boards in anchorage area from medium sized launch.
Yemenese Pilot with limited English.
Daylight pilotage only.
Berthing: Vessels berth, at the bagging plant pontoon, head to wind. The
pontoon consists of a flat topped barge made fast to a small stone jetty; it
is well fendered with car tyres. The offshore anchor is used whilst coming
alongside and a launch runs various ropes ashore to posts set on the land.
Five ropes are required either end and it is necessary to join the first few
together as considerable lengths are initially run. The bagging pontoon can
only accommodate one vessel at a time.
The general cargo and salt exporting jetty lies some distance to the south
of the bagging plant. This pier can take one vessel of up to 200 m. in length.
Facilities at this berth are an improvement over the pontoon, however for the
import of grain type cargoes, it is not so efficient, it being necessary to bag
the cargo by hand. Both berths can take vessels with up to 39 ft. draft.
Buoys are at present being laid to the north of the bagging pontoon and
these could prove an obstacle for vessels berthing. The moorings are being
laid to assist vessels making fast to the new cement pontoon (See Projects
Quarantine/Health Regulations: Doctor boards on arrival, either at anchorage
or alongside. No health forms as such. Certificates not required unless vessel
from infected area when Yellow Fever and Cholera certificates are needed.
No derat facilities.
Customs: Usual Islamic laws in force. Bond not sealed and apparently no
objection for crew to consume spirits/beer on board. On no account must
alcohol be given/sold to local Yemenese.
Immigration: Passports are inspected on arrival. (Harbour Master acts as
translator for Immigration Authorities.) Shore leave granted with passes for
Salif area only. Special permission has to be given to proceed outside local
area, i.e. Hodeidah.
For crew repatriation, passports are taken to Sanaa by Agent for necessary
visas to be arranged.
Medical Facilities: One doctor resides in Salif, Yemenese and speaks English.
He will attend the ship rather than the patient visiting him. The nearest hospital
is in Hodeidah.
Port Operations (Bagging Plant): Foremen and workers are hard working.
The foremen reside in caravans close to the bagging plant whilst most of the
stevedores come from Salif.
The method of discharge is to load a number of diesel driven evacuators
on deck and by various pipelines, these are connected to a storage hopper
situated on the pontoon/barge. The hopper is connected to a small bagging
plant and by means of conveyors the sacks are loaded onto road transport.
Discharge rates per 24 hours worked between 1,600 tonnes and
1,850 tonnes. Charter Party rate indicated about 750 tonnes per day. The
takeaway rate from the hopper appears to be adequate with plenty of road
trucks available. The grain is shipped immediately to different parts of the
It is usual to carry sufficient bags to enable the complete discharge of the
grain to go unhindered. The bags are baled and discharged onto the pontoon
at regular intervals.
Ships gear is required at each hold to sling the pipes that lead from the
evacuators into the hatch. It is also required for discharging the gunnies and
for loading the evacuators (1.5 tonnes). The evacuators appear reliable but
spillage of diesel results during re-filling etc.
Fresh Water: Available but expensive. Supplied by road tanker at 15 tonnes
a time, it is necessary to use ships pump for pumping the water aboard.
Agents require ample notice prior to supplying water.
Fuel: Heavy oil and diesel oil not available unless barged from Hodeidah.
Stores: Not readily available; fresh stores difficult to obtain.

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




Agency: The main Agency lies some 60 km. away by track, and the ship is
attended by a runner who commutes between Hodeidah and Salif.
Considerable delays result before ships business can be completed and it
is necessary for everything to be in writing; repatriation, in particular, is difficult
for the organiser as well as the traveller.
Communications between Salif and Hodeidah are non-existent, a
telephone line exists, but this is out of order. It is however possible to
communicate directly through Portishead Radio and sometimes the only way
to get messages out.
Local currency and American Dollars are obtainable from the Agents. It is
difficult to obtain the money from the Agents and generally it is best to arrive
with sufficient cash on board to cover any expenditure.
To arrange repatriation it is necessary to allow at least 6 days. Visas have
to be obtained from Sanaa and tickets arranged. If pre-paid tickets have been
sent from U.K., then they must arrive in ample time. The airport at Hodeidah
has regular connections with Sanaa which in turn is linked into most air routes
via Paris. Transportation from the ship to Hodeidah is by Land Rover or
similar four wheel drive vehicle.
Port Regulations: Nothing in writing. The Harbour Master is the person to
approach if anything required. Apparently Salif is designated a military zone
and this is the reason no written information is available.
Gangway: The vessel only lies alongside for a distance of about 80 ft.
amidships and consequently a pilot ladder is used instead of a gangway or
brow. If this causes any difficulty, ships lifeboat can be used as a ferry
between gangway and shore.
Watchmen: Supplied by local Police/Army. They remain aboard during
vessels stay and keep pilferage to a minimum. They also keep close watch
on any alcohol that may be obtained by local Yemenese.
Shore Leave: See Immigration above.
Garbage: No facilities for taking garbage away from the ship; best to dump
waste food etc., whilst retaining cardboard boxes, and plastic containers.
Repairs: Possible to immobilise main engines, as once on the berth it is
unlikely to shift. No repair facilities ashore.
Time: GMT plus 3 hours (no change).
Flag: Yemen Flag must be flown at all times (See Hodeidah Ship Officers
Report dated August 1999).
Consuls: Situated in Hodeidah or Sanaa. Harbour Master available for Noting
Protest, etc.
Tugs: None available for berthing though frequently tugs operate in the area
towing barges, pontoons, etc.
VHF: Situated in port office but hours of working very flexible. The Harbour
Master normally calls any vessel up shortly after anchoring.
Fire/Ambulance: None available.
Projects: A new pontoon berth, similar to the grain berth, is being constructed
about 0.25 miles to the north. Silos have been erected close to the shore
and are capable of storing 9,000 tonnes of finished cement. A bagging plant
has also been constructed next to the silos. It is intended that cement be
shipped, in bulk, and with evacuators discharged into the silos.
We were in Saleef recently with 39,127 tonnes wheat ship 182.08 m.
long. The following are changes to information in the Guide.
The barge pontoon berth with bagging plant no longer exists and apart
from cement boats all ships now berth at jetty by Salt terminal.
Minimum water we found there in 18 days stay was 18.5 m.
Ships gear must be used and grain is dumped on wharf and bagged in
situ, being taken away by lorries. Rate erratic, between 900 t.p.d. and
2,000 t.p.d.
Vessel has to vacate berth for car carriers and salt loaders.
No shore leave permitted.
Bond is now sealed. No restrictions on what is kept out.
Vessel: Cargo vessel, LOA 217 m.
Berth: General Cargo Berth.
Cargo: Grain.
Location: The port is located in position Lat. 15 18' N., Long. 42 41' E.
Documents: On arrival, Immigration Officials board the vessel and collect all
crew members passports. No declaration by the crew members was required,
and the vessels bonded store was not sealed.
Charts: U.S.A. Chart No. 62285.
Approaches: The recommended approach is from the north of Karaman
Island. It is forbidden for large or deep draft vessels to approach the port
passing south of Kamaran Island due to an oil pipeline (depth unknown)
having been laid in the southern passage. It is recommended that vessels
make their approach to the port during daylight hours only.
Harrison Shoal Light has been destroyed, with only a 2 ft. stump of the
original structure visible above the water.
The 2 navigational buoys at the entrance to the southern passage are
missing. The passage is only used by local fishing boats, tugs and supply
boats, and is prohibited to foreign cargo vessels (See Plan).
Pilotage: The Pilot arrives from Hodeidah. 24 hours notice is required.
Tugs: Available from Hodeidah. 24 hours notice is required.
Berthing: The vessel berthed starboard side alongside at the Saleef General
Cargo Berth. The pier is approximately 400 m. long and runs on a heading
of 072-252. The abandoned bulk carrier Aktea occupies the eastern part
of the pier. There are approximately 25 m. of berthing space to the east and
180 m. to the west of the Aktea.
Cargo Handling Facilities: The wheat cargo was discharged via a bagging
machine ashore (supplied from Hodeidah). The discharge rate over 24 hours
was between 750 850 tonnes.
Shore Leave: Shore leave is permitted, but a letter from the vessels Master
is required giving permission for crew members to go ashore, with a visit to
the local Immigration Office required when proceeding ashore.
Telephones: There are no public telephones available.
AUTHORITY: Ports and Marine Affairs Corporation, Hodeidah Ports
Authority, PO Box 3183, Hodeidah, Yemen. Tel: +967 (3) 211600, 211601.
FAX: +967 (3) 211561. Email: Contact: Ahmed Ali
Baobeid, Chairman.


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