YEMEN

4. Fine of YER 10,000 to 20,000 is imposed for attempting entry to

Yemen 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
GENERAL: (See Plan) basins.
5. Fine of YER 500 to 1,000 is imposed for draining water onto the
GEO-POLITICAL: quays. Vessel also to bear responsibility for losses caused
Capital City: Sana’a. therefrom.
Nationality: Yemeni. 6. Fine of YER 1,000 is imposed for throwing garbage, cargo
Population: 18,000,000. remains, food remains, oil, etc. into inner harbour or onto quay.
COMMUNICATIONS: 7. Fine equivalent to 100% of the loss in income to the Corporation
International Direct Dial Code: 967. is imposed, in the event the vessel submits inaccurate statements
Number of Internal Airports: 13. on ships particulars and drafts.
Major Languages Spoken: Arabic. 8. Fine of YER 5,000 is imposed, if the vessel leaves anchorage
ECONOMY: after registration without clearance from the Corporation.
Currency: 1 Yemeni Rial (YER) of 100 Fils. 9. Fine of YER 500 is imposed, if Rat Guards are not provided to
Exchange: (as of July 2002) avoid rats escaping to the quays.
US$ 1.00 ␦ YER 175.97 10. Fine of YER 2,000 is imposed, if vessel uses her own boats within
Main Industries: Crude oil production and petroleum refining; cotton Port limits without prior permission.
textiles and leather goods; food processing; handicrafts; aluminum 11. Fine of YER 2 is imposed per hour per metre of LOA of the vessel,
and cement. for delay in completion of discharging during the duration set out
ENVIRONMENT: by the Corporation.
Territorial Sea: 12 n.m. 12. Fine of YER 1,000 is imposed on whoever obstructs Corporation’s
Other Maritime Claims: Contiguous Zone: 18 n.m. in the north 24 n.m. staff/employees in carrying out their duties or insults them.
in the south. Continental Shelf: 200 n.m. or to the edge of the 13. A shore crane will be compulsorily deployed at 100% surcharge
continental margain. Exclusive Economic Zone: 200 n.m. to a vessel over 100 m. LOA.
Coastline Extent: 1,906 km. 14. Corporation reserves the right of removing any vessel from the
Climate: Mostly desert; hot and humid along west coast; temperate in quays for any reason in the general public interest.
western mountains affected by seasonal monsoon; extraordinarily hot, 15. Photography of the Port area is prohibited.
dry, harsh desert in the east. (Notes from Tariff – 1/82 published by Ports & Marine Affairs General
Natural Resources: Petroleum; Fish; rock salt; marble; coal; gold; lead; Corporation).
nickel and copper and fertile soil in the west. Please note that the Port Limits (for Hodeidah) are 14␥ 55' 34" N.,
Average Temperatures: 53␥ 37' E.
Month High Low ‘‘Pilotage Point’’ for entrance and departure is Buoy No. 2.
January 28␥ C 24␥ C We trust that you will find the above information very helpful to promote
June 35␥ C 29␥ C cordial relations with all officials and relevant authorities, and at the same
September 36␥ C 29␥ C time contribute towards reducing expenses of our mutual Principals.
CIRCULAR: Extract from the Circular dated 21st June, 1975 from the PLEASE NOTE: All the foregoing information was in effect prior to the
Hodeidah Port General Corporation. unification of the country and may have been superceded in recent times.
Information and General Condition:
1. Payment of Tolls and Dues:
All charges imposed herein are payable in cash, in advance except ADEN, including Little Aden: 12.48 N. 44.54 E.
in the circumstances in which the General Manager of the Hodeidah
Port General Corporation exceptionally agrees otherwise. (See Plan)
2. Definition to Certain Terms:
(a) ‘‘Vessels’’ shall deem to refer in the Regulations to every floating LOCATION: The port is located in position Lat. 12␥ 47.0' N.,
craft made to sail on water by its or without its own means, whether or Long. 44␥ 58' E.
not fit for navigation. General Description: The port consists of the Outer Harbour, providing
(b) ‘‘Working Day’’: Commences at 0600 hrs. and ends at 1800 hrs. anchorage areas, the Oil Harbour in Little Aden to the west and Inner
Night: Commences 1800 hrs. ends 0600 hrs. following day. Weekend: Harbour in Aden to the east.
Commences Thursday 1200 hrs. and ends Saturday 0600 hrs. Chart: B.A. Chart No. 7.
3. Public Holidays: PORT LIMITS: The sea area north of a line from Round Island to a
The following occasions are observed as Public Holidays, which position 3.18 miles ␺ 187␥(T) from Round Island to Lat. 12␥ 42.0' N.,
commence from 1200 hrs. on the preceding day and end at 0600 hrs. Long. 45␥ 00' E., then on a heading 270␥(T) to position Lat. 12␥ 42' N.,
following the holiday: Long. 44␥ 54' E., thence 1.76 nautical miles ␺ 346␥(T) to Ras Abu
Weekly Holiday: Friday. Qiyamah.
Al-Hijra (Moslem New Year): *1st Muharram. DOCUMENTS:
Maulid-El-Nabi (Prophet’s Birthday): *12th Rabia Awal. 5 Crew Lists for Ship’s Agent, Police and Immigration.
Al-Meiraj (Prophet’s Ascension Night): *27th Rajab. 5 Passenger Lists for Ship’s Agent, Police and Immigration.
2 Lists of Bonded Stores.
Al-Shaabania: *15th Shaaban.
1 Health Form to be shown to Pilot on boarding and handed to Ship’s
Idd-El-Fitr (4 days): *1st to 4th Shawal.
Agent.
Idd-El-Adha (5 days): *9th to 13th Dulhijja. Manifests, Bills of Lading if landing cargo only.
Revolution Anniversary: 26th September. Ship’s Register to be sighted by Pilot.
13th June (National Holiday). Arrival Declaration to be filled in by Ship’s Agent after arrival.
Labour Day (1st May). Dangerous Material Declaration to be handed to Pilot on boarding.
Unity Day (22nd May). APPROACHES: The outer limit of the approach channel is located in
Revolution Day (14th October). position Lat. 12␥ 44.5' N., Long. 44␥ 57' E. and is marked by the Buoys
* N.B.: For Hijra Calendar dates, the corresponding Georgian Calendar No. 1 (QR and QG). The channel has a dredged depth of 16.0 m. and
dates will be those proclaimed by the Government of the Yemen. a width of 220 m. to the point where the channel divides. The channel
CIRCULAR: To Owners/Masters. is well marked by pairs of navigational buoys.
We quote below text of a Circular dated 21st January, 1979, issued Oil Harbour: From the point where the channel divides, vessels
by the General Corporation for Ports and Marine Affairs, Hodeidah, for proceeding to the Oil Harbour (Little Aden) should proceed mid-way
your information and necessary compliance: between the navigational buoys, and immediately after passing Buoys
‘‘No vessel, having no workable derricks or winches of her own, shall No. 2, turn to heading 300␥(T) passing north of the Oil Harbour
be received or accepted. breakwater. The channel has a depth of 14.7 m., a width of 220 m. and
Agents shall be responsible for said obligations and without any liability a length of 2.3 nautical miles.
to the Port General Corporation, in all Yemen Ports. Inner Harbour: From the point where the channel divides, at Buoy No. 3
Due to non-availability of discharging means of floating cranes at (S Cardinal), 9 cables north of the channel entrance, vessels take the
anchorage and non-guarantee of available shore cranes, advisable you N.N.E. channel dredged to a depth of 15.0 m., a width of 185 m. and a
ensure that all ships calling under your Agency should be fully equipped length of 2.6 nautical miles to the Inner Harbour breakwater. In the Inner
as required.’’ Harbour, the 15.0 m. dredged channel has a width of 220 m. and leads
PILOTAGE: Pilotage is compulsory on all vessels irrespective of their on a heading of 068␥(T) to the 700 m. diameter turning area off the Aden
size, on entry and departure. Container Terminal (ACT). At the eastern end of the Inner Harbour, a
NOTICES: The following notice was handed to a Master on arrival at short channel depth of 11.0 m. leads to the Ma’alla Terminal.
Hodeidah. Also see ‘‘Plan’’.
Re: Formalities, Restriction, Breaches & Penalties at Yemeni Ports: PILOTAGE: Compulsory for all vessels proceeding to and from Inner
We are very pleased to welcome you and the vessel under your Harbour and Oil Harbour at Little Aden. To call Pilot fly International
command at Hodeidah/Raskateeb/Saleef/Mokha, and request you to Code Flag ‘‘G’’ or red/white/red lights at night. Call ‘‘Harbour Control’’
note and comply with the following formalities/restrictions to avoid on VHF Channel 16, or R/T 2182 kHz. 48 hours’ notice of ETA with draft
payment of penalty. to Harbour Office.
1. Call Pilot only when you are fully ready in all respects. If Pilot is Pilot boat will meet vessel in position Lat. 12␥ 44' N., Long. 44␥ 57' E.
called to take the vessel out, and the vessel fails to depart after in all weathers. Pilot boat has red hull and yellow superstructure, flying
boarding of the Pilot, the vessel will bear all the consequential Pilot flag by day or white/red lights at night.
expenses of (a) Pilot waiting time, (b) Launches assistance A pilot ladder should be rigged on the port side by the ship during the
charges, (c) unmooring charges, including any other expenses. N.E. Monsoon period (mid-September to May). During the
2. Fine of YER 500 to 2,000 is imposed, if Yemen flag is not hoisted S.W. Monsoon period (June to mid-September), pilot ladders should be
on the highest mast. rigged on the port side for ships approaching from the west and on the
3. Fine of YER 500 is imposed, for arrival at Port without prior notice, starboard side for ships approaching from the east.
notifying actual time of arrival of the vessel. Also see ‘‘Approaches’’ and ‘‘Shipmaster’s Report’’ dated April 2001.

See guidelines on how to compile and submit information to us (page vi). 3077
YEMEN
ANCHORAGES: Anchorage areas are available for vessels in the Outer
Harbour with depths of 6.0 m. – 20.0 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 west 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 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 part of the port’s
inner 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
south of the port entrance to the shore as shown on B.A. Chart No. 7.
RESTRICTIONS: 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.
MAX. SIZE:
Inner Harbour (Aden): Vessels of max. size 50,000 d.w.t., LOA 275 m.
and draft 11.3 m. berth at the Inner Harbour buoy berths.
Aden Container Terminal (ACT): On the north side of the Inner Harbour,
ACT has a quay length of 700 m. with a depth of 16.0 m.
Ma’alla Multi-Purpose and Container Terminal: 40,000 d.w.t., LOA
190 m. and draft 10.7 m. The Terminal is located at the eastern end of
the harbour and has 4 container/general/bulk berths with a total length
of 750 m. , depth of 11.0 m. and Ro-Ro berth with a depth of 7.6 m.
Home Trade Quay: Depth 6.7 m.
Oil Harbour (Little Aden): The 4 oil berths have depths of
11.5 m. – 15.85 m. The LPG, dry cargo berths and Ro-Ro berth have a
depth of 11.0 m.
Berth No. 1: Max. 85,000 d.w.t., LOA 260 m.
Berth No. 2: Max. 65,000 d.w.t., LOA 180 m.
Berth No. 3: Max. 85,000 d.w.t., LOA 235 m.
Berth No. 4: Max. 110,000 d.w.t., LOA 286 m.
Berth No. 5 – 6: LPG – Max. 25,000 d.w.t. and LOA 150 m.
Dry cargo/Ro-Ro – Max. 15,000 d.w.t. and LOA 150 m.
HEALTH: Vessels requiring Pratique fly International Code Signals or
3 red lights at night. This signal to be exhibited until Pratique has been
granted by the Pilot or Port Health Officer.
Control of quarantinable and infectious diseases is direct responsibility
of Port Health Officer. All passengers from infected local areas except
children under age of one year are required to have valid international
certificate of vaccination or revaccination against yellow fever and
cholera.
Also see ‘‘Radio’’.
RADIO: All ships landing passengers are boarded by Assistant Port
Health Officer unless Radio Pratique has been given. Pratique may be
obtained by radio to Port Health Authorities no earlier than 12 hours and
no later than 4 hours before arrival, in accordance with international
procedure. All landing passengers medically inspected and vaccination
certificates checked on board before Free Pratique granted. Ships having
infectious diseases on board are also boarded; after examining the case
and taking any necessary precautions the Assistant Port Health Officer
grants Restricted Pratique. Ships also inspected for issuing Derat
Exemption Certificates. Deratting carried out when necessary and Derat
Certificate issued.
VHF: 24-hour watch on VHF Channel 16 (working on Channels 6, 8 and
13) and duplex working on Channel 26.
TUGS: Tugs for both harbours normally join just outside Breakwater.
Ships’ ropes always used in Aden Harbour, tugs’ wires in Little Aden.
4 tugs available in Aden Harbour, maximum 2,000 h.p. In Oil Harbour
at Little Aden 2 Voith Schneider tugs of 3,200 h.p. each are available.
BERTHING: Oil Harbour: Berths No. 1 – 4 are dedicated to the handling
of oil/product tankers (See ‘‘Tankers’’) and Berth No. 5 – 6 for LPG, dry
cargoes, heavy lifts and import/export cargoes (liquid and dry) in
containers shipped to or from the Refinery. The Dry Cargo Quay length
of 220 m. handles ships up to LOA 150 m. The turning basin off the
berths is dredged to 11.0 m. and is 250 m. wide.
Inner Harbour: There are 9 alongside berths, 6 buoy and 3 bunkering
(dolphin) berths with depths of 5.5 m. – 11.9 m., and a fishing harbour.
Ma’alla Multi-Purpose and Container Terminal: There are
2 conventional/bulk berths with a length of 187.5 m. and a depth of
11.0 m.
The area inside the boundary wall of the Ma’alla Wharf has been
declared as the ‘‘Aden Free Port’’. Customs inspections are carried out
in a Customs area at the eastern end of the Ma’alla Wharf.
Home Trade Quay: At the eastern end, the Ma’alla Terminal has a quay
length of 250.0 m.
Lighter and Dhow Quays: East of the Home Trade Quay, lighter and
dhow quays have a total length of 800 m. with depths of 1.8 m. – 2.7 m.
Fishing Harbour: The fishing port located within the Inner Harbour has
a total area of 8.5 hectares, with a wharf length of 550 m. Depth
alongside varies from 5.5 m. – 7.2 m.
CARGO HANDLING FACILITIES: Storage: A large number of cargo
handling sheds are available at the Ma’alla Terminal, including
2␺170 m. ␺ 60 m. warehouses and the CFS. The Ma’alla Terminal
provides 10 hectares of open storage area.
CRANES: There are a number of mobile cranes available, including
1␺50 tonne heavy lift crane. 1␺30 tonne floating crane is also operated
by Yemen Ports Authority (YPA).
Fishing Harbour: 3␺5/10/20 tonne gantry cranes.
CRUISE FACILITIES: Inner Harbour: Cruise vessel facilities exist within
the port. Vessels use the 2 bunkering dolphins on the south side of the
harbour opposite the tourist pier. Passenger launches are available to
transfer passengers to and from ships, but vessels may also use their
own launches.
3078 We welcome all advice, updates and additions to this information.
BULK CARGO FACILITIES: Cement: Vessels discharge bulk cement
at Berth No.4 to a bulk cement receiving and bagging plant operating
behind the Home Trade Quay Shed No. 23.
Grain: The Grain Terminal (operational early 2000) has silos with a total
capacity of 50,000 tonnes with a flour mill and is located between west
of Ma’alla Terminal and the Ship Repair Yard. Discharging facilities
consist of pneumatic suction pumps and automatic bagging plant which
provides the principle means of unloading wheat from ships and filling
bags for direct delivery onto lorries.
Bulk cargoes may also be unloaded by grab into barges and taken to
silos on the north shore, capacity 18,000 tonnes, where they are
unloaded by elevator, or to the lighter quays for unloading by using
automatic bagging equipment.
CONTAINER HANDLING FACILITIES: Aden Container Terminal
(ACT): The terminal has 2 berths, each with a length of 350 m. and a
depth of 16.0 m. The berths are equipped with 4␺40 tonne (under
spreader) Reggiani Super Post-Panamax gantry cranes (1999), having
52.0 m. outreach from the quay wall. The container yard covers a total
area of 35 hectares, and has 2,500␺20 ft. ground slots with a storage
capacity of 10,000 TEU (4 high) with 252 reefer points, 8␺40 tonne Fels
RTG’s (1999), 4␣1 high, 6␣1 wide, 2 reach stackers, 22 tractor units
and 45 trailers. There is a 97.0 m. ␺ 48.0 m. Container Freight Station
and consolidation shed, located to the rear of the container yard.
There is also an independent power station (14 MW), desalination
plant, workshops and waste treatment plant located within the terminal.
ACT operates a fleet of services, maintenance and emergency vehicles.
Ma’alla Multi-Purpose and Container Terminal: The terminal has
2 berths each with a length of 187.5 m. and a depth of 11.0 m. The
berths are equipped with 2␺40 tonne Liebherr Panamax gantry cranes
(1993 and 1995) with outreach 38.0 m. (50 tonnes under the hook for
heavy lifts). The container yard has a total area of 7 hectares, 426␺20 ft.
ground slots (852 TEU, 2 high) with 32 reefer points, 4␺42 tonne Kalmar
and 3␺28 tonne Kalmar top lifters, 9 tractor units and 38 trailers
(20 ft. and 40 ft.). A 170 m. ␺ 60 m. cargo shed with offices used as a
Container Freight Station.
SPECIALISED CARGO HANDLING FACILITIES:
Ma’alla Multi-Purpose and Container Terminal – Ro-Ro: There is one
berth, ramp length of 150 m., width of 20.0 m. and depth of 7.62 m.
Also see ‘‘Developments’’.
Oil Harbour – Ro-Ro: There is a Ro-Ro berth, ramp width of 20.0 m.,
located on the N.E. corner of the dry cargo berth with a depth of 11.0 m.
Ships moor stern to this berth, with a distance of 200 m. from the face
of the berth to the closest point of the 11.0 m. dredged area.
STEVEDORES: ETA advice to Agent at least 48 hours before arrival.
Also see ‘‘Shipmaster’s Report’’ dated April 2001.
MEDICAL: Advance notice for medical attention not normally required
except for serious cases requiring doctor’s attendance on board, or
ambulance cases. Vaccination certificate required for landing. Hospital
facilities available.
TANKERS: Tankers carrying dangerous petroleum (flash point below
73␥ F) and those not gas free or carrying more than 3 tons of Category
One cargo (explosives) cannot enter Aden Harbour during hours of
darkness. They can enter Little Aden day or night. Slop (residue)
discharge facilities available at Little Aden.
Oil Harbour: Aden Refinery Company (ARC) imports and exports liquid
products through the terminal.
Berth Berth Type Length Depth Remarks
(No.) (m.) (m.)
1 ‘T’ Jetty 13.50 Loading refined products
2 ‘T’ Jetty 11.50 Loading refined products
3 Pier 11.50 Loading refined products
4 Pier 15.85 Discharging crude and
loading products
5–6 Quay 120 11.00 LPG
Also see ‘‘Max. Size’’ and ‘‘Shipmaster’s Report’’ dated April 2001.
BALLAST: Notice: Port Authority require vessels arriving or saililng in
ballast to have mean draft 50% of summer draft and maximum trim of
6 ft. by stern. However, should the vessel have segregated ballast tanks
then ballast condition must comply with Regulation 13 of International
Convention for Prevention of Pollution 1973, Protocol 1978. Total
deballasting time allowed being 6 hours only. Vessels should have
maximum possible ballast clean and capable of being pumped
overboard. Dirty ballast and slops can be received ashore at maximum
rate of 500 t.p.h.
Signed: Marine Superintendent.
Aden Refinery Company.
DENSITY: Salt water at all times.
FRESH WATER: Ample available, delivered by barge in Aden at about
50 t.p.h. Ordinary water in Little Aden supplied by pipeline at about
40 t.p.h. and condensate at about 2 t.p.h.
FUEL:
(a) A.B.C. (4 berths).
Marine fuel 2500 sec., 1000 sec., 600 sec., 200 sec.
Diesel oil and gas oil.
(b) Yemen-Kuwait Terminal Co.
Marine fuel – all grades below 3,500 sec.
Diesel oil and gas oil.
All supplies done on a Nomination basis through the Company’s
Head Offices, with the vessel giving at least 48 hours’ notice to
Aden.
Oil Harbour: Only tankers discharging/loading at Berths No. 1 – 4 are
allowed to bunker alongside these berths.
FIRE PRECAUTIONS: As per the Refinery regulations (International
Standard). Tug wires to be rigged and check list to be furnished.
CONSULS: Algeria, Belgium, Bulgaria, China, P.R. of, Cuba, Czech
Republic, Denmark, Ethiopia, France, Greece, India, Iran, Iraq, Italy,
Japan, Korea, D.P.R of, Kuwait, Libya, Netherlands, Norway, Oman,
Pakistan, Portugal, Russia, Saudi Arabia, Somalia, Spain, Sweden,
United Arab Emirates, United Arab Emirates, United Kingdom, Vietnam
and Yugoslavia.

REPAIRS: Workshops, operated by the National Dockyard Corporation,
are equipped to carry out: Boiler repairs; Plating and sheet metal work;
Galvanising work/moulding work; Welding and blacksmith’s work; Main
and auxiliary machinery repairs; Carpentry and joinery work; Electrical
and plumbing work; Refrigeration repairs; painting, cleaning and
chipping. Repairs afloat to vessels up to 80,000 tons are undertaken;
repairs to the largest vessels carried out mostly in Outer Harbour.
Radio engineering section with fully qualified personnel giving
round-the-clock service of repairs and maintenance to radar and radio
equipment.
During repairs, maintenance and painting – no rubbish to be thrown
overboard, precautions to prevent pollution to be taken. No painting
overside to be carried out without written permission from Port Authority.
Chipping and/or scrapping overside strictly not permitted.
DRY DOCKS: There are 2 floating docks and 1 sideways slipway taking
1,500 tons and floating dock lifting capacity 4,500 tons. Length 137 m.,
breadth 31.0 m. Maximum draft 6.0 m.
SURVEYORS: There are surveyors available to conduct
marine/engineering surveys, gyro/radio surveys/repairs and life raft
surveys/repairs.
GANGWAY/DECK WATCHMEN: It is recommended watchmen are
employed; they can be supplied by Ship’s Agent. Safety net to be rigged.
OPENING/CLOSING HATCHES: Normally carried out by stevedores,
derrick-topping by ship’s crew. Vessels not to move in harbour with
beams off.
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.
REPATRIATION: Arranged through Ship’s Agent and Immigration.
AIRPORT: About 5 miles from port. Flights to U.K. via Beirut (Middle
East Airlines), Air France, Kuwait Airways, Air India, Ethiopian Airlines,
Saudi Air and Alyemda also call.
TIME: GMT plus 3 hours. No alteration of clocks.
HOLIDAYS: Most holidays are religious which have movable dates.
National holidays are 14th October and 30th November. Cargo work
usually carried out during all holidays. Friday is a public weekend holiday.
POLICE/AMBULANCE/FIRE: Ambulance at Crater 53232; Harbour
Police 22851; Port Health 22626/7; Fire 22222.
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.
SHIP SUPPLY SERVICE: There are no firms specialised in this field in
Yemen. However, the Yemen Ports Authority has a large fleet of tugs
and launches at Aden, and will, in 1985, have 2 Voith Schneider propelled
tugs, 1 fast pilot launch and 2 mooring launches at the newly constructed
port of Mukalla-Khalf. 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.
As to helicopter services, the Yemen Army and Air Force make their
helicopters available for rescue at sea whenever possible.
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.
IDENTIFICATION CARDS: Shore pass to be carried at all times when
ashore.
GARBAGE DISPOSAL: Facilities available, contact ship’s Agent.
WASTE OIL DISPOSAL: Facilities available, contact ship’s Agent.
REGULATIONS: Vessels must fly the National flag of Yemen at
foremast. 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 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 ship’s
Agent. Same procedure applies for overside hull painting. Application to
be through ship’s Agent in duplicate. Main engine immobilisation in oil
berths and Home Trade Quay not allowed.
DELAYS: See ‘‘Shipmaster’s Report’’ dated April 2001.
GENERAL: Outer harbour contains ample anchorage area for vessels
requiring datum depths up to 54 ft. Inner harbour approached by 2.7 mile
dog-leg channel, dredged to 38 ft., from Fairway Buoy in Outer Harbour
where Pilots board. Inner harbour protected by breakwater at Steamer
Point and by rubble mound. It provides 24 buoy or anchor-and-buoy
berths, including 13 with oil bunkering facilities. Majority of these berths
have a datum depth of 30 ft. or 38 ft., with max. length of ship ranging
from 275 ft. to 750 ft. In addition 3 dolphin berths, with bunkering facilities,
of 39 ft. datum depth and normally accommodating ships of 750 ft. –
900 ft. max. length; vessels of greater length can be accommodated with
the approval of the Port Officer. Quays and wharves cater for
shallower-draft vessels and lighters.
Oil harbour, serving refinery at Little Aden, reached by 38 ft. channel
from Fairway Buoy, provides facilities for tankers of up to 750 ft. All
berths and anchorages are under the jurisdiction of the Port Officer.
In order to facilitate berthing arrangements for ships calling at Aden,
Masters are requested to furnish the Port Authority with the necessary
information, such as, LOA, max. draft, g.r.t., type of ship, object of call,
dangerous cargoes on board and IMO Classes, ETA and any other
information Master thinks may be useful.
See guidelines on how to compile and submit information to us (page vi).
YEMEN
DEVELOPMENTS: Ma’alla Multi-Purpose and Container Terminal: The
following proposals are designed to provide YPA with extended facilities
to meet the projected demand for berthing space over the next 20 years.
Phase 1: Extend the Ma’alla Terminal by 270 m., depth alongside to
16.0 m., so able to berth bulk vessels of up to 120,000 d.w.t. with
adequate under-keel clearance (and 5th Generation container ships if
required). The extension will add 3.5 hectares to the terminal area and
allow sufficient space for the development and/or expansion of the
dockyard in future. The existing Ro-Ro berth ramp which is not currently
used, will be removed. The area off the extension will be dredged to
15.0 m. (equivalent to the ACT turning area).
Phase 2: Remove the Home Trade Quay (HTQ) wall and extend the
existing quay by 300 m. to the east with depth of 11.0 m. Dredge the
area alongside the quay to 11.5 m. and the area off the quay to 12.0 m.
Phase 3: Build a new small vessel quay running east-west from the end
of the HTQ to the N.E. corner of the dhow quay, depth alongside at least
5.0 m., reclaiming the area between the old and new walls and increasing
the Terminal area by 6.6 hectares. Dredge an area of 100 m. wide (or
more) to a depth of 5.5 m. (or more) extending over the full length of
the new Small Vessel Quay.
SHIPMASTER’S REPORT: October 1994.
Vessel called at Aden for bunkers and fresh water.
Documents:
Agent:
3 Crew Lists.
Customs:
1 Crew List.
2 Customs Declarations.
1 Crew Declaration.
Immigration:
2 Crew Lists.
Police:
2 Crew Lists.
Arrival Declaration filled in by Agent after arrival. Departure Declaration
was also signed for Agent to fill in later for Departure Clearance. No
Ship’s Certificates were requested by the Agent or the Port Authorities.
Immigration officers check passports. Shore leave allowed with
Passports/Seaman’s Book. Agent and Port Authorities very co-operative
and arrival formalities were quick and smoothly carried out.
Agent returned on board prior to vessel’s 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:
Ship’s name. Draft.
Flag. Last Port.
G.r.t. Next Port.
Type of vessel. Agent in Aden.
We were then instructed to call again when vessel was 4 miles off the
Fairway Buoy. We reported again when vessel was 4 miles off the
Fairway Buoy, and were then informed by Port Control that no
arrangements made by our Agent for Pilot to bring the vessel into port.
We were then instructed to anchor vessel 2.5 miles S.W. 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 2 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. 3 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 ship’s 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.
3079
YEMEN
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.
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 3 supply outlets to supply to
different tanks on board our vessel simultaneously. We were informed
by the Agent that there are 3 fresh water barges in Aden port, but only
one is available to suppply fresh water to the vessels in port, as the
other 2 barges were undergoing repairs at the time. Cost of fresh water
is U.S.$ 4.00/ton.
SHIPMASTER’S REPORT: April 2001.
Vessel: General cargo vessel, 18,100 d.w.t.
Cargo: Bagged rice and steel pipes.
Documents: Once the vessel was secured alongside, the ship’s 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 ship’s 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 nautical miles to the S.W. or S.E. 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 anchor.
Also see ‘‘Arrival’’.
Approaches: All the buoys in the approach channel were in their charted
positions with navigational lights working.
Also see‘‘VHF’’.
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 nautical miles 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 harbour.
Both the inward and outward Pilots were very professional and
courteous.
Health: The Pilot granted the vessel Free Pratique on boarding at the
anchorage.
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. 2 tugs using ship’s lines were used during the
berthing operation.
Cargo Handling Facilities: We commenced discharging the bagged rice
the following morning with ship’s 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 ship’s 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. Ship’s crew going ashore have to take their
Seaman’s 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
ship’s Agent.
Delay: There is a continuous backlog of cargo vessels waiting to berth
at the port.
AUTHORITY: Yemen Ports Authority, Port of Aden, P.O. Box 1316,
Tawahi, Aden, Yemen. Tel: ␣967 (2) 202666/8. FAX: ␣967 (2)
205805, 203521. Email: ypa@y.net.ye WWW: www.portofaden.com
Contact: Dr. Nooruddin Fakhi, Director General (Tel: ␣967 (2) 202083.
Fax: ␣967 (2) 205805). Captain Abdulla Ibrahim Abkar, Director
Operations (Tel: ␣967 (2) 243096, 202953 (after hours). Fax: ␣967
(2) 243211). Captain Ali Ahmed Ali, Harbour Master (Tel: ␣967 (2)
202850. Fax: ␣967 (2) 206241).
3080 We welcome all advice, updates and additions to this information.
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 nautical miles east of Aden.
The Terminal area is delineated by a circle 3 miles in radius from the
SPM.
ACCEPTANCE: 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.
NAVIGATION: The location of certain navigational and mooring facilities
is given by the following coordinates:
SPM Position:
Lat. 14␥ 40' 35" N., Long. 49␥ 31' 16" E.
Navigation Light – white ‘‘U’’, visible 3 miles.
Navigation Buoys: Permanent navigation lights are exhibited on the
2 navigation buoys marking the 27.4 m. (90 ft.) water depth seabed
contour – Fl. Y. 5 sec. with radar reflectors.
Positions of the buoys are given hereunder:
East Buoy: Lat. 14␥ 41' 15" N., Long. 49␥ 31' 10" E.
West Buoy: Lat. 14␥ 40' 55" N., Long. 49␥ 30' 31" E.
Service Tug Mooring Buoys:
Mooring Buoy ‘‘A’’ – Lat. 14␥ 41' 08" N., Long. 49␥ 29' 30" E.
Mooring Buoy ‘‘B’’ – Lat. 14␥ 40' 50" N., Long. 49␥ 29' 30" E.
Masters of vessels are advised that no Anchorage Area is warranted
as being suitable by the Terminal Operator.
Seabed soil characteristics within the Terminal area are Dolomite
Limestone, and is not suitable for anchoring vessels.
Masters of vessels must not attempt to anchor within the Terminal
area.
All attempts to anchor their vessel is at their own risk, and 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.
Navigational Chart: The location of the Terminal is indicated on chart
BA No. 3784, Ra’s Al Kalb to Ra’s Marbat.
Approach to Terminal: Approach to the Terminal is direct from the open
sea.
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 Terminal.
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):
4 Crew Lists.
2 Personal Effects Declarations.
2 Bonded Stores Lists.
1 Last Port Clearance (original).
1 Maritime Declaration of Health.
2 Cargo Manifests.
2 Vaccination Lists.
Documentation required by the Terminal Operator is as follows:
Signed ‘‘Conditions of Use’’ letter (by Master).
Signed Ship/Shore Safety Check List.
Signed Safety Requirements.
Signed Non-Intrinsically Safe Equipment.
Signed Notice of Readiness Notification.
Signed Agreement for Agent to sign documents (EDP).
Signed Fo’c’sle Watchkeeper.
Copy of a current CLC Certificate.
Copy of Safety Management Certificate.
Copy of Document of Compliance.
Copy of P&I Club Pollution Insurance Certificate.
Pollution Insurance: Each vessel which is to load at the Terminal must
have Protection and Indemnity 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.
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,
Ship’s Ullage Report, and Receipt for Documents and Samples. The
Terminal utilises an ’’Early Departure Procedure’’ (EDP).
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 ship’s stamp. The Mooring Master has
the authority to receive all letters, without prejudice.
PILOTAGE: Compulsory Pilotage: A Mooring Master and his assistant
provided by the Terminal Operator will board an arriving vessel
approximately 2 miles seawards of the SPM.
Use of the Mooring Master is compulsory.
A combination of accommodation ladder/pilot ladder should be rigged
on the leeward side, 1.0 m. above sea level.
Mooring Master: A Mooring Master will remain on board the vessel to
coordinate the loading operation throughout the vessel’s 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 vessel’s
officers.
ANCHORAGES: No suitable anchorage (See ‘‘Navigation’’).
RESTRICTIONS: See ‘‘Berthing – Terminal Operations’’.

MAX. SIZE: The Terminal is capable of accepting vessels of the
following deadweight tonnages:
Maximum – 400,000 tonnes d.w.t.
(loading restricted to 265,000 tonnes of cargo).
Minimum – 80,000 tonnes d.w.t.
RADIO: Pre-Arrival Information: Masters are advised that there is no
provision for vessels to discharge ballast to the shore facility. No oil
contaminated ballast from cargo or permanent ballast tanks is permitted
to be discharged into the sea. Vessels arriving with clean ballast in cargo
tanks will be required to retain on board at least the last meter in each
ballasted tank.
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 vessel’s arrival at the Terminal:
AAA ETA.
BBB Cargo requirements in barrels at 60␥ F.
CCC Maximum and minimum loading rates.
DDD Quantity and type of ballast on board to be discharged at this
Terminal.
EEE Can vessel load and deballast simultaneously while maintaining
a minimum two valve separation?
FFF Deballasting time prior to commencement of loading (CBT only).
GGG Number and size of cargo manifolds. Do they comply with OCIMF
‘‘Recommendations for Oil Tanker Manifolds and Associated
Equipment’’ 4th Edition 1991.
HHH Availability of two reducers to adapt port side manifold to suit
16 in. 150 ANSI loading hoses.
JJJ Whether Inert Gas System is operative and percentage oxygen
level in cargo tanks, prior to arrival at Terminal.
KKK Is vessel equipped with one or two bow chain stoppers capable
of accepting a 76 mm. chain.
LLL Does fo’c’sle mooring arrangement comply with OCIMF
‘‘Recommendations for Equipment Employed in the Mooring of
Ships at Single Point Moorings’’ 3rd Edition 1993.
MMM SWL of cranes or derricks (Min. SWL 12 tonnes).
NNN Last port and destination.
OOO Name of Pollution Insurers.
PPP Summer Deadweight Tonnage.
QQQ Arrival Displacement. Sailing Displacement.
RRR Arrival draft. Sailing draft.
SSS Nationality of officers and crew.
TTT Master’s name.
UUU 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 vessel’s 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: 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 communications 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
required.
TUGS: A tug is available at the Terminal. The Operator will require that
the tug be in attendance throughout operations. A ship’s rope must be
provided at the stern of the vessel for use in an emergency. The tug is
secured using a tug’s wire. Under normal circumstances the tug will tow
at the stern continuously.
BERTHING:
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.
Terminal Operations: Hours of Operation: The Terminal operates
24 hours a day, prevailing weather conditions permitting. During the S.W.
Monsoon season, berthing may be restricted to daylight only.
Berthing at night will be at the discretion of the Terminal, and
dependant upon the location of the vessel’s ballast.
Berthing on Arrival: Government officials may board the vessel with the
Mooring Master and his assistant. The Agent seldom boards the vessel.
Communications: Pre-arrival information is required by fax directly to the
Terminal (See ‘‘Radio’’).
Arriving vessels can contact ‘‘Ash Shihr Terminal’’ on VHF Channel 16.
Working channel is Channel 9 (See ‘‘VHF’’).
Notice of Readiness: Shipmasters may tender Notice of Readiness on
arrival by contacting Ash Shihr Terminal, if the vessel is ready in all
respects to load.
See guidelines on how to compile and submit information to us (page vi).
YEMEN
Acceptance of the Notice of Readiness: Notice of Readiness will be
accepted by the Terminal Operator, subject to the following conditions:
(a) The Terminal is open.
(b) That the Estimated Time of Arrival (ETA) has been advised to
the Terminal, 72 hours, 48 hours, 24 hours and 12 hours prior to
arrival, and Masters have advised the Terminal of any change of
ETA in excess of 3 hours.
(c) That the vessel complies with the Terminal Rules and
Regulations. The level of oxygen in the inerted tanks and
cleanliness of any ballast to be discharged will be checked by an
authorised Terminal representative prior to proceeding to the
berth.
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’’, 3rd Edition 1993.
Panama Lead Size: Panama leads and chain stoppers must accept
76 mm. diameter chains.
Messenger Lines: The vessel must supply at the bow, 2 floating
messenger lines of 25 mm. minimum diameter and minimum 50 m. long.
MEDICAL: Medical and dental services are not available at the Terminal,
except in an emergency.
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.
Lifting Equipment: Vessel’s hose lifting equipment shall be Safe Working
Load certified and rigged to handle at least 12 tonnes.
CARGO OPERATIONS: Safe Loading: Safe operations, and continuing
compliance with the Terminal Rules and Regulations on board the vessel
throughout the vessel’s stay at the Terminal, is the Master’s
responsibility.
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 vessel’s 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 Vessel’s Valves: The vessel’s loading system valves must
never be closed against the Terminal’s 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:
The minimum loading rate is 15,000 bbls./hr.
The maximum loading rate is 60,000 bbls./hr.
Loading at the SPM:
Manifold Connections: 2␺16 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.
Special Requirements for Vessels at the Terminal: The vessel’s
firemain must be pressurised at all times with 2 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 hand-held dry chemical 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.
Before 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 deballasting.
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 implementation.
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 ship’s 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.
3081
YEMEN
EARLY DEPARTURE PROCEDURE: Information to Masters: The
Early Departure Procedure as adopted at Ash Shihr Petroleum Export
Terminal is explained below:
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, vessel’s tank ullages, water dips, etc.,
will be taken. Usually this practice is completed prior to unmooring
operations.
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 ship’s 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.
7. All cargo documents which require Master’s signature will be signed
by the vessel’s Agent after the documents have been prepared by
the Terminal, which will be after the vessel’s departure.
Authorisation to sign cargo documents is a matter between the
Master and the vessel’s 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. Master’s copies of cargo documents are forwarded to the discharge
port by courier.
10. An outward clearance certificate for the vessel is issued by the
vessel’s 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.
Ballast in Cargo Tanks: Vessels which arrive with Ballast in the Cargo
Tanks will only be permitted to discharge ballast during daylight hours.
In addition, a minimum of the last one (1) meter of ballast in each tank
must be retained onboard. Discharge of the ballast must be monitored
to comply with MARPOL regulatory limits of 15 p.p.m.
Simultaneous Deballasting and Loading: All vessels with CBT or cargo
tank ballast shall be capable of loading/deballasting simultaneously with
a minimum of two valve segregation. In addition, 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 onboard the vessel.
FRESH WATER: Not available.
FUEL: Not available.
CONSULS: The nearest consuls are in Sana’a.
REPAIRS: No facilities available.
REPATRIATION: Crew changes cannot be carried out at the Terminal.
No member of the ship’s crew or passengers is permitted to land, except
in an emergency.
AIRPORT: The nearest airport is at Riyan, approximately 10 km. west
of the Terminal.
GENERAL: Lifeboats: Except for an emergency abandonment of the
vessel, no vessel shall lower its lifeboats to the sea.
Waste and Garbage: 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.
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) 4th Edition 1996.
(b) Special emphasis on the OCIMF ‘‘Recommendations for Tanker
Manifolds and Associated Equipment’’ 4th Edition 1991, and the
OCIMF ‘‘Recommendations for Equipment Employed in the
Mooring of Ships at Single Point Moorings’’ 3rd Edition 1993.
(c) International Agreement for the Prevention of Pollution of 1973 and
its Protocol of 1978 (MARPOL 73/78) as amended 1992, 1994
and 1995.
(d) Ash Shihr Petroleum Export Terminal Rules and Regulations
(Latest Revision).
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.
Handling of the Equipment Supplied by the Terminal: Equipment
supplied by the Terminal will be taken on board from a line handling
boat, using the vessel’s lifting equipment. The vessel’s crew must be
available to receive equipment and connect the loading hoses. A ‘‘tag
line’’ must be provided on the cargo hook.
State of Readiness: The vessel’s main engines and essential machinery
must be ready at all times in order to allow immediate vacation of the
berth.
3082 We welcome all advice, updates and additions to this information.
Mooring Master Authority: The Mooring Master can instruct any vessel
to leave a berth.
Vessel’s Officers and Crew: A ship’s officer with an adequate command
of English and sufficient qualified crew must always be available at all
times for operational requirements and emergencies.
Deployment of Emergency Towing Wires: All vessels must deploy
emergency towing wires forward and aft on the starboard side.
Ship’s Agents: Ship’s Agents must be registered with the appropriate
Government Authority.
Disembarkment: The embarkation and/or disembarkation of crew
members and passengers as well as 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 Ship’s
Agent with his own resources and through his own means, either before
or after loading operations.
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 vessel personnel embark or disembark at the Terminal. In these
cases, the Terminal Operator can provide transportation for the said
embarkation or disembarkation.
Provisions: The vessel cannot take on stores or provisions at the
Terminal.
Mail and Correspondence: Official communications and crew mail will
be handled by the Ship’s Agent.
Fo’c’sle 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 fo’c’sle 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.
SHIPMASTER’S REPORT: December 1993 (Updated 1998).
Location of SBM: Lat. 14␥ 40.6' N., Long. 49␥ 31.3' E.
Pilot: Pilot boarded 2 miles 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.
Documents:
5 Crew Lists.
1 Vaccination List.
1 Customs Declaration.
2 Bond Stores Lists.
1 Last Port Clearance.
3 Arrival Information Lists (Form).
3 Sailing Information Lists (Form).
1 Master’s Authorisation Letter for EDP.
Cargo: Masila Crude Oil. API 31.0 – 31.9. Temperature 98␥F.
Loading: Max. rate 60,000 bbls./hr.
Hoses: 2␺16 in. on port side.
Officials: Customs and Immigration do not visit.
Local Agent boards with Clearance.
Duty Pilot and an assistant, together with a surveyor, stay onboard
all the time.
Moorings: 2␺17 in. circumference nylon grommet ropes with 76 mm.
chafe chains. Bow chain stoppers required.
OPERATOR: Canadian Nexen Petroleum Yemen, PO Box 52137,
Mukalla, Hadhramout, Republic of Yemen. Tel: ␣1 (403) 699 5010,
ext. 0. Inmarsat (871) 762 392256. FAX: ␣1 (403) 699 5850. Inmarsat
(871) 600 150522. Email: yemterm_manager@nexeninc.com
Contact: John Holland, General Manager. Nigel Precious, Terminal
Manager.
HODEIDAH: 14.47 N. 42.57 E. (See Plan)
Also see ‘‘General’’ before first port.
FLAG: It is essential that from the time they enter Yemeni territorial
waters all vessels fly the Yemen flag and this should be flown
continuously until they leave these waters on sailing. Failure to observe
this courtesy may result in a heavy penalty.
Also see ‘‘Ship Officer’s Report’’ dated August 1999.
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
2 of the 16 copies of Manifests on board the ship should be freighted
copies, otherwise 2 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 1 copy of each Bill of Lading
and certificate to show vessel is not blacklisted.
PILOTAGE: Pilotage is 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 Pilot.
Vessels will be piloted down a dredged channel of about 8 miles in
length. The channel, which is buoyed with black starboard and red port
buoys, is 10.0 m. deep and 200 m. wide.
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 some 5 miles 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
the following position: Lat. 14␥ 55' N., Long. 42␥ 54' E. Also see
‘‘Shipmaster’s Report’’ dated May 1982.
RESTRICTIONS: The approach channel is dredged to 9.5 m.
MAX. SIZE: Max. draft 31 ft. (September 1990). Also see ‘‘Shipmaster’s
Report’’ dated May 1982.
Shipmaster’s Report: January 1985.
Entrance channel is buoyed differently to that shown on B.A. 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 September 14th, 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 G.C.Y.P. 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’’.
HEALTH: All members of the crew must be vaccinated against yellow
fever and cholera, otherwise permission will not be given to disembark.
RADIO: Masters should also ensure that a radio watch is kept to receive
calls from the Port Authorities. The Hodeidah Radio Station is operative
between 0600 and 1800 hrs. daily, the call sign is: 4WD or 4WD3 (short).
VHF: 24 hour watch is maintained.
TUGS: 9 tugs, 750 h.p. – 6,600 h.p. Pilot launch 250 h.p. also available
to assist.
BERTHING: 500 m. of quay with depth 10.0 m. for container vessels,
and 750 m. of quay with depth 7.0 m. – 10.0 m.
The quay is of concrete construction and is well founded, vessels
being secured to bollards in the normal manner. Use of rat-guards is
recommended.
There is also a dolphin berth for discharging of petroleum products,
which is connected by submarine pipes to storage tanks near the port
area. The depth alongside is 6 m.
Also see ‘‘Developments’’.
CRANES: 7 quay cranes up to 10 tons capacity, 4␺30 ton mobile cranes,
2␺35 ton container cranes, 1␺75 ton floating crane. 4␺30 ton forklifts,
8␺30 ton forklifts (private) and 6␺35 ton straddle carriers.
STEVEDORES: All labour is provided by Agent’s representative
including winchmen and tally clerks, but winchmen are provided entirely
at ship’s 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 Master’s 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 hrs. to 1100 hrs. and again from
1300 hrs. 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.
MEDICAL: Hospitals at Hodeidah and Sanaa-Taiz.
FRESH WATER: Available; pumping rate 10 t.p.h. – 15 t.p.h.
FUEL: Small quantities of diesel oil available from Yemen Petroleum.
CONSULS: (and Embassies):
Algeria, China, P.R. of, Egypt, Ethiopia, France, Germany, Iraq, Italy,
Korea, Rep. of, Kuwait, Lebanon, Libya, Russia, Saudi Arabia, Syria,
United Kingdom, United States of America and Yugoslavia.
REPAIRS: Light repairs can be carried out.
SURVEYORS: Lloyd’s Agency available.
AIRPORT: Flights to Sanaa. Also flights from the new Hodeidah
International Airport.
TIME: GMT plus 3 hours.
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.
SHORE LEAVE: Allowed. The Master should prepare a list of persons
wishing to go ashore as Agent has to issue I.D. cards.
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 U.S. $500.
DEVELOPMENTS: Vacuators to be installed for grain handling, giving
average daily discharge rate of 5,000 tonnes – 6,000 tonnes.
SHIPMASTER’S REPORT: May 1982.
I came in and berthed at No. 6 Berth at 8.5 m. draft and discharged
via vacuvators direct into lorries and managing a rate of 3,000 t.p.d.
Pilot reckoned 29 ft. maximum can be taken in.
Other points in ‘‘Guide’’ seem accurate, but with the Chart B.A. 3050
being too small I cannot see many Masters bringing a large ship into
the recommended anchorage position. I anchored 3 cables N.N.E. of
the No. 2 Buoy in better water.
See guidelines on how to compile and submit information to us (page vi).
YEMEN
PURSER’S REPORT: August 1982.
Requirements:
1 Maritime Declaration of Health. (Any country’s (preferably Arab) is
accepted suitably amended).
1 Vaccination List (ship’s form).
10 Crew Lists (ship’s form).
2 Bonded Stores Lists (ship’s form).
1 Crew Effects List (ship’s form).
Sundry Customs and Agent’s 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 U.S.A. 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.
SHIPMASTER’S REPORT: April 1984.
Pilotage: Ships can enter or sail out of harbour at anytime, if Agent makes
strong request. All the buoys in the channel as well as the approaches
including the Sea Buoy are lit.
Berthing: Observed a ship entering with 30 ft. draft and Pilot confirmed
that vessels can enter up to 30 ft. draft.
Stevedores: Bagged cargo discharging rate increased to up to 30 t.p.h.
provided that receivers are able to supply sufficient trucks in time.
The stevedores no longer request drinking water from the ship, as
they drink bottled water supplied from shore.
SHIPMASTER’S REPORT: April 1990.
1. There is no Fairway Buoy (Fairway Buoy is indicated on B.A.
Chart No. 1990).
2. There is no Buoy No. 2 (Port Authorities instructed vessel to
anchor inside Buoy No. 2 in Lat. 14␥ 55' 44" N., Long.
42␥ 53' 42" E. for registration).
3. Authorities/Agent instructed vessel to anchor by Buoy No. 2, but
this was unsafe as the depth is 7.7 m.
4. Due to shallow water in anchorage position (inside Buoy No. 2),
2 vessels collided when one of them was trying to anchor.
5. A vessel anchored in the position indicated and ran aground.
6. Our vessel, which berthed port side to at Berth No. 4, grounded
forward with a draft of 32 ft. 5 in.
7. The maximum depth in the anchorage position, which was
checked, was 9.8 m., 3 hours after high water.
8. No ship’s certificates were requested by the Port Authorities or
the Agent on arrival.
9. No written permission given by Port Authorities for painting ship
or load line or for boat drill.
10. Two crew members required cholera vaccinations, but these were
not done.
11. A vessel was given verbal permission to paint ship’s marks, and
after painting was fined U.S. 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 U.S. 200,000.00 was given
(actual cost of damage was about U.S. 5,000.00).
16. Attention of all Masters and Owners is drawn to the permissable
arrival draft which is 32 ft. (salt water). For every inch over 32 ft.
the vessel is fined U.S. 3,000.00.
17. This vessel was penalised for 5 inches, and had to pay a fine of
U.S. 18,000.00 without official receipt from the Port Authorities.
18. For further fines and restrictions, please see ‘‘General – Notice’’
before first port.
SHIP OFFICER’S REPORT: June 1994.
Approaches: Approaches to Fairway are generally clear without much
traffic density and/or fishing crafts. Outer Anchorage for deep draft
vessels is not declared by port, but vessels drawing more than 8.0 m.
draft normally anchor between 1 mile to 3 miles N.W. of the Fairway.
Some vessels are found anchored very far from Fairway as per Master’s
wish. There is no restriction regarding that by the port. Within 3 miles
from Fairway, depths of between 14 m. to 21 m. are available. Strong
S.W. 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
3083
YEMEN
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 U.S.$15.00 per tonne.
Ships are advised to avoid receiving fresh water from the port as it is
saline and unconsumable by crew. Also, the fresh water is not fit for use
in engines. Water rationing should be commenced on arrival anchorage,
if long stay is expected.
Fines:
1. Arrival Notice: Notice of Arrival must be given 24 hours prior to
vessel’s ETA.
Fine of U.S.120.00 for non-receipt of cable/notice by Master
via Hodeidah Radio Station for vessel’s arrival.
2. Flag: Fine of U.S.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 U.S.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
U.S.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 U.S.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 vessel’s 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 U.S.1,000.00 will be imposed.
11. Fine of U.S.120.00 for non-fixing of rat guards.
12. Fine at U.S.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 vessel’s holds is essential where minimum
30% of total cargo for discharge in each hold. Any excess of 30%
in stowage, fine of U.S.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
U.S.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 U.S.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 U.S.$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 vessel’s overdraft even if they are not.
This vessel, which is a bulk carrier, carried 28,500 tonnes of wheat
from U.S.A. U.S. silo figures showed 28,500 tonnes of cargo. As per
ship’s 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 Lloyd’s 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 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, Lloyd’s 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 U.S.$9,000.00 for 3 in.
overdraft. They did not even agree to Lloyd’s Register Surveyor’s 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 ship’s
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 ship’s stay alongside, will
not be smooth, if drinks, cigarettes, etc., are not offered to those directly
3084 We welcome all advice, updates and additions to this information.
involved in ship’s 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 port’s 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 between 1800 hrs. and 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 U.S.$1.00.
SHIP OFFICER’S REPORT: August 1999.
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 Mariner’s 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 size.
Observations:
(a) The Pilots are now much more experienced.
(b) Fresh water is very expensive but is consumable, no salinity
found.
(c) Port Control are very co-operative. They operate on VHF
Channels 14 and 16.
(d) Rat guards are to be used in a proper way. Large rats were seen
on the quay. If mooring lines are found without rat guards, vessel
will be fined.
(e) Do not use siren/whistle when in the port, except in emergency,
otherwise heavy fines will be imposed.
SHIPMASTER’S REPORT: May 2000.
Location: The port is located in position Lat. 14␥ 48' N., Long. 42␥ 55' E.
Max. Size: Max. LOA 200 m.
AUTHORITY: Ports and Marine Affairs Corporation, PO Box 3183,
Hodeidah, Yemen. Tel: 211603, 211620. FAX: 211561. Telex: 5565
Mawani Ye. Contact: Ahmed Ali Ba-Obeid, Chairman. Captain Ali
H. Sharaf, Director-General, Captain Abdullah A. Rajab, Harbour
Master.
MOCKA (Mokha): 13.17 N. 43.10 E. (See Plan)
Also see ‘‘General’’ before first port.
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.
CRANES: 3␺18 ton mobile cranes.
MEDICAL: Clinic available.
TANKERS: Tankers up to 11,000 d.w.t. berth alongside the breakwater.
FUEL: Not available.
TIME: GMT plus 3 hours.
SHIPMASTER’S REPORT: August 1980.
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. Vessel’s 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 ship’s Agents. Otherwise ship’s 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 ship’s personnel going ashore have to
carry their Seaman’s 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)
SHIPMASTER’S REPORT: August 1984 (Updated 1989).
PORT LIMITS: See ‘‘Gulf of Aden Pilot’’ (No. 64).
DOCUMENTS: See ‘‘Aden’’.
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 S.W. 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.
RESTRICTIONS: Entering/leaving:
Anchorage: None.
New Port: Daytime only. During S.W. monsoon only between
0600 hrs. and 1100 hrs. and max. LOA 75 m.
MAX. SIZE: Ship’s 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.
HEALTH: As ship arrived from Aden, no formalities whatsoever.
TUGS: At least 1 tug, and probably 2 when port is open for shipping.
BERTHING: 2 alongside berths for up to 10,000 summer d.w.t.
3 alongside berths for coasters, depth up to 5.0 m.
CRANES: 14 mobile cranes, 3 – 10 tons capacity.
STEVEDORES: Work throughout 24 hours.
MEDICAL: Local hospital available but only a few facilities.
DENSITY: 1026.
FRESH WATER: Will be available in 1989.
FUEL: Will be available in 1989.
CONSULS: None.
REPAIRS: Not available.
SURVEYORS: Available.
FRESH PROVISIONS: Not available.
GANGWAY/DECK WATCHMEN: Not required, no reports of pilferage
of cargo and/or ship’s stores.
OPENING/CLOSING HATCHES: Once open, not necessary to close
again except for sailing. Climate: Warm/humid but no rainfall.
CUSTOMS ALLOWANCES: Bonded stores were sealed on arrival, no
specific rules, no search parties of Customs.
On departure: No check of seals.
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.
AIRPORT: Located at Rayan, 29 km. east of Mukalla.
BANKS: National Bank of Yemen. Local currency: Dinar.
On presentation of passport-receipt, U.S.$ (and only this currency)
can be exchanged for Dinars (approximately U.S.$3 for 1 Dinar).
It is very difficult to obtain U.S. dollars in exchange for Dinars.
STORES: Not available.
SHIP SUPPLY SERVICE: See ‘‘Aden’’.
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.
See guidelines on how to compile and submit information to us (page vi).
YEMEN
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).
DELAYS: At present congestion may occur during the S.W. 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.).
GENERAL: Transit Time Airmail Post:
Mukalla-Europe: Minimum 2 weeks, maximum 3 weeks.
Europe-Mukalla: Minimum 2 weeks, maximum 3 weeks.
Agency: National Shipping Co., P.O.Box 8039, Mukalla, Yemen.
Cables: ‘‘Natship Mukalla’’ (via Aden Radio).
Importer: National Company for Home Trade, 5th Government Branch,
Mukalla.
SHIPMASTER’S REPORT: April 1985.
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.
APPROACHES: Charts B.A. 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 4 tower ruins
above the town are charted and conspicuous from seaward.
PILOTAGE: Pilot boards from launch, off the breakwater.
ANCHORAGES: For vessels over 10,000 d.w.t. all cargo is handled at
the anchorage which may be closed from May to October due to its
exposure to the S.W. 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.
RESTRICTIONS: Berthing during daylight hours only.
MAX. SIZE: Max. size 10,000 d.w.t. Max. draft 8.5 m.
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 2␺1,000 b.h.p. tugs shortly.
BERTHING:
Berth Length Depth
(m.) (m.)
No. 1 177.25 9.15
No. 2 184.00 9.15
Fisheries 160.00 4.50
Turning Basin: Width 250 m. Depth 10 m.
Harbour Entrance: Approx. width 200 m. Depth 11 m.
Lighters: 4␺200 tonnes, 4␺60 tonnes and 2␺400 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
inclusive.
Morning shift: 0700 – 1230 hrs. Afternoon shift: 1300 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 by curfew to between 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 2 commercial jetties and a fisheries jetty.
Swell: Reportedly maximum 20 cm. in S.W. monsoon.
Provisions: None available with the exception of individual purchases of
fruit or poor quality vegetables available from market stalls ashore.
Fishing good from ship’s 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 ship’s lifeboat. Barges can
be used if other arrangements do not materialise.
Communications: By cable only. Telephone system is reported to be
unreliable.
Port Officials: Immigration and Customs Officials board on arrival.
Passports or Seaman’s 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.
DEVELOPMENTS: 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: Yemen Ports Authority. Contact: Ahmed M. Basaleem,
Port Manager. Captain Salem Awad Saleh, Assistant Harbour Master.
3085
YEMEN
NISHTUN: 15.50 N. 52.12 E. (See Plan)
DOCUMENTS: See ‘‘Aden’’.
PILOTAGE: Compulsory. Manoeuvring during day time only. There is
a lighthouse, range 28 miles, flashing 10 sec. in position Lat. 15␥ 49.0' N.,
Long. 52␥ 12' E. Also the breakwater tower has a flashing green light.
ANCHORAGES: Ships waiting for berthing normally anchor 4 – 5 cables
S.E. of the breakwater tower and clear of the harbour entrance.
MAX. SIZE: Maximum size of ship that can be accommodated is up to
3,000 d.w.t., 90 m. LOA and 5.0 m. draft. For ships over such size special
permission should be obtained from Port Officer and Director of Marine
Affairs.
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␺3 tons – 17.5 tons mobile cranes.
MEDICAL: Limited facilities available.
FRESH WATER: Available in small quantities.
FUEL: Not available.
AIRPORT: Located at Al-Gaidah, 40 km. to the east of Nishtun.
WEATHER: Monsoon: During S.W. 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 (See ‘‘Aden’’).
RAS ALKATHEEB: 14.55 N. 42.53 E.
Also see ‘‘General’’ before first port.
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 ship’s 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.
SHIPMASTER’S REPORT: November 1980.
1. Port does not accept Vessel’s 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: 4␺700 b.h.p. and 3␺1,800 b.h.p. Pilotage only
during daytime.
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 extended.
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 barge.
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
area.
RAS ISA MARINE TERMINAL: 15.07 N. 42.36 E.
(See Plan)
LOCATION: The geographical location of the Ras Isa Marine Terminal,
‘‘FSO Safer’’, is Lat. 15␥ 07' N., Long. 42␥ 36' E.
Ras Isa Terminal is an Offshore Loading Terminal, located in the
Yemen at the southern end of the Red Sea, east of the Zubair Islands,
and a little north of the port of Hodeidah. The terminal consists of the
purpose-converted Floating Storage and Offloading (FSO) Vessel
‘‘Safer’’. This vessel is 409,000 metric d.w.t., and continuously receives
crude oil production from a pipeline on the seabed via an anchored
fixed-turret mooring. The sub-sea pipeline to shore runs 4.8 miles to the
N.E. at Ras Isa Peninsula. The terminal is operated by Yemen Hunt Oil
Company (YHOC).
DOCUMENTS: At present only 2 Crew Lists and Vessel Particulars List
are required.
ARRIVAL: Pre-Arrival Information:
To: Master
From: Ras Isa Marine Terminal FSO ‘‘Safer’’.
Date: 20 March 2002.
3086
We hold your nomination for 550,000 barrels at 60␥F Marib Light
Cruide Oil, approximate API 49.7 and approximate temperature 92␥F.
Kindly furnish the following information:
AAA Confirmation that you can load the nominated volume.
BBB Quantity and grade of any transit cargo you have onboard.
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 capacity in bbls./hr.
FFF Arrival data: Draft, trim should not exceed 3 m. by stern.
Freeboard, should not be more than 18 m. d.w.t.
GGG Departure data: Estimated draft and d.w.t.
HHH Distance from bow to manifold.
III Confirm you are able to simultaneously load and deballast,
maintaining double valve segregation throughout or retain your
ballast on board.
JJJ Confirm latest edition of following publications are on board:
ISGOTT Safety Guide, OCIMF Ship-to-Ship Transfer Guide.
International Chamber of Shipping Guide to Helicopter/Ship
Operation.
KKK Advise if you agree that Pilot, Agent, Cargo Surveyor and Terminal
Representatives board your vessel by a small helicopter (Bell 212)
at 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.
MMM Master full name.
NNN Master’s agreement on early departure procedure (EPD) and if
affirmative, name of Agent appointed to sign Bill of Lading on his
behalf.
OOO If your ship is not fitted with Inmarsat, Master agreement to keep
radio watch on Bahrain Radio until cargo quantities and
authorisation to sign Bill of Lading are received by parties
involved.
PPP Advise name of your underwriters.
QQQ Date vessel built.
RRR Previous vessel name.
SSS Vessel’s flag.
TTT Your vessel is scheduled to be moored in tandem mode.
UUU Advise expiring date of vessel’s Safety Management Certificate
(SMC).
The following instructions are hereby tendered:
Upon notification by your Owners that you are going to load at
Ras Isa, send us your best ETA at 72 hours, 48 hours and
24 hours in advance via Inmarsat AE (581) 447376472 Hunt or
Telex: 895 4002 YHOC YE, or Fax: ␣967 (1) 416 6080, ext. 2264
(via Operator) or email Email: saferfsoone@y.net.ye and to
Hodeidah Port Authority (Fax: ␣967 (3) 217049 or 211561,
Email: pmac@y.net.ye).
When in range, contact Terminal via VHF Channel 74 for berthing
instructions.
On arrival, have your pilot ladder ready on side as per Pilot
instructions and your port boom (min. SWL 15 tonnes) rigged for
16 in. hose handling.
Confirm your IGS is in good working condition maintaining O2
content less than 8% by volume in all cargo tanks.
A Marine Terminal representative will board your ship to check
tanks inerted atmosphere.
Pollution prevention: Upon arrival and before deballasting, your
ballast water will be inspected by a Terminal a representative.
Pumping of any bilge water overboard and disposal of garbage
at sea is strictly prohibited.
Operation Safety Check List as per OCIMF Ship-to-Ship Guide
must be adhered to.
If moored side by side, approximately 11 m. long rope tails on
wires can be used if fitted with proper connections (Tonsberg or
Mandel) as per OCIMF Guidelines and Recommendation for the
Safe Mooring of Large Ship’s at Piers or Sea Islands, quote
Mooring ropes made fast on bitts are prohibited unquote.
Mooring Lines layout in case of side by side mooring:
4 head lines 4 stern lines
2 fwd breast lines 2 aft breast lines
2 fwd spring lines 2 aft spring lines
At the Marine Terminal’s discretion, if vessel is scheduled to be
moored in tandem mode (similar to SBM mooring), 2␺16 in.
floating hoses will be connected to your port manifolds.
Confirm that your vessel is fitted with OCIMF recommended bow
chain stopper of tongue type or hinged bar type to accommodate
76 mm. size chafing chain.
Two tugs will stand by based on your ETA if you are going to be
berthed on arrival
Co-ordinates of Ras Isa Terminal Anchorage Area are:
Lat. 15␥ 03' N., Long. 42␥ 32' E. to Lat. 15␥ 05' N., Long. 42␥ 36' E.
Specify max. Summer d.w.t. if your vessel is using different
loading marks.
Advise if you have accommodation for Pilot, Port Agent and Cargo
Surveyor, who should stay onboard your vessel.
Note: For SBT vessels only: Total capacity of tanks which are
part of SBT system.
PILOTAGE: The pilot boarding area for the Ras Isa Marine Terminal is
2 miles southward of the storage tanker, or boarding will be at anchorage
as appropriate.
The Pilot will remain on board throughout the export tanker vessel’s
stay on the berth; therefore, suitable and adequate accommodation shall
be provided for him on board the export vessel.
Arrival at Pilot Station/Anchorage: Means of access to the vessel by the
Mooring Master shall be provided in accordance with the requirements
of SOLAS, and early advice will be given by Ras Isa Marine Terminal
that access should be provided. At night, the access area shall be
adequately illuminated to provide for the approach and boarding of the
We welcome all advice, updates and additions to this information.

Mooring Master, Agent, Cargo Surveyor and YHOC Representatives.
The condition of entry into and use of Ras Isa Marine Terminal, and
agreement for the hiring of tugs will be presented to the Master of the
export tanker, and shall be signed by him on behalf of himself, the vessel
and its Owners prior to departure from the Pilot Station/anchorage and
commencement of berthing operations.
The tugs and Berthing Master are automatically arranged through
YHOC, when export tanker is scheduled to berth.
Notice of Readiness is only signed for receipt by YHOC
Representative. In no event shall a Notice of Readiness be valid or
binding on the terminal, unless and until such time as the export vessel,
her tanks and equipment are, in fact, in every respect whatsoever, in
the proper condition and operation to receive the cargo. Export tankers
provided with a suitable landing area can be boarded by helicopter.
ANCHORAGES: Should it be necessary to anchor, then the vessel
should proceed to the recommended tanker anchorage area defined by
the following coordinates:
Lat. 15␥ 05' N., Long. 42␥ 32' E.
Lat. 15␥ 03' N., Long. 42␥ 32' E.
Lat. 15␥ 05' N., Long. 42␥ 36' E.
Lat. 15␥ 03' N., Long. 42␥ 36' E.
RESTRICTIONS: No restrictions for berthing day or night when port is
open.
Strong Winds: When mean speeds exceed 30 knots on the Marine
Terminal anemometer, ships will, depending on the wind direction and
general weather synopsis, be alerted that cargo/deballasting operations
may have to be suspended and hoses disconnected. The terminal has
the responsibility of determining when wind conditions are reaching the
limit of the design criteria for continued operations.
MAX. SIZE: Maximum size of 307,000 d.w.t. tonnes is permitted at the
‘‘FSO Safer’’. Partially loaded tankers acceptable. Average water depth
is 38.0 m.
HEALTH: At present no Declaration required.
RADIO: Communications: On receipt of instructions to proceed to Ras
Isa Marine Terminal, then 72 hours, 48 hours and 24 hours prior, advise
ETA and other details as listed in the Ras Isa Marine Terminal
Regulations and in a standard telex sent by the terminal to the vessel.
If vessel is scheduled to berth on arrival, be sure to advise the terminal
of any change in ETA to avoid excessive stand-by charges for the tugs.
Hodeidah Port Authority must be advised as mentioned above at
Hodeidah Fax: ␣967 (3) 217049, 211561, Email: pmac@y.net.ye and
via Hodeidah Radio (4WD) in addition to any telex contact, as they advise
the Yemen Military Authorities, who maintain a radar watch on all vessels
entering and leaving Yemen waters.
YHOC Marine, Hodeidah:
Tel: ␣967 (3) 208148.
Telex: 5685 YHOCMA YE.
Fax: ␣967 (3) 208143.
YHOC, Sana’a:
Tel: ␣967 (1) 416080, Ext. 2211 (via operator).
Telex: 4013 YHOC YE.
Fax: ␣967 (1) 414542.
FSO Safer – Ras Isa Marine Terminal:
Tel: ␣967 (1) 416080, Ext. 2380.
Telex: Inmarsat Atlantic East (581) 447376472-SAFA YE.
Fax: ␣967 (1) 416080, Ext. 2264.
VHF: Terminal Channel 74.
Tugs Channel 74.
Email: saferfsonne@y.net.ye
VHF: Export Tanker/Terminal Communication: When the export tanker
is at anchorage, communications between the storage tanker and the
export tanker will be established on Channel 74.
Anchorage/Mooring Master Boarding Area: When within VHF
communication range, Masters of export tankers should ascertain
berthing prospects from the terminal.
TUGS: Two suitable tugs are ready for each lifting, and are for export
tanker account.
BERTHING: Alongside Mooring/Unmooring Arrangements: Should the
export tanker be moored alongside, mooring will be on the starboard
side of the ‘‘FSO Safer’’, according to following standard mooring plan:
4 headlines, 2 forward breast lines, 2 forward springs, 2 aft springs, 2 aft
breast lines, 4 stern lines. Fendering between the two vessels consists
of 5 large fenders.
For mooring/unmooring operations, the service of two tugs will be
necessary. Export vessels should provide either synthetic mooring lines
or mooring wires with synthetic tails. Synthetic ropes should be stored
on drums or wrapping drums. Masters of export tankers are to be advised
that the actual requirement of the mooring system may be subject to
variation from time to time, depending on the environmental condition.
Tandem Mooring/Unmooring Arrangements: ‘‘FSO Safer’’ is also
equipped with a Tandem Mooring System, which will be used if the
weather conditions do not allow an alongside mooring, particularly in
winter time. The export tanker has to be equipped with a chain stopper
on the bow, and shall be in overall conformity with the OCIMF ‘‘Standards
for Equipment Employed in the Mooring of Ship’s at Single Point
Mooring’’, latest edition. The terminal mooring hawser and chain
arrangement does not allow for mooring with snotters nor with Smit
Bracket, only an export tanker equipped with chain stoppers (OCIMF B
3 in. U3 chafing chain). The terminal is permanently equipped with a
floating 20 in. hose with 2␺16 in. tails. Before any tandem mooring
attempt, there should be a meeting between export tanker and terminal
personnel to establish procedures, responsibilities and supervisory roles.
Refer to Ras Isa Marine Terminal Regulations for further information.
MEDICAL: No doctor, dentist or clinic, however, in emergencies,
terminal will attempt to assist.
CARGO OPERATIONS: Transfer Operations: The ‘‘FSO Safer’’ is
equipped with 4␺16 in. transfer hoses with a maximum loading rate of
100,000 bbls./hr. for alongside loading and 50,000 bbls./hr. for Tandem
loading, and 1␺20 in. transfer hose with 2␺16 in. tails for tandem
loading. At all times during the transfer operation, a responsible deck
See guidelines on how to compile and submit information to us (page vi).
YEMEN
officer shall be in charge of operations, either on deck or in the control
room. On vessels with a central control room from which all operations
are controlled, a deck watch in contact with the control room is required
to continuously patrol the cargo deck, and monitor the manifold area of
the export vessel. At any time during the transfer operation, the rate can
be reduced as requested by the Master or responsible officer of the
export tanker. Early Departure Procedures are normally practised at the
‘‘FSO Safer’’.
The official quantity and quality of the crude oil delivered to the export
tanker shall be determined by the terminal, and shall be final and binding
on the export tanker and her Owners and Charterers.
Hose Handling: Hose connection/disconnection will be carried out by the
ship’s crew assisted by Terminal, who at all times will be under the control
of responsible deck officers. The export tanker will be required to have
ready a derrick with a minimum SWL of 15 tons at the port manifold area
for the handling of the terminal hoses. For further information refer to
Ras Isa Terminal Regulations.
Cargo Information: Oil loaded at Ras Isa Terminal is Marib Light Crude
with an average API gravity of approximately 48␥. The loading
temperature will vary from 85␥F in the winter to 100␥F in the summer
months.
Deballasting Operations: ‘‘FSO Safer’’ has no ballast reception nor slop
disposal facilities, and therefore, export vessels are required to arrive
with clean ballast suitable for pumping directly to the sea. Export vessels
arriving with ballast unsuitable for pumping to the sea may be rejected
for loading, or will be required to keep that portion of their ballast
unsuitable for discharge to the sea segregated on board. YHOC will not
accept any claims from vessels unable to meet such requirements.
It is strictly against the law to pollute the waters of Yemen. Any Master,
and his vessel’s Owners, may be subject to prosecution by Yemen, if
such pollution does occur.
Simultaneous Deballasting and Loading of Cargo Tanks: This practice
is essential. Vessel has to be ready at all times to manoeuvre, and the
only alternative is to load partial cargo first. Such operation is done at
the sole risk of the export vessel, its Master and Owners, and the most
stringent care and attention shall be taken by the export tanker. Export
tanker will hold the terminal, its parent companies, subsidiaries and
affiliates, harmless from any and all claims, demands, damages,
liabilities, costs, fines, and expenses, of every kind whatsoever, arising
out of, on account of, or in any way connected with the simultaneous
deballasting and loading of the export tanker.
Inert Gas Systems: All export tankers loading crude oil at the Marine
Terminal must have an effectively working Inert Gas System in
compliance with SOLAS Convention, and the Master shall confirm before
berthing that the Inert Gas System is working correctly, i.e. maintaining
positive pressure on all tanks with the oxygen content of the inert gas
less than 8% by volume. On arrival alongside, export tankers will be
asked to depressurise tanks sufficiently to allow check of O2 in cargo
tanks. Export tankers equipped with Vapour Lock tank dipping/sounding
devices are not required to depressurise the tanks when gauging,
temperature taking and water finding. During deballasting, the IGS must
be capable of producing sufficient inert gas at 8% or less oxygen quality
to prevent air from entering the tanks. If the IGS is not operable,
deballasting from cargo oil tanks will not be allowed to commence. If
during deballasting, the IGS fails, the deballasting must be stopped until
the plant is again operational. If this repair is likely to take more than
24 hours, the ships’ Owners and/or Charterers must be contacted and
a safe deballasting/loading plan should be agreed by both parties, before
operations are resumed. When loading an inerted tank, the inert gas
displaced must be vented through the ship’s vent system and not ullage
ports.
Maximum Allowable Pressure: The export tanker must never exceed the
maximum allowable pressure on its cargo piping system, and make sure
the loading rate is fully agreed.
DENSITY: 1027.
FRESH WATER: Not available.
FUEL: Not available.
CONSULS: At Sana’a.
REPAIRS: No facilities available.
REPATRIATION: No facilities available.
AIRPORT: Hodeidah and Sana’a.
SHORE LEAVE: Not permitted.
GARBAGE DISPOSAL: Not available.
WASTE OIL DISPOSAL: Not available.
SEAMAN’S CLUBS: None.
WEATHER: The winds in the area are usually light and generally blow
from western/northern quadrants in the summer, while in the winter, from
October to April, the prevailing winds blow from southerly quadrants,
building up strong swells, which force the terminal to use the Tandem
Mooring System. The existing currents are very weak.
HELICOPTER: Helicopter Operations/Precautions: Helicopter service
for embarking/disembarking a Pilot, or any other personnel from the
export tanker and any other vessel, is available, but subject to availability
of a helicopter. Transfer of personnel by helicopter from ships located
within the terminal area may be carried out only in emergency
(i.e. evacuation of injured crew member), and subject to availability of a
helicopter. The helicopter service will be for account of the export tanker.
Voice contact with helicopter is possible, because all are provided with
VHF radio equipment. Ensure the selected landing area on board the
vessel is clear. Ensure all operational requirements on deck are as per
guidelines issued by the International Chamber of Shipping in their
‘‘Guide to Helicopter/Ship Operations’’.
SAFETY: The Ras Isa Marine Terminal Safety Check List is based on
the recommendations of the ‘‘International Safety Guide for Oil Tankers
and Terminal’’ (ISGOTT).
SECURITY: General: The terminal will take prudent and reasonable
security measures, consistent with security threats and risk inherent in
each particular situation.
Security Area: The security area covered is indicated by the encircled
area on the chart. Throughout the vessel’s stay alongside, a gangway
3087
YEMEN
watch shall be maintained. The gangway security watchmen should
ensure (a), unauthorised persons are excluded from the vessel,
(b), authorised persons are logged on and off the vessel, and (c), if
necessary, conduct checks of baggage and packages being brought on
to or taken off the vessel.
It is important that the terminal advise the Master as soon as possible
of any special circumstances which might necessitate special security
precautions. Conversely, the Master of the vessel should also inform the
terminal of the security status procedures on board in accordance with
the Vessel Security Guidelines. Export tankers, requiring urgent services
(Owners’ items), should establish contact with local port Agents, at the
port of Hodeidah, for delivery offshore or at the Holding Anchorage,
which, if the latter is utilised, should be reported to ‘‘Ras Isa Terminal –
Safer’’, via telex or fax for clearance to use this anchorage. Any
authorised representative of the terminal shall have the right to board
any vessel within the terminal area at any time, for the purpose of
ensuring that regulations are being observed. As a condition of entry
into the terminal area, the export tanker and any other ship, must agree
to vacate the berth promptly on being requested to do so by the terminal.
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.
Agency: The terminal does not perform any vessel agency functions.
Vessels calling at Ras Isa Marine Terminal are required to arrange their
own agency representation from an agency operating in Hodeidah.
SHIPMASTER’S REPORT: June 1989 (Updated 1998).
NOTE: This report was received prior to receiving new operating
procedures above.
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 ship’s departure. Two
British Pilots employed and one on duty. Two tugs assisted with berthing
and unberthing operations.
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 96␥F.).
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 tons per hour).
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 onboard.
and additional items as follows:
Distance bow to manifold.
Helicopter landing area (helicopter has two engines and is large, takes
about 20 persons).
Rig pilot ladder on starboard and 16 in. hose pick-up derrick on port
side (SWL 10 tonnes).
I.G.S. works properly and all tanks including ballast tanks oxygen less
than 8 percent 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.
AUTHORITY: Operator: Yemen Hunt Oil Company, PO Box 481,
Sanaa, Yemen. Tel: ␣967 (1) 416080. Telex: 4013 YHOC YE.
FAX: ␣967 (1) 416079. Cables: YHOC Sanaa, Yemen.
Terminal: Ras Isa Marine Terminal, PO Box 3913, Hodeidah, Yemen.
Tel: ␣967 (3) 208148. FAX: ␣967 (3) 208145. Telex: 5685
Yhocma Ye. Email: saferfsoone@y.net.ye Contact: Captain Moh’d
Salem, Marine Manager.
3088 We welcome all advice, updates and additions to this information.
SALEEF (Salif): 15.18 N. 42.41 E.
Also see ‘‘General’’ before first port.
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.
SHIPMASTER’S REPORT: December 1979.
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.
Documents:
6 Crew Lists with passport numbers.
2 Bonded Stores Lists.
2 Personal Manifests.
2 Vaccination Lists.
3 copies Cargo Manifest.
Local inward forms made out on arrival.
Approaches: (BA Charts: 543 and 548). Recommend approaching
around the north end of Kamaran Island, as mentioned in Red Sea and
Gulf of Aden Pilot, page 390.
The lighthouses stand out well, but at night they are not lit (December
1979). The only difficulty in making Salif, in daylight, is passing to the
south of N.W. shoal light, the channel at this point being about one mile
wide. At night the lighthouses prove quite good radar targets, and the
various islands etc. show up quite well. Once around the top of Kamaran
Island course can be set down Kamaran Passage to the anchorage area
off Ras el Salif. Charterers frequently advise that passage is possible
south of Kamaran Island, however this is not advisable; the leads
mentioned on the chart are very difficult to see and there is no room for
error.
Anchorage: No specific area designated but anywhere in the vicinity of
Salif Jetty. For vessels waiting for the wheat berth it is best to anchor
about 0.75 miles west of Ras el Salif. Good holding ground in about
14 fathoms of water. For vessels with poor radar it would be best to
anchor outside Kamaran Island until daylight, when passage can be
made in safety.
Weather: See ‘‘Red Sea Pilot’’ for information. At Salif the wind usually
picks up during the day and this can delay berthing if the strength is
above Force 4.
Pilotage: Pilot boards in anchorage area from medium sized launch.
Yemenese Pilot with limited English.
Daylight pilotage only.
Berthing: Vessels berth, at the bagging plant pontoon, head to wind. The
pontoon consists of a flat topped barge made fast to a small stone jetty;
it is well fendered with car tyres. The offshore anchor is used whilst
coming alongside and a launch runs various ropes ashore to posts set
on the land. Five ropes are required either end and it is necessary to
join the first few together as considerable lengths are initially run. The
bagging pontoon can only accommodate one vessel at a time.
The general cargo and salt exporting jetty lies some distance to the
south of the bagging plant. This pier can take one vessel of up to 200 m.
in length. Facilities at this berth are an improvement over the pontoon,
however for the import of grain type cargoes, it is not so efficient, it being
necessary to bag the cargo by hand. Both berths can take vessels with
up to 39 ft. draft.
Buoys are at present being laid to the north of the bagging pontoon
and these could prove an obstacle for vessels berthing. The moorings
are being laid to assist vessels making fast to the new cement pontoon
(See ‘‘Projects’’ below).
Quarantine/Health Regulations: Doctor boards on arrival, either at
anchorage or alongside. No health forms as such. Certificates not
required unless vessel from infected area when Yellow Fever and
Cholera certificates are needed. No derat facilities.
Customs: Usual Islamic laws in force. Bond not sealed and apparently
no objection for crew to consume spirits/beer on board. On no account
must alcohol be given/sold to local Yemenese.
 YEMEN
Immigration: Passports are inspected on arrival. (Harbour Master acts SHIPMASTER’S REPORT: May 2000.
as translator for Immigration Authorities.) Shore leave granted with Vessel: Cargo vessel, LOA 217 m.
passes for Salif area only. Special permission has to be given to proceed Berth: General Cargo Berth.
outside local area, i.e. Hodeidah. Cargo: Grain.
For crew repatriation, passports are taken to Sanaa by Agent for Location: The port is located in position Lat. 15␥ 18' N., Long. 42␥ 41' E.
necessary visas to be arranged. Documents: On arrival, Immigration Officials board the vessel and collect
Medical Facilities: One doctor resides in Salif, Yemenese and speaks all crew members’ passports. No declaration by the crew members was
English. He will attend the ship rather than the patient visiting him. The required, and the vessel’s bonded store was not sealed.
nearest hospital is in Hodeidah. Charts: U.S.A. Chart No. 62285.
Port Operations (Bagging Plant): Foremen and workers are hard Approaches: The recommended approach is from the north of Karaman
working. The foremen reside in caravans close to the bagging plant whilst Island. It is forbidden for large or deep draft vessels to approach the
most of the stevedores come from Salif. port passing south of Kamaran Island due to an oil pipeline (depth
The method of discharge is to load a number of diesel driven unknown) having been laid in the southern passage. It is recommended
evacuators on deck and by various pipelines, these are connected to a that vessels make their approach to the port during daylight hours only.
storage hopper situated on the pontoon/barge. The hopper is connected Harrison Shoal Light has been destroyed, with only a 2 ft. stump of
to a small bagging plant and by means of conveyors the sacks are loaded the original structure visible above the water.
onto road transport. The 2 navigational buoys at the entrance to the southern passage are
Discharge rates per 24 hours worked between 1,600 tonnes and missing. The passage is only used by local fishing boats, tugs and supply
1,850 tonnes. Charter Party rate indicated about 750 tonnes per day. boats, and is prohibited to foreign cargo vessels (See ‘‘Plan’’).
The takeaway rate from the hopper appears to be adequate with plenty Pilotage: The Pilot arrives from Hodeidah. 24 hours notice is required.
of road trucks available. The grain is shipped immediately to different Tugs: Available from Hodeidah. 24 hours notice is required.
parts of the Yemen. Berthing: The vessel berthed starboard side alongside at the Saleef
It is usual to carry sufficient bags to enable the complete discharge General Cargo Berth. The pier is approximately 400 m. long and runs
of the grain to go unhindered. The bags are baled and discharged onto on a heading of 072␥-252␥. The abandoned bulk carrier ‘‘Aktea’’ occupies
the pontoon at regular intervals. the eastern part of the pier. There are approximately 25 m. of berthing
Ship’s gear is required at each hold to sling the pipes that lead from space to the east and 180 m. to the west of the ‘‘Aktea’’.
the evacuators into the hatch. It is also required for discharging the Cargo Handling Facilities: The wheat cargo was discharged via a
gunnies and for loading the evacuators (1.5 tonnes). The evacuators bagging machine ashore (supplied from Hodeidah). The discharge rate
appear reliable but spillage of diesel results during re-filling etc. over 24 hours was between 750 – 850 tonnes.
Shore Leave: Shore leave is permitted, but a letter from the vessel’s
Fresh Water: Available but expensive. Supplied by road tanker at
Master is required giving permission for crew members to go ashore,
15 tonnes a time, it is necessary to use ship’s pump for pumping the with a visit to the local Immigration Office required when proceeding
water aboard. Agents require ample notice prior to supplying water. ashore.
Fuel: Heavy oil and diesel oil not available unless barged from Hodeidah. Telephones: There are no public telephones available.
Stores: Not readily available; fresh stores difficult to obtain.
Agency: The main Agency lies some 60 km. away by track, and the ship AUTHORITY: Ports and Marine Affairs Corporation, Hodeidah Ports
is attended by a runner who commutes between Hodeidah and Salif. Authority, PO Box 3183, Hodeidah, Yemen. Tel: ␣967 (3) 211600,
Considerable delays result before ship’s business can be completed and 211601. FAX: ␣967 (3) 211561. Email: pmac@y.net.ye
it is necessary for everything to be in writing; repatriation, in particular, Contact: Ahmed Ali Baobeid, Chairman.
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, ship’s lifeboat can be used as a
ferry between gangway and shore.
Watchmen: Supplied by local Police/Army. They remain aboard during
vessel’s 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
Officer’s 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.

SHIPMASTER’S REPORT: May 1982.

We were in Saleef recently with 39,127 tonnes wheat – ship 182.08 m.
long. The following are changes to information in the Guide.
The barge – pontoon berth with bagging plant no longer exists and
apart from cement boats all ships now berth at jetty by Salt terminal.
Minimum water we found there in 18 days’ stay was 18.5 m.
Ship’s 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.

See guidelines on how to compile and submit information to us (page vi). 3089