china - guide to port entry

CHINA, P.R. OF

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

Peoples’ Republic of China

GENERAL: (See Plan)

GEO-POLITICAL:Capital City: Beijing.Nationality: Chinese.Population: 1,300,000,000.COMMUNICATIONS:International Direct Dial Code: 86.Number of Internal Airports: 192.Major Languages Spoken: Mandarin Chinese.ECONOMY:Currency: 1 Yuan Renminbi (CNY) of 10 Jiao.Exchange: (as of July 2002)

US$ 1.00 � CNY 8.28CNY 1.00 � US$ 0.12

Main Industries: Iron and steel; coal; machine building; armaments;textiles and apparel; petroleum; cement; chemical fertilisers; footware;toys; food processing; automobiles; consumer electronics;telecommunications.ENVIRONMENT:Territorial Sea: 12 n.m.Other Maritime Claims: Contiguous Zone: 24 n.m.Continental Shelf: 200 n.m. or to the edge of the continental margin.Coastline Extent: 14,500 km.Climate: Extremely diverse; tropical in south to sub-arctic in north.Natural Resources: Coal; iron ore; petroleum; natural gas; mercury;tin; tungsten; antimony; manganese; molybdenum; vanadinum;magnetite; aluminum; lead; zinc; uranium; hydropower potential.Average Temperatures:

Month High LowJanuary 1� C -10� CJune 30� C 18� CSeptember 25� C 15� C

DOCUMENTS: Shipmaster’s Report: 1987.First Port:

1 Maritime Declaration of Health.2 Reports of Entry for foreign ships.6 Crew Lists (names and addresses of Chinese and Hong Kong crews

to be written in Chinese and others in English).3 Lists of Specified Articles (money, gold and silver).4 Passenger Lists (if carrying passengers).1 Import Cargo Manifest. (If none on board then it is essential for the

Master to make one. Suitable blank Chinese forms are available).Note: All the above are to be made on Chinese forms.Second and Subsequent Ports:

2 Report of Entry and 6 Crew Lists, Last Port Clearance and travellingdocuments in a sealed envelope.Departure:

1 Report of Clearance form.4 copies of a simple declaration of all crew changes.All crew Identity cards and shore passes for checking.

Other Notes on Arrival:Ship’s Certificates are examined on board. If any taken ashore ensurea receipt is obtained.

Bond locker is usually not sealed, or the contents declared. However,some ports now reported to be sealing the Bond Locker.Shore Leave: Shore leave is granted after inspection of documents.Chinese and Hong Kong seamen need only Identity card to go ashore.Non-Chinese need a shore pass in addition.

For Arrival or Departure Inspections a large room is needed, capableof seating 8 to 12 persons. Cigarettes, tea, soft drinks and occasionallybeer are acceptable. Sometimes a meal will be requested. One cabinwill be requested for the Guards (2 berth cabin such as hospital issuitable) for duration of stay in port. Sometimes another room is requiredfor a Customs Officer.ARRIVAL: We have been advised by the Head Office of the ChinaOcean Shipping Agency in Beijing that Ship Masters of foreign vesselscalling at Chinese Ports should contact the Branch Office at the Portconcerned (cable address ‘‘Penavico’’) in order to be provided in duetime with necessary information relating to port entry requirements.PILOTAGE: Regulations with Respect to Sea-port Pilotage issued byThe Ministry of Communications: These Regulations have been madewith a view to safeguarding the sovereignty of the People’s Republic ofChina and ensuring the safety of ports and vessels.

Article 1: For all foreign vessels which enter, leave, or navigate or shiftberths within any port of the People’s Republic of China, pilotage iscompulsory. No foreign vessel shall enter, leave, or navigate or shiftberths within a port without having on board a Pilot designated by theHarbour Superintendency Administration. In cases of emergency, suchas a sudden change of weather, a vessel at anchor may, however, forthe purpose of ensuring safety, shift from her original anchor position toany other position in its vicinity without a Pilot, provided the HarbourSuperintendency Administration is notified of the same simultaneously.

Article 2: Incoming foreign vessels shall anchor in the designatedanchorage or Pilot Station and await the Pilot. In case an outgoing foreignvessel requests the Pilot to conduct the vessel beyond the limits of thepilotage waters, the Pilot has the right to refuse such request.

Article 3: Prior to arrival at the pilot anchorage, incoming foreignvessels shall communicate with the Pilot Station (boat) or the port signalstation by exhibiting appropriate signals prescribed by the Chinese PortAuthorities and follow the instructions given by the Pilot Station (boat)or the port signal station.

Article 4: When the Pilot is boarding or leaving, it is the duty of theMaster of the vessel piloted to take safety measures and furnish a pilotladder complying with the requirements of the International Conventionfor the Safety of Life at Sea for embarking and disembarking the Pilotsafely and quickly, with due regard being paid to the safety of the pilotboat.

Article 5: The Master of the vessel piloted shall give the Pilot a correctdescription of the vessel’s navigability and steering qualities, and shallmeet the Pilot’s demands in piloting. Failing to do so, the Master shallbe responsible for the consequences arising therefrom.

Article 6: While the vessel is under pilotage, the Master thereof shallin no way be relieved of his responsibility for management and operationof the vessel. The Master shall still give care to the safe navigation ofthe vessel and must co-operate closely with the Pilot. In the interests ofsafe navigation, the Master may put forward reasonablerecommendations and requirements, but shall not interfere in the Pilot’swork unreasonably. If the Master has to leave the bridge temporarily,he shall inform the Pilot of the same and designate an officer as hisrepresentative during his absence.

Article 7: In order to ensure the vessel’s safety, the Pilot has the rightto suspend pilotage when necessary until the circumstances are suitablefor safe navigation again.

Article 8: For marine accidents occasioned by the fault of a Pilot inthe course of piloting, the Pilot shall be duly punished, but shall hold noliability for loss or damage resulting therefrom.

Article 9: When sea conditions or other special circumstances makeit impossible for the Pilot to board an incoming vessel at the designatedplace, the vessel shall first be guided by the pilot boat to a place atwhich the Pilot can safely embark and then be conducted by the Pilotinto the port after his boarding.

In the case of an outgoing vessel, if the Pilot finds it difficult todisembark at the designated place for the same reasons as are statedabove, he may disembark midway at a safe place and then guide thevessel out of the port with the pilot boat.

Article 10: The Pilot may be accompanied by apprentice Pilots whogo on board for practice. The Master of the vessel piloted shall providethem with conveniences in regard to both work and life.

Article 11: The Master of the vessel piloted shall sign the Pilotage Billand pay the pilotage or shifting charges according to the prescribed tariff.If the Pilot considers that the vessel should be assisted by a tug or tugs,the charges for the tugs actually employed shall also be for the accountof the vessel.

Article 12: These Regulations shall come into force on the date ofpublication. The ‘‘Regulations Relating to Sea-Port Pilotage’’,promulgated by the Ministry of Communications of the People’s Republicof China on 9th December 1959, shall at the same time be abrogated.ANCHORAGES: Typhoon Shelters: Approaching the typhoon season,seriously affecting the safety of shipping along the Southern stretch ofChina’s coast, we publish herewith a circular received from the MappingAgency of the Navigation Guarantee Department of the Chinese NavyHeadquarters.

In the text ‘‘Dao’’ means island, ‘‘Gang’’ port, ‘‘Shan’’ mountain and‘‘Wan’’ bay. The chart numbers refer to those issued by the sameauthority.Anchorages: The coast in this area is very indented and hencenumerous good harbours and bays are found. The anchorages affordingshelter from bad weather for foreign vessels are Dongshan Wan, JiaziGang and Hailingshan Gang. Guangzhou Gang, Huangpo Gang,Zhanjiang Gang and Shantou Gang also have good anchorages forshelter.Section 1 – Dongshan Wan Anchorage: Charts 9111, 9314.General Remarks: Dongshan Wan is situated near the boundary line ofFuijan and Guangdong Provinces. Xiamen Gang lies 68 miles to theN.E. It is considered to be one of the good harbours in South Fuijan.

Its entrance lies between Dongshan Dao and Gulei Bandao. GuleiBandao is long and narrow, with several outstanding mounts 100 m. to270 m. high on its Southern half.

Huyu Dao Southwestern Anchorage lies between Huyu Dao and TaYu (Dong-men Yu). It has a water area about 4 cables wide and about10 m. deep, bottom is mud, sand-mud, shell and small rock. It is goodfor shelter from N.E.’ly gales. In this anchorage, tidal streams are strongand swell is rather heavy.Meteorology and Hydrography:

Winds: Southerly to Southwesterly winds prevail from June untilAugust, while Northeasterly winds prevail in the other months. Theannual average wind force is 4. Wind is stronger from October to March,during which period the average wind force is 5 to 6. It may attain Force9 to 10 during the onset of severe cold air wave. The number of galedays (wind Force 6 and above) is about 119 days in a year, and about11 to 16 days per month during the period from October to March, andonly 1 to 2 days in July, which is the minimum.

Typhoon: Occurs mostly in August and September. In September1957, when the centre of a typhoon landed here, the wind velocityexceeded 44 metres per second, and high waves of 3 m. to 5 m. wereexperienced.

Fog: There are about 31 fog days in a year. The monthly average offog days in March and April is about 7 to 8, and in January, February,May and June, about 2 to 4 days. It is the least in October and November.

Tides: Tide is of irregular semi-diurnal nature. The Spring rise is3.52 m. and neap rise, 2.96 m., and mean sea level, 2.16 m.

Tidal streams: At Gulei Anchorage, flood sets Northward, and ebbSouthward, at a rate of about 1.5 knots. Outside the entrance, flood setsNortheastward, at a rate of about 2.3 knots.Aids-to-Navigation and Lankmarks:

Gulei Tou, lying at the Southern extremity of Gulei Bandao, is a steepcliff. At its Southern part, a light (U) is exhibited, at an elevation of 113 m.,from a square stone column.

Gulei Shan, lying about 3.6 m. N � E of Gulei Tou Lightbeacon, hasa conspicuous sharp peak. There is one more summit close to itsSoutheast, so that a comparatively deep saddle is formed.

Ta Yu (Dongmen Yu) lies about 2.3 miles Westward of Gulei TouLightbeacon, with the main summit lying at its Southwestern part. Thereis a stone tower on its top at an elevation of 91 m. (height of the toweris 10 m.).

Shuwei Yu lies at the outer extremity of a reef extendingSoutheastward from Ta Yu.

CHINA, P.R. OF

See guidelines on how to compile and submit information to us (page vi). 525

Huyu Dao lies about 1.4 miles N � E of Shuwei Yu. Its Eastern top,surmounted by a pile of stone, is high. Yousui Yan, 34 m. high, liesSouthward of Huyu Dao.

Daping Yu, lying about 0.6 miles N.W. of Huyu Dao, is fringed withrocky ledges extending outwards.Obstructions: Yunnan Yan, with a depth of 3.8 m. over it, lies about3 miles S.W. of Gulei Tou Lightbeacon. Between this rock and GuleiTou there is a shoal of less than 10 m. depth, with a least depth of 6.8 m.over it.

A shallow spot, with a depth of 8.4 m. over it, lies about 3.2 miles S.E.of Gulei Tou Lightbeacon.

At the Southern extremity of Yousui Yan, Southward of Huyu Dao,there is a rocky ledge and reefs extending Southward about 1.5 cables.Directions for Navigation: Ships intending to enter Gulei anchorageshould first sight Gulei Tou, and on reaching a position about 0.6 milesSouthwestward of Gulei Tou Lightbeacon, alter course so as to makefor the anchorage.Section 2 – Jiazi Gang Anchorage: Charts 9113, 9423.General Remarks: Jiazi Gang, lying between Shantou Gang andShanwei Gang, is situated at the place where the river named Ying Jiangempties into the sea. The anchorage is situated with Jiazi JiaoLighthouse bearing 104�, about 1.5 miles distant, having depths of 7 m.to 10 m., sand bottom. It can afford shelter from Easterly to Northeasterlywinds. There is a mooring buoy at its Northeastern part. It is ananchorage generally used for shelter by vessels plying between ShantouGang and Shanwei Gang.Meteorology and Hydrography:

Tides: Tide of this harbour is diurnal. However, during the period ofsemi-diurnal tides, mean high water is 0.81 m. and mean low water,0.57 m. During the period of diurnal tides, mean higher high water is1.26 m., mean lower low water, 0.18 m. and mean sea level 0.89 m.

Tidal Streams: Flood sets Northeastward at a rate of 1 knot and ebbsets Southeastward at a rate of 1.5 knots.Aids-to-Navigation and Landmarks: Jiazi Jiao is an outstanding cape. Alighthouse named Jiazi Jiao, exhibiting a light at an elevation of 78 m.from a white square brick tower, lies on Qilin Shan about 2.5 cablesNortheastward of Jiazi Jiao.

Bie Yan, a rock 5.4 m. high, lies about 1.5 miles Southward of JiaziJiao Lighthouse. Haijia Shan, situated about 8.6 miles W � N of JiaziJiao Lighthouse, is a conspicuous summit in its vicinity.

Hudong Jiao, an outstanding cape, lies about 3.2 milesSouthwestward of Jaijia Shan.

Obstructions: Wu Jiao, a rock 2 m. high, lies about 1.7 milesNorthwestward of Jiazi Jiao Lighthouse.

A wreck lies about 13.6 miles Southeastward of Jiazi Jiao Lighthouse.An obstruction lies about 13.6 miles Southwestward of Jiazi Jiao.

Directions for Navigation: Ships from the West may use Jiazi JiaoLighthouse as an aid, and steer to about 5 miles S.W. of Jiazi JiaoLighthouse, and then alter course for the anchorage.

Ships from the East should steer to about 5 miles Southward of JiaziJiao Lighthouse, when it is in line with Bie Yan, bearing 000�, alter coursefor the anchorage.Section 3 – Hailingshan Gang Anchorage: Charts 9316, 9426.General Remarks: Hailingshan Gang, between Zhujiang Kou andZhanjiang Gang, lies on the Western side of Hailingshan Dao, and is ananchorage affording shelter for vessels plying between GuangzhouGangand Zhanjiang Gang.

This anchorage lies on the Western side of a line from about 1 mileWestward of Hudie Zhou to Huoyan Shan. It is about 4 miles long andabout 0.5 miles wide, in depths of from 6 m. to 13 m., bottom sand andmud-sand. It is sheltered from Northeasterly, Easterly and Southeasterlywinds. During Southwesterly, Northwesterly and Northerly winds, thereis considerable swell.Meteorology and Hydrography:

Winds: In Summer, S.W. wind is predominant and rainstorms arefrequent. In Winter, N.E. wind is predominant and thick fog is frequent.Typhoons are most frequent from June to August. N.E. gales are mostlyexperienced here during the approach of a typhoon.

Tides: Tide in this harbour is irregular, diurnal. During the period ofsemi-diurnal tides, mean high water is 2.45 m., mean low water 0.95 m.During the period of diurnal tides, mean higher high water is 2.98 m.,mean lower low water 0.52 m. and mean sea level 1.70 m.

Tidal Streams: Flood sets N � E at a rate of 1.3 knots and ebb setsS.W. at a rate of 2.5 knots.Aids-to-Navigation and Landmarks: In this vicinity, there are numerousislands and islets, which are isolated and readily identifiable. Landmarksusually used are, Mawei Zhou Lightbeacon, Mawei Shan, LonggaoShan,Shuangshan Dao, Hudie Zhou, Paotai, Zui, Xizaizai Shan, Dier Shan,Huoyan Shan, etc.

Obstructions: There are many shoals on either side of the anchorage,some of them dry at low water.

Yamui Pai, a rock, lies about 1 mile Northward of Paotai Zui. At itsWestern side, there is a rock which dries.

Directions for Navigation: Ships, arriving S.W. of Mawei ZhouLightbeacon and when Xizaizai Shan is in line with Huoyan Shan, shouldalter course so as to follow this leading line. When Mawei ZhouLightbeacon comes abeam to starboard, alter course N�E for theanchorage. Traffic of fishing vessels in this harbour is very heavy. Shipsshould always be on the alert to take appropriate action to avoid collision.TIME: GMT plus 8 hours.REGULATIONS:Regulations governing the passage of non military foreign vesselsthrough the Chiungchow Straits.

Article 1: According to ‘‘The Declaration of the Government of thePeople’s Republic of China on China’s Territorial Seas, the ChiungchowStraits (the Hainan Straits) are Chinese inland waters, where all foreignmilitary vessels are prohibited from passing through. Any non militaryforeign vessel in need of passing through the Straits must apply forpermission in accordance with the present Regulations.

Article 2: For facilitating the control of the Chiungchow Straits, theChinese Chiungchow Straits Authority of the People’s Republic of China(hereinafter referred to as the Chinese Chiungchow Straits Authority) ishereby set up.

The present Regulations are to be carried out under the supervisionof the Chiungchow Straits Authority.

Article 3: The water area which comes under the control of theChiungchow Straits Authority (hereinafter referred to as the Control Area)is bounded temporarily as follows: West of the line connecting the HainanHead Light Beacon (approx: Lat. 20� 09' 37" N., Long. 110� 41' 00" E.)and San Kao Lung Light Beacon (approx: Lat. 20� 26' 00" N.,Long. 110� 30' 22" E.) (known as the East Line) and East of the lineconnecting Cape Kami Light Beacon (approx: Lat. 20� 13' 30" N.,Long. 109� 55' 30" E.) and Cape Lin Kou Light Beacon (approx:Lat. 20� 00' 22" N., Long. 109� 42' 06" E.) (known as the West Line).

Article 4 : Any non military foreign vessel passing through theChiungchow Straits must comply with the following procedures:

1. Apply for passage permission by cable to the Chiungchow StraitsAuthority 48 hours before the vessel enters the control area, or beforethe vessel leaves the port of departure, giving detailed information onship’s name, nationality, gross tonnage, speed, hull colour, funnel marks,port of departure and destination as well as date and time of sailing.

2. After obtaining the passage permission, inform the ChiungchowStraits Authorities 24 hours before entering the control area or within2 hours after vessel port of departure of the exact time of entering thecontrol area.

All cables relating to the application and permission for the passagethrough the Straits are to be transmitted through the Haikou Branch ofChina Ocean Shipping Agency.

Article 5 : Notification may be given by the Chiungchow StraitsAuthority, whenever it deems necessary, to cancel the permissionalready granted to those non military vessels for passing through theStraits.

Article 6 : Passage through the control area by non military foreignvessels should be made in the day time only. They should enter thecontrol area after sunrise and leave before sunset. On the basis of theship’s speed the Chiungchow Straits Authority shall fix the time for thenon military foreign vessel concerned to enter or leave the Straits.

Article 7 : Non military foreign vessels entering and leaving theChiungchow Straits should pass through the middle channel, unlessspecial permission has been granted by the Chiungchow StraitsAuthority.

Article 8 : Non military foreign vessels passing through the controlareashould navigate within the following specified navigation area: North ofthe line connecting the point on the East line 4 nautical miles away fromthe Hainan Head Light Beacon to the point on the West line 4 nauticalmiles away from the Cape Lin Kou Light Beacon; and South of the lineconnecting the point on the East line 6 nautical miles away from theHainan Head Light Beacon, the point 4 nautical miles due South of theCape Paimi Light Beacon (approx: Lat. 20� 15' 00" N.,Long. 100� 17' 00" E.) and the point on the West line 14 nautical milesaway from the Cape Lin Kou Light Beacon.

Article 9 : Non military foreign vessels passing through theChiungchow Straits must punctually observe the time as reported andcomply with the stipulations on the limit of the navigation area. All vesselsentering and passing through the control area should immediatelyanswer and unconditionally comply with the signals from the shore orpatrol ships. The vessels in question shall be held responsible for allconsequences arising from non observance of the above stipulations.

Article 10 : Non military foreign vessels passing through theChiungchow Straits are not allowed to use radar. If the vessels are underthe conditions of restricted visibility caused by dense fog, torrential rains,etc., which necessitates the use of radar, they should make anapplication to the Chiungchow Straits Authority, giving their reasons aswell as the ship’s position, speed, etc., and they may set ship’s radarin operation when permission is obtained. In the case of emergencywhich endangers safe navigation of the ships, they may use their radarwhile making their application simultaneously; after that, they shouldsubmit a detailed account (report) to the Chiungchow Straits Authoritiesgiving a full account, together with a statement of facts of the time asto when the radar set in use and when ended for the archives.

Article 11 : Non military foreign vessels passing through theChiungchow Straits are not allowed to take photographs, soundings, ordo any other things in violation of the laws and regulations of the People’sRepublic of China.

Article 12 : Any non military foreign vessel violating the presentRegulations shall be treated as follows:

1. Before entering the control area, the vessel may be ordered to stopproceeding and to round out by her original route, so as to sail aroundthe Hainan Island; or, to wait until the necessary formalities arecompleted and the permission for passage granted.

2. In case the vessel has entered the control area, she may be orderedto stop and be escorted to Haikou for inspections; and she shall betreated according to the findings after inspection. After that, the vesselmay, as circumstances require, be allowed to pass through the controlarea, or ordered to return out from the control area, or even be escortedout of the Straits.Guide to foreign vessels calling at Shanghai:

1. Regular channel in Chusan area: Foreign vessels may navigate inthe regular channel between Chusan and Raffles Island which is opento navigation, but are not allowed to navigate in other channels betweenthese islands. (By the regular channel is meant the channel fromTongting Island, Steep Island, Elgar Island, Bonham Island, ButtonIsland, Gutzlaff Island to Chang Kiang Kou).

CHINA, P.R. OF


2. Pilotage Area:(a) Pilotage on vessels entering/leaving port commences

from/termination at the position Lat. 31� 05' N., Long. 122� 10' E.at Chang Kiang Kou.

(b) The Pilot vessel, when engaged on her pilotage duty, will anchornear 1 mile East of the entrance buoy No. 54 (Lat. 31� 04' 52" N.,Long. 122� 10' 00" E.) at Chang Kiang Kou.

3. Anchorage awaiting for the tide:(a) Foreign vessels may, when the draft at the time of entry is 25 ft.

or less, proceed direct to the Pilot Station (Lat. 31� 05' N.,Long. 122� 11' 30" E.).

(b) In the case of draft at time of entry is more than 25 ft. or it isimpossible to arrive at the Pilot Station at the declared ETA orimpossible to proceed direct to the Pilot Station for reasons ofthe tide, then the foreign vessels may anchor and wait for thetide near 1 mile N.E. of the Chang Kiang Kou Lightvessel. Suchforeign vessels waiting there may telegraph to ask ‘‘Penavico’’Shanghai for the time of arrival at Pilot Station and picking up thePilot.

4. Notice to Mariners: Chang Kiang Kuo South Channel.Also see ‘‘Shipmaster’s Report’’, dated July 1984 (below after No. 7).(a) The Chang Kiang Kuo Light vessel No. 50 is as described below:

Location Lat. 31� 01' 48" N., Long. 122� 25' 14" E.Characteristic Flashing every 6 seconds.

(b) Vessels entering or leaving the port should keep Chang KiangKou Lt. Vessel on vessel’s port side:1. Fairway Buoy M.1:Location Lat. 31� 02' 51" N., Long. 122� 19' 35" E.Characteristic Group flashing (3) every 6 seconds.Shape – can shape, red and white chequered.

(c) No vessel allowed to enter the dangerous areas bounded by linesconnecting the following points:1. Lat. 30� 47' 15" N., Long. 123� 03' 00" E.2. Lat. 30� 47' 15" N., Long. 123� 05' 54" E.3. Lat. 30� 44' 45" N., Long. 123� 03' 00" E.4. Lat. 30� 44' 45" N., Long. 123� 05' 54" E.

5. Telegraphic Communication:Foreign vessels at sea may despatch radiograms to ‘‘Penavico’’Shanghai via Shanghai Coastal Radio Station, the particulars of whichare as follows:

Call sign: XSGCalling frequency: 500 kHzWorking frequency: 458 kHzWorking hours: 0000 – 2400

Answering frequency: Listening frequency:8502 kHz GMT 0000 – 2400 8364 kHz GMT 0000 – 24006414.5 kHz GMT 2200 – 1000 6273 kHz GMT 2200 – 1000

12871 kHz GMT 0000 – 1400 12546 kHz GMT 1000 – 14004349 kHz GMT 1000 – 2200 4182 kHz GMT 1000 – 2200

6. Large number of fishing vessels around areas 25-30 miles N.E. ofNorth saddle and 20-25 miles East of East saddle, Barren Island andLukon Island, please navigate with caution.

7. Anchorage for awaiting tide – Changkiang Kuo:(a) The water area bounded by lines connecting the following points

is the anchorage of Changkiang Kuo for vessels awaiting tide:Lat. 31� 01' 00" N., Long. 122� 24' 42" E.Lat. 31� 01' 00" N., Long. 122� 20' 00" E.Lat. 30� 56' 00" N., Long. 122� 20' 00" E.Lat. 30� 56' 00" N., Long. 122� 24' 42" E.

(b) All vessels are strictly prohibited to anchor at any place out ofthe said anchorage of Changkiang Kuo for waiting tides withoutobtaining permission (permits) from Shanghai Harbour Authorityconcerned.

Shipmaster’s Report: July 1984.Following telex received July 1984.

Quote:AAA Changkiangkou Lightvessel 31� 03' 30" N., 122� 23' 1" E.BBB Changkiangkou Lightbuoys M1 H11-H20 replaced by Buoys 44-49.

Buoy 44 Lat. 31� 03' 22" N., Long. 122� 19' 52" E. Fl. 3/10 secs.Buoy 45 Lat. 31� 03' 14" N., Long. 122� 16' 58" E. Fl. 3/6 secs.Buoy 46 Lat. 31� 03' 06" N., Long. 122� 14' 02" E. Fl. 3/10 secs.Buoy 47 Lat. 31� 03' 00" N., Long. 122� 11' 06" E. Fl. 3/6 secs.Buoy 48 Lat. 31� 03' 34" N., Long. 122� 08' 14" E. Fl. 3/10 secs.Buoy 49 Lat. 31� 04' 11" N., Long. 122� 05' 26" E. Fl. 3/6 secs.

Pilot vessel moving in/area Buoy 47/49 serving/as Pilot Station.Unquote.Regulations governing Supervision and Control of Vessels of ForeignRegistry sailing in the Chanjiang (Yangtse River). (Dated April 1983).

Article 1 : The Chanjiang (Yangtse River) is the inland waterway ofthe People’s Republic of China. These Regulations have beenformulated with a view to safeguarding the sovereignty of the People’sRepublic of China, to ensuring safety of vessels and to maintaining orderof traffic in the Chanjiang (Yangtse River) Waterway and its Ports inaccordance with the Regulations governing supervision and control offoreign vessels by the People’s Republic of China.

Article 2 : These Regulations and all relevant laws and administrativestatutes issued by the Government of the People’s Republic of Chinashall be complied with by all propelled and non-propelled vessels andother water-borne means of transport of foreign registry (hereinafterreferred to as ‘‘vessels’’) sailing in the Chanjiang (Yangtse River)Waterway or berthing at its Ports.

Article 3 : For the purpose of these Regulations, the ‘‘Chanjiang(Yangtse River) Waterway’’ shall mean the main waterway extendingfrom the line joining Liuheiwu (Lat. 31� 30' 52" N., Long. 121� 18' 54" E.)at the lower reaches of the Estuary of the Liu River, and the signal post(Lat. 31� 37' 34" N., Long. 121� 22' 30" E.) at the lower reaches of theEstuary of the Shiqiao River, Congming Island, and upwards to the upperboundary of Zhangjiagang (a line joining point Lat. 31� 59' 35" N.,Long. 120� 20' 00" E. and point Lat. 31� 57' 13" N.,Long. 120� 20' 00" E.).

For the purpose of these Regulations, the term ‘‘Ports’’ shall meanNantong and Zhangjiagang, being those open to vessels of foreignregistry in the Chanjiang (Yangtse River) Waterway.

Article 4 : These Regulations shall be enforced by the HarbourSuperintendency Administration of the People’s Republic of China, andall vessels shall be subject to their supervision and control.

Article 5 : No vessels can enter the Chanjiang (Yangtse River)Waterway or its Ports without the Permission of the HarbourSuperintendency Administration of the People’s Republic of China.Those permitted to enter the Chanjiang (Yangtse River) Waterway shallbe subject to inspection of the Quarantine Office, the HarbourSuperintendency Administration, the Frontier Defence Office, theCustoms and the Animal and Plant Inspection Office, and complete allrelevant formalities. The above-mentioned authorities are entitled toexercise control on board if required.

Article 6 : Vessels entering the Chanjiang (Yangtse River) Waterwayshall not engage in shipping business between the ports along theChanjiang (Yangtse River) and between the Ports and the Port ofShanghai, nor shall they engage in other unauthorised operations.

Article 7 : Vessels entering the Chanjiang (Yangtse River) Waterwayand its Ports shall:

(a) a week prior to its expected time of passing through the Port ofShanghai, apply to the Harbour Superintendency Administration at herexpected port of arrival through the port Agent for completion of entryformalities;

(b) 24 hours in advance of her passing through the Port of Shanghai(or on her departure from the last port of call if the voyage takes lessthan 24 hours), report the vessel’s expected time of passage and thevessel’s ETA at her expected port of arrival along the Chanjiang (YangtseRiver), the vessel’s size, fore and aft drafts, the maximum height abovethe actual water line to the Harbour Superintendency Administration ofShanghai and of the expected port of arrival through the port Agents;

(c) give timely advice of any alteration in the ETA reported.Article 8 : Vessels sailing in the Chanjiang (Yangtse River) Waterway

or berthing at its Ports shall apply to the Harbour SuperintendencyAdministration at the port of arrival along the Chanjiang (Yangtse River)for pilotage and for passing through the Port of Shanghai, shall apply tothe Shanghai Harbour Superintendency Administration for pilotage.

Article 9 : Upon arrival at the port, vessels shall immediately submitthe Entry Report and other relevant forms, ship’s papers and relevantdocuments for examination and be subject to inspection. Before leavingthe port, vessels shall report the time of departure and the port ofdestination to the Harbour Superintendency Administration andcompletedeparture formalities through the port Agent and may only leave the portafter port clearance has been obtained.

Article 10 : Vessels sailing in the Chanjiang (Yangtse River) Waterwayor berthing at its Ports shall by day hoist the national flag of the People’sRepublic of China at the top of the foremast and the national flag of stateof registry at the stern; an ‘‘H’’ flag shall in addition be hoisted whenthere is a Pilot on board. On entering or leaving Ports or shifting berths,vessels shall moreover display signal-letters and other prescribedsignals.

Article 11 : Vessels making use of their VHF radio-telephone in theChanjiang (Yangtse River) Waterway or its Ports shall comply with theprovisional Regulations Governing the use of VHF Radio-telephone byforeign vessels issued by the Ministry of Communications of the People’sRepublic of China.

Article 12 : In the Chanjiang (Yangtse River), vessel’s radio-telegraphand radio-telephone transmitters can only be used to communicate withthe river or coastal radio-stations of the People’s Republic of China, andthey can only be used in Ports in case of emergency, and reports shallbe made to the Harbour Superintendency Administration immediatelyafterwards.

In the Chanjiang (Yangtse River) Waterway and its Ports, vessel’ssignal rockets, flare or gun signals can only be set off in case ofemergency, and reports shall be made to the Harbour SuperintendencyAdministration immediately afterwards.

Article 13 : Vessels sailing in the Chanjiang (Yangtse River) Waterwayor berthing at its Ports are prohibited from carrying out the followingactivities:

(a) having military installations and military ships photographed,drawnpictures of, videotaped or surveyed; or

(b) shooting, swimming, fishing, and setting off firecrackers orfireworks; or

(c) other activities threatening the national safety, interests and goodorder of the People’s Republic of China.

Article 14 : Vessels sailing in the Chanjiang (Yangtse River) Waterwayshall anchor as near the outer limit of the fairway as is practicable underextraordinary circumstances such as bad weather, flood peaks, etc.,which make temporary anchoring necessary, and shall not take the mainfairway. Those vessels shall have the position and time of anchoringand the time of departure promptly reported to the nearest HarbourSuperintendency Administration, and no one shall be allowed ashorewithout permission of the local public security authorities.

Article 15 : Vessels sailing in the Chanjiang (Yangtse River) Waterwayshall not proceed at a speed that would threaten the safety of othervessels and installations ashore.

Article 16 : With respect to the regulations on navigation, berthing andprevention of collisions, vessels in the Chanjiang (Yangtse River)Waterway or berthing at its Ports shall comply with the Regulationsgoverning prevention of collision in inland waterways promulgated bythe Ministry of Communications of the People’s Republic of China.

Article 17 : While using signals, vessels shall comply with theRegulations governing prevention of collision in inland waterways andother relevant signal regulations; signals not being specified therein shallbe displayed in accordance with the relevant international regulations.

Article 18 : No vessel sailing in the Chanjiang (Yangtse River)Waterway or berthing at its Ports shall discharge or dispose of oils, oilymixtures or other harmful pollutants or refuse into water.

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Article 19 : Matters provided for in these Regulations shall be carriedout in accordance therewith, while those not being set forth herein shallbe dealt with in accordance with the oRegulations governing supervisionand control for foreign vessels by the People’s Republic of China andother relevant laws and statutes.

Article 20 : These Regulations shall become effective upon the dateof promulgation.Regulations for Merchant Ships passing through Lao Tie Shan(Liau-ti-shan) Channel.

Merchant vessels passing through the Lao Tie Shan Channel mustobserve the following regulations:1. The water area with Lao Tie Shan Lighthouse as centre and a distanceof 10 miles as radius, and the water area with North Huang Cheng DaoLight Beacon as centre and a distance of 7 miles as radius are prohibitedareas.

The middle channel between these two prohibited areas is a navigablechannel.

Note:(a) Characteristics of Lao Tie Shan Lighthouse (Lat. 38� 43' 37" N.,

Long. 121� 08' 02" E.) Fl. (2) 30 sec. 25 miles.(b) Characteristics of North Huang Cheng Dao Light Beacon

(Lat. 38� 23' 40" N., Long. 120� 54' 33" E.) Fl. 3 sec. 15 miles.2. Merchant vessels intending to pass through Lao Tie Shan Channelmust send a radio message to ‘‘Harbour Master, Dalian’’ at least 8 hoursprior to the passage reporting the following matters:

Ship’s name, nationality, call sign, port of departure, port of destination,speed, colours of ship’s hull, funnel mark and the accurate expectedtime to pass the line joining Lao Tie Shan Lighthouse and North HuangCheng Dao Light Beacon.

Note:(a) Dalian Coastal Radio Station:

Signal letters: XSZ; calling frequency 500 kHz;Working frequency: 462 kHz; 8694 kHz; reserve frequency:8678 kHz; working day and night.

(b) If weather conditions should cause any change in the expectedtime of passage, the facts must be immediately reported to‘‘Harbour Master, Dalian’’.

3. Merchant vessels passing through the Lao Tie Shan Channel mustshow the lights or signals in accordance with the International regulationsfor Preventing Collisions at Sea, 1972.4. Vessels are prohibited to pass through the area with Hai Mao Dao(Lat. 38� 52' N., Long. 121� 01' E.) as centre and a distance of 10 milesradius.5. Any vessel violating any of the above mentioned regulations will beheld responsible for all consequences.

Guide to Foreign Vessels Calling at Dalian (Dairen): Also see ‘‘Dalian –Shipmaster’s Report’’, dated April 1984.

(1) When entering or leaving Dalian Harbour please pass throughthe channel between Daisansantao and Hwangpotsui. You arenot allowed to navigate within area 2.5 miles radius fromDaisansantao Lighthouse Lat. 38� 51' 50" N.,Long. 121� 49' 20" E. and 1 mile radius from LighthouseHwangpotsui Lat. 38� 54' 14" N., Long. 121� 42' 54" E.

(2) After entering joining line between Daisansantao andHwangpotsui Lighthouses, radar, radio transmitter and otherforbidden articles are prohibited from use, in case of danger ornecessity for transmitting emergency message you must reportto Harbour Superintendency Administration immediately afterusing.

(3) You are requested to wait for quarantine and Pilot within areabounded by lines connecting the following areas:Lat. 38� 57' 02" N., Long. 121� 45' 00" E., Lat. 38� 55' 30" N.,Long. 121� 44' 28" E., Lat. 38� 57' 02" N., Long. 121� 41' 11" E.,Lat. 38� 56' 19" N., Long. 121� 41' 11" E.

(4) All merchant vessels are informed that vessels passing throughthe Liau-ti-shan Channel entering or leaving the Port of Dalian,besides it ought to observe the regulations relating to theLiau-ti-shan Channel, must keep the way to navigate through theSouthern water area beyond the tangent line joining from theEncounter Rock (Lat. 38� 34' 21" N., Long. 121� 38' 12" E.) to theouter verge of the Liau-ti-shan prohibited area and the Easternwater beyond Northward meridian line of the Encounter Rock tothe continent.

(5) Dalian Coast Radio Station.Call sign: XSZCalling frequency: 500 kHzWorking frequency: 462 kHzAnswering frequency: 8694 kHzListening frequency: 8364 kHzWorking day and night.

Guide to Foreign Vessels Calling at Huangpu (Whampoa):(1) Foreign vessels are prohibited to sail in the water areas of the

joint lines among Vanshan, Chaieng and Tankan Islands, exceptthe route as designated hereunder:(a) The vessels calling at Huangpu from ports other than Hong

Kong, should proceed from seaward to Lat. 21� 40' 44" N.,Long. 113� 56' 00" E. and set course to 318�T, or toLat. 21� 37' 30" N., Long. 113� 37' 45" E. and set course to047�T; proceed to Lat. 21� 47' 45" N., Long. 113� 49' 32" E.then alter course to 013�T; proceed to Lat. 22� 00' 00" N.,Long. 113� 52' 34" E., then alter course to 334�T; toLat. 22� 05' 36" N., Long. 113� 49' 36" E., then straight toLafsami Pilot Anchorage waiting for Pilot.Vessels departing should sail along the opposite course andpositions above mentioned, after disembarking Pilot atLafsami Pilot Anchorage.

(b) The vessels calling at Huangpu from Hong Kong shouldproceed throught West Lamma Channel to Lat. 22� 08' 44" N.,Long. 113� 55' 30"E. then alter course to 295�T; toLat. 22� 12' 04" N., Long. 113� 47' 41" E. then alter course to204�T to Lat. 22' 10' 36" N., Long. 113� 47' 00" E. thenstraight to Lafsami Pilot Anchorage waiting for Pilot.The vessels departing for Hong Kong should sail along theopposite course and positions above mentioned, after Pilotdisembarked at Lafsami Pilot Anchorage.

(2) The position of Lafsami Pilot Anchorage:Lat. 22� 07' 20" to 22� 08' 30" N.Long. 113� 45' 48" to 113� 47' 54" E.3. Kwangchow (formerly Canton) Coastal Radio Station:Call sign:Calling frequency:Working frequency:Answering frequency:Listening frequency:Working day and night.

XSQ500 kHz445 kHz

8514 kHz8364 kHz

Guide to Foreign Vessels Calling at Qinhuangdao (Chinwangtao):(1) When non-military foreign vessels call at Qinhuangdao, they may

pass through Liau-Ti-Shan channel. For governing regulations,please refer to ‘‘Regulation for merchant vessels passing throughLiau-Ti-Shan Channel’’. If a vessel violates the said regulationsand enters the prohibited area, the Master of the vessel is to beheld responsible for whatever consequence arising therefrom.

(2) All foreign vessels should anchor 3 miles off Qinhuangdao Light-house waiting for Pilot. In case vessels come from foreign ports,quarantine inspection will be carried out at anchorage. After allformalities completed vessels can enter the harbour with Pilot.

(3) In order to make necessary arrangements beforehand, whenvessels calling at this port, the ship should send the followinginformation to Penavico Qinhuangdao:(a) Vessels ETA, the draft fore and aft, stowage plan (if loading

export cargo), length overall and derricks’ capacities (if firstcall this port).

(b) Further advice of accurate time of arrival will be required24 hours before arrival.

(c) If any change in the arrival time owing to certain cause, itshould be reported to the Agents immediately.

(4) If weather permits, vessels are requested to lift up all derricksbefore going alongside, thus enabling vessel to load cargoimmediately after berthing.

(5) All telegrams to ‘‘Penavico Qinhuangdao’’ from the vessels at seashould be sent via Qinhuangdao Coastal Radio Station:

Call sign;Working frequency:Calling frequency:Working hours:

XSE286, 8734 kHz500, 8364 kHz0600 – 2400

Guide to Foreign Vessels Calling at Taku Bar:(Xiang Jiang, Tanggu and Tianjin)

(1) Foreign vessels entering Bohai (Pohai Gulf) are only allowed topass through Changshan Channel and/or Liau-ti-Shan Channel.If the latter way is taken, the vessel must send a radio messageto ‘‘Harbour Master, Dalian’’ for directions 8 hours prior topassage. It should be noted that no other channels are permittedfor navigation.

(2) Vessels passing Liau-ti-Shan Channel for Dalian must take adetour along the East of ‘‘Encounter Rock’’.

(3) Position of sunken dredger ‘‘SE Ho’’ is at Lat. 38� 31' 00" N.,Long. 119� 10' 05" E. Vessels should keep far away from theabove mentioned area during navigation.

(4) Position of the Taku Bar Light Vessel is at Lat. 38� 56' 51" N.,Long. 117� 55' 32" E. Vessels may anchor at N.E. direction of theLight Vessel, according to different condition of vessel’s arrivaldraft, to wait for Pilot.

(5) Vessels are prohibited to enter into the area joining the followingfour buoys:

Lat.38� 56' 35" N.38� 56' 29" N.38� 55' 45" N.38� 55' 51" N.

Long.117� 58' 33" E.117� 59' 11" E.117� 58' 59" E.117� 58' 22" E.

flash every 6 secs.flash red (2) every 6 secs.flash red every 6 secs.flash (2) every 6 secs.

(6) Vessels may send radiogram to ‘‘Penavico Xiang Jiang’’ (viaXiang Jiang Coastal Radio Station, Call Sign XSV, callingfrequency 500 kHz, working frequency 445 kHz, reservefrequency calling 8600 kHz, listening 8364 kHz, working hours0000 – 2400) giving exact ETA also fore and aft draft, beforeentering Bohai (Pohai Gulf).

(7) The Pilot Station is at Tanggu. Any foreign vessel, according toharbour regulations, is required to have a Chinese Pilot whenentering or leaving the port and among Taku Bar, Xiang Jiang,Tanggu and Tianjin. The Pilot will board the vessel at Taku BarAnchorage after receipt of exact ETA given by the Master.

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Guide to Foreign Vessels Calling at Qingdao (Tsingtao):(1) Definite route must be taken when sailing in or out : From

Lat. 35� 56' 24" N., Long. 121� 05' 00" E. to Lat. 35� 56' 24" N.,Long. 120� 46' 42" E. course 270� (090�).From Lat. 35� 43' 15" N., Long. 120� 53' 09" E. toLat. 35� 56' 24" N., Long. 120� 46' 42" E. course 335� (155�).Thence from Lat. 35� 56' 24" N., Long. 120� 46' 42" E. course283� (103�) to Lat. 36� 02' 00" N., Long. 120� 15' 56" E. then altercourse 000� (180�) proceed to Quarantine Anchorage withinfollowing 4 points: Lat. 36� 05' 18" N., Long. 120� 15' 34" E.;Lat. 36� 05' 18" N., Long. 120� 16' 50" E.; Lat. 36� 04' 00" N.,Long. 120� 16' 22" E.; Lat. 36� 04' 00" N., Long. 120� 15' 20" E.

(2) Pilot station is within the area: with the point Lat. 36� 02' 00" N.,Long. 120� 18' 16" E. as its centre and 3 cables length as itsradius (all called Outer Anchorage where vessels inward anchorfor initial clearance from Authorities).

(3) Dropping and dragging anchor are strictly prohibited within thefollowing areas:(a) Within the 4 points: Lat. 36� 04' 00" N., Long. 120� 14' 00" E.;

Lat. 36� 03' 12" N., Long. 120� 17' 00" E.; Lat. 36� 03' 27" N.,Long. 120� 14' 00" E.; Lat. 36� 02' 40" N.,Long. 120� 16' 56" E.

(b) Within the 4 points: Lat. 36� 02' 42" N., Long. 120� 20' 00" E.;Lat. 36� 00' 48" N., Long. 120� 18' 00" E.; Lat. 36� 03' 36" N.,Long. 120� 23' 16" E.; Lat. 35� 59' 48" N.,Long. 120� 18' 30" E.

(4) Must advise ETA Chalientao 24 hours before ship’s arrival.(5) When abeam Chalientao on ship’s entry, should cable again

immediately time abeam Chalientao and accurate time arrivingPilot Station and awaiting Authorities instructions attentively.

(6) Proceeding on above mentioned route following stipulationsshould be observed:(a) Ship’s national flag and code flags should be flown in daytime.(b) Dumping rubbish and pumping out oil and oily substance are

prohibited.(c) If by some reasons the vessel needs to anchor, Master should

report to Harbour Authorities first for permission.(7) Within harbour limit the prohibited articles should not be used. In

case the use of radar is required for navigation, Master shouldreport to Harbour Authorities beforehand.

(8) Above mentioned Regulations should be strictly complied with.Otherwise the vessel is held responsible for all the consequencesarising from the violation of the above.

(9) Qingdao Coastal Radio Station:Call sign:Calling frequency:Working frequency:Answering frequency:Listening frequency:Working day and night.

XST500 kHz435 kHz8546 kHz8364 kHz

Guide to Foreign Vessels Calling at Lianyungang (Lienyunkang):(1) Foreign vessels must anchor at Pilot Station to wait for Pilot.

Pilot anchorages:(a) For vessels under 5,000 d.w.t.

Lat. 34� 45' 20" N., Long., 119� 31' 36" E. (about 3,000 m.East of Tunglientao Lighthouse).

(b) For vessels over 5,000 d.w.t.Lat. 34� 46' 54" N., Long. 119� 34' 45" E. (about 4.5 miles offTunglientao Lighthouse).

(2) Foreign vessels calling this port shall advise the Agents (PenavicoLianyungang) of her ETA via the Shanghai Coastal Radio Station.

Guide to Foreign Vessels Calling at Zhanjiang:(1) Pilot station: North Anchorage of Nau Chow Island.

Lat. 20� 58' 21" N., Long. 110� 36' 42" E.(2) Zhanjiang Coastal Radio Station:

Call Sign:Calling frequency:Working frequency:Answering frequency:Listening frequency:Working day and night.

XSJ500 kHz462 kHz

8614 kHz8364 kHz

Guide to Foreign Vessels Calling at Basuo (Pasuo):(1) Basuo Coastal Radio Station:

(a) Call Sign: XSH(b) Working frequency: 452 kHz 0000 – 2400 (local time)

4278 kHz 1800 – 0900 (local time)8634 kHz 0900 – 1800 (local time)

(c) Listening frequency: 500 kHz 0000 – 2400 (local time)4182 kHz 1800 – 0900 (local time)8364 kHz 0900 – 1800 (local time)

(d) Traffic list at 20 minutes pass every odd hour.(2) Pilot station:

Lat. 19� 07' 09" N., Long. 108� 36' 02" E.Bearing upon Telanchau 175� (T) distance 1 mile.

(3) Signal station:The signal station is on top of Telanchau Hill (Lat. 19� 06' N.,Long. 108� 37' E.) with light beacon of white light Gp. Fl. (2) 6 sec.54 m. 12 M. at night.

(4) Radio report before ship’s arrival:Masters are requested to advise ‘‘Penavico Basuo’’ of thefollowing particulars. 48 hours before ship’s arrival or right afterdeparture from last port:(a) 48 and 16 hours ETA.(b) Route taken (via Hainan Straits or Yulinkong).(c) Cargo to be loaded in each hold and/or tweendeck.(d) The ship’s length overall (first call only).(e) Ship’s breadth (first call only).(f) T.P.I. (laden) (first call only).Remarks: All derricks up and beams off before arrival if and whenweather permits.

Guide to Foreign Vessels Calling at Wenzhou (Wenchow):(1) When arriving at or departing from the Port of Wenzhou, foreign

vessels should pass through Whang Dan Sha Channel to enteror leave the Quarantine and Pilot Anchorages.

Before reaching Whang Dan Sha Channel, the vessels shouldnavigate along the water areas 27� 46' N. – 27� 54' N. betweenFu Tou You Light Beacon and Dong Yu, Dong Tou, Heng ZhiShan Light Stations, but keep off the area within 27� 55' N. –28� 05' N. and 121� 35' E. – 121� 55' E. a suspected minefield.

The vessels should not be allowed to enter into the water areasEast of the joint line of Dong Yu and Heng Zhi Shan Light Stations,and also the water areas West of Fu Tou You Light Beacon andDong Tou Light Station for navigation or anchorage.

(2) Quarantine Anchorage is in the water area with the pointLat. 28� 01' 10" N., Long. 121� 05' 20" E. as its centre and0.6 nautical miles in length as its radius.

(3) The above Regulations should be effective as from 0000 hrs.1st January 1972, and observed by foreign vessels accordingly.

(4) Aids to navigation available for fixing ships position.(a) Fu Tou You Light Beacon:

Lat. 27� 50' 08.7" N., Long. 121� 14' 48.8" E.White light Gp. Fl. 6 sec. 99 m. 16 M. (U).Fog signal sounded on foggy day.

(b) Dong You Light Station:Lat. 27� 55' 56.8" N., Long. 21� 13' 24" E.White light Gp. Fl. (3) 10 sec. 39 m. 9 M. (U).

(c) Dong Tou Light Station:Lat. 27� 57' 43.5" N., Long. 121� 08' 46.7" E.White light Gp. Fl. (2) 6 sec. 21 m. 7 M. (U).

(d) Heng Zhi Shan Light Station:Lat. 28� 01' 03" N., Long. 121� 08' 34" E.White light Gp. Fl. (3) 10 sec. 58 m. 7 M. (U).

(e) Quarantine Light Buoy:Lat. 28� 01' 10" N., Long. 21� 05' 20" E.Orange and yellow can buoy; orange and yellow light Gp. Fl.(2) 6 sec.

(f) Yuan Yi Shan and Lang Dang Light Stations should besuspended to navigate by the foreign vessels as from 0000 hrs.1st January 1972.

Other points for attention:When it is necessary for the foreign vessels to call at Fuzhou, Xiamen,

Shantou and Beihai, it is requested to contact Messrs. Penavico atrelative port direct 48 hours before vessel’s arrival at the port in orderto know the position of Pilot Station and quarantine anchorage as wellas directions to be observed for navigation.Regulations Governing Supervision and Control of Foreign vesselsby the People’s Republic of China (ENGLISH TRANSLATION)Dated: 1979GENERAL PROVISIONS:Article 1: These Regulations have been formulated with a view tosafeguarding the sovereignty of the People’s Republic of China, tomaintaining traffic order in port areas and coastal waters, to ensuringsafety of navigation and to preventing pollution of waters.Article 2 : These Regulations as well as all relevant laws, statutes andrules issued by the Government of the People’s Republic of China shallbe complied with by all foreign vessels (hereinafter referred to as‘‘vessels’’) navigating in port areas and coastal waters of the People’sRepublic of China. Vessels shall be subject to inspections by the HarbourSuperintendency Administration set up in the port by the Governmentof the People’s Republic of China where the latter deems suchinspections necessary.

The term ‘‘coastal waters’’ mentioned in these Regulations meansinland waters and territorial sea of the People’s Republic of China aswell as water areas officially defined as coming under the jurisdictionthereof.Part 1 ENTRY, DEPARTURE AND NAVIGATION:Article 3 : The Master or owner of a vessel shall, a week prior to itsexpected arrival at the port, submit the required forms to the HarbourSuperintendency Administration through the vessel’s port Agent forcompletion of entry formalities, and shall report, 24 hours in advance ofher arrival (or on her departure from the last port of call if the voyagetakes less than 24 hours), the vessel’s ETA, fore and aft drafts on arrivalto the Harbour Superintendency Administration through the port Agent.Should there be any change in the ETA, same shall be reported in time.

A report shall be submitted in advance to the Harbour SuperintendencyAdministration in case of special circumstances, such as the vessel beingin distress, the engines broken down or her crew or passengers sufferingfrom acute disease, which necessitate the vessel to make an emergencyentry into or to return to the port during the voyage.Article 4 : No vessel shall enter or leave the port, or navigate or shiftberths therein without a Pilot being appointed by the HarbourSuperintendency Administration. Matters regarding pilotage shall bedealt with according to the Regulations with respect to Sea-port Pilotageissued by the Ministry of Communications of the People’s Republic ofChina.Article 5 : Upon arrival at the port, vessels shall immediately submitthe Entry Report and other relevant forms for checking; besides, vesselsshall submit ship’s papers and relevant documents for examination andbe subject to inspections. Prior to leaving, vessels shall submit theDeparture Report and other relevant forms for clearance examinationand may only leave the port after port clearance has been obtained.Article 6 : Upon arrival at the port, arms and ammunition on board areto be sealed up by the Harbour Superintendency Administration.Radio-telegraph transmitter, radio-telephone transmitter, signal rockets,flare signals and signal guns shall only be used in case of emergency,and a report shall be made to the Harbour SuperintendencyAdministration immediately afterwards.Article 7 : Shooting, swimming, fishing, setting off of firecrackers orfireworks and other actions calculated to endanger the order and securityof the port shall be prohibited.

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Article 8 : The Harbour Superintendency Administration is fullyauthorised to detain the vessel concerned, or to order the vessel to stopsailing, to change route or to return to the port under any of the followingcircumstances:

(a) unseaworthiness;(b) violation of laws or regulations of the People’s Republic of China;(c) involvement in marine accident;(d) non-payment of expenses to which the vessel is liable or failure

to produce security required; or(e) other cases prohibiting the vessel from sailing.

Article 9 : Vessels navigating in Chinese port areas and coastal watersshall not be engaged in activities endangering the national safety, rightsand interests of the People’s Republic of China and shall comply withregulations governing straits, waterways, routes and areas closed tonavigation.Article 10 : Vessels navigating within the port areas shall not proceedat a speed liable to endanger the safety of other vessels and portinstallations.Article 11 : Boats (rafts) attached to vessels shall not be manoeuvredwithin port areas except for life-saving purposes.Article 12 : No vessel shall have its boats, derricks and gangways,etc., rigged outboard while navigating or shifting berths within port areas.Article 13 : Vessels requiring to enter any of the Chinese ports opento foreign trade for shelter or temporary stay shall apply to the HarbourSuperintendency Administration for permission. Such application shallstate: name of the vessel, call-sign, vessel’s nationality, name of theshipping company, port of sailing, port of destination , vessel’s position,speed, drafts, colour of hull and colour and mark of funnel. Such vesselsshall take shelter at places designated.

Vessels requiring to take shelter or to lie at anchor temporarily atplaces other than any of those Chinese ports open to foreign trade shall,in addition to the above formalities observe the following regulations:

(a) reporting promptly to the nearest Harbour SuperintendencyAdministration the time and position of anchoring and the time ofdeparture;

(b) fulfilling the requirements of local authorities concerned andsubmitting to their inspections, inquiries and instructions; and

(c) no one to be allowed ashore and no cargo loaded or dischargedwithout permission of local authorities concerned.

Part 2 BERTHING:Article 14: While berthing in port, vessels shall have on board asufficient number of men to ensure safe manoeuvring, and, in case ofemergency such as typhoon warning, etc., all hands shall returnimmediately aboard to take necessary precautions and urgentmeasures.Article 15 : Gangways for access of crew members, passengers andother persons shall be properly secured and fitted with railings ormanropes. Rope ladders shall be safe and strong. Sufficient illuminationshall be available at night.Article 16 : Vessels requiring to turn propellers shall pay closeattention to the surroundings at the stern, and shall only do so underthe condition that the safety of other vessels and harbour installationshas been ensured.Article 17 : While berthing in port, all exhaust valves and dischargeopenings of the vessel which may give trouble to other vessels, harbourcraft, the wharf or the access of persons shall be properly covered.Article 18 : No light of any vessel shall be exhibited in such a manneras to impair the safe navigation of other vessels; strong lights directedat the fairway must be properly screened.Article 19 : All vessels should be in safe and good working conditionfor cargo operation as required. All cargo handling equipment should bemaintained in good working order and certificate of fitness should bemade available.Article 20 : Vessels shall apply in advance for and obtain permissionfrom the Harbour Superintendency Administration before carrying outthe following operations:

(a) overhauling of any boiler, main-engine, windlass, steering gearor radio-station;

(b) trial trip of engine-test;(c) lowering boat (raft) for life-saving drill;(d) welding (except for repairing in shipyard) or working with naked

light on deck; or(e) decorating with colourful lights.

Article 21 : Vessels under fumigation shall take strict safety measuresand exhibit appropriate signals prescribed by the HarbourSuperintendency Administration.Article 22 : In order to ensure the safety of the port and vessels, whenordered to shift berth or to sail ahead of or behind the schedule, vesselsshall observe such orders as given by the Harbour SuperintendencyAdministration.Part 3 SIGNALS AND COMMUNICATIONS:Article 23 : Vessels navigating or berthing in Chinese port areas orcoastal waters shall by day hoist the national flag of the country ofregistry. On entering or leaving port or shifting berths, vessels shall inaddition display signal-letters and relevant signals prescribed by theHarbour Superintendency Administration.Article 24 : When entering or leaving port or at anchor, vessels shallpay close attention to the call and signals of the port signal-station. Whenvisual signals are used, the Regulations with respect to Coastal PortSignals issued by the Government of the People’s Republic of Chinashall be complied with. Where signals are not specified by Chinesecoastal ports, the International Code of Signals shall be applicable.Article 25 : Vessels shall not make sound signals at will within theport except when necessitated by safety of navigation. Vessels requiringto test whistles shall make an advance report to the HarbourSuperintendency Administration.Article 26 : Vessels making use of their VHF radio-telephone in portshall comply with the Provisional Regulations governing the Use of VHFRadio-telephone by Foreign Vessels issued by the Ministry ofCommunications of the People’s Republic of China.

Part 4 DANGEROUS CARGOES:Article 27 : Vessels carrying or handling dangerous cargoes shallexhibit the prescribed signals, comply with the regulations relating to thecarriage of dangerous cargoes and take all necessary safety measures.Cargoes of contradictory nature, in particular, must be separatelystowed. It is strictly forbidden to stow explosives with ignitable materialsor inflammable cargoes in the same hold.Article 28 : Vessels carrying Grade 1 highly hazardous cargoes shall,3 days prior to the ETA, apply to the Harbour SuperintendencyAdministration through their port Agent for endorsement, with theirdescriptive names, properties, packing, quantity, place of stowage statedin detail and a booklet of Description of Dangerous Materials attached,and shall not enter the port, discharge the cargoes or make transit unlesspermission has been obtained. Such cargoes being: explosives, highlypoisonous articles, radio-active substances, compressed gases,liquefied gases, oxidising agents, substances liable to spontaneouscombustion, substances which, in contact with water, emit inflammablegases, inflammable liquids, inflammable solids, acidic corrosives, etc.

Vessels intending to carry the above-mentioned hazardous cargoesfor export shall, 3 days prior to the loading thereof, apply for endorsementand shall not load until permission has been obtained.Article 29 : Vessels applying for Certificate of Safety Stowage ofExport Dangerous Cargoes shall, 3 days prior to loading, submit a writtenapplication to the Harbour Superintendency Administration, stating, interalia: descriptive names, properties, packing, quantity, place of stowage(accompanied by stowage plan), intermediate ports, port of destination,and shall load at the berths designated by the Harbour SuperintendencyAdministration.Part 5 FAIRWAY PROTECTION:Article 30 : Vessels under way shall comply with the Rules ofNavigation and maintain traffic order. In case of accidents involving therisk of sinking, a report shall immediately be made to the HarbourSuperintendency Administration and all effective measures shall betaken to steer clear of the fairway to avoid impeding the traffic andendangering other vessels. If the vessel is sunk, a temporary signal shallpromptly be marked by the parties involved at the place of the wreck.Article 31 : Salvage operations on shipwrecks or other objects in portareas or coastal waters shall be carried out in accordance with theRegulations Governing the Salvage of Shipwrecks or Sunken Objectsissued by the Government of the People’s Republic of China. TheHarbour Superintendency Administration may, as it thinks fit, notify theowners thereof to carry out salvage and clear the fairway within aspecified time, or to arrange an immediate salvage to refloat or demolishthe sunken vessel or object and to clear the fairway, with allresponsibilities and expenses incurred borne by the owners concerned.Article 32 : Where any sunken or floating object has been found byany vessel, a report thereon shall be made and the object salvagedhanded over to the Harbour Superintendency Administration,whereupon, a reward may be given by the latter as appropriate.Article 33 : Where any vessel wishes to dispose of any refuse suchas garbage in port, it shall exhibit signals prescribed by the HarbourSuperintendency Administration to request ash boats (cars).Article 34 : Fairway installations and aids to navigation shall be wellcared for. Vessels causing damages thereto or to harbour constructionsor other facilities shall report immediately to the HarbourSuperintendency Administration and shall be held responsible for therestoration made or the expenses incurred.Part 6 PREVENTION OF POLLUTION:Article 35 : No vessel shall discharge oils, oily mixtures or otherharmful pollutants or refuse within port areas and coastal waters of thePeople’s Republic of China.Article 36 : If any ballast water, tank washings or bilge water is to bedischarged from any vessel, an application shall be made to the HarbourSuperintendency Administration for approval. Where a vessel has arrivedfrom a plague-infested port, necessary sanitary treatment should beengiven by the Quarantine Authorities. Dirty water and hold washings fromholds where dangerous cargoes or harmful pollutants have been stowedshall only be discharged at the designated place after their having beentested by and to the satisfaction of the sanitation departmentsconcerned.Article 37 : Oil tankers and vessels with oil as fuel shall carry the OilRecord Book on board and make appropriate entries as required.Article 38 : Where a pollution has occurred within the port area orcoastal waters, the vessel at fault shall have all relative particularsentered in the Oil Record Book and the Deck Log, and shall have thematter immediately reported to the Harbour SuperintendencyAdministration. Meanwhile, all effective measures shall be taken toprevent the oil from spreading. Where any chemicals should be applied,an application together with a description of their compositions andproperties shall be sent to the Harbour Superintendency Administrationfor approval.Article 39 : Matters not provided for in this part shall be dealt with inaccordance with the regulations relating to the prevention of pollution ofmarine environment issued by the Government of the People’s Republicof China.Part 7 FIRE FIGHTING AND SALVAGE:Article 40 : Smoking or naked flames in the hold or elsewhere liableto cause fire hazard to the vessels is strictly prohibited.Article 41 : Vessels bunkering oil or oil/tankers handling cargo oil shalltake strict fire prevention measures for safety.Article 42 : While welding in port, vessels shall clean up thesurrounding area beforehand, take strict precautionary measures, beprovided with fire-fighting apparatus and examine the work site beforeand after the operation. No welding can be done inside or near oilcompartments, unless and until all the oil has been emptied, oil residuescleared out, the compartments sufficiently ventilated, the inflammablegases expelled, and a certificate of fitness obtained.Article 43 : Should any vessel be involved in a fire hazard or marinecasualties, an immediate report shall be made to the HarbourSuperintendency Administration. Such report must contain ship’sposition, tonnage, drafts, cargo on board, damages suffered andassistance required.

CHINA, P.R. OF


Article 44 : Where necessary, the Harbour SuperintendencyAdministration may order and direct any vessel in port or in coastalwaters to rescue the vessel in distress. The vessel so ordered anddirected is obliged to do its utmost to render every possible assistanceas long as its own safety will not be endangered.Article 45 : As soon as the officers from the Harbour SuperintendencyAdministration or the salvage departments concerned have arrived, theMaster of the vessel in distress shall report the accident occurred andmeasures taken so far, provide all information and facilities required andmake suggestions with regard to the salvage as appropriate. Alldecisions taken by the Harbour Superintendency Administration formaintaining safety and order shall be complied with by all partiesconcerned.Part 8 MARINE ACCIDENTS:Article 46 : Should any vessel be involved in marine accident, theMaster shall give the Harbour Superintendency Administration asummarised report by telegram or radio-telephone soonest possible. Incase the accident has occurred outside of port areas, the Master shall,within 48 hours of the vessel’s arrival at the first port of call, submit amarine accident report to the Harbour Superintendency Administration.Such report shall be submitted within 24 hours of the accident if thesame has happened in port.Article 47 : Should any vessel be involved in marine accident causingdeath of or injury to persons or damages to properties in port areas orcoastal waters of the People’s Republic of China, the Master of the vesselat fault shall render every possible assistance to the ship and personsin distress, make timely report to the Harbour SuperintendencyAdministration and be prepared for investigation and settlement. Shouldthe party at fault refrain from rendering any assistance in spite of theimminent danger or flee into hiding, severe punishment will be imposed.Article 48 : Should death happen to any person on board, animmediate report thereof shall be sent to the Harbour SuperintendencyAdministration. Where any damage or death has caused to the port orits persons through the fault of the ship, or vice versa, the spot shouldbe kept untouched and timely reports should be given to the HarbourSuperintendency Administration by both parties. In case of dispute, eitherparty may resort to the Harbour Superintendency Administration forinvestigation and settlement. Matters involving penal proceedings shallbe dealt with by judicial organs of the People’s Republic of China.Article 49 : Matters not provided for in this part shall be dealt with inaccordance with the Regulations Governing Investigation andSettlementof Marine Accidents promulgated by the Ministry of Communications ofthe People’s Republic of China.Part 9 PENALTIES FOR VIOLATION OF REGULATIONS:Article 50 : Vessels violating these Regulations and all relevant laws,statutes and rules issued by the Government of the People’s Republicof China shall, according to the seriousness of the case, be warned orfined by the Harbour Superintendency Administration. All offences ofvicious or serious nature shall be handed over to the judicial organs.Article 51 : Any offender not yielding to the conclusions made by theHarbour Superintendency Administration may, within 15 days of thereceipt thereof, appeal to the Bureau of Harbour Superintendency of thePeople’s Republic of China. The above said conclusions, however, shallremain valid before its being modified.Part 10 SUPPLEMENTARY PROVISIONS:Article 52 : Matters concerning prevention of collisions not providedfor in these Regulations and relevant rules and regulations issued bythe Government of the People’s Republic of China shall be dealt within accordance with the International Regulations for PreventingCollisionsat Sea accepted by the Government of the People’s Republic of China.Article 53 : These Regulations shall become effective upon theapproval by the State Council of the People’s Republic of China. TheRegulations Governing Entry and Departure of Foreign Vessels Into andFrom Ports of the People’s Republic of China promulgated by the Ministryof Communications of the People’s Republic of China on the 12th March,1957 shall at the same time repealed.

PILOT’S REPORT: November 1996 (Updated 2001).Editor’s Note: The Mooring Master berths vessels at:

Huizhou Terminal.Liuhua Terminal.13-1 Lufeng Terminal.22-1 Lufeng Terminal.Xijiang Terminal.

Report: There are various platforms, pipelines, cables and otherobstructions, but FPSO names, positions, Terminal names, Operatorsand VHF working channels are as below.

I do not work at ‘‘Sheng Kai’’. To the best of my knowledge, they havea 12 in. hose connection where others are 16 in., 10 tonne SWL for liftinggear where others are 15 tonne SWL.

You will find details of FPSO’s in Clarkson’s.‘‘Nan Hai Sheng Li’’, ex-Mega Eagle 134,000 S.d.w.t. Liuhua Terminal,

operated by Amoco. Calling VHF Channel 74, working Channel 8.Position: Lat. 20� 51' N., Long. 115� 41' E.

‘‘Nan Hai Fa Xian’’, ex-Agip Campania, 254,654 S.d.w.t. HuizhouTerminal, operated by CACT. Calling VHF Channel 13, workingChannel 69. Position: Lat. 21� 22' N., Long. 115� 24' E.

‘‘Nan Hai Kai Tuo’’, ex-Java, 152,405 S.d.w.t. Xijiang Terminal,operated by Phillips. Calling VHF Channel 71, working Channel 68.Position: Lat. 21� 18' N., Long. 114� 57' E.

‘‘Nan Hai Sheng Kai’’, ex-Sea Queen, 123,894 S.d.w.t. Lufeng 13-1Terminal, operated by JHN. Calling VHF Channel 12, workingChannel 77. Position: Lat. 21� 36' N., Long. 116� 09' E.

‘‘Navion Munin’’, new built MST FPSO, 103,000 S.d.w.t. Lufeng 22-1Terminal operated by Statoil. Calling VHF Channel 77, workingChannel 9. Position: Lat. 21� 29' N., Long. 116� 38' E.Note: At the 2 designated Lufeng Terminals, vessels have been knownto arrive at the wrong one.

Prior to mooring the Export Tanker, Master must sign ‘‘Conditions ofTerminal Use’’, which basically says that the ship is responsible foranything that goes wrong throughout the lifting.

All FPSO’s are secured on location by a turret mooring system, allberthing is in Tandem onto stern of FPSO. Helicopters are normally usedfor winching the mooring team on and off the Export Tanker, daylighthours only. Berthing takes place in daylight only, vessel may unberthduring darkness, but will need to await daylight, and possibly otheroperations, before helicopter is available to take off mooring team. Boattransfer will be used if conditions are suitable and may be done at night.The winching area should be on the port side and be suitable for SuperPumas. Helicopter can land on Export Tanker if all conditions suitablefor such operation. Normal practice is to board Export Tanker at a timewhich will let all operations be finished during daylight the following day.Mooring team flies out from Shekou in China.

Four people will stay onboard the Export Tanker (the Mooring Master,2 Chinese helpers, and the CCIB Government Surveyor). Occasionally,there could be an extra person doing training. All documentation,including Port Clearance, N.O.R. and Protests are done by MooringMaster. No Agent, Customs, Port Authority, Health or State personnelnormally board. The Mooring Master will have approved ship’s answerto the Terminal Questionnaire, and can reject vessel prior to berthing ifany serious discrepancies are found, he will also report as to thesuitability of the vessel for further liftings.

Equipment box(es) will be loaded onto Export Tanker after the mooringteam board. Condition of Export Tanker lifting gear is very important, asit may be used in very poor weather conditions, both to transfer theequipment box and to work the hose. Power guys should be provided,a ship with Manilla runners and no back-up preventers is a nightmare,operable in the Summer, but not during Monsoon and Typhoonconditions with maybe 15� roll (each side) on berth, when lying to currentand across sea and swell. See ‘‘Lifting Equipment Recommendations’’below.

No tugs as such are available for berthing, the Export Tanker beingbrought into position for mooring on main engine only. Two AHTSV’sprovide hose handling and mooring support, and these operationsusually dictate whether berthing takes place. On approach to FPSO, themessenger transfer from supply boat is by rocket gun (Export Tankerhaving long heaving line ready in case of malfunction). Same AHTSVusually then goes to make fast on stern as Export Tanker continues toapproach FPSO and then holds position on stern during loading, tuguses own gear including messenger, a heaving line being sufficient tobe passed from Export Tanker (at this time Export Tanker will requirecrew forward and aft, then hose connection will take place immediatelyafter all fast). N.O.R. accepted at all fast. Forward winch must be ratedat least 15 tonnes, and be able to accept all of messenger onto storagedrum by straight pull or via suitable roller leads.

Vessel must provide a 200 tonnes SWL chain stopper and is securedby a single 76 mm. chain and associated equipment. The area is subjectto severe rip tides and Solitron activity which may set the Export Tankertowards the FPSO, even in very strong winds. In the Autumn 1996, thechain stopper (rated at 300 tonnes SWL) of a 140,000 S.d.w.t. ExportTanker parted under load due to rip tides, and in the Summer of 1998,a main mooring hawser parted on a vessel of the same size. On bothoccasions, winds at the time were no more than 15 knots. Main enginesshould be ready for use at all times, and may need to be used asternfor periods of time. In event of failure of stern tugs gear (in worst case,half onboard AHTSV and half onboard Export Tanker with propellerfouled), it is prudent that Export Tanker has best mooring line ready topass, and also have a good length of fire wires flaked out and securedon deck, heaving line ready.

Hose connection is done by Export Tanker crew, aided by mooringhelpers and supervised by Mooring Master. Connection is by Camlockto 150 ANSI dimensions (36.6 mm. thickness of flange), a slip hook isfitted at hang-off chain. Export Tanker may have to receive a water flushbefore and after loading operations. This information should be providedto Consignee and Export Tanker by each Terminal, as and whenrequired. As a rough guide, an allowance of 300 cu.m. should be enough.Any definite details regarding cargo heating or handling after loadingdoes not come from the Mooring Master.

All documentation is usually done prior to vessel sailing. Time takendepends on sampling method for API/density/BS & W, etc., FPSOpaperwork may be completed before hose disconnected or could takeseveral hours. As a guide, the Export Tanker should be ready to let goabout one hour after cargo is completed, and a hard copy of cargo figureswill either come over by messenger from the FPSO prior to unmooringor will be brought over later by boat.

The Liuhua Terminal, operated by Amoco, has a cargo history of H2S,SO2, and Mercaptan content making closed loading, suitable equipmentand proper crew training essential. Nine knots of current have beenrecorded on seabed at this location during Solitron activity. Pulls inexcess of 400 tonnes have been recorded on mooring systems.LIFTING EQUIPMENT RECOMMENDATIONS OCIMF & SCSTERMINALS: Ships should be provided with lifting equipment havingSWL’s as follows:

The SWL of the lifting gear should be established in accordance withthe requirements of the ship’s Classification Societies, and shouldinclude a normal allowance for impact load.

25,001 to 60,000 S.d.w.t. – 10 tonnes.60,001 to 160,000 S.d.w.t. – 15 tonnes.Over 160,000 S.d.w.t. – 20 tonnes.

The lifting equipment should be able to achieve the appropriate SWLwhen plumbing a point 1.0 m. outboard from the ship’s side over the fulllength of the manifold. It should be able to provide a clear lift above thedeck of at least 10.0 m. to any manifold connection.

The lifting equipment fitted shall be able to operate as follows:(a) To top and lower under load and be fail-safe in the event of power

loss when topping or lowering.(b) To slew both ways by power (not manually) under load, both when

topping and lowering and when not topping and lowering.(c) The hook and runner should run free without manual intervention

under condition of no load.

CHINA, P.R. OF


(d) To lift and lower at a rate at the hook of 10.0 m. and 15.0 m. perminute under load, and approximately 20.0 m. – 30 m. per minuteunder conditions of no load.

(e) To operate smoothly during lifting or lowering to a fineness ofcontrol of 1 in. at the hook. The equipment should have a similarsmoothness of operation when slewing (this recommendation isparticularly important for safety of operations when matchinghoses to the manifold, etc.).

(f) To be operated from a central control position for all functions –lifting and lowering, topping and lowering and slewing (it isdesirable that the control position be duplicated at the ship’s sideto enable the Operator to see all stages of the operation).

(g) Back-up Preventer Guys to be fitted to control boom in case offailure of any part of primary working system. It is also advisableto back-up deck fittings with suitable wire pennants.

(h) To present the hook or shackle on a single part of wire at thewater’s edge. This recommendation is aimed to minimise thedanger to personnel in a workboat from a large block with severalturns of wire close to them. As an interim measure, a suitablysized 3.0 m. pennant may be fitted under the block.

(i) The emphasised items are essential for safe and controlledoperation at the South China Sea Terminals. All Terminals are inopen seas and subject to Monsoons and Typhoons in season.

Further Guidance Notes:Hook must have Safety Latch.Export Tankers will at times have to operate lifting gear in very rough

seas and high winds. Equipment box and hose will be picked-up froma supply boat manoeuvring close to ship’s side, these vessels have crashbarriers. The hook must travel far enough outboard to reach both supplyvessel and out over crash barrier to pick-up point. Hook must be ofsafety type to prevent lift from inadvertently coming off during operationsand must be present on a single part at water’s edge for safety and easeof use by supply vessel crew. During these operations, the speed ofgear is very important since if too slow, the supply boat is alongsidelonger than necessary, and there is a very real chance that the lift willget caught in crash barrier, as the supply boat rises and falls in sea andswell. The derrick should be able to raise hose to securing position insingle lift even with safety pennant on block.

ANQING: 30.30 N. 117.02 E.

PILOTAGE: Pilot available day and night.

ANCHORAGES: There is a general cargo anchorage and a tankeranchorage for vessels up to 10,000 d.w.t. Depth of water 6.0 m. – 10.0 m.Bottom is sand and mud.

RESTRICTIONS: Vessels may enter and sail after sunset.

MAX. SIZE: Draft Limitation in Channel:Wusong to Anqing: 4.5 m.Anqing to Wuhan: 4.0 m.

TUGS: 1�300 h.p., 2�400 h.p., 1�600 h.p. and 1�800 h.p.

BERTHING:WorkingDistrict Berth Length Depth Cargo Handled

No. (m.) (m.)First Xiao Nan

Men Berth 50 2.0 – 5.0 General cargo.Pao Yingshan

Berth 40 6.0 Sand, ore.Second 6 40 3.0 Passenger ferry.

7 65 3.2 Passengers.8 90 8.0 Passengers.9 76 8.0 Passengers.

11 67 6.5 General cargo.13 36 4.8 Heavy cargo.

Third 14 36 4.0 Coal.17 36 4.0 Coal.18 50 4.0 Ore.20 65 4.0 Sand, ore.1516

150 4.0 – 10.0 General cargo,heavy cargo.

AnqingPetroleumandChemicalZone

234567

669066906665

6.06.0 – 10.0

6.06.0 – 10.0

7.06.0

Crude oil.Crude oil.Crude oil.Petroleum.Petroleum.Petroleum.

CRANES: 1�15 tons floating crane.

STEVEDORES: Working hours:Weekday:

Sunday:Holidays:

0630 – 1530.1630 – 00300630 – 16000630 – 15301600 – 0030.

FRESH WATER: Not available.

FUEL: Not available.

AUTHORITY: Anqing Port Authority, 7 Yan Jiang R2, Central, Anqing,China 246030. Tel: 514810-7001.

BASUO: 19.06 N. 108.37 E. (See Plan)

PILOTAGE: Compulsory. Pilotage is undertaken day and night.Pilot boards in the Quarantine Anchorage.RESTRICTIONS: Entry and sailing possible after sunset.MAX. SIZE: Max. draft in channel and in berths is 9.0 m.

Range of tide: 0.03 m. – 3.28 m.VHF: Call sign XSH. Station on Channel 16 throughout 24 hours.TUGS: 1�1,960 h.p., 1�1,670 h.p. and 1�980 h.p.BERTHING:

District Berth Length Max. LOA Max. Draft RemarksNo. (m.) (m.) (m.)

No. 1 1 & 2 368 371 9.0 OreNo. 2 3 & 4 320 360 9.0 General cargo

Warehouse and Open Store Space:Warehouse 10,015 sq.m.Open store space 60,000 sq.m.

Main Import and Export Cargo:Imports: Fertiliser, cement, grain, rice, sugar, equipment and coal.Exports: Salt, ore, quartz, sand and local products.

STEVEDORES:Working hours: 0730 – 1130 hrs. and 1430 – 1730 hrs. (Sundays and

holidays included).FRESH WATER: Available.FUEL: Not available.GENERAL: Stores: Provisions available from Basuo Ocean ShippingSupply Corporation.Floating Cranes: None available.

REPORT: 1998.Max. Size: Draft 9.8 m. (11.0 m. at HW), LOA 169 m.Berthing:

Berth Length Depth RemarksNo. (m.) (m.)1 – 2 450 9.0 4 Ship unloaders,

Ore3 – 4 670 9.0 General cargo5 – 6 400 10.0

Cranes: 5�10 tonnes.Loading Rates: Bulk – 2,000 tonnes per day.Discharging Rates:

Coal – 3,500 tonnes per day.Steel – 1,500 tonnes per day.Timber – 1,500 tonnes per day.

BEI HAI: 21.29 N. 109.05 E. (See Plan)

LOCATION: The port is located at Beihai City in the Guangxi ZhuangAutonomous Region, known as the foot of Beihai Peninsula, and liesN.E. of the Beibu Bay of the South Sea. The port is 124 miles fromHaikou City (Hainan Province), 255 miles from Zhanjiang City(Guangdong), 425 miles from Hong Kong, 157 miles from Haiphong(Vietnam) and 1,295 miles from Singapore.PORT LIMITS: The North limit extends East from Lat. 21� 31' 00" N. toLong. 109� 08' 55" E.; the South limit is Lat. 21� 21' 20.8" N.; the Eastlimit extends North from Long. 109� 05' 00" E. to the shore line; the Westlimit is Long. 108� 59' 36" E. The above mentioned limits comprise theport limits. Dockage charges (Mooring, unmooring, berthing, etc.)commence when vessel is made fast to wharf, and are on a 24 hourbasis.DOCUMENTS: Basic documents for entry:

5 General Declarations.4 Cargo Declarations (enclosed with 5 copies of Cargo Manifest).3 Stores Lists.2 Crew’s Effects Declarations.5 Crew Lists.4 Passenger Lists.1 Maritime Declaration of Health.1 Ship’s Particulars.1 copy Clearance from Last Port.

Valid original vessel documents.All vessels shall, upon arrival, report via vessel’s Agent to Port Director

all cargo to be discharged/loaded. Such report shall be in form of copiesof Ship’s Manifest and Stowage Plan, and shall show number of units,commodity, weight, destination, consignee, and all other informationwhich Port of Beihai deems necessary for compilation of commercialstatistics, for reserving necessary warehouse or wharf space, or otherpurposes.APPROACHES: Channel: Both of the new and old districts of BeihaiPorts are to the South and face Lianzhou Bay. Entrance to the harbouris by a channel running due North and then turning N.E. to the new andold terminals.

The first part of the channel is 7 miles long, from Buoy No. 0 of thePilot Station, with a depth of 12.0 m. to Buoy No. 6.

The second part of the channel is 2 miles long, running N.E. fromBuoy No. 6 to Buoy No. 9.

The third part of the channel is 1 mile long.The channel is in total 17.28 km. long, with depths 8.0 m. – 12.9 m.

and width 100 m. – 130 m.There are 18 navigation buoys.

PILOTAGE: Compulsory. Provided by Pilot’s Department of Beihai PortAuthority, 75 Haijiao Road, Beihai, Guangxi, China 536000. Tel: (779)3904011-2435/2249. Telex: 48748. Position of Pilot Station:Lat. 21� 21' 20.8" N., Long. 109� 00' 06.8" E.

Pilots communicate with vessel on VHF Channel 14. If no answer,contact Beihai Radio on VHF Channel 16 to call Pilots on land line. Noticeof ETA and request for Pilot must be made to the Pilots at least 24 hoursin advance.

CHINA, P.R. OF


ANCHORAGES: The port has two designated anchorages, the Pilot(Inspection) Anchorage and the Lightening Anchorage.

Pilot (Inspection) Anchorage: The area with centreLat. 21� 21' 20.8" N., Long. 109� 00' 06.8" E. with a radius of 2,000 m.and depths 12.3 m. – 16.0 m.

Lightening Anchorage: Port has 3 lightening anchorages:Latitude Longitude

No. 1:(Depth 9.0 m.)

21� 29' 14" N.21� 29' 32" N.21� 29' 20" N.21� 29' 39" N.

109� 04' 14" E.109� 04' 14" E.109� 04' 43" E.109� 04' 43" E.


21� 29' 20" N.21� 29' 39" N.21� 29' 32" N.21� 29' 49" N.

109� 04' 43" E.109� 04' 43" E.109� 05' 16" E.109� 05' 16" E.


21� 29' 32" N.21� 29' 43" N.21� 29' 43" N.21� 29' 59" N.

109� 05' 16" E.109� 05' 16" E.109� 05' 49" E.109� 05' 49" E.

MAX. SIZE: Vessels up to 12.0 m. draft must be lightened in theInspection Anchorage.

Also see ‘‘Report’’ dated 1998.HEALTH: Free Pratique is conducted by Beihai Quarantine on board,at berth or at anchorage.RADIO: Port has radio station, VHF and ground satellite station.

When shifting or anchoring in the port, VHF can be used to contactthe Harbour Master and Agents.

Telex and cables are also used to communicate with the Agent orreceiver.

Name of Beihai Port’s ground satellite station: The National SatelliteSpecial Communication Net Beihai Terminal. Working channel:3700-4200 MHz (receiving), 5,925-6,425 MHz (transmitting).Beihai Radio: Position Lat. 21� 29' 39" N., Long. 109� 04' 48" E.VHF: Beihai Radio on Channels 14 and 16 throughout 24 hours.TUGS: 5 tugs available to assist with berthing. Total power 3,984 kWand maximum power 1,706 kW. Service is provided by PortShipping Co., arranged by Port General Dispatching Office and paid asper the regulation/tariff of the Ministry of Communications. Tel: (779)3902129 and 3904011-2343 (incl. nights and holidays).BERTHING:

PortArea Berth Length Depth

Designedd.w.t. Use

ShoreCranes

(m.) (m.) (m.)1st 1

234

6092

10088

4.53.83.82.0

1,000700700

General CargoGeneral CargoGeneral CargoTyre Cranes

1�5 tons

1�5 tons10 tons,20 tons,25 tons,50 tons.

5 88 2.0 200 Bulk & General2nd 1

234

170170200200

9.59.5

10.512.0

10,00010,00020,00035,000

General CargoBulk & GeneralGeneral CargoBulk Cargo

1�5, 1�27.51�10, 1�27.53�10 tons2�27.5

The first port area has 5,124 sq.m. of warehouse and 18,000 sq.m.of open storage area.

The 2nd port area has 30,000 sq.m. of warehouse. Open storageareasconsist of 200,000 sq.m.

Both of the warehouses in 1st and 2nd port areas are dry bulk storage.STEVEDORES: Working Hours: Governmental working shifts: 0000 hrs.– 0800 hrs., 0800 hrs. – 1600 hrs., 1600 hrs. – 0000 hrs. Mondays toFridays, holidays excepted.MEDICAL: Port has a hospital. Full hospital facilities available in the citywithout prior notice. Dentists available during normal working hours.FRESH WATER: Fresh water delivered to vessels at wharves or docksby pipeline. Water barge is available for supplying water at theanchorage. Cost of supply at berth is U.S.$1.00/ton plus U.S.$30.00handling fee.FUEL: Private and Governmental firms with trucks or barges available,by prior arrangement through vessel’s Agent.FIRE PRECAUTIONS: Smoking is strictly prohibited in transit sheds,warehouses, or on apron of wharves and on vessel, handling dangerous,hazardous or inflammable cargo. Smoking is also prohibited in any areaswhere gasoline or like materials are being handled or equipmentserviced. The receiving, handling or storage of explosives and hazardousor highly inflammable commodities or materials shall be subject torelevant Chinese laws, rules and regulations. Insurance is requested forparty concerned.REPAIRS: Port has one ship’s repair station and one mechanical repairfactory for mobile and electrical repairs. Others such as radio, radar andnavigation repairs available.SURVEYORS: Marine surveyors representing China ClassificationSocieties are Guangzhou Bureau, Beihai Office or Ship SurveyDepartment of Beihai Harbour Master. Services are operated at the portor nearby ports. Tel: (779) 3037049. Fax: (779) 3033990.GANGWAY/DECK WATCHMEN: No requirement, except for specialvessel conditions or security reasons as determined by Port Authority.OPENING/CLOSING HATCHES: Normally by ship’s crew.CUSTOMS ALLOWANCES: Customs Regulations of PRC.CARGO GEAR: 182 pieces of equipment, including 11 cranes, tyredcranes with capacity 50 tons and floating crane with capacity 47 tons.REPATRIATION: Facilities exist for changes of crews and repatriation.Scheduled aircraft service from Beihai City daily to most big cities of thecountry. International flights are available. Airport is 20 km. from port.HOLIDAYS: New Year’s Day; Labour Day; National Day; Lunar NewYear. When any one of these falls on a Sunday, the next Monday isobserved. When any one of these falls on a Saturday, the precedingFriday is observed, or subject to Governmental notice.POLICE/AMBULANCE/FIRE: Police Tel: 110; Fire Department Tel: 119;Ambulance Tel: 2022245; Hospital via Agent.

BANKS: Beihai banks all have foreign departments. The major one isBank of China, Beihai Branch, Beihai Avenue. Tel: 3051013.GARBAGE DISPOSAL: Beihai Harbour Master provides compulsoryservice. Tel: 3033492.SEAMAN’S CLUBS: Available.GENERAL: The port is directly connected with important cities in theS.W. such as Kunming, Guizhou, Chengdu, Chongqing, etc.DEVELOPMENTS: A series of berths are under preparation to beginconstruction. Container dock is also under design. Beihai Port willdevelop into a modernised port.

SHIPMASTER’S REPORT: January 1994.Cargo: Discharged gas oil into barges.Approaches: B.A. Chart No. 3892 and 41.

When approaching Beihai, the water depth has to be watched veryclosely. Also the Admiralty Tide Table has to be consulted and a tidalcurve has to be made for reference. The position as given by the Agentfor lightering was too shallow as it gives a depth of 9.6 m. and less,based on Chart Datum. The vessel’s draft was 10.6 m., and when wearrived at low water, there was a rise of 0.8 m., so the depth was stillinsufficient. When we had a keel clearance of 2.8 m., we anchored inposition Lat. 21� 21' N., Long. 109� 00' E. Position given by the Agentwas 21� 23' 25" N., 109� 02' 25" E. The keel clearance of 2.8 m. was alsobased on a trim of 3.0 m. during discharge. During the swinging of thevessel, manual soundings were taken and compared with the echosounder readings, which proved to be the same. During discharge, theminimum depth encountered was 0.8 m.

Holding ground good for anchoring.Agency: The Agent and Customs, etc., came out the next day aroundnoon. The visibility was quite poor in what seemed to be normal duringthis period of the year. The boat with the boarding party had no radarand was guided from Beihai to the vessel’s anchor position by our ship’sradar and by the Duty Officer’s instructions. Customs, Immigration andQuarantine Officers boarded and formalities were done very smoothlyand without any difficulties.Discharge: Discharging was done by STS by means of 2 lighteningvessels of 1,000 tonnes each. After loading, lightening vessel went backfor discharge and after approximately 7 hours was back again for anotherlightening. Fendering was quite poor, only old car tyres were used. Fromour side, we had some old large car tyres for fendering. Connecting wasdone by stevedores from the shore who stayed on board during thelightening operation. No difficulties were encountered during theoperation.

Discharging was completed on a Sunday evening. During theweekend, all official offices were closed and a Clearance could not beobtained by the Agent. On Monday morning, the Clearance was obtainedat 0900 hrs. and put on board at 1200 hrs. at the anchorage.

The only person who spoke English was the Agent. All other peopledid not speak any English, so the communication was done by ‘armgestures’.Communications: VHF Channel 16 for port and VHF Channel 14 forAgent.

SHIPMASTER’S REPORT: March 1994.From departure Singapore, we were unable to make contact by telex

with ‘‘Penavico Beihei’’. All messages were relayed by Agent in HongKong. They supplied me with a Fax number for Beihai, but again thisnumber did not give us contact.

Vessel’s arrival draft 11.2 m.Several ships were already at anchor and we settled in position

21� 19' N., 109� 00' E. This gave us a minimum under-keel clearance of5.0 m. with the expected tidal range. Holding ground was good.

Even with arrival on a Sunday, the Agent appeared 4 hours after ourfirst VHF contact. Very little English was spoke, but all official paperworkwas completed. The only point of note being that the Quarantine Officersdemanded that all crew have Hepatitis injection. A compromise wasreached in that the documents would be taken ashore and stamped asno shore leave would be allowed. About 10 persons boarded, and therewas much passing of paperwork between the various officals.

The discharge was done by 2 coastal ships of 1,000 tonnes capacity.One of them did 5 cargoes and the other only one cargo.

The interval between trips varied, but 6 hours was the normal period.Initially, the ‘‘Chang Da 2’’ tried to come alongside without any fenders

at all, but we refused this. Luckily on our last visit to Singapore, weacquired a large number of old car tyres, and had made these into twintyre fenders. Ten of these units plus 4 normal fenders were positionedby ourselves on the starboard side and the lightening then took place.The second vessel ‘‘Hua Qing’’ did have tyre fenders.

The surveyors arrived on the first vessel and departed on the same,leaving only a squad of 4 men for connecting and mooring operations.There was some confusion on the small vessels regarding the size andlength of hose required, but with hand signals and the mooring squadsupervisor, who spoke a little English, the operation was accomplished.

Loading of each small vessel took approximately 1 hour 10 minutes,using their hoses each time.

At the end of discharge, the supervisor inspected the tanks and signedthe Dry Certificate, the gang then left on the last vessel.

The Agent informed us that he would arrive at the vessel approximately4 hours after completion (daytime hours). After some6-8 hours and after numerous attempts at VHF contact, he informed usthat due to reduced visibility the boat was unable to find the vessel, andthat no further attempts would be made that day, however he hadsecured clearance for us and all papers would be forwarded to the nextport (Zhuhai) for our arrival.

Offers to guide their boat to the vessel by our radar were refused. Asthe weather conditions could remain with poor visibility for several days,we telephoned Owner and Agent in Hong Kong to inform them of thesituation.

The Letter of Protest concerning delays was faxed to Hong Kong forretransmission to Beihai.

CHINA, P.R. OF


The vessel then departed with all parties aware of the situation,‘‘Penavico Beihai’’ forwarding all outward papers and personal healthpapers to ‘‘Penavico Zhuhai’’ by the quickest method.

Communications by VHF Channels 14 and 16, but very limited.

REPORT: 1998 (Updated 2000).Max. Size: Draft 11.0 m. (plus tidal height), LOA 200 m., beam 35.0 m.Tidal Range: 1.5 m. – 5.01 m. (average 2.52 m.).Cargo Handling Facilities: 55 cargo handling machines.Cranes: 12 cranes ranging from 5.0 tonnes to 27 tonnes lifting capacity.Main Import and Export Cargoes: Imports: Alumina, coal, fertiliser,grain, general cargo, logs, oil products, sugar.Exports: Ore, sugar, timber.Loading Rates:

Bulk: 2,000 tonnes per day per gang.Packaged Cargo: 800 tonnes per day per gang.Logs: 2,500 cu.m. per day.

Discharging Rates:Alumina: 6,000 tonnes per day.Coal: 10,000 tonnes per day.Oil in Drums: 3,000 tonnes per day.Oil Products: 200 t.p.h.Steel Products: Up to 8,000 tonnes per day.

AUTHORITY: Port of Beihai (Beihai Port Administration Bureau),145 Haijiao Road, Beihai, Guangxi, China. Tel: �86 (779) 390-4011.FAX: �86 (779) 390-6387. Telex: 48748 COSAB CN. Cables:Penavico Behai. Email: [email protected] Contact: WangHuanliang, Executive Port Director. Xu Bingzhong, Liu Xingjia, DeputyPort Directors.

BZ 34 TERMINAL: 38.07 N. 119.33 E. (See Plan)

LOCATION: The locations of the SPM and Well Head Platforms (WHP)are:

SPM:2EP WHP:2EW WHP:4EP WHP:

Lat. 38� 06' 56.557" N., Long. 119� 33' 23.569" E.Lat. 38� 07' 38.698" N., Long. 119� 33' 23.051" E.Connected with 2EP WHP by Bridge.Lat. 38� 05' 28.482" N., Long. 119� 32' 35.374" E.

The SPM and the three WHP are joined by submarine crude oilpipelines.

Masters of vessels are reminded that BZ 34 Terminal area is locatedin the People’s Republic of China internal zone; moreover, they arerequested to comply with any relevant laws and regulations.BZ 34 Terminal consists of:

1. The three Well Head Platforms (WHP).2. Fixed Tower (SPM – Single Point Mooring).3. Floating Production and Storage Unit (FPSU) ‘‘Bohai Chang Qing

Hao’’ is moored by one Mooring Yoke.DOCUMENTS: Customs and Inspection: In accordance with normalpractice, the vessel’s national flag, the Chinese courtesy ensign, andfollowing flags, must be displayed by all vessels approachingBZ 34 Terminal.

The principal signals are as follows:1. Signal Flag ‘‘Q’’ in daytime : Request Quarantine.2. Signal Light ‘‘Red over White’’

at night time : Request Quarantine.3. Signal Flag ‘‘G’’ in daytime : Request Pilot.4. Signal Flag ‘‘H’’ in daytime : Pilot on Board.5. Signal Flag ‘‘B’’ in daytime : Hazardous Cargo on Board.6. Signal Light ‘‘Red’’ at night-time : Hazardous Cargo on Board.7. Vessel’s Signal Letters : From before reaching the

anchorage to mooring andfrom before unmooring toPilot disembarking theVessel.

The Joint Inspection Team (Representatives of Chinese HarbourSuperintendency Administration, Customs, Frontier Defence InspectionStation, Quarantine Service, and Export and Import CommodityInspection Bureau (E.I.C.I.B.) will board the vessel to grant clearanceand inspect cargo.Vaccination Certificates: Valid Yellow Fever Vaccination Certificates forall crew members and passengers, if the vessel comes from SouthAmerica or Africa, shall be required by the Quarantine Service.

Furthermore, any possible medical trouble or illness on board thevessel must be indicated before the vessel’s arrival, so that arepresentative of the Quarantine Service goes on board the vessel atmooring before any other person.Certificates and Documents: The following documents shall besubmitted for examination as soon as the Berthing Master and the JointInspection Team come on board the vessel:

1. Certificate of Nationality.2. Certificate of Registry.3. Safety Construction Certificate.4. Safety Equipment Certificate.5. Safety Radio/Telephone/Telegraph Certificates.6. Cargo Gear Certificate.7. Tonnage Certificate.8. Navigation Certificate.9. Passenger Certificate (if applicable).

10. International Load Line Certificate.11. Deratting or Deratting Exemption Certificate (less than 6 months

old).12. Deck Log Book.13. Engine Log Book.14. Oil Record Book (machinery space operations and cargo/ballast

operations).15. Tonnage Dues Certificate.

16. Certificate of Financial Security in respect of Civil Liability for OilPollution Damage.

Berthing Master is allowed to reject any vessel, which is consideredunseaworthy or not holding up-to-date official documents.Declarations: The Joint Inspection Team shall require the following tobe filled and delivered:

6 copies Crew List (Chinese form).4 copies Passenger List (if any).1 copy Cargo Manifest for import/transit cargo with a summary (ballast

or cargo already on board).1 copy List of Specified Articles (Money, gold and silver, transistors,

tobacco, alcohol, cameras, tape recorders, T.V. sets, video taperecorders, motor cycles, watches, walkie-talkies, etc. (if any)).

1 copy Maritime Declaration of Health (Chinese form).2 copies Ship’s Stores List (inventory).Clearance from the last Port of Call.Valid Seaman’s Certificate for all crew members.1 copy Declaration of Arms and Ammunition.2 copies Reports of Entry for Foreign Vessel (Chinese form).Cigarettes, cigars, tobacco, matches, spirits, wine, beers, perfume,

and possibly other items, have to be locked up under customs seal fromtime of arrival of vessel in port, until time of leaving territorial waters.Each person is allowed to bring in 2 bottles of spirits and 200 cigarettes,or the equivalent in grams of tobacco or cigars. Special allowances aremade for the Master under special circumstances. The Customs Officerwill seal the stores.Documents of Loading Cargo: Crude oil shipping documents will beprepared at BZ 34 Terminal, and after the vessel has been loaded, thedocuments will be completed, and final clearance formalities will becarried out on board.Protests: Any protests by the Master of the vessel concerning thequantity of cargo should be made before departure and any resultinginvestigation should be made before the vessel sails out.Outward Clearance: A vessel will be considered clear to depart BZ 34Terminal, when the crude oil shipping documents, the ReleaseCertificateand the Port Clearance for a foreign-going ship have been delivered.APPROACHES: Charts and Sailing Directions: Charts and SailingDirections for the area are as follows:Charts:

JapaneseChineseBritish AdmiraltyAmerican

383, 392, 1403,9303, 9304, 9701,1250, 1255, 1256,

94360, 94420, 94440.Sailing Directions:

JapaneseChineseBritish AdmiraltyAmerican

Pub. No. 203, 412, 782.Pub. No. 901A, 902, 903, 904.N.P. No. 32, 79F, 203.Pub. No. 157, 112Pilot Chart No. 55, Tide Table Vol. 4.

Approach: Approaches to BZ 34 Terminal are safe and withoutnavigational difficulties, but in some seasons special attention is drawnto the numerous fishing boats.Chinese Regulations for Passing Through Bohai Gulf: Should theMaster of a vessel decide to pass through the Bohai Gulf, he must applyfor permission in accordance with the following Regulations:

(1) Vessels passing through the Bohai Gulf: No vessel is allowed topass through any channel, except Laotiehshan Channel,Changshan Channel and Dengchou Channel (only vessels under200 g.r.t. are allowed to sail).

(2) With Laotiehshan Lighthouse as centre and a distance of 10 milesas radius, and North Hwangchengtao Light Beacon as centre anda distance of 7 miles as radius, are to be two prohibited areas.Vessels are only allowed to pass through middle of these areas,namely Laotiehshan Channel.

(3) All vessels, passing through the Laotiehshan Channel, must senda message to the Harbour Master Dalian at least 8 hours priorto the estimated time of passing the line joining LaotiehshanLighthouse and North Hwangchengtao Light Beacon’s two points,or after departure from the port (her passage is less than 8 hours),reporting the following details:Name of vessel, nationality, call sign, last port of call, port ofdestination, speed, colour of hull and funnel, and the exact timeof passing through the line joining Laotiehshan Lighthouse andNorth Hwangchengtao Light Beacon’s two points.

In case there is any alteration of time to pass through the lineowing to bad weather, such vessels should immediately report tothe Harbour Master Dalian.

(4) Dalian Coastal Radio Station:Call sign :Calling frequency :Working frequencies :Reserve frequency :

XSZ500 kHz462 kHz; 8,694 kHz

8,678 kHz.Working day and night.

(5) Vessels passing through the Laotiehshan Channel must displaynavigation lights in accordance with the Regulations forPreventing Collisions at Sea.

(6) Vessels are prohibited from navigating in the water area within aradius of 10 nautical miles from the Reef Island.

(7) Navigational aids are as follows:(a) Laotiehshan Lighthouse: 38� 43' 37" N., 121� 08' 02" E.

Gp.Fl.(2)W., ev. 30.0 sec. 25 M.(b) Beihuang Cheng Island navigation: 38� 23' 40" N.,

120� 54' 33" E. Fl.W., ev. 3.0 sec. 15 M.(c) Houji Lighthouse: 38� 03' 29" N., 120� 56' 27" E.

Gp.Fl.(2)W., ev. 10.0 sec. 15 M.(d) Beichangshan navigation: 37� 59' 32" N., 120� 41' 37" E.

Fl.R., ev. 2.5 sec. 8 M.(e) Xiaozhushan Light: 38� 01' 17" N., 120� 52' 09" E.

Fl.W., ev. 5.0 sec. 14 M.

mailto:[email protected]

CHINA, P.R. OF


PILOTAGE:(1) Pilotage is compulsory for any vessel arriving at BZ 34 Terminal

for mooring, and unmooring.(2) The Pilot will board the vessel, and will act as Pilot for approaching

and mooring, when she reaches the Anchoring Area and BZ 34Terminal is available.

(3) The Pilot will advise the vessel’s officers and crew on the layoutof the mooring equipment to be fitted on the forecastle head.

Pilot Ladder: The vessel is required to have a clean and efficient pilotladder, fitted with spreaders and manropes, safely and securely rigged,ready for the Pilot to immediately embark and disembark on the side ofthe vessel, and of sufficient length to reach the Pilot’s boat.Life Buoy: A life buoy with safety line and self-igniting light, together witha rope messenger for the Pilot’s bag, shall also be available at the pilotladder head.Good Weather Lee: Vessels shall afford a ‘‘good weather lee’’, and shallreduce speed as directed by the Pilot, in order to effect the safeembarking or disembarking of the Pilot.ANCHORAGES: A ‘‘Prohibited Fishing’’ and ‘‘Restricted Navigation andAnchoring’’ area has been defined around BZ 34 Terminal.Anchorage Area: If vessels are obliged, or instructed, to anchor, theyshould do so in the anchorage area which is indicated by the followingfour points. Water depth is about 24 m., and sea-bed mainly consists ofmud. While at anchor, they should exercise vigilance at all times, andif necessary, make contact with BZ 34 Terminal by VHF on Channel 67,or Channel 16, at any time.

(1) Lat. 38� 16' N., Long. 119� 41' E.(2) Lat. 38� 16' N., Long. 119� 44' E.(3) Lat. 38� 13' N., Long. 119� 41' E.(4) Lat. 38� 13' N., Long. 119� 44' E.This anchorage area is also available for vessels arriving at BZ 28

Terminal, adjacent to BZ 34 Terminal, at about 23 km. distance.NAVIGATION AIDS: Well Head Platform (WHP): Two main white lights(visible at 10 nautical miles, morse code letter ‘‘U’’ every 15 seconds)are installed on opposite corners of the 2EP and 4EP WHP.

Red lights (15 candelas, quick flashing) are installed on the cranehead, crane operation cage and top of gas vent line.Single Point Mooring (SPM): The SPM is equipped with a radar reflectorand a fog horn (I.A.L.A. usual audible range of 2 nautical miles) soundingthe morse code letter ‘‘U’’ every 30 seconds.Floating Production and Storage Unit (FPSU): The navigation andsignal lights are provided according to the international regulations.When gases are burning, the flare can be seen farther than above lights.This flare is about 38 m. height above the sea level.RESTRICTIONS: Vessels are moored and unmoored in daylight only.Draft Requirements: Vessels arriving at BZ 34 Terminal should have theminimum following drafts:

1. The moulded draft amidships (dm.) in metres (without taking intoaccount any ship’s deformation), shall not be less than:

dm. � 2.0 � 0.02 � L2. The drafts at the forward and after perpendiculars shall correspond

to those determined by the draft amidships (dm.), as specified inthe preceding Paragraph 1, in association with the trim by the stern,of not greater than 0.015 L

3. In any case the draft at the after perpendicular shall not be lessthan that which is necessary to obtain full immersion of thepropeller(s).

NOTE: ‘‘L’’, as measured in metres, mean 96% of the total length on awaterline at 85% of the least moulded depth, measured from the topof the keel, or the length from the foreside of the stem to the axis ofthe rudder stock on that waterline, if that be greater.

MAX. SIZE: Maximum 110,000 d.w.t., minimum 15,000 d.w.t.RADIO: PRE-ARRIVAL REQUIREMENTS AND COMMUNICATIONS:Communications Before Arrival: The Owner (in case of a voyagechartered vessel) or the Charterer (for a long term chartered vessel)should, 1 week prior to vessel’s arrival, telex to ‘‘Penavico Tanggu’’,Tokyo Office and Tianjin Office of Operator JCODC and Production andTransportation – Sales Department of Partner BOC, to attend the vesselat BZ 34 Terminal, advising of the following items in addition to the wayfor the disbursement remittance.

1. Name and address of the Owners or Charterers, with telex andtelephone numbers.

2. Name of the vessel and international call sign.3. Vessel’s nationality.4. Particulars of the vessel (Length, Breadth, g.r.t., n.r.t., Summer

draft and Deadweight tonnage).5. Last and next ports of call.6. Master’s name.7. Destination(s) after loading.8. ETA BZ 34 Terminal in local time. (UTC plus 8 hours or plus

9 hours, if daylight saving time (from the second Sunday of Aprilto the second Sunday of September), is in force).

9. Cargo requirement.10. Speed.11. Colour of hull and colour mark of funnel.12. Consignee.13. Crew List.

Entry Formalities: The Master or Owner of the vessel shall, 1 week priorto its expected arrival at BZ 34 Terminal, submit the required forms tothe Harbour Superintendency Administration through ’’PenavicoTanggu’’, for completion of entry formalities. In order to proceed withsuch entry formalities, it is compulsory that ’’Penavico Tanggu’’ receivethe information, as specified in ‘‘Communications Before Arrival’’ above,1 week prior to vessel’s arrival.Advice of Arrival: 72 hours prior to arrival at BZ 34 Terminal, vesselsshould advise Tianjin Office and Tokyo Office of Operator JCODC,Production and Transportation – Sales Department of Partner BOC and‘‘Penavico Tanggu’’, of their ETA by telex (See ‘‘Authority’’ and ‘‘Agent’’).They should also confirm or amend it when they are 48 hours, 24 hoursand 6 hours distant from BZ 34 Terminal.

Details of message to be sent by the Master of the Vessel: Thefollowing information shall be included in the first message to be sentby the Master of the vessel:

1. Name of vessel and international call sign.2. Vessel’s nationality.3. Owner’s name.4. Master’s name.5. ETA and date in local time (See ‘‘Communication Before Arrival

– No. 8’’ above).6. Last and next ports of call.7. Destination(s) after loading and consignee.8. Cargo requirement.9. Possible cargo on board.

10. Ballast on board on arrival in Segregated Ballast Tanks and inCargo Tanks.

11. Deballast time: Only clean ballast (as mentioned in the MarpolInternational Convention), may be discharged into the sea.

12. Estimated fore and aft draft on arrival and on sailing.13. Particulars of the vessel (See ‘‘Communcation Before Arrival –

No. 4’’).14. Flange size of vessel’s manifold connection.15. Maximum loading rate.16. Number of crew on board.17. If there is any sickness aboard or clean Bill of Health.18. Whether BZ 34 Terminal is first or second port.

Communications with Penavico (Agent) and BZ 34 Terminal:PENAVICO:

(1) Penavico Radio communication hours are 0800 – 1700 local timeon telex.

(2) Message to and from the vessels shall be transmitted by telex(See ‘‘Agent’’).

BZ 34 TERMINAL:(1) BZ 34 Terminal keeps continuous dual watch on Channel 67 and

Channel 16 throughout 24 hours.(2) Vessels equipped with VHF radio telephone should call BZ 34

Terminal on Channel 67 and/or Channel 16 in the Bohai Bay.(3) Other channel that can be used after a first call is Channel 73.

Report to the Harbour Master Dalian: All vessels passing through theLaotiehshan Channel must send a message to the Harbour MasterDalian (See ‘‘Approaches’’).Language: The working language of BZ 34 Terminal is English.VHF: See ‘‘Radio’’.BERTHING: Main Particulars of FPSU ‘‘Bohai Chang Qing Hao’’:

LOA :Breadth :Depth :

215.62 m. (707 ft. 05 in.) (L.W.L.: 210.00 m.).31.00 m. (101 ft. 08 in.).17.60 m. ( 57 ft. 08 in.).

Mooring:(1) Equipment and tools for mooring and hose connection will be

brought on board the vessel by the Berthing Master.(2) When all preparations have been completed on the vessel and

BZ 34 Terminal, the Pilot will approach the FPSU.(3) The vessel will then come close enough to the free floating pick-up

rope, so that the crew of the workboat can secure the messengerrope to the hawser pick-up rope.

(4) The messenger rope is then led through the centre Panama chockto the winch.

(5) When the chafe chain is in the fairlead and the special triangleplate on board, they must be connected to a triangle plate usingthe special fork and shaft.

(6) The shaft must be secured with the stopper provided.NOTE: Special triangle’s size is as follows. The size of Panama chockof the vessel should be larger than that of this special triangle.

Unmooring:(1) Lead the pick-up rope of the mooring hawser to the mooring winch.(2) Pilot will manoeuvre the vessel ahead to slacken the mooring.(3) Take the weight off the mooring by heaving on the pick-up rope.(4) Pay-out the pick-up rope while the vessel moves slowly dead

astern, then let go the free end.CARGO OPERATIONS: Derrick: Vessels must be equipped with a hoselifting derrick at the port side manifold with a lifting capacity of more than10 tons SWL.Flange Size of Loading Hose: The hose end connection is a 12 in.‘‘Camlock’’ quick release coupling, and will fit standard 12 in. ANSI 150flanges.

BZ 34 Terminal is equipped with flanged spools to connect withmanifolds different from 12 in. diameter (10 in. – 12 in., 14 in. – 12 in.and 16 in. – 12 in.).

Vessel’s manifolds should terminate in ANSI 150 flanges.Hose Connection:

(1) After the vessel is securely berthed, the Berthing Master willinstruct the workboat to tow the end of the floating hose to aposition underneath the vessel’s hose handling derrick.

(2) The connection of the hose is the responsibility of the vessel’screw, who should endeavour to complete this task as quickly aspossible.

Loading:(1) Maximum loading rate is about 3,000 kl./hr.(2) Care should be taken not to overload as there is no possibility of

pumping back into BZ 34 Terminal.Closing Valves against Oil Flow: Warning is given of the danger ofclosing valves against an incoming oil stream. This will create excessivepressures which may result in damage to the loading hoses and BZ 34Terminal facilities. Vessels will be held liable for any damage resultingfrom failure to observe this precaution.Bad Weather Conditions: When the weather condition develops worsethan the below-mentioned permissible criteria at BZ 34 Terminal, theOperator may suspend work. However, the final decision onimplementing the work will be made by the Production Superintendenton the FPSU.

CHINA, P.R. OF


Kind of Work Permissible CriteriaMooring Wind speed of 15 m./sec., or

Visibility of 1,000 m.Pumping Wind speed of 18 m./sec., or

50 ton force of tension on mooringrope to the vessel.

Unmooring in caseof emergency

Wind speed of 20 m./sec., or75 ton force of tension on mooringrope to the vessel.

CARGO: Crude Oil: There is only one grade of crude oil available atBZ 34 Terminal. Its density is approximately 0.8445 at 15� C. or 0.8411at 20� C. (API gravity 36.0), pour point 27.5� C. and the minimum loadingtemperature 45� C.

Notice to Masters of Vessels: Vessels loading Bohai Light Crude OilNo. 2 are required to be equipped with heating coils. It is recommendedas from commencement of loading of Bohai Light Crude Oil No. 2, thatthe vessel should endeavour to heat the oil at a temperature of 40� C.minimum, until the time the vessel discharges her cargo at the unloadingport.

As this crude oil has a high pour point and significant paraffin content,Masters of vessels are recommended to keep the COW (Crude OilWashing) equipment in a very good operational condition. They shallcarry out COW operations only when sure of the efficiency of the linesand machines, and after they have taken all precautions to prevent thewashing oil from solidifying in the COW piping system. Their attentionis therefore drawn to difficulties they may encounter when COWoperations have not been prepared properly.

BALLAST/POLLUTION: Adequate Ballast: Vessels are required to carrysufficient ballast for safe handling, having due regard to existing weatherand sea conditions. A vessel found by the Pilot or Berthing Master tobe inadequately ballasted, will be rejected.

Clean Ballast: As there are no ballast reception facilities, vessels mustarrive at BZ 34 Terminal with clean ballast, ensuring that all pipelines,pumps and strainers have been flushed out prior to arrival (See MarpolConvention 73/78: Regs. 9, 13 and 18).

The Berthing Master will inspect vessel’s ballast on boarding, and hasthe power to reject any vessel that he deems would cause pollution ofthe sea area, in which case the vessel must proceed to sea and returnonly when ballast is completely free of oil. The rejection of any vessel,because of dirty ballast will automatically cause its Notice of Readinessto be nullified, and the rejected vessel will lose any priority of positionfor loading. Ballast discharge should not be commenced without the priorpermission of the Berthing Master. At no time may the oil content ofballast discharged exceed 15 p.p.m., or produce a sheen on the surfaceof the water.

Inspection:(1) At night the sea area around the vessel shall be adequately lighted,

as frequent inspection by the Berthing Master will be made duringthe discharge of ballast. Any pollution, whatsoever, will be causefor rejection. Similarly, any hull leaks causing pollution duringloading will be cause for rejection.

(2) Cargo hose connection should be inspected during loading,drip-pans should be placed under the manifold, all unused cargoconnections blanked off, sea-valves closed and lashed uponcompletion of deballasting, and all scuppers must be securelyplugged.

Segregated Ballast: When a vessel is fitted with segregated ballasttanks, the Master of the vessel will not discharge the ballast as long asa sufficient cargo has not been loaded. A vessel not so equipped, shouldexamine the possibility of safe loading and deballasting simultaneously.

Pollution: Owners and Masters of vessels are responsible to observeInternational Convention (Marpol 73/78) and Chinese relevantregulations concerning pollution of the sea.

Bilges: Bilges must not be discharged while at BZ 34 Terminal.

Fines and Claims: Any fines imposed by any governmental Authority forpollution shall be for the vessel’s account.

In the event that the Operator has to settle any third party claims asa result of damage to property, caused by pollution attributable in anyway to the vessel, the Operator will have the right to demandreimbursement by those responsible for the vessel, for all expensesincurred.

In the event of oil spillage, or pollution of the waters, all labour andequipment costs for cleaning operations will be for the vessel’s account.

FACILITIES: There are no facilities of any kind at BZ 34 Terminal.No ballast reception facilities at BZ 34 Terminal area or in the vicinity.No engineering repair shop.No fresh water.No bunkers available.No provisions or stores.No cranes or barge service.No shore leave.No crew changes.No consulates available.No clinic available.

AUTHORITY: The Port Supervision Commission of the People’sGovernment of Tianjin Municipality, Xin Gang, Tianjin. Tel: �86 (22)579-3752, 579-2920.Operator: Japan China Oil Development Corporation (JCODC).(A) Tokyo Office: 1-8-21 Shiba-Koen (Shiba-Koen Ridge Building)Minato-ku, Tokyo, Japan. Tel: �81 (3) 3436-7483.Telex: 02222179 Jcoil. FAX: �81 (3) 3436-7489.(B) Tianjin Office: P.O.Box 546, Tanggu, Tianjin, The People’sRepublic of China. Tel: �86 (22) 579-2081 (Int’l subscriber dial call).FAX: �86 (22) 579-2078.Partners: (A) Bohai Oil Corporation (BOC), P.O.Box 547, Tanggu,Tianjin, The People’s Republic of China. Tel: �86 (22) 580-7445 (Int’lsubscriber dial call). Telex: 23163 Obpcc Cn. FAX: �86 (22)580-7445.(B) China National Offshore Oil Corporation (CNOOC), P.O.Box 9623,Beijing, The People’s Republic of China. Tel: �86 (1) 466-9008 (Int’lsubscriber dial call). Telex: 210561 Cnooc Cn. FAX: �86 (1)466-9008.AGENT: Penavico Tanggu, Zhu Tang Gu Qu Ji Gou, 2 Hao Lu, XingangTanngu Qu, Tianjin, The People’s Republic of China. Tel: �86 (22)579-3312, 579-3756. Telex: 23164 Xgpen Cn., 23167 Xgpen Cn.Cables: Penavico Tanggu. FAX: �86 (22) 579-2537.

Penavico Tianjin, Zhu Tianjin Jigou, 23 Chongqing Dao, Tianjin, ThePeople’s Republic of China. Tel: �86 (22) 230-1008.Telex: 23231 Tjpen Cn. Cables: Penavico Tianjin. FAX: �86 (22)331-7906.

CHENSHAN: 30.35 N. 121.05 E. (See Plan)

SHIPMASTER’S REPORT: July 1999.

VESSEL: LPG carrier, 23,900 g.t.CHARTS: The B.A. charts of the bay are of too small a scale. There isno chart for Chenshan. There are Chinese charts, but we were unableto purchase one, as they are restricted to Chinese vessels only. Chartsthat proved useful were B.A. Charts No. 1602, 1124 and 1199.DOCUMENTS: The usual large number of people boarded the vesselat the berth. No currency declaration required. The Bonded Stores wereneither checked nor sealed. Passports were checked.The following documents are required:

2 Crew Effects Declarations.1 Bonded Stores List.4 Crew Lists (To include Seamen’s Book numbers).2 Crew Lists (To include Passport Book numbers).6 Cargo Manifests (Complete with Bill of Lading).1 Health Declaration (No Vaccination List required, converted onto

Chinese form).Ship Certificates to be sited.

The following documents are completed in Chinese:Nil Arms/Ammunition List.Nil Stowaway List.Nil Passenger List.Narcotics List.The Port Police stayed on the jetty and not on board the ship while

berthed alongside. No accommodation required.Departure: The Agent processed the vessel’s clearance for departurepapers. The Police, Customs and Immigration Officials boarded thevessel for departure clearance.APPROACHES: Vessels intending to embark a Pilot at the ‘CJK’ LightFloat will either need to pass outside the Maan Liedao Islands or throughthe passage West of Luhuado Lightening Anchorage. Luhuado Channel,whilst free of dangers, does have strong currents with more fishingvessels.

The following racons are very conspicuous at over 12 miles: HaijiadoIsland ‘K’ and Langgangshan Liedao ‘Q’.

The light on the North headland of Huaniaoshan (Maan Liedao group)is conspicuous.

The vessel approached the ‘CJK’ Anchorage East of the Maan LiedaoIslands and found the route relatively clear of fishing vessels.

Foreign vessels not wishing to take the Hangzhou Wan Bay Pilot toChenshan or Jinshan are not allowed to use the Zhoushan QundaoChannels (B.A. Chart No. 1199), and are recommended not to use thechannels South of the Shengsi Liedao Islands (Lat. 30� 41' N. toLat. 30� 30' N.), due to the heavy concentration of fishing nets.

It is not recommended to navigate through the Hangzhou Wan duringthe hours of darkness due to fishing nets.

Deep draft vessels proceeding to Chenshan or Jinshan are advisedto pass South of Tanxushan Island (Lat. 30� 37.0' N.,Long. 121� 37.5' E.) at HW for this point.

The recommended Passage Plan from the ‘CJK’ Channel to Chenshanis made known by the Agent prior to arrival and used by the HangzhouWan Bay Pilot.

Way Point Position Course1 ‘CJK’ No. 1 Buoy 185�2 Lat. 30� 48.30' N., Long. 122� 18.12' E. 201�3 Lat. 30� 32.48' N., Long. 122� 11.10' E. 263�4 Lat. 30� 29.21' N., Long. 121� 42.32' E. 283�5 Lat. 30� 33.40' N., Long. 121� 21.35' E. To Chenshan

or JinshanThe channel width is 500 m. either side of the course line (surveyed

1976). The depths were found to be consistent with the B.A. chart.Least depth was found between Lat. 30� 30.8' N., Long. 122� 55.3' E. toLat. 30� 30.0' N., Long. 122� 47.8' E., for some 8.5 miles along therecommended course.

Beware of a gas pipeline crossing the recommended course in positionLat. 30� 31.4' N., Long. 122� 01.5' E. The vessel crossed the position atLW at slow speed with no noticeable difference on the echo trace.

CHINA, P.R. OF


Tides: All available tidal information should be studied, due to the factthat some information is conflicting.

The max. draft in the bay is 10.0 m. salt water (Also see ‘‘Weather’’).GPS: The GPS positions to ‘CJK’ Light Float agreed exactly with thevisual and radar fixes obtained off the various islands.

From the entrance of Hangzhou Wan to Chenshan, GPS positionswere about 2.0 cables S.E. of the land and radar fixes.

Once at Chenshan jetty, the GPS agreed with the Pilot’s Chinesechart.There are a number of lights on the islands of Hangzhou Wan not

shown on the B.A. charts. Most noticeable being on Xiapanshan Island,conspicuous at over 12 miles with characteristics Fl. 2, every 6 seconds,Racon ‘X’ (Lat. 30� 30.4' N., Long. 121� 20.0' E.).Changjiang (Yangshei) Outer Buoyage has changed:

Buoy Racon Position RemarksLat. Long.

‘CJK’ Lt. Float ‘O’ 31� 02.1' N., 122� 24.5' E. Light poor.No. 1 31� 02.3' N., 122� 21.5' E. Fl. 7 seconds.No. 2 31� 02.4' N., 122� 18.0' E.No. 3 31� 02.8' N., 122� 14.5' E. In line with

Buoy No. 4095�/275�.

‘CJK’ Light Float Racon ‘O’ is conspicuous, as are the other raconsin the vicinity.PILOTAGE: Foreign vessels, when calling for the first time or if anoccasional caller, proceeding to Chenshan, are strongly advised to takean inward Bay Pilot. Once local knowledge has been gained, taking aBay Pilot outward bound is not so necessary.

The Bay Pilot is embarked at ‘CJK’ Buoy No. 1 by prior arrangementthrough the Agent. The pilot vessel is easily contacted, and fair Englishis spoken. Shanghai Pilots seem to board at Buoy No. 4. Pilot vessel isa large white cable ship, anchored in position Lat. 31� 02.5' N.,Long. 122� 19' E. The Pilot is transferred from the pilot vessel by a fastorange launch with flashing yellow light. Standard pilot ladder/gangwayrequired 0.5 m. above sea level.

Two Pilots boarded 6 hours before HW at Tanxushan Island(Lat. 30� 37.0' N., Long. 121� 37.5' E.), reasonable English spoken. Thevessel contacted the pilot vessel just before anchoring at the ‘CJK’Anchorage and was given instructions, time and buoyage positions.

The Agent quoted the cost of pilotage by the Bay Pilot at U.S.$ 3,500one way. Pilotage for Hangzhou Wan Bay is not undertaken at night.

Chenshan/Jinshan Berthing Pilot is compulsory and comes under theShanghai Pilotage Authority, as do Hangzhou Wan Bay Pilots. ForChenshan, the Berthing Pilot boards from a tug off the berths in positionLat. 30� 34.8' N., Long. 121� 05.1' E. Good English spoken.

Berthing/unberthing 24 hours, but as previously mentioned, bay transitnot recommended at night.ANCHORAGES: ‘CJK’ Anchorage is as shown on B.A. Charts No. 1199and No. 1124, and is the outer waiting anchorage for the Yanghsei River.The anchorage is busy but not crowded, many ship movements withinthe anchorage. A suitable anchorage position was easily found. At theanchorage, the vessel experienced strong tides with depths that wereconsistent with those indicated on the B.A. charts.

Chenshan Anchorage is for vessels proceeding to berths without aPilot or awaiting tide/daylight on departure. Position Lat. 30� 34.4' N.,Long. 121� 14.0' E., with depth 13.0 m. Beware of fishing nets.RESTRICTIONS: See ‘‘Pilotage’’.MAX. SIZE: Max. draft in the bay 10.0 m. salt water and max. size50,000 d.w.t.VHF: Shanghai Pilots work on Channel 16, which appeared to be theonly channel used. West of line Lat. 30� 41.5' N., Long. 121� 25.0' E. toLat. 30� 30' N., Long. 121� 20' E., report on Channel 8 to JinshanHarbour Control.TUGS: Chenshan has 3 powerful tugs. The vessel used 2 tugs and tugs’lines. Tugs berth on the Eastern end of the oil berths.BERTHING: The LPG import jetty (Berth No. 10) is in positionLat. 30� 35.12' N., Long. 121� 05.06' E., with alignment 083� – 263�.

Ships can berth either side alongside dependant on the current, butgenerally berth starboard side to on all berths as vessels normally berthon the ebb tide, due to draft restrictions in the bay.

Berth No. 10 is an original crude oil berth with recently constructedLPG Chicksans. The crude oil Chicksans (12 in. 150 ASA) are still inposition. Minimum depth alongside Berth No. 10 found to be 14.0 m. atChart Datum. A new LPG berth has been constructed to the East ofBerth No. 10 for coastal traffic.

Four cables to the East of Berth No. 10, there are 2 further berthshandling crude oil and products. All berths/jetties are of concrete pileconstruction and interconnected by catwalks. There are two access roadcauseways to the shore. A coal pier with cranes is located in positionLat. 30� 35.12' N., Long. 121� 05.06' E.

Jinshan, some 14 miles East of Chenshan, has coal and oil productjetties, the coal jetty being the West pier.Fenders: All 4 berths have large flat faced rubber sprung fenders, 4 perberth, 2 on each mooring dolphin either side of the Chicksan platform.The fenders cover the full tidal range.Moorings: The mooring line tie-up was 4-2-2 fore and aft, only one wirehandled at a time. Mooring dolphins have bollards (not hooks) withelectric capstans. There was no mooring boat available, and the mooringgang, though large, is not very experienced. The mooring lines arehauled to dolphins using shore messenger lines.

Mooring gang had difficulty letting go our wires and getting the eyesoff the bollards. It is best to run the stern back springs from right aft fora good lead ashore (See ‘‘Plan’’).CARGO: Refrigerated LPG handled at Berths No. 9 and 10. Berth No. 10is used for imports.

The shore tank farm is located on reclaimed land in positionLat. 30� 35.74' N., Long. 121� 06.1' E., 800 m. from the berth. There are2 tanks, each 50,000 cu.m., 1 each for butane (C4) and propane (C3).The shore to loading platform pipelines are 24 in. diameter and lagged.The shore tanks are holding tanks for coastal shipments and a refinery30 km. from the shore facility. Jetty Chicksans have 12 in. 150 ASA

bolted flange connections. Manifold connection is made by shorepersonnel.

Generally the C4 arm is the West Chicksan and C3 arm the EastChicksan, with 4.0 m. between them. Both arms can be interconnected,and in fact the vessel used the C4 arm for C3 discharge. There was novapour return line.

The Chicksan arms can be controlled from the ship by a wanderinglead control box, which is kept at the manifold during discharge.

The full range of travel for the Chicksan arm could not be obtained,but by sight and information gleaned, the Chicksan will operate over thefull tidal range from small coasters to the largest LPG ships in ballast.Maximum pumping rate is 2,200 cu.m./hr. for each line. The vesselachieved this discharging C3, without restrictions.

Terminal requests maximum tank pressure of 100 mb., with theproduct at the fully refrigerated temperature.

The vessel pressure tests connections with hot gas, and hot gaspurges the cargo line on completion of discharge. Nitrogen is availableon the jetty, but not normally used.

Terminal Co-ordinator remains onboard, good English spoken.Representative of the ‘Receiver of Cargo’ was frequently evident andspoke very good English. Accommodation not required.

The discharge berth commenced LPG operations in May 1999.FRESH WATER: Available at the jetty.SURVEYORS: Surveyors are State Officials and are part of CustomsDepartment. Two surveyors boarded some time after berthing andsamples were taken.GANGWAY/DECK WATCHMEN: The gangway, suspended from agantry, was supplied by the Terminal.REPATRIATION: Repatriation can be arranged. It takes 3 working daysto arrange visas. Visas can only be arranged on vessel’s arrival.Shanghai, 70 km., taking approximately 1 hour by taxi, costing U.S.$45one way.SHORE LEAVE: Shore passes are issued by Immigration on arrival.Curfew in force after midnight. Crew members found that after 1800 hrs.they were prevented from entering the connecting tunnel from theTerminal to town by an armed guard.WEATHER: Tides: There is a rise and fall of up to 5.0 m. with currentsof 3 knots to 4 knots alongside the berths. The various tidal predictionsfrom the different authorities do not always exactly agree. Chinese tidetables available, but in Chinese.GENERAL: Provisions: Provisions obtainable with advance noticethrough the Agent.Mobile Telephones: We were able to use international GSM telephonesalongside, at the ‘CJK’ Anchorage and within the islands duringarrival/departure.AGENCY: Penavico, the Chinese State Agent. Compulsory, even thoughan International Agent may also have been appointed.

We only used Penavico, who were good with communications andinformation. Shanghai Office: Telex: 33052 Penav CCN (reliable).Fax: �86 (21) 6329-1519, 6329-0901.

CHIWAN, including Shekou and Mawan:22.28 N. 113.53 E. (See Plan)

LOCATION: Shekou Gang (port) is about 30 kilometres from ShenzhenUrban District and about 20 nautical miles from the centre of Hong Kong.The port is an important component of the expanding Shenzheneconomic special zone (Sez).

The port area covers wharves in Shekou and Chiwan and is still underfurther development.APPROACHES: Shekou Port Channel is sub-divided into Shekou PortArea Channel and Chiwan Port Area Channel. The former comprisesthe outer one between light Buoys No. 1 to No. 5, and the inner onebetween light Buoys No. 5 to No. 9. The channel has a total length of1.78 miles, a width of 125 m. and a minimum depth of 12.5 m.

Chiwan Port Area Channel, with a total length of 1,000 m., a width of120 m. and a minimum depth of 10.6 m. is marked by the Light BuoysNo. 1 to No. 3. Light Buoy No. 1 is at the entrance of the Chiwan PortArea. Light Buoys No. 2 and No. 3 are positioned at the junction of thebasin and the channel.PILOTAGE: Pilotage available in daytime. Compulsory for foreignvessels entering and leaving the port. Pilot boards at Shekou Anchoragein position Lat. 22� 23' 42" N., Long. 113� 53' 42" E.Port Entry Guidance:

AAA. Shekou/Chiwan/Mawan share same pilot station, where centralpoint is 22� 23' 42" N., 113� 53' 42" E. with radius 0.5 miles and can bereached through Mawan Channel (Hong Kong waters).

BBB. Hong Kong Pilot is compulsory for non-tanker vessel whoseg.r.t. is 5,000 or above and tanker g.r.t. is 1,000 or above for transit inHong Kong waters.

CCC. Hong Kong Pilot to be arranged by your Agent in Hong Kongbefore entering Hong Kong waters, embarks at Green Island(22� 16' 00" N., 114� 06' 36" E.) and disembarks at Tap Shek Kok(22� 23' 30" N., 113� 53' 30" E.).

DDD. Before entering Hong Kong waters, Master should informMardep HK with details in Annex (see below), which must be made4 hours in advance by VHF for transit of Hong Kong waters.

EEE. Navigation warning at anchorage – prohibition of droppinganchor area.

Centre 22� 27' 02" N., 113� 52' 44" E., radius 375 m.Centre 22� 26' 32" N., 113� 52' 48" E., radius 375 m.Centre 22� 26' 01" N., 113� 52' 48" E., radius 375 m.

Annex:No. Information required Sample Message01. Name of vessel and call sign: Hardship/GABC02. Flag: British03. Type (Bulk/tank/G.Cargo/Cont): Bulker04. Gross Tonnage (as per Register): 2412305. Length Overall (as per Register): 168 m.

CHINA, P.R. OF


No. Information required Sample Message06. Total number of persons on board: 2207. Reason for call: Disch/Change Crew08. Estimate maximum arrival draft: 9.7 m.09. Any defects affecting manoeuvrability

or seaworthiness: Nil10. Any DG of IMO Class 1, 2, 3 (Yes/No): Yes. 14 tonnes

and quality: Class 311. Local Agent: Silver Lining12. Are you taking a Pilot: Yes13. ETA indicated Pilot Boarding Station: 091400 Tathong Ch14. Last port: Keelung

Departure:01. Name of vessel/call sign: Hardship/GABC02. ETA Pilot Boarding Station: 091515 Tathong Ch03. Any changes to Annex 1: NilANCHORAGES:

Name Location Bottom CapacityUse of

Anchorage(d.w.t.)

PilotQuarantineAnchorage

22� 26' 00" N., 113� 52' 13" E.22� 22' 42.9" N., 113� 53' 12" E.22� 27' 42.9" N., 113� 58' 58" E.22� 25' 11" N., 113� 53' 01" E.22� 26' 00" N., 113� 52' 52" E.

Mud withgood

holdingground.

10,000 Pilot.Quarantine

Tanker(less than3,000 g.t.)Anchorage

22� 28' 36" N., 113� 50' 38" E.22� 27' 00" N., 113� 50' 38" E.22� 27' 00" N., 113� 52' 32" E.22� 28' 36" N., 113� 51' 40" E.

Pilot

Ship(less than2,000 g.t.)Anchorage

22� 26' 36" N., 113� 54' 00" E.22� 26' 00" N., 113� 54' 00" E.22� 27' 50" N., 113� 56' 00" E.22� 28' 26" N., 113� 56' 00" E.

Pilot

Cargo ShipAnchorage

22� 28' 36.5" N., 113� 51' 30" E.22� 28' 36.5" N., 113� 52' 13" E.22� 27' 36" N., 113� 52' 02" E.22� 25' 34" N., 113� 53' 36" E.

Mud withgood

holdingground.

10,000 Quarantine

TankerAnchorage

22� 28' 36.5" N., 113� 51' 30" E.22� 28' 36.5" N., 113� 50' 40" E.22� 27' 36" N., 113� 50' 40" E.22� 27' 36" N., 113� 51' 41" E.

Mud withgood

holdingground.

5,000 Quarantine

Ship(less than3,000 g.t.)Anchorage

22� 25' 34" N., 113� 52' 02" E.22� 25' 34" N., 113� 52' 23" E.22� 27' 36" N., 113� 52' 00" E.22� 27' 36" N., 113� 50' 40" E.

Mud withgood

holdingground.

3,000 Quarantine

RESTRICTIONS: Vessel may enter and sail after sunset. Tidal range:Max. 3.44 m. Average 1.36 m. Draft limitation of the Channel: 12.5 m.

Also see ‘‘Shipmaster’s Report’’ dated February 2000.VHF: Shekou Radio on Channels 16 and 25 throughout 24 hours.Penavico Shenzhen on Channels 11 and 8, Sinoagent on Channel 61,throughout 24 hours.TUGS: 1�1,900 h.p., 1�1,600 h.p. and 2�400 h.p.BERTHING:Stevedore Co./Berth Name/ Length Depth

PermissibleSize

Cargohandled Shore Cranes

No. (m.) (m.) (d.w.t.) (tons)1-4 539 4.5 Passenger

Tanker 210 7.2 5,000 Tanker7 152 7.5 5,000 General Cargo8 170 9.1 15,000 General Cargo9 195 9.1 15,000 General Cargo

10 236 12.1 35,000 General andBulk Cargo

6�10 tons



14

15

186

293

10.7

12.5

15,000

35,000

General andBulk CargoGeneral andBulk Cargo

�4�10 tons


2�10 tons

SCT 650 13.5 50,000 Container Bridge Cranes4�40 tons

20-21 408 10.7 15,000 General Cargo

Mawan:4 226 12.4 35,000 Bulk and

General Cargo3�10 tons1�60 tons

3 150 7.5 5,000 General Cargo3 150 9.0 5,000 General Cargo 2�10 tons0 306 12.0 35,000 Tanker0 140 7.5 5,000 F.O.0 218 9.5 10,000 F.O.

9-10 679 13.5 2�50,000 Coal Bridge Cranes2�40 tons

Chiwan:1 180 9.6 15,000 Bulk and

General Cargo2�10 tons

2 200 10.6 20,000 Bulk andGeneral Cargo

3�10 tons

3 70 8.6 15,000 General Cargo 2�10 tons4 66.5 8.6 15,000 General Cargo5 216 12.5 35,000 Bulk and

General Cargo2�10 tons

6 218 12.5 35,000 Bulk andGeneral Cargo

2�10 tons

78

300270

13.013.0

60,00060,000

Bulk andGeneral Cargo� 3�10 tons

1�40 tonsF.O. 130 7.1 5,000 F.O.

Kaifeng9

325 14.0(16.0)

60,000(100,000)

Container,Bulk and

General Cargo

Bridge Cranes2�40 tons

Kaifeng10

307 14.0(16.0)

60,000(100,000)

2�40 tons

Also see ‘‘Bulk Cargo Facilities’’.

BULK CARGO FACILITIES:Grain:Agent’s Report: June 1997.Terminal: Shekou No. 9.

Distance from sea buoys: 5 milesLength of dock/Length with dolphins: 300 m.Draft restriction alongside: 13.6 m.Commodities handled: Grain (wheat)Year built/last modified: 1985Potable fresh water available: YesContact Office: Penavico XiamenContact Tel: 755 6692746Contact Fax: 755 6692769Is bunkering permitted alongside?: Special permissionLargest vessel loaded: 76,000 d.w.t.

FRESH WATER: Available.FUEL: Available.REPAIRS: Facilities available.TIME: GMT plus 8 hours.

SHIPMASTER’S REPORT: April 1990.Port: Chiwan (Shekou).Position: Lat. 22� 28.5' N., Long. 113� 53' E.Chart: BA Charts No. 342 and 343.Cargo: Vessel discharged a full cargo (18,000 tons) of rape seed oil.Documents:

Last Port Clearance.3 copies Cargo Manifest.2 copies Crew Declaration (Chinese form).4 copies Health Form (Chinese form).6 copies Crew List.All Crew Discharge Books and Passports checked.Bonded Stores List (Ship’s and Local Chinese form).About 10 personnel board with agent by tug about 20 minutes after

anchoring in position Lat. 22� 25.5' N., Long 113� 52.8' E. This positionis just North of the boundary line between Hong Kong territory andChinese territory in about 20 m. depth.Pilotage: As vessel has to transit Hong Kong waters, it is mandatory toobtain a Hong Kong pilot for cargo ships over 10,000 g.r.t. and all tankers.Pilot arranged through liasing agents in Hong Kong who pass allcommunications, etc., to the Chinese state agency ‘‘Penavico’’, pilotboards at Green Island after passing East Lemma Channel.

Vessel must make arrival report to ‘MARDEP Hong Kong’(see A.L.R.S. Volume 6) for permission to enter Hong Kong waters, thisis usually granted 12 hours before arrival in Hong Kong waters.

Pilotage is via Mawan Channel, max. draft acceptable is 16.5 m.,subject to tide, tide is not necessary for draft up to 9.0 m. and L.O.A.below 170 m. Pilot disembarks prior to entry into Chinese waters andthereafter Master must proceed to anchor, anchorage fairly congested,this vessel was carrying full load of 18,000 tons of crude rape seed oilat a draft of 8.5 m. maximum and used 7 shackles on the port anchorwith Shekou approach buoy ‘‘A1’’ bearing 069� � 0.9 miles off, strongcurrents exist here but the holding ground is reasonably good.VHF: Port maintains an excellent watch on Channel 16 and all telephoneconversations with agent carried out on Channel 25. Vessels shouldlisten for berthing orders on VHF between 0800 hrs. – 1730 hrs. localtime.Berthing: Vessel berthed port side alongside with 3 head/stern lines and2 springs forward and aft.Oil Tanker Discharge: Facility exists for discharge of 500 tonnes.p.h. to600 tonnes.p.h. and usually vessel can expect to complete cargo of20,000 tons of vegetable oil within 40 hours.

Vessel discharged through 2 � 10 in. hoses with a pressure limit of6 kg./sq.m. at the ship’s rail.

All liaison personnel are most co-operative but they are not very fluentin English.Fresh Water: Available ex-jetty, but the meters are erratic.Custom Allowances: No restrictions. Bond is sealed.Time: GMT plus 8 hours in Summer (After April 16th).Shore Leave: No restriction on crew going ashore, passes (returnable)are issued on arrival. Port is in an economic free zone and Hong Kongdollars are used freely ashore, as such no currency restrictions are inforce. Cash advance can be obtained.Stores: Bonded stores through the liasing agent in Hong Kong.

Provisions and stores are available through ship chandler on cashpayment basis, bonded beer is available.Departure: Departure Boarding Party boards one hour prior to departureand checks deck, engine room and accommodation for stowaways andalso re-checks all crew Discharge Books and Passports before givingSailing Clearance. After their departure no persons are permitted toboard, until pilot comes on board.Sailing: Departure was at night and vessel had to give Hong Kong pilotsa minimum of 3 hours notice via telex as high hills obscure VHFcommunication. Hong Kong Pilot met vessel on schedule at UrmstonRoads Pilot Station for outbound passage through Mawan Channel andLemma Passage.Agent: China Ocean Shipping Agency, Shekou Branch. Cables:Penavico Shekou. Telex: 420834 cosac cn. Tel: 695216. Fax: 692769.

Agency service was excellent and agent visits vessel every 6 hoursfor any liaison, provision arrangements. etc.

Charterers had also appointed agent in Hong Kong to liaise, but thiswas not really necessary.

SHIPMASTER’S REPORT: December 1993.Entering: It is necessary to pass through Hong Kong waters to reachChiwan, and for this Hong Kong Agents are appointed to liaise with thePilots and Chiwan Agents. All advertised messages for Hong Kong Pilotsare required, and a clearance will be issued by MARDEP before arrival.Navigation Restrictions: Vessels over 180 m. length are only permittedto pass through the Ma Wan Channel in daylight and stemming the tide,and also require a tug standing-by off Laan Pai.

CHINA, P.R. OF


Prior to arrival, the Hong Kong Agents will advise the arrival timerequired at Green Island Pilot Station to comply with the passagerequirements.Pilotage: Two Hong Kong Pilots board at Green Island to take the vesselthrough Hong Kong waters and leave at the Pilot Station in UrmstonRoad.

The Hong Kong Pilots will contact Chiwan Pilots or Penavico onVHF Channel 11, and advise the vessel’s ETA at Chiwan Pilot Station.

On this visit, the vessel went directly alongside after a short wait inthe roads, but it is reported that it is more likely that arriving vessels willanchor for clearance.

Chiwan Pilots do not board before anchoring, so it is necessary topick a suitable vacant spot.Departure: Chiwan Agents will liaise with Hong Kong Agents and Pilotsto arrange the time of boarding for the Hong Kong Pilot.

Chiwan Pilot will leave the vessel just after passing Buoy No. 1.VHF contact with Hong Kong Pilots is difficult until almost at the Pilot

Station.Passage through Ma Wan Channel outward is again stemming the

tide in daylight and a tug stands-by.VHF: Agent maintains continuous watch on Channel 11.Berthing: Two Pilots boarded in the roads from the tugs which are madefast on the bow and quarter with tug’s lines before reaching the approachchannel.

The Pilots used the tugs more than the engine and the vessel waspushed bodily alongside starboard side to on the Western end of theNorth side of the dock with a third tug pushing amidships.Leading Lights: See ‘‘Plan’’.

There are three leading lights, two as charted are the rear and middleand a front light situated on the Eastern side of a building by the dockside (See ‘‘Plan’’).

The three marks are not exactly in line, and an exact explanation oftheir use could not be obtained. However, a satisfactory approach wasmade by the Pilots, apparently using the front and rear for the outerapproach and rear and middle after passing Buoy No. 1 (Fl. G. 4 sec.).

These leading marks and lights would be conspicuous at night if afloodlight tower had not been positioned close West of the leading linebetween the front and middle marks, and by day if the front and middlemarks are not obscured by dockside cranes.

There is an illuminated red cross on the hospital building, close Eastof the rear light.Buoys: Buoys have been positioned just inside the harbour entrance,one on each side of the channel, with appropriate green and red flashinglights (See ‘‘Plan’’).Chimney: A conspicuous chimney is situated to the South and West ofXiaonan Shan, and in good visibility, is a good mark for the approachto the anchorage.

There are red flashing lights on the chimney at night.Clearance: Clearance Inward and Outward on this visit was carried outalongside as the vessel berthed on arrival without anchoring, friendlyand efficient with 6 officials attending.

Shore passes are issued and have to be returned before departure.Bond stores were not sealed.

Coffee, soft drinks and biscuits and a carton of cigarettes for eachofficial are appreciated.

No guards are posted on the vessel. Access to the dock area is througha gate manned by guards around the clock.Depth: A least depth of 4.0 m. under-keel at a draft of 9.75 m. wasrecorded at approximately low water in the harbour entrance.

The vessel was advised the maximum draft for the port was 11.0 m.(brackish water).Density: Density was found to be 1022 on arrival and 1023 on departure.Berths: The Southern 100 m. of the West side of the harbour is usedfor small container vessels and is served by a container gantry crane.The remaining 200 m. of this side and the Western 400 m. of the Northernside are used for deep-sea vessels up to at least 40,000 d.w.t., andserved by cranes for grab and hook discharge of bulk, steel and generalcargoes.

There are 2 permanent bagging plants for bulk cargoes, one on theWest and one on the North side of the harbour, as well as a number ofportable bagging plants.

There were 4 cranes on the North side and 2 on the West side witha number of other cranes under construction.Cargo Working: Discharged 35,353 tonnes of bulk fertiliser using 4 shorecranes, discharging into one permanent and 3 portable bagging plants,at a net rate of 114.4 tonnes/crane/hr., and gross rate of87.7 tonnes/crane/hr.

Working hours are nominally 24 per day, but there is lost time for mealbreaks and change of shift, also the period from 0400 hrs. to 0800 hrs.seems to be optional.

The cargo was loaded at Norsk Hydro in Heroya and received byNorsk Hydro, who have a large packing factory at Chiwan, the cargogoing direct into Norsk Hydro bags for stockpiling in the dock area.

I suspect that the discharge rate of 7,400 tonnes per day for this visitis unusually high, and that a more usual rate would be around6,000 tonnes per day for this cargo.

The decks, hatch covers and dock side are kept continuously sweptclean throughout discharge and the decks swept clear on completion.Fresh Water: Available from the quay at about U.S.$ 1.00 per tonne.A delivery rate of 14 tonnes per hour was noted on this visit.

Fresh water can also be supplied at the anchorage, but this is reportedto be very expensive.Provisions and Stores: Available at reasonable prices, although slightlymore expensive than average for other ports.Currency: Most prices are quoted in U.S. dollars for services on board,and this is an acceptable currency in most shops with a negotiableexchange rate of around 8.5 Yuan to U.S.$ 1.00.Medical: Medical attention will be arranged by the Agents at Shekou.Repatrition: Possible, provided sufficient notice is given. The Agent didnot say how much notice was required.

Developments: The whole Chiwan/Shekou area is under developmentas an industrial complex.

At noon, daily, blasting takes place in quarries on Chiwan Shan, whichat the present rate will soon disappear. A continuous stream of lorriesare transporting quarry stone towards Mawan Shangjiao, so the areawill change rapidly.Ma Wan Channel: There is a bridge under construction over the channel.So far the suspension towers, reported to be 198 m. high, are almostcompleted in approximate positions Lat. 22� 21.5' N.,Long. 114� 04.6' E.and Lat. 22� 21.2' N., Long. 114� 03.8' E.

It was not known what the intended height of the span will be, but thePilot was sure that someone would have calculated that it would be highenough for shipping to pass underneath.Agent: China Ocean Shipping Agency, Room 401, Chiwan HarbourBuilding, Shenzhen, China 518067. Tel: 6694340, 6694231.Fax: 6694231, 6692769. Telex: 420834 Cosas Cn, 420882 Cosas Cn.Cables: Penavico Sz.

SHIPMASTER’S REPORT: March 1994.Lightering at Shekou Anchorage: Vessel had to dischargeapproximately 10,000 tonnes of gas oil into lightering vessels at Shekouanchorage.

Ship’s max. arrival draft was 10.60 m.Shekou Lightering Anchorage is situated just across the border with

Hong Kong.Shekou Anchorage is reached through Hong Kong waters.Ship had to anchor at South Lamma Anchorage (Hong Kong) and

wait for suitable tide.When destination is China, one seems to anchor more than 2 miles

from the Hong Kong coast.The governing point is passing Ma Wan Channel at daylight and

reaching Shekou Anchorage near slack tide high water.After picking-up the anchor, ship proceeds through East Lamma

Channel to Green Island Pilot Station for boarding of Hong Kong Pilot.Then under Hong Kong pilotage, ship proceeds through Ma WanChannel to Tap Shek Kok Pilot Station (abreast of Tap Shek Kok).

This Pilot Station is not correctly drawn in B.A. Charts 343 and 1919,or in the Admiralty List of Radio Signals Vol. 6, Part 2, page 123.

The reason is unknown to me, but after discussions with Hong KongPilot, I understand that this was a delicate matter.NOTE: Hong Kong – Marine Department Communication to U.K.Hydrographic Office on the subject dated May 1997 states:(a) HK Pilot Station: According to Hong Kong Pilotage ordinance,

schedule 2. the pilot boarding position off Lam Kok Tsui (BlackPoint) in Urmston Road is 22� 23' 30" N., 113� 53' 30" E.(HK datum) and translated to (WGS84 datum) as 22� 23' 24.5" N.,113� 53' 38.8" E. The pilot station charted on your new B.A. 1919is correct and the position charted on your B.A. 343 is also correct,but the B.A. 343 is using a Chinese datum.

(b) Chiwan and Shekou Pilot Station: I attached an extracted copy (notreproduced) from the ‘‘Information of the Port Shekou Gang’’showing the pilotage station is at 22� 25' 30" N., 113� 53' 06" E.(assumed it is using the Chinese datum).

(c) The misunderstanding was caused by the different positioningdatums used, especially at the border area.

During passage at Ma Wan, an escorting tug is available and onstand-by. The purpose of the tug is to clear other traffic. In Ma WanChannel, traffic is dense and current is strong. However, at fullmanoeuvring speed, this channel was passed without any difficulty.

At Tap Shek Kok, Hong Kong Pilot leaves ship and Master has toproceed without Pilot to position 22� 23' 12" N., 113� 53' 42" E. Thedistance from Tap Shek Kok to this position is only a few miles. Thisposition is called Shekou Pilot Station by the mainland Chinese.However, the Hong Kong Pilot did not recognise this Pilot Station. Theposition is notified by Shekou Agency (Penavico Shenzhen) by telexdirectly to ship.

Looking at the British Admiralty Chart is confusing, as one mayconclude, that it is still in Hong Kong waters. However, it must be inmainland China as the Pilot wanted to leave the ship before this positionat any cost.

So if you feel confused about Pilot Stations in this part of the PearlRiver, just stick to the position given by Penavico and mentioned beforeas 22� 23' 12" N., 113� 53' 42" E.

The only problem there is the dense traffic and current.It appeared we were somewhat too early. The current was still flooding,

but not strong. So we had to turn the ship round and anchored as closeas possible to the Shekou Pilot Station (22� 23' 12" N., 113� 53' 42" E.).

Be aware of the pipeline and 15.5 wreck in the vicinity.During passage to Shekou, I contacted the Master of a vessel who

called at Shekou earlier. He gave me valuable information which I includein this report.

Before I left Singapore, I was supplied with faxed pages regardingShekou and also mentioning in this fax was a vessel at 14.3 m. draft.

In this fax, the same position is mentioned as before (Shekou PilotStation). However, the fact of mentioning this as lightering position isnot correct.

At Shekou Anchorage, ship has to wait for the Chinese Authoritieswho come onboard by means of a tug. They will come at theirconvenience and can take as long as 4-6 hours before they board. Theirestimated arrival is announced by ‘‘Penavico’’ Agent on VHF Channel 11.Channel 11 is the working channel of ‘‘Penavico Shenzhen’’ and has tobe monitored continuously. It is also the Tap Shek Kok Pilot Stationcalling channel.

En route to Shekou from Green Island, communication with‘‘Penavico’’ via Channel 11 is difficult and full of disruptions, probablydue to the high hills, etc., obstructing the transmission signal. Onceanchored at Shekou, transmission and reception works well.

Do not forget to hoist the Chinese national flag and lower the HongKong flag. When departing from Shekou, the reverse has to be carriedout. Also do not forget the ‘‘Q’’ flag when arriving at Shekou.

CHINA, P.R. OF


The minimum of 12 hours notice to MARDEP also applies when enroute from Shekou to outward as one has to cross Hong Kong waters.

Agent who boarded spoke good English, but the officials did not speakany English. They are kind but strict. They did appreciate an officermeeting them at the accommodation ladder. Paperwork was simple.They do check the certificates thoroughly. They also checked Passportsand Seaman’s Books. Later on, Port Authorities came on board to checkthe Oil Record Books.

A Loading Master stays on board for communication between shipand lightering vessels. He speaks good English.

After ship had been cleared, unexpectedly a Pilot boarded ship tomove ship further up-river. He had with him a photo-copy of a Chineseedited nautical chart of the region. His English was good. He pointedout to me that he would move the ship to Anchorage No. 3 or 4, verynear the place called Chiwan.

I informed him my draft of 10.6 m. and he said ‘‘no problem’’. I askedhim to show me his copy chart and saw the depth at the intendedlightering anchorage was 11.4 m. So I made him aware of the very smallmargin left under the keel. Again he said ‘‘no problem’’. So I told himthat I had no intention of proceeding up-river as there was not enoughwater. His answer ‘‘no problem’’.

So we went to an anchor place on Urmston Anchorage with 9.0 m.left under the keel.

Pilot Book of this region clearly mentions the silting of the river nearChiwan and depths could be decreased by 2.0 m.

On both occasions, we anchored with starboard anchor, 7 shacklesin the water. At Urmston Anchorage, current runs at 4 knots. Goodholding ground.

More ships were anchored there, of which 2 were also tankers to belightened. One tanker was about 100,000 d.w.t.

Charterer’s Agent in Hong Kong will notify ship regarding arrival timeat Green Island Pilot Station for boarding Hong Kong Pilot when inwardbound. They will also organise the Hong Kong Pilot when departing fromShekou, as from Tap Shek Kok Pilot Station outward.

On departure from the lightering anchorage, a Chinese Pilot hadboarded and a tug was pushing as the current was running stronglyoutward. Approximately 6 hours before departure, Authorities come onboard and again check Passports and Seaman’s Books. Normally theyalso carry out a search for stowaways, accompanied by ship’s staff.However, on this occasion they did not, so we made our own stowawaysearch just before departure.

Ma Wan has again to be passed during daylight and with suitable tide.Charterer’s Agent will monitor this. Escorting tug also again on the spot.Ship had to proceed to South Lamma Anchorage and await berthing forTsing Yi – Shell Terminal.

Ship’s Operator will supply telex/fax numbers of ‘‘PenavicoShenzhen’’. The telephone number of Penavico is 86-755-6691136.I called them on the telephone and was attended in good English.Charterer’s Agent is very helpful if there are problems or questions.

The lightering itself did not produce any specific problems. Nolightering vessels bigger than 2,000 tonnes came alongside. However,the fendering is still poor. Only car tyres are used on the lightering vesseland the amount is minimal (depending on the vessel coming alongside).No damage was caused.

For future trade to this port, I suggest vessel be supplied with someextra car tyres.

Following deficiencies were observed on the lightering vessels:Coming alongside with tank lids open.No fire hoses or firefighting equipment ready near manifold.The offside of the loading manifold not equipped with a blind flange,

and only one valve separation on that side.The rubber discharge hose (6 in.) looked in order.We discharged with a back pressure of 5 bar.The turnaround was swift.Manoeuvring alongside very skilful.There is no swell at the anchorage, however when the Hong Kong to

Canton ferry passes, there is swell and the lightering barges do movefor a short time.

Mooring ropes looked in order.We experienced a 4 knot current and a wind of Force 4 Northerly.The swinging of the ship takes a long time and is done slowly and

smoothly.

SHIPMASTER’S REPORT: February 2000.Vessel: Product carrier, 28,000 g.t., 40,000 d.w.t.Berth: Shenzen Dovechem Oil Terminal berth is located in positionLat. 22� 30.2' N., Long. 113� 51.7' E.Port Limits: The extent of the port limits is unknown.Charts: B.A. Chart No. 343.Documents: The documents required by the authorities were very limitedand not what the vessel was expecting, but think this was possibly dueto the proximity of the Chinese New Year. Only the Agent boarded thevessel.Agent required:

8 copies Crew List (Officials were quite happy with ship’s ‘normal’Crew List instead of the Chinese forms).

1 copy Nil Currency on Board List.1 copy Nil Passengers List.1 copy Stores (General) List.1 copy Nil Arms/Ammunition List.1 copy Vaccination List.1 copy Personal Effects Declaration.Last Port Clearance.Copy of Document of Compliance/Safety Management Certificate.Copy of Depart Exemption Certificate.Copy of Safe Manning Certificate.Ship’s Particulars (Chinese Form).There were no other certificate requirements or copies taken ashore.All the above forms were prepared using the ship’s normal papers

and not Chinese forms.

Pilotage: The Pilot boarded in position Lat. 22� 25.2' N.,Long. 113� 53.2' E. (abeam of the Shekhou Gang Buoy No. A‘1’inbound).

The vessel initially had trouble contacting the Pilot on VHF Channel 11,but eventually the Hong Kong Pilots established contact.

The Pilot spoke very basic English, although helm/engine orders wereunderstandable. Other information was not very good. The vessel’s sidealongside the berth changed several times during the pilotage with thevessel eventually berthing starboard side to. The Pilot boarded the vesselfrom a tug.

Outbound, the Pilot departed at the same position with the Hong KongPilot, boarding at Lat. 22� 23.4' N., Long. 113� 53.63' E. (shown onB.A. Chart No. 343). Also see ‘‘VHF’’.

Anchorages: We were advised that the vessel could anchor anywherebetween the following co-ordinates:

(a) Lat. 22� 23.3 ' N., Long. 113� 53.03' E.(b) Lat. 22� 23.3 ' N., Long. 113� 53.58' E.(c) Lat. 22� 24.67' N., Long. 113� 53.22' E.(d) Lat. 22� 24.67' N., Long. 113� 52.62' E.There were other vessels at anchor in the anchorage, including a

60,000 tonnes d.w.t. tanker.

Restrictions: Vessels may pass through the Mawan Channel (having tostem the tide) and berth during daytime only. The Agent did manage toget dispensation for our vessel to pass through the Mawan Channel at2100 hrs., if we could make the tide. On that basis, it looks as if passagetime through the Channel may be negotiable.

The location of the berth is not yet shown on B.A. Chart No. 343.Similarly, the depth of water is out-of-date. Depth indicated is in theregion of 7.5 m. Depending upon whom you talked to, the new draftrestriction is between 10.5 m. and 12.0 m. On this occasion, our Charterrequirement was max. draft of 10.5 m. The vessel’s draft was 8.65 m.even-keel with the lowest under-keel clearance observed being 2.0 m.whilst proceeding at approximately 8 knots.

Max. Size: The Agent commented that vessels up to 100,000 tonnesd.w.t. had used the anchorage, and that a 60,000 tonnes tanker regularlycalled at the berth (See ‘‘Restrictions’’).

Health: The vessel was granted Free Pratique on arrival by the Agent(acting for the Immigration Department).

Radio: The Agent (Penavico Shenzen) operates on VHF Channel 11and seem to deal with all the vessel’s requests. Telex: (85) 420834proved not very reliable, and Fax: (86) 755-669-2769 proved fairlyreliable for communications.

Penavico sent the vessel a Pre-Arrival Message containing informationconcerning the anchorages, etc. The berth information proved to beinaccurate. See ‘‘Berthing’’.

One important thing is to apply for Shore Passes at last 4 days priorto arrival, due to Shekou being a closed port. This request was mostprobably likely due to the fact that Immigration and Customs did notattend the vessel because of the holiday period (Chinese New Year).

VHF: Coverage is not good due to the proximity of the high mountains.It took a long time to contact MARDEP on Channel 67 during the vessel’sdeparture.

When outbound, the Pilot showed little interest in contacting MARDEPto confirm the Pilot times. Consequently, we had to wait for an hour, justoff the Hong Kong Pilot Station, for the next set of Pilots, as there canbe no overlap of the pilotage services.

Also see ‘‘Radio’’.

Radar: Good solid outline on the PPI throughout. Radar mapping/routesproved to be accurate with the navigational buoys in position as indicatedon the chart.

Tugs: 2�3,500 h.p. (approximately) tugs were used for berthing/unberthing.

Berthing: The Pilot approached the berth at speed, stopping the vesseljust off the berth. Apart from the approach speed, the vessel wasmanoeuvred satisfactorily into position with the assistance of the 2 tugs.

Mooring lines were supposed to be 4 and 2, but we moored up 2-2-2fore and aft.

Gangway: There was very little room to land the gangway. The vessel’scrane had to be used to shift some flexible hoses on the quay to generateenough space.

Cargo Information: 2�10 in. flexible hoses were used.The requested discharge rate was 2,800 cu.m./hr.The Loading Master stays on board during the discharge and all

operational matters are passed through him, via his walkie-talkie, to theTerminal.

There was no shore figure available on completion of the vessel’sdischarge.

It was generally very quiet with regard to shore/cargo officials, but thismay have been due to the prospective holiday period.

Garbage Disposal: Garbage reception facilities available.

Shore Passes: See ‘‘Radio’’.

Developments: The port is supposed to be opening in July 2000, but itis worth checking with the Agent prior to arrival.

Operator: Shenzen Dovechem Oil Terminal. Fax: (86) 755-639-0240.

AUTHORITY: Chiwan Wharf Holdings Ltd., Chiwan Building, Port ofChiwan, Shenzhen, China 518068. Tel: 6694888, 6694213.FAX: 6699429. Telex: 420807 Cndc Cn. Cables: 7030 Shenzhen.

CHINA, P.R. OF


DALIAN: 38.55 N. 121.40 E. (See Plan)

Also see ‘‘General’’ before first port.

PORT LIMITS: The new harbour limits of the Port of Dalian are fromthe Huangbaizui Lighthouse (Lat. 38� 54' 14" N., Long. 121� 42' 54" E.),then it passes through Dasanshan Lighthouse (Lat. 38� 51' 50" N.,Long. 121� 49' 29" E.) and then Xianjiao Light Beacon(Lat. 38� 57' 49" N., Long. 121� 59' 11" E.) and ends at Shayuzui(Lat. 39� 01' 51" N., Long. 121� 57' 42" E.).

Also see ‘‘Plan’’.DOCUMENTS: Port Facilities: Joint inspection upon vessel’s arrivalceased in 1995.

The Quarantine Officer and Boarding Agent will go onboard first. FreePratique will be granted soon after their boarding. The Boarding Agentwill collect all necessary documents and papers for Harbour Master,Customs and Immigration. The officers from ‘‘Animal and PlantQuarantine’’ will check the vessel at same time. The officers fromHarbour Master will come onboard to check the Oil Record Book duringship’s stay.

Before sailing, the Boarding Agent will collect necessary papers andobtain Clearance from Immigration, Customs and Harbour Master, andwill give Master ‘‘Port Clearance’’ issued by Harbour Master.Documents required on Arrival:

2 Reports of Entry for Foreign Ships.1 Maritime Declaration of Health.5 Crew Lists.1 Vaccination List.5 Passenger Lists (if any).1 Bonded Stores List.1 Personal Effects List.2 Provisions Lists.1 Arms and Ammunition List (if any).1 Narcotics List (Drugs List).1 Import Manifest.1 Bills of Lading.

The following Certificates will be taken by Agent for Harbour Master’sinspection:

Nationality Certificate.Classification Certificate.Safety Equipment Certificate.Safety Construction Certificate.Safety Radio Telegraphy Certificate.Load Line Certificate.IOPP Certificate.The Register Book for Examination and Inspection of Cargo Handling

Gear.All crew’s passports will be taken by Agent for Immigration to issue

Shore Passes.Documents required on Departure:

5 Crew Lists (if crew change occurs).1 Maritime Declaration of Health for departure of ship.2 Reports of Clearance.1 Export Cargo Manifest (if any cargo loaded).All crew’s passports with shore passes will be handed to Immigration

for inspection.APPROACHES: From 1st June 1995, a reporting system for vessels’positions was implemented. The full instructions on traffic control is asfollows:

Traffic Control of the Port of DalianThere are 2 navigation traffic control stations equipped with radar and

VHF in the Port of Dalian. The Huangbaizui Station controls all vesselsentering or leaving the Port of Dalian, and also controls the navigationtraffic in the area of Dalian Wan and it’s adjacent waters (West ofDasanshandao – 121� 49' 29" E.). The Dayaowan Station controls thenavigation traffic in the area of Xingang and Dayaowan also theiradjacent waters (East of 121� 49' 29" E.).Reporting Systems: Vessels proceeding to/leaving Dalian Wan, reportto the Port Control Huangbaizui Station by VHF Channel 6. Vesselsproceeding to/leaving Xingang or Dayaowan, report to the Port ControlDayaowan Station by VHF Channel 9.

Following reports shall be made by the ship to the concerned porttraffic control station:(a) When vessel crosses over the border line of the Southern semi-circle

with 12 miles as its radius and Dasanshandao Lighthouse(38� 51' 50" N., 121� 49' 29" E.) as its centre.

(b) When vessel passes through Buoys HO (38� 54' 12" N.,121� 46' 12" E.), Buoy H2 (38� 57' 21" N., 121� 46' 12" E.), Buoy 7(38� 57' 17" N., 121� 38' 14" E.) and Buoy 2 (38� 55' 55" N.,121� 40' 47" E.), report the time of passing of the respective buoy.

(c) When vessel drops anchor, report the time and anchor position(bearing and distance from Huanbaizui Lighthouse or from XianjiaoLight Beacon).

(d) When vessel needs to heave up anchor for sailing, shifting or anyother reason, vessel should report and give reason to the concernedstation, 30 minutes before and request permission.

(e) When vessel has problems affecting safety of navigation, such ashull, machine and equipment damage or troubles, insufficientmanning or vessel has marine accident such as fire, collision,pollution, etc., Master should immediately report to the concernedstation.

One telegram from Agent to Master following up the above ReportingSystems:Master /Dalianradio/XSZPlease report to port control by VHF Channel 9 when you cross borderline of Southern semi-circle centred by Dasanshandao Lighthouse38� 51' 50" N., 121� 49' 09" E. with 12 miles as radius. Then you should

report your anchor time and position. Please request permission30 minutes in advance for any shifting.Penavico.

Also see ‘‘Notice’’.PILOTAGE: Available day and night. Pilot boards at Dalian Anchorage.ANCHORAGES: ANCHORAGES IN DALIAN WAN:(A) No. 1 Quarantine Anchorage for Cargo Ships: is assigned tothose cargo vessels which call at Dalian Port (Old Port) for loading ordischarging operations and/or for repairs, bunkering and other purposes.It is located within the area of following 4 geographical positions:

Lat. 38� 57' 00" N., Long. 121� 46' 00" E.Lat. 38� 57' 00" N., Long. 121� 41' 00" E.Lat. 38� 56' 18" N., Long. 121� 41' 00" E.Lat. 38� 55' 00" N., Long. 121� 46' 00" E.

Depth: 7.0 – 18.0 m.Bottom: Mud with good holding ground.Capacity: over 10,000 d.w.t.Use of Anchorage: Quarantine, shelter, provisions and fresh watersupply, Pilot, Repairs.(B) No. 2 Quarantine Anchorage for Cargo Ships: is also assignedto those cargo vessels which call at Dalian Port (Old Port) for loadingor discharging operations and/or for repairs, bunkering and otherpurposes.It is located within the area of following 4 geographical positions:


Depth: 7.0 – 18.0 m.Bottom: Mud and sand with good holding ground.Capacity: over 10,000 d.w.t.Use of Anchorage: Quarantine, shelter, provisions and fresh watersupply, Pilot, Repairs.(C) The Quarantine Anchorage for Tankers: is specially assigned tothose tanker vessels and chemical carriers which call at Dalian Port (OldPort) for loading or discharging different kinds of oil which include crude,petroleum products and chemicals in bulk, etc., and/or for repairs,bunkering and other purposes.It is located within the area of following 4 geographical positions:


Depth: 7.0 – 18.0 m.Bottom: Mud and sand with good holding ground.Capacity: over 10,000 d.w.t.Use of Anchorage: Quarantine, shelter, provisions and fresh watersupply, Pilot, Repairs.(D) Deep Draft: For vessels (cargo vessels or tankers) with deep draft(over 10.0 m.) which can not find a suitable place to anchor in thenominated inner anchorage, but by special reason needs to anchor andstay in Dalian Wan, an application should be given to the Harbour Masterwho may then assign a special anchor position in Dalian Wan to thevessel.If so, it will normally be the area of 0.15 miles away and East of theseparation line (from :

Lat. 38� 55' 00" N., Long. 121� 46' 12" E. toLat. 38� 57' 00" N., Long. 121� 46' 12" E.).

Occasionally the application may be rejected, and vessel may be orderedto drop anchor in the outer anchorage.OUTER ANCHORAGE AND ANCHORAGE FOR XINGANG:(A) Outer Anchorage: (also called Xingang Quarantine Anchorage forCargo Ships) is a reserved anchorage for Dalian Port. When the portgets congested, the Harbour Master may decide to start control on theentering of the vessels into Dalian Wan. The Outer Anchorage shall thenbe assigned to those vessels having 5,000 g.r.t. or more. They shall shiftto Inner Anchorage only when permission is granted by the HarbourMaster.It is located within the area of following 4 geographical positions:


(B) Xingang Quarantine Anchorage for Tankers: is speciallyassigned for those tankers calling Xingang (Nianyuwan) Crude Oil Berthto load export crude oil. For easy operation and manoeuvring, by specialarrangements, tankers may receive an order to drop anchor in ‘‘XingangAnchorage Points’’ (See (C)) instead of dropping anchor in thisanchorage.It is located within the area of following 4 geographical positions:


(C) Xingang Anchorage Points: Xingang Anchorage Points are7 anchor positions to be given to tankers which call ‘‘Xingang Crude OilBerth’’. They are closer and more convenient. Orders must be obtainedbefore using these points.Their positions are as follows:1. Lat. 38� 57' 50" N., Long. 121� 56' 32" E.2. Lat. 38� 57' 42" N., Long. 121� 57' 14" E.3. Lat. 38� 57' 15" N., Long. 121� 56' 44" E.4. Lat. 38� 57' 03" N., Long. 121� 55' 56" E.5. Lat. 38� 56' 34" N., Long. 121� 55' 26" E.6. Lat. 38� 56' 28" N., Long. 121� 56' 11" E.7. Lat. 38� 56' 00" N., Long. 121� 55' 12" E.Depth: 18.0 m.Bottom: Mud and sand with good holding ground.Capacity: over 10,000 d.w.t.Use of Anchorage: Quarantine, shelter, provisions and fresh watersupply, Pilot, Repairs.

CHINA, P.R. OF


DAYAOWAN ANCHORAGE:This anchorage is only used by vessels calling Dayaowan.

It is the area which is within following 4 points:Lat. 38� 59' 27" N., Long. 122� 00' 53" E.Lat. 38� 59' 04" N., Long. 122� 02' 52" E.Lat. 38� 57' 44" N., Long. 122� 02' 26" E.Lat. 38� 58' 04" N., Long. 122� 00' 26" E.

RESTRICTIONS: Vessels may enter and sail after sunset.Maximum speed in harbour limits is 8 knots.

MAX. SIZE: Max. Draft:Type of Cargo Summer Winter

(m.) (m.)General/Ore 10.05 10.66Iron/Fertiliser 9.75 10.36Crude 14.93 (Not available)Others 8.83 9.44

Max. d.w.t.: 80,000 d.w.t. or crude oil tankers 100,000 d.w.t.RADIO: Information required by State Agents prior to Arrival: Vessel’sname/call sign/nationality/last port/next port/ETA/max. draft/LOA/g.r.t./n.r.t./type of vessel.Also the following must be sent to Agent by Master:(1) Calling purpose (including loading or discharging, repairs, delivery).(2) Numbers of crew, passengers, health condition.(3) Sanitary Certificate No., port and date issued.(4) Derat or Derat Exemption Certificate, port and date issued.(5) The ports of call and date of arrival/departure prior 10 days to calling

this port.(6) Provisions, drinking water and ballast water, place and date supplied.(7) Type of cargo and quantity.VHF:

Harbour Master and Traffic Stations Channel 6Pilot Station Channel 12Penavico Channel 25Sinoagent Channel 74Customs Channel 67CHIMBUSCO Channel 11

TUGS: 2�428 h.p., 2�980 h.p., 4�1,970 h.p., 1�2,000 h.p.,1�2,400 h.p. and 6�3,200 h.p.BERTHING:

Name ofStevedoreCompany Berth Length Depth

PermissibleBerthing

Size Cargo EquipmentNo. (m.) (m.) (d.w.t.)

Eastern 1 186 9.0 10,000 SoybeanGeneral Cargo

Shiploader500 t.p.h.

Eastern 2 133 6.8 3,000 General Cargo Shore Cranes2�10 tons



Eastern 5 150 7.8 5,000 General Cargo,Passengers

Shore Cranes2�5 tons


Eastern 7 120 8.7 3,000 General Cargo,Passengers


Eastern 8 232 10.1 25,000 Grain Shore Cranes2�10 tons

Eastern 9 246 11.6 25,000 Grain PneumaticSuckers

2�600 t.p.h.Eastern 10 186 9.1 10,000 Grain, Ore Shore Cranes

2�10 tonsEastern 11 180 9.0 10,000 General Cargo Shore Cranes

2�10 tonsEastern 12 120 7.7 3,000 General Cargo,

PassengersShore Cranes





2�10 tonsEastern 15 153 7.7 5,000 General Cargo Shore Crane

1�10 tonsWestern 16 180 9.0 10,000 General Cargo Shore Cranes

1�5,10,20 tonsWestern 17 180 9.0 10,000 General Cargo Shore Cranes

2�10 tonsWestern 18 246 10.6 25,000 Chemical

ProductsShore Cranes

3�10 tonsWestern 19 180 9.0 5,000 General Cargo Shore Cranes

2�5 tons1�27.5 tons

Western 20 210 9.0 10,000 General Cargo Shore Cranes1�20 tons4�10 tons

Western 21 216 9.0 10,000 General Cargo Shore Cranes2�5 tons2�10 tons

Western 22 135 9.0 5,000 Containers Bridge Cranes2�27.5 tons

Western 23 135 9.0 5,000 ContainersWestern 24 180 10.6 10,000 General

Cargo, OreShore Cranes

3�10 tonsWestern 25 180 10.6 10,000 General

Cargo, CoalShore Cranes

4�10 tonsWestern 26 246 10.8 25,000 General

Cargo, CoalShore Cranes

2�30 tons3�33 tons

Western 27 180 8.6 10,000 GeneralCargo, Grain


Western 28 180 9.2 10,000 General Cargo,Ore, Steel




Xianglujiao 1 207 8.0 7,000 Steel, TimberGeneral Cargo


Xianglujiao 2 200 8.0 7,000 Steel, Grain,General Cargo


Xianglujiao 3 200 6.6 5,000 Steel, Timber,General Cargo


Xianglujiao 4 203 7.0 5,000 Steel, Timber,General

Cargo, Grain


Name ofStevedoreCompany Berth Length Depth

PermissibleBerthing

Size Cargo EquipmentNo. (m.) (m.) (d.w.t.)

Xianglujiao 5 148 7.7 7,000 Steel, Timber,General Cargo


Xianglujiao 6 190 9.6 10,000 Containers Bridge Cranes2�30.5 tons

Xianglujiao 7 190 9.2 10,000 Steel, Grain,General Cargo


Xianglujiao 8 150 6.8 7,000 Steel, Timber,General

Cargo, Grain


Siergou 1 232 9.1 20,000 DieselCrude Oil

Loading Arm1,050 cu.m./hr.

Siergou 2 232 9.3 20,000 DieselCrude Oil

Loading Arm1,050 cu.m./hr.

Siergou 3 229 9.1 20,000 PetrolCrude Oil

Siergou 4 229 9.4 20,000 PetrolCrude Oil

Ganjingzi 1 200 9.5 10,000 Coal Shiploaders2�750 t.p.h.

Ganjingzi 2 200 9.3 10,000 Grain Shiploaders2�750 t.p.h.

DalianwanHeshangdaoDistrict

1 227 11.5 30,000 Grain,General Cargo


Dalianwan 2 235 11.5 30,000 Grain,General Cargo


Dalianwan 3 273 9.7 20,000 CoalXingang 1 423 17.5 100,000 Crude Oil Loading Arms

4�2,360 cu.m./hr.Xingang 2 423 14.5 50,000 Crude Oil Loading Arms

3�2,360 cu.m./hr.Dayaowan 1 240 12.1 25,000 Grain Shore Cranes

3�16 tonsDayaowan 2 240 12.1 25,000 GrainDayaowan 3 296 12.1 30,000 Containers Bridge Cranes

3�30 tonsDayaowan 4 282 12.1 30,000 ContainersNew PortProduct Oil(Atlantic)

1 346.5 13.5 50,000 PetroleumProducts

New PortProduct Oil(Atlantic)

2 334 13.5 10,000 PetroleumProducts

CRANES: Floating cranes with 100 tons and 200 tons capacityavailable.Also see ‘‘Berthing’’.Also see ‘‘Bulk Cargo Facilities’’.

BULK CARGO FACILITIES:Grain:Agent’s Report: June 1997.Terminal: Berth No. 8.

Length of dock/Length with dolphins: 232 m.Draft restriction alongside: 11.0 m.Dock height at MLW: 10.1 m.Spout air draft at MLW: NilMaximum outreach of spouts: 35 m.Number of spouts: 1Year built/last modified: 1923Designed loading rate/t.p.h.: 500

Terminal: Berth No. 9.Length of dock/Length with dolphins: 246 m.Draft restriction alongside: 12.5 m.Dock height at MLW: 11.6 m.Spout air draft at MLW: 16.50 m.Maximum outreach of spouts: 35 m.Number of spouts: 1Year built/last modified: 1923Designed loading rate/t.p.h.: 500

MEDICAL: Hospital available.TANKERS: Area 1: For petroleum products with storage tanks andrailway connection. Total berth length 847 m. with average depth 10 m.,capable of accommodating 4 tankers of 10,000 d.w.t. each. Also2 smaller berths for tankers of up to 3,000 d.w.t. This area is able toaccept up to 10,000 tonnes of slops a day.Area 5: The Nianyuwan Crude Oil Terminal can accept tankers up to100,000 d.w.t. for loading and discharging. The export crude oil is sentby pipeline direct from the Daqing oil field, at a rate of 70,000 bbls/hr.The main berth (205 m.) has maximum depth 17.50 m., while twosecondary berths on the other side have depth of 14 m., suitable for50,000 d.w.t. tankers. Onshore storage capacity is about 350,000 tonnesand maximum slop receiving capacity is about 20,000 tonnes per day.Berths are equipped with fresh water supply, fire fighting equipment andtug services.Available.FRESH WATER: Available.FUEL: Available.AIRPORT: Dalian Airport, flights to Hong Kong and Japan.TIME: GMT plus 8 hours. No alterations during the year.NOTICES: Traffic Control of Dalian Port

and its Reporting SystemWith effect from 1st June 1995, the new rules concerning the Traffic

Control and Navigation Reporting System were announced and enforcedby the Dalian Harbour Superintendency Administration of the People’sRepublic of China. You are therefore kindly requested to observe therelevant rules listed below when you are entering, staying and leavingthe Port of Dalian.1. All vessels calling, staying or leaving Dalian Wan must make following

reports to the Port Control Huangbaizui Station by VHF Channel 6:(A) When vessel crosses the border line of the Southern semi-circlewith 12 miles as its radius and Dasanshandao Lighthouse(38� 51' 50" N., 121� 49' 29" E.) as its centre, whether entering orleaving, should report vessel’s name, call sign, flag, time and positionfor crossing the border line.(B) At any time and for any reason, when vessel passes through theBuoy HO, Buoy H2, Buoy 7 or Buoy 2, vessel must immediatelyreport the actual time of passing (abeam) of each buoy respectively

CHINA, P.R. OF


and separately (both for entering and leaving).(C) When vessel drops anchor in inner or outer anchorage, vesselshould report the time and position of the anchor (bearing anddistance from Huangbaizui Lighthouse). Meanwhile, vessel shouldalso report same to her Port Agent (by VHF Channel 25 to‘‘Penavico’’).(D) For anchoring vessel, in any case and for any reason, vesselshould request permission 30 minutes before any kind of shifting(berthing, leaving, shifting of position, etc.).

2. Vessel should immediately report to the Port Control if vessel hasproblem affecting safety, navigation, such as hull, machinery andequipment damage or trouble, insufficient manning, or vessel hasmarine accident such as fire, collision, pollution, etc.

3. Vessel loaded with dangerous cargo onboard (including transit cargo)should have permission to enter, to be granted by the Harbour Master3 days before vessel’s arrival. When necessary, for security, theHarbour Master may send escort boat sailing with the vessel whichhas dangerous cargo on board, and the escort charge to be forvessel’s account.

DEVELOPMENTS: Container Berth: Length 270 m. under construction.2 � 30.5 ton Paceco portainers and 2 � 30.5 ton transtainers will beprovided.Grain Terminal: To be built for vessels of 80,000 d.w.t. 2�750 t.p.h.shiploaders to be installed.Chemical Terminal: Eastern Harbour, built for vessels up to 40,000 d.w.t.Depth 10.5 m.

SHIPMASTER’S REPORT: January 1987.Vessel: 105,000 d.w.tonnes with segregated ballast tanks.Berth: No. 1 Berth.Max. Draft Allowed: 15.0 m.Loading: The shore loading rate was given as 2,000 tonnes p.h./boom.This was an optimistic estimate as we received at a maximum rate of5,200 tonnes p.h. with 4�12 in. booms connected. This decreased toabout 4,000 tonnes p.h. when a vessel was loading at Berth No. 2.Ballast: During entry formalities, the Harbour Master checked the OilRecord Book and the Deck Log Book to confirm where the ballast wasshipped. Any ballast taken in Singapore or the Malacca area isconsidered ‘infected’ and must be discharged ashore.Mooring Wires: Vessel is fitted with mooring wires and this caused adelay when sailing as there were not enough personnel to heave insufficient slack to let go.Shore Leave: A minibus is available to take personnel ashore to theInternational Seaman’s Club and times are organised to suit ship’s staff.For 8 round trips during the vessel’s stay the charge was approximately£7 and the journey takes about 10 minutes. Local cash is available butalmost any currency can be used at the Seaman’s Club, where there isa bar/restaurant, shop and facilities for International telephone calls(£2.00 per minute to the U.K.)Documents: Discharge Books only were checked by ImmigrationOfficials on arrival, no passports or vaccination cards were required.

SHIPMASTER’S REPORT: September 1991.Dalian is a very busy port, and is congested most of the time.

Navigation: Reference: B.A. Chart No. 3694 – Dalian Wan Approaches.Traffic separation zones are marked on the chart and vessels are

required to keep within the zones. Numerous fishing boats will beencountered in the separation zones.

North of Quarantine Anchorage No. 2 and the tanker anchorage, isused for seaweed cultivation, and many nets and stakes extend to theNorthern areas of the above anchorages. Vessels should navigate withextreme caution in these areas. It is advisable to use Anchorage No. 1when not congested.

When port is congested the Agent advises vessel to anchor in theouter anchorage.

Vessel should advise Port Control on VHF Channel 6 when enteringDasanshan Shuido (Entrance to the Bay – See B.A. Chart No. 3694).

Penavico (Agent) working channel is VHF Channel 25. Vessel shouldinform Penavico time of anchoring and position from Hungbai ZuiLighthouse, bunkers remaining and water onboard, and arrival draft.Pilotage: Pilots board vessel at the quarantine anchorage.

Pilots will call vessel on VHF Channel 16, working channel isChannel 12.

Berthing prospects advised by Penavico on VHF Channel 25 at1100 hrs. everyday. They also advise approximate time of berthing.Pilots will call VHF Channel 16 to advise boarding time.Dalian Main Port: Port consists of 30 main berths. See ‘‘Plan’’ for berthlengths and depths. Depths shown are minimum depth.Xiang Lu Jiao Area: This area has been in operation for at least 5 years,but the B.A. Charts have not been updated.

The main channel depth is 8.6 m., and this connects ‘‘GanjingziFairway’’. Both channels are marked by buoys, but buoys are shiftedfrequently and may be out of position during winter months.

Berths No. 1 and 2 – Used mainly for timber exports.Berths No. 3 and 4 – General, soya bean, maize, steel, pig

iron, etc.Berths No. 5 and 6 – Containers, fitted with 2 gantry cranes.Berths No. 7 and 8 – General.Our vessel berthed at Xiang Lu Jiao No. 3 for loading soya beans in

bags, and when loaded upto 7.0 m. draft we shifted to Berth No. 7 tocomplete loading.

Due to the depth at the berth, the vessel had to be berthed with thestern overhanging, and with Northerly winds vessel was exposed to theweather.

Upon sailing at high tide, vessel had to be towed stern first towardsBerth No. 6 for turning, due to insufficient depth near Berth No. 7.

Berths in the Xiang Lu Jiao area are not recommended for vesselsover 150 m. in length.Fresh Water: Due to uncertain berthing conditions, and due to the portbeing congested, it is advisable to arrive with maximum fresh wateronboard. If water is required at anchorage, at least 4 days notice should

be given to the Agent. The barge will not leave the harbour during strongwinds.

Fresh water at Xiang Lu Jiao is supplied by barge from the main port.

SHIPMASTER’S REPORT: April 1992.Berths: Vessel (50,000 d.w.t.) called at Dalian for loading unleadedMogas.

Vessel used two berths during stay in Dalian1st Berth: Ganjingzi Oil Berth No. 11. Hoses: 1�8 in. Loading rate:

700 cu.m./hr.2nd Berth: Dalian Oil Berth No. 3. Hoses: 2�6 in. Loading rate:

800 cu.m./hr.Berthing/Unberthing: 2 Pilots and 2 tugs.Shifting: Shifting from one berth to another not allowed during night time,due to vessel partly loaded. Shifting from berth to anchorage allowedthroughout 24 hours.Entry Inspection: Carried out at anchorage during daylight hours, by‘‘Joint Inspection Team’’ of 8 officials representing Customs, Immigration,Harbour Authorities and Quarantine Doctor.Customs: Sealed the Bonded Stores.Immigration: Checked all passports and issued shore passes.Quarantine: Doctor issued Free Pratique.

After the Joint Inspection Team had left, Agent came on board. Priorto departure, the same Team came on board.

Harbour Authorities issued Port Clearance.Quarantine Doctor issued Quarantine Certificate for departure of ship.As vessel’s next port was Ningbo, all Customs documents handed

over to Master in a sealed envelope for Customs at Ningbo.Shore passes also valid for Ningbo.

Tonnage Dues Certificate: 30 days was minimum length of issue.Communications: Agents: China Ocean Shipping Agency, Dalian.Cables: Penavico Dalian. Telex: 86161 Cosad CN.

Agent required following information prior to arrival:(a) Vessel’s name.(b) Nationality.(c) ETA.(d) Arrival draft.(e) Quantity of cargo to be loaded at Dalian.(f) Nationality and number of crew.(g) Last port.(h) Destination.All messages sent to Agent via Satcom.Agent tried to send messages to ship via Satcom, but did not succeed,

so all messages from Agent received by cable through DalianRadio/XSZ.

Following cable received from Agent before arrival:QuotePlease advise the following by return cable or telex:1. Last port of call.2. Sailing draft from Dalian.3. Quantity deballast ashore, if ballast contains dangerous chemicals,

it is not acceptable.4. Has vessel segregated ballast tanks, if not, please advise quantity

and distribution of clean ballast which is to be pumped into the sea.5. Name of last cargo.6. Water/bunkers must be supplied before berthing. Please advise

quantities, if required.7. If blank Bill of Lading forms available on board.8. Any transit IMO cargo on board, if any, please advise name and IMO

class.9. Amount of cash advance required.Penavico Tlx 86161 cosad cn.UnquoteVHF: Penavico listens on Channel 25 throughout 24 hours.

Every day at 1100 hrs. (local time), a berthing schedule is broadcastedon Channel 25 by Penavico.Documents:On arrival:

4 copies Crew List (IMO Form accepted).2 copies Crew Effects Declaration (IMO Form accepted).2 copies Currency List (Free form).2 copies Gold and Silver List (Free form).1 copy Vaccination List (Free form).2 copies Ports of Call List (Free form).1 copy Maritime Declaration of Health (Chinese form).2 copies Report of Entry for foreign-going ships (Chinese form).1 Application for discharge of segregated ballast water into sea (Free

form).1 copy Bonded Stores List (IMO form accepted).6 copies Ship’s Particulars (Free form).

On departure:4 copies Crew List (only if crew changes).1 copy Maritime Declaration of Health for departure of ship (Chinese

form).1 copy Report of Clearance (Chinese form).1 copy Report on the Chinese Currency (Chinese form).All Chinese forms supplied by Agent, and are easy to fill in.On arrival, ship’s certificates were shown to port officials together with

Oil Record Books.Shore Leave: Shore passes required together with passports.

Shore leave allowed from sunrise to midnight. One guard stationedat ship’s gangway throughout 24 hours, and he inspected shore passesand passports when leaving and returning to vessel.

From Ganjingzi Oil Berth No.11, a minibus to Seamen’s Club/townarranged via Loading Master. Transportation time is 40 minutes eachway. Minibus to be paid for by crew members (approx. U.S.$15.00 eachway).Delays: Ship was delayed several hours due to no Cargo Surveyor beingavailable.

CHINA, P.R. OF


AGENT’S REPORT: June 1999.Location: The new Dalian Crude Oil Terminal is located in positionLat. 38� 55' N., Long. 121� 59' E.Infrastructure: The Terminal consists of a jetty with a berth length of420 m., with shore storage tanks consisting of 7�50,000 cu.m. and3�20,000 cu.m. for the export of crude oil, and 4�50,000 cu.m. forstorage of imported crude oil.Documentation: Standard as for other Chinese ports, no specialrequirements.Anchorage: The anchorage is located within the following co-ordinates:

Lat. 38� 55' N., Long. 121� 59' E.Lat. 38� 56' 48" N., Long. 121� 59' E.Lat. 38� 56' 48" N., Long. 122� 02' E.Lat. 38� 55' N., Long. 122� 02' E.

The inner anchorage depth is 19.8 m. and the outer anchorage depthis 25.0 m. Nature of bottom is mud and sand.Max. Size:

LOABerth Max. Min. S.d.w.t. Draft RemarksNo. (m.) (m.) (tonnes) (m.)1 260 190 200,000 15.0 Note 12 240 190 80,000 12.0 Note 2

Note 1: Max. LOA 324 m., draft 17.5 m., S.d.w.t. 175,000 on trial.Note 2: Max. LOA 250 m., draft 15.15 m. on trial.

Vessels exceeding the old max. sizes above should contact theHarbour Office for the Harbour Master’s approval in advance.Radio/VHF: Pilot Station works on Channel 14 and Channel 65.Terminaloperates on Channel 14. Agent operates on Channel 25.Berthing: Mooring lines tie up is 4-2-2 fore and aft, port side alongside.Cargo Handling: The Terminal handles Daqing Crude Oil for export, andimports crude oil and vegetable oil.Shore Manifold Connections:

Berth No. 1 – 4�12 in.Berth No. 2 – 3�12 in.

Ballast Reception: The Terminal is capable of handling dirty ballast.Reception facilities consist of 2�5,000 cu.m. shore tanks and2�10,000 cu.m. shore pools.Fresh Water: Available.Fuel: Available at the anchorage.Agent: China Dalian Ocean Shipping Agency (Penavico Dalian).Tel: 86-411-7500315, 2637381, 2639368. Fax: 86-411-7500239,2639377. Telex: 86161, 86361 COSAD CN.Operator: Dalian New Port Stevedores Co. Tel/Fax: 86-411-7500113.

AUTHORITY: Port of Dalian Authority, 1 Gangwan Street, ZhongshanDistrict, Dalian, China. Tel: 237873, 222824. Telex: 86246 DHAB CN.Contact: Shen Chun, Deputy Director.AGENT: See ‘‘Hong Kong’’.

DANDONG, including Langtau: 39.38 N. 124.09 E.(See Plan)

LOCATION: Langtou Port District: 40� 07' N., 124� 24' E.Dandong Port District: 39� 38' N., 124� 09' E.PILOTAGE: Pilotage is compulsory and is undertaken day and night.Pilot boards vessel at the mouth of River Anchorage in Lang Tou PortDistrict, and at Quarantine Anchorage in Dadong Port District.ANCHORAGES:

Name Location DepthSize ofVessel

Use ofAnchorage

(m.) (d.w.t.)River Anchorage 39� 41' N. 8.0 – 10.0 over 10,000 Shelter

124� 08' E.Langtou 40� 12' N. 4.0 – 5.0 under 1,000 Shelter

124� 21' E.Donggang 39� 47' N. 8.0 – 13.0 over 10,000 Lightering

124� 09' E.Quarantine 39� 47' N. 8.9 – 9.1 over 10,000 Quarantine

124� 07' E.Dandong Port 38� 41' N. 9.0 – 10.0 over 10,000 Quarantine

124� 09' E.RESTRICTIONS: Vessels may enter port after dark, but may not sail.Draft Limitation in the Channel:

Langtou Port District: 6.93 m.Dadong Port District: 8.00 m.

Tidal Range:Langtou Port District: Maximum 6.93 m., minimum 2.23 m.Dadong Port District: Maximum 6.93 m., minimum 1.56 m.

VHF: Radio Station ‘XSB 93’ maintains a 24 hour service. Calling onChannel 16 and working on Channel 11.TUGS: 1�400 h.p., 1�600 h.p. and 1�900 h.p.BERTHING:

DistrictName Berth Length Depth Use

No. (m.) (m.)Old Berth – 68 5.2 General CargoLangtou 1 126 8.2 General, Grain, Ore, Oil

2 126 8.2 General, Grain, Ore, Oil3 126 8.2 General, Grain, Ore, Oil

Dandong 1 190 10.0 General and CoalFRESH WATER: Available.FUEL: Available.REPAIRS: Facilities available for carrying out repairs.

REPORT: 1998.Loading Rates:

Bulk: 1,500 tonnes per day.General Cargo: 700 tonnes per day.

Discharging Rates:Bulk: 2,500 tonnes per day.General Cargo: 700 tonnes per day.

DONGSHAN: 23.45 N. 117.31 E.

PILOTAGE: Compulsory. Pilot service is available during 10 hours.Pilot boards vessel at Lat. 23� 43' 00" N., Long. 117� 33' 00" E.ANCHORAGES:

Anchorage Location Depth UseNo./Name (m.)

1 Lat. 23� 45' 00" N.Long. 117� 35' 00" E.

10 – 15 Sheltering,Lightening

2 Lat. 23� 45' 00" N.Long. 117� 34' 18" E.


3 Lat. 23� 44' 42" N.Long. 117� 33' 24" E.


4 Lat. 23� 45' 42" N.Long. 117� 30' 18" E.

8 Lightening

QuarantineAnchorage

Lat. 23� 43' 00" N.Long. 117� 33' 00" E.

10 – 15 Joint Inspection,Pilot

All anchorages have good holding ground with mud and sand bottom.RESTRICTIONS: Vessel may only enter and sail during daylight.

Tidal range: Max. 3.8 m. Average 2.2 m.Draft limitation in the Channel: 8.0 m.

VHF: Penavico Dongshan – Channel 16. Sinoagent Dongshan –Channels 16 and 12.TUGS: None.BERTHING:StevedoreCompany

BerthName Length Depth

Max.Size

CargoHandled Equipment

(m.) (m.) (d.w.t.)Si02 Sand

BureauSi02 Sand 130 7.2 8,000 Si02 Sand Automatic

ShiploaderTransport

Co. ofDongshan

GeneralCargo

130 5.5 5,000 GeneralCargo,Containers

1�40 ton,2�5 tonShoreCranes

Oil Oil 152 5.2 4,000 PetroleumWarehouse and Open Storage Space:

Warehouse 2,020 sq.m.Open Storage Space 12,000 sq.m.Container Yard 5,000 sq.m.

Main Import and Export Cargo:Cement, steel, general cargo, fertilisers, containers and Si02 sand.FRESH WATER: Available at berth and anchorage.FUEL: Available, except fuel oil.REPAIRS: Possible.GENERAL:Agency: Penavico Zhangzhou, 2nd Floor, Port Building, Zhangzhou,Fujian, China. Tel: 86-596-2028623. Fax: 86-596-2028622.Telex: 929009 Penfz CN.

Sinoagent Dongshan, Port Building, Dongshan, Fujian, China.Tel: 86 596 5620474, 5623474. Fax: 86 596 5623516. Telex: 929017Agent CN.Provisions: Available.

REPORT: 1998.Cargo Handling Facilities: 1 conveyor system, 2�5 tonnes cranes and1�40 tonnes container crane.Loading Rates:

Silicon Sand: 1,500 tonnes per day.Steel Products: Up to 1,500 tonnes per day.

FANGCHENG: 21.31 N. 108.20 E. (See Plan)

PILOTAGE: Compulsory. Pilotage is undertaken day and night, subjectto tidal variation. The pilot boards from a tug which flashes its lightswhen approaching the vessel. The boarding place is 1 mile South of theQuarantine Light Buoy.ANCHORAGES: Quarantine Anchorage: A Quarantine Anchorage hasbeen established in position Lat. 21� 27' 56" N., Long. 108� 21' 13" E.The anchorage can accept vessels up to 25,000 d.w.t. Nature of bottomis mud and sand.RESTRICTIONS: There is a depth of 5.8 m. on the bar. The channelhas a minimum width of 100 m. and is dredged to a minimum depth of8.0 m. The channel is 7.5 miles long and is marked by light buoys andleading light beacons. The width of the turning basin off the berths is1,200 ft.

Vessels may enter and sail after sunset.MAX. SIZE: Maximum draft 9.5 m.Berth No. 9/10: Max. LOA 290 m. and max. beam 45.0 m.VHF: Port Radio Station on Channel 16 throughout 24 hours.TUGS: 1 � 2,600 h.p., 1 � 1,200 h.p. and 2 � 600 h.p.BERTHING:

Berth Length Depth Cargo Handled(m.) (m.)

No. 1 180 9.0 General CargoNo. 2 180 9.0 Genreal CargoNo. 3 180 9.6 Heavy CargoNo. 4 180 9.6 GrainNo. 5 180 9.6 Chemical, FertilisersNo. 6 210 11.2 OreNo. 7 210 11.2 CoalNo. 8 220 11.4 Grain, Special LoadsNo. 9/10 256 13.6 Bulk Minerals

CHINA, P.R. OF


CRANES:Berth No. 1: 3�10 tons.Berth No. 2: 3�10 tons.Berth No. 3: 2�10 tons.Berth No. 4: 2�10 tons.Berth No. 5: 1�16 ton.Berth No. 6: 2�10 tons.Berth No. 7: 1�16 ton.Berth No. 8: 2�16 tons.

FRESH WATER: Available, contact China Marine Bunker Supply Co.FUEL: Available, contact China Marine Bunker Supply Co.REPAIRS: No facilities.GARBAGE DISPOSAL: There is a company who can assist withgarbage service to vessels in harbour. They have drums, skips andboats, and men to remove garbage on board every morning. Ring822546 or 822071 (Ext. 2411, 2419) for service.WASTE OIL DISPOSAL: Collection service, shore tanks, barges andtanker trucks available. Ring telephone numbers above for service.There are also some berths for waste oil disposal.SEAMAN’S CLUBS: Fangcheng International Seamen’s Club, XingganStreet, Fangcheng Port, Guangxi, China. Tel: 822388. Facilitiesavailable: Guest rooms in different classes, restaurant serving bothChinese and Western food, shops, ballroom, reading room, theatres,recreation rooms and telecommunication service. Seamen’s Club oftenorganises recreational, sports and sightseeing tours for seamen fromdifferent countries.GENERAL: Floating Cranes: None available.Tidal Range: Tidal range of 2.7 m. with 3.82 m. HW and 1.12 m. LW.Provisions: Available. Contact China Shipping Supply Corporation.Cargoes Handled: Sugar, coal, grain, fertiliser, cement, ore, timber, steeland general cargo.Storage:

Warehouse: 4,500 sq.m.Open storage space: 200,000 sq.m.

DEVELOPMENTS: Upon completion of the port modernisation program,54 berths will be available for handling of vessels up to 50,000 d.w.t.

SHIPMASTER’S REPORT: September 1996.Pilotage: There are 6 Pilots available at the port. Pilot embarks from a3,200 h.p. tug. Pilot ladder required 3.0 m. above water. Call Pilot onVHF Channel 16, working on Channel 6. Pilot boards at anchorage forlarge ships and at Buoy No. 1 for small ships.Fairway: Charted depth is 7.5 m., but said by Pilot to be 8.0 m. In Chineseedition of port guide it is declared as 8.0 m. There is a Shore Pilot Guidewho can supervise the ship’s position in the Fairway between Buoy No. 1to Buoy No. 5. This station is controlled by the Navy, but available onPilot’s request.Anchorage: One ‘‘waste’’ mooring buoy exists 5 cables S.W. of PilotBuoy (Buoy No. 0). This mooring buoy is yellow without a light, and isnot marked on B.A. or Chinese charts. Special care should be takenwhen approaching anchorage at night.Waste Oil Disposal: Not available at this port, but a barge from port ofBeihai can be ordered at a charge.Agents: Two agencies at this port: Penavico and Sinoagent. Agentspeaks very good English and is helpful in every respect.VHF: Channel 16 for calling. Fangcheng Radio, Penavico and Sinoagentall stand-by on this channel. After connecting, Fangcheng Radio workson Channel 9, Penavico on Channel 68 and Sinoagent on Channel 12.Fangcheng Radio listens 24 hours, but Penavico and Sinoagent onlyduring office hours, so Fangcheng Radio will ask them to contact vessel.Quarantine: Upon arrival, Animal and Plant Quarantine Officer andHealth Quarantine Officer will board together with Agent. BothQuarantine Officers will hand over 3 – 4 papers for different kinds oftreatment, which are not necessary for ship’s Master to sign. They arefor the purpose of making money only. Master can refuse them, andAgent will give good advise at that time.Garbage Disposal: Collected every morning, and spraying treatment byHealth Officer is compulsory. Master will be advised by Agent.


Barytes: 5,000 tonnes per day.Packaged Cargo: 800 tonnes per day.Zinc: 4,000 tonnes per day.

Discharging Rates:Grain: 5,000 tonnes per day.Ore: 15,000 tonnes per day.Sugar: 2,000 tonnes per day.Sulphur: 5,000 tonnes per day.Vegetable Oil: 300 t.p.h.

AUTHORITY: Fangcheng Port Authority, No. 22 Youyi Avenue,Fangchenggang, Guangxi 538001, People’s Republic of China.Tel: �86 (770) 289-1952, 282-2663. FAX: �86 (770) 289-1951,282-0970. Email: [email protected] Contact: Harbour Master.

FUZHOU (Foochow): 26.03 N. 119.18 E. (See Plan)

PILOTAGE: Compulsory. Pilot available between 0400 hrs. and2000 hrs. Pilot boards vessel in the anchorage (position:Lat. 26� 07' 44" N., Long. 119� 38' 44" E.).ANCHORAGES: Tingjing Guantou Anchorage has a depth of 6.0 m. –12.0 m. and accepts vessels up to 20,000 d.w.t.MAX. SIZE: Max. draft in channel is 8.0 m. at LW and 8.5 m. at HW.

Tidal range: 6.0 m. maximum and 3.5 m. minimum.VHF: Port radio on Channel 16 throughout 24 hours.TUGS: 1�400 h.p., 1�980 h.p., 1�1,600 h.p., 1�2,200 h.p. and2�3,200 h.p.

BERTHING:Wharf Berth Length Depth Use Cranes

No. (m.) (m.)

Ma Wei 1234� 592

9.09.07.07.0

General CargoGeneral CargoGeneral CargoGeneral Cargo

� 5�10 tons

Qing Zhou(New wharf)

123

170190190

121211

PassengersGeneral CargoGeneral Cargo


45

220220

1010

ContainersContainers � 2�40.5 tons

Song Men 12 � 333 11

11Bulk CargoesBulk Cargoes � 1�16 tons

belt conveyorTai Jiang 303�522 2 – 5 General CargoSteel Wharf 277 8.5 Consignee Wharf 2�10 tonsFishery Wharf 107 7.5 Consignee WharfChou Dong Electric

Factory Wharf322.45 14 Consignee Wharf 1�16 tons,

2 sets of beltconveyors

Hong Shan OilWharf

116 11.5 Consignee Wharf

CRANES: Floating Cranes: 1�80 tons, 1�60 tons and 1�40 tons.TANKERS: See ‘‘Shipmaster’s Report’’ dated June 1997.FRESH WATER: Laid on at wharf. With difficulty, water is supplied atanchorage by barge (capacity 400 tons).FUEL: Contact Penavico Agency.REPAIRS: Available, contact Penavico Agency.GENERAL: Provisions: Contact China Ocean Shipping Supply Co.Storage: Warehouse: 5,500 sq.m. Open storage: 5,700 sq.m. Containerstorage: 4,000 sq.m. – 30,000 sq.m.Imports: Cement, fertiliser, rice, coal and general cargo.Exports: General cargo and stone.

SHIPMASTER’S REPORT: June 1997.Berth: Xinmin Oil Terminal.Chart: B.A. Chart No. 4200 does not cover full area.General: There are two agents, China Shipping Corporation andPenavico. We were handled by China Shipping Corp.

Agent seldom replied to telexes, but does the other port formalities.Difficult to communicate in English, but Agent speaks good English.Before coming here, stock up with fresh water and provisions as long

stays at anchorage are expected.Large importing of gasoil takes place here.

Anchorage: Arrival outer anchorage, East of Buoy No. 1: Send RadioPratique message 36 hours before arrival. Agent did not ask us to send,but before arrival we had to fax copies of Bill of Lading and CargoManifest to clear the vessel.

Approach is very clear with good islands, lighthouses, Racons andgood depths.

Do not anchor between Mazu Dao Island and Baiquan Liedao (asmarked on B.A. Chart No. 4200).

Prohibited to pass in Mazu Haixia Channel (i.e. North of Mazu DaoIsland).

We anchored 2 miles North of Fanzhu Shi (Racon X) (i.e. 2 miles Eastof Buoy No. 1), where many vessels are anchored waiting for lighterageor tide.

Call Fuzhou Port Radio on VHF Channel 16 for checking with the Pilots(Pilots do not keep watch).

The Pilot symbol on B.A. Chart No. 4200 at Quarantine anchorage isfor vessels less than 20,000 tonnes d.w.t.

Holding ground is good for this anchorage, and charted depth is16.0 m.

The ship swings with the tide and the current is up to 5 knots on Springtide.

Numerous small craft fish in channel and criss-cross the vessel’s pathwithout any notice. The ship’s whistle was used on number of occasions.Pilotage/Draft: For vessels less than 20,000 tonnes d.w.t., Pilotembarks/disembarks near Buoy No. 1 (26� 06.4' N., 119� 48.2' E.).

Pilotage is daytime only. Pilot takes vessel in at Buoy No. 1, 2 hoursbefore high water.

Draft depending on tide of the day. The least depth is between BuoysNo. 3 and No. 5 (i.e. in area near 26� 06.5' N., 119� 40.7' E.) where theleast charted depth is 3.0 m. and the tidal range is about 5.5 m. We had0.5 m. UKC at the critical area.

Do confirm with Agent the safe draft for the day as declared by theharbour authority.

Pilots are in a hurry so monitor the Pilots very closely in the channelas they take other traffic for granted.

Pilot boards by tug and vessel has to sign for it under the term ‘‘escorttug’’, but the tug in true sense is used for Pilot’s transportation. Samealso applies for outbound also.Directions: Two transits easily take vessel to Quarantine Anchorage andthe full passage is well marked and buoyed. Buoyage System ‘A’ forboth lateral and IALA marks is in force.

We could not keep the first transit in line due to fishing strakes/boatsfound between Buoys No. 2 and No. 3 when entering. Same happenedon departure.

There are times when fog exists if a ‘‘Low’’ sets near Taiwan andobscures the transits completely.Tugs: We used 2 tugs for berthing (forward 1,600 h.p. and aft 3,200 h.p.).

For departure one tug of 3,700 h.p. used.Tugs are good and adequate for this size vessel (30,000 d.w.t.).

Wharves: Xinmin Oil Terminal has only one wharf. It is the deepest wharfin this area, having a depth of 11.0 m. at LW. The wharf is about 130 m.long, and the shore bitts are adequate to accommodate any leads fromthe ship. One mooring boat handles head lines and stern lines, otherlines sent by messenger. Mooring pattern is 4-2-2.Cargo Handling: Discharged gasoil through 1�8 in. hose. The pipelineparticulars could not be obtained from the Loading Master, but guessedit to be far away and on high ground due to hills surrounding the wharf.Maximum allowed pressure 7 kg., which could be achieved by one pump,and the rate was 400 cu.m./hr.


CHINA, P.R. OF


The cargo receiver expedites the discharge by supplying bargesalongside berth and monitors operations very closely.

The Chicksan is fitted with a quick-release connection.Supplies: Potable fresh water available. Rate by gravity 5 t.p.h. and bypump 50 t.p.h. Cost U.S.$1.00/ton.

Shipchandlers supply provisions of good quality at reasonable rates.Airport/Cities: Local airport is Xinmin, and spares were easily arrangedby the office.

Closest city was Mawei (about 5 km.). Fuzhou City was about 18 km.away. Transport easily available.Shore Leave: Shore leave ceases at 2400 hrs.Barges at Lighterage: Self-propelled barges are numerous and havedifferent capacities (4,500 tonnes to 1,500 tonnes).

Barges are secured either side of the ship and the one on the windwardside rolls badly. Note of Protest was given by the vessel to the cargoreceiver, but they sign anything.

No gauging was carried out to these barges before loading or on thevessel after each barge by the surveyor. Only the initial gauging wasdone and on completion to the vessel.

Safety standards are poor. We had to instruct shore personnel to stopsmoking on their deck when the cargo was being loaded and when thetank domes were wide open.Oil Slicks: The river is full of oil slicks, especially near the Terminal.Bring it to the notice of the Pilot and the Terminal Loading Master andmake entry in log book.Port Authority: There are a number of Harbour Masters. Oil record booksare checked for deck and engine. Trading certificates and emergencyplans (VPR, VEM and ship contingency plans) also checked.Departure: Departure clearance is done by the Agent who brings PortClearance and Departure Quarantine Clearance. Agent collects all theshore passes.Other Information: Some berths can be seen along the river bank asfollows: (a) LPG Berth on South bank in position 26� 03.53' N.,119� 30.7' E., close to Tingjiang Anchorage; (b) Coal Berth on North bankin position 26� 02.28' N., 119� 30.29' E., having 2 cranes SWL 16 tons.

Tingjian Anchorage contained 25 ships of up to 20,000 tonnes d.w.t.(location 26� 03.81' N., 119� 30.88' E.).


Packaged Cargo: 500 tonnes per day.Sand: Max. 7,000 tonnes per day.

Discharging Rates:Grain: 250 t.p.h.Granite: 3,000 tonnes per day.Packaged Cargo: 600 tonnes per day.

Shore Cranes: 28 cranes, max. 16 tonnes lifting capacity.

AUTHORITY: Fuzhou Port Authority, No. 3 Harbour Road, Fuzhou,Ma Wei District, China. Tel: �86 (591) 582132.

GUANGZHOU, including Huangpu: 23.05 N. 113.25 E.(See Plan)


LOCATION: Guangzhou: Lat. 23� 06' 05" N., Long. 113� 14' 05" E.Huangpu: Lat. 23� 05' 49" N., Long. 113� 26' 16" E.

PILOTAGE: Guangzhou: Compulsory. Pilotage is undertaken day andnight.

Pilot boards vessel at La Sa Wei Anchorage (22� 07' 20" N. –22� 08' 30" N. and 113� 45' 47" E. – 113� 47' 54" E.).Huangpu: Compulsory. Pilotage is undertaken day and night.

Pilot boards vessel at La Sa Wei Anchorage. However, pilotage is notundertaken between 1800 hrs. and 0600 hrs. to the Oil Wharf, VoyageRepairs Station Wharf, Nan Hai Shipyard and Petroleum Wharf.

Also see ‘‘Tankers’’.

ANCHORAGES: Guangzhou: Holding ground good.Anchorage

Depth Size Location(m.) (d.w.t.) Latitude Longitude

First Bar7.5 Quarantine 23� 04' 08.0" N. 113� 28' 43.0" E.

23� 04' 17.0" N. 113� 28' 34.0" E.Dian Cao Zhou

9.0 10,000 23� 24' 40.2" N. 113� 27' 49.0" E.23� 04' 51.0" N. 113� 26' 59.0" E.

Xin Zao7.0 5,000 23� 03' 23.8" N. 113� 02' 53.0" E.

23� 03' 05.0" N. 113� 24' 48.0" E.23� 02' 05.0" N. 113� 24' 41.5" E.23� 23' 37.0" N. 113� 34' 32.5" E.

Nan He Dao6.0 5,000 22� 25' 08.0" N. 113� 14' 46.0" E.

22� 05' 13.0" N. 113� 14' 44.0" E.22� 05' 32.5" N. 113� 14' 37.8" E.22� 05' 37.5" N. 113� 14' 36.5" E.

Huangpu: For vessels up to 10,000 d.w.t.

Anchorage GroundNature of

Anchorage LocationLa Sa Wei Mud Pilot and

Quarantine22� 07' 20" N.22� 08' 30" N.

113� 45' 48" E.113� 47' 54" E.

Shan BanZhou

Sand, Mud Waiting forBerth, Shelter

22� 47' 21" N.22� 42' 42" N.

113� 37' 29" E.113� 41' 00" E.

Er Hu Sand, Mud Waiting forBerth, Shelter

22� 50' 36" N.22� 51' 48" N.

113� 34' 24" E.113� 33' 34" E.

Ni Zhou Tou Sand, Mud Waiting forBerth, Shelter

22� 54' 09" N.22� 56' 06" N.

113� 33' 45" E.113� 32' 55" E.

Lian HuaShan

Sand, Mud Waiting forBerth, Shelter

23� 00' 14" N.23� 03' 02" N.

113� 23' 03" E.113� 31' 12" E.

Da Hao ZhouSand, Mud Shelter fromTyphoon

23� 02' 01" N.23� 03' 32" N.

113� 30' 45" E.113� 29' 55" E.

RESTRICTIONS: Guangzhou: Vessels may enter and sail after sunset.Draft Limitation in the Channel:

Dian Cao Zhou: 9.0 m.Inner port: 6.0 m.

Tidal Range:Maximum 2.0 m.Minimum 0.9 m.

Huangpu: Vessels may enter and sail after sunset.Draft Limitation in the Channel:

Bulk grain vessel: 9.14 m.General cargo vessel: 8.84 m.

Tidal Range:Maximum 2.4 m.Minimum 2.0 m.

VHF: Guangzhou Harbour Master on Channel 8 throughout 24 hours.TUGS: Guangzhou: 20 tugs with maximum 900 h.p.Huangpu: 32 tugs with maximum 3,200 h.p.BERTHING: Guangzhou:Working District Berth Use/

Wharf Length Depth Draft LOA Shore Cranes(m.) (m.) (m.) (m.)

He NanInner No. 1 219 5.0/5.4 5.8 114 General Cargo

11�3-5 tons,8�16 tons.

Ha Xin Sha 500 4.0/8.0 5.8 114 Bulk Cargo 6�5-10 tonsFang Zai

Inner No. 3 208 5.8 5.8 105 General Cargo6�3 tons, 4�16 tons

Inner No. 4 285 6.0 5.8 114 General Cargo1�30 tons Container4�16 tons

Xin FengXin Feng 785 3.5 3.5 80 General Cargo

12�3-5 tons, 4�16 tonsHuang Sha 356 5.4 5.5 102 General Cargo

1�16 tonsZhou Tou Zui 420 4.2 5.0 100 PassengerAlso see ‘‘Bulk Cargo Facilities’’.

CRANES: Guangzhou: 1�30 ton floating crane.Huangpu: 3 floating cranes with capacity up to 250 tons.BULK CARGO FACILITIES:Grain:Agent’s Report: June 1997.Terminal: Xinggang No. 1.

Distance from sea buoys: 60 milesLength of dock/Length with dolphins: 220 m.Draft restriction alongside: 11 m.Commodities handled: Grain (wheat)Year built/last modified: 1984Potable fresh water available: YesContact Office: Penavico HuangpuContact Tel: 20-2279915Contact Fax: 20-2279947Dock access by vehicle permitted: NoIs bunkering permitted alongside?: Special permissionLargest vessel loaded: 35,000 d.w.t.

TANKERS: Xiaohudao Terminal (Xiaohu Terminal):Position: Lat. 22� 50' 36" N., Long. 113� 34' 24" E.Pilotage: Pilot anchorage is Guishann Anchorage, which is bounded byLat. 22� 07' 20" N., Lat. 22� 08' 30" N., and Long. 113� 45' 48" E.,Long. 113� 47' 54" E. Pilot is contactable on VHF Channel 9.Restrictions: No night pilotage. Vessel must dock before dark andsimilarly must sail out in sufficient time to clear the channel before dark.Max. Size: Presently max. size is 35,000 d.w.t., but main limiting factoris the ship’s draft (no more than 9.4 m. in fresh water). Channel dredgingoperations are being carried out and the draft limits will be changed afterdredging.Berthing:

Berth No. 1 (Main Berth): For vessels up to 45,000 d.w.t.Berth No. 2: For vessels up to 2,000 d.w.t.Berth No. 3: For vessels up to 1,000 d.w.t.Berth No. 4: For vessels up to 500 d.w.t.Berth No. 5 (Under construction): For vessels up to 10,000 d.w.t.

Storage:Product Tanks

Area handled No. Capacity Remarks(cu.m.)

I Light oil 5� 10,000 9 internal floating roof tanks.4� 5,000

II Fuel oil 6� 10,000 9 thermo-insulated conedtanks.

3� 5,000III General oil 4� 10,000 4 cones tanks equipped with

heating coils and suitable forlight oil and fuel oil.

CHINA, P.R. OF


Product TanksArea handled No. Capacity Remarks

(cu.m.)IV Chemicals 4� 2,500 3 internal floating roof tanks

and 1 coned tank.6� 2,000 3 internal floating roof tanks

and 3 coned tanks.2� 1,500 2 coned tanks.

V Chemicals 1� 2,500 Under construction.1� 1,200 Under construction.2� 850 Under construction.

VI Chemicals 2� 1,000 Under construction.1� 1,000 Under construction.6� 2,000 Under construction.

VII Reserved About 50,000 sq.m. to be developedStorage Facilities: Shore tanks are being built. At present, there are14 chemical tanks providing total volume of 42,000 tonnes and 18 oiltanks providing total volume of 165,000 tonnes.

Also see ‘‘Shipmaster’s Report’’ dated October 1997.FRESH WATER: Available.FUEL: Available.REPAIRS: Possible.DEVELOPMENTS: Xinsha Bulk Terminal at Huangpu (underconstruction): Max. size 35,000 d.w.t. Four grab unloaders for ore.

SHIPMASTER’S REPORT: October 1997.Discharge of fuel oil into barges at Huangpu.

Vessel: 100,000 d.w.t., LOA 244 m., beam 43 m.Charts: B.A. Charts No. 343 and 344.Anchorage: Erhu Anchorage in position Lat. 22� 51' N.,Long. 113� 34' E.Hose Connections: Vessel requires 2�6 in. reducers for dischargingthrough 6 in. hoses into barges on port and starboard side.Pilotage: Pilot for the 4 hour river passage is obtained at Guishan DaoIsland (22� 08' N., 113� 48' E.). Pilot boards from a quite speedy smallwhite tug. Pilot station on VHF Channel 9. Draft for the passage is10.0 m. (F.W.) with the tide. Half of the passage is through a 160 m.wide buoyed channel. The channel is dredged 4 times a year. There istwo-way traffic, and poorly lit small craft and daylight behaviour of theother shipping creates some very ‘‘near miss’’ situations.

An escort tug met our inbound night passage at the Lingding Buoy,in which area vessel meets heavy crossing traffic. The tug had littlesuccess smoothing our passage. Only basic communication with Pilots.

On arrival at Anchorage ‘‘H2/H3 ERHU’’ with the flood, it is difficult toreduce speed, so drop starboard anchor and make a starboard swingand go full astern. The amount of 8 shackles on deck proved quiteadequate throughout our stay, with 4 barges (maximum) on each side.Pilot stays onboard throughout, but changed daily, and the escort tugstays close by until vessel departs the anchorage. Tidal streams verystrong.Barges: A total of 88 barges for 38,500 tonnes fuel. Barge size rangedfrom 200 cu.m. to 1,600 cu.m. The discharge time was 50 hours andincluded about 7 hours for stoppages. Discharge pressure 3 kg. to 5 kg.,depending on the barge size.Personnel: In addition to the Pilot, the Agent, Surveyor, Loading Masterand 10 workers and Consignees (10 persons) remain on board. All arelooking for some accommodation, workers had food provided daily but,everyone else (about 15 people) require meals. Officials were minimaland Agent smoothed the operation. Communication is not easy, so tendsto cause some confusion.Oil Slops: If you have any, there are many Government registeredtraders, ready to take them away for free.General: This is the water way to Guangzao (Canton), and very busysmall traffic trade, with a fairly constant stream of medium size bulkcarriers. The bridge is completed and a lot of construction is going on.It is supposed to be daylight navigation for large vessels, but commercialpressure can overcome this requirement.AGENT: See ‘‘Hong Kong’’.

HAIKOU, including Macun: 20.01 N. 110.16 E.(See Plan)

PILOTAGE: Compulsory. Pilotage is undertaken day and night.Pilot boards vessel at quarantine anchorage.

Also see ‘‘Anchorage’’.ANCHORAGES: Depth 4.0 m. – 18.0 m. Can accommodate vessels20,000 d.w.t. – 25,000 d.w.t.Pilotage Anchorage: Between Lat. 20� 05' 14" N. and Lat. 20� 05' 36" N.and Long. 110� 16' 08" E. and Long. 110� 16' 51" E.

Depth 15 m. – 18 m. Bottom: Mud and sand.RESTRICTIONS: Entry and sailing after sunset is possible.MAX. SIZE: Max. draft in channel 6.0 m.

Tidal range: 0.5 m. – 2.4 m. at Spring tides. 1.1 m. – 2.0 m. at Neaptides.

Also see ‘‘Berthing’’.VHF: Haikou Radio on Channel 16 (24 hours). Penavico on Channel 9(24 hours).TUGS: 1�1,440 h.p., 1�1,320 h.p., 1�900 h.p. and 1�600 h.p.BERTHING: For ocean-going vessels.District Berth Length Max. LOA Max. Draft Remarks

No. (m.) (m.) (m.)2nd District 9 – 11 340 120 6.0 General

cargo14 – 18 440 150 8.0 Bulk15 – 16 230 50 4.0 General

Vessels arriving with a draft of over 6.2 m. are normally required tolighter at anchorage or await a suitable tide.

Warehouse and Open Store Space:Warehouse 29,000 sq.m.Open store space 86,000 sq.m.

Main Import and Export Cargoes:Ore, local products and general cargo.STEVEDORES: Work throughout 24 hours, 7 days a week.TANKERS: See ‘‘Shipmaster’s Report’’.FRESH WATER: Supplied by Haikou branch of China Marine BunkerSupply Company.FUEL: Supplied by Haikou branch of China Marine Bunker SupplyCompany.GENERAL: Stores: Supplied by Haikou Ocean Shipping SupplyCompany.Floating Cranes: Not available.

SHIPMASTER’S REPORT: June 1993.Vessel (LOA 170 m.) discharged fuel oil/gas oil at Macun Coal

Terminal. Depth alongside 10.2 m.1. Passing through Hainan Straits from the East can be performed

normally. Master should be aware that Fairway is only 1 mile wide(see B.A.Chart No. 3892). However, route is well buoyed andagrees with Chart/GPS. Racon on lightvessel (Buoy No. 1)inoperative. Tidal streams are strong and variable. See AdmiraltyTide Tables and sailing directions covering area.

2. Route that leads to Haikou is a controlled area, and permissionmust be obtained from Hainan Straits Authorities. See ‘‘Guide toTanker Ports’’ and China Sailing Directions – NP 30. Protectingagent in Hong Kong is able to arrange this permission.

3. In general, communication by telex with ‘‘Penavico Haikou’’ isdifficult.

4. Vessel proceeds to Haikou Anchorage, where authorities embark.Agent also boards vessel, and he informs Master when pilot willarrive.

5. Route from Haikou to Macun is under pilotage and is covered bynumerous fishing nets which are stretched between YokohamaFender Style Buoys.

Moving West from Haikou Anchorage, towards Macun, cannotbe recommended during the hours of darkness or times ofrestricted visibility.

Distance from Haikou to Macun is approximately 25 miles.6. In spite of several attempts, no chart of Macun Port could be

obtained. According to Agent, a chart of Macun does not exist.7. Last part of route: Distance is approximately 5 miles and is

buoyed. Water depth is 20 m. – 30 m., be aware of fishing nets.Course to be steered to Buoy No. 4 is 180� (approx.).

8. Harbour Pilot embarks at Buoy No. 4. Pilot is experienced, butEnglish is poor.

9. No berth movements take place during hours of darkness.10. At Macun, ship/shore communications only possible with

‘‘Penavico Haikou’’ by VHF.Note: Limit of VHF range.

11. On departure, Harbour Pilot disembarks at Buoy No. 4, and vesselproceeds to Haikou Anchorage without pilot, and awaits portclearance. Route not to be recommended during hours ofdarkness and at times of restricted visibility.

12. Please see plans and drawings for additional remarks.

REPORT: 1998.Approaches: Fairway: Max. draft 8.0 m., at H.W. up to 9.5 m.

Berths No. 1 – 15 (including oil wharf): Channel depth 6.5 m., 7.0 m.at H.W.

Berths No. 16 – 19: Channel depth 9.0 m., 9.5 m. at H.W.Berthing:

Berth Length Cranes RemarksNo. (m.)

1 – 3 General Cargo4 Passengers

5 – 6 160 General Cargo7 – 8 120 General Cargo9 – 11 336 1�10 tons12 – 14 436 5�10 tons Bulk

15 Dangerous Cargo16 Timber17 5�10 tons

18 – 19 476 1�30 tonsCargo Handling Facilities: 109 cargo handling machines (cranes,loaders/unloaders, tractors, etc.) with capacities up to 40 tonnes forcontainers and 10 tonnes for other cargoes.Tankers: Chemical Wharf: LOA 150 m., draft 7.2 m.

HAIMEN: 28.41 N. 121.27 E.

PILOTAGE: Pilot is compulsory, provided by pilot station of TaizhouHarbour. Notice of ETA and request for Pilot must be made to the Pilotsat least 24 hours in advance.

Address: 38 Jiang Bin Road, Jiaojiang, Taizhou City. Tel: 8883722,8224571 (Ext. 287 or 294).ANCHORAGES: 2 anchorages as follows:Depth: 9.0 m.Ground: mudHolding: good holding capacitySize for Mooring Vessels: 10,000 d.w.t.

Pilot and Quarantine Anchorage Barge AnchorageLatitude Longitude Latitude Longitude

28� 40' 12" N. 121� 45' 18" E. 28� 41' 06" N. 121� 44' 30" E.28� 39' 12" N. 121� 47' 18" E. 28� 40' 18" N. 121� 44' 30" E.28� 39' 12" N. 121� 45' 18" E. 28� 40' 18" N. 121� 45' 42" E.28� 40' 12" N. 121� 47' 18" E. 28� 41' 06" N. 121� 45' 42" E.

CHINA, P.R. OF


RESTRICTIONS: Vessel’s inward and outward passage may berestricted by visibility at night, state of tide, vessel’s draft, etc.

Draft Limitation in the Channel: Maximum draft 6.80 m.Tidal Range: Maximum 6.30 m., average 4.0 m.

VHF: Harbour Master – Channel 14. Harbour Bureau – Channel 9.Shore Radio Station – Channel 16.TUGS: 2�60 h.p.BERTHING:

Wharf Length Depth SizeCargoHandled

ShoreCranes

(m.) (m.) d.w.t.No. 1 110 6.5 5,000 Coal 2�16 tonsNo. 3 165 6.0 1,000 General 6�16 tons

3,000 3�5 tonsNo. 7 36�3 4.0 500 Passengers1�1 ton

1,000Container 244 7.0 5,000 Containers 1�35 tons

1�25 tonsTaizhou goods and Materials Wharf

71 6.22 1,000 Cargoownerowned

1�5 tons1�8 tons1�16 tons

Taizhou Petroleum Company80 7.8 - 3,000-

5,000Tanker

Taizhou Power Plant Wharf173 5.8 3,000 Coal 4�15 tons144 6.5 5,000 7�10 tons268 6.8 10,000

STEVEDORES: Working Hours: 0730 hrs. – 1130 hrs., 1430 hrs. –1800 hrs., 1900 hrs. – 2100 hrs., 2100 hrs. – 0300 hrs., 0300 hrs. –0700 hrs.FRESH WATER: Available.REPAIRS: Possible.

REPORT: 1998.Max. Size: Draft 7.0 m., LOA 150 m., 5,000 d.w.t. No beam restriction.Cargo Handling Facilities: 20 cargo handling machines with capacitiesup to 35 tonnes.Main Imports and Exports: Containers, grain, steel, timber, cement,coal, general cargo.Loading Rates: Bulk – Up to 1,500 tonnes per day.

Packaged Cargo – 800 tonnes per day.Discharging Rates: Bulk – Up to 2,000 tonnes per day.

Packaged Cargo – 700 tonnes per day.

AUTHORITY: Taizhou Harbour Superintendent Bureau, 38 Jiang BinRoad, Jiaojiang District, Taizhou City, Zhejiang Province, China.Tel: �86 (576) 888-1169. Cables: 3263. FAX: �86 (576) 888-1169.Contact: Mr.Sheng Hua Xu, Mr.Wen Jun Zhu and Mr.Xia Dong Chen,Port Directors.

HANGZHOU: 30.43 N. 121.20 E.

PILOTAGE: The pilot boards in position Lat. 30� 38' N., Long.121� 20.3' E.BERTHING: Jinshan Tanker Terminal: The recently completed tankerterminal has 2 berths where vessels with draft 6.5 m. can berth.FRESH WATER: Not available.FUEL: Not available.GENERAL: Officials travel from Shanghai which is 100 Km. from theport.

HONG KONG: 22.18 N. 114.10 E. (See Plan)

With effect from 1st July 1997 Hong Kong returned to Chinesesovereignty. Its complete and proper title is ‘‘The Hong Kong SpecialAdministrative Region of the People’s Republic of China’’.

PORT LIMITS: (Approximately): Western Entrance – the N.S. linebetween S.E. extremity of Tsing Yi Island and the flashing light at S.W.corner of Green Island. Eastern Entrance – the N.E./S.W. line betweenthe on-shore Fl. W. and the Fl. R. lights either side of the Lei Yue MunPass.DOCUMENTS: Also see ‘‘Shipmaster’s Reports’’.Pre-Arrival Immigration Clearance Facility:1. The attention of Owners, Operators, Agents and Masters of vessels

is invited to the availability, since 1st September 1992, of Pre-ArrivalImmigration Clearance facility for vessels intending to call at HongKong. Under the scheme, all vessels other than North Koreanvessels and vessels carrying any North Korean crew, are eligibleto apply, provided they meet the normal Immigration requirements.Each application is, however, considered on its own merit.

2. Under existing procedures, supernumerary crew, i.e. those notactually employed in the working or service of the ship, are treatedas passengers, and if they are visa nationals, they require theirtravel documents and visas to enter Hong Kong. Vessels carryingsupernumerary crew without proper documentation will beprecluded from PAC facilities. However, consideration may be givento the issue of visas to them upon the ship’s arrival in Hong Kong,provided details are given 48 hours in advance.

3. Applications should be made on Form ID325, with supportingdocuments specified in Para. 4 below, to the Chief ImmigrationOfficer, Harbour Control Section, 2nd Floor, Central GovernmentPier, 32 Man Fai Street, New Reclamation Area, Central, HongKong, at least 48 hours before the estimated time of arrival of avessel. The Form ID325, ‘‘Application for Immigration Pre-ArrivalClearance for Vessels’’, may be obtained from the Harbour ControlOffice.

4. Supporting documents consist of:(i) Three copies of the Crew List,(ii) Two copies of the Passenger List, and(iii) A cable from the Master requesting Pre-Arrival Immigration

Clearance certifying that all travel documents of crew andpassengers are valid for their intended period of stay in HongKong. The cable should be sent after the vessel has left itsprevious port of call, and may be submitted separately (afterthe original application) to the Harbour Control Section notless than 24 hours before the ship’s arrival in Hong Kong.

5. All vessels are encouraged to use this Pre-Arrival facility as it isintended to improve the port efficiency and turn around time ofvessels.

6. Further information may be obtained by writing to the ChiefImmigration Officer at the address given in Para. 3 above, or bytelephoning the Harbour Control Office at Tel: �852 2534 7102.

Marine Department (Arrival):Marine Department Shipping Report General Declaration (Form

MO 618).Certificate of Registry and/or International Tonnage Certificate.Certificate of Fitness (all vessels carrying chemicals in bulk if

applicable).Safety Management Certificate and a copy of the company Document

of Compliance (oil tankers, chemical tankers, gas carriers, bulk carriersand cargo high speed craft of 500 gross tons and over and all passengerships).

Passenger ship: Safety Certificate.Passenger or cargo ship: Load Line Certificate.Cargo ship: Radio Certificate.Cargo ship: Safety Equipment Certificate.Cargo ship: Safety Construction Certificate.Ship’s Articles of Agreement with the crew (if the ship is registered in

Hong Kong, or is a foreign ship belonging to a nation not representedby a Consul in Hong Kong).

Derat Certificate or Derat Exemption Certificate.International Oil Pollution Prevention Certificate.1 copy of the Dangerous Goods Manifest (if applicable) and a

declaration that dangerous goods are being carried in accordance withthe IMDG Code.

1 copy of the Radioactive Substance Manifest (if applicable) and adeclaration that any Class 7 substances are being carried in accordancewith the IMDG Code.Note (1): The ship’s Articles of Agreement to be submitted to theMercantile Marine Office, all others must be submitted to the CentralMarine Office of Marine Department within 24 hours of a ship’s arrivalwith the exception of the Dangerous Goods Manifests (2) which shouldbe submitted to the Dangerous Goods and Project Section at least48 hours prior to the vessel’s arrival.Note (2): According to SOLAS Chapter IX (management for the safeoperation of ships), Document of Compliance and Ship ManagementCertificate are required to be submitted by all ships.

For regular port callers employing Agents with established credibility,all the above requirements are waived providing:(a) The original certificates have been sighted once.(b) Validity of certificates is maintained.(c) Marine Department Shipping Report General Declaration (Form

MO 618) is submitted by fax on vessel’s arrival.(d) Dangerous goods requirements are being complied with.In addition to the above, certain types of vessels are required to give

notification to the Director of Marine prior to arrival as follows:(i) The Master of every vessel over 300 gross tons, address to

‘MARDEP’ using:(a) W/T communications via Hong Kong Radio (VPS); or(b) Telex: 63607 MDVTS HX; or(c) VHF Channels 12 and 67.(d) Fax: �852 2858 6646.An initial notification of not less than 12 hours before the vesselis expected to enter the waters of Hong Kong, also a confirmatorynotification of not less than 4 hours before the vessel is expectedto enter the waters of Hong Kong.

(ii) The Master, Owner or Agents of every oil tanker (if carrying morethan 2,000 tons of persistent oil bulk), gas tanker and chemicaltanker, address to ‘MARDEP’ by Telex: 63607 MDVTS HX orFax: �852 2858 6646, not less than 48 hours before the vesselis expected to enter the waters of Hong Kong, a tanker arrivalnotice.

Marine Department (Departure):1 Application for Port Clearance (MO 618), 1 copy of Dangerous

Goods Manifest.1 All relevant documents and trading certificates are the same as

those required for the Report of Arrival.Port Health Office (Arrival Only):

1 Maritime Declaration of Health.1 Ship’s Passenger List.1 Crew List.

Derat Certificate or Derat Exemption Certificate (whichever isapplicable).A copy of the cargo manifest is required if the vessel comes froma plague infested area.

Note: The above documents/forms must be produced for the inspectionof the Port Health Officer on boarding at the Quarantine Anchorage.

CHINA, P.R. OF


Customs and Excise Department:1 Ship’s Import/Export Cargo Manifest upon request, for Cargo

Research Division, 9/F, Custom House, 63 Container Port RoadSouth, Kwai Chung, New Territories.

1 Import/Export Statement in respect of Dutiable Goods (CED 39 and40) for Excise Control Group, 7/F, Harbour Building, 38 Pier Road,Hong Kong.

1 Ship’s Import/Export Cargo Manifest, upon request, for boardingCustoms Officers.

1 Arrival Declaration in respect of Dutiable Stores (CED 64), uponrequest, for boarding Customs Officers.

1 Ship’s Narcotics List, upon request, for boarding Customs officers.1 hip’s Firearms and Ammunition List, upon request, for boarding

Customs officers.1 Arrival Declaration (CED 114) and one copy of Crew List and

Passenger List, upon request, for boarding Customs Officers.NOTE: According to current practice, the Trade and Industry Departmentand the Census and Statistics Department, also both receive a copy ofthe ship’s Import/Export Cargo Manifests from the respective shippingagents. These copies are in addition to the copies supplied to theCustoms and Excise Department.Immigration Officer (Arrival):

2 Transit-Passenger Lists.2 Landing-Passenger Lists.3 Crew Lists.

Note: The above forms must be produced for the inspection of theImmigration Officer on boarding after the ship has been ‘cleared’ by thePort Health Officer.Immigration Officer (Departure):

2 Lists Passengers boarding.2 Lists Transit Passengers.2 Crew Lists.

Post Office (Arrival Only):1 Ship’s Mail Manifest.

Hong Kong Police:1 List of Arms and Ammunition on board (Nil return required) to be

handed in at the Entry and Clearance Office with MarineDepartment papers.

Immigration: Immigration formalities take place at the Eastern or WesternExamination Anchorages after clearance by the Port Health Authorities.Immigration launches are on duty 24 hours a day in the WesternAnchorage and from 0600 hrs. to 1800 hrs. in the Eastern Anchoragethroughout the year. The Tuen Mun Immigration Anchorage (TMIA)operates round-the-clock for river trade vessels plying between HongKong and the Pearl River Delta Ports. Ocean-going vessels will not beaccorded immigration clearance services at the TMIA.ARRIVAL: It is mandatory for Shipmasters to cable MARDEP HongKong 24 hours (See ‘‘Notices’’ – No. 44/1995) before arrival requestingpermission to enter Hong Kong waters and advising ship’s name,nationality, type of vessel, total number of persons on board, ETA abeamof Waglan Island and reason for call. It is not permitted to enter HongKong waters until permission has been granted. It is mandatory for allvessels over 300 tons gross to carry VHF radiotelephone capable ofoperating on Hague Plan frequencies and to make contact with theVessel Traffic Centre on Channel 12 on Eastern Approach andChannel 67 on Western Approach before entering Hong Kong watersand thereafter at specified calling points. They should report theirposition, ETA at Pilot Station, final berth, and intended route inwards,East or West. The vessel’s air draft should also be reported (This isneeded to check the vertical clearance for vessels to pass under theTsing Ma Bridge – See ‘‘Notices’’ – No. 109/1997 (Not reproduced)).

Airdraft InformationShipowners, Operators, Agents and Masters or persons-in-charge of

vessels or other floating craft intending to enter the waters of Hong Kongare reminded to provide the Vessel Traffic Centre (VTC, call sign‘‘Mardep’’) with the airdraft of such vessels or floating craft. Thisinformation should be included into the pre-arrival notification of thevessel and be submitted to the VTC not less than 24 hours before thevessel’s intended entry into the waters of Hong Kong. Airdraft is definedas the height of the highest point of a vessel’s structure above sea levelat any particular draft.

Shipmasters are also asked to report any other relevant informationsuch as dangerous (including radioactive) goods on board. If the vesselis taking a Pilot, reference should be made to the ‘Sailing Directions’ inthe China Sea Pilot Vol. I, with regard to the positions of the Pilot Stations,and Pilots should only be embarked or disembarked at these points.Additional radio reports to MARDEP during the vessels inward or outwardpassage aid in the safe movement of all vessels in the port andapproaches. The Marine Department provides radar-assisted VesselTraffic Service. The system consists of modern and reliable land-basedradar surveillance, tracking and data processing equipment.APPROACHES: (A) Dry-cargo and container vessels: The approachesare reasonably free from hazards and are well marked by day and night.Vessels intending to proceed directly to a berth from the sea, or to departfrom a berth and proceed directly to sea, shall enter or leave throughthe approach that is closest to her berth, i.e. Tathong Channel for berthsto the East of Macau Ferry Terminal (Buoy MFT 1), and East or WestLamma Channel for berths to the West of that buoy. Also see ‘‘Notices’’– No. 72/1997.

(B) Tankers: Tankers without a gas-free certificate are prohibited fromtransit through Victoria Harbour. Tankers which berth at Tsing Yi Island,Lamma Island, and Tap Shek Kok are requested to use the Westernapproaches. A channel has been dredged at Hongkong ElectricCompany Wharf at West Lamma Island for the purpose ofaccommodating vessels at 13.8 m. draft.

(C) Buoyage: The system of buoyage used in Hong Kong is the IALASystem.

Compulsory traffic separation lanes are in force for both the East andWest approaches. Up-to-date Admiralty charts should be consulted fordetails.

PILOTAGE: Pilotage is compulsory in the port for certain categories ofships, as described in the Pilotage (Amendment) Ordinance 1995, whichcame into effect on 1st October 1995. Pilots are licensed by the PilotageAuthority (Tel: �853 2803 0840. Fax: �852 2803 0859. Cables: PilotHong Kong. Email: [email protected]), and are available to boardships at the 5 pilot boarding stations described in the Second Scheduleof the above mentioned Ordinance.

The Hong Kong Pilots Association provides pilotage services. Pilotsgenerally board inbound ships using the Eastern Entrance in the vicinityof the Lei Yue Mun ‘TCS4’ Buoy (Lat. 22� 16' 00" N.,Long. 114� 15' 40" E.) and disembark at the same point fromoutward-bound ships. At the South-Eastern Entrance, Pilots generallyembark and disembark to the West of Round Island (Lat. 22� 13.05' N.,Long. 114� 09.70' E.). It is a contravention of Regulation 21(1) of theShipping and Port Control Regulations, Chapter 313, for any vessel topick up or discharge a Pilot within a distance of 1 nautical mile from thecentre of either the Lei Yue Mun Pass or the Sulphur Channel. Maximumspeed inside Harbour is 8 knots.

Schedule 1 to the Pilotage Ordinance (Cap. 84)Ships Subject to Compulsory Pilotage

(1) A ship of 3,000 gross registered tonnage or over.(2) A ship of 1,000 gross registered tonnage of over proceeding to

or from any wharf specified in Part I of the First Schedule, andany container terminal specified in the Third Schedule, to theDangerous Goods (Shipping) Regulations (Cap. 295 sub. leg.).

(3) A ship of 1,000 gross registerd tonnage or over carryingdangerous good specified in Categories 1, 2 and 5 in theSchedule to the Dangerous Goods (Classification) Regulations(Cap. 295 sub. leg.).

(4) A ship of 1,000 gross registered tonnage or over proceeding toor from a Government mooring buoy.

(5) A ship of 300 gross registered tonnage or over which:(a) Is, for any reason, unable to proceed under its own power,

manoeuvre with its own steering gear, or work with its ownanchors;

(b) Has any part of the hull structure removed, or under repair,which may affect the water-tight integrity of the ship, or

(c) Is at risk of causing injury to persons or damage toproperty, any other ship or the environment by virtue of thecondition of the ship or the nature or condition of its cargo.

(6) A gas carrier as defined in Regulation 2 of the MerchantShipping (Safety) (Gas Carriers) Regulations (Cap. 369sub. leg.).

Hong Kong Pilots can be contacted on VHF Channel 11.ANCHORAGES: Examination Anchorages (quarantine and immigration)for clearance inwards are situated within the harbour limits to cover theentry of shipping from East and West. The principal dangerous goodsanchorages are situated at the Western end of the harbour and at KauYi Chau (tankers), whilst there are others at Junk Bay, Tsuen Wan andRocky Harbour.

The Western Examination Anchorage works 24 hours a day whereasthe Eastern Examination Anchorage works from 0600 hrs. – 1800 hrs.Since 20th June 1994, the Tuen Mun Immigration Anchorage (TMIA) hascome into operation. With effect from 14th October 1998, Immigrationclearance services here has been extended to 24 hours daily for rivertrade vessels plying between Hong Kong and the Pearl River Delta Ports.Ocean-going vessels will not be accorded immigration clearanceservices at the TMIA. Only on request. Ships requiring service in theEastern Quarantine Anchorage should advise MARDEP on VHF radioChannel 12 when establishing contact prior to arrival.Report: The following was sent by the Marine Department to TankerTerminal Operators in September 1993 (Updated 1996).Quote:Vessel Traffic Centre – Anchoring of Large Tanker Vessels AwaitingBerths at Approved Petroleum Wharves:

Tankers of 120 m. LOA or more in length and which are intending toberth at Tsing Yi, will be instructed by Vessel Traffic Centre (VTC) toproceed to anchor at South Lamma Dangerous Goods Anchorage(SLDGA), if they cannot confirm their berths are available before enteringthe waters of Hong Kong. Only under very exceptional circumstanceswill such large tankers be allowed to proceed to anchor at ReservedDangerous Goods Anchorage (RDGA). Tankers of less than 120 m. LOAmay continue to anchor in Kau Yi Chau Dangerous Goods Anchorage(KYCDGA) for the time being pending further proposals on anchorageareas and fairways currently being formulated by this department.

The implementation of the above requires close coordination betweenvarious offices. I should be grateful therefore if you would make allnecessary arrangements, including providing the Masters before theyapproach, the information on whether a berth is available and, if adesignated berth is still occupied, instruct the Master to anchor and waitat SLDGA. You should also book a pilot only for berthing your vesselalongside Tsing Yi Wharf. I will inform pilots that they should not takelarge tankers to KYCDGA unless there is permission from VTC.Unquote.MAX. SIZE: Largest vessels calling regularly have been containervessels, length up to 305 m., with drafts up to 14.6 m.; tankers lengthover 274 m., draft 14.6 m. Maximum size governed by draft of vessel.No limit as to length and beam. Draft in harbour: ‘‘A’’ class mooringbuoys 5.7 m. to 12.0 m. ‘‘B’’ class mooring buoys 4.8 m. to 8.8 m.HEALTH:From: Port Health Office, 18th Floor, Wu Chung House, 213 Queen’s

Road East, Wan Chai, Hong Kong.Dated: 12th June 2000.Dear Sir,New Procedure for Application for Radio Pratique:

I have the pleasure to inform you that with effect from 19th June 2000(Monday), applications for Radio Pratique can be made by Fax: �8522893 6747 to our Port Health Head Office. This will save your companyfrom applying in person.


CHINA, P.R. OF


Your attention is drawn to the following changes:1. To enable your application by Fax, the Shipmaster will need to

send the telex concerning health status of the vessel both to yourcompany and directly to our office (Telex: 77861). Please remindyour vessel’s Master to do so. Should we fail to receive theMaster’s telex, this new procedure will cease to be applicable,and your company will need to apply in person.

2. Fax: �852 2893 6747 is suitable for your application both duringand after normal office hours. However, if you wish to enquire onthe Radio Pratique matters after normal office hours, you shouldstill ring our Airport Section on Tel: �852 2182 1303.

3. The approval/rejection notice will be notified to your company byfax.

4. The Maritime Declaration of Health and the Passengers and CrewList must be forwarded to our office within 24 hours of arrival ofthe vessel. This can, however, be done by post instead of inperson.

The leaflet on the new procedure for application for Radio Pratique isenclosed for your easy reference. I trust the new procedure will facilitateyour conduction of business in a more cost-effective manner.Yours sincerely,Signed: Chief Port Health Officer.New Procedure for Application for Radio Pratique:

1. Applications for Radio Pratique must be made by the Mastersthrough their shipping companies or Agents who can apply byFax: �852 2893 6747 to Port Health Head Office. The requireddocuments to be faxed are completed application form and thetelex message from Shipmaster.

2. Shipmasters will need to send the telex on healtH status of thevessel to both shipping companies or Agents for Radio Pratiqueapplication and to Port Health Head Office (Telex: 77861) forverification. Port Health Head Office will redirect applications afternormal office hours to Port Health Airport Section for processing.

3. The Duty Officer of Port Health Head Office or Airport Section willsend the approval/rejection notice to the applicant by fax.

4. Shipping companies or Agents will be responsible for notifying theMasters concerned.

5. No Radio Pratique will be granted between 0000 hrs. and0900 hrs.6. The Radio Pratique granted will automatically expire 24 hours after

the stated expected time of arrival in Hong Kong SAR.7. The Radio Pratique granted will no longer be valid if there is any

change in the health status of persons on board the vesselconcerned during the period from the submission of the applicationto the actual time of arrival of the vessel in Hong Kong SAR. Thismeans that the Master of the vessel concerned will have to proceedto the Quarantine Anchorage for health inspection and display theappropriate signal:Day: International code flag ‘‘Q’’.Night: A red light over a white light in a vertical line, 2 m. apart.

8. Vessels granted Radio Pratique will be required to display thefollowing signal when entering Hong Kong SAR waters:Day: International code flag ‘‘T.O.’’.Night: 3 white lights in a vertical line, 2 m. apart.

9. Shipping companies or Agents should forward the MaritimeDeclaration of Health and Passengers and Crew List to the PortHealth Head Office within 24 hours of arrival of the vessel. Thiscan be done by hand or by post.

10. If Port Health Head Office fail to receive the telex on the healthstatus of the vessel from the Shipmaster, the above newprocedures (1 – 9) will cease to apply. The previous procedureinvolving application in person will have to be re-instated.

Quarantine services are also available at the Eastern and WesternQuarantine Anchorages.RADIO: Cable Agent via Radio Hong Kong call sign ‘‘VRX’’.

The Marine Department Vessel Traffic Centre (VTC) is manned24 hours a day throughout the year. It can be contacted by telex, bycable, by facsimile and by VHF radio-telephone on Channels 12 and 67.The VTC is the control centre of the Vessel Traffic System which consistsof modern and reliable land-based radar surveillance, tracking and dataprocessing equipment. The VTC can be contacted by Telex: 63607,Answerback MDVTS HX. Fax: �852 2858 6646.Wireless Telegraphy: Radio communication apparatus on board amerchant vessel is not permitted to be used while the vessel is withinHong Kong territorial waters except in the following circumstances:

When a vessel is proceeding through Hong Kong territorial waterssuch apparatus may be used to communicate on minimum power withthe nearest coast station or, if communication with the nearest coaststation is impracticable and the safe navigation of the vessel so requires,with a more distant coast station or another vessel;

For the purpose of summoning assistance on an occasion of dangerto the life of any person or to the vessel;

For the purpose of carrying out experimental tests for which permissionin writing must first be obtained.

During the period when tropical cyclone signals 8, 9 or 10 are in force,radio and television stations will extend their hours of operation aroundthe clock, and will undertake broadcasting of tropical cyclone warningsin English and Chinese, at two minutes to the hour and half past thehour. Should the expected local conditions so warrant, warnings will bebroadcast at quarter to and quarter past the hour. Warnings in Englishwill be broadcast by individual announcers at each station. RadioTelevision Hong Kong and Commercial Radio will provide a Chineseannouncer to broadcast warnings in Chinese from the broadcastingstudio at the Hong Kong Observatory.

If conditions are expected to worsen, tropical cyclone warnings maycontinue after the normal close down time of the stations, or commencebefore the usual starting time in the morning even though only the No.1 signal is in force at that time. After consulting the Director, Hong KongObservatory, the Director of Broadcasting will decide whether or not toadopt either of these courses. He will inform Commercial Radio,HK-TVB,ATV of his intentions as early as possible.

Frequencies: Radio Television Hong Kong:RTHK1 (Chinese): 92.6, 93.2, 93.4, 92.9, 93.6, 93.5, 94.4 MHz.RTHK2 (Chinese): 94.8, 95.3, 96.4, 95.6, 96.0, 96.3, 96.9 MHz.RTHK3 (English): 567 kHz, 1584 kHz, 97.9 MHz, 106.8 MHz (ChungHom Kok.RTHK4 (Chinese and English): 97.6, 97.8, 98.7, 98.4, 98.2, 98.1,98.9 MHz.RTHK5 (Chinese): 783 kHz, 106.8 MHz (Castle Peak).RTHK6 (Chinese): 675 kHz.Putonghua: 621 kHz, 100.9 MHz.Hong Kong Commercial Broadcasting Co. Ltd.:CR1 (Chinese): 88.1, 88.3, 88.6, 88.9, 89.1, 89.2, 89.5 MHz.CR2 (Chinese): 90.3, 90.7, 91.2, 90.9, 91.6, 91.1, 92.1 MHz.CRE (English): 864 kHz.Metro Broadcast Corporation Ltd.:HIT Radio (Chinese): 99.7, 100.0, 100.4, 101.6, 102.1, 100.5,101.8 MHz.FM Select (Chinese and English): 104.0, 104.7, 102.5, 105.5, 104.5,102.4, 106.3 MHz.Metro Plus (Chinese and English): 1044 kHz.

All ships bound for Hong Kong must obtain permission from MARDEPbefore entering the waters of Hong Kong. A contravention of this directionwill render offending Masters liable to a fine of HK$50,000 and toimprisonment of 1 year. When applying for permission to enter the watersof Hong Kong Masters must provide the information required ascontained in Marine Department Notices to Mariners No. 75 of 1997 (See‘‘Notices’’). All vessels are required to answer all signals including thosepassed from PLA vessels patrolling the approaches to H.K. whenapproaching Hong Kong.VHF: Vessel Traffic Centre, Marine Department Hong Kong Port Radiocall sign ‘‘MARDEP’’ Channel 12 on Eastern Approach, Channel 67 onWestern Approach, Channel 14 in Eastern/Western Harbour Sectors,24 hours listening watch. Range up to 35 miles. Navigational warningsare routinely broadcast on Channels 12, 14, 67 and 20 every hour.Maritime VHF Radio-telephone Service (Hague Plan): This serviceoperates in Hong Kong on Channels 16, 26 and 27. Channel 16 is thesimplex distress and calling frequency on which contact is made betweenshore and ship before changing over to either of the publiccorrespondence Channels 26 or 27.

Local connection to the service is via the Hong Kong TelephoneCompany and is made in the same way as for overseas radio-telephonecalls by dialling ‘‘0011’’. The local operator should then be informed thata telephone call is required on ‘‘the Maritime VHF Hague Plan Service’’.The operator will ask for details of the call, such as the name of the shipand the person required, and will then connect the call via Hong KongTelecom International Ltd. Calls can also be sent from ship to shore.The range is about 50 miles and the service is available at all times ofthe day and night.Harbour telephones: Service is provided by any one of 3 companies –Hutchinson Tel. Co., China Telecom System and CommunicationServices Ltd. Calls may be made between any two ships so equippedand between a ship and any telephone number on the Hong KongTelephone Company network.Ship to Shore service: Hong Kong Telephone Company will also provideship to shore telephone service by means of land lines at selected wharflocations. For service at the Container Port call Tel: �852 2420 8800.

Also see ‘‘Notices’’.TUGS: Available. Advance booking is required.

Name Bollard PullBrake Horse

Power(tons) (B.H.P.)

The Hong Kong Salvage & Towage Co. Ltd.Tung Lung* 43 3,200Shek O† 55.6 4,000Mai Po† 55.4 4,000Sung Kong‡ 56.7 4,300Ngan Chau‡ 57.4 4,300Tai Koo† 52.2 4,000Yam O† 55 4,200Heung Kong* 37 3,000Kwai Chung* 37 3,000Tolo* 37 3,000Sha Tin* 37 3,000Ting Kau* 37 3,000Tai Tam* 35 2,600Tai O† 53.6 4,000Tap Mun* 35 2,600Chek Chau* 47 3,600Nam Tong* 43 3,200Hung Hom* 38 3,000

South China Tug Co. Ltd.:Guangzhou 38 3,000Guilin 38 3,000Shanghai 40/39 3,000Shantou 50/45 3,600Shanwei 40 3,200Shengyang 38.4/34.9 3,000

Yiu Lian Tug:Hai Ba 35 3,200Hai Fa 40 3,000Hai He 30 2,400Hai Li 40 3,200Hai Lian 26 2,600Hai Qi 40 3,200Hai Shan 35 2,600Yiu Lian 18 40 3,200Yiu Lian 26 35 2,600Yiu Lian 27 35 2,600You Da 40 3,200You Fa 40 3,200

CHINA, P.R. OF


Name Bollard PullBrake Horse

Power(tons) (B.H.P.)

Chung Hing Tug:Chung Hing No. 1 18 2�624Sea Kent 33 2�1,280Sea Victor 33 2�1,280Wallex 2 18 2�624

* Coastal/Harbour Tug† Multi-Purpose/ Ocean Going Tug‡ Ocean Going/Berthing TugTug Requirements at Tanker Terminals: (Depending on LOA anddraft).

Company Berth Location Berthing UnberthingEsso Tsing Yi 2 – 4 2 – 3China Resources Tsing Yi 2 – 4 2 – 3Exxon Mobil Oil Wharf Tsing Yi 2 – 4 2 – 3Caltex Tsing Yi 2 – 4 2 – 3Shell Main Jetty Tsing Yi 2 – 4 2 – 3Aviation Fuel Farm – Hong

Kong AirportSha Chau 2 2

These tug requirements are to be used during normal workingconditions, with the proviso that it should have a flexibility on a case bycase basis, and should conditions deteriorate during inclement weather,such as in the typhoon season, then additional tug requirements maybe necessary.

Vessels with bow and/or stern thrusters of over 1,000 h.p. each willbe able to allow for one tug less per thruster over the 1,000 h.p.mentioned, at separate ends of the vessels, subject to Agent or Mastergiving requisite confirmation that the thruster is capable ot thishorsepower, or in excess of, and that they are in good working condition,and depending on the thruster being submerged at the relevant draft.

Providing that duckpeller tugs are ordered, subject to availability, acompromise may be reached allowing for the number of tugs to bereduced.

It is strongly recommended that these guidelines be strictly followed,due to the volatile and dangerous cargoes that these vessels transportto and from oil terminals.BERTHING: Berthing of dry cargo vessels alongside wharf can beperformed any time during day and night. Berthing at tanker wharf notpermissible after sunset, depending on size of vessel or other specialcircumstances. Ships carrying explosives must obtain permission fromthe Marine Department before berthing is allotted.Boatmen: Labour to handle ships’ mooring lines when berthing andunberthing at any of the wharves in Hong Kong waters is supplied bythe owners of the wharf concerned, the cost being included in theberthing fee. For berthing at a Marine Department mooring buoy it isusual for the ship’s Agent to arrange for boatmen to handle the ship’sslip wire and anchor cable, unless the ship’s crew undertake this task.The services of boatmen are generally obtained through the Hong KongPilots Association.Mooring Buoys: See ‘‘Max. Size’’ All ships are required to secure toMarine Department mooring buoys by their chain cable (vessel to supplyshackle). The maximum length of a ship permitted to berth at an ‘‘A’’class mooring is 183 m., the swing circle encompassing each buoyhaving a radius of 214 m. The maximum length of a ship permitted toberth at a ‘‘B’’ class mooring is 137 m., the radius of swing circle aroundsuch buoys being 168 m. It is therefore within the limits of safety for avessel, when secured to a Marine Department mooring, to slack out to‘‘1 shackle on the windlass’’ and still clear ships berthed at adjacentbuoys, except in exceptional circumstances. As all Marine Departmentmoorings are of the 1-legged type, it is permissible, shouldcircumstancesmake it necessary, for a ship, when attempting to secure to a mooring,to drop an anchor at not less than 15 m. from the buoy without foulingthe mooring chain.

30 ‘‘A’’ class mooring buoys and 26 ‘‘B’’ class mooring buoys for oceangoing vessels.WHARVES: Kowloon Wharf Terminal & Warehouse Ltd.: OceanTerminal: Length 396 m., depth 9.0 m. – 11.0 m.CRANES: The Hong Kong Salvage & Towage Co.Ltd. operate a floatingcrane ‘‘Proteus 1’’ of 350 tonnes capacity.BULK CARGO FACILITIES: China Light & Power:Location: Tap Shek Kok (N.T.).Berth: Length 545 m., depth 20 m., max. draft 16.0 m., max. beam 42 m.LOA no restrictions.Cargo: Discharge rate for coal 15,000 tons per day.Hong Kong Electric Co. Ltd.:Location: Lamma Island.Berth: Depth 15.8 m., max. draft 13.8 m., max. LOA 270 m. and max.beam 40 m.Cargo: 2 unloaders for coal, rate 15,000 tons/day.

Also see ‘‘Shipmaster’s Report’’ dated July 1991.China Cement:

Location: Tap Shek Kok (N.T.).Berth: Length 270 m. Depth 14.0 m. Max. size 60,000 d.w.t.

CONTAINER HANDLING FACILITIES:Modern Terminals:Terminals: No. 1, 2, 5 and 8 (West).Berths: 5.Total Area: 78.19 hectares.Length of Main Berths: 1,822 m.Length of Lighter Berths: 85 m.Min. Depth Alongside:

Terminals 1, 2 and 5: 13.27 m.Terminal 8 (West): 15 m.

Cranes: 19 quay gantry cranes, 7 rail mounted gantry cranes and75 rubber tyred gantry cranes.Storage: 112,585 sq.m. warehouse area (gross leasable area),55,865 TEUs stacking capacity and 2,454 reefer points.

CSXWT Hong Kong:Berths: 1.Total Area: 16.7 hectares.Length of Main Berths: 305 m.Min. Depth Alongside: 14.0 m.Cranes: 4 quay gantry cranes and 8 rubber tyred gantry cranes.Storage: 620,000 sq.m. warehouse area (gross leasable area),10,872 TEUs stacking capacity and 378 reefer points.

HIT Terminals:Terminals: No. 4, 6, and 7.Berths: 10.Total Area: 92 hectares.Length of Main Berths: 2,987 m.Length of Lighter Berths: 305 m.Min. Depth Alongside: 12.2 m. – 15.0 m.Cranes: 35 quay gantry cranes, 24 rail mounted gantry cranes,98 rubbertyred gantry cranes and 4 rail mounted jib cranes.Storage: 80,000 TEUs stacking capacity and 1,356 reefer points.

Cosco HIT Terminals:Terminal: 8 East.Berths: 2.Total Area: 30 hectares.Length of Main Berths: 640 m.Length of Lighter Berths: 448m.Min. Depth Alongside: 15 m.Cranes: 9 quay gantry cranes and 32 rubber tyred gantry cranes.Storage: 24,000 TEUs stacking capacity and 696 reefer points.

Also see ‘‘Developments’’.STEVEDORES: The following table shows the average handling ratesper gang hour:

Cargo Place Load Rate DischargeRate

tons per gang hourGeneral Wharf 12 15General Stream 10 12Bale or bag Wharf 20 25Bale or bag Stream 15 20

Stevedores work 24 hours per day except Mid-Autumn Festival andChinese New Year Holidays.TANKERS: Any leaking of oil to water will be subjected to heavy fines.If not gas-freed, not allowed through harbour.

Also see ‘‘Tankers – Oil Installations’’.Shell: Main Jetty:

Max. LOA: 245 m.Max. Draft: 15.5 m.Max. Displacement: 130,000 tonnes.Minimum Size: LOA 77 m. (Depth 5.85 m.).Smallest Vessel: 2,300 d.w.t. for Bitumen.Product Handled: See ‘‘Tankers – Oil Installations’’.Services: Bunkers and fresh water available by barge. No dirty ballast

or slop facilities.Density: 1025.Restrictions: Berthing and unberthing possible day and night.Pilotage: Pilot boards off Ngan Chau.Loading Arms: There are a total of 6 loading arms. Product and

location (From South to North) as follows:1. ULP 10 in. size2. Gasoil 10 in. size3. Jet A-1 10 in. size4. Gasoil 10 in. size5. Not in use.6. Not in use.

Remaining products are discharged via hoses. Hoses have to bepicked up by ship’s derrick.

Also see ‘‘Tankers – Oil Installations’’.LPG Jetty:

Max. LOA: 135 m.Max. Draft: 8.0 m.Max. Size: 8,136 d.w.t. (10,200 cu.m.).Minimum Size: 1,500 d.w.t., LOA 70 m. (Depth 5.4 m.).Products: LPG.Services: Bunkers, diesel and fresh water available by barge.Density: 1025.Restrictions: Berthing and unberthing possible day and night.Pilotage: Pilot boards at Ngan Chau. Compulsory for vessels over

1,000 g.r.t.Minimum/Maximum Distance from Ship’s Manifold to Waterline:

1.40 m./9.30 m.Max. Distance Bow to Centre Manifold: 71 m.Max. Distance Stern to Centre Manifold: 65 m.

Esso: The Esso Tsing Yi Terminal is situated on the Southern part ofTsing Yi Island in position Lat. 22� 19.7' N., Long. 114� 06' E. The facilitiesare owned by Exxon Storage & Wharfage Company Ltd., and used byEsso Standard Oil Hong Kong Ltd., and are used for discharging dirtyand clean products, chemicals and LPG.Pilots: At the Western entrance, Pilots generally embark and disembarkoff Ngan Chau.

The Pilots maintain a listening watch on VHF Channel 11. Senior Pilotswill usually be assigned to larger tankers.

Pilot launches display the international signals by day and by nightand during poor visibility sound the international signals. In addition theymay sound an identity signal of 4 short blasts.Esso Tsing Yi Terminal: The berth consists of a T-head pier having3 separated areas for handling barges and tankers ranging from500 – 120,000 d.w.t.

The main loading area is designated Berth No. 1 and consists of afendered loading platform, 2 fendered breasting dolphins, 4 mooringdolphins and associated equipment such as capstans, quick release

CHINA, P.R. OF


mooring hooks for 120,000 d.w.t. tanker, etc. Berth No. 2 is provided byfendering the onshore face of one of Berth No. 1 Eastern mooringdolphins and adding an adjacent breasting dolphin suitable for vesselsup to 2,500 d.w.t. Berth No. 3 is a small berth for vessels up to 500d.w.t. and is located adjacent to the Eastern side of the trestle/accessway. In addition there is a small jetty from the shore, inside of the Westernside of the T-head, used at the present time by small tankers up to 2,000d.w.t. and barges loading/discharging FO, ADO and LPG.Berthing Procedure: At the present time the berthing of tankersexceeding 180 m. LOA and up to 14.63 m. draft is carried out at H.W.slack only or H.W. neap during daylight hours when no H.W. slack existsfor that day.

Tankers not exceeding 180 m. LOA, draft under 12.0 m. can beberthed day and night. Currents near the berth, up to a distance ofapproximately 400 ft. off, run parallel to the berthing face. Further out,the ebb tide sets out and the flood tide in towards the North. Vesselsalways berth port side to. (Maximum tidal current is generally below1 knot). In addition to the 2 escort tugs used for larger vessels for thepassage through the channel from Green Island, usually 2 more tugsare in attendance for berthing larger vessels. Tugs are normallyemployed in the alongside manner and use their own wire. Pilots bringvessel parallel to the berth, and about 200 ft. off, and then ease heralongside with the aid of attending tugs and mooring lines.

Nearby, approximately 500 ft. Eastward is a new berth owned andoperated by China Resources Oil Company. This berth projects furtheroffshore than the Esso Pier. Caution has to be exercised not to overshootthe Esso Berth.

Two mooring launches strong enough to handle 120,000 d.w.t.vessel’s wire ropes are in attendance. All 4 mooring dolphins are fittedwith triple quick release hooks and capstan. The 2 breasting dolphinsand 2 corners of the loading platform are fitted with double quick releasehooks and capstan. The terminal requires that larger vessels use aminimum of 2 headlines, 2 forward breastlines, 2 forward backsprings,2 aft backsprings, 2 aft breastlines and 2 sternlines.

Products

No. andSize of

Loading Arm ShorelineMaximumPressure

AverageDischarging Rate

(in.) (p.s.i.) (bbls.p.h)Dark Product 4�10 in. 12/20/24 100 11,000 per load armDPK 1� 8 in. 10 100 8,000DPK andother cleanproducts/lubes

2� 6 in. 6 and 8 100 2,500/4,000

LPG Liquid 6 in.Vapour 4 in.

6 4 350 800

Chemical 1� 6 in. 6 100 2,500Tolo Harbour Terminal:

The vessel called at Tolo Harbour to discharge a parcel of Light VirginNaphtha.

The following information should be of some use to vessels having tocall at Tolo Harbour in the future.Position: Lat. 22� 26.8' N., Long. 114� 14.5' E.Operators: China and Hong Kong Gas Co. Ltd.Products handled: Light Virgin Naphtha.Cargo connections: 2 � 10 in.Shore Tanks: 6 km. away. Submarine pipeline 24 in.Pilotage: Daylight movements only.Tugs & mooring launches: Come around from Hong Kong harbour.Vessel: LOA 198 m. Max. draft 11.0 m.

See ‘‘Plan’’.Oil Installations:

BerthBerth

Length*

DepthA/sideC.D. Grade

DeliveryRate

HoseConnection

(m.) (m.) (t.p.h.) (in.)Shell Hong Kong Ltd., Tsing Yi1Main jetty 226 18.5 N-Hexane 120 4

MIBK 120 4DMK 120 4MEK 120 4IPA & Back Load 315 8Polyols 200 6ULP-UP 670 10Xylene 170 4Ind. Kero 310 4X-55B 210 4T-407 290 4Jet A-1, Kero 985 10Gas Oil 1,500 10�2ULP 670 10Lub. Add 200 8HVI 60/160 B 215/220 8HVI 650 220 8Bitumen 150 6

LPG 118 12.5 LPG (liquid) ** 110 4LPG (return) 3

* Distance between Outer Bollards.** Pressurised Capacity 6,000 (cu.m.)

BerthBerth

Length

DepthA/sideC.D. Grade Capacity

DeliveryRate

HoseConnection

No. (m.) (m.) (cu.m.) (t.p.h.) (in.)Caltex Oil Hong Kong Ltd., Tsing Yi2

1A 235 14.0 DO/MFO/Jet 60,000 1,200 101B 60 14.0 Boiler Diesel 20,000 400 102A 110 6.5 DO/LPG 5,000 200 6 – 42B 50 6.5 Jet 30,000 450 83 45 3.5 DO/ULG 1,000 200 64 45 3.5 DO/MFO 1,000 200 6

BerthBerth

Length

DepthA/sideC.D. Grade Capacity

DeliveryRate

HoseConnection

No. (m.) (m.) (cu.m.) (t.p.h.) (in.)5 65 3.5 DO/MFO 1,000 250 6

6A 110 8.0 DO/MFO/Jet 5,000 600 86B 65 8.0 DO/MFO 1,000 200 8

Exxon Mobil Oil Hong Kong Ltd., Tsing Yi3 5

700 38 Boiler Fuel 39,000 500 10MarineDiesel

26,000 300 8

Kerosene 17,000 300 8Esso Standard Oil (H.K.) Ltd., Tsing Yi3 5

920 52 See ‘‘Tankers’’China Resources Ltd., Tsing Yi4 5

640 40 Boiler OilMarineDiesel

20,000 12

Notes:1. A shore telephone is available at the berth. Shore electrical supply

is not available. Fresh water available from shore and by lighter.Berthing facilities available only for small coasters, ferries andharbour craft.

2. A shore telephone is not available at the berth. Shore electricalsupply is not available. Fresh water available by lighter only.

3. A shore telephone is available at the berth. Shore electrical supplyis not available. Fresh water available by lighter only.

4. A shore telephone is available at berth. Shore electrical supplyis not available. Fresh water available by lighter only.

5. Berth Length and depth in feetDENSITY: 1017.FRESH WATER: The supply to ships is made at commercial wharvesand from water boats.Water Boats:

Company Vessel CapacityDelivery(Approx.)

(tons) (t.p.h.)Leung Tai Kee Waterboat Co.Ltd.

Taikee No. 5 250 150-180

Taikee No. 6 320 150-180Taikee No. 7 130 150-180

Union Waterboat Co. Ltd. Water BoatNo. 3

300 150

Water BoatNo. 4

300 150

Tai Ng 295 150Pier services to Ocean Terminal 65FUEL: Excellent facilities exist for bunkering vessels with fuel oil andcoal. Fuel oil can be obtained either at the wharves adjacent to the oilinstallation, or from harbour oilers owned and operated by the oilcompanies. Fuel oil from these vessels can be pumped on board withoutimpeding cargo operations. Adequate stocks of good quality bunker coalsuitable for coal-fired marine boilers are maintained in the port. Fuel oilavailable with viscosity up to 1,000 sec. Redwood. 24 hours’ notice forsupply is required. Also gas oil and marine diesel available.

Vessel GradeCapacityProduct

DeliveryRate

tons (t.p.h.)Shell Hong Kong Ltd.Jet Fung Lube oil 228 20Concord Oil (Hong Kong) Ltd.Barge 101 Boiler fuel 762 420Barge 102 MDO and Boiler fuel 508 360Barge 103 Gas oil 1,270 720Gulf 16 Gas oil 1,270 720Esso Standard Oil (H.K.) Ltd.Esso TsuenWan II

White oil 274 84

Esso Tsing Yi BFO or MDO 1,625 360Esso Hok Un BFO or MDO 1,625 360China Resources Petrochems (Group) Co.Ltd. Callany Ltd.Carbo AvGas, Gas oil and MDO 1,650 2�500Carchun AvGas, Gas oil and MDO 1,650 2�500Carlingta AvGas, Gas oil and MDO 1,215 2�340Carwai AvGas, Gas oil and MDO 1,070 2�400Carrie AvGas, Gas oil and MDO 740 2�300Carching MDO and BFO 2,150 1�108

1�2151�430

Caryun MDO and BFO 1,740 2�400Carson MDO and BFO 1,125 2�410Carfai MDO and BFO 1,090 2�410Carhon MDO and BFO 1,070 2�410Green Pine MDO and BFO 630 2�300Green Cypress MDO and BFO 630 2�300Oiler One MDO and BFO 1,000 2�200MDO Marine dieselAvGas Aviation oilBFO Boiler fuelFIRE PRECAUTIONS: The Fire Services Department operates six fireboats, the largest being the 350 ton ‘‘Alexander Grantham’’. It has anoutput capacity of 45,000 litres of water and 32,850 litres of foam aminute through a battery of monitors. This vessel is equipped to dealwith any type of fire on any size vessel, and is designed to operate bothin port and at sea.CONSULS: The following countries maintain consular offices in HongKong:Argentina, Australia, Austria, Bahamas, Bangladesh, Barbados,Belgium, Benin, Brazil, Bulgaria, Cambodia, Cameroon, Canada, CapeVerde, Chile, Colombia, Congo, Democratic Republic of, Congo,

CHINA, P.R. OF


Republic of, Cuba, Cyprus, Czech Republic, Denmark, Djibouti,Ecuador,Egypt, Equatorial Guinea, Fiji, Finland, France, Gabon, Germany,Ghana, Greece, Iceland, India, Indonesia, Ireland, Israel, Italy, Jamaica,Japan, Jordan, Kiribati, Korea, Democratic P.R. of, Korea, Republic of,Lithuania, Luxemburg, Madagascar, Malaysia, Maldives, Mali, Malta,Marshall Islands, Mauritius, Mexico, Monaco, Mongolia, Morocco,Mozambique, Myanmar, Namibia, Nepal, Netherlands, New Zealand,Nigeria, Norway, Oman, Pakistan, Papua New Guinea, Peru,Philippines,Poland, Portugal, Russia, Seychelles, Singapore, Slovak Republic,Slovenia, South Africa, Spain, Sri Lanka, Suriname, Sweden,Switzerland, Thailand, Togo, Trinidad and Tobago, Tunisia, Turkey,U.K.,U.S.A., Uruguay, Venezuela and Vietnam.REPAIRS: In addition to ship and engine maintenance and repair work,the dockyards have facilities for many miscellaneous services such asare provided by modern dockyards. These include physical tests onmaterials such as anchors and cables, for which test certificates can besupplied, chemical analysis, drawing office requirements, chemicalcleaning of engines and boilers, shot and sand blasting, zinc sprayingto name but a few.DRY DOCKS:Hong Kong United Dockyards Ltd.: One floating dock is located offTsing Yi. The lifting capacity of 40,000 tonnes, length 270 m., depth10.0 m. over blocks and width 41.6 m.Yau Lian Dockyards: Three floating docks, one located off Tsing Yi andtwo at North Lantau. The largest has a lifting capacity of 45,000 tonnes,and can accommodate ships up to 150,000 d.w.t.SURVEYORS: American Bureau of Shipping, 15/F, Queen’s Centre,58-64 Queen’s Road East, Hong Kong. Tel: �852 2527 8478.Telex: 74513 ABS HX. Fax: �852 2861 3403.

Bureau Veritas, Room 3605-06, Vicwood Plaza, 199 Des Voeux Road,Central, Hong Kong. Tel: �852 2815 1863. Telex: 74336 BUVER.Fax: �852 2815 3248.

Det Norske Veritas, Room 3204, Tower I, Admiralty Centre,18 Harcourt Road, Hong Kong. Tel: �852 2865 3332. Telex: 67930DNVHK HX. Fax: �852 2865 3513.

Germanischer Lloyd, Room 918, Star House, 3 Salisbury Road, TsimSha Tsui, Kowloon, Hong Kong. Tel: �852 2317 1980. Telex: 61350GLHOK HX. Fax: �852 2314 7003.

Lloyd’s Register of Shipping, Two Pacific Place, 21/F, 88 Queensway,Hong Kong. Tel: �852 2526 5317. Telex: 60555 MARIN HX. Fax: �8522845 2616.

Nippon Kaiji Kyokai (NK), Room 1812, Shun Tak Centre, West Tower,200 Connaught Road, Central, Hong Kong. Tel: �852 2517 7023.Telex: 75213 CLSNK HX. Fax: �852 2857 7401.

China Classification Society (CCS), Hong Kong Branch, Room2904-2905, Shun Tak Centre, 200 Connaught Road, Central, HongKong. Tel: �852 2547 6181. Telex: 82475 ZCFE HX. Fax: �8522858 2629.GANGWAY/DECK WATCHMEN: Not compulsory but recommended.OPENING/CLOSING HATCHES: Usually performed by ship’s crew.CERTIFICATES: See ‘‘Documents’’.CARGO GEAR: Normal routine gear, wire and rope slings, nets, grabs,and floating cranes up to 100 tons available.

Vessel’s cargo gear must be used for working cargo at all alongsideberths.SEAFARERS: Permission has been given that all formalities connectedwith employment and discharge of seafarers on Hong Kong sea-goingship, and on foreign ships whose flag is not represented by a consularofficer resident in Hong Kong, can be conducted by the Masters on boardthe ships. The Mercantile Marine Office maintains records of allregistered Hong Kong seafarers. The Hong Kong Seafarers’ employmentregistration Book is issued by the Mercantile Marine Office and is arecord of registration and employment. The Mercantile Marine Officeregulates and supervises the supply of and employment of Hong Kongregistered seafarers to ships requiring them, and is situated at theHarbour Building, 3/F, 38 Pier Road, Hong Kong.

All Crew members signing-off for repatriation must first obtainpermission from the Director of Immigration. All crew arriving to join avessel must produce a guarantee letter through the Agents responsiblefor all maintenances and other eventual expenses.AIRPORT: Regular International flights.Shipmaster’s Report: July 1987 (Updated 1998).

Personnel joining vessels at Hong Kong: The vessel’s Agent mustgive a letter to the Airport Immigration advising them of incoming airpassengers who are joining vessels at Hong Kong. Personnel will bedetained by Chek Lap Kok Airport Immigration pending the letter’sarrival.TIME: Standard time kept in the SAR is 8 hours in advance of GMT.HOLIDAYS: Public holidays in Hong Kong occur mainly on festivalswhose date is governed by the lunar calendar.Every Sunday; First week-day in January; Chinese New Year’s Day;Second day of Chinese New Year; Third day of Chinese New Year;General holiday in lieu of that for the Ching Ming Festival; Good Friday;Ching Ming Festival; Easter Monday; The SAR Establishment Day; TuenNg Festival; Sino-Japanese War Victory Day; National Day; Dayfollowing Chinese Mid-Autumn Festival Day; Day following Chung YeungFestival: Christmas Day; First week-day after Christmas Day.NOTE: Ching Ming Festival and Good Friday are separate holidays(Occasionally they fall on the same day. When this occurs a lieu day isgranted).POLICE/AMBULANCE/FIRE: When the services of the fire brigade,immigration, port health or police are required, appropriate signalsshouldbe made in accordance with the list of ‘‘Hong Kong Port Signals’’. TheMarine Region of the Police is responsible for internal port security. Itsfleet of launches maintain constant patrols in Hong Kong’s territorialwaters.EMERGENCY CO-ORDINATION CENTRE: Maritime RescueCoordination Centre (MRCC): The Marine Department maintains a24 hour watch at the MRCC, and is responsible for coordinating searchand rescue operations in the South China Sea as far South toLatitude 10� N. and East to Longitude 120� E.

The station meets fully the IMO GMDSS requirements for Areas A1,A2 and A3.

Telex: 82952 MRCC HX.Tel: �852 2233 7999.Fax: �852 2541 7714.Call Sign: VRC – ‘‘Hong Kong Marine Rescue’’.

TELEPHONES: Available at all alongside berths for connection on boardship.SERVICES: Services available including tank cleaning, painting,washing, compass adjusting, calibration of direction finder, radar repairs,24 hours’ service laundry, supply of stores and provisions, motor-boatsservice between ship and shore.BANKS: Algemene Bank Nederland, Edinburgh Tower, The Landmark,Hong Kong. Tel: �852 2842 9211.

American Express Bank Ltd., 35/F, One Pacific Place, Hong Kong.Tel: �852 2844 0688.

Australia and New Zealand Banking Group, 27 One Exchange Square,Hong Kong. Tel: �852 2843 7111.

Banco di Roma, 18-19/F., 13-14 Connaught Road, Central, HongKong. Tel: �852 2521 2221.

Bank of America, 21/F., Bank of America Tower, 12 Harcourt Road,Hong Kong. Tel: �852 2847 5333.

Bank of Canton, The Landmark, Hong Kong. Tel: �852 2844 7911.Bank of China, Bank of China Building, 2A Des Voeux Road, Central,

Hong Kong. Tel: �852 2521 2626.Bank of East Asia, 106 Des Voeux Road, Central, Hong Kong.

Tel: �852 2545 0461.Bank of India, Ruttonjee House, Hong Kong. Tel: �852 2524 0186.Bank of Tokyo, 112-114 Des Voeux Road, Central, Hong Kong.

Tel: �852 2543 0311.Bank Indosuez, Alexandra House, 11 Des Voeux Road, Central,

Hong Kong. Tel: �852 2526 5411.Banque Nationale de Paris, Central Building, 23 Queen’s Road,

Central, Hong Kong. Tel: �852 2521 8218.Barclays Bank PLC, 2 Pacific Place, Hong Kong. Tel: �852

2826 1888.Belgian Bank, Belgian House, Hong Kong. Tel: �852 2823 0566.Chase Manhattan Bank, Alexandra House, Hong Kong. Tel: �852

2841 4321.Citibank, Wheelock House, Pedder St., Hong Kong. Tel: �852

2522 3022.Deutsche Bank, New World Tower, Central, Hong Kong. Tel: �852

2843 0400.Hamburgische Landesbank, Room 1402-1408, 11 Pedder St., Central,

Hong Kong. Tel: �852 2843 2688.Hokkaido Takushoku Bank, 28/F, Two Pacific Place, Hong Kong.

Tel: �852 2841 0100.Hong Kong and Shanghai Banking Corporation, 1 Queen’s Road,

Central, Hong Kong. Tel: �852 2822 1111.Lloyds Bank International, 29/F., Tower 1, Admiralty Centre,

Hong Kong. Tel: �852 2823 2111.Philippine National Bank, 2/F., 110 Queen’s Road, Central,

Hong Kong. Tel: �852 2543 9555.Royal Bank of Canada, 18/F., Gloucester Tower, The Landmark,

Hong Kong. Tel: �852 2843 0888.Scandinavian Bank, Room 2006, Hutchison House, 10 Harcourt Road,

Hong Kong. Tel: �852 2843 4666.The Standard Chartered Bank, Standard Chartered Bank Building,

Hong Kong. Tel: �852 2842 2333.Trust Bank of Africa, Room 1802, Hutchison House, Hong Kong.

Tel: �852 2526 5731.SHORE LEAVE: Crew members are usually allowed ashore.IDENTIFICATION CARDS: No identification card is required for crew orpassengers going ashore. When the vessel has exceeded a stay of14 days in port, all crew members of North Korean registered vesselsor North Korean crew members of all vessels must deliver to the HarbourControl Office, Immigration Department through the agents theirphotographs and a signed copy of the ‘‘Immigration Arrival Card’’.GARBAGE DISPOSAL: A shipboard domestic waste collection serviceis provided by the Hong Kong Government Marine Departmentfree-of-charge to ocean-going vessels calling at the port of Hong Kong.Vessels moored at buoys in the mid-stream, or anchored within VictoriaHarbour, are visited daily by several dedicated refuse collection vessels.Each vessel has a refuse reception capacity of 10 cu.m. Request for theservice can be made during office hours through vessel’s Agents toMarine Department on Tel: �852 2534 7227 or at any hour by Fax: �8522543 6877.

The Marine Department also provides an operational waste collectionservice. A nominal charge of H.K.$ 300/cu.m. of waste is levied for theprovision of such service. Request for this service must be made directlyby the vessel’s Agent to the Pollution Control Unit, Marine Department,Tel: �852 2534 7227, at least 48 hours in advance, giving details of thequantity and type of waste to be collected.

The above services are available daily between 0900 hrs. to 1600 hrs.,except Sundays and public holidays.WASTE OIL DISPOSAL: A chemical and oily waste treatment plant isin operation with facilities for MARPOL waste reception.SEAMAN’S CLUBS: Mariner’s Club, 11 Middle Road, Kowloon, HongKong. Tel: �852 2368 8261. Fax: �852 2366 0928.

Facilities: Some 72,000 seafarers use the facilities each year.Accommodation for 150 seafarers is provided by the Mariner’s Clubwhich has 83% occupancy. Public rooms are converted into dormitoriesin case of need. Restaurants, bars, bowling alley and swimming poolare well patronised, but the services which are most appreciated are thefree use of typewriter, secretarial and travel help and access to fax andinternational telephone services. Two social workers offer counsellingservice to the Chinese seafarers and their families. The chaplains,assisted by the Marine Department, Seamen’s Union and Officers’ Guild,also provide advice and assistance to foreign seafarers who need helpduring their stay in Hong Kong.

CHINA, P.R. OF


WEATHER: 1st May to 31st October usually considered as typhoonseason. No operation of cargo when typhoon signal No. 3 or upward ishoisted. Also see ‘‘Radio’’.NOTICES:Notice to Mariners No. 39 of 1983:

PERMISSION TO ENTER HONG KONG WATERSHONG KONG WATERS

Approaches to Hong Kong1. Agents and Masters are reminded that it is mandatory for ships to

obtain permission to enter Hong Kong waters from the Director of Marine.It is in their best interests to give as much prior notice as possible beforearrival. Permission to enter is conditional upon the following informationbeing supplied to the Director:

(a) Name and nationality of vessel.(b) Number of persons on board.(c) Type of vessel.(d) Reason for call at Hong Kong.(e) ETA off Waglan Island.2. The Director of Marine can be contacted through the Vessel Traffic

Centre (‘‘MARDEP’’) in any of the following ways:(a) By W/T or R/T (HF) via Hong Kong Radio (VPS).(b) By R/T on VHF Channel 12.(c) By Telex: 63607 Mdpcc Hx.

Marine Department Notice No. 42 of 1985:Dated 4th March 1985.

QUARANTINE INSPECTION – EASTERN QUARANTINEANCHORAGE

1. Masters, Owners and Agents of ships are advised that with effectfrom 1st April, 1985, a Quarantine Service will be available in the EasternQuarantine Anchorage between the hours of 0800 and 1800 daily uponrequest. Ships requiring this service should make a request to the VesselTraffic Centre when establishing contact on VHF Radio Channel 12 priorto arrival.

2. The existing continuous Quarantine Service in the WesternQuarantine Anchorage remains unchanged.

3. Marine Department Notice No. 186 of 1984, concerningarrangements for obtaining the services of the Port Health Doctor at theEastern Quarantine Anchorage will be superseded with effect from thatdate.

4. Copies of the Notice may be obtained free of charge from the PortFormalities Office, Marine Department, 3/F, Harbour Building, 38 PierRoad, Hong Kong.

Signed: Director of Marine.

Notice to Mariners No. 52 of 1986:HONG KONG WATERS – APPROACHES TO TOLO

HARBOUREstablishment of Pilot Boarding Station

Date: With effect from 1st September 1986.Position: Latitude 22� 29' 36" N., Longitude 114� 19' 42" E.Area: Tolo Channel.Details: A pilot boarding station has been established in the

above position.Remarks: Providing its Master has reported to the Authority in

accordance with Section 10E of the Pilotage(Amendment) Ordinance 1985, a ship required to beunder Compulsory Pilotage may navigate in the pilotagearea without a licensed pilot, if it is on its inward voyagefrom the time it enters the pilotage area to the time itarrives at a pilot boarding station, so long as it is directlyproceeding to a pilot boarding station and if it is on itsoutward voyage under the pilotage of a licensed pilot,from the time the licensed pilot disembarks to the time itleaves the pilotage area, so long as it is directly leavingthe pilotage area.

Charts Affected: BA 939, 3386.Signed: Director of Marine.

Marine Department Notice No. 40 of 1995:COMPULSORY PILOTAGE

NOTICE IS HEREBY GIVEN that Pilotage Ordinance (Amendment ofSchedule 1) Order 1995 will come into effect on 1st October 1995. TheOrder extends the requirement for compulsory pilotage generally to shipsof 3,000 gross registered tonnage or over and to gas carriers as definedin the Merchant Shipping (Safety) (Gas Carriers) Regulations. Details ofamended Schedule 1 to the Pilotage Ordinance (Cap. 84) are describedin the Annex to this Notice. A copy of this Notice together with the Annexcan be obtained free of charge from the Port Formalities Office,Room 318, Harbour Building, 38 Pier Road, Hong Kong.2. Copies of the Pilotage Ordinance (Amendment of Schedule 1) Order1995 (Gazette Legal Notice No. 160 of 1995) may be obtained from theGovernment Publications Sales Centre, Ground Floor, QueenswayGovernment Office, Low Block, 66 Queensway, Hong Kong.Signed: Director of MarineAnnex to Marine Department Notice No. 40 of 1995.

Amended Schedule 1 to the Pilotage Ordinance (Cap. 84)Ships Subject to Compulsory Pilotage

(1) A ship of 3,000 gross registered tonnage or over.(2) A ship of 1,000 gross registered tonnage or over proceeding to or

from any wharf specified in Part I of the First Schedule, and anycontainer terminal specified in the Third Schedule, to the DangerousGoods (Shipping) Regulations (Cap. 295 sub. leg.).

(3) A ship of 1,000 gross registered tonnage or over carrying dangerousgoods specified in Categories 1, 2 and 5 in the Schedule to theDangerous Goods (Classification) Regulations (Cap. 295 sub. leg.).

(4) A ship of 1,000 gross registered tonnage or over proceeding to orfrom a Government mooring buoy.

(5) A ship of 300 gross registered tonnage or over which:-(a) Is, for any reason, unable to proceed under its own power,

manoeuvre with its own steering gear, or work with its ownanchors;

(b) Has any part of the hull structure removed, or under repair,which may affect the water-tight integrity of the ship, or

(c) Is at risk of causing injury to persons or damage to property,any other ship or the environment by virtue of the condition ofthe ship or the nature or condition of its cargo.

(6) A gas carrier as defined in Regulation 2 of the Merchant Shipping(Safety) (Gas Carriers) Regulations (Cap. 369 sub. leg.).

Marine Department Notice No. 45 of 1995:AIRDRAFT INFORMATION

1. Shipowners, Operators, Agents and Masters or persons-in-chargeof vessels or other floating craft intending to enter the waters of HongKong are reminded to provide the Vessel Traffic Centre (VTC, call sign‘‘Mardep’’) with the airdraft of such vessels or floating craft. Thisinformation should be included into the pre-arrival notification of thevessel and be submitted to the VTC not less than 24 hours before thevessel’s intended entry into the waters of Hong Kong. Airdraft is definedas the height of the highest point of a vessel’s structure above sea-levelat any particular draft.2. Copies of this Notice may be obtained free of charge from the Port

Formalities Office, Room 318, Harbour Building, 38 Pier Road, HongKong.Signed: Director of Marine.

Marine Department Notice No. 72 of 1997:Dated 23rd April 1997.

TRAFFIC ARRANGEMENT FOR CENTRAL HARBOUR(NAVIGATIONAL AND SEAMANSHIP SAFETY PRACTICES)

1. The attention of all Shipowners, Agents and Masters orpersons-in-charge of vessels is drawn to the traffic arrangement for thecentral harbour.2. With immediate effect, ocean-going vessels are advised not to

transit the Central Fairway. This is to improve the general safety ofnavigation by avoiding unnecessary encounters with the heavy trafficmovements in the central harbour on a daily basis. Vessels having avalid reason to transit this Fairway should seek the permission of theVessel Traffic Centre (VTC).3. Vessels intending to proceed directly to a berth from the sea, or to

depart from a berth and proceed directly to sea, shall enter or leavethrough the approach that is closest to her berth, i.e. Tathong Channelfor berths to the East of Macau Ferry Terminal Buoy MFTI and East orWest Lamma Channel for berths to the West of that buoy.4. Ocean-going vessels of less than 3,000 g.r.t., which have obtained

VTC’s permission to transit the central harbour, are stronglyrecommended to employ a Pilot.5. Owners and Agents should advise Masters of ocean-going vessels

to arrange the arrival and departure of their vessels so as to follow thetraffic arrangement of this Notice.6. This Notice supersedes Marine Department Notice No. 128 of 1995.7. Copies of this Notice may be obtained free of charge from the Port

Formalities Office, Room 318, Harbour Building, 38 Pier Road, HongKong.Signed: Director of Marine.

Marine Department Notice No. 75 of 1997:PORT OPERATIONS PROCEDURES

REPORT OF VESSEL ARRIVAL AND MOVEMENTS1. Owners, Agents and Masters or persons-in-charge of ocean-ging

and river trade vessels of over 300 tons gross are reminded that theyare required, under the Shipping and Port Control Regulations,Chapter 313 of the Laws of Hong Kong, to report the arrival andmovements of their vessels to the Vessel Traffic Centre (VTC, call sign‘‘Mardep’’), when entering, leaving or moving in the waters of Hong Kong.

2. The Owners, Agents or Masters of these vessels shall apply forpermission to enter the waters of Hong Kong by giving pre-arrivalnotifications to the VTC in the format specified in Annexes 1 and 2 tothis Notice:

(a) Not less than 24 hours before the intended entry into the watersof Hong Kong from sea or river trade waters, or

(b) Immediately after leaving their last port of call if the intended entryinto the waters of Hong Kong is less than 24 hours after leavingsuch ports.

3. Where permissions to enter the waters of Hong Kong have beengranted, the Masters of these vessels shall provide initial reports to theVTC on VHF Channel 12, when the vessels are in the vicinity of theseaward limits of the vessel traffic service coverage.

4. When these vessels are in the vicinity of any of the calling-in pointsas specified in Annex 3 to this Notice, the Masters shall report the identityof that calling-in point, and the positions of the vessels in relation thereto,to the VTC on the VHF channel appropriate to the VHF sector in whichthe vessels are presently located.

5. Copies of this Notice may be obtained free of charge from the PortFormalitites Office, Room 318, Harbour Building, 38 Pier Road, HongKong.Signed: Director of Marine.

Annex 1Pre-Arrival Notification for All Vessels

1. Name of vessel.2. Call sign of vessel.3. Flag of vessel.4. Type of vessel.5. Gross registered tonnage of vessel.6. Length overall of vessel in metres.7. Number of crew including Master.8. Purpose of call in Hong Kong.9. Estimated maximum draft of vessel in metres on arrival.

10. Any defects affecting manoeuvrability or seaworthiness, or specialcondition of the vessel or its cargo.

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11. Quantities and categories of dangerous goods onboard includingradioactive materials (insert ‘‘None’’ if applicable).

12. (a) Name of Agent of vessel in Hong Kong.(b) Name of Master of vessel.

13. Intended pilot boarding station if a Pilot is required.14. Estimated time of arriaval at intended pilot boarding station

(expressed as ‘‘YY/MM/DD/hh/mm’’).15. Last port of call (state name of port and country or territory).16. Height to highest point of vessel in metres above waterline on

arrival.17. Any other relevant information (if applicable).

Annex 2Additional Information for Tankers

1. Name of vessel.2. Call sign of vessel.3. Flag of vessel.4. Length overall of vessel in metres.5. Maximum draft of vessel.6. Present deadweight tonnage.7. Date keel laid.8. Cargo type and amount of cargo in tonnes (whether for loading,

discharge, transhipment or transit).9. Estimated time of arrival at intended pilot boarding station, special

anchorage or berth in the waters of Hong Kong.10. Estimated time of departure from intended berth in the waters of

Hong Kong.11. Indended berth.12. In the case of a vessel carrying liquefied gas in bulk, details of

any certificate of fitness in respect of that cargo, includingnumber,name of person or body issuing the certificate, date of issue, dateof latest survey and date of expiry and type of liquefied gascarried.

13. In the case of a vessel carrying more than 2,000 tonnes of oil inbulk, details of any certificate of insurance insuring against therisk of pollution in respect of that cargo, including number, nameof person or body issuing the certificate, date of issue and dateof expiry.

14. In the case of a vessel carrying (or to carry) any noxious liquidsubstances in bulk, details of any International PollutionPrevention Certificate in respect of that cargo, including number,name of person or body issuing the certificate, date of issue, dateof latest survey and date of expiry, and indicating whether forloading, discharge, transhipment or transit.

15. Whether a MARPOL surveyor is required.16. Whether a fixed inert gas system is fitted in the vessel.17. Whether a fixed tank washing system is fitted in the vessel.

Annex 3Calling-in Points

1. Eastern Approaches:(a) Tathong Channel Separation Buoy No. 1.(b) Hak Kok Tau (Cape Collinson).(c) Lei Yue Mun.

2. South-Eastern Approaches:(a) Waglan Lighthouse.(b) Lamma Channel Separation Buoy No. 1.(c) Lamma Patch.(d) Green Island.

3. South-Eastern Approaches (via Sheung Sze Mun):(a) Waglan Lighthouse.(b) Chesterman Buoy.(c) Lamma Patch.(d) Green Island.

4. South-Western Approaches:(a) Cheung Chau Buoy.(b) Shek Kok Tsui.(c) Green Island.

5. Western Approaches (via Adamasta Channel):(a) Fan Lau Kok.(b) Adamasta Rock.(c) Shek Kok Tsui.(d) Green Island.

6. Western Approaches (via North of Lantau Island):(a) Sha Chau.(b) Castle Peak No. 1 Buoy.(c) North West Ma Wan Traffic Light (Southbound only).(d) Ma Wan Buoy (Northbound only).

7. North-Western Approaches:(a) Urmston Road Pilot Station.(b) Castle Peak No. 8 Buoy.(c) Castle Peak No. 1 Buoy.(d) North West Ma Wan Traffic Light (Southbound only).(e) Ma Wan Buoy (Northbound only).

8. Kwai Chung Container Terminals (Departure only).(a) Western Quarantine Buoy.

Signed: Director of Marine.

Marine Department Notice No. 191 of 1998:Dated 31st December 1998.

PORT OPERATIONS PROCEDURESImmigration Clearance Service at the Tuen Mun Immigration Anchorage:

1. Notice is hereby given that with immediate effect, the ImmigrationClearance service for river trade vessels at Tuen Mun ImmigrationAnchorage (TMIA) is extended to 24 hours daily, including Sundays andpublic holidays. The service will be suspended during the period whenTropical Cyclone Warning Signal No. 3 or above is hoisted. It will resume2 hours after Signal No. 3 is lowered.

2. All river trade vessels that ply between Hong Kong and the PearlRiver Delta Ports using Urmston Road to enter the port of Hong Kongshould, as far as possible, use the immigration facility at this anchorage.They should avoid using the immigration facilities at Western Quarantine

Anchorage, thereby avoiding transits of the Ma Wan Channel andovercrowding of the Western Quarantine Anchorage.

3. Ocean-going vessels should continue to use the immigrationfacilities at either the Eastern or Western Quarantine Anchorage. Theywill not be accorded Immigration Clearance service at TMIA.

4. Vessels not requiring immigration facilities shall not anchor or liewithin the TMIA. If without reasonable excuse this regulation iscontravened, the Master of the vessel commits an offence underRegulation 41 of Shipping and Port Control Regulations, Cap. 313, ofthe Laws of Hong Kong, and is liable on conviction to a fine of HK$10,000and to imprisonment for 6 months.

5. Further information concerning the Immigration Clearance facilityat the TMIA may be obtained by writing to the River Trade TerminalSection of the Immigration Department, Area 38, 205 Lung Mun Road,Tuen Mun, New Territories, or by telephoning the Tuen Mun ImmigrationAnchorage Office at Tel: �852 2180 8966.

6. A drawing showing the approximte position of the Tuen MunImmigration Anchorage is attached to this Notice.

7. Marine Department Notices No. 81 and No. 96 of 1994 are herebycancelled.Signed: Director of Marine.

Marine Department Notice No. 36 of 2000:PORT OPERATIONS PROCEDURES

Extension of the Current Pre-Arrival Notification Schemeto Non-Convention Vessels Using Hong Kong Waters

1. In pursuance with Regulation 6A of the Shipping and Port ControlRegulations, Chapter 313, vessels of over 300 gross tons, in particularthose participating in the Vessel Traffic Services, are required to tenderPre-Arrival Notifications (PANs) to the Vessel Traffic Centre 24 hoursprior to entering Hong Kong waters. In order to enhance the managementof vessels using the port, the Marine Department is in the process ofextending the requirement for tendering PANs to non-conventionvesselsof any tonnage.

2. With immediate effect, Shipowners, Masters and local Agents ofnon-convention vessels entering or transiting the waters of Hong Kongare requested to tender their PANs to the Harbour Patrol Section (HPS)of the Marine Department in accordance with the procedures detailedbelow:

(i) Content:PANs should be tendered in the format as per Appendix 1.

(ii) Submission:(a) PANs should be tendered not less than 24 hours before the

intended entry of the concerned vessel into the waters ofHong Kong or before leaving its last port of call, where thatvessel takes less than 24 hours for that intended entry.

(b) PANs should be tendered by Fax: �852 2359 7009(24 hours). HPS will not normally acknowledge receipt ofPANs. However, senders of PANs can check the receipt ofPANs with HPS by Tel: �852 2928 6306 during officehours. This facility will be extended to 24 hours daily at alater stage.

3. Convention vessels should continue sending their PANs to theVessel Traffic Centre.

4. The extended PAN scheme is not applicable to locally licencedvessels.

5. Enquiries to the extended PAN scheme can be directed to HPS at30 Hoi Fai Road, Howloon, via Tel: �852 2928 6375 or Fax: �8522385 8260.Signed: Director of Marine.Appendix 1:Vessel Information to be provided to the Director of Marine

1. (a) Official number (i.e. the number of the SeaworthinessCertificate for PRC vessels), and

(b) Vessel ID assigned by Marine Department (if applicable).2. Name of vessel.3. Type of vessel.4. Gross registered tonnage.5. Length overall in metres.6. Number of crew including Master.7. Purpose of call in Hong Kong and the intended anchorage or

berth on arrival.8. (a) Any defects affecting the manoeuvrability or seaworthiness

of the vessel.(b) Any special conditions of the vessel.

9. Quantities and categories of dangerous goods on board includingradioactive materials (insert ‘None’ if inapplicable).

10. (a) Name and telephone number of Agents in Hong Kong.(b) Name of Master.

11. Estimated time of arrival (expressed as ‘‘YY/MM/DD/hh/mm’’).12. Last port of call (state name of port and country or territory).13. Any other relevant information, including means of ship/shore

communications (e.g. mobile telephone number, VHF RTchannels, etc.).

GENERAL: Currency: Hong Kong Dollar (HKD). U.S.$1.00 � 7.80 HKD.Fixed rate. No restrictions on capital flow in or out.Waste/Refuse: No waste to be thrown into harbour. A free refusedisposal service is available for domestic refuse. Ship’s agents canarrange this through Marine Department. Chain required for mooring tobuoy. Unnecessary use of ship’s sirens prohibited.Inflatable Liferaft Service Stations (Approved):

Viking Life Saving Equipment (HK) Ltd., Unit 4 and 5, G/F, Trans-AsiaCentre, 18 Kin Hong Street, Kwai Chung, N.T., Hong Kong. Tel: �8522429 7878. Fax: �852 2423 6228.

Seatac Marine Ltd., 8th Floor, Block A, Unit 804-805, Hong KongWorsted Mills Industrial Building, Kwai Chung, Hong Kong. Tel: �8522418 2638. Fax: �852 2422 5265.

Honour Marine Safety Equipment Co.Ltd., 2/F, Block B, On Fat Ind.Building, 12-18 Kwai Wing Road, N.T., Hong Kong.

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Manners Engineering, Unit A, 10/F, Agincourt Ind. Building, 428 ChaKwo Ling Road, Yau Tong, Hong Kong. Tel: �852 2346 2263.Fax: �852 2346 2594.

Dong An Marine Safety Equipment, Flat C, 2/F, Block 1, Wah FungInd. Centre, 33-39 Kwai-Fung Crescent, Kwai Fong, Hong Kong.Tel: �852 2408 6930. Fax: �852 2419 2207.Port State Control: Vessels entering Hong Kong may be subject to PortState Control – Hong Kong being a signatory to the Memorandum ofUnderstanding on Port State Control in Asia Pacific Region. Forenquiries/information please contact Marine Department, 24/F HarbourBuilding, 38 Pier Road, Central, Hong Kong. SS/PSC Tel: �8522852 4506. Fax: �852 2545 0556. VTC (24 hours) Tel: �8522858 2163.Notes on Hydrographic Services: The Hydrographic Office of MarineDepartment is obligated to survey the waters of Hong Kong and toproduce navigational charts together with the required ancillaryinformation for the marine community.

Hong Kong nautical charts and publications are available for sale atthe following sales outlets:

(a) Shroff Office, Marine Department, Room 309, Harbour Building,38 Pier Road, Central, Hong Kong.Tel: �852 2852 4957. Fax: �852 2542 4287.

(b) Government Publications Centre, Ground Floor, Low Block,Queensway Government Offices, 66 Queensway, Hong Kong.Tel: �852 2852 3087. Fax: �852 2523 7195.

(For overseas orders and mail services, please contact the PublicationsSales Office.

Publications Sales Office, Room 402, Murray Building, GardenRoad, Central, Hong Kong.Tel: �852 2842 8844/5. Fax: �852 2598 7482.

The Notices to Mariners are issued fortnightly on a Friday. Copies ofthe Notices to Mariners can be downloaded from the Hong KongHydrographic Office’s World Wide Web Internet siteWWW: www.hydro.gov.uk/product/ntm.htm

for further information relating to productgs produced by Hong KongHydrographic Office, please contact:

The Hydrographer, Hydrographic Office, Marine Department, 2/F,Hydro Building, Government Dockyard, Stonecutters Island, Kowloon,Hong Kong. Tel: �852 2504 0723. Fax: �852 2504 4527.Email: [email protected] WWW: www.hydro.gov.ukDEVELOPMENTS: Container Terminal No. 9: Located at Tsing Yi, CT9will consist of 6 berths. It will add a designed annual throughput capacityof 2.6 million TEUs to Kwai Chung Container Port’s existing capacity ofover 14 million TEUs. The first berth of CT9 will come on stream in 2003,and the remaining berths will be completed at intervals of 5 months to6 months. The CT9 Development Agreement provides for 2 berths to beallocated to each of the 3 co-developers: Modern Terminals Ltd. (ModernTerminals), Hong Kong International Terminals (HIT) and Asia ContainerTerminals Ltd. (ACT). As part of the CT9 Development Agreement,Modern Terminals will swap its 2 berths CT8 West facility for ACT’s2 berths allocation on CT9. Upon the completion of the CT9development, Modern Terminals will operate CT9 South (4 berths), HITat CT9 North (2 berths) and ACT at CT8 West (2 berths).

SHIPMASTER’S REPORT: November 1997.The following documents are required:

4 Crew Lists.2 Bonded and Provision Stores Lists.2 Ship’s Stores Inventories.2 Personal Effects Declarations.2 Dangerous Cargo Lists.2 Narcotics Lists.4 Ports of Call Lists.1 Vaccination List.1 Maritime Declaration of Health.2 Stowaway Lists.2 Passenger Lists.2 Animals Lists.2 Kroo Boy Lists.2 Parcel Lists.2 Arms and Ammunition Lists.2 Mail Lists.Send Crew List to Hong Kong prior to departure from previous port.

AUTHORITY: Marine Department – HKSAR, Harbour Building,38 Pier Road, GPO Box 4155, Hong Kong Special AdministrativeRegion, Peoples Republic of China. Tel: �852 2852 3001, 2852 4393.FAX: �852 2544 9241, 2581 1765. Telex: 64553 MARHQ HX(Headquarters). 63607 MDVTS (Vessel Traffic Centre).Cables: Mardep Hong Kong. WWW: www.info.gov.hk/mardep/Contact: S.Y. Tsui, Director of Marine.

AGENT: Jardine Port Agencies, Room 1608-1612, 16th Floor, Tower 1,Metro Plaza, 223 Hing Fong Road, Kwai Chung, New Territories, HongKong. Tel: �852 2418 3467. Telex: 63454 JMSHA HX. Fax: �8522427 8946. Cables: Jarocean.

HUANGSHI: 30.13 N. 115.08 E. (See Plan)

PILOTAGE: Undertaken from sunrise to sunset (0500 hrs. – 2100 hrs.).ANCHORAGES: Huang Shi Gang Anchorage and Dao Shi FuAnchorage, depth 5.0 m. – 6.0 m.RESTRICTIONS: Draft limitation in channel is 4.5 m.VHF: Port on Channel 23 throughout 24 hours.TUGS: Tugs up to 2,930 h.p. available.

BERTHING:WorkingDistrict Berth Length Depth

PermissibleDraft Cargo Handled

No. (m.) (m.) (m.)1st 1 65 3.5 3.0 Bulk

2 106 3.5 3.0 Cement3 55 3.5 3.0 Coal

16 245 5.0 4.0 Bulk2nd 9 90 4.5 4.0 Passengers

10 90 4.5 4.0 Passengers, General11 40 4.0 3.5 Ore13 40 3.0 2.5 Limestone14 40 3.0 2.5 Coal15 61 3.5 3.0 Steel

CRANES: 1�25 tons, 1�15 tons, 2�10 tons, 4�5 tons, 5�3 tons.FRESH WATER: Available.FUEL: Available.REPAIRS: No facilities.

HUIZHOU: 22.42 N. 114.34 E. (See Plan)

LOCATION: N.W. of Daya Bay and North of Ya-ling Wan (Dambell Bay),in position Lat. 22� 41.8' N., Long. 114� 33.5' E.

The port opened in October 1992.Charts: See ‘‘Agent’s Report’’ dated March 2000.DOCUMENTS: The following are to be submitted by vessel upon arrival:

5 Crew Lists.5 General Declarations.5 Cargo Declarations.3 Crew’s Declarations of Personal Effects.4 Ship’s Stores Declarations.1 Ship’s Particulars.7 Cargo Manifests.1 Maritime Declaration of Health.1 Declaration of Animals and Plant Quarantine for ships.

Departing Vessels:5 General Declarations.5 Cargo Declarations.1 Crew List.

PILOTAGE: Compulsory. Pilotage is undertaken from sunrise to sunset.Also see ‘‘Agent’s Report’’ dated March 2000.

ANCHORAGES: Pilot and Quarantine Anchorage:Depth: 10.0 m.Ground: Mud.Holding: Good holding capacity.Size for mooring vessels: 10,000 d.w.t.Location: Lat. 22� 38' 42" N., Long. 114� 36' 30" E.

Lat. 22� 38' 42" N., Long. 114� 37' 27" E.Lat. 22� 37' 42" N., Long. 114� 36' 30" E.Lat. 22� 32' 42" N., Long. 114� 37' 27" E.

RESTRICTIONS: Vessels may enter and sail from sunrise to sunset.Draft limitation in the channel 8.5 m., inner port 9.0 m.

Tidal Range: Max. 2.7 m. Min. 1.5 m.Also see ‘‘Agent’s Report’’ dated March 2000

VHF: Huizhou Harbour Master on VHF Channel 16 throughout 24 hours.TUGS: 1�1,900 h.p.

Also see ‘‘Agent’s Report’’ dated March 2000.BERTHING: Total length of wharf is about 450 m., including East sidedolphin jetty.CRANES: 3�10 ton and 1�40 ton shore cranes available.STEVEDORES: General cargo working hours:

0800 – 1200 hrs.1300 – 1800 hrs.1800 – 2300 hrs.0000 – 0400 hrs.

Port performance 800 – 1,000 tons/gang/day.TANKERS: See ‘‘Agent’s Report’’ dated March 2000.FRESH WATER: Available.FUEL: Not available.REPAIRS: No facilities.STORING: See ‘‘Agent’s Report’’ dated March 2000.

SHIPMASTER’S REPORT: August 1994.Location: The port opened in October 1992. Port area under reclamationin May 1994.Pilotage: Compulsory. Undertaken from sunrise to sunset. 3 Pilots andan Assistant Pilot work with 1�1,900 h.p. tug. Also used as pilot boat.Approaches: Pilot boarding position: Lat. 22� 36.24' N.,Long. 114� 36.35' E.

After passing Fisherman Rk. Beacon 1.3 cables off on starboard sidewith course 325�, Fairway Entrance Buoys No. 1 (G) and No. 2 (R) areseen. Channel course is 320�(T) until wharf. Channel width 80 m. Depthis 8.5 m. in L.W.

Name Lat. Long.Fairway buoys No. 1 (G) 22� 39.90' N. 114� 35.38' E.(approx. location) No. 2 (R) 22� 39.84' N. 114� 35.32' E.

No. 3 (G) 22� 40.70' N. 114� 34.62' E.No. 4 (R) 22� 40.69' N., 114� 34.57' E.

Port Basin buoys Starboard (G) 22� 45.52' N., 114� 33.92' E.Port (R) 22� 41.61' N. 114� 33.52' E.

Restrictions: LOA less than 150 m. and max. draft 8.5 m.Radio/VHF: Vessel must advise ETA at Huizhou Port 24 hours prior tothe ship’s arrival. Huizhou Harbour Master on VHF Channel 16, butsignal is very weak and English poor.Tugs: Only one small tug available.Berth: Total length of wharf is about 350 m., not including East sidedolphin jetty.Cranes: 2�10 ton shore cranes available.

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www.info.gov.hk/mardep/

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REPORT: 1998.Max. Size: Draft 8.5 m., LOA 150 m. Oil Terminal: Draft 15.0 m.Tidal Range: 0.1 m. – 1.9 m.Main Imports and Exports: Cement, coal, crude oil, steel products andgeneral cargo.Tankers: Oil Terminal: Draft 15.0 m. Crude oil discharge rate 1,000 t.p.h.Loading Rates:

Bulk: 1,500 tonnes per day.Packaged Cargo: 800 tonnes per day.

Discharging Rates:Bulk: Up to 1,500 tonnes per day.Coal: 1,500 tonnes per day.Steel: 1,000 tonnes per day.

Cargo Handling Facilities: 121 cargo handling machines and 8 craneswith capacity up to 35 tonnes.Fuel: Diesel oil available by truck.

AGENT’S REPORT: March 2000.Terminal: Huizhou GPC Crude Terminal.Location: The Terminal is located on an island 6 miles from the HuizhouPilot Station (Lat. 22� 33' N., Long. 114� 41' E.) in positionLat. 22� 40' N.,Long. 114� 39' E.Charts: Chinese Chart No. 15369 (large scale, Port of Huizhou) isavailable.Approaches: The approach channel to the Terminal has width 205 m.and depth 16.1 m.Berthing: The length of the berth is 430 m. with depth alongside 16.1 m.Mooring bollards are every 105 m. along the berth face.

Vessels berth port side to.Restrictions: Berthing throughout 24 hours.Max. Size: Max. LOA 294 m., max. permissible draft 15.2 m. Vesselshaving LOA or draft greater than the max. sizes stated should contactPenavico Huizhou for acceptance prior to arrival.

The max. size of vessel to call at the Terminal is 315,695 d.w.t., LOA354.5 m., beam 56.4 m. and draft 13.67 m. (even keel).Tugs: Tugs having 3,600 H.P. are available. If other tugs are needed,prior notice is required as they have to be ordered from another port.Cargo Handling Facilities: There are 2 Chicksans located on the berth,having 16 in. connections.

The Terminal has a storage capacity of 400,000 cu.m.The annual throughput for the Terminal is 6,000,000 tonnes.

Discharge Rate: Max. discharge rate accepted by the Terminal is8,000 cu.m./hr. The max. discharge pressure is 0.8 mpa.Gangway: There is a shore gangway available.Storing: Ship’s stores and provisions are available, prior notice requiredby Penavico.Repatriation: Crew changes possible.Operator: Huade Petro-Chemical Company Ltd.Agent: China Ocean Shipping Agency Ltd. (Penavico), PenavicoBuilding, Jinggang Road West, Outou, Dayabay, Huizhou, Guang Dong,China. Tel: 752-557-7970, 557-1059. Fax: 752-557-7971. Telex: 427059HZPEN CN. Email: [email protected]

AUTHORITY: Huizhou Harbour Master. Tel: �86 (752) 5571282,5577866. FAX: �86 (752) 5577877.AGENT: China Ocean Shipping Agency Guangahou Huizhou Company.Tel: �86 (752) 557-7971. Fax: �86 (752) 557-7970.

HUIZHOU TERMINAL: 21.22 N. 115.25 E. (See Plan)

LOCATION: Location/General Description: Huizhou Field is located inthe South China Sea within the continental waters of the People’sRepublic of China (P.R.C.).

The Field includes 4 production platforms and the Oil Terminal, aFPSO (Floating Production Storage and Offloading Unit) which is aconverted VLCC. The field is operated by C.A.C.T. – O.G. (a group ofvarious oil Companies’ Operators).

The platform’s and Terminal’s geographical co-ordinates are thefollowing:

Platform HZ 21-1: Lat. 21� 20.9' N., Long. 115� 25.4' E.Platform HZ 26-1: Lat. 21� 10.6' N., Long. 115� 15.9' E.Platform HZ 32.2: Lat. 21� 09.7' N., Long. 115� 10.2' E.Platform HZ 32.3: Lat. 21� 09.9' N., Long. 115� 13.1' E.F.P.S.O.: Lat. 21� 21.6' N., Long. 115� 24.6' E.

The FPSO’s main dimensions are: LOA 348.9 m., beam 51.8 m. anddepth 25.6 m. and 254,654 S.d.w.t.

The FPSO ‘‘Nan Hai Fa Xian’’ is connected in her forward part to asubmerged buoy (BTM � Buoy Turret Mooring), secured to the seabedby a system of 8 anchors. The FPSO weather vanes around the buoyas determined by the prevailing environmental conditions.

The depth of water at the mooring area is 116 m.Submarine pipelines (oil, gas and water injection) connect two of the

platforms directly to the submerged buoy and, by a swivel system, tothe FPSO.

An underwater electrical power cable is also connected to the FPSO.In case of necessity, the FPSO can disconnect the BTM and steam

away by her own engines.Publications:

B.A. Sailing Directions No. 30 – South China Sea, Vol. 1.U.S. Hydr. Office Sailing Directions No. 93 – Western Shore of South

China Sea.B.A. Chart No. 2661B, 1968.List of Ship’s Radio Stations.P.R.C. Chart 15010 and appropriate publications.

Warning: Notices to Mariners and Navtex should be consulted fortopographical changes in the area due to increased drilling and otheroffshore activities.PORT LIMITS: A vessel shall be considered ‘‘arrived’’ when at theWaiting Area.

DOCUMENTS: The following documents should be ready on arrival. TheAgency should be contacted and requested for information for anyvariation:6 Crew Lists.6 Passenger Lists.

Valid Seaman’s Book or Passports of all crew and passengers.1 Maritime Declaration of Health (Chinese form).1 Last Port Clearance.4 Vaccination Lists.2 Ship’s Stores Lists.2 Crew’s Declarations of Personal Effects.2 Arms and Ammunition Declarations.1 Cargo Manifest.2 Entries for Foreign Ships.

APPROACHES:Aids to Navigation, Exclusion Zones and Dangers: Huizhou Terminalcan be safely approached from any direction. However, a ‘‘Zone ofExclusion’’ has been drafted and is being submitted to the P.R.C.Authorities for approval to be charted as ‘‘Area prohibited to navigationand fishing’’. The area of exclusion is delimited by the gegraphicalcoordinates hereunder indicated, and whilst not yet officially imposed, itis recommended by CACT-OG not to steam through the area if not soinstructed by the Terminal representative on the FPSO or by the MooringMaster.

The Exclusion Zone boundary is a line joining the followinggeographical points:

(A) Lat. 21� 24' 32.3" N., Long. 115� 23' 56.4" E.(B) Lat. 21� 21' 56.7" N., Long. 115� 28' 35.8" E.(C) Lat. 21� 07' 35.1" N., Long. 115� 15' 31.6" E.(D) Lat. 21� 07' 38.1" N., Long. 115� 08' 27.3" E.(E) Lat. 21� 11' 09.4" N., Long. 115� 08' 28.7" E.(F) Lat. 21� 11' 48.1" N., Long. 115� 14' 44.2" E.

FPSO: The FPSO is equipped with the following:Racon: The signal emitted is one dash and one dot (Morse Code N).The range is about 20 nautical miles and is detected by both X and Sband radar.Obstruction Lights: Located at the stern of the FPSO, whiteomnidirectional lights flashing 2 dots and one dash (Morse Code U).Visible at about 5 miles (note that the FPSO deck lights may obscurethe flashing obstruction lights).Platform Flares: Conspicuous gas burning flares may be seen severalmiles away from the field.PILOTAGE: The Mooring/Loading Master service is compulsory atHuizhou Field.

The Mooring/Loading Master and 2 assistants will normally board theofftaking tanker at or in proximity of the ‘‘Waiting Area’’ by means of aSuper Puma type helicopter from which they are ‘‘winched down’’ onthe prescribed winching area on the port side of the tanker.

One ‘‘Winching Assistant’’ is normally winched down first toco-ordinate the manoeuvre and recovered on the helicopter once thepersonnel are safely onboard the tanker.

The offtaking tanker shall be duly instructed on the heading and speedthat she should assume during the winching.

Together with the mooring team, one Government Official (ChinaCommodities Inspection Bureau – CCIB) shall also be winched on theofftaking tanker and shall act as Cargo Surveyor.

The entire team shall remain on the offtaking tanker throughout theloading operations and should be given appropriate accommodation.Theteam shall, normally, be winched away after the completion of operationsand the clearance of the vessel.

In cases of particularly favourable weather conditions, the team maybe embarked and/or disembarked by supply vessel. In these cases, asuitable Boarding Arrangement, in accordance with the requirementforeseen by IMO and IMPA (International Maritime Pilots Association),should be rigged on the starboard side.

However, in case of unfavourable weather conditions, that should notallow the safe winching away of the mooring team by helicopter, theMaster of the offtaking vessel may be requested to proceed to a suitablesheltered area, agreed between the Master himself and the MooringMaster, and there disembark the mooring team by means provided bythe Terminal Operators.

The offtaking tanker’s Master is the ultimate authority and in absolutecommand of the vessel and maintains full responsibility for her operationswhilst at this CACT-OG facility and/or area of pertinence.

Also see ‘‘General – Pilot’s Report’’ before first port.ANCHORAGES: Waiting Area: Vessels waiting to berth or waiting afterloading, for whatever reason in connection with operations carried outat the Terminal, a Waiting Zone is recommended within 1 miles radiusof area centred on a point about 3.7 nautical miles from the FPSO in a135� direction.

Anchorage is not recommended, as water depth is about 120 m.However, should any vessel’s Master decide to anchor at his own risk,he should previously inform the Terminal representative on the FPSOof his decision.RESTRICTIONS: Mooring operations are normally performed duringdaylight house.MAX. SIZE: Minimum Size: The minimum size of vessels accepted atHuizhou Terminal is 60,000 S.d.w.t. (smaller sizes down to a minimum40,000 S.d.w.t. might be considered in special cases, but probablyexcluded in Winter season).

It is to be noted that the tandem mooring arrangement is designed for76 mm. diameter chafing chains and associated mooring equipment.Should any vessel be unable to accommodate and deal with such a sizechafing chain, an advanced notice is to be given in order to allow theTerminal sufficient time to evaluate the suitability of the vessel and thepossibility to utilise alternative mooring devices.Maximum Size: The maximum size of vessels accepted at HuizhouTerminal is 160,000 S.d.w.t.

CHINA, P.R. OF


Minimum Draft: Any offtaking tanker calling at Huizhou Terminal in aballast condition should have an acceptable fore and aft draft, consistentwith the weather conditions at the time, good seamanlike practice andknown manoeuvrability of the ship.

The minimum requirements are as for Marpol Regulation 13.2Annex 1, i.e.:

Mean draft � 2.0 m. � 0.022 � LOA (Length overall). Thiscorresponds roughly to about 30% of the S.d.w.t.

Trim by the stern not greater than 0.015 � LOA.Vessel’s propeller fully immersed.The Mooring Master may request vessel to alter her draft if during the

arrival inspection an unacceptable or risky condition should beascertained. The time lost to bring the ship to an acceptable draft or trimcondition cannot be claimed against the Terminal.Partially Laden Vessels: Partially laden ships may be accepted tocomplete loading at Huizhou. However, in open seas and in the particularenvironmental conditions existing in the area, a large ship already heavilyladen may represent a risk during mooring. Consequently a fullevaluation of the conditions at the time shall be necessary prior tocommencement of the operations, and in some cases a postponementof the mooring or the utilisation of extra tugs can be expected, withoutany demurrage liability for the Terminal.RADIO: Vessels are requested to transmit their ETA messages96 hours, 72 hours, 48 hours and 24 hours prior to arrival at the Terminal,both to nominated Agency (See ‘‘Agency’’) and to the TerminalOperators:

CACT – Operators Group, Shekou, Shenzhen, P.R. of China. Tel: (86)755-6691608, ext. 4414, 4413, 4412. Fax: (86) 755-6687960.Telex: 44242 ACT CN, 44254 ACT CN.

Should the transit time from the last port of call be less than 96 hours,the Master shall endeavour to inform the nominated Agency and/or theTerminal Operators about his vessel’s closest ETA, as much in advanceas possible, via his Owners, Operators or his local Shipping Agency.

ETA messages should also be sent to the Offshore Terminal directlyto:

Master FPSO ‘‘Nan Hai Fa Xian’’, international call sign ‘‘ELJB-4’’.Inmarsat Telex: 00582-1241575, 00583-1241575.Inmarsat Tel: 00872-1241575, 00873-1241575.

The first ETA message should include the following informationnecessary for the Terminal:

Name of the vessel / International Call Sign.Vessel’s Flag / Port of Registry.Registered Owner / Master’s name in full.Last Port of Call / Next Port of Call.Last 2 cargoes transported.Quantity of cargo required at Huizhou.If SBT or CBT / Quantity of ballast on arrival (% of S.d.w.t.).Quantity of cargo on board (if partially loaded).Arrival draft fore and aft.

The Shipping Agency may require additional information to be usedfor the clearance of the vessel. It will be the vessel’s Master’sresponsibility to transmit prompt and sufficient data.

The FPSO keeps a watch on the radio frequency 4434.9 kHz from0600 hrs. to 1800 hrs. local time. If previously agreed, the FPSO canalso keep a radio watch on the radio frequency 2502.5 kHz from1800 hrs. to 0600 hrs.

All installations and service boats at Huizhou Field are continuouslystanding by on VHF Channel 13, and the FPSO utilises VHF Channel 69during the loading operations.

Vessels arriving at Huizhou should contact the Terminal (FPSO) onVHF Channel 13 for instructions.VHF: See ‘‘Radio’’.TUGS: 1�6,000 b.h.p. fire fighting tug and 1�8,000 b.h.p. tug/supplyvessel.BERTHING: Mooring Arrangements: Offtaking tankers calling atHuizhou Terminal shall be moored exclusively in tandem.

Attention is called to the particular environmental conditions of thearea, consequently the offtaking vessels should be equipped for themooring in compliance with the O.C.I.M.F. Recommendations containedin the publication ‘‘Recommendations for the equipment employed in themooring of ships at Single Point Moorings’’ which are partially resumedhereunder and are also included in the ‘‘Pre-Acceptance Questionnaire’’submitted to Owners and Masters prior to the acceptance of the vessel(See ‘‘Appendix’’).

Bow chain fairleads to measure at least 600 mm.�450 mm.Bow chain stoppers for 76 mm. diameter chain links and with a SWLof at least 200 tons.Pedestal fairleads opportunely positioned and distanced from bowfairleads.Winches or capstans capable of lifting at least 15 tons.Winch storage drum of sufficient size to accommodate

150 m.�80 mm. diameter pick-up rope (and 150 m.�4 in. circumferencemessenger rope that is spliced to the end of the 80 mm. pick-up rope).Note: Rip tides of strong intensity are experienced.

Also see ‘‘General – Pilot’s Report’’ before first port.MOORING: FPSO’s Tandem Mooring Assembly: The FPSO is equippedwith a stern mooring assembly composed as follows:

A 76 mm. diameter chafing chain about 5.5 m. long, shackled to theFPSO poop deck.A bellmouth thimble shackled to a 16 in. grommet nylon hawser, about60 m. long.A bellmouth thimble shackled to a 76 mm. diameter chafing chain,about 7.5 m. long and floated by a Polyurethane covered suspensionbuoy.A 9 in. circumference pick-up rope, about 150 m. long.A 4 in. diameter messenger rope spliced to the end of the pick-uprope, about 150 m. long.

Approaching the Terminal: The approaching manoeuvre shall normallystart from the Waiting Area. The Mooring Master may board the offtakingvessel outside of the Waiting Area if the situation could so require, but

in no case should the offtaking vessel steam in the Exclusion Zone, ifnot so instructed by the Mooring Master or by the FPSO Master.

Before the approach, one of the assisting supply vessels shall towaway the end of the floating hose and clear the route of the offtakingtanker.

A Mooring Master’s assistant shall be stationed forward to assist andadvise, but the vessel’s crew should be in sufficient number and welltrained to carry on the mooring manoeuvre.

The Huizhou area is subjected to unpredictable currents that mayjeopardise the approach.

At a suitable distance, a second assisting supply vessel shall transferthe end of the 4 in. diameter messenger rope to the bow of the offtakingtanker by means of a pneumatic throwing gun. While the messengerand pick-up rope shall be heaved on board, the same supply vesselshall proceed to the stern quarters of the offtaker and shall transfer theend of a towing assembly (44 mm.�25 m. long, soft eyed wire) thatshould be made fast to one of the bitts. The supply vessel shall thenpay out the full towing assembly, and maintain her station at the stern,on the Mooring Master’s instructions. The towing assembly is composedof 1�44 mm.�25 m. long wire (offtaker’s end) and 110 m. of TQBF 14 in.circumference rope and 50 m. (or 25 m.) of 44 mm. wire (tug end). Asecond Mooring Master’s assistant shall be stationed at the aft stationof the offtaker, to assist and advise, but the vessel’s crew should be insufficient number and well trained to fasten the stern tug.Mooring: The 4 in. diameter messenger rope and the 80 mm.circumference pick-up rope shall be heaved up and coiled on the winchstorage drum. No excessive strain should be applied whilst heaving.

When the 76 mm. (offtaking tanker end) chafing chain is in positionin the chain stopper, it will be secured.

The offtaking tanker shall be considered ‘‘made fast’’, once a regularand constant tension is registered on the mooring assembly.Stand-by Watches, Readiness of Vessel’s Main Engines, DeckEquipment Power: Throughout the whole period the offtaking tanker ismoored at the Terminal, the vessel’s Master shall assure that acontinuous watch is maintained at the bow moorings and at the sterntowing station. The Mooring Master’s assistants shall assist and advise,but the vessel’s crew should be in sufficient numbers and trained in away to be able to intervene whenever necessary during the loadingoperations.

The offtaking tanker’s main engines should be ready for use at anymoment throughout the whole period of operational and, similarly, thepower for the deck winches/capstans should be maintained ‘‘on’’ at alltimes.

Also see ‘‘General – Pilot’s Report’’ before first port.UNMOORING PROCEDURE: As soon as the loading hose is droppedinto the sea, the offtaking vessel shall start the unmooring. The MooringMaster’s assistants shall assist and advise the crew, but a sufficientnumber of the ship’s crew should be available fore and aft.

The hawser’s pick-up line shall be heaved on the vessel’s forwardwinch to ease the weight on the chain stopper, and as soon as possiblethe chain shall be disengaged.

The stern supply vessel shall be requested to tow astern and theforward mooring assembly shall be slowly paid out to the sea until theofftaker shall be clear of the berth and ready to move safely under herown engines. The stern supply vessel shall be released by dropping thetowing assembly and the offtaker shall steam, under the MooringMaster’s instruction, either towards the Waiting Area or vicinity to awaitthe cargo documents or in a suitable position to allow the disembarkationof the mooring team and CCIB Surveyor.Disembarkation of the Mooring Team/Departure: The Mooring Masterand his team shall remain on board until the delivery, signature andredelivery of the cargo documents. The cargo documents may bedelivered by supply vessel and thus recovered on board by a flying lineand bag.

According to the weather conditions, the Mooring Master and his teammay be disembarked by supply vessel or winched away by helicopter.

In case of utilisation of a supply vessel, the offtaking vessel shouldrig a boarding arrangement in accordance with the requirements of IMOand IMPA.

In case of disembarkation by helicopter, the offtaker’s Master shall beinstructed in what direction and at what speed to steam, in order to allowa safe winching away of the team.

Once the mooring team has disembarked, the offtaking tanker shallbe free to steam away, taking care to avoid the Terminal’s restrictedareas.MEDICAL: Medical assistance is not available except in case ofemergencies. Medical evacuation of injured persons will be by helicopterto Shekou Hospital for PRC nationals and expatriates, or to Hong Konghospital for expatriates only. The injured expatriates have to be providedwith individual Seaman’s Book or Passport. In this case the Master ofexport tanker has to inform immediately his agent in Hong Kong. Allexpenses incurred will be on owner’s account.CARGO OPERATIONS: Hose Lifting Appliances, Manifolds andEquipment: Hose lifting devices, manifolds and related equipment oftankers calling at Huizhou Terminal should be in compliance with theO.C.I.M.F. Recommendations contained in the publication‘‘Recommendations for oil tankers manifolds and associatedequipment’’,which are partially defined hereunder and also included in the‘‘Pre-Acceptance Questionnaire’’, submitted to Owners and Masterspriorof the acceptance of the vessel.

Port side boom / crane to have at least 15 tons SWL.Lifting hook provided with safety latch.Centre of manifold arrangement to be within 3.0 m. maximum fromthe mid-length of vessel.Distance of centre of manifold to be 4.6 m. from ship’s side.Height of the centre of manifolds flange should be not less than 0.9 m.above the working platform and no more than 2.1 m. above the deck.Distance between centre of manifold flanges to be 2.0 m.Material of the manifolds and flanges should be steel.The hose support pipe top should be at least 0.7 m. below the centre

of the manifold flanges and have at least 150 mm. radius of curvature.

CHINA, P.R. OF


Oil Transfer Hoses/Connection: The oil transfer system is composed ofone single string made up of 23 sections of 16 in. hose sections. Anassisting supply vessel shall tow the string under the offtaking tankers’midship port side derrick/crane and the rail hose shall be lifted on deckunder the direction and advice of the Mooring Master and his assistants.

The rail hose end is fitted with a blank flange, a 16 in. Camlock deviceand a butterfly valve. The Camlock device shall be locked to one of theofftaker’s 16 in. manifold flanges.Pre-Loading Inspection/Inspection Certificates: All vessel’s tanks shallbe inspected prior to any operation by the CCIB (China CommoditiesInspection Bureau) Surveyor. The CCIB Surveyor is a ChineseGovernment Official and his inspection is carried out and his certificatesissued in accordance with the requirements of the Chinese regulationsfor the transport of commodities. Huizhou Terminal representatives willreceive copies of the Certificates but in no case will endorse it, becausethe Huizhou oil is sold on the understanding that the official quantity andquality are measured and tested by the Terminal metering system andin the Terminal laboratory.Hoses Flushing prior and after Loading: At the beginning of theoperation, a quantity of about 70 cu.m. of sea water contained in thefloating hoses string will be displaced by the oil cargo pumped from theTerminal. The offtaking vessel is requested to segregate such quantityof sea water and keep it separated from the oil cargo.

On completion of the loading operations, the Terminal shall again flushthe line by pumping about 210 cu.m. of sea water. The offtaking vesselis requested to segregate about 140 cu.m. of such additional quantityand maintain it separated from the oil cargo.Loading/Deballasting/Pollution Control while Deballasting: TheTerminal loading capacity is restricted by the metering system to amaximum rate of about 34,000 bbls./hr. The tandem offloading systemis designed for use by 1�16 in. hose string. Typical loading rates rangefrom 21,000 bbls./hr. to 28,000 bbls./hr.

The offtaking tanker person responsible for the loading shall agreewith the Mooring/Loading Master, the required loading rates at thebeginning, during and at the ‘‘toppping-off’’ operations.

It is preferred that the deballasting operations take place duringloading, in a way to maintain continuously a minimum of 30% of theofftaking vessel’s S.d.w.t. and an acceptable trim, in accordance withMarpol Regulations indicated (See ‘‘Max. Size – Minimum Draft’’), butthe procedure to load part cargo and then stop loading and deballastingis accepted but not encouraged, and the vessel’s Master must assurethat the offloaded ballast is clean and that an effective segregation isexisting between ballast tanks, ballast lines and cargo spaces and lines,so that no pollution may occur at any time.

The Terminal procedures foresee that the offtaking vessel’sresponsible cargo person should stop the loading once the vessel’sscheduled quantity is considered received. Requests of information fromthe offtaking tanker in regard of the Terminal figures during loading arewelcomed and will be replied to promptly, in order to cooperate with theofftaker to calculate at the best their own figures, but the offtaker shallstill be responsible for the ‘‘cargo stop’’. The Terminal shall stop cargoonly in a case where the offtaker should exceed the Terminal’s maximumscheduled quantity.Cargo Hose Disconnection: The procedures foresee that as soon as thecargo is completed and the lines flushed, the hose should bedisconnected, flanged and dropped back in the sea. The offtakingvessel’s Master shall make sure that adequately trained and sufficientpersonnel be available at the due time in order to not delay thedisconnection operation. The Mooring Master’s assistants shall assistand advise the crew during this operation.Cargo Documents/Port Clearance: The preparation of the cargodocumentation shall take place promptly after completion of loading. ACCIB Surveyor, stationed on the FPSO, shall endorse the Quantity andQuality Certificates and the laboratory report. The CCIB Inspectorstationed on the offtaker shall compare the ship’s figure against theTerminal figure. As already stated (See ‘‘Pre-Loading Inspection’’above), the official figure shall be the Terminal figure and this shallappear on the Bill of Lading. Any CCIB/ship’s measurement, iftransmitted to the Terminal, shall be ‘‘received’’ but, in no case, endorsedby the Terminal representatives (Mooring/Loading Master and FPSOMaster).

It will be the Terminal’s responsibility to complete the cargodocumentation, and to transmit it to the offtaker for signatures beforethe unmooring of the vessel, but should this not be possible for anyreason, the unmooring shall absolutely not be delayed, and thedocumentation shall be delivered at the Waiting Area or vicinity, becausethe permanence of a tanker at the tandem mooring, for any other reasonsthan loading, is considered hazardous for safety. In all cases, theMooring Master shall remain on board the offtaker until the signature ofthe cargo documentation and the departure clearance of the vessel isissued.

The Port Departure Clearance Form, issued by the Chinese authoritiesin case of foreign-bound vessels, shall be in the Mooring Master’s handsand delivered before departure.Huizhou Crude Oil Specifications: The crude oil produced at Huizhou iscalled ‘‘Nan Hai Light Crude’’. The main (approximate) characteristicsof the product are:

API Gravity: 39�Specific Gravity at 60�F: 0.8299Reid Vapour Pressure: 0.9 psiFlash Point, PM: 100�FViscosity CST at 40�C: 12.2Pour Point: 82�FClass: Paraffin based

Cargo Heating: Due to the high Pour Point of the Huizhou Crude Oil,the cargo is delivered at an average temperature of 50�C – 52�C.Offtakers are advised to maintain that temperature throughout theloading and during their passage to the discharge port. This serves as

an advice, but is not intended to modify or substitute any instructionsthat should be given to the Owners, Operators or Masters of the vesselsloading at Huizhou, by their Charterers or managers.BALLAST: See ‘‘Pollution’’.POLLUTION: Pollution Prevention: There are no facilities for receivingclean or dirty ballast at the Terminal. Only clean ballast can bedischarged to sea. The following rules shall apply:

No oil pollution is allowed in the Terminal area.No dirty ballast can be discharged at sea.No bilges can be pumped overboard.No waste can be discharged at sea.Vessels have to comply with MARPOL 73/78 Rules.

FRESH WATER: Not available at the Terminal.FUEL: Not available.REPAIRS: No repairs are permitted when moored at the Terminal.REPATRIATION: No repatriation is permitted at the Terminal. Only thecases of injured persons can be considered.SHORE LEAVE: No shore leave is permitted at the Terminal.

No persons are allowed to visit the FPSO.MAIL: No mail can be sent from the Terminal.WEATHER:General Climate of the Area: The climate of the South China Sea ismainly dominated by seasonal winds. These monsoons are related tofairly regular seasonal fluctuations of the atmospheric pressure over theAsiatic continent.

During the Winter, from October to March, a high pressure area settlesover Southern Siberia and China because the North Asian land masscools as a result of the decreased solar heating. The ‘‘Siberian High’’ inconjunction with the semi-permanent high pressure area of thesub-tropical North Pacific Ocean, centred approximately along latitudes25� N. to 30� N., causes predominantly N.E.ly winds, the N.E. monsoon,over the South China Sea.

The development of the ‘‘Siberian High pressure’’ starts in Septemberand from October the N.E.ly wind regime is established.

During late April and May, the ‘‘Siberian High’’ weakens and displacesNorthward because the Asian land mass warms up as a result of theincreased solar heating. More or less simultaneously, a low pressurearea begins to develop over North India and S.E. Asia.

As a result, the N.E.ly winds decrease and a flow of South-S.W. winds,the S.W. monsoon, progressively settles over the South China Sea. Thisis a period of transition from the N.E. monsoon season to the S.W.monsoon season. The S.W. monsoon season lasts from June to August.It is characterised by the extension of the ‘‘heat low pressure’’ area overNorth India and South China.

In September the ‘‘heat low pressure’’ weakens and progressivelydissipates due to the decreasing solar heating, while the ‘‘Siberian Highpressure’’ is intensified and moves Southward. The S.W. monsoonweakens and is gradually substituted by the N.E. monsoon.

By October the S.W. monsoon has virtually ceased and the N.E.monsoon dominates over the Northern area of the South China Sea.

Climate analysis influenced by monsoon leads to sub-divide the yearinto five periods:

Winter (December to March – N.E. monsoon season).Spring (April to May – transitional period).Summer (June to August – S.W. monsoon season).

(September – transitional period).Autumn (October to November – N.E. monsoon season).These periods can be considered as ‘‘normal conditions’’.Exceptional conditions sometimes exist due to low pressure

depressions rising close to the equator which move towards temperatezones following routes at different speed and covering differentdistancesand reaching forces up to cyclone (in this area called ‘‘typhoons’’). Theperiods in which these phenomenon occur most are in the Summer timeup to September.APPENDIX:

HUIZHOU TERMINAL VESSEL DATA SHEET(Pre-Acceptance Questionnaire)

(Revised May 1997)1. Date: ...........2. Vessel Name: .............3. Date Built: .......... Rebuilt: ...........4. Place: ...........5. Summer d.w.t.: ......... tonnes S.d.w.t. draft ..........m.6. Light Displacement: ......... tonnes LOA ..........m.7. Total Displacement on Arrival: ........ tonnes Beam .......m.8. Draft on Arrival: F ........ A ........9. Flag: .............

10. Nationality: Master ......... Officers ......... Crew .........11. Number Officers ....... Total Number of Crew .......12. Officers’ ability to speak/understand English:

Good Fair Not good13. C.L.C. (Civil Liability Convention) Certificate:

Date of expiry .........14. I.O.P.P. (International Oil Pollution Prevention) Certificate:

Date of issue ......... Date of last Annual Inspection ........15. Are Officers/crew familiar with tandem mooring? Yes/No16. Is the Vessel a segregated ballast tanker? Yes/No17. Percentage S.d.w.t. Vessel can maintain with segregated

ballast .....%18. Can Vessel load cargo/discharge ballast simultaneously

with 2 valve segregation? Yes/No19. Percentage S.d.w.t. Vessel can maintain with 2 valve

segregation between cargo and not segregated ballast ......%20. Is the Vessel equipped with an approved helicopter winching

area as per ICS Guideline for Super Puma Helicopter on portside? Yes/No

21. Bow chain stopper(s): One/Two ........ SWL ........ SWL(200 SWL tons required).

22. Bow chain stopper chain size: ....... mm. ....... mm.(76 mm. required).

CHINA, P.R. OF


23. Bow chock opening(s): One/Two .......mm. � .......mm.(600�450 mm. required).

24. Distance between bow chock: ..........mm.25. Distance between bow chock and chain stopper: ........mm.26. Empty winch storage drum: (for 200 m. line � 80 mm. � 150 m.

�4 in. messenger) Yes/No27. Pedestal fairlead in line with winch storage drum: Yes/No28. Forward mooring winch lifting capacity: ........tonnes

(Minimum 15 tons required).29. Does equipment comply with OCIMF Recommendations:

Yes/No30. SWL of port boom/crane: (Marked) ..........tonnes

(Minimum 15 tons).31. Lifting hook fitted with safety latch: Yes/No (required).32. Loading manifold flange diameter: ........inch (16 in. required).33. Distance bow to centre manifold: ..........m.

(within 3 m. of mid-ship).34. Distance manifold flange to ship’s side: .......m. (4.6 m.).35. Height of manifold centre above working platform: .......m.

(minimum 0.9 m.).36. Distance between manifold connections: .......m.

(minimum 2.0 m.).37. Manifold material: .............38. Hose support top at least 700 mm. below the manifolds centre:

Yes/No39. Hose support curvature: .........inch (not less than 150 mm.).40. Do manifolds and associated equipment comply with OCIMF

Guidelines: Yes/No41. Does vessel have IG system? Yes/No42. Are all cargo tanks inerted at a maximum oxygen content of

8%? Yes/NoPressure relief valve setting: .........mm./wg.

43. Without breaching tanks, can vessel be:Sampled? Yes/No Ullaged? Yes/No

Temperatures taken? Yes/No44. Initial loading rate: .................tonnes/hr. .........bbls./hr.45. Maximum loading rate: ..........tonnes/hr. .........bbls./hr.

(through only one line)46. Topping-off rate: ....................tonnes/hr. ........ bbls./hr.47. Can you assure proper accommodation for 1 Mooring Master,

2 Mooring Helpers, 1 Government Official (CCIB)? Yes48. Is the Vessel able to receive and segregate a minimum:

70 cu.m. of water displacement prior to loading cargo: Yes/No140 cu.m. line flush water after loading cargo? Yes/No

49. Main engine(s): .........b.h.p. .........b.h.p.50. Diesel/steam51. Manoeuvring RPM ahead: Full ..... Half ..... Slow ..... D.slow ....52. Manoeuvring RPM astern: Full ..... Half ..... Slow ..... D.slow ....53. Time limit astern: .........minutes.54. Time from stop to astern: .........minutes.55. Maximum number of consecutive starts: ........56. Vessel Telex No.: ....................... Fax No.: ........................57. Name and contact number of Owner/Operator: . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58. Name and qualification of the person responsible for the

compilation of this Questionnaire: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59. The person indicated above declares that the above replies are

accurate and true.Any other comments:

GENERAL: Pre-Acceptance Questionnaire: The Operator of any tankerintended to call at Huizhou Terminal must duly fill out and dispatchsoonest the Pre-Acceptance Questionnaire – Huizhou Terminal VesselData Sheet (See ‘‘Appendix’’). It is considered necessary that aresponsible person be designated for the compilation and endorsementof the said form, because of the importance of the exactness of theinformation therein requested. It has to be noted that, in any case, thevessel shall be submitted to a final inspection by the Mooring Masterprior to mooring at Huizhou (See ‘‘Arrival Inspection’’ below).Vetting Inspections: Vessels intended to call at Huizhou Terminal maybe subjected to a Vetting Inspection by a CACT approved organisationprior to acceptance. Owners and Masters of the vessels intended to callat Huizhou should comply with the requirements of the VettingInspector(s).Helicopter Winching Area/Seaside Boarding Arrangement: Thehelicopter winching area should be on the port side of the tankers callingat Huizhou. The area should be clearly marked and dimensioned inaccordance with the rules established by the ICS publication ‘‘Guide toHelicopter/Ship Operations’’ for an Aerospatiale Super Puma Helicopter.

In the event that the Mooring Master and his team could be embarkedby a supply vessel, the offtaking tanker shall be requested in due timeto rig on her starboard side, a boarding arrangement in accordance withthe rules established by the International Maritime Pilots Association.Arrival Inspection: Upon embarkation, the Mooring Master and hisassistants shall submit the offtaker to a pre-operations inspection.Duringthis final inspection, the result of which shall be considered final for theacceptance of the vessel, the Mooring Master shall pay particularattention to the bow mooring equipment, the transfer hose lifting andconnection devices, the stern towing arrangement, and will verify thedeclarations rendered in the Pre-Acceptance Questionnaire. Should anydeficiencies or inexact declarations in the questionnaire be detected, thiswill be kept in due consideration for the evaluation of any liabilities andfor the acceptance of the vessel at Huizhou.Safety and Operational Check Lists: Immediately after completion of theinspection, the Mooring Master shall submit to the vessel’s Master theSafety and Operational Check Lists (not reproduced) that shall be signedand delivered to the Mooring Master in the operational sequenceforeseen by the O.C.I.M.F. publication ‘‘International Safety Guide forOil Tankers and Terminals’’.Conditions for the Use of Huizhou Terminal Form: The offtakingtanker’s Master shall be provided with a ‘‘Conditions for the use of theHuizhou Terminal’’ form (not reproduced). The Master should carefully

read and acknowledge the content, sign, stamp and return the first copyof the document to the Mooring Master. No operations shall take placebefore the completion of this procedure.Environmental Limitations: The following are the environmetalparameters limiting the mooring of an offtaking tanker at HuizhouTerminal:

Significant wave height: 3.0 m.Mean wave period: 6.5 secondsSurface wind speed: 25 knotsSignificant cross currents noticed during the approach.

It is understood that the local knowledge of the area environmentalconditions may dictate the decision of the Terminal representatives(Mooring Master and FPSO Master), to carry out a mooring operationor declare the ‘‘port closed’’ or suspend an operation, even if the abovementioned parameters are not present, either in excess or defect.

The offtaking tanker’s Master maintains the right to refuse to proceedto the mooring or decide to suspend an operation or decide to unmoorhis vessel from the FPSO, if his judgment of the situation requires so,but in no case can he refuse to suspend the operations and/or unmoorfrom the Terminal, if so requested by the FPSO Master and/or theMooring Master, that have the right and the duty of the final decision forthe protection of the Terminal against any hazards.AGENCY: Operator does not have a local appointed Agent.

Available for Owner’s Agent are:(1) Penavico – China Ocean Shipping Agency, located in Shekou,Shenzhen. Tel: 86-755-669-5216/2746. Telex: 420834 Cosas CN.Fax: 86-755-669-2769.(2) China Marine Shipping Agency Shenzhen Branch. Tel: (86)755-6685387, 6685133. Fax: (86) 755-6692455. Telex: 420815AGTSZ CN.AUTHORITY: Operator: CACT Operators Group, 15-21 Floor,Offshore Petroleum Building, No. 1 Industry Road 2, Shekou SpecialIndustrial Zone, Shenzhen, Guangdong Province, People’s Republicof China 518069. Tel: �86 (755) 669-1608 (Public Line).Telex: 44242, 44254 ACT CN. FAX: �86 (755) 669-1606.Email: [email protected] Contact: Captain R. Ricci, Huizhou TerminalSupervisor.

JIANGYIN: 31.55 N. 120.11 E. (See Plan)

ANCHORAGES: Jiangyin Port Anchorage is located 6.5 km. from theSouth bank of the upper reaches of the Chang Jiang River at HuangTian Port. Depth of water 13.0 m. – 21.0 m. Nature of bottom is mediumfine sand. Anchorage is suitable for vessels up to 25,000 d.w.t.RESTRICTIONS: Vessels may enter and sail after sunset.

Draft is restricted to 9.5 m. as vessels have to cross a bar at the mouthof the Chang Jiang River.MAX. SIZE: Draft limitation in channel is 15.0 m.

Tidal range 0.0 m. – 3.15 m.VHF: Call sign: Jiangyin Radio. Channels available 16, 21 and 71.Channel 21 is usual working channel. Station operates 24 hours.TUGS: 1�150 h.p., 1�428 h.p. and 1�980 h.p.BERTHING:CargoHandlingDepartment Wharf Max. Size Length Depth Cargo Handled

No. (d.w.t.) (m.) (m.)Jiangyin Port 2 1� 5,000 100 12.0 General CargoWard 2�25,000 535 21.0 General CargoCRANES:

Wharf Shore CranesNo. No. (tons)

Jiangyin Port 2 2 10WardTANKERS: See ‘‘Shipmaster’s Report’’ dated January 2001.FUEL: Not available.REPAIRS: Facilities available for vessels up to 30,000 d.w.t.GENERAL: Storage Areas:

Warehouse 3,300 sq.m.Open storage area 2,000 sq.m.

Cargo Handled: General cargo, steel, grain and cotton.

REPORT: 1998.Max. Size: Draft 9.5 m. (FW). Berth No. 1 – LOA 300 m. Berth No. 2 –LOA 180 m., beam 32.0 m.Main Imports and Exports: Bitumen, polomite, timber, steel products,sulphur and general cargo.Loading Rates:

General Cargo: 2,000 tonnes per day.Discharging Rates:

Bitumen: 1,000 tonnes per day.Timber: 4,000 cu.m. per day.Steel Products: 3,000 tonnes per day.

Cargo Handling Facilities: 2 grabs and 2 spider grabs.Cranes: 4�10 tonnes, 1�40 tonnes. Floating cranes 1�40 tonnes(1�60 tonnes and 1�100 tonnes may be hired from the shipyard).Fresh Water: Available.Fuel: Available.Stores: Provisions available.

SHIPMASTER’S REPORT: January 2001.Vessel: Chemical tanker, 46,100 d.w.t.Berth: Liaohe Wharf.Cargo: Methanol.Location: The berth is located within Jiangyin Port District, in positionLat. 31� 57.6' N., Long. 120� 20.25' E.Charts: The berth is featured on B.A. Chart No. 1619 on Plan ‘B’, whichapparently refers to Zhangia Gang, while Jiangyin appears to be severalmiles further up-river. The ship’s Agent was insistent that we wereberthed within Jiangyin Port District.


CHINA, P.R. OF


Formalities: This was our last Chinese port of call, having called atseveral other ports prior to Jiangyin. Therefore no particular problem wasforeseen, but the ship’s Agent was very concerned about thoroughnessof the local Customs Officers and was insistent that all the official papersrelating to their requirements had to be presented on local forms or onforms very close to them. Our Company Crew List differed from the IMOform in only one aspect, it did not have a solid border down each side,which caused concern. Other differences were of a similar nature.

I am afraid that at the end of a low-visibility river passage, I was notsympathetic, and was unwilling to reproduce the large amount ofpaperwork.

Though not being deliberately obstructive, I had asked what paperworkwas needed and had not received a reply. In the previous Chinese ports,the Port Officials had accepted the paperwork as it was. In the end, ourdocuments were accepted without comment, and the ship entered andleft without a single Port Official boarding the vessel.Approaches: The berth is located 80 miles up-stream of Baoshan PilotStation.Pilotage: Baoshan Pilots conduct both the river pilotage and berthingoperations.

Our passage up-river was different to that indicated on the B.A. chartsused. In the approximate vicinity of Lat. 31� 40' N., a superficialexamination of the chart suggested that the main channel lies towardsthe Eastern bank, but all ocean-going vessels took the channel close tothe Western bank.

In the region of Zhangia Gang, the main channel passes South ofFujiang Sha (B.A. Chart No. 1619, N.W. corner and Plan ‘B’). Allocean-going vessels heading further up-river take this route. The depthsseen on the chart carried by the Pilot showed that the whole channel tothe North of Fujiang Sha was completely different from the informationshown on B.A. Chart No. 1619, and that the maximum charted depth inthe area is approximately 4.0 m.

The river is very busy, with hundreds of small barges using the tidalflow along the river to assist in making progress up/down-stream. Theyare so numerous in number that they appeared on the ship’s radar (PPI)as a continuous stream of light rather than many echoes.

The Pilot was not particularly informative and there was no informationavailable as to maximum draft and tonnage allowed at the berth. Accessto the local chart proved difficult, so no quality information is available.Berth: A modern concrete structure with a continous deck cited on openpiles approximately 250 m. long. The berth is well fendered, having manybollards, with numerous manifold lines for a variety of oil products. Onthe inshore side of the berth, there are a number of barge berths.

Our vessel was berthed alongside well to the East, resulting in all thestern lines being led forward. Ship’s head while berthed alongside was249�(T).

There are two further berths very similar to our berth, situatedimmediately down-stream.Hoses: 1�6 in. manifold hose connected to the ship’s manifold.Discharge Rate: Methanol discharged at approximately 470 tonnes/hr.Bridges: There is a new suspension bridge, 3.36 miles further up-stream,that could just be seen in the mist. It is an impressive structure with avery long and high span. Position of the centre of the echo on radar PPIappeared in position Lat. 31� 56.75' N., Long. 120� 16.21' E.General: Nantong and Jiangyin are heavily industrialised, having asteelworks, shipbreakers, shipbuilding and busy repair berths, with heavymachinery production plants making luffing and container cranes.

JIANGMEN: 22.36 N. 113.07 E. (See Plan)

LOCATION: The port lies on the Xi Jiang River in the mid-Western areaof the Pearl River Delta, 99 nautical miles from Hong Kong.PILOTAGE: Not compulsory.RESTRICTIONS: Prior to berthing, vessels must obtain Port Bureau andTerminal approval.MAX. SIZE: 1,000 d.w.t.BERTHING: Jiangmen International Container Terminal: The Terminalhas a total berthing length of 613 m. and a depth of 3.0 m. – 4.5 m.CONTAINER HANDLING FACILITIES: The port handles containersand general cargo, but dangerous cargoes can also be handled. Theport covers an area totalling 13 hectares.Jiangmen International Container Terminal: Cargo Handling Facilities:3�50 tons multi-purpose quay cranes, 9 general cargo quay cranes,3 mobile cranes, 6 container front loaders, 11 forktlifts, 7 yard tractors,11 Yard chassis and 8 reefer plugs.AUTHORITY: Jiangmen International Container Terminal, GaoshaWei, Baishi Administration Zone, Jiangmen, Guangdong 529030,China. Tel: �86 (750) 3363497. FAX: �86 (750) 3369569.Email: [email protected] WWW: www.jmct.com.cnContact: Joey C.H. Pau, General Manager(Email: [email protected]).

JINZHOU: 40.48 N. 121.04 E. (See Plan)

LOCATION: The port is located in Jinzhou Bay, in the N.W. part of theBohai Sea, in N.E. China.APPROACHES: The approach channel is 7,750 m. long and 120 m.wide, with a depth varying between 11.0 m. and 14.0 m.PILOTAGE: Compulsory. Pilot service is available throughout 24 hours(in Summer), and daytime (in Winter). Pilot boards vessel atLat. 40� 42.4' N., Long. 121� 06.5' E.

Also see ‘‘Shipmaster’s Report’’ dated April 2001.ANCHORAGES: Bottom is Mud. Good holding ground.

Location Depth UseNo. Lat. Long. (m.)1 40� 42' 24" N. 121� 06' 30" E. 9.5 Quarantine, waiting,

Pilot.2 40� 33' 00" N. 121� 26' 30" E. 11.0 Waiting.

RESTRICTIONS: Vessel cannot enter and sail after sunset.Tidal range: Max. 4.06 m. Average 2.05 m.Draft Limitation in the Channel: 7.9 m.Also see ‘‘Shipmaster’s Report’’ dated April 2001.

VHF: ‘‘Jinzhou Radio’’ on Channel 16 throughout 24 hours.Also see ‘‘Shipmaster’s Report’’ dated April 2001.

TUGS: 1�1,380 h.p., 1�2,000 h.p. and 1�3,700 h.p.BERTHING:

Berth Length DepthMax.d.w.t. Remarks

No. (m.) (m.) (tons) (tons)101 B 356 14.0 50,000 Oil102 B 241.4 10.4 10,000 Oil, chemicals, products103 B 217.4 11.0 10,000 General cargo104 B 189.8 11.0 10,000 General cargo105 B 150 11.0 10,000 General cargo106 B 232 12.0 30,000 General cargo201 B 262 12.0 35,000 General cargo, containers202 B 270 14.0 35,000 General cargo

Also see ‘‘Shipmaster’s Report’’ dated April 2001.Main Import and Export Cargo: Crude oil, oil products, general cargo,grain, ore and cement.CARGO HANDLING FACILITIES: Storage: The port has a total of900,000 sq.m. open storage and 3,200 sq.m. bonded warehousingavailable.CRANES: Portal cranes capacity of 10 tons – 40 tons.

Mobile cranes of 18 tons – 25 tons.Container gantry cranes up to 40 tons.

BULK CARGO FACILITIES: Grain: There are grain silos with a totalcapacity of 28,800 tons.Handling Rate: Loading – 600 t.p.h.TANKERS: Shore Pipelines: There are 13 pipelines from the tankerberths to the oil terminal.Storage: The port has a total of 754,000 cu.m. oil tank storage and36,000 cu.m. chemical tank storage.

Also see ‘‘Berthing’’.FRESH WATER: Available at berths.

Also see ‘‘Shipmaster’s Report’’ dated April 2001.FUEL: Available (except fuel oil) at berths.REPAIRS: Facilities available.TELEPHONES: See ‘‘Shipmaster’s Report’’ dated April 2001.STORING: See ‘‘Shipmaster’s Report’’ dated April 2001.SHORE LEAVE: See ‘‘Shipmaster’s Report’’ dated April 2001.SEAMAN’S CLUBS: See ‘‘Shipmaster’s Report’’ dated April 2001.GENERAL: Railway Sidings: There are railway sidings of 7,300 m. inthe port. There are dedicated loading facilities at the oil and chemicalstorage facilities.Agency: Penavico Jinzhou, Port Building, Economic DevelopmentDistrict, Jinzhou, China. Tel: �86 (416) 312-7123. Fax: �86 (416)312-3663. Telex: 813061 JZGWJ CN.

Sinoagent Jinzhou, 11-2 Sec. 2, Zhongyang Street, Jinzhou, Liaoning,China. Tel: �86 (416) 312-0189, 312-2557. Fax: �86 (416) 312-1817.Telex: 813068 JZAGT CN.Provisions: Available.DEVELOPMENTS: The port has plans to increase the berthing capacityto 13 berths from the present 8 berths. The new berths will handlevessels ranging from max. 15,000 d.w.t. to 35,000 d.w.t.

REPORT: 1998.Max. Size: Draft 9.2 m., LOA 170 m. (possible up to 200 m.).Tankers: LOA 240 m.Tidal Range: 1.12 m. – 4.22 m.Loading Rates:

Bulk: 1,500 tonnes per day.Oil: 1,000 t.p.h.Packaged Cargo: 700 tonnes per day.

Discharging Rates:General Cargo: 800 tonnes per day.Oil: Up to 400 t.p.h.Ore: 3,000 tonnes per day.

Cranes: 4�10 tonnes.

SHIPMASTER’S REPORT: April 2001.Vessel: Woodchip carrier, 45,600 d.w.t.Cargo: Bulk woodchip.Charts: Chinese Charts No. 11500 and 11510 for the approaches, andChart No. 9416 for the port, published by The Mapping Agency of theNavigation Guarantee Department of the Chinese Navy Headquarters.Documents: The following documents are required on arrival forclearance inwards:

1 Crew Effects Declaration.1 Crew Foreign Currency Declaration.6 Crew Lists (Chinese and Korean crew names to be written in

Chinese, all others in English).1 Crew (Cholera) Vaccination List.1 Sanitary Certificate.1 Derat Exemption Certificate.1 Maritime Declaration of Health (Chinese form).1 Ship’s Particulars (Chinese form).1 Ports of Call List.1 Ship’s Stores Declaration.1 Import Cargo Manifest (Chinese form).

For departure:2 Crew Lists.

Approach Channel: The approach channel commences in positionLat. 40� 43' 30" N., Long. 121� 03' 09" E. on a heading of 005� 41' C (T),between 10 navigational buoys to the breakwater of Jinzhou port. Thechannel has a length of 7,750 m., minimum depth of 11.0 m. and breadthof 120 m.


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Anchorages:Anchorage Location Depth Bottom UseNo. (m.)1 Lat. 40� 42' 20" N. 9.5 Mud/good Quarantine,

Long. 121� 06' 25" E. holding ground. waiting,Pilot.

2 Lat. 40� 32' 54" N. 11.0 Mud/good WaitingLong. 121� 26' 24" E. holding ground.

Pilotage: Compulsory for vessels more than 10,000 g.t. Pilotageavailable throughout 24 hours if vessel less than 30,000 g.t., and morethan 30,000 g.t. between sunrise and sunset only.

Pilot boards vessel in position Lat. 40� 42' 20" N.,Long. 121� 06' 25" E.Max. Size: Max. draft 11.5 m.Restrictions: See ‘‘Pilotage’’.VHF: Pilot Station on Channel 13.

Port Control on Channel 12.Jinzhou Radio operates on Channel 16 throughout 24 hours (It is

usually difficult to obtain an answer during the night).Tugs: 3 tugs available (1�1,380 h.p., 1�2,000 h.p. and 1�3,700 h.p.).Berthing:

Berth Use Depth Length CapacityNo. (m.) (m.) Tonnage/YearCargo Berth 1 Cargo 11.0 217.40 10,000-350,000Cargo Berth 2 Cargo 11.0 189.78 10,000-300,000Cargo Berth 3 Cargo 11.0 150.00 10,000-300,000Cargo Berth 4 Container,

woodchip12.5 232.00 30,000-600,000

Oil Berth 1 Oil, chemicalproducts

11.0 241.40 10,000-900,000

Oil Berth 2 Oil 14.0 356.00 50,000-3,100,000Also see ‘‘Plan’’.

Loading: Our vessel loaded 20,400 tonnes of woodchip in bulk at BerthNo. 4, using 2�100 tonnes/hr. shore cranes throughout 24 hours.Time: GMT plus 8 hours.Fresh Water: Available by truck at the berths. One truck has capacityof approximately 20 tonnes with pumping rate of 5 tonnes/hr. Quality ofwater is good.Ship Chandlers: Some provisions are available. Cigarettes and spiritsare not available due to being Bonded Stores.Contact: Jinzhou Foreign Supply Company, No. 24 Section 3, ShanghaiRoad, Jinzhou, Liaoning Province, China. Fax: �86 (416) 212-2358.Arranged through ship’s Agent.Shore Leave: Local ship’s Agent provides all crew’s Landing Permitswhich must be shown by crew on going ashore. They must all be returnedto the ship’s Agent on vessel’s departure.

All crew members must return onboard by 0200 hrs.Seaman’s Clubs: One seaman’s club (3rd floor building) inside the port.It is approximately 6 minutes walk from Berth No. 4.Facilities available: Barber’s shop, international telephones, restaurantand other amenities.Town: Approximately 1 hour by taxi. There is a department store, bankand other facilities. Taxi costs approximately 20 USD for the round trip.Agency: Penavico (China Ocean Shipping Agency), Jinzhou, JinzhouEconomic and Technical Development Zone, Liaoning Province 121007,China. Tel: �86 (416) 358-6292, 358-6105, 358-6085. Fax: �86 (416)358-1694, 312-3663. Telex: 813061 JZGWJ CN.

AUTHORITY: Jinzhou Port Co. Ltd., No. 1 Section, 1 Jingang Street,Jinzhou Economic and Technical Development Zone, Jinzhou,Liaoning Province 121007, China. Tel: �86 (416) 358-2607,312-7123. Fax: �86 (416) 358-2841. Email: [email protected]: www.jinzhouport.com

JIUJIANG: 29.38 N. 115.56 E.

PILOTAGE: Compulsory. Pilotage is undertaken day and night. Pilotsboard vessels at River Jiujiang.ANCHORAGES: Guang Pai Jiao Anchorage: Depth 3.0 m. – 15.0 m.Ground of anchorage: Mud and sand. Size of vessel: 50,000 d.w.t.RESTRICTIONS: Only passenger vessels may enter between sunsetand sunrise.Range of Tide: 7.0 m. – 21.0 m.Draft Limitation in Channel: 4.5 m. (during dry season).VHF: Jiujiang Radio on Channels 12, 16 and 21 throughout 24 hours.TUGS: 1�800 h.p., 2�428 h.p. and 1�300 h.p.CRANES: Floating cranes: 1�3 tons, 1�10 tons and 1�15 tons.STEVEDORES: Working Hours:

Heavy and bulk cargo: 0700 hrs. – 1600 hrs., 1800 hrs. – 0700 hrs.Bagged cargo: 0700 hrs. – 1600 hrs., 1600 hrs. – 2400 hrs.

FRESH WATER: Available.FUEL: Available.REPAIRS: No facilities.

REPORT: 1998.Max. Size: Draft 7.0 m. (FW) during flood season, 4.0 m. during dryseason. LOA 81 m., beam 90.0 m., 5,000 d.w.t.Main Imports and Exports: General cargo and chemical products.Loading Rates:


Discharging Rates:Bulk: 1,500 tonnes per day.Packaged Cargo: 700 tonnes per day.

Cranes: Floating cranes: 1�3 tonnes, 1�5 tonnes, 1�10 tonnes,1�15 tonnes.Shore cranes: 3�40 tonnes.Stores: Provisions available.

JIUZHOU: 22.14 N. 113.35 E.

PILOTAGE: Compulsory. Pilot service available from 0830 hrs. –1730 hrs. Pilot boards vessel at Datouzhou, Touzhou or Jiuzhou (See‘‘Anchorages’’).ANCHORAGES:Name Location Depth Use

(m.)Datouzhou Lat. 22� 03' 37" N.

Long. 113� 44' 00" E.12.0 Pilot

Touzhou Lat. 22� 07' 00" N.Long. 113� 44' 36" E.

6.0 Pilot

Jiuzhou Lat. 22� 13' 37" N.Long. 113� 37' 00" E.

4.0 Pilot

The bottom is mud and the holding ground is good in all anchorages.RESTRICTIONS: Vessel cannot enter or sail after sunset.

Tidal range: Max. 2.84 m. Average 1.07 m.Draft Limitation in the Channel: 6.0 m.

VHF: ‘‘Zhouhai Radio’’ on Channel 16 throughout 24 hours.TUGS: Available.BERTHING:StevedoreCompany


Max.Size

CargoHandled

ShoreCranes

(m.) (m.) (d.w.t.)InternationalContainer

5,000ton

230 6.0 5,000 Bulk,GeneralCargo

–

InternationalContainer

2,000ton

458 4.0 2,000 Containers,GeneralCargo

–

TangjiaDawuwan

2,000ton

200 5.0 2,000 Oil,LPG

–

Warehouse and Open Storage Space: Warehouse: 14,200 sq.m.Container Yard: 70,000 sq.m.

Main Import and Export Cargo: Oil products, steel, containers, generalcargo and chemical products.CONTAINER HANDLING FACILITIES: Zhuhai International ContainerTerminals (Jiuzhou): Operator: Zhuhai International Container Terminals(Jiuzhou) Ltd., 280 Lovers Avenue South, Zhuhai S.E.Z., Zhuhai519015,Guangdong, China. Tel: �86 (756) 322-0000. Fax: �86 (756) 335-5993.Email: [email protected] Contact: Ho Kwok Keung, GeneralManager.Location: The Terminal is located in the city of Zhuhai on the West bankof the Pearl River Delta, approximately 36 nautical miles from HongKong.Berthing: The Terminal has a total berthing of 700 m. (2,296 ft.) and adepth of 5.0 m. (16 ft.), a total area of 37 acres (15 hectares) with annualcapacity of 350,000 TEU.Cargo Handling Facilities: The Terminal has 7 warehouses, totallingmore than 14,000 sq.m., located within the Terminal.

The Terminal offers direct service berthing at Hong Kong InternationalTerminals (HIT), as well as reefer box storage.Cargo Handling Equipment: The Terminal has 2 multi-purpose cranes,2 mobile cranes, 4 container front loaders/reach stackers and 25 forklifts.FRESH WATER: Available at berths and at anchorage.FUEL: Available at berths and at anchorage.REPAIRS: Facilities available.SERVICES: Provisions: Available.AGENCY: Penavico Zhuhai, Freight Centre Building, Jiuzhou, Zhuhai,Guangdong, China. Tel: �86 (756) 333-6431. Fax: �86 (756) 333-3187.Telex: 456291 Penaj Cn.

Sinoagent Jinzhou, 5/F New Lian Jian Building, Shihua East Road,Jiuzhou, Zhuhai, China. Tel: �86 (756) 335-3040. Fax: �86 (756)333-9694. Telex: 456205 Shazh Cn.

LANSHAN: 35.06 N. 119.22 E. (See Plan)

LOCATION: Lanshan is located in position Lat. 35� 05' 35" N.,Long. 119� 22' 17" E., at the Northern part of Haizhou Bay of ShandongProvince. Distance by sea is about 81 miles South of Qingdao, and about384 miles North of Shanghai.APPROACHES: The approaches to Lanshan are open sea without anyoutlying dangers. The coast lines are generally well defined, withconspicuous mountains for terrestrial fixes.

The fairway leading to the berth is buoyed, and night navigation isdifficult. The depth in the fairway is 10.0 m. – 15.0 m.PILOTAGE: Compulsory for all berthing movements. The pilot boardingground is approximately 3 miles S.E. of the berth. Ample advance noticemust be given to ‘‘Penavico’’ Lanshan Branch for booking a Pilot.ANCHORAGES: The anchorages are located approximately 3 milesand9 miles S.E. of the port.Anchorage No. 1:

Lat. 35� 02' 12" N., Long. 119� 23' 45" E.Lat. 35� 03' 52" N., Long. 119� 26' 00" E.Lat. 35� 02' 01" N., Long. 119� 28' 02" E.Lat. 35� 00' 20" N., Long. 119� 25' 45" E.Depth 12.9 m.

Anchorage No. 2:Lat. 35� 03' 00" N., Long. 119� 32' 21" E.Lat. 35� 03' 00" N., Long. 119� 36' 00" E.Lat. 35� 00' 00" N., Long. 119� 32' 21" E.Lat. 35� 00' 00" N., Long. 119� 36' 00" E.Depth 16.0 m.The nature of bottom is mainly sand/mud. The holding ground is

reported to be good.RESTRICTIONS: Large loaded vessels can only berth/unberth duringhigh water. This is due to a shoal patch of 6.20 m. approximately 30 m.off the berth.MAX. SIZE: See ‘‘Berthing’’.


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VHF: ‘‘Penavico’’ Shijiu Branch and ‘‘Penavico’’ Lanshan Branchmaintain 24 hour watch on Channel 16.TUGS: 2�1,080 h.p. There are also 4�3,200 h.p. tugs available fromShijiu.BERTHING: There are 4 berths open for foreign vessels.

Berth Length Depth Cargo Handled(m.) (m.)

No. 3 178 7.5 General cargo, edible oil, asphalt andcoal tar.

No. 4 204 10.2 General cargo, bulk liquid chemicals.No. 5 130 7.5 General cargo, asphalt, coal and oils.No. 6 180 8.0 General cargo and coal.

Berth Facilities:Pipeline connection: 1�6 in. diameter.Max. back pressure: 6 kg.Average Rate: Approximately 120 tonnes/hour.Max. Rate: 150 tonnes/hour.Note: The shore tank farm is located on elevated hills. Total shore tankcapacity is 14,000 tonnes.

Distance between shore manifold to ship’s side is about 61 m. Shortlengths of pipeline are connected between the ship’s side and shoremanifolds.CRANES:

Berth Shore CranesNo. 3 3�12 tonnesNo. 4 1�40 tonnes, 1�10 tonnnes and 2�12 tonnesNo. 5 2�12 tonnesNo. 6 2�12 tonnes

TANKERS: See ‘‘Berthing’’.No slop facilities available.

FRESH WATER: Available.FUEL: Available.REPAIRS: No facilities available.GARBAGE DISPOSAL: No facilities available.WASTE OIL DISPOSAL: No facilities available.SEAMAN’S CLUBS: None.GENERAL: Stores: Provisions available.Weather Conditions:Wind: The prevailing wind is from the North. Average wind

speed 3.4 m./sec. Max. wind speed 20 m./sec.Rain: The annual average rainfall is 915.7 mm.Fog: Fog generally between March – July. Average 26.7

days per year.Temperature: The annual average temperature is 12.6� C. Maximum

temperature recorded was 38.3� C. and minimum was�14.5� C.

Tidal Conditions: The tidal conditions for Lanshan are similar to thepattern at Lianyungang, the nearest standard port for tidal prediction.The tidal stream runs in an anti-clockwise direction, max. rate duringflood tide is 88 cm./sec., and max. rate during ebb tide is 69 cm./sec.The average tidal range is about 2.5 m.Charts: Presently, there is no British Admiralty Chart available for theport of Lanshan. Vessels proceeding to Lanshan can only use B.A. ChartNo. 1253 (Sheyanghe Kou to Qingdao Gang) to approach the port.

Navigational chart, for the port of Lanshan, is Chart No. 9435,published by the Chinese Government.Agency: China Ocean Shipping Agency Rizhao, 105 Huanghai Road 1,Rizhao, Shandong Province 276826, People’s Republic of China.Tel: (05400) 331468, 331218. Telex: 320021 PENRZ CN. Fax: (05400)331116. Cables: PENAVICO RIZHAO.

SHIPMASTER’S REPORT: August 1992 (Updated 1997).Location: Position: 35� 05.5' N., 119� 22' E. The port is near PointLanshantuo (B.A. Chart No. 1253). The port has been in operation for2 years.Port Limits: Approximately 6 miles radius off the end of the breakwater.Documents: On arrival:

6 Crew Lists.1 Customs List (Chinese Form).1 Health Declaration (Chinese Form).1 Vaccination List (free form).1 List of Arms and Ammunition (free form).2 Reports of Entry for Foreign-Going Ships (Chinese Form).1 Animal and Plant Quarantine Declaration Form for repairing vessel

(Chinese Form).1 List of Specified Articles, foreign currency, gold, silver, belonging

to ship and/or members of crew (Chinese Form mandatory).1 List of Articles to be sealed, cigarettes and liquor belonging to ship

and/or members of crew (Chinese Form mandatory).To be shown to the Port Officials:

Ship’s Register.Tonnage Dues (Chinese Form mandatory, issued by the Port Officeat the first Chinese Port of Call).Tonnage Certificate.Load Line Certificate.Safety Construction, Equipment, Radiotelegraphy Certificates.Certificate of Financial Security in respect of Civil Liability for Oil

Pollution Damage.Certificate of Insurance.Derat Certificate.Health Books and Yellow Cards of the crew members.Seamen’s Books (Passports).

On Departure:2 Sailing Reports (Chinese Form).1 Customs List (Chinese Form).Collect and return all Shore Passes issued on arrival.Tonnage Dues (Chinese Form) must be shown to the Port Officials

before sailing.

Pilotage: Compulsory. Pilotage for large vessels performed betweensunrise and sunset.

The Pilot boards at anchorage from a tug. The entrance channel (315�– 135�) has a depth of 13.0 m., is about 3.5 miles in length, and about1.2 miles in width, and is marked by two black buoys with white irregularflashes in the following positions:

(a) Lat. 35� 03.9' N., Long. 119� 25.2' E.(b) Lat. 35� 03.0' N., Long. 119� 24.0' E.The Pilot listens on VHF Channel 16, working on Channel 13, but there

was no answer. Berthing information comes from the local Agents only.Anchorage: The anchorage is situated about 5.5 miles S.E. ofLanshantuo Point (B.A. Chart No. 1253) and is marked by 4 black buoys,as follows:

(a) Lat. 35� 02.0' N., Long. 119� 28.0' E.(b) Lat. 35� 02.2' N., Long. 119� 23.6' E.(c) Lat. 35� 04.0' N., Long. 119� 26.0' E.(d) Lat. 35� 00.4' N., Long. 119� 25.8' E.Depths range from 10.0 m. – 15.0 m., and the nature of the bottom

is sand and mud, normal holding ground. Vessel anchored with6 shackles in the water. Tidal streams of about 2 knots wereexperienced.Restrictions: Entry and departure not permitted after sunset for largevessels.Max. Size: Vessel of 185 m. length with draft 9.2 m. can moor.Health: Ship cleared by Health Officials on arrival. Quarantine andVeterinary Officials carried out the inspection of the crew mess, galley,dry and freezing stores. Pay strict attention to the Health Books andYellow Cards of the crew members, especially anti-cholera injections.Radio: Telegraphic communciations: ETA cables via Qingdao CoastalRadio Station (Call sign XST). Calling frequency 500 kHz, working425 kHz, answering 435 kHz. Working day and night.VHF: Pilot and local Agents keep watch on Channel 16.

Pilot works on Channel 13.Local Agent ‘‘Penavico’’, working on Channel 16.Local Agent ‘‘Sinoagent’’, working on Channels 74 and 73.

Radar: There is no radar station in the port.Tugs: The port has 2 tugs: 1�2,500 h.p. and 1�800 h.p.Berthing: Two concrete berths.

First Berth: Length 180 m., depth alongside 7.5 m.Second Berth: Length 210 m., depth alongside 10.2 m.Vessels can only berth starboard side alongside, port anchor used

with 4 – 5 shackles in the water. Fendering is insufficient.Cranes: 4�25 ton luffing cranes.Bulk Cargo Facilities: The port is equipped with 4 multi-purpose portablecranes for handling bulk.

Cargoes: Coal, ores and cement.Specialised Cargo Handling Facilities: On the first berth, another vesselloaded frozen fish, garlic in cases and peaches. She used her ownequipment. She was berthed starboard side to, cargo was deliveredalongside my lorries.Tankers: On the Second Berth (210 m. length), we unloaded3,800 tonnes of soya bean oil.

Connection: 1�6 in. hose to underground pipelines. Collector has4�6 in. pipelines, discharging rate about 200 tons per hour.Density: Salt water.Fresh Water: Available.Fuel: Available, but preliminary (7 days minimum) notice required.Consuls: None.Repairs: Small repairs only.Dry Docks: No information.Gangway/Deck Watchmen: One gangway guard for inspecting crewmembers passes.Customs Allowances: Crew allowed 200 cigarettes on arrival. The bondis sealed.Repatriation: Possible, arranged by local Agents. It takes 3 – 4 days toarrange visas.Airport: Airport at Qingdao (180 km.).Time: GMT plus 8 hours, no change.Police/Ambulance/Fire: It is sufficient to ask guard to advise the desireddepartment.Shore Leave: Allowed. Passes issued on arrival by Immigration (mustbe returned before departure).Identification Cards: Shore Passes issued on arrival by Immigration.Must be kept with Seamen’s Books.Delays: We had to wait 6 days for a berth.Agent: China Ocean Shipping Agency, Ocean Hotel, Zhong ShanC.W.J.Road, Lanshan. Tel: 0518-312393. Fax: 311842. Telex: 36902.Cables: Penavico.

Another Agency is Sinoagent (Telex: 320034 Lsbrz-Cn. Cables:Sinoagent Lanshan).

REPORT: 1998.Max. Size: Draft 10.2 m. (at HW), LOA 200 m.Tidal Range: 0.47 m. – 4.5 m.Cranes: 4�10 tonnes.Main Imports and Exports: General cargo, grain, cement.Loading Rates:

Cement: Up to 12,000 tonnes per day.Discharging Rates:

Cement: 4,000 tonnes per day.Ore: 10,000 tonnes per day.

Fuel: Available with difficulty.

SHIPMASTER’S REPORT: January 1999 (Updated 2000).Vessel: Chemical tanker, LOA 180 m., 45,000 d.w.t.Publications:

Charts: B.A. No. 1253 (Scale 1:300,000),Chinese Government No. 9435 (Scale 1:30,000).

Sailing Directions: NP 32 11.15, Suppl 32s, 11-06-98, page 26-27.Light Lists: Admiralty Vol. F No. 3806.5Radio Signals: Admiralty NP286(2) Vol 2/6, Part 2. E.2588.

CHINA, P.R. OF


Approaches: Approach was at night in a N.N.E. gale. Visibility wasmoderate, but Cheniushan (Vol F No. 3806) was visible at a gooddistance. Agents (Penavico Lanshan) were contacted at 30 miles off byVHF on Channels 16 and 13. They relayed orders to anchor at OuterAnchorage No. 1, in position Lat. 35� 01.3' N., Long. 119� 35' E. Prior toarrival, Agents were most insistent that positions must be strictlymaintained, and that passage from Outer to Inner Anchorages must bemade without any deviation to either side, as the offshore area is heavilyused for fish farms.Offshore Fish Farms: On this voyage, the ship carried cargo for Rizhao,a port almost within sight to the North of Lanshan. Passage to Rizhaomust be made with great care as fish farm structures (pens and nets),some highly visible, others marked by spherical black floats, arescattered everywhere. They have encroached on the Northern half ofAnchorage No. 2 and extend well offshore.

From observations during this visit, it would appear that vessels shouldproceed on a course of approximately 087�(T) from Anchorage No. 2,passing North of Cheniushan (Vol. F No. 3806) and Danianshan toLong. 120� 00' E., before altering course to 000�(T) to pass East of PingDao. Rizhao can then be approached from the East on 270�(T).

The structures appear substantial and could do damage, and notingthe severe tone of the instructions for the passage from No. 2 to No. 1Anchorage, it is supposed that the legal consequences of passingthrough and damaging the fish farms would be unpleasant.Arrival: Ship anchored in gale force winds and managed to hold position,with a generous scope of cable.

At 0830 hrs., the same morning, ship was ordered to move to theInner Anchorage and anchor in position Lat. 35� 02.5' N.,Long. 119� 27' E. On arrival, another ship was anchored close to thatposition, so an attempt was made to anchor as close as was deemedsafe. At this time, the weather was worsening. First attempt at anchoringfailed, as the ship dragged immediately. We were then given anotherposition, Lat. 35� 03' N., Long. 119� 26.5' E. Eventually, we anchoredwith full scope of cable out on port anchor and 4 shackles out on thestarboard anchor. This arrangement held until the weather moderated.

After 24 hours, the weather moderated to Force 4 with a moderatesea. With a maximum draft of 9.0 m. we were limited to the high tidewindow for berthing. Pilots declined to berth the ship that day andeventually took the ship in on the afternoon of the following day.Berthing: Pilot boarded from a large ex-Japanese tug. Passage alongthe buoyed channel was made at dead-slow with a generous allowancefor the South-setting tide.

Approaching the berth, the port anchor was held in readiness. Twotugs made fast, using tugs’ lines and a third was in attendance.

The shallow water just off the berth did not allow the usual tendencyof the ship to pay-off to starboard when going astern, and the tugs wereunable to hold the ship up near the berth. The final approach had to bemade 3 times before the tugs were able to push the ship alongside.

The Pilots insisted on springs being the first lines. As there were nomooring boats, I suggested that we could use heaving lines to get headand stern lines ashore to heave the ship alongside, but the line handlersashore and the Pilots on board would not allow this.

We were eventually moored at General Cargo Berth No. 4. Continuousberth, well fendered, mainly used for dry and bulk cargo.

Berth soundings were not taken as it was thought that that might notbe diplomatic.

On departure, the wind was Northerly, Force 4 rising to Force 5, andthe Pilots were not happy and were on the point of cancelling departure.

For large ships, the tugs are not very effective. The configuration ofthe seabed makes response to engine and helm orders unpredictable,so the Pilot’s reluctance to berth in any conditions over Force 4 isunderstandable.

Also see ‘‘Developments’’.Discharge: 6 in. hose to 6 in. line on dock. Rate for discharge of methanoljust over 200 cu.m./hr.

Only one Government Cargo Surveyor attends.Formalities: Papers required:

7 Crew Lists.3 Cargo Manifests.1 Discharge and Transit Cargo List.3 Crew Declaration Lists.3 Stores Lists.1 Health Declaration.All documents required an original signature and ship’s stamp. Copies

of most ship certificates were sent by fax to controlling Agents in HongKong.

A Ship’s Particulars form was required to be completed during thedischarge, giving certificate dates, Officer’s licence details and otheritems.

Bond was not sealed.Officials were correct and easy to deal with. They tended to come in

separate groups, which made inward clearance a long process. PortHealth sprayed the gargabe collection area.

Shore leave for crew was freely given, but with passports and shorepasses, which were carefully checked by gangway guard.

Late on the final evening, 2 individuals who described themselves as‘‘Port Health’’ advised that they would board just before sailing to takethe garbage ashore, for which a charge of U.S.$100.00 would be levied.On being told to send their bill to the Agent they departed, never to beseen again.Stores: Chandler: Lanshan Ocean Shipping Supply Corp., boarded andwas eager to supply. We had few requirements, but a price list wasobtained. Fresh vegetables, meat and fish seem to be in plentiful supplyand were reported to be of good quality.

Agents were helpful.General: I requested a local chart, as the B.A. Chart No. 1253 has ascale of 1:300,000, and the whole of the port is shown in an area of60 mm.�60 mm. This was supplied at a cost of U.S.$20.00. Scale is1:30,000 and is useful, especially given the local sensitivity aboutdamage to fish farm structures.

Work is taking place on the breakwater. Activity is at a low level, butthe raised part of the seawall is being extended along the base alreadysunk and located on the seabed. 4 or 5 circular caissons are in placeat the seaward end of the wall, which would suggest that the wall andthe berths behind may be extended in the future.

This is a small port handling coal and fertiliser. The main industry isfish farming. The square miles of nets and enclosed pounds outside themain channel can be seen quite clearly on the radar.

The ship was one of the largest to berth there, and was the object ofconsiderable interest. Port Authority staff came on board to examine theGMDSS equipment. A group of ‘‘high ranking Officials’’ came onboard,accompanied by a very Senior Immigration Officer to look around.Developments: The extension to the breakwater mentioned in ‘‘General’’is now complete with a new chemical and products berth (outlineindicated on Chinese Chart No. 9435), well on the way to completionwith large fenders and bollards in position. The control tower/office blockis well advanced and pipe stools are being fitted along the sea wall.

Pilots estimate the berth will be in operation at the end of 2000.Berth No. 4 is to be extended South to create another bulk berth.

Foundation ballast is already being deposited in the area.A new private harbour is under construction 0.7 nautical miles North

of the present harbour with a new breakwater projecting S.S.E. fromapproximate position Lat. 35� 06.4' N., Long. 119� 22.5' E. We havebeen informed that the port is to be used for oil products and chemicals.

AUTHORITY: Lanshan Harbour Bureau, Lanshan Port, Rizhao City,Shandong Province, People’s Republic of China. Tel: �86 (5400)441046, 441047. Telex: 320036. FAX: �86 (5400) 221397.Contact: Mr. Mu Naishan, Port Director.

LIANYUNGANG: 34.45 N. 119.27 E. (See Plan)

DOCUMENTS: See ‘‘Dalian’’.PILOTAGE: Compulsory. Pilotage undertaken day and night. Pilotboards at Pilot Anchorage.ANCHORAGES: No. 1 Quarantine, Pilot Anchorage: Lat. 34� 49' 10" N.,Long. 119� 42' 02" E. as centre with 1.5 nautical miles radius. Depth13.0 m. – 15.0 m., mud and sand bottom with good holding ground.

No. 2 Quarantine, Pilot Anchorage: Lat. 34� 45' 58" N.,Long. 119� 33' 47" E., as centre with 1 nautical mile as radius. Depth6.0 m. – 8.0 m., mud bottom with good holding ground.RESTRICTIONS: Draft limitation in the channel: 8.6 m.

Possibility of entry or sailing after sunset: Possible.Tidal range: 6.48 m., average 3.39 m.If vessel anchors in Lianyungang Road for a long time, the anchor

chains will become twisted, due to ships’ irregular turning. The Mastershould heave up anchor to one or two shackles in water and then slackto his requirements at least once a week.VHF: Lianyungang Radio on Channel 16 throughout 24 hours.TUGS: 1�428 h.p., 1�660 h.p., 1�980 h.p., 2�1,200 h.p.,2�1,670 h.p. and 2�3,200 h.p.BERTHING:

Berths No. 1, 2, 3, 4, 5 and 6 are operated by No. 1 StevedoringCompany of the Port.

Berths No. 8, 9, 10, 11, 12 and 14 are operated by No. 2 StevedoringCompany of the Port.

Berths No. 33, 34, 35 and 36 are operated by No. 3 StevedoringCompany of the Port.

Berths No. 31 and 32 are operated by the Container Company of thePort.

Berths No. 38 and 39 are operated by the Coal Stevedoring Companyof the Port.Berth Length Depth Max. Size Cargo handled EquipmentNo. (m.) (m.) (d.w.t.)

1 153 9.0 10,000 General, Bulk Shore Cranes 3� 10 tons2 156 7.0 5,000 General, Bulk Shore Cranes 3� 10 tons3 142 7.0 5,000 General, Bulk Shore Cranes 3� 10 tons4 180 9.0 10,000 General, Bulk Shore Cranes 2� 10 tons5 188 9.0 10,000 General Cargo Shore Cranes 3� 10 tons6 190 9.0 10,000 General Cargo Shore Cranes

3�10-16 tons8 160 9.0 10,000 General Cargo Shore Cranes 2� 10 tons9 210 11.0 25,000 General, Bulk Shore Cranes 2� 10 tons

10 200 10.0 25,000 General Cargo11 210 10.0 25,000 General Cargo Shore Cranes 3� 10 tons12 160 9.0 10,000 General Cargo Shore Cranes 3� 10 tons14 162 9.0 10,000 Coal Shiploader 1�1,000 t.p.h.31 270 11.0 25,000 Containers Bridge Cranes 2�30 tons32 270 11.0 25,000 Containers Bridge Cranes 2�30 tons33 280 10.0 35,000 Grain34 269 10.0 10,000 General Cargo35 215 11.0 25,000 Timber Shore Cranes 2�16 tons36 205 11.0 25,000 Timber Shore Cranes 2�16 tons38 236 11.0 16,000 Coal Shiploader 1�3,000 t.p.h.39 240 11.0 35,000 Coal Shiploader 1�3,000 t.p.h.

CRANES: 1�200 ton crane.Also see ‘‘Berthing’’.

FRESH WATER: Available.FUEL: Contact China Marine Bunker Supply Co., Lianyungang Branch.REPAIRS: Facilities available.GENERAL: Provisions: Contact Lianyungang Foreign Vessel SupplyCorporation.Imports: Steel, timber, fertiliser, sugar.Exports: Coal, agricultural products and general cargo.

REPORT: 1998.Cargo Handling Facilities: 549 cargo handling machines with capacityup to 25 tonnes.Floating cranes: 1�250 tonnes, 1�75 tonnes.Main Imports and Exports:Imports: Steel products, timber, fertilisers, sugar, grain, ore, alumina,jute.Exports: Coal, agricultural products, coal, cement, phosphate rock,general cargo.

CHINA, P.R. OF


Loading Rates:Coal: 6,000 tonnes per day (2 loaders).Cement: 3,000 tonnes per day.Agricultural Products: 1,800 tonnes per day.

Discharging Rates:Bulk: 1,800 tonnes per day.Packaged Cargo: 800 tonnes per day.Grain: 4,800 tonnes per day.Fertiliser: 6,000 tonnes per day.Alumina: 2,000 tonnes per day.Sugar: 2,500 tonnes per day.Ore: 7,000 tonnes per day.Jute: 1,500 tonnes per day.Phosphate Rock: 3,000 tonnes per day.

AUTHORITY: Lianyungang Harbour Administration Bureau,99 Zhongshan Road, Lianyungang, China. Tel: 86-518-2383374,2383835. Telex: 369032 Lygha Cn. FAX: 86-518-2331261.

LIUHUA TERMINAL: 20.50 N. 115.42 E. (See Plan)

LOCATION: The Liuhua Terminal is located in the waters of the People’sRepublic of China, approximately 150 nautical miles S.E. of Hong Kong.(1) Floating Production System (FPS) ‘‘Nan Hai Tiao Zhan’’ (Nan Hai

Challenge), located offshore at Lat. 20� 49' 32.328" N.,Long. 115� 42' 0.662" E.

(2) An offshore loading berth Floating Production Storage andOffloading(FPSO) ‘‘Nan Hai Sheng Li’’ (Nan Hai Victory), 134,000 S.d.w.t.,located offshore at Lat. 20� 50' 52.052" N.,Long. 115� 41' 00.466" E.

(3) Water depth at the location is approximately 290 m.Both the FPS and FPSO are permanently anchored to the sea bed

by an anchor leg mooring system.Also see ‘‘Berthing’’.

DOCUMENTS: The following documents are required when calling atthe Liuhua Oil Terminal for all foreign flagged vessels:(a) Crew Lists.(b) Lists of Ports of Call.(c) Copies of Cargo Manifest.APPROACHES: Waiting Area: The designated waiting area for vesselsawaiting loading at the Liuhua Terminal is an area 2 nautical miles inradius, centred at Lat. 20� 44' N., Long. 115� 38' E. No anchorage ispossible due to the water depth.Navigational Aids: Masters are advised that navigation within theTerminal Zone will only be undertaken in the presence of the TerminalMooring Master. As the Terminal is in the proximity of the Hong KongShipping Lane, radar surveillance will be operated from the field stand-byvessel. This does not relieve the Master of the Lifting Vessel of hisresponsibility for the safety of his vessel.Terminal Restricted Zone: Lifting Vessels are prohibited from navigatingwithin the Restricted Zone at the Liuhua Terminal at any time unless aMooring Master is on board. The Restricted Zone is bounded by thelines connecting the following points:

(1) Lat. 20� 45' N., Long. 115� 38' E.(2) Lat. 20� 45' N., Long. 115� 45' E.(3) Lat. 20� 54' N., Long. 115� 45' E.(4) Lat. 20� 54' N., Long. 115� 38' E.

Hydrographic Chart Information: Vessels are referred to the appropriateHydrographic Office publications, Admiralty publications and officialcharts for the approaches and navigational aids to the Liuhua OilTerminal. Caution is required when navigating near the Terminal, sinceoil installations and marine activities may be encountered in the area.Notice to Mariners: The international merchant shipping Notice toMariners ‘‘M’’ Notices will advise Shipowners and Masters of the extentand operations being undertaken in the Liuhua Oil Field.

HK MARDEP is giving on Navtex, twice a week, the position of rigsand FPSO’s operating in the South China Sea.PILOTAGE: Mooring Master Pick-up Area: The Mooring Master and hismooring crew, including one person from the Chinese entry-exitInspection and Quarantine (CIQ), will normally board the Lifting Vesselby helicopter at the waiting area (See ‘‘Approaches’’). Depending onweather conditions and following instructions from the Mooring Master,the vessel will be allowed to proceed to the berth.

Also see ‘‘Berthing’’ and ‘‘General – Pilot’s Report’’ before first port.ANCHORAGES: No anchorage is possible due to the water depth.RESTRICTIONS: The Liuhua Oil Terminal is operated on a continuousbasis, 24 hours a day, 7 days a week, weather and circumstancespermitting.

Vessels will be moored in daylight hours only, loaded at any hour,and unmoored at any time, weather and circumstances permitting.MAX. SIZE: 35,000 d.w.t. – 140,000 d.w.t. Max. LOA 265 m.Max. beam 50 m.HEALTH: The rules governing the Quarantine of Lifting Vessels are thesame as those found in other parts of the world.RADIO: Initial Communications: ETAs for Liuhua Oil Terminal must besent in writing for all vessels to the Agent, the Operator and by radio tothe FPSO.

Radio communication with the FPSO can be established through themarine band channels, and a working frequency chosen once contacthas been made.

Call sign of the (FPSO) ‘‘Nan Hai Sheng Li’’ is: ELQK4.1. Inmarsat – B (Pacific Ocean):

Fax No. � 872/873-3636-34320Telephone No. � 872/873-3636-34310

2. Inmarsat – C (GMDSS Station (Pacific Ocean):Telex No. � 582-4636-97410

3. Radiotelex (ARQ):Selcall No. � 25054 ELQK X

4. 2,182 kHz Watchkeeping Receiver.

5. SSB/DSC, VHF /DSC (GMDSS Station):MID No. � 636009993

6. Helicopter VHF Radio:Frequency � 118.0 – 136 MHz

Providing Estimated Time of Arrival (ETA) and Other Information: It isimportant that Lifting Vessels establish contact with the Operator when4 days distant from the Liuhua Oil Terminal and maintain such contactuntil just prior to arrival. Lifting Vessels should send an ETA messageto the Operator not less than 96 hours prior to arrival at the Liuhua OilTerminal, providing the following information:(1) Vessel’s Name, Nationality, Owner, Port of Registry and Call Sign.(2) The Estimated Time of Arrival in local time (GMT plus 8 hours).(3) The Quantity of Crude Oil to be Loaded.(4) The Estimated Sailing Draft.(5) The Last Port of Call.(6) Next Port of Call (if known).(7) Whether the Lifting Vessel has a clean Bill of Health.(8) A copy of the ‘‘Lifting Vessel Nomination Fax’’ can be required by

FPSO (see below).While it is the responsibility of the Lifting Vessel and her Owners to

ensure that she is properly equipped, Lifting Vessel should include in itsETA message any special equipment request. If able to do so, the FPSOwill endeavour to provide such equipment.

Further ETA messages should be sent to the Operator when the vesselis 72 hours, 48 hours and 24 hours distant from the Liuhua Oil Terminal,confirming or giving notice of any change in the 96 hour ETA and at anyother time after the 24 hour ETA message, when a change by more than2 hours occurs in the ETA. The 24 hour ETA message should includea positive statement regarding the Lifting Vessel’s readiness to load onarrival.Ship-to-Ship Terminal Communications: The FPSO vessel is equippedwith VHF radiotelephone using international frequencies and maintainsa radio watch on VHF Channel 16 and designated channel. Not lessthan 12 hours prior to the Lifting Vessel’s ETA at the Liuhua Oil Terminal,the Lifting Vessel is required to maintain a radio watch on VHFChannel 16 when in range. Masters are recommended to use this facilityas soon as the Lifting Vessel is within range, since such communicationsare the best means of avoiding delay in the mooring of the Lifting Vessel.During the loading operations, all communications between the vesseland Liuhua Oil Terminal shall be under the supervision of the MooringMaster. The Mooring Master will advise the Master and Officersregarding the emergency whistle signals set up for use in the event theVHF radiotelephone units become inoperative. The use of the LiftingVessel’s radio station and/or battery charging equipment is prohibitedduring cargo loading operations. Satellite communications will bepermitted at any time.Radio Watches: While at the designated area awaiting the loading berth,Lifting Vessels should maintain a listening watch on VHF Channel 74,and if contact breaks on this VHF channel, the listening watch shouldcontinue on the nominated marine band channel with the FPSO. ChiwanRadio 4,434.6 kHz by day, and 2,512 kHz by night, or as directed bythe Mooring Master.LIFTING VESSEL NOMINATED FOR LIUHUA TERMINALQUESTIONNAIRE:Note: Liuhua 11-1 Crude Oil has Hydrogen Sulphide Gas (H2S) inconcentrations significant enough to be a toxicity concern for personnel.It is therefore mandatory that Lifting Vessels be properly equipped withI.G. Mast Riser or High Velocity P.V. vents to vent cargo vapour clearof decks.

The following information is required by the Liuhua Terminal for vesselnominated to lift crude oil at the Liuhua facilities:1. This Document should be completed by the vessel’s Master. If

person completing the Questionnaire is not the Master of thevessel, has the Master been notified and a copy of the completedQuestionnaire been sent to the vessel Yes/NoName of position of person who completed the Questionnaire:Name: . . . . . . . . . . . . . Title: . . . . . . . . . . . . . . . . . .Telephone: . . . . . . . . . . Fax: . . . . . . . . . . . . . . . . . .

2. Date: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3. Vessel Name .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4. Previous Vessel Name (if any) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5. Date Delivered .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6. Place .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7. Summer d.w.t. (Max. 140,000. Min. 35,000) . . . . . . . . . . . . . . . . tonnes8. Summer Draft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m.9. Light Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tonnes

10. Total Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tonnes11. LOA (Max. 265 m.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m.12. Beam (Max. 50 m.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m.13. Number of Cargo Tanks: Central Tanks .. . . . . Wing Tanks .. . . . .14. Draft on Arrival (as per MARPOL ’73/Rule 13) Fwd .. . . Aft . . . . .15. Manifold Height over SBT Draft (Max. 16.5 m.) . . . . . . . . . . . . . . . . . m.16. Flag State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17. Nationality Master . . . . . . . . . . . Officers . . . . . . . . . . . . Crew .. . . . . . . . . .18. Master’s Name .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19. Total Number Officers and Crew on Board .. . . . . . . . . . . . . . . . . . . . . . . . . .20. Officers Ability to Speak/Understand English: Good/Fair/Not Good21. Are Officers/Crew familiar with Tandem Mooring? Yes/No22. Are Officers/Crew trained and certified in H2S Safety? Yes/No23. Is Vessel properly equipped to handle H2S concern? Yes/No24. Is Vessel a Segregated Ballast Tanker? Yes/No25. Percentage SDWT Vessel can maintain with

segregated Ballast only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . %26. Helicopter Winching Area as per ICS Guideline

on Port Side? Yes/No27. Bow Chain Stopper(s): One/Two SWL .. . . . . . . . SWL .. . . . . . . .28. Bow Chain Stopper Type (Tongue or Hinged Bar) . . . . . . . . . . . . . . . . . .29. Bow Chain Stopper Chain Size (54 mm. OR 76 mm.) . . . . . . . mm.30. Bow Chain Stopper Fitted with Chain Straightener Device?Yes/No31. Bow Chock Opening(s): One/Two (600 mm.�450 mm.)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm.

CHINA, P.R. OF


32. Distance between Bow Chocks (2 m. – 3 m.) . . . . . . . . . . . . . . . . . . . . . . . .33. Distance between Bow Chock and Chain Stopper

(2.7 m. – 3.7 m.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m.34. Distance between Chain Stopper and Fairlead (4.5 m.) . . . . . . . . m.35. Empty Storage Drum on the Winch (for 9 in. 200 m. line) Yes/No36. Type of Storage Drum (undivided/split) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37. Pedestal Fairlead in line with Winch Storage Drum Yes/No38. Winch Rated Pull (Min. 15 tonnes) . . . . . . . . . . . . . . . . . . . . . . . . . . . tonnes39. Does Equipment comply with OCIMF Recommendations? Yes/No40. Port Boom/Crane (Min. marked 15 tonnes) SWL .. . . . . . . . . tonnes41 Is Port Boom/Crane slewed both ways by power?42. Lifting Equipment suitable to operate in Open Sea

Conditions? Yes/No43. SWL of the Mooring Bits used for Tug towing at stern . . . . tonnes44. Lifting Hook fitted with Safety Latch Yes/No45. Presentation Flange at Manifold to be 16 in. ANSI 150 Yes/No46. Distance Bow to Centre Manifold (Max. 150 m.) . . . . . . . . . . . . . . . . m.47. Distance Presentation Flange inboard from

Ship’s Side (4.6 m.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m.48. Height of Presentation Flange Centre

above Deck (Max. 2.1 m.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m.49. Spacing between Centre of Presentation

Flange (2 m. – 2.5 m.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m.50. Manifold Material (should be steel) Yes/No51. Hose Support Curvature not less than 150 mm. Yes/No52. Pressure Gauges and Thermometers at Manifold? Yes/No53. Maximum Freeboard during Loading .. . . . . . . . . . . . . . . . . . . . . . . . . . . . m.

(should never exceed Freeboard on Berthing)54. Do Manifolds and Associated Equipment comply

with OCIMF Guidelines Yes/No55. Does Vessel have IG System Yes/No56. State Height of IG Mast Riser above the Main Deck .. . . . . . . . . . m.57. Can IG System maintain less than 8% Oxygen

at all times? Yes/No(Vessel will be rejected if Oxygen percentage

in cargo tanks more than 8%).58. Do Cargo Tanks have individual High Velocity P/V

Valves Yes/No59. Pressure Relief Valve Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm./WG60. Without Breaching Tanks can Vessel be:

Sampled?Water cut?

Yes/NoYes/No

Ullaged?Temperatures taken?

Yes/NoYes/No

61. Initial Loading Rate . . . . . . . . . . . . . . . MTPH .. . . . . . . . . . . . . . . BPH62. Maximum Loading Rate at one Manifold . . . . . MTPH .. . . . BPH63. Topping-off Rate . . . . . . . . . . . . . . . . . MTPH .. . . . . . . . . . . . . . . . BPH64. Vessel able to Receive/Segregate:

......cu.m. Line Flush Water prior Loading Cargo Yes/No

......cu.m. Line Flush Water after Loading Cargo Yes/No65. Is Vessel loading on top on Slop Tanks and what Quantity

is she able to receive in each Slop Tank .. . . . . . . . . . . . . . . . . . . . . . . . . .66. Main Engine(s) Type .. . . . . . . . . . . . . . . . . . . . BHP .. . . . . . . . . . . . . . . . . . . .67. Manoeuvring RPM ahead: . . Full . . Half . . Slow .. D.slow .. .68. Manoeuvring RPM astern: . . Full . . Half . . Slow .. D.slow .. .69. Limit Time Astern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . minutes70. Time from Stop to Astern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . seconds71. Maximum Number of Consecutive Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . .The following information must be submitted as part of the Nomination:72. Member of International Tanker Owner Pollution Limited (ITOPF)?

Yes/NoDoes Vessel have IMO ISM Certificate in Place

(July 1998 Requirement) Yes/NoVessel Telex: . . . . . . . . . . . . . . . Fax: . . . . . . . . . . . . . . . Tel: . . . . . . . . . . . . . . .Name and Contact Number of Owner/OperatorName of Classification Society . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Name of Protection & Indemnity Club (P&I Club) . . . . . . . . . . . . . . . . . . . .

VHF: See ‘‘Radio’’ and ‘‘General – Pilot’s Report’’ before first port.TUGS: 1�6,500 h.p. and 1�8,000 h.p.BERTHING: Mooring Arrangement: The FPSO is a converted tankerwhose principle dimensions are:

Length:Depth:Deadweight:

258.00 m.22.90 m.

134,000 tons

Breadth:Draft (Summer):

44.00 m.17.00 m.

The FPSO is permanently installed by a 10 point spread mooringsystem, with each point secured directly to the seabed by a high holdingpower anchor.

The FPSO is free to weather vane around her mooring and the FPSOis capable of accepting vessels between 35,000 S.d.w.t. and140,000 S.d.w.t., depending on weather and freeboard. The FPSO isequipped with anchorage lights and lights on the bow, stern and bridgewings showing Morse letter ‘‘U’’, as required under Maritime Law(Regulations for the Prevention of Collisions at Sea).Operator’s Facilities: The Operator’s administrative offices are locatedin Chiwan. The Operator’s facilities for the laboratory testing of crude oilare located onboard the FPSO.Mooring Master: Lifting Vessels to be moored at the Terminal will beboarded by a Mooring Master at the customary waiting area (See‘‘Approaches’’). The Mooring Master will be provided by the Operatorand will act as the Loading Master during the loading operations. LiftingVessels will not be allowed to approach or depart from the loading berthwithout the assistance of the Operator’s designated Mooring Master.The Mooring Master will advise the Lifting Vessel’s Master on theapproaches to the loading berth, the operation of mooring and unmooringand in all other operations within the loading berth area. The MooringMaster will be in direct charge of the portable VHF radiotelephone, andall ship-to-tug and ship-to-FPSO communications will be by VHF radio.The Lifting Vessel’s Oil Record Book shall be made available forinspection by the Mooring Master on his arrival. All manoeuvring of theLifting Vessel within the loading berth area shall be performed by theLifting Vessel personnel as directed by the Lifting Vessel’sOfficer-in-charge and in accordance with the procedures advised by the

Mooring Master. The vessel, whilst being manoeuvred, shall remain thesole responsibility of the Lifting Vessel’s Master. The Lifting Vessel’sMaster must be on the bridge at all times while the vessel is manoeuvring.

The Lifting Vessel is required to have a clear area on port side, forwinching on and off the Mooring Master and 2 mooring men byhelicopter, in accordance with Guide to Helicopter/Ship Operations (aspublished by the International Chamber of Shipping). The Lifting Vesselis also required to leave one officer with a VHF radio and at least twocrew members with fire extinguishers at the winching area during thatoperation. The winching area manoeuvring zone should have a diametersuitable for an Aerospatiale 332L Super Puma type helicopter. In theevent that the sea conditions are favourable, an efficient pilot ladderfitted with spreaders and manropes, safely and securely rigged, readyfor the Mooring Master to embark and disembark on either side of thevessel, may be used as advised by the Mooring Master. Adequatelighting must be rigged overside for night operations, with lifebuoy, safetyline and self-igniting light, together with a rope messenger for the MooringMaster’s document case and bags. The Lifting Vessel shall afford a‘‘good weather lee’’ and shall reduce speed as directed in order to effecta safe transfer for personnel.

Whenever, as in the case of large Lifting Vessels in light condition,the freeboard exceeds 30 ft., the accommodation ladder shall also beused in conjunction with the pilot ladder and shall be lowered to about12 ft. above the water with the pilot ladder rigged immediately adjacentto the bottom platform of the accommodation ladder. A mechanical hoistof an approved type can be an acceptable alternative to a conventionalpilot ladder. A mechanical hoist that relies on a single wire shall not beconsidered acceptable. If in the opinion of the Mooring Master, the pilotladder is not safe, the Mooring Master may refuse to board the LiftingVessel, and any delay caused by such refusal shall be for the LiftingVessel’s account.

In any event, the primary method of transfer for the Mooring Masterwill be by helicopter, and such operations will be at the discretion of theHelicopter Pilot and the Mooring Master.

The Lifting Vessel shall provide food for the Mooring Master and hismooring men, including the CIQ representative while on board the LiftingVessel, and shall accommodate the Mooring Master in the Pilot’s cabin.Should the Lifting Vessel not be equipped with a Pilot’s cabin, theMooring Master and the CIQ representative shall be accommodated ina cabin equivalent to that of an officer on the Lifting Vessel. The MooringMaster shall have access to the bridge and/or control area of the LiftingVessel, including the cargo control room, and such areas shall not belocked or otherwise arranged as to prevent immediate entry at any timeby the Mooring Master. Lifting Vessel’s Master should give anyassistance requested by Mooring Master relevant to oil lifting operations.Lifting Vessel Equipment (Derrick/Crane): The SWL of the equipmentshould be established in accordance with the classification of the shipand OCIMF Recommendations for oil tanker manifolds and associatedequipment. As a minimum, Category B Tonnage, 25,001 S.d.w.t. to60,000 S.d.w.t., should have a SWL of 10 tonnes, and Category CTonnage, 60,001 S.d.w.t. to 160,000 S.d.w.t., should have a SWL of15 tonnes.

Prior to the berthing of the Lifting Vessel and after helicopter operation,the lifting equipment on port side of the Lifting Vessel should be fullyrigged. Due to the sea conditions, it should be able to slew both waysby power and not manually and have a lifting and lowering rate at thehook between 10 m. and 15 m. per minute under load conditions, and20 m. – 30 m. per minute under no load conditions. The derrick or craneshould be swung outboard so as to clear the manifold and ensure thatit is ready to handle the basket of tools and hose handling equipment,as well as the floating hose string on the port side. The mooringarrangement and equipment should be prepared on the bow. Onestorage drum should be made empty on the bow to recover the hawsermessenger. Anchors should be secured on their stoppers, warpingwinches and windlass in good working order at all times during the liftingoperation. A tug will be in attendance at all times during the loadingoperation, moored to the stern of the Lifting Vessel. The winches on thepoop deck must be in full working order, and efficient stoppers must bereadily available to‘‘stop off’’ the mooring line from the tug.

The Lifting Vessel’s manifolds must be rated by an approvedClassification Society and in compliance with OCIMF ‘‘Standards forManifold and Associated Equipment’’. The derrick or crane must becapable of lifting the cargo hoses safely and efficiently from the SupplyVessel deck over the rail to the Lifting Vessel’s manifold. The LiftingVessel must have an adequate supply of stud bolts, nuts, gaskets,wrenches and big hammers to connect the cargo hose, but the primarymethod of hose connection will be with a 16 in. Camlock connector atthe tail end hose. If in the opinion of the Mooring Master, the LiftingVessel is not equipped with adequate mooring or loading facilities orlines or gear, the Mooring Master will inform the Lifting Vessel’s Master,and in such event, the Lifting Vessel will not be brought into the loadingberth until the facilities and equipment are deemed satisfactory by theMooring Master, and any delay caused by such unsatisfactory facilitiesand equipment shall be for the Lifting Vessel’s account.Mooring Operations: As the FPSO operates a tandem mooring system,the Operator will provide the services of Support Vessels to assist inthe mooring and unmooring of the Lifting Vessel. During the liftingoperation, a tug will be permanently moored to the stern of the LiftingVessel to assist in maintaining tension and reduce fish tailing in themooring arrangement between the FPSO and the Lifting Vessel. Thetug will be based at the loading berth and will operate under the directcontrol of the Mooring Master. Another Supply Vessel ‘‘Fifi’’ will passthe hose end to the Lifting Vessel and will remain standing-by duringlifting.

The loading berth is in open and unsheltered waters; therefore, fromthe time the Mooring Master boards the Lifting Vessel until the LiftingVessel has loaded her cargo and the Mooring Master has disembarked,full power must be available at all times on deck machinery and theLifting Vessel’s engines, steering machinery and other manoeuvringequipment must likewise be maintained in a constant state of readiness

CHINA, P.R. OF


with full power for immediate use, so as to allow the Lifting Vessel tomanoeuvre in an emergency, or so as to allow the Lifting Vessel todepart from the loading berth at any time so directed by the MooringMaster.Note: The Lifting Vessel berthing and disconnecting thresholds areassumed to be 2.5 m. waves height for berthing and 3.5 m. – 4.0 m. fordisconnecting. These values are for guidance only, and the MooringMaster, in conjunction with the FPSO’s Offshore Installation Manager,the Lifting Vessel’s Master and the Supply Vessel’s Master will reviewthe mooring criteria on a case by case basis. Anyway, disconnectionshould be done when a pull of 200 tons or more is recorded more than5 times in one hour.

The Lifting Vessel’s personnel should be at their stations and alert atall times during mooring, unmooring, hose handling and cargo loadingoperations. Where Lifting Vessels are equipped with an electric clutchcontrol to the propeller shaft, such Lifting Vessels must disconnect theelectrical clutch control and the manual clutch control so that there willbe no possibility of the engine engaging the propeller shaft while theLifting Vessel is moored. A constant watch in the engine control room,cargo control room and on the bridge shall be provided at all times. Anadditional watch shall be kept at the loading manifold and on the bowmooring at all times.Berthing: Nominations to load crude oil will normally be accepted, andthe loading berth will be assigned to a Lifting Vessel in the order of itsarrival, provided the Lifting Vessel has a nomination for crude oil validat the time, and is in all respects equipped and ready to moor and conductcargo operations. In the event that mooring is delayed on account ofweather, the Lifting Vessel will keep its position in line. Should the LiftingVessel be required to leave the area on account of weather, the LiftingVessel should keep in radio contact with Liuhua Oil Terminal, in orderto make the Lifting Vessel available as soon as the weather moderates.The Operator reserves the right to load Lifting Vessels ‘‘out of turn’’following the return of good weather, to the extent that such loading ‘‘outof turn’’ does not materially delay the loading of other Lifting Vessels inline. For example, should weather make it necessary for a specific LiftingVessel waiting mooring to vacate the area, the Operator may loadanother Lifting Vessel which arrived at Terminal after the specific LiftingVessel, but before the return of the specific Lifting Vessel, which waswaiting in line ahead of the other Lifting Vessel.

Also see ‘‘General – Pilot’s Report’’ before first port.MEDICAL: Emergency Medical Assistance: Lifting Vessels requiringemergency medical assistance should contact the Liuhua Oil Terminalby VHF radio and supply the necessary pertinent information which willbe passed on to the vessel’s Agent. Neither medical nor hospital facilitiesare available at the Liuhua Oil Terminal.

Also see ‘‘Repatriation’’.CARGO OPERATIONS: Loading Berth: Lifting Vessels are loaded bymeans of a single hose string length 945 ft. This hose string will be ofthe floating type and be connected to the FPSO at the port side aft. Toallow for the handling of this hose string, which is a nominal 16 in.diameter by the smaller Lifting Vessels, the outboard (Lifting Vessel end)3 lengths of hose, the two tail and one rail hose length portion of thestring, will be a nominal 16 in. diameter. The presentation flange onLifting Vessel should be 16 in. ANSI 150. Hose string configuration andequipment will meet the standard recommended by Oil CompaniesInternational Marine Forum (OCIMF) and detailed in their publication‘‘SPM Hose Ancillary Equipment Guide’’.

The FPSO is loaded by means of a submarine pipeline, consisting of2�13.5 in. production lines and 1�6 in. well test line, which run fromthe FPS and are directly connected by a fluid rise system terminatingat the FPSO in the turret.Loading Rate: The crude oil transfer from the FPSO to the Lifting Vesselis by pump, and the maximum flow rate for on-spec crude oil is 30,000barrels per hour, or approximately 4,500 tonnes/hr. at a minimumtemperature of 100�F (38�C) and a maximum temperature of 150�F(65�C).

It is required that only dry clean oil, free from water, by pumped fromthe on-spec cargo tanks, through the Marine Loading and MeasurementUnit (MLM) to the Lifting Vessel, and that the Lifting Vessel will receiveoil at the maximum loading rate from the FPSO having due regard forsafety for all operations. It is also required that any shipboard impediment(such as ‘‘Y’s’’ or mud boxes) to the flow of crude oil into the LiftingVessel be removed prior to the arrival of the vessel at the loading berth.One reducer only is allowed between hose and distance piece.Connecting Hoses: After the Lifting Vessel has been securely moored,the cargo hose will be brought alongside with the help of the tug andhoisted to the Lifting Vessel’s rail amidships by the Lifting Vessel’sderrick/crane, which shall be certified for a minimum SWL of 15 tonnesand clearly marked on the boom. The cargo hose is 1�16 in. hose fittedwith a 16 in. butterfly valve and a Camlock spool with ANSI 150 flange.The Lifting Vessel should have adapters and fittings on board so as toenable such cargo hose to be connected to the Lifting Vessel’spresentation flange at manifold. The raising and lowering of the cargohose will be conducted by the Lifting Vessel. All hose connecting anddisconnecting will be performed by the Lifting Vessel’s crew as directedby the Lifting Vessel’s Officer-in-charge, under the supervision of theMooring Master. The Mooring Master will remain onboard as LoadingMaster during the entire time the Lifting Vessel is at the loading berth.Particular care should be taken during all phases of operations to avoiddamage to the cargo hose and its fittings. A breakaway coupling isinserted between the fourth and the third hose from the Lifting Vesselend for emergency. No Cargo Vapour System Recovery at the Terminal.Arrival and Notice of Readiness: Upon or after arrival at the FPSO orat the Terminal waiting area, when ready in all respects to conductmooring and cargo operations, the Lifting Vessel shall tender its Noticeof Readiness to the Operator. The Lifting Vessel shall promptly confirmthe Notice of Readiness in writing, if first given verbally. If the vesselarrives and tenders its Notice of Readiness within the 3 day range,laytime shall commence upon the expiration of 6 hours after tender ofNotice of Readiness, provided that the Lifting Vessel has been nominated

to load cargo and the Terminal holds such cargo nomination, and furtherprovided that the Mooring Master has deemed the Lifting Vessel to bein all respects ready to moor and load. The Notice of Readiness will beaccepted only between the hours of 0600 and 3 hours before sunset,but will not be accepted at any time when the Liuhua Oil Terminal isclosed. If, however, the Lifting Vessel is moved to the loading berthwithout delay after having arrived at any time and the Lifting Vessel isin all respects ready to moor and load in the opinion of the MooringMaster, the Notice of Readiness will be accepted at the time that thevessel is all secured. Laytime shall continue until the cargo hose hasbeen disconnected from the Lifting Vessel’s manifold. Laytime lastingtime is 36 hours.Responsibility: Prior to the commencement of any cargo loadingoperation, the Mooring Master and the Officer-in-charge of the loadingoperations for the Lifting Vessel shall engage in a pre-loading conferenceto formulate a loading plan and to ensure that the Lifting Vessel is in allrespects ready to load. No cargo loading shall take place without theconcurrence of the Mooring Master, which concurrence shall not be givenuntil the pre-loading conference and the Operational/Safety Check Listhas been completed. The Lifting Vessel’s Master shall remainresponsible for the safety of the Lifting Vessel and all operations onboard the Lifting Vessel at all times. The Mooring Master will advise theOfficer-in-charge of the loading operations for the Lifting Vessel withrespect to the loading pressures and hazards, but the Mooring Masterwill not direct any aspect of the loading, except as may be necessaryto protect the loading berth and related facilities and equipment. Themanipulation of the Lifting Vessel’s valves is the direct responsibility ofLifting Vessel’s personnel. The Mooring Master shall have the right torefuse to commence or suspend cargo loading operations or to requirethe Lifting Vessel to unmoor and depart from the loading berth at anytime when the mooring plan, preloading plan or the safety requirementsand regulations set forth herein are not being followed by the LiftingVessel or at any time the Mooring Master believes or becomes awareof the existence of any other reason which in his opinion shall requirethe suspension of the mooring or the loading of the Lifting Vessel. Alltime lost in such circumstance shall be for the Lifting Vessel’s account.Valve Control: The incoming oil stream is controlled on the FPSO, andthe Lifting Vessel’s valves must not be closed at any time against theincoming oil stream. Closing of an inlet valve on the lifting tanker maycreate an excessive pressure which may damage the hoses or otherterminal facilities and the parting of the breakaway coupling. Frequentchecks of the cargo loading must be made by Lifting Vessel personnelduring the loading operation so that a reduction in the loading rate, beforetopping of the final tank or tanks, may be arranged through the MooringMaster by the Officer-in-charge of the loading operations for the LiftingVessel. A normal stand-by warning should be given about 20 minutesbefore the shut-down of the loading operations. Upon the request froma Lifting Vessel to shut-down the loading operations, a minimum of3 minutes will be normally required to stop the flow of crude oil. LiftingVessel’s personnel shall be responsible for the call to stop the loadingof the Lifting Vessel. When cargo has ceased to flow, the proper valveson the FPSO will be closed and the Lifting Vessel’s manifold valves maythen be closed. Special attention on valves opening and closure shouldbe paid if hose flushing is scheduled. Lifting Vessel and their Ownersshall be held liable for any damages or pollution caused by failure toproperly comply with this sub-section or any other provision in thesePort Rules and Regulations.Emergency Signal: The emergency signal employed at Liuhua OilTerminal shall be the continuous blast on a vessel’s whistle. Shouldnormal ship-to-terminal communications fail, the emergency signal mustbe sounded by the Lifting Vessel. Steam or air should never be shut offfrom the whistle of the Lifting Vessel during loading. Whenever theemergency whistle signal is used, all loading operations will be shutdown until communications can be established with the vessel givingthe signal. For this reason, it is requested that Lifting Vessels in the arearefrain from using their whistles for other than essential purposes, andthat the use of the ‘‘continuous blast’’ whistle signal be reserved foremergency purposes only. All crew members who stand a deck watchduring the transfer of crude oil are expected to know the emergencyshut-down signal.Code Flag: During all cargo loading operations, the International CodeFlag ‘‘B’’ shall be displayed from a topmast signal halyard during daylighthours, and an all-round red light shall be displayed during the hours ofdarkness. The red light should be of a character as to be visible at adistance of at least 2 nautical miles.Terminal Stops: Request for the FPSO to stop the flow of crude oil ata predetermined tonnage (shore stop) must be made in writing to theOperator, and will be deemed to include the statement andunderstanding that the Operator will not be responsible for (1) any errors,costs or claims arising from such request, and (2) any crude oil loadedin excess of that requested cannot be pumped back aboard the floatingstorage vessel. Some delays in stopping the flow of crude oil are alwaysincurred when such a stop request is made.Line Flushing: At the discretion of the Operator, the loading hose maybe kept in water, and line flushing using Nitrogen is required oncompletion of the lifting operation. The Lifting Vessel will be advised ofthis operation prior to its arrival.BALLAST: Terminal Rules and Precautions: There are no facilities forthe offloading of dirty ballast. Clean oil-free ballast from segregatedballast tanks (SBT) only may be discharged overboard from the LiftingVessel while in the Liuhua Oil Field area. It is the responsibility of theLifting Vessel Master to see that no oil (crude, bunker, diesel, bunker C,slop, residues, contaminated ballast water, or oily bilge water) is pumpedor spilled overboard from the Lifting Vessel. All deck scuppers must beplugged tight, and adequate drip pans with sand and sawdust must beprovided where necessary on deck for use at all times, especially whendisconnecting hose, in order to prevent any such loss of oil overboard.

Lifting Vessels must have sufficient ballast or cargo as per Rule 13of the International Convention for the Prevention of Pollution from Ships1973, as modified by the Protocol of 1978 related thereto (33.3%

CHINA, P.R. OF


minimum of its Summer deadweight, propeller completely submergedand trim not to exceed 3.0 m. for a safe manoeuvring). The MooringMaster may refuse to permit the mooring of any Lifting Vessel not incompliance with these requirements until the vessel takes on sufficientballast and/or alters her trim to meet these requirements.

As soon as practicable after arrival, Lifting Vessel ballast tanks willbe inspected for evidence of oil in ballast, and during the discharge ofballast, a similar inspection will take place. If evidence of oil appears ateither of these inspections, the Lifting Vessel must vacate the loadingberth. All time lost resulting from such condition shall be solely for theLifting Vessel’s account.

Any Lifting Vessel required to vacate the loading berth, havingdischarged dirty ballast, cleaning tanks or for any similar reason,automatically nullifies any Notice of Readiness already tendered, and atthe same time loses any priority held for loading. Lifting Vessels musttender a new Notice of Readiness upon their return and the Lifting Vesselwill be entered for loading upon the Operator’s acceptance of the newNotice of Readiness.

Lifting Vessels will be rejected if O2 percentage of inert gas in one ormore tanks is found to be more than 8%.

Lifting Vessels must keep a constant watch on the side of the LiftingVessel from which clean ballast is being discharged for any indicationof water discoloration or oil sheen. Discharge of ballast must beimmediately suspended, should there be any indication of discolorationor sheen, and the Mooring Master shall be immediately informed of such.An investigation of any such discoloration or sheen shall be carried outby the Lifting Vessel, and the findings reported to the Mooring Master.Discharging shall not resume without permission of the Mooring Master.

If during any inspection or during the process of loading, it is revealedthat a Lifting Vessel’s tank(s) is (are) not oil-tight, the Lifting Vessel willbe rejected by the Mooring Master and refused further loading untilsatisfactory evidence of effective repairs is submitted, and the LiftingVessel is duly certified by Lloyd’s Register of Shipping, American Bureauof Shipping, or another similarly recognised classification society.

In addition to the lights usually displayed, Lifting Vessels are requiredto illuminate the Lifting Vessel and the waters around the Lifting Vesselwith all available and suitable searchlights and floodlights during thedischarge of clean ballast and the loading of crude oil during the hoursof darkness and restricted visibility. Such illumination must be to thesatisfaction of the Mooring Master, and must be undertaken so as toassist in the loading operations, and in order that any incidental oilspillage on the surface of the sea may be readily detected andappropriate action taken. Lifting Vessels unable to illuminate the seasatisfactorily may not discharge ballast or engage in the loading of crudeoil during the hours of darkness, and any such delay shall be for theaccount of the Lifting Vessel.Simultaneous Loading and Deballasting: Lifting Vessels equipped withsegregated ballast will be required to discharge segregated ballast andload oil simultaneously, subject to the approval of the Mooring Master.CBT tankers are not permitted at Liuhua Terminal unless ballast retainedon board.Pollution Damage and Environmental Liability (ITOPF Clause): TheLifting Vessel, its Master, Owners and Charterers shall be liable for anypollution damage and fines/penalties applicable for any pollution causedby or emanating from the Lifting Vessel in the waters and territory of thePeople’s Republic of China to the full extent provided under ChineseLaw. Every Lifting Vessel, to be acceptable for berthing and loading,must be entered in a named Protection and Indemnity Club (P&I Club)and the subject vessel is owned or demise chartered by a member ofthe International Tanker Owners Pollution Federation Limited.FRESH WATER: Available from supply boats in an emergency.FUEL: Not available.REPAIRS: The Masters of Lifting Vessels loading at the loading berthare advised that the loading berth is located in open and unshelteredwaters, and under no circumstances may engines be shut down forrepairs while the Lifting Vessel is at the loading berth or at Waiting Area.There are no facilities for making repairs to a Lifting Vessel at LiuhuaOil Terminal, and no repairs will be allowed at the Liuhua Oil Terminal.SURVEYORS: No cargo inspectors or marine surveyors are based inthe area, but inspectors and surveyors from the CIQ will be present atall liftings to verify the quality and quantity of the cargo being lifted.REPATRIATION: In an emergency, the crew can be landed in HongKong (for non-Chinese nationality) or Shenzhen (for Chinese nationality)for medical treatment or for emergency repatriation. This arrangementcan be made through the vessel’s Agent, and Liuhua Terminal will givenecessary emergency assistance.TIME: Local time is GMT plus 8 hours.GARBAGE DISPOSAL: The dumping of garbage, sewage and refuseoverboard within the Liuhua Field is prohibited, and there are no facilitiesfor receiving such at the Liuhua Oil Terminal.WASTE OIL DISPOSAL: See ‘‘Garbage Disposal’’.WEATHER: General: The Operator can advise of the following generalenvironmental characteristics for the area bounded by the Liuhua OilField, but the navigator is referred to the published sailing directions forthe area for more detailed information on the climate, weather, wind,tide, current and sea.Climate: The climatology of the South China Sea is the result of a mixtureof environmental conditions generated by several different physicaldisturbances. In addition to the intense, but fairly short-lived conditionsassociated with tropical cyclones, there is the seasonal reversal of windsknown as the monsoons. These winds blow in response to the differencein temperature between the land mass and the surrounding water.Duringthe Winter months, high pressure dominates over the Asian land massand in the Liuhua area. A N.E.’ly airflow persists from October throughMarch, with the strongest winds during the November to January timeperiod. This period of time is known as the Northeast Monsoon.Monsoons: Monsoon winds blow in response to a pressure gradientcaused by the difference in temperature of the Asian land mass and theadjoining Indian Ocean and South China Sea. During Spring, the Asianland mass warms more rapidly than the adjoining oceans, resulting in

a lower pressure on land than on the oceans. The resulting surfacegradient directs wind flow from water to land. The mean resultant windflow is from the S.W. The flow during Summer is moist and unstable,resulting in periods of showers and thunderstorms. During Autumn, theland mass cools more rapidly than the adjoining oceans causing areverse pressure gradient with a mean resultant wind flow from the N.E.During Winter, wind is from the dry Asian land mass, picking up somemoisture as it moves over the South China Sea. This results in typicallystable air masses with light, steady rain and infrequent showers.

Monsoon winds are extremely persistent in direction in all months,except the transitional months in Spring and Autumn. Monsoon windintensity varies from week to week due to atmospheric instabilities.Thus,there will be a few days of intense wind and waves, followed by arelatively mild period.Typhoons: Typhoons are tropical cyclones with low central pressure andcounter-clockwise winds in the Northern Hemisphere. The frequency oftyphoons in the Western Pacific is several times more than in the Atlantic.

Typhoons, like hurricanes, are difficult to predict with certainty. Recentstudies on their formation and movement suggest some trends. Forexample, tropical storms do not develop if the sea surface temperatureis below 26�C. Also upper level winds seem to steer them more thanthe surface conditions. Once typhoons have recurved under the influenceof a approaching cold front in late Autumn, they do not loop and turnback.

The Liuhua Field being 150 nautical miles E.S.E. of Hong Kong isalong a major ‘‘typhoon alley’’ towards Hong Kong. The season fortropical cyclones for Hong Kong is primarily June through October,although gale force winds (in excess of 34 knots) associated with thepassage of tropical cyclones have been recorded as early as 19th Mayand as late as 12th December.Currents and Solitons: The South China Sea is influenced by 3 maintypes of currents: (1) tidal, (2) oceanic circulation and (3) storm induced.Tidal currents being driven by astronomical forces are always present.The oceanic circulation current is attributable to monsoon winds and abranch of the Kuroshiwo which enters the South China Sea through theLuzon Straits. Storm currents are driven by local storm winds, eithertyphoon or a tropical storm.

Soliton currents are of concern to the lifting operation, as theirvelocity/time profile as well as direction can cause rapid through waterchanges and apply high loads to a moored vessel. Solitons approachfrom the N.E. to S.E., with peak velocities ranging from 1 knot – 4.5 knotsfor up to 30 minutes duration. All lifting operations will be undertakenwith a tug moored to the stern of the Lifting Vessel to provide sternthrust.SAFETY: The Lifting Vessel’s personnel shall adhere to all safetyprecautions generally followed in the marine industry, as well as allrequirements and regulations set forth in the Port Rules and Regulations,the latest edition of ‘‘International Safety Guide of Oil Tankers andTerminals’’ (ISGOTT), and the applicable chapters of the latest editionOCIMF ‘‘Ship to Ship Transfer Guide’’. Any safety precautions,requirements and regulations imposed by the Operator, including thoseset forth in the Operator’s Fire Regulations and Smoking Restriction (notreproduced), and disregarded by the Lifting Vessel’s Master, Officers orcrew will be considered a just cause for rejection of the Lifting Vessel,and all expenses and delays related thereto shall be for the LiftingVessel’s account. While the Lifting Vessel is moored or within the vicinityof the loading berth, the Lifting Vessel’s personnel and the LiftingVessel’s operations must comply or be in accordance with all safetyrequirements (some of which are reproduced hereunder):(M) Not less than one licensed Deck Officer and 2 seamen shall be on

duty, alert, available and in charge of the operations on deck at alltimes while the Lifting Vessel is at the loading berth.

(N) Not less than one Engineer shall be on duty, alert, available andin charge of the engine room at all times while the Lifting Vesselis at the loading berth.

(O) A member of the Lifting Vessel’s crew, not one involved in any waywith the loading operation, must be stationed on the bow of theLifting Vessel while the Lifting Vessel is at the loading berth, anda constant watch must be maintained on the mooring.

(P) A licensed Deck Officer of the Lifting Vessel, not one involved inany way with the loading operation, must be on watch and stationedon the bridge of the Lifting Vessel while the Lifting Vessel is at theloading berth. He should be in radio contact with the crew membersat the manifold and on the bow.

(T) All loading operations shall be suspended during electric storms inthe vicinity of the Lifting Vessel.

(U) The Lifting Vessel must be equipped with a fully operational inertgas system. Prior to the commencement of any loading operations,all empty Lifting Vessel cargo tanks and tanks carrying cargo mustbe under positive pressure and fully inerted with gas having anoxygen content of less than 8%.

(V) No stores may be handled by crane on the weather deck while aLifting Vessel is loading cargo, except at the discretion of theMooring Master.

(W) Lifting Vessel Preparedness – Hydrogen Sulphide Gas: Liuhua11-1 Oil Field crude has hydrogen sulphide (H2S) gas inconcentrations significant enough to be a toxicity concern forpersonnel. It is therefore mandatory that Lifting Vessels be properlyequipped, and their personnel trained and certified in H2S safetyprior to the vessel’s arrival at the Terminal loading facility.

Although the crude is classified as sweet regarding sulphurcontent, hydrogen sulphide gases remain entrained in the oil andoffer concern during loading, hauling, unloading and gaugingoperations.

GENERAL: In-Field Helicopter Operations: No helicopter operations tothe FPSO are authorised during mooring operation of a Lifting Vessel,due to the potential danger of the hawser if breaks under exceptionalstrength during mooring. Helicopter operations to the FPSO during liftingoperations are authorised, subject to FPSO’s OIM authorisation.

CHINA, P.R. OF


In-Field Vessel Operations: Owners and Masters of Lifting Vessels arereminded that they will be operating in the restricted area of a developingoil field, and as such, there is likely to be extensive boat activity in thefield. The Mooring Master will advise the Lifting Vessel of any operationson-going in the field to which the approach or departure of the LiftingVessel may be affected.Flag: Lifting Vessels are required to fly the flag of the People’s Republicof China on the foremast during daylight hours whilst loading at theTerminal.Government Officials: Governmental officials, such as representativesof the CIQ, are present on board the Lifting Vessel during the liftingoperation. It is expected that the Lifting Vessel will provide food andaccommodation for these officials.Ship’s Agent: The Operator does not perform any vessel agencyfunctions. Lifting Vessels calling at the Liuhua Oil Terminal must arrangefor their own Agent, as indicated below.

China Marine Shipping Agency, Shenzhen Branch (Penavico), 8/FLiane Building, Shekou, 518066 Shenzhen, People’s Republic of China.

Attn: Ms. Hallen Huang.Tel: �86 (755) 669-5216, 668-5692.Fax: �86 (755) 669-2769.Telex: 420834 COSAS CN.

Contraband: The Operator prohibits unauthorised craft from comingalongside Lifting Vessels while at the loading berth without thepermission of the Mooring Master. To avoid the possibility of undesirableitems getting aboard Lifting Vessels, it is recommended that the MooringMaster prohibits any such craft from coming alongside while LiftingVessels are at or in the vicinity of the loading berth.Supplies: There are no provisions for loading supplies, bunkers orlubricants at the Liuhua Oil Terminal. Any questions concering theloading of bunkers, lubricants or any other requirements should behandled through the vessel’s Agent.

SHIPMASTER’S REPORT: September 1996 (Updated 2000).The vessel was fixed to load a cargo from this Terminal, the Charterer

was Chevron with Caltex in the equation, possibly as sub-charterers.The vessel arrived on 10th, and the laydays did not commence untilthe 13th.

The Terminal is a weather vaning FPSO converted oil tanker called‘‘Nanhai Shengli’’ of approximately 130,000 d.w.t., fixed in positionLat. 20� 50.4' N., Long. 115� 41.5' E., in approximately 300 m. of water.The vessel approached from the East, and the Terminal was radarconspicuous from about 20 miles with a semi-submersible rig and2 supply/stand-by vessels in attendance.

There is no suitable anchorage in the vicinity, and the vessel driftedabout 20 miles to the S.W. of the Terminal and experienced a set ofabout 2.5 knots in a N.W.’ly direction. Two days previously, there wasa typhoon with 85 knots – 100 knots winds passing over the area,causing the abandonment of the FPSO, which probably accounts for thedirection of the set.Communications: Initially communications with the Terminal by telex waspoor, but this was later found to be because the Terminal wasabandoned, due to the typhoon.

The Terminal has both Sat B and Sat C installations and monitors thePacific satellite.Operators: The Terminal is operated by the Amoco Orient PetroleumCo. (Chiwan Office).Agents: The Agents for this port are China Marine Shipping Agency,Shenzhen Branch. Their details are as follows:

Tel: 86 755 6685133, 6685387.Fax: 86 755 6692455.Telex: 420815 AGTSZ CN.

On approach to the Terminal, the FPSO was called up on Channel 16,and one of the supply boats answered, again possibly due to the factthat they were just re-staffing the vessel after the abandonment. Boththe Terminal and the supply boats use Channels 16 and 74 as workingchannels. The personnel answering the VHF were British, and so therewas no communication problem, and they were very helpful.Pilotage: The Berthing Master and all shore personnel, a total of 6, joinedby helicopter, being winched down onto the starboard side. Allpersonnnel remained on the ship throughout loading and left again byhelicopter. The Berthing Master is British and the others were Chinesenationals.Customs: There is no Customs or Immigration, all paper work wasprepared in advance, but nobody wanted to see it.Berthing: There are 2 supply boats/tugs available at this berth.

‘‘Huafa’’, 12,000 h.p. with 150 tonne bollard pull, and ‘‘Hua Jen’’,8,000 h.p. with 100 tonne bollard pull.

The Pilot and shore gang board the vessel at a distance of 5 milesfrom the Terminal. On approach to the Terminal, one of the supply boatscomes alongside and passes up 2 baskets of manifold equipment. TheTerminal should always lie head to wind, and so an approach is madehead to wind direct towards the stern of the FPSO.

When at a distance of about 0.5 miles from the Terminal, one of thesupply boats is made fast aft using tug’s line, and this remains fast forthe duration of the ship’s stay.

The ship is made fast to the stern of the FPSO using a 21 in.circumference hawser with a standard chafing chain attached throughthe starboard AKD stopper. The second supply boat handles themessenger for the hawser, and when fast, brings the hose around tothe manifold. For the duration of the vessel’s stay, the engines are onimmediate notice and were kicked on air about every hour.

The Terminal is very exposed, and throughout mooring and thevessel’s stay, the vessel was rolling and pitching easily.

The FPSO is fitted with tension monitors, and the criteria for slippingthe moorings in case of bad weather is 5 pulls of 200 tonnes or morein any one hour.Hoses: There is 1�20 in. hose with a standard 16 in. flange made fastto the ship’s port manifold.

Cargo: WARNING: The cargo is the worst aspect of this port. Thenomination was 450,000 barrels (�/�5%). The cargo has an API of 22.0and the loading temperature was about 44�C. The vessel was warnedby the Loading Master that the cargo contained very high levels of H2S,and that the shore hose handlers brought their own BA sets with them.The Loading Master said that on occasions the H2S levels had reacheddangerously high levels, and on one occasion had reached 1,500 ppm.in the cargo tank. To this end, all personnel working on deck whilst cargooperations underway were issued with respirators, and during any timethat the cargo system was breached for sampling, ullaging andtemperature, then the ship’s BA sets were used (please see details ofCargo Spec.). To reduce the exposure to H2S, the ship’s A/C fans wereput on full recirculation, and all personnel warned that only thosepersonnel required to go outside the accommodation should do so.During the berthing operation, H2S could be smelt on the bridge wingand forecastle.

The H2S details are:Dissolved Hydrogen Sulphide, 20 ppm.Evolved Hydrogen Sulphide, 50 ppm.

Another part, which was little unknown, was the Mercaptan Sulphur,281 ppm.

During the vessel’s stay, no H2S readings were recorded on deck, butreadings of about 4 ppm. – 5 ppm. were found at the manifold duringdisconnection. Throughout the vessel’s stay, the wind was Force 5,which obviously helped to disperse any H2S build-up.

The loading rate is a maximum of 30,000 bbls./hr.The FPSO has flow meters, and due to the rolling and pitching, it was

decided to have a shore stop.Documents: On completion of loading, the hose is disconnected, andby this time the documents are ready. There are 15 copies of everything,and the Master must sign all copies. There are 10 documents to a setand the ship is given 2 sets, no original Bill of Lading is given to theship, only a copy.Departure: Prior to letting go, all the shore manifold equipment is passeddown to one of the supply boats. Letting go is very straight forward, andthe tug aft, in conjunction with the main engine, tows the ship away fromthe FPSO. Once about 0.5 miles clear, the tug is let go. The ship thendrifted for about one hour to wait for the scheduled helicopter to go tothe FPSO and then come to the vessel to take off all the shore personnel.During the helicopter operations, the wind was about Force 5, and withour winching area on the starboard side, the helicopter requested theship to turn to put the wind about 4 points aft of the starboard beam.Liuhua Crude as loaded from Sheng Li FPSO: (Details of first cargoanalysis). For guidance only:

Test ResultsViscosity at 68�F, SUS 1,445Viscosity at 100�F, SUS 454Sulphur, % weight 0.24%Dissolved Hydrogen Sulphide, ppm. 20Evolved Hydrogen Sulphide, ppm. 50Gravity API at 60�F 22.4Pour Point F �40Total Acid Number, mgKOH/g. 1.50Salt in Crude lb/1,000 bbls. 8.66Mercaptan Sulphur, ppm. 281Asphaltenes, % weight 2.4%Water by Distillation, % Vol. 0.15%Water and Sediment by Centrifuge, % Vol. 0.10%Flash Point C 42�CC2 % weight 0.05C3 % weight 0.07iC4 % weight 0.09nC4 % weight 0.16iC5 % weight 0.36nC5 % weight 0.38Cyclo C5 % weight �0.01

Mercaptans are inflammable, water soluble gases and liquids havinga very dissagreeable odour compared to rotten cabbage. They havebeen reported to exhibit extreme toxicity similar to, but less than H2S.Effects and actions same as H2S.

Tlv H2S is 10 ppm.SO2 is 2 ppm.

Handling Liuhua Crude Oil Containing Hydrogen Sulphide: No heatingis required. The temperature of the oil will decrease by 2� – 4� in centralcargo tanks and may be up to 8� in wing tanks during the voyage of4 days – 5 days. This should not create any problems during discharge,due to the pour point which is about 4.4�C (�40�F).

Attention has to be paid to maintaining the pressure of the Inert GasSystem. The pressure should not be allowed to go negative becausethe H2S ppm. quantity in the vapour space of the tanks will increase dueto low vapour tension. A pressure of 600/700 mm. WG is good to avoidan increase of H2S. P/V valves should not leak.

The day before arrival at the discharge port, the pressure of inert gasshould be brought to zero venting through the mast riser. The pressureshould be risen again to 1,000 mm. W.G. Maintain for 15 minutes in thiscondition to allow the turbulence created by the new incoming inert gasto mix with H2S already in the vapour space, and then bring the pressureagain to zero through the venting riser. This operation should be repeated8/10 times to reduce the H2S ppm. quantity in the vapour space of thetanks. The full operation requires about 3 hours. Attention has to be paidto people on deck because H2S clouds from the venting riser can dropon deck in dangerous levels of ppm.

Ullages, temperatures, dipping and samples have to be taken in closedsystem without breaching tanks.Signed: Marine Superintendent.

AUTHORITY: Operator: Amoco Orient Petroleum Company,15/F Chiwan Petroleum Building, Chiwan, Shenzhen 518068, ThePeople’s Republic of China. Tel: �86 (755) 685-2672. FAX: �86 (755)685-1110. Telex: 420811 AOPSK CN. Email: [email protected]: Chen Ming, Marine Superintendent.


CHINA, P.R. OF


LONGKOU: 37.29 N. 120.20 E. (See Plan)

DOCUMENTS: Documents as required by the Joint-Inspection Partyand/or as international practice. These documents are supplied by ship’sAgent.PILOTAGE: Pilotage is compulsory in the Port of Longkou and isavailable 24 hours.

It is necessary for all vessels to give notice of ETA 72 hours, 48 hoursand 24 hours prior to arrival to their Agent by cable, or telex, or VHF.Pilot boats available. Pilot may be contacted by VHF Channel 16, andcan board the vessel in the anchorage. Vessel should make all thenecessary arrangements beforehand.ANCHORAGES: Present anchorage is bounded by the co-ordinatesbelow, in depth of 9.50 m. with area of 9 sq.km. It will hopefully beenlarged to 30 sq/km. with depth from 10.0 m. – 20.0 m. in the future.

The Quarantine Anchorage is the same as the Pilot Anchorage, andis bounded by the following co-ordinates:

(a) Lat. 37� 37' 48" N., Long. 120� 12' 30" E.(b) Lat. 37� 37' 00" N., Long. 120� 12' 30" E.(c) Lat. 37� 37' 48" N., Long. 120� 13' 52" E.(d) Lat. 37� 37' 00" N., Long. 120� 13' 52" E.

MAX. SIZE: Limited by draft. Vessels not over 200 m. in length and10.0 m. draft can be accepted.HEALTH: No restriction except quarantine. Pratique procedure andaction undertaken by the Quarantine Service. ‘‘Q’’ flag must be hoistedupon vessel’s arrival. Masters should tender Maritime Declaration ofHealth and Deratting or Deratting Exemption Certificate.RADIO: ‘‘Longkou Radio’’. Call sign: XSS. Telex: 32575 PENLK CN.VHF: The radio station is manned throughout 24 hours by the PortAuthority, keeping watch principally on Channel 16. Three other channelsare also available, Channel 9 or 13 for contact via the station to getthrough to any departments required and Channel 10 for Inner Portcontact.TUGS: 1�1,700 h.p. tug and 3 tugs up to 3,500 h.p. are used for berthingand unberthing. One tug with 300 h.p. supplies fresh water at anchorageand at loading berth.BERTHING: 18 berths available of which 5 berths can accept vesselswith maximum draft 10.50 m. (SW) at low water.

Berth Length Depth Usage(No.) (m.) (m.)

1 180 10.50 General cargo2 120 7.50 General cargo3 104 6.50 General cargo4 104 6.50 General cargo

5-6 200 6.50 Bulk cargo and Ro/Ro7-10 350 4.50 – 7.00 General and bulk cargo11-12 355 10.30 Specialised Quay for coal

and ore13 180 6.5 Dangerous cargo14 180 10.3 General cargo, Palm oil

in bulk15 180 10.3 Containers

Passenger-Cargo Berth1 140 7 Roll-on/Roll-off2 120 7 Roll-on/Roll-off

Also see ‘‘Developments’’.CRANES: 4 gantry cranes with capacity of 10 – 16 tons at Berths No. 1and No. 2. 4 gantry cranes with capacity of 10 tons at Berths No. 7 toNo. 10. 5 gantry cranes with capacity of 10 – 16 tons at Berths No. 11and No. 12. Movable electric shore cranes and truck cranes up to 7 tonsand 50 tons capacity respectively are available at other berths.HMK-260E available with maximum capacity 80 tons. All cranes areoptional.BULK CARGO FACILITIES: Bulk cargoes handled at Berths No. 5 – 6for sand, No. 9 – 10 for salt, and are equipped with belt conveyors.Berth No. 11 is specially for handling coal. No. 13 specialised indangerous cargo. No. 14 can be used for general cargo and also palmoil in bulk through pipe underground.SPECIALISED CARGO HANDLING FACILITIES: Roll-on/Roll-offramps are available at Berth No. 6 and Passenger Cargo Berths No. 1and 2.

Also see ‘‘Developments’’.STEVEDORES: Arranged by the Port Authority. ETA notice to includeparticulars of cargo, showing heavy lifts, dangerous or hazardouscargoes, hatch stowage and gangs required, etc. Stevedores work24 hours.MEDICAL: Notice not necessary but advisable to Agents if treatmentrequired. Full hospital facilities available. Vaccination essential if shipcomes from affected area, inspection carried out by the QuarantineService. International certificates must be current.DENSITY: 1025 generally at all tides (salt).FRESH WATER: Available throughout 24 hours and delivered by shorehoses at a rate of 50 t.p.h. Cost is $ 1.00 per ton and handling charge$ 3.5 per ton should be added per time.

Also available by waterboat at cost of $ 1.00 per ton and handlingcharges $ 3.00, basis 100 tons at one time at loading berth or atanchorage.FUEL: Available, delivered by trucks. Advance notice required. Ifbunkers are supplied by barge, minimum quantity is 100 tons.FIRE PRECAUTIONS: Ship’s watchman to be on duty. Fire-engineequipped for tankers loading/discharging on stand-by. Smokingprohibited in inner port area.REPAIRS: Minor repairs possible.DRY DOCKS: None.SURVEYORS: Cargo inspectors available. Marine surveyors available,e.g. China Classification Society carry out co-ordinated survey on behalfof international societies.

Surveys can also be conducted by Inspectors of Longkou (CCIC).OPENING/CLOSING HATCHES: Hatch operation optional. Stevedorescan render assistance.

CUSTOMS ALLOWANCES: According to local Customs Departmentallowances.REPATRIATION: Facilities exist for crew repatriation, arranged by ship’sAgents.AIRPORT: 120 km. from the port.TIME: G.M.T. plus 8 hours.HOLIDAYS: Ordinary holidays: New Year’s Day (1st January), SpringFestival, May Day, National Day (1st and 2nd October).POLICE/AMBULANCE/FIRE: Police: 110. Ambulance: 120. Fire: 119.SERVICES: Port service to ship for garbage removal, etc.BANKS: Bank of China for currency exchange.SHIP SUPPLY SERVICE: Ship chandler available.Tel: (0535) 8841805. Address: 53 Zhenxing Road, Longkou.IDENTIFICATION CARDS: Crew need Seaman’s Book.SEAMAN’S CLUBS: Seaman’s Club, 17 Longhai Road, Longkou.Tel: (0535) 8842311.REGULATIONS: According to Port Authority and Harbour Master.DEVELOPMENTS: The overall planning of Longkou was examined byexperts in 1991 and approved by Shandong Provincial Government. Itis classified as a major project in port construction. The planned portarea is divided into 3 sections, such as the East, Middle and West portareas. 8�10,000 ton class berths will be built up in the East port areabefore 2000. 30�10,000 ton class berths may be constructed before2020, specialised in containers, steel, salt, cement and general cargoby the plan in the Middle port area. A 100,000 ton class berth could bebuilt in the West port area.AUTHORITY: Longkou Harbour Administration Bureau, 24 HuanhaiRoad, Longkou City, Shandong Province, P.R. of China. Tel: (0535)8842091, 8842001-373. Telex: 32575 Penlk Cn. FAX: (0535) 8841137.Cables: 3203. Contact: Mr. Wang Shu-bo, Port Director.

LUFENG 13-1 TERMINAL: 21.36 N. 116.09 E.(See Plan)

LOCATION: Lufeng 13-1 Terminal is located in the South China Sea,approximately 115 miles E.S.E. of Waglan Island Lighthouse, in thePeople’s Republic of China continental waters.General Description: The FSP is the ‘‘Nan Hai Sheng Kai’’,123,894 S.d.w.t.

Its geographical coordinates are as follows:Lat. 21� 36' 05.8" N., Long. 116� 08' 52.3" E.

Charts and Nautical Publications: Nautical reference can be found in thefollowing publications:

British Admiralty Sailing Direction No. 30 – South China Sea,Volume 1.

United States Hydrographic Office Sailing Direction No. 93 – WesternShores of South China Sea.

British Admiralty Charts No. 1968 and 2161B.Chinese Nautical Charts and Sailing Direction relating to the area.

DOCUMENTS: To be submitted by export tanker upon arrival:6 Crew Lists.6 Passenger Lists (if any).

Valid Passports or Seaman’s Books for all crew members.1 Maritime Declaration of Health (Chinese Form).1 Last Port Clearance.4 Vaccination Lists.2 Ship’s Stores Lists.2 Crew’s Declarations of Personal Belongings.2 Arms and Ammunition Declarations.1 Cargo Manifest for Transit Cargo with a summary (Ballast and/or

cargo already on board).2 Reports of Entry for Foreign Ships (Chinese Form).

APPROACHES: Boarding Area: A Boarding Area is located 3 miles N.W.of the FSO, having the following coordinates:

Lat. 21� 38' 00" N., Long. 116� 06' 00" E.Waiting Area: The Master of the export tanker is requested to note thefollowing, in case he has to wait for the berth.

(A) There is no suitable area for anchoring in the vicinity of the FSOsince the sea depth is too deep.

(B) Anchoring within the 5 miles radius of the FSO is strictlyprohibited, due to many pipelines and fixing chains located on theseabed in the area.

Therefore, the Master may judge the waiting point himself, except thearea in (B) above, but he is advised to consider the following for safetyreasons.

(A) In the vicinity, the strong N.E.’ly seasonal wind is expected in theWinter season.

(B) Also, strong tidal current can be expected.Navigation Aids – Obstructions and Dangers: The FSO is equipped withthe following navigation aids:Nautophone: Emitting in fog 2 short and 1 long blast (morse code

letter ‘‘U’’). Range about 2 miles. There is a fogsignal on the compass bridge deck.

Position Lights: One on the bow and one on the poop synchronised.Emitting white light (morse code letter ‘‘U’’), range5 miles.

The BTM mooring system extends for a distance of approximately1,200 m. all around the FSO turret centre. The system consists of8 anchors laid down on the sea bottom, holding 8 mooring lines (3.75 in.,4 in. and 5 in. chains mixed with 4 in. cables). The chain ends areconnected to a floating buoy secured to the FSO bow bottom by fingers.

The FSO has a 16 in. loading hose with 12 in. end hose string, 242 m.in length, floating on the stern, port side. It consists of 23 hoses.

It is emphasised that great care must be taken while in area aroundthe pipelines between the ‘‘LF 13-1’’ Platform and FSO. These areashave to be avoided (See ‘‘Plan’’).

An area within 2 miles from the ‘‘LF 13-1’’ Platform and FSO is aprohibited area. Masters are warned that it is strictly forbidden to enterinto this area.

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Furthermore, Masters are warned to keep a good lookout due to thenumerous fishing vessels in the area.

JHN has been informed by Hong Kong Telecom International that thereare 2 submarine cable routes near the ‘‘LF 13-1’’ Platform, approximately10 km. and 30 km. North from the Platform. Masters have to be carefulnot to damage them.PILOTAGE: See ‘‘Berthing – Mooring’’ and ‘‘General – Pilot’s Report’’before first port.RESTRICTIONS: Arrival: For the purpose of manoeuvring, vessels arerequested to maintain a reasonable ballasted condition complying withRegulation 13.2 of Annex 1 of MARPOL 73/78 Convention.This means that:

(a) The moulded draft amidship (DM) in metres shall be not less thanDM � 2.0 � 0.022 L.

It corresponds roughly to ballast onboard of minimum 30% ofS.d.w.t.

(b) A trim by the stern not greater than 0.015 L.(c) The propeller fully immersed at least 3 ft.(d) Vessels must comply with Regulation 17, Chapter V of

SOLAS 74/83 Convention (Pilot Boarding Facilities).Terminal Requirements and Limitations: The minimum tanker sizeacceptable at the Terminal is 35,000 S.d.w.t. tonnes.

The maximum tanker size acceptable at the Terminal is100,000 S.d.w.t. tonnes.

The above tankers can be moored in tandem only. Information formaximum freeboard expected have to be given by Masters to allowTerminal to check that the offloading hose string is long enough.

The Summer deadweight is the maximum scantling S.d.w.t., i.e. thed.w.t. referred to the physical size of the vessel at the maximum designdraft, not to any lower remeasured tonnage occasionally used byshipowners.

No exception to these requirements shall be allowed. Vessels unableto comply will be rejected.Environmental Limitations:For an export tanker mooring by tandem mooring system:

Significant Wave Height: 3.0 m. (head on).Mean Wave Period: 6.5 seconds.Wind Speed (10 m./min. average): 25 knots (head on).Current Speed at Surface: 1 knot (head on).

For an export tanker while offloading by tandem mooring system:Significant Wave Height: 4.0 m. (head on).Mean Wave Period: 6.5 seconds.Wind Speed (10 m./min. average): 35 knots (head on).Current Speed at Surface: 1 knot (head on).

MAX. SIZE: See ‘‘Restrictions’’.RADIO: ETA Messages: The export tanker’s Master shall provide ETAmessage in local time (Beijing Time, i.e. GMT plus 8 hours) to theTerminal, 96 hours before the anticipated time of arrival. The ETAmessage shall be repeated 72 hours, 48 hours and 24 hours beforearrival. If the transit time from the last port is less than 96 hours, theMaster shall send the first ETA message on departure from such port.

After the 24 hours ETA message has been sent, the Master shall sendamended ETA messages to the Terminal if the ETA changes 3 hoursor more.Information required by the Terminal: The following information shall beincluded in the first ETA message sent by the Master:

Name of Vessel.Nationality.Owner.Port of Registry.Call Sign.Master’s name.Last Port of Call.Next Port of Call (if known).Last two cargoes.Quantity of cargo required.If ballast clean or SBT.Deballasting time (hours).

Additional information may be required by the Terminal later on.Message Routing: Message from the export tanker can be transmittedto: ‘‘FSO NANHAI SHENGKAI’’

Call sign .... A8IVMarine Identification No. 4989orJHN Oil Operating Company for Lufeng Terminal.Telex 44255 JHN CN or 44250 JHNAD CN.FSO can be contacted on telephone via Inmarsat through

No. 1250266.FSO can be telexed via Inmarsat through No. 1250266.FSO transmits and receives on 4434.9 kHz. during day hours and on

2502.5 kHz during night hours.Use of VHF: Once in VHF range, the Master of the export tanker shallcontact the FSO by VHF Channel 16 or Channel 12. The FSO maintainsa 24 hours VHF watch on Channel 12 and working Channel 77. The VHFcall sign is ‘‘NANHAI SHENGKAI’’.VHF: See ‘‘Radio’’.TUGS: 2 tugs available (See ‘‘Berthing’’ – ‘‘Mooring’’).BERTHING: Terminal Description: Lufeng Terminal consists of:

Centre of production platform (PP) named ‘‘LF 13-1’’ located at thefollowing geographical position:

Lat. 21� 35' 16.0" N., Long. 116� 09' 25.1" E.The Floating Storage Offloading (FSO) is a 120,000 S.d.w.t. tonnes

converted tanker named ‘‘Nanhai Shengkai’’ which is moored forwardby a Buoyant Turret Mooring (BTM) system.

The FSO has the following main specifications:LOA 259.1 m. (about 850.00 ft.)Breadth 40.6 m. (about 133.20 ft.)Depth 22.3 m. (about 73.16 ft.)

The geographical position of the BTM is as follows:Lat. 21� 36' 03.0" N., Long. 116� 08' 54.0" E.

The platform is connected to the FSO by crude oil subsea pipelines(6 in. diameter from the ‘‘LF 13-1’’ Platform).

The water depth at the FSO site is 141.7 m. (464.89 ft.) (78.7 fathoms).The export tanker can be moored using ‘‘Tandem Mooring’’ system

only.Tandem Mooring, i.e. with her bow to the stern of the FSO. For this

purpose, suitable equipment , i.e. hawser with chafe chains and 16 in.loading hose (with 12 in. ends) is available.

Mooring Master (Lightering Advisor) is in charge of mooringoperations. He will remain on board the export vessel during her stayat the Terminal and will liaise with the FSO personnel.Mooring: Mooring operations are usually carried out during daylight.

The Mooring Master, CIQ Inspector and Chinese interpreter will boardin the boarding area. The team may board either by boat or by helicopter(See ‘‘Safety’’ for helicopter operations). The export tanker is not allowedto approach the FSO without instruction from the Mooring Master.

Terminal mooring procedures will be given to the export tanker Masterby the Mooring Master with all appropriate port documents.

Two assisting tugs of approximately 8,600 b.h.p. each are availablefor mooring. Vessels have to be ready to give suitable good towing linesto the assisting tugs, as per the Mooring Master’s instructions.

No anchor may be used during manoeuvring. Anchors must besecured in such a way to avoid accidental release.

The FSO can provide fore and aft wire lines (44 mm. diameter) withsoft nylon tails of 10 in. circumference whose end eyes have to be madefast to bitts on the export tanker.

For tandem mooring, a polypropylene rope coil should be kept readyon the forecastle deck to enable the assisting tug to secure it to themessenger rope of the mooring hawser. Furthermore, the crew shouldbe ready to heave on board equipment and tools for mooring and hoseconnection from the assisting tug.

VHF sets should be switched to a mutually agreed working channel,tested and confirmed as being in satisfactory working order. The usualworking channel is Channel 69.

In case an emergency occurs during mooring operations, it shouldimmediately be indicated by sounding the emergency signal, consistingof a series of short rapid blasts on the ship’s whistle or siren.

Also see ‘‘General – Pilot’s Report’’ before first port.MEDICAL: Medical assistance is not available, except in case ofemergencies. Medical evacuation of injured persons will be by helicopterto Shekou Hospital for PRC nationals and expatriates, or to Hong Konghospital for expatriates only. The injured expatriates have to be providedwith individual Seaman’s Book or Passport. In this case, the Master ofthe export tanker has to inform immediately his Agent in Hong Kong.All expenses occurred will be on Owner’s account.CARGO OPERATIONS: Deballasting and Loading: Mooring Mastershall inspect ballast prior to starting deballasting operations.

All cargo tanks are inspected by CIQ Inspector before loading startsfor OBQ.

The export tanker must arrive with, and be able to maintain duringberthing and loading operations, at least 30% of its S.d.w.t. to keep asafe draft and trim at all times while in the berth.This should be achieved:(a) by loading cargo and discharging ballast simultaneously or,(b) if that cannot be done by loading part cargo first, then discharging

the ballast, and then loading the balance of cargo.Masters are warned to carefully check the loading and deballasting

procedures to avoid any pollution.Hose should be connected by the export tanker crew.When a vessel is ’’tandem moored’’, her load is continuouslymonitored

by a load monitoring system on the FSO, which is equipped with warningand danger alarms. Also, an assisting tug should take up station at thestern of the export tanker, keeping her in tandem with the FSO.

On tandem mooring, the export vessel should accept the loading hosedisplacement diesel oil which will be loaded in the final topping-off tank.The quantity of the diesel oil to be flushed is 70 cu.m. at the end ofloading operations.

Due to the metering system on board the FSO, the maximum loadingrate is 4,000 cu.m./hr. (925,000 barrels per hour).

Continuous VHF monitoring must be maintained during cargo transferoperations.

All cargo tanks are inspected by CIQ Inspector after loading completedfor ullage report.Cargo Heating: To avoid waxing, due to the high pour point of LufengCrude, cargo has to be maintained at the loading temperature of 60�C(140�F).

Tankers calling at Lufeng Terminal must be fitted with heating coilssuitable to maintain the loading temperature of 60�C (140�F).

Cargo has to be heated at the commencement of loading operations.Discharging procedures must be carefully reviewed, in order to assure

C.O.W. operations and good tanks drainage at discharging port.Manifold Size: In the tandem mooring system, the cargo transfer iscarried out through one end string of floating hose of 12 in. diameter.

In this case, the hose flanges are 150 ANSI standard. The hose isconnected to the export tanker port side cargo manifold amidship in themooring systems.

The manifold arrangement should comply with OCIMFrecommendations as per ‘‘Standards for Tanker Manifolds andAssociated Equipment’’ booklet. It is emphasised that only one reduceris allowed between the distance piece and the hose flange. All manifoldsshall be clearly marked with the loads they have been designed towithstand.

The export tanker must have 1�12 in. connection ready at her portside cargo manifold. Ships not meeting the above requirements will berejected.Cargo Hose Lifting Equipment: The export tanker should be equippedat her port side cargo manifold with cargo hose lifting equipment (craneor derrick) with a minimum safe working load of 10 tonnes, as per

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Chapter 12 of the OCIMF recommendations ‘‘Standards for TankerManifolds and Associated Equipment’’. The SWL is to be clearly markedon the boom.Crude Oil Specifications: The ‘‘Nan Hai Medium’’ Crude oil has thefollowing specifications:

API can range from: 27.1 – 32.1Viscosity at 40�C:

at 50�C:at 60�C:

CP 39CP18CP12

Pour Point: 38�C100.4�F

Cloud Point: 55�C131�F

The oil has a tendency to form a tight emulsion with water, and atendency to get below 38�C (100.4�F) when shut in.DEPARTURE: Unmooring: On completion of the cargo transferoperations, and when the hose has been flushed to the satisfaction ofthe Mooring Master, the hose may be disconnected.

The unmooring operations can start as per the instructions of theMooring Master.Departure: While the export tanker is moved to a safe area clear fromthe FSO and the platform, the cargo documentation should be completedand brought aboard by the assisting tug, unless EDP (Early DepartureProcedure) has been previously agreed. The export tanker can departas documents are signed and Mooring Master will give authorisation fordeparture. Any protest regarding the cargo quantities shall be madebefore departure.Early Departure Procedure (EDP): EDP avoids departure delays waitingfor cargo documentation. EDP is not compulsory, but is stronglyencouraged because it permits faster vessel turnaround. Vessels usingEDP normally sail immediately after unberthing, unless there is a largeship/shore cargo figure difference. In such a case, the vessel must waitin the area until reconciliation of cargo figures is completed and thevessel is released by the Terminal.

If the EDP is used, the Master will receive the following documents:(a) Master’s request for EDP – one copy.(b) Complete set of Bills of Lading that the Master will be required to

sign, leaving blank only the cargo quantities. He will retain only the‘‘Non-Negotiable’’ Master’s copies. All originals and copies will bereturned to the Mooring Master.

(c) Complete set of ‘‘Receipt for Documents and Samples’’. He willretain 2 copies only (one for himself and one for the Receiver).

(d) 2 copies of ‘‘Quantity and Quality Report’’ only, blanked with allcargo figures (one for himself and one for the Receiver).

(e) 2 copies of ‘‘Cargo Manifest’’ only, blanked with all cargo figures(one for himself and one for the Receiver).

(f) Complete set of ‘‘OBQ Certificates’’. He will retain 2 copies only(one for himself and one for the Receiver).

(g) Complete set of ‘‘Ullage Report After Loading’’. He will retain2 copies only (one for himself and one for the Receiver).

(h) Complete set of ‘‘Time and Loading Report’’. He will retain 2 copiesonly (one for himself and one for the Receiver).

(i) Samples.All documents shall be filled in with all data (Consigner, Consignee,

Master’s name, vessel’s name, destination, etc.), except for the cargoquantities. After departure, the Terminal will send the Bill of Lading cargoquantities to the Master by radio. The Master will insert these figures inhis copy(s) of the Bill of Lading, Quantity and Quality Report and CargoManifest, and will send a message back to the Terminal, repeating thecargo figures and authorising the Terminal to fill in the figures in all otherBills of Lading, including the ‘‘Originals’’ and the other documents(Quantity and Quality Report and Cargo Manifest). If the figures aredisputed, the Master will state so in his message to the Terminal andcan request that the Bill of Lading be annotated ‘‘under protest’’.

Two copies of ‘‘CIQ Certificate of Origin’’, ‘‘CIQ Inspection Certificateof Quality’’, ‘‘CIQ Inspection Certificate – Weight by Flowmeter’’ and ‘‘CIQInspection Certificate – on Tank’’ will be sent by mail to the destinationport.FRESH WATER: Not available.FUEL: Not available.REPAIRS: No repairs are permitted when moored at the Terminal.REPATRIATION: No repatriation is permitted at the Terminal. Only thecase of injured persons can be considered (See ‘‘Medical’’).SHORE LEAVE: No shore leave is permitted at the Terminal. Nopersons are allowed to visit the FSO.WEATHER: General Climate of the Area: The climate of the South ChinaSea is mainly dominated by seasonal winds. These monsoons arerelated to fairly regular seasonal fluctuations of the atmospheric pressureover the Asiatic continent.

During Winter, from October to March, a high pressure area settlesover Southern Siberia and China, because the North Asian land masscools as a result of the decreased solar heating. The ‘‘Siberian High’’ inconjunction with the semi-permanent high pressure area of thesub-tropical North Pacific Ocean, centred approximately along latitudes25� N. to 30� N., caused predominately N.E.’ly winds, the N.E. Monsoon,over the South China Sea.

The development of the ‘‘Siberian High Pressure’’ starts in September,and from October, the N.E.’ly wind regime is established.

During late April and May, the ‘‘Siberian High’’ weakens and displacesNorthward, because the Asian land mass warms up as a result of theincreased solar heating. More or less simultaneously, a low pressurearea begins to develop over North India and Southeast Asia.

As a result, the N.E.’ly winds decrease and a flow of S.S.W. winds,the S.W. Monsoon, progressively settles over the South China Sea. Thisis a period of transition from the N.W. Monsoon season to the S.W.Monsoon season. The S.W. Monsoon season lasts from June to August.It is characterised by the extension of the ‘‘heat low pressure’’ area overNorth India and South China.

In September, the ‘‘heat low pressure’’ weakens and progressivelydissipates due to the decreasing solar heating, while the ‘‘Siberian High

Pressure’’ is intensified and moves Southward. The S.W. Monsoonweakens and is gradually substituted by the N.E. Monsoon.

By October, the S.W. Monsoon has virtually ceased and the N.E.Monsoon dominates over the Northern area of the South China Sea.

Winter (December-March / N.E. Monsoon season).Spring (April-May / transitional period).Summer (June-August

(September//

S.W. Monsoon season).transitional period).

Autumn (October-November / N.E. Monsoon season).These periods can be considered as ‘‘Normal Conditions’’.Exceptional conditions sometimes exist due to low pressure

depressions, rising close to the Equator which move towards temperatezones following routes at different speed, covering different distances,and reaching forces up to cyclone (in this area called ‘‘Typhoons’’). Theperiods, in which these phenomena occur most, are in the Summer timeup to September.SAFETY: The following OCIMF/ICS guidelines will be enforced at theTerminal as applicable:

International Safety Guide for Oil Tankers & Terminal (Edition in force).Ship-to-ship Transfer Guide (Petroleum) (Edition in force).Guide to Helicopter/Ship Operations (Edition in force).

Satellite Communication Equipment: Consultation between Master andMooring Master is advisable, in order to ascertain that there is no riskdue to the presence of flammable gas before a satellite terminal isoperated.HVAC: Central air conditioning is allowed, but air intakes must be shutoff and internal circulation must be adopted. All window type coolersmust be disconnected. To avoid flammable gases entrance, a positivepressure should be maintained inside accommodation.Main Engine: While moored at the FSO, the main engine must remainon instant readiness. No engine repairs are permitted. In the tandemmooring system, it may be necessary for the vessel to use the engineswhile moored. Use of main engine shall be made with the advice of theMooring Master only.Firefighting: The Master of the vessel must keep continuous fire watchduring loading operations. All fire equipment must remain ready forimmediate use.Impressed Current: It can stay on if working properly while berthed intandem.Helicopter Operations: No helicopter operations on the export tanker cantake place during ballast and/or cargo operations. Helicopter operationsmay take place only after such operations have been stopped, and theintegrity of the IGS system has been verified.

A helicopter landing or winching area must be painted on the tankerdeck, and must be in accordance with the requirements of the ‘‘Guideto Helicopter/Ship Operations’’, published by the International Chamberof Shipping. All helicopter operations shall be in accordance with saidGuide. The helicopter pilot and export tanker crew shall be familiar withits content.GENERAL: All vessels calling at the Lufeng Terminal must fly thePeople’s Republic of China flag and the international code Quarantinesignal must be displayed upon the Authorities’ visit.

Masters and operating personnel of tankers calling at the Terminalmust be aware of the content of the Terminal Manual and of the OCIMF‘‘International Safety Guide for Oil Tankers and Terminals – Edition inForce’’.Mail: No mail can be sent from the Terminal.Pollution Prevention: There are no facilities for receiving clean or dirtyballast at the Terminal. Only clean ballast can be discharged at sea.The following rules shall apply:

No oil pollution is allowed in the Terminal area.No dirty ballast can be discharged at sea.No bilges can be pumped overboard.No waste can be discharged at sea.Vessels have to comply with MARPOL 73/78 Rules.

AUTHORITY: Operator: JHN Oil Operating Co., 13th Floor, FinanceCenter, Tai Zi Roads, Shekou Industrial Zone, Shenzhen/Bao’an,Guangdong Province, China. Tel: 693174, 693177. Telex: 44255 JHN.FAX: 695364.

LUFENG 22-1 TERMINAL: 21.29 N. 116.38 E.

LOCATION: The Lufeng 22-1 Terminal is located in the waters of thePeople’s Republic of China and consists of the following:1. A subsea template with 5 wells located offshore at co-ordinates

Lat. 21� 28' 42.03" N., Long. 116� 38' 29.34" E.2. An offshore loading berth Floating Production Storage and Offloading

Vessel (FPSO) ‘‘Munin’’ is located above the template.3. Water depth is approximately 330 m.4. The FPSO is anchored to the sea bed by the Submerged Turret

Production (STP) mooring system which allows the FPSO to bedisconnected from the buoy as per operational requirements.

General Description of FPSO: The FPSO is loaded by means of 2�7 in.flexible risers which run from the subsea template and are directlyconnected to the FPSO in the turret.Mooring Arrangement: The FPSO is a new Multipurpose Shuttle Tanker(MST) whose principal dimensions are:

Deadweight 103,000 tonnes, length 253 m., breadth 42.0 m., depth23.2 m. and Summer draft 15.0 m.

The FPSO is anchored to the seabed by the Submerged TurretProduction (STP) mooring system which allows the FPSO to bedisconnected from the buoy as per operational requirements. The 6 pointmooring system includes high holding suction anchors.FPSO Lighting: The FPSO is equipped with anchorage lights and lightson the bow and on the stern showing the Morse letter ‘‘U’’, as requiredunder Maritime Law (Regulations for the Prevention of Collisions at Sea).DOCUMENTS: Lifting Vessel’s Agent will advise Master of documentsrequired.Quarantine Regulations: The rules governing the Quarantine of exporttankers are the same as those found in other parts of the world.

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APPROACHES: Arrival: Arriving Lifting Vessel awaiting loading at theLufeng 22-1 Oil Terminal shall preferably be idling downwind of theFPSO, outside the pilot boarding area and keep in radio contact withthe FPSO.Hydrographic and Navigational Aids: Hydrographic Chart Information:Vessels are referred to the appropriate Hydrographic Office Publications,Admiralty publications and official charts for the approaches andnavigational aids to the Lufeng 22-1 Oil Terminal. Caution is requiredwhen navigating near the Terminal since oil installations and marineactivities may be encountered in the area. Mariners are specificallycautioned that all navigation is restricted in the area bounded as specifiedin ‘‘Pilotage – Pilot Boarding Area’’.Navigational Aids: Masters are advised that navigation within theTerminal Zone will only be undertaken in the presence of the TerminalMooring Master. As the Terminal is in the proximity of the Hong KongShipping Lane, radar surveillance will be operated from the field stand-byvessel. This does not relieve the Master of the Lifting Vessel of hisresponsibility for the safety of his vessel.PILOTAGE: Mooring Master: Lifting Vessel will be boarded by a MooringMaster at the customary Pilot Boarding Area.

The Mooring Master will be provided by the Operator and will act asthe Loading Master during the loading operations. Lifting Vessel will notbe allowed to approach or depart from the loading berth without theassistance of the Operator’s designated Mooring Master. Allmanoeuvring of the Lifting Vessel within the loading berth area shall beperformed by the Lifting Vessel personnel as directed by the LiftingVessel’s Officer-in-Charge and in accordance with the proceduresadvised by the Mooring Master.

The vessel, whilst being manoeuvred, shall remain the soleresponsibility of the Lifting Vessel’s Master. The Lifting Vessel’s Mastermust be on the bridge at all times while the vessel is manoeuvring.

The Lifting Vessel is required to have a clear area on the port sidefor winching on and off the Mooring Master and his crew by helicopter,in accordance with Guide to Helicopter/Ship Operations (as publishedby the International Chamber of Shipping, latest edition). The winchingarea manoeuvring zone should have a diameter suitable for anAerospatiale 332L Super Puma type helicopter. In the event that the seaconditions are favourable, an efficient pilot ladder fitted with spreaders,safely and securely rigged, ready for the Mooring Master to disembarkon either side of the Vessel, may be used as advised by the MooringMaster. Adequate lighting must be rigged overside for night operations,with lifebuoy, safety line and self-igniting light, together with a ropemessenger for the Mooring Master’s document case and bags. TheLifting Vessel shall afford a good weather lee and shall reduce speedas directed in order to effect a safe transfer for personnel.

However, if in the opinion of the Mooring Master or Operator orhelicopter’s Pilot weather/sea conditions or any other circumstancesdo(es) not permit Mooring Master to disembark by helicopter or supplyvessel at Terminal after loading, Owner/Charterer/Master of the LiftingVessel shall, as per Operator’s requirements, offer their(his) bestassistance(s) to Mooring Master for safe and quick disembarkation. Forexample, Master may have Mooring Master disembarked at arendezvous position in sheltered waters agreed between Master andOperator/Mooring Master.

Also see ‘‘General – Pilot’s Report’’ before first port.Pilot Boarding Area (PBA): The designated PBA for vessels awaitingloading at the Lufeng 22-1 Oil Terminal is 5 nautical miles, preferablyastern of the FPSO.

The Mooring Master and his 2 assistants, including 1 CIQ inspector,will board the Lifting Vessel at the PBA. Depending on weatherconditionsand following instructions from the Mooring Master, the Lifting Vesselwill be allowed to proceed to the berth.ANCHORAGES: Due to the water depth at the Terminal, it is not possiblefor vessels to anchor.RESTRICTIONS: The Lufeng 22-1 Oil Terminal is operated on acontinuous basis, 24 hours a day, 7 days a week, weather andcircumstances permitting. Vessel will be moored in daylight hours only,loaded at any hour and unmoored at any time, weather andcircumstances permitting.

Lifting Vessels are prohibited from navigating within the RestrictedZone at the Lufeng 22-1 Terminal at any time unless a Mooring Masteris on board. The Restricted Zone is an area 2 nautical miles in radiusof the FPSO’s mooring centre co-ordinates at Lat. 21� 28' 37.654" N.,Long. 116� 38' 26.133" E.

all loading operations shall be suspended during electrical storms inthe vicinity of the Lifting Vessel.MAX. SIZE: The FPSO is free to weathervane around her mooring, andcapable of accepting vessels between 35,000 S.d.w.t. and150,000 S.d.w.t.RADIO: Initial Communications: ETA’s for the Lufeng Oil Terminal mustbe sent in writing for all vessels to the Agent, the Operator and by radioto the FPSO.

Radio communication with the FPSO can be established through themarine band channels and a working frequency chosen once contacthas been made.

Call sign of the ‘‘Munin’’ FPSO is ‘‘LIKT 3’’.1. Inmarsat B (Pacific Ocean).

Voice: 3 306 481 10Fax: 3 306 481 11Data 9.6: 3 306 481 12Telex: 3 306 481 13Voice: 3 306 481 14Voice: 3 306 481 15Voice: 3 306 481 16Voice: 3 306 481 17Data 64: 3 910 276 97

2. Inmarsat C (GMDSS Station) (Pacific Ocean).ID No.: 42590410.

3. Radiotelex (ARQ).Selcall: 93215 LIKT.

4. 2182 kHz Watchkeeping Receiver.5. SSB/DSC, VHF/DSC (GMDSS Station).

MID No.: 259404000.6. Helicopter VHF Radio Frequency 118.0 – 136 MHz.Providing Estimated Time of Arrival (ETA) and Other Information: It isimportant that Lifting Vessels establish contact with the Operator when4 days distant from the Lufeng Oil Terminal, and maintain such contactuntil just prior to arrival at the Lufeng Oil Terminal. Lifting Vessels shouldsend an ETA message to the Operator not less than 96 hours prior toarrival at the Lufeng Oil Terminal, providing the following information:1. Lifting Vessel’s name, nationality, Owner, Port of Registry and call

sign.2. Estimated Time of Arrival.3. Quantity of crude oil to be loaded.4. Estimated Sailing Draft.5. Last Port of Call.6. Next Port of Call (if known).7. Whether the Lifting Vessel has a Clean Bill of Health.8. A copy of the ‘‘Lifting Vessel Nomination Fax’’ can be required by

the FPSO.While it is the responsibility of the Lifting Vessel and her Owners to

ensure that she is properly equipped, Lifting Vessel should include in itsETA message any special equipment request. If able to do so, the FPSOwill endeavour to provide such equipment.

Further ETA messages should be sent to the Operator when the vesselis 72 hours, 48 hours and 24 hours respectively distant from the LufengOil Terminal, confirming or giving notice of any change in the 96 hourETA and at any other time after the 24 hour ETA message in the eventof a change of more than 3 hours occur in the ETA. The 24 hour ETAmessage should include a positive statement regarding the LiftingVessel’s readiness to load on arrival. If a Lifting Vessel fails to providethe 3 hour-plus-change ETA after 24 hour ETA, laytime will consequentlybe increased by the number of hours from 24 hour ETA to the time thatlatest message received.

Also see ‘‘VHF – Radio Watches’’.VHF: Ship-To-Ship Terminal Communications: The FPSO vessel isequipped with VHF radiotelephone, using international frequencies andmaintains a radio watch on Channel 16 and designated channel. Notless than 12 hours prior to the Lifting Vessel’s ETA at the Lufeng 22-1Oil Terminal, the Lifting Vessel is required to maintain a radio watch onChannel 16 when in range. Masters are recommended to use this facilityas soon as the Lifting Vessel is within range since such communicationsare the best means of avoiding delay in the mooring of the Lifting Vessel.During the loading operations, all communications between the Vesseland Lufeng Oil Terminal shall be under the supervision of the MooringMaster. The Mooring Master will advise the Master and Officersregarding the emergency whistle signals set up for use in the event theVHF radiotelephone units become inoperative. The use of the LiftingVessel’s radio station and/or battery charging equipment is prohibitedduring cargo loading operations. Satellite communication will bepermitted at any time.Radio Watches: While at the designated area awaiting the loading berth,Lifting Vessels should maintain a listening watch on Channel 77, and ifcontact breaks on this channel, the listening watch should continue onthe nominated marine band channel with the FPSO, i.e. Chiwan Radio4434.6 kHz by day and 2512.5 kHz by night, or as directed by theMooring Master.

General working Channel 9.TUGS: During all lifting operations, a supply vessel/tug will be mooredto the stern of the Lifting Vessel to provide stern thrust.BERTHING: Lifting Vessel Equipment: Prior to berthing of the LiftingVessel and after helicopter operation, the lifting equipment on port sideof the Lifting Vessel should be fully rigged. Due to the sea conditions,it should be able to slew the derrick both ways by power and notmanually, and have a lifting and lowering rate at the hook between10 – 15 m./min. under load conditions and 20 – 30 m./min. under no loadconditions. The derrick or crane should be swung outboard so as to clearthe manifold and insure that it is ready to handle the lifting tools containerand hose handling equipment as well as the floating hose string on theport side. The mooring arrangement and equipment should be preparedon the bow. One storage drum should be made empty on the bow torecover the hawser messenger. Anchors should be secured on theirstoppers. Warping winches and windlass (should be capable of lifting atleast 15 tonnes) must be kept in good working order at all times duringthe lifting operation. A support vessel will be in attendance at all timesduring the lifting operation, moored to the stern of the Lifting Vessel. Thewinches on the poop deck must be in full working order, and the stoppersmust be readily available to ‘‘stop off’’ the mooring line from the supportvessels.

The Lifting Vessel’s manifolds must be rated by an approvedclassification society and in compliance with OCIMF ‘‘Standards forManifolds and Associated Equipment’’ latest edition. The derrick or cranemust be capable of lifting the cargo hoses safely and efficiently from thesupport vessel’s deck over the rail to the Lifting Vessel’s manifold. TheLifting Vessel must have an adequate supply of stud bolts, nuts, gaskets,wrenches and big hammers to connect the cargo hose, but the primarymethod of hose connection will be with a 16 in. camlock connector atthe tail end hose.

If in the opinion of the Mooring Master, the Lifting Vessel is notequipped with adequate mooring or loading facilities of lines or gear, theMooring Master will inform the Lifting Vessel’s Master, and in such eventthe Lifting Vessel will not be brought into the loading berth until thefacilities and equipment are deemed satisfactory by the Mooring Master,and any delay caused by such unsatisfactory facilities and equipmentshall be for the Lifting Vessel’s account.Berthing: Nominations to load crude oil will normally be accepted andthe loading berth will be assigned to a Lifting Vessel in the order of itsarrival, provided the Lifting Vessel has nomination for crude oil valid atthe time, and is in all respects equipped and ready to moor and conductcargo operations. In the event that mooring is delayed on account of

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weather, the Lifting Vessel will keep its position in line. Should the LiftingVessel be required to leave the area on account of weather, the LiftingVessel should keep in radio contact with the Lufeng 22-1 Oil Terminalin order to make the Lifting Vessel available as soon as the weathermoderates. The Operator reserves the right to load Lifting Vessels ‘‘outof turn’’ following the return of good weather, to the extent that suchloading ‘‘out of turn’’ does not materially delay the loading of other LiftingVessels in line. For example, should weather make it necessary for aspecific Lifting Vessel waiting for mooring to vacate the area, theOperator may load another Lifting Vessel which arrived at the Terminalafter the specific Lifting Vessel but before the return of the specific LiftingVessel which was waiting in line ahead of the other Lifting Vessel.Mooring Operation: As the FPSO operates a tandem mooring system,the Operator will provide the services of support vessels to assist in themooring and unmooring of the Lifting Vessel. The support vessel will bebased at the loading berth and will operate under the direct control ofthe Mooring Master. During the lifting operation, a support vessel will bepermanently moored to the stern of the Lifting Vessel to assist inmaintaining tension and reduce fish tailing in the mooring arrangementbetween the FPSO and the Lifting Vessel. The other support vessel(FIFI) will assist with hose and hawser and will remain standing by duringloading.

The loading berth is in open and unsheltered waters. Therefore, fromthe time the Mooring Master boards the Lifting Vessel until the LiftingVessel has been loaded, her cargo and the Mooring Master hasdisembarked, full power must be available at all times on deck machineryand the Lifting Vessel’s engines. Steering machinery and othermanoeuvring equipment must likewise be maintained in a constant stateof readiness with full power for immediate use so as to allow the LiftingVessel to manoeuvre in an emergency, or so as to allow the LiftingVessel to depart from the loading berth at any time if so directed by theMooring Master.Note: The Lifting Vessel’s berthing and disconnecting thresholds areassumed to be 2.5 m. (Hs) for berthing and 3.5 m. – 4.0 m. (Hs) fordisconnecting. These values are for guidance only, and the MooringMaster, in conjunction with the FPSO’s Offshore Installation Manager,the Lifting Vessel’s Master and the support vessel’s skippers, will reviewthe mooring criteria on a case by case basis. At any event, disconnectionshould be done when a pull of 200 tonnes is recorded more than 3 timesin 1 hour.

The Lifting Vessel’s personnel should be at their stations and alert atall times during mooring, unmooring, hose handling and cargo loadingoperations. Where Lifting Vessels are equipped with an electric clutchcontrol to the propeller shaft, such Lifting Vessels must disconnect theelectrical clutch control and the manual clutch control so that there willbe no possibility of the engine engaging the propeller shaft while theLifting Vessel is moored. A constant watch in the engine control room,cargo control room and on the bridge shall be provided at all times. Anadditional watch shall be kept at the loading manifold and on the bowmooring at all times.Services and Facilities provided by the Operator: All services,equipment and facilities provided by the Operator, including MooringMaster, support vessels, berthing and hose equipment, or FPSO areprovided at the Lifting Vessel’s (including its Operators and/or Owners)sole risk. The provision of such services and facilities by the Operatorshall not be construed to create a contract between the FPSO on theone hand and the Lifting Vessel and its Owners and/or Operators onthe other.

Also see ‘‘General – Pilot’s Report’’ before first port.MEDICAL: Emergency Medical Assistance: Lifting Vessels requiringemergency medical assistance should contact the Lufeng 22-1 OilTerminal by VHF radio and supply the necessary pertinent informationwhich will be passed on to the Vessel’s Agent. Hospital facilities are notavailable at the Lufeng 22-1 Oil Terminal. The FPSO only has aregistered nurse available.HOSES: Lifting Vessels are loaded by means of a single hose stringlength of approximately 300 m. and a nominal 16 in. diameter. This hosestring will be of the floating type and be connected to the FPSO at thestern. The hose end piece on the FPSO is of a dry break type whichhas an integral valve that will close automatically when it is disconnectedto reduce the risk of an oil spillage. A transition piece between the hosetermination piece and the hose will be supplied. Flange rating300/150 lbs. according to ANSI B16.5. The presentation flange on LiftingVessel should be 16 in. ANSI 150. Hose string configuration andequipment will meet the standard recommended by Oil CompaniesInternational Marine Forum (OCIMF) and detailed in their publication‘‘SPM Hose Ancillary Equipment Guide’’ (latest edition).Connecting Hoses: After the Lifting Vessel has been securely moored,the cargo hose will be brought alongside with the help of the supportvessels and hoisted to the Lifting Vessel’s rail amidships by the LiftingVessel’s derrick/crane which shall be certified for a minimum SWL of15 tonne and clearly marked on the boom. The cargo hose is 1�16 in.hose fitted with a 16 in. butterfly valve and a camlock spool with ANSI150 flange. The Lifting Vessel should have adaptors and fittings on boardso as to enable such cargo hose to be connected to the Lifting Vessel’spresentation flange at manifold. The raising and lowering of the cargohose will be conducted by the Lifting Vessel. All hose connecting anddisconnecting will be performed by the Lifting Vessel’s crew as directedby the Lifting Vessel’s Officer-in-Charge, under the supervision of theMooring Master. The Mooring Master will remain onboard as LoadingMaster during the entire time the Lifting Vessel is at the loading berth.Particular care should be taken during all phases of operations to avoiddamage to the cargo hose and its fittings. A quick-release connectionis mounted on the hose end piece connected to the stern of the FPSO.There is no cargo vapour recovery system at the Terminal.CARGO OPERATIONS: Arrival and Notice of Readiness: Upon or afterarrival at the Pilot Boarding Area, when ready in all respects to conductmooring and cargo operations, the Lifting Vessel shall tender its Noticeof Readiness to the Operator. The Lifting Vessel shall promptly confirmthe Notice of Readiness in writing, if first given verbally. The Notice of

Readiness will be accepted only between the hours of 0600 hrs. to3 hours before sunset, but will not be accepted at any time when theLufeng 22-1 Oil Terminal is closed (weather, technical problems, etc.).If however, the Lifting Vessel is moved to the loading berth without delayafter having arrived at any time and the Lifting Vessel is in all respectsready to moor and load in the opinion of the Mooring Master, the Noticeof Readiness will be accepted at the time that the vessel is all secured.Responsibility: Prior to the commencement of any cargo loadingoperation, the Mooring Master and the Officer-in-Charge of the loadingoperations for the Lifting Vessel shall engage in a preloading conferenceto formulate a loading plan and to ensure that the Lifting Vessel is in allrespects ready to load. No cargo loading shall take place without theconcurrence of the Mooring Master, which concurrence shall not be givenuntil the preloading conference and the Operational/Safety Check List,which appears at Attachment 15/18 (Not reproduced) has beencompleted. The Lifting Vessel’s Master shall remain responsible for thesafety of the Lifting Vessel and all operations on board the Lifting Vesselat all times. The Mooring Master will advise the Officer-in-Charge of theloading operations for the Lifting Vessel with respect to the loadingpressures and hazards, but the Mooring Master will not direct any aspectof the loading except as may be necessary to protect the loading berthand related facilities and equipment. The manipulation of the LiftingVessel’s valves is the direct responsibility of Lifting Vessel’s personnel.The Mooring Master shall have the right to refuse to moor the LiftingVessel to commence or suspend cargo loading operations or to requirethe Lifting Vessel to unmoor and depart from the loading berth at anytime when the mooring plan, preloading plan or safety requirements andregulations are not being followed by the Lifting Vessel, or at any timethe Mooring Master believes or becomes aware of the existence of anyother reason which in his opinion shall require the suspension of themooring or the loading of the Lifting Vessel. All time lost in suchcircumstances shall be for the Lifting Vessel’s account.Valve Control: The incoming oil stream is controlled on the FPSO, andthe Lifting Vessel’s valves must not be closed at any time against theincoming oil stream. Closing of an inlet valve on the lifting tanker maycreate an excessive pressure which may damage the hoses or otherTerminal facilities. Frequent checks of the cargo loading must be madeby Lifting Vessel’s personnel during the loading operation so that areduction in the loading rate, before topping off the final tank or tanks,may be arranged through the Mooring Master by the Officer-in-Chargeof the loading operations for the Lifting Vessel. A normal stand-bywarning should be given about 20 minutes before the shut-down of theloading operations, a minimum of 3 minutes will normally be required tostop the flow of crude oil. Lifting Vessel’s personnel shall be responsiblefor the call to stop loading of the Lifting Vessel. When cargo has ceasedto flow, the proper valves on the FPSO will be closed and the LiftingVessel’s manifold valves may then be closed. Special attention on theopening and closure of valves should be paid for hose flushing. LiftingVessel and their Owners shall be held liable for any damage or pollutioncaused by failure to properly comply with any other provision in theseTerminal Regulations.Cargo Characteristics: Statoil Lufeng 22-1 Field Crude Oil is paraffinic,low sulphur with a high wax content. The API gravity is 33� and the pourpoint 43�C, requiring the oil to be stored at elevated temperature abovewax appearance temperature of 62�C.Loading Rate: The crude oil transfer from the FPSO to the Lifting Vesselis by pump, and the maximum flow rate for on-spec. crude oil is50,320 barrels per hour, or max. 8,000 cu.m./hr. at a minimumtemperature of 150�F (65�C) and a maximum temperature of158�F (70�C).

It is required that only dry clean oil, free from water, be pumped fromthe on-spec. cargo tanks through the metering system to the LiftingVessel, and that the Lifting Vessel will receive oil at the maximum loadingrate from the FPSO having due regard for safety during all operations.It is also required that any shipboard impediment (such as ‘Y’s’ or mudboxes) to the flow of crude oil into the Lifting Vessel be removed priorto the arrival of the Lifting Vessel at the loading berth. One reducer onlyis allowed between hose and distance piece.Terminal Stops: Request for the FPSO to stop the flow of crude oil atpredetermined tonnage (shore stop) must be made in writing to theOperator and will be deemed to include the statement and understandingthat the Operator will not be responsible for:1. Any errors, costs or claims arising from such request.2. Any crude oil loaded in excess of that requested cannot be pumped

back aboard the FPSO.Some delays in stopping the flow of crude oil are always incurred

when such a stop request is made.Line Flushing: At the discretion of the Operator, the loading hose maybe kept in water, and line flushing will be required prior to and oncompletion of the lifting operation. The Lifting Vessel will be advised ofthis operation prior to its arrival and the agreed amount of water to bepassed through the hose string by the FPSO. Displacement of theloading hose and associated pipework is approximately 565 bbls. (forthe hose string only is 245 bbls.).

Vessels not able to receive hose flushing water will be rejected. Hotwater shall be used for line flushing.

Operator will bear no responsibility for any result arising from suchrejection.Emergency Signal: Should normal ship-to-terminal communications fail,the emergency signal must be sounded by the Lifting Vessel. Theemergency signal employed at Lufeng 22-1 Oil Terminal shall be thecontinuous blast on a vessel’s whistle. Steam or air should never beshut off from the whistle of the Lifting Vessel during loading. Wheneverthe emergency whistle signal is used, all loading operations will be shutdown until communications can be established with the vessel givingthe signal. For this reason, it is requested that Lifting Vessel in the arearefrain from using their whistles for other than essential purposes, andthat the use of the ‘continuous blast’ whistle signal be reserved foremergency purposes only. All crew members who stand a deck watchduring the transfer of crude oil are expected to know the emergencyshut-down signal.

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Code Flag: During all cargo loading operations, the international codeFlag ‘B’ shall be displayed from a topmast signal halyard during daylighthours and an all-round red light shall be displayed during the hours ofdarkness. The red light should be of a character as to be visible at adistance of at least 2 nautical miles.Inert Gas System: The Lifting Vessel must be equipped with a fullyoperational inert gas system. Prior to the commencement of any loadingoperations, all empty Lifting Vessel cargo tanks and tanks carrying cargomust be under positive pressure and fully inert with gas having an oxygencontent of less than 8%.Cargo Handling Watchmen: Not less than one licensed Deck Officer and2 seamen shall be on duty, alert, available and in charge of theoperations on deck at all times while the Lifting Vessel is at the loadingberth.

Not less than one Engineer shall be on duty, alert, available and incharge of the engine room at all times while the Lifting Vessel is at theloading berth.

A member of the Lifting Vessel’s crew, not one involved in any waywith the loading operation, must be stationed on the bow of the LiftingVessel while the Lifting Vessel is at the loading berth and a constantwatch must be maintained on the mooring.Deck Scuppers and Unused Cargo/Bunker Lines: Before the cargohose is brought on board the Lifting Vessel, all deck scuppers must beplugged tight, and adequate drip pans with sand and sawdust must beprovided where necessary on deck for use at all times. The deckscuppers must remain plugged until the floating cargo hose has beendisconnected. All other materials necessary to clean up any oil spillageon deck must be on hand for immediate use.

All unused bunker connections, cargo connections and Lifting Vesselmanifold, including the stern discharge line (if fitted), must be fitted withblank flanges fully bolted.

All cargo tank hatch covers and ullage or sighting port covers are tobe kept closed and secured, except where tanks are to be hand sampledor hand ullaged, in which case the ullage opening may be of an approvedtype (i.e. MMC Hermetic system), thus ensuring a positive pressure ismaintained on the IG System.Vessels Manoeuvring Capability: The Lifting Vessel’s engines, steeringgear and other essential manoeuvring equipment and deck machinerymust remain ready with full power for immediate use to permit the LiftingVessel to clear the area upon instruction from the Mooring Master todo so.Radio Equipment: The Lifting Vessel’s main radio and radar equipmentmust not be energised while the Lifting Vessel is handling cargo. Theuse of intrinsically safe VHF/UHF radios for cargo handling and safetyoperations is permitted. The ship’s satellite communications system maybe used during cargo operations.BALLAST: Terminal Rules and Precautions: There are no facilities forthe offloading of dirty ballast. Clean oil-free ballast from segregatedballast tanks (SBT) only may be discharged overboard from the LiftingVessel while in the Lufeng 22-1 Oil Field area. It is the responsibility ofthe Lifting Vessel’s Master to see that no oil (crude, bunker, diesel,bunker C, slops, residues, contaminated ballast water, or oily bilge water)is pumped or spilled overboard from the Lifting Vessel.

Lifting Vessels must have sufficient ballast or cargo as per Rule 13of the International Convention for the Prevention of Pollution from Ships1973, as modified by the Protocol of 1978 related thereto. (33.3%minimum of its Summer deadweight, propeller completely submergedand trim not to exceed 3.0 m. for safe manoeuvring). The MooringMastermay refuse to permit the mooring of any Lifting Vessel not in compliancewith these requirements until the vessel takes on sufficient ballast and/oralters her trim to meet these requirements.

As soon as practicable after arrival, Lifting Vessel ballast tanks willbe inspected for evidence of oil in ballast, and during the discharge ofballast a similar inspection will take place. If evidence of oil appears ateither of these inspections, the Lifting Vessel must vacate the loadingberth.

Any Lifting Vessel required to vacate the loading berth having todischarge dirty ballast, cleaning tanks or for any similar reason,automatically nullifies any Notice of Readiness already tendered and atthe same time loses any priority held for loading. Lifting Vessels musttender a new Notice of Readiness upon their return, and the LiftingVessel will be entered for loading upon the Operator’s acceptance ofthe new Notice of Readiness.

Lifting Vessels will be rejected if the O2 percentage of inert gas in oneor more tanks is found to be more than 8%.

Lifting Vessels must keep a constant watch on the side of the LiftingVessel from which clean ballast is being discharged for any indicationof water discolouration or oil sheen. Discharge of ballast must beimmediately suspended should there be any indication of discolourationor sheen, and the Mooring Master shall immediately be informed of such.An investigation of any such discolouration or sheen shall be carried outby the Lifting Vessel and the findings reported to the Mooring Master.Discharging shall not resume without permission of the Mooring Master.

If during any inspection or during the process of loading, it is revealedthat a Lifting Vessel’s tank(s) is(are) not oil-tight, the Lifting Vessel willbe rejected by the Mooring Master and refused further loading untilsatisfactory evidence of effective repairs is submitted and the LiftingVessel is duly certified by Lloyds Register of Shipping, American Bureauof Shipping or another similarly recognised classification society.

In addition to the lights usually displayed, Lifting Vessel is required toilluminate the Lifting Vessel and the waters around the Lifting Vesselwith all available and suitable searchlights and floodlights during thedischarge of clean ballast and the loading of crude oil during the hoursof darkness and restricted visibility. Such illumination must be to thesatisfaction of the Mooring Master and must be undertaken so as toassist in loading operations and in order that any incidental oil spillageon the surface of the sea may be readily detected and appropriate actiontaken. Lifting Vessels unable to illuminate the sea satisfactorily may notdischarge ballast or engage in the loading of crude oil during the hours

of darkness, and any such delay shall be for the account of the LiftingVessel.

All time lost resulted from the all aforementioned conditions shall besolely for the Lifting Vessel’s account.Simultaneous Loading and Deballasting: Lifting Vessels equipped withsegregated ballast tanks (SBT) will be required to discharge segregatedballast and load oil simultaneously, when advised by the Mooring Master.CBT tankers are not permitted at the Lufeng 22-1 Terminal unless ballastis retained onboard.POLLUTION: Pollution Damage and Environmental Liability: The LiftingVessel, its Master, Owners and Charterers shall be liable for any pollutiondamage and fines/penalties applicable for any pollution caused by oremanating from the Lifting Vessel in the waters and territory of thePeople’s Republic of China to the full extent provided under ChineseLaw.

Owner warrants that throughout the duration of the Charter Party thevessel will be:

(i) owned by a member of the International Tanker Owners PollutionFederation Limited (ITOPF) and

(ii) vessel carries on board a certificate of insurance as described inthe Civil Liability Convention (CLC) for oil pollution damage andhas in place insurance cover for oil pollution no less in scope andamount than available under the rules of P&I clubs entered intothe international group of P&I clubs.

Also see ‘‘Ballast’’.FIRE PRECAUTIONS: A continuous and efficient fire watch must bemaintained on deck and in the engine room at all times. The LiftingVessel’s firefighting equipment shall be ready for instant use at all timesand portable fire extinguishers must be on stand-by at the manifoldstation. Fire hoses of sufficient length to reach all parts of the LiftingVessel must be ready for use.

Recommendations contained in the latest OCIMF ‘‘Ship to ShipTransfer Guide’’ and in the latest edition of ISGOTT covering the loadingof tankers shall be strictly followed at all times.Fire on board Lifting Vessel: In the event of fire breaking out on any partof the Lifting Vessel, no matter how minor the fire may be, the fire signalmust be given immediately. The fire signal consist of a continuous blaston the Lifting Vessel’s whistle together with a rapid and continuousringing of the Lifting Vessel’s bell. All transfer operations (cargo and/orballast) shall immediately be shut down, cargo hoses disconnected andthe vessel immediately unberthed. See ‘‘Contingency plan in the eventof fire during lifting operations’’ (not reproduced).REPAIRS: The Masters of Lifting Vessels loading at the loading berthare advised that the loading berth is located in open and unshelteredwaters, and under no circumstances may engines be shut down forrepairs while the Lifting Vessel is at the loading berth or is waiting in thevicinity of the Pilot Boarding Area. There are no facilities for makingrepairs to a Lifting Vessel at Lufeng 22-1 Oil Terminal, and no repairswill be allowed at the Lufeng 22-1 Oil Terminal.SURVEYORS: Marine Survey and Cargo Inspection Services: No CargoInspectors or Marine Surveyors are based in the area, but Inspectorsand Surveyors from the CIQ will be present at all lifting operations toverify the quality and quantity of the cargo being lifted.STORING: There are no provisions for loading supplies, bunkers orlubricants at the Lufeng 22-1 Oil Terminal. Any questions concerningthe loading of bunkers, lubricants or any other requirements should behandled through the vessel’s Agent.

No stores may be handled by crane on the weather deck while aLifting Vessel is loading cargo, except at the discretion of the MooringMaster.GARBAGE DISPOSAL: The dumping of garbage, sewage and refuseoverboard within the Lufeng Field is prohibited, and there are no facilitiesfor receiving such at the Lufeng 22-1 Oil Terminal.WASTE OIL DISPOSAL: See ‘‘Garbage Disposal’’.WEATHER: General: The Operator can advise of the following generalenvironmental characteristics for the area bounded by the Lufeng OilField, but the navigator is referred to the published sailing directions forthe area for more detailed information on climate, weather, wind, tide,current and sea.Climate: The climatology of the South China Sea is the result of a mixtureof environmental conditions generated by several different physicaldisturbances. In addition to intense, but fairly short-lived conditionsassociated with tropical cyclones, there is the seasonal reversal of windsknown as the monsoons. During the Winter months, high pressuredominates over the Asian land mass, and in the Lufeng area a N.E.airflow persists from October through March, with the strongest windsduring the November to January time period. This period of time is knownas the N.E. Monsoon.Monsoons: Monsoon winds blow in response to a pressure gradientcaused by the diffference in temperatures of the Asian land mass andthe adjoining Indian Ocean and South China Sea. During Spring, theAsian land mass warms more rapidly than the adjoining oceans, resultingin a lower pressure on land than on the oceans. The resulting surfacegradient directs wind flow water to land. The mean resultant wind flowis from the S.W. The flow during Summer is moist and unstable, resultingin periods of showers and thunderstorms. During Autumn, the land masscools more rapidly than the adjoining oceans causing reverse pressuregradient with a mean resultant wind flow from the N.E. During Winter,wind is from the dry Asian land mass, picking up some moisture as itmoves over the South China Sea. This results in typically stable airmasses with light, steady rain and infrequent showers.

Monsoon winds are extremely persistent in direction in all months,except the transitional months in Spring and Autumn. Monsoon windintensity varies from week to week due to atmospheric instabilities.Thus,there will be a few days of intense wind and waves, followed by arelatively mild period.Typhoons: Typhoons are tropical cyclones with low central pressure andcounter-clockwise winds in the Northern Hemisphere. The frequency oftyphoons in the Western Pacific is several times more than in the Atlantic.

Typhoons, like hurricanes, are difficult to predict with certainty. Recentstudies on their formation and movement suggest some trends. For

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example, tropical storms do not develop if the sea surface temperatureis below 26�C. Also upper level winds seem to steer them more thanthe surface conditions. Once typhoons have recurved under the influenceof an approaching cold front in late Autumn, they do not loop and turnback.

The Lufeng 22-1 Field, being approximately 140 nautical miles E.S.E.of Hong Kong, is along a major typhoon alley towards Hong Kong. Theseason for tropical cyclones for Hong Kong is primarily June throughOctober, although gale force winds (in excess of 34 knots) associatedwith the passage of tropical cyclones have been recorded as early as19th May and as late as 12th December.Currents and Solitons: The South China Sea is influenced by three maintypes of currents: (1) tidal, (2) oceanic circulation and (3) storm induced.Tidal currents being driven by astronomical forces are always present.The oceanic circulation current is attributable to monsoon winds and abranch of the Kuroshiwo which enters the South China Sea through theLuzon Straits. Storm currents are driven by local storm winds, eithertyphoon or tropical storm.

Soliton currents (local currents) are of concern to lifting operations,as their velocity/time profile as well as direction can cause rapid throughwater changes and apply high loads on a moored vessel. Solitonsapproach from the N.E. to S.E. according to metrological data with peakvelocities ranging from 1 to 4.5 knots for up to a 30 minute duration.However, experience shows that Solitons approach from any direction.

All lifting operations will be undertaken with a supply vessel (tailsupport vessels) moored to the stern of the Lifting Vessel to providestern thrust.

GENERAL: Flag: Lifting Vessels are required to fly the flag of thePeople’s Republic of China on the foremast during daylight hours whilstloading at the Terminal.Government Officials: Government Officials such as representatives ofthe CIQ will be present on board the Lifting Vessel during the liftingoperation. The Lifting Vessel is expected to provide food andaccommodation for these officials.In-Field Helicopter Operations: Helicopter operations to the FPSOduring lifting operations are authorised subject to FPSO’s OIMauthorisation.In-Field Vessel Operations: Owners and Masters of Lifting Vessels arereminded that they will be operating in the restricted area of a producingoil field, and as such there is likely to be extensive maritime boat activityon the field. The Mooring Master will advise the Lifting Vessel of anycurrent operations on the field which may affect the approach ordeparture of the Lifting Vessel.Accommodation for Terminal Personnel: The Lifting Vessel shallprovide food for the Mooring Master and his crew including the CIQRepresentatives while on board the Lifting Vessel and shallaccommodate the Mooring Master in the Pilot’s cabin. Should the LiftingVessel not be equipped with a Pilot’s cabin, the Mooring Master and his2 assistants and the CIQ Representatives shall be accommodated in acabin equivalent to that of an Officer on the Lifting Vessel.

The Mooring Master shall have access to the bridge and/or controlarea of the Lifting Vessel, including the cargo control room, and suchareas shall not be locked or otherwise arranged as to prevent immediateentry at any time by the Mooring Master. Lifting Vessel’s Master shallgive any assistance requested by Mooring Master relevant to oil liftingoperations.Contraband: The Operator prohibits unauthorised craft from comingalongside Lifting Vessels while at the loading berth without thepermission of the Mooring Master. To avoid the possibility of undesirableitems getting aboard Lifting Vessels, it is recommended that the LiftingVessel’s Master prohibits any such craft from coming alongside whileLifting Vessels are at or in the vicinity of the loading berth.Safety Procedures: The Lifting Vessel’s personnel is responsible for thesafety of the Lifting Vessel and themselves and shall take all necessaryprecautions, whether or not so advised by the Operator or the MooringMaster, having in mind the hazards of the loading operation, the cargobeing handled, the weather conditions and any other circumstancesrequiring special care or caution. The Lifting Vessel’s personnel shallalso adhere to all safety precautions generally followed in the marineindustry as well as all requirements and regulations set forth in theTerminal Regulations, the latest edition of ‘‘International Safety Guideof Oil Tankers and Terminals’’ (ISGOTT) and the applicable chapters ofthe latest edition of OCIMF ‘‘Ship to Ship Transfer Guide’’. Any safetyprecautions, requirements and regulations imposed by the Operator,including those set forth in the Operator’s Fire Regulations and SmokingRestriction disregarded by the Lifting Vessel’s Master, Officers or crewwill be considered a just cause for rejection of the Lifting Vessel and allexpenses and delays related thereto shall be for the Lifting Vessel’saccount. While the Lifting Vessel is moored or within the vicinity of theloading berth, the Lifting Vessel’s personnel and the Lifting Vessel’soperations must comply or be in accordance with the Terminal’s safetyrequirements (Not reproduced).Ship’s Agents: The Operator does not perform any vessel agencyfunctions. Lifting Vessels calling at the Lufeng 22-1 Oil Terminal mustarrange for their own Agents.

For your information only we have listed 2 Agents with offices inShekou:

China Marine Shipping Agency Shenzhen Branch, Rm. B.C.D. 21-F,Seaview Square, No. 18 Taizi Rd., Shekou 518067, Shenzhen,People’sRepublic of China. Tel: �86 (755) 682-7165, 682-7163. Fax: �86 (755)669-2455. Telex: 420815 AGTSZ CN. Contact: Mr. Lin Wei Jin.

China Ocean Shipping Agency Shenzhen, 81-F, Penavico Shenzhen,Lianhe Building, Gongye Rd., Shekou, Shenzhen 518066, People’sRepublic of China. Tel: �86 (755) 688-0917, 669-5216. Fax: �86 (755)669-2769, 668-9946. Telex: 420834 COSAS CN, 420882 COSAS CN.Contact: Ms. Hallen Huang.

AUTHORITY: Operator: Statoil (Orient) Inc., 13th Floor, ChiwanPetroleum Building, Chiwan, Shenzhen 518068, People’s Republic ofChina. Tel: �86 (755) 685-5335. FAX: �86 (755) 685-5331,685-5332. Contact: Inge Arnt Kyale, Resident Manager. Svein N.Saevild (Email: [email protected]), Logistics and ProcurementManager.

NANJING (Nanking): 32.03 N. 118.47 E. (See Plan)

PORT LIMITS: A vessel is considered to be an ‘‘arrived ship’’ only whenshe reaches Nanjing Port, or at the Nanjing Waiting Anchorage orQuarantine Anchorage, located in position Lat. 32� 14.5' N., Long.119� 10' E., about 165 miles upriver from the Changjiang Entrance, or15 miles before Nanjing Oil Port.DOCUMENTS: For Joint Inspection on arrival:

6 Crew Lists.2 Reports of Entry.1 Maritime Health Declaration.1 Crew Effects Declaration.1 Ship’s Equipment List.1 Bonded Stores List.

For Joint Inspection on departure:1 Maritime Health Declaration.4 Reports of Clearance.

Note: Chinese forms must be used for Report of Entry, Report ofClearance and Maritime Health Declaration. Ship’s own forms can beused for the other documents, if it is the vessel’s first call. On arrivalobtain blank forms for Report of Clearance and have them filled out priorto departure.PILOTAGE: Compulsory. Pilotage upriver is in two stages. The firststage is from the mouth of the Yangtze River to Baoshan, which is byShanghai Pilots. The second stage is from Baoshan to Nanjing, whichis by Nanjing Pilots. The pilotage up to Baoshan is arranged by ‘‘PenavicoShanghai’’. Changjiang Entrance is the customary waiting anchorage forvessels for Shanghai or proceeding upriver.

Application for Pilot should be made to Shanghai Agent ‘‘PenavicoShanghai’’ by cable or telex, prior to arrival. When the arrangements aremade, they will reply by cable or telex and the Pilot boards at SouthChannel, Buoy No. 5, as indicated on B.A. Chart No. 1602. The distancefrom Changjiang Entrance to Baoshan is 53 miles. Baoshan is located3 miles upriver. The vessel may have to anchor here for Nanjing Pilots,they board on arrival and the Shanghai Pilot disembarks. The vesselcontinues without stopping, which is a distance of 177 miles up toNanjing. When the vessel anchors at the Nanjing Waiting or QuarantineAnchorage, the Pilots leave and the Berthing Pilot boards.Note: At least 2 day’s notice of application for pilotage.Telex No:

Penavico Shanghai: 33052 Penav C Cn.Penavico Nanjing: 34059 Nipen Cn.Sinochem Nanjing: 34109 Cienj Cn.(Shippers).Nanjing Port Authority: 34034 NJPACN.

ANCHORAGES: Nanjing Waiting Anchorage: Lat. 32� 14.5' N.,Long. 119� 19' E. with good holding ground, depth of water 13.0 m. –16.0 m. It can accept vessels up to 30,000 d.w.t.RESTRICTIONS: Size: Up to 30,000 d.w.t. Draft limitation: 9.5 m.MAX. SIZE: The draft limitation in the channel which is fresh water is9.5 m.HEALTH: No Radio Pratique available. On arrival at QuarantineAnchorage, the Quarantine Officer boards and grants Pratique.RADIO: Communications are by Inmarsat telex.VHF: Port Authority Signal Station manned 24 hours. Contact Agents‘‘Penavico Shanghai’’ on Channel 11 and Shanghai Pilot on Channel 16.At Nanjing, contact Agents ‘‘Penavico Nanjing’’ on Channel 8 and Pilotson Channel 6. Contact Nanjing Port on Channel 25 throughout 24 hours.RADAR: No port radar service.TUGS: 1�1,940 kW., 2�1,764 kW., 4�1,440 kW., 3�1,227 kW. and6�720 kW.BERTHING:Terminal Berth Length Draft LOA Remarks/Cranes

No. No. (m.) (m.) (m.)1 15 90 6.0 130 General, Bulk. 2�5 tons2 22-24 180 7.0 150 General, Steel. 2�10 tons

28 120 7.0 150 Bulk. 3�5 tons3 35 101 6.0 130 Coal. 2,500 t.p.h. Shiploader

37 99.4 6.0 1304 400 186 9.5 180 4�10 tons

401-403 180 9.5 180 Multi-use406-407 224 9.5 200 6�5 tons

5 51 75 9.0 180 Oil. 3�8 tons6 65 65 5.0 120 Oil, Chemicals, Liquid Material.

1,000 t.p.h. Shiploader & unloader7 701-702 274 9.5 180 Steel.

703-705 360 9.5 200 Ore. 5�10 tons706-707 310 9.5 200 Coal. 2�16 tons grab

Container 404 186 9.5 200 Portainer 1�25 tons405 224 9.5 200 Portainer 1�35 tons

Note: Terminals No. 4 and 7 are located at Xinshenwei.CRANES: Floating cranes of 63 tonne, 50 tonne and 5�10 tonne, alsogantry cranes of 10 tonne, 8 tonne and 5 tonne. See ‘‘Berthing’’.Bulk Cargo Equipment: No. 7 Terminal: 16 tonne gantry crane.

No. 3 Terminal: Rotary car dumper system and shiploader system.


CHINA, P.R. OF


Specialised Cargo Handling Equipment: 2 portainer cranes of 35 tonneand 25 tonne.BRIDGES: No bridges prevent vessels up to 30,000 d.w.t. from enteringthe port.STEVEDORES: Main cargoes include general cargo, coal, oil, ore,cotton, steel, construction material, agricultural and chemical products,container, dangerous or hazardous cargoes, etc. Loading or unloadingrate changes regarding different cargoes.MEDICAL: Full medical and dental facilities available. Agent must makeall the necessary arrangements. At Nanjing, usually the treatment ismade in Worker’s Hospital.TANKERS: One berth for tankers up to 180 m. LOA, draft limitation9.0 m., depth of water 14 m. One berth for tankers up to 120 m. LOA,draft limitation 5 m., depth of water 12 m. Max. size for tankers70,000 d.w.t.

Also see ‘‘Shipmaster’s Report’’.FRESH WATER: Contact China Marine Bunker Supply Company,Nanjing Branch. Available 24 hours a day. Cost is 1.5 RMB per ton.FUEL: Advise ‘‘Penavico Shanghai’’ and ‘‘Penavico Nanjing’’ ofrequirements by telex or cable before arrival. Contact China MarineBunker Supply Company, Nanjing Branch. Fuel and diesel availablethrough 24 hours. Tel: (025) 806316.FIRE PRECAUTIONS: Ship’s watchmen to be on duty. The Port No. 1firefighting ship of 1,000 h.p. on duty and two special tugs also equippedas fire tenders.CONSULS: No consuls in Nanjing.REPAIRS: All types of deck and engine repairs possible. Repair servicesavailable through Nanjing Jinling Shipyard, Xinhua Shipyard or NanjingPort Repairing Station.SURVEYORS: Cargo tank inspection prior to loading, and cargocalculations on completion of loading are carried out by CCIB (ChinaCommodity Inspection Bureau). China Register Surveyor available onbehalf of other classification societies.GANGWAY/DECK WATCHMEN: Watchmen required (Member ofcrew, or shore-based watchmen available). The Frontier InspectionStation also have guards on duty at the gangway.OPENING/CLOSING HATCHES: By arrangement between ship’sAgent and stevedore.CUSTOMS ALLOWANCES: According to local Customs Department.REPATRIATION: Facilities exist for repatriation of crews.AIRPORT: Nanjing Airport (26 km.). Daily 737 airline service to HongKong.HOLIDAYS: New Year’s Day (January 1st); Labour Day (May 1st);National Celebration Day (October 1st). The port is available for foreignvessels all year round, no restrictions.POLICE/AMBULANCE/FIRE: Police: Tel. 110. Ambulance:Tel. 633898. Fire: Tel. 119. Port Security: VHF Channel 25 throughout24 hours.EMERGENCY CO-ORDINATION CENTRE: Contact Nanjing Port onVHF Channel 25 in case of emergency.TELEPHONES: Telephones can be supplied to any vessel.SERVICES: Many special services available.BANKS: China Bank, Nanjing Branch is located in Xinchenwei ForeignTrade Port Area. Exchange of money, etc., can be arranged.STORING: Provisions and bonded stores available. They areinexpensive and of average quality. Fresh vegetables are seasonal. TheNanjing Foreign Shipping Supply Corporation should be contacted forservice. Tel: (025) 633780/304734.SHIP SUPPLY SERVICE: Contact: Nanjing Foreign Shipping SupplyCorporation (Tel: (025) 633780). Agents ‘‘Penavico Nanjing’’ (Tel: (025)804056).SHORE LEAVE: Permitted. Nanjing town is located about 15 milesawayand takes about 50 minutes by car. Transport must be arranged by theAgent or Seaman’s Club (taxis, etc.). A round trip by minibus costs about80 RMB. Nanjing is a pleasant town with modern hotels like Jinling Hoteland famous sights such as Dr.Sun Yat-Sen’s Mausoleum.IDENTIFICATION CARDS: Seamen’s Book is sufficient.GARBAGE DISPOSAL: Use 5 ton ‘‘QY’’ truck crane and one ‘‘OG400’’garbage furnace.WASTE OIL DISPOSAL: A cleaning ship of LOA 40.6 m. is used todispose of waste oil. It has two sets of waste oil disposal equipment,and two sets of sewage disposal equipment.SEAMAN’S CLUBS: Nanjing International Seamen’s Club is located inXinshenwei Foreign Trade Port Area. It provides excellentaccommodation and all kinds of entertainment services. Overseas callscan be made here. Tel: (025) 561798.REGULATIONS: Normal Port Regulations.DELAYS: The date for loading or unloading is decided according to thecontract signed between the Ship’s Agent and the Port.GENERAL: The Agent stays on board throughout the vessel’s stay inPort. He is of great assistance in all matters.Tidal Range: Maximum 1.47 m. Minimum 0.02 m.Storage: Warehouse 54,731 sq.m. Open storage space 391,481 sq.m.DEVELOPMENTS: In the second phase of the Xinshenwei Project witha total investment of RMB 358.8 million, 13 berths for 25,000 d.w.t.vessels have been completed. The total length of the wharf is 2,500 m.The project of Rong Tan Foreign Trade Area is being planned.

SHIPMASTER’S REPORT: June 1995.Berth: No. 611 at Yizheng.Type of Berth: Pontoon (See ‘‘Plan’’).Operations: Discharging.Cargo: Condensate.Connection: Hard arm.General: This vessel (41,000 d.w.t. and LOA 176 m.) is too large for theberth. All ship’s lines forward act as springs and all ship’s lines frompoop deck act as springs. Aft maindeck winch ropes may be sent asbreast lines. One shore line taken each end as head line and stern line,rigged from ashore (all ship’s lines taken to pontoon). Shore head lineparted during mooring operations. When not in use, the shore lines liein the water/mud.

Note/s of Protest issued by Ship: Yes.One Pilot from sea to Liuhe. 3 Pilots from Liuhe to Nanjing, they also

berth the ship. Daytime passage only for river section above Liuhe.Strong 2 knots – 3 knots current running at all times.Accident Report: Breaking of mooring lines:

The incident occurred whilst the vessel was mooring. This is a pontoonberth situated on the North bank of the Yangtze River at Yizheng. Thevessel berths starboard side to the berth heading upstream. There is acontinuous current flow of between 2 knots to 3 knots at the berth, flowingdownstream from forward to aft.

Prior to arrival at the berth, the vessel had been advised that themooring plan was to use 3 head lines/stern lines and 2 springs fore andaft from the vessel, and to take onboard 1 shore head line/stern line. Onarrival at the berth, it was apparent that all ship’s lines from forwardwould act as springs, there being no facilities ashore to utilise to sendout head lines or breast lines. Similarly aft most lines would act assprings. All ship’s lines had to be sent to the pontoon. The shore mooringlines had one end permanently secured ashore, and the eye of the otherend made fast to the pontoon when not in use. These lines thereforelay submerged on the river bed when not in use. The length of the leadfor the shore lines to the vessel was approximately 200 m. Refer to‘‘Plan’’ for final mooring plan.

AUTHORITY: Nanjing Port Authority, Jiangbian Road 19, Xia GuanDistrict, Nanjing, P.R.C. (Postcode: 210011). Tel: �86 (25) 633898.FAX: 802803-688. Telex: 34034 NJPACN. Cables: 9876 NANJIN.Contact: Wu Min, Foreign Affairs Office.

NANTONG: 32.01 N. 120.49 E. (See Plan)

LOCATION: The port is situated on the North bank on the lower reachesof the Changjiang (Yangtse River), Nantong port is in Nantong City whichis about 51 miles East of Wusong Kou. The position of the port isLat. 32� 00' 45" N., Long. 120� 48' 45" E.APPROACHES: Foreign vessels proceeding upstream from BaoshanAnchorage are required to be well informed of the water depth alongBaimaosha Nan Shuidao, the South Channel, so that they may safelypass with the tide. Before approaching light buoy No. 12A a close watchshould be paid to see if any ship is steaming down the river. If a vesselis outward bound it is advisable to reduce speed and wait until it is clearof the channel, in order to avoid meeting at the shallow part of thechannel.

All foreign vessels entering or leaving the port are requested toobserve the following regulations:1. ‘‘The Regulations on Supervision and Control of Foreign Vessels by

the People’s Republic of China’’.2. ‘‘The Regulations on Supervision and Control of Vessels Flying

Foreign Flags Sailing in the Changjiang by the People’s Republic ofChina’’.

3. ‘‘Regulations for Prevention of Collision at Inland Waters’’.Foreign vessels are requested to take great care, as the buoyage

system of the coastal waters and the river are different.PILOTAGE: Compulsory. Pilot available from sunrise to sunset fromBaoshan Anchorage.

Pilot for Nantong boards at Baoshan Anchorage.ANCHORAGES: Baoshan Anchorage 31� 28' N., 121� 28' E.Joint Inspection Anchorage: The anchorage is situated at Dong Shuidaoon the lower reaches of the Changjiang (Yangtse River). This is withinthe harbour limits and has an area of 2,500 m.�600 m., depths rangefrom 7.0 m. – 25.0 m. and the nature of the bottom is sand and mud.RESTRICTIONS: Entry and departure not permitted after sunset.

Draft is restricted to 9.5 m. as vessels have to cross a bar at the mouthof the Chang Jiang River.MAX. SIZE: See ‘‘Berthing’’ and ‘‘Shipmaster’s Report’’ datedFebruary 2001.VHF: Pilots: Channels 16 and 6.

Penavico: Channels 16 and 27.Oil Terminal: Agent on Channel 11.

Pilot on Channels 11 and 20.Port on Channel 20.

TUGS: 1�2,400 h.p., 1�1,670 h.p., 2�980 h.p. and 2�480 h.p.BERTHING:

Name ofDistrict Berth Length

Depth(D) (F)

Max.Draft

Max.LOA Use

No. (m.) (m.) (m.) (m.) (m.)Langshan 1 180 10.0 16.0 9.5 180 Coal/Containers/Ore

2 180 10.0 16.0 9.5 180 Feed/Sugar/Containers3 187 10.0 16.0 9.5 180 Timber/Pig

iron/FertiliserNangtong 3 74 5.5 10.8 5.0 70 General Cargo

4 – – – – – Passengers5 – – – – – Passengers7 – – – – – Passengers

Tian Sheng 1 65 4.8 4.8 – – CoalGang 2 65 4.8 4.8 – – Coal

Note: (D) Dry Season. (F) Flood Season.With prior agreement vessels can also load/discharge certain types

of cargoes at buoys.CRANES:

Langshan: 2�5 tons and 3�10 tons.Nantong: 3�5 tons.One floating crane of 10 tons capacity available.

FRESH WATER: Available.FUEL: Available.REPAIRS: Nantong Ocean Ship Engineering Co.Ltd.: There are 3 repairberths, length 221 m. – 390 m., draft 10.0 m.Cranes: 1�40 ton, 2�30 ton and 2�16 ton travelling cranes, 1�60 ton,1�50 ton and 1�15 ton floating cranes, 32 cherry pickers and otherequipment.

CHINA, P.R. OF


Dry Docks: There are 2 floating dry docks. Nantong Dock: 150,000 d.w.t.Length 270 m., breadth 48.0 m., max. draft 16.7 m. Lift 36,000 tons.1�22 ton, 1�15 ton and 1�5 ton cranes. Yuantong Dock: 85,000 d.w.t.,length 230 m., breadth 44.0 m., max. draft 14.5 m. 1�22 ton and1�5 ton cranes.Address: South of Rengang, Nantong 226005, China. Tel: (86) 513351-6168, 351-4351. Email: [email protected] Fax: (86) 513352-9283. WWW: http://www.nosec.com.cnGENERAL: Imports: Timber, ore, bulk sugar, fertiliser and pig iron.Exports: General cargo and cotton.Meteorology and Hydrography: The tide at this port is irregularsemi-diurnal, with Spring rise of 3.4 m., Neap rise of 2.7 m. and meansea level of 2.1 m.

The direction of the stream, either floor or ebb, is approximatelyparallelto the bank of the river. The rate of flood is 0.8 knots, while that of theebb may reach 4.3 knots.

The wind is variable in direction and force, due to the effect of themonsoons. The average wind force is 3.1 m. per second. Gales mayarise suddenly, but mostly occur in Winter. The annual average of ‘‘galedays’’ is 12.8. This port may be threatened by typhoons from July toSeptember with wind forces ranging from Force 6 to Force 8. In Augusta wind Force 11 is sometimes experienced.Aids to Navigation: The aids mainly consist of light buoys. The lateralport hand buoys are black in colour with spherical shaped top-marks.Starboard hand buoys are painted red in colour.

SHIPMASTER’S REPORT: October 1994.Pilotage: The Pilot cannot be arranged by the Agent to take vessel fromNantong to Liuhe Anchorage if loading is completed after 1500 hrs. localtime. Sometimes vessel can be shifted from the berth to LangshanAnchorage.General: Sailing through shallow waters of the Yangtze River has aharmful effect on the condition of the sea chest and stern tube. The levelof water contamination is very high in the Yangtze River.

SHIPMASTER’S REPORT: April 1997.Approaches: Loaded vessels from 9.75 m. to 10.0 m. F.W. draft arerestricted to transiting the Changjiang River on Spring tides, i.e. heightof tide at H.W. Luhuadao (30� 49' N., 122� 14' E.) 3.8 m. or above. Insuch cases, the Pilot will board deep draft vessels 2 hours prior to highwater, boarding 0.5 nautical miles due East of Buoy No. 1 (usually nowonly 1 Pilot). The deep draft route is to the North via the Beicao Hangdao.The Pilot will adjust the vessel’s speed to arrive at a point South ofBeicao Anchorage Buoy No. 261, depending on draft, at high water. ThePilot likes to maintain an under-keel clearance of 1.0 m. The transitthrough the narrow channel from Buoy No. 261 to Buoy No. 274 isconducted at slow speed. No vessels are allowed to overtake or passin the opposite direction throughout the narrow channel’s length. Speedis adjusted prior to entering to ensure any vessels ahead or astern(steaming in the same direction) maintain a minimum distance of1.0 nautical miles. Preference is given to laden inbound vessels.

The Nancao Hangdao leading to the Tongsha Hangdao is mainly usedfor light draft vessels outbound, or smaller inbound coastal traffic. Whenoutbound, the pilot cutter is positioned between Buoys No. 4 and No. 5,this though is dependent on the climatic conditions.

The Sea Pilot, or Changjiang Estuary Pilot, if your vessel is proceedingfurther North, will be relieved just South of Baoshan Anchorage, BuoyNo. 6. Dependent on how far your vessel is to proceed up the Changjiangwill be a deciding fact as to whether you anchor overnight at BaoshanAnchorage or proceed. Vessels proceeding to Nantong can continuethroughout the night as long as it is intended to anchor at the NantongQuarantine Anchorage. There is no night-time berthing or unberthing atNantong. Once alongside, the latest a vessel can sail is 1300 hrs.(Winter) and 1400 hrs. (Summer). 2 Pilots board to advise on navigationto Nantong.

Extensive dredging work has been carried out to the North end ofBaimaoshanan Shuidao (31� 45' N., 121� 05' E.) with the result evendeep draft vessels (10.0 m. F.W.) transit this area. This though isdependent on the state of the tide. Certainly at L.W. the BaimaoshabeiShuidao has more water.

Throughout the passage from Baoshan to Nantong QuarantineAnchorage, the river is very busy with small craft plying their trade backand forth. They have no regard for larger vessels. Vessels constrainedas such by their draft require an escort of a tug and Port Authority boat.Their primary use is to keep the path ahead as clear as possible. ThePilots onboard maintain regular communciation with the VTS via VHFChannel 6 who give a clear picture of what lies ahead. The internationalapproved sound and light signals regarding manoeuvring, overtaking,etc., are used. At night the vessel’s signal lamp (Aldis) is to bepermanently rigged for immediate use.Anchorage: Nantong Quarantine Anchorage: This anchorage is situatedaround 3 nautical miles South of Nantong Port. It has an average depthof 18.0 m. Be careful though as the ebb tide can be very strong (4 to6 knots at Springs). I found the holding ground good. On the 2 occasionsmy vessel was anchored there, I used 6 and 7 shackles respectively.

There are a number of problems to be aware of:(a) If anchored at the North end, the river here narrows in available

depth, so vessel’s steaming up and down river often pass less than4 cables from you and at speed.

(b) At night a number of barges, etc., anchor until first light. Be warnedthey have no consideration for your swinging circle.

Berthing: Langshan: They have now completed the container terminalat the Southern end of Langshan, approximate length 300 m. There are2 gantry cranes, each 40 tonnes SWL. To the North end of the containerterminal are a further 3 deep water berths capable of handling bulkcarriers displacing 42,000 tonnes. The Pilots inform that these berthsare able to accommodate a maximum draft of 10.0 m. throughout theyear and at all stages of the tide. Certainly Langshan No. 2 and No. 3had enough water (these being the two berths nearest the containerterminal). All three bulk carrier berths are equipped with shore cranes,totalling 8 in number, all 10 tonnes SWL.

Medical: Medical and dental facilities are available. There is a relativelynew hospital in Nantong. It was noted on an occasion when one of mycrew visited the dentist, that hygiene levels were poor. The China OceanShipping Agent (Penavico) will make all the arrangements. Usually verypromptly.Fresh Water: Available at Langshan. This is provided to vessels by fixedinstallations at each berth. Pressure is low, but the water is chlorinated.It costs U.S.$30.00 service charge and U.S.$1.00 per tonne. Fresh wateris also available by barge at the Quarantine Anchorage and otheranchorages. The price is a lot more expensive per tonne.Fuel: Bunkers are available at Langshan by barge only.Repairs: Repair workshops are available but basic. Consideredreasonable for steel replacement, but technical engineering work is notrecommended. There is a dry dock just North of Nantong capable ofdocking 100,000 tonnes d.w.t. ships. At present, it is one of the cheapestdry docks in the world for steelwork repairs.Surveyors: All Classification Society Surveyors are available, and arebased in Shanghai (4 hours by road). With the Nantong dry dock nearby,there are no problems acquiring them at reasonably short notice. Forcargo surveys, the Government Agency is now called the Nantong Importand Export Commodity Inspection Bureau of the People’s Republic ofChina. In addition, international companies, such as SGS, have formeda partnership with the Chinese Authorities, a company known asSGS-CSTC Standards Technical Services Ltd.Customs Allowances: 1 bottle of spirits and 200 cigarettes per crewmember. The bond was not sealed on arrival, and as my vessel wasthere for many weeks, continued to issue bonded items on a weeklybasis. This after discussion with our Agent. Very few demands for alcoholand cigarettes were made by officials.Repatriation: Almost half the ship’s company were repatriated from thisport without any problems. The Agent requires one photograph plus avisa application to be filled in (photocopies of passport photographswereaccepted). The crew were transferred by road to Shanghai InternationalAirport and flew on to Hong Kong. Please note in this particular casethe joining crew members brought out the leaving crew members airlinetickets. The Agent assured me that he can obtain airline tickets locallyif required.Telephones: These are available at the dock gate and around the smallvillage nearby. They are easily recognised by a white sign with an imageof a telelphone on, plus Chinese characters. Reasonably priced forinternational calls (U.S.$2.30 per minute to the U.K.).Shore Leave: Shore leave is granted to all crew members until midnight.They are to present their pass and passport to the guard at the bottomof the gangway, who notes down your departure time and number. Atno time were passes and passports retained by such guards. There isa Seamans Club 4 km. from the Langshan berths. Telephones, mealsand a disco are available here. The staff were friendly and helpful.Garbage: Garbage is collected on a regular basis. The service is chargedfor and is compulsory.Provisions: All available and at reasonable prices.General: The Agents and Port Authority personnel were found to behelpful and reasonably conversant in English. Nobody remained onboard, but Immigration did carry out regular spot visits.Agent: China Ocean Shipping Agency (Penavico), 5 Waihuan Road (W),Nantong, China. Tel: 0513-351-6500. Fax: 0513-351-8461/8594.Telex: 365001 COSAY CN. Cables: Penavico. Penavico listen and workon VHF Channel 11.

SHIPMASTER’S REPORT: February 1999 (Updated 2001).Vessel: Chemical tanker, LOA 180 m., 45,000 d.w.t.Location: Nantong Port appears to stretch over an 18 mile length of theEast bank of Changjiang (Yangtse River). The Northern berths appearto be accessible direct from the river, but the Southern berths areapproached by a narrow channel off the main channel.

Huifeng Terminal, Lat. 31� 49.74' N., Long. 120� 56.32' E., Qian HongTerminal, Lat. 31� 50.18' N., Long. 120� 54.24' E. and Hua Yiung LPGTerminal, Lat. 31� 54.50' N., Long. 120� 53.94' E. (GPS, DatumWGS84), are part of a complex of 4 petrochemical berths stretchingNorth from the bend by Light Buoy No. 1 in approximate positionLat. 31� 45' N., Long. 120� 56' E.Publications: Charts B.A. No. 1199, 1602, 1603 and 1619.

Admiralty Sailing Directions NP32, Chapter 9, Supplement 32s,11-6-98.

Admiralty Light List Vol. F.Admiralty Radio Signals NP 286(2) Vol. 6, Part 2.

Approaches: It was noted that although the chart is corrected up to thelatest Notices to Mariners, there were many discrepancies in buoyagealong the river, especially upriver from Baoshan, and so the chart is justa guide. The channel above Taicang splits into 2, and contrary toappearances, the main channel at this point is the Western channel.

The approach is made along a subsidiary channel close to the shore,stretching North from the 2 floating docks (each about 200 m. long) ofthe Soosan Shipbuilding Company. When going to, or from theanchorage, a tug is required to assist at the turn-off of the main channel.

The channel is also used by transport ferries which cross the riverconstantly, always fully loaded. The ferry terminal is to the North of thecargo terminals (A new bridge a few miles upriver is to be built soon).

Also see ‘‘Taicang – Shipmaster’s Report’’ dated January 1999.Pilotage: The Pilot was a little vague about depths, but noted that theterminals had plenty of water, depth up to 13.0 m. However, thecontrollling factor was the channel, which was very shallow in places,making slack HW berthing normal for most ships. We were requestedto arrive with draft less than 8.0 m.Anchorage: Waiting anchorage is approximately as noted on theAdmiralty Chart.Formalities: Ship was boarded by a large party of officials who requiredcopies of everything. They were friendly enough, but it would have beeneasier to carry out a full inital entry rather than have the ‘‘convenience’’of a previous Chinese port clearance. The two constant requirementsare for many copies of the Crew List and the ‘‘Chinese Ship Particulars’’form. Also see ‘‘Taicang – Shipmaster’s Report’’ dated January 1999.

CHINA, P.R. OF


Berthing: Berthing either side to, depending upon the direction of currentat the berthing time.

Pilots state that the current can be strong, so recommend extra lines.At both berths, we put out extra head, stern and breast lines, but thecurrent was not unusual.Counting from the North:Hua Yiung LPG Terminal: The Terminal is No. 1. The jetty has a simpleconcrete deck linked to dolphins at the end of a 1.1 mile long trestleaccess way with jetty face lying on a heading of 352�/172�(T). The jettyis well fendered with plenty of bollards, so mooring provedstraightforward. Depth alongside is 14.0 m. (established using ship’secho sounder) (See ‘‘Plan’’). On the river-side of the jetty, there is oneberth for ocean-going vessels with a coaster/barge dock on the innerside of the jetty.Qian Hong Terminal: The Terminal is No. 2 and has recently beenextended to provide enough space to berth 2 small to medium sizedvessels simultaneously. The main decking on the jetty has beenextended at both ends and a new mooring dolphin with fenders has beenbuilt. The jetty face lies on a heading of 352�/172�(T) (See ‘‘Plan’’).

The inner berths at the Terminal are used for barges, and during ourstay, there was a constant stream of barges being worked (See ‘‘Plan’’).Huifeng Terminal: The Terminal is No. 4 and has a long concrete deckedberth of approximately 150 m., with provision for many different products.

The inner berths at the Terminal are used for barges, and during ourstay, there was a constant stream of barges being worked (See ‘‘Plan’’).Discharging: Hua Yiung LPG Terminal: The deck is uncluttered with only2 connections. One connection for LPG and one vapour return line.

On our arrival, we were informed that no shore hoses were available.We therefore used our vessel’s 8 in. hoses for the discharge. There wasa delay, while a reducer coupling was obtained from another berth.

We discharged 3,150 tonnes of methanol at 200 cu.m./hr. via the 6 in.shore line (See ‘‘Plan’’).Qian Hong Terminal: Loading Master and shore personnel are efficient.Cargo discharged was methanol through 6 in. flexible hoses, rate330 tonnes/hr.

Pipe racks are having another layer of pipes fitted, and there are moretanks under construction ashore.

There are new mounting points at either end of the main deck for2 loading arms on the river side and one on the shore side of the jetty(See ‘‘Plan’’).

Two Immigration Service guards stayed on board the whole time.Huifeng Terminal: Berth was occupied by a gas tanker, so we had toanchor and wait our turn. Gas tankers are served by 2�6 in. loadingarms.

All other products are discharged through 6 in. flexible hoses. Wedischarged methanol at a rate of 400 tonnes/hr. (See ‘‘Plan’’).

Pipe racks have some 25 to 30 lines for a variety of products.Two Immigration Service guards remained on board at all times.

Accommodation Ladder/Gangway: Qian Hong Terminal: No shoregangway, and with very high freeboard, ship’s portable gangway wastoo short, while the accommodation ladder could not be landed as thefixed shore crane occupied the landing area. Had we been spotted 10 m.either way, the accommodation ladder could have been used.Huifeng Terminal: Clear landing area for accommodation ladder.General: Also see ‘‘Taicang – Shipmaster’s Report’’ dated January 1999.

AUTHORITY: Nantong Port Authority, 120 Remin Road West,Nantong, China. Tel: �86 (513) 513135. Telex: 3651 Ntpad CN.

Nantong Harbour Superintendent, 104 Remin Road West, Nantong,China. Tel: �86 (513) 518292.AGENT: Penavico. Tel: 6500. Telex: 36501. Cables: Penavico Nantong.

NINGBO (Ningpo), including Beilun: 29.52 N. 121.31 E.(See Plan)

LOCATION: Ningbo Port District: 29� 52' 54" N., 121� 33' 24" E.Zhenhai Port District: 29� 57' 00" N., 121� 43' 05" E.Beilun Port District: 29� 56' 8.6" N., 121� 51' 05" E.

PILOTAGE: Compulsory. Pilotage is undertaken day and night at Qi LiYu Anchorage and Jin Tang Anchorage, but only in daytime at Xin QiAnchorage.ANCHORAGES:Anchorage Location Nature Depth Bottom Size for Vessels

(m.) (d.w.t.)Qi Li Yu 29� 59' 18" N.

121� 46' 30" E.30� 00' 18" N.

121� 47' 30" E.

Pilotage 8.0 Mud 3,000–5,000

Jin Tang 30� 00' 00" N.121� 48' 12" E.30� 02' 30" N.

121� 50' 00" E.

Pilotage 15.0 Mud & Sand 10,000

Xia Qi 29� 43' 30" N.122� 20' 30" E.29� 46' 00" E.

122� 21' 30" E.

Pilotage 17.0 Mud 10,000–100,000

Bei Lun Operating 20.0 Mud Lightening forover 10,000

RESTRICTIONS: Day and night entry and departure possible at Ningboand Zhenhai Port Districts but not at Beilun Port District.Tidal Range: Ningbo: Maximum 3.62 m. Minimum 0.92 m.Zhenhai: Maximum 3.51 m. Minimum 0.02 m.Beilun: Maximum 3.36 m. Minimum 0.40 m.Draft Limitation in the Channel:

Ningbo 5.5 m.Zhenhai 9.0 m.Beilun 18.0 m.

MAX. SIZE:Permissible Ship

Harbour Berth Length Beam Draft D.w.t.No. (m.) (m.) (m.) (tonnes)

Beilun 1 303 45.0 17.0 140,0002 315 50.0 18.0 280,0003 185.5 23.2 9.8 30,0004 185.5 23.2 9.8 30,0005 185.5 23.2 9.8 30,0006 190 26.0 10.8 30,0007 275 32.0 12.5 3,500TEU8 275 32.0 12.5 3,500TEU9 275 32.0 12.5 3,500TEU

10 195.4 30.0 11.4 50,00011 230 32.0 12.7 50,00012 230 32.0 12.7 50,00013 326 49.8 20.0 200,00014 235 32.0 12.6 50,00015 235 32.0 12.6 50,00016 230 32.0 12.7 50,000

Zhenhai 1-1 110 13.0 5.8 3,0001-2 110 13.0 5.8 3,0002-1 164 22.0 9.5 16,0002-2 164 22.0 9.5 16,000

3 110 13.8 6.0 3,0004 110 13.8 6.0 3,0005 110 13.8 6.0 3,0006 150 20.4 9.0 15,0007 150 20.4 9.0 15,0008 150 20.4 9.0 15,0009 150 20.4 9.0 15,000

14 100 14.5 6.5 4,50016 160 21.3 9.0 15,00017 380 36.6 14.0 80,000

Ningbo - Zhongma 5 110 15.8 4.5 3,0006 110 15.8 4.5 3,0008 112 17.0 7.0 5,000

Ningbo - Baisha 2 100 13.0 5.8 3,0003 100 13.0 5.8 3,0004 100 13.0 5.8 3,0005 112 17.0 7.0 5,000

VHF: Pilot on Channels 16 and 9. Agent on Channel 12, contact throughNingbo Harbour Radio on Channel 16.TUGS: 2�370 h.p., 1�428 h.p., 2�600 h.p., 4�980 h.p., 1�1,670 h.p.and 3�3,200 h.p.BERTHING:

Harbour Berth Tonnage Length Depth Cargo HandledNo. (tonnes) (m.) (m.)

Beilun 1 100,000 351 18.2 Ore, Coal2 200,000 360 20.5 Ore3 25,000 250 12.0 Ore, Coal4 25,000 250 12.0 Ore, Coal5 25,000 250 12.0 Ore, Coal6 25,000 220 12.0 General7 50,000 229 13.5 Container8 50,000 229 13.5 Container9 50,000 229 13.5 Container

10 50,000 233 13.5 General11 50,000 215 13.5 Coal12 50,000 215 13.5 Coal13 200,000 450 21.0 Crude Oil14 50,000 305 13.0 Crude Oil15 50,000 305 13.0 Light Oil16 50,000 274 13.0 Coal

Zhenhai 1-1 3,000 130 9.5 Coal1-2 3,000 130 9.5 Coal2-1 10,000 180 9.5 Coal2-2 10,000 180 9.5 Coal

3 3,000 124 7.0 General4 3,000 124 7.0 General5 3,000 124 7.0 General6 10,000 180 9.5 General7 10,000 180 9.5 General8 10,000 180 9.5 General9 10,000 180 9.5 General

14 4,500 100 6.5 Bulk Chemicals16 15,000 160 9.0 Bulk Chemicals17 80,000 380 14.0 Bulk Chemicals

Ningbo Zhongma5 3,000 92 4.5 Passengers6 3,000 92 4.5 Passengers8 5,000 126 5.5 General

Baisha2 3,000 125 5.5 General3 3,000 125 5.5 General4 3,000 125 5.5 General5 5,000 126 5.5 General

CRANES: 16 ton crane at Zhenhai Berth No. 7.3 ton crane at Zhenhai Berth No. 8.

BULK CARGO FACILITIES: 2 unloaders � 2,100 t.p.h. each. 2 loaders� 4,200 t.p.h. each.

Also see ‘‘Berthing’’.CONTAINER HANDLING FACILITIES: See ‘‘Berthing’’.STEVEDORES:Weekdays: 0730 hrs. – 1130 hrs.

1200 hrs. – 1600 hrs.

CHINA, P.R. OF


TANKERS: Chemical Tank Storage at Zhenhai:Operator: Van Ommeren (Tel: (86) 574-6275-929. Fax: (86)574-6275-931).Tank Capacities: (MS � Mild Steel. SS � Stainless Steel).

1st Phase: 15 tanks (11 MS tanks, 4 SS tanks), Total 26,500 cu.m.MS Tanks: 2�3,175 cu.m.

4�1,785 cu.m.2�2,430 cu.m.3�1,240 cu.m.

SS Tanks: 2�1,240 cu.m. 2� 975 cu.m.2nd Phase: 21 tanks (18 MS tanks, 3 SS tanks), Total 36,500 cu.m.

MS Tanks: 2�5,000 cu.m.6�1,500 cu.m.1�1,000 cu.m.

4�1,800 cu.m.5�1,250 cu.m.

SS Tanks: 1�1,500 cu.m. 2�1,000 cu.m.Products Storage: Chemicals.Size of Pipelines: 8 in. (Dedicated and Piggable).3 Public Jetties:

Jetty No. 14: D.w.t.:LOA:Draft:Displacement:

4,500 tonnes100 m.6.5 m.6,000 tonnes


15,000 tonnes160.0 m.9.0 m. (high tide)19,500 tonnes


80,000 tonnes380.0 m.14.0 m. (low tide)104,000 tonnes

Also see ‘‘Berthing’’.FRESH WATER: Available.FUEL: Available.REPAIRS: Facilities available.TIME: GMT plus 8 hours.GENERAL:Storage: Warehouse: 46,900 sq.m.

Open Storage: 260,000 sq.m.Exports/Imports: Oil, ore, coal, fertiliser, timber, steel, cement andcontainers.DEVELOPMENTS: Beilun Harbour is about 100 km. away from China’sbiggest city, Shanghai, and one of China’s most productive areas, theYangtze River Delta.

The channel of Beilun Harbour is generally deeper than 20 m. Theshallowest point of the channel is 17.6 m., which means that a vesselof 200,000 tons can be accepted in the harbour.

According to an initial survey, the harbour has 13 km. of deep-watercoastline for construction of berths for vessels of 100,000 – 200,000 tons.Harbour officials have indicated that they could build 30 more berths toraise the harbour’s capacity to handle over 100 million tons of cargo peryear.

New grain/soya terminal, to be completed late 1999. 100,000 tonnescapacity, vessels up to 80,000 tonnes. 2 unloaders, one mechanical,onepneumatic.

Much of the imported iron ore, China buys from Australia and Brazil,are carried by 100,000 ton ships. When these ships reach BeilunHarbour, half of the cargo is unloaded, in order to reduce the draft ofthe ships, for eventual discharge at Shanghai’s Baoshan Steel Mill’sprivate berth.

SHIPMASTER’S REPORT: April 1992.Berth: Vessel (50,000 d.w.t.) called for loading unleaded Mogas, aftercall at Dalian.

Vessel anchored at Xia Qi Pilot Anchorage to await Pilot and berth.Berth: Shunsan No.3. Hose: 1�10 in. Loading rate: 2,000 cu.m./hr.Documents: On Arrival:

6 copies Crew List (IMO form accepted).4 copies Ship’s Particulars (free form).1 copy List of Narcotics (free form).4 copies Application for Discharge of segregated ballast water into

sea (free form).As Ningbo was 2nd port in China, all Customs documents werehanded

over to Customs in a sealed envelope.On departure:

4 copies Crew List (only if crew changes).1 copy Maritime Declaration of Health for departure of ship (Chinese

form).1 copy Report of Clearance (Chinese form).1 copy Report of Chinese Currency (Chinese form).All Chinese forms supplied by Agent.

Entry Inspection: Carried out while vessel was anchored off berth by‘‘Joint Inspection Team’’. 10 officials representing Customs, Immigration,Harbour Authorities, Quarantine Doctor and Agency. They clearedvesselbefore berthing.

Agents stayed on board while vessel was alongside.On departure, same ‘‘Team’’ came on board for clearance.

Communications: Agent: China Ocean Shipping Agency, Ningbo.Cables: Penavico, Ningbo. Telex: 37028 nbpen CN.

All communications to and from Agent via Satcom without problems.Following telex received from Agent before arrival:

QuoteNingbo approaching guidance as follows: Please steer from high-seasto position Lat. 28� 53' 00" N., Long 122� 26' 45" E., 10 miles East ofBeiyushan Lighthouse (disused), from there take course of 013� to reachposition Lat. 29� 45' 00" N., Long. 122� 40' 36" E., 8.3 miles fromDongtingshan Lighthouse (bearing 326�). Alter course to 270� and steerdirectly to Pilot Anchorage (situated between 29� 44' 30" N. and29� 46' 00" N., and 122� 20' 30" E. and 122� 22' 30" E.) and must awaitPilot there. Other channels are forbidden. Photographing and surveysare not allowed after entering China’s territorial waters. Please contactPilot through VHF Channel 16 one hour before arrival at Pilot Anchorage,and keep listening on VHF Channel 16 until Pilot boards. Vessel not

allowed to use radio transmitter at anchorage, unless emergency. Vesselmust keep main engine, steering gear, rudder indicator, telegraphcommunication equipment, whistle/siren, gyro compass repeaters, radarand echo-sounding in good condition, but not allowed to use any of themafter arrival at Pilot Anchorage, unless permitted by Pilot. The aboveregulations must be observed strictly.Unquote(Radar: Inward and outgoing ships seem to use radar. We switched onthe radar when inbound, due to rain and fog. Radar was switched onwhen vessel left berth.)Shore Leave: 2 immigration guards stayed on board during stay. Shoreleave allowed from sunset to midnight. Shore passes were returnedbefore sailing.Delays: The number of cargo surveyors, pilots and tugs are not sufficient,which can delay the vessel.

Joint Inspection Team only works from 0800 hrs. – 1700 hrs. If theJoint Inspection Team has been told by Agent that vessel will be readyfor inspection at i.e. 1600 hrs., and ship is delayed more than 30 minutes,they will leave for inspection on another ship.

SHIPMASTER’S REPORT: January 1999.Vessel: Chemical tanker, LOA 180 m., 45,000 d.w.t.Publications:

Charts: B.A. No. 1124, 1199, 1429, 1592,1602, 1759.

Admiralty Sailing Directions: NP32, Chapter 8, Supplement 32s,11-06-98.

Admiralty Light List: Vol. F.Admiralty Radio Signals: NP286(2) Vol. 6, Part 2.

Approaches: Ship arrived during the night. During the passage, a largenumber of fishing boats were encountered. After consulting the ChinesePort Captain, provided by our Hong Kong Agents, it was decided to usethe Southern Channel as I was not too keen on the long passage overthe flats to Ningbo, which involved using the Northern Channel. It didseem that the Southern Channel was the major route in and out ofNingbo.

On advice from the Agent, the approach was made from seaward toposition Lat. 30� 13.3' N., Long. 123� 06.0' E., thence 218�(T) toLat. 29� 45.0' N., Long. 122� 40.3' E., thence 270�(T) to Lat. 28� 45.0' N.,Long. 122� 21.5' E. No other approach route is allowed to this anchoragefrom the North.

There is a radar tower on Symonds Point (approximate positionLat. 29� 44.5' N., Long. 122� 18.0' E.), so the capability exists to monitorour progress. When we later passed the radar tower, it was not in use.Arrival: We anchored in the designated anchorage to await the Pilot.

No replies to calls on VHF, but intentions on berthing were given intelex messages.Inward Pilotage: Orders were given to be ready at 0930 hrs. At 1045 hrs.,we were ordered to heave up and meet the Pilot inside Shih-PengChiang. The channel is very deep, the 2 Pilots boarded from a largelaunch close to the Narrows, having just got off a large bulk carrieroutbound. As we proceeded inward, we passed a large tanker andcontainer ship outbound, giving the impression that this route was busyand well used. This became the mind-set which was of consequencelater on. Passage to the Inner Anchorage was straightforward. Strongcurrents were in evidence.

The area is heavily populated and busy, with widespread industrialdevelopment. There were several sand and gravel dredging operationsin progress, with large numbers of barges waiting to pick-up loads nearRoundabout Island and Huangniu Jiao Light. More large berths are beingbuilt at Beilun. I asked the Pilot how big the city was, ‘‘Oh, small place,like Shanghai’’.

Ship was anchored to await berthing in position Lat. 30� 01' N.,Long. 121� 49' E.Formalities: Having just left Taicang and Lanshan armed with travellingdocuments, I expected entry to be easy, but this is not strictly true. EachChinese port has its own surprises, and it would be easier to make afull entry for clearance each time. The only predictable requirement isseveral copies of the Crew List and the Ship’s Particulars form.

Cargo Surveyors and Agent boarded soon after anchoring and theAgent took the arrival paperwork with him. After berthing, we had severalvisits from the Harbour Master, Quarantine, Immigration and Fire SafetyOfficials.Berth: We berthed at Berth No. 17, a new berth built in 1998, onreclaimed land on the extreme end of the spit, on the North bank of theYong Jiang River. Construction of tanks is still not finished.

2 tugs were used, berthing port side to at slack HW. Pilots say thatberthing is always at slack water. Maximum draft handled at the berthso far is 13.0 m.

Berth is well built and fendered, completely conventional, with dumbbollards for the springs and slip hooks for all other lines. There are2�6 in. arms and 7�6 in. connections for hoses. We used 2�6 in. hosesfor approximately 6,700 tonnes of methanol with an average rate of about420 tonnes/hr.Outbound Pilotage: At this point, a problem with outbound arrangementsstarted to become apparent. The Agent asked which way I would leave.

Having come in through the Southern Channel and being bound forthe South on leaving, I was surprised at the question and said I wishedto use the Southern Channel on departure, not wishing to pass overlarge areas of shallow water and not wishing to incur the penalty of extradistance. I had not quantified the extra distance involved, but knew it tobe in the order of several hours. In fact, it is about 150 miles to reacha position to the East of the Southern entrance.

This question became the source of a fair amount of confusion andmisunderstanding.

The crux of the matter is, that pilotage for the whole port is maintainedon a strictly local level. No pilot station appears to be maintained at theSouthern entrance and each pilotage in that direction is organised as aone-off operation, needing a launch to be sent from Ningbo to theNarrows. Passage has to be accomplished in daylight and nothing canbe organised without a day’s notice.

CHINA, P.R. OF


This was not explained and had to be inferred, and this together withthe initial mind-set regarding the Southern Channel resulted in difficultyin making an essentially simple decision. Eventually, although the shipfinished discharge and left the berth in good time, so as to leave throughthe Southern Channel, it was not possible to go that way, so had to goNorth-bound. The alternative was to wait overnight and incur some15 hours’ delay and additional charges of U.S.$1,200 for a Saturdaymovement.Departure: By departure time, the conditions regarding pilotage serviceswere understood, and the ship left Ningbo by the Northern route asfollows:

PositionLat. Long. Course Distance

(T) (miles)30� 01.0' N. 121� 49.0' E.30� 07.6' N. 121� 47.8' E. 351� 6.730� 21.0' N. 121� 49.5' E. 006� 13.530� 31.5' N. 121� 58.0' E. 035� 12.730� 32.8' N. 122� 10.9' E. 083� 11.430� 48.5' N. 122� 17.9' E. 021� 17.030� 54.3' N. 122� 30.0' E. 061� 12.030� 54.3' N. 122� 46.5' E. 090� 14.5 to seaAt this point, the Shanghai Bar Pilot Station is in sight. The B.A. charts

show some passages to sea without notes regarding restrictions. TheseARE NOT TO BE USED. Pilots noted that the above route was to befollowed and no short-cuts were allowed, the nature of the restrictionsis not stated.

The density of fishing vessels may also be a factor.Tides are strong as indicated on the chart and require large allowances

to be made. This ship has fairly sophisticated radar equipment with aGPS link-up, giving the capability of entering stabilised course lines andway points onto the PPI, so the murky weather was not a particularproblem. Visual and radar fixes were obtained regularly to give a goodcheck on the GPS information displayed.

Local traffic was frequent, mostly small barges with a few fast ferries(26 knots), and some ocean-going and auxiliary naval vessels.

Although we carried the high tide for a good way, the shallows affectedthe main engine, and full speed RPM was not possible until well to theEast of Chiang Jiang entrance.General: This is a very large and busy industrial area with newdevelopments underway in several areas. Beilun seems to be expanding.

There is a new single tower suspension bridge over the Yong JiangRiver which should be completed in the near future. The final gap of afew metres was still to be closed at the Northern end of the main span.

There are several repair and cargo berths for all types of ships on theoutlying islands.

The old B.A. Chart No. 1429, while apparently very accurate asregards topography, gives no idea of the population density or theindustry of the area.

AUTHORITY: Ningbo Port Authority, 42 Yanjiang Road E, ZhenhaiDistrict, Ningbo 315200, People’s Republic of China. Tel: �86 (574)769-5250. FAX: �86 (574) 769-5523.

QINGDAO (Tsingtao): 36.04 N. 120.19 E. (See Plan)


DOCUMENTS: See ‘‘Dalian’’.PILOTAGE: Available 24 hours. Pilots will board at the Pilot Station.ANCHORAGES: No. 1 Quarantine Anchorage (Former No. 21Anchorage):

Lat. 36� 00' 46" N., Long. 120� 20' 41" E.Lat. 36� 00' 40" N., Long. 120� 21' 58" E.Lat. 36� 00' 12" N., Long. 120� 20' 51" E.Lat. 36� 00' 12" N., Long. 120� 21' 42" E.Depth: 31 m. – 44 m.Bottom: Mud and sand with good holding ground.

Oil Tanker Anchorage (Former No. 23 Anchorage):Lat. 36� 05' 42" N., Long. 120� 13' 06" E.Lat. 36� 05' 42" N., Long. 120� 14' 00" E.Lat. 36� 04' 51" N., Long. 120� 13' 06" E.Lat. 36� 04' 51" N., Long. 120� 14' 00" E.Depth: 10 m. – 37 m.Bottom: Mud with good holding ground.

Inner Anchorage (Former No. 22 Anchorage):Lat. 36� 06' 00" N., Long. 120� 14' 30" E.Lat. 36� 06' 00" N., Long. 120� 16' 50" E.Lat. 36� 04' 18" N., Long. 120� 14' 30" E.Lat. 36� 04' 18" N., Long. 120� 16' 50" E.Depth: 5 m. – 38 m.Bottom: Mud and sand with good holding ground.

RESTRICTIONS: Harbour manoeuvring speed: 10 knots.Tidal range: Max. 4.75 m., average 2.78 m.Possibility of entry or sailing after sunset: Possible.Masters are strongly recommended to delay vessel’s movements

(Entry or sailing) if the visibility is poor.MAX. SIZE: LOA 265 m., beam 39 m. and draft 14.0 m.

Max. draft for oil tankers 20.5 m.VHF: Qingdao Radio on Channel 16 throughout 24 hours. Pilot onChannel 9. Port Operations on Channel 11.Report System: When vessel is approaching Chaolian Dao(35� 53' 36" N., 120� 52' 48" E.), Master should call the Harbour Masterthrough Qingdao Radio (VHF Channel 16). The following is to bereported: Vessel’s name, call sign, flag, ETA, draft fore and aft, if anydangerous cargo onboard and quantity, request of Pilot, permission foranchoring area, etc.

When vessel passes Dagong Dao (35� 57' 36" N., 120� 29' 30" E.),Master should report to Harbour Master for further information.

Master should also contact the Traffic Control Centre of Qingdao Port,reporting present ship’s position, asking for sailing guidance. If he failsto do so, there might be a penalty.

After anchoring, the anchor position should be reported to the Agentand the Harbour Master.TUGS: 2�1,000 h.p., 2�1,670 h.p. and 5�3,200 h.p.BERTHING: See ‘‘Agent’s Report’’ dated June 1999.CRANES: See ‘‘Agent’s Report’’ dated June 1999.TANKERS:

Huangdao Eastern/Western Oil Wharf – Lat. 36� 04' 00" N.,Long. 120� 13' 30" E.

Huangdao Oil Storage Area Oil Wharf – Lat. 36� 03' 00" N.,Long. 120� 14' 20" E.

Also see ‘‘Agent’s Report’’ dated June 1999 and ‘‘Shipmaster’sReports’’.FRESH WATER: Available at berths and at anchorage.FUEL: Available at berths and at anchorage.REPAIRS: Facilities available.AIRPORT: Qingdao airport.GENERAL:Stores: Contact Qingdao Foreign Supply Corporation.Storage: Warehouse: 57,574 sq.m., Open Storage: 340,253 sq.m.Imports: Steel, ore, fertiliser, timber and other general cargoes.Exports: Crude oil, peanut oil, groundnut cake, corn, cotton, hardwareand other general cargoes.

SHIPMASTER’S REPORT: May 1989.Vessel: 35,000 g.r.t., 64,440 d.w.t. Vessel discharged 47,250 tonnes ofbulk wheat. Length of stay 38 days.

Vessel arrived with a draft of 12.0 m. and proceeded to Pier No. 8 –Berth No. 49 and lightened to a draft of 9.6 m. She then proceeded toPier No. 1 – Berth No. 3.

Self-sustaining vessels may lighten into barges at the anchorage.Documents: Officers from Harbour Master’s office, QuarantineDepartment, Customs, Immigration and Agent’s office board the vesselupon arrival at the Inner Quarantine Anchorage.

The following documents are required on arrival:2 Reports of Entry for Foreign Going Vessels.2 Reports of Articles Restricted for use in port.5 copies Crew List (IMO Form accepted).4 copies Passenger List (Not required if no passengers on board).2 Lists of specified articles (Foreign currencies, gold, silver belonging

to ship or members of crew).1 copy Maritime Declaration of Health.1 copy Ammunition List (Not required if no ammunition on board.)1 copy Bonded Stores List.3 copies Ship’s Particulars.1 copy Vaccination List (required if the vessel coming from a suspected

country).2 copies Ports of Call within last 6 months.1 copy Import Manifest.1 copy Bills of Lading.Last Port Clearance and all ship’s certificates submitted for

examination on board.After inspection, Harbour Master’s officers issue 30 days, 60 days, or

90 days optional Tonnage Dues Certificate as requested by the Master.Pilotage: Compulsory. Pilotage available throughout 24 hours. Mastershould send ETA at Chaolien Dao to Harbour Master through QingdaoRadio 24 hours in advance, any change of ETA must be advised. VHFChannel 16 may be used to contact Pilot Station after passing ChaolienDao. Within pilot area limited with a circle 3 cables radius centered onposition Lat. 36� 02' N., Long. 120� 18.02' E., 1 senior Pilot and 1 juniorPilot board the vessel from a tug boat, which displays pilot signal whileon duty.Anchorage: Vessels may anchor South of pilot area, according to Pilot’sinstructions, without a Pilot, otherwise Inner Quarantine Anchorage isused. In case of congestion, West of Inner Quarantine Anchorage maybe used. Good holding ground.Health: Vessels should hoist ‘Q’ flag on arrival. Pratique is obtained atthe Inner Quarantine Anchorage on arrival.Radio: Qingdao Radio (XST).VHF: Qingdao Radio on Channel 16, Pilot on Channels 16 and 14,Sinoagent on Channel 74 and Penavico on Channel 11.Tugs: 7 � 3,200 b.h.p. tugs operating in the port. Tug’s lines are usedfor berthing and ship’s lines for unberthing. Tugs join the vessel beforeentering breakwater. Number of tugs to be used depends on Pilot’sadvice and Master’s demand. Generally, 2 tugs used for large vessels.Berthing:

Pier Berth Cranes & UseNo. No.1 1, 2 8 � 10 tons and 1 � 15 tons. Coal cargoes.1 3 5 � 10 tons. Grain cargoes.1 4 – 7 No cranes. Bulk and general cargo.2 8 – 11 Cranes. General and ore cargoes.2 13, 14 Cranes. General and ore cargoes.3 For naval vessels.4 For naval vessels.5 For naval vessels.6 36 – 38 4 � 10 ton. General cargo and No. 38

generally for bulk sand.7 Coal loading terminal for small size vessels.8 45 Clean bulk cargo.8 46 Bulk ore.8 47 Bulk ore and logs.8 48 Logs and large foreign passenger vessels.8 49, 50 Lightening deep draft vessels.8 50, 51 Sugar. Occasionally foreign passenger

vessels.Berths No. 45, 46 and 47 equipped with 13 � 10 ton cranes.Berths No. 49, 50 and 51 equipped with 11 � 10 ton cranes.

CHINA, P.R. OF


Berth No. 52 (between Piers No. 5 and 8) and Berth No. 53 (at theEast end of Pier No. 5) are used by container vessels. Also the berthbetween Piers No. 6 and No. 1 is used by Chinese passenger liners.The berth between Piers No. 1 and No. 2 is for tugs and passengercatamarans. The berths between Piers No. 2 and No. 3 and Piers No. 3and No. 4 are for naval use.

All shore cranes are on rails and all cargo piers except Berths No. 4and No. 48, are rail-served. Cargo can be handled direct between shipand train.Stevedores: Gangs are arranged by the Agent. Crane operators arecompetent. Hold sweeping is done by stevedores. Generally a few ofthe foremen can speak English.Medical: 24 hours’ advance notice is required for medical attention.Arranged by Seamen’s Club through Agent. All hospital facilitiesavailable. Dental facilities available.Density: 1022.5 at low water and 1024 at high water observed by shipbut draft surveys at 1024 all the time.Fresh Water: Good quality water available by pipeline at Piers No. 1, 2and 6 and by barge at all berths at the other piers and at the anchorage.Rate 50 tonnes/hr. Cost U.S.$ 1.0 per ton by pipeline and U.S.$ 3.0 perton if supplied by barge.Fuel: Fuel comes from Dairen and all grades are not available at alltimes. Appropriate advance notice is required. Minimum supply quantityfor fuel oil and diesel oil is 100 tonnes. MDO is not available, only LDOand HDO available at Qingdao.Consuls: No consuls locally. Nearest at Beijing.Dry Docks/Repairs: One dry dock for vessels up to 30,000 d.w.t. atFushansuo Bay. All kinds of temporary repairs can be undertaken toforeign vessels.Surveyors: Only Z.C. China Classification Society acts on behalf of otherclassification societies when authorised.Gangway/Deck Watchman: Gangway watchman compulsory.Maintained by ship’s crew.Hatches: Opening/closing hatches is optional. If by ship’s crew, Masterhas to sign a formal paper on arrival.Customs Allowances: For the first 10 days, 2 cartons of cigarettes and1 bottle spirits for each crewman. 15 cartons of cigarettes and 5 bottlesspirits for the Master. Seal can be opened on request after 10 days.Repatriation: Possible.Airport: Located at about 37 km. N.W. of Qingdao. It only hasinternational connections with Hong Kong. Regular flights once a dayon Monday, Wednesday and Saturday, sometimes there is an extra flighton Sunday by China Airlines only.Time: GMT plus 8 hours. Summertime is kept from first Sunday afterApril 10th until September.Communications: Cable, telex, direct telephone and Fax available for allover the world from the agent’s office. Direct trunk calls also availablefrom large hotels.Shore Leave: Permitted from 0700 hrs. – 2400 hrs. with I.D. and shorepasses which are issued by Immigration Officer on arrival. The shorepasses are valid for all Chinese ports to be called at consecutively. Shoreleave is also possible from the Inner Quarantine Anchorage by launchon request.Regulations: If shifting more than 100 m. or from berth to berth, use ofPilot is compulsory.

Approval must be obtained from the Harbour SuperintendencyAdministration in advance through Ship’s Agent, if the following are tobe undertaken whilst in port.1. Hull painting2. Deck cleaning and washing3. Discharging of ballast water and bilge water (including tail shaft

water).4. Discharging of hold washings (including crude oil tanker washing).5. Use of oily water separating equipment to dispose of any sewage

containing oil.6. Using any type of dispersants.7. Discharging sewage and waste oil into reception facilities.8. Funnel cleaning and boiler water discharging.9. Discharging of any harmful or corrosive substances into the harbour.

10. Whistle testing.Approval is generally received from the Agent orally.

Provisions & Supplies: Limited kinds and amounts available at low pricesthrough ship’s Agent (ships supply branch). Chinese charts alsoavailable.Garbage: Collecting service is available by barge at anchorage and bytruck at berth if requested.Agents: There are 2 governmental agents at Qingdao.

1. China Ocean Shipping Agency Co. Cables: Penavico–Qingdao.2. China Marine Shipping Agency Co. Cables: Sinoagent – Qingdao.

Telex 32132 TRSQ DCN.Both Agents have VHF.

REPORT: January 1997.The following report was prepared by an Owner’s representative at

the Terminal.General: Range of tide for Qingdao is approximately 3.0 m.Arrival: Arrival/departure position for Qingdao Port is 35� 37' N.,121� 00' E.

The pilot boarding station is at 35� 53.8' N., 120� 17.6' E. for deep draftvessels.

The vessel had to anchor and wait due to the weather. Four Pilotsboarded at stand-by inner anchor position 35� 51.4' N., 120� 14.1' E.withLian Dao bearing 321� � 2.8 miles.

Deep water route for large vessels as follows:Anchor Point A: 35� 43' N. 120� 57' E.Start Point B: 35� 43.25' N. 120� 53.15' E.Turning Point C: 35� 51' N. 120� 49.4' E.Turning Point D: 35� 51' N. 120� 13.3' E.Turning Point E: 35� 56.5' N. 120� 21.75' E.The above routing keeps the ship in minimum of 20.0 m. water depth

at all times. The vessel berthed during a falling tide with a deep draft of17.0 m., and at all times had a minimum UKC of 5.0 m. according to theship’s fathometer. DMA Chart No. 94282 does not have the latestsoundings and deep water channel information for Qingdao. Using theabove points will route the vessel through a minimum of 20.0 m. All shipsshould obtain Chinese Chart No. 13052 which shows the deep waterapproach over the bar and to the dock. Qingdao Port Regulations requirethat the fathometer be turned off during port entry, however, it was kepton the entire time, and when the Pilot was asked if this was ok, he said‘‘fine’’.

Large tankers go to No. 2 Oil Terminal located at 36� 02.9' N.,120� 14.6' E., just South of Huangshan Zui Point on DMA ChartNo. 94282. The berth is more than adequate for 188,000 d.w.t. vesselsand has had ships as large as 310,000 d.w.t.

According to the Master of the vessel, the Pilots were slow (4 Pilotsto bring the ship in). They used 7 tugs and did not take any chances.They brought the ship in parallel to the dock about 600 ft. off and pushedher in bodily.

Berthing is port side to. The ship is boomed after it is alongside andthe boom lays right up against the stern. The terminal has no regulationsabout not turning the propeller, therefore a careful watch of the boomat the ship’s stern must be kept so that the propeller does not get fouledat light drafts.

Half way through the discharge, the boom was removed from the ship.We asked the terminal what the reason was and they gave two reasons.1. It was low tide and their boom had oil on it and they did not want to

get our ship dirty.2. We were an American ship and would not have a spill anyway.

Safety Preparation: The ship should follow normal operating proceduresused at U.S. terminals and provide it’s own DOI.

Gaugers: The gauger nominated was the official Chinese GovernmentSurveyor CCIB.

The surveyor did not have any problems using or understanding theship’s equipment or tables, but spent over 2 hours on deck gauging andsampling and another 2 hours doing the paperwork. It took the surveyoranother hour after the line displacement to reconcile the figures in orderto resume the discharge.

On completion of cargo, we called for the gaugers to board the ship3 hours prior to finish in order to survey the dry stripped tanks to savetime. They came 30 minutes prior to completion and refused to stepoutside the control room to gauge until absolute completion of cargo.After completion, they reluctantly agreed to gauge No. 3 Port, so thatwe could drain the Chicksans back to that tank. They then had theirdinner onboard. After dinner they still refused to go and start gauginguntil the terminal called and said ‘‘finished draining Chicksans’’ (this canalso be a long drawn-out process). Absolutely no amount of begging,etc., would get them out on deck. The CCIB surveyors bring noequipment on board for gauging and will not touch the tapes to gauge,it is all done by a ship’s officer. They have absolutely no concern forexpediting the operation. Getting paper work from the cargo surveyorsrequired all the efforts of the Master, Mate, Inchcape Agent and myself.

COW: The vessel was not requested to COW, and they were advisedthat if they chose to COW, then special attendance is required by arepresentative of the Harbour Master during the COW operation, at arate of U.S.$3,000 per day. The ship did not COW.

Berth: 4�16 in. hydraulic locking Chicksans are connected to the shipby shore personnel.

Two large pipelines of 1.0 m. diameter each run from the berth to theterminal storage tanks, a distance of 1.5 km. Total tank capacity for crudeoil, 12 tanks � 50,000 cu.m. each. There is no dirty ballast receptionfacility. The maximum allowed manifold pressure/discharge rate agreedto in writing with the ship from the terminal was 8.7 kg. or11,000 cu.m./hr., not to exceed either. No booster pump is available orrequired due to the proximity of the shore tanks.

The vessel was able to maintain about 75,000 bbls./hr.(13,500 cu.m./hr.) with 3 pumps and about 90 p.s.i. (6.1 kg.) at the rail.Even though the vessel exceeded the parameters set, no complaint wasmade and the terminal was happy with the rate. There is very little backpressure.

Shore Leave: Shore leave is not permitted in Chinese ports without avisa. This is a reciprocal practice initiated by the U.S. Goverment. Ifshore leave is to be arranged in China, the Master must have an originalCrew List to send to a Chinese consulate in the U.S., a ‘‘group visa’’will be stamped on the Crew List for a nominal fee. The original stampedCrew List should then be overnighted to ISS Shanghai who will thenarrange shore leave when the vessel arrives.

Documents on Arrival:Crew List, on IMO form (Provided by Sino Agent).Report of Ship’s Particulars, on IMO form (Provided by Sino Agent).Crew’s Effects Declaration, on IMO form (Provided by Sino Agent).Clearance from Last Port.Declaration of Arms on board.IMO Pilot Card (Provided by Sino Agent).Bill of Lading.

CHINA, P.R. OF


AGENT’S REPORT: June 1999.Location: Qingdao Iron Ore Terminal is located in position Lat. 36� 04' N.,Long. 120� 19' 05" E.Anchorages:

Location Depth Capacity RemarksNo. Lat. Long. (m.) (d.w.t.)21 36� 00' 46" N.

36� 00' 40" N.36� 00' 12" N.36� 00' 12" N.

120� 20' 41" E.120� 21' 58" E.120� 20' 51" E.120� 21' 42" E.

31 – 44 10,000 Temporary

22 36� 06' 00" N.36� 06' 00" N.36� 04' 18" N.36� 04' 18" N.

120� 14' 39" E.120� 16' 50" E.120� 14' 30" E.120� 16' 50" E.

5 – 38 10,000 Quarantine

23 36� 05' 42" N.36� 05' 42" N.36� 04' 51" N.36� 04' 51" N.

120� 13' 06" E.120� 14' 00" E.120� 13' 06" E.120� 14' 00" E.

10 – 37 10,000 Tanker

Bottom: Mud and sand, good holding ground.Pilot Service: Pilotage is compulsory. Pilots available 24 hours. Pilotboards vessel at Buoy No. 1.Port Entry: Arrival and departure from the port is possible after sunset.Tidal Range: Maximum 4.75 m., average 2.78 m.Draft Limitations: Draft limitations in the Dagang Channel are 13.0 m.,and in the Qianwan Channel 14.0 m.VHF: Qingdao Radio operates on Channel 16, 24 hours.Tugs and Work Boats: There are 13 tugs and work boats within the port.Berths:

Wharf Berth Length Depth Capacity CargoesNo. (m.) (m.) (d.w.t.)

Dagang:I 1 146 7.6 20,000 General cargo, OreI 2 181 8.3 20,000 General cargo, OreI 3 217 9.0 30,000 GrainI 4 200 9 10,000 General cargo, SteelI 5 140 8.5 10,000 General cargo, SteelI 6 120 7.8 7,000 General cargo, SteelI 7 120 7.2 6,000 General cargo, SteelI 8 120 6.2 3,000 General cargo, SteelII 9 120 6.1 3,000 General cargo, SteelII 10 160 8.3 8,000 General cargo, SteelII 11 160 9 10,000 General cargo, SteelII 13 160 8.3 10,000 General cargo, SteelII 14 160 8.3 8,000 General cargo, SteelII 15 120 8 7,000 General cargo, SteelIV 25 160 7.8 5,000 Liquid chemicals

Zhonggang:VI 35 146 7.9 8,000 SandVI 36 150 8 8,000 General cargoVI 40 180 5.5 3,000 General cargoVI 41 120 6.8 5,000 General cargoVI 42 162 7.3 8,000 General cargo

Beigang:VII 43 120 7 5,000 CoalVII 44 263 8.8 10,000 CoalVIII 45 210 12.8 60,000 OreVIII 46 210 12.8 60,000 OreVIII 47 250 12.4 50,000 ContainerVIII 48 225 11.4 50,000 Bulk cargo, General cargoVIII 49 225 12 35,000 Bulk cargo, General cargoVIII 50 198 10.3 20,000 Bulk cargo, General cargoVIII 51 218 10.3 20,000 Bulk cargo, General cargo

Container:VIII 52 260 10.3 50,000 Container

Huangdao East 314 12.5 50,000 Crude oilHuangdao

West314 10 20,000 Crude oil

Qianwan 63 279 13.5 50,000 Coal, Bulk cargoQianwan 64 220 13.5 35,000 Coal, Bulk cargoQianwan 65 280 13.5 50,000 General cargoQianwan 66 220 11 25,000 Timber, cargoQianwan 67 195 11 20,000 General cargoQianwan 68 229 11 20,000 General cargo

Oil 320 22 200,000 Crude oilCargo Facilities:

Wharf Berth RemarksNo.

I 1 Shore crane 1�15 t.I 2 Shore crane 1�16 t.I 3 Shore crane 1�16 t.

VI 35 Shore cranes 2�10 t.VI 36 Shore cranes 3�10 t.VI 40 Shore cranes 2�10 t.VII 44 ShiploaderVIII 45 Shore cranes 16�10 t.VIII 46 Shore cranes 16�10 t.VIII 47 Bridge cranes 2�35 t.VIII 49 Shore cranes 4�10 t.VIII 50 Shore cranes 4�10 t.VIII 51 Shore cranes 4�10 t.VIII 52 Bridge cranes 2�30 t

Huangdao East 3 Loading armsHuangdao West 3 Loading armsQianwan 65 Shore cranes 2�16 tQianwan 67 Shore cranes 6�(6 t-8 t)

Oil 4 Loading armsFloating Crane:There is 1�150 tons floating crane available.Supply Services: Fuel, provisions and fresh water can be supplied atboth the berth and the anchorage.Repairs: Repairs are possible at the port.

Storage Areas: Warehouse 67,000 sq.m., open storage 513,000 sq.m.and container yard 150,000 sq.m.Main Cargo Imports and Exports: General cargo, grain, ore andcontainers.

AUTHORITY: Qingdao Harbour Administration Bureau, 4 Dai GangYan Road, Shi Nan District, Qingdao, People’s Republic of China.Tel: �86 (532) 298-2024. FAX: �86 (532) 282-3053. Contact: BaiWen-Xuan, Deputy Director.

QINHUANGDAO (Chinwangtao), includingShanhaiguan: 39.55 N. 119.37 E. (See Plan)


PILOTAGE: Compulsory. Pilotage is undertaken day and night. Pilotboards at the Pilotage Quarantine Anchorages.ANCHORAGES: There are 3 anchorages in the Port of Qinhuangdao.1. Eastern Pilotage Quarantine Anchorage:

Location: A sector area with Nanshantou Lighthouse as itscentre, lying between the true bearings of 119� and135� and between two arcs of 3 miles and 7 miles inradius.

Depth: 14.0 m.Bottom: Mud and sand.Vessel size: 50,000 d.w.t.

2. Western Pilotage Quarantine Anchorage:Location: A sector area with Nanshantou Lighthouse as its

centre, lying between the true bearings of 165� and190� and between two arcs of 3 miles and 5 miles inradius.


3. Anchorage for Tankers:Location: A sector area with Nanshantou Lighthouse as its

centre, lying between the true bearings of 110� and119� and between two arcs of 3 miles and 7 miles inradius.


RESTRICTIONS: Entry and departure possible after sunset.Draft limitation in channel is 13.5 m.Also see ‘‘Shipmaster’s Report’’ dated October 2001.

MAX. SIZE: General Cargo: LOA 200 m. and draft 11.5 m.Coal and Oil: LOA 230 m., beam 22.5 m. and draft 12.5 m.Also see ‘‘Shipmaster’s Report’’ dated October 2001.

VHF: Qinhuangdao Radio on Channel 16 throughout 24 hours.TUGS: 7 � 3,500 h.p. and 3 � 167 h.p.BERTHING:

Berth Length Depth Cargo HandledNo. (m.) (m.)2 123 5.6 General and bulk3 87 4.5 Petroleum4 107 6.5 Coal5 151 9.0 General and bulk6 151 9.1 General and bulk7 151 10.0 Coal8 200 9.5 Coal9 200 9.5 Coal10 253 11.1 General and bulk11 253 11.1 General and bulk12 (Closed)13 202 11.6 General and bulk14 230 10.7 General and bulk15 230 10.6 General and bulk16 171 12.1 General and bulk17 250 10.2 General and bulk18 210 10.2 General and bulk19 210 10.2 General and bulk101 278 9.9 Crude oil102 278 10.3 Crude oil103 340 13.5 Crude oil201 252 13.0 Coal202 252 13.0 Coal203 300 13.3 Coal204 300 13.1 Coal301 340 14.8 Coal302 340 14.8 Coal303 340 14.8 Coal304 240 6.5 General and bulk

Bunkers 200 4.3 OilAlso see ‘‘Shipmaster’s Report’’ dated October 2001.

CRANES: 1�70 tonne floating crane.BULK CARGO FACILITIES: See ‘‘Shipmaster’s Report’’ datedOctober 2001.STEVEDORES: First shift: 0730 hrs. – 1930 hrs.Second shift: 1930 hrs. – 0730 hrs. (Sundays and holidays included).MEDICAL: Facilities available.FRESH WATER: Available.FUEL: Available.REPAIRS: Facilities available for repairs to large vessels.TIME: GMT plus 8 hours.

CHINA, P.R. OF


DEVELOPMENTS:Berth Depth Remarks

(m.)General Cargo (2nd phase) 12.0 3�35,000 d.w.t.

3�15,000 d.w.t.General Cargo (3rd phase) 12.0 2�35,000 d.w.t.

3�20,000 d.w.t.10.5 2�20,000 d.w.t.

Coal Terminal (By Year 2000) 12.0 5�20,000 d.w.t.3�35,000 d.w.t.

Crude Oil Terminal (3rd phase) 13.5 1�100,000 d.w.t.2�35,000 d.w.t.

SHIPMASTER’S REPORT: June 1990.Port: Sub-Port of Shanhaiguan.Location: 10 miles E.N.E. of Qinhuangdao.Exports: The Port is now a major exporter of coal and oil. China exported15.29 million tons of coal during 1989, and a majority passed throughthis Port.

The Port also exports soyabean meal, maize and pig iron, in smallgeared vessels up to a maximum draft of about 6.5 m., mostly workingcargo at Berth No. 1.Radio: ETA to be sent to ‘‘Penavico Qinhuangdao’’.Pilotage: Pilot boards at Qinhuangdao.

After passing Joint Inspection, vessel is piloted to an anchorage offthe Port of Shanhaiguan, pilot then returns to Qinhuangdao.

Dockyard pilot, with the assistance of Dockyard and/or Qinhuangdaotugs, berths the ship.Health: Formalities take place at Qinhuangdao Quarantine Anchorage.Standard Chinese forms used.Berthing:

Berths No. 1 – 4: Length 450 m. Max. draft 6.5 m.Berths No. 5 – 6: Length 300 m. Max. draft 6.5 m.

Cranes:Berths No. 1 – 4: One crane for repair work.Berths No. 5 – 6: Two cranes for repair work.Mobile cranes available.

Fuel: Available from Qinhuangdao by barge.Dry Docks:

1 dry dock 240 m. � 38 m. � 6.0 m. over sill. 2 cranes available.1 dry dock 170 m. � 28 m. � 6.0 m. over sill. 2 cranes available.1 � 63 tonne crane and 6 � 25 tonne cranes available.Shan Hai Guan Shipyard, Tel: 551131. Telex: 27131 QH SHG CN.

Fax: 0335-551350. The Shipyard also monitors VHF Channel 12.General: Telephone, Fax and Telex facilities available.

Agency and ship chandler services are from Qinhuangdao, about45 minutes drive.

The Port is an hour’s walk from the seaward end of the Great Wallof China, described as ‘‘The Old Dragon’s Head’’.

On sailing, a Qinhuangdao pilot is required to take the vessel to theJoint Inspection Anchorage. Only after Outward Clearance has beencompleted, can the vessel sail, which may cause delay.

SHIPMASTER’S REPORT: October 2001.Berth: Coal Terminal.Max. Size: Bulk carrier, max. LOA 280 m., draft 15.0 m. and beam45.0 m.

Maximum available draft within the port is 15.0 m.Restrictions: No tidal restrictions.Berth: The maximum distance between top of shore loader and waterline is 17.5 m.

There is one shiploader available at each terminal berth.

AUTHORITY: Qinhuangdao Port Adminstration, 35 Haibin Road,Qinhuangdao 066002, The People’s Republic of China. Tel: �86(335) 309-3522; Operations 309-3640. Telex: 271051 QH PEN CN.FAX: �86 (335) 341-5467. Cables: 2156 Qinhuangdao.Contact: Huang Guo-sheng, Port Director.

QINZHOU: 21.43 N. 108.35 E. (See Plan)

LOCATION: Lat. 21� 43' 30" N., Long. 108� 35' 12" E.Charts: Chinese Charts No. 390301, 390302, 390303, 390304.DOCUMENTS: See ‘‘Documents’’ before first China port.APPROACHES: Channel: The channel is 13.5 nautical miles long,6.6 m. depth, the max./min. width is 500 m./95 m. Vessels with draft upto 9.4 m. can pass safely on high tide.PILOTAGE: Compulsory. Provided by Qinzhou Port Pilot Station. Pilotboards in position Lat. 21� 30' 18"N. Long. 108� 32' 30"E.

Pilots communicate with vessel on VHF Channel 16, if no answer,contact Qinzhou Radio by VHF Channel 16. Notice of ETA and requestfor Pilot must be made to the Pilots at least 24 hours in advance.Tel: �86(777) 388-8722.ANCHORAGES: The arrival anchorage is 1,600 m. � 1,600 m. square,centre point is Lat. 21� 29' 28"N., Long. 108� 30' 55"E.VHF: Port only has a VHF station operating on Channels 16 and 11.Vessels must contact Qinzhou Port Radio by VHF prior to arrival at theanchorage.

Ship’s Agent listens on Channel 16.TUGS: 1�2,600 h.p. and 1�1,000 h.p.BERTHING:Legou General Cargo Terminal:

A 10,000 tons capacity quay that has a total length of 360 m. with9.4 m. depth alongside.Dry Cargo: The Terminal has warehousing capacity of 12,000 sq.m. andstorage yard capacity of 50,000 cu.m., handling asphalt, etc.Tally Company: Tel: �86 (777) 388-8361. Fax: �86 (777) 388-8330.Liquid Cargoes: 16 tanks with a total capacity of 80,000 cu.m., handlingvegetable oil, molasses, etc.

Zhongshan General Cargo Terminal:A 2,000 tons capacity quay with a total length of 150 m. and 4.0 m.

depth alongside.The Terminal has a storage yard with a capacity of 3,000 sq.m.

Guozishan Border Trade Terminal: A 1,000 tons capacity quay with atotal length of 150 m. and 3.0 m. depth alongside.

The Terminal has a storage yard with a capacity of 2,000 sq.m.The Terminal is used primarily by small Chinese and Vietnamese

vessels engaged in cross border trade.

CRANES: Legou General Cargo Terminal: 5�26 ton cranes.Zhongshan General Cargo Terminal: 2�5 ton cranes.Guozishan Border Trade Terminal: 2�5 ton cranes.TANKERS:Guang Ming Oil Terminal:

The quay has a total length of 150 m. with 11.0 m. depth alongside.The Terminal tanks have a total capacity of 30,000 cu.m. The distance

from the berth to the tank farm is approximately 300 m. – 500 m.Shore pipelines are 8 in. diameter and connection is 8 in. diameter.

Terminal: Tel: �86 (777) 388-8555.

SINOPEC LPG and Oil Terminal:The quay has a total length of 260 m. with 12.0 m. depth alongside.The Terminal tanks have a capacity of 50,000 cu.m. for oil and

8,000 cu.m. for LPG.The shore oil manifold pipeline/connection is 12 in. and LPG

pipeline/connections are 8 in. and 6 in.Terminal: Tel: �86 (777) 388-8800.

Legou General Cargo Terminal:The Terminal has 4 manifold couplings (2�8 in. and 2�10 in.) on theNorth and South side of the jetty, handling vegetable oils, molasses, etc.

LPG/LNG FACILITIES:Guo Xing LPG Terminal:

The quay has a total length of 150 m. with 6.6 m. depth alongside.There are 5 tanks with a total capacity of 6,000 cu.m. for LPG.There are 1�4 in. and 1�8 in. shore pipelines.

Terminal: Tel: �86 (777) 388-8541.

Also see ‘‘Tankers’’ and ‘‘Developments’’.FRESH WATER: Available. Contact Penavico Qinzhou for supply.FUEL: Available. Contact Penavico Qinzhou for supply.REPAIRS: There is a shipyard with facilities for carrying out repairs.Contact ship’s Agent for details.AIRPORT: Naning Airport and Beihai Airport are both approximately150 km. from the port.GENERAL: Tidal Height: The tidal height ranges between 0.6 m.(minimum) and 5.2 m. (maximum), with average rise of tide 3.5 m.DEVELOPMENTS: Approach Channel: A new Approach Channel, theEast Channel with a depth of 8.9 m. and a width of 120 m., is currentlybeing built. When complete, the port will be able to handle vessels upto max. draft 12.0 m. at High Water. The Pilot Station and anchoragewill also change when the channel is completed. Completion dateSeptember 2002.Berths: 6 new berths are currently being built (3�50,000 tons and1�3,000 tons cargo terminals, 1�50,000 tons oil terminal and1�2,000 tons LPG terminal) and are due for completion inSeptember 2002.

SHIPMASTER’S REPORT: July 1994.Location: The port opened in February 1994 and is located in positionLat. 21� 49' 30" N., Long. 108� 35' 12" E.Anchorage: Vessel was unable to enter port due to draft restriction(vessel’s draft 9.32 m.), so anchored in position Lat. 21� 28' 42" N.,Long. 108� 31' 54" E. in depth 10.5 m. There is a yellow buoy close tothis position, in position Lat. 21� 29' 28" N., Long. 108� 35' 51" E.VHF: There is a port radio station, but vessel requires a Chinesespeaking person on board as no English spoken.Cargo Operations: Vessel discharged into barges with ship’s cranes.Report: Charterer’s Information sent to Master:

The anchorage outside the port is 1,600 m. � 1,600 m. square.A maximum of 4 vessels can anchor.

Centre point of anchorage is Lat. 21� 29' 28" N., Long. 108� 31' 51" E.10,000 ton Wharf:

(1) 180 m. long.(2) Depth of pool port 9.4 m.

Feature of tide level:(1) Average several years high tide level �3.66 m.(2) Average several years low tide level �1.15 m.(3) Average tide differences �2.51 m.(4) Highest tide differences �5.52 m.(5) Highest tide level of recent years �5.83 m.(6) Lowest tide level of recent years �0.59 m.

SHIPMASTER’S REPORT: September 1999.Vessel: Product tanker, 17,700 d.w.t.Cargo: Discharged molasses.Charts: The Mapping Agency, Navigation Guarantee Department of theChinese Navy Headquarters, provided the charts used. The charts usedwere Charts No. 9652 and 9653, published 1997.Documents: The following documents are required:

6 General Declarations.6 Cargo Declarations.4 Ship’s Stores Lists.2 Crew’s Effects Declarations.7 Crew Lists.7 Cargo Manifests.1 Maritime Declaration of Health.

CHINA, P.R. OF


1 Vaccination List.1 Ship’s Particulars (A) (containing dates of issue for the Ship’s

Certificates and Seafarer’s Certificates of Competency).Agent requests that the ship fax a copy of the Crew List prior to arrival

at the port.Pilotage: Pilot boards the vessel in position Lat. 21� 29' 04" N.,Long. 108� 33' 43" E., 1.3 miles South of the entrance to the channel.The Agent advises the ship’s Master by fax of the Pilot’s estimatedboarding time. The Pilot will then contact the vessel on VHF Channel 16.

The Pilot boards the vessel from the port’s tug.The Pilot used his own GPS receiver and pilotage charts displayed

on his Note Book Computer.Harbour Anchorage: The anchorage is located in positionLat. 21� 42' 02" N., Long. 108� 33' 43" E. with depth 10.0 m. – 13.0 m.Nature of bottom is mud, sand and stone. The anchorage can accept2-3 vessels up to 20,000 d.w.t.Tugs: 1�2,600 h.p.Berthing: Vessel berthed at the General Cargo Terminal, starboard sidealongside using one tug and the port anchor.Cargo Handling Facilities: The General Cargo Terminal has 5 electriccranes.

On the South side of the Terminal jetty, there are 2 shore manifoldconnections, 1�8 in. and 1�10 in. for discharging molasses. Thedischarge rate for molasses is 300 – 400 tonnes/hr.Fresh Water: Fresh water is available from the berth at 10 tonnes/hr.,costing U.S.$1.00 per tonne.Shore Leave: Shore leave is permitted. The town is approximately30 km. from the port.Garbage Disposal: Garbage disposal can be arranged.Seaman’s Clubs: None.Agent: China Marine Shiping Agency, Guang Xi Qinzhou Ltd., Nan ZhuRoad, Qinzhou, Guang Xi. Tel: (0086) 777-2810971. Fax: (0086)777-2811182. Telex: 482082 QZSN CN.

AGENCY: China Ocean Shipping Agency Qinzhou Ltd. (PenavicoQinzhou), No. 36 Dongfeng Rd., Quinzhou, Guang Xi 53500, China.Tel: �86 (777) 282-2485, 284-1353. Fax: �86 (777) 283-0819.Telex: 482081 PENQZA CN. Email: [email protected]: Qinzhou Port Authority, Qinzhou Port, Qinzhou City,Guang Xi, China. Tel: �86 (777) 388-8361, 388-8644. FAX: �86(777) 388-8330.

QUANZHOU: 24.53 N. 118.41 E.

PILOTAGE: Compulsory. Pilotage undertaken during daylight hoursonly.ANCHORAGES:

Name of Anchorage Depth BottomSize of Mooring

Vessels(m.) (d.w.t.)

Bai Oi 5.0 Mud and sand 3 � 2,000Xiu Tu 7.0 Mud and sand 2 � 5,000Bei Wu Jiao 8.0 Mud and sand 2 � 5,000Shi Hu 11.0 Mud and sand 2 � 10,000Seven Star 12.0 Mud and sand 2 � 15,000RESTRICTIONS: Entry and sailing at night is prohibited.MAX. SIZE: Draft limitation in channel is 9.5 m. at H.W.Tide: Regular semi-diurnal tide.Tidal Range: Maximum 6.3 m. Minimum 5.1 m. Maximum tidal difference6.93 m. Average tidal difference 4.52 m.RADIO: Radio Quanzhou – Call Sign XSM 4.

High frequency communication: Hours: 0800 hrs. – 1800 hrs.Sending frequency 8525 kHz.Receiving frequency 8368 kHz.

Medium frequency communication: Hours: 0000 hrs. – 2400 hrs.Sending frequency 470 kHz.Receiving frequency 500 kHz.

VHF: Channel 16 and Channel 12 for Pilot Station and PenavicoQuanzhou (Agency).

Quanzhou Radio on Channel 16 throughout 24 hours.TUGS: 2�600 h.p.BERTHING: Capacity: 2�500 tons, 1�1,000 tons, 1�3,000 tons,2�5,000 tons and 1�3,500 tons (oil tankers only).CRANES: 2�5 tons, 1�8 tons, 2�10 tons, 2�16 tons and 1�36 tons.1�60 tonnes floating crane.STEVEDORES: Working Hours: 0700 – 1600 and 1600 – 0100.TANKERS: Xiaocuo Terminal: The Terminal accepts tankers of100,000 d.w.t. with draft 16.0 m. for discharge of crude oil.FRESH WATER: A fresh water barge with 200 tons capacity is alwaysavailable.FUEL: Contact Penavico Quanzhou.REPAIRS: No facilities available.GENERAL: Provisions: Contact Penavico Quanzhou.Storage:

Warehouse: 8,448 sq.m.Open Storage: 43,800 sq.m.

Imports/Exports: Stone and its products, salt, grain, coal, buildingmaterials and petroleum.

AGENT: China Quanzhou Ocean Shipping Agency – Penavico. Tel: �86(595) 253106, 250941-3. Fax: �86 (595) 258709.

QUANZHOU WEITOU TERMINAL: 24.52 N. 118.56 E.(See Plan)

LOCATION: The Terminal is located on the S.E. coast of FujianProvince, China, and is approximately 58 nautical miles East of XiamenHarbour, in position Lat. 24� 52’ N., Long. 118� 56’ E. The Terminal issituated at the extremity of Weitou Jiao in Weitou Wan.Charts: Chinese Chart No. 14251.DOCUMENTS: Documents are produced as required by the JointInspection Party and/or as International Practice. Inward Clearance iscarried out by the ship’s Agent.APPROACHES: Ships intending to berth at the Terminal should firstproceed to the Pilotage Quarantine Anchorage, anchoring and awaitingfurther instructions from the Port Authority or ship’s Agent. The approachto the Terminal is straightforward, from seaward through deep water andwithout any difficulty.PILOTAGE: Compulsory for all foreign vessels arriving at and leavingthe Terminal. Pilot boards the vessel at the Pilotage QuarantineAnchorage, located in position Lat. 24� 30' 14’’ N., Long. 118� 32' 28’’ E.Pilotage is conducted throughout 24 hours and is arranged by the ship’sAgent.ANCHORAGES: There are 2 anchorages dedicated to the Terminal.One is the Pilotage Quarantine Anchorage, located in positionLat. 24� 30’ 14’’ N., Long. 118� 32’ 28’’ E., and the other, the BerthWaiting Anchorage. The depths in the anchorages range from 14.0 m.to 18.0 m. The distance from the Berth Waiting Anchorage to theTerminal berths is approximately 1 nautical mile (See ‘‘Plan’’).

Both Terminal Anchorages are exposed and offer no shelter from windor swell.MAX. SIZE: Max. size of vessel is LOA 160 m., breadth 38.0 m. anddraft 11 m.HEALTH: Quarantine Inspection is conducted at the berth or at anchorby Quanzhou Quarantine Officers.RADIO: Quanzhou Radio, call sign ‘‘XSM4’’.

The radio station is operational throughout 24 hours on MF, and from0800 hrs. – 1800 hrs. on HF.VHF: Quanzhou Radio listens on Channel 16 throughout 24 hours.

Ship’s Masters also can contact the Terminal directly on Channel 8throughout 24 hours.TUGS: For tug assistance in berthing/unberthing, contact ship’s Agentprior to arrival.

If tug assistance is required, to ensure the safety of the vessel, theship’s Master can arrange directly through the Pilot station to have onetug (980 b.h.p.) standing by.BERTHING: The Terminal has a berthing length of 248 m. and canhandle one 10,000 ton ship and one 3,000 ton ship simultaneously. Thedepth alongside the berth frontage at the wharf is at least 9.5 m. Theberthing face lies on an approximate axis of 060�/240�(T).The Terminal is located within an area joined by the followingco-ordinates:

Point Latitude Longitude(N.) (E.)

A 24� 31’ 00.3’’ 118� 33’ 32.1’’B 24� 30’ 59.9’’ 118� 33’ 32.3’’C 24� 31’ 00.3’’ 118� 33’ 33.3’’D 24� 30’ 59.3’’ 118� 33’ 33.9’’E 24� 31’ 01.3’’ 118� 33’ 38.6’’F 24� 30’ 57.4’’ 118� 34’ 06.1’’G 24� 30’ 59.4’’ 118� 34’ 10.1’’H 24� 31’ 03.9’’ 118� 34’ 11.2’’I 24� 31’ 04.5’’ 118� 34’ 10.7’’J 24� 31’ 03.7’’ 118� 34’ 09.7’’K 24� 31’ 04.4’’ 118� 34’ 04.0’’L 24� 31’ 06.4’’ 118� 33’ 50.3’’M 24� 31’ 00.2’’ 118� 33’ 49.3’’N 24� 31’ 01.4’’ 118� 33’ 41.0’’O 24� 31’ 03.4’’ 118� 33’ 40.0’’P 24� 31’ 03.5’’ 118� 33’ 40.2’’Q 24� 31’ 03.7’’ 118� 33’ 40.1’’

Also see ‘‘Plan’’.Berthing/Unberthing: Pilots advise ship’s Masters to conduct berthingand shifting manoeuvres along the berth during the ebb tide. Unberthingshould be carried out on the flood tide.CONTAINER HANDLING FACILITIES: Cargo Handling Equipment:The wharf is equipped with 2�2000 type transporter container loadingbridges, 1�40 ton cargo crane, 1�30.5 ton gantry crane, 3�40 ton frontend cranes, 1�K5 empty container lift, 43 container tractors, 85 chassisand 20 other assorted container transporting equipment.Terminal Storage Yard: Total open storage of 110,000 sq.m., andwarehousing totaling 2,160 sq.m.STEVEDORES: The stevedores work in 3 shifts throughout 24 hoursand are available on Sundays and holidays.MEDICAL: Full hospital facilities are available in Quanzhou City. Priornotice not required. Dentists are available during normal working hours.FRESH WATER: Available.FUEL: Available via tank truck or barge. Contact ship’s Agent prior toarrival.FIRE PRECAUTIONS: Smoking: Smoking is strictly prohibited in transitsheds, warehouses, or on apron of wharf and on vessels in accordancewith ‘‘The Fire Control Law of the People’s Republic of China’’ andTerminal Regulations.REPAIRS: No major facilities at the Terminal. Mobile repair companiesare available nearby in Quanzhou City. Temporary repairs can beeffected for foreign vessels.SURVEYORS: Marine Surveyors shall be arranged through the ship’sAgent.AIRPORT: Jinjiang Airport handles internal flights and Charter flights toHong Kong.GARBAGE DISPOSAL: Collected every day. Contact ship’s Agent fordetails.


CHINA, P.R. OF


WASTE OIL DISPOSAL: Collected every day. Contact ship’s Agent fordetails.GENERAL: Tides: The tide in Weitou Wan is semi-diurnal and irregular.Tidal Flow: The flood sets N.W. and the ebb sets S.E.Storing: Provisions are readily available.DEVELOPMENTS: The Terminal is a dedicated container terminal,opened in December 1998. There are further facilities, includingcontainer yards under construction.AUTHORITY: Operator: Quanzhou Weitou Harbour Co. Ltd., WeitouHarbour, Jinjing, Jinjiang 362251, Fujian, China. Tel: �86 (595)533-1418. Contact: Chen Zhi Yang, Manager – Operations.

RIZHAO (Shijiusuo): 35.22 N. 119.17 E. (See Plan)

PILOTAGE: Compulsory. Pilot boards vessel at Quarantine Anchorage,day and night.ANCHORAGES: Depth 17.0 m. – 19.0 m. Bottom is mud and sand.Vessels up to 200,000 d.w.t. may use anchorages.

The anchorages are within the following areas.Anchorage No. 1: 35� 20' 29" N., 119� 37' 23" E.

35� 20' 29" N., 119� 39' 53.5" E.35� 16' 29" N., 119� 37' 23" E.35� 18' 29" N., 119� 39' 53.5" E.

Anchorage No. 2: 35� 20' 29" N., 119� 39' 53.5" E.35� 20' 29" N., 119� 42' 24" E.35� 18' 29" N., 119� 39' 53.5" E.35� 18' 29" N., 119� 42' 24" E.

Anchorage No. 3: 35� 18' 29" N., 119� 37' 23" E.35� 18' 29" N., 119� 39' 53.5" E.35� 18' 29" N., 119� 37' 23" E.35� 16' 29" N., 119� 39' 53.5" E.

Anchorage No. 4: 35� 18' 29" N., 119� 39' 53.5" E.35� 18' 29" N., 119� 42' 24" E.35� 16' 29" N., 119� 39' 53.5" E.35� 16' 29" N., 119� 42' 24" E.

RESTRICTIONS: Vessels may enter and sail after sunset.MAX. SIZE: Max. draft in Channel to Coal Wharf is 15.0 m. and toGeneral Cargo Wharf is 7.1 m. Maximum tidal range 4.9 m.VHF: Rizhao Radio operates throughout 24 hours on Channel 16,working on Channels 1, 10, 23 and 26.TUGS: 1�1,600 h.p. and 4�3,200 h.p.BERTHING:StevedoreCompany

BerthName Length Depth Capacity Cargo

(m.) (m.) (d.w.t.)No. 1 Coal A 452 17.0 125,000 Coal. Shiploader

1�6,000 t.p.h.No. 1 Coal B 452 17.0 100,000 Coal. Shiploader

1�6,000 t.p.h.No. 2 No. 1 130 6.9 5,000 PetroleumNo. 2 No. 2 239 8.5 10,000 General Cargo. Shore Crane

1�10 tonsNo. 2 No. 3 180 9.5 15,000 General Cargo, Timber. Shore

Crane 3�16 tonsNo. 2 No. 4 214 10.5 25,000 General Cargo, TimberNo. 3 No. 1 60 3.3 500 General CargoNo. 3 No. 2 60 3.3 500 General CargoNo. 3 No. 3 79 5.0 1,000 General CargoNo. 3 No. 4 80 5.0 1,000 General CargoNo. 3 No. 5 100 5.1 1,000 General CargoNo. 3 No. 6 120 6.5 3,000 General Cargo. Shore Crane

1�10 tonsNo. 3 No. 7 147 7.1 5,000 General Cargo. Shore Crane

1�16 tonsNo. 4 No. 1 171 11.0 10,000No. 4 No. 2 171 11.0 10,000No. 4 No. 3 180 11.0 15,000No. 4 No. 4 180 11.0 15,000No. 4 No. 5 190.5 11.0 15,000

CRANES: 1�10 ton crane at General Cargo Wharf, and 1 floating cranewith capacity of 200 tonnes.FRESH WATER: Available.FUEL: Available.REPAIRS: Facilities available.GARBAGE DISPOSAL: Ship chandlers can arrange this service. Drumsor skips are provided either on board or alongside. No peculiar restrictionon charges and collection time. For service, Tel: (05400) 31002.WASTE OIL DISPOSAL: No special shore tanks, but Penavico canarrange collection service if needed. Tel: (05400) 31468 or 31218.Telex: 323021 Penrz Cn or 320021 Penrz Cn. Fax: (05400) 31116.SEAMAN’S CLUBS: No seaman’s clubs available. Shop, telephone,football matches, dances, mini-bus, postage facilities are available atthe port.GENERAL: Agency: Penavico Rizhao, No. 105, 2 Huanghai Road,Shijiu, Rizhao, Shandong, China. Tel: 86-633-8331486.Fax: 86-633-8331116. Telex: 320021 Penrz Cn.

Sinoagent Rizhao, 2 Huanghai Road, Shijiu, Rizhao, Shandong,China. Tel: 86-633-8332045. Fax: 86-633-8331998. Telex: 320026Trsrz Cn.Provisions: Available.

SHIPMASTER’S REPORT: April 1995.On arrival, the visiblity was poor, maximum 2 miles.There are many fishing vessels in the area.The approach was undertaken carefully.Due to the non-existance of a detailed chart/map, we more or less

navigated on the sketch as received by Fax.Details of the shore on the radar showed that this map is quite

accurate.The coal wharf in the outer harbour was very conspicuous.

Communications were as expected and as experienced on earliervisits.

Approached Buoy No. 1 and No. 2 (start of the entrance of dredgedchannel, to the general cargo jetty in inner harbour), to board Pilot. Waterdepth well over 15.0 m.

When the Pilot did not show up at the time agreed, I made a round-turn.Watch out for numerous fishing boats.

Pilots communication via the VHF on the tug, which is always usedas the pilot boat.

I had the impression that the Pilot(s) tried to get the vessel into theharbour as far as possible verbally, before they joined the vessel. Butas the U.K.C. was still acceptable, I went close to the breakwater, passedBuoy No. 3, where they came on board. A sharp starboard turn and thevessel was in the inner harbour (We noticed a lot of drifting/floatingfishingnets).

Pilotage was very good and cooperative. Pilot reacted immediatelywhen I suggested slowing down.

We berthed at the general cargo jetty and received 2�8 in. rubberhoses, which came from a ‘‘built-in’’ manifold below the jetty surface.

At first sight, condition of the hoses appeared good, but on closerinspection, I am not sure if they could handle 10 bar.

We discharged with an (initial) pressure of 6.5 bar at the vessel’smanifold and that went fine, until the shore changed tanks withoutwarning the vessel. One of the hoses could not handle the suddenincreased pressure of 10 bar. It was changed and from that time thedischarge continued with max. 4 bar at the ship’s manifold.

Formerly being a small fishing harbour, but with a big advantage, noneed to dredge extensively to expand the jetties.

In the inner harbour over 10.0 m. water depth.Large export coal wharf and outside harbour, with over 15.0 m. water

depth.Starboard side too and after leaving the berth turned in the basin with

the aid of 2 powerful tugs (in the inner harbour).Normally only daylight berthing and sailing, but we sailed at 2200 hrs.Penavico (local Agent) was there when we needed him and gave good

service.Local Chinese chart available.

SHIPMASTER’S REPORT: March 2000.Location: The port of Rizhao is located in position Lat. 35� 22' N.,Long. 119� 33' E.Charts: B.A. Chart No. 1253 (Scale 1:300,000 and insert Scale 1:40,000).Sailing Directions: Admiralty List of Sailing Directions NP 32,Chapter 11.15, Supplement 32 S, dated 11-08-98.Publications: Admiralty Light Lists Volume F No. 3808. There are noapplicable entries in the Admiralty Radio Lists.Documents: For administration purposes, the ports of Lanshan andRizhao are treated as one port, and our original port of entry clearancefor Lanshan was accepted at Rizhao. We did receive several officialsonboard who seemed to be content to pass the time of day.Approaches: Vessel arrived from Lanshan just a few miles to the South.

On passage from Lanshan to Rizhao, great care must be taken asthere are numerous fish farm structures (pens and nets) scattered overthe bay. Some are highly visible with others being marked by sphericalblack floats. The structures appear to be substantial in size and maycause damage to vessels if they come into contact with them.

From observations during this visit, it would appear that vessels shouldproceed on a course of 087�(T) from Lanshan Anchorage No. 2, passingNorth of Cheniushan (Admiralty Light Lists Volume F, No. 3806) andDanianshan to Long. 120� 00' E., before altering course to 000�(T) topass East of Ping Dao. Rizhao can then be approached from the Easton 270�(T).

Our approach from seaward was uncomplicated. A strong Westerlyset was noted on our arrival as it was during the mid-flood.Pilotage: With the vessel having draft of 7.2 m., we were expecting toembark the Pilot at Buoy No. 1, but on our approach, the Pilot requestedthat the ship proceeds towards Buoy No. 4. Two Pilots boarded from apowerful Japanese type tug, requiring the pilot ladder to be prepared3.0 m. above the water.

The vessel re-entered the N.W. channel and berthed at Berth No. 2at the North end on the West side of the wharf. Two tugs assisted inthe berthing that was achieved without drama.

Mooring line tie-up was 4-0-2 fore and aft with the springs run first.The echo sounder showed no less than 5.0 m. below the keel during

the passage up the channel, but the Pilots noted that depths decreasemarkedly just ahead of the ship at the berth.Berth: The chemical products Berth (Berth No. 2) is at the North end ofthe solid wharf, with a fenced-off area ensuring that the ship has a cleararea alongside.

The manifolds, 15 of them, are of various sizes and are concentratedin one small area connected by underground pipes to the tanks severalhundred metres to the East. There are 2 firefighting towers equippedwith foam generating monitors connected to a dedicated pumpingstation.

The berth has substantial rubber tube fenders on chains placed every8.0 m. and bollards placed at intervals of 25.0 m.Cargo: The vessel discharged 8,036 tonnes of Methanol via 1�8 in.flexible hose. The discharge rate was 316 tonnes/hr.Shore Leave: A minibus from the International Seamen’s Club appearedshortly after our arrival. On their return, the crew seemed very pleasedwith the place.Seaman’s Mission: See ‘‘Shore Leave’’.General: It is noted that on B.A. Chart No. 1253, there are notes thatan extension to the wharf is under construction. This note wasdated 1993. The construction of the structure is now complete(a well-made and laid out structure). There are 10 luffing cranes,2 container cranes and one cement loader on the quay.

To the East is a dedicated bulk coal loading pier which was observedto be very busy during our stay, handling very large bulk carriers.

The wharf handles containers and the export of pig iron, coal andcement. There are large holdling areas for coal stocks with conveyors,

CHINA, P.R. OF


draglines and large railway marshalling facilities available. During ourstay, there was constant railway activity (steam/diesel locomotives).

There is work in progress to the West, resulting in another wharf forsmaller vessels.

There are at least 2 dredgers at work in the approach channels andthe basin.

The Agent noted that 10 years ago the port was a fishing village thathas now grown over a short period into a city. There is a great deal ofconstruction work going on. We counted 47 cranes on the city skyline,and if Lanshan and Rizhao merge, it will be an enormous place.

SANYA: 18.14 N. 109.30 E. (See Plan)

PILOTAGE: Compulsory. Pilot boards in Quarantine/Pilot anchorage.ANCHORAGES: Quarantine/Pilot Anchorage: Depth 20 m. – 28 m.Bottom: Mud. Max. Size: 50,000 d.w.t.Sheltered Anchorage: Depth: 5.0 m. – 16.0 m. Bottom: Mud and sand.Max. size: 50,000 d.w.t.Loading/Discharging Anchorage: Depth 8.0 m. – 16.0 m. Bottom: Mud.Max. size: 50,000 d.w.t.RESTRICTIONS: Entry and departure possible day and night. Depth inchannel 7.0 m.

Tidal Range: 0.06 m. – 2.26 m.VHF: Sanya Radio on Channel 16 (24 hours).TUGS: 2�248 h.p., 1�400 h.p. and 1�300 h.p.GENERAL: Floating Cranes: Available if notified in advance.Supply Services: Arranged by Hainan Autonomous Prefective SanyaOcean Shipping Supply Corporation.Stevedores Working Hours: As per advanced arrangement with Haikou.Warehouse and Open Store Space:

Warehouse: 9,034 sq.m.Store Space: 51,000 sq.m.

Main Imports and Exports:Imports: Grain, cement, chemical, fertilisers, coal and steel.Exports: Salt, sugar, rubber and local products.

REPORT: 1998.Max. Size: Draft 6.0 m., LOA 145 m., beam 18.0 m.Cargo Handling Facilities: 57 cargo handling machines with liftingcapacity up to 36 tonnes.Loading Rates:


Discharging Rates:Grain: Up to 3,000 tonnes per day.Coal: Up to 3,000 tonnes per day.Fertiliser: Up to 3,000 tonnes per day.Packaged Cargo: 600 tonnes per day.

Fresh Water: Available.Fuel: Diesel oil available in small quantities.Stores: Provisions available.

SHANGHAI, including Luhuashan Anchorage:31.14 N. 121.28 E. (See Plan)


DOCUMENTS: China Ocean Shipping, Shanghai Branch, as ship’sAgent, must submit to Shanghai Customs one complete set of the cargomanifests covering all the cargoes to be discharged at Shanghai(including the transit cargoes via Shanghai) for the declaration and theclearance within 24 hours after the completion of the joint inspection. Ifthere is any shortage of the cargo manifests such as the incompletecargo manifest or the missing/omitting of some bills of lading, the Agentis forced to bear the penalty (maximum RMB 30,000.00), in accordancewith the Customs Law in order to improve the quality of the cargomanifest and other relevant documents from abroad.

In consideration of the above, principals are kindly requested to payspecial attention to this matter and ensure that all the documents,especially the cargo manifest, made and sent by principals should beperfectly correct. Otherwise, the Agent will transfer all the fines imposedupon them by Shanghai Customs to the ship owner or the agents at theloading ports.

Also see ‘‘General’’ before first port.PILOTAGE: Compulsory. Pilot available 24 hours. Working VHFChannels 16 and 6.

Pilot boards in position Lat. 31� 03' 33" N., Long. 122� 06' 42" E.between light Buoys No. 5 and 6 at Nan Cao.

a) Deep draft vessels entering and leaving Bei Cao embarking anddisembarking point is at Lat. 31� 04' 30" N., Long. 122� 20' 30" E.

b) Vessels entering and leaving Nan Cao embarking anddisembarking point is between light Buoys No. 5 and 6.

c) Transfer of Shanghai-Changjiang Pilots is between light BuoysNo. 35-1, 34 and 36.

Embarking and disembarking Pilots for Shanghai Harbour shall betransferred by the pilot boat anchored at Chang Jiang Kou or launch/tugsent by Chang Jiang Pilotage Transferring Centre.Pilotage Areas: Shanghai Pilotage District is divided up into the followingareas:Inner: From Wusong Kou Hetang Light Beacon to Minghang PowerPlant.Outer: From Chang Jiang Kou Light Vessel to No. 41 Light Buoy.New Harbour: North bank of Hangzhouwai, including Jinshan Fairwayand relevant anchorages, Shanghai General Petro Chemical WorksWharf and its adjacent waters.Luhuashan Anchorage: For lightening operation of deep draft vessels.

Application for Pilotage: Masters of vessels shall report vessel’s ETA tothe Pilot Station through port Agent 48 hours prior to vessel’s arrival.

Masters are again to report 24 hours in advance, vessel’s exact ETA.In case any change of ETA, Pilot Station shall be informed in time.

The Harbour Day Plan for vessels entering and leaving Chang Jiangand Shanghai Harbour shall be confirmed after the Agent contactsPilotage Dispatch during the afternoon.Notes: Vessels applying for a Pilot at Chang Jiang Kou shall keep alistening watch on VHF Channel 16. Upon receiving the message forentering from the Agent, vessels contact the pilot boat on VHFChannel 16 and confirm the passage plan for entering the port.

In case of rough sea outside Chang Jiang Kou, the pilotage operationshall be suspended in the outer roads. The Pilots shall then embark ordisembark the vessels entering and leaving Bei Cao (North Channel)near Light Buoy No. 257. The Pilots shall embark and disembark thevessels entering and leaving Nan Cao (South Channel) between NanCao Light Buoys No. 8 and 9.

In case of bad weather, inward and outward vessels shall keep contactwith the pilot boat via VHF Channel 16 and follow the pilot boat’sinstructions.

Every port Agent shall report vessel’s draft correctly so as to facilitatethe Pilot Station in assigning Pilots.Shanghai Pilots Address: No. 610 Dong Daming Road, Shanghai200080, China. Tel: �86 (21) 6595-4488, 6595-9287. Fax: �86 (21)6595-7732, 6595-9287.Email: [email protected]: Vessels may enter and sail day and night.MAX. SIZE: Maximum fresh water draft in channel is 9.5 m.Tidal Range: Maximum 3.45 m., minimum 2.60 m.VHF: Penavico on Channels 11 or 27. Sinoagent on Channels 73 or 74

Also see ‘‘Pilotage’’.TUGS: 7 � 980 h.p., 5 � 1,670 h.p., 1 � 1,900 h.p., 1 � 2,200 h.p.,3 � 2,600 h.p., 5 � 3,200 h.p. and 1 � 3,500 h.p.BERTHING:

District LengthNo. ofBerths* Draft Cargo Handled

(m.) (m.)Dongchang 813 7 (4) 8.0 – 10.0 GeneralMingsheng 615 3 (3) 9.0 – 10.0 Bulk GrainHuishan 1,121 8 8.0 – 8.5 General,

PassengersTimber Handling Co. 758 5 (4) 9.0 – 10.0 Timber, GeneralGaoyang 1,114 7 (5) 8.5 – 10.0 General,

PassengersKaiping 308 2 (2) 10.0 GeneralCoal Handling Co. 2,199 15 (8) 9.5 – 10.0 CoalXinhua 1,584 9 (9) 10.0 Iron Ores,

FertiliserZhanghuaban 1,324 7 (7) 10.0 Containers,

GeneralJungonglu 1,600 9 (6) 8.0 – 10.0 Containers, Hazard

cargoesGongqing 993 10 3.0 – 5.0 Construction

MaterialsFuxing 560 6 4.0 – 4.5 Coal, GeneralBaoshan 1,330 8 (6) 8.0 Containers,

GeneralWujing 2,422 28 (8) 8.5 GeneralPassenger Terminal 1,060 10 5.0 Passengers* Deepwater berths are signified thus (6).

Lightening is requested for the vessels over 9.5 m. draft by floatingplatform of Shuangfenghai at Luhuashan before entering the port.

Also see ‘‘Developments’’.CRANES:

Cargo Handling District No. of Shore CranesDongchang 2Mingsheng 8Huishan 9Timber Handling Co. 10Gaoyang 6Kaiping 6Coal Handling Co. 35Xinhua 19Zhanghuaban 14Jungonglu 9Gongqing 11Baoshan 5Wujing 3Floating Cranes: 1 � 32 tons, 1 � 63 tons, 1 � 200 tons, 1 � 500 tons,1 � 2,500 tons.

Also see ‘‘Bulk Cargo Facilities’’.BULK CARGO FACILITIES:Grain:Agent’s Report: June 1997.Terminal: Ming Seng STVDG Co. – Berth No. 1.

Length of dock/Length with dolphins: 185.6 m.Draft restriction alongside: 8.6 m.Year built/last modified: 1908

Terminal: Ming Seng STVDG Co. – Berth No. 2.Length of dock/Length with dolphins: 169.1 m.Draft restriction alongside: 9.6 m.Year built/last modified: 1908




CHINA, P.R. OF


Terminal: Ming Seng STVDG Co. – Berth Yang Jing.Length of dock/Length with dolphins: 231.2 m.Draft restriction alongside: 9.6 m.Year built/last modified: 1990

Terminal: Ming Sheng Stevedores Co. Terminal No. 2.Length of dock/Length with dolphins: 169.1 m.Draft restriction alongside: 9.6 m.Dock height at MLW: 5.3 m.Spout air draft at MLW: 15 m.Maximum outreach of spouts: 20 m.Number of spouts: 1Commodities handled: Corn, wheat, meal, grainStorage capacity: 40,000 sq.m.Year built/last modified: 1908/1981Designed loading rate/t.p.h.: 500Potable fresh water available: YesContact Office: Ming Sheng Stevedores Co.Contact Tel: 86-21-5885176Contact Fax: 86-21-5885176Dock access by vehicle permitted: PermittedIs bunkering permitted alongside?: PermittedOwner/Operator of elevator: Ming Sheng Stevedores Co.

Terminal: Ming Sheng Stevedores Co. Terminal No. 3.Length of dock/Length with dolphins: 171.3 m.Draft restriction alongside: 9.6 m.Dock height at MLW: 5.3 m.Spout air draft at MLW: 22.3 m.Maximum outreach of spouts: 18 m.Number of spouts: 2Distance between spouts: Movable spoutsCommodities handled: Corn, wheat, meal, grainStorage capacity: 40,000 sq.m.Year built/last modified: 1920/1996Designed loading rate/t.p.h.: 10,000Potable fresh water available: YesContact Office: Ming Sheng Stevedores Co.Contact Tel: 86-21-58851576Contact Fax: 86-21-58851576Dock access by vehicle permitted: PermittedIs bunkering permitted alongside?: PermittedOwner/Operator of elevator: Ming Sheng Stevedores Co.

Terminal: Ming Sheng Stevedores Co. Terminal No. 4.Length of dock/Length with dolphins: 212.5 m.Draft restriction alongside: 8.6 m.Dock height at MLW: 5.3 m.Spout air draft at MLW: NilMaximum outreach of spouts: NilCommodities handled: Corn, wheat, meal, grainStorage capacity: 40,000 sq.m.Year built/last modified: 1920/1981Designed loading rate/t.p.h.: 600Potable fresh water available: YesContact Office: Ming Sheng Stevedores Co.Contact Tel: 86-21-58851576Contact Fax: 86-21-58851576Dock access by vehicle permitted: PermittedIs bunkering permitted alongside?: PermittedOwner/Operator of elevator: Ming Sheng Stevedores Co.

SPECIALISED CARGO HANDLING FACILITIES:Chemicals/Fertilisers: The special berths for handling bulk chemicalfertiliser have a quay length of 149 m. able to accommodate one20,000 d.w.t. vessel. The berth are equipped with screw-type continuousship-unloaders, portal cranes and an enclosed horizontal conveyorsystem. Modern bagging facilities are available in the port.Bulk Grain: With a quay length of 384 m., the mechanised bulk grainhandling wharf can accommodate a 25,000 d.w.t. ocean-going vesseland a smaller coastal vessel simultaneously. 6 pneumaticship-unloadersare available alongside with capacity of 150 – 250 tonnes per hour each.The bulk material discharged from ship is transported to the silo of51,000 cu.m. via an enclosed horizontal conveyor.Timber: Handling of timber takes place at 4 specialised berths with atotal quay length of 689 m. for 10,000 d.w.t. ocean-going vessels as wellas at mooring buoys. The terminal has a stacking yard of 40,000 sq.m.and a river basin of over 10,000 cu.m. for timber storage. Timber ishandled with 6 portal gantry cranes of 10 tonnes capacity and otherspecialised equipment.Containers: 7 container berths capable of accommodating SecondGeneration container vessels are equipped with container cranesalongside. A 380,000 sq.m. container yard is served by 20 transtainersfor box stacking operations and 264 electrical plugs for reefer boxstorage. The 2 container handling districts are served by railway for easyaccess to trunk railway system across the country.MEDICAL: Hospitalisation possible at the Seaman’s Hospital,505 Dongchan Zilu, Shanghai. Tel: (86-21) 5414600.TANKERS: See ‘‘Shipmaster’s Reports’’.FRESH WATER: Available by barge and alongside.FUEL: AvailableREPAIRS: Facilities available. Contact Shanghai Foreign VesselRepairs, 6 Pudong Xiao Nanmatou, Shanghai. Tel: (86-21) 8849912.AIRPORT: Shanghai International Airport is 30 km. from the port. Dutyfree shops and hotels available.GARBAGE DISPOSAL: Available by contacting Shanghai OceanShipping Agency (Penavico), 13 Zhongshan Road (E.1). Tel: 3290088.Plastic bags are provided on board by Fuxing Shipping Service Co.,at 60 Yuan (RMB) per time. Collection time between 0800 hrs.and 1600 hrs. every Monday, Wednesday and Friday.WASTE OIL DISPOSAL: Available by contacting Penavico. The serviceis undertaken by a designated environmental team using tankers.Charges are imposed according to amount of waste oil.

SEAMAN’S CLUBS: Shanghai International Seaman’s Club,60 Huangpu Road, Shanghai. Tel: 3251500, 3245265. ShanghaiSeaman’s Club is an entertainment company for international anddomestic seamen. There is an area of 12,000 sq.m. in the new buildingcontaining 105 suites with modern facilities; all kinds of souvenirs, wines,arts, ceramics, antiques, wares, precious drugs, food, embroiders, sealengravings are available in the shopping centre. In addition, a billiardroom, table tennis, video, chess, mah-jong and reading room, electricgames, post office, barber, restaurant, bar and a multi-functional hall for200 members will open to seamen.DEVELOPMENTS: The 1990’s have witnessed a rapid progress in portdevelopment. Anticipated cargo traffic through the port will be up to200 million tonnes by the end of the century, embracing 1.20 million TEUof international containerised cargoes. Both rehabilitation and newmarine facilities build-up (Waigaoqiao, Luojing and Jingshanzui) areunder upmost prior consideration. 4 marginal berths of WaigaoqiaoMarine Facility (Phase I) on stream 1994.

Located at South bank of Changjiang River, 17 km. West to WusongKou, is Luojing Marine Facility, specialised for coal and iron ore handling.First phase comprising 2 coal-offloading berths commenced constructionin 8th 5 Year Plan period (1991 – 1995) and more facilities to beconstructed in the following 5 years, this will result in eventual removalof bulk handling facilities out of densely residential areas.

Jingshanzui Marine Facility has a geographically advantageousposition on the North bank in Hangzhou Bay with deep water alongsidefor accommodation of third generation container vessels (two berths)before the end of the century.

Two deep water berths and an 80,000 ton silo system are underconstruction in Minshen District. The facilities for coastal passengertraffic is to be constructed while some container handling gear is beingdelivered to the port which will eventually bring about improvedperformance.Report : May 2000. Container Terminal: A new deepwater container portwith 52 berths and dredged depth of 50 ft. is to be built over 2 smallislands (Dayangshan and Xiaoyangshan), just outside Shanghai PortLimits, in Zhejiang Province. It is anticipated that the port will handle itsfirst cargoes after 2005.Dredging: Dredging of the Yantse River, where it converges with theHuangpu River at Wusongkou, is to have depth increased from 7.0 m.to 12.5 m. This would allow vessel transits throughout 24 hours.

SHIPMASTER’S REPORT: July 1984.Shanghai Entrance. Buoys as follows:AAA Changkiangkou Lightvessel Lat. 31� 03' 30" N., Long. 122� 23' 1" E.BBB Changkiangkou Lightbuoys M1 H11-H20 replaced by Buoys 44 –49.

Buoy 44 Lat. 31� 03' 22" N., Long. 122� 19' 52" E. Fl. 3/10 secs.Buoy 45 Lat. 31� 03' 14" N., Long. 122� 16' 58" E. Fl. 3/6 secs.Buoy 46 Lat. 31� 03' 06" N., Long. 122� 14' 02" E. Fl. 3/10 secs.Buoy 47 Lat. 31� 03' 00" N., Long. 122� 11' 06" E. Fl. 3/6 secs.Buoy 48 Lat. 31� 03' 34" N., Long. 122� 08' 14" E. Fl. 3/10 secs.Buoy 49 Lat. 31� 04' 11" N., Long. 122� 05' 26" E. Fl. 3/6 secs.

Pilot vessel moving in/area Buoys 47 – 49 serving/as Pilot Station.

SHIPMASTER’S REPORT: January 1986.Documents: The following papers are required by the Port Authorities:

1 copy Maritime Declaration of Health.2 copies Report of Entry for Foreign Going Vessels.4 copies Crew List.1 copy List of Specified Articles, Foreign Currency, Gold, Silver

belonging to the ship or crew members.1 Import Manifest.The following certificates and papers are to be submitted for

examination by the Port Authorities:Registry Certificate.Tonnage Certificate.International Load Line Certificate.Derat Certificate.Deck and Engine Log Books.Tonnage Dues Certificate.Manifest of Cargo for Discharging and Transit Cargo.Oil Record Books.

Clearance: Clearance of the vessel usually takes place at the ShanghaiQuarantine Anchorage located in the following position between thebuoys:

Buoy No. 25Buoy No. Q1Buoy No. 29Buoy No. Q4Buoy No. Q3Buoy No. Q2

Lat. 31� 20.8' N., Long. 121� 39.7' E.Lat. 31� 21.9' N., Long. 121� 37.8' E.Lat. 31� 23.0' N., Long. 121� 35.9' E.Lat. 31� 23.5' N., Long. 121� 36.3' E.Lat. 31� 22.6' N., Long. 121� 38.4' E.Lat. 31� 21.8' N., Long. 121� 40.4' E.

After clearance vessel proceeds for berthing/mooring. OccasionallyPort Authorities instruct Pilots to proceed direct for berthing/mooring andEntry Clearance of the vessel carried out after berthing or mooring.Navigation: B.A. Charts No. 1601 and No. 1602 proved most useful whenentering the South Channel in order to receive Pilots.

The positions and new numbers of the buoys are indicated below:Changjiang Kou LightvesselBuoy No. 1 (ex-Buoy No. 44)Buoy No. 2 (ex-Buoy No. 45)Buoy No. 3 (ex-Buoy No. 46)Buoy No. 4 (ex-Buoy No. 47)Buoy No. 5 (ex-Buoy No. 48)Buoy No. 6 (ex-Buoy No. 49)Buoy No. 7 (ex-Buoy No. 50)Buoy No. 8 (ex-Buoy No. 51)Buoy No. 9 (ex-Buoy No. 52)

Lat. 31� 03.4' N., Long. 122� 23.2' E.Lat. 31� 03.4' N., Long. 122� 19.8' E.Lat. 31� 03.2' N., Long. 122� 17.0' E.Lat. 31� 03.1' N., Long. 122� 14.0' E.Lat. 31� 03.0' N., Long. 122� 11.1' E.Lat. 31� 03.6' N., Long. 122� 08.2' E.Lat. 31� 04.2' N., Long. 122� 05.4' E.Lat. 31� 05.4' N., Long. 122� 02.8' E.Lat. 31� 06.6' N., Long. 122� 00.2' E.Lat. 31� 07.6' N., Long. 121� 57.7' E.

The characteristics of all the above buoys of the South Channel areRed/White with radar reflector on top.

The South Channel is used for vessels in light condition or vesselswith a draft up to 7.5 m. (FW).

CHINA, P.R. OF


The North Channel is used for large vessels or vessels with a draftover 7.5 m.

The numbering of the buoys of the North Channel is still the same asindicated on B.A. Chart No. 1602 but in the near future this channel willalso be re-numbered.Pilotage: During good weather the pilot vessel is anchored in positionLat. 31� 03.8' N., Long. 122� 07.2' E. and Pilots board vessels betweenBuoys Nos. 5 and 6 in the South Channel.

For vessels using the North Channel, boarding area is betweenChangjiang Kou Lightvessel and Buoy No. 1 of South Channel.

During bad weather or strong winds Pilots board between BuoysNo. 6 and No. 7 of South Channel and occasionally near Buoy No. 8.

For entry or departure through the South Channel all ships navigateanti-clockwise within a radius of 1.3 miles of the Changjiang KouLightvessel but clear of an inner radius of 0.3 miles centred onChangjiang Kou Lightvessel and then entering South Channel within500 m. North of the line joining mid-channel Buoys No. 1 – 9 or 500 m.South of the line joining mid-channel Buoys No. 1 – 9 on leaving.

Pilots listen on VHF Channel 16, and give instructions to vesselsentering or berthing at Shanghai. They also give instructions as to thePilots’ boarding position. Foreign vessels contact the Pilot Station at0845 hrs., 1115 hrs., 1515 hrs. and 1915 hrs. to enquire if they are onthe daily list for entering.

Local Agents ‘‘Penavico Shanghai’’ also inform vessels by cable viaShanghai Radio of berthing prospects and Pilots’ boarding time.Two Pilots board vessel and they stay on board until vessel is berthedor moored.Anchorage: Vessels anchor in the area indicated to the S.E. ofChangjiang Kou Lightvessel (between 30� 35' N. and 31� 00' N. andbetween 122� 25' E. and 122� 32' E.).

Due to strong current and tide at least 6 – 7 shackles arerecommended when anchoring in the above anchorage.Radio: All telexes transmitted to Agents via Singapore Radio andShanghai. Agents ‘‘Penavico’’ relay cables via Shanghai Radio only.

The following information is required by the Agents:Forward and aft arrival draft (Salt Water).Crew/Passengers on board and if all healthy.Ports of call from Loading Port with dates of arrival/departure each

port.Quantity of main provisions, drinking water, ballast water on board

and when and where taken.Derat or Derat Exemption Certificate, port and date of issue.‘‘Penavico’’ use VHF Channel 11 for all ships when giving any

information required by the vessels.Berthing: All berthing information received from the Agent via VHF.Berthing or shifting carried out day and night.

For discharging of soyabean oil, vessel moored to Buoys No. 81 – 82located on the ninth section of the river. The actual berth for soyabeanoil is a small wooden pier used only by small coasters and barges. Duringmooring 1 tug used only for pushing. 4 headlines and 1 slip wire usedforward and only 4 stern lines used aft.

No ballast water can be discharged into the river without thepermission of the Harbour Master.

For a short period (6 – 8 hours) the Port Authorities (through the Agent)give permission for engine inspection and overhauling of pistons.Discharging: Notice of Readiness tendered on vessel’s arrival at theOuter Anchorage but accepted by ‘‘Penavico’’ after berthing and onlyduring office hours.

Cargo Surveyors (3 persons), board vessel and check the quality ofthe cargo, taking ullages and samples. The Surveyors company is thenational firm China Commodity Inspection Bureau.

After cargo inspection and test, and if they find cargo in good order,they give permission for discharge to commence. No ship’s papers orcargo calculations signed by them.

Cargo discharged into barges at a maximum rate of 350 tonnes/p.h.through a flexible 6 in. hose. Each barge has a capacity of about 350 –500 tonnes. There is always a shortage of barges. For a quantity of10,000 tonnes the discharging time is usually 4 – 7 days.

The daily quantity discharged was:Day 1 – 350 tonnes (1 barge).Day 2 – 685 tonnes (2 barges).Day 3 – No discharging. No barges available.Day 4 – 1,250 tonnes (3 barges).Day 5 – 1,745 tonnes (4 barges).Day 6 – 2,200 tonnes (5 barges).Day 7 – 3,515 tonnes (9 barges) maximum.Day 8 – 485 tonnes (1 barge).

The daily maximum quantity which they can receive is approximately3,500 tonnes.

After discharging and squeezing of the cargo the Surveyors inspectedall the tanks carefully and gave their own Dry Certificate. If there is adifference between the ship’s figures and shore figures, vessel’sdeparture is postponed until a final settlement is reached.Unberthing: 2 tugs are used for unmooring, one each end, using tugs’lines.

Large vessels always use 2 Pilots and they speak good English. ThePilots use the ship’s whistle a lot in order to keep the main channel clearas no safety regulations followed by small craft, barges, ferries, etc.

Both anchors to be ready for use at all times when berthing/unberthing.Facilities: Free transportation by a small ferry is available from the shipto the ferry station.

Two guards and 1 Customs Officer stay on board from arrival untilsailing.

Provisions, stores, bunkers and water are available with 2 – 3 days’notice. The water is not very good quality so should be avoided ifpossible. Bonded stores are not sealed. Port Authorities and Agents arevery pleasant and polite. The vessel did not face any problems duringentering, stay alongside or when leaving Shanghai.

SHIPMASTER’S REPORT: March 1986.Vessel anchored with 6 shackles in the water; Changjiang Kou

Lightvessel bearing 277��9.5 miles. Strong winds (Force 6) wereexperienced and vessel rolled 20�. Ebb tide is stronger than the flood.All messages were passed on to the Agents via W/T, who keep watch24 hours on VHF Channel 11, but there was no answer. Entry anddeparture is through the South Channel (Nancao Hangdoa). ChangjiangKou Lightvessel and the buoys are in position as marked on Chart No.1602; but no racon was observed on any of the lightvessels. Light BuoyNos. 44 onwards are re-numbered as Nos. 1 onwards; and are red andwhite can buoys with spherical topmarks. The lightvessel and all thebuoys are to be passed on the port side. 2 pilot vessels were cruisingbetween Buoys No. 5 and 6 and Pilot boards from a small boat comingalongside.

Vessel had to anchor for Free Pratique at Woosung QuarantineAnchorage, which was granted in 30 minutes. After the vessel was tiedup at berth between Buoys No. 44 and 45, Customs and Immigrationboarded the vessel (4 people). The following documents were required:6 Crew Lists; 1 Private Property List including currency; List of Provisionsand where purchased; quantity of fresh water, ballast and where andwhen taken; List of Ports of Call during last 30 days.

All passports and health books to be collected. Bonded Stores notsealed. No separate List of Foreign Currency on Board required. Foreigncurrency can only be changed at ‘‘Friendship Stores’’, Seamen’s Clubor big hotels in exchange for specially made notes for use of foreigners– but can also be used in any other stores or hotels. No restrictions onthe use of VHF, radar, echo sounder or any other navigationalequipment.Cargo Manifest was sighted.

Two officials from Customs and Immigration stay on board and a cabinhas to be made available. Everyone has to show shore passes beforegoing ashore. There is a launch every hour – last one at 2330 hrs.Charges U.S.$10.0 per day for every ship on the buoys.

SHIPMASTER’S REPORT: July 1993.Chimbusco Terminal:1. On route to Changjiang Kou Anchorage numerous fishing nets are

encountered.At anchorage, contact Shanghai Pilots on VHF Channel 16.

2. Depending on draft, vessel enters/leaves via North or SouthChannel.

3. Essential to calculate tidal predictions. – Beware of squat.4. Ordered and received new B.A.Chart No. 1603. B.A.Charts

No. 1601 and 1602 were updated to latest Notice to Marinersreceived.

In spite of this, it is necessary to obtain updated Chinese chartsregarding Shanghai area, because when comparing B.A. No. 1603and the local chart, some differences regarding the channel werenoticed.

Several changing depths ‘‘Notes’’ regarding channel onB.A.Charts as well as on the local charts.

5. Although visibility between 150 m. and 3 miles on route to PilotStation (and during transit), South Channel pilot services were notsuspended.

6. Pilot boarded between Buoy No. 4 and No. 5 South Channel.Pilot not in possession of charts.Outward bound pilot disembarks between Buoy No. 3 and No. 4

in the South Channel.7. Vessel proceeds to Anchorage No. 1 and anchored 1 mile E.N.E.

off Chimbusco Terminal.8. At this anchorage, Immigration authorities board vessel.

Documentations required:All Certificates.4 copies Crew List.Personal Effect List.Firearms ‘‘Nil’’ Declaration.Passengers ‘‘Nil’’ Declaration.Chinese Customs forms to be completed by Master, including

Chinese forms Maritime Declaration of Health and Animal/PlantDeclaration form.

9. When documentation completed, vessel proceeded to jetty whereberthing was carried out by same pilot who boarded at SouthChannel.

10. Vessel moored 4 hours before low water.Due to many ship movements at that time, only 1 tug (estimated

1,400/1,500 h.p.) available.Although wind Force 1 – 2 (BF) during mooring, pilot showed

concern.According to pilot, current is 2 – 4 knots.No mooring launches and mooring winches available.

Moorings:Forward: First:

Secondly:Thirdly:Last:

Starboard anchor (1 shackle).5 head lines.Breast rope.Spring.

Aft: First:Secondly:Last:

Spring (leading forward).Spring (leading aft).5 stern lines.

Note: Only one bollard available for 5 head lines forward, and onebollard for 5 stern lines aft (See ‘‘Plan’’).

11. When alongside plotted GPS position on Chinese Chart No. 9504.As can be seen on chart (See ‘‘Plan’’), there is a deviation in

position.(1) As GPS position obtained from satellite, navigation systems are

normally referred to the World Geodetic System (WGS),adjustments for plotting such positions are not known, but itshould not be assumed that they are negligible.

(2) Due to the fact that GPS type on board is a 2 D fix type, accuracy(95%) approximately 100 m.

CHINA, P.R. OF


12. Ship’s draft 7.20 m. even keel (fresh water).Low water 07/07/93: 2200 hrs. LT.Transducer of echo sounder situated in fore peak tank.At low water calculated depth forward 11.00 m.Remarks:

See Note 11: Looking at Chart No. 9504, where ship’s position isplotted, you may expect the vessel on the port and aft side to bewithin the 10 m. sounding line.

According to information given by Penavico Shanghai Agency,Terminal restrictions are LOA 180 m. draft in F.W. 9.5 m.

On July 9th at 0830 hrs. (LT), soundings on the port side of thevessel were taken.

See tidal predictions (See ‘‘Plan’’).Draft of vessel at 0830 hrs.: Forward 1.00 m., aft 7.15 m.Density: 1005.

Results: Calculated DepthIn way of No. 1 Port C.O.T. 11.10 m.In way of No. 3 Port C.O.T. 10.95 m.In way of Manifold Port 10.50 m.In way of No. 6 Port C.O.T. 10.30 m.In way of Pump Room 10.40 m.In way of Aftship Port 10.25 m.

13. Vessel discharged light diesel. Average rate 600 cu.m./hr. with1�6 in. discharge hose. Maximum back pressure 5 Bar.

14. According to Loading Master, this berth is normally used by bunkerbarges.

Safety:1. No Safety Check List by shore – supplied by ship.2. On all manifolds (shown on sketch), hoses are connected, none of

them are blanked.3. No fixed fire or foam installation on jetty.4. No international ship/shore connection on jetty.5. Portable fire extinguishers on jetty: Three (1� P50 and 2� P9).6. Only one bollard available forward for 5 head lines, and one bollard

aft for 5 stern lines.7. Jetty illumination is poor.8. Small electric hose crane on jetty in way of middle manifold.

Intrinsically safe: Unknown.9. On all hoses on jetty is mentioned (with paint) 91/09/07. Probably

test date (test pressure not found). External damage to dischargehose.

10. Telephone No./VHF channel in case of emergency not supplied.11. Non-smoking area indication limited and almost unreadable.12. Some fenders missing/damaged. Concrete edges of jetty badly

damaged in a few places.

SHIPMASTER’S REPORT: November 1993.1. Approach to Changjiang Anchorage: Good radar targets are theislands of Maan Liedao. Anchorage heavily crowded. Vessels areanchoring anywhere. A lot of small craft and fishing vessels passing. Onarrival anchorage, we had strong Westerly winds and a good Easterlycurrent running. We anchored with 7 shackles in water. Arrival draft atanchorage 7.50 m. (even-keel) � 7.75 m. (FW). Vessels have to anchoron arrival awaiting entry arrangements for Shanghai.2. Pilot Information: VHF contact with ‘‘Shanghai Pilot’’ on Channel 16.Pilots will pass boarding time and position. Same information alsopassedby ‘‘Penavico Agency’’ via telex.

Care has to be taken with the Pilot boarding position. We were orderedto pick-up Pilot at Buoy No. 5 at South Channel. This information waswrong, vessel would have been aground in this position.3. Approach to Pilot Boarding Position: We approached fromChangjiang Kou Anchorage to Changjiang Kou Light Buoy, turning intothe ‘‘roundabout’’ heading for Buoy No. 1 of South Channel. The lightbuoy was a replacement buoy (no Racon) and a very poor target, andwas difficult to locate between all the small craft. Visibility at that timewas about 3 miles. A strong Easterly current was running and we stoppedbetween Buoys No. 1 and No. 2, with an under-keel clearance of 1.0 m.

The pilot vessel was heading towards Changjiang Kou Light Buoy asabout 6 vessels were queueing up at the ‘‘roundabout’’ for the passagevia South Channel.

The Pilot boarded at 0730 hrs. from a small pilot cutter (speed3-4 knots) and we turned to starboard heading for the North Channel.4. Approach North Channel: All other vessels were redirected to theNorth Channel. Due to Pilot information, the water depth in the SouthChannel was only 5.0 m. Depth shown in B.A. Charts No. 1602 and 1603are not reliable and are changing. We picked up speed and were theonly vessel in the ‘‘convoy’’ turning into the North Channel. The passagewas done with ‘‘Pitch 7’’ and rising tide.

The pilot boarding area at ‘‘Beicao Hangdao’’ is cancelled due to strongtidal streams. Care has to be taken when entering the Beicao Channel(dredged to 7.0 m.), and a good helmsman is required as the bottomwidth of the channel is only 250 m. – 300 m. and a strong current wassetting to the Northwest.

The bar at Yuanyuasha Hangcao is dredged to 9.0 m.Three hours after Pilot boarded, we anchored at the ‘‘Large Vessel

Anchorage No. 2’’. Care to be taken for slowing down ship’s speed intime, as the current was setting from the stern and with rudderhard-to-starboard, vessel was swinging into the crowded anchorage withstarboard anchor 1 shackle in water and engine astern dragging into asuitable position.5. Approach to the Huangpu Jiang: Vessel had to anchor for about2 hours, until the ebb tide starts running, before the approach is doneto Wusong Kou.

When entering the Huangpu Jiang, the call sign and berth number(advised by Pilot) have to be hoisted. Two crew (officer and bosun)required on fo’csle to stand-by both anchors until moored. The HuangpuJiang is heavily crowded with all kinds of craft and vessels. Pilot usesthe whistle continuously to make his way through the traffic. There is nodiscipline on this waterway. There were 10 ‘‘near misses’’ beforereaching the berth. Another dangerous situation occurred when vessels

ahead stop in the river. With the help of 2 tugs, we were kept in positionuntil the transit commenced. Both tugs (new) of 3,200 h.p. each, wellequipped, also used for mooring alongside Quing Ning Shi Wharf. It wasdifficult to come alongside as small craft always passed between shipand berth.6. Quing Ning Shi Wharf: Once in position, the mooring operation wasquite smooth. Sufficient line handlers and 1 mooring boat available.Mooring with ‘‘Atlas ropes’’ is a great advantage. Both tugs stayedalongside for pushing until vessel moored. For moorings see ‘‘Plan’’.

The tank inspection and the discharge can be called a normal andsmooth operation. Discharge with 2 pumps into 2�6 in. flexible hoses,connected to an 8 in. shore line. There was no interruption duringdischarge. Signals to be hoisted advised by Harbour Master. To shoreside flag ‘‘B’’ or 1 red light, to riverside flags ‘‘R’’ above ‘‘Y’’ or greenabove red light (pass tanker slowly).

Discharge rate 1,000 cu.m./hr.7. Departure Shanghai: Departure condition – Total ballast onboard8,300 tonnes. Draft forward 4.20 m., aft 6.80 m. (fresh water).

On departure, Pilot requested vessel to minimise the draft aft tomaximum 6.40 m., due to transit via South Channel. Ballast was runinternally to reach the required draft (F: 4.6 m. A: 6.4 m. (F.W.)).Unmooring during slack water (low water) at 1020 hrs. with 2 tugs.Forward tug required ship’s rope.

Vessel proceeded to turning position upstream between mooringBuoys No. 38 and 40, passing newly built bridge which said to have50 m. clearance. Vessel’s air draft was 42 m. Vessel was turned by2 tugs without any tug lines. The passage downstream the HuangpuJiang was similar to arrival. Once Wusong Kou passed, the passage viathe South Channel can be called a normal transit. Passing SouthChannelfrom Buoy No. 77-1 – Juidan Light Vessel to Buoy No. 2, the under-keelclearance was not more than 1.0 m. Pilot disembarked between BuoyNo. 7 and No. 8 at 1610 hrs. Changjiang Kou Light Buoy was unlit, waterdepth slowly increasing. A strong S.E.’ly current was observed whilepassing the South Channel.

At 1730 hrs., Changjiang Kou Light Buoy was passed and vesselproceeded on voyage.Documents: The following documents required by Customs andImmigration in order to complete the necessary port formalities:

1. Port Clearance from Last Port.2. Load Line Certificate.3. Safety Radio Certificate.4. Safety Equipment Certificate.5. Safety Construction Certificate.6. Certificate of Registry.7. Civil Liability Certificate.8. I.O.P.P. Certificate.9. International Tonnage Certificate.

10. Derat Exemption Certificate.11. Tonnage Dues Certificate of China (Valid for 1 month).12. Certificates of Competancy.

Documents to be prepared before arrival Shanghai:7 Crew Lists (Ship’s Form).1 Crew Personal Effects List (Ship’s Form).1 Foreign Currency List (Ship’s Form), not required this voyage.1 Maritime Health Declaration (Chinese Form).1 Ship’s Stores List (Ship’s Form).2 Reports of Entry for Foreign-Going Ships (Chinese Form).1 Passenger List (Plain Form).1 Arms List (Plain Form).2 Reports of Clearance (Chinese Form).1 Vaccination List (Ship’s Form).1 Port of Call List (Ship’s Form).4 Cargo Manifests – Copies from Cargo Documents.Chinese Forms will be received on arrival if no spare forms on board.Customs and Immigration on arrival: Ship’s documents and forms as

per above list.Harbour Master:

Ship’s Documents.Liferaft Certificates.CO-2 Certificate.Oil Record Books (Deck and Engine).

Quarantine for animals and plants: Checking provision rooms andissue certificate.

Bonded Stores are not sealed by Customs (should not be openedduring stay in Shanghai).

No documents taken ashore.Customs check bonded stores before sailing.Immigration collect shore passes before sailing.Port Clearance and Quarantine Certificate delivered on board by Port

Authorities.Passports and shore passes required for shore leave.

Agent: Penavico Shanghai. Telex: 33052 Penav Cn. VHF Channel 11(Call for information: 1115 hrs. – 1130 hrs. and 1515 hrs. – 1530 hrs.).Tel: 3234603, 3231352.

Agent prepares a Notice of Readiness on arrival. Timesheet is alsoprepared by Agent. He will sign Ship’s Notice of Readiness, Port ActivityReport and Cargo Report Handling Log. Cargo documents (copies only)handed to Agent.

Any crew members for doctor (not on short notice), only emergencycases.

Care has to be taken for arranging tank inspectors for tank inspectionafter discharging. It was not quite clear who will do the arrangements,Agent or Cargo Receiver, as they arrived 6 hours after completion ofdischarging, and vessel had to wait for ballasting cargo tanks.

The sailing time was arranged by the Agency via VHF Channel 11 onthe previous day. The Agency is open 24 hours, but after office hoursit is not possible to make any arrangements.

One Immigration officer will stay on board during port call. One cabinis required.

CHINA, P.R. OF


SHIPMASTER’S REPORT: November 1994.Location: Luhuashan Anchorage.Chart: B.A. Chart No. 1199.Approach: Open, apart from fishing fleets. From the South, there areshoals Wai Baimtian Jiao giving 3.5 miles passage – 3 miles South ofLuhuashan.

Lookout tower (Lat. 30� 49.5' N., Long. 122� 37.2' E.) on LuhuashanIsland at the rear of Fangang village is conspicuous.Anchorage: See plan inset on B.A. Chart No. 1199, situated South ofLuhuashan Island. It is sheltered from all winds, except Southerlies.

Depth around 30 m., except North end where depth is 12.0 m. –16.0 m. in lee of islands.

Parts of the anchorage, particularly the centre section, are subject tostrong tidal currents. The strongest tide was found to be on the ebb.

Anchorage is under the jurisdiction of Fangang Harbour Master. Wefirstly anchored in position Lat. 30� 47.4' N., Long. 122� 37.5' E., whichwas found to be very susceptible to strong currents, vesselswinging/shearing strongly around 25�, 2 hours before and until LW.

Our second anchorage position was Lat. 30� 46.6' N.,Long. 122� 37.0' E., and was somewhat calmer.

On ebb, tidal current runs for about 2 hours after LW.The flood tide is not as strong, possibly because it is broken up by

islands.Sometimes the Northerly wind overcame the flood tide with the vessel

not completely swinging. Vessel always swung through North.The Northern end of the anchorage, about 0.8 miles South of the

Luhuashan Islands, is occupied by 2 anchored transhipment vessels, abulk carrier to the West and a crude carrier to the East. Positions areLat. 30� 48.05' N., Long. 122� 37.3' E., and Lat. 30� 48.00' N.,Long. 122� 37.7' E. respectively.

Anchorage is mainly used for bulk, crude and LPG transhipments andas shelter for small vessels under the lee of Luhuashan.

LPG vessels are not allowed to anchor within 1.1 miles from thetranshipment bulk carrier which has continuous operations.

Holding ground was found to be good, bottom mud/sand.In strong Southerly winds, local information advises to anchor to North

of Luhuashan Islands.VHF: Channel 9 for tugs and Pilot call ‘‘Shauangfenghai CPT Tong’’.

Channel 14 for fresh water and supplies, call ‘‘Luhua’’.Weather Forecast: Shanghai on Navtex twice daily. Good synopsis.Tokyo Fax charts as per ALRS.Services: Fresh water obtainable from 150 tonne capacity barge (an oldinter-island coaster) from Fangang. Initially order through state Agent‘‘Penavico’’. Cost U.S.$ 6.00 per tonne (Compares with Shanghai atU.S.$ 0.50 per tonne).

Provisions obtainable from water suppliers ‘‘Luhua’’. Standard listgiven. If vessel lightening, can obtain from Shanghai via ‘‘ShanghaiDevelopment Company’’ Chandlers (Fax: 86 21 3069614).Communications: Communication with Shanghai is by means of coastguard tug at U.S.$1,500. Journey takes 6/7 hours, depending ontide/weather.Medical: Difficult, via Shanghai by tug or lightening ship.Formalities: Shore leave allowed. Landing cards given by Immigration.Shore leave only via Shanghai. Tug cost and night in hotel wouldprobably make shore leave prohibitive.

If vessel working cargo, Authorities from Shanghai board vessel bycoast guard tug.Officials: About 10 persons (Customs, Immigration, Harbour Master,Agent) board and require meals. Bond not sealed.Documents:

8 Crew Lists.3 Crew Manifests.3 Stores Lists.1 Health Declaration (Chinese Form).1 Vaccination List.2 Ports of Call Lists.2 Arms/Ammunition Lists, or ‘‘Nil’’ Declarations.2 Passenger Status.6 Cargo Manifests (Chinese Form).

AUTHORITY: Port of Shanghai Authority, 5th Floor, ShanghaiCustoms House, 13 Zhongshan Road (E.1), Shanghai 200002,People’s Republic of China. Tel: �86 (21) 6329-0660, 6323-1871(direct). Telex: 33023 Shaco Cn. FAX: �86 ( 21) 6329-0202,6323-0184. Contact: Mr. Tu Deming, Port Director.AGENT: Jardine Shipping Agencies, Shanghai Representative Office,Room 2109, Westgate Tower, 1038 Nanjing Road West, Shanghai200041, People’s Republic of China. Tel: �86 (21) 6271-7799.Fax: �86(21) 6271-4416.

Initial correspondence to be made through Jardine Shipping Agencies,Hong Kong.

SHANTOU: 23.21 N. 116.40 E. (See Plan)

PILOTAGE: Compulsory. The Pilot Station is located in positionLat. 23� 17' N., Long. 116� 48' E.ANCHORAGES: There are 11 anchorages which are numbered 1, 2,3, 4, 5, 6, 7, 11, 12, 13 and 14. The depths vary from 4.8 m. to 12.0 m.The nature of the bottom is mud and the holding ground is good. Vesselsup to 40,000 d.w.t. may use the anchorages.MAX. SIZE: The draft limitation in the channel is 6.0 m.Tidal Range: Maximum 2.1 m., minimum 0.54 m.Container Terminal: Max. draft 9.0 m.VHF: The port radio station is on Channel 16 throughout 24 hours.Penavico are on Channel 11 from 0800 hrs. to 1800 hrs.TUGS: 1 � 428 h.p. and 1 � 980 h.p.

BERTHING:

District Berth LengthMax.Draft Max. Size

Type ofCargo

CraneCapacity

No. (m.) (m.) (d.w.t.) (tons)First 1 250 4.0 5,000 General 1 � 5

2 250 4.0 5,000 General 1 � 53M 100 4.0 3,000 General —

Second Coal 130 7.5 16,000 Coal 1 � 100Passenger — 133 6.0 5,000 Passengers —Third 1 75 4.2 1,000 General —

Also see ‘‘Container Handling Facilities’’.CONTAINER HANDLING FACILITIES: Shantou InternationalContainer Terminal:Operator: Shantou International Container Terminals Ltd. Tel: �86 (754)893-9893, 888-8656. Mobile: �86 13902746027, (852) 98308078.Fax: �86 (754) 889-3596. Email: [email protected]: www.hph.com Contact: James Cheung Fong-shu, OperationsManager.

The Terminal is located at Berths No. 7 and 8, with a total berth lengthof 460 m. and a max. draft of 9.0 m.Cargo Handling Equipment: 3�50 long ton container/cargo gantry quaycranes, capable of handling 28 moves per crane/hr., 6 RTG’s, 2 forkliftsfor the handling of empty containers, 1 unit truck gear which could handle40 tons cargo.Storage: 1�4,500 sq.m. warehouse available.FRESH WATER: Contact Harbour Administration.FUEL: Not available.REPAIRS: Repair facilities available.GENERAL: Provisions: Contact China Ocean Shipping Agency,Shantou Branch or Shantou Ocean Shipping Supply Company.Storage: Warehouse: 20,401 sq.m.

Open Storage: 17,189 sq.m.Imports: Cement, chemical, fertiliser, steel and containers.Exports: General Cargo and containers.

REPORT: 1998.Max. Size: Draft 9.0 m., air draft 46.0 m.Cargo Handling Facilities: 151 cargo handling machines with liftingcapacity up to 35 tonnes. 1�35 tonnes floating crane.Loading Rates:


Discharging Rates:Bulk: 2,500 tonnes per day.Packaged Cargo: 700 tonnes per day.Coal: 3,000 tonnes per day.Fertiliser: 4,000 tonnes per day.

Fuel: LDO available.

SHIDAO: 36.53 N. 122.25 E.

PILOTAGE: Compulsory. Pilot service available during 12 hours. Pilotboards vessel at the Pilot Anchorage.ANCHORAGES:Name Location Depth Max. Size Use

(m.) (d.w.t.)QuarantineAnchorage

Lat. 36� 52' 08" N.Long. 122� 27' 00" E.Lat. 36� 52' 08" N.Long. 122� 27' 48" E.Lat. 36� 51' 40" N.Long. 122� 27' 00" E.Lat. 36� 51' 40" N.Long. 122� 27' 48" E.

9.5-11.0 15,000 Quarantine,waiting.

LighteningAnchorage

Lat. 36� 52' 51" N.Long. 122� 27' 00" E.Lat. 36� 52' 51" N.Long. 122� 27' 48" E.Lat. 36� 52' 12" N.Long. 122� 27' 00" E.Lat. 36� 52' 12" N.Long. 122� 27' 48" E.

8.0-10.0 10,000 Shelter,waiting.

The bottom is mud and sand, and the holding ground is good in bothanchorages.RESTRICTIONS: Vessels cannot enter and sail after sunset.

Tidal range: Max. 3.09 m. Average 1.68 m.Draft Limitation in the Channel: 6.40 m.

VHF: ‘‘Shidao Radio’’ on Channel 16 throughout 24 hours.TUGS: One tug available.BERTHING:StevedoreCompany Berth Length Depth

Max.Size

CargoHandled

ShoreCranes

No. (m.) (m.) (d.w.t.)HarbourAuthority

1 60 4.0 1,000 General andBulk cargo

1�25 tons

HarbourAuthority


1�25 tons

HarbourAuthority


1�25 tons

HarbourAuthority

4 60 6.4 500 General andBulk cargo

1�25 tons

Warehouse and Open Storage Space: Warehouse: 1,784 sq.m.Open Storage Space: 16,450 sq.m.

Main Import and Export Cargo: Coal, petroleum, granite and generalcargo.FRESH WATER: Available at berths and anchorage.FUEL: Available at berths and anchorage.REPAIRS: Facilities available.


www.hph.com

CHINA, P.R. OF


GENERAL: Agency: Penavico Shidao, No. 93 Huanghai Road, Shidao,Shandong, China. Tel: 86-896-7382186. Fax: 86-896-7382186.Telex: 327935 Pensd Cn.

Sinoagent Shidao, No. 79 Guangming Road, Shidao, Shandong,China. Tel: 86-896-7381716. Fax: 86-896-7381716.Provisions: Available.

REPORT: 1998.Max. Size: Draft 7.0 m., 5,000 d.w.t.Tidal Range: 0.81 m. – 2.60 m.Cranes: Cranes available with lifting capacity up to 25 tonnes.Main Imports and Exports: General cargo, grain, granite, oil.Loading Rates:



Fuel: LDO available.

SHUIDONG (Maoming): 21.28 N. 111.07 E. (See Plan)

DOCUMENTS: See ‘‘Shipmaster’s Report’’ dated October 2001.PILOTAGE: Compulsory. Pilot service is available 0900 hrs. – 1700 hrs.Pilot boards vessel in position Lat. 21� 23' 07" N., Long. 111� 07' 46" E.

Also see ‘‘Shipmaster’s Report’’ dated October 2001.ANCHORAGES:Anchorage Location Depth UseNo. (m.)1 Lat. 21� 23' 07" N.

Long. 111� 07' 46" E.10.0 Pilot,

JointInspection.

2 Lat. 21� 23' 52" N.Long. 111� 05' 15" E.

10.0 DangerousCargo

3 Lat. 21� 24" 25" N.Long. 111� 03' 45" E.

10.0 Quarantine

4 Lat. 21� 23' 07" N.Long. 111� 07" 46" E.

10.0 Shelter

The bottom is mud and the holding ground is good in all anchorages.Also see ‘‘Plan’’ and ‘‘Shipmaster’s Report’’ dated October 2001.

RESTRICTIONS: Vessels cannot enter and sail after sunset.Tidal range: Average 1.75 m.Draft Limitation in the Channel: 9.5 m.

VHF: ‘‘Shuidong Radio’’ on Channel 16 throughout 24 hours.Also see ‘‘Shipmaster’s Report’’ dated October 2001.

TUGS: 1�900 h.p., 1�1,300 h.p., 1�1,960 h.p. and 1�3,400 h.p.BERTHING:

StevedoreCompany


Max.Size

CargoHandled

ShoreCranes

Pipelines(m.) (m.) (d.w.t.)

HarbourBureau

500ton

115 6.5 1,500 GeneralCargo

5�2 tonsShore cranes

HarbourBureau

10,000ton

189 11.0 10,000 GeneralCargo,

Container

1�5 ton1�35 ton

Shore cranesMaoming Petro-Chemical Co.

20,000ton

243 11.0 20,000 GeneralCargo,

Container

1�16 tonShore cranes

Maoming Petro-Chemical Co.

50,000ton

276 12.0 20,000 Oil product,chemicals

6 in.Pipeline


3,000ton

151 7.5 3,000 Oil product 6 in.Pipeline


250,000ton

(SBM)

22.0 250,000 Crude oil 16 in.Pipeline

Warehouse and Open Storage Space: Warehouse: 7,000 sq.m.Open Storage Space: 40,000 sq.m.Container Yard: 2,000 sq.m.

Main Import and Export Cargo: Crude oil, oil products and chemicalproducts.

Also see ‘‘Shipmaster’s Report’’ dated October 2001.TANKERS: See ‘‘Berthing’’ and ‘‘Shipmaster’s Reports’’.FRESH WATER: Available at berths.FUEL: Available at berths.REPAIRS: No facilities.SHORE LEAVE: See ‘‘Shipmaster’s Report’’ dated October 2001.GENERAL: Agency: Penavico Maoming, 178 Renmin Road(s),Maoming 525000, Guangdong, China. Tel: �86 (668) 282-0830,281-6248, 282-6248, 282-1233. Fax: �86 (668) 281-6016, 282-1244.Telex: 453048, 453050 Pnvcm C. Cables: Penavico Maoming.

Sinoagent Maoming, 96 Wenming Road C, Maoming, Guangdong525000, China. Tel: �86 (668) 287-5086. Fax: �86 (668) 229-8195.Telex: 453046 Mmsa Cn.Provisions: Available.

SHIPMASTER’S REPORT: November 1994.Vessel:

G.T.: 7,150 tons.N.T.: 4,051 tons.Summer d.w.t.: 12,784 tons.LOA: 123.3 m.Beam: 20.0 m.Draft: 8.79 m.Shuidong is a new port still under major construction and facilities are

limited.Vessel loaded 1,900 tonnes Linear Alkyl Benzene in Japan for

discharge at this port. No information is available in any publications onboard. Agents in Hong Kong were asked to obtain as much informationas possible from Agents in Shuidong. Despite their efforts, no reliableguidance could be obtained.

The only chart covering the area is B.A. Chart No. 3892 and SailingDirections NP 30 (4th Edition, Chapter 10, Parts 10.48 to 10.55). The

port is not shown or mentioned. I was advised that this is a new portand no information has been published yet.

Port is located on the left bank of river, in position Lat. 21� 28.30' N.,Long. 111� 07.30' E. The Pilot Station is located in positionLat. 21� 23.07' N., Long. 111� 07.46' E. The port is approached via abuoyed channel, with leading marks on shore.

Approach to the port is not difficult. A storage tanker (250,000 tonnes)is moored in approx. position Lat. 21� 21' N., Long. 111� 25' E. It is notoperational, but is expected to start in the near future. It has a Racontype mark, but no distinct letters to identify it. Agent could not give mename of vessel.

The island of Dafangij Dao, shows well on radar at 12 miles and givesgood guidance to Pilot Station and buoyed channel. The only difficultyis the large concentration of fishing vessels. It is a case of picking yourway through them. They are nearly always stopped and respond towhistle signals.

Vessel anchored 0.5 miles South of Buoys No. 1 and No. 2. Theseare in position Lat. 21� 23.4' N., Long. 111� 07.4' E.andLat. 21� 23.5' N.,Long. 111� 08.1' E. respectively. Our draft was forward 4.7 m. and aft5.65 m. Echo sounder showed 7.0 m. of water under-keel at this point.

No communication directly with Pilots or port. Contact is made viaShuidong Radio on Channel 16, shifting to Channel 83. All informationis passed to vessel via this station. Agent will be on VHF Channel 68 innear future.

Pilot boat came out to vessel at anchorage and guided the vessel toberth. Three Pilots boarded, only one of which spoke limited English.The leading marks give a course up the first part of the channel of 349�,this is followed up to Buoys No. 7 and No. 8. The depth under the keelwas never less than 4.0 m., this at Buoys No. 5 and No. 6, most of thetime 6.0 m. was normal. At Buoy No. 8, course is altered to 335�. AtBuoy No. 10, course altered to 316�. This takes vessel to Buoy No. 14,where the wharves for the port start.

Major construction works are taking place, especially further up theriver, where conventional wharves and terminals are being built. Firstjetties in the river are the tanker berths. Both brand new with modernfacilities. Good fenders. No tugs used for berthing. Vessel berthed onthe ebb tide, port side too Berth No. 2. Starboard anchor is used as abrake. It is important to get a head line and aft back spring out as soonas possible. Current is strong on the berth and frequent use of enginemust be used to hold vessel against current. Final moorings were 3 headand 3 stern lines and 2 springs either end. Starboard anchor finallyending up with 4 shackles in water. Depth of water alongside at lowwater 2.0 m.

Accommodation ladder was used on the jetty in our particular position,but if Chicksan arms are to be used, then portable gangway would haveto be used.

As normal in Chinese ports, many officials board. All documents andcertificates are checked closely. No difficulties with any officials.Quarantine do not allow any ballast water to be discharged into river,unless it is disinfected first. They also checked all stores andtoilets/bathrooms, if any signs of cockroaches, they disinfect and spraythese areas. As some Cholera Certificates had expired, all personsrequiring injections were done.

Terminal is new and tank farm is close. It would appear that morebuilding will take place close to jetty. Plans are to open up the port evenmore, mainly coastal traffic at present. We discharged using a 6 in.flexible hose. No difficulties with rate or pressure. Total discharge timewas 18 hours.

Agent was asked to supply a chart of the port area, but none isavailable at this time. None have been published. They intend to issueone soon. As it is also difficult to communicate with any officials orsurveyors, information was hard to come by.

Shuidong town is about 14 km., and can be reached by localmotorcycle taxi. There are some small roadside restaurants outside thegate and a hotel. Food is cheap and reasonable.

Vessel leaves berth near the end of slack water/beginning of ebb tide.This is straight forward. Weight is taken on anchor and all lines let goaft. Single up to a forward spring. Effect of current pushes stern off jetty.Anchor is heaved and with use of engine and rudder, vessel is movedof jetty. When well clear, forward spring is let go and anchor heavedhome. It is best to leave anchor ready as it may be required to turnvessel round in river. After turning, vessel proceeds outwards. Pilotleaves vessel in vicinity of Buoys No. 5 and No. 6. The only problemoutwards can be the fishing craft in the channel.

SHIPMASTER’S REPORT: September 1995 (Updated 1998).General:Port: Shuidong SPM.Vessel: 138,000 d.w.t. crude carrier.Cargo: Crude oil – 135,000 tonnes.Draft: 17.0 m.Port Limits: Single Point Mooring. Buoy position Lat. 21� 20.09' N.,Long. 111� 24.06' E.

No facilities nearby the SPM. Vessel ‘‘arrived’’ when 5 nautical milesSouth of SPM (Anchorage). SPM is a crude oil discharge port for theMaoming Refinery, located in Guangdong Province, via Beishaling crudeoil tank storage farm.Documents: Standard Chinese regulations. Agent requires mostdocuments to be faxed before arrival, if possible.Pilotage: Pilot boards in good time, usually at anchorage when anchoraweight. The mooring gang/gear arrives on the same boat. Only onePilot assigned for the SPM, employed by the Port of Shuidong. He staysonboard during the entire discharge.Anchorage: Customary anchorage in position Lat. 21� 14' N.,Long. 111� 24' E. Water depth 28.0 m. Holding ground is very good,despite strong prevailing Easterly currents of about 2 knots, setting toWest.Restrictions: Normally no berthing or unberthing during hours ofdarkness. Weather limits for berthing: Maximum wind 15 m./sec., seas1.83 m. and visibility 1,000 m.Max. Size: 270,000 tons d.w.t. or max. draft 19.60 m.

CHINA, P.R. OF


Health: No Radio Free Pratique possible. Straight forward operationsonce Agent and officials onboard. Clearance can be done during vessel’sapproach to the buoy.Radio: Shuidong Port Radio on VHF Channel 16 for contact with Agent.VHF: Pilot and port on Channel 13, but no answer if Pilot not onboard.Radar: No Vessel Traffic Service or similar services in the area.Tugs: Two tugs and one large service boat designated for the SPMoperations and Zhanjiang port operations as required. Normally one tugstays on location during whole of port stay and connected to vessel’sstern. Tugs always use ship’s mooring ropes. Tug operation appearedto be quite inexperienced and small problems may be expected.Berthing: Berthing only during daylight hours. Normally SPM approachedfrom S.W. against the current. Tidal conditions are to be noted for thecorrect time of mooring.

One tug is connected astern and one on starboard side main deckforward. Floating cargo hoses left to port side of vessel. Depth at SPMvaries between 23 m. and 27 m., depending on tide and currents.Location is very vulnerable to Easterly swell and down time is alwaysexpected. Two chafe chains of 76 mm. diameter from the SPM as aminimum requirement, due to location and weather conditions. Conditionof the mooring gear offered from the SPM to be monitored closely onarrival. Two 16 in. floating hoses supplied by the terminal. These will beconnected by the terminal crew of approximately 15 persons. Derricksof 15 tonnes minimum SWL required.Medical: Patients may be sent ashore by launch arranged by Agent, butdistances are great, and it takes several hours to reach the nearestdoctor or hospital (Maoming).Tankers: Two 16 in. discharge hoses supplied by terminal. Normally portmanifolds to be used. Long pipelines to tank farm/refinery and no boosterpumps ashore, so the discharge back pressure is high. Loading Masterstays onboard for the whole discharge with numerous assistants keepinga watch in the vessel’s cargo control room, monitoring the vesseldischarge rate/performance. No real oil spill combat facilities availablein the area. Engines to be on stand-by during the whole SPM stay(5 minutes notice is acceptable).Density: 1025.Fresh Water: Available, but very costly, about U.S.$20.00/ton.Repairs: Not available. No engine repairs allowed at SPM.Surveyors: Local Chinese surveyor, employed by the receiver.Repatriation: Possible without any significant problems.Airport: Nearest airport at Zhanjiang, with domestic connections toGuangzhou, and from there to Hong Kong.Time: GMT plus 8 hours throughout the year.Telephones: Most of the shore party personnel staying onboard havelocal mobile telephones for easy contact with the shore.Services: Shipchandler can be arranged by the Agent.Shore Leave: Not possible.Garbage/Waste Oil: No services available for disposal.Authority: MMPC Shuidong Port Co. – SINOPEC Maoming.SPM Operator: Maoming King Ming Petroleum Co.Ltd. Tel: �86 (668)268-0321. Fax: �86 (668) 268-0573.Agent: Penavico, Maoming. Telex: 453048. Fax: �86 (668) 228-0038.

SHIPMASTER’S REPORT: October 2001.Vessel: LPG carrier, 3,500 cu.m., LOA 105 m., max. draft 5.05 m.Berth: Maoming Petrochemical Co.Cargo: LPG 1,800 cu.m.Documents: On completion of berthing operations, 6 Port Officialsboarded the vessel. They were pleasant and well organised. ClearanceInwards was completed in approximately 15 minutes.

Whilst the vessel was being cleared inwards, other Port Officialsinspected the jetty equipment prior to commencing discharge operations.Approaches: There are numerous coasters and fishing vessels in theapproaches, so vessels should proceed with caution. There are alsomany fish farms in the area.Pilot Station: The Pilot Station is approached from the South. Weproceeded to anchor on arrival and waited at the anchorage for the Pilotand Port Authorities, but due to it being a Sunday, only the Pilot boardedthe vessel.

During our approach from the anchorage to the Entrance Channel,having draft of only 5.05 m., we decided to by-pass Buoys No. 1 andNo. 2 and proceed directly inwards, passing between Buoys No. 3 andNo. 4, then on to a course of 348�(T) transiting the leading lights (whiteobelisks on the shore) to Buoys No. 9 and No. 10. One cable afterBuoy No. 10 we altered course to 326�(T), putting Buoy No. 11 on theport bow. Once we had passed Buoy No. 11, we were within MaomingPort Limits.

The channel and port are well buoyed using the IALA BuoyageSystem. There are other buoys on either side of the channel, these markunderwater obstructions (rocks, etc.).

Also see ‘‘Anchorages’’.Anchorages: Our vessel anchored in position Lat. 22� 21.6' N.,Long. 111� 08.3' E., 1.15 nautical miles E.S.E. of Buoy No. 1 (PositionLat. 22� 23.1' N., Long. 111� 07.1' E.). According to Chinese charts, thisis the pilot boarding area. Charted depth in the anchorage was 10.7 m.VHF: Shuidong (Maoming) Port Radio listens on Channel 16.Tugs: One tug was used for berthing operations, pushing on the portside forward of amidships.Berthing: All the berths are located on the Western side of the port,except for the LPG berth which is located on the Eastern side.

We berthed starboard side alongside, letting-go the port anchor to2 shackles in the water.Discharging: The discharge proceeded smoothly. The only problemencounted was that of communications, due to the jetty personnel’s lackof understanding of English.

On completion of discharge, the pipeline was blown ashore.Ballast: Due to the proximity of fish farms, the discharge of segregatedballast was strictly monitored, with discharging only being allowed oncethe water to be discharged has been disinfected and analysed, and ispronounced safe to discharge.

Shore Leave: Crew members going ashore were required to carry theirpassports. No shore passes were issued. There were small craft offeringto ferry crew to the West side of the harbour, costing USD 5.00 per trip.The nearest city is Maoming, 40 minutes by taxi, costing USD 10.00,having a population of 6 million and is definitely worth the visit.Storing: Local ship chandlers’ prices are reasonable, but to avoid anymisunderstanding, check the price of each item prior to purchasinggoods. Imported items can be expensive.

TAICANG: 31.34 N. 121.16 E. (See Plan)

LOCATION: The port is situated on the South bank on the lower reachesof Changjiang (Yangtze River) in position Lat. 31� 34' 22" N.,Long. 121� 16' 17" E., and is connected with Shanghai City. Taicang Portis the first fresh water port in Yangtze River, which is approximately60 miles from Changjiangkou (CJK) Anchorage and about 6 miles fromBaoshan, which is the centre of Pilot changing.DOCUMENTS: For joint inspection on Arrival:

5 General Declarations.5 Cargo Declarations.7 Crew Lists.7 Passenger Lists.4 Crew Effects Declarations.4 Ship’s Stores Declarations.1 Maritime Health Declaration.1 Ship’s Particulars.2 Bonded Stores Lists.3 Cargo Manifests.

For joint inspection on Departure:5 General Declarations.5 Cargo Declarations.1 Maritime Health Declaration.7 Crew Lists (If any changes).7 Passenger Lists (If any changes).3 Cargo Manifests.

APPROACHES: Foreign vessels proceeding upstream from CJKAnchorage are required to be well informed of their F.W. draft and ETA,so that they may safely pass the South Channel or North Channel.Beforeapproaching the channel, a close watch should be paid to see if anyvessel is steaming down the river.

All foreign vessels entering or leaving the port are requested toobserve the following regulations:1. The Regulations on supervision and control of foreign vessels by The

People’s Republic of China.2. The Regulations on supervision and control of foreign vessels flying

foreign flags sailing in the Changjiang by The People’s Republic ofChina.

3. Regulations for Prevention of Collision at Inland Waters.Foreign vessels are requested to take great care, as buoyage system

of the coastal waters and the river is different.PILOTAGE: Compulsory. Pilot available from sunrise to sunset atBaoshan Anchorage. Pilotage upriver is in 2 stages. The first stage isfrom the mouth of the Shanghai Pilot Station to Baoshan, which is byShanghai Pilot. The second stage is from Baoshan to Taicang, which isby Changjiang Pilot.

Application for Pilot should be made 24 hours prior to arrival. Foreignvessels are required to inform their local ship’s Agent of the vessel’sestimated arrival time at CJK Anchorage and the draft prior to arrival,so that they can arrange the Pilot when the vessel arrives.ANCHORAGES:

Changyiangkou Anchorage: Lat. 30� 56' N., Long. 122� 25' E. toLat. 31� 00' N., Long. 122� 32' E.

Baoshan Anchorage: Lat. 31� 28' N., Long. 121� 28' E. for Pilotchanging.

Liuhe Anchorage: Lat. 31� 33' N., Long. 121� 18' E. to Lat. 31� 36' N.,Long. 121� 20' E. for vessels waiting to berth.

Average depth 50 m.RESTRICTIONS: Entry and departure not permitted after sunset.MAX. SIZE:Jiangsu Yangtze Petro Terminal (JYPC):

Berth D.W.T. LOA Max. DraftNo. (tonnes) (m.) (m.)1 35,000 224 9.02 3,000 100 6.03 1,000 100 4.5

Mobil Terminal:1 25,000 180 8.32 5,000 105 6.5

COSCO Taicang Terminal (CTT):1 25,000 235 11.52 25,000 235 11.5

HEALTH: No Radio Pratique available. When berthed alongside, theQuarantine Officer boards and grants Pratique.VHF: Pilot: Channels 16 and 6.

Terminal: Channels 16 and 6.Penavico: Channel 11.

TUGS: Arranged by local Agent according to vessel’s gross tonnageand LOA.BERTHING: COSCO Taicang Terminal (CTT): The Terminal is locatedin position Lat. 31� 39' N., Long. 121� 12' E.Berth No. 1: Length 270 m., for containers.Berth No. 2: Length 270 m., for general cargo.Operator: COSCO Taicang Terminal Co. Ltd., No. 1 Tonggang Road(East), Fuqiao, Taicang, JS 215434, China. Tel: �86 (520) 370-9888.Fax: 86 (520) 370-9777. Email: [email protected] WWW: www.cttnet.com

Also see ‘‘Max. Size’’ and ‘‘Tankers’’.CONTAINER HANDLING FACILITIES: See ‘‘Berthing’’.MEDICAL: Facilities available.


www.cttnet.com

CHINA, P.R. OF


TANKERS: Jiangsu Yangtze Petrol Terminal (JYPC): The Terminal islocated in position Lat. 31� 35' 06" N., Long. 121� 17' 24" E. (GPS).Operator: Jiangsu Yangtze Petrochemical Co. Tel: �86 (520) 364-5771,353-9848, 353-9696. Fax: �86 (520) 364-5994, 353-9696.Contact: Operations Department.

Berth Length UseNo. (m.)1 330 Oil, chemicals2 208 LPG, RPLG3 208 VCM

RLPG Loading/Discharging: Connection arm size is 8 in. with a 16 in.shore line.

The designed discharging rate is 1,000 cu.m./hr. per grade. Vapourreturn not available.Huanen-Amoco: Total shore tank capacity for RLPG is 63,000 cu.m. andfor PLPG is 6,000 cu.m.

Distance from ship to shore tanks is approximately 2.0 km.Also see ‘‘Developments’’.

Mobil Terminal: The Terminal is located in position Lat. 31� 33' N.,Long. 121� 17' E.

Berth Length UseNo. (m.)1 221 Lube oil, oil, chamicals2 221 LPG

The designed discharging rate is 1,000 cu.m./hr. per grade. Vapourreturn not available.

Total shore tank capacity for PLPG is 8,000 cu.m.Distance from ship to shore tanks is approximately 2.0 m.

FRESH WATER: Available.FUEL: Fuel and diesel available. Advise ‘‘Penavico Taicang’’ ofrequirements by telex or cable before arrival.REPAIRS: Facilities available.AIRPORT: Shanghai Hongqiao International Airport, 50 km. andShanghai Pudong International Airport, 120 km.STORING: Provisions and bonded stores available. The TaicangForeignService Company should be contacted for service.SEAMAN’S CLUBS: Taicang International Seamen’s Club is located inRenmin Road, Taicang City. It provides excellent accommodation andall kinds of entertainment. ‘‘Penavico Taicang’’ should be contacted.GENERAL: Mail Service: Courier service available.DEVELOPMENTS: Jiangsu Yangtze Petro Terminal (JYPC) is planningto build a new berth with the same specifications as JYPC Berth No. 1.Due to become operational in 2003.

A further 24 berths for 25,000 d.w.t. – 50,000 d.w.t. vessels will befinished in the next 5 years. Channel depth will be 15.0 m. by 2008. Allberths under construction will have 12.0 m. draft available.

SHIPMASTER’S REPORT: January 1999.Vessel: Chemical tanker, LOA 180 m., 45,000 d.w.t.Publications:

Charts: B.A. No. 1199, 1602, 1603, 1619.Admiralty Sailing Directions: NP32, Chapter 9, Supplement 32s,

11-06-98.Admiralty Light List: Vol. F.Admiralty Radio Signals: NP286(2) Vol. 6, Part 2.

Approaches: Ship arrived from Lanshan, to the North. No particularproblems encountered. Arrival formalities same as for Shanghai.

I sent ETA messages to ‘‘Penavico Taicang’’ and received instructionsfrom them regarding the Pilot, but in the last 24 hours ‘‘PenavicoShanghai’’ contacted us, and I eventually had a choice of 3 requiredETAs and 3 different pilot boarding positions. As we were drawing over8.0 m. FW, I assumed that we should consider ourselves ‘‘deep draft’’(NP.32 mentions 7.5 m. draft as ‘‘deep’’) and gave my ETA for BuoyNo. 1.

It was later explained that ‘‘Penavico Shanghai’’ organise the pilotagefrom sea to Baoshan off the entrance to the Huangpu Jiang, and localAgents are responsible for other pilotages.

Traffic approaching Buoy No. 1 was heavy. On approach, the pilotboat was on station at Buoy No. 1, but as we got closer she progressedup-river, and we eventually embarked the Pilot between Buoys No. 4and No. 5.

Passage up the river was governed by the need to reach the berth athigh water, so we proceeded at slow speed.

At first, the passage plan suggested that we would arrive too late forthe mandatory daylight berthing, but persuasion was used, allowing usto berth one hour after sunset.

Pilots changed at Baoshan, after which the remaining passage wascarried out at full speed.Berthing: Berthing was undertaken out at slack water, port side to, with2 good tugs assisting.

The position of the connections for this cargo meant that the ship wasset downstream with the aft end of the parallel body of the ship not beingalongside. This caused a slight problem later when the ebb tide started.Tides are strong, and once the bow came off, it was impossible to heavethe vessel back alongside until the tide turned. Extra lines were run toprovide back-up, and the starboard anchor was walked back a fewshackles as a precaution. Apart from tending to hang-off the berth atthe time of maximum tidal flow, the stay alongside was quiet.Formalities: Having just left Lanshan, armed with ‘‘travelling’’ documents,I expected entry to be straightforward. However, the ship was boardedby a large party of officials who required copies of everything. They werefriendly, but it would have been easier to carry out a full initial entryrather than have the ‘‘convenience’’ of a previous Chinese portclearance. The 2 constant requirements are for many copies of the CrewList and the ‘‘Chinese Ship Particulars’’ form.Berth: A new berth, located West to East. There are 4�8 in. loadingarms for ocean-going ships, 2�6 in. arms for barges and 12�6 in. hoseconnections for chemical carriers. The methanol connection was theEasterly one, so the ship was spotted well downstream.

Leads were not too good for keeping the ship alongside, so we putout extra lines when we were all fast.

3,150 tonnes of methanol discharged at a rate of 190 tonnes/hr.There is no shore gangway, and the ship’s position meant that the

accommodation ladder could not reach the berth, so the brow had to beused.Departure: Although we finished at 1600 hrs., we had to wait until thenext morning to depart. At the appointed time, one of the 2 tugs wasmissing. A vital message had not been passed, and we had to wait2 hours for the second tug to come downstream from Nantong.

This put us behind schedule and when we took on the River Pilot atBaoshan, he was concerned about the draft and the time of passing thebar, so we reduced the maximum draft by 0.3 m. When the River Pilotleft between Buoys No. 4 and No. 5, he declared that we were past theshallowest part of the river. As he left, the echo sounder showed evenless water than before, the shallowest stretch of water being betweenBuoys No. 4 and No. 5.General: At the berth, the crew discovered that the run ashore was totheir liking and there were few restrictions from the shore except arequirement for shore passes and a 0200 hrs. curfew for visitors. Theshore passes were only good for the Taicang area. A guard was stationedat the bottom of the gangway at all times.

The river has undergone very extensive development since I was lasthere in 1969. The charts have not kept up with the pace of change asregards the berths being built.

A new international airport is being built S.E. of Shanghai and this isvery conspicuous.

Local barge traffic is dense at all times and is an obvious hazard duringthe passage, but when the ship is alongside they try to pass as closeto the banks as possible when working against the tidal flow. They canbe a hindrance when manoeuvring and when alongside working cargo.

AGENT: China Ocean Shipping Agency, Penavico Taicang, 40 FunanStreet, Taicang City, Jiangsu Province, P.R. of China. Tel: �86 (520)351-0175, 352-2262. FAX: �86 (520) 354-0659.Telex: 85-363290 PENTC CN. Email: [email protected]: www.cttnet.com.ch/penavico

TAIZHOU (Gaogang): 32.17 N. 119.51 E.

PILOTAGE: Compulsory. Pilot service is available during daytime. Pilotboards vessel at the Liuhe Pilot Anchorage.ANCHORAGES: Port Anchorage: Located inside of Port Shoal. Depth10.0 m. Bottom is mud and sand with good holding ground. Max. size25,000 d.w.t.

Luochengzhou Anchorage: Inside of No. 2 Red Buoy. Depth 10 m.Bottom is mud and sand with good holding ground. Max. size15,000 d.w.t.RESTRICTIONS: Vessel cannot enter and sail after sunset.

Tidal range: Max. 2.5 m. Average 1.19 m.Draft limitation of the channel: Mouth of Yangzi River Channel 9.7 m.

(fresh water).VHF: Gaogang Port on Channel 14 throughout 24 hours.TUGS: 1�800 h.p. and 1�2,640 h.p.BERTHING:Stevedore Company

Name Length Depth Max. Size Cargo/ Cranes(m.) (m.) (d.w.t.)

YangwanSynthesize 330 15.0 15,000 3�10, 1�40 tonnes

GaogangZhenhai 186.7 17.0 25,000 General. 3�5-25 tons

Synthesize 80 8.0 5,000 GeneralNo. 5 68 8.0 5,000 General, 2�10 tonsNo. 6 65 6.0 3,000 PassengersNo. 7 65 6.0 3,000 Passengers

Warehouse and Open Storage Space:Warehouse 10,800 cu.m.Open Storage Space 40,000 cu.m.

Main Import and Export Cargo:Steel, ore, grain, containers, coal, chemical fertilisers and timber.CRANES: 1�60 ton and 2�8 ton floating cranes.

Also see ‘‘Berthing’’.FRESH WATER: Available at berth and anchorage.FUEL: Available at berth and anchorage.REPAIRS: Facilities available.STORING: Provisions available.

REPORT: 1998.Max. Size: Draft 9.5 m. (FW), LOA 200 m., 25,000 d.w.t.Loading Rates: Bulk – 1,250 tonnes per day.Discharging Rates: Bulk – Up to 2,000 tonnes per day.

General Cargo – 1,000 tonnes per day.Cranes: Shore cranes – 5�25 tonnes.

AGENCY: Penavico Yangzhou, 141-143 Wenchang (W.) Road,Yangzhou, Jiangsu 225009, China. Tel: 86-514-7889836.Fax: 86-514-7853399. Telex: 364012 Penyz Cn.Email: [email protected]: Taizhou Port, Gaogang District, Taizhou, Jiangsu,China. Tel: �86 (523) 698-1379. FAX: �86 (523) 698-1848.


www.cttnet.com.ch/penavico


CHINA, P.R. OF


TAKU BAR: 38.56 N. 117.53 E.

Also see ‘‘General’’ before first port and ‘‘Tianjin’’.

Guide to foreign vessels calling at Taku Bar (Xiang Jiang, Tanggu andTianjin): Issued by the Harbour Master at Tianjin.

1. Foreign vessels entering Bohai (Pohai Gulf) are only allowed topass through Changshan Channel and/or Laotiehshan Channel. If thelatter way is taken, the vessel must send a wireless message to ‘‘HarbourMaster, Dalian’’ for directory 8 hours prior to passage. It should be notedthat no other Channels are permitted for navigation. (Also see ‘‘Dalian’’).

2. Vessels passing Laotiehshan Channel for Dalian must make adetour along the East of ‘‘Encounter Rock’’.

3. Position of sunken dredger ‘‘Se Ho’’ is at Lat. 38� 31' N.,Long. 119� 10.5' E. Vessels should keep far away from theabove-mentioned area during navigation.

4. Vessel may anchor to wait for Pilot.5. Vessel may send radiogram to ‘‘Penavico Xingang’’ (via Xingang

Coastal Radio Station XSV, calling frequency 500 kHz, workingfrequency 445 kHz, reserve frequency calling 8630 kHz. Listening8364 kHz, working hours 0000 – 2400), giving exact ETA also fore andaft draft, before entering Bohai (Pohai Gulf).

6. The Pilot Station is at Tanggu. All vessels are required to have aPilot when entering or leaving the Ports of Tanggu and Xingang. ThePilot will board the vessel at the anchorage after receipt of exact ETAgiven by the Master.Regulations Issued by the Harbour Superintendent’s Office:

1. All foreign vessels (hereafter referred to as vessels) entering orleaving the Port of Tianjin (hereafter referred to as this port) are requiredto observe strictly the provisions of the Regulations Governing the Entryand Departure of Foreign Vessels into and from Ports of the People’sRepublic of China (hereafter referred to as Regulations GoverningForeign Vessels) and of the Port Regulations of Tianjin.

2. On arrival at this port, vessels are prohibited to use the articlesenumerated in Article VII of the Regulations Governing Foreign Vessels.Should it be necessary to repair any of the articles enumerated in Item2 of the same article, permission to do so must be obtained beforehandfrom the Harbour Superintendent’s Office.

3. Articles placed under seal shall not be used and the seals shallnot be removed without permission. Should any of the paper seals befound falling off, the fact shall be reported to the HarbourSuperintendent’s Office immediately.

4. Whilst in port, vessels are not allowed to dress ship or hoist flagat half mast without the permission from the Harbour Superintendent’sOffice.

5. Vessels in port desiring to undertake any of the following work mustfirst apply in writing to the Harbour Superintendent’s Office. Afterpermission is obtained the work can then be carried out at the appointedplace.

(a) Lifeboat practice;(b) Overhauling boiler, main engine, steering engine or windlass;(c) Engaging in welding work or burning anything on board;(d) Pumping out ballast water regardless of whether the water is

contaminated with oil or not.6. After a vessel’s arrival at this port, sounding, survey sketching,

photo-taking, fishing and swimming are strictly prohibited.7. After arrival at this port, vessels are strictly prohibited to dump

ballast materials, coal ashes, garbage, rubbish and mud, or to dischargedirty oil or oily bilge water into the harbour. It is also prohibited to washdouble bottom oil tanks or oil deep tanks inside the harbour.

8. Vessels in port must provide secure gangways or gang planks withrails or manropes for passengers, crew and all workers to embark ordisembark. All gangways or gang planks are to be provided with lightsat night.

9. Vessels lying alongside the pier should properly cover up all theirexhaust valves and discharge openings on the ship’s side facing thepier.

10. Garbage bins or drums with tight covers must be provided onboard. The bins or drums should not be filled to overflow. When thegarbage-collecting cart comes daily to the ship to collect the garbageand rings the bell on its arrival, the ship should arrange to deliver theship’s garbage into the cart.

11. If, owing to some special reasons, a vessel desires to return tothis port after departure, the Master should first telegraph to the HarbourSuperintendent for permission and must act according to the instructionsgiven.Frontier Inspection Station:

1. All the officers and crew of a foreign vessel and the passengerson board should produce their passports or other certificates to theFrontier Inspection Station and submit to the inspection of the Station.

2. When the ship’s crew or passengers in transit desire to go ashore,the Master is to apply to the Frontier Inspection Station and the passportendorsing authorities, respectively, for landing permits.

3. A landing permit is valid only at the port where it is issued. On theship’s departure, all landing permits for the crew should be returned tothe Frontier Inspection Station for cancellation.

4. The time limit for going ashore is from sunrise to midnight. Whenany Crew member wishes to stay overnight on shore, the Master shouldapply for permission on his behalf. Staying overnight ashore withoutpermission is not allowed.

5. All laws and regulations of the People’s Republic of China mustbe observed.Quarantine Office:

1. During a vessel’s stay in port, if any person on board is found tobe in high fever or to be feverish continuously for several days (or withthe swelling of the lymphatic gland), or to suffer from acute rash on theskin with or without fever, or to suffer from acute diarrhoea and in a stateof collapse, or to suffer from jaundice with fever, the matter should firstbe reported to the Quarantine Office. The patient can go ashore for

medical treatment only when he has been examined and allowed to doso by the Quarantine Officer.

2. Effective rat-guards or other rat-preventing devices should be fixedon all mooring ropes.

3. Gangways and gangplanks are not allowed to be put on to thewharf when not required. Should they be used at night, strong electriclights should be provided.

4. Should any dead rats or mice be found or any rats or mice caughton board a vessel, the fact should be reported to the Quarantine Officefor the necessary inspection to be made.

The above regulations are in force at most Chinese ports.Berthing: In the fairway and on the West side of the first pier vesselsmay pass on 34 ft. draft. Length of pier about 1,500 ft.

Another pier is under construction, and when ready will have berthsfor 5 vessels of about 600 ft. length. The depth alongside will be 34 ft.

On the first pier 7 cranes with a capacity of about 10 tons. It was notpossible to obtain information on the older berths. Four tugs with up to1,000 h.p.

All bunkers to be brought in from Dalian.

SHIPMASTER’S REPORT: June 1990.Tientsin is closed for navigation.Tungku for small vessel above lock and not likely to be used by foreign

ocean going vessels.

SHIPMASTER’S REPORT: July 1990.Taku Bar is not a port but the shallow bar at the entrance to the

channel, where a light vessel was stationed in earlier years and whichwas removed at least 4 to 5 years ago.

All references now taken from Dagu Lighthouse which also fitted witha Racon.

TANGSHAN: 39.13 N. 119.01 E. (See Plan)

REPORT: 1998.

PILOTAGE: The Pilot boards at the Pilotage Anchorage.ANCHORAGES: Jingtanggang Anchorage Lat. 39� 09' 48" N.,Long. 119� 07' 08" E. is the Pilotage and Quarantine Anchorage.

The bottom is mud and sand, the holding ground is good.Depth 13.0 m. – 15.0 m.

MAX. SIZE: Draft 9.5 m. Bulk grain: Max. draft 11.0 m. No LOA or beamrestriction for geared vessels.Tidal Range: Max. 2.74 m. Average 1.98 m.BERTHING: Districts 1 and 2:

Berth Length RemarksNo. (m.)1 – 3 600 Coal4 – 5 4046 – 8 551 Coal

Main Import and Export Cargoes:Imports: Grain, steel, fertiliser.Exports: Coal, salt, cement.

CRANES: 6�10 tonnes.BULK CARGO FACILITIES: Loading Rates: Up to 4,000 tonnes perday with grabs.Discharging Rates: 2,000 – 4,000 tonnes per day.FRESH WATER: Available alongside berth only.FUEL: Diesel oil available in small quantities.REPATRIATION: Possible.GENERAL: Stores: Provisions available alongside berth only.AUTHORITY: Tangshan Harbour Administration, Wang Tan,Tangshan, Leting County, Hebei Province 063600, China.Contact: Harbour Master.

TIANJIN XINGANG (Hsingkang), including Tanggu andTiangin: 39.06 N. 117.10 E. (See Plan)

Also see ‘‘General’’ before first port and ‘‘Taku Bar’’.

APPROACHES: Tianjin: The channel to Tianjin is dredged to allowvessels with max. draft 4.0 m. to be handled. The distance from DagukouMaodi (anchorage) to the city is 54 miles.Tianjin New Port: The new port is situated in position Lat. 38� 59' N.,Long. 117� 45' E. in Bohai Bay at the mouth of the Haihe River. Themain channel has a depth of 12.0 m. at H.W. and is 150 m. wide.PILOTAGE: Compulsory. Pilotage undertaken day and night.ANCHORAGES: Da Gu Kou anchorage has a depth of 10 m. – 13 m.and can accept vessels up to 50,000 g.r.t. The anchorage is unprotectedand provides no shelter from wind, sea or swell. With a North Westerlyor Westerly wind the sea is slight but when the wind is strong the tideis greatly reduced. Ships should take great care in selecting a suitableanchorage position.RESTRICTIONS: Vessels may enter and sail throughout 24 hours.MAX. SIZE: Draft limitation in channel is 11.0 m.

The general draft restrictions are as follows:Vessels loaded with bulk grain (Winter) 10.1 m.Vessels loaded with bulk grain (Summer) 10.4 m.Vessels loaded with steel products and

general cargo for import 8.5 m.export 8.2 m.

Tidal Range: Maximum 3.5 m., minimum 2.0 m.VHF: Penavico on Channel 11 throughout 24 hours. Sinoagent onChannel 74 throughout 24 hours.TUGS: 5�980 h.p., 6�1,670 h.p., 1�1,900 h.p., 1�1,960 h.p.,3�2,600 h.p. and 2�3,200 h.p.

CHINA, P.R. OF


BERTHING: Tianjin: The Tianjin area for smaller ships and bargesfurther upstream is situated along the right bank of the river within theUrban district of Tianjin.Tianjin New Port: The new port lies on the North side of the river andis a man-made harbour. Between two breakwaters, constructed on theSouth and North sides of the work area is the entrance to this harbourwith a width of 1,300 m. 5,000 ton vessels can pass through the 13 milelong, two-way channel of the port at high water. The channel is beingdredged to 16 m. (now 13 m.) and will enable 10,000 ton general cargovessels to pass through.

Area BerthWaterDepth LOA Capacity

CargoHandled

No. (m.) (m.) (tons)

No. 11-4

56

7.58.5

10.5

175 � 4179201

7,0007,000

10,000

GeneralGeneralGeneral

No. 2

7-89-11

12-1314-15

9.09.0

11.59.0

182 � 2177 � 3246 � 2189 � 2

10,00010,00035,00010,000

GeneralGeneral

Bulk Grain

No. 3

(River Portin Tianjin)

5-6789

10-11

4.56.56.55.54.5

115 � 2200148131

177 � 2

3,0006,0006,0005,0005,000

GeneralGeneralGeneralGeneral

Passengers

No. 416-17

1819-20

9.010.010.0

182 � 2182

184 � 2

10,00010,00010,000

GeneralGeneral

SteelFuel Berth 11.0 186 10,000 Fuel

22-23 10.0 177 � 2 10,000 GeneralNo. 5 24

25-2621

10.010.011.0

176229 � 2

398

10,00010,00025,000

GeneralGeneral

ContainersContainerTerminal

27-2829

12.012.0

300295

30,00030,000

ContainersContainers

PassengerTerminal

River PortSea Port

4.58.1

250311

3,0007,000

PassengersPassengers

South ofEast Pier

30-3334

12.08.0

980156

20,00020,000

ContainerContainer

North ofEast Pier 35-39 12.0 1,122 20,000 Coal

South HarbourArea

No. 2Oil Berth

13.5 20,000 Oil

No. 3Oil Berth

13.5 15,000 Oil

Right No. 4Oil Berth

13.5 50,000 Oil

Tanggu: Also see Area No. 3 above.There is a lock at the Western end of the New Port, connecting it with

the Tanggu area on the left bank of the river. The river from the lock isnarrow and winding and its water level varies greatly with the seasons.The lock is 180 m. long�21 m. wide and 5,000 ton vessels in a ladencondition can pass at high water.

Tanggu has 7 berths – five for general cargo and two for passengervessels. Berths No. 5 and No. 6 have a total length of 230 m. for1�3,000 ton and 1�5,000 ton vessel. Berths No. 10 and No. 11 havea combined length of 355 m. for 5,000 ton vessels. Connection withrailway system.

Also see ‘‘Bulk Cargo Facilities’’.CRANES: 4 � 40.5 tonne cranes at container terminal.

1 � 200 tonne and 1 � 120 tonne floating cranes.BULK CARGO FACILITIES:Grain:Agent’s Report: June 1997.Terminal: No. 2 Stevedores Co. No. 13 Terminal.

Distance from sea buoys: 16 milesLength of dock/Length with dolphins: 251 m.Draft restriction alongside: 11.5 m.Dock height at MLW: 5.2 m.Spout air draft at MLW: 15.5 m.Maximum outreach of spouts: 33.7 m.Number of spouts: 1Distance between spouts: MovableCommodities handled: Bulk grainYear built/last modified: 1978Designed loading rate/t.p.h.: 750Potable fresh water available: YesContact Office: No. 2 Stevedores Co.Contact Tel: 86-22-5707673Contact Fax: 86-22-5706717Dock access by vehicle permitted: PermittedIs bunkering permitted alongside?: PermittedOwner/Operator of elevator: No. 2 Stevedores Co.

MEDICAL: Facilities available.FRESH WATER: Contact China Marine Bunker Supply Co., TianjinBranch.FUEL: Contact China Marine Bunker Supply Co., Tianjin Branch.REPAIRS: There are ship repair facilities at and around Xingang Port.AIRPORT: Tianjin Airport. Flights to Shanghai and other major cities inChina, Hong Kong and South Korea.GENERAL:Storage:

Warehouse: 188,832 sq.m.Open Storage: 840,596 sq.m.

Imports: Grain, steel and machinery, etc.Exports: General cargo, coal and maize, etc.Provisions: Contact Tianjin Ocean Shipping Supply Co.

SHIPMASTER’S REPORT: June 1990.Xiang Jiang is the primary port for ocean-going shipping delivering

cargo for Tientsin and Beijing and is under ongoing development. About28 berths are in use, and the number will increase. A number of portainercranes are available on the container berths and there are heavy liftcranes on some of the general cargo berths, also 10 ton cranes. BerthsNo. 1-5 have no cranes. General draft is 9.0 m., but channel has 11.0 m.at low water. Dredging dues are levied on excess draft over 9.0 m. Oneberth for grain, with 2 ‘‘siporters’’ and grab cranes, but it is necessaryto turn round to complete discharge. Coal and minerals are exported.

SHIPMASTER’S REPORT: July 1990 (Updated 1998).Tianjin: Tianjin is the city situated about 54 miles to West of the port of‘‘Tianjin Xingang’’. Tianjin was previously called ‘‘Tientsin’’ and with thepolicy of changing all names into a national language, i.e. Mandarin, allthe port names were changed (Peking became Beijing). Vessels cannotnavigate to Tianjin, except small barges.

For guidance: New name Tianjin Xingang, old name Hsingkang. Newname: Tianjin (City), old name Tientsin.Name of Port: Tianjin Xingang or commonly called ‘‘Xingang’’ (oldEnglish name Hsingkang).Position: Latitude 38� 59' N., Longitude 117� 45' E.Information: One of the busiest ports in The People’s Republic of Chinaand believed to be second only to Shanghai with regard to cargo handled.Being the closest port to Beijing and to the economic zone of Tianjin,the port has become the most important port for North China.Navigation: Reference B.A. Chart No. 2653 – Tianjin Xingangapproaches.

Vessels bound for Xingang should advise Harbour Master ‘‘Dalian’’,8 hours prior to passing Laotieshen Shuidao via Dalian Radio (XSZ),the following information:(1) Name.(2) Nationality.(3) Port of departure and destination.(4) Call Sign.(5) Speed.(6) Colour of hull and funnel.(7) ETA at line joining 38� 43.5' N., 121� 08.0' E. and 38� 23.8' N.,

120� 54.6' E. (Please also see Admiralty List of Radio SignalsVol. 2, part 6).

When approaching the port, it is advisable to be a minimum of 8 miles– 10 miles South of the ‘‘Caofeidian’’ Lighthouse (38� 56.1' N.,118� 30.4' E.) (fitted with a Racon ‘‘C’’), to avoid numerous fishing boatsand nets.Pilotage: Pilot boards at anchorage or 2 miles East of the Dagu Light.Pilotage provided for Xingang and Tanggu.

Vessels should send their ETA’s to ‘‘Penavico Xingang’’ as requiredwith all relevant information.

As a general rule the pilots do not instruct vessels when approaching,and vessels should call ‘‘Penavico’’ on Channel 11 (VHF) for informationand instructions.

Penavico requires following information after anchoring:(1) Time of anchoring.(2) Position – bearing and distance from Dagu Lighthouse.(3) Fuel, diesel and water remaining on board and arrival drafts.Vessels should keep listening watch on Channel 11 throughout the

stay at anchorage.Berthing information announced daily by Penavico at 1400 hrs. local

time.At times agents do not give sufficient notice for vessels berthing and

vessel’s main engine should be kept prepared.Vessels under ‘‘Sino Chart’’ should advise their ETA’s as required.

Port Facilities: Large passenger terminal available West of Berth No. 1,draft up to 8.0 m. Regular local passenger service to Dalian. Manyforeign passenger vessels call at this port.Berths No. 1-5: Used for general cargo up to 7.0 m.

6: Used for general cargo up to 8.5 m.7: Used for general cargo up to 9.0 m.8: Used for discharging bulk sugar up to 9.0 m.9: Used for loading bulk coke, drafts allowed 9.0 m.

Loading by shore cranes with grabs.12-13: For bulk grain discharging. Main berth is No. 13,

discharged by evacuators. Draft allowed up to11.0 m., but may allow deeper drafts depending ontide.

Prior to completion vessels are shifted to BerthNo. 12.

Large vessels up to 60,000 d.w.t. can berth.Average discharging time for 40,000 tonnes of grainat this berth is about 5 days.

Due to only one proper grain berth, and due tolarge amounts of grain imported via Xingang, grainvessels may be delayed for a short period when 2 or3 grain vessels are at the anchorage.

14, 15, 16: Used for general cargo up to 9.0 m. or more.17, 18: Used for discharging bulk fertiliser. Draft allowed up

to 10.5 m. Discharging done by shore cranes andcargo bagged automatically at the pier.

19, 20: For loading coal in bulk. Draft up to 10.5 m. to 11.0 m.21: Containers – regular container service to Hong Kong

and other ports world-wide.All depths are given only as guide and believe depths allowed at some

berths are more than indicated.Port charges extra for vessels berthing with deeper drafts and for quick

discharging, when discharging with a falling tide.Masters are warned regarding signing invoices for quick discharging

and deeper drafts, as charges may be exorbitant.Port Developments: Extensive dredging and land reclamation takingplace at present, including extending the present breakwater.

CHINA, P.R. OF


Fresh Water: Fresh water supplied by barge, even alongside, as notmany hydrants available at the berths.

Water can be supplied at the anchorage at approximately U.S.$4.50per metric tonne, but 3 to 4 days notice required to agents. Due touncertain berthing prospects, vessels should arrive with maximum wateron board.Repairs: Xingang Shipyard can provide all services required. If required,shipyard can board at the anchorage, but prior permission should beobtained by agents from Immigration.

Large dry dock available, vessel of length 200 m. and beam 26 m.can enter.

Shipyard has new building yard, where vessels of 30,000 d.w.t. arebuilt.

Draft at shipyard berths up to 6.0 m.Shipyard can be contacted on VHF. Vessel must first call ‘‘Tianjin

Radio’’ on Channel 16, who will allocate a channel for communication.Medical: Special medical facilities available for foreigners at TangguHospital and arranged by agents, about 20 minutes by taxi. Medicalfacilities also available in the port.Airport: Situated at the city of Tianjin, about 40 miles to the West of theport of Xingang, about one hour by car.

Daily flights to and from Hong Kong, and to many other Chinese cities.Cranes: Many heavy lift floating cranes available.Mail Service: Speedpost parcel service available to Hong Kong. Parcelsarrive within 4 days from Hong Kong. I believe courier service is alsoavailable.Provisions: Available all year round.

Bonded stores available at moderate prices.Port of Tanggu: All regulations and arrival information to be sent to‘‘Penavico Xingang’’ for vessels bound for Tanggu.

Lock gates situated South of the Xingang shipyard area.Mainly used by coastal vessels of 3,000 d.w.t. tonnes, 5 berths are

available for general cargo and small tankers.

AUTHORITY: Port of Tianjin Authority, 29 Zhejiang Road, TangguDistrict, Tianjin, 300450 China. Tel: �86 (22) 2589-6882. FAX: �86(22) 2589-6662. Email: [email protected] WWW: www.tianjinport.comContact: Sun Zhiqiang, Operations Manager

AGENT: See ‘‘Hong Kong’’.

WEI HAI: 37.31 N. 122.08 E. (See Plan)

PILOTAGE: Compulsory. Pilot boards in the Quarantine Anchorage andpilotage only undertaken during day time.ANCHORAGES: Lightering Anchorage: A lightering anchorage islocated in Lat. 37� 29' 44" N., Long. 122� 09' 41" E. The depth of wateris 7.8 m. – 16.40 m. The nature of the bottom is mud and vessels up to10,000 d.w.t. may use the anchorage.RESTRICTIONS: Vessels may only enter and sail during daylight hours.MAX. SIZE: Draft limitation in the channel is 6.5 m.VHF: Radio Station ‘‘Qing 234’’ on Channel 16 throughout 24 hours.TUGS: 1 � 1,200 h.p.BERTHING:

WorkingDistrict


CargoHandled

ShoreCranes

(m.) (m.)Foreign First 234 7.0 Bulk

GrainVessels Working Bulk Salt 4 � 5 tonsWorking District CoalDistrict

STEVEDORES: Working Hours: Weekday: 0700 – 1100, 1200 – 1600.Sundays and Holidays: 0700 – 1100, 1200 – 1600.FRESH WATER: Supplied by Wei Hai Harbour Authority Bureau.REPAIRS: No facilities available.GENERAL: Storage Areas: Warehouse: 3,012 sq.m. Open storagespace: 90,000 sq.m.Imports: Timber.Exports: Various bulk cargoes and bulk salt.Provisions: Contact Wei Hai Foreign Supply Corporation.

REPORT: 1998.Approaches: Channel and harbour basin dredged to 9.5 m.Anchorage: Anchorage for pilotage and Quarantine, bounded by thefollowing co-ordinates:

Lat. 37� 31' 20" N., Long. 122� 10' 58" E.Lat. 37� 31' 56" N., Long. 122� 10' 58" E.Lat. 37� 31' 20" N., Long. 122� 11' 46" E.Lat. 37� 31' 56" N., Long. 122� 11' 46" E.The nature of the bottom is mud and sand. Depth of water within

anchorage is 21.0 m.Max. Size: Draft 10.9 m. (Berth No. 1), LOA 200 m., beam 20.0 m.Cargo Handling Facilities: 38 cargo handling machines with liftingcapacity up to 10 tonnes.Main Imports and Exports:Imports: Timber, fertiliser.Exports: Grain, salt, dry sweet peas, granite blocks.Loading Rates:



Fuel: Available.

WENZHOU: 28.02 N. 120.39 E. (See Plan)

PILOTAGE: Compulsory. Pilotage is undertaken day and night. Pilotsboard vessels at Huang Da Ao Quarantine Anchorage(27� 56' N., 121� 06' 41" E.).ANCHORAGES: Pan Shi Anchorage accepts vessels of 10,000 d.w.t.– 20,000 d.w.t. Depth of water 9.0 m. – 12.0 m. (Wusong Datum Level),holding ground is good.RESTRICTIONS: Large vessels can enter or sail at H.W.MAX. SIZE: Draft Limitation in the Channel:

Pilot Anchorage to Pan Shi Lightening Anchorage – 9.0 m.Pan Shi Lightening Anchorage to Shuo Wharf (by tidal) – 6.0 m.

VHF: ‘‘Wenzhou Radio’’ on Channels 16 and 13.Penavico on Channel 11.

TUGS: 5 tugs up to 600 h.p. available.BERTHING:

Wharf Length Depth Cargo Handled(m.) (m.)

No. 1No. 2No. 3No. 4No. 5No. 6

An Lan

82808384708690

6.06.06.05.07.04.56.5

General CargoGeneral CargoGeneral Cargo

Passenger VesselsGeneral Cargo and Containers

General CargoGeneral Cargo

Yangfu Shan 343 7.0 General CargoLong Wan 425 9.0 Containers

STEVEDORES: Working Hours:0000 – 08000800 – 16001600 – 2400

FRESH WATER: Available.GENERAL: Cargo Handled: Containers, timber, steel, fertiliser, cement,ore and general cargo.

REPORT: 1998.Max. Size: Draft 9.0 m., LOA 180 m., beam 36.0 m., 10,000 d.w.t.Tidal Range: 0.7 m. – 5.5 m.Cargo Handling Facilities: 147 cargo handling machines with liftingcapacity up to 16 tonnes.Loading Rates:



Fuel: Only diesel oil available.Stores: Provisions available.

AUTHORITY: Wenzhou Harbour Administrative Bureau, No. 138 MaHeng Seng Street, 325000 Wenzhou, China. Tel: 86-577-8222931.Telex: 37128 Wzhar Cn. Cables: 3969. FAX: 86-577-8230420.Contact: Fu Zhu-Hua, Harbour Master.

WUHAN: 30.34 N. 114.17 E. (See Plan)

PILOTAGE: Pilot boards at Qing Shan Xia Anchorage. Pilot availablefrom 0800 hrs. until 1800 hrs.ANCHORAGES: Qing Shan Xia Anchorage suitable for vessels up to35,000 d.w.t. Depth of water 7.0 m. – 15.0 m.RESTRICTIONS: Berthing and unberthing in daylight hours only.

Draft is restricted to 9.5 m. as vessels have to cross a bar at the mouthof the Chang Jiang River.MAX. SIZE: Draft limitation in the channel:

November – March: 4.5 m.April – October: 8.0 m.

VHF: Port on Channel 16 throughout 24 hours.TUGS: Available.BERTHING:WorkingDistrict Berth Length Depth Draft

CargoHandled

ShoreCranes

No. (m.) (m.) (m.)Han Knu 24

2510598

6.06.0

5.55.5

GeneralGeneral


Jiang Wan 35 101 5.0 4.5 General 4�10 tonsHan Yan 9-10 800 8.0 7.0 General 10�30 tonsYan Luo 1 78 10.0 9.0 General 3� 5 tons

Also see ‘‘Report’’ dated 1998.CRANES: Floating Cranes: 3�30 tons and 2�50 tons.FRESH WATER: Available.FUEL: Available.GENERAL: Cargo Handled: Textiles, local livestock products and lightindustrial products.Storage:

Warehouse: 62,000 sq.m.Open storage area: 400,000 sq.m.

REPORT: 1998.Max. Size: Draft limitations: April – October 8.0 m.

November – March 4.0 m.Airdraft in Summer 25.0 m., in Winter 28.0 m., 5,000 d.w.t.

Cargo Handling Facilities: 59 cargo handling machines with liftingcapacity up to 40 tonnes.Main Imports and Exports:Imports: Steel, timber, grain.Exports: Ore, general cargo.Loading Rates:



www.tianjinport.com

CHINA, P.R. OF


Discharging Rates:Grain: 1,500 tonnes per day.Steel Products: 1,800 tonnes per day.

Fuel: Only diesel oil available.Stores: Provisions available.

WUHU: 31.22 N. 118.22 E.

PILOTAGE: Pilotage is undertaken from 0800 hrs. – 1700 hrs., and Pilotboards vessel at Pilot Station.ANCHORAGES: Anchorage No. 1 at Wuhu Port has a depth of 8.0 m.– 12.0 m. The bottom is mud and sand. The anchorage can acceptvessels of 10,000 d.w.t. – 15,000 d.w.t.RESTRICTIONS: Entry and departure throughout 24 hours.

Draft limitation in the channel in dry season is 6.1 m.Tidal Range: Maximum 4.36 m. Minimum 0.10 m.

VHF: Port on Channel 6 throughout 24 hours.TUGS: 7 tugs up to 980 h.p.BERTHING:Handling Max. Size CargoDept. Berth Draft LOA Handled Shore Cranes

(No.) (m.) (m.)Wuhu 5 8.0 120 General

6 7.0 100 General 1�3 tons8 10.0 140 Passengers

11 7.0 100 General 1�3 tonsFu 12 9.0 120 General

13 7.0 100 Heavy Cargo 1�15 tons15 6.0 100 Bulk 2�3 tons16 6.0 100 Bulk17 8.0 402 General 4�5 tons


29 5.0 100 Various 2�5 tons2�10 tons

32 6.0 120 Coal 2 Quay CranesCRANES: Floating crane with capacity 15 tons.

Also see ‘‘Berthing’’.STEVEDORES: Working Hours: 24 hours.FRESH WATER: Available.REPAIRS: Possible.GENERAL: Storage: Warehouse: 28,179 sq.m. Open storage space:109,129 sq.m.Cargo Handled: Coal, metal ore, timber, fertiliser, grain and generalcargo.


Bulk: 1,800 tonnes per day.General Cargo: 1,500 tonnes per day.

Discharging Rates:Bulk: 2,000 tonnes per day.General Cargo: 1,800 tonnes per day.

AUTHORITY: Wuhu Port Authority, Wuhu, Anhui Province, People’sRepublic of China.

XIAMEN (Amoy): 24.30 N. 118.04 E. (See Plan)

PILOTAGE: Pilotage is compulsory and is undertaken in day time only.The pilot boards the vessel in the Pilot/Quarantine Anchorage.ANCHORAGES: Pilot/Quarantine Anchorage: The anchorage is locatedin position Lat. 24� 25' N., Long. 118� 03' E. The depth of water in theanchorage is 12.0 m. and the bottom is sand and mud. Vessels up to100,000 d.w.t. may use the anchorage and larger size vessels may usethe anchorage for shelter only.MAX. SIZE: The draft limitation in the Channel up to the Pilot/QuarantineAnchorage is 12.0 m. and the limitation in the Channel from thePilot/Quarantine Anchorage to Dong Du Wharf is 8.0 m.Tidal Range: Maximum: 6.0 m., minimum 4.5 m.VHF: Xiamen Radio on Channels 16, 12 and 25. A 24 hour service ismaintained.TUGS: 1 � 600 h.p., 2 � 800 h.p., 2 � 1,670 h.p. and 1 salvage tugof 2,640 h.p.BERTHING:

Berth Length Depth Max. Size Cargo Handled CranesNo. (m.) (m.) (d.w.t.) (tons)

Ha Ping District1* 64 7.0 3,000 General 2�1.52* 100 8.0 5,000 General /Passengers 2�1.5

Dong Du District1 142 9.9 15,000 Grain 1�30.52 228 12.6 80,000 Bulk 2�103 165 12.6 80,000 General 2�104 142 9.9 15,000 General 2�10

* Floating BerthAlso see ‘‘Bulk Cargo Facilities’’.

BULK CARGO FACILITIES:Grain:Agent’s Report: June 1997.Terminal: Dongdu No. 2.

Distance from sea buoys: 25 milesLength of dock/Length with dolphins: 254 m.Draft restriction alongside: 11.7 m.Commodities handled: Grain (wheat)Year built/last modified: 1987Potable fresh water available: YesContact Office: Penavico XiamenContact Tel: 592 6016997Contact Fax: 592 6015586Dock access by vehicle permitted: NoIs bunkering permitted alongside?: Special permissionLargest vessel loaded: 50,000 d.w.t.

FRESH WATER: If vessel requires fresh water alongside, she shouldcontact Xiamen Waterboat Bureau. If vessel is at the anchorage, sheshould contact Xiamen Tug Water Company.FUEL: Contact China Marine Bunkers Supply Co., Xiamen Branch.REPAIRS: Repair facilities available.GENERAL:Storage: Warehouse: 41,000 sq.m. Open Storage Space: 354,000 sq.m.Imports: Wheat, fertiliser, cement, steel, coal and sugar.Exports: Salt, tea and graphite powder.Provisions: Contact China Ocean Shipping Supply Corporation.

SHIPMASTER’S REPORT: February 1986.Documents: Standard Chinese Forms.Pilots: Pilots ordered by Agents only if the vessel shifting from workinganchorage to alongside after clearance.Approaches: As per sailing directions and charts. The swept channel isvery narrow, and the ship must pass 3 cables off a rock awash to portsoon after an alteration. Then 3 cables off another rock to starboard.The channel is not marked for night navigation, and navigation shouldonly be attempted with good radars and very careful planning.Navigationlights are weak and extinguished. Pilotage is not available from sea toQuarantine/Working Anchorage and vice versa. (Quemoy and Matsu lieclose to starboard of channel).Anchorage: Quarantine and cargo working anchorages are to the Southand West of Gulang Yu Island. Cable crossing area to Eastward, somedangers as shown on chart. Good shelter from monsoon.Health: Standard Chinese Health Declaration and Vaccination Listsrequired.Radio: Xiamen Radio Station used when within range and if the operatoris on watch. Otherwise vessel should use Guangzhou or ShanghaiRadio.VHF: Xiamen Radio. Call on Channel 16, ask for ‘Penavico’ and thestation will patch through, normally on Channel 12.Tugs: For berthing 2 tugs pushing, for sailing 1 tug pushing.Berthing: The Inner Harbour or Neigang is only suitable for small coastalvessels. Ocean-going vessels may berth at Dong Du (24� 30' N.,118� 04' E.) at new wharf for 5 vessels. Large range and fall of tide,loaded vessel’s bulwarks drop below wharf level. Said to be capable ofberthing two 50,000 ton vessels, and others of 10,000 tons.Cranes: At Dong Du, one standard container crane on rails at No. 1Berth. A number of standard Chinese two wire grabbing/general cranes.Ship’s gear also used which may work ashore or overside.Bulk Cargo Facilities: At Dong Du, 2 berths equipped for bagging bulkcargo discharged by grabs. Artificial fertilisers are worked at wharf andanchorage.Specialised Cargo Handling Facilities: Full container terminal behindcontainer crane.Density: About 1022 at Dong Du.Fresh Water: By barge at anchorage or by low pressure shore hose atDong Du.Fuel: Fuel oil and diesel oil said to be available but details not known.Repairs: A small local shipyard, and several boatyards but details notknown.Repatriation: Possible. Local airfield with flights to major cities in Chinaand some times to Hong Kong. Twice weekly overnight ferry to HongKong.Time: GMT plus 8 hours.Telephones: Telephones/Telexes: Recently modernised as part of theSpecial Economic Zone centred on the nearby Huli Industrial Estate.Direct dialling to Hong Kong. Quick operator service to the U.K.

Mail service was erratic, 7-20 days from Hong Kong, one despatchwent missing.Storing: Provisions supplied by light truck to foot of gangway at Dong Du.Shore Leave: Allowed. Shore passes issued for non-Chinese personnel.Developments: 4 berths to be built. One berth for container vessels and3 berths for general cargo and bulk (3�25,000 d.w.t. vessels). The portis likely to have a Free-port within the next few years.Agent: China Ocean Shipping Agency. Cables: ‘‘Penavico’’.

REPORT: 1998.Max. Size: Draft 12.5 m. (HW), LOA 220 m., airdraft 53.0 m.Cargo Handling Facilities: 209 cargo handling machines with liftingcapacity up to 16 tonnes.Loading Rates:

Bulk: Up to 5,000 tonnes per day.Packaged Cargo: Up to 3,000 tonnes per day.

Discharging Rates:Wheat: Up to 5,000 tonnes per day.Fertiliser: Up to 5,000 tonnes per day.Packaged Cargo: Up to 3,000 tonnes per day.Bagged Sugar: 1,000 tonnes per day.Steel Products: Up to 3,000 tonnes per day.Granite: 6,000 tonnes per day.

CHINA, P.R. OF


XIJIANG TERMINAL: 21.18 N. 114.57 E. (See Plan)

LOCATION: The 152,404 tonnes deadweight tanker ‘‘Nan Hai Kai Tuo’’was converted to a Floating Storage Production and Offloading (FPSO)unit, and is moored with a disconnection system in the Pearl River MouthBasic Oil Field, approximately 80 miles S.E. of Hong Kong.Geographical Position – Platform: Platform ‘‘24-3’’ is in positionLat. 21� 22' 44.77" N., Long. 114� 54' 41.51" E.

Platform ‘‘30-2’’ is in position Lat. 21� 16' 16.91" N.,Long. 114� 58' 33.24" E.Geographic Position – FPSO: The FPSO is moored in positionLat. 21� 18' 24.73" N., Long. 114� 57' 16.43" E.

This position is on a straight line connecting the position of the twoplatforms (See ‘‘Plan’’).Designated Waiting Area: Tankers arriving to load must not approachwithin 10 miles of the undersea pipelines connecting the platforms to theFPSO, until directed to do so by the Mooring Master.DOCUMENTS: Customs Clearance: Non-Chinese flag tankersscheduled to loading Xijiang Crude will be required to obtain PortClearance through the ship’s Agent.

Agents available in Shekou:(a) Penavico China Ocean Shipping Agency. Tel: �86 (755) 669-5216,669-2746 or 668-5692. Fax: �86 (755) 669-2769, 668-9946.Telex: 420833 Cosas Cn, 420882 Cosas Cn.(b) Sinoagent China Marine Shipping Agency Shenzhen Co. Tel: �86(75) 669-1216. Fax: �86 (775) 669-2455. Telex: 420815 Agtsz Cn.Cables: Sinoagent Shenzhen.

In order to obtain clearance without delay, the shipowner shouldsubmit, by fax, the following information or documents to the shippingagency well in advance:1. Name of vessel.2. Nationality/Flag.3. LOA, beam, Summer draft of the vessel.4. Name of Owner/Manager.5. Contact person, telephone, telex number.6. Vessel’s ETA.7. International Certificate of Registry.8. Load Line Certificate.9. Crew List.

10. Last Port Clearance.11. Safety Construction Certificate.12. Safety Equipment Certificate.13. Safety Radio Certificate.14. IOPP Certificate.15. Vessel’s GRT/NRT/DWT.16. Vessel’s last/next discharge port.Export Permit: Cargo destined for discharge outside China must bescheduled at least one month in advance to enable the necessary exportpermit and Customs documents to be obtained.APPROACHES: Navigational Signals:Day Signal:

(a) One black ball – black diamond – black ball in vertical line on thesignal mast.

(b) One black ball on the bow.Night Signal:

(a) Three vertical lights (Red – White – Red) on the signal mast.(b) One red light (Dangerous Cargo light) on the signal mast.(c) One white light (anchor light) on the bow.(d) One white light (Anchor light) on the stern.

PILOTAGE: See ‘‘General – Pilot’s Report’’ before first port.MAX. SIZE: Size Limitations for Offtaking Vessel: The Terminal isdesigned to load vessels between 35,000 d.w.t. and 120,000 d.w.t.RADIO:FPSO Radio Station: The FPSO is equipped with HF radio call sign‘‘5LUG’’ (five-lima-uniform-golf). GMDSS Sat No. 00873 (00872)1252311 (voice), 00873 (00872) 1252320 (Fax). MMSI No. 636003514.Office Fax and Telephone: The Terminal Operator, Philips China Inc(PCI), can be contacted at their office in Shekou.

Telephone: �86 (755) 669-1786.Fax: �86 (755) 668-7537, 667-2865.

Marine VHF Equipment: The FPSO and the support vessels areequipped with marine VHF. Listening continuously on VHF Channels 71and 16, working Channel 68.

The VHF call sign for the FPSO is ‘‘Nanhai Kai Tuo’’.Walkie-Talkie Sets: Hand held VHF radios are available forcommunication between the Mooring Master, FPSO and support vesselsduring mooring, loading and unmooring procedures.Long Range Communications (FPSO): All long range communicationsshould be conducted by Fax whenever possible, otherwise by HF radio.

Information regarding tanker ETA’s, arrival or departure from theloading terminal should also be directed to the PCI office in Shekou.

The tanker’s Master should advise his ETA 96 hours, 72 hours,48 hours, 24 hours and 12 hours prior to arrival at the NOR position.Should the ETA change more than 3 hours following the 12 hour ArrivalNotice, the Master of the tanker should promptly notify the TerminalOperator of the new ETA.Contact with FPSO: When within range, the tanker’s Master shouldcontact the FPSO on VHF Channel 16 or 71 and agree on anotherchannel for further communications.

Good communications between the tanker and the FPSO is anessential feature of the loading operation. Primary and secondarymethods of communication must be established and agreed on to allowfor possible equipment failure.Contact with Support Vessels: After boarding the tanker, the MooringMaster will establish primary and secondary communications with thesupport vessels using the taker’s VHF or hand held sets.Emergency Communications: In the event of an emergency when at theFPSO or near approaches, the first line of communication will normallybe on VHF radio on the channel currently used. VHF traffic may beheavy and the words ‘‘emergency’’ and ‘‘priority’’ should be emphasised.

Failure of Radio Communication: In the event of such failure on thetanker when moored or in close proximity to the FPSO, the vessel shallsound a series of short horn blasts on the whistle and make a series ofshort flashes on the signal lamp to attract the attention of the FPSO andthe support vessels.

On receipt of such signals, the FPSO will immediately stop all pumps,should loading be in progress. The support vessels will proceed to thetanker and relay communication as required.VHF: See ‘‘Radio’’.TUGS: Support Vessels: Two support vessels are available to assist atanker mooring, loading and unmooring.

One of these tugs (8,000 b.h.p.) will act as a stern tug throughout theloading operation, while the tanker is moored to the FPSO.BERTHING: General Description of the FPSO: The FPSO is moored bya Buoy Turret Mooring (BTM), connected to a submerged mooring buoy.In the event of an imminent typhoon, the FPSO may disconnect fromthe mooring and sail to safety. When the FPSO is disconnected, themooring buoy sinks to its free float depth of 31 m. below sea level andsupports the anchor lines awaiting reconnection.

A tanker loading Xijiang Crude will be berthed by a single bow mooringhawser connected to the stern of the FPSO.

Crude is loaded through a floating hose string from the stern of theFPSO to the loading tanker’s midship manifold. 1�16 in. connectionshould be made on the port side.Requirements for Offtaking Vessels:(a) A bow centre fairlead with minimum dimensions 600 mm. �

450 mm.(b) A chain stopper fitted at the bow and conforming to the OCIMF

Recommendations for Equipment for Mooring at Single PointMoorings.

(c) The distance from bow to midship manifold connection not toexceed 150 m.

(d) A midship hose lifting capacity of 15 tons SWL.(e) An empty winch drum with capacity for 200 m. of 10 in. messenger

line.(f) Midship hose connections conforming to the OCIMF

recommendations for oil tanker manifolds.(g) Fully segregated clean water ballast.(h) The Terminal will refuse to accept a vessel with deficient inert gas

system, or any deficiency which may constitute a safety or oilpollution risk.

(i) Capacity required to receive at least 210 cu.m. hose flushing waterin slop tank on arrival, and approximately 70 cu.m. prior to loadingand 140 cu.m. on completion of loading..

(j) Helicopter winching area as per ICS guideline on port side for superpuma helicopters.

(k) SOLAS approved (ISM code).Also see ‘‘General – Pilot’s Report’’ before first port.

MEDICAL: No medical attention is available at the Terminal. Inemergency, only evacuation by helicopter can be considered. Fornon-PRC nationals, this must be arranged by Owner’s Agent in HongKong.CARGO OPERATIONS: Storage Capacity: The FPSO has a totalstorage capacity of about 1,000,000 barrels of crude oil. In practice, themaximum cargo to be loaded is unlikely to exceed 800,000 barrels.Cargo Heating: Xijiang Crude has a high pour point and will be loadedat a temperature around 135�F. Loading tankers must be capable ofmaintaining the cargo temperature throughout loading, carriage anddischarge.Floating Hoses: Loading is effected through a floating hose stringcomprising approximate total length of 880 ft. (268 m.).

The capacity of the floating hose string is approximately 297 barrels(47.5 cu.m.).Cargo: Approximate data for Xijiang Crude Oil:

Platform 24-3 Platform 30-2API at 60�F 33.1 28.3Loading Temperature 135�F 135�FVapour Pressure 13 psia at 135�F 12 psia at 135�FViscosity 8.3 cp 16 cpBS & W less than 0.5% less than 0.5%Pour Point 105�F 100�FCrude oil will be received by FPSO from Platform ‘‘24-3’’ and Platform

‘‘30-2’’ through subsea pipeline.The loaded oil will be a blend of both sources with approximate data:

API at 60�F: 31.0Loading temperature: 135�F.BS & W: Less than 0.5%.

FRESH WATER: Not available.FUEL: Not available.REPAIRS: No repairs to the tanker are permitted while moored at theFPSO.REPATRIATION: No repatriation can be considered from the offshoreTerminal.STORING: No mail or supplies can be received or sent.SHORE LEAVE: Not possible.GENERAL: The chart datum depth in the FPSO location is 100 m.(328 ft.).

The tidal range is less than 1.7 m.The average surface current is approximately 1.0 knots to 1.5 knots

in a prevailing Westerly direction. Rip tides affect the area during theSummer months.

The average sea water density in the area is 1026.

SHIPMASTER’S REPORT: February 1995 (Updated 2002).Location: The Xijiang Terminal is located in the South China Sea in thePearl River Mouth Oil Field, approximately 80 nautical miles S.E. of HongKong (25 nautical miles East of Huizhou Terminal), in the People’sRepublic of China continental waters.Production Platforms:

No. 24-3 in Lat. 21� 24' N., Long. 114� 55' E.No. 30-2 in Lat. 21� 17' N., Long. 114� 58' E.

CHINA, P.R. OF


At the time of loading (February 1995), only Platform 24-3 wasproducing, while Platform 30-2 was under construction.

Floating Storage Production and Offloading (FPSO), the152,404 d.w.t. tanker ‘‘Nan Hai Kai Tuo’’ moored by a Buoy TurretMooring (BTM) connected to a submerged mooring buoy in positionLat. 21� 18.3' N., Long. 114� 57.2' E.

Positions of platforms and FPSO were observed by ship’s GPS duringloading at the Terminal.Publications: Nautical references of the area can be found in the followingpublications:

British Admiralty Sailing Directions No. 30 – South China Sea.U.S. Hydrographic Office Sailing Direction No. 93 – Western Shores

of South China Sea.British Admiralty Charts No. 1968 and 2661B.Chinese Nautical Charts and Sailing Directions relating to the area.

Documents: Port Authorities or Agent did not board vessel on arrival,during loading or on departure. This is normal.

Prior to arrival, the following documents should be faxed to the localAgent in Shenzhen:

Last Port Clearance.Crew List.Certificate of Registry.Load Line Certificate.Safety Construction Certificate.Safety Equipment Certificate.Safety Radio Certificate.IOPP Certificate (No need for Form ‘‘B’’ to be faxed).Cargo documents were issued by the Master of ‘‘Nan Hai Kai Tuo’’,

and departure clearance issued by Shekou Harbour SuperintendencyAdministration handed over by Mooring Master, who will do most of thepaper work.Approaches: Approaching from the West, it would be recommended tokeep oil fields well clear on the port side. Position can be obtained bycharted platform at position Lat. 21� 30' N., Long. 116� 09' E., andHuizhou FPSO at position Lat. 21� 21.5' N., Long. 115� 24.6' E., laterbeing equipped with Racon System on ‘‘X’’ and ‘‘S’’ band, emitting Morsecode sign ‘‘N’’ at range of more than 35 nautical miles. Xijiang FPSOgives a good echo on the radar, as well as the Platform ‘‘24-3’’, but dueto numerous fishing boats in the vicinity, this target is not easilyrecognisable, especially during restricted visibility.

According to the Terminal instructions, tankers arriving to load mustnot approach within 10 miles of the undersea pipelines connecting theplatforms to the FPSO, until directed to do so by the Mooring Master.Anchorage: There is no designated anchorage area in the vicinity. Echosounder recorded depths slightly slopped for last 30 miles of approachfrom 100 m. to 90 m. contour. Even though there is a chartered depthof 57 m., the spot could not be found and with 9 shackles on deck, shiprested quietly at anchor during the night with Force 5-6 N.E.’ly Monsoon.Sea bottom 12 miles North of Xijiang FPSO was silty sand and providedgood holding for the anchor. Great care must be taken while choosinganchorage, as this area is crowded with submerged pipelines,telecommunication and power cables. Good seamanship has to be keptin mind when anchoring, due to the depth of water. According to thelocal information, ships waiting for a longer period (a few days) anchor30-35 nautical miles off Chinese mainland. During the N.E. Monsoon,good and well sheltered anchorage in 30 m. – 35 m. of water could befound. As we were first foreign ship to call at Xijiang Terminal (4th intotal), this may apply for Chinese ships only, but in case of need couldbe verified with local Agent. Ship will need 5 to 6 hours steaming timefrom such anchorage to the Terminal.Restrictions/Max. Size/Requirements: The Terminal is designed to loadvessel between 35,000 d.w.t. and 120,000 d.w.t.

Berthing is restricted to daylight operations only. There are norestrictions for unberthing.

In the event of an imminent typhoon, ships may be disconnected andsent for shelter. When the FPSO is disconnected, the mooring buoysinks to its free float depth of 31 m. below sea level, and supports theanchor lines awaiting reconnection, while FPSO sails to safety.According to the local information, ships stayed moored and continuedloading in up to 40 knots winds. The hawser tension is monitored at alltimes during the operation and the tension should never exceed200 tons.

Terminal requirements for tankers loading at Xijiang are:(a) A bow centre fairlead with minimum dimensions 600 mm. �

450 mm.(b) A chainstopper fitted at the bow and conforming to the OCIMF

Recommendations for Equipment for Mooring at Single PointMoorings.

(c) An empty winch drum with capacity for 150 m. of 10 in. messengerline.

(d) The distance from bow to midship manifold connection not toexceed 150 m.

(e) Helicopter winching area on port side forward.(f) A midship hose lifting capacity of 15 tons SWL.(g) A midship hose connection conforming to the OCIMF

recommendations for oil tanker manifolds.(h) Fully segregated clean water ballast.(i) Capacity required to receive at least 210 cu.m. hose flushing

water in slop tank on arrival and a total of 210 cu.m. after loading.(j) The Terminal will refuse to accept a vessel with deficient inert

gas system or any deficiency which may constitute a safety or oilpollution risk.

Radio/VHF: The FPSO (Call sign ‘‘5 LUG’’) is equipped with:HF radio.Inmarsat telex number 1243253 answerback JAVAX operating in

P.O.R.VHF marine equipment, preferred Channels are 71 and 68, but would

answer on 16 as well.

Hand-held VHF sets for communication between FPSO and LoadingMaster. A spare set could be obtained from FPSO on loading tankerrequest, for communication between two CCR;.

Both support vessels are equipped with VHF radios, long range andportable sets.Communications: According to Terminal regulations:‘‘All long range communications should be conducted by telex wheneverpossible, otherwise by HF radio. The tanker’s Master should advise hisETA 96 hours, 72 hours, 48 hours, 24 hours and 12 hours prior to arrivalat the N.O.R. position. If the transit time from the previous port is lessthan 96 hours, ETA should be sent as soon after departure as possible.Amendments should be sent if the ETA changes by more than 3 hours.When within range, the Master should contact the FPSO on VHFChannel 16 and agree on another channel for further communications’’.

After several unfruitful attempts to contact FPSO, both by telex andHF radio, this practice was abandoned and ETA messages sent viaAgent (Penavico located in Shekou, Shenzhen, P.R.C.) without anyproblem. Before arrival and after anchoring, communication with FPSOcould not be established. It was 1 hour after ship had anchored that wereceived call from Loading Master on Channel 16 with instructions.Pilotage: Mooring Master joins by helicopter whenever possible. It is alarge helicopter, and landing on deck was never in question. Terminaloperators insist on winching only. Helicopter is not equipped for nightoperation, and in case ship has to unberth during the night, MooringMaster and his party will disembark by pilot ladder. There is a brandnew personnel basket on board the FPSO, and if requested, MooringMaster will make necessary arrangement and disembark by basket.Although this method is not routine practice at this Terminal, due to highswell it is much safer. Mooring Masters (3 Italians) are stationed ashoreand not on the FPSO. They are contracted for job and could service anyTerminal in the area. I found them highly professional.Tugs and Support Vessels: Two support vessels are available to assistmooring, loading and unmooring operations. Tug ‘‘Hua Hai’’ of8,000 b.h.p. is equipped with firefighting equipment, and acts as a sterntug throughout the loading operation while ship is moored to the FPSO.Tug ‘‘Hua Da’’ of approximately 6,400 b.h.p. is used for handling cargohoses during mooring. Both tugs have orange hull with white house andcompany logo on the white funnel. It appeared that craft were mannedby European Masters and Chinese crew. They performed all operationssatisfactorily.Berthing: The ‘‘Nan Hai Kai Tuo’’ is a converted (adapted) 152,404 d.w.t.tanker built in the 70’s. It has a huge black hull, and unusual whitestructure, in addition to normal accommodation with twin black and bluefunnels, heading in to the wind or current.

Mooring Master boarded ship by helicopter about 3 nautical miles offFPSO port quarter, this gives ship sufficient room for manoeuvring atslow ahead to swing to the wind for helicopter operation party of 4 mento be winched down on main deck (Mooring Master, 2 Mooring Men andCargo Surveyor). Ship proceeded on dead slow ahead at speed ofapproximately 4 knots to about 1,000 m. off FPSO stern. With enginestopped, and due to wind and current, ship was gradually loosing speed,and when 300 m. off FPSO stern, vessel stopped and 3 in. lead lineconnected. No line throwing equipment was used. Rope led throughstarboard ‘‘centre’’ fairlead and chainstopper to the ready and emptystarboard windlass drum. After 150 m. of lead line was coiled on winchdrum, 10 in. messenger appeared. Ship’s engine was used to giveminimum head movement and provide steering. Heaving of 150 m. of10 in. messenger and coiling it on winch drum took 15 minutes, and final3 in. chafing chain was secured on ship’s chainstopper. Completeoperation (from lead line to chain) took 18 minutes. Ship was safelymoored to the FPSO with combined 45 m. hawser and 8 m. of chafingchain on each side of hawser. After hose was connected, supply tug‘‘Hua Hai’’ took line from ship’s stern.Connection: Loading is effected through a floating hose string comprising7�40 ft. lengths of 20 in. diameter hose and 17�35 ft. lengths of 16 in.diameter hose. Total length of approximately 880 ft. including CamlockBreakaway coupling, with capacity of approximately 297 U.S. barrels.One 16 in. manifold connection is required with standard 150 ANSIflange. Equipment to secure hose during loading is supplied by Terminal.Connection is made by ship’s crew under the supervision of LoadingMaster. The method of hose connection conforms with OCIMFrecommendations, at least in general. Floating hose is full of sea weeds,and marking lights on the hose itself are all out of order, makingidentification during dark hours impossible. A butterfly valve is fitted tothe hose end (2002).Loading: Approximate data for Xijiang Crude Oil supplied by Terminalare:Platform 24-3 30-2 LoadedAPI at 60�F 33.1 28.3 38.4Load Temperature 135�F 135�F 142�FVapour Pressure (at 135�F) 13 psia 12 psia –Viscosity 8.3 cp 16 cp –BS & W �0.5% �0.5% 0.17Pour Point 105�F 105�F –

At the time of loading, only Platform ‘‘24-3’’ was in exploitation. APIchanged frequently, and even after loading was completed, Terminalchanged API 3 times in less than 1 hour. When Platform ‘‘30-2’’commences production, the loaded oil will be blend from both sources.The FPSO has a total storage capacity of about 1,000,000 U.S. barrelsof crude oil. In practice, the maximum cargo to be loaded is unlikely toextend 800,000 barrels.

Maximum loading rate offered by Terminal was 45,000 U.S. barrelsper hour. As ship is limited by ‘‘only’’ 19,895 U.S. barrels flow rate throughone connection, loading rate was agreed at maximum 20,000 U.S.barrels. Terminal could or would not keep such low rate, and at the endof loading, average loading rate came to 23,520 U.S. barrels per hour,resulting in protests from both sides.

Loading tanker must accept the loading hose displacement water (verycommon practice in this area), and keep it segregated in slop tank. Thequantity of the water to be flushed is 70 cu.m. before the loading starts,

CHINA, P.R. OF


and 140 cu.m. at the end of loading operations. Ship’s tanks areinspected by Terminal surveyor prior to loading and after final flushinghas been completed. Surveyor issues flushing water report. Samples ofcargo from all ship’s tanks are taken and sent to FPSO. After initialflushing, it is good practice to start loading in only one tank, and collectall eventual remaining water in that tank. Due to high pour point, cargohas to be heated at the commencement of loading operations. Oncompletion of loading, all deck lines drained, and if possible blownthrough by inert gas to insure good drainage of the cargo that could notbe heated during passage.Unmooring: With loading hose flushed (operation takes 12 minutes) anddisconnected (45 minutes), hose remains attached to the ship’s manifoldand is released only after chafing chain is off the ship. On the bow, crewstarts heaving on the messenger rope and releases chafing chain fromchainstopper. Aft tug starts pulling the ship away from FPSO andmessenger and lead rope are slacked away, and finally handed over tosupply boat. With stern movement, and as the rope on loading hosestarts picking-up weight, same is realised. Next the tug is dismissed aftand this tug then tows hose away. With deck lights on, hose was stillvisible.

Cargo documents are normally ready in 1 to 2 hours. We were not solucky, and when Terminal finally proclaimed final API, complete set ofdocuments fell in the water and were lost. A new set of documents hadto be made, and 5 litres of cargo samples had to be delivered to theship. After 3.5 hours waiting and drifting, Mooring Master and his partydeparted and ship was ready to sail.Safety: In general, OCIMF publications, such as International SafetyGuide for Oil Tankers and Terminals, Ship to Ship Transfer Guide(Petroleum) and Guide to Helicopter/Ship Operation are used at theTerminal.

FPSO has a permanent helicopter service connecting it with the shore,occasionally several times a day. We were never warned of suchoperations going on, or that loading was not interrupted due to helicopteroperations.

During loading, on several occasions, slight oil film was noticed in thearea, and I suspected it came either from the FPSO or loading hose.Loading Master was advised on each such occasion, and internalinvestigation made.

According to Ship to Ship Transfer Guide, maximum allowed loadingrate per 16 in. connection should not exceed 31,050 U.S. barrels perhour. It would be prudent to clarify this.Operator: Phillips Petroleum International Corporation Asia operates theTerminal. FPSO is fully manned with European (Italian) Officers andChinese crew. Additional production crew is a mixture of mostlyEuropeans and Americans. Assistant Mooring Master and Surveyor areChinese, and as with rest of the personnel on FPSO, fluent in Englishlanguage.

Phillips has office in Shekou, P.R.C., and could be contacted by:Tel: �86 (755) 669-1786.Fax: �86 (755) 669-1162.Telex: 44245.

Agent: For this voyage, 2 Agents were contracted by Charterer.Protecting Agent:: Pertamina Shipping JKR, Jardine Shipping Hong

Kong, Tel: 2579 3557. Fax: 2856 9951. Telex: 63454.Load Port Agent:: Penavico – China Ocean Shipping Agency,

Shekou, Shenzhen, P.R.C. Tel: �86 (755) 669-5216. Fax: �86 (755)699-2769. Telex: 420834.

AUTHORITY: Operator: Phillips China Inc., 7th Floor, Finance Center,P.O.Box 166, Shekou, Shenzhen 518067, Guangdong Province,China. Tel: �86 (755) 669-1786. FAX: �86 (755) 668-7535,667-2865. Email: [email protected] WWW: www.ppco.comContact: Iain Mathieson, Marine Superintendent.

XIUYU (Meizhou): 25.12 N. 118.59 E. (See Plan)

LOCATION: Xiuyu is located at the Northern end of the Meizhou Wan,on the coast of the Southeastern part of Fujian Province, and isapproximately 144 nautical miles North of Xiamen and 110 nauticalmilesSouth of Fuzhou.Charts: Chinese Chart No. 14171.PORT LIMITS: The seaward boundaries of the port are contained withinthe area defined by the lines joining the following co-ordinates(Points A1-A4).

A1 Lat. 25� 03' 48" N., Long. 119� 02' 42" E.A2 Lat. 25� 03' 48" N., Long. 119� 03' 24" E.A3 Lat. 25� 02' 18" N., Long. 118� 03' 48" E.A4 Lat. 25� 02' 18" N., Long. 118� 03' 06" E.

Arrived Vessel: When a vessel enters the above area, it is consideredto be an ‘‘arrived ship’’.DOCUMENTS: The following documents are required on arrival forClearance Inwards:Health Authority:

1 Vaccination List.1 Maritime Declaration.

Arrival:7 Crew Lists.3 Passenger Lists.3 Stores Lists.3 Crew Personnel Effects Declarations.3 Cargo Declarations.5 Cargo Manifests.5 Bills of Lading.1 Particulars of Ship Report (Form A).1 Arms/Ammunition List.

PILOTAGE: Compulsory for all foreign vessels entering and leaving theport and arranged via the ship’s Agent. Vessels are advised of Pilotboarding and shipping movements on VHF Channel 16. Pilot boards thevessel at the Pilotage-Quarantine Anchorages (see ‘‘Port Limits’’ and

‘‘Anchorages’’) via pilot ladder. If there are rough seas, the Pilot willsometimes advise the inbound vessel of the course to steer whenproceeding to the Pilot pick-up point. Outbound vessel’s Pilot departs inthe vicinity of Dazhu Dao Islet.

The pilot boat is a white small tug. Call Pilot on VHF Channel 16, thenswitch to another channel.ANCHORAGES: There are 2 Pilotage Quarantine Anchorages. No. 1Anchorage’s boundaries are defined by co-ordinates A1 – A4 (See ‘‘PortLimits’’):

No. 2 Anchorage is defined by the lines bounded byco-ordinates B1-B4:

B1 Lat. 25� 02' 30" N., Long. 119� 02' 06" E.B2 Lat. 25� 02' 30" N., Long. 119� 02' 45" E.B3 Lat. 25� 00' 39" N., Long. 118� 03' 12" E.B4 Lat. 25� 00' 39" N., Long. 118� 02' 24" E.No. 2 Anchorage is available for large ships.No. 4 Freight Carrier Anchorage (had not been surveyed and swept

(2001)) is defined by the lines joining following 4 points (F1-F4), in depthsof 11.2 m. – 17.2 m., is mainly mud and sand:

F1 Lat. 25� 07' 08.5" N., Long. 119� 00' 23.0" E.F2 Lat. 25� 07' 14.5" N., Long. 119� 00' 58.0" E.F3 Lat. 25� 06' 21.0" N., Long. 119� 00' 32.0" E.F4 Lat. 25� 06' 28.0" N., Long. 119� 01' 17.5" E.

RESTRICTIONS: Ships of 50,000 d.w.t. and over are limited by the depthof water, so they must wait and proceed inwards on the tide. No vesselmay enter or leave the port after midnight.MAX. SIZE: LOA 280 m., draft 14.5 m. and beam 45 m. Vessels of thissize have berthed at all the ports commercial berths.HEALTH: Pratique is conducted by Quarantine Officers on board thevessel at the inner anchorage or when berthed alongside. If there areany sick persons onboard, Pratique would be arranged at the anchorage,according to the Quarantine Officer’s requirements.

Vessels have to obtain Pratique even when proceeding from anotherport in China.RADIO: Vessels should send their Estimated Time of Arrival (ETA) tothe ship’s local Agent (See ‘‘Agency’’).VHF: ‘‘Meizhouwan Radio’’ operates on Channel 16 throughout24 hours.

Also see ‘‘Pilotage’’.TUGS: There are 6 tugs available (Port owned: 1�600 h.p.,2�1,000 h.p. Leased: 1�3,200 h.p., 1�3,000 h.p., 1�1,800 h.p.). Tugsshould be ordered via the ship’s Agent prior to arrival. Normally ship’slines to be used.BERTHING: All the berths’ faces lie on an approximate axis of S.E.-N.W.Berth AAA: Length 304 m. and depth 13.85 m. at the berth face. Theberth can accommodate 1�50,000 d.w.t. vessel.Berth BBB: Length 213 m. and depth 9.85 m. at the berth face. The berthcan accommodate 1�15,000 d.w.t. vessel.Berth CCC: Length 149 m. and depth 6.75 m. at the berth face. Theberth can accommodate 1�5,000 d.w.t. vessel.CARGO HANDLING FACILITIES:Berth AAA: Equipped with 2�16 ton gantry cranes and 1�40 tonmulti-purpose loading bridge, capable of handling a maximum of 10 rowsof containers.Berth BBB: Equipped with 2�10 ton gantry cranes.Berth CCC: Equipped with 1�40 ton container barge derrick.Warehouses: Total capacity 16,200 sq.m.Open Storage: Total space available 124,800 sq.m.CRANES: See ‘‘Cargo Handling Facilities’’.CONTAINER HANDLING FACILITIES: There is a Container yardtotaling 35,000 sq.m.

Also see ‘‘Berthing’’ and ‘‘Cargo Handling Facilities’’.STEVEDORES: Arranged by the terminal, according to the cargo andshipping schedule. Stevedores will work up to 3 shifts throughout24 hours. When required, they may work throughout 24 hours onSundays and holidays.MEDICAL: Full hospital facilities available without prior notice in the city.Dentists available during normal working hours.

Inoculations and vaccination service is available.DENSITY: 1023.5 (Average salinity of water in the port).FRESH WATER: Available from the ports fire main. Each fire hydrantcan be supplied with fresh water at 30 tonnes/hr., costing U.S.$1.00/ton.Each time the service is provided there is a surcharge of U.S.$30.00.FUEL: Fuel can be supplied by China Fuel Co., Xiamen Branch, but thedistance from the port is about 200 km., by prior arrangement throughvessel’s Agent. A small amount of fuel oil and lube oil can be suppliedlocally.FIRE PRECAUTIONS: Smoking is strictly prohibited in transit sheds,warehouses or on the apron of wharf and on vessels.REPAIRS: No major facilities near the port.SURVEYORS: The following Surveyors are available and can becontacted via the ship’s Agent:

1. CTQ SGS Commodity Surveyor.2. CCS Classification Surveyors.

CUSTOMS ALLOWANCES: Tobacco, wine and spirits for crew’s useare not sealed in the Bond.AIRPORT: Fuzhou Airport is 140 km. and Xiamen Airport 210 km. fromthe port. Frequent flights to Hong Kong, Shanghai and other large cities.HOLIDAYS: New Year’s Day (1 day), Spring Festival (3 days), LabourDay (3 days), National Day (3 days).

Also see ‘‘Stevedores’’.POLICE/AMBULANCE/FIRE: Police Tel: 110. Ambulance Tel: 120.Fire Tel: 119.TELEPHONES: Mobile telephones can be arranged by the ship’s Agentif required.BANKS: China Bank, 560 Wenxian Road, Putian, Fujian, China.Telex: 925003 CBR PT CN.IDENTIFICATION CARDS: Shore passes are provided by the ship’sAgent and any crew members proceeding ashore must have a pass.GARBAGE DISPOSAL: Garbage collection every day. Garbage bagscan be supplied.


www.ppco.com

CHINA, P.R. OF


WASTE OIL DISPOSAL: Collection service for waste oil is available byoil barge. Vessels do not need to proceed to a special berth to conductthis operation.GENERAL: Tides: The tide in Meizhou Wan is regular semi-diurnal with7.55 m. at HWOS and 0.59 m. at MLWN.Tidal Datum: Datum is taken as 1.0 m. below zero point at Luoxing.Tidal Flow: The maximum flood is 2.45 m./sec. and ebb 1.94 m./sec.Stores: Available.

SHIPMASTER’S REPORT: September 1995.Location: Fujian Refinery Terminal is located at Lat. 25� 10' N.,Long. 118� 58.5' E.Note: The information below is based on information received from thevessel’s Owner and conversations with the Pilot and Agent.Port Limits: We did not find any boundaries drawn on local chart for theport limits.Documents:(a) Health:

1 Vaccination List.1 Maritime Declaration.

(b) Arrival:6 Crew Lists.3 Currency Lists.3 Passenger Lists.4 Ports of Call Lists.5 Cargo Manifests.

(c) 2 Reports of Entry (Chinese Form).(d) Port Clearance.To be shown to Port Officials:

(a) Ship’s Register.(b) Tonnage Certificate.(c) Derat Certificate.(d) Load Line Certificate.(e) Safety Equipment Certificate.(f) Safety Construction Certificate.(g) Safety Radio Telegraphy Certificate.(h) Oil Record Book.(i) CLC Certificates.(j) Discharge Books, Passports and Yellow Cards.(k) Tonnage Dues Certificate (Chinese tonnage).(l) Manifest of Cargo destined for other Chinese port(s).(m) Manifest of Cargo for foreign port(s).

Pilotage: Send ETA via Guangzhou Radio (XSQ) for 72 hours, 48 hours,24 hours and 12 hours notice. Compulsory pilotage. Pilot station locatedat Lat. 25� 02.5' N., Long. 119� 03' E. The approaches were busy withcoasters and fishing boats who will not give way to large vessels. Portentry and pilotage only during daylight. Leading marks available but notwell built. They are painted with black arrows up/down on concretestructures. We detected the Racon ‘‘N’’ on Dazhu Dao on 3 cm. radarat 15 nautical miles during approaches. Very useful during restrictedvisibility.Anchorage: There are two Joint Inspection/Quarantine Anchorages:(1) With centre at Lat. 25� 02' 10" N., Long. 119� 03' E. and radius of

550 m. with depth 20 m. The bottom is sand and the holding isgood. Max. size 100,000 d.w.t.

(2) With centre at Lat. 25� 02' 24.5" N., Long. 119� 02' 17.5" E. andradius of 550 m. with depth 20 m. The bottom is mud and sand.This anchorage was not recommended by our Pilot.

Initial contact with Quanzhou Radio. VHF Channels 16/12 fortelephone call to Agent ‘‘Penavico Quanzhou’’. Due to non-availabilityof large scale B.A. Chart for this area (only B.A. No. 1761), I was reluctantto go to pilot station, which in my opinion was not safe for our size(86,000 d.w.t.), therefore anchored at position Lat. 24� 57' N.,Long. 119� 05.5' E. and waited for Pilot. Agent instructed Pilot whowaitedat pilot station to come to our location. Pilot boarded from a tug (No pilotboat). The Pilot was able to speak English, but only marine/navigationalvocabulary. He brought me a local Chinese chart (photocopy), which Ihad requested before arrival.Restrictions: Tankers up to 100,000 d.w.t. Depth in the channel is 13 m.maximum. Vessel’s draft was 12.0 m. even-keel. Minimum under-keelclearance recorded was 2.0 m. at about LW.Tugs: 1�3,200 h.p., 2�1,800 h.p., 1�900 h.p., 3�600 h.p. and2�400 h.p.Berthing: We anchored on arrival at berth and awaited shore berthingarrangements, about 9 cables East of the jetty. 3 tugs used, forward tugship’s line, aft and midship tugs used tugs’ lines. Vessel berthedstarboard to at the terminal with port anchor used during berthing.

Depth at berth 16.0 m.Tidal range was 7.5 m. maximum, but average was 4.5 m.Discharge via 2�12 in. Chicksans. The Chicksans can go a maximum

of 14.0 m. over the wharf. Shore gangway used. Discharging rate wasrestricted to 3,600 cu.m./hr. (Vessel discharged Sumatran Light CrudeOil). The berth can only accommodate one foreign-going vessel at atime. Two small coastal tankers (of about 5,000 tonnes d.w.t.) berthedon opposite side of the jetty.Fresh Water: Available at the terminal. Average rate 17 tonnes/hr.Time: GMT plus 8 hours.Agency: China Ocean Shipping Agency Quanzhou, 5/F, HarbourBuilding, Quanzhou Fujian. Tel: 2584750, 2582954. Telex: 928001OSAQZ CN. Fax: 0595-2588709. Cables: Penavico Quanzhou.Operator: Fujian Refinery. Fax: 86-595-7789164. Contact: Mr. Chen FeiShan.

SHIPMASTER’S REPORT: November 1998.Location: Fujian Terminal Oil Jetty Ocean Berth is located in positionLat. 25� 10.12' N., Long. 118� 59.02' E.Formalities: Agents require copies of the following forms to be faxed5 days before arrival:

Crew List.Derat Certificate.

Vaccination List.General Declaration.LOI.Customs and Immigration board at inner anchorage.

Documents required on arrival:6 General Declarations.

12 copies Crew List (both Seamen’s Book and Passport Numbers).5 Cargo Declarations.7 Cargo Manifests (Master must sign).4 Crew Effects Lists.4 Ship’s Stores Lists.4 Ports of Call Lists.4 Bills of Lading.2 Ship’s Particulars.

Agent transcribes a lot of the forms onto Chinese copies.Crew members joining must also complete the Crew Effects

Declaration which is given to the Agent upon ship’s departure.Shore passes are made out by the Agent. They must be carried by

anybody proceeding ashore.No cash declaration at all, authorities not bothered by U.S.Dollar.Customs did not check bond or any store rooms. Bonded stores not

sealed.Public Health Inspector inspected the galley and provisions stores.Normal gratuities.Two Immigration Police Officers stay onboard whilst at the Inner

Anchorage and alongside. They require accommodation and food, andchange over every 24 hours. One always spoke reasonable English, notrouble.Charts: Best available is B.A. Chart No. 1761, which is barely adequatefor the approaches to the outer anchorage of Meizhou Wan.

Chinese Chart No. 14171 can be obtained (U.S.$30) with advancenotice from Agents and brought out to the ship by the Pilot.

Chinese Chart No. 14172, a larger scale chart of the berth andheadlands, is not available to foreign shipping.Approaches: Approaching from the South can either be made along theChinese mainland coast, or from the Taiwanese side using B.A. ChartNo. 1760. Passage along the mainland coast involves navigating throughextensive fishing fleets, whereas cutting across from the Peng Hu Islandsoff the Taiwan coast is relatively free from large fishing fleets, and onlyadds 20 miles coming from the Singapore Straits.

Making a precise landfall without the aid of electronic navigationsystems would be difficult, due to the coastline with its many inlets,looking much the same.

Meizhou Wan is best approached from a S.E. direction due to thewrecks reported off Dazuo Yan at the entrance to Quanzhou. The S.W.headland of Meizhou Wan-Da Yu is fairly conspicuous with its watchtower and lighthouse (neither charted on B.A. Chart No. 1761). Watchtower, white octagonal concrete structure, position Lat. 24� 58.0' N.,long. 119� 01.9' E., W. Fl. ev. 5 seconds.

Lighthouse on the extremity of Da Yu is a round concrete tower withblack/white horizontal stripes, position Lat. 24� 58.15' N.,Long. 119� 02.05' E., W. Fl. (3) ev. 10 seconds.

Conspicuous Racon (3 cm.) ‘N’ on Southern side of Dazhu Dao Island6 miles North of Da Yu headland in position Lat. 25� 04.65' N.,Long. 119� 02.35' E.

Found GPS positions agree with charted bearings and radardistances.Channel: The 13 miles transit of the Meizhou Wan, from Da Yu headlandto Fujian Terminal Oil Jetty is best navigated by means of Chinese ChartNo. 14171. Channel is suitable for crude carriers up to around150,000 d.w.t. Apart from a 2 mile section around Dazhu Dao Island,the channel is relatively open and deep.

Only daylight navigation is permitted for foreign vessels and all tankers.The leading marks are conspicuous by day with no lights. Buoyage isfair, but lights poor. As per Chinese Chart No. 14171.

A least depth of 13.0 m. below Chart Datum was found in positionLat. 25� 05.1' N., Long. 119� 00.59' E., 1.5 miles N.W. of Dazhu DaoIsland. Official drafts quoted as 12.5 m. plus tide. Pilots advised vesselsup to draft 13.5 m. are taken through the Meizhou Wan on normal tides,with up to 15.5 m. at Springs. Vessels with drafts up to 10.0 m. cantransit at LW.Pilotage: Pilot boards from tug in the vicinity of Buoy No. 3,Lat. 25� 00.8' N., Long. 119� 03.2' E., operating on VHF Channels 16and 11.

Pilotage is compulsory for foreign vessels. Chinese vessels onlyrequire a Berthing Pilot.

Pilotage takes about 2 hours from Buoy No. 3 to Fujian Terminal OilJetty.

Pilot first called on VHF Channel 16 as he left Fujian tug berth about13 miles North of Da Yu Lighthouse, and requested vessel weigh anchorand proceed to Buoy No. 3. As we had no idea where Buoy No. 3 was,a geographical position was given by the Pilot with a course to steer.

Three Pilots boarded. A Senior Pilot who spoke basic navigationalEnglish and two trainees who spoke quite good English.

All Pilots, both in and out and shifting, found to be good and helpful.Pilots based at Quanzhou.Vessel proceeded to inner anchorage, anchored by the Pilot.Outbound Pilots departed in vicinity of Dazhu Dao Island.Combination of gangway and pilot ladder required in all cases.No night pilotage in channel or on/off berth.

Anchorages: Foreign vessels without local knowledge usually anchorabout 2 miles S.E. of Da Yu in water depth of 18.0 m. Holding good, butvery exposed in N.E. Monsoon.

The inspection anchorages in the lower part of the bay no longer exist.Vessels with a local chart can anchor North of Buoy No. 3 which offers

more shelter. Watch out for fishing nets around Buoy No. 2 just Northof Da Yu Lighthouse.

Under pilotage the inner anchorage 1.6 miles S.E. of Fujian TerminalOil Jetty Ocean Berth near Buoy No. 7 in water depth of 18.0 m. isnormally used by ocean-going vessels awaiting berthing. The anchorage

CHINA, P.R. OF


was found to be safe up to wind Force 8 � N.E., in spite of strong tidesand the vessel lying across the wind, 6 shackles used.

Coasters anchor just South of Fujian Terminal Oil Jetty.Tugs: 2�3,400 h.p. Japanese type. Both used for berthing andunberthing. One tug uses ship’s line, the other tug uses own line. Tugsdock at quay, at foot of Fujian Terminal Oil Jetty.Berthing: Fujian Terminal Oil Jetty Ocean Berth is owned by FujianRefining and Chemicals Co. Ltd. and lies North/South 360�/180�.

Jetty was opened in 1988 for the import of crude oil and local coastersupply of refined products. Daylight berthing/unberthing.

Tank farm situated on reclaimed land in position Lat. 25� 10' N.,Long. 119� 58.2' E. Refinery behind adjacent headland in positionLat. 25� 10.5' N., Long. 118� 56.0' E.

Designed for crude carriers of 150,000 d.w.t. with one ocean berth onthe East side and 3 coaster berths on the Western side. Jetty is ofconcrete caisson construction, with component sections beingconnected by steel cantilever bridges and walkways.

Least depth alongside at Southern fender face found by lead linesounding to be 12.4 m. reduced to Datum. Pilots reported least depthof 12.5 m.

Tidal range is between 4.0 m. and 6.0 m. Density 1022, over varioustidal states.Basic particulars:

Platform deck 10.0 m. above MLWS.Fender length 90.0 m.Platform length 34.0 m.Maximum vessel size LOA 280 m.Maximum draft alongside 15.5 m. *

* This would be on rising tide, to achieve draft of around 12.5 m. at LW.Mooring: Vessels normally berth port side to. We required starboard sideto, so enabling us to line up the manifold for product discharge, causingno difficulty.

Berthing is on the rising tide with a maximum wind speed of 15.0 m.per second (30 knots). Unberthing again on the rising tide. As previouslymentioned, the ocean berth was designed for crude carriers of150,000 d.w.t. which makes mooring for a mid-size gas carrier awkward.

Fender spacing is 90 m. apart, which caused the forward fenders(Southern end) to lay under the flare, although the hull did not come intocontact with the jetty.

Fenders are of the large rubber sprung type, 4 on each mooringdolphin.

Mooring bollards (no hooks) are difficult for back springs which areon a short lead.

Capstans beside each bollard. No mooring boats. Wires acceptable.Took about one hour to moor up. Moorings require constant attendancewhilst alongside, due to tidal range and in Winter the N.E. winds. Wefinished up with 3-2-4 forward, and 3-2-2 at the stern.Cargo Handling Facilities: Terminal constructed for crude imports andlocal refined products.

Chicksans 2�12 in. crude, 2�12 in. dirty ballast. Due to localregulations, crude tankers stop discharging at night. This restriction isnot applicable to LPG carriers.

Import of C3 (propane) and C4 (butane) commenced November 1998.One C3 Chicksan and one C4 Chicksan, situated on the Northern

corner of the jetty platform. Each Chicksan has a 12 in. � 150 ASAcoupling, connected and disconnected by shore labour.

Chicksans are connected to 16 in. lines which run for 3.0 km. to therefinery’s 2 tanks of 25,000 cu.m. One each for C3 and C4. Rated at103 mbs. Tanks are 40 m. above MLWS. C3 tank cooled by3 compressors (1,100 kW. each), C4 tank cooled by C3 coils.

At present, commencing the discharge of C3 is slow, with about onehour at 100 t.p.h. being required to cool the line.

On completion of discharge, hot vapour is required for about20 minutes to clear the Chicksan, any residual liquid being drained intothe water from the jetty.

Product is required as cold as possible. We discharged C3 at �42�Cand C4 at �3.5�C, which was acceptable.

Operator uses ship’s walkie-talkie, basic English.The discharge rate is not fast due to pumping against a maximum

allowed BP of 7.0 bar, although we initally exceeded this. With 2 tanksof C3 and 4 pumps, we averaged 470 t.p.h. C4 on one tank and 2 pumpsaveraged 390 t.p.h.

Maximum discharge rate is 600 t.p.h. each line C3 and C4.The LPG terminal is of German design and manufacture. All the

product discharged will be used for domestic consumption, heating andcooking.

Chicksans have only 2.6 m. between pedestals which may precludesimultaneous discharge of both C3 and C4, this proved to be the casefor us. Initially, the Chicksans were connected but one (C3) was at itsmaximum operating envelope of 15� (2.0 m.). Due to the tidal range andstrong N.E. wind, we shifted slightly causing the Chicksan arm alarm toactivate. Vessel was warped astern but the C4 Chicksan arm moved,so activating the alarm. Therefore the C4 Chicksan was disconnecteduntil C3 was completely discharged and disconnected.

Ships with vapour/liquid cross connections or manifolds to JapanIndustrial Standards (JIS) should be easily able to connect Chicksanarms.Fresh Water: Available from the shore line at U.S.$1.50 per tonne, usingship’s hoses. Make request for fresh water well in advance.Gangway: Electric shore gangway from tower at Southern end ofChicksan platform. Unable to land on deck with freeboard over 12.0 m.at HW. It was then placed precariously alongside the ship’s rail.Crew Changes: Changed 4 persons through Xiamen Airport, about80 miles to the South. It takes 3 hours from Fujian Terminal Oil Jetty.

Fly to Hong Kong, no difficulties. European style hotel at Quanzhou,30 miles from jetty.

Crew going on leave, each requires 2 Passport size photographs.Polaroid or Digital photographs acceptable.

Crew joining require PRC 10 day transit visa, obtainable from ChineseConsul in their home country.

Cash: The company forwarded a large amount of U.S.Dollars throughHong Kong. Even though forwarded a good week before the Agentboarded the vessel, the cash was not immediately available. Eventuallyreceived denominations as requested.Airports: Xiamen Airport 80 miles. Frequent flights to Hong Kong andShanghai.Shore Leave: Officially allowed ashore until 2400 hrs., but seems not tobe a problem if still ashore in the early (or late) hours. Must take ShorePasses, and recommended to take Passports as well.General: Taxi: Taxi from the Terminal to Quanzhou takes about 1 hour,costing U.S.$20.00. Get the berth address in Chinese from the Agent,necessary for the taxi back to the ship. In seamen’s terms ‘a good runashore’. Difficult to change U.S.Dollars, even in the bank. Changed athotel.

Little English spoken outside the Terminal, Westerners are a novelty.Cameras: Can be used without hindrance, except around the Terminaland jetty.Provisions: Shipchandler available, payment in U.S.Dollars.Mail: Allow 4 days for delivery from U.K.Agents: Agents located in Quanzhou.Service Launches: Launches available for the Inner Anchorage. Theyare berthed at the foot of the Fujian Terminal Oil Jetty with the tugs.Weather: During the Winter months, the N.E. Monsoon’s Northerly windis strong, often blowing straight down Meizhou Wan at gale forcestrength, therefore straight down the Fujian Terminal Oil Jetty.Agent: Penavico (China Ocean Shipping Agency), compulsory stateagent at Quanzhou, 2nd Floor Harbour Building, Quanzhou, FujianProvince, PRC 362000. Tel: 86 595 2580943, 2583106. Fax: 86 5952588709. Telex number given, but was unable to contact.

Attendance good. We had an English speaking Agent onboardthroughout discharge, requiring accommodation and food. Contactable(sometimes) on VHF Channel 16.

All Agents we came into contact with spoke reasonable English andwere helpful.

We used the Charterers Husbandry Agent at Shanghai: BarwilHuayang Shipping, 17/F Sunrise Building, 760 East Changzhi Road,Shanghai, PRC 200082. Tel: 86-21 65860230, 65869687. Fax: 86-2165354353. Telex: 22095 BWHY CN. Good and helpful, providing a lotof advance information.

AGENCY: Penavico Meizhouwan. Telex: 05194078518, PenavicoMeizhouwan Email: [email protected]: Meizhou Wan Harbour Superintendency Administration,2 Xiuyugang, Fujian, China.

YANGJIANG: 21.52 N. 111.52 E. (See Plan)

SHIPMASTER’S REPORT: December 1995.

VESSEL: This vessel (capacity 5,280 cu.m.) called at Yangjiang fordischarging a part cargo of LPG-Mix. The vessel was the first todischarge at the newly built LPG Terminal.DOCUMENTS: The following documents (minimum) are required forclearance (IMO Forms to be used where possible):

6 copies Crew List.4 copies Ship’s Stores Declaration.4 copies Crew Effects Declaration.1 copy Health Declaration.4 copies Report of Ship’s Particulars.Additional documents have to be signed when the vessel is cleared

and others have to be prepared for sailing.Many officials board the vessel for arrival and departure clearance.

The ship’s office is too small to accommodate them all. At least oneCustoms Officer will remain on board during discharge.APPROACHES: The entrance to this port is at Hailingshan Gang. Pilotboarding area is at Lat. 21� 33' N., Long. 111� 46' E. There is no usualpilot cutter available. A Chinese built sampan is used and is difficult toidentify. The boat does not fly the international pilot flag.

Communication with the pilot station on VHF Channel 16 during hoursof darkness is difficult. There is no piloting during night-time, as far asI could determine.

The average depth of the deep water channel is said to be 9.00 m.and alongside berth 9.50 m.

Berthing in strong N.E.’ly winds could mean a problem to getalongside, but a medium strong insetting tide assists the berthing.A typical Chinese sampan acts as a line boat.

The position of channel buoys seemed to be correct. Only Buoy No. 1has been moved further inside.PILOTAGE: See ‘‘Approaches’’.ANCHORAGES: Vessel anchored approximately 1 mile S.S.W. of pilotboarding area, and the anchorage is quite good with excellent holdingground. Anchoring further inside is only permitted with Port Captain’sapproval.RESTRICTIONS: Berthing and unberthing only during daytime.TUGS: Not available.BERTHING/CARGO OPERATIONS: The jetty is of concreteconstruction, but durable with sufficient fenders and bollards. There is1�16 in. line for liquid and 1�4 in. line for vapour to discharge the cargo.Connection to vessel is made by flexible hoses. The hose connectionsvary a little from international ASA types, but fit to the ship’s manifold.The jetty has reducers which are fitted.

Maximum pressure for shore line is 25 bar, but shore limit this to12 bar. Discharge temperature was requested between �5� and �10�Centigrade. Experience from shore personnel in handling liquid gascargoes is very poor at the moment. This might improve after severalvessels have discharged.

The tankfarm contains 4 spherical tanks, each of 900 cu.m. capacity,but these are not the only ones. There are also tanks for oil productsas well as pipelines and connections on the jetty for fuel oil, diesel,gasoline, etc.


CHINA, P.R. OF


YANGPU: 19.44 N. 109.11 E. (See Plan)

REPORT: 1998.

APPROACHES: Channel dredged to depth 9.2 m.ANCHORAGES: Anchorage for pilotage bounded by the followingco-ordinates:


The nature of the bottom is sand. Depth of water within the anchorageis 15.0 m.MAX. SIZE: Draft 11.0 m. (13.0 m. at HW). LOA 200 m.Tidal Range: 1.09 m. – 3.50 m.CARGO HANDLING FACILITIES: 60 cargo handling machines withlifting capacity up to 15 tonnes.Main Import and Export Cargoes:Imports: Steel products, containers, general cargo, machinery andpalm oil.Exports: Bagged sugar and chips in bulk.Loading: Bulk cargo maximum loading rates 4,000 tonnes per day withgrabs.Discharging Rates: Bulk cargo discharging rate 2,000 – 4,000 tonnesper day.FRESH WATER: Available.FUEL: Diesel oil only available.REPATRIATION: Possible through Haikou.STORES: Available.AUTHORITY: Yangpu Harbour Administration Co. Ltd., Yangpu Ecoand Development Zone, Yangpu, Zhanzhou, Hainan Prov. 578101,China. Contact: Port Manager.

YANGZHOU: 32.16 N. 119.26 E.

PILOTAGE: Compulsory. Pilot service is available during daytime. Pilotboards vessel at the Liuhe Pilot Anchorage.ANCHORAGES:Port Anchorage: Inside of port shoal, depth is 10.0 m. Bottom is mudand sand with good holding ground. Max. size 25,000 d.t.w.Luochengzhou Anchorage: Inside of No. 2 Red Buoy, depth is 10.0 m.Bottom is mud and sand with good holding ground. Max. size15,000 d.w.t.RESTRICTIONS: Vessels cannot enter and sail after sunset.

Tidal range: Max. 2.10 m.Draft Limitation in the Channel: Mouth of Yangzi River Channel

9.70 m. (fresh water).VHF: ‘‘Yangzhou Port’’ on Channels 16 and 13 throughout 24 hours.TUGS: 2�500 h.p., 2�1,360 h.p. and 1�3,560 h.p.BERTHING:

Berth Name Length Depth Max. SizeCargo

HandledShore

Cranes(m.) (m.) (d.w.t.)

New berth 370 12.0 15,000 General 1�30 ton2�10 ton

Floating berth 180 6.0 5,000 General 3�8 tonCARGO HANDLING FACILITIES: Warehouse: 3,740 sq.m.

Open Storage Space: 30,000 sq.m.Container Yard: 7,480 sq.m.

Main Import and Export Cargo: Steel, ore, grain, containers, coal,chemical fertilisers, logs and timber.CRANES: 1�30 ton floating crane.

Also see ‘‘Berthing’’.FRESH WATER: Available at berths.FUEL: Available at berths.REPAIRS: Facilities available.STORING: Provisions available.AGENCY: Penavico Yangzhou, 141-143 Wenchang (W.) Road,Yangzhou, Jiangsu, China. Tel: �86 (514) 788-9836. Fax: �86 (514)785-3399. Telex: 364012 Penyz Cn. Email: [email protected]: Yangzhou Port Authority, Liuwei Town, Yangzhou,Jiangsu, China. Tel: �86 (514) 758-2206, 758-3785, 758-3786.FAX: �86 (514) 758-2207. Contact: Li Jiakang, Port Director.

YANTAI (Yentai): 37.33 N. 121.24 E. (See Plan)

LOCATION: The Port of Yantai is situated on the Northern shore of theShandong Peninsula, facing the Huang Hai. The harbour is embracedby the Northern Chefoo Island and other islands providing natural shelterfor it, and is an ice-free port owing to its moderate climate.PILOTAGE: Compulsory. Pilot service is available throughout 24 hours.Pilot boards vessel at the No. 1 or No. 2 Pilot and Quarantine Anchorage.ANCHORAGES: Boundaries:No. 1 Pilotage and Quarantine Anchorage:

Lat. 37� 34' 54" N. Long. 121� 24' 44" E.Lat. 37� 34' 54" N. Long. 121� 26' 44" E.Lat. 37� 33' 54" N. Long. 121� 26' 44" E.Lat. 37� 33' 54" N. Long. 121� 24' 44" E.Vessels with draft less than 10.0 m. and LOA less than 200 m. shall

anchor in this anchorage.No. 2 Pilotage and Quarantine Anchorage:

Lat. 37� 40' 30" N. Long. 121� 29' 15" E.Lat. 37� 40' 30" N. Long. 121� 31' 45" E.Lat. 37� 39' 00" N. Long. 121� 31' 45" E.Lat. 37� 39' 00" N. Long. 121� 29' 15" E.Vessels with draft of more than 10.0 m. or those in length of 200 m.

or over shall anchor in this anchorage.

Tanker Cargo-Oil Transferring Anchorage:Lat. 37� 38' 50" N. Long. 121� 24' 00" E.Lat. 37� 38' 50" N. Long. 121� 25' 30" E.Lat. 37� 38' 00" N. Long. 121� 25' 30" E.Lat. 37� 38' 00" N. Long. 121� 24' 00" E.

Anchorage for Shelter:Lat. 37� 34' 32" N. Long. 121� 27' 30" E.Lat. 37� 33' 42" N. Long. 121� 28' 36" E.Lat. 37� 33' 08" N. Long. 121� 30' 10" E.Lat. 37� 32' 29" N. Long. 121� 27' 30" E.

RESTRICTIONS: Vessels may enter and sail after sunset.MAX. SIZE: Draft limitation in Channel: Eastern Channel 8.5 m.,Western Channel 10.1 m.

Also see ‘‘Report’’ dated 1998.VHF: Station ‘‘XSU’’ on Channel 16 throughout 24 hours.TUGS: 10�3,200 h.p.BERTHING:

Working District Berth Length Depth CranesNo. (m.) (m.)

1st StevedoringCompany

111213141516171819

181.9108.9108.9108.9180180180125.9112.4

6.46.96.96.99.99.99.97.96.9

2�32 tons

2�25 tons

11�10 tons

2nd StevedoringCompany

2122232425262728

230195195210170236100100

11.311.31211.310.310.35.75.7

3�16 tons

10�10 tons

PassengerTransport Co.

K1K2K3K4K5

112.4141.6140126162

6.26.96.96.96.9

mobile cranes

New berths to be put into use:323334353637

186186186152.7152.7300

10.510.510.511.511.514

3�16 tons

3�10 tons2�40.5 tonsgantry containercranes

Also see ‘‘Report’’ dated 1998.CARGO HANDLING FACILITIES: The port is equipped with moderncranes, conveyors, loaders, tractors and carriers. The maximum liftingcapacity of the shore cranes is 36.5 tons and that of a floating crane63 tons. The coal wharf has 3 unloaders.Packing and Transhipment Services: Automatic bagging machinesavailable. The production lines of the bagging machines for bulk fertiliserand bulk aluminium are completely automated.FRESH WATER: Available.REPAIRS: Facilities available.REGULATIONS:Regulations Relating to Port Administration:1. While entering or leaving the port of Yantai, all foreign vessels anddomestic ocean-going vessels are required to observe, in addition to theRegulations Governing Supervision and Control of Foreign Vessels bythe People’s Republic of China and these Regulations, all the relevantlaws, decrees, rules and regulations promulgated by the People’sRepublic of China.2. Port boundaries and anchorages

(1) Port Boundaries.The port boundaries are the lines connecting the Eastern point ofZhifudao and Northern extremity of Kongtongdao, theSoutheastern point of Kongtongdao and Yutaizui of Yudaishan.

(2) Anchorages.See ‘‘Anchorages’’.

3. Vessels entering or leaving this port shall pass through the NorthChannel between Xiaoshanzi and Dajiaoshi. No foreign vessels areallowed to navigate within the East Channel between Kongtongdao andYudaishan.4. Vessels with a draft of more than 10.0 m. or those with length of200 m. or over shall anchor in the No. 2 Pilotage and QuarantineAnchorage. Foreign vessels must not enter or leave the Tanker Cargo-OilTransferring Anchorage without a pilot appointed by the HarbourSuperintendency Administration.5. Vessels intending to enter this port (or No. 2 Pilotage and QuarantineAnchorage) by day shall, prior to approaching the port boundary (or No. 2Pilotage and Quarantine Anchorage), hoist such flags as nationality,signal letters as well as those flags as have to be hoisted. On leavingthe port, vessels shall keep flying those flags until they get out of theport boundary (or No. 2 Pilotage and Quarantine Anchorage).6. Vessels navigating within the port area shall keep radio watch on VHFChannel 6, in case of emergencies, such as typhoon warning, vesselsat anchor shall, by day and night, keep radio watch on VHFChannel 16.7. Vessels handling or carrying dangerous cargoes shall comply strictlywith the Regulations Governing Supervision and Control of VesselsCarrying Dangerous Goods issued by the Ministry of Communicationsof the People’s Republic of China.

Vessels intending to work with naked fire shall, 24 hours in advance,submit a written application to the Harbour Superintendency


CHINA, P.R. OF


Administration and the work can only be done after being verified andgranted.8. If any ballast water, tank washings or bilges are to be discharged fromany vessel which stays in this port, a written application shall be made12 hours in advance to Harbour Superintendency Administration. Nosuch discharging operation can be carried out unless permission hasbeen obtained.9. Judging from the extent of the violation of these Regulations, theHarbour Superintendency Administration may impose such penalties aswarning, suspension or withdrawal of Certificate of Competency, fineand/or other penalties.Rules to be Observed by Crew Members and Passengers of ForeignShips:1. Foreign ships, crew members and passengers shall be subject to theinspection of the Frontier Defence Inspection Station, and observe alllaws and regulations of the Chinese Government.2. When a foreign ship is entering or leaving port, crew members andpassengers on board should present their passports or other identitycertificates to the Frontier Defence Inspection Station for inspection.3. When entering or leaving China, everybody should present theirluggage and articles to the Frontier Defence Inspection Station forinspection.4. Foreign crew members and their dependants intending to go ashoremust apply, through the Master, to the Frontier Defence InspectionStation for the ‘‘landing permits’’, with which and their passports or otheridentity certificates they are permitted to land, while the Chinese crewmembers and their dependants may go ashore on producing their valididentity certificates with photos, which sufficiently certify their Chinesenationality.5. Foreign passengers without valid transit visas for China intending togo ashore should apply, through the Master, to the local visa-issuingauthorities for landing formalities, with which they are permitted to land.6. On embarking or disembarking, crew members and passengers mustproduce the landing permits and their valid certificates to the inspectorsof the Frontier Defence Inspection Station.7. Crew members go on board each others vessels in the same port bytheir valid passports or other identity certificates and the landing permits,while the Chinese crew members only by their valid identity certificates.8. The time-limit for landing is from sunrise to 2400 hrs. (local time) ofthe same day.9. The crew members going ashore are only permitted within the areaconfined by the local administration.10. Any crew having the need to stay ashore must apply, through theMaster, to the Frontier Defence Inspection Station for lodgingcertificates,with which he is permitted to stay ashore.11. Crew members travelling beyond the port city or leaving China, theMaster shall report the circumstances to the Frontier Defence InspectionStation, and the crew member himself should go through with allnecessary formalities in compliance with the regulations concerned.Onlyafter the certificates and visas have been granted and submitted to theFrontier Defence Inspection Station for inspection, can he be permittedto leave the ship.12. If Chinese crews wives or children intend to go onboard the ship,the Master should make a written application to the Frontier DefenceInspection Station. With the issued embarking permits they may go onboard the ship on presentation of their permits. The Master should alsomake a written application for permission when they intend to go to otherports in China by the ship, or else they are not allowed. But with themon board, the ship must not deviate from her set course and go abroad.

Parents or wives and children of Chinese crew who have been sentby China to work on the foreign ships intending to go on board the ship,the Master should also apply for the embarking permits for them. Butgenerally they are not allowed to stay on board.13. If there are any arms and ammunition on board the ship, the Mastermust declare to the Frontier Defence Inspection Station when the foreignship is entering the port. The arms and ammunition should be sealedup by the Frontier Defence Officers. The sealing labels are not allowedto be unsealed by the ship during the ship’s stay in port. Air guns andtoy guns projecting metallic pellets are not allowed to be used or takenashore.14. If there is any stowaway on board the ship, the Master must reportthe fact to the Frontier Defence Inspection Station immediately. Thestowaway should be watched carefully on the ship side, waiting for thedecision.15. Those (crew members and passengers) who break the abovementioned rules shall be given punishment, varying from warning, fining,signing a statement of repentance, to prohibiting going ashore, accordingto the seriousness of their case. Those who violate the criminal law ofChina shall be brought to justice by the Public Security Organs accordingto Chinese law.Customs Notice to Shipmasters and Seamen:1. It is prohibited to carry the national currency of the People’s Republicof China into or out of the country.2. After exchange of foreign currencies, gold or silver for Chinesenationalcurrency, shipmaster’s and seamen shall carefully keep the bank’sexchange memo for Customs inspection.3. Bringing ashore or taking on board of any articles must be reportedto the Customs Officer on duty for permission. Selling of articles thusbrought ashore is strictly prohibited.4. The seals affixed by the Customs to any place on board shall not betampered with.5. Shipmasters shall declare to the Customs all un-manifested cargo orparcels on board while performing formalities for ship’s entry.6. Ships sailing between Chinese ports shall not deviate from the setcourse and go abroad without Customs approval. Previous permissionmust be obtained for such deviation if these is such a need.The Importation of the Following Articles is Prohibited:

Arms, ammunition and explosives of all kinds; radio transmitterreceivers and principal parts, Renminbi (with the exception of those incompliance with an agreement or protocol on the exchange of nationalcurrency notes).

Manuscripts, printed matter, films, photographs, gramophone records,cinematographic films, loaded recording tapes and video-tapes, etc.,detrimental to Chinese political, economical, cultural and moral interests.

Poisonous drugs, habit-forming drugs, opium, morphine, heroin, etc.Animals, plants, and products thereof, infected with or carrying disease

germs and insect pests.Unsanitary foodstuffs and germ-carrying foodstuffs from infected

areas.Other articules the importation of which is prohibited by state

regulations.The Exportation of the Following Articles is Prohibited:

Arms, ammunition and explosives of all kinds.Radio transmitter-receivers and principal parts.Renminbi and securities, etc., in Renminbi.Foreign currencies, bills and securities in foreign currencies (with the

exception of those allowed to be taken out).Manuscripts, printed matter, films, photographs, gramophone records,

cinematographic films, loaded recording tapes and video-tapes, etc.,which contain state secrets or otherwise prohibited exports.

Valuable cultural relics and rare books relating to Chinese revolution,history, culture and art.

Rare animals, rare plants and their seeds.Precious metals and articles made thereof, jewellery, diamonds and

ornaments made thereof (with the exception of those within the quantityallowed to be taken out by outgoing passengers).

Other articles the exportation of which is prohibited by stateregulations.The Sanitary Measures to be taken by Vessels while in Port:1. If a case or a suspected case of any quarantinable disease or anydeath not from an accident trauma is found on board, the responsibleperson on duty shall at once report to the quarantine service fortemporary quarantine.2. When rats are found dead or rodents are caught on board, the Master(or responsible person on duty) shall report to the quarantine service forexamination.3. Efficient rat guards or other means against rats shall be properly puton all mooring ropes.4. When a gangway or gangplank is used in the night it is to be illuminatedby a strong electric light.5. When flies, mosquitoes, cockroaches or other disease-spreadinginsects are found aboard, necessary measures should be takenimmediately to destroy them.6. Waste and garbage on board shall not be thrown overboard ordischarged into the port waters.7. The sanitary measures put down on the Pratique Form must becontinued as long as the vessel is in the harbour.DEVELOPMENTS: Seven new berths for vessels up to 10,000 d.w.t.,including 2 for container, are being constructed, completion 2004.

SHIPMASTER’S REPORT: August 1989.Vessel:

Type: Log/bulk carrierSummer draft: 9.54 m.LOA: 167 m.Beam: 26 m.DWT: 26,500 tonnesHolds: 5Cranes: 4

Navigation:1. Advance Notices: The usual 7 days/4 days/2 days and 1 days ETAnotice despatched to ‘‘Penavico Yantai’’ agents. Four days prior toarrival, Penavico responded by advising the vessel’s port schedule.2. Radio pratique not available.3. Pilotage compulsory for foreign vessels. Pilots, consisting of onesenior pilot with two assistant pilots who board at the anchorage. Pilotsmonitors VHF Channel 11. Services available 24 hours with priorarrangement through Agents. Same number of pilots board on departure.4. Anchorage area as shown in Chart No. 1260. The depth of QuarantineAnchorage No. 1 was reportedly dredged to 12.0 m. The bottom consistsmainly of mud. Good shelter is afforded from the South side.5. Approaches to port: From a position South of Quarantine AnchorageNo. 2, a SW’ly course was steered to enter the North Channel (BeiShuidao) between Xiaoshanzi and Dajiaoshi, after which vessel steereddirect to the anchorage/Pilot Station.6. On berthing, with starboard anchor on stand-by, the vessel wasmoored with 4 head/stern lines and 2 springs. Shore bollards are spacedevery 10 m.7. No special entry/sailing restrictions at the new wharf, except in theold berths (Nei Gang) where local passenger liners’ movements aregiven priority by the Harbour Master.8. Communications: Two hours prior to arrival (about 30 miles from theport), Yantai Port Radio was raised on VHF Channel 16.

While at anchorage, vessels are advised to keep watch on Channel16 for port movements and berthing instructions, which are announcedin good English. The agent could be reached at any time during officehours on Channel 14, through Yantai Port Radio.Tugs: On shifting to berth from anchor position, one tug was secured atthe bow (tug lines used) as vessel manoeuvres through the channel.Another tug meets the vessel by the jetty. Two tugs also used on sailing.Facilities: The new wharf has an alongside depth of 11.5 m. at low tideand can accommodate 6 Panamax size vessels.

Four shore mobile cranes were used to discharge the log cargoes.Exact maximum capacity of the cranes was not available at the time,but they were prone to breakdowns. Vessel’s cranes were usedsimultaneously to shift deck cargoes.Cargo Operations: Shore labour works 24 hours (including Sundays) in3 shifts from 0700 – 1500, 1500 – 2300 and 2300 – 0700. Except foroccasional shore crane breakdowns, discharging was fast. Craneoperators are good and a minimum of damage was reported.Repairs/Dock Yards: Not available. Minor repairs possible. Weldingrepairs, due to stevedores damage, carried out prior to ship’s departure.

CHINA, P.R. OF


Supplies/Services: Provisions available through the government shipsuppliers at prices remarkably higher than local retail shops.

Fresh water available by barge only.Fuel not available in Yantai.

Time: GMT plus 9 hours in Summer.General:1. During vessel’s stay in port, the weather has been generally fair.Northerly/Southerly shifts of tidal current (about 1 knot) was experiencedwhilst at Anchorage No. 1. The tidal range whilst alongside was observedas about 1.0 m.2. No size limitations at the new wharf. Construction of transit sheds,rails and roads are in progress. Bottom soundings of berth indicatesaverage depths of 11.5 m. alongside. The buoyed channel that leads tothe wharf is, according to the Pilots, dredged to 12.0 m. (Echo sounderreadings shows approx. 11.5 m. along the length of the channel).3. Chart used: B.A. Chart No. 1260.4. If vessel wishes to undertake welding on deck, either by shore labouror by ship’s crew, Harbour Police will first board the vessel to inspectthe work area to see if safety precautions have been complied with. Theywill then give the final approval to start the repairs. No welding workshould be started unless the Harbour Police are at hand, otherwise thevessel will incur a fine.Authority: Port formalities are carried out at the anchorage on arrival.Chinese forms should be used for papers. However, they also acceptvessel’s forms and will transfer the information to their Chinese formsthemselves. They will hand out blank Chinese forms if vessel has none.Boarding officials are courteous and direct. They speak little butunderstandable English. With agent’s assistance, entry formalities werecarried out in a quick and efficient manner.

SHIPMASTER’S REPORT: September 1991.Lightening Operations:Message to Master from Agent:

Discharging operations will be carried out at lightering anchorage bybarges (about 15,000 tonnes d.w.t.).

There are no restrictions on vessel, such as length, draft, etc. Depthat the anchorage is 18.0 m.

Fresh water will be supplied by barge and bunkers can be suppliedthrough Chimbusco Yantai.

No dirty ballast facilities.Slops can be accepted by barge.Tug company owns 4 tugs with 3,200 h.p. and 5 tugs with over

1,200 h.p.Pilots will board at No. 2 Anchorage within the following area:


Then will shift the vessel to lightering anchorage.Statement of Facts concerning Fine: The barge was moored alongsidethe vessel to transfer a parcel of export crude oil.

Safety Check List was jointly completed with the Sinochem LoadingMaster before commencement of transfer.

On a number of points the barge did not comply and corrective actionwas requested.

Our vessel complied with all safety and operational requirements.The crew was carrying out painting on the poop deck. At approximate

1100 hrs. we were notified by the attending Port Authority representativethat crew members were chipping on the deck in violation of portregulations. It appeared that a crew member was just removing a roughspot. Corrective action was taken immediately.

After having discussed the matter with this Port Officer in the presenceof the Boarding Agent, who acted as translator, and after apologisingfor this occurance, the matter seemed settled.

At 1530 hrs. the next day, however, the same Port Officers boardedthe vessel and presented us with a letter (Note of Fine) in the Chineselanguage. A free translation was given, and this made it clear that thevessel was being fined for chipping rust during cargo operations with afine of 10,000 Yuan Renmimbi. Allegations were made that electricalequipment was used for chipping, which is not true. As we do not havethat kind of equipment on board (a hand hammer was used at the time),this was repudiated.

Further allegation was made that the vessel was operating the radar,this was true, although intermittently used for regularly checking thevessel’s position. This was necessary because the Yantai Oil TransferAnchorage is situated in an open roadstead, only one and a half milesoffshore and has poor holding ground.

A Letter of Protest was made up and presented to the Port Officerwho refused to sign anything.

Note of Fine was signed under protest and for receiving only.Port Officers left vessel after 90 minutes.

SHIPMASTER’S REPORT: August 1993.Lightening Operation:

The vessel arrived at Yantai Tanker Anchorage at 0845 hrs.Communications with the Pilot Station was established at 0830 hrs.

after several attempts. Vessel was ordered to anchor and wait for furtherinstructions.

Notice of Readiness was telexed to several addresses, as no telexnumber was available for Yantai. Jardine Shipping Hong Kong caughtthe message and sent the telex number of ‘‘Penavico Yantai’’.

The Notice of Readiness was sent to them again and instructions anddetails about the port were requested. No information was passed bythis Agent, except their confirmation that my provisions ordered viaQingdao had been received.

My request for a nautical chart of Yantai Port was not honoured. Atthat moment it was completely unknown where the discharge would takeplace, as no details were mentioned in sailing directions.

The following day, the vessel made contact with Pilots. Instructionsreceived that at 1100 hrs. Pilot would embark to bring vessel to ‘‘theother tanker anchorage’’.

At 1115 hrs. a party of 7 officials, 3 Pilots and one Agent embarked.Then it became clear that the discharge would take place by lightening

at the most Eastern anchorage off Yantai Port.The vessel was cleared at 1200 hrs. Meanwhile the anchor was

weighed.Under pilotage of 3 Pilots, vessel shifted to the other anchorage.

I noticed that the Pilots were not used to handlng this size of vessel(83,000 d.w.t.). With the co-operation of the Pilots, I anchored the vesselby myself. The Pilots used our ‘‘own home-made nautical chart’’ of theYantai Port vicinity.

After anchoring, a tug embarked a gang of labour to secure theYokohama fenders (3 middle sized fenders in good condition) on boardthe vessel. Also chemist, surveyor and other cargo interested peopleembarked.

The lightening vessel was already anchored near anchor position.It has to be said, that the preparations for the lightening operation werewell organised. Ship’s crew assistance was only required for the hosecrane. Mooring lines of the lightening vessel were handled by theChinese mooring gang on board our vessel. They also connected thehoses (4�6 in. connected on ship’s connections).

The ‘‘Penavico’’ Agent was of great help with the cargo dischargeplanning. The Chief Officer of the lightening vessel was present duringthis meeting. The ‘‘Ship-to-Ship Transfer Guide’’ Safety Check List wasdiscussed and understood by the lightening vessel’s mate. However, itwas noticed from our side that this Check List is not yet common onChinese vessels.

The discharge to the lightening vessel caused no problems. The bulkdischarge rate was approximate 2,000 cu.m./hr. at 3.5 bar at the vessel’smanifold.

A Lightening Bill of Lading was made by myself. The Agent has signedthis Bill of Lading ‘‘as Agent only’’ for the Master of the lightening vessel.No figures available from lightening vessel on completion of lighteningoperations.

Hoses and fenders remained connected/secured on our vessel for thenext operation.

The total time of this ‘‘unexpected’’ operation can be in a range of oneweek up to one month.

SHIPMASTER’S REPORT: October 1994.Vessel: 30,000 d.w.t.Draft: 11.0 m.Cargo: Soya Bean Oil.Time: GMT plus 8 hours.Documents:

6 copies Crew List.1 copy Stores List.1 copy Crew Effects and Currency Declaration.4 copies Passengers List (if any).1 copy Health Declaration.

Shore Leave: Crew’s shore passes to be returned before sailing (shoreleave ends at midnight).General: The vessel arrived at Quarantine Anchorage No. 2 at 0000 hrs.,where we were ordered by Penavico to anchor and await free berth.

Communications with Penavico were on VHF Channel 11 and YantaiRadio on Channel 16. Contact was established about 1 hour beforearrival.

N.O.R. was tendered by telex to Penavico, but no answer with regardto berthing prospects was given.

Next afternoon at short notice, 2 Pilots boarded by tug for shifting thevessel to Inner Anchorage No. 1. When anchored, a party of 7 Officialsand one Agent boarded the vessel for Free Pratique and InwardClearance formalities. Dinner was provided.

Imperative, when entering harbour limits, to hoist Call Sign andQuarantine flags.

After a wait of 5 days, Cargo Surveyors boarded to take cargo ullagesand samples, after which vessel was called to berth, proceeding underpilotage during H.W. by a buoyed channel and moored to BerthNo. 25/26, using 2 tugs.

The berth was protected by 2 large Yokohama fenders to maintain thevessel well away from the quay, due to the draft.

Shore gang connected 2�6 in. hoses, and discharge startedimmediately as ebb tide running. At L.W., the draft was 10.65 m. andthe vessel floated freely. Max. pressure allowed 6.5 Bar, rate200 tonnes/hr.

The discharge was completed during the night, but the surveyors cameon board to inspect the cargo tanks at 0830 hrs. next morning. A TankDry Certificate was issued (application has to be submitted to Agent inadvance) and hoses disconnected. When all cargo operations werecompleted, the Official Party boarded to clear the ship, and OutwardClearance was granted. Pilots were then called by the Agent and theship sailed, using 2 tugs for unmooring.

All manoeuvers were carried out by 2 Pilots who seemed to be mostcautious, proceeding at slow speed and using the whistle a lot. Goodassistance given by tugs. Receiver’s representatives never made anappearance.Agent: China Ocean Shipping (Penavico), 155 Baima Road, Yantai,P.R.China. Tel: 535-243181. Telex: 32562. Fax: 535-247872.

When at berth, the Agent visited the vessel daily.

REPORT: 1998.Max. Size: Iron ore, fertiliser, coal and timber berths: Draft 11.4 m.(October to March), 11.8 m. (April to September).Alumina berth: Draft 12.5 m.Cargo Handling Facilities: 300 cargo handling machines with liftingcapacity up to 20 tonnes.Floating Crane: 1�63 tonnes.Main Imports and Exports:Imports: Fertilisers, fishmeal, grain, steel products, timber.Exports: Coal, corn, general cargo, crude oil, frozen cargo, baggedcement.

CHINA, P.R. OF


Loading Rates:Bagged Cement: 1,500 tonnes per day.Packaged Cargo: 700 tonnes per day.Minerals: Up to 6,000 tonnes per day.

Discharging Rates:Alumina: 5,000 tonnes per day.Fertilisers: 8,000 tonnes per day.Fishmeal: Up to 1,000 tonnes per day.Grain: 3,000 tonnes per day.Packaged Cargo: 800 tonnes per day.

Fuel: Only diesel oil available.Stores: Available.

AUTHORITY: Port of Yantai Authority, 155 Beima Road, Yantai,China. Telex: 32521 Habyt Cn.

YANTIAN: 22.35 N. 114.15 E. (See Plan)

PILOTAGE: Yantian International Container Terminal (YICT): Theterminal provides pilotage services throughout 24 hours.ANCHORAGES: Lat. 22� 34' 02" N., Long. 114� 15' 21" E.RESTRICTIONS: Depth in channel 15.0 m.MAX. SIZE: Yantian International Container Terminal (YICT): Largestvessel ‘‘Golden Bridge’’, 5,500 TEU, LOA 284 m.BERTHING: There are 5 container berths, one multi-purpose and3 general cargo berths.

At present, the terminal only handles containerised cargoes. Nogeneral cargo has yet been handled in YICT.

Also see ‘‘Developments’’.Berth/Name Length Depth(No.) (m.) (m.)Container 1 305 14Container 2 389 14Container 3 344 14Container 4 304 14Container 5 301 14General cargo – 25,000 tons 215 13General cargo – 10,000 tons 167 10.1General cargo – 3,000 tons 109 7.1General cargo – 1,000 tons 60 4.8

CARGO HANDLING FACILITIES: See ‘‘Container Handling Facilities’’.CRANES: Multi-Purpose Facilities: 3 multi-purpose cranes and15 mobile/truck-mounted cranes (capacity 16 tonnes – 25 tonnes).CONTAINER HANDLING FACILITIES: Yantian International ContainerTerminals (YICT): YICT has now completed Phase I and II, occupyingan area of 118 hectares. Total berth length is 2,350 m., providing5�50,000 ton container berths with an annual handling capacity of morethan 3,000,000 TEU’s and stacking capacity 88,800 TEU. The terminalis equipped with some of the most advanced equipment available,having18 quay cranes (11 Super Post-Panamax with outreach 52.0 m., capableof lifting up to 41 tons), 53 RTG’s, 29 toplifters, 83 yard tractors and162 yard chassis.

The average handling rate is more than 26 movements per hour percrane with truck turnaround time less than 40 minutes.

The Terminal also has 24,000 sq.m. of warehousing, 3 warehousesbeing for export cargo and one for imported bonded cargo.General Cargo Handling Equipment: 30 forklifts, capacity2.5 tonnes – 30 tonnes.Operator: Yantian International Container Terminal (YICT), Yantian Port,Sha Tou Jiao, Shenzhen 518081, China. Tel: �86 (755) 529-0888.Fax: �86 (755) 529-1188. Email: [email protected]: www.yict.com.cn Contact: Helen Du Hui Min, CorporateCommunications Officer (Tel: �86 (755) 529-0457. Fax: �86 (755)529-0234). Duty Manager (Tel: �86 (755) 529-0462. Fax: �86 (755)529-0463. Email: [email protected]).

Also see ‘‘Berthing’’.POLICE/AMBULANCE/FIRE: Yantian International Container Terminal:Fire/Rescue: Ext. 119 or 576.EMERGENCY CO-ORDINATION CENTRE: Yantian InternationalContainer Terminal: Tel: �86 (755) 529-0526. Internal ext. 522.Mobile: 1382-886-5805.WEATHER: Typhoon Hotline: Tel: �86 (755) 529-0970, 529-0971.DEVELOPMENTS: YICT will commence Phase III of the portdevelopment project in the near future. This phase will cover an area of90 hectares and will provide more berths, including 4�100,000 tonberths with a water depth of 16.0 m. and berthing length of 14,000 m.to accommodate the larger container vessels of the future. Phase III hasbeen designed for an annual handling capacity of more than2,000,000 TEU’s.

REPORT: 1998.Pilotage: Pilot available 10 hours a day. Also see ‘‘Anchorage’’.Anchorage: Anchorage for pilotage and Quarantine, bounded by thefollowing co-ordinates:

Lat. 22� 35' 22" N., Long. 114� 20' E.Lat. 22� 34' 29" N., Long. 114� 20' E.Lat. 22� 34' 29" N., Long. 114� 18' 30" E.Lat. 22� 35' 22" N., Long. 114� 18' 30" E.The nature of the bottom is mud and sand. Depth of water within the

anchorage is 17.0 m.Max. Size: Depth: Container berths 14.0 m., bulk cargo berths 12.5 m.,50,000 d.w.t.Cargo Handling Facilities: 72 cargo handling machines with liftingcapacity up to 40 tonnes.Main Imports and Exports:Imports: Containers, coal, general cargo and steel products.Exports: Containers, general cargo.Loading Rates:

Bulk: 2,000 tonnes per day.Packaged Cargo: 1,500 tonnes per day.

Discharging Rates:Bulk: 1,500 tonnes per day.Packaged Cargo: 1,500 tonnes per day.Steel Products: Up to 2,500 tonnes per day.

Fresh Water: Available alongside berth (no constant supply).Fuel: Diesel oil available.

SHIPMASTER’S REPORT: August 1999.Location: Sino-Benny LPG Terminal, Mirs Bay.Charts: Chart used was B.A. Chart No. 939.Documents: There were no difficulties with the Port Authorities. TheBonded Stores were not sealed. Customs were strict regarding the cargoquantities. If finishing overnight, the Authorities will not generally boardfor clearance until around 0800 hrs. the next morning.The following forms are required:

6 General Declarations (IMO form).6 Cargo Declarations.7 Crew Lists.3 Crew Effects Declarations.3 Ship Stores Lists.

Last Port Clearance.Ship’s Particulars List.Copies of Ship’s Certificates.

Approach: If entering Mirs Bay at night, reduce speed at least 5 milesSouth of the entrance to the bay. This is due to hundreds of fishing boatsspread across the entrance and into the bay itself. The bay has deepwater with no obstructions. Keep to the East side of the bay, therebyapproaching the anchorage directly.

The LPG berth is located in position Lat. 22� 37.0' N.,Long. 114� 23.1' E., with oil berths located to the West of the LPG berth.Port Control: Call Yantian Port Control on VHF Channel 16 to giveposition reports. It is quite a busy container port, therefore some trafficcan be expected, though the vessels usually approach the port on theWest side of the bay.

All other radio traffic is handled through the Agent on VHF Channel 65.The Agent arranges the Pilot and tugs that come from Yantian, andadvises on berthing and Pilot arrival times.Anchorage: The anchorage is as marked on B.A. Chart No. 939. Therewas no other vessel using the anchorage during our stay. To the Eastby the gas pier, several small coastal LPG vessels were at anchor.Pilotage: The Pilot boards the vessel from a tug near the two greenbuoys, approximately 0.5 miles off the berth (Buoys shown on B.A. ChartNo. 939). The buoys should be kept on the starboard side, they mark a12 m. shoal. The rest of the bay, including the berth, has depth of atleast 14.0 m.

The Pilot spoke good English and was used to berthing/unberthingmuch larger LPG vessels (up to 75,000 cu.m.) at the Terminal.Tugs: The vessel used 2 tugs for berthing and unberthing. They were‘‘Japanese style’’ with approximate power of 3,000 h.p. On departure,the vessel was turned short round off the berth before the two greenbuoys. The Pilot left after the vessel completed the turn.Berthing: The berth is located in a fairly sheltered area, but exposed toweather conditions from the South. The jetty is built of a bridge girderconstruction that extends several ship lengths from the coast line. It isthe Eastern-most of the 3 berths, the other two jetties being for thehandling of oil. Vessels always berth bow in starboard side alongside.There is a small ship berth ahead of the main berth with 2 small shipberths on the other side of the jetty. It is a standard tanker type berth.The vessel was too small for the aft main deck springs to lead forward,so they led aft with the springs landed from the poop.

The mooring line tie-up was 2-2-2 fore and aft. All shore bollards havecapstans and quick-release hooks, no difficulty experienced with thehandling of wires.Jetty Loading Arms: There are 4�12 in. 150 ASA Chicksans, theNorthern 2 are for propane and Southern 2 for butane liquid and vapour.Discharge Rate: Discharge rate for both grades up to 1,000 tonnes/hr.Gangway: Shore gangway was landed on the vessel aft of the manifold.Stores: The crane could not be used for the ship’s stores, which had tobe cycled along the jetty and walked up the gangway tower onto thedeck.Shore Leave: Crew members are not allowed to pass through theTerminal, only allowed ashore by launch to Yantian.

The Terminal Authorities are very strict about crew members goingashore on the jetty.Agency: The Agent was found to be very helpful.Address: Shenzhen United International Shipping Agency Co. Ltd.,Yantian Branch, Room 804, Kouan Building, Port Yantian, Sha ToujiaoCounty, Shenzhen City, Guangdong Province, China. Tel: �86 (775)529-1346, 529-1347, 529-1349. Fax: �86 (755) 529-1345.Telex: 420866 SUNIS CN. Email: [email protected]

AUTHORITY: Shenzhen Yantian Port Holdings Co. Ltd. (SYPHL),Haigang Building, Yantian, Port Shenzhen, Shenzhen 518081, China.Tel: �86 (755) 529-0781, 529-0921, 555-1558. FAX: �86 (755)529-0931, 529-2129. Email: [email protected]: www.yantian-port.com Contact: Mr. Li Chuan (Tel: �86 (755)379-7111. Fax: �86 (755) 379-7138).


www.yict.com.cn




www.yantian-port.com

CHINA, P.R. OF


YINGKOU, including Ba Yu Quan: 40.41 N. 122.15 E.(See Plan)

LOCATION: Yingkou Working District: 40� 41' N., 122� 15' E.Ba Yu Quan Working District: 40� 17' N., 122� 06' E.

PILOTAGE: Compulsory. Pilotage is undertaken day and night.Pilot boards vessel at Pilot/Quarantine Anchorage and (or) LighteningAnchorage.ANCHORAGES: Lightening Anchorage: Depth: 9.0 m. – 12.0 m.Max. size: 30,000 d.w.t.Ba Yu Quan Working Anchorage: Depth 11.0 m. – 12.0 m.VHF: Harbour Bureau on Channel 10 (24 hours). Penavico onChannel 11.TUGS: 1�3,600 h.p., 1�1,600 h.p., 2�980 h.p., 1�600 h.p.,1�428 h.p., 1�240 h.p. and 2�150 h.p.

Ice breaker of 3,000 h.p. available.BERTHING:

Name of Berth Length Draft Cargo Handled(m.) (m.)

Yingkou Working DistrictNo. 2 North 60.0 6.5 OilNo. 2 Middle 100.0 6.5 General CargoNo. 2 South 125.9 6.5 General CargoNo. 2 Grain 85.8 6.5 GrainNo. 3 244.2 6.8 General CargoNo. 4 80.0 6.3 General Cargo

Ba Yu Quan Working DistrictNo. 21 290.0 11.3 OilNo. 22 36.0 6.0 Liquid ChemicalNo. 23 289.0 11.0 CoalNo. 30 123.0 8.5 General CargoNo. 31 212.0 12.0 General CargoNo. 32 182.0 11.0 General CargoNo. 33 187.0 11.0 General CargoNo. 34 154.0 11.0 ContainersNo. 35 155.0 11.0 ContainersNo. 36 212.0 11.0 General CargoNo. 37 182.0 11.0 General CargoNo. 38 187.0 11.0 General CargoNo. 40 136.0 8.5 General CargoNo. 42 260.0 9.5 Ro-Ro Traffic

Warehouses and Open Store Space:Warehouse Open Store Space

Yingkou 270,000 sq.m. 240,000 sq.m.Ba Yu Quan 77,000 sq.m. —Main Imports and Exports:

Exports: Maize, steel, wood, magnesium and containers.Imports: Ores, fertiliser, cars, general cargo and containers.

FUEL: Not available.GENERAL: Barges: 3�1,000 tons (self propelled), 7�2,000 tons and2�1,000 tons.Floating Crane: Not available.Supplies: Available from Foreign Shipping Supply Corporation.

SHIPMASTER’S REPORT: October 1994 (Updated 1996).Berth: Bayuquan.Documents: Prepare the following prior to arrival:

1 copy Maritime Declaration of Health.10 copies Crew List.2 copies Personal Effects List.2 copies Bonded Stores List.2 copies Dangerous Cargo List.2 copies Currency List.2 copies Ports of Call List.

Agent gives Report of Entry Form to be filled-in.Departure:

All Crew Shore Passes will be collected for Immigration checking.Pilotage: Compulsory for all vessels.VHF: Prior to approaching Pilot Station, vessel must call Bayuquan PortControl through Channel 8. At Xingang, call Xingang Port Control onChannel 10 and report vessel’s name, max. draft, last port of call, yourintention to load or discharge, and name of your Agent.Tugs: Tugs and mooring assistance available, 2 tugs used.Stevedores: To be arranged by Agent.Fresh Water: Available.Fuel: Fuel oil available.Customs Allowance: 200 cigarettes and 1 bottle of spirits.Repatriation: Possible.Time: GMT plus 8 hours.Shore Leave: Every crew member going ashore must carry a ShorePass and Seaman’s Book.

REPORT: 1998.Max. Size: Draft 11.0 m. (11.8 m. – 12.0 m. at HW).

Mineral berths: Draft 10.5 m., LOA 200 m.Loading Rates:

Ore: Up to 10,000 tonnes per day.Bauxite: Up to 7,000 tonnes per day.Magnesite: Up to 7,000 tonnes per day (Bagged Magnesite

1,500 tonnes per day.Packaged Cargo: 700 tonnes per day.Talc: 2,000 tonnes per day.

Discharging Rates:Fertilisers: 4,000 tonnes per day.Minerals: Up to 5,000 tonnes per day.Packaged Cargo: 700 tonnes per day.

Fresh Water: Available.Fuel: Available.Stores: Available.

Repatriation/Spares: Possible through Dalian.

SHIPMASTER’S REPORT: July 2000.

Vessel: Chemical tanker, 28,000 g.t.

Cargo: 2,900 tonnes methanol.

Location: Ba Yu Quan is the new port for Yingkou.

Charts: B.A. Charts No. 1256 (Approaches) and No. 1262.

Nautical Publications: Sailing Directions: NP 32 – China Sea Pilot Vol. III,13.108. Supplement.

Radio Signals: NP 286(2) Vol. 6(2) E2645.Light Lists: NP 79 Vol. F 3970.

GPS Positions: In the harbour, the GPS positions appeared to beaccurate with little difference between charts and GPS. When berthedalongside, the charted position was Lat. 40� 16.83' N.,Long. 122� 05.57' E., with the GPS position Lat. 40� 16.83' N.,Long. 122� 05.67' E.

In the buoyed channel no appreciable difference was noted.

Approaches: The approach was straightforward. The ship’s Agents(Penavico) advised us that reports were to be made to the HarbourMaster, VTS, Centre Yantai (VHF Channel 16) and Yingkou (VHFChannel 69).

The reporting points are circles radius 25 and 12 miles centred onTaizishan Lighthouse. During our approach, we only managed to raiseYingkou at 25 miles. They required the ship’s name, call sign, draft andwhether we were going to the old or new port. Vessels are required toprovide a further report notifying Yingkou of the vessel’s anchoring time.

We anchored in the designated anchorage.

Pilotage: Initial orders were to be ready for Pilot boarding at HW, butthe Pilot subsequently requested us to weigh anchor and get underway4 hours before H.W., berthing 1 hour before H.W.

The Pilot boarded the vessel from a small tug at Buoy No. 1. Theapproach channel is buoyed by port hand buoys only, in differentpositions from those charted, but the channel is centred on the leadinglights and marks.

Our vessel, with a draft of 7.05 m. making our approach approximately2 – 3 hours before H.W. on a Spring tide, never had less than 2.0 m.clearance under-keel throughout the berthing procedure.

Tugs: Two tugs joined the vessel just outside the breakwater.

Berthing: Shoaling waters exist close to the Western end of Pier No. 4,so we proceeded past the pier very slowly. The chemical products berth(dangerous goods berth) is an additional pier to the South of Pier No. 4.The pier is an open, solid well-paved pier, approximately 250 m. longand 50.0 m. wide and is well fendered with plenty of bollards (See‘‘Plan’’).

There is a Ro-Ro ramp located in the Eastern corner and on theWestern end. Three manifolds are set into the deck with connectionsfor various clean and dirty products. Manifolds are connected byunderground pipes to the pipe racks on the South side of the pier, withthe tank farm about 1 km. down the approach road.

A breakwater built of rock fragments is under construction leadingabout 3 cables South of the pier.

Discharging: Cargo discharged was 2,900 tonnes of methanol through1�6 in. hose at a rate of approximately 300 tonnes/hr.

The area near the ship was cordoned off with a firefighting crew onduty throughout the discharge.

The inner end berth was used by a small car carrier dischargingVolkswagen cars and mini-buses from Shanghai.

Ice: During January of this year, our vessel encountered ice and extremecold conditions (–30�C) during the approach to the port. This wassufficient to stop the ship before reaching the anchorage and pilotboarding position (The reports do not furnish any information on positionsother than to note that the Pilot Station could not be reached, so theinference is that the area in question was within the last 10 miles of theapproach). Our vessel could only proceed with the assistance of a localtug assisting in breaking the ice around the ship. There was no structuraldamage but the SP anti-fouling coating sustained damage.

Sailing directions note that the old port is closed during the Wintermonths, but the local ship’s Agents say that Ba Yu Quan is supposedto be open all year round.

Agents: Agents are efficient and correct. The usual local variations onthe documents list were noted. The general outlines of the entry anddeparture procedures were as for other ports in China, with localdifferences. We did wonder at the practicality of a Crew Declaration andBonded Stores List on departure.

Developments: New pier area shown under construction to the North isnot proceeding at present. A new power station has been built in thatarea.

The construction of the new breakwater to the South indicates thatfurther construction will be undertaken in the near future.

General: Another rapidly developing area with a busy general cargo port.

AUTHORITY: Yingkou Port Authority, No. 1 New Port Avenue,Bayuquan District, Yingkou City, Liaoning Province 115007, China.Tel: �86 (417) 626-9145, 626-9190. FAX: �86 (417) 626-9145.Email: [email protected] WWW: www.ykport.com.cnContact: General Manager.


www.ykport.com.cn

CHINA, P.R. OF


ZHANGJIAGANG: 31.58 N. 120.24 E. (See Plan)

LOCATION: Zhangjiagang is situated at the South bank of theChangjiang, about 114 km. East of Wusong Kou (anchorage forShanghai).

The port is almost land-locked, with Changshan on the West; Wushanand Xiangshan on the South and Fujiangsha on the North; all of whichshelter the port from strong winds and heavy seas. The port is a naturalharbour having deep water, able to accommodate vessels of 10,000tons which can enter or leave whenever necessary.

The port is under the administration of the Shanghai Harbour Bureau.APPROACHES: Tidal Stream: During the dry period, the tidal streamis multi-directional, while during the flood period it changes between multiand single directions. The rate of ebb is greater than that of flood. Thedirection of flood or ebb stream is somewhat parallel to the river bankand the direction of the deep channel, with the exception of a few places.Wind: Year round the prevailing wind is S.S.E. and E.S.E. or E.N.E. andS.E. The strong wind is from E.S.E. and S.E. The annual average windforce is 3.8 m. per second. Typhoons may threaten the port in the periodfrom July to September, especially in August, with a force up to Force 10.Aids to Navigation: The harbour is provided with 16 light buoysnumbered Funan No. 1 to 14, beginning from the lower entrance. Thereare two No. 7 and two No. 8 light buoys. No. 14 light buoy stands as aFairway Buoy, navigable on both sides. Port hand buoys are paintedblack with a black spherical topmark, starboard hand buoys are paintedred.Obstructions: At the West side of the lower entrance along the channel,there is a large shoal patch, extending Eastward with a depth of lessthan 5 m. over it.Shipmaster’s Report: February 2001.Fujiangsha Shuidao Channel: The depths in the Fujiangsha ShuidaoChannel, N.W. of Fujiang Sha Island between Fubei Buoy No. 3 andChannel Buoy No. 35, are constantly changing. The depths observedduring our vessel’s call at the port was as shallow as 3.4 m. at CD. Thisinformation was obtained from official Chinese sources.PILOTAGE: Pilotage is compulsory for vessels flying foreign flags onentering or leaving. The Pilot Station is off Baoshan, within the areabounded by a line connecting Buoys No. 67, 69, 15 and 14, where thedepth of water varies from 8 m. – 17 m., mud bottom.ANCHORAGES: Quarantine Anchorage is situated in the area North ofthe line connecting No. 30 light buoy and No. 30B light buoy. Waterdepth is 10 m. – 13 m., bottom sand and mud, capacity of four to fivevessels. This anchorage is also for Joint Inspection.RESTRICTIONS: Draft is restricted to 9.5 m. as vessels have to crossa bar at the mouth of the Chang Jiang River.TUGS: 2 � 960 h.p.BERTHING: There are 2 groups of floating wharves consisting of 4berths each, of which two are for taking vessels of 10,000 tons.No. 1 and No. 2 floating wharves are each composed of 3 pontoons and2 joint bridges and connected to the shore by 6 steel bridges.

There are also floating piers for harbour tugs, and temporary floatingpiers.

There are 7 mooring buoys numbered from No. 1 to No. 7, beginningfrom the lower entrance.Warehouses: There are warehouses and storage ground along thewharves for cargo stowage.TANKERS: See ‘‘Shipmaster’s Report’’ dated February 2001.

SHIPMASTER’S REPORT: January 1992.Chang Jiang River:

B.A. Charts No. 1602 and 1603.Navigation aids were found to be as charted, positions were checked

against the pilot’s chart, except for the following:(1) Niupi Jiao lightfloat has been replaced by a red and white pillar

buoy.(2) Buoy No. 251 has been removed and is not in either the deleted

or un-deleted positions.(3) Beicao Zhong lightfloat is in the charted position but is a

mid-channel mark. The Southern boundary line of the channelstarts at Buoy No. 262 and runs 115� to join the existing line atBuoy No. 258.

The pilot’s chart showed some depths of 6.9 m. in the Biecao HangdaoChannel.

Beicao Hangcao Channel is reported to be maintained at 7.0 m.Pilotage Inwards: Chang Jiang Kou to Baoshan Anchorage: (Distance49 miles, time 4.5 hours).

On 12th December 1991 inward vessels were called to take pilots atBuoy No. 257 at 1230 hrs. with a published high water time at WusongKou of 1532 hrs. and 3.2 m. (3 hours before H.W. Wusong).

This vessel experience no difficulty with a maximum draft on arrivalat the anchorage of 5.89 m. aft.

On occasions the pilot took the vessel outside the buoyed channel topass deep draft vessels.

Vessel anchored in position Lat. 31� 25.2' N., Long. 121� 32.3' E.(1 hour after H.W. Wusong) with 6 shackles on starboard anchor, toawait river pilots to Zhangjiagang at daylight next morning.

The anchorage was outside the designated anchorage areas on thechart.

There is no night navigation above Wusong.Baoshan Anchorage to Zhangjiagang: (Distance 77 miles, time 7 hours).

B.A. Chart No. 2946.On 13th December 1991 vessel left Baoshan Anchorage at first light

(0630 hrs.), and arrived at Zhangjiagang at 1315 hrs.There were no draft restrictions with a draft of 5.88 m. aft on arrival.Above Wusong the channel is marked with black and red buoys, mostly

fitted with lights and radar reflectors.Generally these are passed black to starboard and red to port inward

bound, but in some places are passed on the wrong side or ignoredcompletely.

There are a considerable number of barges on the river, individuallyor in groups secured fore and aft and abreast in trains secured fore and

aft with one towing barge ahead and a steering barge aft. Most navigateas one vessel and swing to whichever side of the channel offers themost favourable current, without warning and with little regard for collisionregulations.

There are also a number of ferries and log booms moving in the river.Instant manoeuvring speed is required, also plenty of air for the whistle,

which is in use constantly.The river banks are protected for most of the way on both sides by

levees with mud flats extending some distance out.Considerable industrial development is in progress for the full distance

especially in the region of Nantong, where on the North bank there area number of cargo berths and repair facilities for seagoing vessels,including a floating dock.

South of the channel in this area is used for cargo work at anchor orat buoys.

The pilots used no charts and it is reported that only Naval chartsexist, which are not available to foreign shipping.Pilotage Outwards: Zhangjiagang to Beimou Bar: (Distance 44 miles,time 4 hours).Beimou Bar to Liu He Anchorage: (Distnce 17 miles, time 1.75 hours).

Departure time is arranged in order to cross Biemou Bar at high waterwhen at deep draft.

Vessel cleared the buoys at 0930 hrs. on 2nd January 1992 andcrossed the bar between 1338 hrs. and 1359 hrs. (15 and 36 minutesafter predicted H.W. at Xuliujing).

Visibility was poor on departure but improved later.There appeared to be less barge traffic than on the inward passage,

possibly due to the poor visibility.A survey vessel preceeded the vessel out of the harbour area. Some

soundings of 3.0 m. underkeel at 8.82 m. draft were obtained shortlyafter leaving the buoys, otherwise there was good water to Beimou Bar.

The channel is marked throughout by buoys, but, as for inwards, theywere not always passed according to colour.

The pilots kept mainly to the South bank to Nantong where the Northbank was followed to Dongzhou Cao then the South bank to Liu HeAnchorage.Hengsha Anchorage to Chang Jiang Xou: (Distance 35 miles, time4 hours).

The vessel cleared Hengsha Anchorage at approximately 0830 hrs.on 4th January 1992.

There was a predicted H.W. at Wusong Kou of 3.3 m. at 1218 hrs.Soundings obtained were as follows:

Time Position Sounding DepthH.W.

Wusong(Hrs.) (m.) (m.) (Hr./Min.)0808 Hengsha Anchorage

31� 18' N., 121� 47.7' E.7.8 16.6 �4.10

0826 Anchor aweigh 6.4 15.2 �3.520857 Zhongsha lightfloat 3.1 11.9 �3.210915 Buoy 274 1.2 10.0 �3.030924 Buoy 272 0.9 9.7 �2.530928 Buoy 271 1.0 9.8 �2.500934 Buoy 270 1.1 9.9 �2.430938 Buoy 269 1.0 9.8 �2.400948 Buoy 267 1.2 10.0 �2.290956 Buoy 266 1.3 10.1 �2.221010 Buoy 263 1.9 10.7 �2.071016 Buoy 262 2.0 10.8 �2.011037 Beicao Zhong lightfloat 4.05 12.85 �1.411058 Buoy 258 2.8 11.6 �1.201136 2.3 11.1 �0.421153 Niupi Jiao Buoy 2.9 11.7 �0.251242 Chang Jiang Kou lightfloat 3.0 11.8 �0.241330 Chang Jiang Kou lightfloat

273��10.5 miles10.2 19.0 �1.12

1345 Chang Jiang Kou lightfloat280��13.5 miles

12.0 20.8 �1.27

Zhongsha to Niupi Jiao: (Distance 26.3 miles, time 2 hours 56 mins.,speed 8.97 knots).

The vessel was generally close to mid-channel and then close to themid-channel buoys.

The first inward deep draft vessel passed at 0915 hrs. and the last at1010 hrs. inward.

At an estimate from the buoy indications, high water for the vesselwas at 1037 hrs.Port Information:Zhangjiagang is on the Chiang Jiang River in position Lat. 31� 58' N.,Long. 120� 26' E.

Time zone is G.M.T. plus 8 hours, Summertime from mid-April tomid-September is G.M.T. plus 9 hours.Agents:China Ocean Shipping Agency, Zhangjiagang Branch, Guang Qu Zhen,Zhangjiagang, Jiang Su. Tel: 05222 – 332535. Telex: 363821ZGPEN CN. Fax: 05222 – 323928. Cables: Penavico, Zhangjiagang.VHF: Channel 11 during office hours. Contact: Zhao Hou-zing, SeniorEconomist, Shipping Department. Office hours: 0730 hrs. – 1130 hrs.,1330 hrs. – 1700 hrs.

Agents are generally very helpful and can be contacted outside officehours on VHF by arrangement.

The practical office hours can be cut short by a half hour at the endof each day but important items can usually be arranged.Shanghai Pilots – Inwards: Pilots are arranged by ‘‘Penavico,Shanghai’’, who will advise the boarding time and position by cable priorto arrival. It is therefore essential to keep these agents advised of anychange in ETA. On this occasion the agents advised that the pilots wouldboard at 1200 hrs. at Buoy No. 5 but the pilots changed this to 1230 hrs.at Buoy No. 257, so it is also essential to contact the pilots as soon aspossible on VHF.

Pilot boarding area is arranged somewhere between Chang Jiang Kouand either Buoy No. 5, for shallow draft, and Buoy No. 257, for deep-draftvessels.

CHINA, P.R. OF


There is apparently one pilot vessel serving both areas and it wouldappear that they choose the most appropriate area for all vessels on aparticular tide.

The pilots board from a small boat launched from a large white vessel,pilot ladder to be 0.5 m. above the water, a boat rope is not required.

All vessels taking a pilot on a particular tide are called in at the sametime for boarding and no particular advantage will be gained from jumpingthe queue.

The Shanghai pilot will take the vessel to Wusong Anchorage wherevessels will anchor to await Chang Jiang pilots.

On this occasion the vessel arrived at Wusong at 1624 hrs. and theShanghai pilot left shortly afterwards. He was unable to advise theboarding time of the river pilots and the vessel was unable to makeintelligible contact with Penavico for information.Zhangjiagang Pilots: Pilots are arranged by local agents who are incontact with Shanghai agents, for the vessels arrival at Wusong.

The pilots are employed for the various river ports, there are 10 pilotsemployed for Zhangjiagang and 2 pilots board for all services for thatport. The various river pilots have their own launches or use anindependent launch service.

The two river pilots boarded at 1800 hrs. and required meals andaccommodation for the night.

There is no night navigation above Wusong, pilotage above Wusongcommencing at first light.

Two pilots are employed for all movements in the port, arrangementsbeing made by the agents.

For outward pilotage, the river pilots go as far as Lu He Anchorageand anchor the vessel to await the Shanghai outward pilot.Shanghai Pilots – Outward: Pilots are arranged by Shanghai agents onadvice from local agents. Lu He Anchorage is about 15 miles aboveWusong and pilots board at a time suitable to pass the shallow waterat the entrance on the tide for the day.

On this occasion he boarded at 0718 hrs. to make a tide at about1030 hrs. which was not possible for a vessel with a manoeuvring speedof under 11 knots against a strong tide all the way and at the last minuteit was necessary to anchor at Heng Sha Anchorage where the followingmorning the anchor was weighed at 0800 hrs. to make a tide about30 minutes later than the previous day.

The pilot remains on board at anchorage if the vessel cannot makea tide.General Information: The port of Zhangjiagang was started in May 1983and is still under construction.

It was originally administered from Shanghai but has been underindependent administration, under the control of the Transport Ministrysince 1987.

The port electricity is reportedly supplied by 2 power stations whosecapacity is insufficient to keep up local demand and cuts are frequentin domestic and office premises with occasional cuts affecting the portinstallation.

Penavico frequently have no power to run VHF, telex or fax machines.There is deep water in the port although it is shallower from Buoy No. 9

to the Northern tip of Fujiangsha island.Main Berth – General Cargo Berth: This was too far distant to get anaccurate impression but has been completed for some time and has7 cranes of about 10 tonnes capacity.Container Berth: Completed but not yet in use as the container storagearea behind it is still being paved.

It has a container gantry crane and a 10 tonne crane, neither of whichhas yet been rigged.Liang You Berth (Grain/Oil berth): Still under construction.

The Western 180 m. has been completed and is in use.The construction is on concrete piles, the face of the berth is some

100 m. from the shore with a 20 m. wide working apron served by accessbridges for the completed section.

Floating wooden fenders are fitted along the face of the berth.In December 1991 the top of the berth was approximately 4.0 m. from

the water at high water and 5.5 m. at low water.Depth alongside was 17.0 m. at low water.Bollard spacing is approximately 25 m.There are 2 cranes with no S.W.L. marked but they are reported to

be able to lift 10 tonnes and also to lift 12 tonne bulldozers into bulkvessels.

A large number of small mobile cranes of approximately 5 tonnescapacity are in use and there is also a quantity of grain handling andbagging equipment.

There are a number of large warehouses, mostly empty. Bagged riceand other bagged commodities are stored in the open and covered withtarpaulins.

This berth is used for the import and export of cereals, cereal productsand vegetable oils.

The tanker connection is approximately at the mid-length of thecompleted section and is a flexible hose connected to a pipeline endingat the inshore side of the working apron.Cargo Working: Loading bagged rice.

Work is continuous round the clock in three shifts.1st Shift 0700 hrs. – 1500 hrs. (meal break 1100 hrs. – 1200 hrs.).2nd Shift 1500 hrs. – 2300 hrs. (meal break 1800 hrs. – 1900 hrs.).3rd Shift 2300 hrs. – 0700 hrs. (meal break 0200 hrs. – 0300 hrs.).

The meal breaks are supposed to be 45 minutes but in practice extendto an hour and occasionally longer.

The shifts may also start and finish up to half an hour late.It is usual that all cargo for a vessel is on the shore prior to the vessel

berthing and it is reported that a loading rate of up to 6,000 tonnes perday can be reached with 5 gangs.

On this occasion about half the cargo was loaded direct from bargesalongside onto the ship direct, or on to the pier and transferred to theship, a net loading rate for 415,000 bags or 794.6 bags per gang hourwas achieved or about 4,250 tonnes per day gross.

Cargo loaded direct from the barges to the ship was by ship’s cranesand from barges alongside at any convenient point on the berth either

direct into the ship by shore crane or transferred to the dock by mobilecrane and into the ship by shore crane.

The average net weight of a bag of rice is 50 kg., gross weight 50.6 kg.On earlier tally sheets the gross weight of 53 kg. was used. Sample bagsare weighed, reportedly 1 bag per thousand, during loading and a finalweight is given to the shippers by the surveyors.

Cargo stored on the dock is raised on pallet boards and well coveredby tarpaulins against the weather and no wet bags were noted fromthese consignments.

Cargo in the barges is not so well protected and some wet bags werenoted, these were sorted before loading and not brought on board. Therewere no difficulties experienced in having to reject wet bags.

No hooks were used for handling the bags during loading either onboard or ashore and the few torn bags in loading were sewn up on thespot or rejected by the survey/tally clerks.

The bags are loaded in rope net slings of 40 bags and lifted on boardby chain hooks. Some damage was noted due to the hooks fouling thebags but again minor damage was sewn up and major damage rejected.

The storage on the dock would appear to be an ideal breeding groundfor rats, however few were noticed.

Dunnage and paper were laid by stevedores prior to loading whilstthe vessel was at the buoys awaiting the berth. Dunnage and paperwere supplied by barge from Shanghai, arranged by the protectingagents in Hong Kong.

Cargo is loaded with two fore and aft and two athwartships ventilationchannels throughout the whole stow, these are tied with bags every5 tiers, no additional dunnage is required for this purpose.

Stevedores at this berth are experienced in the loading procedure.A stowage factor of 53 (1.48) is given but this is more appropriate for

tweendeck vessels. In this vessel, bulk carrier with hopper tanks top andbottom, 49 (1.37) was achieved.

Cargo working from 14th to 29th December 1991 was delayed due tofog, mist, rain, snow and high winds with sub zero temperatures, andawaiting the previous vessel to complete loading. Time lost due toweather was about half the total loading time.De-Ballasting: The Harbour Master requires a written request to pumpballast and harbour officials attend on board at the start of pumping toensure that no contaminated ballast is being pumped.

The officials do not remain on board throughout the operation but thegangway guards usually keep a close watch on proceedings. It isrecommended that any officials coming on board are entertained withcoffee, soft drinks and cigarettes.Cargo Hold Survey: Survey is carried out by CCIB, Import and ExportCommodity Inspection Bureau of the People’s Republic of China, priorto loading. Their initial certificate is added to the letter of request forsurvey. This was carried out at the buoys whilst awaiting the berth andis required before Notice of Readiness is accepted.Port Clearance Inwards: Although there is a designated anchorage inthe approach to Zhangjiagang, this is only used for dangerous cargovessels and the normal practice for vessels awaiting berth is to moor tobuoys on arrival.

Port side accommodation ladder is required for boarding.‘Q’ flag must be flown and the pilots usually check that this is being

complied with.The correct P.R.C. papers are required but if these are not available

prior to arrival the officials are prepared to wait while the information istransferred from the vessel’s forms.

A supply of tea, coffee and soft drinks is appreciated and a gift of acouple of packets of cigarettes per man is standard, these will bedistributed by the agent.

About 10 officials and 2 guards board.The formalities are amicable and Penavico local agent ensures a

smooth clearance.Shore passes are issued to all crew members and must be shown to

the gangway guards when going ashore, together with Passports orSeamen’s Books, whichever have been used for the Crew List.Port Clearance Outward: Six officials board and require a health formand Clearance Request/Information form which the agent should haveput on board previously.

The port officials only work between 0800 hrs. and 1700 hrs. so if itis required to depart earlier than 0800 hrs., clearance can be arrangedfor the previous afternoon.

The guards leave the vessel after clearance has been granted.Guards: Two guards join with the port officials and remain with the vesselwhilst at the buoys.

The only accommodation available was the hospital and this wasaccepted.

The guards are officers and it is as well to ensure that they receivethe same treatment as officers onboard, particularly with food.

When alongside the guards remain on the dock and do not requirefood and accommodation.Liberty Boat Service: Available at the buoys and is arranged by agent.

On this occasion, on the first night the crew were landed at one jettyand not advised that the return boat would leave from a different jetty.On the second night the last boat left the shore early, on both occasionscrew members paid cash to the operators for an unscheduled launch.The operators expected however an additional launch to be signed for,but were disappointed.Fresh Water: Fresh water is available from the berth and is cheap andnot metered. An agreement is reached with the port official who acts asshipchandler and general supplier.

Fresh water is also available at the buoys but is expensive.Provisions and Stores: Local provisions are available, fresh fruit andvegetables in season and judging by the items on sale ashore would bequite good quality.

Other items are available from Shanghai and delivery charges arereported to be high.Medical: Medical attention and vaccinations are available and can bearranged very quickly.

CHINA, P.R. OF


Movements in the Port of Zhangjiagang: Two pilots board for allmovements.

Two tugs are normally used and secure at the break of the forecastleand break of the bridge on the appropriate side using tugs lines.

If the tugs are not available for any reason movement of vessel issubject to the direction of the tide and it may be necessary to wait forthe tide to turn to a favourable direction.

Most vessels are berthed heading West but occasionally some in theother direction.

The anchor is used for coming alongside and for mooring to the buoys.When mooring to buoys the line boat will take all lines from forward

(five) in one pass and then go aft and take all lines (four). Lines aresecured to the buoys with wire strops and shackles provided by themooring boat, lashings are not required.Cargo Fumigation: The suppliers of the cargo, China National Cereals,Oils and Foodstuffs Import and Export Corp., require that the cargo isfumigated after completion of loading.

Instructions from the fumigation contractors will be supplied.Equipment for fumigation is put on board prior to leaving the berth

and the fumigation team of 6 men commence work as soon as hatchesare closed.

A government inspection party of 2 Port Health officials also board tosupervise, together with 2 guards.

The guards require food and accommodation in the normal mannerbut the Port Health officials only require accommodation as they eat withthe fumigation team.

The fumigation team bring their own bedding and food and only requirea messroom for sleeping and use of the galley for cooking.

A skeleton crew are allowed to remain on board, about 6 men (ChiefOfficer, 2nd Engineer, Bosun, Cook and 2 oilers), to maintain services.The remaining personnel leave the vessel by launch and areaccommodated ashore in an hotel.

Communication is maintained by VHF and if required changes ofpersonnel are permitted.

The fumigation guidelines were not strictly complied with, as the vesselwas delayed leaving the berth awaiting the change of tide, the gas wasreleased into the holds before leaving the berth, this was done withoutprior notice to the ship’s personnel. Also the gas was not released atthe buoys due to weather conditions.

Normal schedule would be:4 – 5 hours sealing and setting up equipment.36 – 48 hours with gas in holds.4 – 5 hours releasing the gas and testing that the vessel is safe.Fumigation started without informing any ship’s personnel while the

deck crew were still at mooring stations and working on deck. Althoughit was ensured that there was no chance of gas leaking from the holds,it was found that some of the drainage holes of the coamings were notproperly covered.

Port Health officials made occasional rounds on deck and inside theaccommodation with a gas detector to check for presence of gas outsidethe holds.

Persons staying on board during fumigation were advised to keeptheir cabin doors unlocked at all times for random testing.

The occupied cabins were tested only three times during thefumigation period.

The fumigants were injected from gas cylinders through a smalldiameter rubber hose led through the access hatches with the gapssealed with tape. When the hoses were removed the small holesremaining were not sealed.

Fumigation personnel and Port Health officials leave the vessel withthe equipment on the launch used to return the ship’s staff. The guardsremain with the vessel until outward clearance.Warning: In Winter the hotel is very cold and personnel must take Wintercoats even if they intend to remain inside. Hotel accommodation is fairlybasic but friendly and the food is good.Repair Work: Permission is required from the Port Authorities forimmobilisation of the main engines and also for hot work.

Permission is not always granted, particularly for hot work whilstalongside.

REPORT: 1998.Anchorages: Changjiangkou Anchorage for pilotage, bounded by thefollowing co-ordinates:

Lat. 30� 56' N., Long. 122� 25' E.Lat. 31� 00' N., Long. 122� 32' E.Zhangjiangang Anchorage for Quarantine inspection, bounded by the

following co-ordinates:Lat. 32� 00' 57" N., Long. 120� 33' 44" E.Lat. 32� 01' 15.9" N., Long. 120� 33' 46.7" E.Lat. 32� 00' 14.5" N., Long. 120� 35' 46" E.Lat. 32� 00' 32.1" N., Long. 120� 35' 58.8" E.The nature of the bottom is mud and sand, depth of water 15.0 m.

Max. Size: Draft 9.5 m. (FW), LOA 205 m.Cargo Handling Facilities: 212 cargo handling machines.Cranes: 17 shore cranes with lifting capacity up to 35.5 tonnes.

Floating cranes: 1�16 tonnes, 1�32 tonnes.Main Imports and Exports:Imports: Coal, grain, fertilisers, sulphur, steel products, timber.Exports: Cotton, forage, general cargo, oil products.Loading Rates:

Packaged Cargo: 700 tonnes per day.Bagged Rice: Up to 2,500 tonnes per day.

Discharging Rates:Packaged Cargo: 700 tonnes per day.Logs: Up to 3,500 cu.m. per day.Steel Products: Up to 5,000 tonnes per day.Vegetable Oil: 400 tonnes per day.

Fresh Water/Fuel/Stores: Available.Repatriation/Spares Delivery: Possible.

SHIPMASTER’S REPORT: February 2001.Vessel: Chemical tanker, 46,100 g.t.Berth: Hujianlong Terminal – Berth ‘‘A’’.Location: The Terminal is located approximately 60 nautical milesupstream from Wusung, in position Lat. 31� 59.70' N.,Long. 120� 41.97' E (WGS84 – GPS).Berthing: A modern Terminal comprising 2 similar concrete deck berthsconnected by a walkway.

The berth face lies on a heading of 275�/095�(T).Depth: The Pilot was vague about the depth when berthing. 2 hours afterhigh water, the depth alongside was 21.0 m., according to theecho-sounder.

Each berth is approximately 100 m. � 30 m., well fendered, and withgood bollards. To the North, there are 2 dolphins connected bywalkways. To the South, the connecting pipe support/access road hasa dolphin and the fire main pumproom located by it.

Access to shore is at present via Berth ‘B’, but there is an accessroad built with pipe stools for connection to a new tankfarm underconstruction.Loading/Discharging Facilities: There are 10�6 in. stainless steel linesfor chemicals/products on each berth. Labels were observed on thepipelines for Styrene Monomer, 2-EH and Glycol, indicating the rangeof products anticipated.

At Berth ‘A’, there are 2�6 in. stainless steel loading arms. They arenot dedicated for any products, but can be connected to any desiredshore pipeline, using flexible hoses.Terminal: The tankfarm West of the berth close to Terminal ‘‘B’’ hasbeen completed.

Extensive building work is in progress with enough ground clearedand prepared to increase the volume of storage by 3 or 4 times.

The Terminal has a large facility for loading trucks, having2 weighbridges and a large office block. More truck loading stationsappear to be under construction.Fire Prevention Systems: At each berth, there are 2 remote-controlledfire monitor towers, each with a water jet/fog nozzle and foam gun.

ZHANGZHOU: 24.25 N. 118.02 E.

PILOTAGE: Compulsory. Pilot service is available during 10 hours. Pilotboards vessel at Lat. 24� 44' 30" N., Long. 118� 05' 24" E.ANCHORAGES: Pilot Anchorage (See above) has a depth of 13.0 m.The bottom is mud and the holding ground is good.RESTRICTIONS: Vessels cannot enter and sail after sunset.

Tidal range: Max. 5.80 m. Average: 3.98 m.Draft Limitation in the Channel: 13.0 m.

VHF: ‘‘Penavico Zhangzhou’’ and ‘‘Sinoagent Zhangzhou’’ onChannel 16 throughout 24 hours.TUGS: Available.BERTHING: One berth with length 260 m. and depth 12.5 m. Max. size35,000 d.w.t. 2�10 ton cranes. General cargo and containers handled.CRANES: Floating crane available from Xiamen.FRESH WATER: Available at berth and at anchorage.FUEL: Available at berth and at anchorages.REPAIRS: Facilities available.GENERAL: Agency: Penavico Zhangzhou, 2nd Floor, Port Building,Zhangzhou, Fujian, China. Tel: 86-596-2028623. Fax: 86-594-2028622.Telex: 929009 Penfz Cn.

Sinoagent Dongshan, Port Building, Dongshan, Fujian, China.Tel: 86-596-5620474, 5623474. Fax: 86-596-5623516. Telex: 929017Agent Cn.Provisions: Available.

ZHANJIANG (Tsamkong): 21.11 N. 110.24 E.(See Plan)


PILOTAGE: Pilotage is compulsory and is undertaken day and night.ANCHORAGES: The anchorage is located between the followingpositions, Lat. 21� 11' 36" N., Long. 110� 25' 17" E. andLat. 21� 04' 55" N., Long. 110� 33' 20" E. The depth in the anchorage is15 m. – 35 m. and the bottom is sand and mud. Vessels up to100,000 d.w.t. may use the anchorage.RESTRICTIONS: Vessels may enter and sail after sunset.MAX. SIZE: The draft limitation in the Channel is 9.5 m.Tidal Range: Maximum 4.51 m., minimum 0.70 m.VHF: Zhanjiang Radio is on Channel 16 throughout 24 hours.TUGS: 1�1,000 h.p., 1�1,200 h.p., 1�2,300 h.p., 2�1,960 h.p. and4�3,200 h.p.BERTHING: Also see ‘‘Report’’ dated 1998.

WorkingDistrict

No. ofBerths Length Depth

CargoHandled

ShoreCranes

(m.) (m.)No. 1No. 2

73

906336

9.012.5

GeneralOil

18

No. 3 6 1,166 12.0 Ore and General 24No. 4 11 1,352 12.0 Grain

Coal202

No. 5 1 141 7.4 General 2Also see ‘‘Bulk Cargo Facilities’’.

CRANES: There is a floating crane with lifting capacity of 50 tons and2 container cranes. Also see ‘‘Berthing’’.

CHINA, P.R. OF


BULK CARGO FACILITIES:Grain:Agent’s Report: June 1997.Terminal: Zhanjiang, Berth No. 404.

Distance from sea buoys: 30 milesLength of dock/Length with dolphins: 275 m.Draft restriction alongside: 12 m.Commodities handled: Grain (wheat)Year built/last modified: 1973Potable fresh water available: YesContact Office: Penavico XiamenContact Tel: 759 2224936Contact Fax: 759 2281444Dock access by vehicle permitted: NoIs bunkering permitted alongside?: NoLargest vessel loaded: 45,000 tonnes approx.

TANKERS: See ‘‘Shipmaster’s Reports’’.FUEL: Contact China Marine Bunker Supply Company, ZhanjiangBranch.REPAIRS: Facilities available.GENERAL:Storage: Warehouse: 155,000 sq.m. Open space: 410,000 sq.m.Imports: Steel, fertiliser and grain.Exports: Bauxite and general cargo.Provisions: Contact Zhanjiang Ocean Shipping Supply Corporation.

SHIPMASTER’S REPORT: January 1991.Vessel: 40,000 d.w.t. product carrier.General: The city of Zhanjiang is located on Leizhou peninsula and wasformerly known as Guangzhou Bay. It has 3 wharves with 15 berths forgeneral cargo and an oil pier. A new jetty was commissioned in late1990 where vessels upto 5,000 d.w.t. can be berthed. The draftrestriction is 11.73 m. for tankers and 11.40 m. for general cargo vessels,subject to confirmation.Documents: Forms in English that were prepared by the vessel wereaccepted but Chinese/English forms were supplied for future use.

7 copies of Crew List showing names in full and home address ofeach crew member.

1 copy of Maritime Declaration of Health.The following documents are prepared on the spot by the respective

authorities: Dangerous Drugs List; Arms and Ammunition List;Stowaways List; Passengers List; Bonded Stores List; Ship’s Stores List.

Last Port Clearance not requested.Communications: No problem with telex communication for a vesselfitted with telex/Satcom.Health: Pratique granted after inspection by officials.Pilotage: Pilots prefer to board vessels at Pilot Boarding Station No. 2.A Pilot and a Berthing Master board the vessel on each occasion.

Standard of pilotage found to be very good.Entrance Channel/Berth Approach: Due caution to be exercised againstfishing boats, stakes, junk traffic, etc.Berthing: Vessel berthed at the Oil Pier Dolphin Jetty, Berth No. 202,port side to. Only two medium sized vessels can berth on the Easternside of the pier. Smaller local tankers were observed berthing on theWestern side.

Two tugs in attendance use ship’s lines. Mooring boats used forpassing lines to dolphins.

The jetties lie in an approximate North/South direction and theprevailing wind (in January) was predominently from the Northeast.Medical: Assistance organised promptly. Patients taken care of by theship chandler.

There are 8 well equipped hospitals in the city.Tankers: Various products are exported from Zhanjiang. Vessel loadedgasoil and Jet A1 from shore tanks which are supplied from an oil refineryat Mamoming, 100 km. Northeast of Zhanjiang. The supplies are irregularand the vessel may have to load product as it becomes available. Theexact density and temperature of the cargo could not be ascertaineduntil loading was almost complete.

There are no loading arms on the jetty. Hoses are used with 6 in.reducers.

The Loading Master never boarded the vessel throughout the stayand the vessel was not supplied with a walkie talkie to communicatewith the shore. An Agent’s interpreter remained on board throughout theloading operations at the insistence of the Master.

Actual loading took 38 hours through 2 connections, one for eachgrade being loaded. A combined loading rate of 380 t.p.h. was achieved.

Vessel has to provide own gangway.Slop reception facilities exist ashore but a written application has to

be submitted through the Agent immediately upon arrival. Despite thisrule it is advisable to telex this requirement in advance so as to enablethe Agent to cater for it.

No telephones provided at the tanker jetties.Ballast: Clean ballast cannot be discharged without prior writtenapplication and without prior inspection by the Harbour Authorities. TheAuthorities would normally encourage the Master to discharge ballast tothe shore reception facility on payment. Vessel was able to obtainpermission to discharge ballast overboard but it is worth rememberingthat Authority Inspectors board the vessel for this purpose only duringworking hours (0830 hrs. – 1700 hrs.). The vessel has to wait until thenext day if written application is submitted out of hours.Protest: Agents are reluctant to accept Protests, even for receipt only,hence these may have to be sent by telex.Supplies: Adequate supplies of quality fresh provisions, including poultryproducts, pork, seafood, etc. are available as are fresh fruit andvegetables, especially in season. Bonded imported and local liquor areavailable at prices much less than Singapore and Hong Kong.Banks: The following banks have branches in the city: The People’sBank of China, The Bank of China, The Industrial and Commercial Bankof China and The Chinese People’s Construction Bank.

SHIPMASTER’S REPORT: July 1992.Vessel: 96,000 tonnes d.w.t., 243 m. LOA, 38 m. beam, 57,082 g.r.t.,12.0 m. arrival draft (even keel S.W.).Cargo: Crude oil.

Approach to the Pilot Anchorage No. 1 is easy if visibility is good andthe leading lights can be seen. If draft is over 9.0 m., then Pilot boardsat Pilot Anchorage No. 1 from an old tug which can keep up with thevessel at speeds of less than 5.0 knots.

Vessel was anchored at Pilot Anchorage No. 2 (0.4 nautical miles fromBuoy No. 10). All leading lights and buoys were found to be in position.

If vessel arrives before high water, then it is advisable to attempt anapproach to Pilot Anchorage No. 1 at high water, depending uponvessel’s draft. While awaiting high water, good anchorage can be foundabout 8 nautical miles due East of Naozhou Dao Lighthouse, in a depthto about 21 m. We sounded a depth of 3.0 m. below keel nearBuoys No. 2 and 3, when the tide height was 4.0 m.

The vessel was boarded by 8 officials and the Agent at Pilot AnchorageNo. 2 for ‘‘General Examination’’. There is no provision for issuing RadioFree Pratique.

Despite tendering Notice of Readiness upon arrival, the N.O.R. wasaccepted only after the vessel was given Free Pratique at the PilotAnchorage No. 2 by the Port Health Officials.

Vessel always berths at the oil jetty portside alongside. Berthing isassisted by 2 tugs and is carried out at high water. There are only2 Chicksan arms of 10 in. size, and the discharge pressure requestedis 5.0 kg./sq.m. at the ship’s manifold, which achieves a rate ofapproximately 2,300 cu.m./hr.

Except for the Agent, the other officials and Terminal Operators donot speak English, and communication can pose a problem. Hence it isadvisable to request the Agent to stay onboard to act as an interpreter.

At least a week’s notice is required if any of the crew has to see adoctor, unless in an emergency case. The visit to the doctor is arrangedby the shipchandler.

Bonded Stores, dry and fresh provision are very reasonably priced.However, there is not much choice of Bonded Stores.

Crew members are not allowed to go ashore directly along the jetty.The Agent has to be requested to arrange for a launch, which takesabout 15 minutes to drop the crew ashore near the port main gate. Thecharge for each launch trip is U.S.$ 15.00.

A Government surveyor carries out a joint survey with the Chief Officerprior to commencing discharge. The surveyor’s figures always vary fromthe ship’s figures, as they use a different method of calculations, usingdensity at 20�C for obtaining net volume.

Crude Oil Washing cannot be started unless written permission hasbeen obtained from the Harbour Master. Officials from the HarbourMaster’s Office come onboard and witness one Crude Oil Washingsequence, check oxygen content and the Oil Record Book, beforegranting this permission.

Crew can go ashore using shore passes issued by the Immigration,but have to be back onboard by midnight.

The Bonded Stores are sealed upon arrival by the Custom Officials.Notice: From Agent (Penavico) to Master:Quote:

You are welcome to the port of Zhanjiang.During your stay at this port, please kindly comply with the following

rules and regulations of the Port Authorities concerned:1. Please kindly apply to the Harbour Master in writing for permission

for the following items. Do not start the below until the permissionis granted from the parties concerned.(a) Open-fire repair/operation, e.g. welding, fire cutting.(b) Deballasting.(c) Discharge of slops/sludge or oily water to shore tank.(d) Overhauling of piston or main engine. Please indicate in your

application form how long the immobilisation takes, and howmany hours are needed for refitting the engine for emergencyuse.

(e) Painting the hull and draft marks.(f) Put down working rafts or boats to sea as assistance to work.(g) Echo sounding for the depth of the port area.

2. It is banned to operate radio transmitter, single-side band radio(SSB) and radar.

3. To discharge crude oil, if C.O.W. is to be made, please informHarbour Master directly or via the Agent by cable/telex yourapplication for C.O.W., 7 days before arrival. Upon arrival, pleaseapply to Harbour Master in written forms:(a) Application paper for C.O.W.(b) C.O.W. Plan.(c) Photocopies of C.O.W. Certificates for ship’s Master or Officer.(d) Item List for information checking for C.O.W.(e) Information for facilities of the ship required for C.O.W.When receiving the above information, Harbour Master Officers willattend your vessel to give written permission and detailedinstruction. Do not, do not start a C.O.W. until you receive thepermission letter from Harbour Master.

4. According to the Frontier Defence Officials, crew members areallowed to stay ashore not later than midnight (2400 hrs.). Pleasekindly note and inform the crew members to come back to the shipbefore midnight.

5. To apply for Free Pratique when arriving from other countries,please hoist quarantine (yellow) flag at day time, and open threered lights at night.

6. Regarding Pilot and tug hire, please ascertain how long it takesand how many tugs are hired and write down in the Bills.

7. If any problems, plase do not hesitate to consult the Agent.Please pay kind attention to the above and act accordingly. Thank

you very much for your cooperation.Unquote.

CHINA, P.R. OF


SHIPMASTER’S REPORT: October 1993.Vessel: 30,000 d.w.t. product carrier.Max. Draft: 10.90 m., even keel.Cargo: Part cargo of gas oil, 7,200 tonnes.Pilots: If draft exceeds 9.0 m., Pilot boards the vessel at Pilot AnchorageNo. 1 from a tug.VHF: ‘‘Penavico’’ Agents can be received 10 miles off the bar.

It was noted that Zhinjang Radio relayed messages to ‘‘Penavico’’Agents and to the Pilot Station if vessel’s transmitter lost contact.Approach: If vessels arriving before high water, then it is advisable toattempt an approach to Pilot Anchorage No. 1 at high water, dependingupon vessel’s draft and weather.

However, when arriving with deepest draft of 10.90 m., no problemsshould occur when approaching Anchorage No. 1 at low water.

All leading lights and buoys were found to be in position, and wereshowing the charted characteristics.

We sounded a depth of 3.50 m. below keel near the Buoys No. 2/3,and 1.00 m. near Buoys No. 4/5 when the tide height was 4.0 m.

All soundings in the channel showing the same depths as stated inthe sea charts.

Due caution to be exercised against heavy concentration of fishingboats and junk traffic.Pratique: Vessel did not anchor in the Pilot Anchorage No. 2, where theauthorities normally board for general examination.

Due to tidal reasons, vessel proceeded direct to the berth whereauthorities agreed to clear the vessel.Documents: Documents that were prepared by the vessel in Englishwere accepted, but Chinese/English forms were supplied for further calls.The following documents were prepared by the vessel:

7 copies Crew List (without addresses).1 copy Maritime Declaration of Health.1 copy Declaration of Personal Effects.1 copy Declaration of Currencies. *1 copy Declaration of Bonded Stores.1 copy Declaration of Ship’s Stores.

* Apparently nobody was interested to check foreign currencies.The following documents were prepared on the spot by the respective

authorities:Arms and Ammunitions List.Bonded Stores List.Ship’s Stores List.Report of Clearance.Report of Entry for Foreign-Going Ships.Notice of Readiness was accepted after the vessel was given Free

Pratique.Pratique is only required at the first port of entry.

Berthing: 2 tugs of 3,500 h.p. were in attendance, using ship’s lines.One mooring boat used for passing the lines to the dolphins.Vessel berthed at the Oil Pier Dolphin Jetty starboard side to.

Berth: An old reinforced concrete berth, fairly well maintained, but withoutany facilities to handle their hoses or equipments. The ship’s gangwaywas not landed due to inadequate space on shore.

The existence of a Ship Shore Safety List was unknown, and awalkie-talkie was not supplied to communicate with the shore side.

Vessel discharged via 1�6 in. hose. With an allowed back pressureof 5 bars, we achieved an average discharging rate of 350 cu.m./hr.

An Agent’s interpreter remained on board throughout the stay becauseneither the jetty personnel nor the authorities spoke English.Shore Leave: Crew members are not allowed to go ashore directly alongthe jetty. The Agent has to arrange a boat service, which takes about10 minutes to drop the crew ashore near to the port main gate.

Private transports (motor cycles/taxis) are an adequate possibility toreach a shopping area, where a variety of daily goods are offered.

It is worth remembering to exchange foreign currencies in ExchangeOffices/Banks only.

Shore leave is permitted until midnight only, and passports and theLanding Permits are to be carried at all times.

SHIPMASTER’S REPORT: March 1997.Chart: B.A. Chart No. 3349.Time: Local time is GMT plus 8 hours all year round.Agent: China Marine Shipping Agency.Documents:

Crew List.Stores List.Private Declaration, including Currency.Bonded Stores List.Maritime Declaration of Health.Last Port Clearance.All of the above are copied onto Chinese forms on arrival. Ship is

boarded by Customs/Quarantine/Immigration/Agents on arrival at berth.Documentation took approximately 1 hour. In addition to above, theyinspected Vaccination Certificates.

Bonded Store not sealed. However, they did seal the fish room (anexplanation for this was not given).Approaches/Anchorage/Pilotage: The approach to the outer pilot station(vessel’s draft more than 9.1 m.) is made using the leading lights offNaozhou Dao, course 270�T until abeam fairway buoy, then alter courseto 304�T, using leading lights of Longshui Ling.

Vessel anchored within marked pilot boarding area, draft on arrival10.35 m., under-keel clearance of 2.0 m. – 3.0 m. at L.W. The sea bedis mud and good holding ground. However, if there has been a strongwind from N.E. for any duration, a moderate/heavy swell builds up andmay reduce under-keel clearance, in this case anchor further out to Eastof Naozhou Dao Island, where there is a depth of more than 17.0 m.

On approach, there were numerous fishing boats but they kept wellclear.

Pilot boards by tug at outer boarding ground. Contact is viaChannel 16, rig pilot ladder 4.0 m., above water on lee side.

After Pilot boards, proceed up buoyed channel (200 m. wide) on floodtide. All marks seemed to be in position and operational. Again, using

the leading lights astern of you (Naozhou Dao Island), proceed alongbuoyed channel, dredged to 9.5 m. With draft 10.35 m. and speed of8 knots, under-keel clearance was at shallowest positions. After BuoyNo. 9 depth increases to around 20.0 m.NOTE: On B.A. Chart No. 3349, it warns about use of GPS positionsbeing inaccurate due to construction of chart not using same worldgeodetic correction as is programmed into the GPS, and recommendsfixing ship’s position using other position fixing methods. However, shipset up buoyed channel on Racal Decca radar map as a trial, and vesselremained within mapped channel throughout, this however was onlyused as a guideline.

The Pilots (2) were both very good, good English. Pilotage from outerboarding ground to berth is 18 miles.

Tugs (3) approach 1.5 miles from berth. 2 tugs make fast ship’s lines.Normally ships berth port side to, but on this occasion vessel berthedstarboard side to in order to stem tide.Berthing: Moorings were 4-2-2 each end. Mooring boat takes head/sternand breast lines.

Berth is low concrete ‘T’ jetty with dolphins for head/stern/breast lines.There are a total of 4 berths (2 inner/2 outer).General: Surveyor checks tanks/samples, etc. Agent has to getclearance from Customs before hose connection.

Hose: 1�6 in. Maximum back pressure 6 kg. Rate approximately450 tonnes/hr.

There is no shore gangway. Ship used brow as there is nowhere toland gangway.

Shore leave is by launch, approximately 15 minutes away from town.Doctor: This, like almost everything, is arranged by Agent. However,

the ship chandler is the person who actually takes crew to the doctor(4 hospitals in Zhanjiang).

Loading Master and officials speak no English, so a paper with basicinstructions in English/Chinese is used to communicate. In addition,vessel can always contact Agents office on VHF Channel 60.

Notice of Readiness was taken ashore by Agent for signing. Slopbargecould be arranged, apparently free of charge. Garbage boat collectionarranged, cost is U.S.$130, but garbage collected included 50�18 litrefoam drum/plastic, etc.

Largest ships seen in Zhanjiang were: Crude oil tanker 38 ft. draft,and bulk carrier 11.5 m. draft. Zhanjiang is apparently the largest portin Southern China. Population of Zhanjiang 800,000.

Outward Pilot leaves vessel at inner pilot station (21� 05.5' N.,11� 31' E.). Departure draft was 4.5 m. (F), 8.0 m. (A), so there wasplenty of under-keel clearance, again using the transit leading lights toguide vessel down channel.

Berthing and unberthing takes place 24 hours a day, except for deepdraft vessels (approximately 11.0 m.), which is only done during daylight.

REPORT: 1998.Anchorage: Anchorage for Quarantine inspection bounded by thefollowing co-ordinates:No. 1 Anchorage: Lat. 20� 58' 03" N., Long. 110� 37' 03" E.

Lat. 20� 58' 03" N., Long. 110� 37' 18" E.The nature of the bottom is mud and sand, depth of water 12.8 m.

No. 2 Anchorage: Lat. 21� 51' 24" N., Long. 110� 30' 12" E.Lat. 21� 05' 24" N., Long. 110� 31' 20" E.

The nature of the bottom is mud and sand, depth of water13.0 m. – 26.0 m.Max. Size: Draft 11.5 m. (by special arrangement 12.0 m.), LOA 200 m.

Tankers: Draft 11.5 m., LOA 240 m., beam 32.0 m.Cargo Handling Facilities: 442 cargo handling machines with liftingcapacity up to 10 tonnes.Main Imports and Exports:Imports: Coal, chrome ore, fertilisers, grain.Exports: Minerals, ore, tar, tapioca.Loading Rates:

Bulk: Up to 5,000 tonnes per day.Packaged Cargo: 2,000 tonnes per day.

Discharging Rates:Barytes: Up to 6,000 tonnes per day.Chrome Ore: Up to 5,000 tonnes per day.Crude Oil: Up to 2,000 tonnes per hour.Fertilisers: Up to 5,000 tonnes per day.Flourspar: Up to 5,000 tonnes per day.Iron Ore: Up to 7,000 tonnes per day.Soya Bean Meal: 3,000 tonnes per day.Steel: 1,500 tonnes per day.Sulphur: Up to 4,000 tonnes per day.

Fresh Water: Available.Repatriation/Spares Delivery: Possible.

AUTHORITY: Zhanjiang Port Authority, 1 Youyi Road, Zhanjiang,Guangdong Province 524027, People’s Republic of China. Tel: �86(759) 225-0102, 225-0103. Telex: 452051 JZGDDCN. Cables: (9054)Zhanjiang. FAX: �86 (759) 228-0814. Contact: Liang Datong,Managing Director.

ZHAPU: 30.35 N. 121.05 E.

PILOTAGE: Compulsory. Pilot service is available during 7 hours. Pilotboards vessel at Joint Inspection Anchorage.ANCHORAGES: Good holding ground.Name Location Depth Bottom

Lat. Long. (m.)Joint Inspection Anchorage

30� 33' 36" N. 121� 05' 00" E. 11.4 Mud and sand.30� 33' 36" N. 121� 05' 32" E.30� 34' 18" N. 121� 05' 32" E.30� 34' 18" N. 121� 05' 00" E.

CHINA, P.R. OF


Name Location Depth BottomLat. Long. (m.)

Awaiting Berth Anchorage30� 34' 27.82" N. 121� 04' 43.32" E. 12.7 Mud.30� 34' 43.60" N. 121� 04' 39.74" E.30� 34' 35.72" N. 121� 05' 29.38" E.30� 34' 51.34" N. 121� 05' 24.49" E.

RESTRICTIONS: Vessels may enter and sail after sunset.Tidal range: Max. 7.52 m. Min. 1.06 m. Average 4.69 m.Draft Limitation in the Channel: Southern Channel 7.7 m.; Northern

Channel 8.0 m.

VHF: Station ‘‘008’’ on Channel 8 throughout 24 hours.

TUGS: Available.

BERTHING: One berth with length 232 m. and depth 11.30 m. Max. size25,000 d.w.t. 2�5 ton and 2�10 ton cranes for handling general cargo.Warehouse and Open Storage Space: Warehouse: 5,000 sq.m.

Open Storage Space: 6,000 sq.m.Container Yard: 6,000 sq.m.

Main Import and Export Cargo: Coal, oil, timber, steel, cement, grainand general cargo.

FRESH WATER: Available at berths.

FUEL: Available at berths.

REPAIRS: No facilities.

GENERAL: Agency: Penavico Jiaxing, No. 1460 Yuexiu North Road,Jiaxing, China. Tel: 86-573-2066668. Fax: 86-573-2061884.Telex: 37209 Penav Cn. Email: [email protected]

Sinoagent Jiaxing, Foreign Trade Lane, Chengdong Road, Jiaxing,Zhejiang, China. Tel: 86-573-2081413, 2084820. Fax: 86-573-2083416.Telex: 37204 Shiac Cn.Provisions: Available.

AUTHORITY: Zhapu Port Authority. Tel: 86-573-5524455.FAX: 86-573-5521144.

ZHENJIANG: 32.13 N. 119.27 E. (See Plan)

PILOTAGE: Pilot boards vessel at Bao Shan Pilot Station. Pilotage isundertaken between sunrise and sunset.

ANCHORAGES: Vessels anchor in Luo Cheng Zhou Anchorage in adepth of 12.0 m. – 16.0 m. The nature of the bottom is mud and sand.Maximum size vessel that can anchor is 25,000 d.w.t.

The anchorage is contained within the following coordinates:A. 32� 16' 41" N. 119� 41' 53" E.B. 32� 16' 31" N. 119� 42' 05" E.C. 32� 17' 26" N. 119� 42' 16" E.D. 32� 17' 21" N. 119� 42' 28" E.

RESTRICTIONS: Vessels may only enter and sail during daylight hours.

MAX. SIZE: Draft limitation in Channel is 9.5 m.Tidal Range: Maximum 2.10 m., minimum 1.0 m.

VHF: Radio station on Channels 11, 16 and 23. 24 hour servicemaintained.

TUGS: 1�397 kw., 3�721 kw., 2�1,228 kw., 2�1,442 kw. and1�2,500 kw.

BERTHING:WorkingDistrict Berth Length Depth LOA

CargoHandled

CraneCapacity

(m.) (m.) (m.) (tons)First No. 2

No. 3No. 4No. 5

60806060

5.56.06.06.0

801008080

General

CoalSand

2 � 1.5

1 � 31 � 3

Second(Da Gang)

No. 1-1No. 1-2No. 2

18890

182

11.011.011.0

200200200

BulkBulkBulk

1 � 51 � 52 � 10

No. 3No. 4No. 5

182182187

11.011.011.0

200200200

TimberGeneralGrain

1 � 102 � 105 � 2

No. 6-1No. 6-2No. 7

10099

233

11.011.011.0

200200200

BulkBulkContainer

1 � 101 � 102 � 40

No. 8No. 9

185185

11.011.0

200200

GeneralTimber

2 � 101 � 10

JianBi

No. 1No. 2

80110

11.011.0

100140

Oil ProductsOil Products –

Buoy No. 1-2No. 2-3

280280

11.011.0

185185

GeneralGeneral

––

CRANES: There is a floating crane with capacity 150 tonnes.Also see ‘‘Berthing’’.

FUEL: Contact Chang Jiang Bunker Supply Station.

GENERAL:Provisions: Contact Zhen Jiang Ocean Ship Supply Company.Storage: Warehouse: 40,000 sq.m. Open storage: 317,000 sq.m.Imports: Timber, ore, coal, scrap, chemical fertilisers and oil products.Exports: Cotton, forage, steel, cement, grain and general cargo.

REPORT: 1998.Anchorages: Changjiangkou Anchorage for pilotage bounded by thefollowing co-ordinates:

Lat. 30� 56' N., Long. 122� 25' E.Lat. 31� 00' N., Long. 122� 32' E.Luochengzhou Anchorage for Quarantine inspection is located in

position Lat. 32� 13' N., Long. 119� 26' 30" E.The nature of the bottom is mud and sand, depth of water 11.0 m.

Max. Size: Draft 9.5 m., LOA 205 m.Cargo Handling Facilities: 223 cargo handling machines.Cranes:Shore cranes: 13 with lifting capacity up to 40 tonnes.Floating cranes: 1�50 tonnes, 1�200 tonnes (Privately owned).Loading Rates:

Cement Clinker: 4,000 tonnes per day.Packaged Cargo: 700 tonnes per day.Pig Iron: 4,000 tonnes per day.

Discharging Rates:Alumina: 5,000 tonnes per day.Iron Ore: 5,000 tonnes per day.Packaged Cargo: 700 tonnes per day.

Fresh Water: Available.Repatriation: Possible.

AUTHORITY: Zhenjiang Port Authority, 19 Changjiang Road,Zhenjiang, Jiangsu Province, 212001 China. Tel: 86-511-5271038.Telex: 360008 ZJPAB CN. Cables: 0002 Zhenjiang.FAX: 86-511-5277837. Contact: Xia Mao Xiang, Harbour Master.

ZHOUSHAN, including Ao Shan: 30.01 N. 122.06 E.

PILOTAGE: Pilotage is undertaken from 0700 hrs. to 1800 hrs. Pilotsboard vessels at Xia Si Men Anchorage (29� 43' N., 122� 21' E.).ANCHORAGES: Ma Si Men Wai Achorage for quarantine and Yeji ShanAnchorage for lightening. Depth is 15.8 m. – 30.0 m. Vessels of150,000 d.w.t. and 200,000 d.w.t. may use the anchorage.RESTRICTIONS: Vessels may enter and sail after sunset.MAX. SIZE: Draft limitation in channel is 15.0 m. Tidal range is0.45 m. – 4.32 m.

VHF: Zhoushan Radio on Channel 16 throughout 24 hours.TUGS: 1 � 600 h.p., 1 � 1,200 h.p. and 1 � 1,800 h.p.BERTHING:Working District

Berth Length DepthMax.LOA

Max.Draft Cargo

(m.) (m.) (m.) (m.)Ding Hai

Jiang Kou Pu – – CoalShenglia-Men

Dun Tou 92 6.0 120 6.0 Multi – useMa Shi Shan 153 7.0 160 7.0 PetroleumBuoy No. 1,2,3 11.0 – 15.8 Lightening

Lackuang-shanLackuang Shan 130 10.5 170 10.0 Multi – useYe Ya Shan Anchorage 19.0/13.0

CRANES: 2 � 8 ton cranes at Dun Tou and 2 � 10 ton gantry cranesat Laokuang ShanTANKERS: See ‘‘Regulations’’, ‘‘Shipmaster’s Reports’’ and ‘‘Report’’dated 1998.FRESH WATER: Available.REPAIRS: Facilities available.REGULATIONS: Guidelines for Oil Handling Operation of Ships atZhoushan: In order to keep the Harbour Waters from being polluted, theconcerned parties shall abide by the following when vessels are involvedin oil handling operations at the port.1. Before Operations:

(1) Working procedures for oil handling shall be pre-planned andtank capacities, pipelines (including sounding pipes andair-pipes) and valves (including valves for fuel oil filling main onboth sides) shall be carefully checked. The balance of the shipshall be kept. All deck scuppers shall be plugged tightly.

(2) Drip trays shall be placed in position where oil spillage andleakage are likely to occur.

(3) Pumping rate and signals of communication shall be agreedupon, which shall be understood by both sides.

2. During Operations:(1) A sufficient number of duty men shall be assigned to check the

operations constantly. A warning shall be given in time if thepump needs relieving pressure or stopping.

(2) Adequate ullage shall be left in receiving tanks. The valves ofnext receiving tanks shall be opened before the valves of fulltanks can be closed when shifting of tanks is to be performed.

3. Upon Completion of Operations:(1) Pressure shall be properly controlled in stripping pipelines.(2) Relevant valves shall be correctly closed and hoses are to be

sealed with blank-flanges as soon as they are disconnected.(3) ‘‘Oil Record Book’’ shall be carefully filled out.

4. Emergency Measures:In case of oil spillage, effective measures shall be taken immediatelyby both sides to control, and eliminate pollution (if using dispersants,approval from the Harbour Authorities must be obtained), meanwhilesuch pollution shall be reported to the Harbour Authorities at once.A written report of accident shall be submitted and be subject toinvestigation and settlement.

The guidelines also apply to all vessels and terminals betweenwhich oil handling and operations of noxious liquid substances inbulk are to be carried out.

Issued by: Zhoushan Harbour Superintendency Administration of thePeople’s Republic of China.

CHINA, P.R. OF


Appendix: List of Articles Prohibited by the People’s Republic of Chinafrom Entering or Leaving the Territory:1. Articles prohibited from entering the territory:

(1) Arms, ammunition and explosives of all kinds.(2) Counterfeit currencies and counterfeit negotiable securities.(3) Printed matter, films, photographs, gramophone records,

cinematographic films, loaded recording tapes and video-tapes,compact discs (video and audio), storage medium for thecomputer and other articles which are detrimental to the political,economic, cultural and moral interests of China.

(4) Deadly poisons of all kinds.(5) Opium, morphia, heroin, marijuana and other addiction-inducing

drugs and psychedelics.(6) Animals, plants and products infected with or carrying disease

germs, insect pests and other harmful organisms.(7) Foodstuff, medicines and other articles coming from

epidemic-striken areas and harmful to man and livestock orthose capable of spreading diseases.

(8) Renminbi (with the exception of Renminbi dealt with and carriedin compliance with an agreement of protocol on the exchangeof national currencies in the case of Foreign ExchangeCertificates, relevant regulations shall be applied).

2. Articles prohibited from leaving the territory:(1) All articles enumerated as articles prohibited from importation.(2) Manuscripts, printed matter, films, photographs, gramophone

records, cinematographic films, loaded recording tapes andvideo-tapes, compact discs (video and audio), storage mediumfor the computer and other articles which involve state secrets.

(3) Valuable cultural relics and other relics prohibited fromexportation.

(4) Endangered and rare animals and plants (including theirspecimens) and their seeds or reproducing materials.

Notice to Master and Crews of Vessels Entering or Leaving China:1. Masters and crews of vessels entering or leaving Chinese territory

are required to comply fully with the ‘‘Customs Law of the People’sRepublic of China’’, ‘‘Procedures of the P.R.C. for the Supervisionof Inward and Outward International Sailing Vessels and Goods onBoard’’, and other relevant regulations.

2. Such a vessel shall enter or leave the territory only at the placewhere there is a Customs establishment and be there berthed, eitherfor loading or unloading cargo or for embarking or disembarkingpassengers.

3. Either the Master or his Agent shall report beforehand to theCustoms, through the Harbour Authority, the time of arrival ordeparture of his vessel, its location and movements, as well as thetime required for loading or unloading its cargo.

4. Upon arrival of vessel, either the Master or his Agent shall presentto the Customs the following documents:(a) An Arrival Report.(b) A Manifest, in duplicate, of all the cargo carried on board, or a

‘‘Nil’’ report in case none is carried.(c) A list of Inward Passengers (including those booked as

’’Through Passengers’’, ‘‘Nil’’ being required when there is nopassenger).

(d) A Crew List.(e) A list of Ship’s Stores, articles belonging to the crew, currencies

and gold and silver bullion.(f) A statement of rolled tobacco and alcoholic beverages kept

under seal fo use by ship or crew.(g) A Customs Control Register of inward and outward vessels,

‘‘Nil’’ being required for vessels in countries other than P.R.C.).(h) Any other document required by the Customs.

5. At the time of the vessel’s departure, the Master or his Agent shallpresent to the Customs the following documents:(a) An Export Manifest or a ‘‘Nil’’ report, if no cargo is loaded.(b) A list of Outward Passengers (not required when no change

has taken place in the original list, and no new passengers havebeen taken on board).

(c) A Crew List (not required when there has been no change).(d) A Customs Control Register of inward and outward vessels (not

required for vessels registered in countries other than P.R.C.).(e) Any other document required by the Customs.

6. Inward or outward goods and articles carried by vessels (includingthose consigned for shipment on someone’s behalf) shall betruthfully declared by the Master to the Customs, and be subject tothe Customs control and supervision. On no account shall any goodsbe taken either ashore or on board without Customs permission.

7. Before taking any action with respect to the discharge,replenishment, transfer or abandonment of fuel for ship’s use or shipstores, application for so doing shall be submitted to the Customsfor approval.

8. Rolled tobacco and alcoholic beverages carried on board for useby ship or crew shall be truthfully declared to the Customs, exceptfor the limited portion allowed by regulations on a voyage with aview to meeting the needs of ship and crew during the vessel’s stayin port, they shall be sealed up by the Customs. As long as thevessel remains in Chinese territorial waters, this seal cannot beremoved without Customs permission.

9. Any crew member intending to take things on board or ashore shalldeclare them to the Customs for examination. Articles that are onthe Import or Export Prohibitive List of P.R.C. (see Appendix) muston no account be taken into or out of the territory, either for his ownor on behalf of others.

10. On leaving or boarding a vessel application must be made by thecrew member to the Customs for completion of the necessaryformalities beforehand.

11. Violation on the part of a Master or crew member of the ‘‘CustomsLaw of P.R.C.’’, or of the ‘‘Procedure of the Customs of P.R.C.Governing the Control and Supervision of Inward and OutwardInternational Sailing Vessels and Goods on Board’’, etc., shall bedealt with by the Customs in accordance with the Customs Law,Implementation Rules concerning Infliction of AdministrativePenalties by the Customs of P.R.C.

GENERAL:Storage: Warehouse 3,970 sq.m. and open storage space of10,000 sq.m.Cargo Handled: Imports: Grain, cement, timber, steel, bagged fertiliserand petroleum. Exports: Sea products, frozen cargo and tin.

SHIPMASTER’S REPORT: February 1993.Ao Shan:

Vessel arrived at the anchorage to the S.E. of Tao Hua Dao havingreceived the following instructions from the Agents ‘Penavico Zhoushan’’‘‘Proceed from the high seas to 29� 35' N., 122� 38' 09" E., then altercourse to 301� and approach the pilot anchorage. The channel depth is17.2 metres. When the tide rises, proceed to the Pilot Anchorage at amaximum speed of 8 knots, you must be below 8 knots for the last10 miles. No photography is allowed. Your radio transmitter must be off.The pilot will listen on VHF Channel 16.’’

The anchorage is centred around 29� 44' N., 122� 41' E., and hadabout 6 ships waiting there to make the passage through the Shih-PengChiang. The anchorage depths are in the range 19 m. – 25 m., about8.0 m. deeper than the immediate approaches. We did, however, findapproximately 4.00 m. of water more than we had expected. There wasa clear line of demarkation on the sea surface as we entered the waterscoming from the Shih-Peng Chiang, which have much silt in suspension.

Our vessel was drawing about 15.2 m. in a part-loaded condition, butis the biggest ship ever (318,000 d.w.t.) to have visited China. We wereblessed with the senior pilot of the Zhoushan District plus 2 assistants,both fairly senior men themselves, for the passage from the outeranchorage to the berth. The arrangement was that we would berth indaylight and at high tide, we therefore sailed up the Shih-Peng Chiangat first light, which we assumed to be the norm as none of the lightsand racons in this channel were working.

Immigration formalities must be carried out before berthing, so weanchored in about 100 m. of water, 2.5 miles to the West of Ta-ma IDao. About 10 Immigration and Customs officials, accompanied by theAgent’s boarding clerk, were shown into the vessel’s conference room.Proceedings got off to a good start by offering these officials coffee andbiscuits, and by having the appropriate documents to hand. They wantto see all Discharge Books (or passports for supernumeraries), all ship’sdocuments and most of the documentation listed in ‘‘Guide to TankerPorts’’. Contrary to advice contained therein, they do not insist oninformation being on PRC forms, Company’s standard forms werehappily accepted.Forms requested were:

3 copies Bills of Lading.6 copies Crew List.3 copies Cargo Manifest.1 copy Personal Effects List.1 copy Arrival Condition (drafts, deadweight, cargo details).1 copy Voyage Memo, to include details of ports of call during the

voyage.1 copy Provisions List.On the completion of formalities, which was a friendly and easy

process, most of the officials left the ship, but accommodation and foodmust be provided for 4 men throughout the vessel’s stay at the berth. Agangway watch is maintained at all times. Shoregoers must take theirDischarge Books and Shore Passes with them, and are allowed ashorebetween sunrise and midnight. Foreign Exchange Certificates with avalue against the Reminimbi Yuan of one to one are issued to ’’Aliens’’.

The approach to the new terminal at Ao Shan was made from theWest at high tide. Five ’’tugs’’ were employed to assist in berthing, butit appeared that of the 5 vessels, only 2 were real tugs with the other 3being old minesweepers. It must be said that none of them was reallyman enough for the job. A Force 6 N.W.’ly came up at about middayand effectively held the vessel off the berth. The berthing operation thenbecame difficult and protracted on a falling tide, and was not helped bythe reluctance of the mooring boat crew and mooring gangs ashore tohandle our mooring wires. It had to be slowly explained that it wasimpossible for us to provide all fibre ropes, and once the message wasunderstood, the operation continued relatively smoothly. The final tie-upconfiguration was 5, 2 and 2, with the starboard anchor out to 7 shackleson deck, the impression given was that the anchor would not be usedin normal circumstances. The senior pilot carried out his duties in a calmand unruffled manner, and maintained his demeanour at all times.

This new terminal has a jetty and berth capable of handling vesselsup to a maximum of 230,000 d.w.t. The jetty is well found with 3 mooringdolphins either side of the main jetty. There are permanent firefightingtowers either side of the 3�16 in. Chicksans, the maximum allowedairdraft is 22.5 m., sea to Chicksans. There is a gantry-type gangwaysupplied from shore, complete with permanently attached armed guardto check the documentation of visitors and shoregoers alike. The tankcapacity is currently 2�100,000 cu.m. and 2�50,000 cu.m., with 4 moretanks, doubling the capacity, to be on stream later this year. There is afresh water connection which will be in use later this year. The jetty andthe ship are surrounded by an oil boom during all discharge operations.

Once alongside this new terminal, it became apparent that the terminalpersonnel had a very limited experience of normal tanker practice. Therewas no Tanker Safety Check List, and they had not heard of ISGOTT.The ‘‘Surveyor’’ did not check the empty ballast tanks or the bunkers,and did not issue an Ullage Report. No one ashore understood the basicsof Crude Oil Washing, they all had assumed that COW was tank cleaningwith water, until explanations were given to the Terminal Manager andhis staff by the writer, the attending Operations Superintendent and theChief Officer. Once the message had been passed by the Manager to

CHINA, P.R. OF


the Harbour Master, we were told that we had to apply in writing to theHarbour Master’s office for permission to COW, we were well into ourCOW programme by this time, but a simple note on company headedpaper was sufficient to appease him.

The initial stages of discharge progressed quickly as all lines, valvesand tanks ashore were proved. Once they were happy, we were askedto pump at a maximum rate of 3,000 cu.m./hr. per Chicksan and amaximum of 13 Bar to 4 empty reception tanks ashore. They could notunderstand why we did not achieve the maximum permissible line backpressure, and so we explained that we would find it almost impossibleto achieve anything like 13 Bar when pumping to 4 empty tanks whichwere effectively lower than the ship at the end of two 700 mm. � 1.0 km.lines. The discharge operation progressed smoothly for the most part,with the one major fault being the lack of communication between shipand shore. We were told we could contact the shore via VHF Channel 16at any time, but this was not the case. Very often there was no reply toour call, and when a reply was forthcoming, the language barrier provedformidable. The Agents and Terminal Manager spoke good English, buta majority of the people with whom we dealt had little knowledge ofEnglish.

Incoming stores and mail from Europe came via Beijing, Shanghaiand Ningbo to the local town of Ding Hai, and then by ferry to the terminal.It takes time for them to reach the ship. Outgoing mail was accepted bythe Agent, who said that it would take about a week for it to reach Europe.We called in a chandler and found the quality of local fresh produce tobe high and at a cheap price. Rubbish disposal is available, but it hasto be landed from amidships to the jetty. Before it goes ashore, it isinspected by a Customs Officer, and then it has to be sealed innon-breakable bags. We did not make use of any laundry service but,as you would expect in this part of the world, an allegedly good serviceis available with a prompt turnround time.

On completion of discharge, a very cursory inspection of tanks, duringwhich there was no inspection of any of the permanent or sailing ballast,was carried out. Immigration formalities have to be taken before thevessel can sail. All shore passes must be returned, and they must bein good condition to avoid the wrath of the Immigration Officer, who willnot work before 0800 hrs. As the vessel must sail on high tide and indaylight, we had an overnight stay alongside. For sailing, only 2 tugswere used by the same senior pilot and 1 assistant.

Overall, the level of operation was fairly low , but the jetty is well foundand manned by operators who were more than happy to learn and tolisten to the advice we were pleased to give them.

REPORT: November 1996.Ao Shan: This report was prepared by the Owner’s representative:

The following is based on the vessel’s discharge at theSinochem-Xingzhong Terminal at Zhoushan in the People’s Republic ofChina. Some information herein applies to all Chinese ports.Agents: Owner appointed Inchcape Shipping Service (ISS) as Agents,and just prior to arrival it was learned that all ships calling on PRC portsmust use one of two ‘‘State Agents’’. In this case, Penavico was chosento be the State Agent, at the cargo receiver’s request. Master reportedthat he received messages from Penavico, but was never able tocommunicate with them via telex. All messages from the ship wererelayed by ISS Shanghai.

Penavico arranged for harbour services (Pilots, tugs and line handlers)and port formalities (Customs and Immigration). Penavico wascontactable on VHF Channel 16 and the boarding Agent spoke fairlygood English.

ISS sent a Port Captain who assisted me and ‘pushed’ Penavico tokeep things moving. The ISS Port Captain was not a tankerman but wasable to get a few things done in a timely fashion.Location: The Sinochem Terminal is located on the South shore ofAoshan Island. Alongside the dock, vessel’s GPS read 29� 56.8' N.,122� 08.4' E. The depth alongside is reported to be 21.0 m. (68.9 ft.).Ship’s dock either port or starboard side to, depending on the currentflow.

Tidal range was �4 ft. to �8 ft. during vessel’s port call.Zhoushan is a major fishing port, so expect to encounter fishing vessel

traffic in the approaches. The vessel reported an extensive heavyconcentration of fishing vessels on their approach.

Zhoushan is also a major base for the Chinese Navy and as such,was not open to non-Chinese vessels until a few years ago.Approaches: The vessel was advised an approach routing to the pilotstation by the State Agent. Use caution with this routing as it routes thevessel into fairly shallow water. Vessel adjusted this routing to keep indeep water and took arrival at 29� 46' N., 122� 39' E. ISS reported StateAgents do this in all PRC ports.

The port is entered via Shih-Peng Chiang with a least charted depthof 17.6 m. Vessels pass between Scott Island Light and Ta-ShuangShan(S.W. of Taohua Dao) then direct to the Terminal on Aoshan.Pilots: The pilot station for both Zhoushan and Ningbo is located in asquare between Lat. 29� 44' 30" N., Long. 122� 20' 30" E. andLat. 29� 46' 00" N., Long. 122� 22' 30" E.

Normal working hours for the Pilots are 0800 hrs. until 1500 hrs. Wewere able to get the Pilots out early (they left the Pilot Office at 0600 hrs.)for an 0800 hrs. boarding of vessel. Pilots will not handle tankers in hoursof darkness.

The Pilots were reported to be inexperienced as Zhoushan is arelatively new port. Ningbo Pilots are reported to be better. The vesselhad the senior Pilot and a junior Pilot/translator, and the Master reportedno difficulties.Docking: The dock itself is modern and offers a symmetrical mooring.Each of the 4 forward and 4 after mooring dolphins offer 2 hooks and2 bollards.

The vessel docked starboard side to, using 3 tugs. The tugs, ZhoushanNo. 1, Zhoushan No. 2 and Zhoushan No. 3 are ex-Japanese ship-assistboats of about 3,200 h.p.

Tie-up took approximately one hour and when complete, vessel wasmoored with 2 long head lines, 2 short head lines, 2 forward breasts,

2 forward springs, 2 after springs, 2 after breasts, 2 short stern lines and2 long stern lines. With exception of the 2 forward spring lines, themooring arrangement appeared adequate. The 2 forward springs weresomewhat short, but the ship was unable to get them relocated on thedock. Forward and after springs will foul on the dock fenders duringmooring, particularly if the ship is below the dock platform.

There is a gantry type shore gangway. This equipment workedsporadically during the vessel’s port call.

The ship will be boomed while alongside.Berthing and unberthing must be conducted during daylight hours. As

noted above, the Pilots did not board vessel until 0754 hrs., so theinbound transit was in daylight. When vessel departed the dock, therewas some concern that she must leave by 1630 hrs. in order to transitoutbound in daylight.Cargo Operations: The dock has 3�16 in. arms connected by Camlockcouplings. The dock line looked to be 30 in. Cargo operations can beconducted during hours of darkness.

Initial information indicated COW could be conducted if permissionwas received from the Harbour Master. This is incorrect. COW is notpermitted at the Terminal. Apparently they received a load of sludgesometime in the past and no longer allow COW. The vessel served theTerminal with a Note of Protest regarding COW.

Discharge was started slowly into two empty shore tanks and the ratewas held at about 4,000 cu.m./hr. (25,000 b.p.h.) until the floating roofswere off the legs in both tanks. This took almost 7 hours, then the ratewas increased to approximately 8,500 cu.m./hr. (53,500 b.p.h.) until thefirst two tanks were full. The last 7 hours of discharging was into twosmaller tanks, and the rate was held at a maximum of 7,000 cu.m./hr.(44,000 b.p.h.). Maximum discharge pressure was said to be10 kg./sq.cm., although vessel did not approach that, as the rate wascontrolled by shore request. The vessel also served the Terminal witha Note of Protest regarding the slow discharge rate.

Communication with the Terminal control room is a weak link. Theonly communication was through Penavico’s Boarding Agent and hiscellular telephone.General: Rooms and meals on the ship will be needed for the BoardingAgent and the Government Immigration Agent, both of whom remainaboard at all times.

Shore leave is not allowed for U.S. seamen unless they have a validvisa from the PRC. It was rumoured during vessel’s port call that thefine for going ashore without a visa was U.S.$70. Although some of thecrew were tempted, this figure does not include a fine for the ship.Aoshan is only a Terminal and has no facilities for seamen. The city ofZhoushan is a 30 minute launch ride from the Terminal. Zhoushan doesnot offer much as a tourist attraction.

A Chinese army guard was posted at the gangway to preventunauthorised visitors and/or shore leave. At night, the gangway wasremoved from the vessel and the guard disappeared.

Leave the People’s Republic of China flag up 24 hours a day.A port State inspection was expected but none was conducted.No one with any tanker experience appeared to be on scene for the

Terminal.Cellular telephones are more popular than in the USA. Everybody

seemed to have one, and they were not aware that they should not beused on the open decks of the vessel.

REPORT: 1998.Anchorage: Masinan Anchorage for pilotage bounded by the followingco-ordinates:

Lat. 29� 55' N., Long. 122� 15' E.Lat. 29� 55' N., Long. 122� 16' E.Lat. 29� 54' N., Long. 122� 16' E.Lat. 29� 54' N., Long. 122� 15' E.The nature of the bottom is mud, depth of water 11.0 m.

Max. Size: Draft 11.0 m., LOA 220 m.Cargo Handling Facilities: 20 cargo handling machines.Cranes:Shore cranes: 15 with lifting capacity up to 16 tonnes.Floating cranes: 1�40 tonnes, 2�25 tonnes.Loading Rates:

General Cargo: Up to 2,500 tonnes per day.Discharging Rates:

Reefer: 800 tonnes per day.Steel Products: 2,500 tonnes per day.Vegetable Oil: Up to 400 tonnes per day.

Tankers (Aoshan Oil Terminal): Max. size: Draft 20.0 m. 250,000 d.w.t.Loading: Loading rate for Aoshan Crude Oil is 7,000 t.p.h.

Slop disposal available, accept up to 10,000 cu.m.Fresh Water: Available by barge.Fuel: Only diesel oil available.

ZHUHAI: 22.18 N. 113.35 E. (See Plan)

CONTAINER HANDLING FACILITIES: Zhuhai International ContainerTerminal: Operator: Zhuhai International Container Terminals (Gaolan)Ltd., Terminal Main Building, Gaolan, Zhuhai City, Zhuhai 519050,Guangdong, China. Tel: �86 (756) 726 8828. Fax: �86 (756) 726 8603.Email: [email protected] WWW: www.hph.com.hkLocation: The Terminal is located S.W. of the city of Zhuhai, on theNanshui River, approximately 45 nautical miles from Hong Kong.Berthing: The Terminal has a berth length of 410 m. and a depthalongside of 9.0 m., a total area of 51 acres (21 hectares), annualhandling capacity of 300,000 TEU.Cargo Handling Equipment: 2 multi-purpose cranes, 3 general cargocranes, 6 multi-purpose mobile cranes, 5 container front-endhandlers/reach stackers and 24 forklifts.TANKERS: See ‘‘Agent’s Report’’ dated June 2002.


www.hph.com.hk

CHINA, P.R. OF


SHIPMASTER’S REPORT: April 1994.Discharge of two Parcels of Gas Oil:

This operation was the second discharge port in China. At the initialport (Beihai), 5,400 tonnes of gas oil was discharged into barges. Dueto poor weather, no officials visited the vessel prior to departure, but allpaperwork was forwarded by State Agents ‘‘Penavico’’ to Zhuhai.

Communications by telex and fax prior to arrival gave an indicationthat operations would be relatively well organised.

The vessel updated ETA’s as per normal and arrived at night.Anchoring position being in the Southern end of the waiting and

unloading area (approx. 22� 04' N., 113� 44' E.). As the maximum arrivaldraft was 11.2 m., great care was taken with tidal information. Minimumunder-keel clearance was noted at 2.0 m. during stay.

The area is very busy with naval traffic and numerous fishing craft,although the anchorage area is not particularly well used.

After arrival, very little information was obtainable from ‘‘Penavico’’,and the services of the Agent in Hong Kong were invaluable. Allmessages were copied to them and numerous telephone calls were thenorm to try and gain information regarding the discharge.

It was 3 days before there was any discharge operation, and this wasa combined 2 Bill of Lading parcel into small tankers. We discharged totankers on either side, after the usual meeting about using fenders/properhoses, etc., as is the standard for Chinese ports.

This parcel was completed after 2 days (approx. 11,000 tonnesdischarged into 13 vessels). The remaining parcel of 4,000 tonnesproved more difficult. As it had been sold on from the original consigneeto a company not in the region of Zhuhai, there appeared to be difficultiesashore with numerous points.

We were informed that it would be lifted in one tanker of 4,800 d.w.t.size. ‘‘Penavico’’ were informed that the proper fendering and hoseswould be required by a vessel of this size, as up until then the largestbarge had been 1,700 tonnes.

As there was so much confusion ashore, Mabanaft sent arepresentative from Singapore to help out with matters in Zhuhai. It was8 days before discharge was commenced into tanker ‘‘Daqing 212’’, arather large looking 4,800 d.w.t. vessel. She was equipped with 2 �3.0 m. � 1.5 m. diameter pneumatic fenders. We had rigged all availabletwin tyre fenders (9 units). 3 lengths of 6 in. hose were used for thetransfer. This was assembled on board our vessel and returned to the‘‘Daqing 212’’ at the end of discharge. Discharge was completed thesame evening and the ‘‘Daqing 212’’ sailed.

We awaited final Clearance before sailing for Hong Kong to dischargethe final parcel of 10,184 tons of diesel.

Nobody was available on the next day, but we were assured that bythe following afternoon all would be fixed, and Clearance given. TheAgent and officials boarded at 1645 hrs. This was the first visit by anyproper shore representative of Penavico/Customs/etc., since the vesselhad arrived some 15 days earlier.

Customs officials were not happy with papers received from Beihaiand refused to clear ship outward. They said things had to be confirmedwith Beihai area, and that it would be cleared by the next day. ThePenavico Agent was of no assistance in the matter, and it appeared thatthere was no intention of giving us Clearance in the first place.

They left the vessel at 1730 hrs. Owner and Hong Kong Agent wereboth informed of the situation.

We were later informed by Hong Kong Agent that Clearance wouldbe granted next day.

The next day we were informed by Hong Kong that the Agent andCustoms were on their way to the vessel, to give Clearance. Later, Iwas asked by Penavico to clarify the cargo carried from Beihai, as thereappeared to be a discrepancy in the Beihai Customs papers. Havingdone this, I was asked to check the Entry Report form, but as I hadalready informed them, I did not have any Customs papers from Beihaiat all. This was stated on telex, and Zhuhai Customs were given copiesof all Bills of Lading relating to the cargo.

At 1700 hrs., Hong Kong informed the vessel that Customs would notnow be attending the vessel, and we would have to wait another 2 days.We received message from Penavico stating that Customs wished meto make out new Entry Report form with the figure 25,114 tonnes asthrough-cargo from Beihai, after which all would be in order, andClearance Inspection undertaken. I was told that the original figure wasincorrect.

We were asked to supply a statement absolving Zhuhai Customs fromany financial responsibility. I was told by Hong Kong Agent that this wasin case if later there followed a claim for the difference in thethrough-cargo figures. If I did not supply this statement, the delay wouldperhaps run to several more days.

At 1600 hrs., the Agent in Hong Kong called and informed me thatthe Customs were on their way to the vessel. Officials boarded at1715 hrs., 10 persons in total, the Report of Entry from Beihai waspresented. There was an error in the onward cargo column. I changedthe figure from 26,113 tonnes to 25,113 tonnes and initialled it. That wasClearance completed.

I fail to understand why this could not have been done in the firstplace, but as already stated, there was more behind this than just asimple error in figures.

At 1750 hrs. Clearance was given.At 1800 hrs. commenced heaving anchor to leave area, after 18 days

in port.Agents in Hong Kong must be thanked for their assistance throughout

the period, as they were our main line of communication. Therepresentative of Mabanaft Singapore worked very hard on arrival atZhuhai to smooth the operation along.

SHIPMASTER’S REPORT: April 1995.The Report was compiled when this LPG carrier discharged a cargo ofLPG-Mix at the port:

The vessel arrived at Zhuhai Pilot on April 20th, at 1712 hrs. It wasnot possible to establish any contact with Pilot or Agent on VHF, Telexor Fax. The best communication arrangement was by telephone via our

Agent in Hong Kong, as vessel called there beforehand. On arrival atZhuhai Pilot (Lat. 22� 04' N., Long. 113� 44' E.), we dropped the anchorand tendered N.O.R.

Later I was able to send N.O.R. by fax directly to Zhuhai Gas Co.At 1730 hrs., I received a fax message from Sinoagent Zhuhai, to

self-pilot the vessel to Tangija Inner Anchorage. The information thatvessel had arrived at the pilot station must have come from the HongKong Agent.

The anchor was home at 1748 hrs. We set course to a position closeto the chartered Racon Buoy. The buoy was unlit and no Racon signalswere received. A second buoy was detected close to the Fairway Buoy,marking the beginning of the buoyed channel to Macao.

From position Lat. 22� 05.8' N., Long. 113� 40.9' E., we set course of359�. Vessel was able to maintain near full speed with a max. draft of5.30 m. aft. We passed the buoy marking the ferry speedway betweenHong Kong and Macao, which was detectable on the radar, but was unlitand looked more like a drifting empty drum.

Close to the next buoy, we altered course to 342� (in positionLat. 22� 15.2' N., Long. 113� 40.7' E.) and headed directly for Zhuhai.The chartered buoy close to this position was unlit, but gave a goodecho on the radar. Approximately 1.5 miles after course alteration, it wasno longer possible to maintain full speed, although I reduced to halfspeed approximately 1 mile earlier.

The critical passage is approximately 1.5 miles after passing the buoyand approximately 3 miles long. We reduced speed to slow. Great carewas observed to maintain the planned course, as there is not muchwater to port or starboard.

As chartered, we found deeper water when approaching the Zhuhaijetty. Three buoys have been placed, which we marked on the chartourselves. We anchored in position Lat. 22� 21.7' N.,Long. 113� 38.5' E.,as we found our berth occupied by another vessel.

On April 22nd, vessel received a VHF call from Sinoagent to comecloser to the jetty, in order to receive the ‘‘Joint Inspection’’ on board.In the meantime, we made our first contact with the Agent on April 21st,on VHF Channel 3. Our next anchor position was Lat. 22� 22.8' N.,Long. 113� 37.7' E., approximately 0.3 miles from the jetty.

The vessel was notified that Pilot would board the vessel on April 22ndin the afternoon. Pilot boarded without further notice. At the time ofberthing, the tide was setting Northerly. No tugs were used, as vesselwas equipped with bow thruster. The port anchor was used, and vesselberthed starboard side alongside with 3 head lines, 2 springs fore andaft and 3 stern lines.

The Joint Inspection was the usual Immigration and CustomsClearance. At this time, only 9 Officials came onboard at the anchorage,but there can be many more. The Officials were very polite. I arrangedthe Officer’s Messroom for the clearance, and had tea and coffee withbiscuits ready for them. Most of the clearance papers are required tobe on Chinese Forms, which vessel should carry onboard.

The use of a tug is up to the Pilot. The Agent tries to have a tug billsigned in advance.

The jetty is equipped with fenders and bollards.Cargo hoses are of flexible type, vapour and liquid line have 6 in.

300 ASA connections.Vessel stopped discharge twice on ‘‘shore request’’, the reason could

not be established. It seems to be the limited capacity of the shore tanks.The vessel was able to maintain a discharge rate of approximately150 t.p.h., once discharging commences.

It is almost impossible to communicate with the watchman on shore,as he was not able to speak English.

I established communication with Sinoagent through VHF Channel 3,twice a day at 0830 hrs. and 1500 hrs.

No crew members are allowed to go ashore. It was said that thesurrounding area is a military zone.

REPORT: 1998.Pilotage: Pilot boards at Jiuzhou Anchorage.Anchorage: Jiuzhou Anchorage located in position Lat. 22� 13' 37" N.,Long. 113� 37' E.

The nature of the bottom is mud and sand, depth of water 4.0 m.Max. Size: Old Port Zhuhai: LOA 125 m., draft 6.0 m.

New Port Gaolan: 20,000 d.w.t., draft 8.2 m.Tidal Range: 0.90 m. – 2.84 m. (average 1.07 m.).Cranes: No shore cranes at Zhuhai. At Gaolan port, 3�40 tonnes cranesfitted at 2 berths.Main Imports and Exports: Imports: Containers, barley, steel products,oil products, general cargo.Exports: General cargo.Loading Rates:

General Cargo: Up to 2,500 tonnes per day.Discharging Rates:

General Cargo: Up to 2,500 tonnes per day.Oil Products: 250 t.p.h.Barley: Up to 6,000 tonnes per day.Steel Products: Up to 3,000 tonnes per day.

Fresh Water: Only available at berth.Fuel: Available by truck at berth.Stores: Only available at berth.

SHIPMASTER’S REPORT: November 1998.Vessel: Chemical tanker, LOA 180 m., 45,000 d.w.t.Features: The 3 main islands of Niutoti Dao, Zhongxin Zou and GuishanDao seem to be quite important. The pilot station for the Pearl River ismaintained there.

There is a large fishing fleet, and a sheltered harbour has been builtwith 2 large stone breakwaters, one running 343� from the shore justunder Guishan Dao Lighthouse and a detached breakwater running 023�to the North of this, leaving a generous entrance.

The 3 islands are connected by solid stone causeways, and extensivequarrying operations are taking place, mainly on Zhongxin Zao, wherethe original marked height of 132 m. has been reduced by a good 30 m.

CHINA, P.R. OF


Quarrying is continuing and several blasting operations wereconducted during our stay.

The small town appeared lively and is served by several fast ferriesevery day.Publications: Charts: Admiralty B.A. No. 341, 1555, 3026.

Admiralty Sailing Directions: NP 30, Sections 12.13, 12.26, 12.27.Admiralty Light List: Vol. F.Admiralty List of Radio Signals: NP 286(2) B2540.

Documents: Documents: Papers required on arrival:1 Crew List.3 Cargo Manifests (discharge and transit cargoes).3 Crew Effects Declarations.3 Stores Lists.1 Health Declaration.All documents required original signature and ship’s stamp.Copies of most ship’s certificates were faxed to controlling Agents in

Hong Kong prior to arrival.Bond was not sealed.A Ship’s Particulars form was required to be completed during the

discharge, giving certificate dates, Officer’s license details and otherinformation.Arrival Formalities: First contact acknowledged that we had arrived.Some time later we were informed that joint inspection party consistingof 7 men would board in due course. The party boarded at 1230 hrs.The Agent dealt with all formalities.

All 7 officials stayed onboard throughout the stay in port.Approaches: Approach at night in clear weather was not difficult. Onlymoderate local traffic.

Marked approach route used with a deviation to give a wide berth towreck marked at Lat. 21� 59' N., Long. 113� 52' E. If there is radarsurveillance, this was either tolerated or was not noticed.Anchorages: Anchored in position Lat. 24� 14.4' N., Long. 113� 44.4' E.Vessel then shifted anchorage for discharge to position Gushan DaoLighthouse, bearing 082��6 cables in water depth of 14.0 m. Also see‘‘Shifting’’.VHF: No contact until 0830 hrs., 6 hours after we had anchored.Shifting: Pilot boarded at 1450 hrs. and ship was moved about 5 milesto the working anchorage close West of Guishan Dao, with Gushan DaoLighthouse bearing 082��6 cables in water depth of 14.0 m.

Area between the anchorages is shallow and bottom appears to bevery soft mud which confused the echo sounder and doppler log. Shipremained in position throughout the stay in variable weather and normaltide. Anchorage is sheltered, and we were affected only by the occasionalswell during the turning of the tide.Discharge: Approximately 8,380 tonnes of methanol was discharged intobarges. Discharge connection is 1�6 in.

Barges assigned for the discharge were 5�750 tonnes and1�200 tonnes. The barges are twin-screw river craft with a crew of 10 or12 persons.

Two appropriately sized Yokohama fenders were supplied, and thebarges were brought alongside when needed. Pilot was used for eachbarge berthing and a safety tug was on stand-by during manoeuvres.Schedule followed no obvious plan. There were times when barges wereseen at anchor a mile away but were not used, with no operations carriedout at night, while time was given to barge crew to finish breakfast beforebeing called alongside. Barges were loaded in 1 hour 40 minutes,spending an average of just over 2 hours alongside, they then left fortheir discharge berths about an hour’s passage further upstream.

During the stay, no more than 4 barges were handled per day. Totaltime at the working anchorage was 76 hours. Total time discharging tobarges was 22 hours 55 minutes. Non-working time 53 hours05 minutes.

At the end of operations, the boarding party left in such a rush thatthey forgot two men. The sampans handling the fenders had to be calledback to pick them up.

AGENT’S REPORT: January 2002.Facility: Oil Terminal.Approaches: The depth in the channel is 11.0 m.Pilotage: Compulsory.Restrictions: Berthing/unberthing during daylight hours only.Max. Size: Max. draft 8.0 m. plus height of tide.Berthing: The Terminal has a berth length of 150 m., and a depthof 8.2 m.Discharging: The discharge rate is 300 cu.m./hr.Cargo Handling Facilities: The shore tanks have a total capacity of53,500 cu.m. Distance to the shore tanks is approximately150 m. – 200 m.Fresh Water: Available.Fuel: Available.

AGENT’S REPORT: June 2002.Terminal: Zhuhai Winbase Petrochemical Terminal.Owner: Zhuhai Winbase International Chemical Co. Ltd.Location: Gaolan Port, West Zhuhai.General Overview: The Terminal is jointly constructed by local andoverseas capital, with an expected annual cargo throughput of900,000 tonnes.

The 2nd phase of development is underway and it is expected to becompleted in September 2002. With completion of the 3rd phase, cargothroughput will increase to 4,000,000 tonnes per year.Pilotage: Compulsory.Approach Channel: Channel depth is 9.2 m.Restrictions: Berthing/unberthing during daylight only.Max. Size: Jetty A: Max. 50,000 d.w.t. – 80,000 d.w.t.Jetty B: Max. 5,000 d.w.t.Berthing: Jetty A: Length 370 m., depth 12.5 m.Jetty B: Length 160 m., depth 7.5 m.Cargo Handling Facilities: There are 16 shore tanks with a total capacityof 80,000 cu.m. Distance from berth to shore tanks is 300 m.

Hose/Pipeline Size: Pipelines are 10 in. – 12 in. and manifold hose sizesare 8 in. – 10 in.Cargoes Handled: MEG, SM, OX, MEOH, sulphuric acid, acetic acid,acetone and toluene.Fuel: Not available.

AUTHORITY: Zhuhai Port Authority, Administration Office, ShihuaDong Road, Zhuhai City, Guangdong Province 519000, China.Contact: Harbour Master.