Chittagong, Bangladesh (Asia Region)

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1 General Information: Port Information (Asia Region) Extract of port information from Chittagong Port Authority: The Port of Chittagong is the principal Port of the People's Republic of Bangladesh. It is situated on the right bank of the river Karnaphuli at a distance of about 9 nautical miles from the shore line of the Bay of Bengal. Admiralty chart BA 90 and BA 84 Approaches to Chittagong is used for navigation in the area. Seaward Limit: With Patenga Point Beacon as center of an arc is drawn seaward with a radius of 5.5 nautical miles till it intercepts the coast line. The Port has the following recommended Anchorage Grounds: ANCHORAGE "A" ANCHORAGE "B" and AN- CHORAGE "C" "A" Anchorage is for vessels over 9.2 m draft. "B" Anchorage is for vessels entering the Port within 24 hours. "C" Anchorage is for vessels lightening and other vessels not schedule to enter the Port within 24 hours. Pilotage is compulsory for ocean going vessels entering port. The entrance to the river is constantly changing and no vessel should attempt to enter without pilot. Pilot boards approximately 2 nautical miles seaward of the outer bar buoy. Inward ships must present themselves at pilot ground at least 3 hours before the high water to enter on a particular day. This of course, is subject to the availability of berth and having permissible draft and length etc. Port Restrictions: The maximum permissible draft restriction for entering Chittagong Port is 9.15 m and maximum permissible length m. Vessels shall check latest draft restriction information from port. Vessels with higher drafts are usually lightered at outer roads off Kutubdia Island and in designated anchorage areas of the Port. Pilotage is not compulsory for anchoring off Kutubdia Island or in the designated anchorage areas. However vessels intending to anchor in designated anchorages may consider taking a sea pilot off Kutubdia.

2 Port Information Some salient points mentioned in Sailing Directions for navigation in the area: Section ELEPHANT POINT TO CUCKOLD POINT (Recommended Route) From a position WSW of Elephant Point (21 o 11.00N, 92 o 02.95E) the track leads N, passing: W of a stranded wreck (21 o 04.93N, 91 o 54.79E) (position approximate), Thence: W of a stranded wreck (21 o 14.13N, 91 o 48.92E) (position approximate), Thence: W of Cox s Bazar Light (21 o 26.06N, 91 o 58.32E) (4.62) which is exhibited 3 miles SE of the S entrance to the Maishkali Channel, Thence: E of the South Patches (21 o 27.80N, 91 o 45.20E), thence: W of Sonadia Island (21 o 30.00N, 91 o 52.00E). The narrow island stands on the outer part of a mud flat, which dries in places, extending SW from Maiskhali Island. During the N-going tidal stream the sea breaks heavily on the drying bank and shoals extending SW from Sonadia Island. The village of Sonadia stands in the center of the Island amongst some palm trees. A number of white sand hills, with heights from 1.5m to 4.5m, are the only other notable feature. Thence: E of North Patches (21 o 41.20N 91 o 43.20E), comprising numerous hard sand shoals, Thence: E of a narrow bank extending from North Patches (21 o 41.20N 91 o 43.00E), to Dolphin Shoal, 10 miles N, and lying parallel to the coast of Kutubdia Island (4.61), local knowledge necessary. Thence: W of Kutubdia Island Light (21 o 51.91N 91 o 50.54E), Thence: E of Dolphin Shoal (21 o 53.25N 91 o 46.15E), Thence: To a position W of Cuckold Point (21 o 57.35N 91 o 53.40E) Section 4.61 LOCAL KNOWLEDGE Very strong tidal streams set through the channel between the North Patches (21 o 41.20N, 91 o 43.00E) and the banks and shoals extending South from Kutubdia Island and the West side of Maiskhali Island (21 o 37.00N, 91 o 56.60E). Navigation through this channel requires local knowledge and is not recommended. Section 4.6 DEPTHS Caution: The depths in the Kutubdia Channel, Maishkali Channel and in the vicinity of the entrance to Cox s Bazar (21 o 26.06N, 91 o 58.32E) are subject to frequent change and therefore vessels should exercise extreme caution. Mariners should refer to the notes regarding depths on the chart. Navigation between Elephant Point and the N end of Kutubdia Island can be conducted in depths from 10m to 20m. However N of Kutubdia Island all routes lie inshore of the 10m depth contour, except for a narrow channel about 2 miles offshore stretching between the vicinity of the N end of the Kutubdia Channel and the mouth of the Sangu River (22 o 05.00N 91 o 50.50E). Section WEST COAST OF KUTUBDIA ISLAND: Anchorage, may be obtained in depths of 11 to 13m 1 ½ miles W of Kutubdia Island Light ( N, E). Although the anchorage provides reasonable shelter strong tidal streams which set through.

Port Information Case Study 1 Grounding Incident: A Bulk Carrier was bound for Kutubdia anchorage, Chittagong Roads, Bangladesh. The vessel Grounded on an uncharted depth of 10.4m in position 21 32.

3 Port Information Case Study 1 Grounding Incident: A Bulk Carrier was bound for Kutubdia anchorage, Chittagong Roads, Bangladesh. The vessel Grounded on an uncharted depth of 10.4m in position N and E, west of the charted South Patches. The incident resulted in severe damage to vessel s Rudder & Steering gear system and also breach of hull. There was no injury or Environmental pollution caused due to the incident. Grounding position Uncharted depth 10.4m in position N, E Kutubdia anchorage What went wrong? While west of the South patches, vessel experienced heavy fishing traffic for which she altered her course to stbd, towards the South Patches. The vessel grounded on an uncharted shallow depth in close proximity but outside 10 m contour periphery of the South Patches. Vessel was drawing a draft of about 12.9 m in fresh water. To approach the Kutubdia anchorage, the vessel used a direct route, North-East bound, in between the m contour and passing between North Patches (21 o 41.20N, 91 o 43.00E) & South Patches (21 o 27.80N, 91 o 45.20E). Use of recommended route in Sailing Directions, passing East of the South & North patches, to approach Kutubdia anchorage was not evaluated. Although the course line was clear of the charted shallow spot depths but the vessel did not realized that there may be uncharted shallower depths, less than vessel s draft, in between the m contour. The spot sounding depths in the area are at good distances and its apparent that the area is inadequately surveyed. Under Zone of confidence on ECDIS, the area is categorized as category C - Full area search not achieved, depth anomalies may be expected. The vessel approached Kutubdia Anchorage while the tide was falling, close to the low water tide. Vessel did not plan passage with respect to the tidal predictions for adjacent areas, COX s Bazar. The vessel approached the congested area with heavy fishing traffic at night. The bridge watch keeping level was not enhanced by placing additional officer and there was no additional Lookout kept on bridge while arriving port. Vessel was using Dual ECDIS (Paperless navigation) which was not used to its full potential. The safety settings for Shallow Contour, Safety Contour and Safety Depth were incorrect (lesser value) with

4 Port Information No st July 2013 Case Study 1 Grounding (continued) Tidal Analysis with respect to vessel s passage BA chart 90 Chittagong Intended anchor position off Kutubdia Island Position of Grounding N & E Uncharted depth 10.4m 10 m ur to n co Depth information not very reliable. variable shallow spot depths between the 10m & 20m contour Chittagong N, E Tidal Range usually varies 1-2 hrs after Kutubdia Island Kutubdia Kutubdia Island N, E Tidal Range usually varies 1-2 hrs after COX s Bazar North Patches South Patches COX s Ba- 20m contour Track used by vessel resulted in travers- Sailing direction recommended route passing east of ing maximum distance between the 10m south patches. This route to Kutubdia anchorage & 20 m contour (unsafe area as per her utilizes deep waters (20m contour) to maximum COX s Bazar N, E Tidal Range for the area Vessel passed COX s Bazar, while the tide was falling, close to low water time. Vessel was experiencing ebb tide and probably the least possible depth. Vessel should have arrived here on rising tide, close to high water, to have deeper waters throughout the passage

5 Case Study 1 Grounding (continued) What can be done to prevent recurrence? Port Information Deep draft vessels (> 10m draft ) bound for Kutubdia anchorage shall follow recommended route in Sailing Directions, passing East of the South & North patches. All vessels shall plan their passage to utilize deep waters outside 20m contour to its fullest extent. The key to good passage planning in the area is to plan the passage with respect to the tidal predictions for adjacent areas ie. COX s Bazar, Kutubdia Island and Chittagong which have varying times & ranges. The area of shallow waters shall be transited during times of high waters for adjacent areas. Local updated navigation information shall be referred to in Sailing directions, through Agents and other means. Use of latest updated local charts shall be considered for reference while navigating in the area. During arrival & departure port, Bridge Watch keeping level shall be enhanced in line with Bridge Procedures Manual section A dedicated Lookout shall be posted and where necessary an additional officer shall be put on bridge to enhance position monitoring. A day time passage shall be preferred in such areas. Considering the peculiarities & poor nautical standards of the Port of Chittagong, its approach roads & anchorages, all vessels calling Chittagong are required to carry out a Navigational Voyage Risk Assessment and a review of passage plan through Office. ECDIS shall be used to its full potential. Safety settings shall be set appropriately and Zone of Confidence shall be checked for the depth survey reliability in the area. As a general rule, following minimum ECDIS safety settings* are recommended: Safety Depth = Draft + Minimum required UKC + 1m (As per company policy) Safety contour = Safety Depth Shallow contour = Draft of the vessel Deep contour = Twice the draft of the vessel *Safe water settings are dynamic and will depend upon vessel s draft, speed and UKC requirements. It should be noted that above settings does not make new contours on charts but they merely highlight the available contours on charts and allow the navigator to distinguish NO GO areas. Limitations of ECDIS shall be kept in mind when it may be required to cross the Safety Contour to arrive a point safely within the Safety Contour w.r.t vessel s draft. Key Learnings From Incident (LFI) Passage shall be planned with respect to Tidal predictions of adjacent areas. Appraisal of Local knowledge from Sailing Directions & other means is important. ECDIS safety settings is important Anti-Grounding Tool.

No. 001 31st July 2013 Case Study 2 Minor Contact A vessel did ship-ship transfer and lightered her draft at A anchorage to about 9 m prior proceeding inside river Karnaphuli to discharge remaining

6 No st July 2013 Case Study 2 Minor Contact A vessel did ship-ship transfer and lightered her draft at A anchorage to about 9 m prior proceeding inside river Karnaphuli to discharge remaining cargo at berth DOJ-5, Padma Jetty (Meghna Oil Terminal). While transiting the river, she experienced sudden increase of wind speed which picked up to kts and the visibility suddenly deteriorated to zero due to heavy rain. This was caused due to a sudden onset of Nor wester*, a local phenomenon in the region, without any local warning by port. Vessel stopped her engines and gave crash astern movement to reduce headway. Vessel dropped both of her anchors, but due to strong currents from astern and headway she made slight contact with lighter vessels (barges) who had dragged anchors due to strong winds and drifted in the center of the channel. Nor wester The first sign of Nor wester is a low bank of dark cloud in the north-west, the upper outline of which has the appearance of an arch. It approaches at first slowly and then more and more rapidly with a strong gust or squall. There is frequent thunder and lightning followed by down pour of rain and sometimes accompanied with hail, which is driven by the strong wind. On some occasions the wind blows with almost hurricane force. Nor wester in Bengal starts as early as February. The number gradually increases reaching maximum in April and May and decreases thereafter along with the onset of monsoon. On an average the hot weather season experiences about 15 such thunder squalls (Violent wind) of which March records 3, April and May 5 to 6 each. But the frequency is highly variable from one year to the next and one region to the other. Usually these thunder squalls occur in the afternoon and evening but they are also observed at other times of the day and night. A large number of these thunder squalls strike from north-west for which they are called Nor wester. Duration over a station varies from a few minutes to about an hour. Nor wester forecasting: Very specific forecasting of Nor wester well ahead is not a very easy task. The Port did not transmit any warning / forecast for Nor wester on VHF even short while before the onset of Nor wester in the river. Vessels calling Chittagong in Nor wester season and monsoon seasons shall bear in mind that the weather conditions may change suddenly. Due regard shall be had to prevailing weather & currents conditions when navigating in this area and accordingly vessel shall proceed at safe speed to take timely avoiding action.

7 Port Information The Roads to Port of Chittagong & its anchorages has several navigational hazards such as variable shallow spot depths, wrecks, congested sea room. The charted depths inside the 10 m and 20 m are variable with various shallow spot depths. The area has high tidal range and strong tidal streams and exposed to the effect of open sea. Reportedly, vessels have experienced 3-7 knots of currents at anchorages and approaches. Due to strong currents, there is frequent silting/erosion of the bottom and the charted depths & information is not very reliable. It is also apparent that the area is not well surveyed & the navigational information is not well promulgated. Possibility of uncharted shoals further increase navigational risk to vessels. Vessels shall procure Local chart information for reference to have latest updates in the changes to depths in the area. Considering the peculiarities & poor nautical standards related to the Port of Chittagong, All vessels calling Port of Chittagong shall complete a Voyage Risk Assessment and review of Passage Plan from office.

NAVIGATE VESSEL SAFELY AT THE CHITTAGONG PORT ( BANGLADESH) ANCHORAGE

NAVIGATE VESSEL SAFELY AT THE CHITTAGONG PORT ( BANGLADESH) ANCHORAGE Zalal Uddin Ahmed, PhD,MBA, LLB, Dip in Admiralty Law(Lloyds), MNI ( London) The write up prepared to give detail idea as regards Chittagong