Company Name: V-OCEAN -BANGLADESH
Company Address: Plot # 1, Road # 7, Block# G, Halishahar Housing Estate, Post code: 4100, Chittagong, Bangladesh.
Company Name: V-OCEAN -BANGLADESH
Company Address: Plot # 1, Road # 7, Block# G, Halishahar Housing Estate, Post code: 4100, Chittagong, Bangladesh.
Last Updated: 24 Sep 2025
The Chittagong Port is the principal seaport of Bangladesh handling about 92% of import-export trade of the country. It provides a major gateway for the country's trade with the outside world. As such its importance in the national economy is paramount. The ChittagoPILOTAGE IS NOT COMPULSORY BUT HIGHLY RECOMMENDED BY PORT AUTHORITYng Port Authority (CPA) is a basic services provider. Its Objectives focuses mainly on providing necessary services and facilities to the port users efficiently & effectively at competitive price.
| Port | Chittagong Port |
| UN Locator Code | BDCGP |
| Location | Latitude / Longitude: 22.32°N, 91.80°E |
| Anchorage Area | The anchorage is divided into three areas 'A' 'B' & 'C'. • Anchorage ''A'' is formed by extending 2 (Two) lines up to port limit, one (1st) having bearing 337°45' and the other (2nd) 310°30' from the point having lat 22°12'30'' N and long 91°47'00'' E. • Anchorage ''B'' is formed in between 4th and 5th line having bearing 234 ° extended up to port limit from the previous point. • Anchorage ''C'' is between 4th and 5th line having bearing 23°40' & 157° respectively, extended up to Port limit from a point of lat 22°12'00'' N and long 91°47'12'' E. |
| Pilot boarding | :PILOTAGE REGULATIONS FOR THE PORT OF CHATTOGRAM): Compulsory Pilotage Area Pilotage is mandatory for every vessel when entering or leaving the inner harbor, which is the channel from the outer anchorage to the jetties and berths. This is due to the dynamic and complex nature of the Karnaphuli River, including strong tidal currents and a constantly shifting riverbed. A licensed port pilot from the Chattogram Port Authority (CPA) must be on board to guide the vessel. Voluntary Pilotage Area (Outer Anchorage) While compulsory pilotage begins once a vessel leaves the outer anchorage to enter the river, there are specific circumstances where pilotage is highly recommended or compulsory even in the outer anchorage area. • Vessels with a draft over 10 meters: Pilotage/Navigational assistance is compulsory for incoming ships with a draft greater than 10 meters, particularly when moving from the Kutubdia anchorage to the Port of Chittagong's outer anchorage A. • Vessels with a draft between 9.5 and 10 meters: Pilotage is highly recommended. • All other vessels: Pilotage is also recommended for other vessels maneuvering within the anchorage areas A, B, and C. Pilot Boarding Procedure Vessels must follow a specific procedure to receive a pilot: 1. Notification: The ship's agent must notify the CPA at least 72 hours (three days) in advance for vessels with a draft over 9.5 meters. 2. Pilot Ground: The vessel must proceed to the designated pilot boarding ground, which is located approximately 2 nautical miles seaward of the Outer Bar Buoy. 3. Timing: Incoming ships are required to be at the pilot ground at least 3 hours before high tide to ensure they can enter the port on the next available tide. 4. Communication: Masters must maintain a continuous VHF radio watch on Channel 16 and Channel 12 for communication with Port Control. 5. Pilot Ladder: The vessel must have a pilot ladder prepared and rigged in accordance with regulations to facilitate safe boarding for the pilot. Masters are advised to maneuver the vessel with great care while the pilot boat is alongside, keeping in mind the strong currents. |
| Maneuvering time from Anchorage to Berth | The typical maneuvering time for a vessel to travel from the outer anchorage to a berth in the Port of Chittagong is approximately 2 hours. This timeframe, however, can be heavily influenced by several factors: Tidal Conditions: As a tidal port, ship movements are highly dependent on the daily high tide. Vessels must time their entry to ensure they have sufficient water depth, especially those with a deep draft. The port typically schedules ship movements to begin about 4 to 5 hours before high tide. Vessel's Speed and Draft: Larger, deep-draft vessels may require more time and must navigate the channel more slowly. The Port Authority also has restrictions on the length of a vessel that can be handled at night. Berth Availability: The actual movement from the anchorage to the berth cannot begin until a berth is available. Due to ongoing port congestion, vessels often experience significant waiting times in the anchorage before they can begin their inward journey. Pilotage: A port pilot from the Chattogram Port Authority (CPA) is compulsory for the journey from the outer anchorage to the berth. The pilot guides the vessel through the channel to ensure safety due to the strong tidal currents and shifting riverbed. Navigation Distance: The distance from the pilot boarding ground to the main jetties is approximately 11 nautical miles. The transit time can vary depending on the speed maintained throughout the different sections of the river. In summary, while the actual maneuvering on the water takes around two hours, the entire process, including waiting for the correct tide and berth availability, can take significantly longer. |
| VHF Channel Number | : VHF Channel 12 (Working Channel), VHF Channel 16 (Distress and Calling Channel) & VHF Channel 6 (Alternate Working Channel) |
| Water Density | : The water density at the Port of Chattogram is not constant. It's a brackish water environment, meaning it's a mix of freshwater from the Karnaphuli River and saltwater from the Bay of Bengal. While the exact density can fluctuate, it is generally considered to be in the range of 1002 to 1012 kg/m3 at the outer anchorage, which is a key reference point for mariners. |
| Weather | updated soon..... |
| BA Charts required | : BA Chart 1016: Approaches to Chattogram & BA Chart 102: Chattogram Harbour |
| Stevedoring Working Hrs | Stevedoring operations at the Port of Chittagong (now Port of Chattogram) operate on a 24/7/365 basis. The port and its stevedores work around the clock, every day of the year, to handle cargo and minimize vessel turnaround time. |
| Tide | Download from this link :: https://cpa.gov.bd/site/page/fa23d38c-affd-4f17-bf2e-945676b9452d/Tidal-Info |
| Discharge Facility | : The Port of Chattogram offers a variety of discharge facilities to handle different types of cargo. The facilities are specialized for containerized cargo, bulk cargo, and liquid bulk cargo. Here is a breakdown of the main discharge facilities: 1. Container Terminals Containerized cargo is the largest and most significant part of the port's operations. The port has multiple dedicated terminals equipped with modern cranes and handling equipment for efficient discharge and loading. • Chattogram Container Terminal (CCT): One of the primary container handling facilities. • New Mooring Container Terminal (NCT): A specialized and modern terminal with a significant handling capacity. • Patenga Container Terminal (PCT): This is a new, state-of-the-art terminal that is expected to significantly increase the port's container handling capacity and efficiency. These terminals are equipped with gantry cranes, rubber-tired gantry (RTG) cranes, and other equipment to handle a high volume of container traffic. 2. Liquid Cargo Discharge Facilities The port has specialized jetties and moorings for the discharge of liquid bulk cargo, such as petroleum products, edible oil, and chemicals. • Dolphin Oil Jetties (DOJ): These jetties are specifically designed to handle tankers carrying petroleum, oil, and lubricants (POL). • Single Point Mooring (SPM): A significant new project in the port is the Single Point Mooring, which allows large oil tankers to discharge crude oil from the sea to a storage facility on land without having to enter the inner harbor. This is a major development that will improve efficiency and reduce congestion. • River Moorings (RM): There are also several river moorings, such as River Mooring No. 8, which is used for vessels carrying vegetable oil. • United Tank Terminal Jetty (UTTJ): This is another facility for the loading and unloading of oil tankers. • Specialized Jetties for Fertilizers: Facilities like the KAFCO Urea Jetty and the TSP Jetty handle liquid and dry bulk fertilizers. 3. Dry Bulk and General Cargo Facilities In addition to containers and liquid bulk, the port has facilities for a wide range of other cargo types. • General Cargo Berths (GCB): These berths handle a variety of break-bulk and general cargo, including machinery, steel products, and cotton. • Grain Silo Jetty (GSJ): This dedicated facility handles the discharge of bulk food grains. • Cement Clinker Jetty (CCJ): Used for the import of cement clinker, a key raw material for the cement industry in Bangladesh. The port's continuous modernization and expansion projects, particularly the new terminals and the SPM, are aimed at increasing its capacity and improving its ability to handle a diverse range of cargo efficiently. |
| Vessel Age Permitted | : Age limit is not explicitly published, it is widely understood in the shipping industry that vessels over 20-25 years old will likely face more scrutiny and potential delays. |
| Minimum Crane Outreach | updated soon..... |
| Shore Crane | |||||||
| Berth No | LOA(Mrts) | Beam(Mtrs) | Draft(Mtrs) | DWT | Qty | SWL | Cargo Handled |
| Chittagong Terminals | |||||||
| GCB (General Cargo Berths) 1-13 | 190.00 | No restriction | 8.55 | Varies widely, no fixed limit. | Mostly No shore crane. Operations use ship's gear. | NA | Break-bulk, General Cargo, Steel, and Containerized Cargo (Geared Vessels) |
| CCT (Chittagong Container Terminal) 1-3 | 190.00 | No restriction | 9.5 | Varies | 4 | 45 mt | Containerized Cargo |
| NCT (New Mooring Container Terminal) 1-5 | 190.00 | No restriction | 9.5 | Varies | 4 | 45 | Containerized Cargo |
| GSJ (Grain Silo Jetty) | 190.00 | No restriction | 9.15 | Varies | No shore crane (uses vessel's gear and shore hoppe | NA | Bulk Grain Cargo |
| CCJ (Cement Clinker Jetty) | 180.00 | No restriction | 8.5 | Varies | No shore crane | NA | Cement Clinker in Bulk |
| TSP Jetty | 175.25 | No restriction | 7.90 | Varies | No shore crane | NA | Triple Superphosphate (TSP) Fertilizer |
| KAFCO (Urea/Ammonia) | 190.00 | No restriction | 9.5 | Varies | No Shore Crane | NA | Liquid and Dry Bulk Fertilizers |
| DOJ (Dolphin Oil Jetty) 4-7 | 190.00 | No restriction | 9.5 | Varies | No Shore Crane | NA | Petroleum, Oil, and Lubricants (POL) |
| RM (River Mooring) 3 | 182.87 | No restriction | 7.61 | Varies | No Shore Crane | NA | Dry Cargo, Edible Oil (over side operations) |
| RM (River Mooring) 8 | 186.00 | No restriction | 8.00 | Varies | No Shore Crane | NA | Dry Bulk Cargo |
| UTT Jetty | 183.00 | No restriction | 9.50 | Varies | No shore crane | NA | Edible Oil and Chemicals |
LOA & Draft: A vessel with an LOA over 186 meters may be subject to a reduction of 0.5 meters from the day's permissible draft and require two tugs for berthing/unberthing. Night navigation has a more restrictive LOA of 175 meters.
DWT: The DWT is a vessel-specific parameter, not a fixed limit for a berth. It's the maximum cargo-carrying capacity. The draft is the critical limit.
Shore Cranes: The availability and type of shore cranes vary significantly. Many berths, particularly the GCB and specialized jetties, rely on a vessel's own gear. The container terminals (CCT and NCT) are the only ones with a full complement of modern quay gantry cranes.
The maximum permissible draft and LOA for vessels depend on the time of day, berth type, and specific conditions.
Maximum Permissible Draft: The maximum draft is 9.5 meters, but this is not a fixed value. The actual permissible draft for any given day is determined by the Chattogram Port Authority (CPA) based on the tidal forecast and the latest hydrographic survey of the river channel.
Maximum Permissible LOA: The maximum LOA for daylight navigation is generally 190 meters.
Draft-LOA Relationship: For vessels with an LOA between 186 and 190 meters, the permissible draft is reduced by 0.50 meters from the day's standard permissible draft.
Draft Trim: Vessels must have a positive stern trim of at least 0.20 meters for better steering and to prevent grounding.
Night navigation (from 6:00 PM to 6:00 AM) has much tighter restrictions due to visibility and safety concerns.
Maximum LOA for Night Navigation: The maximum LOA for inward and outward movements at night is 170 meters.
Vessel Type: Tankers, vessels at mooring buoys, and vessels with a bridge at the bow or with deck cargo obstructing the forward view are generally not allowed to navigate at night.
Draft Reduction: Vessels navigating at night are also subject to a reduced permissible draft, typically 0.50 meters less than the day's permissible draft.
Compulsory Pilotage: Pilotage is mandatory for all ocean-going vessels entering or leaving the inner harbor. A licensed pilot from the CPA must be on board. The pilot boards the vessel at the designated pilot boarding ground near the outer bar buoy.
Tug Assistance: The use of tugs is compulsory for vessels with an LOA over 186 meters, and it is also required for berthing and unberthing all vessels at the main jetties.
Vessel Age: While there is no hard-and-fast age limit, vessels over 20-25 years old are subject to greater scrutiny and may require additional surveys or inspections to be accepted by the port authorities.
Dangerous Goods (DG) Cargo: Vessels with DG cargo must follow strict procedures and obtain prior permission. They may be required to anchor in a specific area and are subject to special handling rules.
Vessel Condition: All vessels must have valid and up-to-date certificates, and all navigational equipment, including anchors, must be in perfect working order.
Speed: Vessels exceeding 170 meters in LOA are required to maintain a speed of at least 12 knots in the channel.
Navigating to and from the Port of Chattogram is a complex process that requires careful planning and strict adherence to a range of regulations due to the unique tidal and riverine conditions. Here are the key navigation details:
1. Approach and Anchorage
• Geographic Location: The port is situated on the banks of the Karnaphuli River, approximately 9 nautical miles (16 km) upstream from the Bay of Bengal.
• Outer Anchorage: The outer anchorage area is a designated zone for vessels awaiting berthing or pilotage. It is divided into three sections:
o Anchorage A: The northernmost area, used for vessels with drafts greater than 10 meters that require lightening operations.
o Anchorage B: The middle area, for vessels that are ready to enter the inner harbor within 24 hours.
o Anchorage C: The southernmost area, primarily for lightering vessels and those not scheduled to enter the port immediately.
• Kutubdia Anchorage: Larger vessels with a draft exceeding 11.5 meters often anchor at Kutubdia, located about 32 nautical miles from the port, where they perform lightering (ship-to-ship transfer) to reduce their draft before proceeding to the Port of Chattogram's outer anchorage.
2. Pilotage
• Compulsory Pilotage: Pilotage is mandatory for all vessels navigating the inner harbor. A licensed pilot from the Chattogram Port Authority (CPA) must be on board to guide the vessel from the outer anchorage to the berth.
• Pilot Boarding: The pilot boards the vessel at the designated pilot boarding ground, which is located seaward of the Outer Bar Buoy. The exact location is communicated by Port Control on
VHF.
• Pilotage Time: From the anchorage to the berth, the maneuvering time is approximately 2 hours, but the total process can take longer due to tide and traffic.
3. Vessel Traffic Management System (VTMS)
The Port of Chattogram is equipped with a modern VTMS that helps ensure safe navigation by monitoring and managing vessel traffic within the port limits.
• 24/7 Monitoring: The Port Radio Control Room maintains a continuous watch and can be contacted via VHF on Channels 12 and 16.
• Safety and Efficiency: The VTMS integrates various sensors, including AIS and radar, to provide a real-time picture of traffic, assist in collision avoidance, and manage dangerous cargo.
4. Special Vessel and Cargo Restrictions
Vessel Age: While there is no hard-and-fast age limit, vessels over 20-25 years old are subject to greater scrutiny and may require additional surveys or inspections to be accepted by the port authorities.
Dangerous Goods (DG) Cargo: Vessels with DG cargo must follow strict procedures and obtain prior permission. They may be required to anchor in a specific area and are subject to special handling rules.
Vessel Condition: All vessels must have valid and up-to-date certificates, and all navigational equipment, including anchors, must be in perfect working order.
Speed: Vessels exceeding 170 meters in LOA are required to maintain a speed of at least 12 knots in the channel.
The cargo handling rates at the Port of Chattogram vary significantly depending on the type of cargo, the type of berth, and whether the vessel is a container ship, a bulk carrier, or a general cargo vessel.
Container Handling Rate
The port has been making significant strides in improving its container handling efficiency.
• Overall Handling: The Port of Chattogram handles an average of 7,000 to 8,000 TEUs per day.
• Terminal Specific Rates: The New Mooring Container Terminal (NCT) is particularly efficient, having set a single-day record of over 5,019 TEUs in a 24-hour period.
• Per Hour Rate: The average handling rate is between 20 to 25 containers per hour per crane. This rate can be higher on modern vessels with efficient layouts and for export containers.
The handling rate for bulk and general cargo is highly dependent on the type of cargo and the method of discharge.
• Grain Handling: For bulk grains discharged at the Grain Silo Jetty, the average discharge rate is approximately 3,000 to 5,000 MT per day. This rate is heavily influenced by the availability of barges and trucks to receive the cargo.
• General Cargo: For general cargo, the rate is often determined by the number of gangs working the vessel and the efficiency of the ship's gear. There is no fixed rate, but it is generally much slower than container handling.
• Lightering Operations: A significant portion of bulk cargo, especially grains and cement clinker, is discharged at the outer anchorage into smaller vessels (lighters or barges). The discharge rate depends on the number of gangs and the efficiency of the transfer operation.
• Tidal Influence: All cargo operations are affected by the tides, which determine when a vessel can enter or leave a berth.
• Vessel's Gear: A significant number of vessels, particularly at the general cargo and specialized jetties, do not use shore cranes but rely on their own cranes and gear for discharge. The condition and speed of this gear are major factors in the handling rate.
• Berth and Yard Congestion: Historically, the port has faced challenges with congestion, both at the berths and in the container yards. While new terminals and management initiatives have improved the situation, it can still lead to delays and reduced handling efficiency.
• Manpower: The number of stevedoring gangs available and their efficiency directly impact the rate of loading and discharging.
• Weather: Operations can be suspended or slowed down during heavy rain, thunderstorms, or cyclones, which are common during the monsoon season.
1. Crew Management and Support
• Crew Change: Facilitating the process of signing on and signing off crew members. This includes handling visa arrangements, immigration formalities, local transportation, and accommodation.
• Medical Assistance: Arranging for medical care, hospital visits, and emergency medical support for crew members.
• Cash-to-Master (CTM): Providing cash in local currency to the ship's master to cover petty cash expenses and crew welfare.
2. Ship Chandling and Supply
• Provision Supply: Delivering fresh provisions, including fruits, vegetables, meat, and dry stores, to the vessel.
• Bonded Stores: Supplying bonded goods such as alcohol, cigarettes, and other duty-free items.
• Technical Stores: Providing a wide range of deck, engine, and cabin stores, including spare parts, lubricants, tools, and technical equipment.
• Nautical Publications: Supplying up-to-date nautical charts and publications as required for the vessel's voyage.
3. Bunkering and Fresh Water Supply
• Bunkering: Arranging for the supply of marine fuels, including Intermediate Fuel Oil (IFO), Marine Gas Oil (MGO), and Marine Diesel Oil (MDO). Bunkering is typically carried out by barge or truck, either at the outer anchorage or at the berth.
• Fresh Water: Supplying fresh, clean, and potable water to the vessel's tanks. This is often done via barge at the anchorage or at the berth.
4. Technical and Maintenance Services
• Ship Repair: Coordinating and supervising a wide range of ship repair services, including mechanical repairs, steel work, electrical and automation repairs, and hydraulic system maintenance.
• Surveys and Inspections: Arranging for technical inspections, surveys, and certifications by class societies and authorized bodies.
• Sludge and Waste Disposal: Coordinating the disposal of garbage, sludge, and other waste in compliance with international and local environmental regulations.
5. Port and Customs Documentation
• Port Clearance: Handling all necessary inward and outward port clearance formalities.
• Customs and Immigration: Managing all customs and immigration documentation for the vessel, crew, and cargo.
• Financial Management: Handling port payments, disbursement accounts (D/A), and other financial transactions on behalf of the vessel owner, ensuring transparency and cost-effectiveness.
Above restrictions / information are current and are subject to change without any prior intimation from port authorities