MUMBAI HARBOUR

Approaching Harbour / Berthing (Fair Weather)

1. After casting off from Muldwarka, the ETA to the pilot station would need to
be passed to BCT Panvel on the first available SSB schedule. This would
enable them to book JNPT pilot accordingly.

2. On approaching Mumbai harbour, about 3- 4 hours prior to the scheduled

ETA, or whenever within VHF range, JNPT control is to be contacted on
Ch-13 and firm ETA to pilot station is to be passed in addition to any other
details asked for by the control.

3. Main engines should be kept ready for manoeuvring when leaving area B
and heading for Pilot station.

4. The vessel is to be manoeuvred with caution while entering Mumbai

harbour in view of heavy shipping traffic and fishing activity. Further keep
well cleared of areas marked hazardous to navigation in view of many
shipwrecks in the area.

5. If the vessel is earlier than the scheduled time to make her tide or when no
JNPT pilot is available she may be asked to drop anchor in Bravo
anchorage area, bounded by the following co-ordinates:
A -- 18 53.0 N, 72 31.7 E
B -- 18 45.8 N, 72 23.2 E
C -- 18 35.2 N, 72 33.5 E
D -- 18 42.2 N, 72 41.7 E

This area is meant for vessels to anchor who are awaiting berthing
instructions both from JNPT as well as Mumbai Port.

6. Generally, 2 hours notice is given by JNPT for the vessels anchored in area
Bravo to weigh anchor and reach Pilot Station. (2 Hrs during monsoons)

7. During this period, when approaching the Pilot Station and as well as when
proceeding for anchoring at Area B, communication is to be manned on
VHF Channels 13 (for JNPT Pilot), Channel 12 (for Mumbai harbour Pilot)
and Channel 16 (for general traffic). Vessels that do not have 3 VHF sets,
can keep one set on dual watch, viz. 13 & 16, or 12 & 16, depending on
the vessels position. Vessels in possession of 3 VHF sets should obviously
man all 3 sets on the channels mentioned above.

8. Inform VTMS Mumbai about your inward movement on VHF Ch-12 giving
ETA Pilot Station.
9. The Pilot will board in approximate position Lat. 1851N, Long. 72 49.5 E.
(during monsoons 18 52.70 N; 72 50.70 E bearing 315 (T) 1.5 NM
from Sunk Rock Light.)

10. Before proceeding to the pilot boarding ground, JNPT Pilot / VTMS
Mumbai should be contacted on VHF and requested to provide details of
inbound / outbound movement of ships. While entering the channel for
picking up Pilot off Prongs Reef light, the vessel should keep to the east of
the channel well clear of the centre of the channel to give way for deep
draft vessels. Vessel should not proceed beyond pilot boarding ground, if
pilot is delayed.

11. Care must be exercised when approaching the Pilot station, as more
than one ship could have been called at around the same time, both by
Jawahar port and Mumbai port. Further, in case the vessel is called during
the flood tide, the vessel will experience some amount of drift. This will
need to be catered for when approaching the Pilot Station.

12. While transiting channel, the vessel should not cross bows of any
anchored vessel.

13. The Pilot, on embarking the vessel, generally takes over the conn.
However, it may be remembered that, legally speaking, the Pilot is there
only in an advisory capacity and the onus for the safety of the vessel, still
rests with the Master.

14. The Pilot would generally disembark the vessel near the Container
Berth, of JNPT and thereafter the Master is responsible for bringing the
vessel into the Ulwa channel and putting the vessel alongside the BCT
Panvel jetty.

15. As BCT Panvel gets its electric power supply from the MSEB, it is
susceptible to power failures on a regular and frequent basis. During that
period the BCT changes over the power supply to the DG mode. Also, in
order to avoid a power failure when the vessel is berthing, the base
changes over the jetty lighting to the DG supply. Hence, it is essential that
the base be reminded to change over the jetty lighting to DG supply, when
the vessel is passing Buoy No. 3 Green. This would give them sufficient
time to effect the change over.

16. Presence of Dredgers and barges in the channel : Though it is

constantly endeavored by the base to ensure that the passage along the
transit line in the Ulwa channel is free of dredgers and barges, on some
occasions they do tend to anchor very close to the transit line. The Master
must immediately bring this to the notice of the jetty co-ordinator on
channel 15 and subsequently on the telephone to Capt. Ajay Kumar, Port
Captain and GM (Shipping), so that he can take suitable action. It is
intended to lay some buoys on the port side (northwards) of the channel
 also, so as to establish a limiting line for the dredgers and the barges
plying in the area.

Emergency Anchorage:

17. Occasionally, a need may arise when a vessel, for one or more
reasons, may has to cast off from the jetty, but is required to anchor in its
close proximity when the lay-up berth is occupied. To facilitate this, an
area close to the No. 4 Green buoy in the Ulwa channel, was designated an
Emergency anchorage area. Normally 1 to 2 shackles of cable is paid
out in this area. Being in close proximity to our jetty, it is easier for shore
workshop teams to visit the vessel as frequently as possible for defect
rectification and any unplanned maintenance. Some of our vessels have
anchored here from time to time without any problems. The position of the
anchorage is 18 59.47 N, 073 00.62 E. In this position the ship is 70
metres from the transit line and the distance to the No. 4 G buoy is 2.2
cables. The vessel anchored at emergency anchorage should not obstruct
movement of other vessels transiting the area. It is possible that on some
occasions, this area and its surrounding areas are occupied by dredgers, in
which case alternative areas may be promulgated.

Unberthing and Leaving Harbour

18. Though there is no restriction on height of tide for casting off in

respect of 2500 DWT vessels, in the case of Bhavani/Lakshmi, the
minimum height of tide for casting off is 2.80 mts. (Apollo tide)

19. The outbound vessel should attempt to cast off in sufficient time so
as not to impede in the passage of the inbound vessel. A small push boat is
kept stand by at the Ulwa jetty to assist the vessel in the turning
operation. Casting off of vessel should normally be carried out at tide
timings or to 1 hr before depending upon the range of tide.

20. During the outbound Ulwa channel transit, the Master must operate
with caution, as there may be barges anchored just off the transit line, or
even barges underway in the channel itself. Care must be exercised not to
foul ships propeller with the wire of anchored sand barges. (De-clutch
main engines while passing the area if required)

21. Confirm with JNPT if any other vessels (especially OSV) casting off /
arriving at the same time as that of own vessel reaching off Nhava while
outbound.

22. When the vessel reaches Nhava, she is embarked by the Jawahar
Port Pilot. Due caution should be exercised while transiting from the
Jawahar Port area to Pilot Boarding grounds, as the channel would be busy
with several vessels entering or leaving harbour at around the same time.
23. While outbound, the vessel should keep to the western limit of the
channel. Communication should be established with any inbound vessel
and the side for passing each other agreed upon, prior to executing the
same.
24. It is experienced that the actual occurrence of the change of tide,
i.e. the actual time of high water, is not necessarily as that given in the
tide tables for the port. Hence to facilitate our Masters, an official from the
BCT Panvel announces the state of flooding, slack water and ebbing as it
occurs at the BCT jetty. The vessel should endeavour to reach near Buoy
No. 4 Green at the time of starting of ebbing at Ulwa jetty. This will enable
the vessel to berth at the jetty forthwith, without any wastage of time. The
berthing of the vessel is done only after slight ebb has set in for better
maneuvering

Approaching / leaving harbour, berthing /unberthing. (Monsoons)

25. During the monsoon, although the far approaches to the harbour
would generally be devoid of fishing activity, the areas closer to the
harbour and also inside the harbour would be heavy with fishing activity.
Caution must be exercised when navigating in these areas, to ensure that
the fishing boats and their nets are not damaged, as the nets could foul the
vessels propeller and immobilize the engine and shaft of the affected side.
Further, due to the drastic reduction in visibility, utmost care must be
taken whilst navigating in the channel, so that any untoward incident is
avoided. During the monsoon season, generally a long swell from the south
west direction prevails at the port entrance, and it is imperative that
vessels should give a proper lee, as the pilot launch may experience
difficulties in coming alongside. During such times, the Pilot will advise the
Master on which side to make the lee. The pilot boarding point is shifted
inward towards the north (give lat long).

26. During the monsoon, the wind direction becomes westerly to south-
westerly, even southerly on occasions, which in effect means that the wind
is more or less in the direction of the lay of the jetty (jetty 060- 240).
While approaching the jetty, the loaded vessel may not be drastically
affected by the wind, but whilst casting off and going astern to the dolphin,
if the wind is southerly, the stern is going to get pushed out, if not kept
under control. Furthermore, after lying alongside the dolphin, the wind is
going to hit the vessel beam on or nearly beam on, making the turning
extremely difficult. Hence, at the first opportunity, the assistance of the
push boat has to be availed, in order to expedite in the turning. If the push
boat is not used, the vessel may not turn at all, until the ebb current sets
in, which would help in turning the vessel. However, this would cause a
delay in the berthing of the incoming vessel. Hence it would be always
advisable to make use of the push boat, to assist in the turning. It should
also be ensured that the bow of the push boat is properly fendered so that
while pushing, it does not cause any damage to the ship side of our
vessels. The inbound vessel should take the onus & responsibility on
herself to closely monitor the movement of the vessel casting off and
accordingly adjust her speed such that both pass each other at a safe
point.
 Operations at the Lay-up Berth:

27. It may be noted that our operation of tying up at the lay-up berth is
a very specialized operation and is subject to fine-tuning of the time and
range of tide during the period. This is more so in view of the fact that at
the same time there will also be another loaded vessel waiting to berth
alongside. Similarly, while unberthing from the lay-up berth, three vessels
and their movements will be involved. First, the vessel alongside has to
cast off and proceed out to sea, thereafter the vessel at the lay-up berth
will have to be brought to the jetty, where all the additional mooring ropes
and fenders will have to be disembarked, and then cast off. Only thereafter
can the inbound vessel make its approach towards the jetty. Till that time,
it would be prudent if the inbound vessel does not approach closer than the
No. 3 G buoy.

28. Though utmost care is taken to ensure that all movements are
carried out as expeditiously as possible, there is always the possibility of
delay in the event of something unforeseen going wrong. Some guidelines
of timings are given below, based on experience in carrying out these
manoeuvres over the last few years.
29. Vessel proceeding to lay-up berth: As the height of tide is a
major factor of the time when slack water would set on, for height of tides
of less than 3.5mts., the vessel proceeding to the lay-up berth must
prepare and be ready in all respects to shift berth at least 45 minutes prior
to the Apollo high water time. Thereafter, as soon as it is observed that the
strength of the current has slackened, the vessel can commence her
movement and proceed towards the mooring buoy. As soon as the vessel is
clear of the jetty, the all clear message will be passed on to the inbound
vessel, which can then commence her approach to the No.4 G buoy and
subsequently berth alongside. As mentioned earlier, since all efforts will
be made to complete the movement on time, it would be highly
undesirable for the inbound vessel to distract and disturb the movement
going on by pressurizing them to expedite the movement. Also, it would be
totally infructuous of the inbound vessel to keep asking the jetty as to how
much time it would take to complete the movement. All Masters are
experienced in the movements to the lay-up berth and can monitor the
progress of the movement on their vessels VHF. Further, as the depth of
water between 0.5 cables after No.3 G buoy and up to the jetty is fairly
sufficient, there is never any danger of the vessel touching bottom even if
there is a few minutes delay in berthing. Additionally, at least two push
boats are available in case of any help required during berthing.
30. For Apollo height of tides more than 3.5 mts., the vessel can stand-
by for the movement about 30 minutes prior to the Apollo high water tide
time.

31. Vessel unberthing from the lay-up berth: During this operation,
first the vessel berthed at the jetty has to cast off and thereafter the vessel
at the lay-up berth. The movements should generally commence about 45
minutes to an hour prior to the time of high water, depending on the
strength of the current, with the vessel alongside commencing its
movement at that time. As the push boats will be available, the vessel
should have no difficulty casting off at that time. As soon as the vessel is
clear of the jetty, the vessel at the lay-up berth commences her movement
and secures alongside the jetty, for disembarking all the additional mooring
ropes that had been used during the lay-up position and also all the tyre
fenders that had also been utilized. It is seen from past experience that the
removal of the ropes, fenders, equipments, spares and tools etc. takes
about hr. As soon as this is completed, the vessel commences her
casting off process. This will still leave the inbound vessel that would
already have be close to the No.3 buoy, with sufficient time to berth
alongside. Once again it is reiterated that as all efforts are made to ensure
that the whole operation is carried out expeditiously, it would be futile for
the inbound vessel to interfere in the operations by asking about the
progress. Monitoring our working frequency (Ch. 15) regarding the
progress of the movement will give an up-to-date position of the situation.
 MAGDALLA HARBOUR

Approaching Harbour and berthing:

1. The Tapti river channel mostly keeps changing its contours from year to
year; especially after the monsoons and sometimes after spring tides,
hence there exists a requirement to monitor the safe route to be followed
by our vessels on regular basis. This is done by our Magdalla based local
river guides who survey the river during lowest low waters and prepare a
safe channel by obtaining way points i.e. lat long with the use of a
portable GPS. These way points can thereafter be fed to the DGPS onboard
and a route to be followed for entry and exit may be obtained.

2. One local river guide boards the vessel prior to her departure from
Muldwarka for Magdalla.

3. Entry to channel is made about 2 hrs prior to Magdalla tide time.

4. In case a vessel reaches Magdalla much before the entry time and is
required to anchor extreme caution is to be observed due very strong tides
prevalent in the area which tends to make the vessel to drag.

5. Many vessels are anchored at the mouth of the entrance to the channel. As
the currents are very strong at the time of our vessels entry into the
channel, great care has to be taken to ensure that our vessels manoeuvre
well clear of the anchored vessels. It is always good seamanship not to
cross an anchored vessel from her bows. In case any Reliance chemical
vessel is entering the channel, try to make entry ahead of them.

6. Once inside the channel adjust speed of the vessel to reach crucial points
(area where depths are less and passage is narrow) in the channel in such
a way that, do not have to cross other traffic at these points, also to reach
Magdalla only after EBB has started.

7. VTMS Magdalla maintains VHF channel 09 and transmits the traffic list
(both inbound & outbound) 2 hrs before outer Hazira high water.

8. VTMS is the authority that monitors the movements of all vessels in the
channel. As soon as entry is made into the channel (at No. 1 buoy), VTMS
is to be informed of the same. As the route taken by the vessels in the
channel also keeps changing from time to time, the way points and the
route will have to be kept updated whenever promulgated. As it is
preferable to berth at the jetty with a slight ebb on, the vessel will berth at
the jetty about 15 to 20 minutes after commencement of the ebb tide. In
the event of there being 2 vessels that have to berth, the second vessel
will be able to come alongside after another 15 minutes or so of the
berthing of the first vessel.
9. It has been the experience that the actual happening of the change of tide,
i.e. the actual time of high water, is not necessarily as that given in the
tide tables for the port. Hence to facilitate our Masters, an official from BCT
Surat, positioned there, announces the state of flooding, slack water and
ebbing as it occurs at the BCT jetty on VHF channel 15. This enables our
vessels to berth at the jetty forthwith, without any wastage of time, as
soon as it is announced that slack water has occurred or that the ebb tide
has set in. In addition to this, a day prior to berthing, that days or the
previous days time of slack water is informed on the SSB. This helps the
Master in assessing and approximating the channel entry time and the
berthing time.

10. If dense fog is encountered before entering Tapi river channel

reducing visibility to less than half a nautical mile, the vessel should
abandon her entry. This phenomena normally takes place during winters
when the dry and wet bulb temperatures are the same or have a difference
of 1 C

Unberthing and leaving harbour:

11. As our vessels have to cast off stern first and turn around for the
outbound passage, it is absolutely essential that the vessels cast off half an
hour or more prior to the occurrence of slack water. It has been the
experience that whenever the vessel has tried to cast off after ebb tide has
set in, the vessel has had difficulty in casting off, even to the extent of
being unable to cast off. Hence, all activities on board must be completed
well in time, to enable the vessel to cast off whilst the flood tide is still on.
During casting off, at least one anchor should be kept stand by to let go, in
case the vessel is unable to turn around on her own.
ii) During Monsoon

12. During the monsoon period, the conditions in the channel are very
much different than during normal times. All the buoys in the channel are
left unlit and are also susceptible to drifting out of their positions due to
the strong currents prevalent during the period. This necessitates the
stoppage of night navigation in the channel. Furthermore, off and on, the
excess waters collected in the Ukai dam are released, and these flow out
with such great force, that the riverbed contours undergo a complete
change and a new pathway in the channel has to be sought out.

13. During the release of the waters from the dam, if any of our vessels
happens to be berthed at the BCT jetty, she will not be in a position to cast
off, as the strength of the outbound ebb current combined with the
released waters from the dam would be significantly more than that of the
inbound flood tide current.

14. If the vessel is held up alongside at BCT Surat due to continuos

release of water from Ukai dam, the level of the water shall be
continuously monitored and moorings tended to as level is water has risen
to above jetty level in the past.

15. During the monsoon period the wind is from the Sly to the SWly
direction, blowing at speeds of 20 25 knots. This means that the wind is
from the starboard quarter to astern of the vessel berthed alongside.
Hence, whilst casting off from the jetty, the ship will not be able to
complete her turning, as the wind, now on her starboard bow, will keep the
bow pressed up. Because of the incoming flood tide, the ship will start
drifting upriver. Hence, it is absolutely essential that as soon as the Master
sees that the ship is not able to complete her turn, the anchor should be let
go underfoot and the ship pivoted on the anchor. As soon as the ship faces
outwards (approximately 250), the anchor is weighed and the vessel can
proceed safely outbound.

16. Due to release of water from Ukai dam during flooding of Tapi river,
there may be accumulation of sea weeds on the surface of water which
may result in choking of the Generator filters and seachest.

17. During monsoon, level of water in Tapi river channel shall be closely
monitored through TV news, newspapers, from Port Captain Muldwarka
and Terminal Manager BCT Surat, as heavy rain or release of water from
Ukai dam can result in flood in the river and make it unnavigable.