Sungai Udang

Size limits

Harbour: LOA 256.39m, beam 45m, draught 12.24m, 119,456DWT.

Offshore: LOA 338.95m, BCM 60.0m, draught 22.0m, 323183DWT.

Water density

1025.

Load line zone

Tropical.

Tides

The highest tidal data value recorded was 2.86m and the lowest was 0.12m.

Current: The local currents are generated by the tidal flows in a NW/SE direction along the coastline with a speed of 0.6kt-1.8kts.

Wave height: The highest wave height recorded was 2.9m. The dominant wave direction is from S and SW with a variation from Aug to Dec when the predominant direction is from the W.

Wind: The highest wind speed recorded was 34kts. Strongest winds are from the SW and predominantly occur between 0000-0600hrs.

Deepest first. The draught is the largest any of the terminal's berths states; a dash means the source gives none.

Approach

Caution: A deep draught vessel approaching from the N should avoid a shallow patch of 15.8m at 02°14.2'N 102°04.0'E approx 4.5nm NW of the pilot boarding ground.

The port's dredged basin comprises 300m width twin approach channels (North Channel and South Channel) and a 500m width berthing basin. The limits of the dredged area are marked with navigational buoys. The maximum draught permitted in the dredged channel is 17.3m.

Traffic schemes and VTS

A vessel traffic service with radar surveillance is maintained for the control of shipping.

Anchorages

Anchoring within Sungai Udang port limits is strictly prohibited except with the approval and assistance of the pilots at the designated anchorage areas.

General purpose anchorage: All lighterage operations for handling of solid bulk cargoes must be conducted at the general purpose anchorage. This anchorage is bounded by the following positions. From a point at 02°15.8'N 102°05.5'E heading SE to 02°15.3'N 102°05.9'E then SW to 02°15.1'N 102°05.7'E then NW to 02°15.6'N 102°05.3'E.

Tugs

Tanker operations have the following tugs available: 2 x 40t bollard pull, 1 x 25t bollard pull, 1 x 16t bollard pull and 1 x 10t bollard pull. A pilot boat and 2 mooring boats are also available.

Mooring

SBM: The tanker is moored to the SPM by 2 x 18in circumference mooring lines 45.7m in length, each connected to a 3in (76mm) chafing chain with a length of approx 9m. A 100m long pick up rope 8in in circumference is connected to the 3in (76mm) chafing chain.

Vessels will prepare 2 coils of 24mm diameter polypropylene or equivalent as a messenger rope to collect the pick up rope from the buoy. The ends of the messenger will be led onto empty rope drums and the end of the pick up rope will be brought to the port's side of the bow where there is a slight lee for the mooring boat to collect.

Vessels calling should be fitted with suitable Panama leads (450mm x 600mm) and chain stoppers. Bollard wire snotters and bow shackles can be used as an alternative to secure the chafing chain.

The portside mooring line will be the first to be picked up as the tanker approaches the SBM.

Closing speed as the vessel is within the range of the pick up rope (approx 100m from the SBM) must not exceed 0.5kt.

As the vessel slowly closes in on the buoy, the pick up rope and chafing chain are hove onboard until the chafing chain is in position in the fairlead (chain supporting the buoy just outboard of the fairlead). The chain is then secured in the bow stopper.

While the portside mooring is being tended to, the mooring boat clears the starboard mooring rope from the buoy. The rope is then hove onboard and is connected in the same manner as the portside.

During the final approach, the Berthing Master or assistant should check and ensure that the anchors are fully home and secured before making the final approach.

Tug requirements: Min requirements for berthing at SBM is 2 tugs preferably of the 40t bollard pull type to be secured on starboard shoulder and at the stern of the vessels or as required by the berthing pilot. One tug shall be on standby at the stern of the vessel during cargo operations.

Unmooring: Weight on the mooring ropes may be taken off by using ship's engines. The pick up ropes which remain connected to the messenger rope are led to the winch and shackles disconnected and the moorings and pick up ropes lowered to the water.

When both mooring have been let go, the tanker is given sternway until the bow is clear of the hose strings. The mooring and hose connection equipment is then transferred to the mooring launch.

Tugs may be required to assist in unmooring.

Charts and publications

BA 1141, 3946, Mal 5217. Admiralty Pilot NP44, NP286(4).

ETA and pre-arrival notices

Arrival information: For solid bulk cargo vessels:

All vessels (loading vessel and tugs) calling at the Sungai Udang Port are required to provide the following arrival information. All formalities are to be handled by local agents (Customs, Immigration etc).

Communications

VHF: Port: Ch 16, 09, 17, 72. Callsign: "Sungai Udang Port Control", the station works throughout 24 hours using Bahasa Malaysian and English languages.

Port Control: VHF 09, 16 and 72.

Pilots: Ch 72, throughout 24 hours. Pilots provided by MELAKA (MALACCA).

Arrival procedure: Masters should endeavour to establish contact with Sungai Udang as soon as they are within range. Instructions thereafter will be given for further approach and berthing schedule.

Customs and immigration

Crew members are not permitted ashore prior to the vessel's clearance by the Immigration Department.

Notices and regulations

Movements of vessels in port: Vessel movements within the port require the permission of the Marine Manager or the Sungai Udang Port Control. All vessels operating within the port limit are under surveillance of the port's vessel traffic management system (VTMS).

Conditions to be observed during loading operations: In general operations should be conducted in accordance with the current requirements of the "International Safety Guide for Oil Tankers and Terminals" (ISGOTT).

Bad weather:

In the event of bad weather, berthing/unberthing operations will cease. For vessels at the berth, no cargo operation will be carried out, their engines are to be placed on standby and they are to wait for further instructions.

Additional port regulations:

Crude oil washing: Crude oil washing is only allowed after permission is obtained from the terminal.

Tank cleaning and gas freeing: No tank cleaning and gas freeing are allowed while vessels are in the port.

Loading arm: Connecting and disconnecting of loading arms is carried out by PPMSB personnel.

State of readiness of vessels alongside in the port:

No repair works which will immobilise the vessels are allowed without prior approval from the pilot. In general such requests will be refused for the safety of the port and vessels. It is essential that the engines be kept ready so that the vessels can leave the berth at short notice.

Repair work on ships when alongside:

No repairs or maintenance work of any kind that could generate sparks or other means of ignition should be undertaken while in the port.

Security:

The port is a restricted area. No person is permitted to be at or within the port area without the permission of the Marine Manager or the security personnel.

Ratguards: Must be rigged whenever vessels are alongside.

Cathodic protection: Vessels impressed current cathodic protection must be positively isolated prior to connecting the loading arm.

LPG Berth:

Safety agreement: Masters of vessels have to observe the berth's safety requirement throughout the vessels stay in the port.

Immobilisation of main engines: Immobilisation of main engines is not permitted except with prior permission from the Marine Manager.

Tensioning winches:

Tension winches should not be used in the automatic mode when alongside. The brakes of tension winches should be applied and the mooring tendered manually.

Cargo operations:

Loading arms: Connecting and disconnecting of loading arms will be carried out by PPMSB personnel. The vessel's crew are requested to assist in aligning the vessel's manifold with the loading arms.

Pressure surge: Warning is given of the danger of closing valves against an incoming hydrocarbon flow. This will create excessive pressure which may cause damage to the loading arms and port facilities. Vessels will be held liable for damages resulting from failure to observe this precaution.

Cargo spillage: Care should be taken to prevent spillage of low temperature cargo because of hazard to personnel and danger of brittle fracture. If spillage does occur, the source should first be isolated and the spilt liquid dispersed. The presence of vapour may necessitate the use of breathing apparatus. If there is a danger of brittle fracture, water could be used to vaporise the liquid and increase its temperature. If the spillage is contained in a drip tray, the contents should be covered or protected to prevent accidental contact. Due care and attention must be exercised as this quiescent liquid could be mistaken for water.

Suitable drip trays must always be used beneath manifold connections when transferring cargo or draining lines and connections. Care should be taken to ensure that the unused manifold connections are isolated and if blanks are fitted, the flange surface should be clean and free of frost.

Port State Control here: Tokyo MOU.

Running now: the Paris and Tokyo MOU concentrated inspection campaign on cargo securing, 1 September to 30 November 2026. Its questions are published: the questionnaire.

ISPS

ISPS Designated Authority: Marine Industrial Control Division.

Contact person: Director.

Address: PO Box 12, 42007 Port Klang, Malaysia.

Tel: +60 3 3346 7777.

Fax: +60 3 3168 4454.

Email: [email protected]

Website: http://www.marine.gov.my

For further ISPS information see IMO website http://www.imo.org

Repairs

Minor repairs of an urgent nature can be undertaken in local workshops.

Bunkers, water and stores

Fresh water: Available.

Bunkering: Fuel and diesel oil available.

Provisions and laundry: Fresh and dry provisions are available. Arrangements to purchase them should be made through the vessel's agent.

Laundry facilities are available at Malacca.

Medical

Nearest hospital: Melaka Hospital (17km).

Crew change

Crew change is allowed. Vessel's agent must obtain all clearances from relevant government agencies.

Transport

Nearest airport: Melaka Airport located at Batu Berendam, 20.3km.

Where it is

Sungai Udang port is located on the W coast of the Malaysian peninsula, in the Malacca Straits approx 15km NW of the town of Malacca.

The port

The port is owned by MISC after the takeover from Petronas Maritime Services Sdn Bhd (PMSSB) in 2015. However, the port continues to be operated by Petronas Penapisan (Melaka) Sdn Bhd (PPMSB), a subsidiary of Petronas Maritime Services Sdn Bhd (PMSSB). The port handles crude oil and various petroleum products including LPG, LNG and bulk cargo. The handling of petcoke takes place at the anchorage, however between September and January the dry season monsoon makes conditions changeable.

What are the pilot arrangements at Sungai Udang?

Pilotage is compulsory and is provided by Melaka (Malacca) within the port limit of Sungai Udang port.

What time zone is Sungai Udang in?

Local time at Sungai Udang is UTC+8. No summer time.

What is the maximum draft at Sungai Udang?

The deepest berth listed is at PPMSB Terminal: 22.00 m maximum draught. The "Max draft per terminal" table gives each terminal's figure.

What is the water density at Sungai Udang?

1025.

Which load line zone is Sungai Udang in?

Tropical.

Who carries out Port State Control at Sungai Udang?

Port State Control at Sungai Udang: Tokyo MOU.

What is the UN/LOCODE of Sungai Udang?

The UN/LOCODE of Sungai Udang is MYSUP.

What crews who called at Sungai Udang say: pilot boarding, the agent's papers, inspections, shore leave. Each tip is shown with the writer's rank and ship type, and an AI summary sits on top once there are three or more.

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