Tuban

1. Tuban pilot boarding place Pilot boards06°43.9′S 112°25.2′E
2. Tanjung Benda boarding: East Anchorage Pilot boards06°38.7′S 111°57.6′E
3. Tanjung Benda boarding: West Anchorage Pilot boards06°38.5′S 111°55.0′E

Size limits

Harbour:

Berths No 4-5: LOA 187m (min 76m), draught 10.6m, 40,000DWT (min 2,000DWT).

Offshore:

SPM: Draught 21.5m, 185,000DWT (min 50,000DWT)

FSO: 300,000DWT (min 50,000DWT)

Water density

1025.

Load line zone

Tropical.

Tides

Mean Spring tide range is 1.7m and 0.8m at neaps. Seasonal water variation is small at approx 220mm, storm surge effects are also small at 100mm.

Currents: The current in the Java seas is dominated by the regional monsoon which runs E during the NW monsoon and W during the SE monsoon. Tidal currents can reach 0.5kt. Closer to shore, wind and wave driven currents at the height of the monsoon can reach 0.5kt with an annual peak velocity of 1.4kts.

Wave: The wave climate in the Tuban area is governed by the monsoon with W'ly and NW'ly waves during the NW monsoon (Dec-Feb) and E'ly and SE'y waves during the SE monsoon (Apr-Oct). The only waves to have any importance are from NW'ly, N'ly and NE'ly.

Winds: The wind climate in the Tuban area is governed by the monsoon with W'ly and NW'ly winds during the NW monsoon (Dec-Feb) and E'ly and SE'y winds during the SE monsoon (Apr-Oct).

SPM: Speed of the current measured at 5.0m in 31m water depth is approx 3.8kts.

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

Approach

The dredged channel, approached from a NW direction and marked with navigational buoys, is 2,275m in length and 180 wide. The maximum draught in the dredged channel is 13.5m.

The berthing basin is 1,450 long and 350m wide.

Port limits

The port limit is an area enclosed by the following imaginary lines;

Traffic schemes and VTS

An overtaking manoeuvre can only be carried out with the permission of the Port Control Signal Station.

Tugs

TPPI provides harbour tugs for assistance in berthing and unberthing. Minimum of 2 tugs required for berthing and unberthing at SPM preferably 40t bollard pull type to be secured on starboard shoulder and stern of the vessel or as required by the berthing pilot. One tug shall be on standby at the stern of the vessel during all the time the tanker is moored to the SPM.

Mooring

SPM: Before a vessels can load at the SPM, the Master must notify TPPI of the type of equipment onboard in order that a determination may be made whether the equipment is capable of sustaining the safe working load that will be imposed on it and if fitted in accordance with 1992 OCIMF recommendations for mooring of tankers at SPM's.

The Tanker Master, following advice from the Mooring Master, should carefully study the wind, waves and current to determine the best approach direction. During approach, the tanker's mooring equipment should be prepared on the bow according to the way in which the tanker is to be moored.

The tanker is moored to the SPM by 2 x 18in circumference mooring hawsers 60m in length, each connected to a 3in (76mm) chafing chain with a length of approx 9m. A 100m long pickup rope, 8in in circumference is connected to the 3in chafing chain.

Vessels will prepare 2 coils of 24mm diameter polypropylene, or equivalent, as a messenger rope to collect the pickup rope from the buoy. The end of the messenger will be led onto empty rope drum and the end of the pickup 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 stopper. Bollard wire snotters and bow shackles can be used as an alternative to secure the chafing chain. The port side mooring line will be the first to be picked up as the tanker approaches the SPM.

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

As the vessel closes in on the buoy, the pickup rope and chafing chain are heaved onboard until the chafing chain is in position in the fairlead (chain

supporting the buoy just outboard the fairlead. The chain is then secure in the bow stopper.

While the port side mooring is being tended, the mooring vessel clears starboard mooring rope from the buoy. The rope is then heaved onboard and is connected in the same manner as the port side.

During the final approach, the Mooring Master or Assistant Mooring Master should check and ensure the anchors are fully home and secured before making the final approach.

Whilst moored to the buoy the Mooring Master should monitor the vessels position to prevent the vessel riding up to the buoy. The tanker's engines should remain on standby and ready for immediate use.

Hose handling:

In order to avoid delays in connecting the hose, Masters should ensure they have adequate number of reducing spools to fit 2 x 16in standard ANSI flanges. Tankers are requested to remove the blank flanges from their discharge manifolds before mooring so as to expedite the connecting of the floating hoses.

Mooring launches tow each floating hose into position beneath the tankers lifting derrick. The derrick block is lowered and secure to the hose pickup sling. Once lifted onboard and over the tankers rails, a rubber chain between the first and second flanges controls the angle. Once the hose has been raised sufficiently to span the distance between tanker and cargo manifold, the snubbers can be made fast. The hose end is then lowered to the manifold and connected.

Disconnecting: Upon completion of operations each hose is disconnected, its weight is borne by the derrick and swung outboard, lowered to the water and released.

Care is necessary in raising the hoses before lowering and release as the hoses are vulnerable to kinking at this time.

Charts and publications

BA 3731. Admiralty Pilot NP34.

ETA and pre-arrival notices

Should be sent immediately upon leaving the last port of call or upon receiving instructions to proceed to a PT TPPI port. The ETA should be confirmed 72, 48, 24 and 12 hours prior to arrival.

SPM: The Master of a tanker on the way to the SPM should send his initial notification 7 days before arrival. If the sailing time is less than 7 days, the arrival notification should be sent immediately on leaving the last port and a further notification 72 hours before ETA. If there are any changes to the reported ETA, a notification of any change should be made as soon as possible.

Communications

VHF: Terminal: Ch 16, 73. Call ''TPPI Port Control''. Languages are English and Bahasa Indonesia. Contact should be made with the TPPI port when within VHF range. Instruction will then be given regarding approach and entry and berthing schedule.

Customs and immigration

On arrival Customs will board the vessel to seal the bonded stores. The Bonded Stores List and Bonded stores should be prepared for inspection.

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: Directorate of Marine Safety and Seafarers, Directorate General of Sea Communications.

Position: Director

Address: Karya Building, 12th Floor, JI Merdeka Barat 8, Jakarta Pusat 10110, Indonesia.

Tel: +62 21 350 5705.

Fax: +62 21 350 5705.

Mob: +62 811 960640.

Email: [email protected]

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

ISPS compliance: The US Coast Guard has determined (12/2012) that the Republic of Indonesia is now maintaining effective anti-terrorism measures in their ports. The Republic of Indonesia is removed from the list of the Countries Affected in paragraph B of the Port Security Advisory. Therefore, actions required in paragraphs C and D of this Port Security Advisory are no longer required for vessels that arrive in the United States after visiting ports in the Republic of Indonesia.

In a further effort to combat piracy, the Indonesian Government are allocating Piracy Anchor Safe Zones within some of their ports. These will be patrolled by the Indonesian Marine Police. Individual Port Authorities should be contacted about the latest information concerning these.

Bunkers, water and stores

Fresh water: Available from Berths No 3, 4 and 5 subject to prior arrangement.

Bunkering: Available from Berths No 3, 4 and 5 subject to prior arrangement. Bunkering is not available for vessels operating at the SPM.

Crew change

A crew change is not possible and agents must ensure the vessel owner and master are aware of this.

Where it is

The port of Tuban is positioned on the N coast of East Java, Indonesia.

The port

The port is managed and operated by Trans Pacific Petrochemical Indotama (TPPI) and handles condensate and various petroleum products including LPG and petrochemical liquid bulk cargoes. It has a jetty extending 400m from the shore and a breakwater 1,450m long. There are 3 berths, 3 SPM and a construction dock.

The roadstead is open to the NW and NE, and usually a heavy swell sets in.

Nearby there are 3 private terminals which handled dry bulk cargoes such as coal and cement.

Where does the pilot board at Tuban?

The pilot boards at Tuban pilot boarding place, 06°43.9′S 112°25.2′E. Tuban has 3 pilot boarding places.

What time zone is Tuban in?

Local time at Tuban is UTC+7. No summer time.

What is the water density at Tuban?

1025.

Which load line zone is Tuban in?

Tropical.

Who carries out Port State Control at Tuban?

Port State Control at Tuban: Tokyo MOU.

What is the UN/LOCODE of Tuban?

The UN/LOCODE of Tuban is IDTBN.

What crews who called at Tuban 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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