Pilotage at Chattogram: Boarding Position, Tidal Window and Pilot Cut
Kutubdia bay pilotage and inner-harbour pilotage are governed differently, knowing which applies saves a tide cycle.
Practical position. Missed tidal window can force pilot cut and another 12 to 24 hours at outer anchorage. Boarding position, VHF channel and movement window sit on the current CPA marine instruction; the Master keeps the safe lee and statutory bridge watch.
There are actually two pilotage stages between open sea and a Chattogram berth, and new agents sometimes only plan for one of them. The first is the Kutubdia-to-anchorage run, often called Bay Pilotage. The second is the harbour pilotage that takes a vessel from the outer anchorage into the river and onto the jetty. They're governed by different rules and, depending on your vessel's draft, one of them might not be compulsory at all. Queue position, berth prospect, permissible draft (confirm with current CPA/pilot guidance for date and LOA), pilot boarding and cargo-working conditions can change with the latest CPA notice, tide, traffic, equipment, labour and receiver readiness.
Where pilotage is actually mandatory
Bay-pilot and harbour-pilot requirements must be checked against the latest Chattogram Port Authority notice, vessel draft, LOA, route, cargo and the Master's accepted local-experience status. Do not plan a Kutubdia-to-anchorage or inward river movement from the thresholds in an older circular alone. The appointed agent should obtain the current pilot order and report any exemption or additional requirement in writing.
Boarding the pilot
The current pilot order identifies the boarding position, reporting time, VHF channel and movement window. The Master remains responsible for a safe lee, compliant pilot ladder and safe boarding condition. Reporting lead time and any traffic category can change by sailing order, weather and Harbour Master's programme; confirm the actual order instead of using a fixed three- or six-hour rule from an earlier notice.
Tugs
Tug assistance becomes compulsory for any vessel with an LOA over 186 metres (confirm against the current Chattogram Port Authority schedule), and is required regardless of size for berthing and unberthing at the main jetties. Two tugs specifically for vessels over that 186-metre threshold. None of this is negotiable to save cost, Karnaphuli currents at the outer anchorage routinely run 6 to 7 knots, which is fast enough that even experienced masters lean on local tug support rather than attempt it alone.
What can go wrong if you skip the planning
The roadstead can be crowded and exposed to strong tidal stream, weather and dragging-anchor risk. The Master should follow Port Control's current anchorage assignment and maintain the vessel's own safe anchoring watch; a vessel may be instructed to shift after lighterage or when its draft and movement status change. Missing pilot, draft or DG information can delay assignment or movement, but the effect depends on the current traffic and sailing programme.
What we ask owners to send us before arrival
Send ETA at Kutubdia, current draft, LOA, DG status and the Master's previous Chittagong experience, together with any tug or movement requirement. The duty desk can then request the applicable pilot and anchorage instructions; confirmation remains with Port Control and the Harbour Master's programme.
Need Pilotage Arranged for Your Next Call?
Send vessel name and IMO number, LOA, beam, arrival draft, cargo and gear details, ETA and intended berth or anchorage. The duty desk will report the current queue, permissible movement window and any separate lighterage, terminal or survey requirement.