Mandatory Tugs, Shifting and Dead-Ship Moves, Cost Drivers on Bangladesh Calls
Tug matrices and shifting plans change the disbursement account faster than most voyage estimates admit.
Pilotage and tugs are not a single fixed line. Vessel size, berth, night movement, dead-ship condition and intermediate shifts all change the basis. Anchorage-only calls and full berth working calls are different cost shapes. Confirm current Chattogram Port Authority notices, signal status and operational limits for the vessel and date.
Planning questions that prevent surprises
Is the basis anchorage-only, berth, or both?; How many shifts are expected in the cargo plan?; Is night navigation assumed?; Is the vessel fully powered for manoeuvring?; Who ordered the shift, terminal plan or party convenience?.
File practice
Record shifts on the SOF with times and reason. Map Final DA tug/pilot lines to those events. Require approval when a move was not on the proforma basis.
Confirm current CPA tug and pilotage practice through the live instruction for the vessel, not through a previous vessel’s invoice alone.
Dead-ship or reduced-power conditions should be declared early. Tug assumptions in a standard PDA will not hold.
If charterers order a convenience shift, capture that instruction in writing so the cost line does not later appear as an unexplained variance.
Building a Voyage Estimate for Bangladesh?
Send the relevant charterparty or MOA, notices, SOF, invoices, claim correspondence, vessel schedule and P&I or insurer contact. CPA can preserve records and coordinate local attendance; legal advice, security and court action remain with appointed counsel and insurers.