Port Information Circular: Suez

Subject: Suez Canal Transit Guidance

Total no. of pages (8) including the cover page

The Suez Canal is one of the essential waterways in the world. This Canal is extensively
used by the vessels as it is the fastest route between the Atlantic Ocean to the Indian
Ocean and vice versa. On average, about 60 vessels transit Suez, every day and any
incident in the Canal will disrupt the traffic. The vessels transiting the Suez Canal are
exposed to the bank effects and shallow water effects. Combined with the weather
extremities (like winds over 20 kts, cross-currents), these effects increase the risk of
grounding and allision when transiting the Canal.

Please find below a cautionary that highlights areas of concern and preventive actions for
such issues onboard. The document does not supersede or replace any official
publications, information shared by the agents or Suez Canal authorities, or Shipboard
Manuals.

We request all Masters to discuss this a pre-arrival BTM meeting before transiting Suez
and make it a part of the Passage plan.

Port Information Circular - Suez Dated: 29 June 2021

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The Suez Canal is one of the essential waterways in the world.

This Canal is extensively used by the vessels as it is the fastest
crossing from the Atlantic Ocean to the Indian Ocean. On
average, about 60 vessels transit Suez, every day and any
incident in the Canal will disrupt the traffic.

The vessels transiting the Suez Canal are exposed to the bank
effects and shallow water effects. Combined with the weather
extremities ( like winds over 20 kts, cross-currents ), these
effects increase the risk of grounding and allision when
transiting the Canal.

This document does not supersede or replace any official

publications, information shared by the agents or Suez Canal
authorities, or Shipboard Manuals.

It provides the areas of concern and preventive actions for such

issues onboard.

Master must discuss this document in a pre-arrival BTM meeting before transiting Suez.

Sources of Information Available

• Official ENC and Publications ( like ADP, ENP ).
• Pre-arrival information received from the Agents.
• Guide to Port Entry.
• Egyptian Charts SC1,SC2,R11,M24. All ships transiting Suez Canal mandatorily required to have
these charts.
• Suez Canal Rules of Navigation. This publication is available online. The vessels which are
transiting Suez Canal can request hard copies of the same from the agents.
https://www.suezcanal.gov.eg/English/Navigation/pages/rulesofnavigation.aspx
( Pilots expect that the Bridge team must have read this )

• Suez Canal – Navigation Circulars

https://www.suezcanal.gov.eg/English/Navigation/NavigationCirculars/Pages/default.aspx

1. Cross-section of the Canal

The Canal has a trapezoidal section, and the depth in the canal center is 24 meters. The width
of the Canal at 19-meter depth is about 175 meters. The buoys are placed in 9-meter depths
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The vessel must be positioned in the middle of the Canal at all times. In this position, the
hydrodynamic interaction forces and pressures are balanced on either side of the vessel, and
steering is most effective.

2. Bank Effect

Due to the bank effect, the steering might be severely affected. Bank effect shall be considered
to exist when you need to

• Apply excessive helm to maintain a given heading

• Apply continuous helm to one side to support a given heading.

( The helmsman must be briefed before the transit to inform the bridge team if any of the
above is experienced by him.)

What is Bank Effect

To understand the effect of a solid bank or wall on the behavior of moving ships, it is
necessary to study pressure distribution around the ship's hull and relevant basic laws
governing flow phenomena.
When a ship is making headway, a positive pressure area builds up forward of the pivot point,
whilst aft of the pivot point, water flow down the ship side creates a low-pressure area.

When the ship is moving in close vicinity of the bank, the narrowing gap between the vessel
and the bank causes:
• Piling of water at the bow, on the side near the bank (V1)
• Increase in velocity of the water flowing between the vessel and the bank (V2)
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Bank Cushion Effect: The vessel's bow is sheared away from the bank due to positive pressure.
This effect is amplified with the piling of water at the bow.

Bank Suction Effect: The increase in water velocity between the vessel's side and bank causes
a low-pressure area, due to which a suction effect is created. This may cause the ship's stern to
move towards the bank.

The bank suction effect is stronger than the bow cushion effect due to the larger
distance from the pivot point

The suction force is proportional to the speed of the ship squared and inversely proportional to
the distance from the bank. For example, suction forces calculated for a 148000 dwt tanker are
as below.

Suction force
(Tanker 148000 dwt)

Distance (a) Speed Force

[m] [kn] [Ton]

5 21
50
10 83
5 31.6
30
10 124.5
5 63
5
10 250
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Immediate Actions to counter the Bank Effect

Bank effect is to be managed on a case-by-case basis

by the Bridge Team. However, the immediate actions to
recover from the bank effect are as follows:
➢ Helm is to be put hard over to the side which the
vessel's stern is approaching the bank
➢ Kick ahead on the engine to get stern moving
away from the bank
➢ Then reduce the speed of the vessel and check
the helm to steady the vessel in the center of the
Canal

3. Other Navigational Hazards

The vessel's steering is severely affected in the Canal by the bank effects,
wind, bends in the Canal, and other factors. Be prepared to counter any
drift experienced due to current/strong winds. A VRM of 0.07' on the radar
will give a good idea if the vessel is maintained in the center of the channel
Steering
Helmsman must be carefully monitored. Care should be exercised that the
helmsmen are not fatigued due to long steerage.

The vessel positioning and speed are most critical while rounding bends. It
is required to balance the pressures and hydrodynamic interaction forces.

a) Vessel allowed to transit with a speed of 7.5 knots

• Loaded LPG / LNG

• Loaded oil tankers, bulk cargo ships with a draught more than
Maximum 44 feet (except container ships)
Transit Speed
( Article 54 of b) All other vessels ( not mentioned above) allowed to transit with a speed
SCA) of 8.6 knots

Masters are empowered to decline a pilot's request to transit at speeds

considered to be excessive.

Transiting the Canal at excessive speeds and the proximity to the canal
bank increases the likelihood of the Bank Effect being experienced.
Distance
Maintain a minimum of 1.5 n.miles between the vessels. Track the AIS
between
data ( Speed and Distance) for the vessel ahead and astern. If selected on
Vessels
the radar, be aware that targets may be lost due to the target swap.
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The wind has special significance in the handling of high-sided vessels.

Unlike a ship's center of gravity, the point of influence of wind moves
depending on the profile of the ship presented to the wind. For example,
when a ship's beam is facing the wind, the point of influence of wind will be
fairly close to the mid-length point, i.e., slightly aft in the case of ships with
aft accommodation and slightly forward if the accommodation is forward.

• A ship will always want to settle into a position where the pivot point
and wind influence are in alignment. Thus, when navigating on such a
course, a ship will show good course-keeping properties.

• The point of influence of wind changes with wind direction and the
ship's heading.

• Wind force acting on a ship increases with the square of the wind
speed. Doubling the wind speed gives four times the force. Gusts of
wind are dangerous.

• At low speed, current and wind have a more significant effect on

maneuverability, and that high-sided ships will experience a
Wind pronounced effect from leeway.

• A ship is most vulnerable when presenting its broadside, the area of

greatest windage, to the wind. In strong winds, it may be difficult to
counteract the effect without tug assistance or the use of a thruster.

• Attach tugs early and before they are needed. Tugs should be of
sufficient strength not only to counteract the effects of wind but to get
the ship to the required destination.

• Take corrective action as soon as it becomes apparent that it is

needed. The earlier that action is taken, the less that needs to be
done. The longer things are left, the more drastic the effort is required
to correct the situation.

• 'Kicks ahead' are effective in controlling a ship in windy conditions.

• Good control is easy to achieve when the ship's head is to wind, and
the ship has headway. However, control is difficult when the wind is
following, and strong turning forces are created.
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Big container vessels with high windage area

surface above the waterline will be severely
restricted in steering in case of strong winds. For
example, during Suez Canal transit, strong (over
20 knots) westerly winds produce drift which has
to be compensated with a lot of work on the
steering.

For example: On ships of 366 meters, if we have

to steer 5 degrees off the heading to counteract
the wind, the apparent "width" of the vessel is
increased by 32 meters.

Special caution should be taken during strong

wind when the vessel reduces speed (change of
pilots and embarking and disembarking mooring
boats in Port Said and Suez, change of Pilot in
Ismailia, or any other reason.)

During transit in Port Said access buoyed

fairway, irregular strong winds can cause the
vessel to drift out of fairway and subsequent
grounding.

Usually, if a vessel has to be stopped in Canal, she will be "berthed" (touch

Berthing and the ground by her side) and moored 1 + 1 forward and aft using a mooring
Anchoring boat and mooring men.
during the
transit If a vessel ahead suddenly stops, it is recommended to hold the vessels
with all means, including anchors and ropes.
Bridge Watch Level: B5 / "Red" state of Alertness

• Master must be present on the bridge in all critical areas.

We request masters to identify all critical areas by themselves before
transiting. Please consider below areas
1) Entrance of the Canal
2) Pilot boarding point
3) Joining the transit
Bridge Watch
4) Pilot change points at Bur Tawfiq and Ismalia
Levels
5) Anchoring in bitter lake
6) Pilot disembarkation points.
7) Exit at Canal

• Ch. Officer can relieve the Master in non-critical areas.

• Plan the rest before, during, and post the transit to comply with STCW
rest hour requirements.

4. Other Issues

Pilotage Strictly follow the guidance in Navigation and Mooring Manual chapter 8.3.
The presence of a Pilot on the bridge does not relieve the Master or
Navigating Officers of their duties or responsibilities for the vessel's safety.
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The members of the bridge team, and especially the Master, shall not
hesitate to question any action or lack of action by the Pilot that they
consider inappropriate or when they are in any doubt about the actions or
intentions of the Pilot.

Do not indulge in conversations with the Pilot that will in any way distract
the Pilot while they are carrying out their duties.

If some pilots are aggressive or loud, it should in no way deter you from
seeking clarification / intervening with the Pilot.

During pilots boarding, some pilots demand to heave up the gangway

while on it. This may have dangerous consequences and is forbidden by
regulations.

Complaints about the Pilot can be reported to Ismailia Radio.

Email: ismradio@suezcanal.gov.eg

Change of Pilot - bridge team not to be compromised while picking up and

dropping pilots as this is a critical time with many distractions.

Visitors Do not allow casual visitors on the bridge.

The officials (agent – Suez canal inspector – electrician & mooring crew,
custom) attend all vessels. The usual boarding place is as below

Southbound vessel – When entering the Canal

Northbound vessel – At the anchorage

To avoid any disturbance on the bridge, dealing with officials (agent –

Suez canal inspector – electrician & mooring crew, custom) and
addressing documentation issues should be performed in the ship's office
and not on the bridge.