The Club has been recently informed about the exceptional low water level and draft restrictions of the Parana river (Rio Parana). Pursuant to the circulars from local correspondents, the Argentina National Institute of water (INA) has issued a hydrological alert in the Plata Basin and the Coast Guard circulated a note requesting owners and masters to maximize caution with ship’s drafts to avoid incidents.

I.    Low water level alert

Major rivers in southern Brazil and northern Argentina have been experiencing reduced water levels due to the dry conditions since January 2020. The Parana river level dropped drastically since July 2019 and is now at the lowest level in the last 50 years, 3.5 meters lower than the same period last year. According to the forecasts, the lack of rain will continue. And there were no indications that the situation could improve in the coming month, even though the ITAIPU dam between Paraguay and Brazil has released some water to assist with the navigation.

The current situation is also having the effect that the vessels are loading less cargo due to draft restrictions and it is estimated that a bulk carrier like a panamax is short loading around 2,000 mt per feet of draft and a tanker (vegoils) are loading 6,000 mt less in total.

II.   Frequent grounding incidents

Ships navigating through the Parana river have been subject to grounding risks due to the confined waterway and large streamflow. Grounding occurrences there are said to be 8 times more than the global average. Now with the reduced water level, an unusual number of delays and groundings have been observed in the last few weeks, not only in the main navigation channel, but also in some of the terminals along the river in the Rosario/San Nicolas area.

On May 15, a bulk carrier with cargo of maize and soybeans ran aground at 387 kilometer mark, Parana river downstream from Rosario.

May 16, a post-panamax bulker is reported aground at 375 kilometer mark while sailing downstream. Another panama bulk carrier ran aground while loading cargo at Rosario on the same day.

A fourth incident took place on May 23 where a handysize bulk carrier ran aground at 350 kilometer no-load.

On May 26, another panamax bulk carrier ran aground after unmooring at Timbues port and grounded again on May 27 at 289 kilometer mark as she resumed sailing downstream.

III.  Safe navigation tips

1.  All the crew that will be on the bridge during navigation shall discuss the passage plan with the pilot even the ship is in ballast condition and a good record in writing of the discussed navigational plan shall be kept.

2.  The master should be alert of the condition of the river bearing in mind when loading the maximum permissible draft. This information is provided by the Undersecretary of Ports and Waterways every morning around 9 or 10 a.m. so a vessel which is going to complete overnight could be sailing with the information provided during the morning.

3.  The aforementioned information could be obtained (in Spanish language) from the following website: https://www.argentina.gob.ar/puertos-vias-navegables-y-marina-mercante/planilla-de-determinantes

4.  Please be reminded that the vessels should keep a 2” (about 60 centimeters) UKC at all times and it is of utmost importance to consider the ship’s squat especially when crossing critical passages bearing in mind this time of low water levels.

5.  In case of any doubt the Master should always get in touch with the designated port agents before entering the River Plate basin and before departing from the designated terminal as to obtain accurate information to be confirmed then with the pilot on duty.

IV. Advice to Members

1.  Check the main engine, the auxiliary engine, the steering engine, the anchor gear, and other key machineries prior to arrival in accordance with SMS to make sure of safe navigation in river channels.

2.  Test the main engine for the maximum STW (speed through water) that enables it to reverse so that astern movement can be practiced when berthing to prevent potential incidents.

3.  Apart from the aforesaid tip regarding passage plans, the pilot shall be informed of ship particulars and its maneuverability after getting on board while the master shall obtain the latest navigational information from the pilot, like about the depth of the berth, the draft limitation, the traffic, the weather and recommendations from the local authorities.

4.  The officer of the watch and the pilot shall work as a team with effective information exchange on what is going on and what to do next. Consider whether the content of conversation matters if local pilots talk with others in Spanish.

5.  A large proportion of groundings happened in the Parana river with pilot on board, and it’s therefore important to closely monitor the instructions of the pilot. Do not rely on the pilot completely, and any instructions that are considered inappropriate should be challenged and if necessary, the master shall take over control.

6.  In the curved and narrow channel with some sharp turns of over 90 degrees, large rudder angles may need to be applied to reach the full effectiveness of the rudder. An experienced helmsman would be preferable and reminders should be given to the pilot when necessary. Maintain a moderate speed especially at shallow points or in narrow channels to avoid the risk of grounding caused by shallow water effect and bank suction effect.

7.  Buoys within the river channel may be out of position and hence cannot be the sole reference when determining ship positions. Other equipment shall be engaged as well.

8.  Vessels must remain in the middle of the dredged channel when navigating the Parana river, especially between Isla Diablo and Isla Del Medio (Km 287 and Km 290).

9.  Given the low water level lately, it would be prudent to keep away from the shore or a shoal when selecting the anchorage. The watchkeeping arrangement whilst anchoring should be followed to avoid incidents such as dragging of anchor.

10. Confirm with local agent on tugboat availability prior to arrival, and report to owner and charterer for, if possible, more tugboats to assist inbound/outbound transits. Be well prepared and discuss the execution of plan with the pilot, as ship colliding with cargo cranes or wharfs due to nonstandard operation will cause great loss for owners.

For more information, please contact your manager at the Club.