IRRBA Port Code Lookup

Port Code Lookup

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Total 1 ports of IRRBA

IRRBA Ras Bahregan Port
Ras Bahregan Port is the seaport of Ras bahregan, in the city of Ras bahreganin Iran. Overseas routes include Middle East, Port code is IRRBA.

Show details

Port Code

IRRBA

Name

Ras Bahregan

Country / Region

Iran

City

Ras bahregan

Sea Routes

Middle East

Type

Latitude

29.7166667

Longitude

50.0500000

Est. Unit Price

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Port Overview

Ras Bahregan (UN/LOCODE: IRRBA), also known as Barkan or Bhargan and Bahregan Oil Centre, is an offshore crude-oil export terminal in Iran. The terminal is positioned near the eastern shore of the northern Gulf, approximately 8 nautical miles offshore, at about 29.7166667°N and 50.0500000°E. It is owned and operated by Iranian Offshore Oil Company (IOOC) and is designed around Single Buoy Mooring (SBM) operations rather than conventional container-terminal handling. The supplied port record identifies two deep-water mooring berths for crude-oil exports, with a maximum stated draft of 20.0 metres and vessel size up to 250,000 DWT. Our platform treats IRRBA as a project-style liquid-bulk port: vessel nomination, terminal acceptance, sanctions screening, marine documentation and approved ship-to-shore procedures must be confirmed before cargo planning.

UN/LOCODE	IRRBA
Port / City	RAS BAHREGAN / Ras Bahregan
Country	Iran
Port type	Offshore oil export terminal with SBM facilities
Coordinates	29.7166667°N, 50.0500000°E

Key Highlights

Offshore loading modelCrude is loaded through an SBM arrangement; cargo planning is not equivalent to a standard quay-side container call.

Deep-draft capabilityThe supplied record states a maximum draft of 20.0 metres and vessel size up to 250,000 DWT, subject to terminal and marine approval.

Specialist operatorThe terminal is identified as operated by Iranian Offshore Oil Company, so nomination and acceptance should be handled through the approved local channel.

Limited general-cargo relevanceThere is no basis in the supplied data to present IRRBA as a regular container, LCL, ro-ro or general breakbulk gateway.

Facilities & Services

SBM export facility: The principal cargo interface is offshore single-buoy mooring for crude-oil loading. Hose connection, transfer sequence and manifold requirements must be confirmed for the nominated vessel.
Deep-water mooring berths: The supplied record describes two deep-water mooring berths. Actual availability, berth allocation and operational restrictions remain subject to terminal confirmation.
Marine access: The offshore location requires coordinated pilotage, anchorage, approach, weather and mooring instructions. Our service team can coordinate the required pre-arrival information with the appointed agent.
Container and warehouse services: IRRBA should not be planned as a routine container, LCL, inland-depot or warehouse destination unless a specific project arrangement is separately confirmed.
Inland connectivity: The terminal’s offshore position means inland collection, customs arrangements and any shore-side staging must be designed around the nominated Iranian shore facility and approved local providers.

Routes & Transit Times

Trade direction: The terminal’s logistics role is crude-oil export from Iran through Gulf shipping routes. The final destination, transshipment plan and discharge terminal depend on the sale contract, vessel nomination and applicable compliance approvals.
Service structure: This is generally a nominated-vessel or project-cargo operation rather than a fixed liner service. Our platform will request terminal acceptance and carrier or owner confirmation before providing a firm sailing plan.
Schedule variables: Weather, SBM availability, vessel compatibility, pilotage, inspection, documentation, sanctions screening and clearance may affect the port call. Transit estimates should therefore be issued only after the loading window is confirmed.
Intermodal limitations: Containerized cargo requiring a regular liner connection should normally be routed through a separately confirmed Iranian container gateway or another suitable regional port, not assumed to move via IRRBA.

Hinterland & Key Cargo

Primary cargo: Crude oil for export is the clearly established cargo profile in the supplied port record.
Industrial hinterland: The terminal is associated with Iran’s offshore oil-production and export chain. Cargo flows are production- and nomination-driven rather than dependent on a broad consumer or manufacturing hinterland.
Supporting materials: Offshore oil operations may involve project equipment, maintenance materials and industrial supplies, but their acceptance, packaging, hazardous classification and shore-side delivery route require case-by-case confirmation.
Not a general distribution gateway: Our platform does not recommend using IRRBA for routine import distribution, palletized cargo, LCL consolidation or inland container repositioning without written local confirmation.

Operations & Compliance

Pre-arrival nomination: Confirm vessel particulars, DWT, draft, LOA, manifold arrangement, cargo quantity, loading window, class and relevant certificates with the terminal and appointed agent before fixing the vessel.
Dangerous-goods controls: Crude oil is a regulated liquid bulk cargo. The shipper, master, terminal and agent must align cargo declaration, SDS, compatibility, tank readiness, emergency procedures and applicable maritime requirements.
Sanctions and banking review: Iran-related shipments may involve restrictions affecting counterparties, vessels, insurers, banks, ports, cargo origin and end use. Our compliance team should complete screening before booking or accepting funds.
Documents and inspections: Commercial documents, certificate of origin, cargo quality and quantity records, charter-party instructions, customs filings and inspection arrangements must match the sale contract and local requirements. Actual cut-off times are issued by the terminal or agent and should not be assumed from liner-port practice.

Shipping Tips

Start with compliance: Send the parties, vessel IMO number, cargo origin, commodity description, destination and payment route to our service team early for sanctions and trade-control screening.
Use vessel-specific planning: Provide the complete vessel questionnaire and manifold data before fixing. Do not rely solely on the stated 20.0-metre draft or 250,000-DWT figures; terminal acceptance and current marine limits prevail.
Build schedule protection: Allow contingency for offshore weather, SBM availability, inspection, pilotage and documentation. A firm ETA should be issued only after the loading window is acknowledged by the local agent.
Separate general cargo from oil operations: For containers, LCL or project equipment, ask our team to evaluate a suitable shore-side Iranian or regional gateway and arrange compliant onward transport instead of assuming direct handling at IRRBA.

Frequently Asked Questions

Can IRRBA handle ordinary FCL or LCL shipments?

IRRBA is identified as an offshore crude-oil export terminal, not a regular container port. Our platform will not quote standard FCL or LCL handling there unless a specific terminal-approved arrangement is documented.

What vessel size can be considered for Ras Bahregan?

The supplied port record states a maximum vessel size of 250,000 DWT and maximum draft of 20.0 metres. These are planning parameters only; current restrictions, vessel dimensions, weather and terminal acceptance must be confirmed before nomination.

Is there a normal liner sailing schedule to IRRBA?

No regular liner schedule should be assumed. The operation is generally based on nominated vessels and terminal loading windows. Our service team will verify the vessel, agent and loading slot for each shipment.

What are the main causes of delay?

Typical risk points include terminal acceptance, vessel compatibility, SBM availability, offshore weather, pilotage, cargo inspection, documentation and Iran-related sanctions or banking checks. Actual cut-offs and readiness requirements come from the terminal or appointed agent.

Can our team arrange inland delivery from the port?

Because the terminal is offshore, inland delivery cannot be treated like a standard truck-gate operation. Our team can assess the approved shore-side facility, customs route and specialist local providers after the cargo type and final destination are confirmed.

Data Sources & Provenance

The port code, name, country, city, coordinates, offshore position, operator description, berth count and stated vessel parameters in this module are taken from the supplied IRRBA port master record. Operational details that may change—such as berth availability, loading window, marine restrictions, documentation cut-offs, sanctions exposure and local service arrangements—must be revalidated with the appointed terminal representative or agent before execution.

For international maritime reference and regulatory context, our service team may cross-check applicable materials through imo.org and UN/LOCODE reference information through unece.org. These reference domains do not replace terminal confirmation and are not presented as evidence of current berth availability, tariffs, schedules or handling capacity.

Verification boundary: No unsupported throughput, tariff, sailing frequency, transit-time commitment, container capability, warehouse capacity or inland service claim is made for IRRBA. Our platform will issue shipment-specific guidance only after vessel, cargo, destination and compliance details are reviewed.