FJLBS Port Code Lookup

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Total 1 ports of FJLBS

FJLBS Labasa Port
Labasa Port is the seaport of Labasa, in the city of Labasain Fiji islands. Overseas routes include Australia, Port code is FJLBS.

Show details

Port Code

FJLBS

Name

Labasa

Country / Region

Fiji islands

City

Labasa

Sea Routes

Australia

Type

Latitude

-16.3631750

Longitude

179.3641500

Est. Unit Price

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Labasa Port (FJLBS) — Port Overview

Labasa, Fiji Islands | UN/LOCODE: FJLBS | East Australia regional logistics context

Labasa Port is a regional seaport serving Labasa and the northern part of Vanua Levu in Fiji. The supplied port record places the port at 16°21′47.42″ S, 179°21′50.99″ E, with the listed coordinates at latitude -16.3631750 and longitude 179.3641500. It should be treated as a local and project-specific gateway rather than assumed to offer the same container frequency or equipment depth as Fiji’s principal international hubs. The record identifies oil products tankers among regular vessel types and reports a largest recorded vessel length of 184 m, maximum draught of 7 m and maximum deadweight of 36,908 t. It also states that vessels with a maximum draught of 2.3 m can reach Labasa at MHWS; this tide-related access figure requires confirmation for every voyage and should not be replaced by the larger recorded-vessel parameters.

Port code	FJLBS
Country / city	Fiji Islands / Labasa
Coordinates	16°21′47.42″ S, 179°21′50.99″ E; -16.3631750, 179.3641500
Recorded vessel parameters	Maximum length 184 m; maximum draught 7 m; maximum deadweight 36,908 t
Tide-related access stated in supplied record	At MHWS, vessels with maximum draught up to 2.3 m

Key Highlights

Regional gatewayOur service team treats FJLBS as a northern Fiji port requiring shipment-specific confirmation of service scope, cargo handling and vessel acceptance.

Tide-sensitive planningThe supplied record cites 2.3 m maximum draught access at MHWS, making tide, under-keel clearance and berth instructions important planning variables.

Bulk and liquid-cargo relevanceOil products tankers account for 16% of regularly calling vessel types in the supplied record; dangerous-goods controls therefore require early review.

Container assumptions are unsafeThe port record shows no FCL or LCL service counts. Our team will verify whether the shipment should move as local port cargo, feeder cargo or via an alternative Fiji gateway.

Facilities & Services

Facility selection and cargo acceptance must be confirmed against the actual port call, commodity and nominated operator.

Marine access: vessel acceptance should be checked against draught, tide window, manoeuvring requirements, cargo and current port instructions. The recorded vessel maximums are historical parameters, not a blanket approval for every call.
Liquid and dangerous cargo: oil-products movements indicate the need for advance review of cargo classification, SDS, tank or package requirements, notification procedures and emergency contacts.
General and project cargo: breakbulk, machinery and non-standard cargo should be assessed for berth-side lifting, laydown area, truck access and weather exposure before booking.
Container handling: do not assume ship-to-shore cranes, empty equipment, reefer points, container storage or an established FCL/LCL service. Our service team will obtain written confirmation from the relevant operator or carrier.
Inland interface: last-mile delivery is principally road-based in the Labasa area. Vehicle dimensions, bridge or road restrictions, loading equipment and delivery appointment requirements should be checked before cargo release.

Routes & Logistics Lead Time

For international containerized cargo, our team will compare a port-call option at FJLBS with routing through a larger Fiji gateway and onward domestic movement. The appropriate option depends on carrier acceptance, transshipment availability, cargo type and final delivery location.
Potential regional connections may involve Australia, New Zealand, other Pacific islands or transshipment hubs, but direct service, vessel name, sailing frequency and transit time must be confirmed for the requested sailing rather than assumed.
Door-to-door lead time is affected by transshipment windows, tide and weather, port working arrangements, customs or biosecurity inspection, equipment availability and the road leg to or from Labasa.
Our service team will quote an operational range only after receiving the cargo readiness date, packaging details, gross weight and dimensions, HS information, delivery address and required shipping mode.

Planning rule: use the carrier’s confirmed cut-off and vessel schedule as the controlling milestones. A port call shown in a schedule does not by itself prove container acceptance, equipment availability or a guaranteed delivery date.

Hinterland & Key Cargo

Primary hinterland: Labasa and northern Vanua Levu, with inland delivery planning dependent on road conditions, vehicle availability and the final consignee location.
Industrial and energy-related cargo: petroleum products and associated regulated cargo are relevant to the port profile. These shipments require commodity-specific DG review rather than routine general-cargo booking.
Regional supply cargo: packaged consumer goods, food-related supplies, construction materials, machinery, spare parts and agricultural inputs may require a tailored breakbulk, container or multimodal solution.
Export profile: agricultural and forestry-related cargo may be subject to packaging, cleanliness, fumigation, biosecurity and moisture-control requirements; final classification and export controls must be checked per commodity.

Operations & Compliance

Cut-off control: local port receiving, customs documentation, carrier cut-off and any tide-related vessel window may be different milestones. Our team will obtain the applicable cut-off in writing and build contingency for transshipment or weather disruption.
Dangerous goods: provide the proper shipping name, UN number, class, packing group, SDS, package details, emergency information and any required declaration before booking. Oil products and other regulated cargo must not be described only by a commercial product name.
Customs and biosecurity: commercial invoice, packing list, transport document, origin information, permits and treatment certificates should be consistent. Wood packaging, used machinery, plant material and food cargo may attract additional inspection or clearance requirements.
Vessel and draught approval: the 2.3 m MHWS figure in the supplied record must be checked against current hydrographic, port and pilot instructions. Cargo planners should not use the 7 m recorded maximum draught as an operational sailing limit.

Shipping Tips from Our Service Team

Send booking details early and state whether the cargo is containerized, breakbulk, liquid bulk, project cargo or dangerous goods. This allows our team to test FJLBS feasibility before cargo is dispatched.
For oversized or heavy cargo, provide packing drawings, lifting points, centre of gravity, gross weight, dimensions and truck requirements. Avoid assuming that local lifting or storage equipment is available.
For tide-sensitive calls, keep cargo readiness, customs release and inland delivery documents ahead of the confirmed vessel window. Build a contingency plan for missed tides, weather or transshipment changes.
If equipment, sailing or port acceptance cannot be confirmed, our team will compare a larger Fiji gateway plus domestic road movement, while calculating total landed cost, handling risk and end-to-end lead time.

Frequently Asked Questions

Can FJLBS be used for a standard FCL shipment?

It may be possible for a specific sailing or local arrangement, but the supplied record does not confirm FCL service volume, container equipment or regular liner coverage. Our team will verify carrier acceptance, empty-container supply, terminal handling and final delivery before issuing a firm option.

Why does the port record show both 7 m maximum draught and 2.3 m at MHWS?

These figures describe different operational fields: 7 m is the maximum recorded vessel draught, while 2.3 m is the stated draught access at MHWS. They should not be treated as interchangeable. Current port, pilot and vessel-specific clearance must control the booking.

Is Labasa suitable for oil products or other dangerous goods?

The record identifies oil products tankers among regularly calling vessel types, but cargo acceptance remains shipment-specific. Our team requires the SDS and complete DG particulars, then confirms the applicable declaration, handling, port and customs requirements before booking.

What documents should be prepared for cargo to Labasa?

Normally prepare a commercial invoice, packing list, transport document, accurate cargo description and HS information, with permits, origin documents, DG declarations or biosecurity and treatment documents where applicable. Exact requirements depend on the commodity, origin, destination and clearance regime.

Data Sources & Provenance

Primary port record: the supplied FJLBS dataset is the basis for the port code, name, country, city, coordinates, vessel-type percentage, recorded vessel length, maximum draught, maximum deadweight and MHWS access statement.

Official verification channel: port ownership, current port instructions, vessel acceptance, marine access and operational conditions should be reconfirmed with Fiji’s port authority or appointed local operator. A relevant official domain for port-sector verification is ports.com.fj.

Customs and border compliance: import, export, customs and clearance requirements should be checked against the current Fiji revenue and customs authority information at frcs.org.fj.

Operational schedules, draught limits, cargo acceptance, equipment availability, cut-offs, inspection requirements and inland conditions can change. Our service team will use the latest carrier, port, customs and local-agent confirmations for the shipment in question.