SBVIU Port Code Lookup

Port Code Lookup

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Total 1 ports of SBVIU

SBVIU Viru Harbour Port
Viru Harbour Port is the seaport of Viru harbour, in the city of Viru harbourin Solomon islands. Overseas routes include Australia, Port code is SBVIU.

Show details

Port Code

SBVIU

Name

Viru Harbour

Country / Region

Solomon islands

City

Viru harbour

Sea Routes

Australia

Type

Latitude

-8.5000000

Longitude

157.7200000

Est. Unit Price

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Port Overview · SBVIU

Viru Harbour, Solomon Islands

Viru Harbour is a small natural harbour on a deep, narrow bay on the west coast of New Georgia Island, Solomon Islands. It is best classified as a remote coastal sea port with a strong bulk and forest-product orientation rather than a conventional container gateway. The supplied port record reports approximately 12 vessel calls annually, an accepted maximum draught of 6.1 metres, and a recorded maximum vessel length of 50 metres. Logs are the principal export, with approximately 70,000 tonnes dispatched annually according to the same record. For our platform, SBVIU should therefore be planned as a project-specific, confirmation-led port call: vessel suitability, cargo-handling arrangements, documentation, weather exposure and onward feeder connections require checking before quotation or booking.

UN/LOCODE	SBVIU
Location	Viru Harbour, Solomon Islands · approximately 157.7200°E, 8.5000°S
Port profile	Small coastal sea port; forest-product and bulk cargo focus
Reported operating limits	Maximum draught 6.1 m; recorded maximum vessel length 50 m

Key Highlights

Fast screening points for forwarders

Small-scale port callReported annual vessel activity is approximately 12 calls, so operational flexibility and advance confirmation are important.

Draft-sensitive accessThe supplied record states a maximum permitted draught of 6.1 m; under-keel clearance and tidal conditions must be checked for each call.

Short-vessel profileThe maximum recorded vessel length is 50 m, indicating that larger mainline ships should not be assumed suitable.

Forest-product orientationLogs are the principal export, with reported annual dispatches of approximately 70,000 tonnes.

Limited container assumptionsOur team should not quote routine FCL/LCL handling, empty equipment or fixed terminal services without local confirmation.

Facilities & Services

Service scope to confirm before booking

Marine access: the harbour is described as deep and narrow, but berth availability, turning space, channel restrictions, pilotage and tidal windows should be confirmed for the nominated vessel.
Log and breakbulk handling: the port’s documented cargo profile supports planning for logs and other non-containerised cargo; loading equipment, lifting limits, lashing arrangements and stevedore availability must be confirmed case by case.
Container operations: regular container terminal, reefer plugs, empty-container supply and depot services should not be presumed. Our service team can check whether a feeder, barge or alternative port interface is required.
Storage and inspection: covered warehousing, open stacking, customs inspection space and cargo security arrangements need local confirmation before accepting delivery instructions.
Inland connectivity: road access, truck availability, axle restrictions and seasonal conditions can materially affect pickup or delivery planning; no rail connection should be assumed.

Routes & Transit Times

Feeder-led planning rather than fixed schedules

Export movements are likely to depend on coastal or regional feeder coordination and may require transshipment through a larger Solomon Islands or South Pacific gateway. Direct service, carrier, sailing frequency and routing must be confirmed for the shipment date.
For containerised imports, our team should compare a port-to-port feeder solution with delivery through an alternative gateway followed by coastal or local transfer, subject to cargo type and final destination.
Transit time is sensitive to vessel nomination, transshipment connection, weather, tidal access, cargo readiness, stevedore availability and customs release. We provide an indicative schedule only after receiving the vessel and cargo details.
Export log movements require coordination between harvest or loading site, inland haulage, port handling and the nominated vessel. A missed loading window may create a disproportionate delay because vessel calls are limited.

Hinterland & Key Cargo

A forest-product export node on New Georgia Island

Primary hinterlandWest New Georgia Island and nearby coastal production areas, subject to the practical reach of local roads, landing points and haulage resources.

Principal exportLogs are the identified main cargo. Cargo acceptance, species documentation, dimensions, moisture condition, bundling and loading method should be established in advance.

Potential secondary cargoGeneral cargo, project materials, machinery, fuel-related supplies and provisions may be handled only where vessel, equipment, customs and local service arrangements are available.

Import profileContainerised or breakbulk imports for remote communities and industrial activity may require consolidation, transshipment and locally arranged final delivery rather than a standard terminal-to-door product.

Operations & Compliance

Controls that protect the booking

Cut-off management: do not apply a standard metropolitan port cut-off. Our team should obtain the actual cargo receiving, document, customs, loading and vessel cut-off times from the local operator or appointed agent.
Vessel and draft approval: submit vessel length, beam, draught, cargo plan and dangerous-goods status for local review. The stated 6.1 m draught and 50 m length figures are planning references, not a substitute for voyage-specific clearance.
Documents: prepare commercial invoice, packing list, bill of lading instructions, export or import declarations, cargo permits and any timber-related legality or origin documents required by the authorities and buyer.
Dangerous goods: batteries, fuel, chemicals, explosives and other regulated cargo require accurate classification, packing, marks, labels and advance approval under applicable maritime and local requirements. Acceptance must be confirmed before dispatch.
Inspection and delivery: customs examination, port handling and inland delivery may require additional coordination. Cargo should not be released to a truck or local landing point until the responsible party confirms clearance and receipt arrangements.

Shipping Tips

Recommended booking approach

Send our service team the cargo dimensions, gross weight, packing method, ready date, origin, final destination, HS code and any dangerous-goods details before requesting a firm routing.
For logs and other irregular cargo, provide piece dimensions, bundle plan, lifting points, moisture or treatment information, cargo photographs and the proposed loading sequence.
Build schedule contingency around feeder connections, weather and limited vessel-call frequency. Avoid committing a downstream delivery date until the local agent confirms the vessel window.
Where SBVIU cannot accept the required equipment or vessel, our team can evaluate an alternative Solomon Islands or regional gateway with onward coastal, barge, truck or project-cargo coordination.

FAQs

Practical questions from shippers and forwarders

Can we book a standard FCL service to SBVIU?: Not automatically. The supplied record shows no listed FCL or LCL service count, and a regular container terminal or carrier schedule should not be assumed. Our team will verify the feeder interface, equipment availability and local receiving arrangements first.
What vessel size should be considered?: The port record reports a maximum recorded vessel length of 50 m and a maximum draught of 6.1 m. These values should be treated as initial screening limits; final acceptance depends on the specific vessel, tide, cargo plan and local approval.
Is Viru Harbour suitable for log exports?: Yes, logs are identified as the principal export and approximately 70,000 tonnes are reported as dispatched annually. Each shipment still requires confirmation of loading gear, storage, securing, timber documentation and the nominated vessel’s acceptance.
How long will cargo take to move through the port?: No fixed transit time should be promised. The result depends on feeder routing, transshipment, weather, tidal access, customs, cargo readiness and the limited call pattern. We will issue an indicative schedule after operational confirmation.
What information is needed for a quotation?: Provide cargo description, HS code, quantity, package or log dimensions, weight, ready date, origin and destination, vessel requirements, dangerous-goods status, and whether customs clearance, inland haulage or transshipment is required.

Data Sources & Provenance

Reference boundary

Port code, name, country, location, coordinates, vessel-call estimate, draught, vessel-length and log-export figures are taken from the supplied SBVIU port master record. Operational recommendations are professional planning guidance for a small, remote coastal port and must be validated with the nominated carrier, local agent, port operator, customs authority and other responsible parties before execution.

The UN/LOCODE convention can be cross-checked through unece.org. No unverified berth count, terminal name, equipment specification, carrier schedule, tariff, customs deadline or transit-time commitment is stated here. Our service team will use shipment-specific confirmations as the controlling source for a live booking.

Last-mile verification: SBVIU calls require confirmation of port acceptance, vessel suitability, cargo handling, documentation, weather exposure and inland or coastal delivery arrangements before final quotation.