ANGOLA General

GENERAL (See Plan) These navigational aids flash Fl. Mo(U) 15s in the colour indicated. The
above platforms are each fitted with fog signals sounding one blast every
20 seconds, range 1.5 n.m.
GEO-POLITICAL: Malongo Terminal Dock: Berthing and unberthing during daylight only.
Capital City: Luanda. Vessels of draft more than 4.0 m. will be berthed or unberthed only between
Nationality: (noun) Angolan, (adjective) Angolan. 3 hours either side of high tide.
Population: 12,531,357. Malongo SPM Operation: Mooring/unmooring operations will normally be
undertaken on a 24-hour basis under normal weather conditions with the
COMMUNICATIONS: Cabgoc Mooring Master’s agreement.
International Direct Dial Code: 244.
Number of Internal Airports: 31. Bridges: None.
Major Languages Spoken: Portuguese (official), Bantu and other African ARRIVAL: Official authorities will board the vessel for clearance, normally
languages. after berthing/anchoring.
ECONOMY: In the event of arrival during the night, clearance will not be made before
Currency: 1 Kwanza (AOA) of 100 Lwei. 0600 hours.
Main Industries: Petroleum, diamonds, iron ore, phosphates, feldspar, On arrival, vessels must anchor closest to Cabinda, provided locations
bauxite, uranium, gold, cement, basic metal products, fish processing, food permit. If necessary, the vessel may shift to another anchorage.
processing, brewing, tobacco products, sugar, textiles and ship repair. When the cargo is for the account of Cabinda Gulf Oil Limited, the vessel
must be moved closer to Malongo where the oil companies have their own
ENVIRONMENT: berth for discharge of various cargo into barges.
Territorial Sea: 12 n.m.
Other Maritime Claims: Contiguous Zone: 24 n.m. APPROACHES: Normally all communications will be with the Malongo
Exclusive Economic Zone: 200 n.m. Shore Terminal. When within VHF communication range, the Master of the
Coastline Extent: 1,600 km. export tanker should ascertain berthing prospects from Malongo Shore
Climate: Semiarid in south and along coast to Luanda; north has cool, dry Terminal for the oil vessel and LPG terminals.
season (May to October) and hot, rainy season (November to April). PILOTAGE: Compulsory.
Natural Resources: Petroleum, diamonds, iron ore, phosphates, copper, Pilot Boarding Area:
feldspar, gold, bauxite and uranium. Malongo Crude Berths: Lat. 05␥ 28.0' S, Long. 011␥ 58.0' E.
Natural Hazards: Locally heavy rainfall causes periodic flooding on the Sanha FPSO LPG: Lat. 05␥ 35.0' S, Long. 011␥ 53.0' E.
plateau. ANCHORAGES: Recommended waiting anchorage area:
Terrain: Narrow coastal plain rises abruptly to vast interior plateau. Lat. 05␥ 27' S, Long. 011␥ 54' E
TIME: GMT plus one hour. Lat. 05␥ 27' S, Long. 011␥ 57' E
LOCAL HOLIDAYS: 1 January; 4 February; Labour Day; Birth and Lat. 05␥ 29' S, Long. 011␥ 57' E
Funeral Day of President Neto; 11 November (Independence Day); Lat. 05␥ 29' S, Long. 011␥ 54' E
10 December (Date of the Foundation of MPLA); 25 December (Christmas Anchorage for any vessel in any other area within the terminal limit is
Day). 24 December is half-day holiday. prohibited unless special clearance is received from Malongo Terminal.
Anchorage for cargo vessels lies NW of Cabinda in depths 9.0 – 10.7 m.
As this anchorage is subject to heavy swell, a clearance of at least 3.04 m.
CABINDA: 05␥ 32' S 012␥ 11' E (See Plan) under-keel should be observed March to September. It is often necessary to
move anchorage to a position further offshore and to deeper water.
OVERVIEW: In an open bay and exposed to weather, Cabinda comprises PRATIQUE: Crew must have certificates of inoculation against yellow
several crude oil terminals and an anchorage for general cargo vessels. There fever.
are a considerable number of oil fields in the area with associated platforms PRE-ARRIVAL INFORMATION: Vessels bound for the Cabinda
and wellheads. Terminals are required to advise their ETA via Agent or directly to Cabinda
LOCATION: On the SW coast of Africa, separated from the rest of Angola Gulf Oil Company (Cabgoc) at Malongo. Telex 470074 CHEV UI or
by the Democratic Republic of Congo and bordering on the Republic of 278755 CHEV UR (both through USA with the heading ‘‘Relay to Malongo,
Congo-Brazzaville. Angola’’).
Cabgoc Mooring Operation Team Leader. Tel: +1 (925)
CHARTS: BA Chart No. 3285. 842 1111 (Ext. 2775). Email: AMRMF@chevrontexaco.com
DOCUMENTS: ETA messages are to be sent 72 hours, 48 hours and 24 hours for oil
5 Animal Lists tankers and 7 days, 48 hours and 24 hours for LPG vessels before arrival at
5 Arms/Ammunition Lists (even if ‘‘nil’’) the terminal, and should contain the following information:
2 Controlled Medicines Narcotics Declarations a) name of vessel
3 Crew Effects Declarations b) ETA in GMT
7 Crew Lists c) name of Master
2 Crew Vaccinations Lists d) estimated arrival draft, fore and aft, and displacement
Derat (Exemption) Certificate e) time for discharging clean ballast, if any, also quantity of segregated
7 Manifests for each port of origin of cargo for Cabinda, plus 1 copy of ballast on board
each Bill of Lading f) if vessel proceeding to any port(s) prior to Malongo, and if so, any
8 Passenger Lists (Disembarking/in transit) even if ‘‘nil’’ delays anticipated
8 Ports of Call Lists g) quantity of cargo required and any special requirements.
Ship’s Register Additional for LPG Vessels:
Ship’s Safety Equipment Certificate a) quantity of cargo to be loaded and bulk loading rate requested without
3 Stores Lists. use of vapour return line
Other forms intended for Customs, Health, etc., can be filled in on arrival. b) number and size of vapour and liquid manifold connections
Notice of Readiness (NOR): Accepted on arrival for the Malongo SPM c) temperature and pressure of each tank and set point of safety relief
Oil Terminals, but only from 0600 – 1800 hrs. and 0600 – 1600 hrs. for Sanha valves on arrival
FPSO, LPG Terminal, provided that the Cabgoc representative is satisfied d) any defects in vessel or equipment affecting cargo, performance or
that the export vessel is apparently in all respects ready to moor and load. manoeuvrability
In the case of LPG vessels, such NOR shall include adequate cool-down of e) details of previous three cargoes carried.
and no contamination on cargo tanks and connection and appropriate purging ISPS: Vessels are requested to contact the Cabgoc Malongo PFSO 5 days
of cargo vapour hoses. prior to arrival for exchange of security information.
NOR will not be accepted during a period when berthing is suspended on Vessel not fitted with email shall send Telex: 470074 CHEV UI,
account of adverse weather, or when an export vessel arrives prior to the 278755 CHEV UR, both heading ‘‘Relay to Asecur7 and Apatrol2 at
date upon which it is nominated to load. Malongo’’.
The foregoing paragraph notwithstanding, in no event shall a NOR, whether
previously accepted or not, be valid or binding on the terminal, unless and
Arrival/Departure Notification: On arrival or departure pilot station or
anchoring area, tankers must contact the Cabgoc Security Station, call sign
until such time as the export vessel, her tanks and equipment, are in fact in
‘‘Romeo Oscar’’ (RO) and/or Marine Patrol, call sign ‘‘Delta Alpha’’ (DA) or
every respect in the proper condition and operation to receive the cargo.
‘‘Delta Bravo’’ (DB) on VHF Channel 16 and advise tanker name, ETA,
ISPS COMPLIANCE: Port is compliant. departure as appropriate.
PFSO: Email: asecur7@chevron.com and Email: apatrol2@chevron.com VHF: Channels 16 and 12 are monitored continuously. Call sign ‘‘Malongo
Also see ‘‘Pre-Arrival Information’’. Terminal’’.
MAX. SIZE: LOA 93 m., draft 5.0 m., beam 20.0 m. Terminal Communications: At the anchorage, communication between
Gas: 85,000 cu.m., depth 30.5 m. the vessel and the LPG storage vessel or Malongo Shore Terminal will be
Tankers: 325,000 d.w.t., draft 26.8 m. established on Channel 16.
Also see ‘‘Berths’’ and ‘‘Shipmaster’s Report’’ dated June 1998. For vessel moored at the Cabinda Terminals, communication with the shore
DENSITY: 1025. terminal will be maintained by VHF radio equipment provided by Mooring
RESTRICTIONS: All vessels are warned to approach the Cabinda Master.
Terminals with extreme caution, as drilling and survey work are proceeding TUGS: Allocation of all tugs/line boats, size and number will be provided
on a continuous basis. by Cabinda Gulf Oil Co Ltd.
There are numerous oil well platforms in vicinity of the terminal in the Normal allocation for crude berths is 1␺50 ton BP ASD tug and one line
following positions: boat for Sanha FPSO LPG is 3␺50 ton BP ASD tugs and one line boat for
Platform Lat. Long. Light
large tankers on starboard side and 2␺50 ton BP ASD tugs and one line
83 – 4 5␥ 25.7' S 011␥ 59.6' E White
boat for small tankers on port side.
83 – 6 5␥ 25.1' S 011␥ 59.2' E White
84 – 8 5␥ 26.1' S 012␥ 03.2' E Red strobe BERTHS: Malongo:
84 – 12 5␥ 29.2' S 012␥ 04.0' E White Berth LOA Draft Beam Remarks
84 – 16 5␥ 28.4' S 012␥ 03.5' E Green strobe (m.) (m.) (m.)
84 – 22 5␥ 26.6' S 012␥ 00.1' E Red strobe Terminal Dock 93 5.00 20.0 Containers, general cargo
95 – 3 5␥ 33.8' S 012␥ 59.1' E White Export Berth No. 1 16.76 Crude export
96 – 1 5␥ 30.3' S 012␥ 03.8' E White Export Berth No. 2 26.80 Crude export
84 – 31 5␥ 28.3' S 012␥ 00.1' E Green strobe Sanha LPG Terminal 230 49.0 LPG

18 Readers are encouraged to send updates and additions (page xi)

Cabinda ANGOLA
MOORING: The Mooring Master boards the vessel at the anchorage area. Cabinda LPG: Cabinda LPG will have varying specific gravities ranging
All manoeuvring of vessels within the Cabinda Terminals mooring areas from 0.505 – 0.595, and be transferred at ␤35␥C to ␤37␥C. Advice on gravities
is to be done only in accordance with the advice of the Cabgoc Mooring and loading temperature will be provided to export vessels prior to the
Master. commencement of loading. Furthermore, in the case of LPG vessels, the
Cabgoc Mooring Master will remain on board throughout the stay on the final and official gravity will be available as soon as practicable, and usually
berth. Suitable accommodation shall be provided for him on board. 2 to 3 hours prior to anticipated completion of loading.
Malongo SPM Operation: Hoses: Export LPG: The ‘‘Berge Troll’’ will present 2␺8 in. hoses to the
1. Two messenger ropes, 183 m. long and minimum 4 in. circumference, manifold of the exporting vessel for loading of LPG. It will be the responsibility
preferably floating and stowed on drums and in line with the chain of the export vessel to cooperate with Cabgoc personnel in making the
stoppers, and two mooring ropes and a strong messenger at aft connection of the two hoses to the manifold. The vessel should present 8 in.
station, must be ready for use on the forecastle of the export vessel. 150 ASA flanges at her manifolds.
2. When the vessel is within reasonable distance of the buoy, the two The ‘‘Berge Troll’’ is equipped on the starboard side with two hydraulic
ship’s lines will be picked-up by the mooring launch and made fast telescopic hose handling cranes.
to the floating SPM pick-up lines. The ship’s lines, used as Each hose will have a maximum flow rate of 800 tonnes/hr.
messengers, will then be used to heave the pick-up lines on board The export vessel shall be responsible for the safe handling of vapours
the export vessel. As the pick-up lines come clear of the water, they generated during loading. Controlled venting to atmosphere is only to take
will be followed by the chafing chains which are attached to them. place in agreement with Cabgoc, and only for preventing cargo tanks safety
These chafing chains (3 in. size), must then be secured to the chain valves to open/release to riser.
stoppers in such a manner that the two nylon hawsers are outside Luanda LPG Export: Product will be transferred via 1␺6 in. flexible hose. A
and clear of the ship’s fairleads. The chains will then absorb any total length of 3␺7.62 m. hoses will be used, permitting 6.1 m. of the
chafing in the mooring system. The buoy hawsers are each 67.05 m. transferring hose to rest on the export tanker to absorb all abnormal
long and 18 in. circumference at Berth No. 1 and No. 2. movement between the vessels. A ball valve will be arranged on the export
3. Two mooring lines shall be available aft, secured to the bitts and of vessel end of the hose to allow liquid to boil-off. Blowing/purging will therefore
sufficient length to enable a tug to pick up the eyes and tow on it to not be necessary. Vapour return is not available.
realign the vessel if necessary. Buoyant lines are requested. However, Cargo will be delivered at requested temperature by using a cargo heater
it is normal practice to use the tugs towing line, and a strong on the ‘‘Berge Troll’’. Rate is normally expected to be around 200 tonnes/hr.
messenger must be ready to pick it up and to secure it on the export Export tanker should be able to meet a 6 in. hose (150 or 300 ASA).
tanker aft bitts. A 1 ton crane is located 39.62 m. aft of the manifold for the purpose of
BULK FACILITIES: One pier length 100 m. with cranes, max. lift 25 tons. transferring personnel between the ships and hose handling.
Cargo transportation is via barges towed by launches. Depth alongside Small ‘‘Luanda LPG’’ tankers will berth on the ‘‘Berge Troll’s’’ port side,
pier 3.4 m. always using their starboard side alongside. Six primary fenders
1.83␺3.66 m. size are positioned on the ‘‘Berge Troll’s’’ port side.
CONTAINER FACILITIES: No facilities. Larger ‘‘Luanda LPG’’ tankers with sufficient freeboard, and able to use
PASSENGER FACILITIES: No facilities. the primary fenders on ‘‘Berge Troll’s’’ starboard side, may berth on this side.
TANKER FACILITIES: All procedures will in such cases be similar to those in force for export LPG.
Loading Procedures: The Master of the export vessel is required to have the
Malongo Oil Terminal, Export Berth No. 1: blank flanges removed from the vessel’s port side loading manifold before
Location: Lat. 05␥ 26.2' S, Long. 012␥ 04.7' E, depth 22.86 m. mooring, in order to expedite the connection of hoses.
The buoy is fitted with a navigation light Fl. Mo(B) 20s, range 5 n.m., and While the vessel is being cleared, the Cabgoc representatives will give the
also a foghorn sounding one long blast every 30 seconds. Master of the export vessel written specifications concerning the anticipated
Facilities: A crude oil export facility operated by Cabinda Gulf Oil Company. loading conditions, i.e. gravity, temperature, loading rates, etc. The discharge
Crude oil from the Malongo Field onshore tank farm is transferred to export of ballast and cargo transfer program will be fully agreed between Cabgoc,
vessels via the Malongo SPM. Master of ‘‘Berge Troll’ and the Master of the export tanker before any
Max. draft 16.76 m. even keel. 325,000 d.w.t. operation is allowed to commence.
Vessel Terminal Factor (VTF): 300,000 cu.m. for segregated ballast (SBT) There are no facilities available to discharge excess cargo, should the
and double hull (DH) tankers. 150,000 tonnes summer d.w.t. scantling for vessel overload. It is, therefore, imperative that the export vessel’s Master
conventional tankers. declares the tonnage he requires prior to loading.
Vessel terminal factor is obtained by using the following formula: Cargo loading is by ‘‘Berge Troll’’ deep well pumps at a rate of
Vessel LBP ␺ beam ␺ depth, all expressed in metres. approximately 12,000 bbls. (1,000 tonnes) per hour for export LPG, and
SPM chain stoppers as per OCIMF recommendations are required. approximately 2,400 bbls. (200 tonnes) per hour for Luanda LPG.
Spotlights should be rigged on both wings of the bridge and on the
Malongo Oil Terminal, Export Berth No. 2: forecastle of the export tanker to supplement the ‘‘Berge Troll’s’’ deck lighting
Location: Lat. 05␥ 27.6' S, Long. 012␥ 01.8' E, depth 32.0 m. during transfer operations.
The buoy is fitted with a navigation light Fl. Mo(G) 20s, range 5 n.m., and About 30 minutes before the cargo loading is expected to be completed,
a foghorn sounding Mo(U) 20s. the Cabgoc representative should be advised in order to coordinate the
Facilities: A crude oil export facility operated by Cabinda Gulf Oil Company shut-down between the vessel and the ‘‘Berge Troll’’.
(Cabgoc). Export vessels up to 325,000 d.w.t. and max. LOA 351 m. are When the export vessel has completed loading the cargo, the discharging
accepted. line valves on the ‘‘Berge Troll’’ will be closed. The two liquid hoses and the
SPM chain stoppers as per OCIMF recommendations are required. vessel’s loading piping system in use will be cleared of liquid by blowing with
warm vapour at an approximate pressure of 4 kg./sq.cm. from the ‘‘Berge
Cargo Characteristics: Cabinda Crude: Average API 32.8. Maximum Troll’’. This operation is carried out and supervised by Cabgoc personnel.
loading rate 40,000 bbls./hr. by pump at Berth No. 2, 30,000 bbls./hr. by Only when the Cabgoc representative has advised that the line clearing
gravity feed at Berth No. 1. operation is completed, may the export vessel’s manifold be closed. (In an
Nemba Crude: Average API 38.8. Maximum loading rate at SBM emergency however, the export vessel may shut down against flow with
No. 1 45,000 bbls./hr. by pump, 30,000 bbls./hr. by gravity; at SBM immediate notification to ‘‘Berge Troll’’).
No. 2 40,000 bbls./hr. by pump and 27,000 bbls./hr. by gravity. After completion of loading operations, various documents, including Bill
Hoses: Malongo Oil Terminals: 2␺16 in. floating hoses will be connected to of Lading, Cargo Manifest, Ullage Report, Certificate of Quantity, Certificate
the vessel’s port side manifold. The floating cargo hoses are fitted with of Quality, Certificate of Origin and Port Time Log, will be completed, and all
camlock type couplings to fit 150 ASA for 16 in. flanges. A hose gang will such documents shall be signed by the Master of the export vessel prior to
remain on board to attend to all hose operations, vessel’s crew shall provide that vessel’s departure. The official quantity and quality of the LPG delivered
assistance as and when necessary. to the export vessel shall be determined by independent surveyor on the
basis of meters and equipment on the ‘‘Berge Troll’’, and shall be final and
The vessel will be required to have ready a hose handling derrick at the
binding on the export vessel and Owners and Charterers.
port manifold with a SWL of not less than 15 tons for the lifting and connection
The number and size of LPG samples taken will be determined by Cabgoc.
of the hoses. Also see ‘‘Tanker Facilities’’.
Transfer Operations: The Cabgoc Mooring Master will remain on the CRANES: 1␺20 tonnes and 1␺10 tonnes.
export tanker throughout the transfer operation, and will coordinate all
activities on board the export tanker with the shore terminal. STEVEDORES: Normal general cargo working hours from 0730 – 1200,
Vessel may request a shore stop at the end of transfer operation, however 1730 – 2400 hrs. Saturday 0730 – 1200 hrs.
it will remain entirely the ship’s responsibility that cargo quantity meets and BALLAST: Cabinda Terminals have no ballast reception or slop disposal
does not exceed (maximum) vessel requirements. There are no facilities facilities. Vessels are required to arrive with sufficient clean ballast suitable
available to discharge ashore any quantity of cargo, should the vessel for pumping directly to the sea.
overload. Vessels must be able to load and deballast simultaneously, however it is
acceptable for the vessel to load part cargo, stop operation of loading and
LPG/LNG FACILITIES: deballast, and then finish loading cargo in order to maintain 30% of Summer
Sanha LPG Terminal: deadweight at all times. A suitable trim to avoid floating hoses being trapped
Location: Lat. 05␥ 38.2' S, Long. 011␥ 51.2' E, depth 60 m. underneath bow must be maintained at all times. Simultaneous operation is
Facility: An LPG export facility operated by Cabinda Gulf Oil Company. LPG allowed only when double valve segregation exist between ballast and cargo
is stored in the storage tanker ‘‘Berge Troll’ (maximum capacity systems.
71,300 cu.m./42,920 metric tons) and is transferred to the export vessel in a Also see ‘‘Report’’ dated January 1999.
ship-to-ship alongside operation. POLLUTION: Contact Mooring Master in charge.
Terminal will accept vessels not exceeding 50,000 d.w.t. (85,000 cu.m.) WASTE DISPOSAL: No service available.
and up to the same characteristics as the ‘‘Berge Troll’’. SLOPS DISPOSAL: No service available.
Navigation: The ‘‘Berge Troll’’ SPM is fitted with a navigation light MEDICAL: In an emergency only. There are hospital facilities. Serious
Fl. Mo(C) 20s, range 5 n.m. cases are sent to Luanda.
Mooring: The export vessel will be moored during daylight hours only, FRESH WATER: Not available.
according to a mooring plan to be agreed between the Cabgoc Mooring
Master, the Master of export vessel and the Master of the ‘‘Berge Toll’’.
FUEL: Not available.
At Malongo LPG Terminal, fendering between the two vessels for the CHANDLERY: No service available.
alongside operation consists of four large fenders, 3.05␺4.88 m. length at SERVICES: None available.
waterline level, and five secondary fenders strategically positioned close to REPAIRS: Repairs will not be permitted when the export vessel is in the
the tank deck level. loading berth. Repair facilities are not readily available.
Also see ‘‘Weather/Tides’’.

See guidelines for compiling and submitting information (page xi) 19

ANGOLA Cabinda
POLICE/AMBULANCE/FIRE: Police Tel: +244 (31) 22456. If the weather is good, cargo operations are regular, almost the normal
Ambulance Tel: +244 (31) 22405. Fire Tel: +244 (31) 22160, 22159 (Port rate of the ship’s cranes/derricks but much time is lost towing lighters to and
Captain). from the port and during cargo operations ashore.
EMERGENCY RESPONSE CENTRE: Cabgoc’s Emergency Swell, squalls or other vessels working, cause difficulties during cargo
Response Organisation (ERO) consists of an Onsite Response Team (ORT) operations, so prolonging the vessel’s stay.
and an Emergency Management Team (EMT). These teams are manned by Stevedores: Longshoremen work 24 hours a day, 7 days a week.
Cabinda-based Cabgoc personnel and contractors. If needed, these teams The same stevedore gang starts the cargo operation and works until the
can be supplemented by personnel available from Chevron’s Worldwide vessel is ready to sail.
Emergency Response Resources (i.e. Advisory and Resource Team, Stevedores arrived by tug from the port, and boarded the vessel using the
Worldwide Emergency Response Team, Functional Teams, Mutual Aid Pilot ladder.
Manpower Pool and Regional Teams), and contractor resources located Medical: There is a hospital in Cabinda.
outside Cabinda. Fresh Water: Available only by barge from Malongo Oil Terminal.
REGULATIONS: Vessels loading at the Cabinda Terminals must comply Fuel: Available only by barge from Malongo Oil Terminal.
with the latest SOLAS and MARPOL Conventions and Protocols. Vessels Consuls: None.
which are found to be seriously deficient in any way will be refused permission Gangway/Deck Watchman: Not compulsory and not necessary.
to berth or load.
Airport: There is an airstrip in Cabinda, providing flights to Luanda.
WEATHER/TIDES: Environmental Conditions: The rainy season
begins in the middle of October and extends to the end of April. During this Stores: No shipchandler available. Small quantities of fruit can be purchased
season and particularly between December and April, local thunderstorms ashore.
can be experienced, accompanied by heavy rain for periods of 3 – 4 hours. Shore Leave: Crew can go ashore by tug, but should return on board before
Sudden squalls with wind gusts of 75 knots can be experienced. Waves of 2400 hrs. and have to carry their Passport or Seaman’s Book.
3.05 – 4.57 m. can be expected during these periods. Wind speeds are Customs requires USD 5.00 from each crew member going ashore for
generally not significant (less than 20 knots). Strongest winds can be delivery of shore pass.
expected from the SW quadrant. Currency: Local currency is Kwanzas, exchanged at a rate of about
During the dry season (locally called ‘‘Cacimbo’’), generally March to 500,000 Kwanzas to USD 1.00 (June 1998).
September, a SW’ly swell affects the area. The long swell sometimes exceeds General: Flags: Flags are to remain hoisted both day and night.
3.05 – 4.57 m. in height. Officials: Harbour Master’s office open during daylight hours on working
The prevailing current sets NW to NNW, and at times exceeds 3 knots. days only. No port control service available.
Current in the Cabinda area is affected by Congo River tidal flow, as well as
heavy rain over the surrounding land area. Thus, particularly during the dry REPORT: January 1999.
season, current setting to the SSW can be experienced. Loading/Ballasting: As of 1 April 1999, vessels must be capable of loading
In view of the foregoing, Masters of vessels calling at the Cabinda cargo and discharging ballast simultaneously, whilst maintaining two valve
Terminals are advised that, under no circumstances, are engine repairs or segregation between cargo and ballast systems. Vessels are also required
the immobilisation of main engines permitted within the limits of the terminals. to maintain a minimum of 30% s.d.w.t. at all times. Vessels that are unable
DELAYS: Dry cargo vessels may be delayed if two or more vessels arrive to comply with this requirement will not be accepted at the Malongo Oil
simultaneously, due to a lack of sufficient barges. Also, delay in loading and Terminal.
unloading may be caused by rough seas. Until 1 April 1999, vessels are required to maintain a minimum of 30%
s.d.w.t. at all times. Malongo Oil Terminal requires vessels to be able to load
CONSULS: None. cargo and discharge ballast simultaneously while maintaining two valve
NEAREST AIRPORT: Cabinda Domestic Airport, 4 km. segregation. However, if vessels cannot load cargo and deballast
CUSTOMS: Customs normally place no restrictions on the consumption simultaneously, they can load part cargo, stop cargo operations, deballast
of alcoholic drinks on board, but under no circumstances may alcohol be and then finish loading the cargo, maintaining a minimum of 30% s.d.w.t. at
taken ashore. all times.
REPATRIATION: Crew changes are only permitted in emergency AUTHORITY: Cabinda Gulf Oil Company, CP 40, Cabinda, Angola.
situations, and then only when personnel involved hold all necessary valid Tel: +244 (31) 391141, 391191. Telex: 3160 MALONGO AN.
certificates and documents. Email: amrmr@chevron.com Contact: M Puckett, Director General. A Kirby,
DEVELOPMENTS: Malongo Terminal Expansion Projects are Marine Operations Superintendent. Captain HP Nielson, Marine Operations
continuously ongoing and all vessels will be informed prior to arrival of any Superintendent. Captain S Redivo, Capitania do Porto de Cabinda.
impeding developments. Tel: +244 (31) 22160.
A new pipeline and two new SBM berths are being installed south of Luanda Office: Cabinda Gulf Oil Company, CP 2950, 12 Floor, Luanda,
Malongo SBM No. 2. Angola. Tel: +244 (31) 391141, 391191. Telex: 3160 MALONGO AN.
SHIPMASTER’S REPORT: June 1998.
Documents: Port Authorities came on board during daylight only to clear
vessel. Documents required:
4 Animal Lists DALIA: 07␥ 41' S 011␥ 46' E (See Plan)
4 Arms/Ammunition Lists
8 Crew Lists OVERVIEW: The terminal consists of two loading points, one SPM, that
6 Crew Effects Declarations is the main loading point, and the FPSO ‘‘Dalia’’, methanol main loading point
1 Health Declaration or back-up crude oil loading point.
4 Mail/Parcels Lists The FPSO ‘‘Dalia’’, 331,100 d.w.t., displacement 425,000 tonnes, LOA
4 Narcotics Lists 300 m., breadth 60.0 m., depth 31.5 m. and draft 23.24 m., has a flare at the
6 Passenger Lists bow, height 104 m. The tandem loading point is located at the FPSO’s bow.
4 Ports of Call Lists FPSO is fitted with X and S band radar transponders and an AIS system for
6 Stores Lists ISPS compliance. There are also yellow navigational lights (RAL 1018) range
4 Stowaway Declarations 10 n.m. on each corner of the FPSO and when visibility is reduced two
4 Vaccination Lists. omni-directional foghorns emitting Mo(U) 30s, range 2.0 n.m.
Also required are some local forms to be signed by the Master, and also The SPM lies 1,942 m. to the east of the FPSO and is a turret buoy secured
show last Port Clearance. by six anchors and chains to the seabed. LOA 30 m., beam 19.0 m., height
Customs do not seal bonded store. 7.5 m. and draft 4.5 m. SPM is fitted with one omni-directional yellow
Pilotage: Not available for anchoring in Cabinda Roads. navigational light (RAL 1018) range 5 n.m. and when visibility is reduced one
Anchorage: Ocean-going freighters load and unload cargoes at anchor. omni-directional foghorn emitting Mo(U) 30s, range 1.5 n.m.
Anchoring ground is that shown on BA Chart No. 3206 (position Depth 1,260 m.
Lat. 05␥ 31' S, Long. 012␥ 08' E), at a distance of 3.5 n.m. from Ponta de Tafe, LOCATION: 205 km. NW of Luanda, approximately 70 n.m. off the nearest
being the nearest land, in a depth of at least 11.0 m. coastline and 5 n.m. ESE of the FPSO ‘‘Girassol’’ in Block 17 off the coast
When approaching the anchorage, Masters have to pay attention to the of Angola in depth 1,260 m.
oil platforms and supply vessels in the vicinity. FPSO ‘‘Dalia’’: Lat. 7␥ 41' 00.631" S, Long. 11␥ 45' 55.489" E.
We found some drilling rigs surrounded by large mooring buoys unlit up SPM: Lat. 7␥ 40' 51.431" S, Long. 11␥ 47' 00.646" E.
to a distance of 1.5 n.m. from the rig. CHARTS: BA Chart No. 604.
The sea bottom is mud, good holding ground. The light at Ponta de Tafe DOCUMENTS: The following documents are required for inward
is extinguished. clearance:
While at anchor, vessel heads approximately S – SE and does not swing. 6 Arms/Ammunition Lists
Prevailing winds are from approximately S – SE. Reduced visibility due to 6 Birds and Animals Lists
haze can be expected during the night and early morning. 6 Bonded Stores Lists
VHF: No official radio station in Cabinda. Ships have to contact their Agents 6 Crew Effects Declarations
directly via Channel 16 when anchored, as communications by other means 6 Crew Lists (including passport number)
are difficult. ETA must be sent via Luanda. 6 Dangerous Cargo Lists
Tugs: Two tugs available (2␺400 h.p.) equipped with VHF. The new one, 6 Drugs and Narcotics Lists
‘‘Maiombe’’, is only used to carry Port Authorities for clearing vessels, while 6 Last Port Clearances
the oldest, ‘‘Comandante Henda’’, is used to tow floating pontoons. 6 Mail and Parcels Lists
Cargo Handling: There are four floating pontoons capable of carrying 6 Maritime Declarations of Health
10 TEUs each, but only two of them are available, both are in very poor 6 Passenger Lists
condition. 6 Ports of Call Lists
Floating pontoons are equipped with some fenders, but ships have to be 6 Ship’s Stores Lists
fitted with some extra ones, better if small floating type. 6 Stowaways Lists
Stevedores provide the pontoons moorings, but ropes are undersized and 6 Vaccination Lists.
in case of swell, ships have to provide some ropes to moor pontoons. Also Personnel Boarding the Crude Oil Tanker: Authorities board the
the equipment used by stevedores on board is in poor condition and few in tanker, either with the Pilot and his assistant prior to the approach operations
number. commencing, or after the tanker has moored. The ship’s Master is required
Equipment ashore consists of a floating crane to handle full containers and to accommodate four persons (ship’s Agent, cargo surveyor, Pilot, Berthing
some mobile cranes on wheels capable of handling up to 4.0 tonnes. Master) during the stay at the terminal.

20 Readers are encouraged to send updates and additions (page xi)

Dalia ANGOLA
Notice of Readiness (NOR): NOR is tended when the vessel enters the 13. Advise your loading rate:
waiting area and is ready to load. NOR must be addressed to Total E&P a) while deballasting
Angola. It can only be accepted from 0600 – 1500 hrs., the opening hours of b) after deballasting
the terminals on Block 17. 14. confirm ship in good order and operational for:
ISPS COMPLIANCE: Terminal is compliant. a) IGS and all tanks inerted (oxygen content less than 8%)
b) vessel’s main engine ready anytime for manoeuvring
PFSO: Email: EP-AO-DB17.DAL-HSE@total.com c) heating coils sound and not leaking
MAX. SIZE: SPM – Normal Loading: VLCC displacement d) windlass, winches and derricks/cranes
400,000 tonnes, double hull, first or second loading port. 15. a) give hose boom capacity and Safe Working Load (SWL)
Suezmax: 150,000 d.w. tonnes, double hull. b) are there cleats and bitts available in the manifold area for tying
Shuttle Tanker: 300,000 – 400,000 bbls. of tanker rail hoses
FPSO (Tandem Mode) – Normal Loading: VLCC displacement c) give the SWL of the cleats and bitts
400,000 tonnes, double hull, first or second loading port. 16. give distance between bow and manifold
Suezmax: 150,000 d.w. tonnes, double hull. 17. give SWL, dimensions and numbers of your(s) forward Panama
Shuttle Tanker: 300,000 – 400,000 bbls. fairlead(s)
DENSITY: 1025. 18. only tongue-type chain stopper(s) will be used. Advise:
RESTRICTIONS: Terminal is closed for berthing operations from a) number of stoppers: vessel 100,000 – 150,000 d.w. tonnes one
1500 – 0600 hrs. Sailing conducted throughout 24 hours. tongue-type stopper minimum 200 tons SWL, and greater than
Terminal area is protected by a zone prohibited to fishing and navigation, 150,000 d.w. tonnes but not greater than 350,000 d.w. tonnes
circle radius 10 n.m. centred on the FPSO ‘‘Girassol’’ in position two tongue-type stoppers minimum 200 tons SWL
Lat. 7␥ 38' 59" S, Long. 11␥ 41' 00" E. b) are stoppers positioned in correct alignment between fairleads
Weather Constraints at SPM: and winch drum ends or pedestal leads
Operation Current Wind Wave Height c) distance between fairlead(s) and stopper(s)
(m./sec.) (knots) (m./sec.) (knots) (m.) 19. give SWL of towings bitts on aft upper deck
Berthing 1.0 2.0 13 25 1.8 20. a) have you received owner’s instructions regarding insertion or
On Berth 1.0 2.0 15 30 3.4 special mention to add on Bill of Lading
b) what is your Bill of Lading Identifier (Alpha Code – eg)
Weather Constraints at FPSO: Berthing in Tandem: 21. according to your instructions, when can loading be started (date and
Approach Direction Sector Current Wind Speed local time)
(␥(T)) (␥(T)) (m./sec.) (knots) (m./sec.) (knots) 22. what is your Vessel Experience Factor (VEF)
North (stern) 325 – 075 110 0.6 1.2 10 20 (calculated as follows: total of ship’s figures for last 10 voyages
East (beam PS) 075 – 145 070 0.4 0.8 10 20 divided by total of Bill of Lading quantities for the same voyages)
South (head) 145 – 255 110 1.0 2.0 10 20 23. what is your cargo request
West (beam SB) 255 – 325 070 0.4 0.8 10 20 24. Crew List and crew health status
25. what is your Ship Security Certificate Number, valid until . . . ., name
Wave height 1.8 m. of issuing authority
Cargo Operations: 26. which security level are you operating
Approach Direction Sector Current Wind Speed 27. which port are you coming from and which security level the ship
(␥) (␥) (m./sec.) (knots) (m./sec.) (knots) operated (if necessary mention special or additional security
North (stern) 325 – 075 110 0.6 1.2 10 20 measures that were taken during the ship/port interface)
East (beam PS) 075 – 145 070 0.6 1.2 10 20 28. Ship Security Officer’s’s name (SSO) and contact. Company Security
South (head) 145 – 255 110 1.0 2.0 15 30 Officer’s name (CSO) and contact.
West (beam SB) 255 – 325 070 0.6 1.2 10 20 Best regards, Offshore Terminal Manager
Wave height 2.5 m. Communications: Continuous satellite watch via East Atlantique satellite:
APPROACHES: To avoid the Block 17 Restricted Area, all vessels are Tel: (870) 322 740 462, (870) 322 740 466
requested to approach the Dalia/Girassol Terminals waiting area then to the Fax: (870) 322 740 463, (870) 322 740 467
first Way Point position B17 (Lat. 07␥ 28' S, Long. 17␥ 46' E). At this position Telex: (435) 169110, (435) 169111
they shall proceed south heading through the safe approach zone to the SSB (BLU) as VHF back-up, fixed equipment, continuous watch, 6342 KHz,
waiting area circle radius 2.0 n.m. (Lat. 07␥ 35' S, Long. 11' 46" E) centred 10115 KHz, 7823 KHz.
6.0 n.m. north of the FPSO ‘‘Dalia’’, in depth 1,100 m. VHF: Terminal listens on Channels 16 and 72 and works on Channels 8,
PILOTAGE: Compulsory. The Pilot boards the vessel with portable Osprey 15 and 69.
DGPS Tanker Berthing System. The vessel shall provide a power supply Pilot and Berthing Master listen on Channels 16 and 72 and work on
(110/220V, 50/60 cycles). Ships’ Masters are not authorised to leave the Channels 8, 15 and 69.
waiting area to the loading point without the assistance of the Berthing Pilot. TUGS: The assisting tug(s) and work boats shall be at the Pilot’s disposal
The Pilot is Total E&P Angola’s representative on board throughout the throughout mooring, loading/discharging and unmooring operations. A tug
vessel’s stay. shall secure aft if required by the Pilot to assist the export vessel in
The operations of approach, mooring, deballasting, loading and preparation maintaining position when secured to the terminal’s facilities.
for departure may be delayed or suspended if the Pilot considers the safety
or environmental conditions on the tanker not satisfactory.
BERTHS: Terminal loading points are single point moorings. Main crude
oil loading point is the SPM and main methanol discharging and backup
Berthing Master: The Berthing Master is stationed on the forecastle of the crude oil loading point, tandem mooring to the FPSO. Terminal operator will
tanker during approach and mooring operations to assist the Pilot by reporting decide which loading point to use.
position approach data and to advise the vessel’s personnel in the handling Two flexible steel export lines connect the FPSO to the SPM. Approximate
of mooring equipment specific to the Dalia Terminal. length 2,200 m. ␺ 18.5 in. are supported by two lines of floatation devices
Also see ‘‘Anchorages’’. in order to achieve a W shape. The upper line floats 247 – 130 m. and lower
ANCHORAGES: Due to depth, there are no anchorages in the vicinity line 385 – 347 m. below the surface.
of the terminal. The waiting/standby area radius 2 n.m. is centred on Pre-Berthing: Prior to arrival at the terminal, the ship’s Master should
Lat. 7␥ 35' S, Long. 11␥ 46' E and is shared with the FPSO ‘‘Girassol’’ prepare a loading plan in order to:
offloading vessels, depth 1,100 m., centred 6 n.m. north of the FPSO ‘‘Dalia’’. a) identify cargo tanks change-over and cargo valves manoeuvring
PRATIQUE: Ship’s Master may be granted free pratique by radio. If free b) minimise the draft difference between the FPSO terminal and crude
pratique has not been granted by radio prior to arrival, it will be granted when oil tanker throughout offloading operations, consistent with crude oil
the authorities board the vessel at the loading point. tanker trim/stability and stress restraints
PRE-ARRIVAL INFORMATION: The following message should be c) any change in ETA must be duly notified
forwarded to the terminal 72 hours prior the vessel’s arrival: d) ballast must not be less than 30% of the S.d.w.t. Ballast may not be
From: Dalia Offshore Installation Manager discharged without the Pilot’s permission.
To: M/T . . . . . Berthing Information: The loading point (SBM or tandem loading point)
Please send back as soon as possible: will be communicated to the ship’s Master in the next telex (berthing prospect).
To: Total E&P Angola, Luanda Export Vessel Not Fitted with OCIMF Chain Stopper: The export
Inmarsat Tel: (871) 111 1724. Telex: 42 570 835 vessel’s Master will provide to the terminal, as soon as the vessel is chartered,
Attention: P LIMA – DB17 the vessel’s mooring arrangement. The Pilot will prepare and present to the
To: Dalia Offshore Installation Manager export vessel’s Master for approval the mooring procedure.
Inmarsat Tel: (870) 322 740 462. Telex: (435) 169110 Export Vessel Manning: As per STCW 95 requirements.
Email: ep-ao-db17.dal-rses@total.com At the SPM buoy loading point, the terminal shall provide one Pilot also
cc: Dalia Marine Operations Manager PFSO (qualified) delegate who will be in charge of ISPS formalities and one
Email: ep-ao-db17.dal-mom@total.com Berthing Master in addition to the assistance of vessel’s Masters. At the FPSO
cc: Dalia Pilot Email: ep-ao-db17.dal-pilot@total.com tandem loading point, the terminal shall provide two Pilots and one Berthing
Master in addition to the assistance of vessel’s Masters.
Please advise (Total E&P Angola and Dalia Terminal): The minimum duty crew on board the vessel shall be as a minimum:
1. ship’s name, flag, call sign During berthing: 1 Officer, 1 Bosun and 3 ABs
2. Inmarsat numbers (tel/fax/email) During connection: 1 crane operator and 3 or 4 ABs
3. name of Master During transfer: 2 watchmen (1 on forecastle, 1 at the manifolds).
4. last port of call and destination The Berthing Master witnesses these operations and reports to the Pilot
5. local ship’s Agent name on board the vessel.
6. voyage number after leaving Dalia Terminal MOORING: SPM: The buoy has two mooring hawsers.
7. ETA Dalia Waiting Area The export vessel should have ready a heaving line and mooring equipment
8. previous ships’ names and date built in place to heave 1␺16 in. ␺ 90 m. mooring hawser, breaking load
9. S.d.w.t. 500 tonnes. Attached to this is a 76 mm. ␺ 9.0 m. type A chafe chain as per
10. quantity of clean and segregated permanent ballast on board on OCIMF regulations with point load 482 tonnes and mean breaking load
arrival 611 tonnes held by a support buoy and its chain.
11. a) can loading and deballasting be carried out concurrently? If not, Each mooring line has a 64 mm. diameter polypropylene pick-up and
state reason messenger rope of which the first pick-up rope length 15.0 m. has a
12. b) how long is required for deballasting messenger rope length 100 m. and mean breaking load 72 tonnes. The

See guidelines for compiling and submitting information (page xi) 21

ANGOLA Dalia
second pick-up rope length 15.0 m. has a messenger rope length 150 m. Loading Plan: A loading plan should be given to the Pilot prior to berthing.
and mean breaking load 72 tonnes. Any change in valve configuration on the vessel’s loading pipelines must be
The messenger ropes are passed to the export vessel by the work boat. notified to the Pilot, prior to operation, to prevent any risk of over-pressure
The mooring hawsers are connected to the buoy by the use of a in the terminal’s cargo system.
quick-release hook system consisting of two hinged hooks, a manual release Final Stoppage Agreement: Prior to commencing loading, both the
lever and a hydraulic release mechanism. Release activation possible on terminal Loading Master and ship’s Master must come to an agreement on
the SPM. the quantities to be loaded, as per the instructions received by each.
FPSO: FPSO is spread moored, so weathervane rotation is basically limited The order of precedence of load stoppage orders is:
to a sector +/␤60␥ from the FPSO’s axes around the tandem mooring point. a) stoppage by the terminal if a maximum quantity to load must not be
Loading point is designed for mooring the export vessel bow to the FPSO exceeded (e.g. xxxx bbls. max., xxxx % less at buyer’s option)
bow in tandem. b) stoppage by the terminal within the limits set in the instructions,
The export vessel shall have ready a heaving line/messenger line ready e.g. xxxx bbls. 5% at buyer’s option if the terminal cannot accept, for
on the forecastle to receive the messenger rope from the work boat. reasons in connection with operations and insufficient quantities
One FPSO chafe chain is fitted with cylindrical CB 40 Marlow support buoy produced, to deliver the quantity requested by the Master, or stoppage
and its chain. by the ship’s Master if the quantity to be loaded, agreed on by both
One mooring hawser Marlow Superline 21, 100% nylon, length 100 m., the terminal and tanker, is within the limits set in the instructions
MBL 570 tonnes. (e.g. xxxx bbls. 5% at buyer’s option).
One chafe chain tanker side, held by a cylindrical CB 65 Marlow support
buoy and its chain. Loading Operations: The ship’s Master is responsible for all valve
Characteristics of the Chafe Chain: Chain B as per OCIMF, approximate openings and closures and for the safety of the cargo on board the tanker.
length 3.5 m., diameter 3 in. (76mm.) for crude oil tankers. Crude Oil: Characteristics:
Chain C as per OCIMF, 3.5 m. approx. long, diameter 2.125 in. (54mm.), Density at 15␥C: 0.9115
point load 162 tons, mean breaking load 231 tons, for methanol vessels. API: 23.65 approximate
To facilitate heaving, the mooring line has a messenger rope Loaded temperature: 42␥C approximate
250 m. ␺ 104 mm., No. 13 Marlow Fybaline 8. Salt content: ⬍60 mg/l
The messenger ropes are passed to the vessel by the work boat. The Oil viscosity: 7 CPO at 45␥C
vessel must prepare a messenger line for heaving the messenger rope on Oil BSW: ⬍0.5%
board. The mooring hawser is connected to the FPSO by the use of a
quick-release system consisting of: Loading Rate: SPM 6,600 cu.m./hr. and FPSO 7,200 cu.m./hr.
⌻ one hook The load flow rate is reduced to approximately 2,000 cu.m./hr. during the
⌻ one manual release lever starting/ending of pumping. 30 minutes prior to cessation of loading, two
⌻ one hydraulic release mechanism. parties agree to reduce the loading rate so completing the offloading as per
The following equipment is located on the main deck to operate the mooring normal practise. The export vessel’s loading rate is notified by the vessel’s
hawser: Master on the Terminal Information Sheet on arrival.
⌻ 10 ton hawser handling winch with spooling device and fairlead Crude Oil Samples: Unless specifically instructed by the terminal operator,
⌻ valve unit for emergency release of the hawser. the Pilot representing the terminal will leave on the board the export vessel
The release of the mooring hawser can be operated from the FPSO control two sealed cans of samples as representative of the cargo.
roomand FPSO tandem manifold. Terminal Crude Oil Volume Measurement: Gross and net volume
Terminal Equipment: Under the Pilot’s instructions, a tool box for the measurement of crude oil offloaded will be carried out on the basis of terminal
connection of the floating hoses is lifted on board close to the port manifold. measurement and sampling. Primary means of measurement for crude oil
The Pilot boards the vessel with portable berthing aid equipment. discharged to export tanker is by the FPSO metering and sampling units. In
The portable berthing aid unit displays: the event of complete meter failure, back up measurements will be taken for
⌻ buoy and vessel relative position the FPSO’s tanks.
⌻ distance Tank Verifications After Loading: Tank inspection after loading, ullage,
⌻ speed temperature, oil/water interface level, trim, list measurements and all other
⌻ acceleration verifications must be undertaken in the presence of the Pilot, the cargo
⌻ hawser tension with alarm. inspectors, and the authorities as per terminal operator directions.
Emergency Towing Wires: Prior to Pilot boarding, the tanker should Export Vessel Load Plan: Any change in valve configuration during loading
prepare on the starboard side the emergency tow equipment for immediate shall be notified, prior to operation, to the Pilot who informs the terminal so
deployment and throughout the stay at the terminal. as to prevent any risk of a pressure surge to the terminal’s installations.
Emergency Unmooring of Tanker: The Pilot may decide to unmoor the The export vessel’s Master is responsible for all valve openings and
tanker at any time he deems it necessary for safety reasons. The consequent closures and for the safety of the cargo on board their vessel.
delay is recorded on the Time Sheet and shall not count as used lay-time. Cessation of Loading: The order to stop loading is given by one of the parties,
HOSES: SPM: Turret loading buoy with primary hose 1␺24 in. ␺ 318.9 m. as per the terms agreed prior to loading. If it is given by the export vessel,
hose string with Y piece reducer length 1.8 m. splitting into two hose strings, the latter must warn the Pilot 30 minutes beforehand so that pumping can
No. 1, 16 in. ␺ 47.2 m. total length 367.9 m., and No. 2, 16 in. ␺ 59.4 m., be stopped on time.
380.1 m. Cargo Measurement: Gross and net volume measurements will be carried
Each 16 in. string consists of three or four tail hoses electrically continuous out on the basis of the terminal’s measurement and sampling.
except tail hose and tanker rail hose which are discontinuous with one Cargo Documents: The Pilot will also remit all the commercial lifting
breakaway coupling on each 16 in. 150 lbs. string line with double closure, documents, as per the directions received by the terminal.
1␺16 in. tanker rail hose electrically discontinuous on each 16 in. string line, Methanol: Pre-Loading Procedures:
1␺16 in. butterfly valve, 2␺16 in. spool pieces and 1␺16 in. 150 lbs. camlock 1. Complete the Check List delivered by the Pilot to the export tanker’s
coupling connecting onto the manifold. Master on arrival.
Each tanker rail hose is fitted with a snubbing chain, a pick-up chain, a 2. Proceed to tandem mooring only after OIM authorisation.
marker buoy and a pick up line. 3. On arrival, the export tanker’s Master must present to the Pilot, the
The SPM’s 24 in. floating hose string is fitted with two winker lights located safety procedures and records of tests for all safety equipment
at 185 m. and 280 m. including IG system.
Two separate flexible export lines link the FPSO and SPM. 4. During the export vessel’s stay, the washing of tanks by any means
FPSO: Crude Oil: A floating hose, one of those used at the SPM, will be is forbidden.
used for loading operations, linking the FPSO tandem manifold to the export 5. During the export vessel’s stay, the opening of any tanks is forbidden.
vessel’s manifold for loading. 6. Measurement and sampling must be done through a closed loading
Methanol: Discharge will be via 1␺6 in. ␺ 250 m. electrically discontinuous system.
floating hose string with 3␺6 in. electrically continuous tail hoses with one 7. The empty tanks must have been washed, emptied, purged and
150 lbs. double closure breakaway coupling, 1␺6 in. electrically closed.
discontinuous tanker rail hose, 1␺6 in. 150 lbs. butterfly valve, 1␺6 in. 8. The stripping of the tanks at the end of the offloading must be
150 lbs. spool piece and 1␺6 in. 150 lbs. camlock coupling. controlled by a competent officer.
Rail hose is fitted with a snubbing chain, pick-up chain, marker buoy and 9. Inert gas must be used during the offloading.
a pick up line. FPSO manifold connection is a quick coupling and 10. All maintenance or handling works must be suspended during the
disconnecting system (QCDC). The release of the QCDC combined with offloading operation.
hawser release can be operated from both the FPSO control room and FPSO 11. Cargo operations are stopped in case of lightening.
tandem manifold. 12. The export tanker’s Master will pay particular attention the electrostatic
Hose Disconnection: Prior to disconnection, the hose will be purged with risk and must ensure that equipment in use in cargo tanks is correctly
nitrogen and then flushed with fresh water for 20 minutes, quantity earthed.
approximately 15 cu.m. The purging and flushing operations will be carried Sampling: Samples in vessel tanks will be taken prior to offloading operations
out by the offloading vessel’s crew under the supervision of the Pilot. and at manifold during the starting period. Then they will be controlled by
Hose disconnection operations are undertaken by the offloading vessel’s the FPSO laboratory as per the discharge agreement.
crew under the supervision of the Pilot or Berthing Master. Discharge Rate: Discharge rate to be forwarded by the offloading vessel’s
Hose Connection: Derrick/crane to be rigged over the export vessel’s Master on the information sheet on arrival. Maximum loading rate
manifold port side, having minimum SWL 10 tonnes. 200 cu.m./hr. and on commencing/completion 80 cu.m./hr. 30 minutes after
For crude oil, two manifolds on the port side shall be prepared for the transfer starts, FPSO CCR will inform vessel to increase to full rate.
connection of 2␺16 in. 150 lbs. hoses for crude oil and for methanol, The offloading vessel shall advise the FPSO CCR of any change in
connection for 1␺6 in. 150 lbs. hose. Connection operations conducted by discharge rate and indicate the reason.
the export vessel’s crew overseen by the Pilot or Berthing Master. Cessation of Loading: The offloading vessel shall give 30 minutes’ notice to
Hose Disconnection: Disconnection is undertaken by the export vessel’s the Pilot and reduce discharge rate as per previously agreed. The offloading
crew under the supervision of the Pilot or/and Berthing Master. vessel shall stop discharging when the cargo is completed except if agreed
CARGO OPERATIONS: Communications: Three methods of differently or on request of the Pilot, Berthing Master or FPSO CCR.
communication (VHF, SSB (BLU), UHF) are established prior to cargo Tank inspection after offloading must be undertaken in the presence of
operations. the Pilot.
Fixed radio equipment shall be in place in the CCR and radio rooms. Inert Gas System (IGS): If the export vessel does not have an IGS, particular
In accordance with SOLAS requirements, the FPSO is fitted with GMDSS attention will be paid to the distance and position of the tugs during loading
equipment as specified for Sea area A3. This includes Inmarsat Standard operations.
Satellite C and additionally Inmarsat Standard B.

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Dalia ANGOLA
Emergency Stoppage: If the necessity for emergency stoppage arises, APPROACHES: Facilities in Essungo Field are clearly marked on BA
due to parting of mooring lines, pollution or serious accident, the export Charts, and all vessels calling at Essungo Terminal shall have on board BA
vessel’s Master shall, whenever possible, warn the Pilot prior to closing the Charts No. 3206 and 604.
supply valves at the manifold on VHF Channel 8. Masters are advised that extensive drilling activities are under-way in the
The export vessel shall also warn the FPSO/terminal on VHF Channel 8. surrounding fields, and vessels should navigate with particular caution, as
Cargo Radio Watch: Throughout the export vessel’s stay at the loading new uncharted platforms and drilling rigs may be encountered throughout
point, the Pilot or his assistant remain in constant radio contact with the FPSO the area.
Marine Operations Manager and the vessel’s cargo control room on VHF Good radar targets are Essungo Platform and Bagre Platform, both of which
Channel 8. All instructions exchanged between the FPSO and export vessel flare continuously.
shall be conducted via the Pilot or Berthing Master. PILOTAGE: Compulsory. The pilotage boarding area is 2 n.m. NW of the
The system and back-up must be tested prior each mooring and offloading SPM buoy. The Pilot will give the arriving vessel any berthing instructions
operation. and/or confirm the anchorage position.
BALLAST: All deballasting operations have to be carried out in compliance The Pilot/Loading Master will complete with the ship’s Master a
with MARPOL regulations. No facilities available. Only clean or segregated Pre-Berthing Safety Check List prior to commencing any manoeuvring within
ballast may be discharged. Any crude oil tanker arriving with dirty ballast may the terminal limits.
be required to leave the loading berth. The Pilot/Loading Master will remain onboard during the whole period of
loading, and in case of any infringement of the safety regulations, will take
MEDICAL: Emergency medical evacuation of crew members from the any measures he deems appropriate, including stopping or not starting the
vessel to Luanda is organised by Total E&P Angola at the vessel’s expense. loading operations. The time so lost will be debited to the vessel.
Chief Medical Officer of the Border Health Authority, Porto of Luanda. The Pilots will be available throughout 24 hours of any day.
Tel: +244 (92) 307051, 306616. Vessels are requested to provide food and accommodation for the Loading
FIRE PRECAUTIONS: Safety and firefighting equipment and oil spill Master and Safety Officer(s) throughout the loading operations. The
response equipment must be positioned close by the manifold. accommodation should be equivalent to the minimum standard required for
TIME: GMT plus 1 hour throughout the year. a Senior Officer. Accommodation may be required for upto another three
WEATHER/TIDES: The rainy season predominates February to April. persons at the end of loading.
Dry season is cooler June to August. Also see ‘‘Mooring’’.
Air Temperature: Rainy season 23 – 30␥C, relative humidity approximately ANCHORAGES: Vessels waiting to berth are requested to anchor 3 miles
91%. NW of the SPM buoy, contacting ‘‘Texas 9’’ on VHF Channel 6 upon arrival.
Dry season temperature 18 – 22␥C, relative humidity of approximately 86%. The Pilot will then be advised and will call on VHF Channel 11. Vessels
should listen throughout on VHF Channel 11.
Sea Temperature: Surface temperature varies from 30␥C at the beginning Due to the proximity of many sub-sea pipelines, great care should be taken
of the year to 20␥C in July.
when anchoring. The sea bottom area is mainly sand and mud.
Salinity 28 – 35 gm/l.
Visibility: Rainy season particularly February, March and April, visibility may PRATIQUE: Upon arrival, Government Officials and Agent board the
vessel. The party comes by boat from the offshore district base.
be down to 0.5 n.m.
Wind: Prevailing winds southerly, generally less than 15 knots on average. PRE-ARRIVAL INFORMATION: Vessels nominated to load at
Essungo Terminal, shall send to Texaco Panama Angola Inc, Offshore
Strong winds are mainly easterly, or from SSE associated with tornadoes
District, Marine Operations, Fax: 871-1515150, 871-1515147, ETA on receipt
and do not last for long (70 km./hr).
of orders, 7 days, 96 hours, 72 hours, 48 hours, 24 hours prior to arrival. The
Currents: In the Block 17 area, current varies considerably in strength and first message must contain the following information:
direction, but the prevailing set is NNW with surface speed in excess of 1. Vessel’s name and previous name
2 knots. 2. Flag and Port of Registry
Swell and Waves: Prevailing swell direction is SSW (210␥(T)), average 3. Call sign
height 1.5 – 2.5 m., period 12 sec., waves generated by local winds rarely 4. Satcom: Fax/Tel/Telex
exceed 2.0 m. 5. Name of Owners and Operators
Swell is stronger May to October and maximum 2 – 3 days before the top 6. Name of Charterers
of the spring tide. 7. Name of Consignee
Also see ‘‘Restrictions’’. 8. Name of Agents in Angola
NEAREST AIRPORT: Luanda International Airport, 4 km. from Luanda 9. Name of Cargo Surveyor
city centre. 10. ETA at Essungo Terminal
OPERATOR: Head Office (France): Total Direction de la 11. Name of Last Port
Communication, 2 Place de la Coupole, La Defense 6, 92078 Paris de la 12. Arrival Draft and Sailing Draft
Defense Cedex, Paris, France. Tel: +33 (1) 4744 4546. FAX: +33 (1) 13. Loaded Displacement
4744 3232. Web: www.total.com 14. G.r.t., n.r.t.
15. S.d.w.t.
Head Office (Angola): Total E&P Angola, Rua 6 IL 6, Boavista Base 16. LOA
Sonils, Luanda, Angola. Tel: +244 (222) 672625, (2) 674000, 390293, (871) 17. Distance Bow – Manifold
111 1724 (Inmarsat). FAX: +244 (222) 672365, (2) 672476, 391983 (radio 18. Number and Type of Mooring Brackets Forward
room). Telex: 424 570 835 EFFEAO B17GIR. 19. Cargo Requirements
Email: EP-AO-DB17.DAL-MOM@total.com Contact: Dalia Marine 20. Amount of Clean Ballast on Arrival.
Operation Manager. Pre-Arrival Questionnaire: Only vessels in Texaco Vessel Approved List
FPSO: Tel: (870) 322 740 462, 322 740 466 (Inmarsat B). FAX: (870) will be accepted to load at Block 2 Terminal. Vessels intending to call at
322 740 463, 322 740 467. Telex: (via France): Inmarsat C Essungo Terminal must send, before acceptance, the completed Texaco
Terminal 1 TT3020C: 435 169 110, Inmarsat C Terminal 2 GMDSS Charter Vessel Acceptance Questionnaire to:
TT3020C: 435 169 111, 435 169 111. Texaco Panama Inc, (Block 2), JG Santos Jr/RH Fritz, Luanda, Angola.
Tel: +244 (2) 322606. Fax: +244 (2) 321703. Telex: 2619 Texpan An.
or
Texaco Panama Inc, (Block 2), Marine Superintendent, G Donnarumma
ESSUNGO: 06␥ 20' S 012␥ 10' E (See Plan) /A Leone. lnmarsat A: Tel: 871-1515147. Fax: 871-1515150.
lnmarsat C: Telex: 431699922.
OVERVIEW: Essungo Terminal, formerly known as Quinfuquena Texaco Vessel Acceptance Questionnaire:
Terminal, is part of the Lombo Terminal Complex. The IMODCO type Single 1. Vessel IMO number
Point Mooring is equipped with two mooring hawsers and is capable of 2. Vessel name/previous names
accepting tankers up to 200,000 tonnes d.w.t. 3. Vessel type
A 16 in. sea line connects Essungo and Lombo Production Platforms and 4. Flag
a 16 in. spur line is taken from this main line to the SPM buoy. 5. Port of Registry
A floating 16 in. hose, with a 16 in. Camlock connection, connects the SPM 6. Date built/where built
buoy to the export tanker. 7. Date rebuilt
The SPM buoy is equipped with a navigation light. Light: Flash ‘‘A’’ 15 sec., 8. Construction (Single hull/double hull/double sides/double bottom)
5 nautical miles. If double hull, are all centre tanks sub-divided throughout by a
centreline bulkhead to reduce free surface effects?
LOCATION: Situated 35 n.m. north of Lombo Terminal and 10 n.m. south 9. Is vessel fitted with COW?/Is it regularly used?
of the entrance to the Congo River. 10. Is vessel fitted with IGS?/Is IGS in full working order?
The loading point is situated in approximately 36.57 m. of water, in position 11. Is vessel fitted with SBT?/Quantity of segregated ballast?
Lat. 06␥ 20' 18" S, Long. 12␥ 09' 18" E. 12. Registered owner:
CHARTS: BA Charts No. 604 and 3206. a) full style
DOCUMENTS: b) address
5 Animal Lists (nil) c) how long owned by present owner
5 Arms/Ammunition Lists (nil) 13. Demise Charter owner, or time charterer if any:
Clearance from Last Port a) full style
5 Crew Effects Declarations b) address
5 Crew Lists 14. Operating company (responsible for daily management and
5 Crew Vaccination Lists expenditure on vessel):
5 Passengers Disembarking or in Transit Lists (nil) a) full style
5 Passenger Effects Declarations b) address
5 Previous Ports of Call Lists c) how long has vessel been with this company?
5 Stores Lists. d) number of tankers operated by this company?
15. Classification Society:
MAX. SIZE: Maximum displacement 250,000 tonnes. a) name
RESTRICTIONS: In principle, mooring operations are not carried out at b) address
night, but unmooring operations are performed day or night. The Pilot/Loading c) number of years with this Society?
Master will in all cases decide when mooring and unmooring operations shall 16. Do owners/operators adhere to the OCIMF guidelines?
be done. 17. Date of last Special Survey (hull)? Any outstandings?

See guidelines for compiling and submitting information (page xi) 23

ANGOLA Essungo
18. When last in shipyard? reason? MOORING: Requirements: Vessels berthing at the terminal shall have
19. Date last dry docking? the following:
20. Does vessel have a full complement of Certified Officers in two AKD, OCIMF approved bow chain stoppers, SWL 200 tons.
accordance with Flag State max. Stern Trim (propeller immersed): 3.0 m.
21. Origin of Licenses/Certificates of Master and Officers derrick/crane minimum 15 tons SWL
22. Nationality of Master and Officers IGS fully operational
23. Are Officers employed direct by owner or via Manning Agency? capable of loading/deballasting concurrently
24. Nationality of ratings capable of closed loading operation
25. Are ratings employed direct by Owner or via Manning Agency? operational recirculatory air-conditioning
Name of Agency hermetically sealed ullaging and sampling capability
26. Are officers able to communicate in English? fitted with at least one OCIMF standard Panama type fairlead on
27. Are sufficient officers certified to perform 0.0W. operations in centreline of forecastle bulwark of minimum dimensions
accordance with MARPOL 73/78? 60 cm. ␺ 45 cm.
28. Date vessel last chartered to Texaco Cargo tanks fitments (i.e. valve spindles, tank lids, fixed automatic
29. Date tanker from same company last chartered to Texaco (include gauges, PV valves, etc.) must be gas tight
name of vessel) Officers and crew must be familiar with dangers of H2S gas.
30. Vessel last 3 charterers and cargoes carried: Vessel must arrive at terminal with clean ballast
a) last All mooring and unmooring operations are carried out by the ship’s
b) next to last crew as instructed by the Pilot.
c) second to last Operations: Upon arrival at pilot station, vessel shall have the port
31. Expiry date of Certificate of Inspection or Annual General Survey for crane/derrick rigged and ready for use. The SWL shall be not less than
compliance with Flag State Regulations 15 tons.
32. Does the vessel have the following Certificates on board which will The terminal tug and a line boat will assist the vessel to moor and unmoor.
be valid for the period of the expected voyage? The Pilot/Loading Master will normally only accept the Notice of Readiness
a) Load Line Certificate Issued/Expire as time of cargo hose connection, providing the vessel is in all respects ready
b) Safety Equipment Certificate Issued/Expire to receive cargo.
c) Safety Construction Certificate Issued/Expire The time of NOR accepted will always be the time of hose connection.
d) Safety Radio Certificate Issued/Expire All mooring equipment, i.e. Panama leads, chain stoppers, etc., shall
e) IOPP Certificate Issued/Expire comply with relevant OCIMF recommendations. Smit Brackets are no longer
f) CLC Certificate Issued/Expire accepted.
g) US Coast Guard Regulations Compliance Certificate (TVEL or The terminal line boat will bring the mooring equipment box alongside,
COI) Issued/Expire which is picked up using the ship’s port crane/derrick.
h) Certificate of Financial Responsibility in compliance with Two messenger lines, each of at least length 121.9 m. and three good
OPA90 (COFR) Issued/Expire heaving lines shall be ready for use, both on the forecastle and one
33. History of Groundings / Strandings / Collisions over previous messenger/heaving line ready on the poop deck aft. There should also be a
12 months: large hammer and a large crow bar available on the forecastle head during
a) when mooring.
b) where The line boat brings in one of two 10 in. circumference pick-up lines
c) circumstances alongside the bow when the vessel is within a reasonable distance of the
34. History of Pollution over previous 12 months: SPM. The messenger line is passed by ship’s heaving line, to the line boat
a) when and connected to the pick-up line. The pick-up line is retrieved until the chafe
b) where chain passes through the fairlead and is secured by the chain stopper. The
c) circumstances whole process is repeated for the second hawser. Only the slack in the
d) extent of cargo or bunker loss pick-up lines should be retrieved. It is imperative that no load is put on the
e) any port prohibitions as a result of pollution incident? pick-up lines at any time during the mooring operations.
35. Last US Port visited: Once the vessel is safely moored, the terminal tug is secured aft using
date ship’s lines. The tug will remain secured to the stern of the loading tanker
36. Last USCG Inspection: throughout its stay. The ship should have ready aft, shackled together, two
a) date full length (i.e. each 200 m. long) polypropylene mooring ropes in good
b) result condition of minimum diameter 80 mm. (10 in. circumference).
37. Last Port State Inspection: Also see ‘‘Hoses’’.
a) date HOSES: Once the tug is fast, the single 16 in. hose with camlock
b) result connections is brought on board and connected by ship’s crew to the port
38. Name of P&I Club: manifold.
a) what is P&I cover for pollution damage? The bow to manifold distance shall not exceed 150 m. and the manifold
b) what is P&I cover for general liability? to ship’s rail distance should not be less than 4.6 m.
39. Does vessel have an Oil Pollution Contingency Plan approved by the A pressure recorder will be installed at the ship’s manifold.
USCG as required by OPA90? CARGO OPERATIONS: The loading is direct from the production
Qualified Individual: platforms, with no storage facilities being available.
name, address, Telephone No. Particular attention is drawn to the need to operate cargo system valves
40. Vessel Deadweight (tonnes) with care, in order not to cause a shut-down of the production system.
Draft Loading Rate: The loading rate is approximately 80,000 barrels per day.
41. Is cargo manifold of steel or cast iron?
42. TPI
Cargo Characteristics: Soyo Crude Oil has an API of approximately 38.5.
The temperature ranges between 80␥F to 90␥F.
BCM
KTM Communications: Ship’s crew are required for mooring/unmooring
43. Hose boom capacity and safe working load operations and connection/disconnection of the hose. A 24 hour radio watch
44. Advise numbers, dimension and location of bow Panama Fairlead(s) is required on VHF Channel 11.
or equivalent fairlead(s). Bow fairlead opening should be at least Special Requirements: During the whole period that the vessel will be
40 cm. height and 60 cm. width. moored at the terminal, a forecastle watchman will be required. He must be
45. Is vessel fitted with chain stopper in bow area in continuous contact with the Duty Officer.
If so, state number, type and SWL He shall keep the Duty Officer informed about the vessel position and
46. Does vessel have mooring bitts located not less than 3 m. and not distance from SPM.
more than 10 m. from Panama Fairlead which are clear of BALLAST: Vessel shall arrive with clean ballast only. No dirty ballast
obstructions facilities available.
47. If vessel does not have SBT (Question 11 above), can vessel POLLUTION: The Master is responsible for ensuring that no pollution of
deballast simultaneously with loading and maintain 30% ofsummer any kind occurs from his ship into the water of the terminal. Drip trays shall
deadweight at all times? be in place at all times under all manifolds and all overside scuppers, pipes,
48. Confirm that vessel has 2 fire monitors, each having an output of or openings on the loading and/or transfer deck shall be securely closed and
5,000 gallons per minute to dissipate the H2S gas at the vent outlet oil tight.
49. Vessel has the following communication system on board: The above refers mainly to petroleum pollution, but we would draw your
lnmarsat/VHF/SSB Radio/Telefax attention to the fact that all pollution is covered by above, e.g. carbon deposits
please advise numbers and call sign from the boilers.
50. Please advise the following: WASTE DISPOSAL: No garbage disposal available.
colour of hull SLOPS DISPOSAL: Not waste oil disposal available.
colour of superstructure MEDICAL: Available only in emergency.
colour of funnel (marking) FRESH WATER: Not available.
51. Is the vessel equipped with hermetically sealed ullaging/sampling
system?
FUEL: Not available.
52. Confirm vessel has a closed loading system SERVICES: The following services are not available: Stores, fresh
53. Confirm vessel fitted with a recirculatory air-conditioning system. provisions, cash, laundry, national flags, repairs, etc.
Mail: Mail sent to or from Europe usually takes 3 weeks.
Vessels not approved may be accepted for one voyage, provided they TIME: GMT plus 1 hour.
submit the Texaco Charter Vessel Acceptance Questionnaire to the above
mentioned addresses 30 days in advance of scheduled arrival.
NOTICES: Safety of the Vessel: The Master is responsible for the
safety of the vessel while moored to the loading point. He must, therefore,
Inquiry for inclusion in Texaco Vessel Approved List may be sent to: strictly adhere to all safety requirements generally requested by the Company,
Texaco Oil Trading and Transport, Maritime Inspection and Consulting the Port Authorities and accepted by the oil tanker industry.
Service, 2901 Turtle Creek Drive, Port Arthur, TX 77642. Tel: +1 (409) The following Safety Precautions must be taken by all vessels loading at
7236783. Fax: +1 (409) 7236666. the terminal:
VHF: Essungo Platform Channels 6 and 72. Repairs to main engine and steering gear are prohibited
Lombo Pilot and Lombo Marine Channel 11. Vessel’s anchors must be secured by stoppers before manoeuvring
Also see ‘‘Pilotage’’ and ‘‘Anchorages’’. near pipelines and structures

24 Readers are encouraged to send updates and additions (page xi)

Essungo ANGOLA
Continuous deck and cargo watches must be kept by a responsible FUTILA: 05␥ 27' S 012␥ 11' E (See Plan)
Deck Officer
Power must remain on deck machinery at all times
Main deck and forecastle areas must be adequately illuminated
OVERVIEW: Located in 6.70 m. of water, Futila Terminal is a products
import/export facility, owned by Sociedade Nacional de Combustiveis de
Pilot/Loading Master must be informed of any electrical storms or
Angola (SONANGOL). Products are transferred via the Futila Conventional
squalls that may approach vessel during berthing/loading
Berth Mooring (CBM).
The Ship/Shore Safety Check List and Prior to Berth Check List must
be strictly observed by all vessels loading at the terminal. LOCATION: North of Cabinda in northern Angola.
CHARTS: BA Charts No. 604, 3448 and 4209.
Hydrogen Sulphide: The cargo to be loaded contains high concentrations MAX. SIZE: 6,400 d.w.t., draft 4.57 m. even-keel.
of Hydrogen Sulphide (H2S).
Special precautions should be taken, as H2S gas, when vented to
RESTRICTIONS: Vessel must have the ability to discharge/load cargo
and ballast/deballast simultaneously and maintain 30% of Summer
atmosphere during loading, or when ballasting after discharge of cargo, is deadweight or discharge cargo, stop and load ballast, then discharge balance
extremely dangerous to personnel. Because of this extreme danger, each of cargo to maintain 30% of Summer deadweight at all times. Vessel to
and every person working in an area where H2S gas may be present, should maintain two-valve segregation between cargo and ballast.
be aware of the potential dangers, and know how to protect themselves from
the toxic effects of H2S gas. ARRIVAL: Notice of Readiness: Will be accepted only from
0600 – 1600 hrs., provided that the terminal representative is satisfied that
Closed loading of this cargo is compulsory. A Safety Officer will board the
the vessel is apparently in all respects ready to moor and load/discharge.
vessel with the Pilot/Loading Master, and remain on board throughout the
Notice of Readiness will not be accepted during a period when berthing is
loading. The Safety Officer will strictly control the safety measures necessary
suspended on account of adverse weather, or when a vessel arrives prior
for the handling of this cargo, i.e. instructions to shipboard personnel,
to the date upon which it is nominated to load/discharge.
monitoring and measurement of gas levels, management and control of H2S The foregoing paragraph notwithstanding, in no event shall a Notice of
gas in the cargo tanks, on the decks, in the living quarters, and when vented Readiness, whether previously accepted or not, be valid or binding on the
to the atmosphere. terminal unless and until such time as the vessel, her tanks and equipment,
The Safety Officer will provide emergency equipment, such as breathing are in fact in every respect in the proper condition and operation to receive
apparatus, H2S and combustible gas monitoring and measuring equipment the cargo.
for emergency work at manifold or other H2S rich areas.
During cargo tank venting, only crew members authorised by the Safety
APPROACHES: The Futila CBM area is marked by four light buoys in
following locations:
Team will be allowed on the open deck areas. All accommodation access
doors must be closed and sealed during loading except one. All shipboard Green Buoy: Lat. 05␥ 30' 09.6" S, Long. 12␥ 10' 08.9" E.
personnel will be instructed to use only that assigned access, except in an Green light, flashing 1 every 5 seconds, range 6 n.m.
emergency. Ship’s air-conditioning plant must be on internal recirculation. Red Buoy: Lat. 05␥ 29' 24.1" S, Long. 12␥ 09' 58.5" E.
Fire-main and pumps must be capable of sustaining a sea water pressure Red light, flashing 1 every 5 seconds, range 6 n.m.
of at least 150 psi. at one or more deck monitors. Gas reading values will Yellow Buoy: Lat. 05␥ 27' 52.4" S, Long. 12␥ 09' 47.4" E.
be recorded every 2 hours, together with the vessel heading, wind direction Yellow light, flashing 2 every 10 seconds, range 6 n.m.
and speed, the latter being plotted on forms provided by the Safety Team. Yellow Buoy: Lat. 05␥ 26' 55.2" S, Long. 12␥ 10' 13.9" E.
Recommendations and Regulations as per IMO Dangerous Hydrocarbon Yellow light, flashing 4 every 20 seconds, range 6 n.m.
Cargo Handling and ISGOTT International Safety Guide for Oil Tankers and Vessels will enter the area from west passing between green and red
Terminals must be followed at all times. buoys. The west (yellow) buoy marks the limit of a reef area and the north
Furthermore, all crew members are required to be clean shaven. (yellow) buoy the Kokongo pipeline.
Stand-By Buoy: Lat. 05␥ 27' 20.0" S, Long. 12␥ 10' 48.5" E.
A red can buoy for the mooring launch is fitted with a white quick flash
WEATHER/TIDES: Winds: The general direction of the trade winds is light.
ESE to SSE. The direction is affected by onshore-offshore breezes. There are numerous oil well platforms in the vicinity of this terminal, and
The onshore breeze appears from the SW between 1000 hrs. and each one is fitted with navigational aids flashing morse code ‘‘U’’ and fog
1100 hrs. and falls at sunset. It is then replaced by a light breeze from the signals sounding one blast every 20 seconds with a range of 1.5 miles.
SSE to ESE which blows until about 0900 hrs.
Gathering Station GSJ (Juliet): Lat. 05␥ 24.8' S, Long. 11␥ 59.5' E.
From November until May, thundery squalls from the north occur. During Fitted with a navigational light with characteristics of Gp.Fl.(3) every
the month of May, the trade winds often blow night and day. 30 seconds.
From June to September (dry season), the winds are low, SW in the A racon beacon is also installed on this platform. The characteristics of
daytime and south to SW with calm periods at night. In mid-September, a this beacon are morse code ‘‘G’’ with a 360␥ azimuth, range 22 miles.
stable SW breeze settles until the beginning of December, and then becomes
more variable with calms at times. PILOTAGE: The Mooring Master will board the vessel at the anchorage
area.
Humidity: The relative humidity is above 80% for eleven months of the year, All manoeuvring of vessels within the Futila Terminal mooring area is to
but in June falls to 50%. be done only in accordance with the advice of the Company Mooring Master,
subject to the understanding that in all cases and circumstances the Master
Visibility: Fog appears more often during the dry season than during the shall remain solely responsible on behalf of his vessel and the vessel’s
rainy season. During the rainy season, visibility is reduced to heavy showers. Owners for the safety and proper manoeuvring of the vessel.
The Company Mooring Master will remain on board throughout the vessel’s
Tides and Currents: In general, the current flow at Essungo East is in a stay in the berth to coordinate transfer operations, therefore suitable
northerly direction and has an average velocity of 0.8 knots. The current accommodation shall be provided for him on board the vessel.
direction and velocity are governed by two significant sources, the Benguela Arrival at Pilot Station/Anchorage Area: Means of access to vessel by
Current flowing north and the outflow of the Congo River. the Mooring Master shall be provided in accordance with the requirements
At most times, the Benguela Current is the most influential, so the most of SOLAS, and early advice will be given by Mooring Master regarding the
common current direction is north. At times, however, especially during the side of the vessel where access should be provided. At night, the access
rainy season (November to May), the effluent from the Congo River may be area shall be adequately illuminated to provide for the approach and boarding
so voluminous that it can over-rule the Benguela Current and reverse the of the Mooring Master, Government Officials and Terminal representatives.
direction of the current at Essungo. At the terminal, we have witnessed a ANCHORAGES: Should it be necessary to anchor, then the vessel should
180␥ change of direction in 10 minutes. When this happens during the daylight proceed to the recommended Malongo Freighter Anchorage, which is
hours, it is possible to receive advance notice if the man on watch spots the Lat. 05␥ 31' S, Long. 12␥ 08' E.
muddy front from the Congo River moving south. This notice allows the line Anchorage for any vessel in any other area within the terminal limit is
handling tug crew to be in the best position to keep the tankers from prohibited unless special clearance is received from Futila Terminal.
contacting. When it happens at night however, the allowable reaction time
is greatly reduced and any error or delay may allow contact of the export PRE-ARRIVAL INFORMATION: Vessels bound for the Futila
tanker and FSO. It is for such instances that the watches must be maintained Terminal are required to advise their ETA via telex or cable to the office of
the vessel’s Agent in Cabinda, who will pass the information to the company.
and ready.
ETA messages are to be sent 72 hours, 48 hours and 24 hours before
Independently of the Congo River outflow, it has been observed that during
arrival at the terminal and should contain the following information:
the rainy season, a surface current may, at irregular intervals, run to the east. a) name of the vessel
This can be seen clearly. It is manifested by stripes of agitated water, b) ETA in GMT (Angola time is GMT plus 1 hour)
contrasting with stripes of smooth water. c) name of the Master
Although, as stated previously, these phenomena are more likely to happen d) arrival draft and intended departure draft (fore and aft)
in the rainy season, they can and have happened in the dry season. e) time for discharge clean ballast, if any, also quantity of segregated
Tidal currents in this area are minimal. They have an average velocity of ballast on board
0.5 knots and a maximum of 2 knots. f) quantity of cargo required or to be discharged and any special
Tidal Range: 1.5 m. requirement.
Approach to the Anchorage/Pilot Boarding Area: Normally all
Swell: As far as swell is concerned, 93% of the waves come from the south communications will be with the Futila Shore Terminal. When within VHF
(SE to SW). communication range, the Master of the vessel should ascertain berthing
The average height of the swell is 1.5 m. during the rainy season, and prospects from Futila Shore Terminal.
increases to 3.0 – 4.0 m. during the dry season. VHF: For short range communications, a VHF system is available covering
Channels No. 1 – 78. Channels 16 and 12 are monitored continuously. The
SHORE LEAVE: Not possible. VHF Radio call sign is ‘‘Futila Terminal’’.
TUGS: Mooring Launches: Company mooring launch will deliver the
REPATRIATION: Crew changes can be arranged through shipping Mooring Master and necessary equipment. In addition, the mooring launch
brings the buoy’s mooring lines to the vessel as directed by the Mooring
agencies on emergency basis, although not recommended.
Master. Similarly, the mooring launch crew casts mooring lines off the ship
as directed on unmooring. The mooring launch remains in the area the entire
OPERATOR: Texaco Panama Inc, PO Box 5897, Luanda, Angola. time the vessel is in the moorings.
Tel: +244 (2) 322606. FAX: +244 (2) 321703. Contact: Marine BERTHS: See ‘‘Plan’’. The detailed procedures are modified to fit
Superintendent (Inmarsat Tel: 871-383-131-883. Fax: 871-383-131-884. conditions of wind, current, sea state, vessel size, limitations of the vessel’s
Inmarsat C – Telex: 431699922). mooring gear, and the technique of the Mooring Master.

See guidelines for compiling and submitting information (page xi) 25

ANGOLA Futila
Berthing Tankers at the berth: Note: Do not in any circumstances close ship’s valves or submarine hose or
1. Vessel approaches the mooring on a 160␥ heading, passing tanker rail hose valve against flow.
approximately 100 m. off the mooring launch stand-by buoy. The shore will give the vessel at least 10 minutes’ notice before starting
2. Starboard anchor is let go at Point A and about 5 shackles of chain or stopping any cargo operations and/or stopping booster pumps.
are payed out on the run, starboard chain is then held. The particular sequence of operations for each transfer is controlled by
3. When starboard chain fetches up leading aft, port anchor is dropped the facility personnel in the control room ashore.
at Point B, one shackle on deck, and stern is worked into berth as Product Transfer Rates: Though the hoses are rated up to 225 psi, the
starboard chain is held, and the port chain is payed out to Mooring Master will not allow the hose pressure to exceed 145 psi.
approximately five shackles as the vessel backs into the berth and Emergency Shut-Down: Specific procedures have been developed by the
launch brings the mooring lines from the mooring buoys. Then both Terminal for avoiding pollution of the sea, and the action to be taken to
chains are adjusted as necessary to position the vessel properly in minimise pollution, should leakage occur. The procedures include loading
the berth. and discharging operations, as well as leakage occurring when no vessel is
4. The Mooring Master will decide which mooring lines launch will bring in the berth. These emergency procedures call for shutting down vessel or
first, depending on wind and current conditions. facility transfer pumps and closing system valves.
Departure from Berth: In the event of fire or similar emergency on board a vessel, the vessel will
1. Hose is disconnected, blanked-off and held on the ship’s side. Mooring cease cargo operations and direct all efforts to the emergency. The vessel
lines are slacked until cargo hose starts stretching, and at this point should try to follow hose disconnection procedures when personnel safety
hose is released and lowered to the bottom. is ensured.
2. Mooring lines to the buoys are released by the vessel’s crew, then MEDICAL: Limited medical facilities are available only in emergency.
the mooring launch pulls them away. FRESH WATER: Not available.
3. Anchors are either heaved in simultaneously or the port anchor is
heaved in first, while the starboard line (green mooring buoy) is FUEL: Not available.
sometimes held until the vessel’s stern is well clear of the hose buoys. CHANDLERY: No stores of any kind are available.
4. Mooring Master leaves the vessel after it is clear of the red and green REPAIRS: Repairs at berth are not permitted. Repair facilities are not
buoys located at the Futila Terminal approach area entrance. readily available. A vessel, when in berth, shall be maintained in a state of
MOORING: Mooring operation will normally be undertaken during daylight readiness for vacating the berth under full engine power at short notice.
hours (0600/1600) under normal weather conditions and the Company The testing of any electrical equipment, including radar, radio and domestic
Mooring Master’s agreement. electrical equipment, is prohibited, unless permission of the Company
Before arrival at the boarding area, it will be necessary to ensure that the Mooring Master has been granted.
following minimum moorings are ready for use on arrival at berth. Any vessel in the moorings or in the vicinity of the moorings shall keep
1. Mooring gear shall include both bow anchors. The anchor windlass its engine plant on stand-by with full power immediately available to the main
must be capable of operating at its rated speed, and adequate power engine, steering gear, anchor windlass, all deck winches and the ship’s
shall be available to run the windlass at rated speed at all times while whistle. No repairs to the engine plant are permitted in the mooring, if such
in the moorings. Each anchor shall be equipped with no less than repairs impair or limit the ship’s power availability in any way. When fast in
9 shackles of chain. the mooring, the ship’s propeller shall not be turned except by use of turning
2. The Futila CBM berth is a 3-point mooring. Each mooring consists of gear.
a cylindrical buoy fitted with a shackle. The two after buoys are fitted Chipping and scraping on deck or hull will not be permitted.
with a polypropylene mooring rope, 9 in. diameter and 91.4 m. long. Tank cleaning and gas-freeing shall not be carried out while in the berth.
The forward port buoy is fitted with a polypropylene mooring rope, SHORE LEAVE: Not permitted.
9 in. diameter and 61 m. long. However, vessels should be equipped REPATRIATION: Crew changes are only permitted in emergency
with sufficient synthetic lines to run to each of the buoys, plus situations, and then only when personnel involved hold all necessary valid
additional synthetic lines for doubling up. Wires are permitted but must certificates and documents.
be fitted with synthetic pendants equipped with mandel shackles, and GENERAL: Vessels calling at the Futila Terminal must comply with the
the strength of the pendant is 125% of the rated strength of the wire. latest SOLAS and MARPOL Conventions and Protocols. Vessels that are
Pendants are not acceptable on synthetic lines. Extra lines are found to be seriously deficient in any way will be refused permission to berth
required at each location in order to double up on lines to the buoys or load/discharge.
when wind or current conditions dictate. All vessels are warned to approach the Futila Terminal with extreme
3. The mooring stations should be equipped with properly located and caution, as drilling and survey work are proceeding on a continuous basis.
functioning winches, fairleads, bitts and chocks. Each synthetic line Flag B and Anchor Signals: During all discharging, loading, ballasting or
requires separate bitts, unless mounted on the winch drum. The deballasting operations, the international code flag B and a black ball shall
Mooring Master shall determine the suitability of the vessel’s mooring be displayed during daylight hours, and proper anchor lights shall be
equipment. Should the Mooring Master consider that the mooring gear displayed during darkness.
is not adequate, the vessel will not be brought into the moorings until
deficiencies have been corrected. Agency: All requirements of a vessel will be handled by Agent.
Unmooring Operation: Normally undertaken on a 24 hours basis. AUTHORITY: See ‘‘Cabinda’’.
CARGO OPERATIONS: Lifting and Connecting Hoses: After the
vessel is securely moored in the berth, the Mooring Master will supervise
the lifting and connecting of the cargo hose, following the general procedure GIRASSOL: 07␥ 39' S 011␥ 41' E (See Plan)
set forth below.
a) Berth requires a minimum lifting capacity of 2.0 tons. OVERVIEW: The Girassol complex comprises the FPSO Girassol and an
b) Mooring launch crew makes vessel’s runner fast to hose pick-up SPM CALM loading buoy located one nautical mile bearing 020␥(T) from the
chain. FPSO.
c) Cargo boom lifts submarine hose to its correct height. FPSO Girassol: 343,000 d.w.t., LOA 300 m., draft tropical 23.24 m.,
d) Ship’s crew hangs-off submarine hose at the rail with the chain moulded depth 30.5 m., max. beam 59.6 m.
attached to the hose. The hose is connected directly to the vessel’s The FPSO is fitted with a racon on X and S bands. This radar allows ship
manifold with the end of the hose lowered in a smooth curve. surveying within a range of 24 n.m. around the FPSO. It is associated with
e) Ship’s crew remove the blank flange from the Camlock coupling at an anti-collision alarm system.
the end of the hose string. The hose is lifted to the vessel’s manifold The most distinct part of the FPSO is the mast flare at 95 m. above the
after the flange is removed. Top of the roll bar must be higher than FPSO main deck, and is also fitted with 4 navigational lights, range 10 n.m.
the bottom of the manifold. that are installed at each of the four corners of the FPSO.
Start/Stop Notice to Shore Personnel: At least 10 minutes’ notice shall When visibility is reduced, the FPSO sounds a foghorn signal as laid down
be given to shore personnel before starting or stopping cargo operations. in International Regulations, Mo (U) every 30 seconds, range 2.0 n.m.
The vessel shall notify shore personnel of any anticipated changes affecting There are various vessels located near to the terminal that are engaged
pumping rates, such as stripping operations or switching pumps. in drilling operations.
Procedure for Discharging: Cargo is discharged to the facility using the SPM Buoy: Dia. 19.0 m., height 10.0 m. and draft 5.3 m.
ship’s pumps. Booster pumps, at the pumping station located on the beach, The buoy is fitted with one navigational light that is omni-directional.
then assist in pumping product uphill to the tank farm, once flow has been Effective range is 10 n.m. emitting Mo(U) every 30 seconds.
established. All shipboard cargo transfer action is undertaken by the ship’s Foghorn: Mo(U) every 30 seconds.
crew on the advice of the Mooring Master. The sequence of operations for Steel Export Lines: 2␺16 in. separate steel export lines, approximately
each transfer is controlled by facility personnel in the pumping station control 2,388 m. and 2,738 m. long.
room ashore. These lines have buoyancy modules in order to achieve ‘‘W’’ shape and
The shore will give the vessel a 10 minute notice, whenever possible, a different configuration:
before starting, stopping or changing any cargo operations, including tank One upper line between 490 m. and 340 m. water depth.
switches, line changes and booster pump operations. One lower line between 690 m. and 515 m water depth.
It is important that the vessel maintains pressure at the ship’s rail as LOCATION: Approximately 210 km. NW of Luanda and approximately
indicated. It is essential that the discharging sequence be carefully planned, 75 n.m. from the nearest coastline, in a depth of 1,360 m.
so that stripping and/or collecting of tank bottoms is going on during the FPSO Girassol: Lat. 07␥ 38’ 59" S, Long. 11␥ 41’ 00" E.
discharge ashore, thus avoiding prolonged stripping ashore towards the end SPM Loading Buoy: Lat. 07␥ 37’ 59" S, Long. 11␥ 41’ 23" E.
of cargo discharge. MAX. SIZE: SPM: VLCC: 315,000 d.w.t. double or single hull, first or
The vessel will give the shore at least 10 minutes notice before starting second port.
and stopping of booster pumps, starting and stopping of discharge operations Suezmax: 150,000 d.w.t. first or second port.
and any other operation which would have an impact on the cargo transfer Shuttle Tanker: Local cargoes of 300,000 – 400,000 bbls.
(i.e. stripping, etc.). Export Tanker: Max. displacement 400,000 tonnes.
Loading Procedure: Loading of vessels consists of transferring the product FPSO – Tandem Loading Point: VLCC: 315,000 d.w.t. double or single
from the shore tank farm, by gravity and by booster pumps, under the control hull, first port only.
of facility personnel in the control room. In each step of the loading operation, Suezmax: 150 000 d.w.t., first port only.
the vessel will be told by the shore facility precisely how many barrels of Shuttle Tanker: Local cargoes of 300,000 – 400,000 bbls.
product to take aboard. The ship’s crew, through the Mooring Master, shall Export Tanker: Max. displacement 250,000 tonnes.
advise the shore station when that quantity is reached. Facility personnel in RESTRICTIONS: The terminal is closed for berthing operations from
the control room will stop booster pumps and close valves as appropriate to 1500 – 0600 hrs.
stop loading. Restricted Zone: The operating facilities of the terminal are protected by

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Girassol ANGOLA
a zone prohibited to fishing and navigation. This zone covers an area 15. a) Give hose boom capacity and Safe Working Load (SWL)
enclosed by a circle radius of 7 n.m., centred on the FPSO in position b) are there cleats and bitts available in the manifold area for tying
Lat. 07␥ 38’ 59" S, Long. 11␥ 41’ 00" E. Departure can be at any time, day or of tanker rail hoses
night. c) give the SWL of the cleats and bitts
Weather Limitations (SBM): 16. Give distance between bow and manifold
Current: 2 knots 17. Give SWL, dimensions and numbers of your(s) forward Panama
Wind Strength: Berthing 25 knots, sea 1.8 m. fairlead(s)
Cargo operations 35 knots 18. Only tongue-type chain stopper(s) will be used. Advise:
Swell Height: Berthing 1.8 m. a) number of Stoppers: Vessels from 100,000 – 150,000 d.w.t. should
Cargo operations 3.4 m. have one tongue-type stopper of minimum 200 tons SWL, and
over 150,000 d.w.t., but no greater than 350,000 d.w.t. 2 tongue
Berthing Limits for Tandem Mooring at the FPSO: Current stoppers of minimum 200 tons SWL
conditions are more critical as the FPSO is moored heading 020␥(T) and b) are stoppers positioned in correct alignment between fairleads and
cannot weathervane, hence the export tanker’s envelope is limited. winch drum ends or pedestal leads
North East South West c) distance between fairlead(s) and stopper(s)
Approach Sector (Stern) (Beam PS) (Head) (Beam SB) 19. Give the SWL of the towing bitts on the aft upper deck
Direction (␥T) 325/75 75/145 145/255 255/325 20. a) have you received owner’s instructions regarding insertion or
Sector 110 70 110 70 special mention to add on Bill of Lading
Current (m.sec./knot) 0.6/1.2 0.4/0.8 1.0/2.0 0.4/0.8 b) what is your Bill of Lading Identifier (Alpha Code - eg)
Wind (m.sec./knot) 10/20 10/20 10/20 10/20 21. According to your instructions, when can loading be started (date and
Wave height (m.) 1.8 1.8 1.8 1.8 local time)
22. What is your vessel Experience Factor (Calculated as follows: Total
Loading Limits for Tandem Mooring at the FPSO: of ship’s figures for last 10 voyages divided by total of Bill of Lading
North East South West quantities for the same voyages)
Approach Sector (Stern) (Beam PS) (Head) (Beam SB) 23. What is your cargo request
Direction (␥T) 325/75 75/145 145/255 255/325 24. Crew List, and Crew Health Status
Sector 110 70 110 70 Best regards
Current (m.sec./knot) 0.6/1.2 0.6/1.2 1.0/2.0 0.6/1.2 Terminal Manager
Wind (m.sec./knot) 10/20 10/20 15/30 10/20 Pascal Marie Ranger
Wave height (m.) 2.5 2.5 2.5 2.5 Subject: Welcome to Girassol
Sensitivity: Personal
PILOTAGE: Compulsory. Pilot boards the vessel with portable berthing From Girassol Terminal Superintendent.
aid equipment. The vessel shall provide power supply (100/240 V;
50/60 cycles). Tanker Masters are not authorised to leave the waiting area
Communications: Continuous radio watch VHF Channel 16.
Continuous satellite watch via Atlantic East satellite:
to the loading point without the assistance of the Berthing Pilot. The Pilot is
Tel: (870) 322 689 862
the Elf Representative on board the tanker and is present on board throughout
Fax: (870) 322 689 866
the vessel’s stay.
Telex: EP-FE-AO B17-GIR, (581) 042 570 835
The operations of approach, mooring, deballasting, loading and preparation
SSB (BLU) VHF back-up (continuous watch): 6,342 kHz, 10,115 kHz,
for departure may be delayed or suspended if the Pilot considers the safety
7,823 kHz.
or environment conditions on the tanker not satisfactory.
Berthing Master: The Berthing Master is stationed on the forecastle of the VHF: The Pilot or Berthing Master maintains a continuous listening watch
tanker during approach and mooring operations to assist the Pilot by reporting on Channels 16 and 12, with working Channels 71 and 17.
position approach data, and to advise the vessel’s personnel in the handling Radio Watch On Board the Vessel: Throughout the Vessel’s stay at the
of mooring equipment specific to the terminal. loading point, the Pilot or his assistant remains in constant radio contact on
ANCHORAGES: Due to the depth of water there is no anchorage or draft Channel 67 with the FPSO Loading Master (Marine Operations Manager),
restriction. Vessels must give 4 hours notice of arrival – call Girassol Radio FPSO Control Room and the tanker’s cargo control room.
on VHF Channel 16. All instructions exchanged between the terminal and the tanker must be
transmitted via the Pilot or Berthing Master.
Waiting Zone: Tankers arriving to load at the Terminal wait in the Waiting The system and its back-up must be tested prior to each mooring and
Zone, in a depth of 1,400 m. with a radius of 2 n.m. The zone is 4.8 n.m. to offloading operation.
the SW of the loading buoy, and centred on position Lat. 07␥ 40’ S,
Long. 11␥ 37’ E. BERTHS: Pre-Berthing: Prior to arriving at the terminal, the tanker’s
When the vessel reaches the Waiting Zone and is ready to load, the Master should prepare a loading plan in order to:
Tanker’s Master tenders his Notice of Readiness (NOR) to Elf Exploration a) identify cargo tanks change-over and cargo valves manoeuvring
Angola. b) minimise the draft difference between the FPSO Terminal and the
crude oil tanker throughout offloading operations, consistent with
Crude Oil Tanker Approach to the Waiting Zone: Tankers will approach the
crude oil tanker trim/stability and stress restraints
Waiting Zone from the north, west and south, to the west of Long. 11␥ 39’ E.
c) any change in Estimated Time of Arrival (ETA) must be duly notified
Proceeding to the east of this longitude is forbidden without the Berthing Pilot
d) ballast must not be less than 30% of the S.d.w.t. Ballast may not be
on board. discharged without the Pilot’s permission
PRE-ARRIVAL INFORMATION: The following message should be e) tankers coming to load at the terminal must give 4 hours prior notice
sent to the terminal 72 hours prior to vessel’s arrival: of their arrival by radio on VHF Channel 16.
Sensitivity: Personal Berthing Information: The loading point will be communicated to the
From: Girassol Offshore Installation Manager tanker’s Master in the next telex (berthing prospect).
Attention: Master Notice of Readiness (NOR): The NOR must be addressed to Elf
URGENT URGENT URGENT Exploration Angola. It can only be accepted from 0600 – 1500 hrs., the
Please send back: opening hours of the Terminals on Block 17.
To TotalFinaElf E&P Angola, Luanda Offloading vessels to send their ETA to the terminal, 4 hours prior to arrival
Inmarsat Tel: 871-111-17-24 on VHF Channel 16.
Attention: E.MUGNIER DB17 Manning Policy for Pilot and Loading Activities: The manning policy
To Girassol Offshore Installation Manager:
follows requirements as laid down by STCW 95:
Tel : (870) 322 689 862
At the SPM buoy loading point, the terminal shall provide one Pilot and
Fax : (870) 322 689 866
one Berthing Master in addition to the Assistance Vessel’s Masters.
Telex : 042 570 835 TO: EP-FE-AO B17-GIR
At the FPSO tandem loading point, the terminal shall provide two Pilots
Email: EP-FE-AOB17-GIR@elf-p.fr
and one Berthing Master in addition to the Assistance Vessel’s Masters.
Please advise (Girassol Terminal and TotalFinaElf E&P Angola): The minimum duty crew onboard the vessel shall be, as a minimum:
1. Ship’s name/flag/call sign During berthing: One officer, one Bosun and three able-bodied seamen.
2. Inmarsat numbers (telephone, fax, email address) During connection: One crane operator and three to four able-bodied seamen.
3. Name of Master During transfer: Two watchmen.
4. Last port of call and destination The Berthing Master witnesses these operations and reports to the Pilot
5. Local maritime Agent’s name onboard the vessel.
6. Voyage number after leaving GIRASSOL Personnel Boarding the Crude Oil Tanker: Authorities board the
7. ETA at GIRASSOL Stand-By Zone tanker, either with the Pilot and his assistant prior to the approach operations
8. Previous names and date of building commencing, or after the tanker has moored. The tanker’s Master is required
9. S.d.w.t. to accommodate four persons during the stay at the terminal: The ship’s
10. Quantity of clean and permanent ballast on board on arrival? (this Agent, cargo surveyor, Pilot and Assistant Pilot.
quantity should not be less than 30% of S.d.w.t.) Also see ‘‘Restrictions’’.
11. a) can loading and deballasting be carried out concurrently? If not, MOORING: Characteristics of the SPM Mooring Hawsers: The
state reasons loading point mooring lines are provided by the terminal. The vessel should
b) how long is required for deballasting therefore be ready to heave two mooring lines in the fairleads. Each mooring
12. a) what is the quantity/quality of slops on board line chiefly consists of 1␺16 in. grommet rope hawser, length 90.0 m. NWBS
b) has the load-on-top procedure to be followed for this voyage 580 tons.
13. Advise your loading rate: One chafe chain tanker side, held by a support buoy and its chain. It
a) while deballasting comprises:
b) after deballasting one chafe chain ‘‘A’’ as per OCIMF, length approximately 9.0 m., dia.
14. Confirm ship in good order and operational for: 3 in. (76 mm.) PL 482 tons, MBL 611 tons.
a) inert gas system and all tanks inerted (oxygen content less than one chafe chain ‘‘C’’ as per OCIMF, length approximately 3.5 m. dia.
8%) 2.125 in. (54 mm.) PL 162 tons, MBL 231 tons.
b) vessel’s main engine ready at any moment for manoeuvring
c) heating coils sound and not leaking To facilitate heaving, each mooring line has a 10 in. circumference
d) windlass, winches and derricks/cranes polypropylene pick-up and messenger ropes.

See guidelines for compiling and submitting information (page xi) 27

ANGOLA Girassol
1st pick-up rope length 15 m. plus messenger rope length 100 m. with CARGO OPERATIONS: The Terminal has two loading points, the main
MBL 72 tons (orange). loading point is an SPM buoy and backup loading point is tandem bow to
2nd pick-up rope length 15 m. plus messenger rope length 150 m. with bow mooring at the FPSO.
MBL 72 tons (white). Loading Plan: A loading plan shall be given to the Pilot prior to berthing.
The messenger ropes are passed to the vessel by the work boat. The Any change in valve configuration on the vessel’s loading pipelines must be
vessel must prepare a messenger line to bring the 10 in. circumference notified to the Pilot, prior to operation, to prevent any risk of over-pressure
polypropylene messenger ropes aboard. in the terminal’s cargo system.
The mooring hawsers are connected to the buoy by the use of a Final Stoppage Agreement: Prior to commencing loading, both the
quick-release system. This quick-release system consists of two hinged Terminal Loading Master and tanker’s Master must come to an agreement
hooks, a manual release lever and an hydraulic release mechanism. on the quantities to be loaded, as per the instructions received by each. The
The release of the mooring hawser can be activated from the buoy, portable order of precedence of load stoppage orders is therefore as follows:
berthing aid equipment used by the Pilot or the FPSO cargo control room. a) Stoppage by the terminal if a maximum quantity to load must not be
Characteristics of the Tandem Loading Point: The FPSO is spread exceeded (e.g. X bbls. max, X% less at buyer’s option).
moored, anchored fast by 16 anchor lines, each composed of a suction b) Stoppage by the terminal within the limits set in the instructions, e.g.
anchor, chain, cable and chain. X bbls. 5% at buyer’s option if the terminal cannot accept, for reasons
This loading point is designed for mooring the vessel bow to the FPSO in connection with operations and insufficient quantities produced, to
bow in tandem. deliver the quantity requested by the Master, or stoppage by the
As the FPSO is spread moored, the vessel weathervaning rotation is limited tanker’s Master if the quantity to be loaded, agreed on by both the
to ␾60␥ from FPSO axis, around the tandem mooring point. terminal and tanker, is within the limits set in the instructions
Characteristics of the FPSO Mooring Hawser: The mooring hawser is (e.g. ␺ bbls. 5% at buyers option).
provided by the terminal. The vessel should therefore be ready to heave one Loading Operations: The tanker’s Master is responsible for all valve
mooring line in the fairlead. The mooring line chiefly consists of: openings and closures and for the safety of the cargo on board the tanker.
⌻ one FPSO chafe chain with a cylindrical support buoy CB 40 Marlow Crude Oil Characteristics (Guidance Only):
and its chain Density at 15␥C: 0.875
⌻ characteristics of the chafe chain are diameter 83 mm., approximate API: 30.21 (Approximate)
length 7.0 m. Observed temperature: 30␥C
⌻ one mooring hawser Marlow superline 21 in., 100% nylon, length Salt content: ⬍60 mg./l.
100 m., MBL 570 tons Oil viscosity: 7 Cpo at 45␥C
⌻ one chafe chain tanker side held by a cylindrical support buoy CB Oil BSW: ⬍0.5%
65 Marlow and its chain Loading Rates: Nominal flow rate 6,000 cu.m./hr. at both the SPM and
⌻ characteristics of the chafe chain are Chain B as per OCIMF, FPSO.
approximate length 10.0 m. dia. 3 in. (76 mm). The load flow rate is reduced around 2,000 cu.m./hr. during the starting
To facilitate heaving, the mooring line has a messenger rope, dia. 104 mm. and the ending periods of the pumping. 30 minutes prior to completion of the
No. 13 Marlow, Fybaline 8, length 250 m. offloading, the two parties agree to reduce the loading rate in order to carry
The messenger ropes are passed to the vessel by the work boat. The out normal offloading stoppage.
vessel must prepare a messenger line to bring the messenger rope aboard. The loading rate of the tanker is notified by the tanker’s Master on the
The mooring hawser is connected to the FPSO by a quick-release system. information sheet on arrival.
This quick-release system consists of one hook, one manual release lever Emergency Stoppage of Loading: If the necessity for emergency
and one hydraulic release mechanism. stoppage arises, due to parting of mooring lines, pollution or serious accident,
The following equipment is located on the main deck to operate the mooring the tanker’s Master must, whenever possible, warn the Pilot prior to closing
hawser: 10 tons hawser handling winch with spooling device and fairlead, the supply valves at the manifold and the terminal on VHF Channel 12.
valve unit for emergency release of the hawser. After this action has been taken, the decision to resume loading operations
The release of the mooring hawser can be operated from the FPSO control must be made with the agreement of both the terminal and Tanker.
room, the FPSO tandem manifold or the portable berthing aid equipment
used by the pilot.
Tank Verifications After Loading: Tank inspection after loading, ullage,
temperature, oil/water interface level, trim, list measurements and all other
Terminal Equipment: Under the Pilot’s instructions, a tool box for the verifications must be undertaken in the presence of the Pilot, the cargo
connection of the floating hoses is loaded from an assistance vessel and Inspectors, and the authorities as per terminal directions.
placed on board the tanker close to the port manifold. Formalities Prior to Departure of the Tanker: The Pilot will leave on
A telemetry system, consisting of two antennas, computer, etc., will be the tanker two sealed cans of samples, as representative of the cargo.
installed on the tanker’s bridge prior to berthing. The system, when installed, The Pilot will also forward all the commercial lifting documents, as per the
will assist the Pilot in berthing operations. directions received by the terminal.
Mooring Procedures: Mooring crew/work boat and assistance vessel shall Departure of the Tanker on Completion of Loading: The tanker will
remain under the Pilot’s instructions and remain at the Pilot’s disposal unmoor upon completion as soon as possible.
throughout mooring, loading and unmooring operations. They are used by
terminal mooring crew for hawser and floating hose connection and transfer
BALLAST: Deballasting – Water Pollution: All ballasting operations
have to be carried out in compliance with MARPOL.
of personnel.
Storage facilities at the terminal are not equipped with ballast reception
The assistance vessel can take up position to push the tanker or pull astern
and treatment facilities. Tankers must therefore have clean or segregated
or bow of the tanker if required.
ballast on arrival.
Emergency Towing Wires: Prior to Pilot boarding, the tanker should Any crude oil tanker arriving with dirty ballast may be required to leave the
prepare on starboard side the emergency tow equipment for immediate loading berth.
deployment and should remain set up thus and ready for immediate use
throughout the stay at the terminal.
POLLUTION: Any oil pollution caused by the tanker, her Master or crew,
the tanker and the owners shall protect, defend, indemnify and hold harmless
Emergency Unmooring of Tanker: The Pilot may decide to unmoor the Elf Exploration Angola from and against any loss, damage, liability, suit, claim
tanker at any time he deems it necessary for safety reasons. The consequent or expense arising there from except where said pollution is caused by the
delay is recorded on the Time Sheet and shall not count as used laytime. sole negligence of Elf Exploration Angola their contractors, subcontractors,
HOSES: A floating hose links the buoy to the vessel manifold for loading Agents and servants. The Pilot may suspend operations or may unberth the
on the vessel’s port side. From the buoy to the manifold, it consists of: tanker, if there is suspicion that the tanker is causing oil pollution.
one main string of 24 in. hoses electrically continuous, length 306.7 m. Any time lost as a result of suspicion, delay or unberthing arising from the
one floating reducer Y-piece, length 1.8 m. oil spill incident attributable to the tanker shall not count as used laytime.
2␺16 in. end strings: WASTE DISPOSAL: See ‘‘General’’.
1st 16 in. string length 47.2 m. FIRE PRECAUTIONS: The safety and firefighting equipment and oil spill
2nd 16 in. string length 59.4 m. response equipment must be positioned close by the manifold.
total length of the buoy long sting is 367.9 m.
total length of the buoy short sting is 355.7 m. GENERAL: Objects Overboard: Any object which is dropped or falls
Each 16 in. dia. string consists of: overboard and which is a danger to the oil installation and navigation must
be declared to Elf Exploration Angola and to Angolan authorities. The tanker’s
3 or 4 tail hoses, dia. 16 in. electrically discontinuous.
owner shall immediately, at its own expense, signal and mark out any items
one breakaway coupling on each 16 in. string line, 150 lb. with
which it has allowed to fall overboard during the crude oil tanker stopover
double closure.
inside the Block 17 area. The tanker’s owner shall also raise and remove
one tanker rail hose dia. 16 in., electrically discontinuous on each
such items, within 60 days from Elf Exploration Angola’s notice, at its own
16 in. string line.
expense, when requested by the Public Authority or by Elf Exploration Angola.
one butterfly valve dia. 16 in. 150 lb. on each 16 in. string line.
Disposal of garbage, victual, domestic and any operational waste
2␺16 in. spool pieces 150 lb.
overboard is strictly prohibited.
1␺16 in. camlock coupling 150 lb. for connecting onto the manifold.
each 16 in. string is ended by a pick-up chain and a marker buoy. SHIPMASTER’S REPORT: April 2002.
The floating hoses line is fitted with 5 flashing lights spaced every Vessel: Tanker, 141,000 d.w.t.
5 hoses. Berth: SBM.
Cargo: Crude oil.
Characteristics of the FPSO Tandem Loading Point: The tandem Location: The facility consists of an FPSO and SBM located in the following
loading point consists of one tandem loading point manifold, one hose lifting positions:
means, one floating line and one mooring hawser connected to the hawser SBM: Lat. 07␥ 37’ 59" S, Long. 11␥ 41’ 23" E.
handling winch. FPSO: Lat. 07␥ 38’ 59" S, Long. 11␥ 41’ 00" E.
Characteristics of the FPSO Floating Hoses: A floating hose line links General Description: The terminal is located in a depth of 1,360 m. and
the FPSO tandem manifold to the vessel manifold for loading. It is the same is operated by TotalFinaElf E&P Angola. It consists of the FPSO ‘‘Girassol’’
floating hose line as that used for the buoy. spread moored, an SBM, and at present two Dynamic Positioning Drill Ships;
One snubbing chain and one snubbing wire on the FPSO side. an Remotely Operated Vessel (ROV) Support vessel, tugs, supply boats and
The loading hose is connected on the vessel’s port side. work boats.
Hose Connection: The port side tanker manifold must be prepared for At this stage, there is also an accommodation barge SW of the FPSO and
manoeuvre and connection of 2␺16 in. 150 lb. TRH hoses. mooring buoys south of the FPSO.
Hose connection/disconnection operations are undertaken by the tanker The FPSO is equipped with standard navigation lights and sound signals,
crew and supervised by the Pilot or the Assistant Pilot. signal Mo (U), but the flare renders most other lights insignificant.

28 Readers are encouraged to send updates and additions (page xi)

Girassol ANGOLA
Observations: Communication with Terminal via Email and later by VHF Vessel Moored to the SBM: Vessel approaches the SBM as standard
was excellent. and makes fast one tug aft and two tugs on the starboard main deck, using
Communication with Pilot and Berthing Master could not have been better. tug’s lines.
Ship’s Agent stayed on board throughout and is well used to operations, On this occasion, our vessel laid at right angles to the swell.
and communications were also excellent. Berthing and Connection Procedure: Export tanker’s crew conduct all
Our vessel was the first to call at the terminal, and so was used as a guinea mooring and pipeline connection operations as directed. Pilot and Berthing
pig for terminal pumping tests. Loading rate was as a consequence lower Master board vessel at 0600 hrs. on arrival. Vessel should have a messenger
than would be expected. ready to lift a wire strop from the work boat, which will be used on vessel’s
Despite the prevailing winds, currents are extremely variable and vessel cargo block.
can lie across the swell rendering gauging of cargo tanks difficult due to Vessel’s crew to rig a wire strop on the crane/derrick cargo hook and
rolling and or pitching. provide a steady platform for the tug to offload the terminal’s equipment box.
Documents: The following list was advised by the ship’s Agent: The orange work boat is used for connecting moorings and hoses, and is
8 Arms/Ammunition Lists a little small for the work entailed, a bigger work boat is to be supplied.
8 Birds and Animals Lists The vessel is moored in the normal fashion, and starboard tug is let go
3 Bonded Stores Lists once the vessel is secure.
3 Crew Effects Declarations Aft tug pays out the hawser and remains secured, so as to keep even
8 Crew Lists (Including Passport Numbers) strain on the SBM, and due to the sea conditions, requires a rather long
5 Last Port Clearance towing wire.
8 Livestock Lists There is also the flare at this end of the FPSO, height 95 m.
2 Maritime Declarations of Health Unberthing: On completion of loading, the vessel will depart the SBM once
3 Narcotics Lists hoses are disconnected and telemetry equipment is returned to the box, and
8 Passenger Lists await cargo papers from the Terminal.
8 Ports of Call Lists Notice of Readiness: Will only be accepted from 0600 – 1500 hrs.
3 Ship’s Stores Lists Telemetry and Communications Equipment: Three suitcases of
8 Stowaways Lists telemetry and communications equipment are transported to the vessel’s
3 Vaccination Lists. bridge. The Pilot will inspect the forward mooring arrangement to see that it
Arrival: Vessel should contact the terminal 4 hours prior to arrival. Our vessel is ready for the SBM and carry out all preliminary checks.
was unable to do so on VHF Channel 16, at that time, but 6342 kHz. can be Telemetry and communications equipment is set up on the vessel’s Bridge
used instead. Call ‘‘Girassol Radio’’. with the vessels dimensions fed into the system (Since it has 2 antennas, it
Pilot Boarding: Position for Pilot boarding will be given by the terminal. It is able to provide the vessel’s heading).
will normally be 3 n.m. NW of the berth. A remote readout of the vessel’s position, buoy conditions, etc., as well
At present, the pilot ladder combination is to be rigged 1.0 ft. above the as ESD and mooring quick release, are linked to the equipment. The
water for the boarding of Pilot and Berthing Master from an orange workboat equipment remains on the vessel’s Bridge so ESD is not readily available.
(this work boat is likely to be changed in the future). Hoses: Both berths are equipped with 2␺16 in. diameter floating hoses,
The work boat is used for Terminal transport, but there is also a Surfer which are secured by camlock at the vessel’s manifold, for quick release (A
Class Pilot boat in operation (Both are high speed craft). break-off fitting is also part of the hose string).
Terminal Personnel Boarding the Export Tanker: Pilot, Berthing The vessel’s crew connect up the floating hoses under the direction of the
Master (French), ship’s Agent and Surveyor(s). Berthing Master, that is usually carried out when the authorities are on board.
Angolan Authorities Personnel Boarding the Export Tanker: Loading Rate: Max. 6,000 cu.m./hr.
4 Government Officials will board the vessel when convenient, usually once Girassol Crude Oil Characteristics:
berthed, but do not remain on board. API 31.0 (approximate).
Customs Officials remain on the FPSO to issue the Cargo Manifest. Temperature 93.6␥F (34.2␥C).
Anchorages and Draft Limitation: Due to the depth of water, there is no RVP 5.7 PSI on MSD (although seems less).
anchorage or draft restrictions. No sulphur.
Pour point 0␥C.
Waiting Area: There is a Waiting Area centred on position Lat. 07␥ 40’ S,
Long. 11␥ 37’ E with a radius of 2 n.m. Marine Safety Data Sheet (MSD): Safety Data Sheet for the cargo was
available on request. It indicates that the cargo is almost free of sulphur and
Prohibited Area: Vessels are prohibited from proceeding east beyond H2S.
Long. 11␥ 39’ E without a berthing Pilot on board.
Cargo Documents: All the usual cargo documentation is issued by the
Drifting: Vessel arrived in ballast condition and drifted in direction 010␥(T) terminal. This will take in the region of 3 hours.
at 0.3 – 0.7 knots overnight.
Medical: Emergency evacuation by helicopter is possible to Luanda.
Restrictions: Berthing can be carried out from 0600 – 1500 hrs. each day.
Departure can be at any time, day or night.
Fresh Water/Fuel: There are no facilities at the terminal for the receipt or
supply of either fresh water or bunkers.
Weather Limitations (SBM):
Current: 2 knots Repairs: Reference is made to limited facilities in Luanda in the Port
Wind Strength: Berthing 25 knots, sea 1.8 m. Information Book.
Cargo operations 35 knots Pipeline to SBM: Floating steel pipeline configuration at depths of from
Swell Height: Berthing 1.8 m. 300 – 600 m. connect FPSO and SBM.
Cargo operations 3.4 m. Pipeline to FPSO: Pipelines rise on the East side of the FPSO from a
depth of 1,350 m.
This might be optimistic, in view of the fact that the tug has an open aft All work was completed by Remote Operated Vessel (ROV), as depths
deck. are too great for divers to work.
Weather Limitations (Tandem Mooring – FPSO): Oil Wells: Wells are indicated outside the 7 n.m. fishing Exclusion Zone.
Wind Strength: Berthing/Cargo operations 20 knots The depths on these wellheads, which appear to be unconnected, was not
Swell Height: Berthing 1.8 – 2.5 m. ascertained by our vessel.
Current conditions are more critical as the FPSO is moored heading Current and Prevailing Winds: Whilst wind direction is fairly constant
020␥(T), and cannot weathervane, hence the export tanker’s envelope is from the SW through to SE, current direction can be quite variable, and
limited. heading on the buoy can be at right angles to swell causing vessel to roll or
Max. Size: SBM: 315,000 d.w.t. double hull tanker fully loaded pitch if heading into the swell.
(displacement 400,000 tonnes). Swell: SSW 1.5 – 2.5 m. period of 12 seconds. Sea and swell are stronger
FPSO: 250,000 d.w.t. displacement tanker. from May to October.
Approaches: The facility is radar conspicuous, first visible at 36 n.m., and Fishing and Navigation Prohibited: The prohibited area is centred on
also has a Racon Beacon (X and S band). position Lat. 07␥ 38’ 59" S, Long. 11␥ 41’ E with a radius of 7 n.m.
There is a conspicuous flare 95.0 m. high on the bow of the FPSO (northern SHIPMASTER’S REPORT: December 2002.
end). Vessel: Tanker, 298,000 d.w.t.
Vessels can approach from any direction. There are no navigational Cargo: Crude oil.
dangers, but vessels must not enter the Prohibited Area without a Berthing Notice of Readiness (NOR): Vessel shall address their NOR to
Pilot on board. See ‘‘Prohibited Area’’. TotalFinaElf Exploration and Production, Angola. It will only be accepted
Approaching from the east is not advised, due to current work taking place. during Block 17 terminal’s open hours from 0600 – 1500 hrs.
Radio: Communication is via Inmarsat and ship’s Agent. 72 hours prior to Tanker Arrival: Block 17 terminal requests the Master of the offloading
arrival, a questionnaire is to be returned to the terminal. vessel to prepare a loading plan in order to:
The terminal is contacted via the Atlantic East satellite: Identify cargo tanks, change over and opening/closing of cargo valves.
Tel: 322 689 862. Minimise the draft difference between the FPSO and the offloading vessel
Fax: 322 689 866. throughout offloading operations, consistent with the offloading vessel’s
Telex: (042) 570835 (Via France). trim/stability and stress restraints.
Email: EP-FE-AOB17-GIR@elf-p.fr Any change in ETA must be duly notified.
SSB Radio: 6342 kHz. 10115 kHz, 7823 kHz. Ballast must not be less than 30% of the S.d.w.t. cargo capacity. Ballast
may not be discharged without the Pilot’s permission.
Pre-Arrival Notice: Vessel should give 72 hours, 48 hours and 24 hours Tankers proceeding to load at the Girassol Terminal must give 4 hours
notice prior to arrival. prior notice of their arrival by radio on VHF Channel 16.
VHF: Continuous watch is maintained on Channel 16 and working Prior to Pilot boarding, the offloading vessel’s emergency towing arrangement
Channels 71/17 (Pilots) and 67 (Loading Operations Channel). should be prepared on the starboard side with the emergency tow equipment
Loading is carried out using Channel 67 as the operations channel. All ready for immediate deployment. It should remain in place and ready for
communications with the Terminal are conducted by either the Pilot or immediate use throughout the vessel’s call.
Berthing Master. Pilotage: Compulsory. The offloading vessel’s Masters are not authorised
Loading Berths Moorings: There are two loading berths that have the to leave the waiting area and proceed to the loading point without the
following mooring systems: assistance of the Pilot. The Pilot is the TotalFinaElf Exploration and
SBM: 2␺90 m. long grommets and chafe chain 76 mm. diameter. Production Angola representative on board the offloading vessel and is
FPSO: Tandem mooring bow to bow. 1␺100 m. hawser and chafe chain present on board throughout the stay at the terminal.
76 mm. The Pilot boards the vessel 3 n.m. NW of the SBM buoy during daylight
All moorings are equipped with a quick-release system at both berths. hours.

See guidelines for compiling and submitting information (page xi) 29

ANGOLA Girassol
The approach, mooring, deballasting, loading and preparation for departure Objects Overboard: Any object which is dropped or falls overboard and
operations may be delayed or suspended if the Pilot considers safety which is a danger for the oil installation and the navigation must be declared
precautions on the tanker are not as per terminal requirements. to TotalFinaElf Exploration and Production Angola and to Angolan authorities.
The Pilot’s assistant is stationed on the forecastle of the offloading vessel The offloading vessel’s owner shall immediately at its own expense signal
during the vessel’s approach and mooring operations to assist the Pilot by and mark out any items which have been allowed to fall overboard during
reporting position approach data and to advise the tanker’s personnel in the the offloading vessel’s stop-over within Block 17’s perimeter limits. The
handling of mooring equipment peculiar to the terminal. offloading vessel’s Owner shall also raise and remove such items, within
The offloading vessel shall have the pilot ladder/accommdation ladder 60 days from TotalFinaElf Exploration and Production Angola’s notice, at its
combination rigged (with a small lashing locating the two ladders alongside own expense, when requested by the public authority or by TotalFinaElf
each other) 2 ft. above the water on the port side. The derrick boom/cranes Exploration and Production Angola.
must also be rigged to receive the cargo handling equipment. Garbage Disposal: Disposal of garbage, victual, domestic and any
Mooring Crew/Work Boat: Terminal mooring operations are conducted operational waste overboard is strictly prohibited.
under the Pilot’s instructions. Mooring crew and work boats and/or launch Safety Measures: The offloading vessel’s Master must:
remain at the Pilot’s disposal throughout mooring, loading and unmooring Be capable without delay of mobilising sufficient crew numbers to be able
operations, including hawser and floating hose connection and persons to safely manoeuvre the offloading vessel and engage in firefighting
transfer. operations.
Assistance Vessels: They are under the Pilot’s instructions. A tool box for Maintain the offloading vessel in fully operational condition, including the
the connection of the floating hoses is loaded from the vessel and placed on inert gas and firefighting system.
board the tanker close to the port manifold. Organise continuous surveillance of the mooring and loading systems.
The vessel(s) will remain at the Pilot’s disposal throughout mooring, loading Under special circumstances and under the Pilot’s instructions given on
and unmooring operations to assist in holding the tanker in position while at the offloading vessel’s arrival, the vessel’s Master shall keep the engine room
the terminal. manned, the main engine ready on short notice and the vessel ready to
A telemetry system is installed on bridge prior to berthing. The system manoeuvre at any time.
consists of antennas that need installing and a computer. In other circumstances, the main engine is to be ready to manoeuvre at
Personnel Boarding the Offloading Vessel: The following personnel 10 minutes notice.
will board the offloading vessel, either with the Pilot and his assistant prior Boarding and disembarking of the Pilot, authorities, cargo inspectors and
to commencing the approach to the terminal or after mooring operations are any persons from TotalFinaElf Exploration and Production Angola are under
completed. The offloading vessel’s Master is required to provide the entire responsibility of the offloading vessel’s Master.
accommodation for a total of five persons during the stay at the terminal: OPERATOR: Head Office (France): Direction de la Communication
Ship’s Agent TotalFinaElf, 2 Place de la Coupole, La Defense 6, 92078 Paris de la
Cargo Surveyor Defense Cedex, Paris, France. Tel: +33 (1) 4744 4546. FAX: +33 (1)
Two Pilots 4744 3232. Web: www.totalfinaelf.com Contact: Christine Melville,
Assistant Pilot. Corporate Communications Officer (Tel: +33 (1) 4744 4591. Fax: +33 (1)
VHF: A radio watch must be maintained on board the tanker. The Pilot or 4744 4846. Email: christine.melville@totalfinaelf.com).
his assistant will remain in constant radio contact on Channel 77 with the Head Office (Angola): Total E&P Angola, Av 4 Fevereiro No 37, Luanda,
Girassol FPSO Loading Master, the FPSO Control Room and the tanker’s Angola. Tel: +244 (222) 672000. FAX: +244 (222) 672261.
cargo control room. Telex: 424-570-835 EF-FE-AO
All instructions exchanged between the Girassol Terminal and the tanker B17-GIR.Email: EP-AO-DB17.GIR-MARINE-RSPONSABLE@total.com
must transit via the Pilot or his assistant. The system and its back-up must Contact: Pierre Lourioux, MNI,MEI, Marine Superintendent
be tested prior to each mooring and offloading operations. (Mobile: +244 912 641480).
Hose Connection: The port side tanker manifold must be prepared for Terminal: Tel: 870-322-689-862 (Inmarsat).
connection of 2␺16 in. 150 lbs. cargo hoses.
FAX: 870-322-689-866 (Inmarsat). Telex: 042-570-835 EP-FE-AO B17-GIR.
Hose connection/disconnection operations are undertaken by the
Email: EP-FE-AOB17-GIR@elf-p.fr Contact: Pascal Marie Ranger, Offshore
offloading vessel’s crew and supervised by the Pilot or the Assistant Pilot.
Installation Manager.
The required safety and firefighting equipment and the spillage response
equipment must be positioned close by the manifold.
Deballasting – Water Pollution: All deballasting operations have to be
carried out in compliance with the international convention MARPOL. There GREATER PLUTONIO TERMINAL:
are no reception or treatment facilities at the terminal. The offloading vessel 07␥ 50' S 012␥ 07' E
must therefore have clean or segregated ballast on arrival. Any crude oil
tanker arriving with polluted ballast may be required to leave the loading
berth.
OVERVIEW: The FPSO ‘‘Greater Plutonio’’ a purpose-built vessel, LOA
310 m., with storage capacity of 1,770,000 bbls. and processing capacity
Loading Operations: The offloading vessel shall provide the Pilot with a 240,000 bbls./day, spread-moored in approximate depth 1,300 m., with
loading plan prior to commencement of cargo operations. Any change in export tankers arriving every 4 – 5 days.
valve configuration on the loading system must be notified, prior to carrying There are two loading points: Primary loading point is the CALM SBM buoy
out the operation, to the Pilot to prevent any risk of over-pressurising the located in position Lat. 07␥ 49.8' S, Long. 12␥ 07.2' E. Secondary loading
Girassol Terminal installations. point is the FPSO located in position Lat. 07␥ 50.9' S, Long. 12␥ 06.7' E where
The offloading vessel’s Master is responsible for all valve openings and export tankers are tandem-moored on a heading 203␥(T).
closures and for the safety of the cargo on board the vessel.
Loading Rates: FPSO loading rate at the SPM buoy or tandem mooring LOCATION: In deep-water offshore Angola, SE of Paladio.
is 6,000 cu.m./hr. DOCUMENTS: Notice of Readiness (NOR): NOR to be presented on
The Master of the offloading vessel will notify the terminal of the vessel’s arrival at the waiting area and when the export tanker is ready in all respects
loading rate on the information sheet on arrival. to load cargo. The NOR must be compiled and addressed to the Greater
Emergency Load Stoppage: For an emergency stop, the offloading Plutonio Terminal, in English, and is only accepted during terminal operating
vessel’s Master must, whenever possible prior to closing the supply valves hours of 0600 – 1500, providing the terminal is not closed due to other
at the manifold, warn the Pilot and Terminal on VHF Channel 67. circumstances.
Offloading operations may only recommence with the agreement of all Also see ‘‘Kuito Marine Terminal’’ and ‘‘Dalia’’.
parties involved in the operation. ISPS COMPLIANCE: Terminal is compliant.
Emergency Unmooring of the Offloading Vessel: The Pilot may RESTRICTIONS: Mooring operations are normally conducted during
decide to unmoor the offloading vessel at any time he deems it necessary daylight hours only, 0600 – 1500, but under exceptional circumstances and
for safety reasons. The resultant delay is recorded on the time sheet and with the agreement of the export tanker’s Master, the terminal may authorise
shall not count as lay-time. mooring after 1500 hrs.
Final Stoppage Agreement: Prior to commencing loading operations, the Restricted Areas: Masters of export tankers are advised that it is prohibited
twp parties (Block 17 Terminal Loading Master and offloading vessel’s to approach within 5.0 n.m. of the FPSO or the CALM buoy without the
Master) must come to an agreement on the quantities to be loaded, as per Mooring Master and/or terminal representative on board.
the instructions received by each party. The order of precedence of load Approach and Continued Berthing: At the discretion of the Mooring
stoppage orders is therefore as follows: Master and export tanker’s Master if sustained wind speed less than 25 knots,
Stoppage by the terminal if a maximum quantity to load is not to be significant wave and swell heights, less than 2.0 m. and visibility greater than
exceeding (e.g. ␺ bbls. Max. ␺ % less at buyer’s option). 1.5 n.m.
Stoppage by the terminal within the limits set in the instructions (e.g. ␺ bbls.
+/␤5% at the buyer’s option) if the terminal cannot accept, for reasons in
Approach and Continued Operations: Mooring Master and export
tanker’s Master to review and consult with Offshore Installation Manager
connection with operations and insufficient quantities produced, to deliver the
(OIM) to confirm acceptance for approach and continued operations if
quantity requested by the offloading vessel’s Master.
sustained wind speed 25 – 35 knots, significant wave and swell heights
Or stoppage by the offloading vessel’s Master if the quantity to be loaded,
agreed on by the two parties, is within the limits set in the instructions 2.0 – 3.5 m. and visibility greater than 0.5 – 1.5 n.m.
(e.g. ␺ bbls. +/␤5% at buyer’s option). Cessation of Operations: No approach or berthing and transfer to stop
Formalities Prior to Departure of Offloading Vessel: The Pilot will and commence disconnection when sustained wind speed more than
leave two sealed cans of samples on the offloading vessel and also provide 35 knots, significant wave and swell heights more than 3.5 m. and visibility
all the commercial lifting documents, as per the directions received by the less than 0.5 n.m. (during berthing).
Girassol Terminal. PILOTAGE: Compulsory except when arriving at or leaving the waiting
Departure on Completion of Loading Operations: The offloading area. Mooring Master/Loading Master and officials board in position
vessel will unmoor as soon as possible after completion of cargo operations. Lat. 07␥ 45' S, Long. 12␥ 09' E.
Pollution: Any oil pollution caused by the offloading vessel, her Master or Upon arrival on board of the Mooring Master/Loading Master, the export
crew and her owners shall protect, defend, indemnify and hold harmless tanker’s Master is required to sign an acknowledgement of receipt of the
TotalFinaElf Exploration and Production Angola from and against any loss, Terminal and Safety Regulations. Mooring Master/Loading Master boarding
damage, liability, suit, claim or expense arising therefrom except where said arrangements, either a pilot ladder and/or a combination ladder, shall comply
pollution is caused by the sole negligence of TotalFinaElf Exploration and with IMPA and SOLAS requirements.
Production Angola, their Contractors, Subcontractors, Agents and Servants. Berthing Permission: On arrival at the waiting area, the export tanker’s
The Pilot may suspend operations or may unberth the offloading vessel, if Master is advised of anticipated date and time of berthing.
there is suspicion that the tanker is causing oil pollution. Any time lost as a Mooring Master/Loading Master: Shall monitor the loading operation
result of suspicion, delay or unberthing arising from the oil spill incident and may request the export tanker’s Master to implement additional
attributable to the offloading vessel shall not count as used laytime. necessary measures whilst at the terminal.

30 Readers are encouraged to send updates and additions (page xi)

Greater Plutonio Terminal ANGOLA
Personnel Boarding the Vessel: As far as is possible all names and Note: Maximum trim at anytime is 3.0 m. by the stern with propellor fully
identification badge numbers will be provided by the terminal by email prior immersed.
to the boarding party arriving. The vessel should be prepared to accept on 2␺16 in. hoses will be connected to starboard manifold
board the following (maximum nine) personnel: Maximum loading rate is . . . . bbls./hr.
Mooring Master/Loading Master All cargo tanks to be inerted and under positive pressure prior to arrival
Assistant Mooring Master/Loading Master Present port security level in line with ISPS level 1
Mooring Technician Regards, Greater Plutonio Terminal.
Customs officer/fiscal police VHF: The terminal listens on Channel 16 and works on Channel 8.
Harbour officer (Port Authority representative) MOORING: Anchors are to be firmly home and fully secured while
Immigration officer manoeuvring in the restricted area. The crew of export tankers visiting the
Marine Safety Inspector terminal are required to perform all operations relating to the export operation,
Shipping Agent including but not limited to connection and disconnection of stern tug, mooring
Cargo Inspector. and unmooring, connection and disconnection of hoses, all under the
The following personnel remain on board the export tanker throughout the direction of the Mooring Master/Loading Master and assistant.
loading operation, and the Master is requested to provide them with food Additional vessels will also assist during the mooring and hose connection
and accommodation until the export tanker departs the berth: phases of the operation. These are the terminal tug, workboat and mooring
Mooring Master/Loading Master assist boat. The tug will normally be secured prior to commencing the final
Assistant Mooring Master/Loading Master approach to the berth and will remain connected to the export tanker’s stern
Mooring Technician throughout the export operation.
Customs officer/fiscal police The workboat will assist during mooring by manoeuvring the export hoses
Shipping Agent clear of the approaching export tanker and upon completion of mooring, pass
Cargo Inspector. the export hose(s) to the tanker for connection to the vessel’s manifold. The
The Mooring Master and Assistant Mooring Master accommodations are mooring boat will connect the individual vessel messenger lines to the
to be equivalent to officer standards. moorings pick-up ropes and assist during hose retrieval and connection as
ANCHORAGES: Due to depth of water there is no suitable anchorage required.
available. Vessels shall wait in a holding area radius 10 n.m. centred on Pre-Mooring Checklist: No less than 2.0 n.m. from the terminal, the
position Lat. 07␥ 36.0' S, Long. 12␥ 14.0' E. Mooring Master and Master shall complete the Pre-Mooring Checklist.
PRATIQUE: The Chief Medical Officer of the Port Health Authority may Forward: 2␺38 mm. ␺ 200 m. messengers to be available forward and be
conduct the health inspection before approach operations commence or after in good condition. Two dedicated storage drums should be made available
the vessel is moored. The health authorities in the port of Luanda may grant on the bow to enable the safe retrieval of messenger and subsequent mooring
free pratique by radio. In the event of a contagious disease on board, the hawser pick-up lines.
export tanker’s Master must alert the Chief Medical Officer of the Border Aft: Two mooring ropes in good condition to be available aft for use as
Health Authority prior to arrival. emergency towing lines.
PRE-ARRIVAL INFORMATION: Export tankers shall forward their Mooring Operations: The Mooring Master will inspect and prepare the
initial ETA via email or fax on departure previous port. Further updates shall mooring equipment forward at the tanker bow and thereafter the hose
be sent 96, 72, 48, 24 and 4 hours prior to arrival. Further updates to be sent connection equipment at the starboard manifold in readiness for securing the
when within VHF range. hoses. During the approach stages, the Mooring Master will remain forward
An update shall be sent as soon as is possible if ETA varies by more than and provide distances during approach and information to the Pilot
6 hours and if after the 24-hour notification more than 1 hour from the original concerning the progress with mooring operation.
ETA. Notify the terminal of any significant changes in the ETA, or in the The approach will be controlled and monitored by the Mooring Master and
availability of the vessel to commence loading upon arrival, that has any export tanker personnel. There are no navigational restrictions in the
potential negative impact on the timing of terminal operations. approach routes and as such the approach can be aborted at any time until
Standard Message: On receipt of nomination from the operators, the the point where the messenger from the tanker is connected to the hawser
terminal will send to the vessel the following standard message. Erroneous pick-up line.
information may result in delays to berthing which will be for vessel account. At approximately 1.0 n.m. off the FPSO, the stern tug will be made fast
From: Greater Plutonio Terminal through the aft centreline fairlead. At 0.5 n.m. from the FPSO, the astern
To: Master of . . . . . movement of the vessel should be tested and the tanker should be brought
Your vessel has been nominated to load the following cargo at the Greater to a stop in the water. At this point, the Pilot shall confirm with the OIM that
Plutonio FPSO: the export tanker is still granted permission to enter the 500 m. Exclusion
Cargo: Zone around the buoy. Failure to receive confirmation will result in an abort
Cargo number: of the approach and the export tanker will turn and return towards the holding
Quantity: area until such time as permission to enter the 500 m. Exclusion Zone is
Approximate API: 32.6 granted.
Approximate temperature: Prior to the approach, the workboat will recover the towing pennant on the
Destination: floating hose assembly and tow the hoses clear of the mooring area as
Date range: advised by the Mooring Master and maintain position. As the export tanker
Vessel will load at the CALM Buoy at Lat. 07␥ 49.8' N, Long. 12␥ 07.2' E. approaches the buoy, the mooring boat will retrieve the marker buoy and
Vessel should proceed to waiting area of 10 n.m. radius centred on pick-up rope on the port hawser, disconnect the marker buoy and attach the
Lat. 07␥ 36' S, Long. 12␥ 14' E. Pilot and officials will board in position messenger line to the pick-up rope. When the export tanker is close to the
Lat. 07␥ 45' S, Long. 12␥ 09' E. CALM buoy, the tanker messenger line shall be lowered to the water line, in
Accommodation/pilot ladder combination with pilot ladder rigged 1.0 m. readiness to connect to the hawser messenger rope. When the messengers
above water line and accommodation ladder 4.0 m. above water line. are connected and mooring boat has manoeuvred clear, the mooring hawser
The ship derrick/crane should be rigged on the starboard side ready to lift can be winched in. The use of winch end drums is prohibited. Once the chafe
hose connecting material at same time as Pilot boarding. Mooring and hose chain is on board and secured in the stopper, the mooring boat will then
connection is to be performed by vessel crew with local advice. retrieve the starboard mooring assembly, repeating the procedure to make
Accommodation will be required for six persons (Pilot, Mooring Master, the second hawser and chain fast.
Mooring Technician, Customs official, Cargo Inspector and ship’s Agent). In
order to comply with ISPS, names will be provided under separate message. Unmooring: Following the completion of loading and subsequent to the
The following information should be transmitted by email to quantity delivered being verified by the terminal, the vessel will be instructed
Email: gpterminal@bp.com and copied to Email: rob.bruce@bp.com and/or to disconnect both hoses, let go from the berth and proceed to the terminal
by Fax: +244 (222) 638080. waiting area. During these operations, the measurement and sampling of the
A) ETA and intended NOR export tanker’s cargo tanks will be completed, in conjunction with the
B) cargo requirement in bbls., nominated discharge ports appointed cargo surveyor, and the ship’s cargo calculations progressed.
C) confirm vessel bow is fully OCIMF compliant with SBM Upon completion of disconnection of the hoses, the Mooring Master will
recommendations and advise number, type and SWL of bow proceed forward to the bow to supervise the unberthing operation. Lines will
stoppers be let go one at a time, normally the starboard chain will be first, dependent
D) CLC, IOPPC upon prevailing conditions. Only once the two bow lines are completely clear
E) last port and expected volume of cargo/OBQ on arrival will the export tanker’s main engine be used. Once the export tanker is well
F) owner, operator, charterer clear of the berth, the stern tug will be let go from aft by ship’s crew and then
G) address and telephone of owner, operator, charterer the export tanker will proceed to the waiting area.
H) flag, port of registry After completing all cargo documentation and when the Mooring
I) S.d.w.t., max. summer draft, g.t., n.t., LOA, beam, year built Master/Loading Master are satisfied that the export tanker is clear of the
J) Master’s full name as to appear on Bill of Lading terminal area, the workboat will be called to disembark all terminal personnel.
K) call sign Emergency Unmooring of the Export Tanker: The Mooring
L) SCAC code (if required), confirm date element reference to charter Master/Loading Master, in consultation with the Greater Plutonio OIM and
party or Bill of Lading date export tanker’s Master, may decide to unmoor the vessel whenever it is
M) arrival drafts fore and aft and expected departure drafts fore and aft, deemed necessary for the safety of personnel, the vessel, or the FPSO. The
maximum trim during loading export tanker’s Master shall ensure that no maintenance is undertaken upon
N) ISPS security level, name and rank of SSO critical vessel equipment whilst moored and loading at the terminal and that
O) confirm 220V available in pilot cabin or provision of transformer to the vessel’s propulsion and manoeuvring systems are immediately available.
convert to 220V HOSES: The export tanker shall prepare two manifolds on the starboard
P) volume of ballast to be discharged, time required if not concurrent side ready to accept 2␺16 in. ␺ ANSI 150 tanker rail hoses with camlock
Q) confirm equipment to measure O2, H2S and mercaptan are available, couplings.
calibrated and operational Crane/Derrick: Minimum SWL 15 tonnes, rigged and ready for transfer of
R) confirm cargo tanks less than 8% O2 and less than 10 p.p.m. H2S the export hose toolbox from the terminal support vessel to the export tanker.
and less than 0.5 p.p.m. mercaptan Hose Disconnection: Upon completion of loading, the terminal will confirm
S) name of ship’s Agent to the Mooring Master/Loading Master that transfer has been complete, the
T) LR/IMO number
export system has been shut down and that all terminal valves are closed
U) vessel capacity at 98%
and the Mooring Master/Loading Master will close the manifold butterfly
V) cargo tanks to be loaded
valves before instructing the export tanker to close both ship’s manifold valves
W) Tel. and Fax details of vessel
and commence draining the section of line between the hose valve and the
X) maximum loading rate accepted using 2␺16 in. connections.
tanker manifold valve in line with the normal procedures. The export tanker’s

See guidelines for compiling and submitting information (page xi) 31

ANGOLA Greater Plutonio Terminal
Master will then be asked to prepare for departure but the main engines shall POLLUTION: The Mooring Master/Loading Master may suspend
not be tested prior to hose disconnection. operations and/or may unberth the vessel if there is suspicion that the export
CARGO OPERATIONS: Cargo Transfer: Following the Pre-Loading tanker is causing oil pollution.
Conference, the tanker will confirm that all lines and valves are set and the All MARPOL requirements shall be observed.
tanker is ready to receive. Once this confirmation has been received, the The FPSO has an approved Oil Spill Contingency Plan (OSCP) with which
Mooring Master will the Mooring Master/Loading Master is familiar.
⌻ open the butterfly valves on the two floating hose strings MEDICAL: No facilities available. In an emergency, medical evacuation
⌻ instruct the workboat to take up position close to the floating hose may be organised by the terminal at the export tanker’s expense. The ship’s
⌻ call Plutonio Control and confirm volume top be exported Agent shall officially make a request to BP Angola for medical evacuation.
⌻ call Plutonio Control and advise whether tanker or terminal stop FIRE PRECAUTIONS: Portable and fixed firefighting equipment is
⌻ call Plutonio Control and instruct them to commence transfer at slow rigged on deck and in the vicinity of the manifold as per International Safety
rate. Guide for Oil Tankers and Terminals (ISGOTT) Tanker Safety Checklist.
In conjunction with the tanker, the Mooring Master will ensure that the
tanker performs slow speed checks of lines and manifolds and that cargo is WEATHER/TIDES: Currents: Currents in the area lie within the eastern
being received into the correct tanks and no where else. The workboat will half of the general counter clockwise circulation of water of the South Atlantic.
commence patrolling the floating hose string, also checking that there are no The remnants of the Benguela Current generally set NW in the area and can
signs of pollution. reach up to speeds of 2.0 knots, but average less than 1.0 knot.
When flow can be audibly heard at the manifold, this will be reported to Winds and Visibility: SE trade winds, blow ESE – SSE, are the
the Plutonio Control Room by the Mooring Master. When the export tanker predominant winds over most of the area. Sudden thunderous squalls also
is satisfied that all lines are tight and cargo is being received into the correct develop in the area and are usually preceded by a dense cloud bank with
tanks, the Mooring Master will be advised and requested to increase rate. down drafts/squalls in excess of 50 knots may be experienced. Reduced
The Mooring Master will request a gradual ramp up to the agreed rate. visibility may occur occasionally, predominantly overnight and through early
Throughout the transfer, the tanker will be required to record hourly loaded morning but may on occasion last all day. In extreme cases visibility may be
volumes (TOV) and rates, general weather conditions, direction and distance less than 200 m.
of the buoy as well as ship’s heading and to exchange such information with Waves: Wave patterns tend to follow the prevailing wind. Swells usually of
the terminal. less than 2.0 m. are predominantly from the south and SW.
Topping Off: If the export tanker is able to load the full terminal nominated Rainfall: Between the equator and Namibia, the rainfall amounts generally
quantity, the stop will be a terminal stop. decrease from approximately 2,000 mm. at Port Gentil to around 15 mm. at
If the export tanker is unable to load the full terminal nominated quantity, Walvis Bay with the greatest rainfall occurring between October and April.
then it will be a ship stop. 60 minutes’ notice to completion of cargo loading Temperature: Daily average 22 – 35␥C.
operations is required. 30 minutes prior to completion, the Mooring Master Humidity: Average as high as 75 – 85%.
will be present in the export tanker CCR. 15 minutes before expected Tidal Rips: May occur in the vicinity of the terminals on an irregular basis.
completion, the Mooring Master will be positioned at the tanker manifold area Strong sudden changes in surface currents occur. For tandem mooring
and the export tanker crew will also be standing by with equipment ready to operations, the amount of change of heading is dependent on the drafts of
perform the hose disconnection. the vessels and is most pronounced when one vessel is light and the other
The export tanker shall leave the vessel’s manifold valves and last tank vessel is heavy. The approach of one of these rips is very difficult to detect
open until instructed by the terminal to close the valves. during daylight and nearly impossible to detect at night. Should a tidal rip
Loading Rates: Maximum cargo transfer at the CALM buoy is affect the terminal and export tanker, all cargo operations shall cease until
37,700 bbls./hr. and FPSO tandem mooring 50,000 bbls./hr. Loading rate the Mooring Master is satisfied that the situation is under control. If necessary,
including details of the staggered start-up rate and the cargo transfer rate preparations shall be made for disconnecting the hoses and export tanker.
required during final topping-off at completion of cargo will be agreed at the Environmental Influences: Direction towards which normal winds, waves
pre-loading conference. and surface-mixed layer currents which occupy the upper 45.0 m. of the water
Cargo Inspection: Tank inspection and quantity measurements are column would be directed. The surface mixed-layer currents flow toward a
normally conducted in the presence of the nominated cargo inspectors and wider range of directions than indicated by the Angola Current alone since
Angolan authorities. Where no cargo surveyor is nominated or fails to arrive the normal currents are weak and influenced by tidal currents. The Congo
onboard, the Mooring Master/Loading Master may accompany the export River plume current will only occasionally be present at any site in
tanker’s crew during tank inspection. Block 18 and is not considered a normal condition. Direction toward which
Language: All communications shall be conducted in English. extreme swells, mixed-layer currents, which occupy the upper 45.0 m. of the
Cargo Watch: Throughout the export tanker’s stay, a watchman shall water column or winds would be directed. It should be assumed that the
monitor the export tanker’s bow and the loading manifold. River Plume current, when present, occupies the upper 3.0 m. of the water
Communications: Export tanker shall be fitted with a base station type column and has the same range of direction as the winds.
VHF within the cargo control room to ensure that communications are NEAREST AIRPORT: Luanda International Airport.
available with the FPSO throughout loading. Portable handsets for this OPERATOR: Operator: BP Angola, Avenida Rainha Ginga 87,
purpose are not considered acceptable. Luanda, Angola. Tel: +244 (222) 637440. Fax: +244 (222) 637333.
Tank Atmosphere: Prior to arrival at the terminal, the export tanker’s Web: www.bp.com
Master shall ensure that O2 levels in cargo tanks is less than 8%, H2S levels Terminal: Greater Plutonio Terminal, Angola. Fax: +244 (222) 638080.
in cargo spaces are less than 10 p.p.m. and mercaptan levels are less than Email: gpterminal@bp.com Contact: Offshore Installation Manager/Marine
0.5 p.p.m. Purging of cargo spaces may only be undertaken in the waiting Super’dent.
area. Upon boarding the vessel and prior to commencing berthing operations,
the Mooring Master/Loading Master will verify tank levels. If export tanker is
not compliant it will return to the waiting area or to sea until the tanks are KIABO MARINE TERMINAL: 07␥ 20' S 012␥ 35' E
purged below the levels stated.
Cargo Ullage Report: The export tanker shall produce an ullage report for (See Plan)
the loading operation that contains gauging details for each cargo tank,
including ullages, temperatures and free water quantities both before and OVERVIEW: The FPSO ‘‘Ocean Producer’’ is a Floating Production,
after cargo transfer operations signed by the Master, Officer in Charge (OIC) Storage and Offloading vessel. The FPSO is a converted 78,061 d.w.t. export
and cargo surveyor. tanker, registered under the Liberian flag and has an overall length of 240.5 m.
Copies of the export tanker pre-loading OBQ report and post loading ullage The loaded draft is 13.41 m. The total crude oil storage capacity is
report comprise part of the cargo documentation and must be given to the 514,000 barrels. Water depth 76.19 m. with no significant change within the
Mooring Master/Loading Master. operating area.
Cargo Samples: On completion of loading, cargo samples are taken and With a bow heading of 022.5␥(T) from north, the FPSO has permanent
distributed as per charter party instructions. moorings port and starboard to buoys off the bow and stern quarters (See
In all cases, the terminal will collect a composite sample of Plutonio Blend ‘‘Plan’’ – Figures 1 and 2).
Crude Oil, passing 2␺1 litre samples to the export tanker’s Master for delivery Four sub-sea production wellheads are 168 m. astern of the FPSO (See
to the consignee. ‘‘Plans’’ – Figures 1 and 2).
Cargo Figures Required: The Mooring Master/Loading Master requires There is a laboratory onboard, capable of carrying out a limited number of
the following post loading cargo figures from the export tanker: tests on the crude oil stock.
Gross standard volume in bbls.: 60␥F FPSO ‘‘Ocean Producer’’ Radio Call Sign: ‘‘5 LBJ’’.
Gross standard volume in cu.m.: 15␥C Marisat ID No. 011 (871) 124-1412.
Increase in free water found in tanks loaded at this terminal.
LOCATION: In territorial waters off the Coast of Angola, West Africa.
FPSO Stern Co-ordinates: Lat. 07␥ 20' 30" S, Long. 12␥ 35' 24" E.
Letters of Protest: Notes of Protest, if any, shall be handed to the Mooring Angolan Shoreline: 17 n.m.
Master/Loading Master, who is authorised to receive all Protests. All such
Protests will be endorsed with the words ‘‘Acknowledgment of receipt only, CHARTS: BA Chart No. 604.
without prejudice’’. The Mooring Master’s signature only confirms receipt and DOCUMENTS: See ‘‘Berths’’ and ‘‘Cargo Operations’’.
does not confirm any agreement with text contained within the Note of Protest. MAX. SIZE: 150,000 d.w.t., depth 76.2 m.
BALLAST: Greater Plutonio Terminal is not equipped with ballast reception Also see ‘‘Berths’’.
facilities. Vessels must therefore have segregated clean ballast on arrival. RESTRICTIONS: No draft restriction. Mooring and unmooring during
Vessels shall arrive with segregated clean ballast and maximum trim at daylight hours only (see ‘‘Berths’’).
anytime not exceeding 3.0 m. by the stern with propellor fully immersed. Marine Terminal Closure: Notice of Readiness will not be accepted during
Ballast must be such that the vessel deadweight is not less than 30% of the periods when the marine terminal is closed. The marine terminal is closed
summer deadweight and that this is maintained throughout the loading. when the weather is such that it is too rough for export tankers to moor or
Vessels may discharge clean ballast at the waiting area as long as they stay remain safely moored to the FPSO. Any decision regarding the opening and
within the 30% deadweight requirement. All ballasting operations shall comply closing of the marine terminal will be made solely at the discretion of the
with the MARPOL 1973/78 and amendments. company. In such case, the marine terminal will provide the export tanker’s
Segregated ballast tankers are required to have cargo sea valves sealed, Master with a written notice of the time during which the port was closed due
or mechanical means of isolation in place, whilst in the waiting and restricted to adverse weather. Vessels required to leave the marine terminal area on
areas. All tankers arriving at the terminal must be in possession of a Ballast account of weather should keep in contact with the marine terminal via VHF
Water Management Plan and must have completed treatment or exchange radio, in order that they will be readily available when weather moderates.
of ballast prior to arrival. Records of times and positions shall be made The company reserves the right to decline to moor a specific export tanker,
available to terminal personnel who may require copies of log books to verify if in the company’s opinion existing conditions or facilities are considered
exchange has been made and at what location. unsafe for mooring or loading, even though the mooring may be open to

32 Readers are encouraged to send updates and additions (page xi)

Kiabo Marine Terminal ANGOLA
other export tankers. Various combinations of wind, sea and tidal conditions, c) cargo requirements
as well as the size, length, ballasted trim, and handling qualities of a vessel d) maximum loading rate
can affect the decision to berth a vessel at the marine terminal. All of these e) arrival draft, fore and aft
factors have to be evaluated before a final mooring decision is made. Should f) last port of call
an export tanker be rejected for any of the aforesaid reasons, the marine g) confirmation that vessel has clean Bill of Health
terminal will supply the export tanker and the owners/charterers with written h) if there is any sickness onboard, all available information as to the
reasons for non-acceptance. possible type of sickness
APPROACHES: i) distance in feet from the bow to the loading manifold on the export
1. Anchorage Area: The anchorage area for vessels awaiting the tanker
loading berth at the Kiabo Field Marine Terminal is at the Master’s j) total length overall (LOA)
discretion, but in any event shall not be within the Exclusion Zone. k) whether the ship’s hose connections are different from a 16 in. flange
2. Mooring Master Pick-Up Zone: The Mooring Master Pick-Up Zone l) name and full style of local Agent.
is an area between 2.5 – 3.0 n.m. NW of the FPSO location. Vessels
should take a suitable heading to allow safe access for the Mooring
Master. Following receipt of instructions from the Company or the Subsequent ETA: Further ETA messages should be sent to Sonangol P&P
Mooring Master, an export tanker should proceed from the anchorage when the export tanker is 48 hours and 24 hours from the terminal, and
area to the Mooring Master pick-up zone, where the vessel will be additional notification shall be given if the vessel’s ETA will vary from the
boarded by the Mooring Master. original notification by 6 hours or more. Notwithstanding the foregoing, in case
3. Marine Terminal Safety Zone: Export tankers are prohibited from the sea passage from the vessel’s last port is less than 72 hours from the
navigating within the safety zone at Kiabo Field Marine Terminal at Kiabo Field Marine Terminal, the first notice shall be given immediately after
any time unless the Mooring Master is on board. The safety zone is leaving such port of call, and subsequent notices shall be given at regular
within 1.5 n.m. radius of the FPSO. time intervals.
PILOTAGE: Compulsory within a 1.5 n.m. radius of the marine terminal. Should the ETA change by one hour or more following the 24 hours’ notice,
the vessel shall promptly notify Sonangol P&P of the new ETA.
Use of Mooring Master by Export Tanker: Mooring Master will meet
the vessel before it proceeds to the Kiabo Field Marine Terminal. Mooring
Master will advise the export tanker’s Master on approaches to the FPSO, Export Tanker Pre-Arrival Questionnaire: All export tankers will be
mooring and unmooring, connecting and disconnecting hoses, and in all other required to complete the Export Tanker Pre-Arrival Questionnaire prior to
operations within the marine terminal area. All manoeuvring of ships within arrival at the terminal.
the terminal area shall be done with the advice of Mooring Master, subject 1. Vessel’s name and call sign:
to the understanding that in all cases and circumstances the Master of the Previous name(s):
vessel being manoeuvred shall remain solely responsible, on behalf of this 2. Flag:
vessel’s owner for the safety and proper manoeuvring of the vessel. Neither 3. Year built and class:
the company, the Mooring Master, the FPSO nor tug shall be liable for any 4. Owners/Managers (including address and telex number):
damages or injury which may result from the advice or assistance given or 5. Nationality of Master:
made by such Mooring Master while aboard or in the vicinity of such vessel. Officers:
The export tanker’s Master or qualified deck officer must be on the bridge Crew:
at all times while the ship is manoeuvring. 6. Last port of call/date:
Visiting export tankers may not commence final approach to the marine 7. Date of last dry dock/special survey:
terminal until the Mooring Master from the FPSO is aboard, has completed 8. Summer deadweight and draft:
all required safety checks and has authorised the export tanker’s Master to 9. Arrival draft and displacement:
proceed with final approach to the mooring. 10. Vessel dimensions (m.):
Boarding Procedure from FPSO to Export Tanker: Prior to LOA:
commencing final approach and after completion of all preparatory radio Beam:
signals with the FPSO, the export tanker shall advise the FPSO of its speed Moulded depth:
and heading, as well as the location and status of the gangway for boarding 11. Terminal factor (LOA ␺ beam ␺ m. depth):
by the Mooring Master. The export tanker’s Master shall ensure export 12. Distance between bow and manifold:
tanker’s crew availability and readiness to facilitate safe alongside boarding 13. Manifold size/crossovers onboard (the export tanker will be expected
by the Mooring Master. export tankers are requested to have a pilot ladder to provide all crossovers, etc., for connection to the FPSO 16 in.
safely and securely rigged, ready for immediate use, and long enough to floating hose assembly):
reach the Mooring Master’s boat. A life-ring with a heaving line should be 14. Hose boom (SWL):
provided near the pilot ladder for immediate use. If at night, adequate lighting 15. Length of anchor chains:
must be rigged overside for the Mooring Master’s ladder. Vessels will provide 16. Port:
a lee for Mooring Master, both when boarding and leaving. If a pilot ladder Starboard:
is not suitable for use, then it is the responsibility of the export tankers’ Master Are there cleats and/or bitts in manifold area for securing overside
to change it. Vessels with a freeboard greater than 9.0 m. are requested to hose?
provide a combination pilot and accommodation ladder. 17. Quantity and quality of slops onboard / LOT intended?
Exchange of Arrival Documentation: When the Mooring Master is 18. Quantity of ballast on board / are tanks segregated:
safely aboard the export tanker, all required and designated documentation 19. Vessel should not be less than 25% d.w.t. on arrival. Can vessel load
shall be exchanged between the export tanker’s Master and the Mooring and deballast simultaneously with two valve segregation to maintain
Master. When the exchange is completed, the Mooring Master shall so notify 25% d.w.t. minimum?
the FPSO Master. 20. If answer to (19) is NO, state deballast time required before loading:
Validation of Safety Condition/Measures: Prior to authorising final 21. State maximum loading rate (single 16 in. hose):
approach to mooring, the Mooring Master shall satisfy himself that all 22. Is an inert gas system fitted?
requirements relative to safety conditions and measures aboard the visiting Are tanks under inert gas?
export tanker are in place and/or in a state of readiness according to the 23. Is a crude oil washing system fitted?
parameters of the OCIMF/ICS Ship to Ship Transfer Guide. 24. Advise the number, size and locations of bow Panama leads (or
Concurrence of Emergency Procedure (ESD/Fire/Others): Prior to equivalent):
authorising loading and connection of transfer hose to the export tanker, the Note: Bow fairlead should be at least 23.6␺17.7 in. (600␺ 450 mm.)
Mooring Master shall determine from the export tanker’s Master that the 25. Is vessel fitted with Smit brackets or patent chain stoppers in bow
export tanker’s crew is in a state of readiness and is proficient in emergency area? If so, state number, type and SWL:
safety, fire and other related procedures to ensure maximum safety during 26. How many sets of bitts are located in the bow area:
ship-to-ship cargo transfer operations. 27. What are the distances of these bitts from the bow fairleads:
ANCHORAGES: For export tankers requested to anchor, the Owner warrants vessel able to discharge ballast and load back cargo
recommended anchorage area is located east of location in 50.0 m. of water.
simultaneously (with two valve segregation) whilst maintaining a minimum
Anchoring within the FPSO’s mooring legs is strictly prohibited. Prior to arrival,
25% d.w.t. Any relaxation due to non-compliance with this clause is for
the Master of export tanker should contact the FPSO for information
owner’s account.
concerning anchorage positions. BA Chart No. 604 describes the area.
In any case of the vessel’s deficiency in mooring design or hose handling
Note: A Maritime Exclusion Zone has been established around the terminal.
capability, the terminal will reserve the right to accept the vessel and will not,
Vessels are not permitted to enter this area with the following co-ordinates
without authorisation from the company: in any case, be responsible for any delay or costs arising from such
Lat. 07␥ 19' 30" S, Long. 12␥ 35' 00" E deficiency.
Lat. 07␥ 19' 30" S, Long. 12␥ 38' 00" E
Lat. 07␥ 21' 30" S, Long. 12␥ 35' 00" E
Lat. 07␥ 21' 30" S, Long. 12␥ 38' 00" E
If an export tanker is not scheduled to moor on arrival, or the terminal is VHF: The FPSO maintains a continuous watch on VHF/FM Channel 16 and
closed due to adverse weather conditions, etc., the export tanker’s Master export tankers’ Masters are recommended to use this channel when they
will be advised by VHF radio and requested to anchor. are within range of the Kiabo Field Marine Terminal. Particularly when
PRATIQUE: The rules governing the quarantine of export tankers are approaching the marine terminal, attention to VHF/FM communications will
similar to those found in other parts of the world. minimise the risk of delays in mooring.
During mooring operations, the export tanker’s radio will be under sole
PRE-ARRIVAL INFORMATION: The export tanker shall send an control of the Master. Masters are reminded that if their vessel is requested
initial ETA message to Sonangol P&P upon departure from the previous port.
to anchor to await mooring, it is their responsibility to maintain a constant
The message should be updated 72 hours, 48 hours and 24 hours before
listening watch on VHF Channel 16 to receive marine terminal instructions.
arrival at the FPSO location.
Any delay due to failure to maintain a constant listening watch on
It is important that all in-coming export tankers advise Sonangol P&P at
Channel 16 will be for the export tanker’s account and will not be included
least 72 hours before the estimated time of arrival, giving best estimate of
in a subsequent laytime calculation.
the ship’s arrival time at the marine terminal via the operator.
Time to be used for ETA is the local time zone of GMT +1 hour throughout The communication equipment onboard the FPSO is capable of switching
the year. to all VHF marine frequencies.
The first message should include the following information: For subsequent intership communications between the export tanker and
a) name of export tanker and radio call sign the FPSO, portable VHF/UHF radio-telephone units will be utilised by the
b) Marisat ID number for voice, fax and telex, if so fitted Mooring Master. These sets will be intrinsically safe.

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ANGOLA Kiabo Marine Terminal
The following guidelines must be observed: Hours of Operation: The Kiabo Field Marine Terminal will generally
1. Any telephone, portable VHF/UHF and radio-telephone systems operate 24 hours a day, 7 days a week. Ships are loaded at any hour, weather
utilised shall comply with applicable safety requirements. and other circumstances permitting, and at the full discretion of the company.
2. At a minimum, continual voice communication shall be maintained Vessels are moored and unmoored during daylight hours only. In order to
between the FPSO and the export tanker, Mooring Master and the assure all mooring activities occur during daylight hours, an arrival time of
export tanker’s Chief Officer. 1200 hrs. local time is recommended.
3. The selected communication channels to be used shall be assigned Notices of Readiness: Mooring Master will act on behalf of the company
prior to the final approach of the export tanker and shall be recorded to acknowledge receipt of the vessel’s Notice of Readiness, which should
on the appropriate forms, as per applicable regulations. be tendered at time of arrival. Arrival time will be considered as the time the
4. All communications shall be in the English language. anchor is dropped at the anchorage area. Notice of Readiness will be
Pre-Arrival/Arrival Exchanges: accepted as the time that the Mooring Master boards the vessel, or the export
1. Prior to initiating final approach to mooring, the export tanker shall notify tanker shall have dropped anchor within the recommended anchorage area
the FPSO of: and has advised the marine terminal of the time of anchoring. Exception to
a) course (heading) the above will be if the export tanker is in the anchorage area awaiting arrival
b) speed of the Mooring Master and has been requested by the marine terminal not
c) location. to anchor. In this case, Notice of Readiness will be accepted from the time
2. The FPSO shall then advise the export tanker of the ETA of Mooring the marine terminal requested the ship not to anchor.
Master and his transportation type (utility boat, etc.). Documentation: The documentation herein specified relates primarily to
3. The export tanker shall advise the FPSO of the following: the needs of the FPSO, to provide a permanent record of data, activities,
a) tanker draft and trim etc., relating to operations with export tankers. Copies of these reports shall
b) available tank capacity for loading be provided to the Master of the export tanker for information, recommended
c) disposition, composition and quantities of ballast plus time required action or record purposes.
for discharge and maximum light freeboard It is considered that export tankers will have their own specific requirements
d) quality of inert gas regarding documentation. This section does not address tanker records or
e) any other information that may be deemed relevant. documentation requirements.
Emergency Procedure: FPSO Transfer Operations Readiness Report: This report shall be completed
1. Prior to the commencement of any operational phase, a secondary, prior to the departure of Mooring Master from the FPSO to meet the arriving
stand-by procedure for the communication of emergency signals shall tanker.
be established, agreed upon and understood. Mooring Master shall deliver the report to the Master of the export tanker
Signals should include, as a minimum: as final confirmation of the FPSO readiness to proceed with operations.
a) radio communication inoperative In the event that FPSO readiness may be delayed, for any reason, the
b) stand-by Master of the export tanker and the applicable agencies shall be advised as
c) start loading or start discharging far in advance as possible. Any resultant decision, such as rescheduling the
d) slow down export tanker ETA, shall be based on the applicable situation.
e) stop loading or stop discharging Transfer Operations Log (not reproduced): This report shall be a record of
f) emergency stop FPSO activities during the visit of an export tanker.
g) emergency disconnect The report shall commence when Mooring Master departs the FPSO to
2. When primary radio communication fails, all mooring and/or cargo meet the arriving export tanker and finish when the tanker completes final
transfer operations should be suspended pending restoration of the departure manoeuvres.
service. Emergency Shut-Down (ESD) Report (not reproduced): This report shall be
3. Immediately when the need for emergency signalling procedure completed to record each emergency shut-down.
becomes evident, action should be taken to determine and correct Transfer Completion/Tanker Departure Report (not reproduced): This report
the problem. shall be completed following departure of the export tanker.
FPSO Cargo/Ullage Report (not reproduced): Ullage shall be measured in
TUGS: Export tankers shall not undertake final approach to the designated each tank, before and after transfer of the cargo.
mooring without the assistance of a tug. A single FPSO tank shall be dedicated for receipt of process plant output
Any service and/or facility provided by the Company, including but not for the duration of transfer operations, starting at least 2 hours before transfer
limited to services of Mooring Master, tugs and their crews or mooring and commences and continuing until after the final ullage measurement following
hose equipment, are at the export tanker’s risk. transfer operations.
The furnishing of Mooring Master, tug, launch, workboat or other service Departure Procedure for Export Tanker:
or facility shall not be construed to be or give rise to a personal contract. 1. Documentation:
The Master of the export tanker will always be responsible for the safety After the disconnection of the cargo transfer hose and prior to
of his own vessel and has the right to make the final decision relating to the preparing for departure of the export tanker, all necessary
safety of his own vessel. pre-departure documentation shall be completed.
On Arrival – Lines and Hoses: Preparation for mooring will be advised by 2. Export Tanker Departure:
the marine terminal through VHF radio communication prior to the export i) Mooring Master shall witness the export tanker’s closure of the cargo
tanker’s arrival or by the Mooring Master before the mooring operation transfer hose end butterfly valve, disconnection of the cargo transfer
commences. The export tanker will moor with her bow to the Marine Terminal hose from the manifold, and fitting of the blind flange on the end of
FPSO. Prior to mooring, export tankers are required to have ready on the the cargo transfer hose.
starboard side, a derrick at least 10 tons SWL, rigged and ready for ii) Workboat shall approach export tanker to accept free end of hose
connecting and disconnecting the cargo transfer hose. when lowered by export tanker.
Similarly, the export tanker shall be rigged and ready to heave up the iii) Workboat shall tow hose away from export tanker to the
mooring hawser from the FPSO as well as the towing wire from the hold pre-assigned storage area.
back tug. iv) Export tanker shall check and confirm that all manifolds are securely
1. While the tug is assisting the export tanker to the designated mooring blanked, that ship is clear of obstructions, that winches and windlass
location, a workboat shall deliver the FPSO bow hawser pick-up line are powered and operational, that crew are standing-by and ready
to the export tanker. to cast-off.
2. When the export tanker is secured, a workboat shall deliver the cargo v) Area shipping traffic to be checked and confirmed to be clear.
transfer hose to the export tanker. vi) ‘‘Check List 4 – Before Unmooring’’ to be completed.
3. After all mooring services are completed, the tug shall maintain
sufficient thrust astern, so as to keep the bow hawser between the MOORING: A bow mooring hawser and hold back tug is provided for
export tanker and the FPSO in constant tension. The workboat shall visiting export tankers up to 150,000 d.w.t., partially loaded or in ballast to a
stand-by and be prepared to render any assistance required during maximum displacement of 80,000 tonnes.
cargo transfer operations. Forecastle: The export tanker bow mooring comprises an 18 in.
On Departure: circumference mooring hawser, 60.95 m. long with 9.14 m. of 3 in. diameter
1. When summoned, the workboat shall approach the export tanker to chafing chain attached to both ends. The hawser is equipped with 280.4 m.
assist in disconnection and retrieval of the cargo transfer hose. of pick-up line and pick-up hardware.
2. The workboat shall then assist in retrieval of the bow hawser. Stern: An Anchor Handling Tug Supply (AHTS) vessel is provided to assist
3. The tug shall then assist the export tanker in preliminary manoeuvring the export tanker in mooring to the FPSO, and will attach its towing wire to
in preparation for departure. the stern of the export tanker to hold it off the FPSO during cargo transfer
Safety Precautions Aboard Export Tanker: operations.
1. All cargo tanks on the export tanker are to be gas free, all cargo tank Weather Conditions:
lids, ballast tank lids and ullage ports shall be closed before the tug(s) 1. Prior to commencing mooring and/or cargo transfer operations, all
comes alongside the export tanker. available weather forecasts for the FPSO location should be obtained.
2. No tugs or any other vessels shall be permitted alongside until the 2. The operation should proceed and/or continue only if both Master and
Master of the export tanker has determined that it is safe. the Mooring Master are satisfied that the prevailing and anticipated
BERTHS: Operating Layout: conditions are within the limits considered safe for such an operation.
FPSO length: 240.5 m. 3. The Master of either vessel and/or Mooring Master may, at his sole
FPSO bow heading: 022.5␥ discretion, order cessation of mooring or transfer operations. In such
Permanent moorings and marker buoys: 6 event, the Master of the other vessel shall immediately enact required
Mooring tie-in locations, quantities and headings: (see ‘‘Plan’’) procedures to cease such operations.
Port bow (1) 322.5␥(T) Starboard bow (2) 080␥(T) and 085␥(T) HOSES: Sufficient crew must be available at all times to carry out, under
Port stern (1) 262.5␥(T) Starboard stern (2) 140␥(T) and 145␥(T) the supervision of a responsible licensed officer, the instructions given by
Wellheads: 150.9 m. from FPSO, due astern on bearing 202.5␥ the Mooring Master. Raising, lowering, connecting and disconnecting of the
Export tanker berthed heading: 172␥ cargo transfer hose, as well as other labours and duties on the export tanker
Export tanker minimum berthed distance: 60.9 m. (minimum). connected with the loading of cargo or maintaining mooring lines in a correct
Export tanker stern mooring: Tug (company supplied) manner, will be performed by the export tanker’s crew directed by a
Export tanker bow mooring: Bow hawser (FPSO supplied). responsible officer as required by the Mooring Master. Export tankers must
Offloading hose: 295.6 m. (BCM – 39.6 m.) also have an adequate supply of reducers, gaskets and wrenches to connect
the cargo transfer hose.

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Kiabo Marine Terminal ANGOLA
Cargo Transfer Hose Connection Aboard Export Tanker: The cargo Operability of the system shall be confirmed prior to commencing
transfer hose is a 295.6 m. long assembly of 16 in. hose terminating at the transfer operations and noted accordingly in ship’s records.
export tanker end with a 7.6 m. long barbell type hose. The final termination The pressure in the fire main shall be checked prior to and at regular
components comprise a butterfly valve, a short spool camlock, and a blind intervals during the transfer operation.
flange. When the hose is not in use, the butterfly valve shall be kept closed. Any defect, indicated or potential, shall be corrected before cargo
At all times, when the hose is not connected, the blind flange shall be securely transfer operations commence.
fastened in place. Any loss of pressure in the fire main shall be cause for an
Procedure: Emergency Shut-Down (ESD).
1. The barbell end of the cargo transfer hose will be delivered to the 2. All export tankers shall comply with all applicable regulations and
export tanker which shall hoist and correctly locate the hose ready requirements pertaining to the control of pollution of any type.
for connection to the export tanker manifold. 3. All export tankers must be equipped with a fully operational inert gas
2. Ensure that the butterfly valve is closed. monitoring system, which shall be in a monitoring mode (for oxygen
3. Remove blind flange and store in a safe place. content, pressure, etc.) prior to commencing any mooring and/or
4. Mooring Master will witness the connection of the cargo transfer hose transfer operations.
to the export tanker manifold and shall inspect the hose for kinks or 4. All export tankers shall conform with the International Maritime
damage. Organisation (IMO) regulations for the prevention of pollution by oil.
5. Before transfer commences, all required pre-transfer checks shall be
performed and completed. Loading Rate: The FPSO is capable of completing transfer of 500,000 bbls.
6. Prior to cargo transfer commencing, open the cargo transfer hose end within 36 hours, not including connection/disconnection time, providing the
butterfly valve. export tanker’s facilities and operations permit.
7. The FPSO shall inform the export tanker of the rate capable of being
supplied, and shall provide such rate as mutually agreed between the
Cargo/Ballast Tank Contents/Ullage:
export tanker’s Chief Officer and the FPSO Master. The receiving 1. The maximum cargo oil storage capacity, both wet and dry, of the
export tanker shall set the maximum rate, regardless of the pumping FPSO is approximately 514,000 bbls.
capacity of the FPSO. 2. The export tanker will load cargo and discharge ballast as previously
8. When satisfied that the cargo transfer hose is correctly attached and arranged between the export tanker’s Loading Master, Master and
the export tanker systems are ready for full rate transfer operations, Chief Officer. This plan will be placed in written form and signed before
the export tanker’s Chief Officer shall indicate readiness to proceed operations commence.
with cargo transfer. Ballast Transfer:
9. Transfer shall commence at an agreed low rate, in order to check 1. When the export tanker is loading, it may commence discharging
that the loading system is correctly aligned, that no leakage occurs, clean ballast concurrently with loading only if the ballast system is
and that all valves, venting system, and other apparatus are correctly completely separated from the cargo system.
arranged to facilitate cargo transfer according to the applicable 2. Export tankers having clean ballast in cleaned cargo tanks and lines
regulations. are recommended to suspend loading when discharging ballast.
FPSO Supplied Components and Spares: 3. Export tankers may only discharge ballast that is clean.
a) butterfly valve handle for cargo transfer hose (Mooring Master) 4. The FPSO is not equipped to receive dirty ballast.
b) VHF/UHF portable radio (Mooring Master)
c) paperwork (Mooring Master) Loading/Ballast Operations: It is strongly emphasised that the
d) spare O-ring seal for camlock blind flange (Mooring Master) undertaking and completion of a successful cargo transfer operation depends
e) handle for camlock flange (Mooring Master) upon effective co-ordination and co-operation of all parties involved.
f) spare export hose sections (FPSO) It is the responsibility of the export tanker’s Master to observe International
g) spare bow line hawser and associated parts (FPSO). Convention Laws and Angolan Government Regulations and to ensure that
CARGO OPERATIONS: Cargo Transfer Hose Handling no crude oil, bunker C, diesel, bilges or dirty ballast is pumped or spilled
Provisions: Cargo transfer from the FPSO is through a 16 in. diameter hose. overboard from his vessel whilst in the area of the Kiabo Field Marine
This hose is 295.6 m. long and is terminated at the export tanker end by a Terminal. Drip pans should be used, especially when disconnecting hoses,
barbell type hose with a butterfly valve and shaft spool camlock. When not in order to prevent any spillage.
connected to the export tanker, a blind flange is fitted to the open end of the
camlock (see ‘‘Plan’’). Cargo/Ballast Transfer Plan: Prior to the commencement of a cargo
1. a) When not connected to an export tanker, the cargo transfer hose transfer operation, the contents of each cargo and ballast tank shall be
shall remain in the sea. checked and recorded. The sequence of all operations during transfer of
b) A marker buoy (unlit) shall be permanently attached to the pick-up cargo to the export tanker shall be planned in detail with regard to personnel
chain at the export tanker end of the transfer hose by a synthetic assignments, pumping/discharge rates, valve change over requirements,
rope. ballasting adjustments, and tank level measurements during operations, etc.
c) When not connected to an export tanker, the transfer hose shall be 1. Inspection of Cargo Tanks: The export tanker’s cargo tanks are to be
stored near the FPSO’s No. 1 mooring leg with the hose marker inspected by Sonangol P&P.
buoy attached to a mooring buoy anchored near the No. 1 leg 2. Scuppers to be Plugged: Before loading commences, all overside
marker buoy. scuppers shall be plugged and made oil-tight.
2. During handling operations prior to and following attachment to 3. Completion of Loading: Normally completion of loading is by export
export tanker, care must be exercised to prevent kinking or other tanker’s stop and any request for the marine terminal to stop the flow
damage to the transfer hose. A minimum radius of 3.05 m. for any of oil at the pre-determined tonnage must be in writing. The request
bend in the hose is recommended. must include the statement by the export tanker’s Master that the
3. The terminal will have a limited number of reducers available, but company will not be held responsible for any error, and in the case of
will accept no liability or obligation to provide them. the vessel being overloaded, the export tanker’s Master will be
responsible for any oil spills caused by this request. Please note that
Inert Gas System/Tank Venting: All export tankers must be fitted with an under normal operations, excess cargo cannot be pumped back to the
inert gas system and confirm that all tanks have an oxygen content of less FPSO, only in an emergency will this be allowed, and all cost and delays
than 8% by volume prior to loading. will be to the account of the export tanker.
All cargo tank lids shall be closed and secured during transfer operations. 4. Communication During Loading: All communications relative to the
Sighting and ullage ports shall be kept closed unless specifically required to loading of the export tanker shall be routed through the terminal
be opened for operational purposes. If they are required to be open for venting representative who will remain in contact with the marine terminal
purposes, the openings shall be protected by suitable, well fitting flame continuously via portable VHF radio communication. In case of
screens which may be removed only when necessary for ullaging, sighting, temporary breakdown of the portable VHF circuits, contact may be
sounding or sampling. Only one access port may be without screen at any continued on VHF Channels 16, 13, 10 and 9.
one time. 5. Failure of Communication: In the event of total communications failure
The cargo tank venting system shall be set as applicable for the transfer with the marine terminal, the export tanker should sound the emergency
operation and the others shall be protected by suitable, well fitting flame signal. Continuous blasts of the vessel’s whistle will be sounded to notify
screens. High velocity vents shall be set in the operational position to ensure the marine terminal of the radio communication failure. Upon hearing
the high exit velocity of vented gas. this signal from a loading export tanker, the FPSO will immediately
Pressure/Vacuum (P/V) relief valves shall either be opened or by-passed cease loading to the export tanker until radio communications have been
during transfer operations. re-established.
The export tanker shall maintain a positive inert gas pressure in all tanks
6. Leaking Oil from Export Tankers: If it is discovered that oil is leaking
at all times.
from an export tanker whether at anchor, deballasting or during loading,
Export tanker only: Prior to commencing transfer operations, the pressure of
and so as to constitute a safety or pollution hazard, which is at the sole
inert gas is to be reduced in the tanks to be loaded. If, while loading, it is
intended to simultaneously discharge ballast from other tanks, which will discretion of the FPSO’s Master, the export tanker will cease operations
subsequently be loaded, the tanks being deballasted shall be charged with and may be requested to leave the marine terminal limits. Completion
inert gas being vented from the tanks being loaded. of loading will only be undertaken when satisfactory evidence of repair,
The FPSO inert gas plant and inert gas system shall be fully operational duly certified by the surveyors of ABS, Lloyds or DNV or another
during transfer operations. recognised classification society, is submitted.
Testing of inert gas shall be conducted on both vessels, prior to and 7. Valve Closure During Loading: No export tanker valves, which stop or
following transfer, to ensure: reduce the flow rate of oil from the pumps of the FPSO, are to be
a) satisfactory gas dispersion and compliance with all safety operated without prior authorisation of the Kiabo Field Marine Terminal.
requirements It is extremely dangerous to close ship’s valves against the incoming
b) good quality (low oxygen content) tank atmospheres. stream, such a procedure creates excessive pressure, which may
In the event of a failure of the inert gas system, immediate action shall be damage hoses, piping or other marine terminal facilities. Vessels will
taken to prevent air from being drawn into the tanks. All tank operations shall be held responsible for damage resulting from failure to observe this
be stopped and the deck isolating valve closed. precaution. The practice of throttling back on the export tanker’s cargo
Fire/Pollution Control/Gas Detection Systems: manifold valves is to be avoided. If a lower loading rate is required, the
1. Each export tanker must have its firefighting system fully operational terminal is to be advised and the pumping rate will be reduced to the
prior to commencing any mooring and/or transfer operations. new agreed rate. A reduction in loading rate before topping-off a final
Prior to commencing transfer operations, the following shall be tank or tanks may be arranged through the Mooring Master by the export
checked: tanker’s officer-in-charge. On advice from the export tanker, a minimum
Fire main system shall be pressurised. of 3 minutes is required to stop the flow of crude oil from the FPSO.

See guidelines for compiling and submitting information (page xi) 35

ANGOLA Kiabo Marine Terminal
8. Crude Oil Overflow During Loading: Export tanker’s Masters are warned Concurrence on Loading Plan – Export Tanker/FPSO: Prior to
that if at any time an overflow of crude oil occurs, cargo transfer commencing cargo transfer operations, the Master of the export tanker, the
operations will be suspended immediately. Loading will only be resumed FPSO and/or the Mooring Master will confer and agree on a cargo transfer
when the oil is cleaned up and removed from the decks of the vessel plan.
and/or from the surface of the sea, any damage is repaired, and no 1. The Master of the FPSO shall inform the Master of the export tanker
further danger exists. All spillage of oil must be reported immediately as follows:
to the FPSO Master. Subsequently, a detailed report, giving all relevant a) cargo specifications
information, must be submitted in writing by the Master of the export b) quantity of cargo to be loaded
tanker concerned to the FPSO Master. A joint survey of the export tanker c) tank venting requirements
by its Master and a Kiabo Field Marine Terminal Representative will be d) maximum loading rates
required. e) maximum pressure available at the STS connection
9. Cargo Transfer Plan: f) stand-by time for normal pump stopping
i) A plan of operation shall be developed prior to each cargo transfer. g) communication system for cargo transfer control, including the signal
ii) The plan of operation shall include, but not be limited to, the following for emergency stop.
details: 2. The Master of the export tanker shall inform the Master of the FPSO
a) date and time of arrival of visiting export tanker as follows:
b) weather and sea conditions anticipated at time of arrival and a) where the vessel has part cargoes on board, grade, volume and
until export tanker departure tank distribution
c) identity, size and Master of export tanker b) maximum allowable loading rate and topping-off rates
d) Mooring Master assigned c) maximum allowable pressure at the cargo transfer hose connection
e) cargo officer assigned during cargo transfer
f) crew/team assignments d) cargo quantities acceptable
g) cargo tanks contents start/finish e) quantity, quality and disposition of ballast together with time required
h) ballast tanks contents start/finish for discharge and maximum light freeboard
i) mooring/cargo transfer hose connection timing f) quantity, quality and disposition of slops
j) date/time for completion of pre-cargo transfer safety checks g) quality of inert gas.
k) date/time for commencing cargo transfer operations
l) detailed operational procedures Emergency Shut-Down of Loading Operation (ESD): Emergency
m) date/time for expected completion of cargo transfer operations shut-down of transfer operations may be ordered by the Masters or cargo
n) cargo transfer hose retrieval procedures – date/time loading officers on deck of the FPSO and/or the export tanker, or, emergency
o) date/time of export tanker departure shut-down procedures shall be initiated immediately, without orders, should
p) radio assignments – portable radios. any emergency alarm be sounded.
iii) All relevant information from the plan shall be transmitted to the Agreement on Delivery Rate/Rate of Exchange:
export tanker prior to its final approach to the marine terminal. 1. Prior to commencing cargo transfer operations and following the
10. Cargo Transfer Team Familiarisation: exchange of information as required in Section (1) (d) and (2) (b) above
i) FPSO Master shall ensure that the Mooring Master, cargo officer (Concurrence on Loading Plan – Export Tanker/FPSO), agreement
and designated team leaders are familiarised with and understand between the Masters of the visiting export tanker and the FPSO shall
the requirements and details of the cargo transfer plan. be established regarding:
ii) Mooring Master, cargo officers and team leaders shall ensure that a) cargo transfer initiation rate
personnel, assigned to them for the cargo transfer operation, from b) cargo transfer normal rate
arrival to departure of export tanker, are familiar and understand the c) cargo transfer topping-off rate
cargo transfer plan. d) stand-by time for normal pump stopping
iii) FPSO Master shall ensure that all personnel involved in cargo e) time required for rate changes, zero flow to maximum agreed rate
transfer operations have received satisfactory training in all functions (MAR), and from MAR to zero
for which they are, or may be, responsible. Masters are reminded that, for safety reasons, it is advisable to have
iv) FPSO Master shall ensure that all personnel are fully familiarised the export tanker loaded as quickly as possible.
with emergency shut-down procedures, along with their 2. Such agreement shall be confirmed in writing.
corresponding assignments and responsibilities. Furthermore, he Manning Assignments/Stations Manned:
shall specifically impress the need for immediate action in raising 1. Cargo Officer: The Cargo Officer shall be an officer appointed by and
the alarm in the event of an emergency situation, such as a fire on responsible to the Master of the FPSO. The cargo officer shall be
board. empowered to make and implement all decisions relating to the cargo
v) No cargo transfer related operation may proceed until the Master handling and cargo transfer operations, having the necessary
of the FPSO is satisfied that the requirements of all contained in knowledge and experience for that purpose.
‘‘Cargo/Ballast Transfer Plan’’ and ‘‘Dirty Ballast’’ sections have 2. Pump Man: One or more crewmen as assigned by the Master of the
been met. FPSO to man the pumps and, when required, to operate the manifold
11. Equipment Deployment and Test: valves. Pump men shall have the necessary knowledge and
i) All equipment required for interconnection to the visiting export experience required for operation of pumps and valves to ensure
tanker and for normal cargo transfer operations shall be checked maximum control capability, smooth operation and a minimum of
for operability, availability and location prior to the arrival of the pressure surge effect.
export tanker. 3. Deck Men: Ship’s crew members assigned as required by the Master
ii) All FPSO equipment requiring operability, hydrostatic pressure and of the FPSO or the cargo officer. Care should be taken, when making
other tests shall be tested as specified in the Cargo Handling assignments for normal cargo transfer operations, that there is no
Manual. Specific examination, and if necessary, adjustment, repair conflict relative to any crew member’s assignment under any
or replacement of valve and pump glands, etc., shall be undertaken emergency planning.
before commencing cargo transfer operations. All equipment static 4. Lead Man: Each group operating in the jurisdiction of the cargo officer
grounds shall be checked before commencing interconnection of shall have a lead man designated. Each such lead man shall be
the cargo transfer hose to the export tanker. provided with a portable, two way radio for the purpose of relaying
iii) Inert gas system shall be checked and in operation prior to and the cargo officer’s commands and instructions to the respective
during all cargo transfer operations. groups. Each such lead man shall be competent in the use of a two
iv) All firefighting equipment shall be checked and fully operational way radio, shall be knowledgeable and experienced in the area of
before commencing any cargo transfer operations. operations to which they are assigned, and shall be conversant with
the established communications language to be utilised.
5. Others: As deemed appropriate for the safety and completeness of
any cargo transfer operations, the Master of the FPSO and/or the
cargo officer shall assign other personnel as is considered necessary.
Dirty Ballast: FPSO ‘‘Ocean Producer’’ has no facilities for receiving dirty Concurrence on Readiness to Proceed – Export Tanker/FPSO:
ballast. Export tankers are recommended to arrival with clean ballast. Prior to commencing with any cargo transfer operation, the following
Discharging Ballast at Night: In addition to the lights usually displayed, export requirements must be completed and reported to the Master of the FPSO.
tankers discharging ballast or loading cargo during darkness, will illuminate Cargo transfer operations may only commence after the report has been
the area around the ship, to the satisfaction of Mooring Master, in order that understood, acknowledged and the Masters of both the FPSO and the visiting
any oil on the surface of the sea may be readily detected, and appropriate export tanker concur on the readiness to proceed.
action taken. Export tankers unable to illuminate the sea satisfactorily, may 1. Export Tanker Personnel in Place:
i) Prior to commencing cargo transfer operations, the export tanker
not discharge ballast during darkness. Export tankers should provide suitable
crew shall be at their stations as normally assigned for cargo loading
flood lights for working on deck during night operations. Export tankers
operations.
equipped with separate tank system (SBT) will be allowed to discharge.
ii) All personnel assigned for radio duty, station and portable, shall
Ballast Required for Mooring: An export tanker must have sufficient ballast
have checked the serviceability/operation of their radio equipment,
for safe manoeuvring. However, by a careful watch of the weather information, and shall have reported by radio as being in position and ready for
mooring, instructions and frequent exchange of information between the the duty as assigned.
export tanker and the marine terminal, and by a knowledge of the behaviour iii) All call signs assigned to export tanker crew and FPSO crew
of his own vessel, export tanker’s Master may desire to come to the marine sections shall be advised to and recorded by the Masters of the
terminal with minimum safe ballast. FPSO, the export tanker, the tug, the workboat and the Mooring
Load-on-Top or Discharge of Slops: Most responsible ship owners have Master.
adopted a system of tank cleaning using circulator methods of transfer of 2. Tanks Vented: Export tanker and FPSO Masters shall confirm that the
tank washings. The result is that no oil is discharged into the sea and the tanks are vented and that the agreed venting systems are operational
oil separated is collected to avoid pollution. With the written permission of and are being used.
the export tanker’s owners/charterers, the marine terminal will load on top of 3. Test Flows for Leakage/Correct Valve Positions:
such slops. i) Prior to commencing cargo transfer operations, the export tanker’s
Penalties for Pollution of the Sea: The categories of pollution include crude Master shall confirm that:
oil, bunkers, bilges and dirty ballast or any other matter that may result in a) all sea and overboard discharge valves are tightly closed and
pollution of the sea. Any fines imposed for such pollution will be for the export sealed
tanker’s account. b) all unused connections on the manifold are closed and blanked

36 Readers are encouraged to send updates and additions (page xi)

Kiabo Marine Terminal ANGOLA
c) that the scuppers are effectively plugged and drip trays are in Roles/Responsibilities:
position under the manifold. 1) Mooring Master shall assist with export tanker operations until the
ii) During initial low flow cargo transfer, the export tanker’s Master shall export tanker disengages from the mooring preparatory to leaving the
check and confirm that no leakage is apparent, and that all valves marine terminal site.
are correctly set for full cargo transfer rate operations. 2) The export tanker’s Master is responsible for the frequent monitoring
and careful tending of the export tanker moorings to ensure that
Execution of Plan: movement of the export tanker is minimised.
1. All personnel shall be at their designated stations when required. 3) While moored, the export tanker equipment and machinery essential
2. All stations shall report status of equipment and personnel readiness. for manoeuvring shall be maintained, ready to permit the ship
3. Mooring Master and cargo officer shall concur on readiness to movement from the mooring at short notice.
commence cargo transfer operations. 4) In the absence of a third party cargo surveyor, the Mooring Master
4. Cargo officer shall order commencement of cargo transfer operations. shall witness the ullage of all tanks onboard the export tanker prior
5. Cargo officer shall supervise operation, ordering valve change-over to and following completion of the cargo transfer operations.
when necessary to ensure correct withdrawal sequence from FPSO Each measurement record shall be delivered to and retained by
tanks according to the cargo transfer plan. the Master of the FPSO.
6. When cargo transfer operations are 90%, 95%, 98% and 99%
complete, cargo officer shall advise the Mooring Master accordingly. AGENCY: The company does not perform any vessel agency functions.
7. When cargo transfer has been completed, the cargo officer shall so Export tankers calling at the Kiabo Field Marine Terminal must arrange for
notify the Masters of the FPSO, the export tanker, the tug and the their own Agents.
Mooring Master. He shall then order the securing of all pumps and AUTHORITY: Regional Office: Oceaneering International
valves, informing the FPSO Master and Mooring Master when this Services Ltd, Rua Garcia de Resende, 107 Alvalade, Luanda, Republic de
has been completed. Angola. Tel: +244 (2) 320312, 324755. FAX: +244 (2) 325238.
Securing from Operations: Marisat: Tel: 00871 382 420631. Fax: 00871 382 420632. Contact: Mike
1. Mooring Master shall then order the closing of the butterfly valve at Sherry, General Manager.
the export tanker end of the cargo transfer hose, the closing of the Terminal Office: Sonangol P&P, Rua Garcia de Resende 66C, Alvalade,
export tanker manifold valves and the disconnection of the cargo Caxia Postal 2444, Luanda, Republic de Angola. Tel: +244 (2) 332581,
transfer hose. He will supervise the fitting of the blind flange to the 323041. FAX: +244 (2) 321208.
cargo transfer hose prior to lowering the hose-off of the export tanker,
the exchange of documentation and other requirements necessary to
complete the operation. KIAME: 07␥ 20' S 012␥ 23' E
2. Prior to departure of the export tanker, the Master of the FPSO and
the Master of the export tanker shall reach agreement on the quantity
of cargo that has been transferred, that all required documentation Port Status: Terminal closed and facilities removed.
has been completed, and that all operations have been secured.
3. The Master of the FPSO shall, when satisfied that departure of the
export tanker may proceed, provide clearance to the Master of the
export tanker to initiate departure operations. He shall also advise the KIZOMBA MARINE TERMINAL: 06␥ 21' S 011␥ 09' E
Mooring Master and the Tug Master who both shall acknowledge (See Plan)
readiness to proceed with departure operations and responsibilities.
Close-Out Documentation: Cargo Documentation: Crude oil loading OVERVIEW: There are several FPSOs and CALM Buoys in the Kizomba
documents, such as the Bill of Lading, Quality Certificate, Quantity Certificate, Field off the Angolan coast, operated by Exxon/Mobil subsidiary Esso
Dry Certificate, Ullage Report, Time Loading Report, Certificate of Origin, Exploration, Angola Ltd (EEAL). Depth 1,000 – 1,200 m.
Cargo Manifest and Master’s Receipt for Shipping Documents and Samples,
are prepared at the Kiabo Field Marine Terminal. LOCATION: Kizomba Terminals in Block 15 are located off the Angolan
Signing of these documents by the Master will take place at the same time coast within the jurisdiction of the port of Soyo.
as the final departure clearance formalities are being carried out. Kizomba A: FPSO centred on position Lat. 06␥ 19.22' S,
Protest: Notes of Protest, if any, should be handed to the Mooring Master Long. 011␥ 03.15' E.
for onward delivery to the company. Kizomba A CALM Buoy: Centred on position Lat. 06␥ 18.10' S,
Masters are requested to pay particular attention to the fact that the Mooring Long. 011␥ 02.72' E.
Master will only acknowledge receipt of any Note of Protest, and is not Kizomba B: Spread moored FPSO with centre point position at
authorised to accept such letters. Lat. 06␥ 21.20' S, Long. 11␥ 09.11' E.
REPAIRS: Repairs or other work, which may prevent the rapid departure Kizomba B CALM Buoy: Centred on position Lat. 06␥ 20.01' S,
of the export tanker, should not be undertaken while the export tanker is Long. 011␥ 08.70' E.
moored to the FPSO. Kizomba C Mondo: Centred on position Lat. 06␥ 09.51' S,
SECURITY/GANGWAY: A watchman should be stationed aboard the Long. 011␥ 13.00' E.
export tanker to monitor the condition of the export tanker’s mooring, to report Kizomba C Saxi: Centred on position Lat. 06␥ 19.20' S,
any condition which may indicate imminent failure of the mooring, and also Long. 011␥ 13.50' E.
to report any leakage of oil. SWHP Wellhead Platform: Centred on position Lat. 06␥ 20.93' S,
REGULATIONS: Long. 011␥ 09.21' E.
FPSO Acceptance Criteria for Export Tanker: Export tankers shall CHARTS: BA Chart No. 604 (Cap Lopez to Luanda).
comply with the following specifications and shall conform to the standards Nautical Publications: Admiralty List of Radio Signals, Vol. 6(3),
recommended by the International Safety Guide for Oil Tankers and NP 286(3).
Terminals (ISGOTT 1978 Current Edition) and the Oil Companies Admiralty Sailing Directions – Africa Pilot Vol. II(2), NP2 14th Edition.
International Marine Forum (OCIMF) Standards for Ship to Ship Transfer, PORT LIMITS: Vessels are considered to have arrived when entering the
Tanker Manifolds and Ancillary Equipment (Petroleum 1982) as updated from tanker waiting area for the appropriate terminal having contacted the facility
time to time. on VHF Channel 16.
Requirements Imposed from Without: The operation of the FPSO is DOCUMENTS: The following documents are required for clearance
subject to various regulatory requirements as may be applied by inwards but are subject to change:
internationally recognised bodies, such as ISGOTT and OCIMF, and by the 6 Animal Lists
governments of countries such as Angola and Liberia in whose jurisdiction 6 Arms/Ammunition Lists
the FPSO is regulated. 6 Bonded Stores Lists
The Master of the FPSO has the responsibility to ensure that all applied 1 Certificate of Compliance
regulations are enforced and complied with. The Master of the export tanker 6 Courier/Mail Lists
has the responsibility to ensure enforcement and compliance of such 6 Crew Effects Declarations
regulations as they apply to his vessel. 7 Crew Lists
Displacement/Cargo Capacity: FPSO capacity is 514,000 bbls. Export 6 Crew Vaccination Lists
tankers should have a minimum arrival displacement not less than 25% 6 Dangerous Cargo Lists
Summer deadweight. Prior notice must be given of any export tanker not 3 ISSC (ISPS Code)
able to comply, and an agreement must be reached with the Master of the 6 Last Port of Call Lists (six months)
FPSO. 1 Last Port of Call Report of Inspection by PSCO
WEATHER/TIDES: Operating Environment: 6 Maritime Declarations of Health
a) Weather conditions (20 years): 6 Narcotics Lists
Wind speed: 29 – 41 knots 6 Ship’s Stores Declarations
Wind direction: 0 – 360␥ 6 Ship’s Particulars
Significant wave height: 4.6 m. 1 Safety Cargo Equipment Certificate
Significant wave period: 13.7 – 17.3 seconds 6 Stowaway Lists.
Swell height: 3.96 m. All passports and Seaman’s Books must be ready on arrival for Port
Swell period: 17.3 seconds Authorities to inspect on boarding. All vessel’s certificates must be ready for
random spot-check by Harbour Master’s Officer.
Swell direction: 180 – 225␥
All crew vaccination certificates must be ready for Sanitary Officer
b) Current speed: 0 – 1.8 knots
inspection.
Current direction: Primarily from 135␥, can sometimes reverse
Clearance from last port of call plus five copies. Vessels arriving from the
c) Sea water surface temperature: 23.8 – 29.4␥C
Girassol, Xikomba or other Kizomba Terminals do not require further port
d) Mean air temperature: 22.2 – 26.6␥C
clearance from authorities.
GENERAL: Government Officials: Government officials, such as the Also see ‘‘Shipmaster’s Report’’ dated July 2006.
Customs Officer, Quarantine Officer, Immigration Officer, Captain of the Port ISPS COMPLIANCE: Terminal facilities are compliant.
and the police, may be expected to visit the vessel. Should Customs guards The Mooring Master will not exchange a Declaration of Security with the
be stationed onboard the export tanker while at the terminal, it is expected vessel’s Security Officer unless the vessel and terminal are at different
that the export tanker will provide food for these guards and other security levels or there has been a security incident.
governmental officials. Export tankers calling at the terminal must provide an Notify the terminal of the security level of vessel.
accommodation ladder for subject officials if required. MAX. SIZE: 330,000 S.d.w.t., no draft restriction.
See guidelines for compiling and submitting information (page xi) 37
ANGOLA Kizomba Marine Terminal
RESTRICTIONS: Berthing operations must commence during terminal VHF: See ‘‘Pre-Arrival Information’’ and ‘‘Cargo Operations’’.
opening hours 0600 – 1500. However, under special circumstances, the TUGS: There are several tug sizes available for the Kizomba Terminals
terminal may decide with the agreement of the Mooring Master and the Master and Xikomba which are subject to change: 76 tonnes BP, 80 tonnes
to authorise approach and mooring from 1500 – 0600 hrs. Approach and BP,110 tonnes BP, 165 tonnes BP and 210 tonnes BP.
mooring only when weather and sea conditions permitting. However, the There is provision to moor in tandem to the spread moored Kizomba A
Mooring Master and the terminal reserve the right to defer these operations. and Kizomba B FPSOs, should there be a failure of the SPM buoy. When
Unmooring takes place throughout 24 hours. moored in tandem to one of the spread moored FPSOs, three tugs will be
Shutdown/Disconnect: Current 3 knots, wind 35 knots, sea 3.5 m. provided of which at least two will be 100 tonnes BP or greater.
Vessels required to leave the terminal area during periods of closure must Also see ‘‘Mooring’’.
keep in contact with the terminal via VHF so that they will be available when BERTHS: The normal SPM is a CALM buoy located in a depth of 1,200 m.
the terminal re-opens. (Kizomba A) or 1,000 m. (Kizomba B).
Tank Entry: Not permitted while at the berth. The SPM buoys are designed to accept export tankers up to 330,000 d.w.t.
ARRIVAL: Notice of Readiness (NOR): Is tendered when the vessel Vessels using the tandem offloading operation are generally restricted to the
arrives at the waiting area and is ready to load. NOR must be addressed to following sizes:
the terminal in English. For the purpose of commencement of laytime, NOR ⌻ VLCC double or single hull (first port only)
is only accepted during terminal hours of operation. 0600 – 1500 hrs. and if ⌻ Suez max (first port only)
the terminal is not closed due to other circumstances such as weather. ⌻ conventional trading tankers for local cargoes of
The operator shall have the sole discretion to accept an NOR tendered 300,000 – 400,000 barrels.
after 1500 hrs. and use night mooring procedures to berth the vessels. In MOORING: At Kizomba A and B Terminals, the CALM (SPM) Buoy is the
such event, laytime shall begin 6 hours after tendering the NOR to the primary berth. In the rare event that it is out of service, the FPSO has the
operator or its representative at the terminal or upon connection of hoses, capability of conducting tandem mooring.
whichever first occurs. Vessels will normally be moored bow to SPM by 2␺19 in. ␺ 100 m. floating
Weather Limits: Approach/Connect: Current 2 knots, wind 25 knots, sea hawsers with 76 mm. ␺ 11.0 m. mooring chain attached.
2.5 m. Pickup lines consist of 36 mm. ␺ 120 m. Dextron line attached to each
mooring chain. The terminal uses one line boat to assist with bringing pickup
APPROACHES: Kizomba FPSOs and TLPs are independently fitted with lines and connecting hoses.
X-band and S-band radar transponders as an aid to navigation for In the event the SPM is out of service, the terminal may go to the alternate
approaching vessels. The radar transponders transmit Mo(B). tandem loading procedures. In this case, the vessel will moor bow to the
The FPSO and TLP are also independently fitted with S-band radar collision south end of the FPSO by means of a single nylon mooring hawser
avoidance radar systems to detect incoming vessels within a 20 n.m. radius. approximate length 200 m. with 76 mm. ␺ 7.7 m. chafe chain.
The TLP is fitted with four navigation warning lights (Fl. Mo(U) 5s, 10 n.m.) During the period when vessels are moored at the SPM/FPSO a tug
mounted on each corner and a foghorn (Mo(U) 30s, 2 n.m.). provided by the terminal will remain secured to the stern 2 n.m. from the
The FPSO is fitted with six navigational warning lights (Fl. Mo(U) 15s, SPM point of the export vessel until unmooring is completed. Two additional
10 n.m.), one installed at each corner and one amidships on each side, and assist/stand-by tugs will attend the vessel and will be secured or stand by
a single foghorn (Mo(U) 30s, 2 n.m.). at locations designated by the Mooring Master.
The CALM buoy is fitted with one navigation warning light (Fl. Mo(U) 5s, The terminal supplies the mooring hawsers. All vessels must have suitable
10 n.m.) and a foghorn (Mo(U) 30s, 2 n.m.). equipment for mooring SPMs, in accordance with OCIMF recommendations.
Restricted Area: All vessels must receive permission from the Kizomba The equipment should include winches, capstans, and chain stoppers.
FPSO Control via VHF before entering the area and should advise control The vessel’s crew is required to perform all mooring operations, connecting
upon exiting the area. and disconnecting hoses, and unmooring under direction from the Mooring
The area has a 4 n.m. radius centred on the FPSOs or SPMs. Master and Assistant Mooring Master.
Vessel should not pass between the Kizomba A and Kizomba B fields One crew member, equipped with portable radio to be stationed at the bow
without prior approval as their restricted areas overlap. of the export tanker at all times to monitor condition and direction of the
If a vessel is granted permission to enter a restricted area and continues mooring hawsers and distance from the SPM.
into the next installation’s protected area, control in the next area must be Methanol Tankers: Berthed using the tandem method, 100 m. double
contacted, and permission must be granted. braided nylon hawser used.
Tanker Waiting Area: The area is a circle with a radius of 1.5 n.m. around HOSES: The port side boom or crane (SWL 15 tons) must be rigged and
a centre position Lat. 06␥ 12.0' S, Long. 11␥ 10.0' E. Tankers waiting to load ready to hoist hoses and the terminal’s rigging box, weight 1.5 tonnes. Ensure
must wait in the tanker waiting area, or may wait out to sea until directed to before start up that the floating hose butterfly valves are in locked open
proceed into the terminal area by the FPSO control room or the Mooring position and that the floating hose drain valves have been closed.
Master. The terminal supplies 2␺16 in. floating hoses for the cargo transfer.
Exclusion Zones: Exclusion zones extend 500 m. in every direction from Methanol: 1␺6 in. 225 ASA.
the FPSO, TLP and SPM (including any vessel attached or moored to any CARGO OPERATIONS: Equipment: Prior to commencing approach,
of these structures and any stern tow vessel). All vessels must receive radio a container of equipment for connecting hoses is offloaded from a tug. The
clearance from the terminal control room before entering or manoeuvring container is to be landed on board close to the manifold.
within an exclusion zone. Loading Rate: Normal transfer rate is 28,000 bbl./hr. (3,339 cu.m.) without
Tankers under the direction of the Mooring Master are deemed to have booster pumps and 47,000 bbls./hr. (5,604 cu.m.) with booster pumps. There
clearance into the exclusion zone for their mooring destination. is no vapour return line for balanced loading available at the Kizomba
No Entry Zones: All vessels are prohibited from entering any No Entry Terminals.
Zone unless they are working under the authority of a current work permit Methanol: 570 cu.m./hr. through single hose.
that specifically authorises entry into a particular No Entry Zone. The No Cargo Characteristics: API 28.5 – 31.5.
Entry Zones are the areas between the TLP and the FPSO and within 45 m. Cargo temperature for the Kizomba Terminal’s crude is 32.5 – 35␥C.
of the FPSO mooring lines. The area between the TLP and FPSO contains Kizomba A: Hungo blend crude oil.
submerged Fluid Transfer Lines (FTLs). Kizomba B: Kissange blend crude oil.
PILOTAGE: Compulsory within the restricted areas except when arriving Kizomba C: Mondo blend crude oil.
at the Tanker Waiting Area. A service vessel will bring the Mooring Master, Saxi blend crude oil Blend crude oil, tandem mooring.
Assistant Mooring Master and a Cargo Surveyor to the vessel. The ship’s Topping Off and Stopping: If required to reduce the loading rate or
Agent and the authorities generally will arrive after the vessel is berthed. The topping off tanks, the vessel shall give 30 minutes’ notice to allow the terminal
designated Kizomba Terminal will send a Berthing Update and List of to gradually reduce pump speeds. Should the export tanker be able to load
Personnel message via email to the vessel typically, the day before berthing at full rate until completion of the cargo, it shall give at least 1 hour’s notice
is to take place. This message will contain the latest API and temperature to the terminal before reaching the end of loading. 30 minutes’ notice will be
of the last cargo transferred at the terminal. communicated to the terminal before the end of the loading.
Mooring Masters usually board the vessel approximately 3.0 n.m. from the The order to stop loading shall be clear, concise, and in ample time. The
SPM (for Kizomba A and B) or FPSO (for Kizomba C). The time and location terminal will notify the export vessel when the manifold valves can be closed.
of Pilot boarding is conveyed in the Berthing Update and List of Personnel In an emergency, pollution, or serious incident, that may require urgent
message. stoppage of loading, the export tanker shall inform the FPSO before closing
Personnel board on the tanker’s port side via a personnel basket supplied its manifold valves.
by the terminal. The tanker must be on a heading that reduces vessel rolling Letter of Protest: Letters of Protest, if any, should be handed to the
to a minimum prior to the Mooring Master’s boarding. Mooring Master. The Mooring Master may receive but is not authorised to
PRATIQUE: Radio pratique may be granted by Health authorities at Soyo. accept such letters and will only endorse a Letter of Protest marked with the
The Immigration, Health, Customs, and harbour authorities may board with words ‘‘acknowledge receipt without prejudice’’. The Mooring Master’s
the Mooring Master. In the event of contagious disease on board the Master signature only confirms receipt and does not confirm any agreement with text
must alert the Chief Medical Officer of the Boarder Health Authority prior to contained within the Letter of Protest.
arrival. Departure: After completing cargo documentation and when the Mooring
PRE-ARRIVAL INFORMATION: Export tankers must send an initial Master is satisfied that the export tanker is clear of the terminal area, the
ETA message via email or fax to the terminal on commencement of passage, Mooring Master arranges for a Field Support Vessel to disembark the
72, 48 and 24 hours prior to arrival. boarding party and to offload the hose connection equipment.
Four hours before arrival, vessels are to confirm ETA, and update by VHF The export tanker is kept underway in a safe position within the terminal
when in range. restricted area until cargo calculations and cargo documentation are
Notification must be given if the vessel ETA varies by more than six hours completed.
from the original ETA. Also notification must be given if the vessel ETA varies BALLAST: Vessels must arrive with sufficient clean ballast and trim not
by more than one hour following the 24-hour notice. exceeding 2.0 m. by the stern and the propeller fully submerged for safe
The 72-hour Questionnaire is sent from the terminal to the Master after manoeuvring. Vessels shall not exceed trim of 3.0 m. whilst moored at the
receiving the 72-hour ETA notice. terminal.
Communications: Kizomba A: Mooring Office Tel: +1 (713) 767 9276. The amount of ballast must be such that the vessel d.w.t. is not less than
Fax: +1 (262) 314 3697. Email: kiza.mooring.masters@exxonmobil.com 30% of S.d.w.t. and is maintained throughout loading.
Kizomba B: Mooring Office Tel: +1 (713) 767 9076. Fax: +1 (262) 314 3739. Vessels may discharge clean ballast at the tanker waiting area as long as
Control Room Tel: +1 (713) 767 9087. Inmarsat Tel: 874330 374370. they stay within the 30% d.w.t. requirement.
Email: kizb.mooring.masters@exxonmobil.com No ballast reception and treatment facilities available. Vessels must
EEAL Luanda Lifting Co-ordinator: therefore have clean or segregated ballast on arrival, and discharge of dirty
Tel: +1 (713) 767 9999 (ext. 2556, 2655). ballast within the terminal area is strictly prohibited. Discharge of pump room
Email: eeal-crudelifting@exxonmobil.com or engine room bilges within the terminal area is strictly prohibited.

38 Readers are encouraged to send updates and additions (page xi)

Kizomba Marine Terminal ANGOLA
POLLUTION: Objects Overboard: Any object that is dropped or falls Delays: There are no particular problems at the terminals.
overboard and presents a danger to the oil installation and navigation, and OPERATOR: ExxonMobil Production Company, Esso Exploration
any discharge in violation to MARPOL Conventions, must be declared to Angola (Block 15) Ltd, Rua Rainha Ginga No. 128, 7 Andar, Luanda,
EEAL and the Angolan authorities. Angola. Web: www.exxonmobil.com
The vessel owner shall, at its own expense, immediately signal and mark Terminal A: Kizomba A Marine Terminal. Tel: +1 (713) 767 9276.
out any items that it has allowed to fall overboard during the vessel stopover FAX: +1 (262) 314 3697. Contact: Mooring Master
inside the terminal area. The vessel owner must also raise and remove such (Email: kiza.mooring.masters@exxonmobil.com).
items, at its own expense, within 60 days from EEAL Notice or Public Terminal B: Kizomba B Marine Terminal. Tel: +1 (713) 767 9076.
Authority Notice. FAX: +1 (262) 314 3739. Contact: Mooring Master
WASTE DISPOSAL: No facilities. Disposal of cinders, burning (Email: kizb.mooring.masters@exxonmobil.com).
substances, objects and waste of any kind into the sea is strictly prohibited.
MEDICAL: No medical facilities available. Emergency medical evacuation
to Luanda may be organised by EEAL at the expense of the vessel. KUITO MARINE TERMINAL: 05␥ 27' S 011␥ 22' E
Transportation mode depends on logistic planning and availability and is
decided by EEAL. LOCATION: The FPSO Terminal is located within the Cabinda enclave,
The ship’s Agent officially makes requests to EEAL for medical evacuation. 45 miles offshore in Angolan waters, having depth of 400 m., in position
The Agent is responsible for logistic arrangements for the evacuee(s) upon Lat. 05␥ 27' 38" S, Long. 11␥ 31' 23" E. The SPM is located in position
arrival in Luanda. Lat. 05␥ 27' 54" S, Long. 11␥ 30' 21" E.
FRESH WATER: No facilities. DOCUMENTS: The following documents are required on arrival:
FUEL: No facilities. 7 Animals Onboard Lists
CHANDLERY: No facilities. 7 Arms/Ammunition Lists
8 Crew Lists
DRY DOCK: See ‘‘Cape Town’’. 4 Crew Personal Effects Declarations
REPAIRS: Not permitted. 7 Courier/Mail Lists
REGULATIONS: Engine room is to be manned throughout 24 hours. Customs Clearance Certificate from Last Port of Call
Vessels are to be ready to manoeuvre at any time. 2 Maritime Declarations of Health
TIME: GMT plus 1 hour throughout the year. 7 Passenger Lists
7 Ports of Call Lists
WEATHER/TIDES: Tides: Max. range 2.0 m. 2 Ship’s Particulars
Currents: The most significant seasonal variation is the Congo River Plume. 4 Ship’s Stores Declaration Lists
This is fast, sharply bound current reported to be 5.0 – 15.0 m. deep. Currents 7 Stowaways Lists
up to 4 knots have been observed. This current normally occurs during the 7 Vaccination Lists
rainy season of October to April, and appears when there has been significant 7 Narcotics Lists.
rainfall around the Congo River. The Congo River Plume usually sets SW. Also see ‘‘Shipmaster’s Report’’ dated June 2001.
The onset of Congo River Plume event is indicated by a rapid change in the Cargo Gear Certificate: Cargo handling equipment certificates may be
direction and speed of the surface current, a change in the colour of the required by the Authorities upon inward clearance.
water from the normal blue or green to turbid tea colour, and often
accompanied by an increase in floating debris. The current tends to be well
MAX. SIZE: 320,000 tonnes S.d.w.t., LOA 350.5 m., with no restrictions
on draft or beam.
defined and it is often possible to visually detect the leading edge.
Winds: The SE trade winds are the predominant winds and range from DENSITY: 1025.
between SE and SSE. Sudden thunderous squalls also develop in the area RESTRICTIONS: Berthing operations will normally be undertaken during
and are usually preceded by a dense cloud bank. During such squalls daylight hours (0600 – 1800 hrs.) in normal weather conditions and with the
frequent gusts in excess of 50 knots may be experienced. CABGOC Mooring Master’s agreement. Unmooring operations will usually
be undertaken at any time.
Waves: The direction of the sea waves is similar to that of the prevailing
wind. Swells (usually less than 2.0 m.) are generally from the south and SW ARRIVAL: Upon arrival at the terminal, vessel to remain in the waiting
and are generated by large storms in the South Atlantic and along the coast area located in position Lat. 05␥ 34' S, Long. 11␥ 22' E, having radius 3 miles,
of Namibia. until called by the Pilot (CABGOC (Cabinda Gulf Oil Company) Mooring
Master) or FPSO to proceed to pilot boarding area.
Rainfall: Between the equator and Namibia, the rainfall amounts generally
decrease from approximately 2,000 mm. at Port Gentil to around 15 mm. at APPROACHES: When approaching the terminal, mariners shall consult
Walvis Bay with the greatest rainfall occurring mainly between October the current Notices to Mariners. This is due to continuous drilling rig activities
and April. Rainfall is often torrential during squalls and thunderstorms. in the vicinity of the FPSO. Drilling rig vessels have extended moorings and
are well lit.
Temperature: 22 – 35␥C.
Humidity: 75 – 85%. PILOTAGE: When so instructed, the export tanker will leave the waiting
area and proceed to the pilot boarding area, located in position Lat. 05␥ 26' S,
Tidal Rips: This is a phenomenon that may occur around the terminal on Long. 11␥ 28' 30" E, where the CABGOC Mooring Master will board the
an irregular basis. Strong sudden changes in surface currents occur, which vessel.
can have a severe affect on the terminal and export tanker and stern tugs All manoeuvring of vessels within the terminal berthing areas is carried out
causing rapid change in heading of all vessels. For tandem mooring only in accordance with the advice of the CABGOC Mooring Master, subject
operations, the amount of change of heading depends on the drafts of the to the understanding that in all cases and circumstances the Master of the
vessels and is most pronounced when one vessel is light and the other is vessel being manoeuvred shall remain solely responsible on behalf of this
heavy. The approach of these rips is very difficult to detect during daylight vessel and the vessel’s Owners for the safety and proper manoeuvring.
and nearly impossible to detect at night. The CABGOC Mooring Master will remain on board throughout the export
Should tidal rip affect the terminal and export tanker, all cargo operations vessel’s stay at the terminal to co-ordinate transfer operations. The Mooring
shall cease until the Mooring Master is satisfied that the situation is under Master will require accommodation of Officer standard to be provided for him
control. If necessary, preparations shall be made or disconnecting the hoses during his stay on board the export vessel.
and export tanker. ANCHORAGES: No anchorages available, due to depth being in excess
NEAREST AIRPORT: Luanda International Airport, 195 n.m. by sea. of 400 m.
SHORE LEAVE: Crew are not allowed to use EEAL transport facilities, PRE-ARRIVAL INFORMATION: Vessels bound for the terminal are
no regular service exists between the terminal and Luanda. required to advise their ETA:
REPATRIATION: Not possible. a) Via telex to the office of the vessel’s Agent in Cabinda, who will
GENERAL: Helicopter Operations: Boarding personnel travel to and pass the information to Cabinda Gulf Oil Company (CABGOC) at
from Kizomba facilities by helicopter; therefore, weight is an important safety Malongo.
concern. Personnel travelling on Esso Angola helicopters are restricted to a b) Export vessels fitted with Inmarsat communication systems are
maximum 15 kg. of baggage. Boarding officials are well aware of this requested, in addition, to send ETA messages to Cabinda Gulf Oil
restriction. If boarding personnel receive gifts exceeding that allowance, the Company (CABGOC), Telex: 470074 CHEV UI or
terminal may require the vessel or ship’s Agent to make alternate 278755 CHEV UR (both through the USA) with heading ‘RELAY
transportation arrangements. TO MALONGO, ANGOLA’. The CABGOC Marine Operation
Superintendent telephone number through the USA is
SHIPMASTER’S REPORT: July 2006. Tel: +1-925-842-1111 (ask for Malongo ext. 2357), or
Vessel: Tanker, 281,000 d.w.t. Email: amrmr@chevron.com
Cargo: Kissanje Blend Crude.
Documents: The following documents are required on arrival by the port ETA: ETA messages are to be sent 72 hours, 48 hours and 24 hours prior
to arrival at the terminal and should contain the following information:
authorities for the clearance inwards and outwards of Angolan ports.
1) Name of vessel
6 Arm and Ammunition Lists 2) ETA in GMT (Angolan time is GMT plus 1 hour)
6 Animal Lists 3) Name of Master
2 Bonded Stores Lists 4) Estimated arrival draft, fore and aft, and displacement
2 Cargo Stowage plans (preferably prior to ship’s arrival) 5) Time required for discharging clean ballast, if any, also quantity of
2 Crew Effects Declarations segregated ballast on board
6 Crew Lists 6) If vessel proceeding to any port(s) prior to Kuito, and if so, any delays
6 Dangerous Cargo Lists anticipated
1 Last port of call Clearance Certificates 7) Quantity of cargo required and any special requirements
1 Maritime Declaration of Health 8) Vessel’s Inmarsat telephone and Fax numbers
2 Passenger Effects Declarations 9) Any vessel or equipment defects affecting manoeuvrability, cargo
6 Passengers Lists (each for Landing and in transit) handling or performance
6 Ports of call Lists 10) VHF facilities.
2 Vaccination Lists (Cholera and Yellow Fever). Also see ‘‘Shipmaster’s Report’’ dated June 2001.
All the vessel’s certificates shall be presented to the Port Authority officers VHF: A 24 hour watch is maintained at the Kuito FPSO on
for viewing. Channels 6 and 69, call sign is ‘‘Kuito Control’’. A 24 hour watch is also
Pratique: Granted on arrival. maintained at the Malongo Terminal on Channels 16 and 12, call sign
Current: Sets predominantly to the NW offshore of the terminals. ‘‘Malongo Terminal’’.

See guidelines for compiling and submitting information (page xi) 39

ANGOLA Kuito Marine Terminal
TUGS: One tug (4,000 h.p., 50 ton bollard pull) and one mooring line boat Emergency Towing Wires: Emergency towing wires shall be made fast
assist in mooring and hose connection operations. When hoses are to bitts as far forward and aft as possible on the starboard side. The wires
connected, the tug shall make fast aft and remain on station throughout the shall be in good condition, at least 1.125 in. (28 mm.) diameter, and secured
loading operation. with at least 5 turns or have the eye on the bitts. The outboard eye shall be
BERTHS: Before arrival at the boarding area, it will be necessary to ensure maintained at a height of between 1.0 m. – 2.0 m. above sea level at all times,
that the following minimum moorings are ready for use on the forecastle of using a small diameter heaving line for this purpose.
the export vessel on arrival at the SPM berth: Accumulation of Gaseous Vapour: If for any reason there is poor
1) Two messenger ropes, 600 ft. long with minimum 4 in. circumference, dispersion which results in an accumulation of gas on or about the decks of
preferably floating and stowed on drums and in line with the chain the export tanker, or if appropriately a storage vessel, loading shall be stopped
stoppers or the loading rate into a particular tanker or tanks reduced at the discretion
2) Two mooring ropes aft of either the CABGOC Mooring Master or the responsible ship’s Officer.
3) One strong messenger at the aft mooring station. Tank Venting: The venting of the vessel’s tanks shall take place only
When the vessel is within a reasonable distance of the buoy, the 2 ship’s through the vessel’s fixed venting system.
lines will be picked up by the mooring launch and made fast to the floating BALLAST: Export tankers are required to arrive with sufficient ballast or
SPM pick-up lines. The ship’s lines, used as messengers, will then be used cargo and be adequately trimmed for safe manoeuvring, with the propeller
to heave the pick-up lines on board the export vessel. As the pick-up lines submerged and under no circumstances less than 30% of the S.d.w.t.
are retrieved clear of the water, they will be followed by the chafing chains The terminal has no ballast reception or slop disposal facilities, and
that are attached to them. These chafing chains are 3 in. (75 mm.) in size. therefore export tankers are required to arrive with sufficient clean ballast
They must then be secured to the chain stoppers in such a manner that the suitable for pumping directly to the sea. Export vessels arriving with ballast
2 nylon hawsers are outside and clear of the vessel’s fairleads. The chains unsuitable for pumping to the sea may be rejected for loading, or will be
will then absorb any chafing in the mooring system. The buoy mooring required to keep that portion of their contaminated ballast on board.
hawsers are each 220 ft. long with 18 in. circumference. CABGOC will not accept any claims from vessel unable to meet such
Power is required to be available at all times on all deck winches and requirement.
windlass while the export vessel is in the berth. It is strictly against international law to pollute the waters of the Peoples
Two mooring lines shall be available aft, secured to the bitts and of sufficient Republic of Angola. Any Master, his vessel and Owners, may be subject to
length to enable the aft tug to pick up the eyes and tow the vessel. This is prosecution by the Angolan authorities if such pollution does occur.
necessary to hold alignment in the berth. Buoyant mooring lines are Simultaneous Deballasting and Loading of Cargo Tanks: Export
requested, but it is normal practice to use the tug’s line. Therefore a strong tankers shall be capable of loading cargo and discharging ballast
messenger line must be ready to pick up the the tug’s line to secure it on simultaneously while maintaining two valve segregation between cargo and
the export tanker aft bitts. ballast systems. Vessels are also required to maintain a minimum of 30%
Also see ‘‘Shipmaster’s Report’’ dated June 2001. S.d.w.t. at all times. Vessels that are unable to comply with this requirement
will not be accepted at the terminal.
Hazardous Cargo Signal: The vessel shall by day fly international code The vessel shall at all times maintain a suitable trim so as to avoid trapping
flag ‘B’, and by night an all-round red light while berthed at the terminal.
the floating hoses underneath the export tanker’s bow.
CARGO OPERATIONS: Cargo handled is Kuito Crude. These operations shall be done at the sole responsibility of the export
Personnel: The CABGOC Mooring Master will remain on the export tanker tanker, its Master and Owners. Utmost care and attention shall be taken by
throughout the transfer operation and will co-ordinate all activities between the export tanker throughout, whose Owners shall remain fully responsible
the FPSO and export tanker. for and indemnify CABGOC, its parent companies, subsidiaries and affiliates,
At all times during the transfer operation, a responsible Deck Officer shall for any cost, fine and expenses, of every kind whatsoever, arising out of, on
be in charge of operations. A deck watch, in contact with the control room, account of or in any way connected with the simultanous deballasting and
is required to continuously patrol the export tanker’s cargo deck and monitor loading of the export vessel.
the manifold area and cargo hoses and to ensure that mooring hawsers are Those vessels with only segregated ballast will be permitted to commence
carefully tended. deballasting during loading at a stage of the operation convenient to both
A responsible English speaking ship’s Officer is required to be on deck or the Master and the CABGOC Mooring Master.
in the control room at all times. MEDICAL: In an emergency, limited medical facilities are available.
Hose Handling: After the vessel has been securely moored, 2␺16 in. FRESH WATER: Not available.
floating hoses will be connected to the export tanker’s port side manifold. FUEL: Not available.
The floating cargo hoses are fitted with Camlock type couplings to fit 16 in. REPAIRS: Repairs will not be permitted while the export tanker is within
150 ASA flanges. A hose gang will remain on board to attend to all hose the terminal’s operational area. Repair facilities are not readily available.
operations, but the export vessel’s crew members shall provide assistance A vessel, when berthed at the terminal, shall be maintained in a state of
as and when necessary on the advice of the CABGOC Mooring Master. At readiness for vacating the berth under full engine power at short notice. The
such times, an export tanker’s Deck Officer shall be in attendance. testing of any electrical equipment, including radar, radio and domestic
The export tanker will be required to have ready a hose handling derrick electrical equipment, is prohibited unless permission has been granted by
or crane at the port manifold with a SWL of not less than 15 tons for the the CABGOC Mooring Master. Tank cleaning and gas freeing shall not be
lifting and connection of the hoses. Where possible, it is requested that the carried out while in the berth. Chipping and scraping on the deck or hull will
derrick runner is on one winch and the topping lift on another as this will not be permitted.
make the hose handling and launch operation much smoother and faster. Also see ‘‘Weather/Tides’’.
The export tanker’s crew members will be responsible for handling the FIRE PRECAUTIONS: The export vessel’s firefighting appliances,
hoses and are required to operate winch or winches. including main and emergency fire pumps, shall be kept ready for immediate
Every care should be taken during hose handling operations to avoid use, and pressure shall be maintained at all times on the fire main while in
serious damage to the hose, the plastic floats and buoys by contact with the berth.
plate edge, rails, etc. Before operations commence, at least 2 fire hoses with jet/fog nozzles shall
Special equipment (quick-release fittings, etc.) will be supplied from the be laid out on the tank deck, connected to the fire main and tested as required
lineboat when the CABGOC Mooring Master boards the export tanker. by the CABGOC Mooring Master. The 2 fire monitors immediately adjacent
To avoid undue delays, a rope messenger shall be ready for use at the to the manifold should be elevated and ready for immediate use. 2 portable
boarding position. Before hose handling operations begin, manifold oil extinguishers, preferably of the dry chemical type, shall be available in the
containment facilities shall be ready for use and adequate quantities of vicinity of the manifold area.
absorbents available for rapid deployment in the event of spillage. Should fire occur on an export tanker or where applicable a storage tanker,
Loading Operations: When the responsible Officer has declared the export the Master or responsible ship’s Officer of such vessel shall make an
tanker ready to load with all necessary valves open, the CABGOC Mooring immediate signal by prolonged blasts on the ship’s whistle and by sounding
Master will give instructions to commence the transfer at a slow rate. As the fire alarm, and will also place the engine on stand-by. All transfer
soon as flow is confirmed and the integrity of the transfer hose connection operations will cease immediately. The export tanker shall be solely
is established, the export tanker may request an increase to the previously responsible for and shall be capable of fighting any fire on board without
agreed loading rate. At any time during the transfer operation, the rate can assistance from CABGOC resources.
be reduced as requested by the export tanker’s Master or responsible Officer. Portable R/T Sets, Lamps and Hand Lamps: Portable R/T sets, lamps
At no time should the export tanker restrict or shut down against the flow and hand lamps, or other electrical devices, shall not be used unless
of cargo. CABGOC provide a pressure recorder that will be installed by the approved as intrinsically safe. Any other battery powered equipment not
Mooring Master at the export tanker’s manifold to keep a record of events approved as intrinsically safe must not be used on the tank deck area of
(FPSO shipping pump discharge pressure 800 psi). At least 2 main cargo either vessel or in any other place where hazardous vapours may be
tank valves must be fully open at all times when loading at rates above encountered.
25,000 bbls./hr. TIME: GMT plus 1 hour.
The CABGOC Mooring Master should be given advance notice by the WEATHER/TIDES: The rainy season starts during the middle of October
export tanker’s Master or responsible Officer when a reduction of loading and extends to the end of April. During this season and particularly between
rate is required. December and April, local thunderstorms can be experienced, accompanied
The export tanker may request an FPSO stop at the end of transfer by heavy rain for periods of 3 – 4 hours. Sudden wind squalls with gusts of
operations, but it will remain entirely the export tanker’s responsibility that 75 knots can be experienced. Waves of 10 – 15 ft. can be expected during
cargo quantity loaded meets and does not exceed (maximum) vessel these periods. Wind speeds are generally not significant (less than 20 knots).
requirements. There are no facilities available to discharge back to the FPSO Strongest winds can be expected from the SW quadrant.
any quantity of cargo, should the vessel overload. During the dry season (locally called ‘Cacimbo’), generally May to
Loading Rate: The max. loading rate available for the transfer operation September, a SW’ly swell affects the area. The long swell sometimes exceeds
will be 35,000 bbls./hr., but in no circumstances will the export tanker be 10 – 15 ft. in height.
requested to load at a rate faster than that required by the vessel’s Master. The prevailing current sets NW – NNW and at times exceeds 3 knots. The
Cargo Documentation: After completion of loading, documentation current in the Kuito/Cabinda area is affected by the Zaire River tidal flow, as
normally takes 4 hours. There is no Early Departure Procedure available. well as heavy rain over the surrounding land area. Thus, particularly during
Various documents, including Bill of Lading, Cargo Manifest, Ullage Report, the dry season, current setting to the SSW can be experienced.
Certificate of Quality, Certificate of Quantity, Certificate of Origin and Port In view of the foregoing, Masters of vessels calling at the Kuito Marine
Time Log will be completed and all such documents will be signed by the Terminal are advised that under no circumstances are engine repairs or the
export tanker’s Master prior to departure. If required or requested by the immobilisation of main engines permitted within the terminal limits.
export tanker’s Master, the Agent may sign the cargo documents on behalf NEAREST AIRPORT: Luanda International Airport.
of the export tanker’s Master. REPATRIATION: Not available.

40 Readers are encouraged to send updates and additions (page xi)

Kuito Marine Terminal ANGOLA
GENERAL: Ship’s Stores: Not available at the terminal. 4 Personal Effects Declarations
Movement of Tugs, Work Boats and Other Craft: During transfer 2 Ship’s Particulars
operations, no craft shall be allowed alongside an export tanker unless 4 Stores Lists
approval has been given by the CABGOC Mooring Master and agreed by 7 Stowaway Lists
the Master of the export tanker. 7 Vaccination Lists.
Accommodation Ventilation: All doors, port holes and openings leading Early Departure Procedure: Not available.
from or over-looking the main deck to accommodation, machinery spaces
(excluding pump room) and forecastle shall be kept closed.
Drifting Area: Due to the depth of water, there is no suitable anchorage in
the vicinity of the Kuito Terminal. Our vessel drifted for 5 days awaiting the
Cargo control room doors opening onto or above the main deck may be
Lay-can date. During this period, we experienced a northwesterly drift of
opened momentarily for access.
All ventilators through which gas can enter accommodation or machinery 1.0 – 1.8 knots. The waiting area allocated is quite small and a vessel will
spaces shall be suitably trimmed. Air-conditioning units shall be stopped or drift beyond these parameters within a few hours.
operated in a recirculation mode. Window type air-conditioning units shall be Kuito Control did not however object to the occasions when our vessel
electrically disconnected. drifted outside the waiting area.
Smoking: Smoking is strictly prohibited while at the berth except in Mooring: Our vessel was made fast to the SBM using 2 mooring chains.
designated areas which have been jointly approved by the Master and by Due to frequent ranging considerable chafing was experienced at the Panama
the CABGOC Mooring Master. leads. We used grease to reduce the friction. One tug was made fast aft with
Smoking notices specifying the designated smoking areas shall be the mooring line under load at all times.
exhibited in conspicuous places on board the vessel. Four terminal mooring crew remained on board throughout the loading
Where smoking is approved on vessels, approval may be withdrawn by operation, assisting with moorings, hose connection/disconnection and SBM
the CABGOC Mooring Master if circumstances so warrant. watch.
Matches and Lighters: The carrying and use of matches and lighters is Also see ‘‘Loading’’.
prohibited on board the export vessels while at the berth except under Unmooring: Our vessel unmoored from the SBM with cargo documentation
controlled circumstances in the designated smoking areas. being completed 3 hours after completion of cargo loading.
SHIPMASTER’S REPORT: June 2001. Loading: Two Mooring Masters, 4 mooring crew and 1 Cargo Surveyor
Vessel: 308,000 tonnes d.w.t. stayed on board throughout the loading.
Cargo: Loading Kuito Crude. The Assistant Mooring Master, on boarding our vessel, checked 3 tanks
Terminal Information: The Kuito FPSO has a turnaround of one parcel of for oxygen content and also did a safety inspection.
approximately 900,000 bbls. approximately once every 10 days. The Cargo Surveyor (Saybolt) gauged the cargo tanks enroute to the SBM.
Pre-Arrival Information: Prior to our vessel’s arrival, the ship’s Agent sent Vessel was rolling easily/moderately while gauging, and so our vessel issued
some general information, some of which is reproduced below: a Letter of Protest.
Kuito, a deepwater field development, consists of a 12 well subsea Loading Rate: Our vessel experienced an average loading rate of
manifold, flowlines and an FPSO capable of producting 120,000 b.p.d. total 30,000 bbls./hr.
fluids and fully equipped with gas compression and water injection facilities.
The facility is operated by Chevron (Cabinda Gulf Oil). Piracy: Anti-pilferage and anti-piracy precautions were taken. There were
The Kuito FPSO is on a time charter contract with Cabinda Gulf Oil no reported incidents. Due to the terminal and waiting area being so far from
Company (Cabgoc) for a 5 year initial period, and possible extensions up to land, very few small boats were sighted in the vicinity.
10 years. It will be owned and operated by Sonasing Kuito Ltd., a joint venture Stowaways: Stowaway search was conducted on departure, but the Pilot
company between SBM and Sonangol. advised that there had never been a case of any stowaway boarding vessels
Pre-Arrival Message: at Zafiro or Cabinda oil fields.
‘‘Quote’’: KUITO TERMINAL INFORMATION (Extracts from the Cabinda Gulf Oil
From: CABGOC Ltd., Marine Operation Superitendent – A. Kirby. Company Limited/Kuito Terminal/Terminal Information Regulations and
Subject: Berthing Information – Kuito SPM Berth. Conditions of Use):
Your ETA is noted. CABGOC telex address is 470074 CHEV UI or
278755 CHEV UR, both in the USA with heading ‘‘Relay to S.Redivo/A.Kirby,
Documents: Vessel loading at the Kuito Terminal must comply with the
Cabinda’’. Marine Operations Superintendent telephone number through the latest SOLAS, STCW and MARPOL Conventions and Protocols and Kuito
USA. is Tel: +1-925-842-1111 and ask for Malongo ext. 2357. Terminal Regulations. Vessels which are found deficient in any way will be
Email: amrmr@chevron.com refused permission to berth or load.
Please have ready on arrival: Location: Kuito Export Berth is a crude oil export facility operated by
AAA 2 synthetic messenger ropes forward, 600 ft. long and minimum Cabinda Gulf Oil Company. Crude oil from the Kuito Field is processed and
4 in. circumference, preferably floating and stowed on drums and stored on board the FPSO Kuito and then transferred to export vessels via
in line with the chain stoppers, plus 2 mooring ropes and a strong the Kuito SPM.
messenger at aft station. The SPM is located in depth of 414.4 m., in position Lat. 5␥ 27' 54" S,
BBB Combination of accommodation/pilot ladder rigged on port side. Long. 11␥ 30' 21" E, with the FPSO ‘‘Kuito’’ located in position
CCC Cargo boom topped at port manifolds. Lat. 5␥ 27' 38" S, Long. 11␥ 31' 23" E.
DDD 2 connections on port side for 16 in. hoses. Max. Size: Vessel up to 320,000 S.d.w.t. are accepted at the terminal. There
EEE Also note the following terminal conditions: is no draft limitation.
Vessel is required to be capable of loading cargo and discharging
ballast simultaneously while maintaining 2 valve segregation SPM: SPM chain stoppers as per OCIMF recommendations are required.
between cargo and ballast systems. Vessel is also required to The buoy is fitted with a navigation light flashing Mo(U) every 15 seconds,
maintain a minimum of 30% of Summer deadweight at all times. with a range of 10 n.m., and a fog horn sounding Mo(U) every 30 seconds.
Vessels that are unable to comply with this requirement will not Radio: ETA messages are to be sent 72 hours, 48 hours and 24 hours prior
be accepted at the terminal. Vessels must keep at all times a to arrival at the terminal.
suitable trim to avoid condition of hoses being trapped underneath Vessels bound for the Kuito Terminal are required to advise their ETA:
the bow. SPM chain stoppers as per OCIMF recommendations. a) Via telex to the office of the vessel’s Agent in Cabinda, who will
Ship’s manifold as per OCIMF recommendations. pass the information to Cabinda Gulf Oil Company (GABGOC) at
FFF All cargo tanks, including clean ballast tanks, to be inerted with Malongo
oxygen content below 8%; inert gas system (IGS) plant to be fully b) Export vessels fitted with Inmarsat system are requested, in
operative. Checks on both requirements will be performed before addition, to send ETA messages to Cabinda Gulf Oil Company
mooring. (CABGOC), telex 67677 or 278755 (both through USA) with
GGG Particular care to be paid to proper cargo system line up to avoid heading ‘‘Relay to Malongo, Angola’’. The CABGOC Marine
valves being shut against flow. Please confirm that hydraulic Operation Superintendent telephone number through the USA is
system automatically locks in open/closed position, as Tel: +1-925-842-1111, ask for Malongo ext. 2357, or
appropriate, each cargo valve in case of hydraulic pressure loss Email: amrmr@chevron.com
due to system failure. A pressure recorder will be installed at
manifolds to record events throughout the loading. Loading: Kuito Crude oil loaded at the Kuito Terminal will have an average
HHH Vessel’s scheduled loading range, cargo nomination, berthing API of 19.6 and may contain low quantities of hydrogen sulphide (less than
information. 1 p.p.m.). The maximum loading rate will be 35,000 bbls./hr.
III Kuito Crude, approximately API 19.5, loading temperature 120␥F. Mooring: When instructed to do so, the export tanker will leave the Kuito
JJJ Tanker waiting area is in position Lat. 5␥ 34' S, Long. 11' 22" E. Tanker Waiting Area and shall proceed to the pilot boarding area where the
and within a radius of 3 n.m. Pilot boarding area is in position CABGOC Mooring Masters will board the vessel, located in position
Lat. 5␥ 26' S, Long. 11␥ 28.5' E. You must remain at the tanker
Lat. 5␥ 26' 00" S, Long. 11␥ 28' 30" E.
waiting area until instructed by the Pilot or by the Kuito FPSO to
All manoeuvring of vessels within the Kuito Terminal berthing areas is to
proceed to the pilot boarding area.
be done only in accordance with the advice of the CABGOC Mooring Master,
CABGOC Ltd, Marine Operations Superintendent, Cabinda, Angola. CTN subject to the understanding that in all cases and circumstances the Master
345-2357. Tel: (510) 842 1111 ext. 2357. Email: amrmr@chevron.com of the vessel being manoeuvred shall remain solely responsible on behalf of
‘‘Unquote’’ his vessel and the vessel’s Owners for the safety and proper manoeuvring
Documents: The ship’s Agent arrived on board along with one Immigration of the vessel.
Officer and one Customs Officer soon after berthing. Inward and outward
clearance was conducted at the same time. AGENCY: CABGOC does not perform any vessel agency functions.
For our vessel’s inward clearance, the following documents were requested Vessels calling at the Kuito Marine Terminal are required to arrange their
to be kept available for the terminal authorities: own agency representation from an agency operator in Cabinda.
7 Animals Lists OPERATOR: Head Office: Cabinda Gulf Oil Co, Edificio do BPC,
8 Arms/Ammunition Lists 12th Floor, Luanda, Angola (Postal address CP 2950, Luanda, Angola).
7 Courier/Mail Lists Tel: +244 (2) 391141, 392646. FAX: +244 (2) 391391, 391141.
1 Crew Lists Telex: 3167. Contact: Mark Puckett, Managing Director. Manuel de Deuas,
Customs Clearance from Last Port of Call Deputy Managing Director.
2 Maritime Declarations of Health
7 Narcotics Lists Terminal: Cabinda Gulf Oil Company Ltd, Malongo, Cabinda, Angola.
7 Last Port of Call Lists Tel: 1-925-842-1111, ext. 2357. Email: amrmr@chevron.com Contact: Alan
7 Passenger Lists Kirby, Sergio Redivo, Marine Superintendents.

See guidelines for compiling and submitting information (page xi) 41

ANGOLA Lobito
LOBITO: 12␥ 20' S 013␥ 34' E (See Plan) POLLUTION: No oil to be pumped overboard into territorial waters. Heavy
fines imposed for oil pollution.
OVERVIEW: Port is formed by a 4.8 km. long spit, providing an excellent WASTE DISPOSAL: Garbage collection available.
and secure harbour akin to Luanda. Port is connected to national rail network. SLOPS DISPOSAL: Not available.
LOCATION: In Lobito Bay, midway between Luanda and Namibe. MEDICAL: Radio before arrival if medical assistance necessary on entry.
CHARTS: BA Charts No. 627 and 1215. Good hospital facilities available, but specialised treatment and surgery is
DOCUMENTS: Required on arrival: not. Yellow Fever and Cholera Vaccination Certificates inspected on arrival.
3 Bills of Lading (non-negotiable) FRESH WATER: Normal requirements readily available and delivered by
3 Cargo Plans (preferably before ship’s arrival) 3 in. hose. Loading rate very slow as pressure usually low.
2 Crew Effects Declarations FUEL: Fuel oil (ordinary) available, supplied from Sonangol. 24 hours’
8 Crew Lists notice for bunker requirements essential. Gas oil also available.
6 Dangerous Cargo Lists DRY DOCK: Slipway accommodating vessels up to 1,200 tons available.
Derat (Exemption) Certificate Floating dock for vessels up to 2,000 tons displacement.
Freighted Manifest
Maritime Declaration of Health
SURVEYORS: Available.
11 Passenger Lists (each for Landing and Transit) SECURITY/GANGWAY: Watchmen: Compulsory, vessels must use
4 Ports of Call Lists watchmen 24 hours per day on adequately illuminated gangway.
Registered Tonnage Certificate REGULATIONS: Ships should not carry out the following without
3 Ship’s Stores Lists permission from Authority:
8 Unfreighted Cargo Manifests ⌻ dispose of any wastes into harbour or onto quays
2 Vaccination Certificates (cholera and yellow fever). ⌻ change mooring lines
Other necessary official forms prepared by Agent. ⌻ lower lifeboats
MAX. SIZE: LOA 300 m., draft 11.5 m., no beam restriction. ⌻ immobilise main engine
Tankers: Depth 11.0 m. ⌻ use ship’s sirens or radio station.
DENSITY: 1026. NOTICES: Supplied to Master by Agent.
Failure to comply with these instructions will result in fines being imposed.
RESTRICTIONS: Vessels may only enter harbour in daytime from Over and above the regulations listed hereunder, all international
0600 – 1800 hrs. Sailing after dark and up to 2400 hrs. allowed at port regulations governing a ship’s stay in port are also applicable.
authorities’ discretion and with special permission. 1. It is essential that Angolan flag be flown during the vessel’s stay.
APPROACHES: Depth 18.3 m. 2. Max. speed for vessels entering or leaving the harbour is 8 knots.
PILOTAGE: Compulsory. When Pilot required outside harbour entrance, 3. All sound signals are prohibited excepting regulation signals whilst
vessel must request Pilot via Agent at least 12 hours before arrival. Otherwise manoeuvring or in cases of distress.
Pilot boards inside Lobito Bay. Two pilot boats have grey hulls with white 4. No boat may be lowered until permission for so doing has been
housing. Lobito Pilot can be contacted on VHF Channel 16. received from the competent authorities (Customs and Port Captain).
ANCHORAGES: Lobito Bay excellent holding ground, depths over Any boat thus lowered is allowed to make contact with land at one
10.1 m. and easily accessible throughout 24 hours. point only, i.e. the landing steps situated at the junction of the two
PRATIQUE: Pratique never given by radio, but granted after port quay walls.
authorities (including doctor) board vessel from 0700 – 1900 hrs. Pratique 5. No crew member may go ashore without a pass signed by the Master
granted if no contagious illnesses on board, otherwise quarantine restrictions and visaed by the Immigration Police. If a crew member is found to
imposed. Ships calling from other Angolan ports, except coasters, subject to be ashore without a pass, the ship will be fined £1,315.00 in every
same procedure. instance. All shore passes must be returned to the Immigration Police
before vessel’s departure.
PRE-ARRIVAL INFORMATION: Because Lobito Radio (call sign 6. Vessels are not allowed to make any communications by wireless
‘‘CQZ’’) operating MW range 200/400 miles only, all ETA messages, etc. during their stay in port.
must be routed via Luanda Radio (call sign ‘‘CQW’’). Agent uses same 7. Water from ship’s condenser outlets or other exhausts may not be
routeing. ETAs should be forwarded to Agent, 72 hours, 48 hours, 24 hours ejected onto the quay. A fine of £1,000 will be applied if this instruction
and 6 hours prior to arrival. is not complied with.
TUGS: Port has two tugs (480 h.p. and 750 h.p.). Usually one tug joins 8. All lavatories on the side adjacent to the quay wall must remain locked
vessel for berthing and sailing. Ships’ lines used. Occasionally two tugs may and not used during the time the vessel remains alongside.
be required. 9. No vessel is permitted to take salt water ballast whilst alongside.
BERTHS: Unless Masters indicate preference, port decides which side 10. No vessel is permitted to test engines whilst alongside.
alongside. 11. No games whatsoever are allowed in the port area; if crew members
Passenger and fruit vessels are given priority. disrespect this regulation, heavy fines are applied to the vessel.
Berthing is not permitted without Pilot. Before berthing, vessel must 12. No garbage, oily or petroleum substances, should be thrown in the
effectively cover water outlets, prepare accommodation ladder and have bay either at anchorage or alongside otherwise a fine will be imposed
anchors at the ready (authority fine any vessel ejecting water or waste on to on the vessel by the Port Captain, fine which ranges from
quays). Ships carrying explosives are not permitted to berth before Port £250.00 – 1,250.00.
Captain inspects cargo. 13. The engines may not be put out of use without the authorisation of
Quay No. 1 is aligned NE/SW, with Quay No. 2 running at right angles to the Port Captain.
it at the SW corner. 14. No repairs whatsoever may be done on board without the Port
Quay Length Depth (LW) Remarks Captain’s authorisation.
No. (m.) (m.) 15. The following procedure is to be adopted whenever cargo or vessel
1 570 10.36 General, bulk suffers damage by stevedores or port staff:
2 552 10.36 Bulk ore, grain a) Master or Chief Officer should request the Port Officer in charge of
BULK FACILITIES: Quay No. 2: Silos with 20,000 tons capacity. commercial operations to examine the damage.
Loading by 2␺400 t.p.h. capacity elevators and chutes. b) The Chief Tally Clerk of our company should also be present when
Bulk ore loading facilities, loading rate 450 t.p.h. examination is carried out.
Also see ‘‘Berths’’ and ‘‘Cranes’’. c) Written notice must be delivered to the Port Officer and a copy sent
to the Agent at the same time.
TANKER FACILITIES: A terminal at the end of the South Quay for
discharge of wine in bulk. WEATHER/TIDES: March/May rainy season. Heavy wind and rain can
Two terminals, situated on the final section of the South Quay; for discharge affect cargo work.
of petrol and oils for the Sonangol tanks existing within the port areas. These Tidal Range: 0.98 – 1.83 m.
two terminals also provide oil fuelling facilities to ships. DELAYS: Congestion not unusual and berthing delays may vary from one
An offshore terminal for discharge of petrol and oils for the Sonangol tanks to three days. Ships calling for bunkers have no priority but are sometimes
existing in the port expansion area, near the base of the hills, on the bay berthed at sunset and fuel during night-shift. Discharging of bulk cargoes can
side facing the spit expansion. be affected by shortage of suitable wagons.
A terminal at the start of the North Quay, for loading molasses through a CONSULS: Portuguese Consulate at Benguela, 30 km.
small tank installed. NEAREST AIRPORT: Catumbela Domestic Airport, 13 km. Benguela
Sonangol Terminal: Domestic Airport, 33 km.
Operator: Sonangol. CUSTOMS: No restrictions. Customs guard supervises opening and
Facilities: Four berths available with depth 10.0 – 11.0 m. resealing of bond.
Hoses: 3␺8 in. diameter pipelines discharging into local storage tanks. SHORE LEAVE: Nationals from countries having friendly diplomatic
relations with Angola usually granted shore leave. Shore leave during certain
CRANES: There are 28␺3 – 25 ton cranes (2␺22 ton cranes available, but hours only.
not always accessible); 1␺100 ton floating crane. Also see ‘‘Identification Cards’’.
CARGO HANDLING FACILITIES: 2␺22 ton forklifts. REPATRIATION: Possible via Luanda.
Storage/Warehousing: 15 warehouses and sheds available, capable of IDENTIFICATION CARDS: On arrival, all crews’ and passengers’
storing over 100,000 tons of goods. Ten reefer chambers, each with capacity passports must be handed to Immigration Police, who retain these and issue
from 100 – 120 cu.m., storage temperature +3␥C to ␤18␥C. shore passes. Passes must be carried at all times when on shore. If lost, a
STEVEDORES: Important that vessel gives accurate ETA at least fine is imposed.
24 hours in advance to enable Agent order necessary gangs (gangs ordered SHIPMASTER’S REPORT: June 1979 (Updated 1994).
0700 hrs. and 1500 hrs.).
Documents: Papers required for clearance are prepared before arrival by
Working Hours: Monday to Friday 0730 – 1700. Lunch 1200 – 1330. the Agent, who will pass them to Port Health Officer, Customs and
Weekend and public holidays overtime. Immigration.
Opening/Closing Hatches: When closed or opened by stevedores, cost 4 Arms and Ammunition Lists or Nil if none
per time per hatch (crew allowed to carry out this operation). 2 Crew Effects Declarations (own form or free form)
Cargo Gear: Wire and rope slings, nets, chain-slings, baskets, grabs, and 10 Crew Lists
shore-cranes (capacity 3 – 22 tons) available. Lifts over 10 tons must be 2 Livestock Lists
discharged using ship’s derricks. 1 List of Crews Vaccinations and date they expire
BALLAST: Available. 3 Manifests and Bills of Lading.

42 Readers are encouraged to send updates and additions (page xi)

Lobito ANGOLA
Maritime Declaration of Health (no forms at port, best to use some other for Pilot in Luanda Bay. No draft restriction at anchorage. Pilot not required
Port form that can be altered) for anchoring in bay. Pilotage available from 0800 – 2200 hrs. No special
2 Narcotic Lists or Nil Lists berthing Pilot. Pilot launch white – flying Pilot Flag (H).
10 Passenger Lists or Nil passengers If Master elects to wait for Pilot outside port and another vessel proceeds
6 Ports of Call Lists direct to anchorage, the latter will be first on turn for berth.
2 Small Package Lists to be landed or Nil statement Pilot boarding station: Lat. 8␥ 44' S, Long. 13␥ 16.5' E.
2 Stores Lists (Provisions, Deck and Engine). ANCHORAGES: Luanda Bay offers safe, sheltered anchorage at all times
Observations: The Main Lighthouse Light on the end of the Spit, and the of the year. Good holding ground, sand/mud. No draft restrictions.
four Channel Buoys are still lit. But on reduced candle power. Vessel is still PRATIQUE: Pratique may be granted by radio through Radio Luanda,
required to enter the bay and anchor without Pilot. Pilot only used when addressed Port Health or via ship’s Agent. Accommodation ladder must be
berthing. Caution is required at night as the buoys are difficult to pick up. rigged for doctor on arrival. Pratique must be granted at each Angolan port.
Both by day and night it is better to only proceed about 1.5 miles into the Pratique is not automatic. If infectious disease on board inform Port
bay, as many trawlers are always anchored at the head of the bay. The Health/ship’s Agent by cable.
berths consist of a right angled quay, with space for 4/5 ocean-going ships
(depending on length). The loading berth for ore cannot be used for general
VHF: Port listens on Channel 16 and works on Channels 24, 26, 27 and 28.
cargo, and as the loader is at present inoperative it is not used for loading TUGS: 2␺2,500 h.p. tugs available and compulsory for berthing and
ore. unberthing. Tugs join vessel off berths. Ship’s lines used (if tug lines
⌻ Shore leave is allowed daily but only from 1800 – 2200 hrs. requested, extra charges). No tug at Intertransit TC1.
⌻ No cargo worked on Sundays. BERTHS: Ships taken in strict rotation of arrival for berthing, except that
⌻ Pilot will unberth vessels up to 2400 hrs. passenger vessels have priority.
⌻ The only VHF is located in the Agent’s office and is manned during Quay LOA Draft Remarks
office hours. Calling Channel 16 thence Channel 11. (m.) (m.)
⌻ Two tugs are now used for berthing for vessels over 5,000 g.t. Angonave 300 8.0 – 9.5 Breakbulk, 2 berths
⌻ Lobito Radio Station is not manned, all traffic sent through Luanda. Intertransit TC1 300 9.5 Containers, 2 berths, 3␺2,530 ton
⌻ Continuous soundings give at least 26 m. from the entrance to the forklifts, no Pilots
anchorage. Secil 300 8.5* Breakbulk, 2␺22 ton forklifts
⌻ Discharging is at 8 tons per gang man hour. * Berth No. 1.
⌻ Vessels swing at anchor twice daily to weak tide, rise about 1 m. Beam no restriction.
⌻ Pilot meets anchorage in launch; boards using accommodation ladder. Berthing from 0730 – 1900 hrs.; 0800 – 2030 hrs. at Secil, Angonave and
⌻ Tug is used for swinging vessels if necessary, as bay is narrow. Intertransit. Care should be taken when placing the ramp so that no damage
⌻ Provisions are available at any time. is caused to the weak quayside.
AUTHORITY: Empresa Portuaria do Lobito, Avenida da Independencia, BULK FACILITIES: Ores: The ore is shovelled from railway trucks into
PO Box 16, Lobito, Republica Popular de Angola. Tel: +244 (72) 24011, buckets; daily loading average 4,000 tons per 24 hours. No mechanical
24012, 24019. FAX: +244 (72) 22719. Telex: 2912 PORTLOB. loading installation.
Email: dop@eplobito.com Web: www.eplobito.com Contact: Jose Carlos
Gomez, Director General (Email: carlos.gomez@eplobito.com). Grain: Vessels will be moored alongside the grain shed. Discharging by
means of two elevators, capacity 80 t.p.h.
AGENT: Hull Blyth (Angola) Ltd, PO Box 1214, Avenida 4 de Fevereiro, The rate of discharging is about 100 t.p.h. and the grain is loaded into
Luanda, Angola. Tel: +244 (222) 310301. Mobile: +244 912 511136. railway wagons, each of 30 ton capacity, via the adjacent warehouse.
Fax: +244 (222) 310309. Email: ship1@hullblyth-angola.com
TANKER FACILITIES:
Offshore Terminal (Refinery Berth): Two sets mooring buoys, one for
tankers with max. LOA 230 m. and max. draft 16.76 m. and the other for
LOMBO: 06␥ 50' S 012␥ 22' E tankers not exceeding 100 m. with draft 12.19 m.
Shore Lines: 12 in. crude oil submarine lines and 8 in. for fuel; 8 in. LPG line
OVERVIEW: THIS TERMINAL HAS CLOSED AND ALL FACILITIES and 6 in. hose; 8 in. GO/Kero line and 8 in. hose; 12 in. GO line and 2␺8 in.
HAVE BEEN REMOVED. hoses.
Lube Oil: 1␺10 in. sphere launching trap connected to ship’s manifold,
30.48 m. of 8 in. flexible hose between tap and floating pontoon, 0.5 nautical
LUANDA: 08␥ 47' S 013␥ 16' E (See Plan) miles of underwater 8 in. line from pontoon to shore tanks.
Also see ‘‘Fire Precautions’’.
OVERVIEW: Port handles general cargo, containers and bulk. Tankers CRANES: 2.5 – 45 ton shore cranes, 20 – 150 ton mobile cranes.
are handled at the port and at the offshore terminal. Exports include A self-propelled floating crane, capable of lifting 100 tons, may be
petroleum, iron ore and fish products. Imports include steel, machinery, flour requested from Lobito, if required.
and coal. Also see ‘‘Cargo Handling Facilities’’.
LOCATION: On north coast of Angola in large bay between coast and CARGO HANDLING FACILITIES:
Ilha de Cabo. Sonils LDA: Cranes: 1␺225 ton (crawler), 1␺135 ton, 1␺90 ton, 1␺75 ton,
CHARTS: BA Charts No. 627 and 3448. 1␺65 ton, 1␺50 ton, 1␺40 ton and 4␺30 ton container cranes.
PORT LIMITS: A vessel to be considered an ‘‘arrived ship’’ should be Forklifts: 6␺3 ton, 1␺4.5 ton, 4␺5 ton, 3␺6 ton, 2␺7 ton, 1␺10 ton and
anchored in the bay past a line drawn between the Ilha Light and across the 1␺15 ton forklifts.
bay to Fort S Pedro. Trucks and Trailers: 15␺30 ton Mack trucks, 2␺80 ton low loaders,
11␺30 ton and 6␺40 ton trailers.
DOCUMENTS:
6 Arms and Ammunitions Lists Storage: Twenty stores, total area 450,000 sq.m.
3 Bills of Lading photocopies STEVEDORES: Gangs arranged by Agent/Shipmaster.
6 Birds and Animals Lists Working Hours: Port works Monday to Friday 0730 – 1800 and 1810 – 2400;
6 Cargo Manifests Saturday 0730 – 1130. Otherwise overtime by request. Sunday holiday.
4 Crew Effects Declarations Intertransit, Secil and Angonave: Monday to Friday 0730 – 1730. Saturday
8 Crew Lists 0730 – 1200. Other times, Sundays and holidays overtime by request.
2 Crew Lists, showing dates of Vaccination and Inoculation Cargo Gear: No additional requirements provided valid test certificates
6 Mail Lists aboard.
6 Narcotics Lists MEDICAL: For serious cases, as much notice as possible should be given
4 Passenger Effects Declarations with all details available. Minor cases can be treated on arrival within half an
8 Passenger Landing and Transit Lists hour without notice. Apart from Government Hospital, there are a number of
4 Personal Effects Lists private nursing homes with good facilities. Yellow fever inoculations
6 Ports of Call Lists (with arrival and departure dates) recommended.
6 Slop Chest Contents Lists
4 Stores Lists. FRESH WATER: Fresh water available through quay pipelines, each
Copies (if possible) of following certificates will be taken ashore by Port hose delivering about 30 t.p.h.
Authorities: FUEL: Heavy fuel and marine diesel oil available from Sonangol with notice.
Derat (Exemption) Certificate SERVICES: Tank cleaning possible with notice. Radio, radar repairs
Load Line Certificate possible, but spares rarely available.
Safety Radio-Telegraphy Certificate DRY DOCK: Floating dock for emergency repairs, max. size 6,000 d.w.t.
Safety Construction Certificate REPAIRS: Minor repairs and hull repairs above the water line can be
Tonnage Certificate. carried out. Two small repair yards for small and fishing vessels.
All Passports checked and stamped.
Also see ‘‘Shipmaster’s Reports’’. POLICE/AMBULANCE/FIRE: Police Tel: 7408.
Ambulance Tel: 25275. Fire Tel: 22222.
ISPS COMPLIANCE: Port is compliant. SECURITY/GANGWAY: Recommended. Access to any space other
Commercial Port PFSO: Paolo Geronimo Antonio. Tel: +244 (23) 10355. than car decks should be denied and special watch kept for pilfering.
Fax: +244 (23) 11950. Mobile: +244 9122 8896.
Email: jerpaolo@hotmail.com PIRACY: Vessels in the Inner Anchorage have been boarded by pirates.
Cargo, radio and TV equipment and stores were stolen.
MAX. SIZE: LOA 300 m. (alongside), beam no restriction, draft 9.5 m.
(alongside). REGULATIONS: Mailboats have berthing priority over all other vessels,
Tankers: Draft 16.76 m. at the refinery buoys. foreign passenger vessels next in precedence.
DENSITY: Approximately 1024. TIME: GMT plus 1 hour all year.
RESTRICTIONS: Berthing in daylight only. Unberthing until 2030 hrs. LOCAL HOLIDAYS: 1 January (Saints Day); 15 August (Saints Day);
1 November (Saints Day); 8 December (Saints Day); 25 December
APPROACHES: Open sea approach from north. No restrictions in (Christmas Day). No cargo work on these holidays.
approach to harbour. Depth varies from 24.0 – 33.0 m.
PILOTAGE: Compulsory for vessels over 300 g.r.t. when berthing. Private WEATHER/TIDES: March/May rain season. Heavy wind and rain can
piloting, 72 hours’ notice of arrival, addressed to ship’s Agent via Luanda affect cargo work.
Radio, plus message of arrival at least 6 hours prior arrival received during Tidal Range: 0.3 – 7.1 m.
working hours. VHF available. Pilot launch comes out from port. Anchorage DELAYS: Congestion rarely exceeds 36 hours.
See guidelines for compiling and submitting information (page xi) 43
ANGOLA Luanda
CONSULS: 2 Ship’s Stores Inventories
Austria Germany Sweden 4 Stowaway Lists
Belgium Italy Switzerland 1 Vaccination Lists.
Brazil Netherlands UK Dangerous Cargo List and Crew List must be sent 48 hours prior to arrival.
Denmark Norway USA AUTHORITY: Empresa Portuaria de Luanda, EP Largo 4 de Fevereiro,
France Spain CP 1229, Luanda, Angola. Tel: +244 (2) 336298, 336243, 311178.
FAX: +244 (2) 311178. Email: portoluanda@snet.co.ao
TELEPHONES: Can be placed on board. Web: www.portoluanda.com Contact: Abel Cosme, Commercial Director.
NEAREST AIRPORT: Luanda 4 de Fevereiro International Airport, AGENT: Afritramp-Ami (Angola), CP 2163, Rua Rey Katiavala 65/71,
7.2 km. Luanda, Republica de Angola. Tel: +244 (2) 444516, 447443. Fax: +244 (2)
441352, 442776. Telex: (0991) 2318 AMI B AN. Email: ami@ebonet.net
CUSTOMS: No restrictions, but sales ashore is a serious offence.
SHORE LEAVE: Crew members allowed shore leave subject Immigration
approval provided inoculation certificates are valid. NAMIBE (Mocamedes), including Porto Saco:
REPATRIATION: Repatriation will not present any difficulties. 15␥ 11' S 012␥ 07' E (See Plan)
IDENTIFICATION CARDS: Provided by ship’s Agent for crew
proceeding ashore. OVERVIEW: Port consists of two areas, Mocamedes (Mossamedes),
which has three berths for general cargo; and Porto Saco (Porto Salazar) in
SHIPMASTER’S REPORT: May 1989. Saco Bay.
Documents: The following are to be prepared by the vessel: Porto Saco: The pier oil and iron ore pier no longer handle the export of
3 Arms and Ammunition Lists iron ore or oil. Pier has fallen into disrepair. Any cargo operations now
Bill of Lading conducted in the anchorage. Storage vessel is a bunkering vessel only.
5 Birds and Animals Lists LOCATION: On SW coast of Angola. Porto Saco is approximately 10 km.
3 Crew Personal Effects Lists north of general cargo berths, situated at the northern end of Mocamedes
8 Crew Lists Bay.
4 Dangerous Cargo Lists CHARTS: BA Charts No. 627 and 1197.
1 Maritime Declaration of Health (provided by Agent, to be filled in on DOCUMENTS: The following documents to be signed by ship’s Master.
arrival) The ship’s Agent will prepare any other essential official forms.
3 Narcotics Lists 2 Crew Effects Declarations
5 Passenger Lists 8 Crew Lists
8 Ports of Call Lists 6 Dangerous Cargo Lists, i.e. all types of explosives
4 Ship’s Stores Lists Derat (Exemption) Certificate
2 Vaccination Lists. 1 Maritime Declaration of Health
11 Passenger Lists (for each landing and transit)
SHIPMASTER’S REPORT: May 1990. 4 Ports of Call Lists
Luanda is the capital of the People’s Republic of Angola. As a port, it is Registered Tonnage Certificate
one of the best natural ports in West Africa. But due to various reasons, the 3 Ships’ Stores Lists
port is dirty, and has a low rate for handling cargo. 2 Vaccination Lists (yellow fever certificate inspected on arrival.).
There are 13 berths for ocean-going vessels, with depths from 9.0 – 11.0 m. MAX. SIZE: Mocamedes: LOA 200 m., draft 10.0 m.
alongside at the Commercial Quay (see ‘‘Plan’’). DENSITY: 1024.
There are at least 40 shoreside cranes on the quay, including 3␺10 tons, RESTRICTIONS: Berthing conducted from 0600 – 1800 hrs. Unberthing
1␺22 tons ␺ 20 m. and others of 3 – 5 tons lifting capacity. Some of them permitted until midnight. Authorities visit from 0700 – 1900 hours (approx.)
were broken and cannot be used. only.
4␺27 tons ␺ 25 m. modern PPM motor cranes and four mobile cranes
with 20 tons to over 50 tons lifting capacity respectively are used for handling APPROACHES: Approaches depth up to 13.71 m.
containers in the open stowage area or for lifting heavy cargo only. The PILOTAGE: Compulsory, Pilot boards in Bay, safe, natural bay with no
biggest crane appears to be damaged. Containers are usually discharged at reefs and easily accessible both day and night. Vessel must wait for Pilot
Berth No. 2D to Berth No. 3E by ship’s gear. 1␺22 tons ␺ 20 m. shore crane and instructions before berthing.
is available for use at this location. ANCHORAGES: No currents in harbour area, but slight prevailing winds
Fresh water is available West of Berth No. 1E through a quay pipeline, but constant. Good holding ground with depths over 10.36 m.
pressure is very low during daytime. During night-time the average rate is PRATIQUE: Pratique granted on arrival after Health Guard visit between
10 – 15 t.p.h. This fresh water is not suitable for drinking. Price is US$ 2.50. the hours of 0700 – 1900. Normal quarantine restrictions imposed if
No fresh water is available on the quay east of Berth No. 1E. contagious diseases aboard. Ships calling from other Angolan ports (except
Luanda has a population of about 2 million people and stores and coasters) are subject same procedure.
provisions are very expensive. VHF: Tugs listen on Channel 16 and work on Channel 29.
Soldiers/police are stationed in the harbour day and night and occasionally TUGS: 2␺2,200 h.p. tugs available. Join vessel for berthing. Ship’s lines
shots can be heard. used. Vessel under 5,000 tons use one tug only.
Shore leave is possible in the afternoon until midnight only. Visaed passport BERTHS: Unless Masters indicate preference, port decides berthing side.
is exchanged at the gate for a shore pass. No vessels berthed after sunset (except passenger ships), but sailing during
Finding an anchorage in Luanda Bay by radar navigation is not difficult. night shift permitted so long as prior warning given before 1700 hours. Before
The lighthouse, light beacon and light buoy were extinguished during the berthing, important that vessel covers all water outlets, prepares
night. accommodation ladder and has forward anchors ready. Ships carrying
There were a few ocean-going vessels waiting for berths and some fishing explosives not permitted berth before Port Captain surveys cargo.
vessels anchored in the bay. Mocamedes: One concrete quay, length 411 m., providing three berths.
Pilot not required for anchoring in the bay, but compulsory for berthing or
unberthing. A small tug of 700 h.p. assists when berthing. CRANES: Mocamedes: 3 – 22 ton cranes for handling general cargo.
1␺10 ton floating crane available, subject ample notice from Lobito.
No armed pirates were encountered at anchorage or at the berth, but
general cargo, especially foodstuff, was frequently stolen during the night. CARGO HANDLING FACILITIES: Mocamedes: Lightening
Entry inspection carried out at the anchorage during daylight hours by six possible. Dangerous cargo is discharged alongside or into lighters, at the
officials representing Port Health, Customs, Immigration, Harbour Authority Port Captain’s discretion.
and Agency. The entry formalities were easy and the bonded store was STEVEDORES: Forward ETA 24 hours in advance to enable ship’s Agent
sealed. The Immigration officers checked and visaed all Seaman’s Books to order required gangs.
and a crew muster was required. Another eight Immigration guards inspected Working Hours: Monday to Friday 0730 – 2100. Saturday 0700 – 1700.
crew cabins. Sunday and public holidays no work conducted. Meal break 1430 – 1500.
Documents required are same as shown in ‘‘Guide to Port Entry’’. List of Opening/Closing Hatches: When performed by stevedores, costs per
slop-chest contents was not required. hatch per time, but crew allowed to perform this task.
VHF communications: Pilot Station on Channel 8, Port Control on BALLAST: No dirty ballast facilities.
Channel 16, but normally no one answers. POLLUTION: No oil or waste products to be pumped overboard. Heavy
Departure Inspection carried out at berth before sailing. The Immigration fines imposed for breach of this regulation.
formalities are the same as entry inspection. Thereafter Immigration MEDICAL: If medical assistance required on arrival radio to Agent.
Clearance is issued. No other officials were onboard. Agent brought Port Adequate hospital facilities available, but no specialised treatment or surgery.
Clearance and Customs’ Clearance and returned four copies of Ship’s
Certificates at the same time. FRESH WATER: Available ex-wharf, rate 15 t.p.h.
FUEL: Available from dockside pipeline. At Porto Saco, rate 200 t.p.h.
SHIPMASTER’S REPORT: November 1997. Bunkers may be taken during loading operations without delay.
The following documents are required:
4 Animals Lists SERVICES: None available.
4 Arms and Ammunition Lists DRY DOCK: None.
2 Bonded and Provision Stores Lists REPAIRS: Only very minor voyage repairs.
6 Crew Lists FIRE PRECAUTIONS: No special precautions except ships carrying
4 Dangerous Cargo Lists explosives. Fire Brigade stand-by charge.
4 Kroo Boy Lists SECURITY/GANGWAY: Compulsory. Vessels must use watchmen for
4 Mail Lists 24 hours per day on well-illuminated gangways.
1 Maritime Declarations of Health REGULATIONS: Ships must not dispose of wastes into harbour or on to
4 Narcotics Lists quays, change mooring lines, lower lifeboats, immobilise main engine, use
4 Parcel Lists ship’s siren, or ship’s radio station without prior permission from authorities.
4 Passenger Lists Vessels to hoist Angola flag from 0800 to sunset.
2 Personal Effects Declarations
6 Ports of Call Lists TIME: GMT plus 1 hour.
LOCAL HOLIDAYS: See ‘‘Lobito’’.

44 Readers are encouraged to send updates and additions (page xi)

Namibe ANGOLA
WEATHER/TIDES: Tidal Range: Approximately 1.52 m. General: Flags are to remain hoisted both day and night.
DELAYS: Berthing delays are unusual. Harbour Master’s office open during daylight hours on working days only.
No port control service available.
CONSULS: None.
AUTHORITY: Empresa Portuaria de Namibe, Namibe, Angola.
NEAREST AIRPORT: Namibe Domestic Airport, 12 km. is a small Tel: +244 (64) 60643, 61056, 61646.
airstrip which is unable to take heavy aircraft. Luanda 4 de Fevereiro AGENT: Hull Blyth Angola, CP 1214, Av. 4 de Fevereiro 23-24, Luanda,
International Airport, 800 km. Angola. Tel: +244 (2) 310301, 310571, 310007. Fax: +244 (2) 310879,
CUSTOMS: No restrictions. Customs’ guard supervises opening and 310309. Telex: 261449 VAPOR G. Email: hbenquiries@hull-blyth.com
resealing of ships’ bonded lockers. Web: www.hull-blyth.com
SHORE LEAVE: All nationalities from countries having friendly diplomatic
relations are permitted shore leave.
Also see ‘‘Identification Cards’’. PALANCA: 06␥ 58' S 012␥ 24' E (See Plan)
REPATRIATION: Air communication via Lobito and Luanda.
IDENTIFICATION CARDS: All crew/passenger passports handed to OVERVIEW: Port consists of SBM, CBM, T-jetty and finger pier, handling
Immigration Police who issue shore passes. Passes must be carried when Palanca blend crude oil and operated by TotalFinaElf E&P Angola. Oil is
on shore. pumped to the terminal from the Palanca Oil Field and Lombo East Field.
FPSO is secured to a 10 point spread mooring, heading 225␥(T).
SHIPMASTER’S REPORT: March 1987. Export vessel is moored bow to stern of FPSO.
Restrictions: No night entrance permitted to Namibe Bay. We entered Saco The vessel shall moor at the bow with the storage vessel (tandem mooring)
Bay at 0315 hours for anchoring and when one mile off, five red warning or with the hawser of the buoy (SPM).
shots were fired at the vessel. LOCATION: Approximately 230 km. NW of Luanda and 20 n.m. from the
SHIPMASTER’S REPORT: May 1989. nearest coast and loading terminal.
Documents: The Floating Storage and Loading Terminal Palanca:
3 Arms and Ammunition Lists Lat. 06␥ 58' 07" S, Long. 12␥ 23' 43" E, water depth 44.0 m.
The Auxiliary Loading Buoy (CALM):
Bill of Lading
Lat. 06␥ 56' 57" S, Long. 12␥ 23' 43" E, water depth 42.0 m.
5 Birds and Animals Lists
8 Crew Lists CHARTS:
3 Crew Personal Effects Lists BA Charts No. 604 and 3206
4 Dangerous Cargo Lists French Chart No. 3357
American Chart HO No. 2203
1 Health Declaration (provided by Agent, to be filled in on arrival)
Portuguese Chart No. 305.
3 Narcotics Lists
5 Passenger Lists Nautical Publications:
French Pilot Book Volume C, West African Coast, Volume 2
8 Ports of Call Lists
French Light and Fog Signals, Series C
4 Ship’s Stores Lists BA Africa Pilot Volume 2.
2 Vaccination Lists.
DOCUMENTS:
SHIPMASTER’S REPORT: June 1998. Documents Required by Immigration on Arrival: Immigration (DEFA)
Documents: Port Authorities came on board during daylight only, to clear will check passports against the Crew List. Following documents are required:
vessel. Documents required: 5 Animal Lists
4 Animal Lists 5 Arms and Ammunition Lists
4 Arms/Ammunition Lists 5 Crew Lists
8 Crew Lists 5 Narcotics Lists
6 Crew Personal Effects Lists 5 Passenger Lists
Health Declaration 1 Ports of Call List.
Last Port Clearance For further information contact Agent.
4 Mail/Parcels Lists MAX. SIZE: 300,000 d.w.t., draft 44.0 m.
4 Narcotics Lists Also see ‘‘Cargo Operations’’.
6 Stores Lists DENSITY: Salt water.
4 Stowaway Declarations RESTRICTIONS: Daylight berthing only. There will be no mooring after
6 Passenger Lists 1500 hrs. local time.
4 Ports of Call Lists If tanker arrives after 1500 hrs. local time, Pilot will usually board the
4 Vaccination Lists. following day at 0600 hrs. local time.
Also required are some local forms to be signed by the Master. Unberthing throughout 24 hours.
Customs do not seal bonded store. APPROACHES: The production facilities of TotalFinalElf E&P Angola are
Pilotage: Pilot available for mooring during daylight only. No restriction for protected by an area of prohibited navigation which extends 0.5 n.m. around
departure, if Pilot is advised well in advance. Pilot boards in the bay from all fixed installations.
Pilot boat, painted white. Pilot has a VHF, but service is discontinued. Access to this area is authorised only to vessels working for or authorised
Anchorage: A good anchorage position is on bearing NE distance 0.6 n.m. by TotalFinaElf E&P Angola.
from ‘‘Ponta do Noronha’’ light, in a depth not less than 10 fathoms. Anchoring This prohibited area is marked at night by white lights, flashing Morse code
ground is sand, good holding. Ships swing when anchored. ‘‘U’’ every 15 seconds, installed on the corners of the platforms and on the
If approaching roads at night, keep in mind that all navigating lights in front of the storage tanker Palanca.
Namibe are off. Average height of the lights 19 m.
When approaching, Masters have to pay attention to the great number of Range 5 miles.
In the event of reduced visibility (less than 1 mile) the floating storage
very small fishing boats, many of them powered only by oars. We arrived at
vessel emits audible signals in accordance with the international collision
the roads about 2300 hrs. LMT, nobody from shore gave instruction about
regulation for warning of approaches at sea, consisting of the letter ‘‘U’’ every
the anchorage. 30 seconds.
VHF: No official radio station in Namibe. Ships must contact their Agents Platforms are located as follows (1998):
directly when approaching via VHF Channel 16. A good way to send ETA is Production Platform Palanca Lat. 06␥ 58' 23" S, Long. 12␥ 22' 33" E
by fax via Inmarsat. (PAL P1):
Harbour Master has VHF, but service is unreliable. Drilling Platform (PAL F2): Lat. 06␥ 56' 43" S, Long. 12␥ 22' 35" E
Tugs: No tugs available in Namibe. Pilot boat assists with bringing lines Flare Platform (PAL T1): Lat. 06␥ 58' 13" S, Long. 12␥ 22' 30" E
ashore. Flare Platform (PAL T2): Lat. 06␥ 58' 24" S, Long. 12␥ 22' 38" E
Berth: Named ‘‘Cais Comercial’’, SSE direction, about 600 m. in length. A Production Platform (PAL P2): Lat. 06␥ 58' 25" S, Long. 12␥ 22' 40" E
medium-sized ocean freighter can berth starboard side alongside only, Production Platform (PAC F1): Lat. 07␥ 05' 59" S, Long. 12␥ 20' 19" E
heading SSE, with her stern near the NNW corner of the berth. In this position, Flare Platform (PAC T1): Lat. 07␥ 05' 47" S, Long. 12␥ 20' 13" E
maximum draft is 10.0 m. at any time. The rest of the ‘‘Cais Comercial’’ is Production Platform (BUF F1): Lat. 07␥ 07' 05" S, Long. 12␥ 22' 10" E
used for coastal vessels. There are sufficient fenders on the berth. Production Platform (PAC F2): Lat. 07␥ 07' 42" S, Long. 12␥ 20' 55" E
Swell can be expected alongside. Production Platform (IPS F1): Lat. 07␥ 03' 56" S, Long. 12␥ 24' 50" E
Production Platform (PAC F3): Lat. 07␥ 04' 20" S, Long. 12␥ 19' 55" E
Cargo Facilities: Few trucks are available. There is a forklift capable of Production Platform (IMP F1): Lat. 07␥ 00' 34" S, Long. 12␥ 22' 43" E
handling full containers and one small forklift. There is a railway for train Drilling Platform (PAC F4): Lat. 07␥ 09' 26" S, Long. 12␥ 20' 45" E
convoys on the berth. Drilling Platform (COB F1): Lat. 07␥ 12' 14" S, Long. 12␥ 23' 21" E
There is a shore crane capable of lifting up to 12 tons and some mobile Production Platform (PAM F1): Lat. 07␥ 10' 23" S, Long. 12␥ 23' 21" E
cranes with less capacity. Production Platform (COB P1): Lat. 07␥ 10' 23" S, Long. 12␥ 23' 22" E
Stevedores: Longshoremen work from 0800 – 2400 hours, seven days a
week. A sealine of 2,600 m. links the production platform (PAL P2) with the
Floating Storage Palanca.
Medical: There is a hospital in Namibe. A sealine of 3,600 m. links the Production Platform (PAL P2) with the
Fresh Water: Available on the pier. Rate and quantity to be supplied, Auxiliary Loading Buoy.
depends on the availability of water in the city’s tanks. A sealine of 2,164 m. links the Floating Storage ‘‘Palanca’’ with the Auxiliary
Fuel: Small quantity of diesel oil can be supplied by truck. Loading Buoy.
Consuls: None. Additional rigs may operate in the vicinity of these platforms at any time.
Gangway/Deck Watchman: Not compulsory and not necessary. Consequently vessels coming to load at Palanca must refer to radio
messages received prior to arrival.
Airport: There is an airstrip near Namibe, providing flights to Luanda.
Chandlery: No ship chandler available, few provisions available in the PILOTAGE: Compulsory, carried out by a Pilot representing TotalFinaElf
E&P Angola, who will remain on board during the entire duration of the call.
market. Fish is abundant and can be easily caught, also alongside. The signals for contacting the Pilot are those set out in the International
Shore Leave: Crew may go ashore but should return on board before Code; the Pilot may be contacted by VHF Channel 16.
2400 hours, and must carry passport or Seaman’s Book. The Pilot shall take control of the vessel approximately 2.2 n.m. in the
Currency: Local currency is Kwanzas, exchanged at a rate of about 330␥(T) direction (NNW) of the loading station, at Lat. 06␥ 55.3' S,
500,000 Kwanzas to US$1.00 (June 1998). Long. 12␥ 22.5' E.

See guidelines for compiling and submitting information (page xi) 45

ANGOLA Palanca
It should be recalled that ‘‘piloting consists of assistance given to Masters HOSES: Connections: The loading of vessels is conducted through
in steering vessels upon entry into and departure from the piloting zone’’. 1␺20 in. flexible floating line, length 256 m., terminating in 2␺16 in. ␺ 27 m.
It should be stressed that the Master remains at all times entirely long hoses. Connection is a 16 in. 150 ASA flange. Port side manifold
responsible for any damage or accidents resulting, whether at night or day, normally used.
from the steering or manoeuvring of his vessel. Connection and disconnection of hoses will be executed by the mooring
ANCHORAGES: Vessels coming to load at Palanca may anchor in 50 m. crew. During the entire duration of the vessel’s stay at the loading station,
of water, 5.4 n.m. WNW from the loading station, within 1 nautical mile radius the Pilot shall assure that a safety watch is kept on board. The Pilot is also
of position Lat. 06␥ 55' 08" S, Long. 12␥ 18' 45" E. the Loading Master and the representative of TotalFinaElf E&P Angola.
It is prohibited to anchor in the Prohibited Area within 1.5 miles of the line CARGO OPERATIONS: Max. Size: 150,000 d.w.t. when the vessel is
of pipes connecting PAL F2 to PAL P1, and from PAL P2 to the Storage moored bow-to-bow with the barge, 300,000 d.w.t. when the vessel is moored
Vessel and at least 1.0 nautical mile from the loading station. at the SBM. Depending on the sea and wind conditions, this maximum size
Sea Bed: Sandy and of good consistency for anchoring. Certain may be reduced to 280,000 d.w.t.
outcroppings of flat rock can delay engagement of the anchor. Max. bow to manifold distance 168 m.
PRATIQUE: Health inspection is carried out by the chief doctor of the Min. bow to manifold distance 130 m.
Border Health Police. Max. vessel manifold height above water at CD equivalent to that of VLCCs.
In the event of a contagious illness on board, Health authorities must be Min. SWL of vessel’s derrick 15 tonnes.
advised prior to arrival. The Palanca Loading Station of TotalFinaElf E&P Angola is a single point
PRE-ARRIVAL INFORMATION: Arrival Advice: Vessels should bow mooring type.
advise their ETA 72, 48 and 24 hours in advance to TotalFinaElf E&P Angola. The storage vessel is connected to a Turret Buoy by a semi-rigid arm. This
Thereafter, they should give notice of any significant changes in their buoy is fixed to the sea floor by chains to six driven stakes. These anchoring
expected hour of arrival. chains extend to a radius of 490 m. around the buoy.
Vessels shall address their ETA to: The loading buoy is a CALM buoy (Catenary Anchor Leg Mooring) fixed
TotalFinaElf E&P Angola, to the sea floor by 6␺4.25 in. chains.
Rua Marechal Broz Tito No. 13, CP 2610, Luanda. The depth of water at the turret buoy is 44.0 m. The storage tanker Palanca,
Tel: +244 (2) 390293, 390343, 390393. length 256.5 m., beam 60.0 m., has a capacity of 274,000 tonnes.
Telex: 042-540593 ELFANGA and start your message text with The water depth at the CALM loading buoy is 42.0 m.
‘‘To: EP-AO-DB3 EXP-OPS-TERM’’. The sealine (2,500 m. ␺ 20 in. diameter) connects the Palanca floating
Palanca: Floating Storage Vessel. storage to the production platform, the buoy is connected to the sealine by
Call sign ‘‘FJBZ X’’. 1␺20 in. hose line.
SSB monitoring (voice) on 6,342 kHz from 0700 – 1700 hrs. For loading, there are two possibilities:
VHF monitoring on Channel 16 permanently. a) A 20 in. floating line ending in 2␺16 in. lines connects the bow of the
Monitors satellite communications permanently: storage vessel to the intake manifold of the lifting vessel at a length
Via Atlantic satellite (See ‘‘Notice of ETA’’ below). of approximately 250 m. from the bow.
Tel: (871) 111 0776. b) Dispatching of the production from the storage barge to the second
Fax: (871) 111 1176. Loading Station is made through a 30 in. sealine. A floating 20 in.,
Telex: (871) 111 0777 and start your message text with: 300 m. long, flexible line (ending in 2␺16 in. lines) connects the
EP-AO-DB3 EXP-OPS-TERM. loading buoy to the lifting tankers manifold.
The following is part of a message sent to a vessel in August 1992. The choice of the loading point shall be made by TotalFinaElf E&P Angola.
Quote The normal conditions at the loading stations are as follows:
Notice of ETA: Tankers of 40,000 – 150,000 d.w.t.
Please report to Palanca Offshore loading facilities 72 hours in advance Liftings of 40,000 – 150,000 tons.
of ETA, and again 48 hours and 24 hours prior to arrival. Exceptionally, the terminal may receive:
Please send telex to Palanca Terminal/FJBX. ⌻ tankers of up to 300,000 d.w.t. unballasted or half cargo, exclusively
TotalFinaElf E&P Angola, Attn. Mrs. E Gabriel EXP/ING. from the SBM buoy and with 10 days’ notice
a) Ship using INMARSAT: ⌻ liftings of up to 200,000 tons (programmed in advance according to
Dial: EP-FE-AO EXP-OPS-TERM 042-540593 or Block 3 Rules).
EP-FE-AO DOPE-EXP 042-540593 (A/B ELFANG AN).
The Palanca Terminal has the right to refuse these exceptions.
b) Ship using Radiotelex:
The work vessel shall remain at the disposal of the Pilot, and shall hold
Dial: EP-FE-AO EXP-OPS-TERM 042-540593.
fast at the stern of the tanker under tow. A tow should be furnished to the
In respect of the shore station procedure.
work vessel at the stern of the tanker, permitting a permanent traction of
Pre-Arrival Message: Please advise Terminal Palanca and TotalFinaElf approximately 10 – 25 tons, during tandem loading operations, and also at
E&P Angola: the loading buoy.
Name of your Shipping Agent Notice of Readiness: Notice of Readiness is to be addressed to
Name of Master TotalFinaElf E&P Angola.
Vessel’s flag and call sign Loading: Three loading configurations are possible:
Voyage number when leaving Palanca after loading Loading in tandem, maximum rate 8,000 cu.m./hr.
Destination and last port of call Loading on the buoy, maximum rate 6,000 cu.m./hr.
Whether loading can be initiated while deballasting. If not, advise required Loading simultaneously on two tankers tandem/buoy, maximum rate
deballasting time. 12,000 cu.m./hr. (7,200 cu.m./hr. tandem plus 4,800 cu.m./hr. from the buoy).
Quantity of clean ballast and permanent ballast on arrival Expected load/discharge rate at SBM and tandem loading 5,600 cu.m./hr.
Confirm that heating coils and tanks are sound and not leaking Inspection of the tanks after deballasting and measurement of ullage after
Loading rate with 1␺16 in. hose loading shall be done in the presence of the Pilot, representing TotalFinaElf
Revert with dimensions of your forward Panama Fairlead E&P Angola.
Confirm that cargo tanks will be under inert gas on arrival. TotalFinaElf E&P Angola shall place on board the vessel, two sealed
Whether owner’s instructions have been received regarding insertions or
(2 litres) samples representative of the cargo.
special mentions to be added on Bill of Lading. Please revert with your
Twenty minutes before the end of loading, the tanker shall make contact
standard Carrier Alpha Code.
with the storage vessel by VHF, so as to be able to stop the pumps at the
According to your instructions, when can loading be initiated (date and
time). appropriate moment.
Quantity of slops on board, and if ‘‘Load-on-Top Procedure’’ will be followed The Master shall be entirely responsible for the valve manifold operations
this voyage. and for onboard loading safety.
Revert with your vessel’s experience factor calculated as follows: Closed Loading: Compulsory. A Safety Officer will board the vessel with
Total of ship’s figures for the last five voyages, divided by the Pilot/Loading Master. The Safety Officer will inform the vessel’s crew of
Total of B/L quantities for the same voyages. the safety measures necessary for the handling of this cargo, i.e. instructions
If any more information needed. to shipboard personnel, monitoring and measurement of gas levels,
Unquote. management and control of H2S in the cargo tanks, on the decks, in the living
TUGS: Mooring is carried out by a work boat using personnel designated quarters and when vented to the atmosphere.
by TotalFinaElf E&P Angola. The Safety Officer will provide emergency equipment, such as breathing
This vessel is at the disposition of the tanker, under the instructions of the apparatus (for emergency work at the ship’s manifold), H2S monitoring and
Pilot, during the duration of the tanker’s manoeuvring and its stay at the measuring equipment.
loading terminal. During cargo tank venting, only crew members authorised by the Master
The towing wire is provided by the towing work vessel, towing traction will be allowed on the open deck areas. All accommodation access doors
35 tons average. must be closed and sealed during loading, except one, and all shipboard
MOORING: Moorings at the loading terminal are furnished by TotalFinaElf personnel will be instructed to use only that assigned access, except in an
E&P Angola. Consequently, the vessel should be prepared to take on board: emergency. Ship’s air-conditioning plant must be on internal recirculation.
the hawser as close as possible to the centre line of the vessel, the mooring Recommendations and Regulations as per IMO Dangerous Hydrocarbon
line being composed essentially of 45 m. of doubled 18 in. circumference Cargo Handling and ISGOTT International Safety Guide for Oil Tankers and
nylon and 7 m. of 3 in. chain. This chain is intended to hold fast the nip of Terminals must be followed at all times.
the hawser at the fairlead; and furthermore, in order to facilitate its taking on Palanca Crude Characteristics: (April 2000).
board, the hawser is furnished with an ‘‘in haul’’ of 10 in. circumference API at 60␥F: 37.2
polypropylene, of approximately 200 m. in length. Density at 15␥C: 0.8380
The ‘‘in haul’’ is passed to the vessel by means of a tender. The vessel Pour point: 0␥C
must prepare the messenger line for taking on board the ‘‘in haul’’ by the Reid vapour pressure at 37.8␥C: 67 K. Pa
bow.
Weather and sea permitting, mooring will be undertaken from Hydrogen Sulphide: Cargo loaded at the terminal contains high
0600 – 1500 hrs. In exceptional conditions, mooring can take place at night. concentrations of hydrogen sulphide (H2S). Special precautions should be
Unmooring shall take place as soon as loading is completed, whether day taken due to H2S gas when venting to atmosphere during loading, or when
or night. ballasting and after the discharge of the cargo, as it is extremely dangerous
The port derrick should be rigged before arrival and have a minimum lifting to personnel. Because of the extreme danger, each and every person working
capacity of 15 tons. in an area where H2S gas may be present, should be aware of the potential
The port side manifold should be prepared for connecting 2␺16 in. hoses. dangers, and know how to protect themselves from its toxic effects.

46 Readers are encouraged to send updates and additions (page xi)

Palanca ANGOLA
BALLAST: Vessels should arrive with sufficient ballast and correct trim in XIKOMBA: 06␥ 03' S 011␥ 01' E
order to be able to manoeuvre with safety; such ballast may not be less than
30% of the deadweight of the vessel. Deballasting may be carried out only OVERVIEW: The terminal consists of the FPSO Xikomba, 256,033 d.w.t.,
with the agreement of the Pilot/Loading Master. with a CALM buoy moored astern of the vessel in depth of 1,300 m. and can
The storage facility at Palanca is not equipped with an oil separator. The handle vessels up to 350,000 d.w.t.
vessel should therefore present itself with clean ballast. LOCATION: The FPSO Xikomba is located in Block 15 approximately
Any vessel presenting itself with dirty ballast may be obliged to depart the 76 n.m. offshore west of Banana.
loading terminal and any resulting delay shall be entirely for its account; the
acceptance of the Notice of Readiness shall be appropriately adjusted. CHARTS: BA Charts No. 604 and 3206.
The Master shall be responsible for overflow or leakage from the tanks or Nautical Publications: Admiralty Pilotage NP2 Africa Pilot Vol. II.
any other situation which can bring about accidental discharge of MAX. SIZE: 350,000 d.w.t.
hydrocarbons. HOSES: There are 2␺16 in. loading hose connections.
The scuppers shall be plugged during the duration of loading. CARGO OPERATIONS: The FPSO has storage capacity of
TotalFinaElf E&P Angola shall not be responsible for any violation of 292,000 cu.m.
international regulations. Loading Rate: Approximately 7,000 cu.m./hr.
POLLUTION: It is forbidden to discharge cinders, flammable materials, Cargo: Xikomba Crude.
objects and waste of any kind into the sea. API: 34.83
Any object falling into the sea should be reported to TotalFinaElf E&P SG at 60␥F: 0.8507
Angola. Sulphur weight %: 0.39
TotalFinaElf E&P Angola may attempt, at any time that it may consider Viscosity at 40␥C: 6.49
appropriate, to fish such objects out of the sea. Such fishing out shall be Pour point: 50␥F
undertaken at the expense, risk and peril of the party responsible.
OPERATOR: Esso Angola.
SLOPS DISPOSAL: No facilities.
MEDICAL: Facilities in Ahmed (Soyo). Urgent health evacuations to
Luanda are carried out by TotalFinaElf E&P Angola at the expense of the
vessel.
The Agent of the vessel shall take charge of the evacuee upon his arrival
in Luanda.
FRESH WATER: Not available
FUEL: Not available.
CHANDLERY: Storing: It is not possible to provision at the terminal.
REPAIRS: The repair shops at Luanda have limited facilities, information
can be obtained from ship’s Agents.
TIME: GMT plus 1 hour.
WEATHER/TIDES: Rain: The rainy season predominates in February
to April.
The dry season and cool season extends two to three months in June,
July and August.
Air Temperature: In the rainy season, the temperature of the air varies
from 23 – 30␥C with a relative humidity of approximately 91%.
In the dry season the temperature varies from 18 – 22␥C with a relative
humidity of approximately 86%.
Sea Temperature: On the surface, the temperature of the sea varies from
30␥C at the start of the year to 20␥C in the month of July.
Salinity varies from 28 – 35 grams per litre.
Visibility: During the rainy season, particularly February, March, and April,
the rain limits visibility to 0.5 n.m.
Tidal Range: The tides are diurnal, maximum height at MHWS is 1.9 m.
and at MHWN 0.95 m.
Winds: The dominant winds are from the south, generally less than 15 knots
on the average. Strong winds have a short duration and blow from the east
or SSE in association with gales (70 km./hr.).
Currents: In the Palanca region, currents can be extremely variable in force
and direction but the general dominant current, flows toward the NNW, its
speed on the surface can attain 1.8 knots.
Swell: The predominant direction of the swell is from the SSW, the average
height varies from 1.5 – 2.5 m. with a period of 12 seconds, the surface waves
generated by local winds rarely exceed 2 m.
The swell is strongest from May to October and at maximum 2 – 3 days
before spring tides.
NEAREST AIRPORT: Luanda International Airport, 4 km.
GENERAL: Safety: The Master is solely responsible for safety on board
his vessel.
During the entire stay at the loading station, the Master must: maintain on
board sufficient personnel so as to be able to manoeuvre the vessel without
risk and to put into action appropriate firefighting equipment; maintain engines
so as to be ready to manoeuvre; attend to the hawser so as to assure good
mooring without abnormal wear; keep a watch over the floating hose so as
not to subject it to any wear or chafing which might cause deterioration; keep
watch so that the vessel does not collide with the storage vessel, whether
as a result of a reverse in current or a severe change in wind direction or
for any other reason.
Territorial Waters: The sovereignty of the Republic of Angola extends to
a distance of 20 n.m. from the shore line at low tide along the coast.
The Angolan authorities exercise fiscal, customs, health, and immigration
control on the high seas contiguous to the territorial waters up to a distance
of 200 miles.
Transport: The means of transport of TotalFinaElf E&P Angola cannot be
utilised by the crew of vessels coming to load at Palanca. There is no regular
transport between Palanca and Luanda.
SHIPMASTER’S REPORT: March 1987 (Updated 2000).
Berthing will not be commenced after 1500 hrs. (local time).
Pilot ladder to be rigged to the water as Pilot boards from a work boat. On
boarding, Pilot will go forward to inspect mooring arrangements.
Shore gear lifted on board on the port side.
Loading vessel moors bow to stern with storage vessel.
Just before taking up mooring lines the tug makes fast aft. Vessel requires
a heavy messenger to lift tug’s wire. Once vessel starts heaving mooring
lines, Pilot goes forward and communicates with bridge on VHF Channel 67.
AUTHORITY: TotalFinaElf E&P Angola, Rua Marechal Broz Tito
No. 13, CP 2610, Luanda, Republique d’Angola. Tel: +244 (2) 390293,
390343. Telex: 4130, 4132 Elfang. Web: www.totalfinaelf.com
Contact: Captain Y Tabourdeau, Terminal Superintendent
(Email: ep-ao-db321.ops-cm-term@totalfinaelf.com). Captain A Le
Guennic, Palanca Pilot (Email: ep-ao-db321.exp-ops-cm@totalfinaelf.com).

See guidelines for compiling and submitting information (page xi) 47