CONGO, REPUBLIC OF
GENERAL (See Plan)
GEO-POLITICAL:
Capital City: Brazzaville.
Nationality: (noun) Congolese, (adjective) Congolese or Congo.
Population: 4,012,809.
COMMUNICATIONS:
International Direct Dial Code: 242.
Number of Internal Airports: 6.
Major Languages Spoken: French (official), Lingala and Monokutuba
(lingua franca trade languages), many local languages and dialects (of
which Kikongo is the most widespread).
ECONOMY:
Currency: 1 CFA Franc BEAC (XAF) of 100 Centimes.
Exchange: (as of March 2010)
US$ 1.00 ␦ XAF 488.99
Exchange rates under licence from XE.com
Main Industries: Petroleum extraction, cement, lumber, brewing, sugar,
palm oil, soap, flour and cigarettes.
ENVIRONMENT:
Territorial Sea: 200 n.m.
Coastline Extent: 169 km.
Climate: Tropical; rainy season (March to June); dry season (June to
October); persistent high temperatures and humidity; particularly
enervating climate astride the Equator.
Natural Resources: Petroleum, timber, potash, lead, zinc, uranium,
copper, phosphates, gold, magnesium, natural gas and hydropower.
Natural Hazards: Seasonal flooding.
Terrain: Coastal plain, southern basin, central plateau, northern basin.
AZURITE MARINE TERMINAL: 05␥ 38' S 010␥ 59' E
(See Plan)
OVERVIEW: The field development consists of a spread-moored Floating
Drilling Production Storage and Off-loading (FDPSO) tied to a subsea drill
centre. The subsea drill centre utilises ten slot cluster manifolds, six slots for
production and four slots for water injection. The subsea manifold is tied to
the FDPSO using three flexible risers, two for production and one for water
injection. The terminal comprises one loading point, the FDPSO,
tandem-mooring the offtake vessel to the bow of the FDPSO.
The FDPSO is a converted 255,086 d.w.t., LOA 322 m., beam 56.0 m.,
moulded depth 30.0 m. and loaded draft 19.9 m. Loading point is designed
for mooring the offtake tanker bow to the FDPSO bow in tandem. The FDPSO
equipped with fog horn and navigational lights emitting Mo(U).
LOCATION: 70 n.m. WSW of Pointe Noire. The Azurite Oilfield is located
in the Mer Profonde Sud block, 130 km. from Pointe Noire, in approximate
depth 1,400 m. Location may vary slightly from time to time due to ongoing
drilling activities.
CHARTS: BA Chart No. 604.
RESTRICTIONS: Terminal reserves the right to decline to moor a specific
offtake tanker if existing conditions or facilities are considered unsafe for
mooring or loading, even though the terminal may be open to other offtake
tankers. Should the Mooring Master suspect failing weather, offloading will
be halted immediately and offtake tanker moved to a safe distance.
Operational Hours: Terminal closed to vessel berthing 1600 – 0600 hrs.
Loading is conducted throughout 24 hours, weather and other circumstances
permitting.
Marine Exclusion Zone: Covers area radius 2.0 n.m. centred on the
FDPSO.
Offtake Tanker Acceptance Requirements: Offtake tankers shall
comply with the ISGOTT 5th Edition, OCIMF Standards for Ship to Ship
Transfer and OCIMF Tanker Manifolds and Ancillary Equipment.
Cathodic Protection: Offtake tanker will disengage the cathodic protection
system before entering the FDPSO exclusion zone.
Cessation of Operations: Mooring Master may order cessation of mooring
or transfer operation. In such an event, the responsible persons of the other
vessels shall immediately act as required to cease such operations. Criteria
that the Mooring Master will consider as to whether the offtake tanker
disconnect are:
⌻ waves height 2.5 m.
⌻ wind speed 30.0 knots
⌻ current 1.50 m./sec.
⌻ pull required to keep offtake tanker in position, exceeding allowable
pull capacity for the static tow vessel or SWL of towline securing points
on offtake tanker
⌻ angle between hawser and centre line of FDPSO exceeds 45␥. If angle
exceeds 60␥, tanker may begin to foul the anchor wires of FDPSO
⌻ successive peak loads recorded on hawser load cell at FDPSO side
in excess of 150 tonnes
⌻ continuous loads of 120 tonnes recorded on hawser load cell at
FDPSO side.
ARRIVAL: Notices of Readiness (NOR): Terminal is closed to arriving
vessels from 1600 – 0600 hrs., regardless of the time of arrival of any
particular vessel or the time NOR is issued. Offtake tanker shall not tender
NOR until within 6 n.m. of the terminal, and until ready in all other respects,
to approach, moor and offtake. Arrival time considered as the time of Mooring
Master boarding, in a position inside one of the two waiting areas.
APPROACHES: Waiting Area: Two waiting areas, each centred 4 n.m.
from the terminal. Following receipt of instructions from Mooring Master,
offtake tanker should proceed to the waiting area designated by the FDPSO
OIM, where Mooring Master will board vessel.
Maritime Exclusion Zone: Offtake tankers are prohibited from navigating
within the maritime exclusion zone.
PILOTAGE: Compulsory within 2.0 n.m. radius of FDPSO. All
manoeuvring of offtake tanker within the exclusion area shall be carried out
using advice of the Mooring Master.
Access to Offtake Tanker: Offtake tanker should be capable of
776
General
performing personal transfer either by a personal basket or equivalent using
fit for purpose, certificated equipment, operated by qualified personnel.
Personal transfer via the pilot ladder should be avoided.
Personnel basket must be clean and in good condition. If offtake tanker is
not equipped to transfer personnel via a personnel basket, combination ladder
shall be provided as per IMPA and SOLAS requirements.
Assistant Mooring Master: Assistant Mooring Master is stationed on the
forecastle of the offtake tanker during approach and mooring operations.
PRE-ARRIVAL INFORMATION: Notice of Arrival: Offtake tanker
shall send an initial ETA message to terminal at least 7 days, updating 72,
48, 24, 12 and 4 hours prior to arrival. It is important that all incoming offtake
tankers advise the terminal at least 72 hours before the estimated time of
arrival, providing best possible ETA.
Change in ETA of 4 hours or more, and in the last 24 hours change by
more than one hour, offtake tanker shall update ETA.
In case passage from last port is less than 72 hours, notice shall be given
immediately after departure to update ETA. Subsequent notices shall be
given at the regular times.
Terminal: FDPSO Azurite, call sign ‘‘3ENN8’’. Tel: +65 6796 0810.
Fax: +65 6796 0804 (ext. 250). Inmarsat M: ++870 7648 77398.
Fax: ++870 7648 77399, +65 6796 0809 (V-Sat).
Email: oim.azurite@prosafeproduction.com
VHF: Terminal listens on Channel 16 and works on Channel 12. All
communications shall be in English.
TUGS: Offtake tanker hold back line shall consist of 30 m. finished length
and 2.0 m. protected loop spliced, secured to the offtake tanker’s bits.
MOORING: FDPSO is spread moored, offtake tanker weathervane rotation
is limited to +/␤60␥ from FDPSO axis, around the tandem mooring point. An
orange zone, sector beyond +/␤45␥ from FDPSO axis, is provided for early
warning that the offtake tanker is getting close to the boundary, and early
action can be taken to resolve the issue or prepare the tanker for a controlled
departure.
Offtake tanker shall not undertake any approach to the terminal without
the assistance of tugs and associated support vessels.
During the approach, a supply-utility boat shall deliver the terminal’s bow
hawser pickup line to the offtake tanker. The supply boat will then deliver the
cargo transfer hose once secured in the berth. Assisting vessels shall not
be permitted to work alongside the offtake tanker unless all cargo tanks on
the offtake tanker are inerted, and all cargo/ballast tank lids and ullage ports
are closed.
No tugs or any other vessels shall be permitted alongside until the offtake
tanker’s Master has determined it is safe to do so. Aft, the offtake tanker
shall be made ready to heave up the hold-back tugs mooring hawser.
Tandem Loading Point: One tandem offloading platform at the bow of the
FDPSO, one floating hose line, two mooring hawsers connected to
quick-release hooks on the FDPSO deck, two holdback connections, one for
each tug.
Characteristics of the Tandem Loading Point: FDPSO is
spread-moored using 12 mooring legs deployed in sets of three. Each
mooring leg consists of chain, synthetic rope and chain. Each mooring leg
is fixed to points on the deck of the FDPSO and to a suction pile anchor.
Characteristics of the Mooring Hawser: 2␺200 ton SWL mooring
hawsers are provided by the terminal. Number of hawsers based on OCIMF
guidelines. One mooring hawser comprises a 21 in. (circ.) ␺ 80 m. mooring
hawser and 8 m. ␺ 3 in. (diameter) chafing chain. For the chafing chain,
approx. 2.5 m. will be provided at terminal end and the remaining 5.5 m. will
be provided at offtake tanker end with a type B layout as per OCIMF
guidelines. Hawser is equipped with 110 m. ␺ 10 m. pick-up rope (MBL
72 tons), a 200 m. ␺ 3 in. messenger line and associated pickup hardware.
Each mooring hawser is connected to the FDPSO by the use of a
quick-release system, comprising of hook, with load cell, alarm set to
160 tons, manual handle release from safe location and electro-hydraulic
release mechanism.
Mooring Procedure: In order to ensure all mooring activities occur during
daylight hours, mooring operation will not commence unless at least 3 hours
of daylight remains. Messenger ropes passed to offtake tanker by a service
boat. Offtake tanker to prepare a messenger line to bring the messenger
rope aboard.
Bow Thruster: Should not be disengaged until the mooring hawser is
connected. Masters should be cautioned that the thruster must not be used
when tugs and support vessels are operating near the bow.
Curtailment of Mooring: Vessels required to leave the terminal area on
account of weather should keep in contact with the terminal via VHF in order
that they will be readily available when weather moderates.
HOSES: Floating Hose: Floating hose consists of a 20 in. internal
diameter single carcass floating hose terminating at a 16 in. ANSI 150 tail
hose and 16 in. barbell type rail hose with a butterfly valve and shaft spool
cam lock. Total length 330 m.
A pick-up buoy unlit shall be permanently attached to the pickup chain at
the offtake tanker end of the transfer hose.
A marine breakaway coupling is included between the last section of
mainline full floating hose and the three lengths of tail end hose at the offtake
tanker end.
Derrick/Crane: Prior to mooring, offtake tanker to have rigged, depending
on prevailing conditions, have crane/derrick at least 15 tonnes SWL, rigged
on either port or starboard side.
Hose Connection: Offtake tankers shall have an adequate supply of
reducers, gaskets, wrenches, equipment and material to connect the cargo
hose.
Hose Disconnection: Operations are undertaken by the offtake tanker and
supervised by the Mooring Master.
CARGO OPERATIONS: Nominal offloading export crude parcel is from
35,772 – 113,278 cu.m. (300,000 – 950,000 bbls.).
Characteristics:
API gravity: 25.1
Sulphur: 0.56 wt %
Pour point: 45
Paraffin content: 7.4 wt %
Asphaltene content: 2.9 wt %
Oil BS&W: ⬍0.5%
Readers are encouraged to send updates and additions (page x)
Azurite Marine Terminal
Azurite Crude Oil is waxy in nature with a wax appearance temperature
(WAT) of 54.0␥C (129␥F).
Loading Rate: Average discharge rate 7,500 cu.m./hr.
Loading Condition: Normal loading conditions are conducted by tandem
mooring. Terminal handles 160,000 – 330,000 d.w.t. vessels.
Offtake tanker shall maintain at least 25% of S.d.w.t. and have propeller
fully immersed and no more than 3 m. trim by stern.
Any deviation from these conditions will require the approval of the OIM
of the FDPSO complete with a formal safety review in advance of such
approval.
Crude Oil Loading Operations: After connection of offloading hose,
approx. 54 cu.m. (450 bbls.) of fresh/seawater will be transferred prior to
crude oil transfer. On completion of cargo transfer, offtake tanker will be
expected to flush the hose by pumping approx. 54 cu.m. (450 bbls.) of
fresh/seawater back to the FDPSO.
Terminal Crude Oil Volume Measurement: Gross/net volume
measurement of crude oil offloaded will be carried out on the basis of terminal
measurement and sampling. Primary means of measurement is the FDPSO
metering system.
In the event of meter failure, back-up measurement will be dipping of the
FDPSO tanks.
Offtake Tanker Valve Configuration Changing: No valves, which stop
or reduce the oil flow rate, shall be operated without prior agreement of the
FDPSO Marine Superintendent or Cargo Supervisor on duty. Closure against
incoming stream may result in excessive pressure, possibly resulting in
damage.
The practice of throttling back on the cargo valves is to be avoided. If a
lower loading rate is required, the terminal is to be advised and the pumping
rate reduced to the agreed rate. A reduction in loading rate before topping
off a final tank or tanks may be arranged through the Mooring Master. On
advice from the offtake tanker, minimum 5 minutes required to stop flow of
crude oil. Offtake tankers requesting reduction from agreed rate, unless
during tank top-off, will be held responsible for additional loading time.
Non-emergency situations, 15 minutes’ notice is required to reduce the
loading rate.
Inert Gas System (IGS): All offtake tankers shall be fitted with an IGS and
confirm that all tanks have oxygen content less than 8% by volume prior to
loading.
Offtake Tanker Personnel: At all times sufficient offtake tanker crew shall
be available to carry out, under supervision of a competent officer, the
instructions given by the Mooring Master, including raising, lowering,
connecting and disconnecting oil loading hose and actions related to the
loading operation. All personnel assigned for radio duty shall have checked
their radio equipment and shall have reported by radio as being in position
and ready for duty as assigned. All call signs assigned to offtake tanker crew
and terminal personnel shall be advised and recorded by the FDPSO Marine
Superintendent, the offtake tanker Master, tug Master and Mooring Master.
Arrival Condition: Offtake tanker shall retain sufficient ballast on board to
allow for safe manoeuvring during berthing operations. Offtake tanker
Masters, familiar with the terminal, local conditions and mooring procedures,
may elect to arrive with minimum safe ballast.
Load on Top/Discharge of Slops: Most responsible ship owners have
adopted a system of tank cleaning using circulatory methods of transfer of
tank washings. Result is that no oil is discharged into the sea and separated
oil is collected to avoid pollution. On written request for permission, offtake
tanker owners may allow the terminal to load on top of such slops.
Test Flow: Prior to commencing transfer operations, offtake tanker Master
shall confirm that all sea and overboard discharge valves on the offtake tanker
are closed and sealed, all unused manifold connections are closed and
blanked, scuppers are effectively plugged and drip trays are in position under
the manifold.
During initial low flow transfer, the offtake tanker Master shall check and
confirm that no leakage is visible and that all valves are correctly set for full
transfer rate operations.
Execution of Loading Plan: Marine Superintendent shall order
commencement of transfer operations and supervise operation, ordering
valve changeover when necessary to ensure correct withdrawal sequence
from FDPSO tanks according to the operational plan. When transfer of cargo
has been completed, Marine Superintendent shall notify the FDPSO OIM,
offtake tanker Master, Mooring Master and the Tug Master. He shall then
order the securing of all pumps and valves, informing offtake tanker Master
and Mooring Master when this has been completed.
Tank Venting: Offtake tanker Master and FDPSO Marine Superintendent
shall confirm that the tanks are vented and that the agreed venting systems
are operational and being used.
Emergency Load Stoppage: When emergency stoppage arises, offtake
tanker Master responsible for all valve openings and closures and for the
safety of the cargo on board the offtake tanker.
Final Stoppage: If given by the offtake tanker, notification to Mooring Master
one hour prior to completion.
Cessation of Loading: Following completion of transfer operations,
Mooring Master shall order the closing of the butterfly valve at the offtake
tanker manifold, closing offtake tanker manifold valves, and disconnection of
the transfer hose.
Completion of Loading: Prior to departure of the offtake tanker, the
FDPSO Marine Superintendent, Mooring Master and the offtake tanker
Master shall reach an agreement on quantity of cargo transferred and, in the
event of disagreement, exchange the requisite Letters of Protest, ensure that
all required documentation has been completed, and ensure that all
operations have been secured. FDPSO Marine Superintendent shall, when
satisfied that departure of the offtake tanker may proceed, inform FDPSO
OIM and provide clearance to the offtake tanker to initiate departure
operations. He shall also advise the Mooring Master and the Tug Master who
shall both acknowledge readiness to proceed with departure operations.
Cargo Documentation: After disconnection of transfer hose and prior to
preparing for departure, all necessary pre-departure documentation shall be
completed.
See guidelines for compiling and submitting information (page x)
CONGO, REPUBLIC OF
Early Departure Procedure (EDP): Terminal operator may be able to
arrange for an EDP with the appropriate local officials for vessels departing
the terminal. If and when in effect the offtake tanker will be authorised to
depart the terminal area before the quantity details for the cargo
documentation may be completed. The quantity analysis will be provided to
the vessel within 24 hours after its departure from the terminal area.
Notes of Protest: If any, should be handed to the Mooring Master for
onward delivery to the terminal. Offtake tankers’ Masters are requested to
pay particular attention to the fact that the Mooring Master will only
acknowledge receipt of any Note of Protest, and is not authorised to accept
such letters.
BALLAST: The terminal is not equipped to receive dirty ballast. Once the
offtake tanker is loading, it may commence discharging clean ballast
concurrently with loading only if the ballast system is completely separated
from the cargo system. Offtake tankers with clean ballast in cleaned cargo
tanks and lines are recommended to suspend loading when discharging
ballast. Offtake tankers may only discharge ballast that is clean and complies
with the MARPOL regulations.
Discharging Ballast at Night: Only offtake tankers equipped with
segregated ballast tanks (SBT) will be allowed to discharge at night. In
addition to lights usually displayed, offtake tankers discharging ballast or
loading cargo during darkness, will illuminate the area around the offtake
tanker as required by the Mooring Master. Offtake tankers unable to illuminate
the sea satisfactorily may not discharge ballast during darkness.
POLLUTION: Leaking Oil: If discovered that oil is leaking from an
offtake tanker, whether drifting, deballasting or during loading, so as to
constitute, at the sole discretion of the Mooring Master, a safety or pollution
hazard, then the offtake tanker will cease operations and may be requested
to leave the terminal limits. Completion of loading will only be undertaken
when satisfactory evidence of repair duly certified by a Classification Society
surveyor (or other recognised surveyor), is submitted and accepted.
Crude Oil Overflow During Loading: If at any time an overflow occurs,
loading will be stopped immediately. Loading will only be resumed on
completion of clean up. All spillages shall be reported immediately to the
Mooring Master and FDPSO OIM, and subsequently a written report shall
be submitted by the Master of the offtake tanker concerned, giving all relevant
details. A joint survey of the offtake tanker by its Master and a terminal
representative will be required prior to resumption of loading.
REPAIRS: Offtake tanker’s main propulsion system shall be available for
use at all times, while secured to the terminal.
WEATHER/TIDES: Terminal will provide information on current, wind
speed and wave height.
Weather: Normal wind conditions are dominated by SE – SW’ly trade winds.
Generally moderate and constant, averaging 5.0 m./sec. (9.7 knots). Winds
greater than 10.0 m./sec. (18.5 knots) are rare and generated by local
weather events. Extreme wind, caused by squalls, primarily during the wet
season (December to April). Area surface currents are influenced by the
outflow from the Congo River.
Temperature: Air minimum 17␥C, mean 35␥C.
Seawater (surface) 25.0 – 30.0␥C.
Current: Anticipated operating maximum surface current up to 1.50 m./sec.
(3.0 knots) mainly influenced by the outflow from the Congo River. Changes
in current, direction and strength could occur at any time.
Waves: Operating and extreme swell waves are predominantly from S – SW
at 20 second intervals. Long swells are larger during the Southern
Hemisphere’s winter months.
Also see ‘‘Restrictions’’.
OPERATOR: Prosafe FPSO (D) SARL, BP 833, Immeuble Transit
Express, 2e Etage, Pointe Noire, Republic of Congo. Tel: +242 760 0909.
Fax: +242 760 0909. Email: mail@prosafeproduction.com
Web: www.prosafeproduction.com Contact: Operations Manager.
Terminal: Azurite Marine Terminal, Republic of Congo. Contact: Offshore
Installation Manager. Email: oim.azurite@prosafeproduction.com
Inmarsat: +242 +870 7648 77398 (Inmarsat M).
Inmarsat Fax: +242 +870 7648 77399 (Inmarsat M).
Owner: Murphy Exploration & Production Co, 16290 Katy Freeway, Suite
600, Houston, Texas 77094, USA. Tel: +1 (281) 675 9000.
Web: www.murphyoilcorp.com
DJENO TERMINAL: 04␥ 56' S 011␥ 54' E (See Plan)
OVERVIEW: SBM handling crude.
LOCATION: The loading point is located 3,800 m. from the coast,
9.75 miles SSE of the main Pointe Noire Lighthouse.
CHARTS: BA Charts No. 604, 3206 and 3285 .
French Charts No. 6599, 6666 (from Gabon Estuary to Congo Estuary)
and 6132 Port of Pointe Noire.
US Charts No. 57241, 57220 and 57240 .
Nautical Publications: IN French Volume V, C Series, West Coast Africa,
2nd Volume List of Lights, C Series, Annex entitled: Loading Conditions for
Tankers of 240,000 to 270,000 d.w.t. (270,000 d.w.t. class) at the Djeno
Buoy. Operational Conditions. Chart allowing for linking of stress on the
mooring line with sea and weather conditions.
DOCUMENTS: See‘‘Shipmaster’s Report’’ dated June 2001.
MAX. SIZE: Tankers: Draft 16.00 m. However, Elf Congo may reduce this
draft if weather conditions are unfavourable.
Also see ‘‘Restrictions’’, ‘‘Berths’’ and ‘‘Shipmaster’s Report’’ dated June
2001.
RESTRICTIONS: The terminal has a prohibited area which is covered
by the red sector of light. No vessel may enter this area between depths of
50 m. and 70 m. as there are offshore production installations, underwater
pipelines and the loading point within the red sector from approx. S 3␥ W to
S 73␥ W. Also vessels may not proceed inside 25 m. depth of the red sector
without a Pilot on board.
For tankers from 240,000 – 270,000 d.w.t. (270,000 d.w.t. class), the
maximum permissible draft shall be according to sea and weather conditions.
Also see ‘‘ Cargo Operations’’ Loading of Large Tankers.
APPROACHES: Navigation: Djeno Lighthouse: Position
Lat. 04␥ 55' 01" S, Long. 011␥ 55' 45" E.
777
CONGO, REPUBLIC OF
The lighthouse has a 17 m. metallic tower, aluminium colour. Light is regular
occulting light at 4 second intervals, light 29 m. above MHWS. Range of white
light 18 n.m. and red light 15 n.m.
SBM: Equipped with radar reflector and white light with 60 flashes per minute,
range 3 n.m. The floating pipe extending over a radius of 270 m. round the
buoy is lit by small white intermittent lights.
PILOTAGE: Compulsory. Pilotage is carried out by Pilots from Pointe Noire
(see ‘‘Shipmaster’s Report’’). The Pilot remains on board for the duration of
the vessel’s stay at the buoy. The pilot station keeps a permanent watch on
VHF Channel 16.
For vessels of 240,000 – 270,000 d.w.t., a second Pilot assists for the
approach to and mooring at the loading buoy.
The Pilot boards the vessel 2.3 n.m. west of the end of the Outer Dyke
(Lat. 04␥ 46' 15" S, Long. 011␥ 47' 06" E). Vessel to be stopped dead in the
water, not anchored.
Limits of Pilotage Zone: South, parallel 5␥ 07' S; west, meridian
11␥ 46' E.; north, parallel 4␥ 42' S.
During the day, when leaving the mooring, request for Pilot is to be made
to the Port Commander’s Office 3 working hours before the hour of departure.
If vessel is ready to leave and the Pilot has not boarded, he may be called
by means of the following signal, International flag ‘‘G’’ and at the same time
three long blasts on the ship’s whistle.
If departure should be during the night, request for Pilot should be made
to the Port Commander’s Office before 1700 hrs., indicating as near as
possible the probable time of departure.
Should any changes take place in the time of departure the Port
Commander’s Office is to be advised at least 1 hour in advance in order that
the vessel should not incur any surcharge. During these hours call for the
Pilot shall be made at the Port Commander’s Office by the Master or his
representative.
Sound Signals: The use of ship’s whistle is forbidden from 1700 – 0600 hrs.
Should Pilot be required at any time on a Sunday, order should be placed
before 1200 hrs. on Saturday. Should a Pilot be required on a public holiday,
order should be placed by 1700 hrs. on the day prior to holiday.
ANCHORAGES: Vessels coming to load at Djeno can anchor in 26 m.
of water within a radius of 0.5 miles, centred on the point located at
4.5 n.m. ␺ 300␥ from the end of the Outer Dyke of Pointe Noire (Lat. 4␥ 44' S,
Long. 11␥ 45' 05" E).
Also see ‘‘Shipmaster’s Report’’ dated June 2001.
PRATIQUE: The Pilot may act for the Hygiene Department, Pointe Noire
if instructed to do so by Pointe Noire.
VHF: Elf Congo Terminal: Permanent watch on VHF Channels 14 and
11 whilst tanker at the loading point.
Pointe Noire Office: Call signal: ‘‘Echo Lima’’. Watch
radiotelephony – 2182 kHz.
Port of Pointe Noire Management and Pilot Station: Permanent
watch on VHF Channel 16.
Advice of Arrival: Tankers shall have their arrival at Djeno notified by their
Agent 72 and 24 hours in advance.
Thereafter, they shall notify any appreciable change in their ETA.
TUGS: Two tugs available from Pointe Noire. 900 h.p. and 1,800 h.p.
Request for tugs should be made at least 3 hours in advance and before
1700 hrs. if required during the night. For berthing, mooring boats will be
supplied by Elf Congo.
Also see ‘‘Shipmaster’s Report’’ dated June 2001.
BERTHS: The loading point of Elf Congo at Djeno is of an SBM type, with
single mooring at the bow.
The vessel is moored by the bow to a buoy consisting of a cylindrical frame
of diameter 10 m. and 4.35 m. high.
This buoy is moored by chains to 6 drilled piles. Anchor moorings extend
over a radius of 265 m. around the buoy.
A 40 in. sea-line connects the tank farm with the loading point; the buoy
is connected to the sea-line by two lines of flexible hoses 20 in.
The loading point is provided for the mooring and loading of tankers of
approximately 40,000 – 240,000 d.w.t. with a draft limitation of 16.0 m.
Tankers of 240,000 – 270,000 d.w.t. can also be loaded, subject to
application of the instructions and procedures laid down in the annex, setting
out the restrictions concerning use of the buoy and the maximum drafts
according to sea and weather conditions.
Depth of water at the buoy is 22 m.
MOORING: Mooring ropes supplied by Elf Congo. The vessel shall be
ready to take aboard one mooring rope. The rope consists of 45 m. of nylon
of 18 in. circumference and 9.0 m. of 3 in. anti-chafing chain with 4␺2.5 in.
links at the end.
This chain is intended to provide the nip for the fairlead; in addition, to
facilitate embarkation, the mooring line is provided with a polypropylene lead
of 10 in. circumference and length of 125 m.
The ‘‘Lead’’ is passed to the vessel by a motorboat. The vessel must
prepare one messenger line, at least 150 m. long, to take it aboard.
Mooring is carried out during the day from 0600 – 1600 hrs., except for
special time dispensations, sea permitting. A stress-gauge shackle between
the buoy and the moorings permanently transmits to the Djeno Control Room
and the support vessel the amount of stress on the buoy.
Departures take place both day and night.
The cargo derrick shall be rigged prior to arrival on the port or starboard
side with a minimum hook SWL of 10 tonnes.
The vessel’s manifold shall be ready on the port side for connection of the
2␺16 in. flexible hoses.
HOSES: Flexible Hoses: Loading of vessels carried out through two lines
of 270 m. of 20 in. flexible floating hose, terminating in 2␺30 m. sections of
16 in. flexible hose. Manifold connections on board shall be 16 in. ASA
flanges. The hoses are taken onboard on the port side.
During connection and disconnection of the flexible hoses, assistance by
the crew is essential, in particular for the handling of the winches and derricks.
During the whole stay of the vessel at the loading point, the Pilot shall maintain
safety watch on board. The Elf Congo Loading Master takes responsibility
for the part of the loading that concerns him and is in permanent contact with
the terminal.
After running the flexible hoses, Elf Congo’s support vessel remains
available to the Pilot and is under tow at the stern of the tanker to keep the
buoy/loading tanker in line. It maintains continuous traction.
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Djeno Terminal
The towline used is provided by the tug.
A ladder shall be kept permanently in place along the side to allow access
by the team connecting the flexible hoses.
The Elf Congo service vessel shall remain at the disposal of the Pilot and
shall remain alongside the tanker or nearby. A ladder must be kept
permanently alongside the vessel so as to permit access by the team in
charge of the flexible hoses.
CARGO OPERATIONS: Notice of Readiness (NOR): NOR is to be
addressed to ‘‘Elf Congo’’.
Loading of Large Tankers: Special rules for the loading of tankers of
240,000 – 270,000 d.w.t. (270,000 d.w.t. Class)
Loading Tanker:
Loading in first port.
Draft complying with attached sheet according to sea and weather
conditions.
Chain stopper compliant with OCIMF.
Response to questionnaire (see below) with acceptance of nomination (to
be followed by DCI).
Reverse operational.
Support Staff and Resources:
Two Pilots.
One Loading Master.
One inshore pilotage team (three divers).
One tug of minimum 80 tonnes bollard pull equipped with a bow pusher
with inshore pilotage boat and vessel for divers, equipped according to the
specifications for staying astern of the vessel during loading and the running
of a towline when the vessel is released.
Means of measuring and forecasting sea and weather conditions.
A control system for approaching the buoy.
Permanent monitoring of stress on the mooring ring.
Procedure: The Pilots and Loading Master board the loading vessel.
The tug links up with the tanker in order to pass the inshore pilotage box.
The inshore pilotage boat lays out the flexible hoses beyond the line of
approach of the tanker.
The divers’ launch is connected to the end of the lead.
During this time, the vessel is dead in the water, but can move slow ahead
or half ahead, in order to be dead in the water when 2 miles off and in line
with the buoy.
At this distance, the following operations are carried out.
1. Test of tanker’s machinery, reverse the engine for a sufficient amount
of time (refuse the vessel which has no reverse).
2. Take the towline (of the tug) to the stern of the loading vessel along
the axis if possible.
3. Do not carry out deballasting during approach.
4. The tanker shall not have more than 2.5 m. of trim (difference between
draft forward and aft).
The final phase of the approach then begins. The Loading Master is with
his team on the fore deck – the towline is taut enough to clear the
propeller – the approach is made very slowly in order to arrive 200 m. from
the buoy (place where the lead is taken aboard) almost at a standstill. Once
the lead is aboard on the windlass, slow ahead is continued, following the
indications of the Loading Master on the bow and the distance indicator.
At the final approach (200 m.), the tug is pulling at around 20% to 30% of
its power. The tension required from the tug can be varied to serve as a
brake, thus allowing the Pilot to move ahead in order to navigate without
moving forward.
Once the chain is in place in the stopper, vessel is around 50 m. from the
buoy. The tug pulls with between 20% and 30% power in order to make head
against the mooring line. Once the running gear is connected, the tug extends
its towline to 250 m. to establish a tension of 15-20 tonnes during all loading
operations, the tension between the hawse pipe and the buoy is controlled
by means of a stress-gauge shackle, the stress being monitored by the Djeno
Loading Control Room and on the 80 tonne tug, the upper limit of this tension
being 100 tonnes.
Criteria for tanker speed of approach: (Direction and speed of current
permitting).
At 800 m. from the buoy slow ahead at around 150 cm./sec. (3 knots).
At 600 m. from the buoy, engine stopped, continue ahead.
At 200 m. from the buoy, very slow approach at 50 cm./sec. (1 knot) with
towline taut at the stern.
Once mooring is completed, the diving team move to the manifold to
connect the flexible hoses; the connection time for the hoses is 45 minutes
on average and disconnection time is 30 minutes.
Restrictions Regarding Use of Loading Buoy:
1) Use of the stress-gauge shackle and datawell buoy:
Maximum permissible stress on the buoy is 100 tonnes.
During loading, the measurements of:
stress on mooring line
swell, as well as forecast development
shall be permanently monitored on board the tug and in the control
room of Djeno Terminal.
2) Use of the chart:
To ensure tha the sea and weather conditions recorded on the chart
allow for loading in favourable areas of same.
3) Tanker Loading List:
A list shall be completed by the Loading Master and the tanker’s
Master.
Loading and Release Procedure: F being the stress on the mooring line
and SH the significant wave height.
If F is less than 95 tonnes, and SH is less than 1.65 m., the loading
operation continues as usual.
If F is greater than 95 tonnes and less than 100 tonnes stop loading crude
oil. Close the valves.
Monitor the stress on the mooring in order to restart if there is a downward
trend.
If the stress continues to increase:
a) disconnect the floating flexible hoses
b) release the tanker with tug assistance.
According to the Pilot’s instructions, the tug can be used either to push
the vessel or by passing a towline.
If F is greater than 100 tonnes for more than 15 minutes, leave the mooring
point.
Readers are encouraged to send updates and additions (page x)
Djeno Terminal
In the event of disconnection and release of the tanker, the Loading Master
shall attach a letter to the tanker files giving details of the sea and weather
conditions and the loading lists.
By his signature, the Pilot shall confirm the validity of the figures given in
the sea and weather reports at the time in this document.
In the event of disconnection of a tanker for reasons concerning
sea/weather conditions, the decision regarding re-connection shall be made
on a case by case basis after consultation with the parties concerned:
Elf Congo (Terminal/Operations/Logistics) – Pilots – Tanker Master (Tug
Captain).
This consultation shall allow for the definiton of any new conditions of
approach and resources to be implemented.
Loading and Releasing Procedure: Normal Operation: The operation is
normal if the pressure on the moorings is between 0 and 95 tonnes and the
operating point is within the blue area of the chart.
Stop Loading Crude Oil: Stop loading crude oil, close all valves and monitor
pressure on moorings if mooring pressure is between 95 and 100 tonnes.
Release of Tanker: Leave the mooring point if the pressure on the moorings
exceeds 100 tonnes for more than 15 minutes.
Flexible Hoses: Rough seas: SH ⬎1.65 m., ensure that stress borne by
flanges of pipe manifold and flexible hoses is reduced to minimum by mooring
flexible hoses firmly to the tanker by means of auxiliary straps.
Control of Tanker Manoeuvrability:
1. Test tanker’s machinery, reverse the engine for a sufficient amount
of time prior to approaching buoy.
2. The tanker shall not carry out deballasting during approach to the
loading buoy.
3. The propeller must be immersed to its maximum according to the
permissible draft of around 13.5 m.
4. The difference between draft forward and aft (trim) must not exceed
2.5 m.
Questionnaire:
From : Djeno Terminal Superintendent
To: Master of Tanker
Date:
Please answer a.s.a.p. following questionnaire:
1. ship’s name / flag / call sign
2. Inmarsat number
3. Name of Master
4. Last port of call and destination
5. Voyage number after leaving Djeno
6. ETA at Djeno Roads
7. Previous names and date of building
8. Summer deadweight
9. a) quantity of clean and permanent ballast on board on arrival
b maximum draft required at Djeno Buoy is 13.5 m., this draft to
confirm
10. a could loading be initiated while deballasting?
b how long is required for deballasting?
11. a What is the quantity/quality of slops on board?
b) has the load-on-top procedure to be followed this voyage?
12. Advise your loading rate:
a) with 1␺16 in. hose
b) with 2␺16 in. hoses
13. Confirm ship in good order and operation for:
a) inert gas system and all tanks inerted
b) engine ready at any moment for manoeuvring
c) heating coils not leaking
d) windlass, winches and derricks/cranes
14. a) give hose boom capacity and safe working load
b) are there cleats and bitts available in manifold area for tying of
submarine hoses?
15. Give dimensions and number of your forward Panama fairlead(s).
16. Only tongue type chain stopper(s) will be used. Advise:
a number of stoppers (Vessel between 100,000 and 150,000 d.w.t.
should have one tongue stopper of minimum 200 tons SWL, and
between 150,000 and 280,000 d.w.t., two tongue stoppers of
minimum 200 tons SWL)
b are stoppers positioned in correct alignment between fairleads and
winch’s drum end or pedestal lead?
c) distance between fairlead(s) and stopper(s)
17. Have you received Owner’s instructions regarding insertion or special
mentions to add on Bill of Lading?
18. According to your instructions, when can loading be initiated (Date
and time)?
19. What is your vessel’s experience factor? (Calculated as follows:
total of ship’s figures for last five voyages divided by total of Bill of
Lading quantities for the same voyage)?
20. What is your cargo request?
Loading: Loading may be carried out with a maximum flow of 7,500 cu.m./h.
with two pumps or 5,500 cu.m./h. with one pump.
Inspection of tanks after deballasting and the ullages after loading shall
be undertaken in the presence of the Loading Master representing Elf Congo.
The terminal shall place on board the vessel sealed samples of the cargo.
30 minutes before the end of loading, the vessel shall warn the Loading
Master in order to stop the pumping in time.
The Master shall be fully responsible for the manoeuvring of the valves
and safety of the cargo on board.
Also see ‘‘Shipmaster’s Report’’ dated June 2001.
BALLAST: Deballasting: The Djeno storage installation is not equipped
to receive dirty ballast. The vessel shall, therefore, arrive with clean ballast.
Any vessel arriving with dirty ballast may be forced to leave the loading
point and delay arising therefrom shall be fully incumbent on it. Acceptance
of Notice of Readiness will be rectified accordingly.
It is forbidden to throw into the sea any cinders, burning materials, objects
and waste of any kind.
The Master shall be responsible for any leaks on board. Such leakage
shall be stopped immediately.
Scuppers shall be plugged during the whole loading time.
MEDICAL: There is one hospital, two clinics and several doctors.
FRESH WATER: Not available.
See guidelines for compiling and submitting information (page x)
CONGO, REPUBLIC OF
FUEL: Not available at Djeno. Vessels proceed to tanker berth at Pointe
Noire.
CHANDLERY: Stores: A shipchandler at Pointe Noire can supply
vessels with any foodstuffs required.
REPAIRS: Workshops at Pointe Noire. Facilities for repairing radar and
radios.
SAFETY: The Master shall be responsible for safety aboard the vessel at
all times. Sufficient crew members must be aboard the vessel at all times
for handling moorings and fire appliances. The vessels main engines must
be kept ready at all times. A watch should be maintained to ensure that no
undue stress is placed on the moorings and that the floating pipelines do not
rub against the vessel. Also the vessel should not be allowed to come into
contact with the single buoy mooring which may be caused by changes in
current, wind direction or other reasons.
Smoking outside of authorised area, use of naked lights, or tools liable to
cause sparks not allowed.
Vessel’s anchors should be secured in the hawse pipe. No repairs allowed
whilst at the mooring also no stores or equipment may be handled on the
deck whilst at the mooring.
Whilst Loading: All hull valves shall be kept closed except those required
for water circulation. The scuppers on the main deck shall be blocked. Two
fire hoses shall be connected and placed one at each end of the vessel. The
fire lines should be under pressure at all times.
If there is a fire aboard a vessel moored at the SBM, the following sound
signal shall be given on the vessel’s whistle: continuous short blasts. The
Master of the vessel shall immediately take charge of firefighting operations.
SECURITY/GANGWAY: Compulsory.
CONSULS: At Pointe Noire: Angolan Consulate. Tel: 942075.
Cuban Consulate. Tel: 941537.
French Consulate. Tel: 940002.
German Consulate. Tel: 940507.
NEAREST AIRPORT: Domestic airport, 6 km. from the port of Pointe
Noire.
GENERAL: Territorial Waters: The sovereignty of the Republic of
Congo extends to 30 nautical miles as from the lowest sea watermark along
the coast.
Boat Service: A motor boat can be rented through the consignee. Elf Congo
motor boats must not be used by the tanker crew except for an urgent medical
evacuation.
Meteorology: The rainy season extends from November to May with a
maximum in February and March.
Visibility: Visibility can be reduced to less than 1 mile in June, July
and August.
Sea: Mean density of the sea at the loading point is 1025. Sea temperature
varies between 27␥C in February (austral summer) and 22␥C in August
(austral winter).
Tide: Tide is of a semi-diurnal type. Mean amplitude of spring tides
is 1.60 m.
Wind: SSW generally less than 15 knots.
Swell: Generally SSW less than 2.50 m. with periods of 10 to 12 seconds.
Current: Sector south to SSE generally less than 1.5 knots on surface.
The current can change to the north without any apparent reason for a
period rarely greater than 2 days.
SHIPMASTER’S REPORT: September 1984 (Updated 1994)
Documents: Documents required: 3 each of Crew Lists, Vaccination Lists,
Stores & Crew Declaration. 2 each of Passengers (or Nil) List, Birds and
Animals, Narcotics, Arms and Ammunition. 1 Notice of Readiness. All
paperwork carried out by Loading Master.
On departure, vessel steams slowly back to Pointe Noire while calculations
and papers are completed on board.
Pilotage: Pilot and Loading Master boarded from pilot boat which has speed
of about 20 knots.
On departure, the Pilot, Loading Master and Cargo Surveyor left using an
inflatable dinghy. They prefer the ladder on the starboard side. The tug carries
two inflatable dinghies.
Anchorages: For tankers waiting to berth at Djeno the indicated anchorage
off Pointe Noire was found to be good with thick grey mud. Gear for mooring
and hose connecting put on board from tug at anchorage. The tug then goes
to Djeno to standby.
Tugs: After mooring, the tug takes a tanker’s rope and stays astern during
loading.
Mooring: While mooring, tug is used to keep hoses clear.
Loading: Cargo surveyor boarded while deballasting. Used combination
accommodation ladder/pilot ladder on port side. Pilot, surveyor and Loading
Master stay on board.
SHIPMASTER’S REPORT: June 2001
Vessel: Tanker, 150,000 d.w.t.
Cargo: Kitina Crude.
Terminal Information Manual: No port information book or data sheets
for the loading of cargo were presented.
Documents: The Port Authorities boarded our vessel at Djeno from the
Agent’s launch.
They required the following documents on arrival:
2 Clearances from Last Port
8 Crew Effects Declarations
8 Crew Lists
8 General Nil Declarations (containing passengers, birds and animals,
narcotics, arms/ammunition, kroo boys, etc.)
2 Maritime Declarations of Health
1 Notice of Readiness
8 Ports of Call Lists
8 Stores Lists
8 Vaccination Lists
Vessel-Port State Control Inspection: The Marine Marchand
(Inspector) will conduct a Port State Control inspection of the vessel during
loading, including inspecting Ship Officer’s, Chief Cook’s and vessel’s
certificates and the Congo details in Annex 1 of the Shipboard Oil Pollution
Emergency Plans (SOPEP).
SBMs: Despite the information contained in the Admiralty Pilot Book, there
is only one SBM. There are supposed to be two in place next year.
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CONGO, REPUBLIC OF
Pilotage: The Pilot boards in the position indicated off Pointe Noire from a
workboat which is carried on board the support vessel ‘‘Jade Fish’’.
The workboat is lowered to the water, then a steel ladder is rigged over
the side of the ‘‘Jade Fish’’ for embarking 5 personnel.
The pilot ladder/combination pilot ladder should be rigged on the port side
1.0 m. above the water, as per international regulations. The ladder is further
used for accessing the vessel whilst in the berth.
Vessels should have a cargo crane rigged with a good heaving line ready
for lifting a 10 tonnes SWL hook from the workboat prior to the Pilot boarding.
The hook is used to pick-up the hose connection equipment basket from the
‘‘Jade Fish’’ using the vessel’s crane.
The Loading Master, Marine Marchand, Custody Transfer Officer and
independent surveyor board the vessel with the Pilot. All stay on board
throughout discharge.
For departure, the pilot combination ladder was placed on the starboard
side close to water.
Once having left the berth, the Pilot departed via a semi-rigid Zodiac.
Anchorages: Due to there being 3-4 new rigs in the approaches to the
terminal, the cargo loaded at the terminal is from Kitina and the pipeline is
not indicated on the chart. Caution should therefore be exercised before
anchoring anywhere inshore. Offshore drifting is preferable.
Anchorage with prior arrangement was reported to be available in the
N’Kossa Field, and one ship was observed in the waiting area.
Max. Size: Departure draft 13.5 m. for VLCCs and 16.0 m. for smaller
vessels. This is due to the ground swell in the berth. Depth approx. 24.0 m.
VHF: Port listens on Channel 16 and operates on Channels 11 and 14.
The terminal operates on Channel 11.
Tugs: Except when berthing VLCCs, the tug does not make fast for berthing.
After mooring to the SBM, the tug makes fast aft to all off-loading vessels
using tug’s line. The tug has a good messenger line.
Surf Boat: There is a surf class boat (very fast) at Pointe Noire, but this was
not used, although it did come to the terminal during berthing operations.
Berthing: Our vessel headed 150␥(T) during berthing operations. There is
a computerised differential GPS system being used for berthing.
Departure: When departing the berth, vessel steams slowly back to Pointe
Noire while calculations and ship’s papers are completed on board.
Hose Connection: The Zodiac on the ‘‘Jade Fish’’ is used as the lineboat
and the workboat as the hoseboat. Divers from the ‘‘Jade Fish’’ connect and
disconnect hoses.
Cargo Characteristics: Kitina Crude, API 37.0, temperature 92␥F with very
low sulphur content.
Loading: Samples are collected by the ‘‘Jade Fish’’ (from Pointe Noire) due
to there being no access to the shore at Djeno, before returning to embark
the 5 persons on board the offtake vessel.
Weather: Swell: There is a heavy ground swell running, resulting in vessels
rolling in the berth.
Current: The current can run strongly northwards at times.
General: Fishing Boats: There were many small canoe type fishing vessels
operating between the pipeline area in the approaches and the pilot boarding
area during the hours of darkness. They may also travel as far as the
anchorage shown on the chart, but this may prove difficult. During the hours
of daylight, they were observed to have departed the area.
OPERATOR: Elf Congo, Terminal de Djeno, BP 761, Pointe Noire,
Republic of Congo. Tel: 942041. Telex: Elfco 8239 Kg. and 8277 Kg.
Contact: Hubert Larche, Terminal Superintendent.
N’KOSSA TERMINAL: 05␥ 16' S 011␥ 36' E (See Plan)
LOCATION: The terminal is a storage tanker. It is anchored forward by
6 anchor lines connected to a turret, on which is also connected a crude oil
line and a fuel gas line.
The terminal is anchored in 126 m. depth. It is free to swing around the
turret under winds and currents action.
At 1.6 n.m. ␺ 235␥(T) from Terminal N’Kossa 1 is the anchoring place of
the gas Terminal N’Kossa 2.
CHARTS: French Charts No. 6599 and 6666.
English Charts No. 604, 3206, 4203 and 4209.
USA Charts No. 57 ACO 57240 and 58 BHA 57241.
Nautical Publications: French Sailing Directions Serie C Volume 5, West
Coast of Africa, second volume. Lights List Serie C.
English Sailing Directions, Volume 2. Lights List Volume D.
USA Sailing Directions SD PUB 123 SW Coast of Africa (1993). Lights List
LL PUB, 113 West Coasts of Europe and Africa.
MAX. SIZE: Tankers: 280,000 d.w.t.
RESTRICTIONS: Vessels may moor during daylight hours from
0600 – 1600 hrs. (or later with special authorisation from Elf Congo, weather
and sea conditions always permitting).
Unmooring is possible day and night.
APPROACHES: The fishing and navigation forbidden zone (triangular
Zone ABC on the Plan) is not marked by a specific beaconage.
A light is posted on Platforms NKF 1 and NKF 2.
The most notable mark, at 83 m. above sea level, is the flare of NKP, which
is the treatment barge of the N’Kossa Oil Field.
NKP barge position Lat. 05␥ 16.4' S, Long. 011␥ 33.9' E.
N’Kossa 1 Terminal is 2.3 n.m. ␺ 103␥(T) from the barge NKP flare.
Tankers awaiting loading cannot drift east of Long. 011␥ 27.5' E.
Waiting Zone: Vessels coming to load at N’Kossa 1 have to use as a
navigation track end point Lat. 05␥ 06.4' S, Long. 011␥ 24.1' E.
This position is the centre of the waiting zone of 6 n.m. diameter. This
zone is 14 n.m. NW of the NKP flare. In no case is the waiting vessel
authorised to pass to the east of Long. 011␥ 27.5' E.
After the vessel has arrived in the waiting zone and if she is ready to
receive the agreed cargo, the Master or his Agent shall send a Notice of
Readiness to the operator by telex/radio/telephone. The NOR can only be
sent between 0600 – 1600 hrs. local time.
PILOTAGE: Mooring Master: Mooring Master’s presence is
compulsory. It is ensured by the N’Kossa 1 Superintendent who stays on
board the tanker during all the loading of the vessel.
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Djeno Terminal
As soon as a vessel is nominated for the N’Kossa 1 Terminal, the
N’Kossa 1 Superintendent will keep watch on VHF Channel 14. After the first
contact on VHF Channel 14, Channel 7 is the working channel. During all
manoeuvring and loading operations, the Mooring/Loading Master will at all
times be in VHF contact with the Terminal and the CCR of the loading vessel.
The Mooring Master will join the vessel, stopped without making way, in
one of the two following positions, previously indicated to the Master.
1. Lat. 05␥ 11.9' S, Long. 011␥ 32.8' E, when the current is going to the
north sector.
2. Lat. 05␥ 19.4' S, Long. 011␥ 33.9' E, when the current is going to the
south Sector.
The vessel is reminded that the Mooring Master will only give assistance
to the Shipmaster for manoeuvring the tanker in the vicinity of and inside the
N’Kossa Oil Field; to ensure the mooring at the terminal; and for leaving the
terminal and the oil field after the loading.
After arriving on board the vessel, the Mooring Master will confirm the
readiness of the vessel to moor to the terminal in accordance with the OCIMF
ship-to-ship transfer guide, including but not limited to:
chain stopper to be used,
winches,
test of engine ahead and astern,
test of steering gear with several rudder manoeuvres.
The Mooring Master will bring on board the vessel an approach indicator
system.
Safety of Mooring Master: Embarking and disembarking of the Mooring
Master, authorities and cargo inspector is under the entire responsibility of
the Master.
Ladders and accommodation ladder should be rigged in compliance with
SOLAS 1974.
PRATIQUE: Free Pratique: Sanitary boarding shall be carried out by the
Doctor in Chief of the Pointe-Noire Hygiene Department. Representatives of
the Congolese Authorities boarding the vessel (Customs, Immigration) shall
be entitled to carry out this inspection upon instructions given by the Hygiene
Department, and grant Free Pratique. The Sanitary Authority must be advised
before arrival, in case of a contagious disease.
PRE-ARRIVAL INFORMATION: Advice of Arrival: Vessels shall
have their arrival at the waiting zone notified by their consignees 72 hours,
48 hours and 24 hours in advance and send telex to Elf Congo, call number
ELFCO 8239 KG or 8277 KG – DJENO 15.
Thereafter, they shall notify any appreciable change in the ETA.
Questionnaire: To send after the reception of the 72 hours prior arrival
advice.
From: N’Kossa 1 Terminal Superintendent.
To: Master of tanker.
Date:
a) nominated quantity and loading window
b) name of Master
c) vessel’s name, flag and call sign
d) voyage number when leaving N’Kossa 1
e) ETA at N’Kossa 1 Waiting Zone
f) last port of call and destination
g) Summer deadweight
h) previous name and date of building
i) quantity of clean ballast and permanent ballast on arrival
j) is loading of cargo/discharging of ballast to be carried out concurrently.
If not, state reasons. How long is needed for deballasting?
k) confirm that your heating coils and tanks are sound and not leaking
l) advise your loading rate in cubic metres with 2␺16 in. hoses
m) confirm your bow fairlead and bow stopper are suitable to accept
76 mm. mooring chain. Distance between fairlead and stopper
n) give hose boom capacity and safe working load. Are there cleats and
bitts available in manifold area for tying of floating hoses
o) confirm that cargo tanks will be under inert gas on arrival
p) advise if you have received any owners’/charterer’s instructions
regarding insertions or special remarks to be added to Bill of Lading
q) advise quantity/quality of slops on board if any? Is the load-on-top
procedure to be followed this voyage
r) advise vessel’s experience factor calculated as follows: Total of ship’s
figures divided by the total Bill of Lading figures for the previous
10 voyages
s) cargo request
t) unique bill identifier.
VHF: N’Kossa 1 Terminal on Channel 14 for arrival and Channel 7 during
mooring and cargo operations.
TUGS: Supply/Tug: At the direction of the Mooring Master, a wire will be
made fast, in the centreline of the stern of the shuttle tanker, when
approaching the Terminal. The supply/tug boat will remain made fast during
all the loading and unmooring operations.
Work Boat: The crew of the terminal work boat will connect the vessel’s
rope to the chain which is itself connected to the mooring line. The rope must
be 150 m. (minimum).
BERTHS: The Elf Congo N’Kossa 1 Loading Terminal is a single line
tandem mooring type, from the shuttle bow to the stern of the terminal.
The terminal will provide a nylon mooring line of 60 m. length. This rope
is connected on the shuttle side to 7.0 m. of chain of 76 mm., itself followed
with a length of 3.0 m. of chain of 54 mm., and at its end is fitted a nylon
strop on which will be connected the rope of the loading tanker.
The tension on the mooring rope can be measured and transmitted to the
terminal and the Mooring Master.
The vessel’s cargo hose crane/boom has to be ready to raise the hoses
on port side with a minimum 15 tons SWL on the hook.
The port side manifold has to be ready for the connection of 2␺16 in.
hoses.
CARGO OPERATIONS: Notice of Readiness: To be presented by
the vessel when she arrives at the Waiting Zone. It will be accepted by the
terminal at the end of the mooring. It is to be addressed to Elf Congo.
Hose Connection: Loading of the vessel shall be carried out through
1␺20 in. ␺ 260 m. floating line ending in 2␺16 in. hoses, one of 53 m. and
the other of 42 m. The blank flanges closing these hoses are fitted with a
pad-eye for hoisting.
The connection on the vessel’s port manifold needs to be 16 in. 150 ANSI
(ASA) flanges.
Readers are encouraged to send updates and additions (page x)
N’Kossa Terminal
Connections and disconnections of the hoses are done by the vessel’s
crew controlled by 2 members of the terminal and by the Mooring Master
(N’Kossa 1 Superintendent).
Loading: A loading plan is provided to the Mooring/Loading Master.
The terminal maximum loading delivery rate is 10,000 cu.m./hr. with two
cargo pumps or 4,000 cu.m./hr. with one pump, and with slow ramp up/ramp
down at the beginning and at the end of loading.
The Loading Master or his deputy, the cargo inspector, and occasionally
the Elf representative, will attend to the sounding of all the shuttle tanks after
deballasting, and taking of ullages, temperatures and free water after loading.
The terminal will give the vessel the sealed samples of the cargo.
The Master of the tanker will be kept entirely responsible for the operations
of the valves and safety of the loading on board.
The mooring line tension is transmitted to the terminal cargo control room
and to the Mooring/Loading Master. If because of meteorological conditions
the tension value becomes too high, the Mooring/Loading Master can decide:
a) to stop the loading
b) to disconnect the hoses
c) to unmoor, if maximum tension value is still applied on the mooring
rope.
The decision to load again will be done case-by-case after agreement
between the Loading Master and the Master of the tanker.
Loading Stoppage: 30 minutes before the end of the loading, the vessel
shall advise the control room of the terminal, in order to stop the pumps in
good time. During this time, the vessel must advise the terminal of cargo
valves to be used and will use them only after confirmation this advice is
received by the terminal.
In case of emergency, pollution or serious accident, which needs an urgent
stoppage, the tanker may advise the terminal before closing her manifold
valves.
BALLAST: N’Kossa 1 Terminal cannot receive tanker’s ballast. The vessel
shall therefore approach with only clean ballast.
Any vessel approaching with polluted/dirty ballast may be forced to leave
the terminal and lateness arising therefrom shall be fully incumbent on it.
Acceptance of NOR would be rectified accordingly.
It is forbidden to throw into the sea any cinders, burning materials, objects
and waste of any kind.
The Master shall be responsible for any leaking, tank overflows, and all or
any kind of incident which could lead to crude or bunkers leaking to the sea.
Any leaking must be stopped.
Scuppers shall be plugged during the whole loading time. On the aft part
of the main deck, a pumping device must be fitted to strip and pump into the
slop tanks any leakages on deck from tank’s hatches, lines or manifold.
Elf Congo is not responsible for non-observance of the international
regulations by the loading vessel.
Elf Congo shall be informed of any object which is dropped into the sea.
Elf Congo shall proceed with its retrieval ex officio each time it shall consider
such action to be necessary.
Picking-up shall be at the expense and risk of the tanker.
Ballast on Arrival: The vessel must arrive with sufficient ballast and a
normal trim in order to be able to manoeuvre in good safety conditions. The
propeller must be immersed. Ballast cannot be less than 30% of the
deadweight.
Deballasting cannot be started without the Mooring/Loading Master’s
agreement.
MEDICAL: There is a hospital and several clinics in Pointe Noire.
Elf Congo supply boats cannot be used by the tanker’s crew, except in
case of an urgent medical evacuation.
FRESH WATER: Not available.
FUEL: Not available.
REPAIRS: Repair workshops are available at Pointe Noire as is a CRM
Agency for breakdown of radio and radar appliances.
If a tanker has to anchor to make some repairs before loading, she has
to proceed to Djeno anchoring zone in position Lat. 04␥ 58' N,
Long. 011␥ 44.3' E.
SAFETY: General: The Master is solely responsible for the safety of his
ship. During all the time his vessel is moored, the Master must:
a) keep his engine ready for manoeuvring within 15 minutes notification
b) survey that the hoses are well maintained and are not exposed to
any chaffing, kinks or rubbing which could damage them
c) watch that the tanker does not approach the terminal in case of change
in current or sudden change in the direction of the wind or for any
other reason.
Firefighting: It is forbidden to:
a) smoke, utilise naked lights or tools liable to give rise to sparks outside
the areas normally authorised on a tanker
b) leave the anchors hanging
c) make any repairs or handling of stores on deck
d) utilise in the areas classified as dangerous any equipment or tools of
a type not recognised for this use by a competent organisation.
Elf Congo reserves the right to take any steps it may deem necessary in
case of danger and in particular to stop loading.
During Loading: All hull valves shall be closed, except those required for
water circulation.
Fire hoses/nozzles shall be connected and placed, at the bow, at the port
side cargo manifold and at the stern of the vessel. The fire main shall be at
all times maintained under pressure.
The foam monitors forward an aft of the port manifold shall be directed
towards the port manifold.
In case a fire on board the tanker moored at the terminal, the Master shall
give alarm by means of long blasts of the ship’s whistle and shall require to
stop loading if running. He is responsible for the implementation of technical
means of firefighting, maintenance of stability and safety on his vessel. He
shall take the required steps to leave should he be required to do so.
In case of a thunder storm in the vicinity, the loading will be stopped if
necessary (delay to deduct from the loading time).
WEATHER/TIDES: The rainy season extends from November to May
with a maximum in February and March, and a minimum in December
and January.
Visibility: It can be less than 1 mile in June, July and August.
See guidelines for compiling and submitting information (page x)
CONGO, REPUBLIC OF
Sea: Surface temperature varies between 27␥C in February and 22␥C in
August.
Winds: SSW, generally less than 15 knots.
Swell: Generally SSW, less than 2.5 m., with period of 10 – 12 seconds.
Currents: Going to sector SSW, generally less than 1.5 knots on surface.
Different directions can be experienced in April, May and July.
CONSULS: In Pointe Noire: Angola, Cuba, France and Germany.
NEAREST AIRPORT: The airport is 6 km. from Pointe Noire. There are
flights daily to Brazzaville and Brazzaville to Europe. There are also flights
from Brazzaville to neighbouring countries.
GENERAL: Territorial Waters: The sovereignty of the People’s
Republic of the Congo extends to 200 nautical miles from the lowest sea
water mark along the coast (Order dated 18th October 1971).
Foodstuff: Ship chandlers at Pointe Noire can supply vessels with variety
of foodstuffs.
The vessel must check with its Agent if the ship chandler is able to deliver
the food in good condition on board.
Garbage/Refuse: To be kept on board.
Agencies: SOCOPAO: Tel: 941922. VHF: Channel 16. Telex: 8201 KG,
8300 KG.
SAGA CONGO: Tel: 941016, 94 10 17. VHF: Channels 84/16.
Telex: 8414 KG, 8311 KG.
SOCOTRANS: Tel: 94 23 31. VHF: Channel 16. Telex: 8305 KG.
TRANSCO MARITIME: Tel: 94 12 09. Telex: 8305 KG.
SHIPMASTER’S REPORT: August 1997
Location: N’Kossa 1, the crude oil terminal, in position Lat. 05␥ 15.8' S,
Long. 011␥ 36.2' E, is a FSU anchored in depth 126 m. It is free to swing to
wind and current about a forward turret anchored by 6 cables. A crude oil
line and fuel oil line are also connected to the turret.
Bearing 235␥ by 1.6 n.m. from ‘‘N’Kossa 1’’ is ‘‘N’Kossa 2’’, a LPG storage
tanker which is similarly moored.
Approaches: There are no specific navigation marks in the field, although
the two platforms, ‘‘NKF 1’’ and ‘‘NKF 2’’, are well lit. NKP, a production
barge, located in position Lat. 05␥ 16.4' S, Long. 011␥ 33.9' E, has a flare at
a height of 83 m. above sea level.
Vessels awaiting loading should stop and drift in the waiting area of 6 n.m.
diameter centred on Lat. 05␥ 06.4' S, Long. 011␥ 24.1' E. Vessels are not to
drift east of Long. 011␥ 27.5' E.
NOR can be tendered once stopped in the waiting area, but will not be
accepted until both hoses are connected.
The pilot boarding position is at Lat. 05␥ 13.0' S, Long. 011␥ 36.0' E. VHF
Channels 67 and/or 9 are used for mooring and unmooring, while
Channel 67 is used during cargo operations. The Mooring Master/Pilot
remains onboard during cargo operations as does one surveyor, one Agent
and two or three Port Authority representatives.
Restrictions: Mooring operations can be carried out from 0600 – 1600 hrs.
local time, although unmooring can be done at any time of day or night.
Max. Size: Tankers of up to 280,000 d.w.t., or 325,000 tons displacement
can be handled at the terminal. Maximum length from bow to centre of
manifold plus arrival freeboard is 185 m.
Tugs: One supply boat available to assist with mooring and during cargo
operations.
Berthing: ‘‘N’Kossa 1’’ is a single tandem mooring from the stern of the
FSU to the bow of the loading tanker. Mooring is by a 76 mm. OCIMF chafe
chain. A good quality 22 mm. messenger is required of minimum length
200 m.
One supply boat/tug is made fast through the centre lead on the stern of
the loading tanker during mooring and throughout cargo operations by a
heavy wire, possibly 56 mm. Again a good quality messenger is required.
Loading: Maximum loading rate is 10,000 cu.m./hr. through a 20 in. floating
hose, ending in 2␺16 in. hoses connected to the port manifold of the loading
vessel.
Each terminal is reported to load 4 – 5 ships per month.
Fresh Water: Not available.
Fuel: Not available.
Consuls: At Pointe Noire: Angola, Cuba, France and Germany.
Repairs: Possible at Pointe Noire.
Operator: Elf Congo, BP 761, Pointe Noire, Republic of Congo. Tel: 942041.
Telex: 8239, 8277.
OPERATOR: Elf Congo, Avenue Poincarre, BP 761, Pointe Noire,
Republique Populaire du Congo. Tel: 941627. FAX: 942041. Telex: 8239,
8277.
POINTE NOIRE: 04␥ 47' S 011␥ 49' E (See Plan)
PORT LIMITS: Pointe Noire Pilotage Area Limits:
South: 5␥ 07' S.
West: 11␥ 46' E.
North: 4␥ 42' S.
DOCUMENTS: On arrival, the Master must hand over to:
Agent:
6 Crew Lists.
6 Lists of Crew Boys.
6 Passenger Lists or negative.
6 Lists of Ports of Call.
6 Lists of Crew Personal Effects.
6 Stores Lists.
6 Cargo Manifests.
6 List of Narcotics.
6 List of Arms.
781
CONGO, REPUBLIC OF
6 List of Ammunition.
6 List of Animals.
Master’s copy of B/L.
Harbour Authorities:
1 Arrival Form issued by Port of Pointe Noire.
1 Departure Form issued by Port of Pointe Noire.
Health Authorities:
1 Vaccination List for crew members.
1 Declaration of Health (form issued by the port of Pointe Noire).
Vaccination cards for the whole crew.
Also see ‘‘Shipmaster’s Report’’ dated November 1997.
DENSITY: 1025 on average. Only slight variations according to tides.
RESTRICTIONS: Minimum draft allowed for ore-carrying vessels of more
than 130 m. drawing alongside at Quay G: 20 ft. aft and 15 ft. forward. Max.
draft allowed for all vessels: 31 ft. at any hour. Max. draft allowed for ore
carriers leaving Quay G is 34 ft. 4 in. (1 hour before high tide). Tying to
mooring buoy can be done only between sunrise and sunset.
Max. draft tankers 33 ft. 6 in. and max. LOA 230 m. Tankers to enter in
same period as departing ore carriers (1 hour before high tide). Tankers berth
in daytime only.
APPROACHES: Shipmaster’s Report:
The approach to Pointe Noire from the West using Chart 4105 Freetown to
Luanda is clear of dangers as far as our experience goes. After crossing the
200 m. (100 fathom) line, the soundings are consistent with a gently shelving
coast until there is 30 m. – 40 m., 3 miles West of Pointe Noire breakwater.
Approaching Pointe Noire from the West the radar picture of the coast
about 20 miles North of Pointe Noire is very similar to Pointe Noire itself.
This could confuse and lead one to think that the ship is further South than
she really is, but the cluster of oil rigs should be a good guide.
There is a cluster of oil rigs with flares S.S.W. by 13 miles from Pointe
Noire main lighthouse, with another cluster about due South by 17 miles,
both good radar targets. Do not go in between these clusters. Watch out for
numerous small dugouts, etc. fishing.
Oil rigs with 1 flare in position Lat. 4␥ 28.8' S., Long. 11␥ 15.4' E.
PILOTAGE: Compulsory. Telegraphic address: Harbour Master’s Office
of the Port of Pointe Noire. Pilot station can be contacted by VHF Channels
16 and 12; 24 hour service.
Boarding Position: Pilot boards 0.5 miles North of the green channel light
buoy.
Tankers awaiting a Pilot for the SBM at Djeno should wait 2.3 miles West
of the breakwater at Pointe Noire.
PRATIQUE: Port Health Officer boards immediately on berthing.
Compulsory vaccinations: Yellow fever and cholera.
PRE-ARRIVAL INFORMATION: Shipmaster’s Report: If vessel is
coming from the South it is advisable to pass messages through Luanda.
VHF: The Harbour Master’s Office has a VHF set (call Channel 16).
VTS/RADAR: No radar.
TUGS: 2 tugs 1,800 h.p. and 900 h.p. Tugs normally join the vessel as soon
as it crosses the passage. The vessel’s own lines are usually used.
BERTHS:
Quay Berth Length Draft
(m.) (ft.)
Quay D 1 720* 24
2 26
3 28
4 29
5 29
Quay G Ore 530 34.33
Tanker – 33.5
Mole 1 Timber 350 31
Lighter – 12
* 720 m. in total between berths 1 and 5 inclusive.
Also see ‘‘Restrictions’’.
Potash Berth: 4 miles southward of Pointe Noire. Max. draft 44 ft.
TANKER FACILITIES: Diameter of loading/unloading lines is as follows:
aircraft fuel 6 in., white product 10 in., 1500 fuel 12 in., hoses 8 in.
Also see ‘‘Djeno Terminal’’.
STEVEDORES: The Agent requires the following information 48 hours in
advance, in order to arrange gangs: precise ETA; number of gangs required
for unloading/loading; distribution per hold unloading/loading; draft, fore and
aft – before 0600 hrs. in the morning on weekdays counting as overtime;
before 0600 hrs. Saturday mornings for the weekend or day before holiday
also counted as overtime.
Hatches: Usually the crew’s responsibility. Can be carried out by the
stevedore for payment.
CARGO GEAR: Derricks to be in good condition. There are 2 cranes at
the new jetty.
MEDICAL: Notice for medical attention not needed. There are 2 private
clinics.
FRESH WATER: 2 hoses can be connected at each berth.
Rate: 20 t.p.h. per hose.
FUEL: Ordered from suppliers: Hydrocongo. Pipeline supply to tanker berth
and Berths No. 1 and 8.
DRY DOCK: One slipway for vessels up to 800 tons.
REPAIRS: Most repairs for the deck and engines are possible. Also
facilities for electronic repairs.
POLICE/AMBULANCE/FIRE: Police 17; Fire 940049; Ambulance
940049, 942198.
FIRE PRECAUTIONS: The port must be informed of ETA of tanker
24 hours in advance.
SECURITY/GANGWAY: Compulsory for tankers and gas carriers.
REGULATIONS: In the event of congestion, vessels are obliged to work
at night and on Sundays, and if they refuse to do this, they may be relegated
to the roadsteads and thereby lose their turn to draw alongside.
TIME: Local time is GMT plus 1 hour.
HOLIDAYS: 1 January (1 day’s holiday); 1 May (2 days’ holiday); 31 July
(1 to 2 days’ holiday); 15 August (2 to 3 days’ holiday); 1 November;
25 December (1 day’s holiday).
782
Pointe Noire
DELAYS: Shipmaster’s Report: Occasionally tankers are delayed for long
periods as the shore tanks may be full.
CONSULS: France, Tel: 94.00.02, 94.00.03. Germany, Tel: 94.00.10.
TELEPHONES: Cannot be connected on board ship but there is one in
the middle of Quay D for the use of vessels.
NEAREST AIRPORT: 6 km. from the port. 1 to 2 flights per day to
Brazzaville. 1-2 flights per day from Brazzaville to Europe.
CUSTOMS: No limit – must be stated on crew declaration, and quantities
must be accurately stated.
SHORE LEAVE: No restrictions.
REPATRIATION: Every facility for crews equipped with a crew card and
passport.
IDENTIFICATION CARDS: Seaman’s cards or passport needed.
GENERAL: As the Congolese Customs are very strict, the drawing up of
the Store List and Crew Declaration should be carried out very carefully, as
the slightest error is penalised and a fine imposed.
Stores are expensive and not easily obtainable. Fish available, also fruit
and vegetables but not in the Rainy Season.
SHIPMASTER’S REPORT: March 1980
Pilotage: Compulsory. Pilot boards in position 4␥ 45.5' S., 11␥ 45.9' E.
24 and 12 hours notice required.
Anchorage: Position 4␥ 47.2' S., 11␥ 49.4' E.
Restrictions: Vessels able to enter and leave at any stage of the tide day or
night.
Max. Size: Max. draft 31 ft.
Health: Quarantine Authority require 12 hours notice of arrival.
Tugs: 1 tug available.
Radio: Luanda or Portishead. No replies locally.
VHF: Pilot and Port Authority on Channel 16.
Berthing: Position 4␥ 46' S., 11␥ 50' E. Distance from entrance to berth less
than 1 mile. Nature of bottom sand and mud. Vessel able to dock and undock
at any stage of the tide day or night. There are facilities for loading coal in
bulk. No quay cranes available, ships gear used. There is no link span for
Ro/Ro vessels. Usual precautions taken with regard to security, no losses
suffered. There is sufficient equipment for handling palletised cargo. Ship’s
gear is used for handling containers and the necessary shore equipment is
available.
Density: 1025.
Fresh Water: Available.
Fuel: Bunker fuel oil, diesel oil and lubricating oils available.
Medical: Doctor and hospital available.
Provisions: Fresh provisions available but expensive as they are flown in
from South Africa. Meats and groceries also available.
Repairs: Small repair facilities and small machine shop available.
Airport: Local airport with flights to Brazzaville.
SHIPMASTER’S REPORT: July 1987
When approaching the port from the N.W., vessel should steer 105␥ T
directly towards Dique Exterieure Head Lt. When 5 miles off steer 090␥ T for
2 miles thence about 100␥ T, shaping towards the anchorage and keeping
at least 5 cables off the land. We disregarded the 148␥ T leading line on BA.
Chart No. 3285 due to shoaling taking place to the North and West of West
Breakwater. Sight the green conical buoy on the starboard hand and stop
the ship some 5 cables off the breakwaters, heading about 170␥ T, directly
towards the entrance. The green buoy will be about 2 cables abeam to
starboard at this position. The pilot will then board from a launch on the port
side, manropes and bulwark ladder required.
The Petroleum Pier (P.P.) is situated 3 cables directly inside the harbour
entrance. 2 tugs, pushing only, and 1 mooring boat, even though 2 mooring
boats are normally available. Vessel berthed Port side alongside. No
photography allowed.
Moorings: Forward: 4 headlines to shore, 2 forward head springs to
dolphin. Aft: 2 aft back springs to dolphin, 2 stern lines to a hook buoy, 2 long
stern lines to shore with lashings.
Berthing and sailing at any time during daylight hours on 31 ft. draft, or
3 hours before to 2 hours after HW on 33 ft. 06 in. maximum draft. Density
1025.
1 ␺ 8 in. Chicksan connection, loading rate about 875 cu.m./h.,
temperature of fuel oil 140␥ F.
The Officials are French speaking and are courteous and obliging if all in
order. The following boarded, 6 Customs Officers, 2 Immigration Officials
(shore passes required), 2 Port Health Officers (vaccinations up to date),
1 Agent, 2 Harbour Masters, 1 Port Captain (Safety Check List and dates of
SOLAS Certificates inspected), 1 Loading Master and 1 Charterer’s
Representative.
No port watchmen, firemen, security etc., and no extra meals required.
Loading Master advises that mugging, etc. prevalent on the shore.
Weather: Dry season from mid-May to mid-September, when cloudy and
cool. The remainder of the year is hot, wet and humid.
SHIPMASTER’S REPORT: November 1997
The following documents are required:
6 Crew Lists.
2 Bonded and Provision Stores Lists.
2 Ship’s Stores Inventories.
2 Personal Effects Declarations.
4 Dangerous Cargo Lists.
4 Narcotics Lists.
6 Ports of Call Lists.
1 Vaccination List.
1 Maritime Declaration of Health.
4 Stowaway Lists.
4 Passenger Lists.
4 Animals Lists.
4 Kroo Boy Lists.
4 Parcel Lists.
4 Arms and Ammunition Lists.
Readers are encouraged to send updates and additions (page x)
Pointe Noire CONGO, REPUBLIC OF
4 Mail Lists. Advice of Arrival: ETA message to be sent by fax or email
2 Deck Declarations. Fax: +33 1535 71601 (ext. 102), and +242 669 9919.
2 Engine Declarations. Email: cooffsis@cg.perenco.com, with copy to
Dangerous Cargo List and Crew List must be sent 72 hours prior to arrival. Email: roconkouati@cg.perenco.com not less than 72 hours prior to arrival
AUTHORITY: Direction du Port de Pointe-Noire, P.O.Box 711, at the terminal, providing the following information:
Pointe-Noire, Republic of Congo. Tel: +242 940 052, 940 569. a) ETA and name of local Agent
FAX: +242 942 042. Telex: 8318 KG. Contact: Harbour Master. b) estimated draft, fore and aft, upon arrival
AGENT: Afritramp-Socopao, Avenue de Loango, BP 664, Pointe Noire, c) quantity and grade of crude oil to be loaded
Republic of Congo. Tel: +242 941 922. Fax: +242 941 284. d) estimated sailing draft
Telex: (CALVACOM) 699 999 ‘‘Attn: SDVP15’’. Cable: FREIGHT POINTE e) confirmation that the vessel can load and deballast concurrently
f) whether the lifting vessel has a clean Bill of Health
NOIRE. Email: socopao1.shipping@cg.dti.bollore.com
g) confirmation that the vessel has Panama fairheads or closed chocks
on starboard side
h) confirmation that hose handling gear and mooring equipment,
YOMBO: 04␥ 27' S 011␥ 06' E (See Plan) navigation equipment, radars, steering gear and engine propulsion
are in good order and condition, that the lifting vessel can accept
OVERVIEW: An offshore terminal consisting primarily of the Floating 1␺16 in. diameter cargo hose fitted with a 16 in. diameter flange
Production, Storage and Offloading Vessel, FPSO Conkouati, and two i) confirmation that any slops on board are isolated by double valve
production platforms, Yomba A and Yombo B, and operated by CMS Nomeco segregation.
Congo, Inc. The first ETA message should also include a definite statement of the
A submarine pipeline system with electric power cable system connects details of any equipment required from the FPSO for connecting the cargo
the production platforms to the FPSO. hose to the lifting vessel’s manifold. Further ETA messages should be sent
LOCATION: In the territorial waters of the Republic of the Congo and when 48 and 24 hours distant from the terminal confirming or giving notice
consisting of the following: of any change in the 72-hour ETA and at any other time after the 24-hour
Yombo A: Lat. 04␥ 28' 51" S, Long. 011␥ 05' 37" E. ETA message when a change by more than 2 hours occurs in the ETA. The
Yombo B: Lat. 04␥ 28' 17" S, Long. 011␥ 05' 27" E. 24-hour ETA message should include a positive statement regarding the
FPSO: Lat. 04␥ 27' 25" S, Long. 011␥ 06' 19" E in approximately 100 m. of lifting vessel’s readiness to load on arrival and the number of hours required
water and situated in open and unsheltered waters approximately to discharge clean ballast prior to berthing and commencement of loading.
23.3 n.m.␺226␥(T) off Pointe Tchitembo. Ship-to-Terminal Communications: The FPSO is equipped with VHF,
listening on Channels 16 and 12. Not less than 12 hours prior to vessel’s
CHARTS: BA Charts No. 306 and 604. ETA at the terminal, the lifting vessel is required to maintain a radio watch
DOCUMENTS: The following documents are required when calling at on VHF Channel 12, and recommended to use this facility as soon as within
Yombo Oil Terminal: range so as to avoid any delays.
1 Animals List While the Mooring Master is on board the lifting vessel, the Mooring Master
1 Arms and Ammunition List will be in direct charge of all ship-to-terminal, ship-to-tug and ship-to-launch
5 Cargo Manifests communications by VHF. The Mooring Master will advise the Master and
4 Crew Boy Lists officers regarding the emergency signals set up for use if the VHFs become
2 Crew Effects Declarations inoperative. The use of the lifting vessel’s H/F radio station and/or battery
4 Crew Lists charging equipment is prohibited during cargo loading operations.
1 Narcotics List While at anchor awaiting berthing, a listening watch on VHF
2 Passenger Effects Declarations Channel 12 with the FPSO shall be maintained. During loading,
4 Passenger Lists communications are conducted on Channel 11.
4 Ports of Call Lists VHF: See ‘‘Pre-Arrival Information’’.
2 Stores Lists TUGS: The company will provide tug(s) to assist.
1 Vaccination List and Vaccination Cards for entire crew When mooring operations are complete, two tugs will be standing by in
The lifting vessel’s Oil Record Book shall be made available for inspection Yombo Field for the duration of the loading operations in case of emergency.
by the Mooring Master on arrival at the lifting vessel.
BERTHS: Yombo Oil Terminal is operated throughout 24 hours, 7 days a
ISPS COMPLIANCE: Terminal is compliant. week, weather and other circumstances permitting. FPSO Conkouati, (LOA
MAX. SIZE: Tankers: 155,000 d.w.t., displacement 182,000 tonnes, LOA 325 m., beam 48.1 m., max. draft 20 m., min. draft 10.2 m., 232,083 d.w.t.)
280 m., draft 15.0 m. permanently affixed by 12␺21 ton anchor assemblies consisting of 1,002 m.
RESTRICTIONS: Mooring during daylight hours only, unberthing of 4 and 5 in. chain with 5 ton piggyback anchors extending beyond attached
throughout 24 hrs, weather permitting. by 2.5 and 3 in. cable. The loading berth is in open and unsheltered waters.
On the port side of the FPSO, the fore and after chains run through specially
Restricted Zone: Lifting vessels are prohibited from navigating within the constructed fairleads at the vessel’s bottom before terminating at the deck.
restricted zone at Yombo Oil Terminal at any time unless the Mooring Master On the starboard side, the chains run directly to the deck. The FPSO is
is on board. The restricted zone is bounded by lines connecting the following equipped with anchor lights and a red light (360␥) displayed on its top mast.
points:
Point Lat. Long. MOORING: Prior to approaching the FPSO all anchors shall be secured.
1 04␥ 25' S 011␥ 03' E Lifting vessels are moored alongside, starboard side to the port side of the
FPSO by means of terminal supplied 10 in. (80 mm. dia.) braided mooring
2 04␥ 25' S 011␥ 09' E
hawsers. The mooring lines are designed to be used in conjunction with quick
3 04␥ 31' S 011␥ 09' E
release Pelican hooks supplied by the terminal. Seven primary and seven
4 04␥ 31' S 011␥ 03' E secondary fenders will be deployed by the FPSO. Upon completion of
Also see ‘‘Plan’’. mooring, 12 hawsers will be used; four head lines, four stern lines, two forward
APPROACHES: Caution is required when navigating near Yombo Oil springs and two aft springs.
Terminal since oil installations and marine activities may be encountered in Efficient stoppers must be readily available to ‘‘stop-off’’ the mooring lines
the area. Mariners are recommended to pass to seaward of all such areas and transfer same from winch to the bitts. The vessel shall have 4␺4 in.
and are advised not to anchor or fish in the vicinity of such oil installations (32 mm. dia.) circumference messengers, length 110 m. available, two
forward and two aft, in way of head, stern and springline bitts.
or pipelines.
Prior to the berthing of any lifting vessel, the derrick of the lifting vessel
Also see ‘‘Restrictions’’.
should be raised and fully rigged. The derrick should be swung inboard so
PILOTAGE: Mooring Master: The Mooring Master will board in the area as to be clear of the manifold and ensure that it does not interfere with the
Lat. 04␥ 24' S, Long. 011␥ 07' E, approx. 4.0 n.m. from FPSO Conkouati, operation of the FPSO’s derrick.
unless otherwise agreed. Vessel’s Alertness: From the time the Mooring Master boards the lifting
Lifting vessels will not be allowed to approach or depart the loading berth vessel until the lifting vessel has loaded its cargo and the Mooring Master
without the assistance of the Mooring Master. The vessel’s Master must be has disembarked, full power must be available at all times on all deck winches
on the bridge at all times while the lifting vessel is manoeuvring. and windlass and other gear. The lifting vessel’s engines, steering machinery
Pilot ladders shall meet the requirement of SOLAS Chapter 5 Regulation and other manoeuvring equipment must be maintained in a constant state
23 Pilot Transfer Arrangements. of readiness with full power for immediate use.
Should the lifting vessel’s freeboard exceed 9.14 m., the accommodation If vessel is equipped with an electric clutch control to the propeller shaft,
ladder shall also be used in conjunction with the pilot ladder. A mechanical the electrical clutch control and the manual clutch must be disconnected, so
hoist of an approved pattern shall be considered an acceptable alternative that there will be no possibility of the engine engaging the propeller shaft
to a conventional pilot ladder for use in conjunction with the accommodation while the vessel is moored. Turbine vessels will not be accepted. A constant
ladder, but a mechanical hoist whose operation relies upon a single wire watch in the engine room, control room, cargo control room and on the bridge
shall not be considered as an approved type. shall be provided at all times while at or in the vicinity of the loading berth.
Also see ‘‘Documents’’ and ‘‘General’’. HOSES: Lifting vessels are loaded directly from the port side manifold of
ANCHORAGES: The customary anchorage area for vessels awaiting the the FPSO.
loading berth is an area one mile in radius centred at Lat. 04␥ 16' 30" S, Cargo transfer by 1␺16 in. cargo hose, fitted with a 16 in. valve and
Long. 011␥ 12' 30" E with FPSO Conkouati bearing 150 ANSI flange.
approx. 12.7 n.m.␺210␥(T). FPSO’s equipment used for hose handling. Lifting vessel to supply
Anchorage within the Restricted Area is prohibited unless otherwise reducers and fittings as necessary.
designated by CMS Nomeco or the Mooring Master. CARGO OPERATIONS: Loading Rate: Max. rate
PRATIQUE: Quarantine Regulations: The rules governing the approx. 25,000 bbls./hr. or approx. 4,100 tonnes/hr. It is requested that any
quarantine of vessels are the same as those found in other parts of the world. impediments such as Y pieces, strainers or mud boxes which may restrict
the flow of crude oil into the lifting vessel be removed prior to arrival at the
PRE-ARRIVAL INFORMATION: loading berth.
Initial Radio Communications: The radio station at Pointe Noire handles The incoming oil stream is controlled on the FPSO and the lifting vessel’s
initial radio communications between vessel and CMS Nomeco. The station valves must not be closed at any time against the incoming oil stream. A
call sign is TNA, and operates on 500 kHz and 2182 kHz from reduction in the loading rate, before topping off the final tank or tanks, may
0600 – 1800 hrs. daily. The FPSO, call sign D5SI, is equipped with be arranged through the Mooring Master. A normal standby warning should
Tel VSAT: +33 1535 71631, 1535 71632, 1535 71633, 1535 71600. be given about 20 minutes before the shutdown of the loading operations.
Fax VSAT: +33 1535 71601. Email: cooffsis@cg.perenco.com , copy to Upon the request from the lifting vessel to shut down the loading operations,
Email: roconkouati@cg.perenco.com a minimum of 3 minutes will be normally required to stop the flow of crude

See guidelines for compiling and submitting information (page x) 783

CONGO, REPUBLIC OF Yombo
oil. Lifting vessel shall be responsible for the call to stop loading. When cargo NEAREST AIRPORT: Pointe Noire International Airport, 94 km.
has ceased to flow, the valves on the FPSO will be closed and the lifting SHORE LEAVE: Not allowed.
vessel’s manifold valves may then be closed.
Terminal Stops: Request for the terminal to stop the flow of crude oil at a REPATRIATION: There are no facilities for crew changes.
predetermined tonnage (shore stop) must be made prior to commencement GENERAL: Company’s Facilities: The company’s administrative
of loading. Some delays in stopping the flow of crude oil are always incurred offices are located in Pointe Noire. The company’s terminal offices, storage
when such a stop is made. facilities and laboratory for testing stock are located on board the FPSO.
Hydrogen Sulphide Gas: Although the crude is classified as sweet Contraband: CMS Nomeco prohibits unauthorised craft from coming
regarding sulphur content, H2S gases remain entrained in the oil and offer alongside vessels while at the loading berth without the permission of the
concern during loading, hauling and unloading operations. Additionally, as Mooring Master.
vessels will be loading side-by-side, there could be an exposure to H2S gas Flag: Lifting vessels are required to fly the flag of the Republic of the Congo
during an operational upset on the FPSO. Yombo Oil Terminal Safety on the foremast during daylight hours while in territorial waters, which extends
Regulations must be observed, with additional reference made to OCIMF 30 n.m. seaward from the coastline.
Ship to Ship Transfer Guide and ISGOTT. Government Officials: Government officials such as Customs,
BALLAST: No reception facilities but clean oil-free ballast may be Quarantine, Immigration, Captain of the Port and the Police, are stationed in
discharged overboard from the lifting vessel. Pointe Noire. Should Customs guards be stationed on board the lifting vessel
As soon as practicable after arrival, vessel’s tanks will be inspected for while at the loading berth, it is expected that the lifting vessel will provide
evidence of oil in ballast and during the discharge of ballast a similar food and accommodation for these guards and other governmental officials.
inspection will take place. Terminal Officials: Lifting vessels shall provide food and accommodate
Vessels must keep a constant watch on the side from which clean ballast the Mooring Master, assistants and officials as required. Should the lifting
is being discharged for any indication of water discoloration or oil sheen. vessel not be equipped with a pilot cabin, the Mooring Master shall be
Vessel is required to illuminate the waters around with all available and accommodated in a cabin equivalent to that required for an officer on the
suitable searchlights and floodlights during the discharge of clean ballast and lifting vessel. The Mooring Master shall have access to the bridge and/or
the loading of crude oil during the hours of darkness and restricted visibility. central area of the lifting vessel, including the cargo control room, and such
Vessels unable to illuminate the sea satisfactorily may not discharge ballast areas shall not be locked or otherwise arranged to prevent immediate entry
or engage in the loading of crude oil during the hours of darkness. at any time by the Mooring Master.
Loading and Deballasting Simultaneously: Vessels equipped with AGENCY: CMS Nomeco does not perform any vessel agency functions.
segregated ballast will be allowed to discharge segregated ballast and load Lifting vessels calling at the terminal must arrange for their own agent.
oil simultaneously, subject to the approval of the Mooring Master. Deballasting AUTHORITY: CMS Nomeco Congo Inc, PO Box 212, Pointe Noire,
will not be allowed or permitted alongside the FPSO prior to loading. Republic of Congo.
POLLUTION: Pollution Damage Liability: Every lifting vessel to be Tel: +242 663 2424, 663 2222, 650 1616, 553 6667, 553 6708, 555 0601.
acceptable for berthing and loading must possess a current and valid Fax: +242 669 9919. Contact: Daniel Watoukoula, Deputy Operations
TOVALOP certificate evidencing its enrolment in TOVALOP and the owners, Manager. Mobile: +242 242 537 4689.
charterers or purchasers of the cargo must be a member of Cristal Ltd with Email: dwatoukoula@cg.perenco.com
full Cristal coverage to be applicable as evidence of financial responsibility
in the event of a pollution incident.
WASTE DISPOSAL: The dumping of garbage, sewage and refuse
outside is prohibited and there are no facilities for receiving such at the
terminal.
MEDICAL: Emergency Medical Assistance: Lifting vessels requiring
emergency medical assistance should contact the terminal by VHF and
supply the necessary pertinent information which will be passed on to Agent.
Neither medical or hospital facilities are available at the terminal, but private
doctors and hospital facilities are available in Pointe Noire.
FRESH WATER: Not available.
FUEL: Not available.
CHANDLERY: Not available. Any questions concerning the availability of
such items should be handled via Agent.
DRY DOCK: See ‘‘Douala’’.
REPAIRS: No facilities for making repairs at the terminal and no repairs
will be allowed at the loading berth. However, arrangements can be made
via Agent to utilise the repair facilities at other ports.
WEATHER/TIDES: Climate: The coast between Cape Lopez and the
Congo River is dominated by the Basin of the Ogooue and is covered with
a dense equatorial forest which is frequently subjected to heavy rainfall. The
area exhibits a characteristic diurnal variation in cloudiness, and the climate
along the coastline is heavily influenced by the heated continental interior,
the extratropical storms and the cool Benguela current. The average annual
rainfall is 3,124 mm. and ranges from a maximum of 505 mm. in November
to a minimum of 1 mm. in July. Temperatures seldom exceed 35␥C and
seldom fall below 18␥C, and are moderately high throughout the year with
an average annual temperature of 26␥C and a mean maximum temperature
of 30␥C.
Weather Data Summary: January is the stormiest month because
combined thunderstorms and squalls (thundersqualls) are frequent.
Summarised wind data does not indicate strong winds during this month, but
gusty winds occur during the thunderstorms, these being brief and irregular.
In February and March, the weather is unsettled with occasional rain. In April
weather generally improves, becoming cooler and drier. In May the weather
becomes fair, but by the end of the month it again becomes more settled
and a breeze blows steadily from a SE’ly direction. In June and July, the
weather is very misty and gloomy, decreasing visibility significantly. In August,
light breezes persist, generally cloudy and overcast conditions exist, by the
end of the month, heavy mists clear away. In September, hotter weather and
more SW’ly winds develop with frequent light showers. Sea breezes become
stronger to the end of the month, and thundersqualls moving from the SE
occur. In October, the wind is still more westerly with occasional small
showers, and generally overcast skies until noon. In November
and December, strong breezes move off the land, sometimes with rain,
thunder and lightning.
Annual average rainfall: 3,124 mm.
Average daily maximum air temperature: 29␥C
Average daily minimum air temperature: 22␥C
Extreme highest average monthly air temperature: 55␥C
Extreme lowest average monthly air temperature: 12␥C
Average relative humidity (0600 hrs.): 92 – 96%
Average relative humidity (1300 hrs.): 68 – 75%
Tides: The tides can be predicted with reasonable accuracy, through use
of the Tide Tables for Takoradi, Ghana, with the appropriate correction factor
for Pointe Noire applied.
Currents: The Benguela Current flows north along the west coast of Africa
from the vicinity of the Cape of Good Hope to the Gulf of Guinea. The general
direction of the current off the Republic of the Congo is parallel to the coast.
In the vicinity of the FPSO, currents are very variable both in direction and
in strength.
Seas: The coast is influenced by swells from the south and SW, but most
of the higher waves occur in association with thundersqualls. Waves or
ground swell can be expected to reach a height of 5.0 m. during any time of
year, though this is not normal.
CONSULS: Available in Pointe Noire and Brazzaville.

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