General CAMEROON

GENERAL (See Plan) Approaches: Navigation Aids: Punta Campo and the coast up to the mouth
of the River Campo give a good target on the radar. There are no difficulties
in approach and anchoring by night, but care must be taken to avoid wrecks
GEO-POLITICAL: in the vicinity of the anchorage position as shown on the BA Chart No. 1888.
Capital City: Yaounde. There are no lights available.
Nationality: (noun) Cameroonian, (adjective) Cameroonian. Anchorage: With a draft of 7.0 m., a good and safe anchorage can be found
Population: 18,467,692. in position 342␥ from Punta Campo at 2.3 miles.
COMMUNICATIONS: VHF: The shipper of logs keeps a continuous watch on VHF, when a ship
International Direct Dial Code: 237. is in the roads.
Number of Internal Airports: 11. Specialised Cargo Facilities: Timber in Logs: Two lighters of
Major Languages Spoken: 24 major African language groups, English 250/250 tons and two lighters of 120/150 tons are available with two tugs.
(official), French (official). Loading rate is about 90 – 1,500 cu.m. per day with two gangs.
ECONOMY: General Rules of Work: On arrival and before start of loading, Master has to
Currency: 1 CFA Franc BEAC (XAF) of 100 Centimes. accept and sign the ‘‘General Rules of Work for Loading of Logs’’, tendered
Exchange: (as of May 2008) by stevedores. The integral text is reproduced here under, and it is also valid
US$ 1.00 ␦ XAF 419.52 for the roads at Kribi.
Exchange rates under licence from XE.com 1. Owners of ships loading logs at the open sea anchorages of Kribi or
Main Industries: Petroleum production and refining, aluminium production, Campo are deemed to be aware of all particularities of loading logs
food processing, light consumer goods, textiles, lumber and ship repair. (either drift-logs, raft-logs or logs on floating lighter) on these roads,
ENVIRONMENT: which are assimilable to open sea. As a consequence, the resulting
Territorial Sea: 12 n.m. risks for the ship’s hull, as well as for the rigging of hatch-covering
Other Maritime Claims: Contiguous Zone: 24 n.m. gear, hatch coamings and any inside equipment of tweendecks and
Coastline Extent: 402 km. holds are fully accepted by shipowners.
Climate: Varies with terrain, from tropical along coast to semiarid and hot No responsibility shall attach to the stevedores in case loss of/or
in north. damage to the ship and/or logs occurs during loading operations,
Natural Resources: Petroleum, bauxite, iron ore, timber and hydropower. unless if due to the established fault, error or negligence of the
Natural Hazards: Volcanic activity with periodic releases of poisonous stevedores.
gases from Lake Nyos and Lake Monoun volcanoes. 2. Ships to provide upon request, convenient mooring for rafts or lighters:
Terrain: Diverse, with coastal plain in southwest, dissected plateau in For rafts: Steel wires and shackles in good condition for mooring
centre, mountains in west, plains in north. on ropes (wire excluded) for securing alongside the ship.
Average Temperatures: For lighters: The mooring is to be made according to the
Month High Low requirements expressed by the ship’s stevedores and/or agent.
January 29␥ C 19␥ C Generally, the heaviest available ropes (wire or copra excluded) of a
June 27␥ C 19␥ C minimum length of 30 yards are fixed from fastening point onboard
September 27␥ C 19␥ C the ship to the fastening point on lighter, fore and aft of the lighter,
TIME: GMT plus 1 hour. fastened on the ship’s side of the lighter. The mooring ropes of the
ship (if no wires) are generally convenient, either Manila or nylon. This
mooring, when conveniently made, allows the lighters to go fore and
CAMPO: 02␥ 21' N 009␥ 49' E (See Plan) aft with the swell, with the minimum of shocks to the ship. Should the
ship refuse to provide the correct mooring, the stevedore/agent could
refuse to start loading.
OVERVIEW: Campo is an anchorage port with no berthing facilities, 3. Ships to provide a gangway or pilot ladder in good condition to allow
situated in a small bay near the mouth of the River Campo (N’Tem). boarding from lighters by labour, clerks or shore staff, ladders with
Main cargoes handled are logs, sawn timber and rubber. round rungs always excluded.
LOCATION: On the west coast of Africa at the southern end of the Republic 4. Ships to point out fresh drinking water tap to foreman, for free use by
of Cameroon close to the border with Equatorial Guinea. the labour during (or unloading if any) operations.
CHARTS: BA Charts No. 1888 and 3118. 5. Ships to assume liability of logs when slung (with of course the
DOCUMENTS: See ‘‘Douala’’. possibility of involving stevedore’s liability if this latter’s fault is
ISPS COMPLIANCE: Contact ship’s Agent. established).
6. Ships to point out to labour the eyepads, cleats and more generally
MAX. SIZE: Anchorage: Depth 7.0 m. all strong points available for the use of blocks, capable to stand
APPROACHES: The anchorage is best approached from the west clear sufficient stresses for the trimming (in fact strong points able to stand
of the unmarked wrecks. the double of the winches traction). Should such strong points not be
Also see ‘‘Shipmaster’s Report’’ dated March 1996. conveniently placed on board the ship, or be absent from the ship,
ANCHORAGES: Nominated anchorages: the stevedore would proceed with loading without any liability
a) Lat. 2␥ 22.5' N, Long. 9␥ 45.5' E whatsoever on his part and under full liability of the ship in respect
b) Lat. 2␥ 21.7' N, Long. 9␥ 45.8' E of any loss or damage which could result from those inconvenient
Vessels should not anchor in depths of less than 5.5 m. and/or missing strong points.
Also see ‘‘Weather/Tides’’ and ‘‘Shipmaster’s Report’’ dated March 1996. 7. Ships never to give direct orders to labour, but through the foreman.
VHF: Ship’s Agent listens on Channel 16. 8. No responsibility shall attach to the stevedore/agent in respect of loss
TUGS: None. or damage which would not have given rise to a statement of facts
duly established and signed by the Master on one side and the
BERTHS: Only barges berth alongside. All loading discharging operations stevedore/agent (whichever is the party concerned) on the other side
conducted at the anchorages. before the ship’s sailing, it being understood it would belong to the
CARGO HANDLING FACILITIES: Logs are generally shipped Master to call immediately and before sailing for a joint survey in case
alongside on lighters or from floating rafts. There are 2␺250 ton and the stevedore/agent (whichever is concerned), would reject liability
2␺120/150 ton lighters available. Loading rate approximately upon presentation by the Master of the statement(s) of facts. In so
750 – 1,000 tons/day using two gangs. far as damage to the ship is concerned, and whenever some
Sawn timber is loaded at the anchorages from lighters. The shipper will responsibility attaches to the stevedore/agent (whichever is
normally use forklift trucks in the hold for stowing cargo, unless there is concerned), all repairs are subject to a 6 day telex notice prior to work
insufficient room. Ship’s Master should advise requirements to the ship’s starting date, stating place, date and time of repairs to enable the
Agent prior to arrival. Ship’s gear is used for loading and discharging at all stevedore/agent (whichever is concerned) to have a surveyor
times. appointed in agreement with its insurers.
STEVEDORES: Requirements should be notified prior to arrival. Crew 9. Whenever a Supercargo is on board the ship, the ship is to make
members operate the hatches. clear who between the Master and the Supercargo is concerned in
MEDICAL: In emergencies medical assistance can be given. respect of any matter or event arising during call. In case of doubt,
Also see ‘‘Shipmaster’s Report’’ dated March 1996. both the Master and the Supercargo are deemed to be concerned
FRESH WATER: Not available. and, therefore, are both to sign the document which the ship has to
sign.
FUEL: Not available. 10. Master and/or Supercargo are deemed to be fully aware of the above
CHANDLERY: Stores not available. rules (1 – 9), and accept them as soon as they have allowed the tugs
DRY DOCK: See ‘‘Tema’’. and lighters or rafts to come alongside.
SURVEYORS: Imarco Cameroon, Douala. Fax: +237 342 5441. Swell: A SW to SSW small or moderate swell exists all the time. Due to the
EMERGENCY RESPONSE CENTRE: None. general direction of the current (from south) and variable direction and
LOCAL HOLIDAYS: No work conducted on 1 January; 1, 20, and strength of the wind, the rolling of the vessel can be strong enough during
25 May. some periods to stop the loading for safety reasons.
WEATHER/TIDES: The anchorage is exposed to the west. During the Stevedores: They are ordered by agent taking into account the opinion of
rainy season (March to October), strong trade winds and occasional squalls the Master. They come from Kribi. According to the quantity of lighters
may produce a heavy swell and cause rolling. On such occasions, and in available, the time necessary for loading the lighters ashore and the transit
heavy rain, delays will occur in the delivery of cargo alongside. time of the lighters from shore to ship by towing, two gangs seem to be the
DELAYS: See ‘‘Weather/Tides’’. optimum number.
Normal working hours are during daytime, but in case of completion of
CONSULS: None available, see ‘‘Douala’’. loading, work during night is possible.
NEAREST AIRPORT: Chutes Domestic Airport, 20 km. SE of Kribi. Medical: In case of emergency, some facilities are available at Kribi, about
REPATRIATION: Possible. 6 – 8 hours by road from Campo.
IDENTIFICATION CARDS: Seaman’s Book required for authorisation. Fuel: No facilities.
SHIPMASTER’S REPORT: March 1996. Services: None.
Documents: See ‘‘Douala’’. Repairs: No facilities.
Agent brings all documents on board and completes them onshore for
Health, Immigration and Customs Authorities. Sometimes, one Customs AGENT: SDV Shipping Cameroon, BP 18, Kribi, Cameroon.
Agent comes onboard. Tel: +237 3346 2152. Fax: +237 3346 2152. Email: sdvkribi@yahoo.fr

See guidelines for compiling and submitting information (page xi) 415
CAMEROON
DOUALA, including Bonaberi: 04␥ 03' N 009␥ 42' E
(See Plan)
OVERVIEW: Port has facilities for alumina, minerals, containers, bulk
cargoes, fruit, Ro-Ro, oil and LPG.
LOCATION: At the mouth of the Wouri River, 80 n.m. from the border with
Nigeria.
CHARTS: BA Charts No. 1456, 1860 and 3188.
DOCUMENTS:
1 Arms and Ammunition List
5 Crew Lists
2 Crew Effects Declarations
4 Dangerous Cargo Lists
5 Last Ports of Call Lists
2 Manifests or Bills of Lading
5 Passengers’ Lists
Safety Certificates
2 Stores Lists.
Also see ‘‘Shipmaster’s Report’’ dated November 1997.
ISPS COMPLIANCE: Port is compliant.
MAX. SIZE: LOA 200 m., draft 6.2 m. plus tide.
Tankers: Depth 10.0 m. (LW).
Also see ‘‘Shipmaster’s Report’’ dated September 1999.
DENSITY: 1012 in dry season; may be reduced during rainy season.
Contact Agent.
RESTRICTIONS: Draft restrictions.
APPROACHES: Official level of Wouri Channel depth 6.5 m. Channel
from Base Buoy to Douala Port, minimum depth (dredged) 6.2 m.
PILOTAGE: Compulsory. Ship’s arrival must be notified at least 24 hours
in advance, together with draft (FW) forward and aft. This must be confirmed.
Pilot listens on VHF Channel 16 and works on Channel 14.
Vessel awaits Pilot at Base Buoy Anchorage in position
Lat. 03␥ 54' 12.3" N, Long. 009␥ 32' 19.8" E.
Pilot can board at any time and vessel’s sailing time depends not only on
flood tide, but also on which side alongside, LOA and permitted draft.
ANCHORAGES: Douala: Base Buoy, depth 8.0 m. approximately.
Also see ‘‘Pilotage’’.
PRATIQUE: Free pratique granted after compulsory checking of
vaccination certificates against yellow fever. Health officials hand the Master
a special health form to fill in.
PRE-ARRIVAL INFORMATION: Douala Radio, limited to
broadcasting for private individuals, listens on VHF Channel 16 and works
on Channel 14.
For vessels arriving at Douala, Masters should send a message to their
Agent at least 48 hours prior to arrival, giving the following information:
a) ETA at Base Buoy (given in local time)
b) cargo tonnage for discharge, and hatch distribution, including
dangerous cargo
c) number of gangs required
d) vessel’s draft in fresh water
e) any other requirements, e.g. money, medical attendance alongside,
etc.
f) LOA.
For vessels arriving on a Sunday or on a public holiday, Agents must be
informed by 1100 hrs., the day prior to arrival. If overtime or night work is
required by vessel, the Agent must be informed by 1700 hrs. the day prior
to arrival. It is also possible to telex information from the last port of call as
Douala Radio Station can sometimes be difficult to contact.
Also see ‘‘Pilotage’’.
VHF: Channels 16, 14 and 12.
VTS/RADAR: No radar.
TUGS: 4␺900 – 2,000 h.p. tugs are available on request to the Port Authority
of Douala (PAD). Compulsory towage for ships of 600 d.w.t. and more, and
subject to Pilot’s advice.
BERTHS: There are 16 berths of 2,600 m. approximately. Nine berths have
depth of 9.5 m. (LW) approximately. The tanker berths have depth of 9.5 m.
(LW) (tidal range 2.2 m.).
Two berths have priority berthing for alumina carriers and occasionally
tankers.
Four other berths downstream from the port have priority berthing for
container carriers. One of these berths has Ro-Ro accommodation with two
dolphins 70 m. apart.
One banana berth.
A fruit terminal, length 200 m., accepts vessels with draft 9.5 m.
One berth, length 200 m., handling flour in bulk.
At the right bank (Bonaberi), there are two berths with length of 200 m.
and 150 m. One handles butane tankers with LOA up to 140 m. The other
berth is equipped with a Goliath crane used by mineral carriers. These berths
have a depth of 13.0 m. (LW).
Vessels have to shift along the quay with their ropes if required. Decisions
are taken every day after the Port Meeting which takes place at 1000 hrs.
and 1600 hrs. in order to use optimal quay length.
Also see ‘‘Shipmaster’s Report’’ dated November 1993.
BULK FACILITIES: There is a rolling gantry at the right bank to transport
cement to the cement site. Max. height of loading/discharging gear above
HW is 2.0 m. Max. loading/discharging rates 1,000 tons per day, length
200 m., depth 8.5 m.
Berth No. 2 at right bank is equipped with a rolling gantry to transport
aluminium. Max. height of discharging gear above HW level is 2.0 m., length
280 m., depth 9.5 m.
On the left bank, one berth 150 m. for aluminium.
CONTAINER FACILITIES: A modern container and Ro-Ro terminal
has been created with a frontage of 600 m., dredged to 11.5 m. Facilities
include three berths, the first two of which, with a total length of 400 m., are
designed for full container ships and the last for Ro-Ro ships with side ramps.
Additional facilities comprise two dolphins and one Ro-Ro ramp. The adjacent
yard has a surface area of 23 ha. and a width varying between 400 m. and
500 m. The terminal is computer-operated.
At the back of this yard, there exists a stuffing and stripping container
warehouse of 7,500 sq.m.
416
Douala
OTHER FACILITIES: Timber: The annual capacity of the timber port
is 2,000,000 tons. There are two gantry cranes.
The equipment includes timber yard of 20 ha. served by road and rail, a
water surface of 20 ha. with draft 3.0 m. in the area next to the quay and
9.5 m. in the rest of the dock. This dock is capable of receiving four ships,
150 m. quay frontage designed for the handling of floating timber.
TANKER FACILITIES: Berth No. 1: Used to discharge tankers.
CRANES: No berths alongside. Loading and discharging is carried out by
ship’s gear at anchorage. However, there are two cranes, one of 100 tons
and the other 25 tons for barges.
STEVEDORES: The number of stevedore gangs is requested from
charterer’s Agents, taking into account size of cargo.
Cargo Gear: Loading and discharging by ship’s gear.
WASTE DISPOSAL: No facilities available.
SLOPS DISPOSAL: Collection service available by tanker trucks at no
charge.
Bocom. Tel: +237 3339 3716.
Nettoycam. Tel: +237 3337 2443, 7770 9437.
SCRI. Tel: +237 3339 4283, 9921 2012.
MEDICAL: An appropriate medical service can be provided on request in
case of an emergency, such as an epidemic on board.
FRESH WATER: Available at berth; supplied by hoses at 50 t.p.h.
Available at Cape Limboh (Limbe, formerly Victoria).
FUEL: Supplies arranged by charterer’s Agent who have their particular
suppliers. Available at Cape Limboh (Limbe).
CHANDLERY: Fresh provisions of good quality, beer and soft drinks.
Contact: Syndicat des Compagnies de Navigation et Consignataires de
Navires au Cameroun, BP 73, Douala.
STORING: See ‘‘Storing’’ on page xiv.
1. Vessel can store by truck or barge
2. No regulations concerning barge storing
3. Trucks may proceed along the berth
4. No jetty
5. No customs regulations in force regarding storing
6. Local riggers may be employed, subject to arrangement.
SERVICES: Derat and fumigation.
DRY DOCK: Three floating docks of 10,000, 1,000 and 500 tons handling
capacities are available.
REPAIRS: There is a ship repair unit having a 200 m. long quay for afloat
repairs (capacity 10,000 tons).
SURVEYORS: Lloyd’s Register; Bureau Veritas; Germanischer Lloyd’s;
ABS and Det Norske Veritas.
POLICE/AMBULANCE/FIRE: Central Police Station
Tel: +237 3342 5525. Ambulance (Hospital Laquintinie)
Tel: +237 3342 6888. Polyclinique Tel: +237 3342 1840. Fire Brigade (in
town) Tel: 18. Port Authority of Douala Tel: +237 3342 0133, 3342 7322,
3342 3342 (ext. 2440 or 2445).
EMERGENCY RESPONSE CENTRE: None at present apart from
the Port Authority of Douala Tel: +237 3342 0133 and 3342 7322.
Telex: 5270 KN.
FIRE PRECAUTIONS: In addition to the usual measures, the quay
station for oil tankers is isolated during discharging, and there is also a
permanent watch by tugs.
SECURITY/GANGWAY: Watchmen: Ship’s crew or arranged by
Agent at Master’s option. A watch by armed elements of the police has been
instituted.
REGULATIONS: Normal port regulations in force.
TIME: GMT plus 1 hour. No change during year.
LOCAL HOLIDAYS: Official Holidays: 1 January (New Year’s Day);
11 February (Youth Day); 1 May (Labour Day); 20 May (National Day);
25 December (Christmas Day). Any other day declared by Presidential
Decree.
Variable Holidays: Easter Day; Festival of the Sheep; End of Ramadan;
Assumption Day; Ascension Day.
Even though there are public holidays, cargo work may be carried out by
arrangement.
DELAYS: No unusual delays.
CONSULS: Australia, Belgium, Canada, Chad, DR of Congo, Denmark,
Equatorial Guinea, Finland, France, Greece, Italy, Lebanon, Morocco,
Netherlands, Nigeria, Norway, Spain, Sweden, UK and USA.
TELEPHONES: No telephone connections on board.
NEAREST AIRPORT: Douala International Airport, 4 km.
BANKS: Standard Chartered Bank. Tel: +237 3342 3612. Telex: 5858 KN
Societe Generale de Banque au Cameroun (SGBC). Tel: +237 3342 7010,
3342 1231.
Ecobank. Tel: +237 3343 8253. Fax: +237 3343 8606.
United Bank for Africa. Tel: +237 3343 3686. Fax: +237 3343 3770.
CUSTOMS: 100 cigarettes per person, not more than two bottles of spirits
per person in cabin.
SHORE LEAVE: Permitted.
REPATRIATION: Repatriation as well as crew changes can be arranged
after consultation with the responsible consuls.
IDENTIFICATION CARDS: Seaman’s Book and shore pass are
sufficient.
SEAMAN’S CLUBS: German Seaman’s Mission, Foyer du Marin,
Douala. Tel: +237 3342 2794. Services: Meals, snacks, beds, bar, swimming
pool, money exchange, international telephone and mini-bus service.
SUPERINTENDENT’S REPORT: October 1993 Updated 1999.
Vessels can safely proceed to the Base Buoy (pilot station). The two
beacons give good radar position, and the outer buoy is in place.
Port Control is on 24 hours duty on VHF Channel 16 (English – French).
Port Control inform Agents promptly.
Pilots are English speaking and very good.
The buoys in the channel have recently been painted and re-numbered.
The channel is dredged to 6.2 m. at low tide (add tide tables figure).
Maximum draft 8.0 m.
Readers are encouraged to send updates and additions (page xi)
Douala
Length of vessel no restriction. Vessels entering on upcoming tide, swing
in front of berth on their anchor and berth with assistance of two tugs
(compulsory). Moorings are 4 and 2 fore and aft. Regular shifting along
wharves on Port Authority’s instructions.
Inward Clearance: Ensure safety net secured under gangway before
allowing any boarding. Normal clearance procedure with Port Health (Yellow
Fever), Immigration, Customs, Police.
Outward Clearance: Agent pre-arranges clearance and brings Port
Clearance (stamped Manifest) one hour before departure. No problems and
no delays.
Agents: Socopao contactable from the anchorage at Base Buoy on VHF
Channel 73. They contacted us very late (10 hours after arrival) regarding
berthing prospects. Agents have all the communications well arranged. The
office is outside the gate, close to the port. Taxis not allowed in port, so must
rely on Agents transport, which is hard to get. The boarding clerk we had,
visited twice a day. The Agent’s office also has an inhouse travel agency
that can arrange all necessary tickets, but no service for visa, etc.
Stevedoring: Socopao inhouse stevedoring. The Manager is English
speaking, and has an office opposite Berth No. 11. All faxes and telephone
calls were made from this office without any problem or significant delays.
The stevedores on board are quite good and disciplined. The stowage of the
logs is not bad. The crane-drivers are a bit careless.
Two watchmen are compulsory day and night
Socopao Stevedoring run the tugs in the port for the rafts and the barges.
They also own equipment for bulk, container, general and timber cargo
handling. Plenty of stevedoring materials (slings and hooks, etc.) available.
Vessel must supply lines/wires to fasten rafts and barges. One tug is on
stand-by alongside at all times. As stevedores work in 12-hour shifts, it is
advisable to feed the foreman, tally clerks and watchmen on board (to prevent
delays and for smooth cooperation).
Loading Rates: With four gangs and sufficient cargo alongside, this vessel
can load 2,500 cu.m. logs per 24 hours. There is little cooperation between
shippers – logpond – stevedores, as all act independently.
General: Cameroon is basically French speaking (a necessity for
supercargo), but quite a few people (locals) speak English, Douala is very
expensive in every way. Many countries have Consulates in Douala. The
international airport has daily flights to Europe (Air France, Sabena, Lufthansa
and Air Cameroun are most regular). Various international banks, the best I
found for cashing traveller cheques was Standard Chartered Bank.
Douala is unsafe for crew to go ashore at night. Robberies (armed) are
aplenty, even in daylight. Only the Seaman’s Mission bus at 1900 hrs. and
return at 2200 hrs. is safe. But Seaman’s Mission is expensive.
Stowage: We loaded a great deal of logs over 10.0 m. length, this gives a
bad stowage factor. Also of the hardwood, many over 15 tons.
SHIPMASTER’S REPORT: November 1993 Updated 1999.
Vessel’s Particulars:
Length: 146.68 m.
Breadth: 22.86 m.
Depth: 12.20 m.
Summer Draft: 9.05 m.
Deadweight: 17,635 tonnes.
Berth: Cement berth at Bonaberi.
Pilotage: Pilot called by VHF Channels 16 and 12.
Health: Maritime Declaration of Health to be filled in and handed over to
the boarding officers, along with List of Ports of Call and Cholera/Yellow
Fever Vaccination List.
Radio: Not operational.
VHF: Channels 16 and 14.
Tugs: Only two tugs were seen to be operational.
Berthing: At the right bank (Bonaberi): Only the berth with a gantry is being
used for discharging clinker/gypsum for the cement plant. This berth has
good fenders (the berth is not being used for banana or butane carriers).
It is advisable to employ watchmen at all berths, more so at this berth. As
the berth is remote, it is not advisable to venture out at night, even for taking
drafts.
Bulk Cargo Facilities: Bonaberi: Gantry crane – Max. height of discharging
gear above HW is 15.0 m. Discharging rate 3,500 tonnes per day.
Berth No. 2 on the left bank is also equipped with a rolling gantry for
discharging alumina, but only the evacuators are being used. Max. height of
discharging gear above HW is about 15.0 m.
Specialised Cargo Handling Facilities: Timber: The timber dock does
not accommodate any ships as mentioned. Timber/logs can be loaded
alongside any of the berths or at the dolphins, depending on the vessel’s
draft.
Density: Annual average 1012, rainy season 997.
Dry Dock: Only one floating dock (Chantier Naval et Industriel du Cameroun
SA) of about 10,000 tons is in port.
Customs Allowances: 200 cigarettes and one bottle of spirits per person.
SHIPMASTER’S REPORT: November 1997.
Documents: The following documents are required:
4 Animals Lists
4 Arms and Ammunition Lists
2 Bonded and Provision Stores Lists
8 Crew Lists
6 Dangerous Cargo Lists
4 Kroo Boy Lists
4 Mail List
1 Maritime Declaration of Health
4 Narcotics Lists
4 Parcel Lists
4 Passenger Lists
2 Personal Effects Declarations
6 Ports of Call Lists
2 Ship’s Stores Inventories
4 Stowaway Lists
1 Vaccination List.
Dangerous Cargo List and Crew List must be sent 48 hours prior to arrival.
SHIPMASTER’S REPORT: April 1998.
Documents: Prepare all forms so acceptable by INM-C format.
6 Animal Lists
See guidelines for compiling and submitting information (page xi)
CAMEROON
6 Arms and Ammunition Lists
2 Bonded Stores Lists (including soft drinks)
10 Crew Lists
2 Crew Effects Declarations
6 Dangerous Cargo Lists
2 Deck Stores Lists
3 Narcotics Lists
6 Parcel Lists
6 Ports of Call Lists
Seaman’s Books
6 Stowaway Lists
2 Vaccination Lists.
Officials: Customs Officer checks bonded store, and asks for present. He
then allows Master to take what he needs for entertaining in harbour then
seals it.
There are many Harbour Officers who come on board asking for Crew List,
Ports of Call List, ‘‘Nil’’ List, show you a notebook, sign and stamp it, then
they require a present.
Immigration officer checks Seaman’s Books only, all must have joining
date and port.
Agent recommends vessel arrives Base Buoy inwards, one hour before
high tide. No need for pilot for Wouri Channel, by Master only.
Berthing: Ship berthed alongside Berth No. 13. Shore gear used,
discharging rate 150 t.p.h.
Gangway/Deck Watchmen: Compulsory to employ watchman.
General: There are many robberies within the harbour area. Ship’s crew
just walked in the harbour during daytime. Two crew lost watches, others
lost money. Even 3rd officer, while checking the forward draft on the wharf,
was threatened by a man carrying a knife, who asked for money.
SHIPMASTER’S REPORT: September 1999 Updated 2000.
Vessel: 45,000 d.w.t., draft 8.4 m. (FW).
Pilotage: At 0710 hrs., our vessel received orders from Douala Port Control
that the Pilot would board the vessel at 0930 hrs. The port was informed that
our max. draft was 8.4 m. (FW).
At 0834 hrs., Cap Cameroun Racon (C) was bearing 298␥(T) ␺ 3.13 n.m.
Vessel received orders to proceed into the Channel, proceeding at dead slow
ahead.
At 0847 hrs., Buoy No. B9 was abeam on the starboard side, at distance
0.05 n.m., when we entered the River Wouri Channel.
At 0856 hrs., we received further orders to proceed at approximately
6 knots, proceeding at dead slow ahead.
At 0905 hrs., Buoy No. B12 was abeam on the port side (located in the
middle of the channel). We received confirmation to proceed further up the
channel.
At 0925 hrs., Light Beacon SM3 (Fl.(5) 20s) 007␥(T) ␺ 2.27 n.m., the Pilot
boarded the vessel (March 2000, the Pilot boarded in position
Lat. 04␥ 02.1' N, Long. 009␥ 39.6' E, between Buoys No. B32 and B34 off
Quay A) .
At 0927 hrs., our vessel proceeded inwards at slow ahead.
At 1002 hrs., Buoy No. B25 abeam on the starboard side with Light Beacon
SM3 (Fl.(5) 20s) 256␥(T) ␺ 2.27 n.m., received a report from the Chief
Engineer that the jacket water intakes (filters) for the main engine cooling
system were silting up.
At 1029 hrs., Quay A 086␥(T) ␺ 0.42 n.m., received the chief engineer’s
report that the main engine water intake filter boxes were completely blocked.
At 1100 hrs., Light Beacon SM4 (Fl.(5) 20s) 289␥(T) ␺ 0.18 n.m., the Chief
Engineer reported that main engine cooling system filters were now clear.
Vessel’s speed at the time was 4 knots.
Channel Location: The channel is located further to the West than
indicated on the current charts.
Channel Depth: Shallow water was observed in the following locations:
Lat. 03␥ 46.65' N, Long. 009␥ 24.38' E, and Lat. 03␥ 56.65' N,
Long. 009␥ 37.35' E.
The vessel’s sea suction intakes are 2.0 m. above the keel. We therefore
believe that the channel was shallower than charted, and the disturbance
generated by the ship’s propeller caused large amounts of silt to be displaced,
resulting in the intake filters becoming blocked.
Having had a meeting with the Harbour Master (Pilot) after our berthing,
we failed to get a satisfactory answer regarding the blocking of the ship’s
cooling water intake filters. The only option would be to reduce the ship’s
draft, and pilotage to be conducted ␾1 hour either side of HW, when
proceeding in a deep draft condition. There was no indication offered as to
what the future max. draft should be.
Ship’s Draft: The ship’s draft allowing for squat of 0.28 m. was 8.68 m.
(FW). According to the chart, the depth of water was 6.2 m. (CD), with rise
of tide 2.5 m. (HW), totalling 8.7 m. at 0950 hrs. The max. arrival draft of
8.7 m. had also been confirmed by the ship’s Agent.
Racons: Racon M, located in position Lat. 03␥ 49.1' N, Long. 009␥ 34.20' E,
was not operational during our visit in March 2000.
Buoyage: The following buoys were missing: B2, B3, B6, B14 and B22.
The following buoys were unlit during our visit in March 2000: B4, B13,
B17, B19, B32, B38 and Light Beacon SM4.
The following buoys were out of position compared to that shown on the
chart:
B7 (SW ␺ 0.10 n.m.)
B10 (east ␺ 0.22 n.m.)
B11 (west ␺ 0.23 n.m.)
B12 (east ␺ 0.13 n.m.)
B13 (west ␺ 0.22 n.m.)
B17 (NW ␺ 0.18 n.m.)
B19 (WNW ␺ 0.17 n.m.)
B20 (ESE ␺ 0.22 n.m.)
B21 (WNW ␺ 0.23 n.m.)
B25 (NW ␺ 0.18 n.m.)
B27 (NW ␺ 0.10 n.m.)
B29 (SE ␺ 0.20 n.m.)
B32 (SW ␺ 0.28 n.m.)
VHF: The Pilot and Port Control, call sign ‘‘Douala Port Control’’, monitor
Channel 16 and operate on Channels 12 and 14.
417
CAMEROON
Berthing: The Pilot for mooring and unmooring operations was the Harbour
Master.
The Pilot declined to make the tugs fast during the mooring operation.
For vessels with a large beam area, if not securing the tug’s lines, could
result in complications due to the amount of inertia generated, resulting from
current and possible wind blowing the vessel onto the berth (see ‘‘Plan’’).
Unberthing: Due to the current coming from astern, the ship was in a difficult
situation. We ordered two tugs, but only one tug arrived. This was due to
three ships unberthing. The Pilot again declined to make the tug’s line fast.
Our vessel departed the berth, swinging the stern to starboard across the
current, bow to the berth (see ‘‘Plan’’).
SHIPMASTER’S REPORT: May 2000.
Vessel: Breakbulk carrier, LOA 171 m., breadth 25.0 m., draft 6.3 m.
Location: The port is located in position Lat. 3␥ 38.6' N, Long. 009␥ 20.7' E.
Documents: On arrival alongside, numerous port officials boarded the
vessel. The Port Authority constantly harassed our vessel for various reasons.
The following documents are required:
8 Animal Lists
2 Bonded Stores Lists
1 Cargo Transshipment/Transit Manifest
Clearance from Last Port of Call
2 Crew Declarations
8 Crew Lists
Entry Declaration
1 Maritime Declaration of Health
4 Narcotics Lists
8 Passenger Lists
3 Ports of Call Lists
8 Small Arms/Ammunition Lists
8 Stowaway Lists
2 Vaccination Lists.
Vessels wishing to hire private security personnel must get permission
from the Port Authority.
Vessel calling at Douala can expect to be boarded by no less than six port
agencies.
Pilotage: Compulsory. Vessel advised by the Port Authority to heave up
anchor and proceed to the Pilot Station. Pilot boarded the vessel between
Buoys No. 14 and No. 15 of the approach channel.
On the outward passage, the Pilot disembarked between Buoys No. 14 and
No. 15.
Vessels can expect traffic in both directions while transiting the buoyed
channel.
Buoys marking the channel were in position as charted. However, the Pilot
informed us that the buoys are often out of position and sometimes missing.
Anchorage: On arrival, we proceeded to anchor at the Base Buoy. There
was a delay of four days due to lack of an available berth. To be considered
‘in line’ for berthing, a vessel must first anchor at the Base Buoy.
Health: Port Health official visits the ship upon arrival at the berth.
Tugs: Tug available (‘‘Jaguar’’ 900 h.p.).
Berthing: Multiple berths available as shown on the appropriate nautical
charts. Vessels berthed starboard side to at Berth No. 6 during the flood tide.
Vessels docking on the ebb will berth port side to. Vessel’s anchor and tug
‘‘Jaguar’’ were used to bring the vessel alongside. Due to letting go the anchor
a distance off the berth, berthing with 2.5 shackles of cable paid out, and
once the vessel was secure alongside, were unable to heave the anchor
home.
Unberthing: Vessel departed the berth at 0500 hrs. on the flood tide. The
turning area off the berth is approximately 200 m. wide, so enabling vessels
to make their turn off the berth and proceed to sea. While undocking on a
flood tide and docking starboard side alongside, the Pilot will turn the vessel
to starboard leaving the bow a few metres off the dock. Pilots are competent.
Cargo Handling Equipment: Multiple standard and container forklifts.
Discharge was as expected for a West African port.
Stevedores: Ordered through Agent.
Fresh Water: Available.
Fuel: Available.
Dry Docks: One small floating dry dock available.
Density: 1003.
Gangway/Deck Watchmen: Recommended. One armed guard provided
by the port. Vessel must obtain authorisation before placing private security
personnel on the ship.
Opening/Closing Hatches: Opened by ship’s crew.
Cargo Gear: Ship’s own gear used for discharge.
Repatriation: Possible.
Airport: There is an airport.
Police/Ambulance/Fire: Representatives of the fire brigade will board
vessel on arrival. Police officers patrol the port. The ambulance station is
located within the port area.
Times: GMT plus 1 hour.
Telephones: No ship to shore line available.
Storing: Available. Ship chandlers will present themselves to ship on arrival.
Shore Leave: Allowed.
Identification Cards: Immigration Officials issue shore passes.
Garbage Disposal: Available, ordered from the ship chandlers, through
ship’s Agent.
Waste Oil Disposal: No facilities available.
Seaman’s Clubs: German Seaman’s Mission available.
Delays: The port is often congested with vessels having to wait at anchor.
Container vessels have dedicated berths and so receive priority berthing.
AUTHORITY: Port Authority of Douala (PAD), Simar Building, Maritime
Affairs Division, BP 4020, Douala, Republic of Cameroon.
Tel: +237 3342 0133, 3243 7322. Fax: +237 3342 2697.
Email: portdedouala@camnet.cm Contact: Emmanuel Etoundi Oyono,
General Manager.
AGENT: Agent: Afritramp Oilfield, Zones des Professions Maritimes,
Immeuble Socopao, BP 215, Douala, Cameroon. Tel: +237 3343 1492.
Fax: +237 3343 1158. Email: afritramp.douala@cm.dti.bollore.com
418
Douala
EBOME MARINE TERMINAL: 02␥ 48' N 009␥ 49' E
(See Plan)
LOCATION: Perenco Cameroon is operator of Ebome Marine Terminal,
through which passes the production of the KF oilfield of which Perenco
Cameroon is operator on behalf of Perenco Cameroon-SNH-Mobil.
Description: KF oilfield is located about 6.5 km. West of the Grand Batanga.
The Major Structures of the Field Are:
Structure Latitude Longitude
(N) (E)
Tripod structure 2␥ 48' 55.40" 9␥ 49' 53.04"
Production Unit ‘‘Ebome Marine’’ 2␥ 48' 53.94" 9␥ 49' 54.46"
Floating Storage Unit (USF1) 2␥ 48' 53.80" 9␥ 49' 56.01"
Loading Buoy (SPM) 2␥ 48' 20.75" 9␥ 49' 03.85"
Specified positions are of the centre points of the structures.
Also see ‘‘Berths’’.
Territorial Waters: The sovereignty of the Republic of Cameroon extends to
a distance of 50 nautical miles from the low watermark along the coast.
MAX. SIZE: 230,000 tonnes d.w.t. Depth of water 30 m.
RESTRICTIONS: Night Movements: Mooring at the loading buoy is
carried out in daylight only (0600 hrs. – 1800 hrs.). However, sailing may take
place at night.
APPROACHES: RESTRICTED AREAS:
Production Areas or Hazardous Areas: Ebome Marine Oilfield is protected
by a so-called ‘‘hazardous’’ area where navigation is only permitted to tankers
visiting the Terminal and service boats and equipment used for its operation.
This area is limited by the points of which the coordinates are the following:
AA: Lat. 02␥ 48' 00.34" N., Long. 09␥ 48' 51.20" E.
BB: Lat. 02␥ 49' 38.04" N., Long. 09␥ 48' 51.27" E.
CC: Lat. 02␥ 49' 37.97" N., Long. 09␥ 50' 28.43" E.
DD: Lat. 02␥ 48' 00.27" N., Long. 09␥ 50' 28.36" E.
Stand-By Anchorage Area: A circular area of 1 mile radius is located within
a centre located at Lat. 02␥ 48' 23.13" N., Long. 09␥ 47' 07.57" E. (about
2 miles West of the loading buoy).
Recommended Area for Approaching the Mooring Buoy: Approach to the
mooring buoy is from West of the buoy with a heading of around 090␥.
PILOTAGE: Compulsory. The service of a Pilot is provided by ‘‘Office
National des Ports du Cameroun’’ (ONPC).
Service of the Pilot is provided on behalf of the tanker by Perenco
Cameroon who also arranges his transportation to the Terminal from Douala.
Notice of Readiness: When the Terminal is ready to deliver the cargo
according to prior agreement between the operator and his partners, and
when the following conditions are met:
The tanker arrives in daytime (0600 hrs. – 1800 hrs.).
The Terminal is not closed for bad weather or any other reasons at Perenco
Cameroon’s assessment.
The vessel is accepted after inspection, suitable in all respects to proceed
to the berth and to receive her cargo.
The ‘‘Notice of Readiness’’ tendered by the Master is received by Perenco
Cameroon Representative. He arrives on board the tanker with the Pilot.
Access to Vessels and Terminal Facilities: Vessels shall install, for the Pilot
and other officials to embark and/or to disembark, a clean, safe and efficient
pilot ladder. At night, it must be properly lit.
Boarding and unboarding of the Pilot is entirely the responsibility of the
Master. See ‘‘Pilot Safety’’ below.
No person outside Perenco Cameroon has access to Terminal facilities
without authorisation from the Offshore Manager.
No launches, except those belonging to the Terminal, its Contractors, or
official services (ONPC, Customs, etc.) can come alongside the Terminal
facilities or alongside a vessel moored there, without agreement from the
Offshore Manager.
Pilot Safety: Boarding and unboarding of the Pilot is the entire responsibility
of the ship’s Master.
(1) In all ships where the distance from sea level to the point of access to,
or egress from, the ship exceeds 5.0 m. (ONPC requirements), it must
be provided to board and unboard Pilots by means of the
accommodation ladder in conjunction with a pilot ladder. The ship
should carry an accommodation ladder on each side, unless such ladder
is capable of being transferred.
(2) The ladder should be sited leading aft. When in use, the lower end of
the ladder should rest firmly against the side of the ship and within the
parallel body length of the ship and within the mid-ship half section,
clear of all discharges. Equally safe arrangements which might be more
suitable for special types of ships would be acceptable.
(3) The length of the accommodation ladder should be sufficient to ensure
that its slope does not exceed 55␥.
(4) The lower platform of the accommodation ladder should be in a
horizontal position when in use.
(5) Intermediate platforms, if fitted, should be self-levelling. Treads and step
of the accommodation ladder should be designed so that an adequate
and safe foothold is given at the operative slopes of the ladder.
(6) The ladder and platforms should be equipped on both sides with
stanchions and rigid handrails. However, if handropes are used they
should be tight and properly secured. The vertical space between the
handrails or handropes and the stringers of the ladder should be
securely fenced.
(7) The pilot ladder should be rigged immediately adjacent to the lower
platform of the accommodation ladder, and its upper end should extend
at least 2.0 m. above the lower platform.
(8) At night, the full height of the ladder should be properly illuminated.
(9) If a trap door is fitted in the lower platform to allow access from and to
the pilot ladder, the aperture should be not less than
750 mm. ␺ 750 mm. In this case, the aft part of the lower platform
should also be fenced (See Paragraph 6), and the pilot ladder should
extend above the lower platform up to the level of the handrail.
(10) The accommodation ladder(s), together with any suspension
arrangements or attachments, fitted and intended for use in accordance
with this recommendation should be duly agreed by the administration.
ANCHORAGES: See ‘‘Approaches’’.
Readers are encouraged to send updates and additions (page xi)
Ebome Marine Terminal
PRATIQUE: Health services are carried out by the Chief Doctor of the
Frontier Health Police. Pilots are entitled, under Article 010/CA/ONPC dealing
with the pilotage status, to carry out this inspection on instructions given by
the Frontier Health boarding.
The Master shall provide:
Maritime Health Declaration.
Certificate of Derating or Exemption Certificate.
Vaccination Certificates for the crew and the passengers.
In case of infectious disease on board, the Master shall contact the Doctor
in Chief of the Frontier Health Police in Douala (P.O.Box 1115. Tel: (237)
424633 and 421333) through the Harbour Master.
PRE-ARRIVAL INFORMATION: Advice on Arrival: Estimated Time
of Arrival (ETA): 72 hours prior to arrival, vessels should send a message
as described hereafter. This notice of arrival should be confirmed or amended
when the vessel is 48 hours and again 24 hours away from the Terminal.
When this procedure cannot be followed because of the last port of call
proximity, the vessel should take the earliest possible measures to advise
arrival prior to departing from the port.
Coastal Radio Station: ‘‘Douala Radio’’.
Telephone: Douala: (237) 425840 and (237) 420916. Kribi: (237) 461610.
Message: Estimated time of arrival should be sent to: Perenco Cameroon,
P.O.Box 1225, Douala. Telex: 5698 KN and 5385 KN. Tel: (237) 423291,
(237) 423572. Fax: (237) 424359.
Following information should be included in the cable:
Name of vessel/flag.
ETA local time (GMT+1).
Grade and quantity of cargo to be loaded.
Deballasting time (if intended).
Maximum loading rate acceptable.
Lifting capacity of derrick (SWL).
Ship’s manifold flanges (size).
Distance bow/cargo manifold.
VHF: When approaching, vessels shall contact the Terminal on
Channel 16 or 13 on which the Terminal is permanently on watch. Information
relating to operations are then exchanged on Channel 13, which is the
working frequency of the Terminal.
Language: Both French and English are spoken at the Terminal.
BERTHS: The Ebome Marine Terminal consists of one storage vessel and
one loading buoy which are described below.
Storage Vessel ‘‘USF1’’: This is a tanker of 72,735 tonnes d.w.t., 244 m. long,
converted as a storage vessel. She is permanently moored heading 210␥ on
site, using 8 anchor mooring legs.
The name ‘‘USF1’’ is painted in white letters, 1.5 m. high, on each side of
its black hull.
It shows lights at night and the marks in daylight statutory for a vessel at
anchorage.
The Loading Buoy: This buoy, yellow in colour, is a berth of the Single Point
Mooring (SPM) type. It is moored in 30 m. of water, using 4 anchor legs
extending 275 m. around it (CALM system).
The mooring to the buoy of the lifting vessels is made using a single
mooring rope (circumference 21 in., length 50 m.) with a chain at its end
(See‘‘Mooring’’).
The buoy is connected to the storage tanker by a single 24 in. sea-line
used for transferring the crude oil. Transfer of oil from the buoy to a lifting
tanker is made through a single string of 16 in. floating hose (about 290 m.
long).
The buoy is designed for tankers with following characteristics:
Deadweight: From 50,000 tonnes – 230,000 tonnes
Distance bow to manifold: From 104 m. – 174 m.
Tanker Acceptance: EBOME MARINE TERMINAL TANKER
ACCEPTANCE CONDITIONS: General Conditions: Vessels calling at Ebome
Marine Terminal to load crude oil must fulfill the general conditions hereafter:
(1) Vessels in good state of seaworthiness and manoeuvrability.
(2) Vessels with a statutory and certificates classification valid at day of
inspection.
(3) Vessels with safety equipment ready for immediate use.
(4) Well maintained vessels.
(5) Vessels with qualified and experimented crew.
(6) O.B.O. vessels (oil/bulk/ore) more than 10 years old are not accepted.
(7) On O.B.O. type vessels, Master and Chief Officer have to prove
proficiency knowledge of oil transportation and cargo operations.
Characteristics of the Vessels: Vessels calling at Ebome Marine Terminal to
load crude oil must have the characteristics hereafter:
(1) Deadweight tonnage (d.w.t.) from 50,000 tonnes to 230,000 tonnes.
(2) Distance between the bow and the hose manifold from 104 m. to 174 m.
(3) Safe working load (SWL) of the port side derrick must be at least:
10 metric tons for the vessels with d.w.t. up to 80,000 tonnes.
15 metric tons for the vessels with d.w.t. greater than 80,000 tonnes.
(4) For the mooring to the buoy, the vessel must have on the forecastle
deck a 3 in. chain stopper in compliance with OCIMF.
(5) The tanker hose connection manifold must be fitted with at least 1 flange
of 16 in. 150 ASA.
(6) There is no restriction on the draft, the sea water depth is about 30 m.
around the buoy.
Safety – Pollution: It is compulsory for vessels callling at Ebome Marine
Terminal to fulfill the safety and protection of environment conditions as
follows:
(1) Before arrival at Ebome Marine Terminal anchorage, all tanks must be
inerted according to ISGOTT Regulations.
(2) The firefighting equipment must be in good working order and properly
positioned.
(3) Vessels shall arrive with sufficient ballast and correct trim to be able to
manoeuvre in complete safety.
(4) The vessel must deballast only clean ballast with the authorisation of
the Marine Superintendent.
(5) The vessel must be on effective and permanent watch on VHF
Channel 13 as soon as it arrives at Ebome Marine Terminal and during
all the commercial operations.
(6) The vessel must comply with all the points of the ‘‘Ship Safety Check
List’’ as provided by the Terminal Representative.
See guidelines for compiling and submitting information (page xi)
CAMEROON
Operations:
(1) In case of default of the above mentioned conditions, Ebome Marine
Terminal has the right to refuse acceptance of the vessel and/or
suspend operations. In any case, the Terminal shall not be held
responsible for any consequences and financial charges which could
occur.
(2) The manoeuvres to the buoy and mooring of the vessel will start only
if the points mentioned in ‘‘General Conditions’’, ‘‘Characteristics of the
Vessel’’ and ‘‘Safety – Pollution’’ are satisfied.
Even after the beginning of the manoeuvres to the buoy, the vessel
can be sent back to the stand-by anchorage area if one or any other
of those points have not been considered fulfilled, and this shall not in
any case entail the slightest financial charges to the Terminal.
(3) The ‘‘Notice of Readiness’’ (N.O.R.) tendered by the Master is signed
by the Terminal Representative only after all the above conditions are
fulfilled. Then loading can start.
(4) At any time loading can be stopped should the Terminal Representative
notice that any safety condition(s) mentioned in ‘‘Ship Safety Check
List’’ is (or are) not fulfilled.
(5) During the pumping operation, the vessel must notify the Terminal
before any valve operation related to the loading.
(6) During all cargo operations, permanent watch on forecastle and
manifold must be done by vessel crew.
MOORING: Terminal Mooring Team: A team of 4 to 5 deckhands, under
the responsibility of the Loading Master, may be provided by the Terminal,
in order to give assistance to the ship’s crew. Winches and windlasses are
operated by the ship’s crew exclusively.
Approach to the Buoy: While the ship is approaching the buoy, a workboat,
provided by the Terminal, is used to keep the floating hoses away from the
ship.
Meanwhile, the Loading Master or the Terminal ‘‘Zodiac’’ crew provide the
Pilot and the Master with the required information on the manoeuvre
(Distances to the buoy, position, etc.).
Securing the Mooring Rope: The mooring team at the forecastle sets out a
messenger line (diameter 30 mm., length 200 m.) passing through a fairlead
chosen close to the axis of the vessel, tip of which is sent to the Terminal
rubber boat (Zodiac) of the Terminal when the tanker is at a convenient
distance from the buoy.
The Zodiac crew connects this messenger rope to the end of the
polypropylene hawser ‘‘heaving line’’ (diameter 80 mm., length 180 m.)
attached to the mooring rope of the buoy.
The messenger rope, and the heaving line are hauled using a tanker winch
or windlass, until a convenient length of chain, placed between the heaving
line and the mooring rope of the buoy, is on deck.
This chain is then made fast, using the tanker’s chain stopper for 3 in.
chain in accordance with OCIMF.
Pulling-off: The Terminal workboat keeps the vessel away from the buoy
once the vessel is moored. As soon as the mooring rope of the buoy is
fastened, the workboat proceeds to the poop of the vessel. To secure the
end of the tanker, a strong hawser is then secured onto her towing-winch.
Using this towing rope, the workboat shall apply a moderate but permanent
pull during all the call of the tanker, to avoid her bow coming into contact
with the buoy should change of current or wind arise.
CARGO OPERATIONS: Hose Connection: Hoses are brought
alongside, below the port manifold, by the workboat which was previously
keeping them clear from the tanker.
The derrick boom of the tanker, with a safe working load of at least 10 tons,
will be used to lift the hoses. The derrick must be rigged in advance in order
to be available at time of connection.
For these operations a mooring/connecting team of the Terminal may assist
the tanker’s crew, derricks and winches being handled by the ship’s crew
only.
Beginning of Loading: Loading can start when the tank inspection, witnessed
by the inspector, is completed and when the ship has confirmed to the
Terminal Representative or the Loading Master that she is ready to accept
the cargo.
Loading Rate: During an agreed period of time (which must be a minimum),
the pumping rate is limited to about 1,500 cu.m./hr. and, as soon as possible,
the Terminal shall increase this rate to its maximum flow rate, which is around
3,200 cu.m./hr. (20,000 bbl./hr.).
End of Loading: By previous agreement, either the Terminal or the tanker
may decide to finish the loading. However, as the Terminal is equipped with
an accurate metering system, it is recommended, except under special
circumstances, that the order to stop should be their decision.
In this case or in the other case, the party who shall decide to stop must
inform the other 30 minutes before the estimated time, in order to decrease
the flow rate at this moment. Finally, a new contact shall be established
5 minutes before the stop, in order to avoid the ship or the Terminal being
surprised when the stop is requested (or achieved).
Precautionary Notice: It is stressed that it is dangerous to shut-down any
valve during pumping operations. The vessel would be held fully responsible
for any damage occuring to the flexible lines and/or other Terminal
installations.
A graphic recorder, positioned at the output of the metering system on the
export line, monitors permanently the output pressure on the tanker.
Measurements and Controls: Quantity Monitoring: Cargoes shipped by the
Terminal are measured using a 2 turbine metering system built by Daniel
Industries-Houston, which is in agreement with the current API rules for this
type of equipment.
Measured volumes are converted into standard conditions: cu.m. at 15␥C
and barrels at 60␥F, on the basis of the latest ASTM table, using the computer
system of the metering unit.
For every lifting, both meters are calibrated, using the proving loop which
is part of the equipment.
Operation of the metering unit by the Terminal crew is witnessed by
representatives of following parties:
Customs.
Ministry of Mines.
National Company for Hydrocarbons.
Shipper.
Independent Inspector.
If requested another inspector nominated by the cargo consignee.
419
CAMEROON Ebome Marine Terminal
Quality Monitoring: Samples are continuously taken from the line, throughout KOLE: 04␥ 13' N 008␥ 33' E (See Plan)
the loading, using the automatic sampler of the metering system.
From this representative cargo sample, the following laboratory analysis OVERVIEW: Offshore terminal consisting of a 137,000 ton storage vessel
are carried out according to the API rules, once the loading is completed: ‘‘Serepca 1’’, oil production platforms and two SPMs. The SPM KLB 1 closest
Measurement of density using the hydrometer method. to the storage vessel is for emergency use only. The
Measurement of bottom sediments and water content (BSW) using the Buoys KLB1 and KLB2 are connected to ‘‘Serepca 1’’ via 3,000 m. ␺ 36 in.
centrifuge method. and 1,600 m. ␺ 24 in. sealines respectively. Each buoy is connected to the
The sampling rate and the samples analysis by the Terminal personnel sealines via 20 in. underwater hose.
are also witnessed by representatives of the parties indicated above. LOCATION: Off the coast of Cameroon, 26 n.m. from Cape Debunja.
Controls on Board of Lifting Tanker: The Loading Master is assisted by the
Independent Inspectors who are commissioned to perform the following CHARTS: French Chart No. 5380.
BA Chart No. 1860.
operations:
Inspection of the tank for remaining water after stripping. Nautical Publications: NP 2, African Pilot, Vol. II.
Measurement of free water after loading. DOCUMENTS:
Measurement of ullages before and after the loading. 3 Animal Lists
Control for information, of the estimate made by the lifting tanker of the 3 Arms and Ammunition Lists
quantities received. 3 Crew Lists
Control and sealing of sea chest valves not operated during the loading. 3 Ports of Call Lists
3 Passenger Lists
Documents: The following shipping documents are issued, signed and
Ship’s Manifest
distributed according to instructions from shipper:
3 Stores Lists.
Quantity/Quality Certificate.
Bill of Lading.
Health Police:
1 Derat (Exemption) Certificate
Cargo Manifest (Master’s copy required for clearance). 1 Maritime Declaration of Health
Certificate of Origin. 1 Vaccination Certificates for Crew and Passengers.
Time Sheet Statement.
Ullage Report.
ISPS COMPLIANCE: Terminal is compliant.
Receipt for Samples. MAX. SIZE: 310,000 d.w.t., draft 22.0 m.
Documents Distribution. RESTRICTIONS: Mooring during daylight hours only from
In addition to above, the Terminal issues the following documents in the 0600 – 1800 hrs. Vessel must arrive no later than 1600 hrs. for immediate
Terminal Manual: berthing. Sailing is carried out immediately after completion of loading, day
Notice of Readiness, if the tanker does not want to issue its own or if its and night.
form is not acceptable by the Terminal. ARRIVAL: NOR is to be tendered to Total E&P Cameroon and is only
Receipt for Port and Safety Regulations. accepted under the following conditions:
Ship/Terminal Safety Check List (jointly signed). ⌻ formal authorisation has been granted to deliver the cargo
Letter to Master for Safety Inspections. ⌻ vessel is at the terminal from 0600 – 1600 hrs. local time
Letter to Master for Smoking Regulations. ⌻ the terminal is not closed due to bad weather or other reason
Letter of Request for Watch (at bow and manifold). determined by the operator
⌻ Vessel is found to be suitable after inspection to go to loading point
BALLAST: To proceed safely to the loading buoy, tankers must have a and receive cargo.
draft and a trim giving a sufficient immersion to the propeller. A minimum APPROACHES: All platforms and the floating storage facility ‘‘Serepca 1’’
ballast, approximately 30% of the deadweight, is therefore requested. within prohibited zone are equipped with lights Fl. Mo. (U) 15 s.
Disposal of Ballast: The Terminal has no facility to receive ballast, so tankers KLB 2, located at Lat. 4␥ 13' 21" N, Long. 8␥ 33' 31" E, is a yellow buoy with
are permitted to discharge only very clean ballast to sea. a white light.
Deballasting operations may start only after approval is received from the KLB 1 is located at Lat. 04␥ 14' 57" N, Long. 08␥ 33' 07" E and its markings
Offshore Manager or the Marine Superintendent and the Pilot, once the tanker are identical to those for KLB 2.
is secured to the buoy. The floating loading hose has a radius of 260 m. and is marked by small
MEDICAL: Hospital, clinics and specialist doctors in Douala. white intermittent lights.
Fog Signals: Fog horns with a range of 2 n.m. sound ‘‘U’’ every 30 seconds
FRESH WATER: Not available. when the visibility is below 1 n.m. at the following stations:
FUEL: Not available. Lat. Long.
REPAIRS: Facilities available in Douala. Oil production platform ‘‘Ekoundou’’ 04␥ 16' 28" N 08␥ 25' 10" E
Oil production platform ‘‘Kole’’ 04␥ 16' 56" N 08␥ 34' 03" E
SAFETY: General Safety Measures: Tankers visiting the Terminal must Floating storage ‘‘Serepca 1’’ 04␥ 15' 42" N 08␥ 33' 28" E
follow the provisions of the codes of safe practice currently accepted by the KLB 1 Loading Buoy 04␥ 14' 57" N 08␥ 33' 07" E
oil and tanker industries, more particularly those from the document KLB 2 Loading Buoy 04␥ 13' 21" N 08␥ 33' 31" E
‘‘International Safety Guide for Oil Tankers and Terminals’’ (ISGOTT).
Restricted Area: Terminal is located in a protected zone where navigation
TIME: GMT plus 1 hour. is prohibited. Permission to enter this zone can only be obtained from Total
WEATHER/TIDES: Seasons: The year is characterised by two seasons: E&P Cameroon. Prohibited zone is enclosed by cardinal marks in the
Rainy season from June to September and the variable season from October following positions:
to May with low rain frequency. Lat. 04␥ 13' N, Long. 08␥ 22' 36" E
Outdoor Temperature: The outdoor temperature varies from 22␥C (72␥F) (July Lat. 04␥ 13' N, Long. 08␥ 29' E
and August) to 30␥C (86␥F) (February to April). Lat. 04␥ 13' N, Long. 08␥ 36' E
Sea Water Temperature: Water temperature at the surface varies from 25␥C Lat. 04␥ 18' N, Long. 08␥ 41' E
(77␥F) (June to September) to 29␥C (84␥F) (February). Lat. 04␥ 26' N, Long. 08␥ 34' E
Tides: Amplitude of tides at the Ebome Marine Terminal averages 1.2 m. Lat. 04␥ 26' N, Long. 08␥ 25' E
Lat. 04␥ 19' N, Long. 08␥ 22' E
with possible variations between 0.4 m. and 2.1 m.
Also see ‘‘Plan’’.
Winds: The prevailing winds from 4 knots to 8 knots blow from the S.W. sector
throughout the year. PILOTAGE: Compulsory, performed by Cameroon Ports Authority (PAD).
The strongest winds, up to 30 knots, are rare and occur from February to The Pilot may be contacted on VHF Channel 16.
May, in October, and in December. They may accompany tornadoes The Pilot will board 2 n.m. SW of loading point KLB 2 in position
generally travelling from East to West. Lat. 04␥ 12' N, Long. 08␥ 32' E.
Currents: Surface currents, mainly influenced by the Guinea Current, Combination ladder to be used when access to the vessel is greater than
generally flow towards S.W. and rarely exceed a speed of 1 knot. 5 m. above water.
Swell: The predominant direction of the swell is S.S.W. with a trough 0.6 m. ANCHORAGES: Vessels loading at Kole may anchor in 38 m. of water,
to 1.2 m., from October to February, and a trough 1.1 m. to 1.6 m., from 2 n.m. SW of KLB 2, inside an area enclosed by the following co-ordinates:
February to September. Mean period is 5 seconds. A) Lat. 04␥ 12' 3" N, Long. 08␥ 33' E
Visibility: Average visibility is 10 nautical miles. It may be reduced to 0.5 miles B) Lat. 04␥ 12' 3" N, Long. 08␥ 34' E
by rainfall, specially from June to September. C) Lat. 04␥ 11' 3" N, Long. 08␥ 34' E
D) Lat. 04␥ 11' 3" N, Long. 08␥ 33' E
CONSULS: In Douala: Denmark, France, Greece, Lebanon, Monaco, Anchoring is prohibited outside of this area.
Norway, Sweden and U.S.A. PRATIQUE: Health inspection carried out by the Head Doctor of the Health
NEAREST AIRPORT: Douala Airport, 10 km. from Douala. Flights to Police or the Pilot.
London, Paris and Geneva and major African cities. In case of infectious disease on board, contact the Head Doctor or the
SHORE LEAVE: No shore leave. Douala Border Health Police on Tel: +237 (3342) 3633 through the Port
Captain.
REPATRIATION: No facilities. Also see ‘‘Documents’’.
GENERAL: Publications: French charts from Service Hydrographique et PRE-ARRIVAL INFORMATION: Vessels should send their ETA
Oceanographique de la Marine (SHOM) No. 5633, 6076, 5380 and 5602. 72 hours, 48 hours and 24 hours prior to arrival to Total E&P Cameroon.
B.A. Charts No. 1888 and 3118. The following information should be sent:
French ‘‘Instructions nautiques’’ from SHOM, Volume V series C – African a) flag
Coast – West. b) last port
B.A. Africa Pilot Book – Volume II. c) next port
Provisions: Ship chandlers located in Douala. d) quantity to load
Crew Mail: No facilities. e) duration of deballasting if not concurrent with loading
f) max. loading rate
Language: French and English.
g) SWL of crane/derrick
AUTHORITY: Operator: Perenco Cameroon, B.P. 1225, Douala, h) dimensions of manifold flanges
Republic of Cameroon. Tel: (237) 423291. Telex: 5698 KN. FAX: (237) i) distance from bow to manifold
424359. Contact: General Manager. j) Master’s name

420 Readers are encouraged to send updates and additions (page xi)
Kole
k) d.w.t.
l) g.t.
m) n.t.
Any changes to ETA must be notified.
Also see ‘‘Authority’’.
VHF: Kole Terminal: ‘‘Serepca 1’’, call sign ‘‘TJAR’’ – ‘‘Kole Oil Terminal’’.
Continuous VHF watch on Channel 16 and working on Channels 11 and 12.
TUGS: The tug is made fast aft, 1 n.m. from the SPM using tug’s wire. Two
work boats are provided to assist with mooring.
Aft tug will remain fast 450 m. off the vessel throughout loading.
BERTHS:
Max. Depth above
SPM Min. D.W.T. Max. D.W.T. Draft CD
(tonnes) (tonnes) (m.) (m.)
KLB 1 150,000 16.0 23.5
KLB 2 50,000 310,000 22.0 30.5
MOORING:
Terminal Mooring Team: Mooring is conducted by a team designated by
Total E&P Cameroon, under the supervision of the Loading Master. The
mooring gang will assist the ship’s crew, who are responsible for the operation
of the vessel’s winches.
Approach to the Buoy: While the ship is approaching the buoy, a
workboat, provided by the Terminal, is used to keep the floating hoses away
from the ship. The vessel shall make the final approach with a speed of less
than 3 knots and stop 1 n.m. prior to the buoy facing the resultant wind and
current. The tug boat will then proceed to be made fast aft of the vessel using
the tug’s cable.
Securing the Mooring Rope: Mooring ropes shall be supplied by Total
E&P Cameroon. The vessel must prepare two messenger ropes to take on
board two 80 mm. diameter polypropylene hawsers, 150 m. long for the port
side and 80 m. long for the starboard side. The hawsers are passed onto
the vessel by a second workboat. The messenger rope and the hawsers are
hauled using a tanker winch or windlass. The hawsers are connected to 8 m.
of 64 mm. dia. chain which is attached to a nylon float rope 46 m. long and
105 mm. diameter.
Pulling-off: The Tug boat keeps the vessel away from the buoy once the
vessel is moored.
TANKER FACILITIES: Both SPMs are equipped with 24 in. diameter
hoses, length 220 m., that branch into two connections, length 36 m.,
diameter 16 in. Connection to ship’s manifold is via 16 in. 150 ASA flanges,
terminal can supply 16/10 in. and 16/12 in. reducers.
‘‘Serepca 1’’ has a maximum storage capacity of 120,000 tons, also the
maximum part-load capacity. Maximum loading rate 4,000 tonnes/hr.
CARGO OPERATIONS: Hose Connection: Hoses are brought
alongside, below the port manifold, by the workboat which was previously
keeping them clear from the tanker. The ship’s manifold shall be prepared
on the port side for connection with the 2␺16 in. flexible hoses. Connection
and disconnection of the flexible hoses is carried out by the mooring gang,
however assistance of the crew is essential, in particular for the working of
winches and derricks.
A tanker derrick with a safe working load of at least 10 tons, will be used
to lift the hoses.
End of Loading: Thirty minutes before the end of loading, the vessel shall
notify the Loading Master, so that pumping may be stopped accordingly.
Inspection of tanks after deballasting, and ullaging after loading, shall be
carried out in the presence of the Loading Master representing Total E&P
Cameroon.
Precautionary Notice: A ladder must be kept permanently ready alongside
the vessel to permit access by the team in charge of the flexible hoses.
Measurements and Controls: Quantity Monitoring: Cargoes shipped by
the Terminal are measured using a 4 turbine metering system, which is in
agreement with the current API rules for this type of equipment.
Measured volumes are converted into standard conditions: cu.m at 15␥C
and barrels at 60␥F, on the basis of the latest ASTM table, using the computer
system of the metering unit.
For every lifting, all four meters are calibrated, using the proving loop which
is part of the equipment.
Operation of the metering unit by the Terminal crew is witnessed by
representative of following parties:
Customs
Independent Inspector
Ministry of Mines
National Company for Hydrocarbons
Shipper
If requested another inspector nominated by the cargo consignee.
Quality Monitoring: Samples are continuously taken from the line,
throughout the loading, using the automatic sampler of the metering system.
From this representative cargo sample, the following laboratory analyses
are carried out according to the API rules, once the loading is completed:
Measurement of density using hydrometer method
Measurement of bottom sediments and water content (BSW) using
the centrifuge method
Measurement of salt content.
The terminal shall place on board the vessel sealed samples of the cargo.
Documents: The following shipping documents are issued, signed and
distributed according to instructions from shipper:
Bill of Lading
Cargo Manifest (Master’s copy required for clearance)
Certificate of Origin
Documents Distribution
Quantity/Quality Certificate
Receipt for Sample
Time Sheet
Ullage Report.
In addition to above, the Terminal issues the following documents:
Arrival information sheet
Notice of Readiness, if the tanker does not want to issue its own or if
its form is not acceptable by the Terminal
Receipt for Port and Safety Regulations
See guidelines for compiling and submitting information (page xi)
CAMEROON
Ship/Terminal Safety Check List
Letter to Master for Safety Inspections
Letter of Request for Watch (at bow and manifold)
Safety: During the whole stay of the vessel at the loading point, the Pilot
shall ensure that a safety watch is maintained on board. The Total E&P
Cameroon representative carries out the duties of Head of Loading and
remains in contact with the terminal.
During the vessel’s stay at the loading point, the Master shall:
1) maintain on board sufficient crew for handling of the vessel and
moorings and firefighting
2) maintain the engines ready for manoeuvring
3) ensure that the moorings function properly without any undue stress
or wear
4) ensure that the floating hoses do not wear out or rub, thus causing
deterioration
5) ensure that the vessel does not make contact with the buoy either by
change in current or change in the direction of the wind or for any
other reason. The service vessel moored at the stern of the tanker
ensures correct positioning upon instructions from the Pilot, if
necessary.
6) not leave the anchors outside the hawsepipe
7) not make any repairs or carry out maintenance on deck
8) not turn the propellers
9) not utilise, in the areas classified as dangerous, any equipment or
tools of a type not recognised for this use by a competent organisation.
Total E&P Cameroon reserves the right to take any steps it may deem
necessary in case of danger and in particular stop loading.
BALLAST: On Arrival: Ship must arrive with sufficient ballast and correct
trim to be able to manoeuvre in complete safety.
The ballast must not be less than 30% of the deadweight. Deballasting
before berthing will not be allowed without the agreement of the Pilot and/or
Loading Master. Deballasting can only be carried out after authorisation of
the Loading Master after berthing the vessel to the buoy.
The storage installation is not equipped to receive dirty ballast. The vessel
shall, therefore, arrive with clean ballast.
Any vessel approaching with dirty ballast may be forced to leave the loading
point and delays arising therefrom shall be for the vessel’s account.
Acceptance of Notice of Readiness would be rectified accordingly.
The Master shall be responsible for any spills or pollution and any other
difficulties which may involve discharge of oil. The Terminal is equipped with
an anti-pollution first aid device.
POLLUTION: It is forbidden to throw into the sea any cinders, burning
materials, objects or waste of any kind. Total E&P Cameroon must be notified
if any object falls from the vessel into the sea.
Also see ‘‘Ballast’’.
MEDICAL: Hospitals, clinics and doctors in Douala. Transportation carried
out by Total E&P Cameroon at vessel’s expense.
FRESH WATER: Not available.
FUEL: Not available.
CHANDLERY: Vessels can place orders with shipchandlers via Agent
but the distance between the Kole Terminal and Douala makes the process
very difficult.
Total E&P Cameroon can, in no way, be in charge of the orders and the
transportation of foodstuffs.
DRY DOCK: See ‘‘Douala’’.
REPAIRS: There are well-equipped repair workshops at Douala.
WEATHER/TIDES: The rainy season (monsoon) extends from May to
September. The dry season extends over a period of 2 – 3 months from
December to February.
Air Temperature: The air temperature varies on an average from 22 – 30␥C.
Sea Temperature: On the surface, the sea temperature varies from 29␥C
at the beginning of the year to 25␥C in July, August and September.
Visibility: Owing to the Harmattan, a hot wind blowing from the Sahara,
visibility can be reduced to 1 – 2 n.m. from December to February. During the
rainy season, and especially in June, July and September, visibility can be
reduced to 0.5 n.m. due to rain.
Tidal Range: The tides are of a semi-diurnal type and the Kole cycle is
15 minutes in advance of Bonny Town. Maximum amplitude is 2.3 m., mean
amplitude is spring tides 1.8 m., neap tides 0.9 m.
Wind: Generally from the south and usually less than 15 knots.
Strong winds last for a short period and blow from the east or the SSE in
connection with tornadoes.
Current: In the Kole area currents may be of a very changeable speed and
direction. However, the ruling currents are the tidal currents.
Ebb tide is SE and flood tide NNW. Surface speed can reach 3 knots.
Swell: The direction of the swell is SSW (210␥). The average height is 2.5 m.,
period 8 seconds. The waves generated by the local winds are rarely higher
than 2 m.
CONSULS: At Douala: Denmark, France, Germany, Lebanon, Monaco,
Netherlands, Norway, Sweden and USA.
NEAREST AIRPORT: Douala International Airport, 130 km. Boats
available to Douala.
OPERATOR: Total E&P Cameroon, Base de Wouri, PO Box 2214,
Douala, Republic of Cameroon. Tel: +237 (3342) 1366, 1785.
Fax: +237 (3340) 0020. Telex: 5299 KN. Web: www.total.com
Contact: T Siewe, Chief of Terminal Operations.
Email: thomas.siewe@totalfinaelf.com Jean Marc Noiray, General
Manager. JC Dubroca, Production Manager.
AGENT: See ‘‘Douala’’.
421
CAMEROON
KOME KRIBI: 02␥ 55' N 009␥ 48' E (See Plan)
OVERVIEW: The Kome Kribi 1 Marine Terminal is an export facility owned
and operated by Cameroon Oil Transportation Company (COTCO) handling
Doba Blend Crude. The terminal consists of a 357,000 d.w.t. floating storage
offloading facility permanently connected by the stern to an SPM, which is
connected to the shore by a submarine pipeline.
LOCATION: 6 n.m. off the coast of Cameroon, 12 n.m. SW of port Kribi.
CHARTS: BA Chart No. 1888.
DOCUMENTS: See ‘‘Pre-Arrival Information’’ and ‘‘Douala’’.
ISPS COMPLIANCE: Terminal is compliant.
PFSO: Mooring Master. Tel: +44 (20) 7074 1864. Fax: +44 (20) 7074 1867.
Email: fso.cotco.mooringmaster@exxonmobil.com
Hubert Ndie, Security Co-ordinator Douala. Tel: +44 (20) 7074 1066.
Mobile: +237 793 3314. Fax: +44 (20) 7074 1101.
Also see ‘‘Pre-Arrival Information’’.
MAX. SIZE: Crude: 320,000 d.w.t., draft 23.0 m.
DENSITY: 1025.
RESTRICTIONS: Minimum S.d.w.t. 100,000 tonnes.
Arrival: Caution: Subsea obstructions are believed to exist in the vicinity of
the terminal. Although these are on the seabed and not considered a danger
to surface navigation, Masters are advised to exercise great caution.
It is likely that obstructions exist in the following locations from the SPM:
052␥(T) ␺ 2.75 n.m.
145␥(T) ␺ 4.86 n.m.
168␥(T) ␺ 2.81 n.m.
184␥(T) ␺ 2.11 n.m.
198␥(T) ␺ 4.27 n.m.
216␥(T) ␺ 3.29 n.m.
245␥(T) ␺ 2.48 n.m.
262␥(T) ␺ 2.75 n.m.
302␥(T) ␺ 4.37 n.m.
310␥(T) ␺ 4.21 n.m.
Restricted Area: A restricted area encircles the marine terminal and then
follows the pipeline for a distance of 1,500 m.
Terminal Closure: Any decision regarding the opening and closing of the
marine terminal will be made solely at the discretion of the Mooring Master,
who will provide the export tanker’s Master with a written notice of the times
during which the terminal was closed.
Vessels required to vacate the terminal area during periods of closure must
keep in contact with the terminal via VHF Channel 9 so that they will be readily
available when the terminal re-opens.
Vessel Trim: Vessels arriving at the terminal in ballast must not be less
than 30% of S.d.w.t. with trim not more than 0.015 of vessel’s length with
the propeller immersed at all times.
Mooring Operations: Mooring operations are normally conducted during
daylight hours but may take place during the hours of darkness at the Mooring
Master’s discretion. Export tankers should endeavour to arrive at the terminal
prior to 1600 hrs. local time so that mooring can be completed during daylight
hours. Vessels can unmoor throughout 24 hours.
Also see ‘‘Weather/Tides’’.
APPROACHES: Anchoring: If the export tanker is not scheduled to
berth on arrival, or the marine terminal is closed due to adverse weather
conditions, the Master is advised via radio to proceed to the anchorage.
Permission to Enter: The export tanker must first obtain permission from
the marine terminal on VHF Channel 9 to enter the marine terminal restricted
area.
Also see ‘‘Anchorages’’ and ‘‘Restrictions’’.
PILOTAGE: Compulsory. Export tankers must not enter the marine
terminal restricted area until one of the following conditions has been met:
a) the Mooring Master and Pilot are on board
b) permission has been granted by the Mooring Master for the vessel
to enter the restricted area
c) the export tanker acceptance is conditional upon the Export Tanker
Master accepting the terms of the towage contract.
Boarding Area: The Mooring Master gives the export tanker’s Master a
boarding position in terms of bearing and distance from the marine terminal.
Boarding Requirements: Export tankers should rig their pilot boarding
equipment in compliance with IMO requirements and IMPA recommendations
with a responsible officer and other boarding personnel available to ensure
safe boarding of the marine terminal’s Mooring Master.
Personnel Basket: Provided by the terminal and the preferred method for
boarding personnel.
Boarding Party: The boarding party consists of the Pilot, Mooring Master,
Assistant Mooring Master (AMM) and three cargo surveyors and is
accompanied by Cameroon and Chadian Government officials (Customs
officers). The officials will remain on board throughout the loading operation.
The Mooring Master and other boarding party members usually board the
vessel at the anchorage area while the export tanker is anchored, or at a
designated boarding area whilst underway if the export tanker’s Master is in
agreement.
The export tanker owner/operator must have a designated Agent appointed
prior to arriving at the terminal.
ANCHORAGES: 4 n.m. WNW of the marine terminal in depth
approximately 51.0 m. as indicated on BA Chart No. 1888. Bottom is sand.
Also see ‘‘Approaches’’.
PRATIQUE: Free pratique is granted only after the vessel has been
cleared by Customs.
PRE-ARRIVAL INFORMATION: ISPS: Vessels calling at the
terminal must complete an ISPS questionnaire prior to arrival.
Pre-Arrival Message: Export tankers shall send an initial ETA message
via email to the marine terminal when they start on passage to the marine
terminal with updates 96, 72, 48 and 24 hours prior to arrival, with further
updates when in VHF range.
Additional notification must be given if the vessel’s ETA varies from the
original ETA by 6 hours or more.
422
Kome Kribi
The following exceptions apply to the above rules:
1. If the sea passage from the export tanker’s last port to the terminal
is less than 96 hours, the first ETA shall be given immediately after
leaving port, and subsequent ETAs shall be given at the time intervals
specified above.
2. Should the ETA change by 1 hour or more following the 24-hour
notice, the export tanker must notify the terminal of the revised ETA.
Pre-Arrival Procedures: When within 50 n.m. of the terminal, the export
tanker shall maintain a listening watch on the terminal VHF operating
channels (Channels 9 and 16).
To receive current information, the export tanker shall attempt to establish
verbal communication with the terminal as early as possible.
This information shall include, but is not limited to:
a) mooring prospects: vessels that do not berth immediately are directed
to the anchorage waiting area
b) berthing time
c) weather conditions and forecast conditions
d) mooring Master boarding time.
The export tanker shall confirm:
a) the amount and type of ballast and time for deballasting
b) that no defects or problems exist which may affect tanker operations
while approaching, mooring, and loading at the terminal
c) the Mooring Master and Assistant Mooring Master have portable VHF
and UHF transceiver units. These units are used for communication
between the export tanker, marine terminal, field vessels and
workboats.
When the export tanker is within the marine terminal area, all verbal
communications relative to loading the export tanker are routed through the
Mooring Master.
The Mooring Master may delegate the making of direct verbal
communications with the terminal control room for specified periods of time.
Terminal Communications: Masters of visiting vessels may communicate
either by email or fax with possible updates by telephone.
Tel: +44 20707 48617 (Mooring Master). Mobile: +237 793 6586.
Tel: +44 20707 41858 (Offshore Installation Manager).
Mobile: +237 793 4519
Fax: +44 20707 41856, 41867
Email: fso.cotco.mooringmaster@exxonmobil.com
or Email: fso.cotco.OIM@exxonmobil.com
Cargo Control Room Tel: +44 (20) 7074 1864.
Note: Email is the preferred method of communication when outside VHF
range.
VHF: The terminal listens on Channel 16 and operates on
Channel 9 throughout 24 hours. Call ‘‘Kome Kribi 1 Control’’, call sign for the
terminal is ‘‘TJFS2’’.
All communications with the terminal and within the vicinity of the terminal
will be conducted in English. One dedicated channel of voice communication
between the terminal and the export tanker must be agreed upon, maintained
and continuously monitored at all times while the export tanker is in the
terminal area.
All stations taking part in operations must test and establish clear
communication on these channels.
TUGS: 2␺80 tonne BP tugs.
Stern Tug: A holdback tug shall be made fast aft prior to commencing the
final approach and the following requirements must be met prior to
connection.
1. Operations on the export tanker, involving making fast the tugs, will
be under the guidance and co-ordination of the Pilot after he has
boarded.
2. A messenger line and chain stopper must be ready aft to pick up the
towing wire from the holdback tug.
3. A sharp knife or axe must also be available.
In addition a second tug will be made fast forward at the break of the
forecastle either port or starboard side depending upon existing
weather/currents. Both tugs will use tug’s lines.
With the export tanker stopped in the water, the tug will back up to the
stern of the export tanker. The eye of the mooring line is passed by heaving
line to the working deck of the tug where the tug’s crew shackles the eye of
the towing wire to the eye of the mooring line. The towing wire is then brought
on board and secured with a chain stopper, the eye of the towing wire being
placed over one of the stern bits of the export tanker and chain stopper being
released. The holdback tug’s Master then pays out the towing wire to the
required distance which is approximately 400 m.
MOORING: Pre-Mooring Inspection/Check List: After boarding, the
Mooring Master advises the export tanker’s crew how to pick up and secure
the tug’s tow wires and the mooring hawser assembly. The Mooring Master
will give the tanker’s Master a copy of the terminal information manual and
will brief the pre-mooring procedures with Master and Chief Officer. After a
briefing, the Mooring Master or the Assistant Mooring Master (AMM) directs
the holdback tug to be made fast. The Mooring Master or the AMM then
conducts a General Operational Safety Inspection of the vessel prior to the
final approach. The inspection includes, but is not limited to, bow mooring
arrangements, anchor and cables and their security, cargo loading manifold,
crane(s)/derricks and associated gear, poop deck arrangements, Cargo
Control Room (CCR), any other area that the initial inspection may indicate
and oxygen content of the cargo tanks.
The export tanker’s Master will advise on the status of the main engines,
steering gear, auxiliary equipment and control equipment.
The Export Tanker Pre-Mooring Check List shall be completed by the
Mooring Master and export tanker’s Master prior to mooring at the terminal.
If there is a problem, the Mooring Master immediately advises the export
tanker’s Master and the marine terminal’s Offshore Installation Manager
(OIM), if the export tanker is found unacceptable for terminal berthing or
loading.
Also see ‘‘Pollution’’.
Bow Chain Stoppers: Chain dia. 76 mm., min. 200 ton SWL, as per
OCIMF. For smaller vessels, the terminal can add 54 mm. chains.
Poop Deck Bitts: The poop deck bitts shall be of min. 92 tons SWL when
used as a single eye.
Readers are encouraged to send updates and additions (page xi)
Kome Kribi
Bow Mooring Preparations: The bow stoppers must be checked for
proper grease, free movement and undamaged locking pins. A heaving line,
spare rope messenger, crowbar, sledge hammer, and sharp knife or axe
must be available at the bow.
The export tanker must have available two messengers led through the
bow stoppers and bow fairleads to lower to a work boat and lead outboard
clear of obstructions to the shoulder or, where the parallel body begins, to
avoid the danger of the workboat contacting the bow.
A shackle must be at the end of each messenger to facilitate connection
to the pick-up line.
For a less hazardous and smoother mooring operation, the pick-up line
must be stowed directly onto the stowage drums (rather than the warping
drums) to receive approximately a 10 in. (80 mm. diameter) ␺ 150 m. pick-up
line and 3 in. (24 mm. diameter) ␺ 100 m. messenger for each mooring
hawser.
Hydrocarbon Gas: All cargo, ballast and bunker openings must be closed
prior to the vessel entering the marine terminal area or before the tugs come
alongside. Cargo tanks must be tested for oxygen and H2S content. H2S
content must not exceed 10 p.p.m.
The export tanker’s Master must confirm when it is safe to permit tugs or
any other vessels alongside the ship, including the pilot vessel.
Helicopter Operations: The boarding party may board the export tanker
by helicopter if an agreement is reached among the Mooring Master, the
export tanker’s Master, and the helicopter operator.
The following limitations shall be considered:
a) cloud ceiling height and visibility
b) if the helicopter has no winch facility, then it must land on the deck
c) the marked helicopter landing area may be required to have
collapsible shipside rails, which must be lowered for the operation
d) adequate export tanker crew must be available to stand by as a fire
and rescue party
e) the helicopter operator must approve of the landing area-aiming circle,
clear zone, and manoeuvring zone dimensions
f) all helicopter operations are carried out under the guidelines contained
in the Guide to Helicopter/Ship Operations (ICS)
g) no helicopter personnel transfers will take place inside the terminal
restricted zone.
Export Tanker’s Anchors: Prior to approaching the terminal or passing
over pipelines adjacent or near to the terminal, the export tanker’s Master
shall ensure that the anchors and cables have been secured and lashed to
eliminate the possibility of an anchor dropping.
Mooring Operations: The export tanker is considered to be on final
approach when it is 1 n.m. from the marine terminal.
Prior to mooring, the cargo hose is secured clear of the mooring area.
When the export tanker is approximately 300 m. from the FSO, the first
messenger line is made ready to bring the pick-up messenger on board. A
workboat brings a pick-up line to the bow of the export tanker, which is then
heaved on board until the chafe chain is through the bow stopper. Once the
chafe chain is in the correct position and secured in the bow stopper, the
load is then transferred to the stopper by slacking back on the messenger.
The line boat passes the second pick-up rope to the export tanker and the
second chafe chain is heaved on board and secured in the stopper, ensuring
even tension on both mooring hawsers.
Note: Export tanker’s port side hawser first.
The export tanker’s approach speed and heading are controlled so that
line tension is minimal until both hawser assembly chains are lifted.
The distance from the FSO is closely monitored during the final approach
and throughout the mooring operation. The AMM and the export tanker’s
officer on the bow should report distance off independently to the Pilot and
export tanker’s Master respectively. Once the export tanker’s Master and
Pilot are satisfied that the vessel is securely moored, the holdback tug adjusts
the towline to an appropriate length, depending upon the prevailing weather
and current conditions and commences towing at the power and heading
determined by the Mooring Master. Hawser tension readings are received
by the hawser load monitoring equipment.
Once stabilised in position, the export tanker officer and AMM may leave
the bow.
The export tanker’s main engines must be at a state of constant readiness.
The mooring hawsers, fitted with an emergency hawser disconnection
system, are under the direct control of the Terminal Loading Operator.
After mooring, the Mooring Master and AMM remain on board in the
capacity of Loading Master and Assistant Loading Master and maintain a
watch from the bridge of the export tanker.
The export tanker is not to be operated in the unmanned machinery space
(UMS) mode at any time while in the restricted area.
In the event of the export tanker moving into a dangerous position relative
to the FSO, due to whatever cause, or in response to an emergency situation,
the Mooring Master can request the FSO to stop cargo operations and the
export tanker’s Master to prepare the export tanker to leave the mooring. An
emergency disconnection of the export tanker from the FSO will be carried
out if considered necessary.
In the event of an emergency, the primary point of contact is the terminal
central control room.
Monitoring of the Mooring Hawsers: The export tanker’s Master is
responsible for providing constant monitoring of the moorings. One crew
member, equipped with portable radio communication with the export tanker
CCR, shall be stationed at the bow of the export tanker at all times to monitor
the condition and direction of the mooring hawsers and distance from the
FSO.
Unmooring Operations: Prior to unmooring, the export tanker’s Master
must confirm that the vessel is ready in all respects to leave the berth.
The crew must be standing by on the bow with an export tanker officer
ready to unmoor. The AMM will normally co-ordinate and advise the
unmooring operation on the bow.
The export hoses will be secured clear of the operational area. The slack
is taken up on the hawser pick-up rope. The tug will reduce towing power to
minimum and the weight will be allowed to come off the mooring hawser. It
may be necessary to use the main engine for this purpose. When the weight
comes off the hawser, the chafe chains will be released from the bow
stoppers. The hawsers and the pick-up rope shall be carefully walked back
together to reduce the chance of them crossing as the export tanker moves
astern and clears the FSO.
See guidelines for compiling and submitting information (page xi)
CAMEROON
Care shall be taken to ensure that the mooring hawser and pick-up rope
are not dropped over the hose string. Tug will then pull the export tanker
clear of the FSO with possible assistance of the export tanker’s engines.
Anchors shall remain secured until the export tanker is well clear of the
terminal and when advised by the Mooring Master. The distance from the
FSO is to be closely monitored during the whole unmooring operation and
reported independently to the Pilot and export tanker’s Master by the AMM
and the officer on the bow respectively. The tug will assist the export tanker
in manoeuvring clear of the FSO and the marine terminal safety zone prior
to being let go.
Once clear of the mooring facility, the export tanker will be kept underway
in a safe position within the terminal restricted area until cargo calculations
and cargo documentation have been completed and will not normally anchor
while awaiting completion of documentation but, if anchoring is necessary,
the vessel must leave the restricted area prior to anchoring.
Prior to disembarking, the Pilot will advise the export tanker’s Master on
a safe departure course from the terminal restricted area.
On completion of cargo documentation, and when the Mooring Master is
satisfied that the export tanker is clear of the terminal area, the Mooring
Master will arrange for a field support vessel to disembark the boarding party
and to offload the hose connection equipment basket.
In normal circumstances with agreement between the Mooring Master and
the export tanker’s Master, the boarding party will disembark from the vessel
by use of a personnel transfer basket using the export tanker’s crane or, with
the agreement of the helicopter operator, by helicopter.
Emergency Unmooring Preparedness: If due to adverse weather and/or
current, or any other circumstance, the holdback tug cannot prevent the
export tanker closing on the FSO, the export tanker’s main engine must be
in a state of constant readiness and immediately available to be used as
required to assist the tug. Cargo loading must be stopped, and the manifold
and hose end valves closed.
When the export tanker is steadied, preparations for disconnecting the
hoses may commence. When the hoses are disconnected, the export tanker
is then unmoored in a controlled manner if necessary.
Both hoses are equipped with Gall Thompson breakaway couplings to
protect the hoses, export tanker, and FSO in the event of an uncontrolled
breakout. The main hose at the FSO is also fitted with an emergency
disconnection device that is under the direct control of the FSO CCR.
It is essential that both the bow watchman and manifold watchman keep
a constant watch for situations developing that may require preparation for
emergency unmooring.
HOSES: Equipment: The hose equipment box will be lifted on board prior
to mooring via a derrick or crane rigged on the export tanker’s port side.
The following items must be made ready on the export tanker:
a) 2␺16 in. 150 ANSI presentation flanges, on the port side manifold to
receive the marine terminal hoses
b) a suitable assortment of slings, chain blocks, and tools to assist in
hose connection
c) drip tray containers and absorbent material.
Crane/Derrick: Crane/derrick used for lifting the hose and equipment shall
have SWL 15 tons or more.
Size: Hose connection shall be 2␺16 in. ANSI 150.
Connection: When the export tanker is secure and settled at the mooring,
a tug brings the cargo hoses to the port side of the export tanker ready for
connection to the vessel’s manifold. The lifting wire of the derrick or crane
should be lowered and connected to the upper ring of the lifting chain of the
forward hose. The barbell ends of the cargo transfer hose are hoisted until
sufficient hose is above the hose saddle to reach the manifold. Care must
be taken to prevent kinking or other damage to the cargo hoses and a
minimum radius of 3.5 m. for any bend in the hose is recommended. The
pelican hook of the snubbing chain is connected and secured. The weight
is transferred to the snubbing chain. The hose is then lowered and located
for connection to the manifold. The Mooring Master confirms with the marine
terminal that the hoses are not under pressure. The hose end butterfly valve
is confirmed closed by the Mooring Master, the blank flange is removed, and
the hose is connected to the designated manifold and secured by using all
bolts where directed and the cam locks. The aft hose is connected in the
same way.
The hoses must be supported on strops held up by the export tanker’s
derrick or crane to ensure they are not damaged by contact with the hose
saddle. The Mooring Master or AMM inspects the hoses for any kinks or
damage and then opens the hose end butterfly valves.
Disconnection: When loading has been completed, the Mooring Master or
AMM will co-ordinate, supervise, and witness the line draining, valve closures
and final hose disconnection. Unmooring will commence after hose
disconnection and when the hoses are in the water and clear of the export
tanker.
CARGO OPERATIONS: Pre-Loading Meeting: Prior to
commencing loading operations, the Mooring Master and the officer-in-charge
(OIC) conduct a pre-load meeting. The meeting includes discussion and
agreement on a number of items and procedures to follow throughout cargo
loading operations, including completion of check lists and discussion of
procedures relating to any ballasting and/or deballasting operations.
Notice of Readiness (NOR): The laytime shall begin irrespective of the
availability of the loading berth, 6 hours after the presentation of the NOR,
on the agreed arrival date, to the terminal or Mooring Master, or at the
commencement of loading, whichever occurs earlier.
If the Master of the export tanker or Agent presents the NOR prior to the
agreed arrival date, then the laytime shall commence at 0600 hrs. local time
on the agreed arrival date or at the commencement of loading, whichever is
the earlier.
If the export tanker arrives after the agreed arrival date, then the marine
terminal will authorise the export tanker to berth as soon as possible. Laytime
shall begin only upon the commencement of loading but not so as to interfere
with the loading or projected loading of any tanker which has arrived or is
expected to arrive at its agreed arrival date.
When the export tanker is moored, the Mooring Master signs the NOR to
acknowledge its receipt. This receipt does not constitute acceptance of the
NOR or agreement that the export tanker is in all respects ready to load.
Tankers shall vacate the berth as soon as it is safe to do so after loading is
complete upon the disconnection of hoses provided that the export tanker
shall remain in the vicinity of the marine terminal to await documents.
423
CAMEROON
NOR will not be received during periods when the marine terminal is closed.
Closure could be due to adverse weather or current conditions, preventing
export tankers from mooring, or remaining safely moored or for other
operational reasons.
Mooring Master: The Mooring Master is authorised to advise and request
export tankers’ Masters to take any additional necessary measures to ensure
safe operations and eliminate risks, should the circumstances require or to
suspend oil transfer operations if safety is compromised or a hazardous
situation exists.
The Mooring Master, and any terminal personnel remaining on the vessel
during loading, shall be provided with food and accommodation of the
standard usually provided for the export tanker’s officers.
Loading Operations: Export tanker operations are conducted in
accordance with the latest ISGOTT recommendations (a copy should be
available on board).
The export tanker’s OIC indicates readiness to commence loading when
satisfied cargo hoses are correctly connected and system is ready for loading
operations.
On receiving instructions from the Mooring Master, the manifold valves can
be opened. Once fully open, the export tanker’s cargo manifold valves shall
remain open until the Mooring Master gives instructions to close them and
should be fitted with a restraining device to prevent them from closing
accidentally.
During commencement of loading and until the full loading rate is achieved,
the Mooring Master or the AMM, accompanied by an export tanker officer,
will remain at the manifold.
When the vessel confirms that its lines, tank valves and manifold valves
are open, the Mooring Master requests the terminal CCR to start the loading
pumps at slow rate.
The export tanker observes the flow of oil into the designated start tanks
and checks that the oil is flowing into the correct tanks, and that all valves,
venting and other systems are correctly aligned and there is no leakage.
The export tanker’s cargo officer can ask the Mooring Master or AMM to
request a reduction in loading rate if required prior to topping off a tank, or
at any time during the loading operations.
The agreed normal stand-by notice period for the marine terminal must be
observed for normal rate reduction requests. Observance of this requirement
prevents the marine terminal having to implement an export cargo emergency
stop.
The export tanker CCR shall be manned at all times and is under the
control of an export tanker officer. An efficient deck watch shall be maintained
so that the mooring assembly, the loading hose, tank deck, and the manifold
are under constant observation.
The operation of valves on the export tanker shall be carried out with due
regard to the effect upon the flow/loading rate. Export tanker valves that
reduce the flow rate must not be operated without prior consultation with the
Mooring Master and notifying the marine terminal.
Export tankers are held responsible for any damage or pollution resulting
from failure to observe these precautions.
Loading Rates: The Mooring Master advises the OIC of the maximum
loading rate available. The marine terminal, after consultation with the
Mooring Master, requests a loading rate above 40,000 bbls./hr. with
max. loading rate of 50,000 bbls./hr., that is mutually agreed between the
export tanker’s OIC and the marine terminal’s CCR.
If the export tanker cannot accept a loading rate above 40,000 bbls./hr.,
regardless of the pumping capacity of the FSO, the vessel would be
unacceptable at the terminal. The Mooring Master may then take actions to
deem the vessel unacceptable to operate at the terminal.
The marine terminal, the export tanker’s CCR and the Mooring Master or
AMM confer on an hourly basis and note the cargo loading rates, quantities
transferred, balance of the cargo required, estimated time of completion.
Cessation of Loading Operations: Normal marine terminal notice
required for stopping normal loading operations will be 1 hour and then cargo
will be stopped within 10 minutes. For an emergency stop 1 minute notice is
required.
Completion of Loading: At least 30 minutes prior to completion of loading
the cargo, the Mooring Master shall be advised and told the amount of cargo
required to complete loading.
The export tanker advises the Mooring Master when to stop cargo loading
unless the maximum nominated quantity has been delivered by the meter,
when the marine terminal will stop the cargo transfer.
When the marine terminal’s CCR confirms that the loading pumps are
stopped, the export tanker valves and lines to the last tank being loaded
must be left open. The Mooring Master will advise the OIC when the manifold
valves can be shut and when closed the OIC can instruct other export tanker
valves and loading hose-end butterfly valves to be shut.
The export tanker’s Master is responsible for ensuring that the nominated
quantity of cargo is loaded and that the vessel is not overloaded.
Manifold Watch: A crew member shall be stationed at the manifold to
monitor the cargo hoses and remain in radio communication with the export
tanker’s watch officer and/or CCR at all times. Any abnormal or adverse
conditions should be reported to the Mooring Master or AMM.
Radio checks shall be carried out every 30 minutes and any abnormalities
be reported immediately to the Mooring Master or AMM.
Inert Gas: All cargo tanks shall be inerted with oxygen content less than
5% prior to commencing mooring operations.
Communications Failure: In the event of radio communications failure,
all mooring, unmooring and cargo operations must be suspended until
satisfactory communications are restored.
Radio silence is rarely requested, but, at times, it may be required within
the marine terminal safety zone. If required, operations are suspended until
the period of radio silence is declared over.
Export Cargo Emergency Stop: Emergency stop of export tanker
operations can be ordered by the marine terminal OIM, Mooring Master, AMM,
the terminal loading operator, the Master, chief officer, duty cargo officer of
the export tanker, or the Master or crew of the mooring support vessel (MSV)
or holdback tug.
Export cargo emergency stop procedures will be initiated automatically if
an emergency alarm is sounded.The Mooring Master may direct the terminal
424
Kome Kribi
to stop cargo operations and to prepare for emergency hose and hawser
release.
The emergency stop signal is ‘‘KK1 Control, this is export tanker xxxx
STOP STOP STOP’’.
After Export Cargo Emergency Stop: When the emergency is over and
the situation is secure, the initiator of the export cargo emergency stop should
notify all stations accordingly and operations must only be resumed when it
has been positively determined that it is safe to do so. Details of the
occurrence are to be entered on the export cargo emergency stop report
form and the cause is to be investigated.
Safety and Pollution: The terminal recognises that visiting export tankers
will have standard procedures to be followed in the event of emergencies
such as fire on board. The Master of the export tanker should provide the
terminal’s Mooring Master with a copy of the vessel’s emergency organisation
and any contingency plans.
BALLAST: Ballast Operations: Export tankers’ Masters should note
that there are no dirty ballast facilities at the Kome Kribi 1 Marine Terminal.
Export tankers must arrive with clean ballast suitable for discharging directly
to sea in accordance with standards set by international conventions, and
those arriving with ballast unsuitable for discharge to sea will be rejected for
loading. Any export tanker rejected because of contaminated ballast or sea
pollution will automatically invalidate its NOR and will lose any priority of
loading.
Export tankers discharging contaminated ballast overboard shall be subject
to the anti-pollution laws of Cameroon. Ballast discharge to sea must be of
oil content not greater than 15 p.p.m.
When the export tanker is loading, segregated ballast tank (SBT)
operations may commence and be carried out concurrently with loading. The
SBT ballast must be checked for contamination prior to discharge.
Non Segregated Ballast System: The marine terminal does not normally
permit simultaneous cargo loading and deballasting of export tankers
operating with clean ballast. If a vessel arrives with clean ballast which is
not part of a segregated ballast system and wishes to discharge such ballast
to the sea, permission for this type of operation will be granted in exceptional
circumstances only at the Mooring Master’s discretion and after a review of
the export tanker’s operating procedures.
The export tanker’s Master must confirm that there will be a full segregation
between the ballast and cargo system at all times. Segregation shall include
a minimum of two valves.
Normal procedure will be for the export tanker to:
a) part load cargo
b) stop
c) deballast clean ballast
d) stop
e) resume loading cargo.
Draft, trim, and deadweight must be kept within the operating and
acceptance parameter requirements stated. The export tanker must be
operating with dedicated clean ballast tanks in accordance with all provisions
of the MARPOL convention and amendments. The discharge of ballast from
cargo tanks shall be carried out in daylight, unless there is adequate lighting
to illuminate the sea area near the ballast discharge point, in order that the
quality of the ballast being discharged to the sea can be constantly monitored.
The Mooring Master’s decision as to whether there is sufficient lighting shall
be final. The export tanker shall provide a PPM read out for the discharged
clean ballast water.
After completion of deballasting operations, the Mooring Master and/or
independent surveyor will witness the closing and sealing of pump room cargo
system sea suctions and overboard discharges. The quantity of slops is then
to be re-surveyed and witnessed by the independent cargo surveyor and
Government representative.
POLLUTION: Vessels shall be entered under ITOPFL.
Export tankers’ Masters should note that the marine terminal is in very
close proximity to the coast. All possible measures to prevent pollution must
be carried out and maintained. If a pollution incident does occur, prompt and
efficient action including raising the alarm, initiating an export cargo
emergency stop, containment and reporting must be carried out.
The export tanker’s officer-in-charge (OIC) of cargo operations must
complete the export tanker Safety And Pollution Mitigation Check List with
the terminal’s Mooring Master. The check list sets specific terminal safety
and pollution mitigation requirements and must be completed with reference
to the terminal guidelines.
If at any time oil is observed leaking from an export tanker either on deck
or to the sea, all cargo operations must stop immediately. The export tanker
cargo officer must immediately stop all ballast operations. Operations can
only resume when the cause of leakage is definitely established and positively
stopped so that it cannot recur. In some cases, the export tanker is required
to leave the terminal area. If an oil leak source is due to structural or
mechanical damage or failure, the OIM may refuse to resume loading the
vessel until repairs are carried out to the satisfaction of the OIM and the
OIM’s terminal management team. Careful monitoring of the sea around the
export tanker is carried out and includes the area around the stern.
After any incident, a joint investigation of the incident and survey of the
export tanker by the Master, the Mooring Master and other terminal personnel
may be carried out.
Spill Response: Spill response readiness requires the export tanker
anti-pollution equipment to be readily available to deal with any Tier One
level pollution incident and emergency response/antipollution equipment
adequately checked and maintained ready for immediate use. Export tanker
crews should be familiar with the use of all spill prevention and pollution
mitigation equipment.
Any spillage or leakage must be reported immediately to the Mooring
Master. It is essential that a pollution incident be reported immediately so
that the earliest activation of the terminal spill response procedures, which
are in the possession of the Mooring Master, can be carried out.
Cargo Documentation: The Mooring Master will retain completed copies
of the NOR, export tanker’s Safety and Pollution Mitigation Check List, Export
Cargo Emergency Stop Report, Cargo Information And Requirements Form,
Pre-Mooring Check List, any Notes of Protest and copies of the cargo
documents.
The Mooring Master will provide the export tanker’s Master with the cargo
documents within 4 hours of completion of loading.
The FSO and the export tanker shall produce ullage reports for the loading
operation containing gauging details for each cargo tank, including ullages,
Readers are encouraged to send updates and additions (page xi)
Kome Kribi CAMEROON
temperatures, on board quantity (OBQ), and free water quantities both before DEVELOPMENTS: None.
and after cargo transfer operations signed by the OIC and independent
surveyor. OPERATOR: Kome Kribi 1 Marine Terminal, c/o Cameroon Oil
Copies of the export tanker ullage reports and pre-loading OBQ reports Transportation Company SA (COTCO), PO Box 3738, Douala, Cameroon.
form part of the cargo documentation and must be given to the Mooring Tel: +44 (20) 7074 1858, 7074 8602. FAX: +44 (20) 7074 1856, 7074 1867.
Master. Email: fso.cotco.oim@exxonmobil.com Contact: Mooring Master
If the Meter Reports from the FSO are not available before the export (Email: fso.cotco.mooringmaster@exxonmobil.com).
tanker departs from the terminal, the Mooring Master will transmit the reports
by fax or email to the export tanker.
Notes of Protest: If any, these should be handed to the Mooring Master.
The Mooring Master is not authorised to accept such letters and can only KRIBI: 02␥ 56' N 009␥ 54' E (See Plan)
endorse a Note of Protest with the words ‘‘acknowledge receipt without
prejudice’’. The Mooring Master’s signature only confirms receipt and does
not confirm agreement with any text contained within Letters of Protest. OVERVIEW: A small port protected by man-made breakwaters. Export of
timber, cocoa, coffee, flour, salt and palm products by barge.
WASTE DISPOSAL: Not available
SLOPS DISPOSAL: Not available. LOCATION: 120 km. south of Douala.
MEDICAL: In the event of an emergency, the principal point of contact for CHARTS: BA Chart No. 1322.
the export tanker is the Mooring Master who has a set of terminal emergency DOCUMENTS:
procedures. This set contains detailed actions, procedures, and 1 Arms and Ammunition List
communications for any export tanker emergencies. 5 Crew Lists
If any person on board the export tanker needs medical attention, the export 5 Crew Effects Declarations
tanker’s Master should inform the Mooring Master for the following reasons: 5 Lists of Port of Call
Limited additional medical attention may be available on the FSO. 2 Manifests or Bills of Lading
The Mooring Master endeavours to make arrangements for a person to 5 Passengers Lists
see a local doctor. Safety Certificates
FRESH WATER: Not available. 2 Stores Lists.
FUEL: Not available. ISPS COMPLIANCE: Port is compliant.
CHANDLERY: Not available. MAX. SIZE: Anchorage: Depth 7.0 m.
STORING: Not available.
SERVICES: See ‘‘Douala’’. PILOTAGE: No compulsory.
DRY DOCK: See ‘‘Douala’’. ANCHORAGES: Anchorage at red Conical Buoy, in position
Lat. 02␥ 56' 36" N, Long. 09␥ 53' E, depth 6.3 – 7.0 m.
REPAIRS: Equipment and machinery must not be immobilised for repair
while within the limits of the terminal restricted area. PRATIQUE: Free pratique granted after compulsory checking of
SURVEYORS: The export tanker crew, an independent cargo surveyor vaccination certificates against yellow fever. Health officials hand the Master
and Government surveyors will carry out cargo measurement, measurement a special health form to fill in.
verification and sampling. VTS/RADAR: No radar.
Any delay due to the independent survey shall not count as lay-time. BERTHS: One quay, length 250 m.
The export tanker figures shall be provided to the Mooring Master as soon
as possible after the completion of loading. If the export tanker and terminal
CRANES: One crane available.
cargo figures differ by greater than 0.25%, the export tanker is requested to CARGO HANDLING FACILITIES: Cargo is also handled at
regauge and recalculate the cargo figures. The Mooring Masters do not anchorage.
witness or check these figures unless there is no independent surveyor STEVEDORES: The number of stevedore gangs is requested from
available, in which case they may check the figures. If, after both the export charterer’s Agents, taking into account size of cargo.
tanker and terminal have rechecked their figures, the difference still exists, Cargo Gear: Loading and discharging by ship’s gear.
a Letter of Protest is issued.
The carrying out of tank inspections, gauging, taking water dips and WASTE DISPOSAL: No facilities available.
temperatures must be performed in compliance with the recommendations MEDICAL: An appropriate medical service can be provided for
of ISGOTT. emergencies.
POLICE/AMBULANCE/FIRE: Not available. FUEL: Supplies arranged by charterer’s Agent who have their particular
FIRE PRECAUTIONS: The ship’s fire main should be pressurised with suppliers.
firefighting equipment in place at the manifold and monitors pointing at the CHANDLERY: Fresh provisions of good quality, beer and soft drinks.
loading area. Contact Syndicat des Compagnies de Navigation et Consignataires de
Should a fire occur on the export tanker: Navires au Cameroon.
1. Field vessels are put on standby.
2. The Master/ship’s officer shall: STORING: See ‘‘Storing’’ on page xiv.
sound a continuous blast on the whistle 1. Vessel can store by truck or barge.
sound the general alarm 2. No regulations concerning barge storing.
place the main engines on standby 3. Trucks may proceed along the berth.
inform the terminal 4. No jetty.
cease all loading operations. 5. No Customs regulations in force regarding storing.
Fire Wires: Fire wires should be placed fore and aft with the ends of the 6. Local riggers may be employed, subject to arrangement.
wires maintained clear of the water. SERVICES: Derat and fumigation.
SECURITY/GANGWAY: There are no shore watchmen available. DRY DOCK: See ‘‘Douala’’.
PIRACY: None reported. REPAIRS: Small workshop facilities available.
STOWAWAYS: None reported. POLICE/AMBULANCE/FIRE: Central Police Station
LOCAL HOLIDAYS: Terminal operates throughout the year. Tel: +237 425525. Ambulance (Hospital Laquintinie) Tel: +237 426888.
WEATHER/TIDES: The Mooring Master continuously assesses Polyclinique Tel: +237 421840. Fire Brigade (in town) Tel: 18. Port Authority
hydro-meteorological conditions and makes decisions regarding the start, of Douala Tel: +237 342 0133, 342 7322, 342 3342 (ext. 2440 or 2445).
continuation or cessation of operations. Such decisions are made in full
consultation with the export tanker’s Master, who retains the right to order a
EMERGENCY RESPONSE CENTRE: None at present apart from
the Port Authority of Douala. Tel: +237 342 0133 and 3427322.
cessation of any operation.
Telex: 5270 KN.
Readiness to take mitigating action must be maintained at all times. The
Mooring Master or export tanker’s Master may at any time decide to take SECURITY/GANGWAY: Ship’s watchman required, compulsory to use
such action as necessary to protect the terminal and/or the export tanker gendarmes and policemen. Agents submit written request to feed men twice
during any operation. The Mooring Master or export tanker’s Master may a day during loading.
request a stop of cargo and disconnection of export tanker hoses and hawser PIRACY: Acts of piracy have taken place at the port by armed pirates.
due to any change of weather or operational parameter at their discretion.
REGULATIONS: Normal port regulations in force.
Wind: Line squalls can occur at any time of the year, but are more likely to
occur during the rainy season between April and September. These squalls TIME: GMT plus 1 hour throughout year.
are often accompanied by reduced visibility and torrential rain. The wind can LOCAL HOLIDAYS: Official Holidays: 1 January (New Year’s Day);
increase to 60+ knots and blow from any direction; as the squall approaches 11 February (Youth Day); 1 May (Labour Day); 20 May (National Day);
and passes, wind shift can be sudden. 25 December (Christmas Day). Any other day declared by Presidential
Electrical Storms: During periods of local squalls, and at any other time, Decree.
a high incidence of electrical storms can occur. Lightning often strikes the Variable Holidays: Easter Day; Festival of the Sheep; End of Ramadan;
surface possibly at or near the vessel. Assumption Day; Ascension Day. Even though there are public holidays,
Current: Local direction and rate of current is often variable and is not cargo work may be carried out by arrangements.
predictable. Sudden changes of current direction and rate may be DELAYS: No unusual delays.
experienced at any time. This may delay mooring and unmooring operations.
CONSULS: At Douala.
CONSULS: See ‘‘Douala’’.
NEAREST AIRPORT: Chutes Domestic Airport, 20 km. Douala NEAREST AIRPORT: Douala International Airport, 128 km.
International Airport, 100 km. CUSTOMS: 100 cigarettes per person, not more than two bottles of spirits
BANKS: See ‘‘Douala’’. per person in cabin.
CUSTOMS: See ‘‘Douala’’. SHORE LEAVE: Permitted.
SHORE LEAVE: Not permitted. REPATRIATION: Repatriation as well as crew changes can be arranged
REPATRIATION: If a person requires repatriation, arrangements should after consultation with the responsible consuls.
be made through the export tanker’s appointed Agent or representative. IDENTIFICATION CARDS: Seaman’s Book and shore pass are
SEAMAN’S CLUBS: None. sufficient.

See guidelines for compiling and submitting information (page xi) 425
CAMEROON
DEVELOPMENTS: See ‘‘Plan’’.
AUTHORITY: Port Authority of Douala (PAD), Simar Building, Maritime
Affairs Division, BP 4020, Douala, Republic of Cameroon.
Tel: +237 342 0133, 342 7322. FAX: +237 342 2697.
Email: portdouala@iccnet2000.com Contact: Emmanuel Etoundi Oyono,
General Manager. Charles Kontelizo, Harbour Master.
AGENT: Afritramp Oilfield, Zone des Professions Maritimes, Immeuble
Socopao, BP 215, Douala, Cameroon. Tel: +237 (343) 1492.
Mobile: +237 991 5541. Fax: +237 (343) 1158.
Email: afritramp.douala@cm.dti.bollore.com
LIMBE (formerly Victoria): 04␥ 01' N 009␥ 13' E
(See Plan)
OVERVIEW: Small port handling agricultural products, the Sonara Oil
Refinery is located at Cape Limboh.
LOCATION: Centrally within Ambas Bay, 56 km. west of Douala.
Cape Limboh: In position Lat. 04␥ 00' N, Long. 09␥ 07' E.
CHARTS: BA Chart No. 1456.
DOCUMENTS:
1 Arms and Ammunition List
5 Crew Lists
5 Crew Effects Declarations
5 Lists of Port of Call
2 Manifests or Bills of Lading
5 Passengers Lists
Safety Certificates
2 Stores Lists.
ISPS COMPLIANCE: Port is compliant.
MAX. SIZE: Anchorage: Depth 9.0 m.
Also see ‘‘Shipmaster’s Report’’ dated September 1999.
PILOTAGE: Limbe Anchorages: Not compulsory.
Cape Limboh: Compulsory. Ship’s arrival must be notified at least 24 hours
in advance, together with draft (FW) forward and aft. This must be confirmed.
Also see ‘‘Shipmaster’s Report’’ dated September 1999.
ANCHORAGES: Anchorage on roads in Ambas Bay, depth 9.0 m.
approximately.
Also see ‘‘Pilotage’’.
PRATIQUE: Free pratique granted after compulsory checking of
vaccination certificates against yellow fever. Health officials hand the Master
a special health form to fill in.
VHF: See ‘‘Shipmaster’s Report’’ dated September 1999.
VTS/RADAR: No radar.
TUGS: One tug is available at Cape Limboh, obtainable from the National
Ports Authority.
Also see ‘‘Shipmaster’s Report’’ dated September 1999.
BERTHS: Cape Limboh: One berth, length 150 m., depth alongside
10.0 m. (LW), admitting vessels of LOA 130 m., loading fuel oil and
discharging crude oil.
SPM also located at Cape Limboh, in position Lat. 3␥ 59.1' N,
Long. 9␥ 07.36 E.
Also see ‘‘Shipmaster’s Report’’ dated September 1999.
Limbe Anchorages (formerly Victoria): Cargo is also handled.
TANKER FACILITIES: Sonara Oil Refinery: There is one tanker
berth.
Also see ‘‘Berths’’.
CRANES: Three quay cranes available.
CARGO HANDLING FACILITIES: Cargo is also handled
anchorages.
STEVEDORES: The number of stevedore gangs is requested from
charterer’s Agents, taking into account size of cargo.
Cargo Gear: Loading and discharging by ship’s gear.
WASTE DISPOSAL: No facilities available.
MEDICAL: An appropriate medical service can be provided for
emergencies.
FUEL: Supplies arranged by charterer’s Agent who have their particular
suppliers.
CHANDLERY: Fresh provisions of good quality, beer and soft drinks.
Contact Syndicat des Compagnies de Navigation et Consignataires de
Navires au Cameroon.
STORING: See ‘‘Storing’’ on page xiv.
1. Vessel can store by truck or barge.
2. No regulations concerning barge storing.
3. Trucks may proceed along the berth.
4. No jetty.
5. No Customs regulations in force regarding storing.
6. Local riggers may be employed, subject to arrangement.
SERVICES: Derat and fumigation.
DRY DOCK: See ‘‘Douala’’.
REPAIRS: Small workshop facilities available.
POLICE/AMBULANCE/FIRE: Central Police
Tel: +237 425525. Ambulance (Hospital Laquintinie) Tel: +237 426888.
Polyclinique Tel: +237 421840. Fire Brigade (in town) Tel: 18. Port Authority
of Douala Tel: +237 342 0133, 342 7322, 342 3342 (ext. 2440 or 2445).
EMERGENCY RESPONSE CENTRE: None at present apart from
the Port Authority of Douala. Tel: +237 342 0133 and 3427322.
Telex: 5270 KN.
SECURITY/GANGWAY: Ship’s watchman required, compulsory to use
gendarmes and policemen. Agents submit written request to feed men twice
a day during loading.
PIRACY: Acts of piracy have taken place at the port by armed pirates.
REGULATIONS: Normal port regulations in force.
TIME: GMT plus 1 hour. No change during year.
426
Kribi
LOCAL HOLIDAYS: Official Holidays: 1 January (New Year’s Day);
11 February (Youth Day); 1 May (Labour Day); 20 May (National Day);
25 December (Christmas Day). Any other day declared by Presidential
Decree.
Variable Holidays: Easter Day; Festival of the Sheep; End of Ramadan;
Assumption Day; Ascension Day.Even though there are public holidays,
cargo work may be carried out by arrangements.
DELAYS: No unusual delays.
CONSULS: At Douala.
NEAREST AIRPORT: Douala International Airport, 70 km.
CUSTOMS: 100 cigarettes per person, not more than two bottles of spirits
per person in cabin.
SHORE LEAVE: Permitted.
REPATRIATION: Repatriation as well as crew changes can be arranged
after consultation with the responsible consuls.
IDENTIFICATION CARDS: Seaman’s Book and shore pass are
sufficient.
DEVELOPMENTS: See ‘‘Plan’’.
SHIPMASTER’S REPORT: October 1999.
Vessel: Tanker, 64,900 d.w.t.
Location: Cape Limboh Oil Terminal is located in position Lat. 4␥ 00' N,
Long. 9␥ 07' E.
Terminal: The terminal is operated by Sonara (So.Na.Ra.).
Clearance: The following documentation is required for Port Clearance:
10 Crew Lists
4 Crew Effects Declarations
6 Ports of Call Lists
6 Dangerous Cargo Declarations
3 Narcotics Lists
6 Arms/Ammunition Lists
6 Animals Lists
6 Stowaway Lists
6 Bonded Stores Lists
3 Vaccination Lists
4 Deck Stores Lists.
All discharge books (stamped, dated place of engagement).
Customs, Immigration and Port Doctor presented overtime claims of
US$150 – 180, even though it was 1100 hrs. on a weekday.
16 persons in total attended for the vessel’s Port Clearance.
Port State Inspection: Port State Inspection is carried out on every ship
by a local port official. The ship’s life saving apparatus and firefighting
equipment documentation minutely inspected. Fines and detentions are
imposed for any incorrect documents.
Anchorage: Chart of area is a very small scale and does not appear to be
very accurate, and does not show the jetties or any navigational marks. The
vessel is instructed to anchor 1 mile West of the jetty.
Six yellow buoys have been laid on the 14 m. depth contour, and it is safe
for vessels to anchor to seaward of the buoys. From the GPS position
Lat. 4␥ 00.155' N, Long. 9␥ 07.654' W, the buoys bearing
253␥(T) ␺ 0.27 miles, 283␥(T) ␺ 0.94 miles, 288␥(T) ␺ 1.54 miles,
020␥(T) ␺ 0.12 miles, 082␥(T) ␺ 0.31 miles and 098␥(T) ␺ 0.65 miles.
Caution: The SBM marked on the charts has been removed, but the ground
tackle and pipelines are still in position, and this is a prohibited anchorage
area.
VHF: Pilots monitor and Cape Limboh Oil Terminal transmit all berthing
instructions and port information on Channel 14.
Berthing: Pilot boards the vessel 1 mile off the jetty. The approach is made
at 90␥ to the berth, parallel with the shore. Two tugs then turn the vessel
parallel with the jetty, and vessel backs into the berth, berthing starboard
side alongside, heading 202␥(T).
Mooring lines tie-up 4-2-2 fore and aft. The current runs at 90␥ to the berth,
and so the moorings have to be watched.
When this vessel came to unberth, the tugs were unable to pull the vessel
off the berth against the current. Sailing was therefore delayed by 5 hours
due to waiting for slack water.
Berths: There are two berths at the terminal:
Berth No. 1: For vessels 5,000 – 10,000 d.w. tonnes. The berth is part of the
small boat harbour’s concrete breakwater. Vessels load all refined products
and LPG.
Berth No. 2: For vessels 30,000 – 80,000 d.w. tonnes. The berth consists of
a 300 m. finger pier. Chicksans are at the exact centre of the pier. The jetty
is equipped with 4␺8 in. loading arms for the loading of mogas and jet/gas
oil. There are 2␺16 in. arms for the loading of fuel oil and for the discharge
of crude oil. If loading fuel oil, the vessel has to receive the contents of the
shore pipeline (600 cu.m. crude oil), to be loaded into one empty tank, which
then has to be discharged on completion of loading. The loading rate for this
vessel loading fuel oil was 800 cu.m./hr. by gravity, and
2,500 – 3,500 cu.m./hr. by pump.
Medical: There are medical facilities available.
Fresh Water: Fresh water is available at the jetty. Cost approximately
US$1.50/cu.m.
Station Fuel: HFO 380 and gas oil available at the jetty.
Shore Gangway: The shore gangway is in a poor state and therefore in
dangerous condition. The bottom steps are distorted and at an acute angle.
Provisions: Fresh and dry provisions are available from the local chandler.
Slops: Slop disposal available up to 165,000 cu.m.
Garbage Disposal: Available.
Repatriation: Available through Douala, 100 km. from the port.
Shore Leave: Unlimited, but not advised after sunset. There is a terminal
bus for passing through the refinery only, which is very erratic.
Time: GMT plus 1 hour.
Shore Passes: Shore passes must be carried and are inspected at military
check points in the refinery.
Readers are encouraged to send updates and additions (page xi)
Limbe
Agents: Agents arrived from Douala, and used the vessel’s fax and telex
facilities, as there are none in place ashore.
AUTHORITY: Port Authority of Douala (PAD), Simar Building, Maritime
Affairs Division, BP 4020, Douala, Republic of Cameroon.
Tel: +237 342 0133, 342 7322. FAX: +237 342 2697.
Email: portdouala@iccnet2000.com Contact: Emmanuel Etoundi Oyono,
General Manager. Charles Kontelizo, Harbour Master.
AGENT: Afritramp Oilfield, Zone des Professions Maritimes, Immeuble
Socopao, BP 215, Douala, Cameroon. Tel: +237 (343) 1492.
Mobile: +237 991 5541. Fax: +237 (343) 1158.
Email: afritramp.douala@cm.dti.bollore.com
LIMBOH TERMINAL: 03␥ 59' N 009␥ 08' E
Also see Limbe
OVERVIEW: SBM moored in depths of 21 m. and capable of handling
vessels up to 90,000 d.w.t.
LOCATION: 1.5 miles south of Cape Limboh.
CHARTS: BA Chart No. 1456.
MAX. SIZE: 90,000 d.w.t., LOA 243 m., draft 18.0 m.
PILOTAGE: Compulsory. Pilots board 1 mile south of SBM.
NEAREST AIRPORT: Douala International Airport, 70 km.
AUTHORITY: National Port Authority of Cameroon. BP 456, Limbe,
Cameroon. Tel: +237 (333) 2238. FAX: +237 (342) 3444.
AGENT: Afritramp-Socopao, BP 215 Immeuble Socopao, Zones des
Professions Maritimes, Douala, Cameroon. Tel: +237 (342) 6464, 7214.
Fax: +237 (343) 1158. Telex: (0970) 55319, 55252.
Email: socopao.douala@cm.dti.bollore.com
MOUDI MARINE TERMINAL: 04␥ 07' N 008␥ 29' E
(See Plan)
OVERVIEW: Floating Storage Unit (Moudi): The FSU Moudi, a
converted 220,000 ton tanker, carries the lights of a ship at anchor,
2␺360␥ white lights, one in the bow and one in the stern. It is equipped with
a foghorn, range 1.5 miles emitting the letter ‘‘U’’. It carries the inscription
‘‘Moudi’’ painted in white letters 1.5 m. high on the black hull at port and
starboard in the bow and at the stern.
SPM (Buoy/Hoses): The orange buoy is equipped with the following:
⌻ one fixed white light, range 5 miles, flashing the letter ‘‘U’’ every
15 secs.
⌻ a hand-operated foghorn, range 2 miles, emitting the letter ‘‘U’’ every
30 secs.
⌻ a radar reflector.
The floating hoses are equipped with three white winker lights (60 flashes
per minute).
The ship shall provide adequate and safe means to take the Pilot on board
on the most sheltered side.
LOCATION: The Moudi Field, of which Perenco Cameroon is the operator,
is situated in the Gulf of Guinea about 50 nautical miles west of the town of
Limbe (Victoria) in Cameroon, in depths of 50 – 58 m.
The Moudi Field comprises the following units:
Two well platforms: VA (Lat. 4␥ 08' 11" N, Long. 8␥ 27' 24" E) and VB
(Lat. 4␥ 09' 22" N, Long. 8␥ 25' 55" E).
One production platform: VT (Lat. 4␥ 08' 09" N, Long. 8␥ 27' 25" E)
One loading terminal consisting of one floating storage unit (FSU), the
‘‘Moudi’’ (Lat. 4␥ 08' 09" N, Long. 8␥ 28' 49" E). One Single Point Mooring
berth (SPM) (Lat. 4␥ 07' 00" N, Long. 8␥ 29' 11" E).
CHARTS: Hydrographique de la Marine (French Marine Hydrographic
Service) Charts No. 5633, 5602, 6076 and 5380
BA Chart No. 1860.
DOCUMENTS:
1 Derat or Exemption Certificate
1 Maritime Declaration of Health
1 Vaccination Certificates for crew and passengers.
After ship’s arrival at Moudi Marine Terminal, the Perenco Cameroon
representative boards and the Master signs the following documents:
1 Acknowledgement of receipt by the Master of Terminal Regulations
1 Notice of Readiness
1 Safety Check List before loading.
Following commercial documents are filled out by the terminal and presented
to the Master:
1 Bill of Lading
1 Cargo Manifest
1 Certificate of Origin
1 Certificate of Quality and Quantity
1 Receipt for Documents
1 Receipt for Samples
1 Time Sheet and Loading Report
1 Ullage Report.
The Perenco Cameroon representatives on board the ship shall assist with
the inspection of tanks after deballasting and ullage measurements after
loading.
MAX. SIZE: 280,000 d.w.t., depth at buoy 57.0 m.
RESTRICTIONS: The danger zone in which routine navigation and fishing
activities are prohibited is defined by the four points AA, BB, CC and DD, of
which the coordinates are given below. The field installations are situated
about half a mile inside the limits.
AA: Lat. 4␥ 09' 10" N, Long. 8␥ 29' 43" E
BB: Lat. 4␥ 06' 28" N, Long. 8␥ 29' 43" E
CC: Lat. 4␥ 06' 28" N, Long. 8␥ 25' 24" E
DD: Lat. 4␥ 09' 58" N, Long. 8␥ 25' 24" E.
Ship moorings and connections take place from 0600 – 1800 hrs. weather
and sea permitting. They may be performed by night, on Perenco Cameroon
preliminary agreement conditions. Departures from berth take place day and
night.
See guidelines for compiling and submitting information (page xi)
CAMEROON
PILOTAGE: Compulsory, carried out by the Pilots of the National Port
Bureau of Cameroon.
The Pilot, the terminal representative, the Mooring Master, the cargo
inspector and the Customs officer must come on board the vessel before
the vessel starts mooring to the buoy.
On board the ship, the Pilot acts as a nautical adviser to the Master for
handling the ship at the entry and exit of the pilot zone or for movements
within this zone.
His advice shall commit neither his responsibility nor that of Perenco
Cameroon.
Any ship mooring to the loading buoy is required to take the Terminal Pilot
on board in the pilot zone extending from anchorage zone to the SPM.
The Pilot call signals are those in the International Code. The Pilot may
be contacted by VHF Channel 16.
Pilot Boat: The assistance boat insures the pilotage functions (transport of
Pilot and Perenco Cameroon employees, transport of equipment required for
mooring and hose connections).
It is at the ship’s disposal under Pilot’s instruction during the whole stay of
the ship at the loading buoy for:
Tug assistance (bollard pull 100 tons).
Approach/mooring assistance/launching of an inflatable dinghy, clearance
of hoses.
Exceptionally:
Firefighting (two guns, total delivery 600 cu.m./hr.)
Anti-pollution Assistance (dispersant and anti-pollution spray-ramp,
25 cu.m./hr.)
During operations, the assistance boat monitors permanently the operating
VHF frequency and Channel 13.
Navigation Aids: Fixed Platforms: The three fixed platforms, VA, VB and
VT are all equipped with the following:
⌻ four white lights at the four corners, range 8 miles, flashing the letter
U(⭈ ⭈ – )operated by sun switch
⌻ two fixed white boat landing lights, range 3.5 miles
⌻ two foghorns, range 1.5 miles, emitting the letter ‘‘U’’, operated
manually (visibility less than 1.5 miles)
⌻ one identification panel fixed to the South side displaying ‘‘Victoria
VA’’, ‘‘Victoria VB’’, ‘‘Victoria VT’’, respectively in black letters 1 m.
high on a yellow background.
Platform VT is also equipped with a fixed red light on the crane, and fixed
yellow and blue lights on the helideck.
VA/VT catwalks and flare are equipped with three and four fixed equidistant
white lights respectively.
Pilot Ladders:
1. In all ships where the distance from sea level to the point of access
to, or from, the ship exceeds 5.0 m. (ONPC requirements), the ship
must be provided to embark and disembark Pilots by means of the
accommodation ladder in conjunction with a pilot ladder. The ship
should carry an accommodation ladder on each side, unless such
ladder is capable of being transferred.
2. The ladder should be sited leading aft. When in use, the lower end
of the ladder should rest firmly against the ship’s side within the parallel
body length of the ship and within the mid-ship half section and clear
of all discharges. Equally safe arrangements which might be more
suitable for special types of ships should be acceptable.
3. The length of the accommodation ladder should be sufficient to ensure
that its degree of slope does not exceed 55␥.
4. The lower platform of the accommodation ladder should be in a
horizontal position when in use.
5. Intermediate platforms, if fitted, should be self-levelling. Treads and
steps of the accommodation ladder should be so designed that an
adequate and safe foothold is given at the operative angles.
6. The ladder and platforms should be equipped on both sides with
stanchions and rigid handrails, but if handropes are used they should
be tight and properly secured. The vertical space between the handrail
or handrope and the stringers of the ladder should be securely fenced.
7. The pilot ladder should be rigged immediately adjacent to the lower
platform of the accommodation ladder and the upper end should
extend at least 2 m. above the lower platform.
8. Lighting should be provided at night such that the full length of the
ladder is adequately lit.
9. If a trap door is fitted in lower platform to allow access from and to
the pilot ladder, the aperture should be not less than
750 mm. ␺ 750 mm. In this case the after part of the lower platform
should also be fenced as in paragraph 6, and the pilot ladder should
extend above the lower platform to the height of the handrail.
10. The accommodation ladder(s), together with any suspension
arrangements or attachments, fitted and intended for use in
accordance with this recommendation should be the satisfaction of
the Administration.
ANCHORAGES: The anchorage zone is a circle 1 nautical mile in radius
centred about 2 nautical miles ENE from the SPM, at the point with
coordinates Lat. 4␥ 07' 33" N, Long. 8␥ 31' 04" E.
Approach to the anchorage should be made from the east. With the SPM
as the centre, vessels should steer a course of 210 – 330␥(T) (see ‘‘Plan’’).
PRATIQUE: Sanitary boarding is carried out by the Doctor in Chief of the
Border Health Police. Pilots are entitled to carry out this inspection. In case
of infectious disease on board, contact the Doctor in Chief of the Border
Health Police through the Harbour Master before ship’s arrival at the terminal.
For the application of health regulations, the ship shall use the signals in the
International Code of Signals.
PRE-ARRIVAL INFORMATION: Ships shall announce their arrival by
telegram sent 72 hours before their planned arrival. This telegram, addressed
to Perenco Cameroon shall be sent via Douala Radio and shall announce
its ETA in GMT, as well as all information concerning the planned loading:
a) arrival ballast
b) deballasting time
c) max. loading rate
d) cargo quantity
e) derrick lifting capacity
f) dimensions of manifold flanges
g) forward anchoring system characteristics
h) sanitary conditions.
427
CAMEROON
The ship shall repeat contact 48 hours and 24 hours before its arrival and
correct its ETA if necessary.
Communications between ship and base through Douala Radio should be
in decameter or hectometer wave.
Douala Radio works on frequencies 500 kHz, 8449 kHz and 13,069 kHz.
Call sign ‘‘TJC5’’, ‘‘TJC6’’ and ‘‘TJC8’’.
During radio contacts preceding the arrival of the ship at the site, the ship
shall receive instructions from the Terminal Superintendent for direct mooring
or, on the contrary, standby anchorage in the zone defined.
VHF: When 60 miles from the terminal, the ship shall make contact on
Channels 16 or 13 and then switch to the operating frequencies as indicated
below.
The ship shall then receive the instructions required for its mooring to the
loading buoy.
Port regulations are communicated as soon as possible to the Master, who
shall acknowledge receipt by letter.
Monitoring as well as safety frequency are provided on Channel 16.
Communications between the ship and the terminal are provided on:
VHF Marine Total, Channel 69
VHF (land) between base and Douala headquarters:
Tx: 75.550 MHz, Rx 80.550 MHz
Tx: 75.650 MHz, Rx 80.650 MHz
Tx: 75.700 MHz, Rx 80.700 MHz
VHF Total field communication:
Tx: 159.725 MHz, Rx 155.125 MHz
Also see ‘‘Pilotage’’.
TUGS: See ‘‘Pilotage’’.
BERTHS: The Moudi Loading Buoy is of the CALM type (Catenary Anchor
Leg Mooring) with a single mooring point.
It consists essentially of a cylindrical body 12 m. in diameter and 4.7 m.
high, equipped at the bottom with a skirt projecting 1.7 m., and with a
turn-table. The buoy is anchored by means of six chains extending in a radius
of 380 m. around it.
A 255 m. long line of 24 in. floating hoses terminates in 2␺37 m. long
extensions of 16 in. hoses equipped with 16 in. camlock type quick couplings
at the ends for buoy/ship connection.
A mooring line and its accessories are used to moor the ship to the
turn-table.
The mooring personnel carrying out the polypropylene connection from the
buoy to the messenger line of the ship are provided by the terminal.
Head of Loading: Representative of Perenco Cameroon co-ordinates all
the following operations:
mooring
connection
loading.
He is responsible for ensuring compliance with port regulations at the
terminal. His instructions shall not be questioned or disputed and he will not
check the Pilot’s action, who is the Harbour Master’s representative at the
terminal.
He may refuse or prohibit, after Pilot’s advice, the entry of the ship in cases
such as but not limited to:
a) unfavourable weather conditions
b) ship insufficiently equipped or possessing defective equipment
c) insufficient or dirty ballast.
He is in charge of obtaining the agreement to start loading. He makes sure
of the correct application of safety instructions by the shipboard personnel
and of the loading plan.
Once the ship is moored, he may ask the Pilot’s advice for an early removal
from berth of the ship or may suspend loading of the ship for reasons such
as but not limited to:
a) safety
b) bad weather
c) non-compliance with instructions
d) insufficient drainage of cargo tanks
e) dumping of polluted water into the sea
f) incidents affecting the loading buoy or the pumping installation.
During loading operations he insures the radio co-ordination between the
ship and the terminal.
Mooring Master: He acts under the direction of the Head of Terminal.
Mainly in charge of inspection of specifically marine equipment, he shall assist
and inform the Pilot and the Head of Terminal during approach, mooring,
connection/disconnection and loading phases.
Cargo Inspector: Nominated by the buyer, he is in charge of cargo control.
Customs Officer: The attendance of an Agent of the Administration of
Customs is compulsory onboard of lifting vessels.
Mooring and Connection: The engines shall be in condition to deliver
their maximum capacity if required. The ship’s port derrick shall be rigged to
project 1 m. over the ship’s side and to lift a minimum load of 10 tons.
The Pilot shall instruct the Master of the ship of the standard manoeuvres
for berthing and mooring.
Mooring and connection operations shall be performed by the ship’s crew.
Once it is moored, the ship shall keep its engines ready to manoeuvre.
No work reducing the ship’s manoeuvring potential shall be undertaken
without the approval of the Terminal Superintendent or his assistant.
The ship’s Master shall ensure that the mooring lines guarantee a secure
mooring at all times. He shall make sure that the mooring units operate to
satisfactory conditions, in order to minimise wear and to prevent their
breakage.
CARGO OPERATIONS: When the ship is absolutely ready to perform
loading operations, the ship’s Master shall present the Notice of Readiness.
The Notice of Readiness shall not be accepted if the terminal is closed.
Once the mooring and hose connections have been completed, the check
list shall be checked and signed jointly before the start of loading by the
Perenco Cameroon representative and the ship’s Master.
The terminal superintendent shall issue the order to start pumping, after
the ship has confirmed that she is ready to load and shall notify the ship of
the progress of loading operations.
Radio connections shall be checked frequently. All information concerning
flow rate, gas pressure, change in cargo tank, cumulative quantities, etc.,
shall be communicated between the ship and the control room.
30 minutes before the end of loading, the ship shall advise the Loading
Master in order to stop pumping in due time.
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Moudi Marine Terminal
In the case of a storm or leakage, loading shall be suspended.
Measurement of the ullages, temperatures and draft after loading, for
control purposes, shall be performed in the presence of the Perenco
Cameroon representative.
Throughout the loading period, the ship shall carry the following:
a) by day, a red flag on the masthead (‘‘B’’ flag of International Code)
b) by night, a red light visible 360␥.
This requirement shall also be valid for ships which are loaded, moored,
or manoeuvring in the danger zone, and also for ships that are not declared
gas free.
The terminal shall provide the ship with representative samples of the
cargo.
Lookout: During the whole stay of the vessel at the SPM, the Pilot ensures
watch of safety on board.
Permanent Bow Lookout: The Perenco Cameroon representative and the
Pilot will demand permanent bow watch by a member of the ship’s crew and
shall be advised of the tanker’s position in relation to the buoy.
Permanent Lookout at Manifold: As soon as connections are made, the
Perenco Cameroon representative shall demand permanent manifold watch
by a member of the ship’s crew and shall be advised of the configuration of
the tanker rail hoses and if any leaks in the manifold.
BALLAST: The terminal is not provided with facilities for treating ballast
water. Ships shall therefore arrive with clean ballast. The minimum arrival
ballast shall be equal to about 30% of the ship’s d.w.t., ensuring a draft
consistent with safe manoeuvring, a reasonable trim and a propeller
submerged, to the satisfaction of the Pilot.
Inspection of the ballast to be unloaded shall be made on arrival, and any
ship arriving with dirty ballast may be required to leave the buoy, and to bear
responsibility for any delay resulting from this. The acceptance of the Notice
of Readiness shall be corrected to show this.
Deballasting operations shall only begin with the agreement of the Head
of Loading and the Pilot. As a rule, loading operations shall not begin until
deballasting is completed, if the ship is not fitted out for simultaneous
deballasting and loading operations. An inspection of tanks shall be carried
out after deballasting in the presence of the Perenco Cameroon
representative.
POLLUTION: It is prohibited to dump any objects or waste of any type
into the sea.
It is also prohibited to dump into the sea any liquid liable to ignite or to
pollute the water.
The ship’s scuppers must be closed/plugged during the loading operations.
A system designed to collect any drips and leaks shall be placed under
the hose/manifold connection.
In the case of water pollution caused by the ship, for any reason
whatsoever, Perenco Cameroon declines any responsibility, and the ship
shall be held responsible for the direct consequences of this pollution. In
particular, the assistance costs incurred by Perenco Cameroon shall be
passed on to the ship.
Perenco Cameroon also declines any responsibility concerning any
infringement by the ship of international regulations or Port Regulations that
could be ascertained by the Pilot or any Perenco Cameroon employee.
Written reservations will be expressed and report will be drawn-up.
Objects Falling into the Sea: Any object falling into the sea shall be
stated in a declaration to the Terminal Superintendent, who shall prescribe
the measures to be taken for its recovery. Similarly, the recovery or removal
of various objects or equipment stationed or deposited in the danger zone
shall be carried out automatically, whenever the owner or operator of the
said objects or equipment cannot or does not wish to perform this removal
himself.
Recovery and removal shall be carried out at the cost, risk and perils of
the parties concerned. For any object, (or person) that has fallen into the
sea, a written report shall be addressed to the Harbour Master.
WASTE DISPOSAL: Offshore terminal, no facilities available.
SLOPS DISPOSAL: Offshore terminal, no facilities available.
MEDICAL: Emergency cases are evacuated to Douala by Perenco
Cameroon at ship’s expense. Douala has a hospital, clinics and several
specialist doctors.
FRESH WATER: Not available.
FUEL: Not available.
STORING: Not possible at Limbe. Two maritime victualling companies are
established in Douala.
REPAIRS: Not available at Moudi Terminal. However, well equipped repair
facilities are available at Douala.
SAFETY: Nautical Safety Rules: Apart from export tankers using the
loading buoy, entry into the ‘‘danger zone’’ is prohibited to all ships except
ships of the Administration or those necessary for the development or
production of the Moudi Field.
These vessels shall be equipped with fire-fighting facilities and shall not
be left without surveillance.
Moreover, it is prohibited in the ‘‘danger zone’’ to establish anchorages,
permanent or otherwise, and ships or floating equipment are prohibited from
dropping their anchors.
Safety Rules Related to Weather Conditions: Throughout the
presence of the ship at the loading buoy, the ship’s Master shall ensure that
the standard safety regulations are observed, and especially the following:
1. Keep in service a sufficient portion of the crew in order to guarantee
trouble-free manoeuvring of the ship and operating the preliminary
firefighting facilities.
2. Keep the engines ready to manoeuvre within a period specified by
the Loading Master.
3. Have a steel wire safety towline, in mousing arrangement, placed
starboard bow and stern, in such a manner that the eye can be
secured easily by an assistance vessel if the latter is present on the
site.
Firefighting: Any person who discovers a fire at the terminal shall
immediately sound the alarm.
If the fire breaks out on the ship, the latter shall transmit the distress signals
specified in the international regulations.
The ship’s Master shall be responsible for the use of the technical firefighting
facilities, and the maintenance of the ship’s stability and safety.
Readers are encouraged to send updates and additions (page xi)
Moudi Marine Terminal
Throughout the presence of the ship at the loading buoy, the following is
prohibited:
1. Smoking, the use of naked flames or tools liable to generate sparks
outside areas normally authorised on a tanker.
2. Repairs, handling operations or work liable to generate sparks.
3. The use, in zones classified as dangerous, of equipment or tools which
are not of a type approved for this service by a competent agency.
4. Turning of the propellers, except for steam-ships.
5. Leaving open hatches and doors leading on to the main deck.
6. Firing shots.
As a rule, the ships shall comply with the safety requirements specified in
the International Safety Guide for Oil Tankers and Terminals. In particular,
it shall:
1. Position and connect two fire hose nozzles in the bow and stern of
the ship, ready for use.
2. Keep the firefighting system under pressure.
3. Position hand extinguishers of a suitable type near the manifold.
Perenco Cameroon reserves the right to take any measures that it deems
effective in case of danger and, in particular the postponement or interruption
of loading operations.
Emergency Measures: In the case of incidents/accidents which occur
during loading, the Loading Master and the Pilot shall be notified immediately
in order to take the measures imposed by the incident, promptly and in
association with the Terminal Superintendent.
In all cases, the Master shall be capable of coping with these situations
rapidly and effectively.
TIME: GMT plus 1 hour.
WEATHER/TIDES: Meteorology: The year is characterised by two
seasons: rainy season from June to September, variable season from
October to May with low rain frequency.
The outdoor temperature varies on average from 22␥C/72␥F (July
and August) to 30␥C/86␥F (February to April).
Water temperature at the surface varies from 25␥C/77␥F (June to
September) to 29␥C/84␥F (February).
The prevailing winds are 4 – 10 knots from the SW sector throughout the
year. The strongest winds, up to 45 knots, are rare and occur from February
to May, in October, and in December. They may accompany tornadoes
generally travelling from east to west.
Visibility is rarely very good and only rarely exceeds 11 nautical miles. It
may be reduced to a half mile by rainfall, especially from June to September.
Tides, Currents, Waves: Tides at the Moudi site are of the semi-diurnal
type 35 minutes in advance of those at Bonny (Admiralty Tide Table,
Volume 2) or about 1.5 hours in advance of those of Limbe (Victoria) (Service
Hydrographique de la Marine).
Surface currents, mainly influenced by the Guinea Currents, generally flow
towards the SW and rarely exceed a speed of 1 knot.
The predominant direction of waves is SSW, with a trough from 0.6 – 1.2 m.
from October to February, and a trough from 1.3 – 1.9 m. from February to
September. Mean period 8 – 10 seconds.
CONSULS: Consulates in Douala:
Denmark Greece Norway
France Lebanon Sweden
Germany Monaco USA
NEAREST AIRPORT: Douala International Airport.
REPATRIATION: Not permitted.
SEAMAN’S CLUBS: None.
SHIPMASTER’S REPORT: June 1995 (Updated 1998).
Operations: Loading.
Cargo: Crude.
Connections: Hoses.
Loading: During mooring, a zodiac boat connects ship’s messenger to buoy
pick-up line. It is therefore impossible to use the recommended 75 mm.
messenger from the ship due to the practicalities of handling such a big line
from such a small boat. Ship’s 32 mm. messenger was used safely by ship’s
staff.
Vessel had to accommodate 1 pilot, 2 surveyors, 2 Customs officials and
2 Loading Masters without any prior warning from either Terminal or Agent.
Loading rate slow, from 3,000 – 4,000 t.p.h.
Only one securing line to SPM, however, this considered safe up to
300,000 d.w. tonnes.
Check List thoroughly certified by ship, but to Terminal merely a bit of
paper on which to obtain a signature.
Note/s of Protest Issued by Ship: Yes.
Recommendations/Requirements: I have not been to a buoy mooring
yet that is happy to use 75 mm. messenger from ship, whether or not they
are practically able to cope with it.
OPERATOR: Perenco Cameroon, BP 1225, Douala, Cameroon.
Tel: +237 423291. FAX: +237 424359. Telex: 5698 KN, 5385 KN.
Contact: Bernard Castanet, General Manager.
TIKO: 04␥ 04' N 009␥ 23' E (See Plan)
OVERVIEW: A small river port with two wharves.
LOCATION: On the Bimbia River, 38 km. west of Douala.
CHARTS: BA Chart No. 1456.
DOCUMENTS:
1 Arms and Ammunition List
5 Crew Lists
5 Crew Effects Declarations
5 Lists of Port of Call
2 Manifests or Bills of Lading
5 Passengers Lists
Safety Certificates
2 Stores Lists.
ISPS COMPLIANCE: Port is compliant.
MAX. SIZE: Anchorage: Depth 9.0 m.
Also see ‘‘Shipmaster’s Report’’ dated September 1999.
See guidelines for compiling and submitting information (page xi)
CAMEROON
RESTRICTIONS: Draft restrictions.
PILOTAGE: Compulsory, vessels wait for Pilots at Limbe Anchorage.
Also see ‘‘Limbe’’.
ANCHORAGES: Anchorage on the Bimbia.
PRATIQUE: Free pratique granted after compulsory checking of
vaccination certificates against yellow fever. Health officials hand the Master
a special health form to fill in.
VTS/RADAR: No radar.
BERTHS: Two wharves, Main Wharf and Lighter Wharf.
TANKER FACILITIES: Sonara Oil Refinery: One tanker berth.
Also see ‘‘Berths’’.
CRANES: Three quay cranes available.
CARGO HANDLING FACILITIES: Banana elevator and storage
sheds.
STEVEDORES: The number of stevedore gangs is requested from
charterer’s Agents, taking into account size of cargo.
Cargo Gear: Loading and discharging by ship’s gear.
WASTE DISPOSAL: No facilities available.
MEDICAL: An appropriate medical service can be provided for
emergencies.
FUEL: Supplies arranged by charterer’s Agent who have their particular
suppliers.
CHANDLERY: Fresh provisions of good quality, beer and soft drinks.
Contact Syndicat des Compagnies de Navigation et Consignataires de
Navires au Cameroon.
STORING: See ‘‘Storing’’ on page xiv.
1. Vessel can store by truck or barge.
2. No regulations concerning barge storing.
3. Trucks may proceed along the berth.
4. No jetty.
5. No Customs regulations in force regarding storing.
6. Local riggers may be employed, subject to arrangement.
SERVICES: Derat and fumigation.
DRY DOCK: See ‘‘Douala’’.
REPAIRS: Small workshop facilities available.
POLICE/AMBULANCE/FIRE: Central Police Station
Tel: +237 425525. Ambulance (Hospital Laquintinie) Tel: +237 426888.
Polyclinique Tel: +237 421840. Fire Brigade (in town) Tel: 18. Port Authority
of Douala Tel: +237 342 0133, 342 7322, 342 3342 (ext. 2440 or 2445).
EMERGENCY RESPONSE CENTRE: None at present apart from
the Port Authority of Douala. Tel: +237 342 0133 and 3427322.
Telex: 5270 KN.
SECURITY/GANGWAY: Ship’s watchman required, compulsory to use
gendarmes and policemen. Agents submit written request to feed men twice
a day during loading.
PIRACY: Acts of piracy have taken place at the port by armed pirates.
REGULATIONS: Normal port regulations in force.
TIME: GMT plus 1 hour. No change during year.
LOCAL HOLIDAYS: Official Holidays: 1 January (New Year’s Day);
11 February (Youth Day); 1 May (Labour Day); 20 May (National Day);
25 December (Christmas Day). Any other day declared by Presidential
Decree.
Variable Holidays: Easter Day; Festival of the Sheep; End of Ramadan;
Assumption Day; Ascension Day. Even though there are public holidays,
cargo work may be carried out by arrangements.
DELAYS: No unusual delays.
CONSULS: At Douala.
NEAREST AIRPORT: Douala International Airport, 47 km.
CUSTOMS: 100 cigarettes per person, not more than two bottles of spirits
per person in cabin.
SHORE LEAVE: Permitted.
REPATRIATION: Repatriation as well as crew changes can be arranged
after consultation with the responsible consuls.
IDENTIFICATION CARDS: Seaman’s Book and shore pass are
sufficient.
DEVELOPMENTS: See ‘‘Plan’’.
AUTHORITY: Port Authority of Douala (PAD), Simar Building, Maritime
Affairs Division, BP 4020, Douala, Republic of Cameroon.
Tel: +237 342 0133, 342 7322. FAX: +237 342 2697.
Email: portdouala@iccnet2000.com Contact: Emmanuel Etoundi Oyono,
General Manager. Charles Kontelizo, Harbour Master.
AGENT: Afritramp Oilfield, Zone des Professions Maritimes, Immeuble
Socopao, BP 215, Douala, Cameroon. Tel: +237 (343) 1492.
Mobile: +237 991 5541. Fax: +237 (343) 1158.
Email: afritramp.douala@cm.dti.bollore.com
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