ANGOLA General

18 Readers are encouraged to send updates/additions (see p. xi for details)

GENERAL (See Plan)

GEO-POLITICAL:Capital City: Luanda.Nationality: (noun) Angolan, (adjective) Angolan.Population: 12,127,071.COMMUNICATIONS:International Direct Dial Code: 244.Number of Internal Airports: 31.Major Languages Spoken: Portuguese (official), Bantu and other Africanlanguages.ECONOMY:Currency: 1 Kwanza (AOA) of 100 Lwei.Main Industries: Petroleum, diamonds, iron ore, phosphates, feldspar,bauxite, uranium, and gold, cement, basic metal products, fish processing,food processing, brewing, tobacco products, sugar, textiles, ship repair.ENVIRONMENT:Territorial Sea: 12 n.m.Other Maritime Claims: Contiguous Zone: 24 n.m.Exclusive Economic Zone: 200 n.m.Coastline Extent: 1,600 km.Climate: Semiarid in south and along coast to Luanda; north has cool, dryseason (May to October) and hot, rainy season (November to April).Natural Resources: Petroleum, diamonds, iron ore, phosphates, copper,feldspar, gold, bauxite, uranium.Natural Hazards: Locally heavy rainfall causes periodic flooding on theplateau.Terrain: Narrow coastal plain rises abruptly to vast interior plateau.

CABINDA: 05� 32' S 12� 11' E (See Plan)

OVERVIEW: In an open bay and exposed to weather, Cabinda comprisesseveral crude oil terminals and an anchorage for general cargo vessels. Thereare a considerable number of oil fields in the area with associated platformsand wellheads.LOCATION: On the SW coast of Africa, separated from the rest of Angolaby the Democratic Republic of Congo and bordering on the Republic ofCongo-Brazzaville.CHARTS: BA Charts No. 3206 and 3285.DOCUMENTS:

5 Animal Lists5 Arms/Ammunition Lists (even if ‘‘nil’’)3 Crew Effects Declarations7 Crew Lists2 Crew Vaccinations Lists1 Derat (Exemption) Certificate7 Manifests for each port of origin of cargo for Cabinda, plus 1 copy of

each Bill of Lading8 Passenger Lists (Disembarking/in transit) even if ‘‘nil’’8 Ports of Call Lists1 Ship’s Register1 Ship’s Safety Equipment Certificate3 Stores Lists.Other forms intended for Customs, Health, etc., can be filled in on arrival.

Clearance: Official authorities will board the vessel for clearance, normallyafter berthing/anchoring.

In the event of arrival during the night, clearance will not be made before0600 hours.Notice of Readiness: Accepted on arrival for the Malongo SPM OilTerminals, but only from 0600 – 1800 hrs. and 0600 – 1600 hrs. for MalongoLPG Terminal, provided that the CABGOC representative is satisfied that theexport vessel is apparently in all respects ready to moor and load. In thecase of LPG vessels, such NOR shall include adequate cool-down of andno contamination on cargo tanks and connection and appropriate purging ofcargo vapour hoses.

NOR will not be accepted during a period when berthing is suspended onaccount of adverse weather, or when an export vessel arrives prior to thedate upon which it is nominated to load.

The foregoing paragraph notwithstanding, in no event shall a NOR, whetherpreviously accepted or not, be valid or binding on the terminal, unless anduntil such time as the export vessel, her tanks and equipment, are in fact inevery respect in the proper condition and operation to receive the cargo.MAX. SIZE: Draft 9.75 m. at anchorage.

Gas: 50,000 cu.m., depth 30.5 m.Tankers: 325,000 d.w.t., LOA 351 m., draft 16.76 m. at even keel.Also see ‘‘Berthing’’ and ‘‘Shipmaster’s Report’’ dated June 1998.

DENSITY: 1025. Influence of the current of the River Congo variesaccording to the time of the year.RESTRICTIONS: All vessels are warned to approach the CabindaTerminals with extreme caution, as drilling and survey work are proceedingon a continuous basis.APPROACHES: Normally all communications will be with the MalongoShore Terminal. When within VHF communication range, the Master of theexport tanker should ascertain berthing prospects from Malongo ShoreTerminal for the oil vessel and LPG terminals. Should it be necessary toanchor, then the vessel should proceed to the recommended tankeranchorage, which is Lat. 05� 28.5' S, Long. 11� 59.0' E.

Anchorage for any vessel in any other area within the terminal limit isprohibited unless special clearance is received from Malongo Terminal.PILOTAGE: Government Pilots’ service is compulsory. Radiograms givingETA to be sent to Agents via Luanda Radio (or by telegram from previousport), and anchorage to be used which is the closest to Cabinda, providedlocations permit. The vessel is visited by port authorities, and, if necessary,the vessel may shift to another anchorage.

When the cargo is for the account of Cabinda Gulf Oil Limited, the vesselmust be moved closer to Malongo where the oil companies have their ownberth for discharge of various cargo into barges.

Tankers: The Mooring Master boards the vessel at the anchorage area.All manoeuvring of vessels within the Cabinda Terminals mooring areas

is to be done only in accordance with the advice of the CABGOC MooringMaster, subject to the understanding that in all cases and circumstances theMaster of the vessel being manoeuvred shall remain solely responsible onbehalf of his vessel and the vessel’s Owners for the safety and propermanoeuvring of the vessel.

CABGOC Mooring Master will remain on board throughout the exportvessel’s stay on the berth to coordinate transfer operations. Therefore,suitable officer standard accommodation shall be provided for him on boardthe export vessel.

The services of a Mooring Master are provided upon the expressunderstanding and condition that when a Mooring Master furnished byCABGOC goes aboard an export vessel for the purpose of assisting suchvessel, he becomes for such purpose the servant of the Owners of the exportvessel, and CABGOC shall not be liable for any damage, loss or injury whichmay result from the advice or assistance given or made by such MooringMaster while aboard or in the vicinity of such vessel.ANCHORAGES: Arrival at Pilot Station/Anchorage Area: Meansof access to vessel by the CABGOC Mooring Master shall be provided inaccordance with the requirements of SOLAS, and early advice will be givenby CABGOC Mooring Master regarding the side of the vessel where accessshould be provided. At night, the access area shall be adequately illuminatedto provide for the approach and boarding of the Mooring Master, GovernmentOfficials and for CABGOC representatives.

The Conditions of Entry Into and Use of Cabinda Terminal and Agreementfor Hiring of Tugs will be presented to the Master of the export vessel andshall be signed by him on behalf of himself, the vessel and her Owners priorto the departure from the Pilot Station and commencement of berthingoperation.

Anchorage for cargo vessels lies NW of Cabinda in depths 9.0 – 10.7 m.Cargo is shipped to the shore by barges. As this anchorage is subject toheavy swell, a clearance of at least 3.04 m. under-keel should be observedduring the season (March to September). It is often necessary to moveanchorage to a position further offshore and to deeper water.PRE-ARRIVAL INFORMATION: Vessels bound for the CabindaTerminals are required to advise their ETA:

a) Via telex or radiogram to the office of the vessel’s Agent in Cabinda,who will pass the information to Cabinda Gulf Oil Company (CABGOC)at Malongo.

b) Export vessels fitted with Inmarsat system are requested, in addition,to send ETA messages to Cabinda Gulf Oil Company (CABGOC),Telex: 3160 or 3948 MALONGA AN. If any difficulty arises, telex canalso be sent via our LPG storage vessel ‘‘Berge Troll’’, TelexNo. 871-1312131 LAGO.

All Vessels: ETA messages are to be sent 72 hours, 48 hours and 24 hoursfor oil tankers and 7 days, 48 hours and 24 hours for LPG vessels beforearrival at the terminal, and should contain the following information:

a) name of vesselb) ETA in GMT (Angola time is GMT plus 1 hour)c) name of Masterd) estimated arrival draft, fore and aft, and displacemente) time for discharging clean ballast, if any, also quantity of segregated

ballast on boardf) if vessel proceeding to any port(s) prior to Malongo, and if so, any

delays anticipatedg) quantity of cargo required and any special requirements.

Additional for LPG Vessels:a) Quantity of cargo to be loaded and bulk loading rate requested without

use of vapour return lineb) number and size of vapour and liquid manifold connectionsc) temperature and pressure of each tank and set point of safety relief

valves on arrivald) any defects in vessel or equipment affecting cargo, performance or

manoeuvrabilitye) details of previous three cargoes carried.

VHF: For short range communications, a VHF system is available coveringChannels 1 – 78. Channels 16 and 12 are monitored continuously. Call sign‘‘Malongo Terminal’’.Terminal Communications: When the export vessel is at the anchorage,communication between the export vessel and the LPG storage vessel orMalongo Shore Terminal will be established on Channel 16, and thentransferred to a mutually agreed channel.

For vessel moored at the Cabinda Terminals, communication with the shoreterminal or ‘‘Berge Troll’’ will be maintained by VHF radio equipment providedby Mooring Master.BERTHING:

Berth Size LOA Draft Beam Remarks(d.w.t) (m.) (m.) (m.)

Malongo:Terminal Dock 95 5.48 20.0 Containers,

general cargoExport Berth:No. 1 16.76 Crude exportNo. 2 325,000 351 Crude exportLPG Terminal 50,000 LPG

BULK CARGO FACILITIES: Cargo Facilities: One pier length100 m. with cranes, max. lift 25 tons. Cargo transportation is via barges towedby launches. Depth alongside pier 3.4 m.TANKER FACILITIES:Mooring: Malongo SPM Operation:

a) Mooring operation will normally be undertaken during daylight hours(0600 – 1800) under normal weather conditions and with the CABGOCMooring Master’s agreement. Unmooring operations will usually beundertaken at any time.

b) Before arrival at the boarding area, it will be necessary to ensure thatthe following minimum moorings are ready for use on the forecastleof the export vessel on arrival at the SPM berth:

Cabinda ANGOLA

See guidelines on how to compile and submit information to us (page xi). 19

Two messenger ropes, 183 m. long and minimum 4 in.circumference, preferably floating and stowed on drums and in linewith the chain stoppers, and two mooring ropes and a strongmessenger at aft station.

c) When the vessel is within reasonable distance of the buoy, the twoship’s lines will be picked-up by the mooring launch and made fastto the floating SPM pick-up lines. The ship’s lines, used asmessengers, will then be used to heave the pick-up lines on boardthe export vessel. As the pick-up lines come clear of the water, theywill be followed by the chafing chains which are attached to them.These chafing chains (3 in. size), must then be secured to the chainstoppers in such a manner that the two nylon hawsers are outsideand clear of the ship’s fairleads. The chains will then absorb anychafing in the mooring system. The buoy hawsers are each 67.05 m.long and 18 in. circumference at Berth No. 1, and 67.05 m. long and18 in. circumference at Berth No. 2 (one hawser at Malongo No. 1 andtwo hawsers at Malongo No. 2).

d) Power is required to be available at all times on all deck winches andwindlass while the export vessel is in the berth.

e) Two mooring lines shall be available aft, secured to the bitts and ofsufficient length to enable a tug to pick-up the eyes and tow on it torealign the vessel if necessary. Buoyant lines are requested. However,it is normal practice to use the tugs towing line, and a strongmessenger must be ready to pick it up and to secure it on the exporttanker aft bitts.

Malongo Oil Terminal – Export Berth No. 1:Lat. 05� 26.2' S, Long. 12� 04.7' E., in 22.86 m. of water.

Facility: A crude oil export facility operated by Cabinda Gulf Oil Company.Crude oil from the Malongo Field onshore tank farm is transferred to exportvessels via the Malongo SPM.

Max. draft 16.76 m. even keel.Vessel Terminal Factor (VTF): 300,000 cu.m. for segregated ballast (SBT)

and double hull (DH) tankers. 150,000 tonnes summer d.w.t. scantling forconventional tankers.

Vessel must have the ability to maintain minimum 30% of the summerdeadweight at all times either loading cargo and deballasting simultaneously(two valves segregation between crude and ballast is required in this case),or loading part cargo first, discharge ballast and load balance of cargo.

SPM chain stoppers as per OCIMF recommendations are required.Vessel Terminal Factor is obtained by using the following formula:

Vessel LBP � Beam � Depth, all expressed in metres.Navigation: The buoy is fitted with a navigation light flashing Morse code ‘‘B’’every 20 seconds with a range of 5 miles and also a foghorn sounding onelong blast every 30 seconds.

There are numerous oil well platforms in the vicinity of this Terminal in thefollowing positions:

Platform Latitude Longitude Light83-4 5� 25.7' S 11� 59.6' E White83-6 5� 25.1' S 11� 59.2' E White84-8 5� 26.1' S 12� 03.2' E Red strobe

84-12 5� 29.2' S 12� 04.0' E White84-16 5� 28.4' S 12� 03.5' E Green strobe84-22 5� 26.6' S 12� 00.1' E Red strobe95-3 5� 33.8' S 12� 59.1' E White96-1 5� 30.3' S 12� 03.8' E White

84-31 5� 28.3' S 12� 00.1' E Green strobe

These navigational aids flash Morse code ‘‘U’’ every 15 seconds in thecolour indicated. The above platforms are each fitted with fog signalssounding one blast every 20 seconds with a range of 1.5 miles.Gathering Station GSJ (Juliet): Lat. 05� 24.8' S, Long. 11� 59.5' E, andis fitted with a navigation light with characteristics of Gp.Fl (3) every30 seconds.

A Racon beacon is also installed on this platform. The characteristics ofthis beacon are Morse code ‘‘G’’ on a 360� azimuth, range 22 miles.Malongo Oil Terminal – Export Berth No. 2:

Lat. 05� 27.6' S, Long. 12� 01.8' E., in 32.0 m. of water.Facility: A crude oil export facility operated by Cabinda Gulf Oil Company(CABGOC).Export vessels up to 325,000 d.w.t. and max. LOA 351 m. are accepted.

Vessel must have the ability to maintain minimum 30% of the Summerdeadweight at all times, either loading cargo and deballasting simultaneously,or loading part cargo first, discharge ballast and load balance of cargo.

SPM chain stoppers as per OCIMF recommendations are required.Navigation: The buoy is fitted with a navigation light flashing Morse code ‘‘G’’every 20 seconds with a range of 5 miles and a foghorn sounding Morsecode ‘‘U’’ every 20 seconds.Oil Cargo Information: Cabinda Crude: Cabinda Oil loaded at theMalongo Terminals will have an average API of 32.8. Cargo loaded atMalongo Oil Terminals may contain quantities of hydrogen sulphide. Themaximum loading rate will be 40,000 bbls./hr. when using the shore loadingpump at Berth No. 2 only, otherwise it will be 30,000 bbls./hr. by gravity feedat Berth No. 1.Nemba Crude: Nemba Oil loaded at the Malongo Terminals will have anaverage API of 39.0. Cargoes loaded at Malongo Oil Terminals may containquantities of hydrogen sulphide. The maximum loading rate will be40,000 bbls./hr. when using the shore loading pump at Berth No. 2 only,otherwise it will be 30,000 bbls./hr. by gravity feed at Berth No. 1.Hoses: Malongo Oil Terminals: After the vessel has been securely moored,2�16 in. floating hoses will be connected to the export vessel’s port sidemanifold. The floating cargo hoses are fitted with camlock type couplings tofit 150 ASA for 16 in. flanges. A hose gang will remain on board to attend toall hose operations, but the export vessel’s crew shall provide assistance asand when necessary on the advice of the CABGOC Mooring Master. At suchtimes, an export vessel’s deck officer shall be in attendance.

The export vessel will be required to have ready a hose handling derrickat the port manifold with a SWL of not less than 15 tons for the lifting andconnection of the hoses. Where possible, it is requested that the derrickrunner is on one winch and the topping lift on another, as this will make thehose handling and launch operation much smoother and faster.

The export vessel’s crew will be responsible for handling the hoses andrequired to operate winch or winches.

Every care should be taken during the hose handling operations to avoidserious damage to the hose, the plastic floats and buoys by contact withplate edge, rails, etc.

Special equipment, e.g. quick release fittings, etc., will be supplied fromthe line-boat when the CABGOC Mooring Master boards.

To avoid undue delays, a rope messenger shall be ready for use at theboarding position. Before hose handling operations begin, manifold oilcontainment facilities shall be ready for use and adequate quantities ofabsorbents available for rapid deployment in the event of spillage.Safety Inspection: As soon as possible after arrival, a CABGOC/‘‘BergeTroll’’ representative will board the vessel in order to carry out a Safety Checkand draw liquid samples from all cargo tanks.

Analysis results will be available after approximately 2.5 hours.A further Safety Check will be carried out on completion of berthing, prior

to commencement of loading.Conditions of Acceptance: CABGOC as operator accepts vessels on theunderstanding that transfer operations will be conducted safely andexpeditiously, and that the berth will be vacated as soon as practicable afterloading operations are completed.

CABGOC reserves the right to refuse to accept a vessel which fails toarrive with tanks cooled to the temperature appropriate to the grade of LPGto be loaded and with cargo free of any contamination.

Furthermore, CABGOC reserves the right to suspend operations andrequire the removal of any vessel from the berth for, but not limited to, thefollowing:

a) Flagrant or continuous disregard of the Cabinda Terminals SafetyRegulations and Procedures.

b) Defects in vessel, equipment, manning or operations, which in thereasonable opinion of CABGOC presents a hazard to the terminal,personnel or the environment.

c) Operational performance that fails to utilise satisfactorily the availableTerminal facilities, and thereby in the reasonable opinion CABGOCconstitutes an unacceptable constraint on transfer operations.

CABGOC shall not be liable for any costs incurred by a vessel, its owners,charterers, or Agents as a result of a refusal to load all or part of a nominatedshipment, delay to or suspension of loading, or a requirement to vacate theberth arising from this regulation or from the safety regulations.Transfer Operations: The CABGOC Mooring Master will remain on theexport tanker throughout the transfer operation, and will coordinate allactivities on board the export tanker with the shore terminal.

The maximum loading rate available for the transfer operation will be40,000 bbls./hr., but in no circumstances will the export vessel be requestedto load at a rate faster than that required by her Master.

At all times during the transfer operation a responsible deck officer shallbe in charge of operations. A deck watch in contact with the control room isrequired to continuously patrol the cargo deck and monitor the export vesselmanifold area and the mooring hawsers.

When the responsible officer has declared the export vessel ready to loadwith all necessary valves open, the CABGOC Mooring Master will giveinstructions to commence the transfer at a slow rate. As soon as flow isconfirmed and the integrity of the transfer hose connection is established,the export vessel may request an increase to the previously agreed loadingrate. At any time during the transfer operation, the rate can be reduced asrequested by the Master or responsible officer of the export vessel. At notime should vessel shut down against the flow. At least two cargo tank valvesshould be open at all times.

The CABGOC Mooring Master should be given advance notice by theMaster or responsible officer of the export vessel when a reduction of loadingrate is required.

Vessel may request a shore stop at the end of transfer operation, howeverit will remain entirely the ship’s responsibility that cargo quantity meets anddoes not exceed (maximum) vessel requirements. There are no facilitiesavailable to discharge ashore any quantity of cargo, should the vesseloverload.

After completion of loading, various documents, including Bill of Lading,Cargo Manifest, Ullage Report, Certificate of Quality, Certificate of Quantity,Certificate of Origin and Port Time Log, will be completed, and all suchdocuments will be signed by the Master of the export vessel prior to departure.If required or requested by the Master, the Agent for the export vessel maysign the cargo documents on behalf of the export vessel’s Master.

The official quality and quantity of the crude oil delivered to the exportvessel shall be determined by her owners and/or charterers.Inert Gas System:

a) All crude tankers scheduled to load at Malongo Terminals are requiredto have the IGS plant fully operative and the tanks inerted throughoutthe lifting.

The oxygen content of all cargo tanks should be maintained below8% by volume. The CABGOC Mooring Master will check random tanksupon boarding.

Failure to comply with this requirement will result in the vessel beingdelayed or rejected.

Should the IGS break down during loading, all cargo operations willbe stopped, and the vessel may be ordered to vacate the berth. Thecost of any such delays will be for the vessel’s account.

b) Tanks Inspection, Gauging, Sampling, Water Dips and Temperature:Should it be necessary for tanks to be inspected, then it should onlybe done on a tank-by-tank basis. The system shall be maintained atabout 200 mm. water gauge, except for the individual tank to beopened which, if possible, is to be isolated from the system and thesighting port opened with care. On completion of inspection, the tankshall be secured and re-pressurised. The next tank is not to be isolatedand opened until the preceding tank is secured and open to the IGsystem.

All gauging, sampling, water dips and temperatures will be takeneither through special fittings provided or, if it is necessary, to openup tanks for this purpose, then this will be done one tank at a timeas described above.

LPG/LNG FACILITIES:Malongo LPG Terminal: Lat. 05� 24.9' S, Long. 12� 01.3' E., in 30.48 m.of water.Facility: An LPG export facility operated by Cabinda Gulf Oil Company. LPGis stored in the storage tanker ‘‘Berge Troll’ (maximum capacity

ANGOLA Cabinda

20 Readers are encouraged to send updates/additions (see p. xi for details)

71,300 cu.m./42,920 metric tons) and is transferred to the export vessel in aship-to-ship alongside operation.

Terminal will accept vessels not exceeding 50,000 d.w.t. and up to thesame characteristics as the ‘‘Berge Troll’’.Navigation: The ‘‘Berge Troll’’ SPM is fitted with a navigation light flashingMorse code letter ‘‘C’’ every 20 seconds, range 5 miles.Mooring: The export vessel will be moored during daylight hours only,according to a mooring plan to be agreed between the CABGOC MooringMaster, the Master of export vessel and the Master of the ‘‘Berge Toll’’.

At Malongo LPG Terminal, fendering between the two vessels for thealongside operation consists of four large fenders, 3.05 m. diameter �4.88 m. length at waterline level, and five secondary fenders strategicallypositioned close to the tank deck level.Cabinda LPG: Cabinda LPG will have varying specific gravities rangingfrom 0.505 – 0.595, and be transferred at �35�C to �37�C. Advice on gravitiesand loading temperature will be provided to export vessels prior to thecommencement of loading. Furthermore, in the case of LPG vessels, thefinal and official gravity will be available as soon as practicable, and usually2 to 3 hours prior to anticipated completion of loading.Hoses: Export LPG: The ‘‘Berge Troll’’ will present 2�8 in. hoses to themanifold of the exporting vessel for loading of LPG. It will be the responsibilityof the export vessel to cooperate with CABGOC personnel in making theconnection of the two hoses to the manifold. The vessel should present 8 in.150 ASA flanges at her manifolds.

The ‘‘Berge Troll’’ is equipped on the starboard side with two hydraulictelescopic hose handling cranes.

Each hose will have a maximum flow rate of 800 tonnes/hr.The export vessel shall be responsible for the safe handling of vapours

generated during loading. Controlled venting to atmosphere is only to takeplace in agreement with CABGOC, and only for preventing cargo tanks safetyvalves to open/release to riser.Luanda LPG Export: Product will be transferred via 1�6 in. flexible hose. Atotal length of 3�7.62 m. hoses will be used, permitting 6.1 m. of thetransferring hose to rest on the export tanker to absorb all abnormalmovement between the vessels. A ball valve will be arranged on the exportvessel end of the hose to allow liquid to boil-off. Blowing/purging will thereforenot be necessary. Vapour return is not available.

Cargo will be delivered at requested temperature by using a cargo heateron the ‘‘Berge Troll’’. Rate is normally expected to be around 200 tonnes/hr.Export tanker should be able to meet a 6 in. hose (150 or 300 ASA).

A 1 ton crane is located 39.62 m. aft of the manifold for the purpose oftransferring personnel between the ships and hose handling.

Small ‘‘Luanda LPG’’ tankers will berth on the ‘‘Berge Troll’s’’ port side,always using their starboard side alongside. Six primary fenders1.83 m. � 3.66 m. size are positioned on the ‘‘Berge Troll’s’’ port side.

Larger ‘‘Luanda LPG’’ tankers with sufficient freeboard, and able to usethe primary fenders on ‘‘Berge Troll’s’’ starboard side, may berth on this side.All procedures will in such cases be similar to those in force for export LPG.Loading Procedures: Notice of Readiness will normally be accepted at timeof arrival when cargo hoses are connected and purged and when the vesselis declared, in all respects, ready to load.

The Master of the export vessel is required to have the blank flangesremoved from the vessel’s port side loading manifold before mooring, in orderto expedite the connection of hoses.

Notice of Readiness will not be accepted during a period when berthingis suspended on account of adverse weather, or when an export tankerarrives prior to the date upon which it is nominated to load.

The foregoing paragraph notwithstanding, in no event shall a NOR, whetherpreviously accepted or not, be valid or binding on the Terminal unless anduntil such time as the export vessel, her tanks and equipment, are in fact, inevery respect in the proper condition and operation to receive the cargo.

Contract conditions for export of LPG may change from year to year, anddemurrage/dispatch will be settled based on information on time sheetmutually agreed.

While the vessel is being cleared, the CABGOC representatives will givethe Master of the export vessel written specifications concerning theanticipated loading conditions, i.e. gravity, temperature, loading rates, etc.The discharge of ballast and cargo transfer program will be fully agreedbetween CABGOC, Master of ‘‘Berge Troll’ and the Master of the exporttanker before any operation is allowed to commence.

There are no facilities available to discharge excess cargo, should thevessel overload. It is, therefore, imperative that the export vessel’s Masterdeclares the tonnage he requires prior to loading.

Cargo loading is by ‘‘Berge Troll’’ deep well pumps at a rate ofapproximately 12,000 bbls. (1,000 tonnes) per hour for Export LPG, andapproximately 2,400 bbls. (200 tonnes) per hour for Luanda LPG.

Spotlights should be rigged on both wings of the bridge and on theforecastle of the export tanker to supplement the ‘‘Berge Troll’s’’ deck lightingduring transfer operations.

About 30 minutes before the cargo loading is expected to be completed,the CABGOC representative should be advised in order to coordinate theshut-down between the vessel and the ‘‘Berge Troll’’.

When the export vessel has completed loading the cargo, the dischargingline valves on the ‘‘Berge Troll’’ will be closed. The two liquid hoses and thevessel’s loading piping system in use will be cleared of liquid by blowing withwarm vapour at an approximate pressure of 4 kg./sq.cm. from the ‘‘BergeTroll’’. This operation is carried out and supervised by CABGOC personnel.Only when the CABGOC representative has advised that the line clearingoperation is completed, may the export vessel’s manifold be closed. (In anemergency however, the export vessel may shut down against flow withimmediate notification to ‘‘Berge Troll’’).

After completion of loading operations, various documents, including Billof Lading, Cargo Manifest, Ullage Report, Certificate of Quantity, Certificateof Quality, Certificate of Origin and Port Time Log, will be completed, and allsuch documents shall be signed by the Master of the export vessel prior tothat vessel’s departure. The official quantity and quality of the LPG deliveredto the export vessel shall be determined by independent surveyor on thebasis of meters and equipment on the ‘‘Berge Troll’’, and shall be final andbinding on the export vessel and Owners and Charterers.

The number and size of LPG samples taken will be determined byCABGOC.

Also see ‘‘Tanker Facilities’’.

STEVEDORES: Normal general cargo working hours from 0730 – 1200,1730 – 2400 hrs. Saturday 0730 – 1200 hrs.BALLAST: Oil Terminals: Deballasting Operations: Export vessels arerequired to arrive with sufficient ballast or cargo and adequately trimmed forsafe manoeuvring, with the propeller submerged and in no case less than30% S.d.w.t.

Cabinda Terminals have no ballast reception or slop disposal facilities, andtherefore, export vessels are required to arrive with sufficient clean ballastsuitable for pumping directly to the sea. Export vessels arriving with ballastunsuitable for pumping to the sea may be rejected for loading, or will berequired to keep that portion of their contaminated ballast on board.

CABGOC will not accept any claims for vessels unable to meet suchrequirement.

It is strictly against the law to pollute the water of the People’s Republicof Angola. Any Master, his vessel and Owners, may be subject to prosecutionby the Angolan Authorities, if such pollution does occur.Simultaneous Deballasting and Loading: This practice is required at CabindaTerminals. Vessels must have the ability to load and deballast simultaneously,however it is acceptable for the vessel to load part cargo, stop operation ofloading and deballast, and then finish loading cargo in order to maintain 30%of Summer deadweight at all times. A suitable trim to avoid condition offloating hoses being trapped underneath bow must be maintained at all times.Simultaneous operation is allowed only when double valve segregation existbetween ballast and cargo systems.

These operations shall be done at the sole responsibility of the exportvessel, its Master and owners. The most stringent care and attention shallbe taken by the export vessel throughout, whose Owners shall remain fullyresponsible for, and indemnify and hold CABGOC, its parent companies,subsidiaries and affiliates for any cost fine, and expenses, of every kindwhatsoever, arising out of, on account of, or in any way connected with thesimultaneous deballasting and loading of the export vessel.

Those vessels with only segregated ballast will be permitted to commencedeballasting during loading at a stage of the operation convenient to boththe Master and the CABGOC Mooring Master.

Also see ‘‘Report’’ dated January 1999.WASTE DISPOSAL: No service available.SLOPS DISPOSAL: No service available.MEDICAL: In an emergency only. There are hospital facilities. Seriouscases are sent to Luanda. Crew must have certificates of inoculation againstyellow fever.FRESH WATER: Not available.FUEL: Not available.SERVICES: None available.REPAIRS: Repairs will not be permitted when the export vessel is in theloading berth. Repair facilities are not readily available.

Also see ‘‘Weather/Tides/Tides/Tides’’.POLICE/AMBULANCE/FIRE: Police Tel: +244 (31) 22456.Ambulance Tel: +244 (31) 22405. Fire Tel: +244 (31) 22160, 22159 (PortCaptain).GANGWAY/DECK WATCHMEN: Not necessary. The authoritiesplace a port policeman on board.REGULATIONS: Vessels loading at the Cabinda Terminals must complywith the latest SOLAS and MARPOL Conventions and Protocols. Vesselswhich are found to be seriously deficient in any way will be refused permissionto berth or load.TIME: GMT plus 1 hour.LOCAL HOLIDAYS: Oil terminal works throughout.WEATHER/TIDES: Environmental Conditions: The rainy seasonbegins in the middle of October and extends to the end of April. During thisseason and particularly between December and April, local thunderstormscan be experienced, accompanied by heavy rain for periods of 3 to 4 hours.Sudden squalls with wind gusts of 75 knots can be experienced. Waves of3.05 – 4.57 m. can be expected during these periods. Wind speeds aregenerally not significant (less than 20 knots). Strongest winds can beexpected from the SW quadrant.

During the dry season (locally called ‘‘Cacimbo’’), generally March toSeptember, a southwesterly swell affects the area. The long swell sometimesexceeds 3.05 – 4.57 m. in height.

The prevailing current sets NW to NNW, and at times exceeds 3 knots.Current in the Cabinda area is affected by Congo River tidal flow, as well asheavy rain over the surrounding land area. Thus, particularly during the dryseason, current setting to the SSW can be experienced.

In view of the foregoing, Masters of vessels calling at the CabindaTerminals are advised that, under no circumstances, are engine repairs orthe immobilisation of main engines permitted within the limits of the terminals.DELAYS: Tankers are not normally delayed, but dry cargo vessels maybe delayed if two or more vessels arrive simultaneously, due to a lack ofsufficient barges. Also, delay in loading and unloading may be caused byrough seas.

The ship’s Agent is responsible for making any arrangements and providingany information concerning the above.CONSULS: None.NEAREST AIRPORT: Cabinda Domestic Airport, 4 km.CUSTOMS ALLOWANCES: Customs normally place no restrictionson the consumption of alcoholic drinks on board, but under no circumstancesmay alcohol be taken ashore.SHORE LEAVE: No shore leave for tanker personnel.REPATRIATION: Crew changes are only permitted in emergencysituations, and then only when personnel involved hold all necessary validcertificates and documents.IDENTIFICATION CARDS: Supplied by the Agents and stamped bythe Immigration police before any person comes ashore.SEAMAN’S CLUBS: None. No shore leave.GENERAL: Agency: CABGOC does not perform any vessel agencyfunctions. Vessels calling at the Cabinda Terminals are required to arrangetheir own agency representation from an agency operator in Cabinda.Ship Requirements: All requirements of an export vessel will be handledby the vessel’s Agent. No stores of any kind are available.

Cabinda ANGOLA

See guidelines on how to compile and submit information to us (page xi). 21

SHIPMASTER’S REPORT: June 1998.Documents: Port Authorities came on board during daylight only to clearvessel. Documents required:

4 Animal Lists4 Arms/Ammunition Lists8 Crew Lists6 Crew Effects Declarations1 Health Declaration4 Mail/Parcels Lists4 Narcotics Lists6 Passenger Lists4 Ports of Call Lists6 Stores Lists4 Stowaway Declarations4 Vaccination Lists.Also required are some local forms to be signed by the Master, and also

show last Port Clearance.Customs do not seal bonded store.

Pilotage: Not available for anchoring in Cabinda Roads.Anchorage: Ocean-going freighters load and unload cargoes at anchor.Anchoring ground is that shown on BA Chart No. 3206 (positionLat. 05� 31' S, Long. 12� 08' E), at a distance of 3.5 n.m. from ‘‘Ponta deTafe’’, being the nearest land, in a depth of at least 11.0 m.

When approaching the anchorage, Masters have to pay attention to theoil platforms and supply vessels in the vicinity.

We found some drilling rigs surrounded by large mooring buoys unlit upto a distance of 1.5 nautical miles from the rig.

The sea bottom is mud, good holding ground. The light at ‘‘Ponta de Tafe’’is extinguished.

While at anchor, vessel heads approximately south – SE and does notswing. Prevailing winds are from approximately south – SE Reduced visibilitydue to haze can be expected during the night and early morning.VHF: No official radio station in Cabinda. Ships have to contact their Agentsdirectly via Channel 16 when anchored, as communications by other meansare difficult. ETA must be sent via Luanda.Tugs: Two tugs available (2�400 h.p.) equipped with VHF. The new one,‘‘Maiombe’’, is only used to carry Port Authorities for clearing vessels, whilethe oldest, ‘‘Comandante Henda’’, is used to tow floating pontoons.Cargo Handling: There are four floating pontoons capable of carrying10 TEUs each, but only two of them are available, both are in very poorcondition.

Floating pontoons are equipped with some fenders, but ships have to befitted with some extra ones, better if small floating type.

Stevedores provide the pontoons moorings, but ropes are undersized andin case of swell, ships have to provide some ropes to moor pontoons. Alsothe equipment used by stevedores on board is in poor condition and few innumber.

Equipment ashore consists of a floating crane to handle full containers andsome mobile cranes on wheels capable of handling up to 4.0 tonnes.

If the weather is good, cargo operations are regular, almost the normalrate of the ship’s cranes/derricks but much time is lost towing lighters to andfrom the port and during cargo operations ashore.

Swell, squalls or other vessels working, cause difficulties during cargooperations, so prolonging the vessel’s stay.Stevedores: Longshoremen work 24 hours a day, 7 days a week.

The same stevedore gang starts the cargo operation and works until thevessel is ready to sail.

Stevedores arrived by tug from the port, and boarded the vessel using thePilot ladder.Medical: There is a hospital in Cabinda.Fresh Water: Available only by barge from Malongo Oil Terminal.Fuel: Available only by barge from Malongo Oil Terminal.Consuls: None.Gangway/Deck Watchman: Not compulsory and not necessary.Airport: There is an airstrip in Cabinda, providing flights to Luanda.Stores: No ship chandler available. Small quantities of fruit can be purchasedashore.Shore Leave: Crew can go ashore by tug, but should return on board before2400 hrs. and have to carry their Passport or Seaman’s Book.

Customs requires US$5.00 from each crew member going ashore fordelivery of shore pass.Currency: Local currency is ‘‘Kwanzas’’, exchanged at a rate of about500,000 Kwanzas to US$1.00 (June 1998).General: Flags: Flags are to remain hoisted both day and night.Officials: Harbour Master’s office open during daylight hours on workingdays only. No port control service available.REPORT: January 1999.Loading/Ballasting: As of the 1st April 1999, vessels must be capable ofloading cargo and discharging ballast simultaneously, whilst maintaining twovalve segregation between cargo and ballast systems. Vessels are alsorequired to maintain a minimum of 30% s.d.w.t. at all times. Vessels that areunable to comply with this requirement will not be accepted at the MalongoOil Terminal.

Until the 1 April 1999, vessels are required to maintain a minimum of 30%s.d.w.t. at all times. Malongo Oil Terminal requires vessels to be able to loadcargo and discharge ballast simultaneously while maintaining two valvesegregation. However, if vessels cannot load cargo and deballastsimultaneously, they can load part cargo, stop cargo operations, deballastand then finish loading the cargo, maintaining a minimum of 30% s.d.w.t. atall times.AUTHORITY: Inspector of Operations for Northern Ports, Cabinda.

Cabinda Gulf Oil Company, CP 40, Cabinda, Republic of Angola.Tel: +244 (31) 391141, 391191. Malongo 22256/7/8/9. Cables: CABGOC,Cabinda. Telex: 3160 Malongo An. Contact: M Puckett, Director General.Captain A Kirby/Captain S Redivo, Marine Operations Superintendents.Luanda Office: CP 2950, Luanda, Republic of Angola. Tel: +244 (31)91141, 91191, 91241, 91291, 91341, 91391. Cables: CABGOC, Luanda.Telex: 3160, 3458.Port Office: Capitania do Porto de Cabinda. Tel: +244 (31) 22160.

ESSUNGO: 06� 20' S 12� 10' E (See Plan)

OVERVIEW: Essungo Terminal, formerly known as QuinfuquenaTerminal, is part of the Lombo Terminal Complex. The IMODCO type SinglePoint Mooring is equipped with two mooring hawsers and is capable ofaccepting tankers up to 200,000 tonnes d.w.t.

A 16 in. sea line connects Essungo and Lombo Production Platforms anda 16 in. spur line is taken from this main line to the SPM buoy.

A floating 16 in. hose, with a 16 in. Camlock connection, connects the SPMbuoy to the export tanker.

The SPM buoy is equipped with a navigation light. Light: Flash ‘‘A’’ 15 sec.,5 nautical miles.LOCATION: Situated 35 n.m. north of Lombo Terminal and 10 n.m. southof the entrance to the Congo River.

The loading point is situated in approximately 36.57 m. of water, in positionLat. 06� 20' 18" S, Long. 12� 09' 18" E.CHARTS: BA Charts No. 604 and 3206.DOCUMENTS:

5 Animal Lists (nil)5 Arms/Ammunition Lists (nil)

Clearance from Last Port5 Crew Effects Declarations5 Crew Lists5 Crew Vaccination Lists5 Passengers Disembarking or in Transit Lists (nil)5 Passenger Effects Declarations5 Previous Ports of Call Lists5 Stores Lists.

MAX. SIZE: Maximum displacement 250,000 tonnes.RESTRICTIONS: In principle, mooring operations are not carried out atnight, but unmooring operations are performed day or night. The Pilot/LoadingMaster will in all cases decide when mooring and unmooring operations shallbe done.APPROACHES: Facilities in Essungo Field are clearly marked on BACharts, and all vessels calling at Essungo Terminal shall have on board BACharts No. 3206 and 604.

Masters are advised that extensive drilling activities are under-way in thesurrounding fields, and vessels should navigate with particular caution, asnew uncharted platforms and drilling rigs may be encountered throughoutthe area.

Good radar targets are Essungo Platform and Bagre Platform, both of whichflare continuously.PILOTAGE: Compulsory. The pilotage boarding area is 2 n.m. NW of theSPM buoy. The Pilot will give the arriving vessel any berthing instructionsand/or confirm the anchorage position.

The Pilot/Loading Master will complete with the ship’s Master aPre-Berthing Safety Check List prior to commencing any manoeuvring withinthe terminal limits.

The Pilot/Loading Master will remain onboard during the whole period ofloading, and in case of any infringement of the safety regulations, will takeany measures he deems appropriate, including stopping or not starting theloading operations. The time so lost will be debited to the vessel.

The Pilots will be available throughout 24 hours of any day.Vessels are requested to provide food and accommodation for the Loading

Master and Safety Officer(s) throughout the loading operations. Theaccommodation should be equivalent to the minimum standard required fora Senior Officer. Accommodation may be required for upto another threepersons at the end of loading.

Also see ‘‘Mooring’’.ANCHORAGES: Vessels waiting to berth are requested to anchor 3 milesNW of the SPM buoy, contacting ‘‘Texas 9’’ on VHF Channel 6 upon arrival.The Pilot will then be advised and will call on VHF Channel 11. Vesselsshould listen throughout on VHF Channel 11.

Due to the proximity of many sub-sea pipelines, great care should be takenwhen anchoring. The sea bottom area is mainly sand and mud.PRATIQUE: Upon arrival, Government Officials and Agent board thevessel. The party comes by boat from the offshore district base.PRE-ARRIVAL INFORMATION: Vessels nominated to load atEssungo Terminal, shall send to Texaco Panama Angola Inc, OffshoreDistrict, Marine Operations, Fax: 871-1515150, 871-1515147, ETA on receiptof orders, 7 days, 96 hours, 72 hours, 48 hours, 24 hours prior to arrival. Thefirst message must contain the following information:

1. Vessel’s name and previous name2. Flag and Port of Registry3. Call sign4. Satcom: Fax/Tel/Telex5. Name of Owners and Operators6. Name of Charterers7. Name of Consignee8. Name of Agents in Angola9. Name of Cargo Surveyor

10. ETA at Essungo Terminal11. Name of Last Port12. Arrival Draft and Sailing Draft13. Loaded Displacement14. G.r.t., n.r.t.15. S.d.w.t.16. LOA17. Distance Bow – Manifold18. Number and Type of Mooring Brackets Forward19. Cargo Requirements20. Amount of Clean Ballast on Arrival.

Pre-Arrival Questionnaire: Only vessels in Texaco Vessel Approved Listwill be accepted to load at Block 2 Terminal. Vessels intending to call atEssungo Terminal must send, before acceptance, the completed TexacoCharter Vessel Acceptance Questionnaire to:

Texaco Panama Inc, (Block 2), JG Santos Jr/RH Fritz, Luanda, Angola.Tel: +244 (2) 322606. Fax: +244 (2) 321703. Telex: 2619 Texpan An.or

ANGOLA Essungo

22 Readers are encouraged to send updates/additions (see p. xi for details)

Texaco Panama Inc, (Block 2), Marine Superintendent, G Donnarumma/A Leone. lnmarsat A: Tel: 871-1515147. Fax: 871-1515150.lnmarsat C: Telex: 431699922.Texaco Vessel Acceptance Questionnaire:

1. Vessel IMO number2. Vessel name/previous names3. Vessel type4. Flag5. Port of Registry6. Date built/where built7. Date rebuilt8. Construction (Single hull/double hull/double sides/double bottom)

If double hull, are all centre tanks sub-divided throughout by acentreline bulkhead to reduce free surface effects?

9. Is vessel fitted with COW?/Is it regularly used?10. Is vessel fitted with IGS?/Is IGS in full working order?11. Is vessel fitted with SBT?/Quantity of segregated ballast?12. Registered owner:

a) full styleb) address

4 c) how long owned by present owner13. Demise Charter owner, or time charterer if any:

a) full styleb) address

14. Operating company (responsible for daily management andexpenditure on vessel):a) full styleb) addressc) how long has vessel been with this company?d) number of tankers operated by this company?

15. Classification Society:a) nameb) addressc) number of years with this Society?

16. Do owners/operators adhere to the OCIMF guidelines?17. Date of last Special Survey (hull)

Any outstandings?18. When last in shipyard?

reason?19. Date last dry docking?20. Does vessel have a full complement of Certified Officers in

accordance with Flag State21. Origin of Licenses/Certificates of Master and Officers22. Nationality of Master and Officers23. Are Officers employed direct by owner or via Manning Agency?24. Nationality of ratings25. Are ratings employed direct by Owner or via Manning Agency?

Name of Agency26. Are officers able to communicate in English?27. Are sufficient officers certified to perform 0.0W. operations in

accordance with MARPOL 73/78?28. Date vessel last chartered to Texaco29. Date tanker from same company last chartered to Texaco (include

name of vessel)30. Vessel last 3 charterers and cargoes carried:

a) lastb) next to lastc) second to last

31. Expiry date of Certificate of Inspection or Annual General Surveyfor compliance with Flag State Regulations

32. Does the vessel have the following Certificates on board which willbe valid for the period of the expected voyage?a) Load Line Certificate Issued/Expireb) Safety Equipment Certificate Issued/Expirec) Safety Construction Certificate Issued/Expired) Safety Radio Certificate Issued/Expiree) IOPP Certificate Issued/Expiref) CLC Certificate Issued/Expireg) US Coast Guard Regulations

Compliance Certificate(TVEL or COI) Issued/Expire

h) Certificate of Financial Responsibilityin compliance with OPA90 (COFR) Issued/Expire

33. History of Groundings / Strandings / Collisions over previous12 months:a) whenb) wherec) circumstances

34. History of Pollution over previous 12 months:a) whenb) wherec) circumstancesd) extent of cargo or bunker losse) any port prohibitions as a result of pollution incident?

35. Last US Port visited:date

36. Last USCG Inspection:a) dateb) result

37. Last Port State Inspection:a) dateb) result

38. Name of P&I Club:a) what is P&I cover for pollution damage?b) what is P&I cover for general liability?

39. Does vessel have an Oil Pollution Contingency Plan approved bythe USCG as required by OPA90?Qualified Individual:name, address, Telephone No.

40. Vessel Deadweight (tonnes)Draft

41. Is cargo manifold of steel or cast iron?

42. TPIBCMKTM

43. Hose boom capacity and safe working load44. Advise numbers, dimension and location of bow Panama

Fairlead(s) or equivalent fairlead(s). Bow fairlead opening should beat least 40 cm. height and 60 cm. width.

45. Is vessel fitted with chain stopper in bow areaIf so, state number, type and SWL

46. Does vessel have mooring bitts located not less than 3 m. and notmore than 10 m. from Panama Fairlead which are clear ofobstructions

47. If vessel does not have SBT (Question 11 above), can vesseldeballast simultaneously with loading and maintain 30% ofsummerdeadweight at all times?

48. Confirm that vessel has 2 fire monitors, each having an output of5,000 gallons per minute to dissipate the H2S gas at the vent outlet

49. Vessel has the following communication system on board:lnmarsat/VHF/SSB Radio/Telefaxplease advise numbers and call sign

50. Please advise the following:colour of hullcolour of superstructurecolour of funnel (marking)

51. Is the vessel equipped with hermetically sealed ullaging/samplingsystem?

52. Confirm vessel has a closed loading system53. Confirm vessel fitted with a recirculatory air-conditioning system.

Vessels not approved may be accepted for one voyage, provided theysubmit the Texaco Charter Vessel Acceptance Questionnaire to the abovementioned addresses 30 days in advance of scheduled arrival.Inquiry for inclusion in Texaco Vessel Approved List may be sent to:

Texaco Oil Trading and Transport, Maritime Inspection and ConsultingService, 2901 Turtle Creek Drive, Port Arthur, TX 77642. Tel: +1 (409)7236783. Fax: +1 (409) 7236666.

VHF:Essungo Platform Channels 6 and 72Lombo Pilot Channel 11Lombo Marine Channel 11

Also see ‘‘Pilotage’’ and ‘‘Anchorages’’.MOORING: Vessels: Vessels berthing at the terminal shall have thefollowing:

two AKD, OCIMF approved bow chain stoppers, SWL 200 tons.max. Stern Trim (propeller immersed): 3.0 m.derrick/crane minimum 15 tons SWLIGS fully operationalcapable of loading/deballasting concurrentlycapable of closed loading operationoperational recirculatory air-conditioninghermetically sealed ullaging and sampling capabilityfitted with at least one OCIMF standard Panama type fairlead oncentreline of forecastle bulwark of minimum dimensions60 cm. � 45 cm.

Requirements:Cargo tanks fitments (i.e. valve spindles, tank lids, fixed automaticgauges, PV valves, etc.) must be gas tightOfficers and crew must be familiar with dangers of H2S gas.Vessel must arrive at terminal with clean ballastAll mooring and unmooring operations are carried out by the ship’screw as instructed by the Pilot.

Operations: Upon arrival at pilot station, vessel shall have the portcrane/derrick rigged and ready for use. The SWL shall be not less than15 tons.

The terminal tug and a line boat will assist the vessel to moor and unmoor.The Pilot/Loading Master will normally only accept the Notice of Readiness

as time of cargo hose connection, providing the vessel is in all respects readyto receive cargo.

The time of NOR accepted will always be the time of hose connection.All mooring equipment, i.e. Panama leads, chain stoppers, etc., shall

comply with relevant OCIMF recommendations. Smit Brackets are no longeraccepted.

The terminal line boat will bring the mooring equipment box alongside,which is picked up using the ship’s port crane/derrick.

Two messenger lines, each of at least length 121.9 m. and three goodheaving lines shall be ready for use, both on the forecastle and onemessenger/heaving line ready on the poop deck aft. There should also be alarge hammer and a large crow bar available on the forecastle head duringmooring.

The line boat brings in one of two 10 in. circumference pick-up linesalongside the bow when the vessel is within a reasonable distance of theSPM. The messenger line is passed by ship’s heaving line, to the line boatand connected to the pick-up line. The pick-up line is retrieved until the chafechain passes through the fairlead and is secured by the chain stopper. Thewhole process is repeated for the second hawser. Only the slack in thepick-up lines should be retrieved. It is imperative that no load is put on thepick-up lines at any time during the mooring operations.

Once the vessel is safely moored, the terminal tug is secured aft usingship’s lines. The tug will remain secured to the stern of the loading tankerthroughout its stay. The ship should have ready aft, shackled together, twofull length (i.e. each 200 m. long) polypropylene mooring ropes in goodcondition of minimum diameter 80 mm. (10 in. circumference).

Also see ‘‘Hoses’’.HOSES: Once the tug is fast, the single 16 in. hose with camlockconnections is brought on board and connected by ship’s crew to the portmanifold.

The bow to manifold distance shall not exceed 150 m. and the manifoldto ship’s rail distance should not be less than 4.6 m.

A pressure recorder will be installed at the ship’s manifold.

Essungo ANGOLA

See guidelines on how to compile and submit information to us (page xi). 23

CARGO OPERATIONS: The loading is direct from the productionplatforms, with no storage facilities being available.

Particular attention is drawn to the need to operate cargo system valveswith care, in order not to cause a shut-down of the production system.Loading Rate: The loading rate is approximately 80,000 barrels per day.Cargo Characteristics: Soyo Crude Oil has an API of approximately 38.5.The temperature ranges between 80�F to 90�F.Communications: Ship’s crew are required for mooring/unmooringoperations and connection/disconnection of the hose. A 24 hour radio watchis required on VHF Channel 11.Special Requirements: During the whole period that the vessel will bemoored at the terminal, a forecastle watchman will be required. He must bein continuous contact with the Duty Officer.

He shall keep the Duty Officer informed about the vessel position anddistance from SPM.BALLAST: Vessel shall arrive with clean ballast only. No dirty ballastfacilities available.POLLUTION: The Master is responsible for ensuring that no pollution ofany kind occurs from his ship into the water of the terminal. Drip trays shallbe in place at all times under all manifolds and all overside scuppers, pipes,or openings on the loading and/or transfer deck shall be securely closed andoil tight.

The above refers mainly to petroleum pollution, but we would draw yourattention to the fact that all pollution is covered by above, e.g. carbon depositsfrom the boilers.WASTE DISPOSAL: No garbage disposal available.SLOPS DISPOSAL: Not waste oil disposal available.MEDICAL: Available only in emergency.FRESH WATER: Not available.FUEL: Not available.SERVICES: The following services are not available: Stores, freshprovisions, cash, laundry, national flags, repairs, etc.Mail: Mail sent to or from Europe usually takes 3 weeks.TIME: GMT plus 1 hour.NOTICES: Safety of the Vessel: The Master is responsible for thesafety of the vessel while moored to the loading point. He must, therefore,strictly adhere to all safety requirements generally requested by the Company,the Port Authorities and accepted by the oil tanker industry.

The following Safety Precautions must be taken by all vessels loading atthe terminal:

Repairs to main engine and steering gear are prohibitedVessel’s anchors must be secured by stoppers before manoeuvringnear pipelines and structuresContinuous deck and cargo watches must be kept by a responsibleDeck OfficerPower must remain on deck machinery at all timesMain deck and forecastle areas must be adequately illuminatedPilot/Loading Master must be informed of any electrical storms orsqualls that may approach vessel during berthing/loadingThe Ship/Shore Safety Check List and Prior to Berth Check List mustbe strictly observed by all vessels loading at the terminal.

Hydrogen Sulphide: The cargo to be loaded contains high concentrationsof Hydrogen Sulphide (H2S).

Special precautions should be taken, as H2S gas, when vented toatmosphere during loading, or when ballasting after discharge of cargo, isextremely dangerous to personnel. Because of this extreme danger, eachand every person working in an area where H2S gas may be present, shouldbe aware of the potential dangers, and know how to protect themselves fromthe toxic effects of H2S gas.

Closed loading of this cargo is compulsory. A Safety Officer will board thevessel with the Pilot/Loading Master, and remain on board throughout theloading. The Safety Officer will strictly control the safety measures necessaryfor the handling of this cargo, i.e. instructions to shipboard personnel,monitoring and measurement of gas levels, management and control of H2Sgas in the cargo tanks, on the decks, in the living quarters, and when ventedto the atmosphere.

The Safety Officer will provide emergency equipment, such as breathingapparatus, H2S and combustible gas monitoring and measuring equipmentfor emergency work at manifold or other H2S rich areas.

During cargo tank venting, only crew members authorised by the SafetyTeam will be allowed on the open deck areas. All accommodation accessdoors must be closed and sealed during loading except one. All shipboardpersonnel will be instructed to use only that assigned access, except in anemergency. Ship’s air-conditioning plant must be on internal recirculation.Fire-main and pumps must be capable of sustaining a sea water pressureof at least 150 psi. at one or more deck monitors. Gas reading values willbe recorded every 2 hours, together with the vessel heading, wind directionand speed, the latter being plotted on forms provided by the Safety Team.

Recommendations and Regulations as per IMO Dangerous HydrocarbonCargo Handling and ISGOTT International Safety Guide for Oil Tankers andTerminals must be followed at all times.

Furthermore, all crew members are required to be clean shaven.WEATHER/TIDES: Winds: The general direction of the trade winds isESE to SSE. The direction is affected by onshore-offshore breezes.

The onshore breeze appears from the SW between 1000 hrs. and1100 hrs. and falls at sunset. It is then replaced by a light breeze from theSSE to ESE which blows until about 0900 hrs.

From November until May, thundery squalls from the north occur. Duringthe month of May, the trade winds often blow night and day.

From June to September (dry season), the winds are low, SW in thedaytime and south to SW with calm periods at night. In mid-September, astable SW breeze settles until the beginning of December, and then becomesmore variable with calms at times.Humidity: The relative humidity is above 80% for eleven months of the year,but in June falls to 50%.Visibility: Fog appears more often during the dry season than during therainy season. During the rainy season, visibility is reduced to heavy showers.

Tides and Currents: In general, the current flow at Essungo East is in anortherly direction and has an average velocity of 0.8 knots. The currentdirection and velocity are governed by two significant sources, the BenguelaCurrent flowing north and the outflow of the Congo River.

At most times, the Benguela Current is the most influential, so the mostcommon current direction is north. At times, however, especially during therainy season (November to May), the effluent from the Congo River may beso voluminous that it can over-rule the Benguela Current and reverse thedirection of the current at Essungo. At the terminal, we have witnessed a180� change of direction in 10 minutes. When this happens during the daylighthours, it is possible to receive advance notice if the man on watch spots themuddy front from the Congo River moving south. This notice allows the linehandling tug crew to be in the best position to keep the tankers fromcontacting. When it happens at night however, the allowable reaction timeis greatly reduced and any error or delay may allow contact of the exporttanker and FSO. It is for such instances that the watches must be maintainedand ready.

Independently of the Congo River outflow, it has been observed that duringthe rainy season, a surface current may, at irregular intervals, run to the east.This can be seen clearly. It is manifested by stripes of agitated water,contrasting with stripes of smooth water.

Although, as stated previously, these phenomena are more likely to happenin the rainy season, they can and have happened in the dry season.

Tidal currents in this area are minimal. They have an average velocity of0.5 knots and a maximum of 2 knots.Tidal Range: 1.5 m.Swell: As far as swell is concerned, 93% of the waves come from the south(SE to SW).

The average height of the swell is 1.5 m. during the rainy season, andincreases to 3.0 – 4.0 m. during the dry season.SHORE LEAVE: Not possible.REPATRIATION: Crew changes can be arranged through shippingagencies on emergency basis, although not recommended.OPERATOR: Texaco Panama Inc, PO Box 5897, Luanda, Angola.Tel: +244 (2) 322606. FAX: +244 (2) 321703. Contact: MarineSuperintendent (Inmarsat Tel: 871-383-131-883. Fax: 871-383-131-884.Inmarsat C – Telex: 431699922).

FUTILA: 05� 27' S 12� 11' E (See Plan)

OVERVIEW: Located in 6.70 m. of water, Futila Terminal is a productsimport/export facility, owned by Sociedade Nacional de Combustiveis deAngola (SONANGOL). Products are transferred via the Futila ConventionalBerth Mooring (CBM).LOCATION: North of Cabinda in northern Angola.CHARTS: BA Charts No. 604, 3448 and 4209.MAX. SIZE: 6,400 d.w.t., draft 4.57 m. even-keel.RESTRICTIONS: Vessel must have the ability to discharge/load cargoand ballast/deballast simultaneously and maintain 30% of Summerdeadweight or discharge cargo, stop and load ballast, then discharge balanceof cargo to maintain 30% of Summer deadweight at all times. Vessel tomaintain two-valve segregation between cargo and ballast.ARRIVAL: Notice of Readiness: Will be accepted only from0600 – 1600 hrs., provided that the terminal representative is satisfied thatthe vessel is apparently in all respects ready to moor and load/discharge.Notice of Readiness will not be accepted during a period when berthing issuspended on account of adverse weather, or when a vessel arrives priorto the date upon which it is nominated to load/discharge.

The foregoing paragraph notwithstanding, in no event shall a Notice ofReadiness, whether previously accepted or not, be valid or binding on theterminal unless and until such time as the vessel, her tanks and equipment,are in fact in every respect in the proper condition and operation to receivethe cargo.APPROACHES: The Futila CBM area is marked by four light buoys infollowing locations:Green Buoy: Lat. 05� 30' 09.6" S, Long. 12� 10' 08.9" E.

Green light, flashing 1 every 5 seconds, range 6 n.m.Red Buoy: Lat. 05� 29' 24.1" S, Long. 12� 09' 58.5" E.

Red light, flashing 1 every 5 seconds, range 6 n.m.Yellow Buoy: Lat. 05� 27' 52.4" S, Long. 12� 09' 47.4" E.

Yellow light, flashing 2 every 10 seconds, range 6 n.m.Yellow Buoy: Lat. 05� 26' 55.2" S, Long. 12� 10' 13.9" E.

Yellow light, flashing 4 every 20 seconds, range 6 n.m.Vessels will enter the area from west passing between green and red

buoys. The west (yellow) buoy marks the limit of a reef area and the north(yellow) buoy the Kokongo pipeline.Stand-By Buoy: Lat. 05� 27' 20.0" S, Long. 12� 10' 48.5" E.

A red can buoy for the mooring launch is fitted with a white quick flashlight.

There are numerous oil well platforms in the vicinity of this terminal, andeach one is fitted with navigational aids flashing morse code ‘‘U’’ and fogsignals sounding one blast every 20 seconds with a range of 1.5 miles.Gathering Station GSJ (Juliet): Lat. 05� 24.8' S, Long. 11� 59.5' E.

Fitted with a navigational light with characteristics of Gp.Fl.(3) every30 seconds.

A racon beacon is also installed on this platform. The characteristics ofthis beacon are morse code ‘‘G’’ with a 360� azimuth, range 22 miles.PILOTAGE: The Mooring Master will board the vessel at the anchoragearea.

All manoeuvring of vessels within the Futila Terminal mooring area is tobe done only in accordance with the advice of the Company Mooring Master,subject to the understanding that in all cases and circumstances the Mastershall remain solely responsible on behalf of his vessel and the vessel’sOwners for the safety and proper manoeuvring of the vessel.

The Company Mooring Master will remain on board throughout the vessel’sstay in the berth to coordinate transfer operations, therefore suitableaccommodation shall be provided for him on board the vessel.

ANGOLA Futila

24 Readers are encouraged to send updates/additions (see p. xi for details)

Arrival at Pilot Station/Anchorage Area: Means of access to vessel bythe Mooring Master shall be provided in accordance with the requirementsof SOLAS, and early advice will be given by Mooring Master regarding theside of the vessel where access should be provided. At night, the accessarea shall be adequately illuminated to provide for the approach and boardingof the Mooring Master, Government Officials and Terminal representatives.

ANCHORAGES: Should it be necessary to anchor, then the vessel shouldproceed to the recommended Malongo Freighter Anchorage, which isLat. 05� 31' S, Long. 12� 08' E.

Anchorage for any vessel in any other area within the terminal limit isprohibited unless special clearance is received from Futila Terminal.

PRE-ARRIVAL INFORMATION: Vessels bound for the FutilaTerminal are required to advise their ETA via telex or cable to the office ofthe vessel’s Agent in Cabinda, who will pass the information to the company.

ETA messages are to be sent 72 hours, 48 hours and 24 hours beforearrival at the terminal and should contain the following information:

a) name of the vesselb) ETA in GMT (Angola time is GMT plus 1 hour)c) name of the Masterd) arrival draft and intended departure draft (fore and aft)e) time for discharge clean ballast, if any, also quantity of segregated

ballast on boardf) quantity of cargo required or to be discharged and any special

requirement.

Approach to the Anchorage/Pilot Boarding Area: Normally allcommunications will be with the Futila Shore Terminal. When within VHFcommunication range, the Master of the vessel should ascertain berthingprospects from Futila Shore Terminal.

VHF: For short range communications, a VHF system is available coveringChannels No. 1 – 78. Channels 16 and 12 are monitored continuously. TheVHF Radio call sign is ‘‘Futila Terminal’’.

TUGS: Mooring Launches: Company mooring launch will deliver theMooring Master and necessary equipment. In addition, the mooring launchbrings the buoy’s mooring lines to the vessel as directed by the MooringMaster. Similarly, the mooring launch crew casts mooring lines off the shipas directed on unmooring. The mooring launch remains in the area the entiretime the vessel is in the moorings.

BERTHING: See ‘‘Plan’’. The detailed procedures are modified to fitconditions of wind, current, sea state, vessel size, limitations of the vessel’smooring gear, and the technique of the Mooring Master. In general, thefollowing is a typical procedure for berthing tankers at the berth.

1. Vessel approaches the mooring on a 160� heading, passingapproximately 100 m. off the mooring launch stand-by buoy.

2. Starboard anchor is let go at Point A and about 5 shackles of chainare payed out on the run, starboard chain is then held.

3. When starboard chain fetches up leading aft, port anchor is droppedat Point B, one shackle on deck, and stern is worked into berth asstarboard chain is held, and the port chain is payed out toapproximately five shackles as the vessel backs into the berth andlaunch brings the mooring lines from the mooring buoys. Then bothchains are adjusted as necessary to position the vessel properly inthe berth.

4. The Mooring Master will decide which mooring lines launch will bringfirst, depending on wind and current conditions.

Departure from Berth: The procedure for leaving the berth includes thefollowing steps.

1. Hose is disconnected, blanked-off and held on the ship’s side. Mooringlines are slacked until cargo hose starts stretching, and at this pointhose is released and lowered to the bottom.

2. Mooring lines to the buoys are released by the vessel’s crew, thenthe mooring launch pulls them away.

3. Anchors are either heaved in simultaneously or the port anchor isheaved in first, while the starboard line (green mooring buoy) issometimes held until the vessel’s stern is well clear of the hose buoys.

4. Mooring Master leaves the vessel after it is clear of the red and greenbuoys located at the Futila Terminal approach area entrance.

MOORING: Mooring operation will normally be undertaken during daylighthours (0600/1600) under normal weather conditions and the CompanyMooring Master’s agreement.

Before arrival at the boarding area, it will be necessary to ensure that thefollowing minimum moorings are ready for use on arrival at berth.

1. Mooring gear shall include both bow anchors. The anchor windlassmust be capable of operating at its rated speed, and adequate powershall be available to run the windlass at rated speed at all times whilein the moorings. Each anchor shall be equipped with no less than9 shackles of chain.

2. The Futila CBM berth is a 3-point mooring. Each mooring consists ofa cylindrical buoy fitted with a shackle. The two after buoys are fittedwith a polypropylene mooring rope, 9 in. diameter and 91.4 m. long.The forward port buoy is fitted with a polypropylene mooring rope,9 in. diameter and 61 m. long. However, vessels should be equippedwith sufficient synthetic lines to run to each of the buoys, plusadditional synthetic lines for doubling up. Wires are permitted but mustbe fitted with synthetic pendants equipped with mandel shackles, andthe strength of the pendant is 125% of the rated strength of the wire.Pendants are not acceptable on synthetic lines. Extra lines arerequired at each location in order to double up on lines to the buoyswhen wind or current conditions dictate.

3. The mooring stations should be equipped with properly located andfunctioning winches, fairleads, bitts and chocks. Each synthetic linerequires separate bitts, unless mounted on the winch drum. TheMooring Master shall determine the suitability of the vessel’s mooringequipment. Should the Mooring Master consider that the mooring gearis not adequate, the vessel will not be brought into the moorings untildeficiencies have been corrected.

Unmooring Operation: Normally undertaken on a 24 hours basis.

CARGO OPERATIONS: Lifting and Connecting Hoses: After thevessel is securely moored in the berth, the Mooring Master will supervisethe lifting and connecting of the cargo hose, following the general procedureset forth below.

a) Berth requires a minimum lifting capacity of 2.0 tons.b) Mooring launch crew makes vessel’s runner fast to hose pick-up

chain.c) Cargo boom lifts submarine hose to its correct height.d) Ship’s crew hangs-off submarine hose at the rail with the chain

attached to the hose. The hose is connected directly to the vessel’smanifold with the end of the hose lowered in a smooth curve.

e) Ship’s crew remove the blank flange from the Camlock coupling atthe end of the hose string. The hose is lifted to the vessel’s manifoldafter the flange is removed. Top of the roll bar must be higher thanthe bottom of the manifold.

Start/Stop Notice to Shore Personnel: At least 10 minutes’ notice shallbe given to shore personnel before starting or stopping cargo operations.The vessel shall notify shore personnel of any anticipated changes affectingpumping rates, such as stripping operations or switching pumps.Procedure for Discharging: Cargo is discharged to the facility using theship’s pumps. Booster pumps, at the pumping station located on the beach,then assist in pumping product uphill to the tank farm, once flow has beenestablished. All shipboard cargo transfer action is undertaken by the ship’screw on the advice of the Mooring Master. The sequence of operations foreach transfer is controlled by facility personnel in the pumping station controlroom ashore.

The shore will give the vessel a 10 minute notice, whenever possible,before starting, stopping or changing any cargo operations, including tankswitches, line changes and booster pump operations.

It is important that the vessel maintains pressure at the ship’s rail asindicated. It is essential that the discharging sequence be carefully planned,so that stripping and/or collecting of tank bottoms is going on during thedischarge ashore, thus avoiding prolonged stripping ashore towards the endof cargo discharge.

The vessel will give the shore at least 10 minutes notice before startingand stopping of booster pumps, starting and stopping of discharge operationsand any other operation which would have an impact on the cargo transfer(i.e. stripping, etc.).Loading Procedure: Loading of vessels consists of transferring the productfrom the shore tank farm, by gravity and by booster pumps, under the controlof facility personnel in the control room. In each step of the loading operation,the vessel will be told by the shore facility precisely how many barrels ofproduct to take aboard. The ship’s crew, through the Mooring Master, shalladvise the shore station when that quantity is reached. Facility personnel inthe control room will stop booster pumps and close valves as appropriate tostop loading.Note: Do not in any circumstances close ship’s valves or submarine hose ortanker rail hose valve against flow.

The shore will give the vessel at least 10 minutes’ notice before startingor stopping any cargo operations and/or stopping booster pumps.

The particular sequence of operations for each transfer is controlled bythe facility personnel in the control room ashore.Product Transfer Rates: Though the hoses are rated up to 225 psi, theMooring Master will not allow the hose pressure to exceed 145 psi.Emergency Shut-Down: Specific procedures have been developed by theTerminal for avoiding pollution of the sea, and the action to be taken tominimise pollution, should leakage occur. The procedures include loadingand discharging operations, as well as leakage occurring when no vessel isin the berth. These emergency procedures call for shutting down vessel orfacility transfer pumps and closing system valves.

In the event of fire or similar emergency on board a vessel, the vessel willcease cargo operations and direct all efforts to the emergency. The vesselshould try to follow hose disconnection procedures when personnel safetyis ensured.MEDICAL: Limited medical facilities are available only in emergency.FRESH WATER: Not available.FUEL: Not available.CHANDLERY: No stores of any kind are available.REPAIRS: Repairs at berth are not permitted. Repair facilities are notreadily available. A vessel, when in berth, shall be maintained in a state ofreadiness for vacating the berth under full engine power at short notice.

The testing of any electrical equipment, including radar, radio and domesticelectrical equipment, is prohibited, unless permission of the CompanyMooring Master has been granted.

Any vessel in the moorings or in the vicinity of the moorings shall keepits engine plant on stand-by with full power immediately available to the mainengine, steering gear, anchor windlass, all deck winches and the ship’swhistle. No repairs to the engine plant are permitted in the mooring, if suchrepairs impair or limit the ship’s power availability in any way. When fast inthe mooring, the ship’s propeller shall not be turned except by use of turninggear.

Chipping and scraping on deck or hull will not be permitted.Tank cleaning and gas-freeing shall not be carried out while in the berth.

SHORE LEAVE: Not permitted.REPATRIATION: Crew changes are only permitted in emergencysituations, and then only when personnel involved hold all necessary validcertificates and documents.GENERAL: Vessels calling at the Futila Terminal must comply with thelatest SOLAS and MARPOL Conventions and Protocols. Vessels that arefound to be seriously deficient in any way will be refused permission to berthor load/discharge.

All vessels are warned to approach the Futila Terminal with extremecaution, as drilling and survey work are proceeding on a continuous basis.Flag B and Anchor Signals: During all discharging, loading, ballasting ordeballasting operations, the international code flag B and a black ball shallbe displayed during daylight hours, and proper anchor lights shall bedisplayed during darkness.Agency: All requirements of a vessel will be handled by Agent.AUTHORITY: See ‘‘Cabinda’’.

Girassol ANGOLA

See guidelines on how to compile and submit information to us (page xi). 25

GIRASSOL: 07� 39' S 11� 41' E (See Plan)

OVERVIEW: The Girassol complex comprises the FPSO Girassol and anSPM CALM loading buoy located one nautical mile bearing 020�(T) from theFPSO.FPSO Girassol: 343,000 d.w.t., LOA 300 m., draft tropical 23.24 m.,moulded depth 30.5 m., max. beam 59.6 m.

The FPSO is fitted with a Racon on ‘X’ and ‘S’ bands. This radar allowsship surveying within a range of 24 nautical miles around the FPSO. It isassociated with an anti-collision alarm system.

The most distinct part of the FPSO is the mast flare at 95 m. above theFPSO main deck, and is also fitted with 4 navigational lights, range10 nautical miles that are installed at each of the four corners of the FPSO.

When visibility is reduced, the FPSO sounds a foghorn signal as laid downin International Regulations, Morse ‘‘U’’ every 30 seconds, range 2.0 nauticalmiles.

There are various vessels located near to the terminal that are engagedin drilling operations.SPM Buoy: Dia. 19.0 m., height 10.0 m. and draft 5.3 m.

The buoy is fitted with one navigational light that is omni-directional.Effective range is 10 nautical miles emitting Morse code ‘‘U’’ every30 seconds.Foghorn: Morse ‘‘U’’ every 30 seconds.Steel Export Lines: 2�16 in. separate steel export lines, approximately2,388 m. and 2,738 m. long.

These lines have buoyancy modules in order to achieve ‘‘W’’ shape anda different configuration:

One upper line between 490 m. and 340 m. water depth.One lower line between 690 m. and 515 m water depth.

LOCATION: Located approximately 210 km. NW of Luanda andapproximately 75 n.m. from the nearest coastline, in a depth of 1,360 m.FPSO Girassol: Lat. 07� 38’ 59" S, Long. 11� 41’ 00" E.SPM Loading Buoy: Lat. 07� 37’ 59" S, Long. 11� 41’ 23" E.MAX. SIZE: SPM: VLCC: 315,000 d.w.t. double or single hull, first orsecond port.Suezmax: 150,000 d.w.t. first or second port.Shuttle Tanker: Local cargoes of 300,000 – 400,000 bbls.Export Tanker: Max. displacement 400,000 tonnes.FPSO – Tandem Loading Point: VLCC: 315,000 d.w.t. double or singlehull, first port only.Suezmax: 150 000 d.w.t., first port only.Shuttle Tanker: Local cargoes of 300,000 – 400,000 bbls.Export Tanker: Max. displacement 250,000 tonnes.RESTRICTIONS: The terminal is closed for berthing operations from1500 – 0600 hrs.Restricted Zone: The operating facilities of the terminal are protected bya zone prohibited to fishing and navigation. This zone covers an areaenclosed by a circle radius of 7 nautical miles, centred on the FPSO inposition Lat. 07� 38’ 59" S, Long. 11� 41’ 00" E. Departure can be at any time,day or night.Weather Limitations (SBM):

Current: 2 knotsWind Strength: Berthing 25 knots, sea 1.8 m.

Cargo operations 35 knotsSwell Height: Berthing 1.8 m.

Cargo operations 3.4 m.

Berthing Limits for Tandem Mooring at the FPSO: Currentconditions are more critical as the FPSO is moored heading 020�(T) andcannot weathervane, hence the export tanker’s envelope is limited.

North East South WestApproach Sector (Stern) (Beam PS) (Head) (Beam SB)

Direction (�T) 325/75 75/145 145/255 255/325Sector 110 70 110 70

Current (m.sec./knot) 0.6/1.2 0.4/0.8 1.0/2.0 0.4/0.8Wind (m.sec./knot) 10/20 10/20 10/20 10/20Wave height (m.) 1.8 1.8 1.8 1.8

Loading Limits for Tandem Mooring at the FPSO:North East South West

Approach Sector (Stern) (Beam PS) (Head) (Beam SB)Direction (�T) 325/75 75/145 145/255 255/325

Sector 110 70 110 70Current (m.sec./knot) 0.6/1.2 0.6/1.2 1.0/2.0 0.6/1.2Wind (m.sec./knot) 10/20 10/20 15/30 10/20Wave height (m.) 2.5 2.5 2.5 2.5

PILOTAGE: Compulsory. Pilot boards the vessel with portable berthingaid equipment. The vessel shall provide power supply (100/240 V;50/60 cycles). Tanker Masters are not authorised to leave the waiting areato the loading point without the assistance of the Berthing Pilot. The Pilot isthe Elf Representative on board the tanker and is present on board throughoutthe vessel’s stay.

The operations of approach, mooring, deballasting, loading and preparationfor departure may be delayed or suspended if the Pilot considers the safetyor environment conditions on the tanker not satisfactory.Berthing Master: The Berthing Master is stationed on the forecastle of thetanker during approach and mooring operations to assist the Pilot by reportingposition approach data, and to advise the vessel’s personnel in the handlingof mooring equipment specific to the terminal.ANCHORAGES: Due to the depth of water there is no anchorage or draftrestriction. Vessels must give 4 hours notice of arrival – call Girassol Radioon VHF Channel 16.Waiting Zone: Tankers arriving to load at the Terminal wait in the WaitingZone, in a depth of 1,400 m. with a radius of 2 nautical miles. The zone is4.8 n.m. to the SW of the loading buoy, and centred on position Lat. 07� 40’ S,Long. 11� 37’ E.

When the vessel reaches the Waiting Zone and is ready to load, theTanker’s Master tenders his Notice of Readiness (NOR) to Elf ExplorationAngola.

Crude Oil Tanker Approach to the Waiting Zone: Tankers will approach theWaiting Zone from the north, west and south, to the west of Long. 11� 39’ E.Proceeding to the east of this longitude is forbidden without the Berthing Piloton board.PRE-ARRIVAL INFORMATION: The following message should besent to the terminal 72 hours prior to vessel’s arrival:

Sensitivity: PersonalFrom: Girassol Offshore Installation ManagerAttention: MasterU R G E N T U R G E N T U R G E N TPlease send back:To TotalFinaElf E&P Angola, LuandaInmarsat Tel: 871-111-17-24Attention: E.MUGNIER DB17To Girassol Offshore Installation Manager:Tel : (870) 322 689 862Fax : (870) 322 689 866Telex : 042 570 835 TO: EP-FE-AO B17-GIREmail: EP-FE-AOB17-GIR@elf-p.fr

Please advise (Girassol Terminal and TotalFinaElf E&P Angola):1. Ship’s name/flag/call sign2. Inmarsat numbers (telephone, fax, email address)3. Name of Master4. Last port of call and destination5. Local maritime Agent’s name6. Voyage number after leaving GIRASSOL7. ETA at GIRASSOL Stand-By Zone8. Previous names and date of building9. S.d.w.t.

10. Quantity of clean and permanent ballast on board on arrival? (thisquantity should not be less than 30% of S.d.w.t.)

11. a) can loading and deballasting be carried out concurrently? If not,state reasons

b) how long is required for deballasting12. a) what is the quantity/quality of slops on board

b) has the load-on-top procedure to be followed for this voyage13. Advise your loading rate:

a) while deballastingb) after deballasting

14. Confirm ship in good order and operational for:a) inert gas system and all tanks inerted (oxygen content less than

8%)b) vessel’s main engine ready at any moment for manoeuvringc) heating coils sound and not leakingd) windlass, winches and derricks/cranes

15. a) Give hose boom capacity and Safe Working Load (SWL)b) are there cleats and bitts available in the manifold area for tying

of tanker rail hosesc) give the SWL of the cleats and bitts

16. Give distance between bow and manifold17. Give SWL, dimensions and numbers of your(s) forward Panama

fairlead(s)18. Only tongue-type chain stopper(s) will be used. Advise:

a) number of Stoppers: Vessels from 100,000 – 150,000 d.w.t. shouldhave one tongue-type stopper of minimum 200 tons SWL, andover 150,000 d.w.t., but no greater than 350,000 d.w.t. 2 tonguestoppers of minimum 200 tons SWL

b) are stoppers positioned in correct alignment between fairleads andwinch drum ends or pedestal leads

c) distance between fairlead(s) and stopper(s)19. Give the SWL of the towing bitts on the aft upper deck20. a) have you received owner’s instructions regarding insertion or

special mention to add on Bill of Ladingb) what is your Bill of Lading Identifier (Alpha Code - eg)

21. According to your instructions, when can loading be started (date andlocal time)

22. What is your vessel Experience Factor (Calculated as follows: Totalof ship’s figures for last 10 voyages divided by total of Bill of Ladingquantities for the same voyages)

23. What is your cargo request24. Crew List, and Crew Health Status

Best regardsTerminal ManagerPascal Marie RangerSubject: Welcome to GirassolSensitivity: PersonalFrom Girassol Terminal Superintendent.

Communications: Continuous radio watch VHF Channel 16.Continuous satellite watch via Atlantic East satellite:

Tel: (870) 322 689 862Fax: (870) 322 689 866Telex: EP-FE-AO B17-GIR, (581) 042 570 835SSB (BLU) VHF back-up (continuous watch): 6,342 kHz, 10,115 kHz,7,823 kHz.

VHF: The Pilot or Berthing Master maintains a continuous listening watchon Channels 16 and 12, with working Channels 71 and 17.Radio Watch On Board the Vessel: Throughout the Vessel’s stay at theloading point, the Pilot or his assistant remains in constant radio contact onChannel 67 with the FPSO Loading Master (Marine Operations Manager),FPSO Control Room and the tanker’s cargo control room.

All instructions exchanged between the terminal and the tanker must betransmitted via the Pilot or Berthing Master.

The system and its back-up must be tested prior to each mooring andoffloading operation.BERTHING: Pre-Berthing: Prior to arriving at the terminal, the tanker’sMaster should prepare a loading plan in order to:

a) Identify cargo tanks change-over and cargo valves manoeuvring.b) Minimise the draft difference between the FPSO Terminal and the

crude oil tanker throughout offloading operations, consistent withcrude oil tanker trim/stability and stress restraints.

ANGOLA Girassol

26 Readers are encouraged to send updates/additions (see p. xi for details)

c) Any change in Estimated Time of Arrival (ETA) must be duly notified.d) Ballast must not be less than 30% of the S.d.w.t. Ballast may not be

discharged without the Pilot’s permission.e) Tankers coming to load at the terminal must give 4 hours prior notice

of their arrival by radio on VHF Channel 16.Berthing Information: The loading point will be communicated to thetanker’s Master in the next Telex (berthing prospect).Notice of Readiness (NOR): The NOR must be addressed to ElfExploration Angola. It can only be accepted from 0600 – 1500 hrs., theopening hours of the Terminals on Block 17.

Offloading vessels to send their ETA to the terminal, 4 hours prior to arrivalon VHF Channel 16.Manning Policy for Pilot and Loading Activities: The manning policyfollows requirements as laid down by STCW 95:

At the SPM buoy loading point, the terminal shall provide one Pilot andone Berthing Master in addition to the Assistance Vessel’s Masters.

At the FPSO tandem loading point, the terminal shall provide two Pilotsand one Berthing Master in addition to the Assistance Vessel’s Masters.

The minimum duty crew onboard the vessel shall be, as a minimum:During berthing: One officer, one Bosun and three able-bodied seamen.During connection: One crane operator and three to four able-bodied seamen.During transfer: Two watchmen.

The Berthing Master witnesses these operations and reports to the Pilotonboard the vessel.Personnel Boarding the Crude Oil Tanker: Authorities board thetanker, either with the Pilot and his assistant prior to the approach operationscommencing, or after the tanker has moored. The tanker’s Master is requiredto accommodate four persons during the stay at the terminal: The ship’sAgent, Cargo Surveyor, Pilot and Assistant Pilot.

Also see ‘‘Restrictions’’.MOORING: Characteristics of the SPM Mooring Hawsers: Theloading point mooring lines are provided by the terminal. The vessel shouldtherefore be ready to heave two mooring lines in the fairleads. Each mooringline chiefly consists of 1�16 in. grommet rope hawser, length 90.0 m. NWBS580 tons.

One chafe chain tanker side, held by a support buoy and its chain. Itcomprises:

one chafe chain ‘‘A’’ as per OCIMF, length approximately 9.0 m., dia.3 in. (76 mm.) PL 482 tons, MBL 611 tons.one chafe chain ‘‘C’’ as per OCIMF, length approximately 3.5 m. dia.2.125 in. (54 mm.) PL 162 tons, MBL 231 tons.

To facilitate heaving, each mooring line has a 10 in. circumferencepolypropylene pick-up and messenger ropes.

1st pick-up rope length 15 m. plus messenger rope length 100 m. withMBL 72 tons (orange).2nd pick-up rope length 15 m. plus messenger rope length 150 m. withMBL 72 tons (white).

The messenger ropes are passed to the vessel by the work boat. Thevessel must prepare a messenger line to bring the 10 in. circumferencepolypropylene messenger ropes aboard.

The mooring hawsers are connected to the buoy by the use of aquick-release system. This quick-release system consists of two hingedhooks, a manual release lever and an hydraulic release mechanism.

The release of the mooring hawser can be activated from the buoy, portableberthing aid equipment used by the Pilot or the FPSO cargo control room.Characteristics of the Tandem Loading Point: The FPSO is spreadmoored, anchored fast by 16 anchor lines, each composed of a suctionanchor, chain, cable and chain.

This loading point is designed for mooring the vessel bow to the FPSObow in tandem.

As the FPSO is spread moored, the vessel weathervaning rotation is limitedto �60� from FPSO axis, around the tandem mooring point.Characteristics of the FPSO Mooring Hawser: The mooring hawser isprovided by the terminal. The vessel should therefore be ready to heave onemooring line in the fairlead. The mooring line chiefly consists of:

One FPSO chafe chain with a cylindrical support buoy ‘CB 40 Marlow’ andits chain.

Characteristics of the chafe chain are diameter 83 mm., approximate length7.0 m.

One mooring hawser Marlow superline 21 in., 100% nylon, length 100 m.,MBL 570 tons.

One chafe chain tanker side held by a cylindrical support buoy ‘‘CB65 Marlow’’ and its chain.

Characteristics of the chafe chain are Chain ‘‘B’’ as per OCIMF,approximate length 10.0 m. dia. 3 in. (76 mm).

To facilitate heaving, the mooring line has a messenger rope, dia. 104 mm.No. 13 Marlow, Fybaline 8, length 250 m.

The messenger ropes are passed to the vessel by the work boat. Thevessel must prepare a messenger line to bring the messenger rope aboard.

The mooring hawser is connected to the FPSO by a quick-release system.This quick-release system consists of one hook, one manual release leverand one hydraulic release mechanism.

The following equipment is located on the main deck to operate the mooringhawser: 10 tons hawser handling winch with spooling device and fairlead,valve unit for emergency release of the hawser.The release of the mooring hawser can be operated from the FPSO controlroom, the FPSO tandem manifold or the portable berthing aid equipmentused by the pilot.Terminal Equipment: Under the Pilot’s instructions, a tool box for theconnection of the floating hoses is loaded from an assistance vessel andplaced on board the tanker close to the port manifold.

A telemetry system, consisting of two antennas, computer, etc., will beinstalled on the tanker’s bridge prior to berthing. The system, when installed,will assist the Pilot in berthing operations.Mooring Procedures: Mooring crew/work boat and assistance vessel shallremain under the Pilot’s instructions and remain at the Pilot’s disposalthroughout mooring, loading and unmooring operations. They are used byterminal mooring crew for hawser and floating hose connection and transferof personnel.

The assistance vessel can take up position to push the tanker or pull asternor bow of the tanker if required.

Emergency Towing Wires: Prior to Pilot boarding, the tanker shouldprepare on starboard side the emergency tow equipment for immediatedeployment and should remain set up thus and ready for immediate usethroughout the stay at the terminal.Emergency Unmooring of Tanker: The Pilot may decide to unmoor thetanker at any time he deems it necessary for safety reasons. The consequentdelay is recorded on the Time Sheet and shall not count as used laytime.HOSES: A floating hose links the buoy to the vessel manifold for loadingon the vessel’s port side. From the buoy to the manifold, it consists of:

one main string of 24 in. hoses electrically continuous, length 306.7 m.one floating reducer ‘‘Y’’ piece, length 1.8 m.2�16 in. end strings:

1st 16 in. string length 47.2 m.2nd 16 in. string length 59.4 m.total length of the buoy long sting is 367.9 m.total length of the buoy short sting is 355.7 m.

Each 16 in. dia. string consists of:3 or 4 tail hoses, dia. 16 in. electrically discontinuous.one breakaway coupling on each 16 in. string line, 150 lb. withdouble closure.one tanker rail hose dia. 16 in., electrically discontinuous on each16 in. string line.one butterfly valve dia. 16 in. 150 lb. on each 16 in. string line.2�16 in. spool pieces 150 lb.1�16 in. camlock coupling 150 lb. for connecting onto the manifold.each 16 in. string is ended by a pick-up chain and a marker buoy.

The floating hoses line is fitted with 5 flashing lights spaced every5 hoses.

Characteristics of the FPSO Tandem Loading Point: The tandemloading point consists of one tandem loading point manifold, one hose liftingmeans, one floating line and one mooring hawser connected to the hawserhandling winch.Characteristics of the FPSO Floating Hoses: A floating hose line linksthe FPSO tandem manifold to the vessel manifold for loading. It is the samefloating hose line as that used for the buoy.

One snubbing chain and one snubbing wire on the FPSO side.The loading hose is connected on the vessel’s port side.

Hose Connection: The port side tanker manifold must be prepared formanoeuvre and connection of 2�16 in. 150 lb. TRH hoses.

Hose connection/disconnection operations are undertaken by the tankercrew and supervised by the Pilot or the Assistant Pilot.CARGO OPERATIONS: The Terminal has two loading points, the mainloading point is an SPM buoy and backup loading point is tandem bow tobow mooring at the FPSO.Loading Plan: A loading plan shall be given to the Pilot prior to berthing.Any change in valve configuration on the vessel’s loading pipelines must benotified to the Pilot, prior to operation, to prevent any risk of over-pressurein the terminal’s cargo system.Final Stoppage Agreement: Prior to commencing loading, both theTerminal Loading Master and tanker’s Master must come to an agreementon the quantities to be loaded, as per the instructions received by each. Theorder of precedence of load stoppage orders is therefore as follows:

a) Stoppage by the terminal if a maximum quantity to load must not beexceeded (e.g. X bbls. max, X% less at buyer’s option).

b) Stoppage by the terminal within the limits set in the instructions, e.g.X bbls. 5% at buyer’s option if the terminal cannot accept, for reasonsin connection with operations and insufficient quantities produced, todeliver the quantity requested by the Master, or stoppage by thetanker’s Master if the quantity to be loaded, agreed on by both theterminal and tanker, is within the limits set in the instructions (e.g. Xbbls. 5% at buyers option).

Loading Operations: The tanker’s Master is responsible for all valveopenings and closures and for the safety of the cargo on board the tanker.Crude Oil Characteristics (Guidance Only):

Density at 15�C: 0.875API: 30.21 (Approximate)Observed Temperature: 30�CSalt Content: �60 mg./l.Oil Viscosity: 7 Cpo at 45�COil BSW: �0.5%

Loading Rates: Nominal flow rate 6,000 cu.m./hr. at both the SPM andFPSO.

The load flow rate is reduced around 2,000 cu.m./hr. during the startingand the ending periods of the pumping. 30 minutes prior to completion of theoffloading, the two parties agree to reduce the loading rate in order to carryout normal offloading stoppage.

The loading rate of the tanker is notified by the tanker’s Master on theinformation sheet on arrival.Emergency Stoppage of Loading: If the necessity for emergencystoppage arises, due to parting of mooring lines, pollution or serious accident,the tanker’s Master must, whenever possible, warn the Pilot prior to closingthe supply valves at the manifold and the terminal on VHF Channel 12.

After this action has been taken, the decision to resume loading operationsmust be made with the agreement of both the terminal and Tanker.Tank Verifications After Loading: Tank inspection after loading, ullage,temperature, oil/water interface level, trim, list measurements and all otherverifications must be undertaken in the presence of the Pilot, the cargoInspectors, and the authorities as per terminal directions.Formalities Prior to Departure of the Tanker: The Pilot will leave onthe tanker two sealed cans of samples, as representative of the cargo.

The Pilot will also forward all the commercial lifting documents, as per thedirections received by the terminal.Departure of the Tanker on Completion of Loading: The tanker willunmoor upon completion as soon as possible.BALLAST: Deballasting – Water Pollution: All ballasting operationshave to be carried out in compliance with MARPOL.

Storage facilities at the terminal are not equipped with ballast receptionand treatment facilities. Tankers must therefore have clean or segregatedballast on arrival.

Girassol ANGOLA

See guidelines on how to compile and submit information to us (page xi). 27

Any crude oil tanker arriving with dirty ballast may be required to leave theloading berth.POLLUTION: Any oil pollution caused by the tanker, her Master or crew,the tanker and the owners shall protect, defend, indemnify and hold harmlessElf Exploration Angola from and against any loss, damage, liability, suit, claimor expense arising there from except where said pollution is caused by thesole negligence of Elf Exploration Angola their contractors, subcontractors,Agents and servants. The Pilot may suspend operations or may unberth thetanker, if there is suspicion that the tanker is causing oil pollution.

Any time lost as a result of suspicion, delay or unberthing arising from theoil spill incident attributable to the tanker shall not count as used laytime.WASTE DISPOSAL: See ‘‘General’’.FIRE PRECAUTIONS: The safety and firefighting equipment and oil spillresponse equipment must be positioned close by the manifold.GENERAL: Objects Overboard: Any object which is dropped or fallsoverboard and which is a danger to the oil installation and navigation mustbe declared to Elf Exploration Angola and to Angolan authorities. The tanker’sowner shall immediately, at its own expense, signal and mark out any itemswhich it has allowed to fall overboard during the crude oil tanker stopoverinside the Block 17 area. The tanker’s owner shall also raise and removesuch items, within 60 days from Elf Exploration Angola’s notice, at its ownexpense, when requested by the Public Authority or by Elf Exploration Angola.

Disposal of garbage, victual, domestic and any operational wasteoverboard is strictly prohibited.SHIPMASTER’S REPORT: April 2002.Vessel: Tanker, 141,000 d.w.t.Berth: SBM.Cargo: Crude oil.Location: The facility consists of an FPSO and SBM located in the followingpositions:

SBM: Lat. 07� 37’ 59" S, Long. 11� 41’ 23" E.FPSO: Lat. 07� 38’ 59" S, Long. 11� 41’ 00" E.

General Description: The terminal is located in a depth of 1,360 m. andis operated by TotalFinaElf E&P Angola. It consists of the FPSO ‘‘Girassol’’spread moored, an SBM, and at present two Dynamic Positioning Drill Ships;an Remotely Operated Vessel (ROV) Support vessel, tugs, supply boats andwork boats.

At this stage, there is also an accommodation barge SW of the FPSO andmooring buoys south of the FPSO.

The FPSO is equipped with standard navigation lights and sound signals,signal Mo (U), but the flare renders most other lights insignificant.Observations: Communication with Terminal via Email and later by VHFwas excellent.

Communication with Pilot and Berthing Master could not have been better.Ship’s Agent stayed on board throughout and is well used to operations,

and communications were also excellent.Our vessel was the first to call at the terminal, and so was used as a guinea

pig for terminal pumping tests. Loading rate was as a consequence lowerthan would be expected.

Despite the prevailing winds, currents are extremely variable and vesselcan lie across the swell rendering gauging of cargo tanks difficult due torolling and or pitching.Documents: The following list was advised by the ship’s Agent:

8 Arms/Ammunition Lists8 Birds and Animals Lists3 Bonded Stores Lists3 Crew Effects Declarations8 Crew Lists (Including Passport Numbers)5 Last Port Clearance8 Livestock Lists2 Maritime Declarations of Health3 Narcotics Lists8 Passenger Lists8 Ports of Call Lists3 Ship’s Stores Lists8 Stowaways Lists3 Vaccination Lists.

Arrival: Vessel should contact the terminal 4 hours prior to arrival. Our vesselwas unable to do so on VHF Channel 16, at that time, but 6342 kHz. can beused instead. Call ‘‘Girassol Radio’’.Pilot Boarding: Position for Pilot boarding will be given by the terminal. Itwill normally be 3 nautical miles NW of the berth.

At present, the pilot ladder combination is to be rigged 1.0 ft. above thewater for the boarding of Pilot and Berthing Master from an orange workboat(this work boat is likely to be changed in the future).

The work boat is used for Terminal transport, but there is also a SurferClass Pilot boat in operation (Both are high speed craft).Terminal Personnel Boarding the Export Tanker: Pilot, BerthingMaster (French), ship’s Agent and Surveyor(s).Angolan Authorities Personnel Boarding the Export Tanker:4 Government Officials will board the vessel when convenient, usually onceberthed, but do not remain on board.

Customs Officials remain on the FPSO to issue the Cargo Manifest.Anchorages and Draft Limitation: Due to the depth of water, there is noanchorage or draft restrictions.Waiting Area: There is a Waiting Area centred on position Lat. 07� 40’ S,Long. 11� 37’ E with a radius of 2 nautical miles.Prohibited Area: Vessels are prohibited from proceeding east beyondLong. 11� 39’ E without a berthing Pilot on board.Drifting: Vessel arrived in ballast condition and drifted in direction 010�(T)at 0.3 knots – 0.7 knots overnight.Restrictions: Berthing can be carried out from 0600 – 1500 hrs. each day.Departure can be at any time, day or night.Weather Limitations (SBM):

Current: 2 knotsWind Strength: Berthing 25 knots, sea 1.8 m.

Cargo operations 35 knotsSwell Height: Berthing 1.8 m.

Cargo operations 3.4 m.

This might be optimistic, in view of the fact that the tug has an open aftdeck.Weather Limitations (Tandem Mooring – FPSO):

Wind Strength: Berthing/Cargo operations 20 knotsSwell Height: Berthing 1.8 – 2.5 m.

Current conditions are more critical as the FPSO is moored heading020�(T), and cannot weathervane, hence the export tanker’s envelope islimited.Max. Size: SBM: 315,000 d.w.t. double hull tanker fully loaded(Displacement 400,000 tonnes).FPSO: 250,000 d.w.t. displacement tanker.Approaches: The facility is radar conspicuous, first visible at 36 nauticalmiles, and also has a Racon Beacon (X and S band).

There is a conspicuous flare 95.0 m. high on the bow of the FPSO (northernend).

Vessels can approach from any direction. There are no navigationaldangers, but vessels must not enter the Prohibited Area without a BerthingPilot on board. See ‘‘Prohibited Area’’.

Approaching from the east is not advised, due to current work taking place.Radio: Communication is via Inmarsat and ship’s Agent. 72 hours prior toarrival, a questionnaire is to be returned to the terminal.The terminal is contacted via the Atlantic East satellite:

Tel: 322 689 862.Fax: 322 689 866.Telex: (042) 570835 (Via France).Email: EP-FE-AOB17-GIR@elf-p.frSSB Radio: 6342 kHz. 10115 kHz, 7823 kHz.

Pre-Arrival Notice: Vessel should give 72 hours, 48 hours and 24 hoursnotice prior to arrival.VHF: Continuous watch is maintained on Channel 16 and workingChannels 71/17 (Pilots) and 67 (Loading Operations Channel).

Loading is carried out using Channel 67 as the operations channel. Allcommunications with the Terminal are conducted by either the Pilot orBerthing Master.Loading Berths Moorings: There are two loading berths that have thefollowing mooring systems:SBM: 2�90 m. long grommets and chafe chain 76 mm. diameter.FPSO: Tandem mooring bow to bow. 1�100 m. hawser and chafe chain76 mm.

All moorings are equipped with a quick-release system at both berths.Vessel Moored to the SBM: Vessel approaches the SBM as standardand makes fast one tug aft and two tugs on the starboard main deck, usingtug’s lines.

On this occasion, our vessel laid at right angles to the swell.Berthing and Connection Procedure: Export tanker’s crew conduct allmooring and pipeline connection operations as directed. Pilot and BerthingMaster board vessel at 0600 hrs. on arrival. Vessel should have a messengerready to lift a wire strop from the work boat, which will be used on vessel’scargo block.

Vessel’s crew to rig a wire strop on the crane/derrick cargo hook andprovide a steady platform for the tug to offload the terminal’s equipment box.

The orange work boat is used for connecting moorings and hoses, and isa little small for the work entailed, a bigger work boat is to be supplied.

The vessel is moored in the normal fashion, and starboard tug is let goonce the vessel is secure.

Aft tug pays out the hawser and remains secured, so as to keep evenstrain on the SBM, and due to the sea conditions, requires a rather longtowing wire.

There is also the flare at this end of the FPSO, height 95 m.Unberthing: On completion of loading, the vessel will depart the SBM oncehoses are disconnected and telemetry equipment is returned to the box, andawait cargo papers from the Terminal.Notice of Readiness: Will only be accepted from 0600 – 1500 hrs.Telemetry and Communications Equipment: Three suitcases oftelemetry and communications equipment are transported to the vessel’sbridge. The Pilot will inspect the forward mooring arrangement to see that itis ready for the SBM and carry out all preliminary checks.

Telemetry and communications equipment is set up on the vessel’s Bridgewith the vessels dimensions fed into the system (Since it has 2 antennas, itis able to provide the vessel’s heading).

A remote readout of the vessel’s position, buoy conditions, etc., as wellas ESD and mooring quick release, are linked to the equipment. Theequipment remains on the vessel’s Bridge so ESD is not readily available.Hoses: Both berths are equipped with 2�16 in. diameter floating hoses,which are secured by camlock at the vessel’s manifold, for quick release (Abreak-off fitting is also part of the hose string).

The vessel’s crew connect up the floating hoses under the direction of theBerthing Master, that is usually carried out when the authorities are on board.Loading Rate: Max. 6,000 cu.m./hr.Girassol Crude Oil Characteristics:

API 31.0 (approximate).Temperature 93.6�F (34.2�C).RVP 5.7 PSI on MSD (although seems less).No sulphur.Pour point 0�C.

Marine Safety Data Sheet (MSD): Safety Data Sheet for the cargo wasavailable on request. It indicates that the cargo is almost free of sulphur andH2S.Cargo Documents: All the usual cargo documentation is issued by theterminal. This will take in the region of 3 hours.Medical: Emergency evacuation by helicopter is possible to Luanda.Fresh Water/Fuel: There are no facilities at the terminal for the receipt orsupply of either fresh water or bunkers.Repairs: Reference is made to limited facilities in Luanda in the PortInformation Book.Pipeline to SBM: Floating steel pipeline configuration at depths of from300 – 600 m. connect FPSO and SBM.

ANGOLA Girassol

28 Readers are encouraged to send updates/additions (see p. xi for details)

Pipeline to FPSO: Pipelines rise on the East side of the FPSO from adepth of 1,350 m.

All work was completed by Remote Operated Vessel (ROV), as depthsare too great for divers to work.Oil Wells: Wells are indicated outside the 7 nautical mile fishing ExclusionZone. The depths on these wellheads, which appear to be unconnected, wasnot ascertained by our vessel.Current and Prevailing Winds: Whilst wind direction is fairly constantfrom the SW through to SE, current direction can be quite variable, andheading on the buoy can be at right angles to swell causing vessel to roll orpitch if heading into the swell.Swell: SSW 1.5 – 2.5 m. period of 12 seconds. Sea and swell are strongerfrom May to October.Fishing and Navigation Prohibited: The prohibited area is centred onposition Lat. 07� 38’ 59" S, Long. 11� 41’ E with a radius of 7 nautical miles.

SHIPMASTER’S REPORT: December 2002.Vessel: Tanker, 298,000 d.w.t.Cargo: Crude oil.Notice of Readiness (NOR): Vessel shall address their NOR toTotalFinaElf Exploration and Production, Angola. It will only be acceptedduring Block 17 terminal’s open hours from 0600 – 1500 hrs.Tanker Arrival: Block 17 terminal requests the Master of the offloadingvessel to prepare a loading plan in order to:

Identify cargo tanks, change over and opening/closing of cargo valves.Minimise the draft difference between the FPSO and the offloading vessel

throughout offloading operations, consistent with the offloading vessel’strim/stability and stress restraints.

Any change in ETA must be duly notified.Ballast must not be less than 30% of the S.d.w.t. cargo capacity. Ballast

may not be discharged without the Pilot’s permission.Tankers proceeding to load at the Girassol Terminal must give 4 hours

prior notice of their arrival by radio on VHF Channel 16.Prior to Pilot boarding, the offloading vessel’s emergency towing arrangementshould be prepared on the starboard side with the emergency tow equipmentready for immediate deployment. It should remain in place and ready forimmediate use throughout the vessel’s call.Pilotage: Compulsory. The offloading vessel’s Masters are not authorisedto leave the waiting area and proceed to the loading point without theassistance of the Pilot. The Pilot is the TotalFinaElf Exploration andProduction Angola representative on board the offloading vessel and ispresent on board throughout the stay at the terminal.

The Pilot boards the vessel 3 n.m. NW of the SBM buoy during daylighthours.

The approach, mooring, deballasting, loading and preparation for departureoperations may be delayed or suspended if the Pilot considers safetyprecautions on the tanker are not as per terminal requirements.

The Pilot’s assistant is stationed on the forecastle of the offloading vesselduring the vessel’s approach and mooring operations to assist the Pilot byreporting position approach data and to advise the tanker’s personnel in thehandling of mooring equipment peculiar to the terminal.

The offloading vessel shall have the pilot ladder/accommdation laddercombination rigged (with a small lashing locating the two ladders alongsideeach other) 2 ft. above the water on the port side. The derrick boom/cranesmust also be rigged to receive the cargo handling equipment.Mooring Crew/Work Boat: Terminal mooring operations are conductedunder the Pilot’s instructions. Mooring crew and work boats and/or launchremain at the Pilot’s disposal throughout mooring, loading and unmooringoperations, including hawser and floating hose connection and personstransfer.Assistance Vessels: They are under the Pilot’s instructions. A tool box forthe connection of the floating hoses is loaded from the vessel and placed onboard the tanker close to the port manifold.

The vessel(s) will remain at the Pilot’s disposal throughout mooring, loadingand unmooring operations to assist in holding the tanker in position while atthe terminal.

A telemetry system is installed on bridge prior to berthing. The systemconsists of antennas that need installing and a computer.Personnel Boarding the Offloading Vessel: The following personnelwill board the offloading vessel, either with the Pilot and his assistant priorto commencing the approach to the terminal or after mooring operations arecompleted. The offloading vessel’s Master is required to provideaccommodation for a total of five persons during the stay at the terminal:

Ship’s AgentCargo SurveyorTwo PilotsAssistant Pilot.

VHF: A radio watch must be maintained on board the tanker. The Pilot orhis assistant will remain in constant radio contact on Channel 77 with theGirassol FPSO Loading Master, the FPSO Control Room and the tanker’scargo control room.

All instructions exchanged between the Girassol Terminal and the tankermust transit via the Pilot or his assistant. The system and its back-up mustbe tested prior to each mooring and offloading operations.Hose Connection: The port side tanker manifold must be prepared forconnection of 2�16 in. 150 lbs. cargo hoses.

Hose connection/disconnection operations are undertaken by theoffloading vessel’s crew and supervised by the Pilot or the Assistant Pilot.

The required safety and firefighting equipment and the spillage responseequipment must be positioned close by the manifold.Deballasting – Water Pollution: All deballasting operations have to becarried out in compliance with the international convention MARPOL. Thereare no reception or treatment facilities at the terminal. The offloading vesselmust therefore have clean or segregated ballast on arrival. Any crude oiltanker arriving with polluted ballast may be required to leave the loadingberth.

Loading Operations: The offloading vessel shall provide the Pilot with aloading plan prior to commencement of cargo operations. Any change invalve configuration on the loading system must be notified, prior to carryingout the operation, to the Pilot to prevent any risk of over-pressurising theGirassol Terminal installations.

The offloading vessel’s Master is responsible for all valve openings andclosures and for the safety of the cargo on board the vessel.

Loading Rates: FPSO loading rate at the SPM buoy or tandem mooringis 6,000 cu.m./hr.

The Master of the offloading vessel will notify the terminal of the vessel’sloading rate on the information sheet on arrival.

Emergency Load Stoppage: For an emergency stop, the offloadingvessel’s Master must, whenever possible prior to closing the supply valvesat the manifold, warn the Pilot and Terminal on VHF Channel 67.

Offloading operations may only recommence with the agreement of allparties involved in the operation.

Emergency Unmooring of the Offloading Vessel: The Pilot maydecide to unmoor the offloading vessel at any time he deems it necessaryfor safety reasons. The resultant delay is recorded on the time sheet andshall not count as lay-time.

Final Stoppage Agreement: Prior to commencing loading operations, thetwp parties (Block 17 Terminal Loading Master and offloading vessel’sMaster) must come to an agreement on the quantities to be loaded, as perthe instructions received by each party. The order of precedence of loadstoppage orders is therefore as follows:

Stoppage by the terminal if a maximum quantity to load is not to beexceeding (e.g. � bbls. Max. � % less at buyer’s option).

Stoppage by the terminal within the limits set in the instructions (e.g. � bbls.+/�5% at the buyer’s option) if the terminal cannot accept, for reasons inconnection with operations and insufficient quantities produced, to deliver thequantity requested by the offloading vessel’s Master.

Or stoppage by the offloading vessel’s Master if the quantity to be loaded,agreed on by the two parties, is within the limits set in the instructions (e.g.� bbls. +/�5% at buyer’s option).

Formalities Prior to Departure of Offloading Vessel: The Pilot willleave two sealed cans of samples on the offloading vessel and also provideall the commercial lifting documents, as per the directions received by theGirassol Terminal.

Departure on Completion of Loading Operations: The offloadingvessel will unmoor as soon as possible after completion of cargo operations.

Pollution: Any oil pollution caused by the offloading vessel, her Master orcrew and her Owners shall protect, defend, indemnify and hold harmlessTotalFinaElf Exploration and Production Angola from and against any loss,damage, liability, suit, claim or expense arising therefrom except where saidpollution is caused by the sole negligence of TotalFinaElf Exploration andProduction Angola, their Contractors, Subcontractors, Agents and Servants.The Pilot may suspend operations or may unberth the offloading vessel, ifthere is suspicion that the tanker is causing oil pollution. Any time lost as aresult of suspicion, delay or unberthing arising from the oil spill incidentattributable to the offloading vessel shall not count as used laytime.

Objects Overboard: Any object which is dropped or falls overboard andwhich is a danger for the oil installation and the navigation must be declaredto TotalFinaElf Exploration and Production Angola and to Angolan authorities.The offloading vessel’s owner shall immediately at its own expense signaland mark out any items which have been allowed to fall overboard duringthe offloading vessel’s stop-over within Block 17’s perimeter limits. Theoffloading vessel’s Owner shall also raise and remove such items, within60 days from TotalFinaElf Exploration and Production Angola’s notice, at itsown expense, when requested by the public authority or by TotalFinaElfExploration and Production Angola.

Garbage Disposal: Disposal of garbage, victual, domestic and anyoperational waste overboard is strictly prohibited.

Safety Measures: The offloading vessel’s Master must:Be capable without delay of mobilising sufficient crew numbers to be able

to safely manoeuvre the offloading vessel and engage in firefightingoperations.

Maintain the offloading vessel in fully operational condition, including theinert gas and firefighting system.

Organise continuous surveillance of the mooring and loading systems.Under special circumstances and under the Pilot’s instructions given on

the offloading vessel’s arrival, the vessel’s Master shall keep the engine roommanned, the main engine ready on short notice and the vessel ready tomanoeuvre at any time.

In other circumstances, the main engine is to be ready to manoeuvre at10 minutes notice.

Boarding and disembarking of the Pilot, authorities, cargo inspectors andany persons from TotalFinaElf Exploration and Production Angola are underthe entire responsibility of the offloading vessel’s Master.

OPERATOR: Head Office (France): Direction de la CommunicationTotalFinaElf, 2 Place de la Coupole, La Defense 6, 92078 Paris de laDefense Cedex, Paris, France. Tel: +33 (1) 4744 4546. FAX: +33 (1)4744 3232. Web: www.totalfinaelf.com Contact: Christine Melville,Corporate Communications Officer (Tel: +33 (1) 4744 4591. Fax: +33 (1)4744 4846. Email: christine.melville@totalfinaelf.com).

Head Office (Angola): TotalFinaElf Exploration and Production Angola,Luanda, Angola. Tel: 871-111-17-24 (Inmarsat).Telex: 424-570-835 EF-FE-AO B17-GIR.

Terminal: Tel: 870-322-689-862 (Inmarsat).FAX: 870-322-689-866 (Inmarsat). Telex: 042-570-835 EP-FE-AO B17-GIR.Email: EP-FE-AOB17-GIR@elf-p.fr Contact: Pascal Marie Ranger, OffshoreInstallation Manager.

Kiabo Marine Terminal ANGOLA

See guidelines on how to compile and submit information to us (page xi). 29

KIABO MARINE TERMINAL: 07� 20' S 12� 35' E(See Plan)

OVERVIEW: The FPSO ‘‘Ocean Producer’’ is a Floating Production,Storage and Offloading vessel. The FPSO is a converted 78,061 d.w.t. exporttanker, registered under the Liberian flag and has an overall length of 240.5 m.The loaded draft is 13.41 m. The total crude oil storage capacity is514,000 barrels. Water depth 76.19 m. with no significant change within theoperating area.

With a bow heading of 022.5�(T) from north, the FPSO has permanentmoorings port and starboard to buoys off the bow and stern quarters (See‘‘Plan’’ – Figures 1 and 2).

Four sub-sea production wellheads are 168 m. astern of the FPSO (See‘‘Plans’’ – Figures 1 and 2).

There is a laboratory onboard, capable of carrying out a limited number oftests on the crude oil stock.

FPSO ‘‘Ocean Producer’’ Radio Call Sign: ‘‘5 LBJ’’.Marisat ID No. 011 (871) 124-1412.

LOCATION: In territorial waters off the Coast of Angola, West Africa.FPSO Stern Co-ordinates: Lat. 07� 20' 30" S, Long. 12� 35' 24" E.

Angolan Shoreline: 17 n.m.CHARTS: BA Chart No. 604.DOCUMENTS: See ‘‘Berthing’’ and ‘‘Cargo Operations’’.MAX. SIZE: 150,000 d.w.t., depth 76.2 m.

Also see ‘‘Berthing’’.RESTRICTIONS: No draft restriction. Mooring and unmooring duringdaylight hours only (see ‘‘Berthing’’).Marine Terminal Closure: Notice of Readiness will not be accepted duringperiods when the marine terminal is closed. The marine terminal is closedwhen the weather is such that it is too rough for export tankers to moor orremain safely moored to the FPSO. Any decision regarding the opening andclosing of the marine terminal will be made solely at the discretion of thecompany. In such case, the marine terminal will provide the export tanker’sMaster with a written notice of the time during which the port was closed dueto adverse weather. Vessels required to leave the marine terminal area onaccount of weather should keep in contact with the marine terminal via VHFradio, in order that they will be readily available when weather moderates.The company reserves the right to decline to moor a specific export tanker,if in the company’s opinion existing conditions or facilities are consideredunsafe for mooring or loading, even though the mooring may be open toother export tankers. Various combinations of wind, sea and tidal conditions,as well as the size, length, ballasted trim, and handling qualities of a vesselcan affect the decision to berth a vessel at the marine terminal. All of thesefactors have to be evaluated before a final mooring decision is made. Shouldan export tanker be rejected for any of the aforesaid reasons, the marineterminal will supply the export tanker and the owners/charterers with writtenreasons for non-acceptance.APPROACHES:

1. Anchorage Area: The anchorage area for vessels awaiting theloading berth at the Kiabo Field Marine Terminal is at the Master’sdiscretion, but in any event shall not be within the Exclusion Zone.

2. Mooring Master Pick-Up Zone: The Mooring Master Pick-Up Zoneis an area between 2.5 – 3.0 n.m. NW of the FPSO location. Vesselsshould take a suitable heading to allow safe access for the MooringMaster. Following receipt of instructions from the Company or theMooring Master, an export tanker should proceed from the anchoragearea to the Mooring Master pick-up zone, where the vessel will beboarded by the Mooring Master.

3. Marine Terminal Safety Zone: Export tankers are prohibited fromnavigating within the safety zone at Kiabo Field Marine Terminal atany time unless the Mooring Master is on board. The safety zone iswithin 1.5 n.m. radius of the FPSO.

PILOTAGE: Compulsory within a 1.5 n.m. radius of the marine terminal.Use of Mooring Master by Export Tanker: Mooring Master will meetthe vessel before it proceeds to the Kiabo Field Marine Terminal. MooringMaster will advise the export tanker’s Master on approaches to the FPSO,mooring and unmooring, connecting and disconnecting hoses, and in all otheroperations within the marine terminal area. All manoeuvring of ships withinthe terminal area shall be done with the advice of Mooring Master, subjectto the understanding that in all cases and circumstances the Master of thevessel being manoeuvred shall remain solely responsible, on behalf of thisvessel’s owner for the safety and proper manoeuvring of the vessel. Neitherthe company, the Mooring Master, the FPSO nor tug shall be liable for anydamages or injury which may result from the advice or assistance given ormade by such Mooring Master while aboard or in the vicinity of such vessel.The export tanker’s Master or qualified deck officer must be on the bridgeat all times while the ship is manoeuvring.

Visiting export tankers may not commence final approach to the marineterminal until the Mooring Master from the FPSO is aboard, has completedall required safety checks and has authorised the export tanker’s Master toproceed with final approach to the mooring.Boarding Procedure from FPSO to Export Tanker: Prior tocommencing final approach and after completion of all preparatory radiosignals with the FPSO, the export tanker shall advise the FPSO of its speedand heading, as well as the location and status of the gangway for boardingby the Mooring Master. The export tanker’s Master shall ensure exporttanker’s crew availability and readiness to facilitate safe alongside boardingby the Mooring Master. export tankers are requested to have a pilot laddersafely and securely rigged, ready for immediate use, and long enough toreach the Mooring Master’s boat. A life-ring with a heaving line should beprovided near the pilot ladder for immediate use. If at night, adequate lightingmust be rigged overside for the Mooring Master’s ladder. Vessels will providea lee for Mooring Master, both when boarding and leaving. If a pilot ladderis not suitable for use, then it is the responsibility of the export tankers’ Masterto change it. Vessels with a freeboard greater than 9.0 m. are requested toprovide a combination pilot and accommodation ladder.Exchange of Arrival Documentation: When the Mooring Master issafely aboard the export tanker, all required and designated documentationshall be exchanged between the export tanker’s Master and the MooringMaster. When the exchange is completed, the Mooring Master shall so notifythe FPSO Master.

Validation of Safety Condition/Measures: Prior to authorising finalapproach to mooring, the Mooring Master shall satisfy himself that allrequirements relative to safety conditions and measures aboard the visitingexport tanker are in place and/or in a state of readiness according to theparameters of the OCIMF/ICS Ship to Ship Transfer Guide.Concurrence of Emergency Procedure (ESD/Fire/Others): Prior toauthorising loading and connection of transfer hose to the export tanker, theMooring Master shall determine from the export tanker’s Master that theexport tanker’s crew is in a state of readiness and is proficient in emergencysafety, fire and other related procedures to ensure maximum safety duringship-to-ship cargo transfer operations.ANCHORAGES: For export tankers requested to anchor, therecommended anchorage area is located east of location in 50.0 m. of water.Anchoring within the FPSO’s mooring legs is strictly prohibited. Prior to arrival,the Master of export tanker should contact the FPSO for informationconcerning anchorage positions. BA Chart No. 604 describes the area.Note: A Maritime Exclusion Zone has been established around the terminal.Vessels are not permitted to enter this area with the following co-ordinateswithout authorisation from the company:

Lat. 07� 19' 30" S, Long. 12� 35' 00" ELat. 07� 19' 30" S, Long. 12� 38' 00" ELat. 07� 21' 30" S, Long. 12� 35' 00" ELat. 07� 21' 30" S, Long. 12� 38' 00" E

If an export tanker is not scheduled to moor on arrival, or the terminal isclosed due to adverse weather conditions, etc., the export tanker’s Masterwill be advised by VHF radio and requested to anchor.PRATIQUE: The rules governing the quarantine of export tankers aresimilar to those found in other parts of the world.PRE-ARRIVAL INFORMATION: The export tanker shall send aninitial ETA message to Sonangol P&P upon departure from the previous port.The message should be updated 72 hours, 48 hours and 24 hours beforearrival at the FPSO location.

It is important that all in-coming export tankers advise Sonangol P&P atleast 72 hours before the estimated time of arrival, giving best estimate ofthe ship’s arrival time at the marine terminal via the operator.

Time to be used for ETA is the local time zone of GMT +1 hour throughoutthe year.

The first message should include the following information:a) name of export tanker and radio call signb) Marisat ID number for voice, fax and telex, if so fittedc) cargo requirementsd) maximum loading ratee) arrival draft, fore and aftf) last port of call

g) confirmation that vessel has clean Bill of Healthh) if there is any sickness onboard, all available information as to the

possible type of sicknessi) distance in feet from the bow to the loading manifold on the export

tankerj) total length overall (LOA)

k) whether the ship’s hose connections are different from a 16 in. flangel) name and full style of local Agent.

Subsequent ETA: Further ETA messages should be sent to Sonangol P&Pwhen the export tanker is 48 hours and 24 hours from the terminal, andadditional notification shall be given if the vessel’s ETA will vary from theoriginal notification by 6 hours or more. Notwithstanding the foregoing, in casethe sea passage from the vessel’s last port is less than 72 hours from theKiabo Field Marine Terminal, the first notice shall be given immediately afterleaving such port of call, and subsequent notices shall be given at regulartime intervals.

Should the ETA change by one hour or more following the 24 hours’ notice,the vessel shall promptly notify Sonangol P&P of the new ETA.Export Tanker Pre-Arrival Questionnaire: All export tankers will berequired to complete the Export Tanker Pre-Arrival Questionnaire prior toarrival at the terminal.

1. Vessel’s name and call sign:Previous name(s):

2. Flag:3. Year built and class:4. Owners/Managers (including address and telex number):5. Nationality of Master:

Officers:Crew:

6. Last port of call/date:7. Date of last dry dock/special survey:8. Summer deadweight and draft:9. Arrival draft and displacement:

10. Vessel dimensions (m.):LOA:Beam:Moulded depth:

11. Terminal factor (LOA � beam � m. depth):12. Distance between bow and manifold:13. Manifold size/crossovers onboard (the export tanker will be expected

to provide all crossovers, etc., for connection to the FPSO 16 in.floating hose assembly):

14. Hose boom (SWL):15. Length of anchor chains:16. Port:

Starboard:Are there cleats and/or bitts in manifold area for securing oversidehose?

17. Quantity and quality of slops onboard / LOT intended?18. Quantity of ballast on board / are tanks segregated:19. Vessel should not be less than 25% d.w.t. on arrival. Can vessel load

and deballast simultaneously with two valve segregation to maintain25% d.w.t. minimum?

20. If answer to (19) is NO, state deballast time required before loading:21. State maximum loading rate (single 16 in. hose):22. Is an inert gas system fitted?

Are tanks under inert gas?23. Is a crude oil washing system fitted?

ANGOLA Kiabo Marine Terminal

30 Readers are encouraged to send updates/additions (see p. xi for details)

24. Advise the number, size and locations of bow Panama leads (orequivalent):Note: Bow fairlead should be at least 23.6�17.7 in. (600� 450 mm.)

25. Is vessel fitted with Smit brackets or patent chain stoppers in bowarea? If so, state number, type and SWL:

26. How many sets of bitts are located in the bow area:27. What are the distances of these bitts from the bow fairleads:

Owner warrants vessel able to discharge ballast and load back cargosimultaneously (with two valve segregation) whilst maintaining a minimum25% d.w.t. Any relaxation due to non-compliance with this clause is forowner’s account.

In any case of the vessel’s deficiency in mooring design or hose handlingcapability, the terminal will reserve the right to accept the vessel and will not,in any case, be responsible for any delay or costs arising from suchdeficiency.

VHF: The FPSO maintains a continuous watch on VHF/FM Channel 16 andexport tankers’ Masters are recommended to use this channel when theyare within range of the Kiabo Field Marine Terminal. Particularly whenapproaching the marine terminal, attention to VHF/FM communications willminimise the risk of delays in mooring.

During mooring operations, the export tanker’s radio will be under solecontrol of the Master. Masters are reminded that if their vessel is requestedto anchor to await mooring, it is their responsibility to maintain a constantlistening watch on VHF Channel 16 to receive marine terminal instructions.Any delay due to failure to maintain a constant listening watch onChannel 16 will be for the export tanker’s account and will not be includedin a subsequent laytime calculation.

The communication equipment onboard the FPSO is capable of switchingto all VHF marine frequencies.

For subsequent intership communications between the export tanker andthe FPSO, portable VHF/UHF radio-telephone units will be utilised by theMooring Master. These sets will be intrinsically safe.The following guidelines must be observed.

1. Any telephone, portable VHF/UHF and radio-telephone systemsutilised shall comply with applicable safety requirements.

2. At a minimum, continual voice communication shall be maintainedbetween the FPSO and the export tanker, Mooring Master and theexport tanker’s Chief Officer.

3. The selected communication channels to be used shall be assignedprior to the final approach of the export tanker and shall be recordedon the appropriate forms, as per applicable regulations.

4. All communications shall be in the English language.

Pre-Arrival/Arrival Exchanges:1. Prior to initiating final approach to mooring, the export tanker shall

notify the FPSO of:a) course (heading)b) speedc) location.

2. The FPSO shall then advise the export tanker of the ETA of MooringMaster and his transportation type (utility boat, etc.).

3. The export tanker shall advise the FPSO of the following:a) tanker draft and trimb) available tank capacity for loadingc) disposition, composition and quantities of ballast plus time

required for discharge and maximum light freeboardd) quality of inert gase) any other information that may be deemed relevant.

Emergency Procedure:1. Prior to the commencement of any operational phase, a secondary,

stand-by procedure for the communication of emergency signals shallbe established, agreed upon and understood.Signals should include, as a minimum:a) radio communication inoperativeb) stand-byc) start loading or start dischargingd) slow downe) stop loading or stop dischargingf) emergency stopg) emergency disconnect

2. When primary radio communication fails, all mooring and/or cargotransfer operations should be suspended pending restoration of theservice.

3. Immediately when the need for emergency signalling procedurebecomes evident, action should be taken to determine and correctthe problem.

TUGS: Export tankers shall not undertake final approach to the designatedmooring without the assistance of a tug.

Any service and/or facility provided by the Company, including but notlimited to services of Mooring Master, tugs and their crews or mooring andhose equipment, are at the export tanker’s risk.

The furnishing of Mooring Master, tug, launch, workboat or other serviceor facility shall not be construed to be or give rise to a personal contract.

The Master of the export tanker will always be responsible for the safetyof his own vessel and has the right to make the final decision relating to thesafety of his own vessel.

On Arrival – Lines and Hoses: Preparation for mooring will be advisedby the marine terminal through VHF radio communication prior to the exporttanker’s arrival or by the Mooring Master before the mooring operationcommences. The export tanker will moor with her bow to the Marine TerminalFPSO. Prior to mooring, export tankers are required to have ready on thestarboard side, a derrick at least 10 tons SWL, rigged and ready forconnecting and disconnecting the cargo transfer hose.

Similarly, the export tanker shall be rigged and ready to heave up themooring hawser from the FPSO as well as the towing wire from the holdback tug.

1. While the tug is assisting the export tanker to the designated mooringlocation, a workboat shall deliver the FPSO bow hawser pick-up lineto the export tanker.

2. When the export tanker is secured, a workboat shall deliver the cargotransfer hose to the export tanker.

3. After all mooring services are completed, the tug shall maintainsufficient thrust astern, so as to keep the bow hawser between theexport tanker and the FPSO in constant tension. The workboat shallstand-by and be prepared to render any assistance required duringcargo transfer operations.

On Departure:1. When summoned, the workboat shall approach the export tanker to

assist in disconnection and retrieval of the cargo transfer hose.2. The workboat shall then assist in retrieval of the bow hawser.3. The tug shall then assist the export tanker in preliminary manoeuvring

in preparation for departure.Safety Precautions Aboard Export Tanker:

1. All cargo tanks on the export tanker are to be gas free, all cargo tanklids, ballast tank lids and ullage ports shall be closed before the tug(s)comes alongside the export tanker.

2. No tugs or any other vessels shall be permitted alongside until theMaster of the export tanker has determined that it is safe.

BERTHING: Operating Layout:FPSO length: 240.5 m.FPSO bow heading: 022.5�Permanent moorings and marker buoys: 6Mooring tie-in locations, quantities and headings: (see ‘‘Plan’’)Port bow (1) 322.5�(T) Starboard bow (2) 080�(T) and 085�(T)Port stern (1) 262.5�(T) Starboard stern (2) 140�(T) and 145�(T)Wellheads: 150.9 m. from FPSO, due astern on bearing 202.5�Export tanker berthed heading: 172�Export tanker minimum berthed distance: 60.9 m. (minimum).Export tanker stern mooring: Tug (company supplied)Export tanker bow mooring: Bow hawser (FPSO supplied).Offloading hose: 295.6 m. (BCM – 39.6 m.)

Hours of Operation: The Kiabo Field Marine Terminal will generallyoperate 24 hours a day, 7 days a week. Ships are loaded at any hour, weatherand other circumstances permitting, and at the full discretion of the company.Vessels are moored and unmoored during daylight hours only. In order toassure all mooring activities occur during daylight hours, an arrival time of1200 hrs. local time is recommended.Notices of Readiness: Mooring Master will act on behalf of the companyto acknowledge receipt of the vessel’s Notice of Readiness, which shouldbe tendered at time of arrival. Arrival time will be considered as the time theanchor is dropped at the anchorage area. Notice of Readiness will beaccepted as the time that the Mooring Master boards the vessel, or the exporttanker shall have dropped anchor within the recommended anchorage areaand has advised the marine terminal of the time of anchoring. Exception tothe above will be if the export tanker is in the anchorage area awaiting arrivalof the Mooring Master and has been requested by the marine terminal notto anchor. In this case, Notice of Readiness will be accepted from the timethe marine terminal requested the ship not to anchor.Documentation: The documentation herein specified relates primarily tothe needs of the FPSO, to provide a permanent record of data, activities,etc., relating to operations with export tankers. Copies of these reports shallbe provided to the Master of the export tanker for information, recommendedaction or record purposes.

It is considered that export tankers will have their own specific requirementsregarding documentation. This section does not address tanker records ordocumentation requirements.FPSO Transfer Operations Readiness Report: This report shall be completedprior to the departure of Mooring Master from the FPSO to meet the arrivingtanker.

Mooring Master shall deliver the report to the Master of the export tankeras final confirmation of the FPSO readiness to proceed with operations.

In the event that FPSO readiness may be delayed, for any reason, theMaster of the export tanker and the applicable agencies shall be advised asfar in advance as possible. Any resultant decision, such as rescheduling theexport tanker ETA, shall be based on the applicable situation.Transfer Operations Log (not reproduced): This report shall be a record ofFPSO activities during the visit of an export tanker.

The report shall commence when Mooring Master departs the FPSO tomeet the arriving export tanker and finish when the tanker completes finaldeparture manoeuvres.Emergency Shut-Down (ESD) Report (not reproduced): This report shall becompleted to record each emergency shut-down.Transfer Completion/Tanker Departure Report (not reproduced): This reportshall be completed following departure of the export tanker.FPSO Cargo/Ullage Report (not reproduced): Ullage shall be measured ineach tank, before and after transfer of the cargo.

A single FPSO tank shall be dedicated for receipt of process plant outputfor the duration of transfer operations, starting at least 2 hours before transfercommences and continuing until after the final ullage measurement followingtransfer operations.Departure Procedure for Export Tanker:

1. Documentation:After the disconnection of the cargo transfer hose and prior topreparing for departure of the export tanker, all necessarypre-departure documentation shall be completed.

2. Export Tanker Departure:i) Mooring Master shall witness the export tanker’s closure of the cargo

transfer hose end butterfly valve, disconnection of the cargo transferhose from the manifold, and fitting of the blind flange on the end ofthe cargo transfer hose.

ii) Workboat shall approach export tanker to accept free end of hosewhen lowered by export tanker.

iii) Workboat shall tow hose away from export tanker to thepre-assigned storage area.

Kiabo Marine Terminal ANGOLA

See guidelines on how to compile and submit information to us (page xi). 31

iv) Export tanker shall check and confirm that all manifolds are securelyblanked, that ship is clear of obstructions, that winches and windlassare powered and operational, that crew are standing-by and readyto cast-off.

v) Area shipping traffic to be checked and confirmed to be clear.vi) ‘‘Check List 4 – Before Unmooring’’ to be completed.

MOORING: A bow mooring hawser and hold back tug is provided forvisiting export tankers up to 150,000 d.w.t., partially loaded or in ballast to amaximum displacement of 80,000 tonnes.Forecastle: The export tanker bow mooring comprises an 18 in.circumference mooring hawser, 60.95 m. long with 9.14 m. of 3 in. diameterchafing chain attached to both ends. The hawser is equipped with 280.4 m.of pick-up line and pick-up hardware.Stern: An Anchor Handling Tug Supply (AHTS) vessel is provided to assistthe export tanker in mooring to the FPSO, and will attach its towing wire tothe stern of the export tanker to hold it off the FPSO during cargo transferoperations.Weather Conditions:

1. Prior to commencing mooring and/or cargo transfer operations, allavailable weather forecasts for the FPSO location should be obtained.

2. The operation should proceed and/or continue only if both Master andthe Mooring Master are satisfied that the prevailing and anticipatedconditions are within the limits considered safe for such an operation.

3. The Master of either vessel and/or Mooring Master may, at his solediscretion, order cessation of mooring or transfer operations. In suchevent, the Master of the other vessel shall immediately enact requiredprocedures to cease such operations.

HOSES: Sufficient crew must be available at all times to carry out, underthe supervision of a responsible licensed officer, the instructions given bythe Mooring Master. Raising, lowering, connecting and disconnecting of thecargo transfer hose, as well as other labours and duties on the export tankerconnected with the loading of cargo or maintaining mooring lines in a correctmanner, will be performed by the export tanker’s crew directed by aresponsible officer as required by the Mooring Master. Export tankers mustalso have an adequate supply of reducers, gaskets and wrenches to connectthe cargo transfer hose.Cargo Transfer Hose Connection Aboard Export Tanker: The cargotransfer hose is a 295.6 m. long assembly of 16 in. hose terminating at theexport tanker end with a 7.6 m. long barbell type hose. The final terminationcomponents comprise a butterfly valve, a short spool camlock, and a blindflange. When the hose is not in use, the butterfly valve shall be kept closed.At all times, when the hose is not connected, the blind flange shall be securelyfastened in place.Procedure:

1. The barbell end of the cargo transfer hose will be delivered to theexport tanker which shall hoist and correctly locate the hose readyfor connection to the export tanker manifold.

2. Ensure that the butterfly valve is closed.3. Remove blind flange and store in a safe place.4. Mooring Master will witness the connection of the cargo transfer hose

to the export tanker manifold and shall inspect the hose for kinks ordamage.

5. Before transfer commences, all required pre-transfer checks shall beperformed and completed.

6. Prior to cargo transfer commencing, open the cargo transfer hose endbutterfly valve.

7. The FPSO shall inform the export tanker of the rate capable of beingsupplied, and shall provide such rate as mutually agreed between theexport tanker’s Chief Officer and the FPSO Master. The receivingexport tanker shall set the maximum rate, regardless of the pumpingcapacity of the FPSO.

8. When satisfied that the cargo transfer hose is correctly attached andthe export tanker systems are ready for full rate transfer operations,the export tanker’s Chief Officer shall indicate readiness to proceedwith cargo transfer.

9. Transfer shall commence at an agreed low rate, in order to checkthat the loading system is correctly aligned, that no leakage occurs,and that all valves, venting system, and other apparatus are correctlyarranged to facilitate cargo transfer according to the applicableregulations.

FPSO Supplied Components and Spares:a) butterfly valve handle for cargo transfer hose (Mooring Master)b) VHF/UHF portable radio (Mooring Master)c) paperwork (Mooring Master)d) spare O-ring seal for camlock blind flange (Mooring Master)e) handle for camlock flange (Mooring Master)f) spare export hose sections (FPSO)

g) spare bow line hawser and associated parts (FPSO).CARGO OPERATIONS: Cargo Transfer Hose HandlingProvisions: Cargo transfer from the FPSO is through a 16 in. diameter hose.This hose is 295.6 m. long and is terminated at the export tanker end by abarbell type hose with a butterfly valve and shaft spool camlock. When notconnected to the export tanker, a blind flange is fitted to the open end of thecamlock (see ‘‘Plan’’).

1. a) When not connected to an export tanker, the cargo transfer hoseshall remain in the sea.

b) A marker buoy (unlit) shall be permanently attached to the pick-upchain at the export tanker end of the transfer hose by a syntheticrope.

c) When not connected to an export tanker, the transfer hose shall bestored near the FPSO’s No. 1 mooring leg with the hose markerbuoy attached to a mooring buoy anchored near the No. 1 legmarker buoy.

2. During handling operations prior to and following attachment toexport tanker, care must be exercised to prevent kinking or otherdamage to the transfer hose. A minimum radius of 3.05 m. for anybend in the hose is recommended.

3. The terminal will have a limited number of reducers available, butwill accept no liability or obligation to provide them.

Inert Gas System/Tank Venting: All export tankers must be fitted with aninert gas system and confirm that all tanks have an oxygen content of lessthan 8% by volume prior to loading.

All cargo tank lids shall be closed and secured during transfer operations.Sighting and ullage ports shall be kept closed unless specifically required tobe opened for operational purposes. If they are required to be open for ventingpurposes, the openings shall be protected by suitable, well fitting flamescreens which may be removed only when necessary for ullaging, sighting,sounding or sampling. Only one access port may be without screen at anyone time.

The cargo tank venting system shall be set as applicable for the transferoperation and the others shall be protected by suitable, well fitting flamescreens. High velocity vents shall be set in the operational position to ensurethe high exit velocity of vented gas.

Pressure/Vacuum (P/V) relief valves shall either be opened or by-passedduring transfer operations.

The export tanker shall maintain a positive inert gas pressure in all tanksat all times.Export tanker only: Prior to commencing transfer operations, the pressure ofinert gas is to be reduced in the tanks to be loaded. If, while loading, it isintended to simultaneously discharge ballast from other tanks, which willsubsequently be loaded, the tanks being deballasted shall be charged withinert gas being vented from the tanks being loaded.

The FPSO inert gas plant and inert gas system shall be fully operationalduring transfer operations.

Testing of inert gas shall be conducted on both vessels, prior to andfollowing transfer, to ensure:

a) satisfactory gas dispersion and compliance with all safetyrequirements

b) good quality (low oxygen content) tank atmospheres.In the event of a failure of the inert gas system, immediate action shall be

taken to prevent air from being drawn into the tanks. All tank operations shallbe stopped and the deck isolating valve closed.Fire/Pollution Control/Gas Detection Systems:

1. Each export tanker must have its firefighting system fully operationalprior to commencing any mooring and/or transfer operations.

Prior to commencing transfer operations, the following shall bechecked:

Fire main system shall be pressurised.Operability of the system shall be confirmed prior to commencing

transfer operations and noted accordingly in ship’s records.The pressure in the fire main shall be checked prior to and at regular

intervals during the transfer operation.Any defect, indicated or potential, shall be corrected before cargo

transfer operations commence.Any loss of pressure in the fire main shall be cause for an

Emergency Shut-Down (ESD).2. All export tankers shall comply with all applicable regulations and

requirements pertaining to the control of pollution of any type.3. All export tankers must be equipped with a fully operational inert gas

monitoring system, which shall be in a monitoring mode (for oxygencontent, pressure, etc.) prior to commencing any mooring and/ortransfer operations.

4. All export tankers shall conform with the International MaritimeOrganisation (IMO) regulations for the prevention of pollution by oil.

Loading Rate: The FPSO is capable of completing transfer of 500,000 bbls.within 36 hours, not including connection/disconnection time, providing theexport tanker’s facilities and operations permit.Cargo/Ballast Tank Contents/Ullage:

1. The maximum cargo oil storage capacity, both wet and dry, of theFPSO is approximately 514,000 bbls.

2. The export tanker will load cargo and discharge ballast as previouslyarranged between the export tanker’s Loading Master, Master andChief Officer. This plan will be placed in written form and signed beforeoperations commence.

Ballast Transfer:1. When the export tanker is loading, it may commence discharging

clean ballast concurrently with loading only if the ballast system iscompletely separated from the cargo system.

2. Export tankers having clean ballast in cleaned cargo tanks and linesare recommended to suspend loading when discharging ballast.

3. Export tankers may only discharge ballast that is clean.4. The FPSO is not equipped to receive dirty ballast.

Loading/Ballast Operations: It is strongly emphasised that theundertaking and completion of a successful cargo transfer operation dependsupon effective co-ordination and co-operation of all parties involved.

It is the responsibility of the export tanker’s Master to observe InternationalConvention Laws and Angolan Government Regulations and to ensure thatno crude oil, bunker C, diesel, bilges or dirty ballast is pumped or spilledoverboard from his vessel whilst in the area of the Kiabo Field MarineTerminal. Drip pans should be used, especially when disconnecting hoses,in order to prevent any spillage.Cargo/Ballast Transfer Plan: Prior to the commencement of a cargotransfer operation, the contents of each cargo and ballast tank shall bechecked and recorded. The sequence of all operations during transfer ofcargo to the export tanker shall be planned in detail with regard to personnelassignments, pumping/discharge rates, valve change over requirements,ballasting adjustments, and tank level measurements during operations, etc.

1. Inspection of Cargo Tanks: The export tanker’s cargo tanks are to beinspected by Sonangol P&P.

2. Scuppers to be Plugged: Before loading commences, all oversidescuppers shall be plugged and made oil-tight.

3. Completion of Loading: Normally completion of loading is by exporttanker’s stop and any request for the marine terminal to stop the flowof oil at the pre-determined tonnage must be in writing. The requestmust include the statement by the export tanker’s Master that thecompany will not be held responsible for any error, and in the case ofthe vessel being overloaded, the export tanker’s Master will beresponsible for any oil spills caused by this request. Please note thatunder normal operations, excess cargo cannot be pumped back to theFPSO, only in an emergency will this be allowed, and all cost and delayswill be to the account of the export tanker.

ANGOLA Kiabo Marine Terminal

32 Readers are encouraged to send updates/additions (see p. xi for details)

4. Communication During Loading: All communications relative to theloading of the export tanker shall be routed through the terminalrepresentative who will remain in contact with the marine terminalcontinuously via portable VHF radio communication. In case oftemporary breakdown of the portable VHF circuits, contact may becontinued on VHF Channels 16, 13, 10 and 9.

5. Failure of Communication: In the event of total communications failurewith the marine terminal, the export tanker should sound the emergencysignal. Continuous blasts of the vessel’s whistle will be sounded to notifythe marine terminal of the radio communication failure. Upon hearingthis signal from a loading export tanker, the FPSO will immediatelycease loading to the export tanker until radio communications have beenre-established.

6. Leaking Oil from Export Tankers: If it is discovered that oil is leakingfrom an export tanker whether at anchor, deballasting or during loading,and so as to constitute a safety or pollution hazard, which is at the solediscretion of the FPSO’s Master, the export tanker will cease operationsand may be requested to leave the marine terminal limits. Completionof loading will only be undertaken when satisfactory evidence of repair,duly certified by the surveyors of ABS, Lloyds or DNV or anotherrecognised classification society, is submitted.

7. Valve Closure During Loading: No export tanker valves, which stop orreduce the flow rate of oil from the pumps of the FPSO, are to beoperated without prior authorisation of the Kiabo Field Marine Terminal.It is extremely dangerous to close ship’s valves against the incomingstream, such a procedure creates excessive pressure, which maydamage hoses, piping or other marine terminal facilities. Vessels willbe held responsible for damage resulting from failure to observe thisprecaution. The practice of throttling back on the export tanker’s cargomanifold valves is to be avoided. If a lower loading rate is required, theterminal is to be advised and the pumping rate will be reduced to thenew agreed rate. A reduction in loading rate before topping-off a finaltank or tanks may be arranged through the Mooring Master by the exporttanker’s officer-in-charge. On advice from the export tanker, a minimumof 3 minutes is required to stop the flow of crude oil from the FPSO.

8. Crude Oil Overflow During Loading: Export tanker’s Masters are warnedthat if at any time an overflow of crude oil occurs, cargo transferoperations will be suspended immediately. Loading will only be resumedwhen the oil is cleaned up and removed from the decks of the vesseland/or from the surface of the sea, any damage is repaired, and nofurther danger exists. All spillage of oil must be reported immediatelyto the FPSO Master. Subsequently, a detailed report, giving all relevantinformation, must be submitted in writing by the Master of the exporttanker concerned to the FPSO Master. A joint survey of the export tankerby its Master and a Kiabo Field Marine Terminal Representative will berequired.

9. Cargo Transfer Plan:i) A plan of operation shall be developed prior to each cargo transfer.ii) The plan of operation shall include, but not be limited to, the following

details:a) date and time of arrival of visiting export tankerb) weather and sea conditions anticipated at time of arrival and

until export tanker departurec) identity, size and Master of export tankerd) Mooring Master assignede) cargo officer assignedf) crew/team assignmentsg) cargo tanks contents start/finishh) ballast tanks contents start/finishi) mooring/cargo transfer hose connection timingj) date/time for completion of pre-cargo transfer safety checksk) date/time for commencing cargo transfer operationsl) detailed operational procedures

m) date/time for expected completion of cargo transfer operationsn) cargo transfer hose retrieval procedures – date/timeo) date/time of export tanker departurep) radio assignments – portable radios.

iii) All relevant information from the plan shall be transmitted to theexport tanker prior to its final approach to the marine terminal.

10. Cargo Transfer Team Familiarisation:i) FPSO Master shall ensure that the Mooring Master, cargo officer

and designated team leaders are familiarised with and understandthe requirements and details of the cargo transfer plan.

ii) Mooring Master, cargo officers and team leaders shall ensure thatpersonnel, assigned to them for the cargo transfer operation, fromarrival to departure of export tanker, are familiar and understand thecargo transfer plan.

iii) FPSO Master shall ensure that all personnel involved in cargotransfer operations have received satisfactory training in all functionsfor which they are, or may be, responsible.

iv) FPSO Master shall ensure that all personnel are fully familiarisedwith emergency shut-down procedures, along with theircorresponding assignments and responsibilities. Furthermore, heshall specifically impress the need for immediate action in raisingthe alarm in the event of an emergency situation, such as a fire onboard.

v) No cargo transfer related operation may proceed until the Masterof the FPSO is satisfied that the requirements of all contained in‘‘Cargo/Ballast Transfer Plan’’ and ‘‘Dirty Ballast’’ sections havebeen met.

11. Equipment Deployment and Test:i) All equipment required for interconnection to the visiting export

tanker and for normal cargo transfer operations shall be checkedfor operability, availability and location prior to the arrival of theexport tanker.

ii) All FPSO equipment requiring operability, hydrostatic pressure andother tests shall be tested as specified in the Cargo HandlingManual. Specific examination, and if necessary, adjustment, repairor replacement of valve and pump glands, etc., shall be undertakenbefore commencing cargo transfer operations. All equipment staticgrounds shall be checked before commencing interconnection ofthe cargo transfer hose to the export tanker.

iii) Inert gas system shall be checked and in operation prior to andduring all cargo transfer operations.

iv) All firefighting equipment shall be checked and fully operationalbefore commencing any cargo transfer operations.

Dirty Ballast: FPSO ‘‘Ocean Producer’’ has no facilities for receiving dirtyballast. Export tankers are recommended to arrival with clean ballast.Discharging Ballast at Night: In addition to the lights usually displayed, exporttankers discharging ballast or loading cargo during darkness, will illuminatethe area around the ship, to the satisfaction of Mooring Master, in order thatany oil on the surface of the sea may be readily detected, and appropriateaction taken. Export tankers unable to illuminate the sea satisfactorily, maynot discharge ballast during darkness. Export tankers should provide suitableflood lights for working on deck during night operations. Export tankersequipped with separate tank system (SBT) will be allowed to discharge.Ballast Required for Mooring: An export tanker must have sufficient ballastfor safe manoeuvring. However, by a careful watch of the weather information,mooring, instructions and frequent exchange of information between theexport tanker and the marine terminal, and by a knowledge of the behaviourof his own vessel, export tanker’s Master may desire to come to the marineterminal with minimum safe ballast.Load-on-Top or Discharge of Slops: Most responsible ship owners haveadopted a system of tank cleaning using circulator methods of transfer oftank washings. The result is that no oil is discharged into the sea and theoil separated is collected to avoid pollution. With the written permission ofthe export tanker’s owners/charterers, the marine terminal will load on top ofsuch slops.Penalties for Pollution of the Sea: The categories of pollution include crudeoil, bunkers, bilges and dirty ballast or any other matter that may result inpollution of the sea. Any fines imposed for such pollution will be for the exporttanker’s account.

Concurrence on Loading Plan – Export Tanker/FPSO: Prior tocommencing cargo transfer operations, the Master of the export tanker, theFPSO and/or the Mooring Master will confer and agree on a cargo transferplan.

1. The Master of the FPSO shall inform the Master of the export tankeras follows:a) cargo specificationsb) quantity of cargo to be loadedc) tank venting requirementsd) maximum loading ratese) maximum pressure available at the STS connectionf) stand-by time for normal pump stoppingg) communication system for cargo transfer control, including the signal

for emergency stop.2. The Master of the export tanker shall inform the Master of the FPSO

as follows:a) where the vessel has part cargoes on board, grade, volume and

tank distributionb) maximum allowable loading rate and topping-off ratesc) maximum allowable pressure at the cargo transfer hose connection

during cargo transferd) cargo quantities acceptablee) quantity, quality and disposition of ballast together with time required

for discharge and maximum light freeboardf) quantity, quality and disposition of slopsg) quality of inert gas.

Emergency Shut-Down of Loading Operation (ESD): Emergencyshut-down of transfer operations may be ordered by the Masters or cargoloading officers on deck of the FPSO and/or the export tanker, or, emergencyshut-down procedures shall be initiated immediately, without orders, shouldany emergency alarm be sounded.

Agreement on Delivery Rate/Rate of Exchange:1. Prior to commencing cargo transfer operations and following the

exchange of information as required in Section (1) (d) and (2) (b) above(Concurrence on Loading Plan – Export Tanker/FPSO), agreementbetween the Masters of the visiting export tanker and the FPSO shallbe established regarding:a) cargo transfer initiation rateb) cargo transfer normal ratec) cargo transfer topping-off rated) stand-by time for normal pump stoppinge) time required for rate changes, zero flow to maximum agreed rate

(MAR), and from MAR to zeroMasters are reminded that, for safety reasons, it is advisable to havethe export tanker loaded as quickly as possible.

2. Such agreement shall be confirmed in writing.

Manning Assignments/Stations Manned:1. Cargo Officer: The Cargo Officer shall be an officer appointed by and

responsible to the Master of the FPSO. The cargo officer shall beempowered to make and implement all decisions relating to the cargohandling and cargo transfer operations, having the necessaryknowledge and experience for that purpose.

2. Pump Man: One or more crewmen as assigned by the Master of theFPSO to man the pumps and, when required, to operate the manifoldvalves. Pump men shall have the necessary knowledge andexperience required for operation of pumps and valves to ensuremaximum control capability, smooth operation and a minimum ofpressure surge effect.

3. Deck Men: Ship’s crew members assigned as required by the Masterof the FPSO or the cargo officer. Care should be taken, when makingassignments for normal cargo transfer operations, that there is noconflict relative to any crew member’s assignment under anyemergency planning.

Kiabo Marine Terminal ANGOLA

See guidelines on how to compile and submit information to us (page xi). 33

4. Lead Man: Each group operating in the jurisdiction of the cargo officershall have a lead man designated. Each such lead man shall beprovided with a portable, two way radio for the purpose of relayingthe cargo officer’s commands and instructions to the respectivegroups. Each such lead man shall be competent in the use of a twoway radio, shall be knowledgeable and experienced in the area ofoperations to which they are assigned, and shall be conversant withthe established communications language to be utilised.

5. Others: As deemed appropriate for the safety and completeness ofany cargo transfer operations, the Master of the FPSO and/or thecargo officer shall assign other personnel as is considered necessary.

Concurrence on Readiness to Proceed – Export Tanker/FPSO:Prior to commencing with any cargo transfer operation, the following

requirements must be completed and reported to the Master of the FPSO.Cargo transfer operations may only commence after the report has beenunderstood, acknowledged and the Masters of both the FPSO and the visitingexport tanker concur on the readiness to proceed.

1. Export Tanker Personnel in Place:i) Prior to commencing cargo transfer operations, the export tanker

crew shall be at their stations as normally assigned for cargo loadingoperations.

ii) All personnel assigned for radio duty, station and portable, shallhave checked the serviceability/operation of their radio equipment,and shall have reported by radio as being in position and ready forthe duty as assigned.

iii) All call signs assigned to export tanker crew and FPSO crewsections shall be advised to and recorded by the Masters of theFPSO, the export tanker, the tug, the workboat and the MooringMaster.

2. Tanks Vented: Export tanker and FPSO Masters shall confirm that thetanks are vented and that the agreed venting systems are operationaland are being used.

3. Test Flows for Leakage/Correct Valve Positions:i) Prior to commencing cargo transfer operations, the export tanker’s

Master shall confirm that:a) all sea and overboard discharge valves are tightly closed and

sealedb) all unused connections on the manifold are closed and blankedc) that the scuppers are effectively plugged and drip trays are in

position under the manifold.ii) During initial low flow cargo transfer, the export tanker’s Master shall

check and confirm that no leakage is apparent, and that all valvesare correctly set for full cargo transfer rate operations.

Execution of Plan:1. All personnel shall be at their designated stations when required.2. All stations shall report status of equipment and personnel readiness.3. Mooring Master and cargo officer shall concur on readiness to

commence cargo transfer operations.4. Cargo officer shall order commencement of cargo transfer operations.5. Cargo officer shall supervise operation, ordering valve change-over

when necessary to ensure correct withdrawal sequence from FPSOtanks according to the cargo transfer plan.

6. When cargo transfer operations are 90%, 95%, 98% and 99%complete, cargo officer shall advise the Mooring Master accordingly.

7. When cargo transfer has been completed, the cargo officer shall sonotify the Masters of the FPSO, the export tanker, the tug and theMooring Master. He shall then order the securing of all pumps andvalves, informing the FPSO Master and Mooring Master when thishas been completed.

Securing from Operations:1. Mooring Master shall then order the closing of the butterfly valve at

the export tanker end of the cargo transfer hose, the closing of theexport tanker manifold valves and the disconnection of the cargotransfer hose. He will supervise the fitting of the blind flange to thecargo transfer hose prior to lowering the hose-off of the export tanker,the exchange of documentation and other requirements necessary tocomplete the operation.

2. Prior to departure of the export tanker, the Master of the FPSO andthe Master of the export tanker shall reach agreement on the quantityof cargo that has been transferred, that all required documentationhas been completed, and that all operations have been secured.

3. The Master of the FPSO shall, when satisfied that departure of theexport tanker may proceed, provide clearance to the Master of theexport tanker to initiate departure operations. He shall also advise theMooring Master and the Tug Master who both shall acknowledgereadiness to proceed with departure operations and responsibilities.

Close-Out Documentation: Cargo Documentation: Crude oil loadingdocuments, such as the Bill of Lading, Quality Certificate, Quantity Certificate,Dry Certificate, Ullage Report, Time Loading Report, Certificate of Origin,Cargo Manifest and Master’s Receipt for Shipping Documents and Samples,are prepared at the Kiabo Field Marine Terminal.

Signing of these documents by the Master will take place at the same timeas the final departure clearance formalities are being carried out.Protest: Notes of Protest, if any, should be handed to the Mooring Masterfor onward delivery to the company.

Masters are requested to pay particular attention to the fact that the MooringMaster will only acknowledge receipt of any Note of Protest, and is notauthorised to accept such letters.REPAIRS: Repairs or other work, which may prevent the rapid departureof the export tanker, should not be undertaken while the export tanker ismoored to the FPSO.GANGWAY/DECK WATCHMEN: A watchman should be stationedaboard the export tanker to monitor the condition of the export tanker’smooring, to report any condition which may indicate imminent failure of themooring, and also to report any leakage of oil.REGULATIONS:FPSO Acceptance Criteria for Export Tanker: Export tankers shallcomply with the following specifications and shall conform to the standardsrecommended by the International Safety Guide for Oil Tankers andTerminals (ISGOTT 1978 Current Edition) and the Oil Companies

International Marine Forum (OCIMF) Standards for Ship to Ship Transfer,Tanker Manifolds and Ancillary Equipment (Petroleum 1982) as updated fromtime to time.Requirements Imposed from Without: The operation of the FPSO issubject to various regulatory requirements as may be applied byinternationally recognised bodies, such as ISGOTT and OCIMF, and by thegovernments of countries such as Angola and Liberia in whose jurisdictionthe FPSO is regulated.

The Master of the FPSO has the responsibility to ensure that all appliedregulations are enforced and complied with. The Master of the export tankerhas the responsibility to ensure enforcement and compliance of suchregulations as they apply to his vessel.Displacement/Cargo Capacity: FPSO capacity is 514,000 bbls. Exporttankers should have a minimum arrival displacement not less than 25%Summer deadweight. Prior notice must be given of any export tanker notable to comply, and an agreement must be reached with the Master of theFPSO.WEATHER/TIDES: Operating Environment:

a) Weather conditions (20 years):Wind speed: 29 – 41 knotsWind direction: 0 – 360�Significant wave height: 4.6 m.Significant wave period: 13.7 – 17.3 secondsSwell height: 3.96 m.Swell period: 17.3 secondsSwell direction: 180 – 225�

b) Current speed: 0 – 1.8 knotsCurrent direction: Primarily from 135�, can sometimes reverse

c) Sea water surface temperature: 23.8 – 29.4�Cd) Mean air temperature: 22.2 – 26.6�C

GENERAL: Government Officials: Government officials, such as theCustoms Officer, Quarantine Officer, Immigration Officer, Captain of the Portand the police, may be expected to visit the vessel. Should Customs guardsbe stationed onboard the export tanker while at the terminal, it is expectedthat the export tanker will provide food for these guards and othergovernmental officials. Export tankers calling at the terminal must provide anaccommodation ladder for subject officials if required.Roles/Responsibilities:

1) Mooring Master shall assist with export tanker operations until theexport tanker disengages from the mooring preparatory to leaving themarine terminal site.

2) The export tanker’s Master is responsible for the frequent monitoringand careful tending of the export tanker moorings to ensure thatmovement of the export tanker is minimised.

3) While moored, the export tanker equipment and machinery essentialfor manoeuvring shall be maintained, ready to permit the shipmovement from the mooring at short notice.

4) In the absence of a third party cargo surveyor, the Mooring Mastershall witness the ullage of all tanks onboard the export tanker priorto and following completion of the cargo transfer operations.

Each measurement record shall be delivered to and retained bythe Master of the FPSO.

AGENCY: The company does not perform any vessel agency functions.Export tankers calling at the Kiabo Field Marine Terminal must arrange fortheir own Agents.AUTHORITY: Regional Office: Oceaneering InternationalServices Ltd, Rua Garcia de Resende, 107 Alvalade, Luanda, Republic deAngola. Tel: +244 (2) 320312, 324755. FAX: +244 (2) 325238.Marisat: Tel: 00871 382 420631. Fax: 00871 382 420632. Contact: MikeSherry, General Manager.Terminal Office: Sonangol P&P, Rua Garcia de Resende 66C, Alvalade,Caxia Postal 2444, Luanda, Republic de Angola. Tel: +244 (2) 332581,323041. FAX: +244 (2) 321208.

KIAME: 07� 20' S 12� 23' E

Port Status: Terminal closed and facilities removed.

KIZOMBA B MARINE TERMINAL: 06� 21' S 11� 09' E

OVERVIEW: Terminal consists of a Kizomba B floating production, storageand offloading vessel (FPSO), a surface well head platform (TLP) and acatenary anchor leg mooring (CALM) buoy. The TLP and FPSO are brightlylit and the CALM Buoy is marked by a light Fl.W. Morse (U), every 15 secs.LOCATION: Within the jurisdiction of the port of Soyo, Angola. Centeredon the FPSO in position Lat. 6� 21.20' S, Long. 11� 09.11' E. The CALM Buoyis located approximately 1.3 n.m. NW of the FPSO in position Lat. 6� 20.01' S,Long. 11� 08.70' E.DOCUMENTS: See ‘‘Shipmaster’s Report’’ dated June 2006.ISPS COMPLIANCE: Terminal is compliant.PFSO: The Mooring Master will not exchange a Declaration of Security withthe vessel’s Security Officer unless the vessel and terminal are at differentsecurity levels or there has been a security incident.

Please notify the terminal of the Security Level on your vessel.RESTRICTIONS: Restricted Area: Restricted Area centered on theKizomba B FPSO, includes all of the waters within a radius of 4 n.m. Vesselsmust receive clearance from ‘‘Kizomba FPSO – Bravo Control’’ on VHFChannel 16 prior to entering the Kizomba B restricted area. The Kizomba Brestricted area overlaps the Kizomba A restricted area to the west. Whilewithin the restricted area, tankers must stay at least 1.0 n.m. from allstructures and vessels that are moored or that have equipment on the seabottom except when the Mooring Master is conning the tanker.

Outside of the Kizomba restricted areas, follow the instructions on thecharts and in the Notices to Mariners.

ANGOLA Kizomba B Marine Terminal

34 Readers are encouraged to send updates/additions (see p. xi for details)

Obstructions: The drilling platform ‘‘Pride South Pacific’’ (PSP) is currentlyworking in the vicinity of the Kizomba Terminals. Consult the latest Noticesto Mariners for the most up-to-date locations of this platform. Tankers shallpass no closer than 2 n.m. of the platform.PILOTAGE: The Mooring Master, Assistant Mooring Master, and CargoSurveyor will board the tanker in position Lat. 6� 17' S, Long. 11� 08' E,approximately 4.5 n.m. NNW of the FPSO, from the service vessel ‘‘DebbieTide’’. Tanker shall minimise rolling by heading into the sea and swell witha speed of approximately 2 knots for boarding. The ship’s Agent andgovernment officials will board at midday after the vessel is all fast to theCALM buoy.

If offtake tanker’s owner(s) do not allow the use of a ‘‘Billy Pugh’’ PersonnelBasket provided by the terminal, the tanker shall rig a combinationaccommodation/pilot ladder on the port side approximately 1.5 m. above thewater in accordance with SOLAS Chapter V, Regulation 17, Pilot TransferArrangement.Shore Personnel: The Mooring Master and the Assistant Mooring Masterwill remain on board throughout, together with one cargo surveyor and theship’s Agent. Accommodation required with accommodation for the MooringMaster and Assistant Mooring Master to be equivalent to officer standards.

Normally four port officials will board to clear the vessel. Once the vesselis cleared, they will return to the terminal via the service vessel or theterminal’s workboat.

The Mooring Master will provide a listing of all personnel who will boardthe vessel at the terminal including names, company, and ID in the form ofa List of Boarding Personnel letter.ANCHORAGES: There is no waiting anchorage for the terminal. Thereis a tanker waiting area.

Also see ‘‘Cargo Operations – Notice of Readiness’’.PRE-ARRIVAL INFORMATION: The tanker shall forward to the ship’sAgent the following information at least 72 hours prior to entering Angolanwaters. This information shall be delivered at the Harbour’s Master of thefirst port of call in the Republic of Angola, with a minimum anticipation of72 hours. Failure to do so, may result in the tanker being denied entry intoAngolan waters.

a) port(s) of destination, in Angolab) name of Shipc) flagd) port of registrye) type of shipf) place for inspection (authorities)

g) g.r.t.h) year builti) call signj) IMO number

k) classification societyl) ship’s Agent

m) ownern) management companyo) ETA (day and hour)p) ETD (day and hour)q) name and rank of the Ship Security Officerr) name and contact of the Company Security Officers) ship’s security levelt) last 10 ports of call (name of the port and port facility called)

VHF Contact: Contact ‘‘Kizomba Bravo FPSO Control’’ on VHFChannel 16 as soon within range, at least two hours prior to arrival, and uponarriving at the tanker waiting area. The marine control room operator will passalong any updated berthing plans at that time. Do not enter the restrictedareas around the Kizomba A or Kizomba B Terminals without first receivingclearance from the cognizant FPSO control room or the Mooring Master.VHF: See ‘‘Pre-Arrival Information’’.TUGS: Service vessel ‘‘Debbie Tide’’ and tug ‘‘Kakulo’’.BERTHING: The vessel should be ready in all respects to begin portoperations when the Mooring Masters board.MOORING: On arrival the tanker shall have her anchors fully home andsecured. On the forecastle, have two empty mooring winches, each with thecapacity to accept 36 mm. � 120 m. Dextron pick-up lines, each fitted witha messenger line to heave in the hawser pick-up lines and mooring hawserchafe chains.

Messengers and tools to assist in handling the hawser chafe chains shouldbe laid out at the bow mooring station.

A heaving line and chain stopper of sufficient size to stop off a 72 mm.wire pennant shall be made ready aft to tie up the tug. The material for thestopper should be at least 12 mm. and preferably 16 mm. steel chain with asuitable shackle.

Approximately 2 n.m. from the CALM buoy, the vessel’s crew, supervisedby a ship’s officer and directed by the Assistant Mooring Master, will makefast the assisting tug. They will take aboard a single wire line either dia.52 mm. or 72 mm. depending upon which tug is used through a stern fairlead.HOSES: Crane/Derrick: Ship’s port crane to be rigged ready to lift thehose toolbox (weight approximately 2.5 tons) and boarding personnel fromthe tug. If crane has a chain between the block and the hook, remove chainprior to arriving at the terminal if possible. The hose handling toolbox will belifted onboard first followed by personal luggage.Hose Connection: Upon completion of mooring, the vessel’s crew,supervised by a ship’s officer and directed by the Assistant Mooring Master,will connect 2�16 in. hoses to the vessel’s port side manifolds.CARGO OPERATIONS: Notice of Readiness (NOR): NOR istended when a tanker arrives at the tanker waiting area located in positionLat. 6' 12.0' S, Long. 11� 12.0' E.Tank Inspection: The Mooring Master will conduct a walk-aroundinspection of the deck prior to coming to the bridge. The Assistant MooringMaster will remain on deck with the Chief Officer to witness oxygen contenttests in at least three tanks and an H2S test in at least one tank.Loading Rate: Terminal loading rate with booster pumps is currently at40,000 bbls./hr. or 29,000 bbls./hr. if booster pumps are not used orunavailable.Cargo Characteristics: Average API 29.1 – 31.0. Temperature 33�C,H2S content less than 1 p.p.m.

POLLUTION: Deck scupper plugs should be in place and tight. Portableemergency air-driven pumps, properly grounded, should be made ready ineach aft corner of the main cargo deck.FIRE PRECAUTIONS: Fire hoses and portable or semi-portable fireextinguishers shall be deployed in the manifold area. Fire monitors fore andaft of the manifold area should be positioned toward the port side manifold.GENERAL: Helicopter Operations: Boarding personnel travel to andfrom Kizomba facilities by helicopter; therefore, weight is an important safetyconcern. Personnel travelling on Esso Angola helicopters are restricted to amaximum 15 kilograms of baggage. Boarding officials are well aware of thisrestriction. If boarding personnel receive gifts exceeding that allowance, theterminal may require the vessel or ship’s Agent to make alternatetransportation arrangements.SHIPMASTER’S REPORT: July 2006.Vessel: Tanker, 281,000 d.w.t.Cargo: Kissanje Blend Crude.Documents: The following documents are required on arrival by the portauthorities for the clearance inwards and outwards of Angolan ports.

6 Arm and Ammunition Lists6 Animal Lists2 Bonded Stores Lists2 Cargo Stowage plans (preferably prior to ship’s arrival)2 Crew Effects Declarations6 Crew Lists6 Dangerous Cargo Lists1 Maritime Declaration of Health2 Vaccination Lists (Cholera and Yellow Fever)2 Passenger Effects Declarations6 Passengers Lists (each for Landing and in transit)6 Ports of call Lists1 Last port of call Clearance Certificates.All the vessel’s certificates shall be presented to the Port Authority officers

for viewing.Pratique: Granted on arrival.Current: Sets predominantly to the NW offshore of the terminals.Delays: There are no particular problems at the TerminalsOPERATOR: ExxonMobil Production Company/Esso ExplorationAngola Ltd, Angola. Tel: +713 767 9076 (office), +713 767 9087 (cargocontrol room). FAX: +262 314 3739 (office).Email: kizb.mooring.masters@exxonmobil.com Web: www/exxonmobil.com

KUITO MARINE TERMINAL: 05� 27' S 11� 22' E

LOCATION: The FPSO Terminal is located within the Cabinda enclave,45 miles offshore in Angolan waters, having depth of 400 m., in positionLat. 05� 27' 38" S, Long. 11� 31' 23" E. The SPM is located in positionLat. 05� 27' 54" S, Long. 11� 30' 21" E.DOCUMENTS: The following documents are required on arrival:

7 Animals Onboard Lists7 Arms/Ammunition Lists8 Crew Lists4 Crew Personal Effects Declarations7 Courier/Mail Lists

Customs Clearance Certificate from Last Port of Call2 Maritime Declarations of Health7 Passenger Lists7 Ports of Call Lists2 Ship’s Particulars4 Ship’s Stores Declaration Lists7 Stowaways Lists7 Vaccination Lists7 Narcotics Lists.Also see ‘‘Shipmaster’s Report’’ dated June 2001.

Cargo Gear Certificate: Cargo handling equipment certificates may berequired by the Authorities upon inward clearance.MAX. SIZE: 320,000 tonnes S.d.w.t., LOA 350.5 m., with no restrictionson draft or beam.DENSITY: 1025.RESTRICTIONS: Berthing operations will normally be undertaken duringdaylight hours (0600 – 1800 hrs.) in normal weather conditions and with theCABGOC Mooring Master’s agreement. Unmooring operations will usuallybe undertaken at any time.ARRIVAL: Upon arrival at the terminal, vessel to remain in the waitingarea located in position Lat. 05� 34' S, Long. 11� 22' E, having radius 3 miles,until called by the Pilot (CABGOC (Cabinda Gulf Oil Company) MooringMaster) or FPSO to proceed to pilot boarding area.APPROACHES: When approaching the Terminal, mariners shall consultthe current Notices to Mariners. This is due to continuous drilling rig activitiesin the vicinity of the FPSO. Drilling rig vessels have extended moorings andare well lit.PILOTAGE: When so instructed, the export tanker will leave the waitingarea and proceed to the pilot boarding area, located in position Lat. 05� 26' S,Long. 11� 28' 30" E, where the CABGOC Mooring Master will board thevessel.

All manoeuvring of vessels within the Terminal berthing areas is carriedout only in accordance with the advice of the CABGOC Mooring Master,subject to the understanding that in all cases and circumstances the Masterof the vessel being manoeuvred shall remain solely responsible on behalf ofthis vessel and the vessel’s Owners for the safety and proper manoeuvring.

The CABGOC Mooring Master will remain on board throughout the exportvessel’s stay at the Terminal to co-ordinate transfer operations. The MooringMaster will require accommodation of Officer standard to be provided for himduring his stay on board the export vessel.ANCHORAGES: No anchorages available, due to depth being in excessof 400 m.

Kuito Marine Terminal ANGOLA

See guidelines on how to compile and submit information to us (page xi). 35

PRE-ARRIVAL INFORMATION: Vessels bound for the Terminal arerequired to advise their ETA:

a) Via telex to the office of the vessel’s Agent in Cabinda, who willpass the information to Cabinda Gulf Oil Company (CABGOC) atMalongo.

b) Export vessels fitted with Inmarsat communication systems arerequested, in addition, to send ETA messages to Cabinda Gulf OilCompany (CABGOC), Telex: 470074 CHEV UI or278755 CHEV UR (both through the USA) with heading ‘RELAYTO MALONGO, ANGOLA’. The CABGOC Marine OperationSuperintendent telephone number through the USA isTel: +1-925-842-1111 (ask for Malongo ext. 2357), orEmail: amrmr@chevron.com

ETA: ETA messages are to be sent 72 hours, 48 hours and 24 hours priorto arrival at the Terminal and should contain the following information:

1) Name of vessel2) ETA in GMT (Angolan time is GMT plus 1 hour)3) Name of Master4) Estimated arrival draft, fore and aft, and displacement5) Time required for discharging clean ballast, if any, also quantity of

segregated ballast on board6) If vessel proceeding to any port(s) prior to Kuito, and if so, any delays

anticipated7) Quantity of cargo required and any special requirements8) Vessel’s Inmarsat telephone and Fax numbers9) Any vessel or equipment defects affecting manoeuvrability, cargo

handling or performance10) VHF facilities.Also see ‘‘Shipmaster’s Report’’ dated June 2001.

VHF: A 24 hour watch is maintained at the Kuito FPSO onChannels 6 and 69, call sign is ‘‘Kuito Control’’. A 24 hour watch is alsomaintained at the Malongo Terminal on Channels 16 and 12, call sign‘‘Malongo Terminal’’.TUGS: One tug (4,000 h.p., 50 ton bollard pull) and one mooring line boatassist in mooring and hose connection operations. When hoses areconnected, the tug shall make fast aft and remain on station throughout theloading operation.BERTHING: Before arrival at the boarding area, it will be necessary toensure that the following minimum moorings are ready for use on theforecastle of the export vessel on arrival at the SPM berth:

1) Two messenger ropes, 600 ft. long with minimum 4 in. circumference,preferably floating and stowed on drums and in line with the chainstoppers

2) Two mooring ropes aft3) One strong messenger at the aft mooring station.

When the vessel is within a reasonable distance of the buoy, the 2 ship’slines will be picked up by the mooring launch and made fast to the floatingSPM pick-up lines. The ship’s lines, used as messengers, will then be usedto heave the pick-up lines on board the export vessel. As the pick-up linesare retrieved clear of the water, they will be followed by the chafing chainsthat are attached to them. These chafing chains are 3 in. (75 mm.) in size.They must then be secured to the chain stoppers in such a manner that the2 nylon hawsers are outside and clear of the vessel’s fairleads. The chainswill then absorb any chafing in the mooring system. The buoy mooringhawsers are each 220 ft. long with 18 in. circumference.

Power is required to be available at all times on all deck winches andwindlass while the export vessel is in the berth.

Two mooring lines shall be available aft, secured to the bitts and of sufficientlength to enable the aft tug to pick up the eyes and tow the vessel. This isnecessary to hold alignment in the berth. Buoyant mooring lines arerequested, but it is normal practice to use the tug’s line. Therefore a strongmessenger line must be ready to pick up the the tug’s line to secure it onthe export tanker aft bitts.

Also see ‘‘Shipmaster’s Report’’ dated June 2001.Hazardous Cargo Signal: The vessel shall by day fly international codeflag ‘B’, and by night an all-round red light while berthed at the Terminal.CARGO OPERATIONS: Cargo handled is Kuito Crude.Personnel: The CABGOC Mooring Master will remain on the export tankerthroughout the transfer operation and will co-ordinate all activities betweenthe FPSO and export tanker.

At all times during the transfer operation, a responsible Deck Officer shallbe in charge of operations. A deck watch, in contact with the control room,is required to continuously patrol the export tanker’s cargo deck and monitorthe manifold area and cargo hoses and to ensure that mooring hawsers arecarefully tended.

A responsible English speaking ship’s Officer is required to be on deck orin the control room at all times.Hose Handling: After the vessel has been securely moored, 2�16 in.floating hoses will be connected to the export tanker’s port side manifold.The floating cargo hoses are fitted with Camlock type couplings to fit 16 in.150 ASA flanges. A hose gang will remain on board to attend to all hoseoperations, but the export vessel’s crew members shall provide assistanceas and when necessary on the advice of the CABGOC Mooring Master. Atsuch times, an export tanker’s Deck Officer shall be in attendance.

The export tanker will be required to have ready a hose handling derrickor crane at the port manifold with a SWL of not less than 15 tons for thelifting and connection of the hoses. Where possible, it is requested that thederrick runner is on one winch and the topping lift on another as this willmake the hose handling and launch operation much smoother and faster.

The export tanker’s crew members will be responsible for handling thehoses and are required to operate winch or winches.

Every care should be taken during hose handling operations to avoidserious damage to the hose, the plastic floats and buoys by contact withplate edge, rails, etc.

Special equipment (quick-release fittings, etc.) will be supplied from thelineboat when the CABGOC Mooring Master boards the export tanker.

To avoid undue delays, a rope messenger shall be ready for use at theboarding position. Before hose handling operations begin, manifold oilcontainment facilities shall be ready for use and adequate quantities ofabsorbents available for rapid deployment in the event of spillage.

Loading Operations: When the responsible Officer has declared the exporttanker ready to load with all necessary valves open, the CABGOC MooringMaster will give instructions to commence the transfer at a slow rate. Assoon as flow is confirmed and the integrity of the transfer hose connectionis established, the export tanker may request an increase to the previouslyagreed loading rate. At any time during the transfer operation, the rate canbe reduced as requested by the export tanker’s Master or responsible Officer.

At no time should the export tanker restrict or shut down against the flowof cargo. CABGOC provide a pressure recorder that will be installed by theMooring Master at the export tanker’s manifold to keep a record of events(FPSO shipping pump discharge pressure 800 psi). At least 2 main cargotank valves must be fully open at all times when loading at rates above25,000 bbls./hr.

The CABGOC Mooring Master should be given advance notice by theexport tanker’s Master or responsible Officer when a reduction of loadingrate is required.

The export tanker may request an FPSO stop at the end of transferoperations, but it will remain entirely the export tanker’s responsibility thatcargo quantity loaded meets and does not exceed (maximum) vesselrequirements. There are no facilities available to discharge back to the FPSOany quantity of cargo, should the vessel overload.Loading Rate: The max. loading rate available for the transfer operationwill be 35,000 bbls./hr., but in no circumstances will the export tanker berequested to load at a rate faster than that required by the vessel’s Master.Cargo Documentation: After completion of loading, documentationnormally takes 4 hours. There is no Early Departure Procedure available.Various documents, including Bill of Lading, Cargo Manifest, Ullage Report,Certificate of Quality, Certificate of Quantity, Certificate of Origin and PortTime Log will be completed and all such documents will be signed by theexport tanker’s Master prior to departure. If required or requested by theexport tanker’s Master, the Agent may sign the cargo documents on behalfof the export tanker’s Master.Emergency Towing Wires: Emergency towing wires shall be made fastto bitts as far forward and aft as possible on the starboard side. The wiresshall be in good condition, at least 1.125 in. (28 mm.) diameter, and securedwith at least 5 turns or have the eye on the bitts. The outboard eye shall bemaintained at a height of between 1.0 m. – 2.0 m. above sea level at alltimes, using a small diameter heaving line for this purpose.Accumulation of Gaseous Vapour: If for any reason there is poordispersion which results in an accumulation of gas on or about the decks ofthe export tanker, or if appropriately a storage vessel, loading shall be stoppedor the loading rate into a particular tanker or tanks reduced at the discretionof either the CABGOC Mooring Master or the responsible ship’s Officer.Tank Venting: The venting of the vessel’s tanks shall take place onlythrough the vessel’s fixed venting system.BALLAST: Export tankers are required to arrive with sufficient ballast orcargo and be adequately trimmed for safe manoeuvring, with the propellersubmerged and under no circumstances less than 30% of the S.d.w.t.

The Terminal has no ballast reception or slop disposal facilities, andtherefore export tankers are required to arrive with sufficient clean ballastsuitable for pumping directly to the sea. Export vessels arriving with ballastunsuitable for pumping to the sea may be rejected for loading, or will berequired to keep that portion of their contaminated ballast on board.

CABGOC will not accept any claims from vessel unable to meet suchrequirement.

It is strictly against international law to pollute the waters of the PeoplesRepublic of Angola. Any Master, his vessel and Owners, may be subject toprosecution by the Angolan authorities if such pollution does occur.Simultaneous Deballasting and Loading of Cargo Tanks: Exporttankers shall be capable of loading cargo and discharging ballastsimultaneously while maintaining two valve segregation between cargo andballast systems. Vessels are also required to maintain a minimum of 30%S.d.w.t. at all times. Vessels that are unable to comply with this requirementwill not be accepted at the Terminal.

The vessel shall at all times maintain a suitable trim so as to avoid trappingthe floating hoses underneath the export tanker’s bow.

These operations shall be done at the sole responsibility of the exporttanker, its Master and Owners. Utmost care and attention shall be taken bythe export tanker throughout, whose Owners shall remain fully responsiblefor and indemnify CABGOC, its parent companies, subsidiaries and affiliates,for any cost, fine and expenses, of every kind whatsoever, arising out of, onaccount of or in any way connected with the simultanous deballasting andloading of the export vessel.

Those vessels with only segregated ballast will be permitted to commencedeballasting during loading at a stage of the operation convenient to boththe Master and the CABGOC Mooring Master.MEDICAL: In an emergency, limited medical facilities are available.FRESH WATER: Not available.FUEL: Not available.REPAIRS: Repairs will not be permitted while the export tanker is withinthe Terminal’s operational area. Repair facilities are not readily available.

A vessel, when berthed at the Terminal, shall be maintained in a state ofreadiness for vacating the berth under full engine power at short notice. Thetesting of any electrical equipment, including radar, radio and domesticelectrical equipment, is prohibited unless permission has been granted bythe CABGOC Mooring Master. Tank cleaning and gas freeing shall not becarried out while in the berth. Chipping and scraping on the deck or hull willnot be permitted.

Also see ‘‘Weather/Tides’’.FIRE PRECAUTIONS: The export vessel’s firefighting appliances,including main and emergency fire pumps, shall be kept ready for immediateuse, and pressure shall be maintained at all times on the fire main while inthe berth.

Before operations commence, at least 2 fire hoses with jet/fog nozzles shallbe laid out on the tank deck, connected to the fire main and tested as requiredby the CABGOC Mooring Master. The 2 fire monitors immediately adjacentto the manifold should be elevated and ready for immediate use. 2 portableextinguishers, preferably of the dry chemical type, shall be available in thevicinity of the manifold area.

Should fire occur on an export tanker or where applicable a storage tanker,the Master or responsible ship’s Officer of such vessel shall make an

ANGOLA Kuito Marine Terminal

36 Readers are encouraged to send updates/additions (see p. xi for details)

immediate signal by prolonged blasts on the ship’s whistle and by soundingthe fire alarm, and will also place the engine on stand-by. All transferoperations will cease immediately. The export tanker shall be solelyresponsible for and shall be capable of fighting any fire on board withoutassistance from CABGOC resources.Portable R/T Sets, Lamps and Hand Lamps: Portable R/T sets, lampsand hand lamps, or other electrical devices, shall not be used unlessapproved as intrinsically safe. Any other battery powered equipment notapproved as intrinsically safe must not be used on the tank deck area ofeither vessel or in any other place where hazardous vapours may beencountered.TIME: GMT plus 1 hour.WEATHER/TIDES: The rainy season starts during the middle of Octoberand extends to the end of April. During this season and particularly betweenDecember and April, local thunderstorms can be experienced, accompaniedby heavy rain for periods of 3 – 4 hours. Sudden wind squalls with gusts of75 knots can be experienced. Waves of 10 – 15 ft. can be expected duringthese periods. Wind speeds are generally not significant (less than 20 knots).Strongest winds can be expected from the SW quadrant.

During the dry season (locally called ‘Cacimbo’), generally May toSeptember, a SW’ly swell affects the area. The long swell sometimes exceeds10 – 15 ft. in height.

The prevailing current sets NW – NNW and at times exceeds 3 knots. Thecurrent in the Kuito/Cabinda area is affected by the Zaire River tidal flow, aswell as heavy rain over the surrounding land area. Thus, particularly duringthe dry season, current setting to the SSW can be experienced.

In view of the foregoing, Masters of vessels calling at the Kuito MarineTerminal are advised that under no circumstances are engine repairs or theimmobilisation of main engines permitted within the Terminal limits.NEAREST AIRPORT: Luanda International Airport.REPATRIATION: Not available.GENERAL: Ship’s Stores: Not available at the Terminal.Movement of Tugs, Work Boats and other Craft: During transferoperations, no craft shall be allowed alongside an export tanker unlessapproval has been given by the CABGOC Mooring Master and agreed bythe Master of the export tanker.Accommodation Ventilation: All doors, port holes and openings leadingfrom or over-looking the main deck to accommodation, machinery spaces(excluding pump room) and forecastle shall be kept closed.

Cargo control room doors opening onto or above the main deck may beopened momentarily for access.

All ventilators through which gas can enter accommodation or machineryspaces shall be suitably trimmed. Air-conditioning units shall be stopped oroperated in a recirculation mode. Window type air-conditioning units shall beelectrically disconnected.Smoking: Smoking is strictly prohibited while at the berth except indesignated areas which have been jointly approved by the Master and bythe CABGOC Mooring Master.

Smoking notices specifying the designated smoking areas shall beexhibited in conspicuous places on board the vessel.

Where smoking is approved on vessels, approval may be withdrawn bythe CABGOC Mooring Master if circumstances so warrant.Matches and Lighters: The carrying and use of matches and lighters isprohibited on board the export vessels while at the berth except undercontrolled circumstances in the designated smoking areas.SHIPMASTER’S REPORT: June 2001.Vessel: 308,000 tonnes d.w.t.Cargo: Loading Kuito Crude.Terminal Information: The Kuito FPSO has a turnaround of one parcel ofapproximately 900,000 bbls. approximately once every 10 days.Pre-Arrival Information: Prior to our vessel’s arrival, the ship’s Agent sentsome general information, some of which is reproduced below:

Kuito, a deepwater field development, consists of a 12 well subseamanifold, flowlines and an FPSO capable of producting 120,000 b.p.d. totalfluids and fully equipped with gas compression and water injection facilities.The facility is operated by Chevron (Cabinda Gulf Oil).

The Kuito FPSO is on a time charter contract with Cabinda Gulf OilCompany (Cabgoc) for a 5 year initial period, and possible extensions up to10 years. It will be owned and operated by Sonasing Kuito Ltd., a joint venturecompany between SBM and Sonangol.Pre-Arrival Message:‘‘Quote’’:From: CABGOC Ltd., Marine Operation Superitendent – A. Kirby.Subject: Berthing Information – Kuito SPM Berth.Your ETA is noted. CABGOC telex address is 470074 CHEV UI or278755 CHEV UR, both in the USA with heading ‘‘Relay to S.Redivo/A.Kirby,Cabinda’’. Marine Operations Superintendent telephone number through theUSA. is Tel: +1-925-842-1111 and ask for Malongo ext. 2357.Email: amrmr@chevron.comPlease have ready on arrival:

AAA 2 synthetic messenger ropes forward, 600 ft. long and minimum4 in. circumference, preferably floating and stowed on drums andin line with the chain stoppers, plus 2 mooring ropes and a strongmessenger at aft station.

BBB Combination of accommodation/pilot ladder rigged on port side.CCC Cargo boom topped at port manifolds.DDD 2 connections on port side for 16 in. hoses.EEE Also note the following Terminal conditions:

Vessel is required to be capable of loading cargo and dischargingballast simultaneously while maintaining 2 valve segregationbetween cargo and ballast systems. Vessel is also required tomaintain a minimum of 30% of Summer deadweight at all times.Vessels that are unable to comply with this requirement will notbe accepted at the Terminal. Vessels must keep at all times asuitable trim to avoid condition of hoses being trapped underneaththe bow. SPM chain stoppers as per OCIMF recommendations.Ship’s manifold as per OCIMF recommendations.

FFF All cargo tanks, including clean ballast tanks, to be inerted withoxygen content below 8%; inert gas system (IGS) plant to be fullyoperative. Checks on both requirements will be performed beforemooring.

GGG Particular care to be paid to proper cargo system line up to avoidvalves being shut against flow. Please confirm that hydraulicsystem automatically locks in open/closed position, asappropriate, each cargo valve in case of hydraulic pressure lossdue to system failure. A pressure recorder will be installed atmanifolds to record events throughout the loading.

HHH Vessel’s scheduled loading range, cargo nomination, berthinginformation.

III Kuito Crude, approximately API 19.5 – loading temperature120�F.

JJJ Tanker waiting area is in position Lat. 5� 34' S, Long. 11' 22" E.and within a radius of 3 nautical miles. Pilot boarding area is inposition Lat. 5� 26' S, Long. 11� 28.5' E. You must remain at thetanker waiting area until instructed by the Pilot or by the KuitoFPSO to proceed to the pilot boarding area.

CABGOC Ltd, Marine Operations Superintendent, Cabinda, Angola. CTN345-2357. Tel: (510) 842 1111 ext. 2357. Email: amrmr@chevron.com‘‘Unquote’’

Documents: The ship’s Agent arrived on board along with one ImmigrationOfficer and one Customs Officer soon after berthing. Inward and outwardclearance was conducted at the same time.

For our vessel’s inward clearance, the following documentswererequestedto be kept available for the Terminal authorities:

7 Animals Lists8 Arms/Ammunition Lists7 Courier/Mail Lists1 Crew Lists

Customs Clearance from Last Port of Call2 Maritime Declarations of Health7 Narcotics Lists7 Last Port of Call Lists7 Passenger Lists4 Personal Effects Declarations2 Ship’s Particulars4 Stores Lists7 Stowaway Lists7 Vaccination Lists.

Early Departure Procedure: Not available.

Drifting Area: Due to the depth of water, there is no suitable anchorage inthe vicinity of the Kuito Terminal. Our vessel drifted for 5 days awaiting theLay-can date. During this period, we experienced a northwesterly drift of1.0 – 1.8 knots. The waiting area allocated is quite small and a vessel willdrift beyond these parameters within a few hours.

Kuito Control did not however object to the occasions when our vesseldrifted outside the waiting area.

Mooring: Our vessel was made fast to the SBM using 2 mooring chains.Due to frequent ranging considerable chafing was experienced at the Panamaleads. We used grease to reduce the friction. One tug was made fast aft withthe mooring line under load at all times.

Four terminal mooring crew remained on board throughout the loadingoperation, assisting with moorings, hose connection/disconnection and SBMwatch.

Also see ‘‘Loading’’.

Unmooring: Our vessel unmoored from the SBM with cargo documentationbeing completed 3 hours after completion of cargo loading.

Loading: Two Mooring Masters, 4 mooring crew and 1 Cargo Surveyorstayed on board throughout the loading.

The Assistant Mooring Master, on boarding our vessel, checked 3 tanksfor oxygen content and also did a safety inspection.

The Cargo Surveyor (Saybolt) gauged the cargo tanks enroute to the SBM.Vessel was rolling easily/moderately while gauging, and so our vessel issueda Letter of Protest.

Loading Rate: Our vessel experienced an average loading rate of30,000 bbls./hr.

Piracy: Anti-pilferage and anti-piracy precautions were taken. There wereno reported incidents. Due to the Terminal and waiting area being so far fromland, very few small boats were sighted in the vicinity.

Stowaways: Stowaway search was conducted on departure, but the Pilotadvised that there had never been a case of any stowaway boarding vesselsat Zafiro or Cabinda oil fields.KUITO TERMINAL INFORMATION (Extracts from the Cabinda Gulf OilCompany Limited/Kuito Terminal/Terminal Information Regulations andConditions of Use):

Documents: Vessel loading at the Kuito Terminal must comply with thelatest SOLAS, STCW and MARPOL Conventions and Protocols and KuitoTerminal Regulations. Vessels which are found deficient in any way will berefused permission to berth or load.

Location: Kuito Export Berth is a crude oil export facility operated byCabinda Gulf Oil Company. Crude oil from the Kuito Field is processed andstored on board the FPSO Kuito and then transferred to export vessels viathe Kuito SPM.

The SPM is located in depth of 414.4 m., in position Lat. 5� 27' 54" S,Long. 11� 30' 21" E, with the FPSO ‘‘Kuito’’ located in positionLat. 5� 27' 38" S, Long. 11� 31' 23" E.Max. Size: Vessel up to 320,000 S.d.w.t. are accepted at the Terminal. Thereis no draft limitation.

SPM: SPM chain stoppers as per OCIMF recommendations are required.The buoy is fitted with a navigation light flashing Morse code ‘‘U’’ every15 seconds, with a range of 10 nautical miles, and a fog horn sounding Morsecode ‘‘U’’ every 30 seconds.

Kuito Marine Terminal ANGOLA

See guidelines on how to compile and submit information to us (page xi). 37

Radio: ETA messages are to be sent 72 hours, 48 hours and 24 hours priorto arrival at the Terminal.Vessels bound for the Kuito Terminal are required to advise their ETA:

a) Via telex to the office of the vessel’s Agent in Cabinda, who willpass the information to Cabinda Gulf Oil Company (GABGOC) atMalongo

b) Export vessels fitted with Inmarsat system are requested, inaddition, to send ETA messages to Cabinda Gulf Oil Company(CABGOC), telex 67677 or 278755 (both through USA) withheading ‘‘Relay to Malongo, Angola’’. The CABGOC MarineOperation Superintendent telephone number through the USA isTel: +1-925-842-1111, ask for Malongo ext. 2357, orEmail: amrmr@chevron.com

Loading: Kuito Crude oil loaded at the Kuito Terminal will have an averageAPI of 19.6 and may contain low quantities of hydrogen sulphide (less than1 p.p.m.). The maximum loading rate will be 35,000 bbls./hr.Mooring: When instructed to do so, the export tanker will leave the KuitoTanker Waiting Area and shall proceed to the pilot boarding area where theCABGOC Mooring Masters will board the vessel, located in positionLat. 5� 26' 00" S, Long. 11� 28' 30" E.

All manoeuvring of vessels within the Kuito Terminal berthing areas is tobe done only in accordance with the advice of the CABGOC Mooring Master,subject to the understanding that in all cases and circumstances the Masterof the vessel being manoeuvred shall remain solely responsible on behalf ofhis vessel and the vessel’s Owners for the safety and proper manoeuvringof the vessel.AGENCY: CABGOC does not perform any vessel agency functions.Vessels calling at the Kuito Marine Terminal are required to arrange theirown agency representation from an agency operator in Cabinda.OPERATOR: Head Office: Cabinda Gulf Oil Co, Edificio do BPC,12th Floor, Luanda, Angola (Postal address CP 2950, Luanda, Angola).Tel: +244 (2) 391141, 392646. FAX: +244 (2) 391391, 391141.Telex: 3167. Contact: Mark Puckett, Managing Director. Manuel de Deuas,Deputy Managing Director.Terminal: Cabinda Gulf Oil Company Ltd, Malongo, Cabinda, Angola.Tel: 1-925-842-1111, ext. 2357. Email: amrmr@chevron.com Contact: AlanKirby, Sergio Redivo, Marine Superintendents.

LOBITO: 12� 20' S 13� 34' E (See Plan)

OVERVIEW: Port is formed by a 4.8 km. long sandpit, with an approachdepth of 18.3 m. providing an excellent and secure harbour akin to Luanda.Port is connected to national rail network.LOCATION: In Lobito Bay, midway between Luanda and Namibe.CHARTS: BA Charts No. 627 and 1215.DOCUMENTS: Required on arrival:

3 Bills of Lading (non-negotiable)3 Cargo Plans (preferably before ship’s arrival)8 Crew Lists2 Crew Effects Declarations6 Dangerous Cargo Lists

Derat (Exemption) CertificateFreighted ManifestMaritime Declaration of Health

11 Passenger Lists (each for Landing and Transit)4 Ports of Call Lists

Registered Tonnage Certificate3 Ship’s Stores Lists8 Unfreighted Cargo Manifests2 Vaccination Certificates (cholera and yellow fever).Other necessary official forms prepared by Agent.

MAX. SIZE: LOA 300 m., draft 11.5 m.Tankers: Depth 11.0 m.

DENSITY: 1026.RESTRICTIONS: Vessels may only enter harbour in daytime from0600 – 1800 hrs. Sailing after dark and up to 2400 hrs. allowed at Portauthorities’ discretion and with special permission.PILOTAGE: Compulsory. When Pilot required outside harbour entrance,vessel must request Pilot via Agent at least 12 hours before arrival. OtherwisePilot boards inside Lobito Bay. Pilot boat: grey hull, white housing. LobitoPilot can be contacted on VHF Channel 16.ANCHORAGES: Lobito Bay excellent holding ground, depths over10.1 m. and easily accessible throughout 24 hours.PRATIQUE: Pratique never given by radio, but granted after Portauthorities (including doctor) board vessel from 0700 – 1900 hrs. Pratiquegranted if no contagious illnesses on board, otherwise quarantine restrictionsimposed. Ships calling from other Angolan ports, except coasters, subject tosame procedure.PRE-ARRIVAL INFORMATION: Because Lobito Radio (call sign‘‘CQZ’’) operating MW range 200/400 miles only, all ETA messages, etc.must be routed via Luanda Radio (call sign ‘‘CQW’’). Agent uses samerouteing. ETAs should be forwarded to Agent, 72 hours, 48 hours, 24 hoursand 6 hours prior to arrival.TUGS: Port has two tugs (480 h.p. and 750 h.p.). Usually one tug joinsvessel for berthing and sailing. Ships’ lines used. Occasionally two tugs maybe required.BERTHING: Unless Masters indicate preference, port decides which sidealongside.

Passenger and fruit vessels are given priority.Berthing is not permitted without Pilot. Before berthing, vessel must

effectively cover water outlets, prepare accommodation ladder and haveanchors at the ready (authority fine any vessel ejecting water or waste on toquays). Ships carrying explosives are not permitted to berth before PortCaptain inspects cargo.General Cargo and Bulk Berths: Quay No. 1: Length 570 m., depth10.36 m. at LW.Quay No. 2: Length 552 m., depth 10.36 m. at LW.

Quay No. 1 is aligned NE/SW, with Quay No. 2 running at right angles toit at the SW corner.

BULK CARGO FACILITIES: Silos: Silos with 20,000 tons capacity atQuay No. 2. Loading by 2�400 t.p.h. capacity elevators and chutes.Loading Plant: Bulk ore loading facilities at Quay No. 2 with loading rate450 t.p.h.

Also see ‘‘Berthing’’ and ‘‘Cranes’’.SPECIALISED CARGO FACILITIES:Reefer: See ‘‘Cargo Handling Facilities’’.TANKER FACILITIES: Four berths available with depth 10.0 – 11.0 m.,operated by Sonangol.

3�8 in. diameter pipelines discharging into local storage tanks.Bulk Liquids:

1. A terminal at the end of the South Quay for discharge of wine in bulk.2. Two terminals, situated on the final section of the South Quay; for

discharge of petrol and oils for the Sonangol tanks existing within theport areas. These two terminals also provide oil fuelling facilities toships.

3. An offshore terminal for discharge of petrol and oils for the Sonangoltanks existing in the port expansion area, near the base of the hills,on the bay side facing the sandpit expansion.

4. A terminal at the start of the North Quay, for loading molasses througha small tank installed.

CRANES: There are 28�3 – 25 ton cranes (2�22 ton cranes available, butnot always accessible); 1�100 ton floating crane.CARGO HANDLING FACILITIES: Storage/Warehousing:15 warehouses and sheds available, capable of storing over 100,000 tons ofgoods. Ten reefer chambers, each with capacity from 100 – 120 cu.m.,storage temperature +3�C to �18�C.STEVEDORES: Important that vessel gives accurate ETA at least24 hours in advance to enable Agent order necessary gangs (gangs ordered0700 hrs. and 1500 hrs.). No work usually allowed at the weekend.Opening/Closing Hatches: When closed or opened by stevedores, costper time per hatch (crew allowed to carry out this operation).Cargo Gear: Normal routine gear: wire and rope slings, nets, chain-slings,baskets, grabs, and shore-cranes (capacity 3 – 22 tons) available. Heavy liftsof over 10 tons must be discharged using ship’s derricks.BALLAST: Available.POLLUTION: No oil to be pumped overboard into territorial waters. Heavyfines imposed for oil pollution, however slight.WASTE DISPOSAL: Garbage collection available.SLOPS DISPOSAL: Not available.MEDICAL: Radio before arrival if medical assistance necessary on entry.Good hospital facilities available, but specialised treatment and surgery isnot. Yellow Fever and Cholera Vaccination Certificates inspected on arrival.FRESH WATER: Normal requirements readily available and delivered by3 in hose. Loading rate very slow as pressure usually low.FUEL: Fuel oil (ordinary) available, supplied from Sonangol. 24 hours’notice for bunker requirements essential. Gas oil also available.REPAIRS: Slipway accommodating vessels up to 1,200 tons available.Floating dock for vessels up to 2,000 tons displacement.SURVEYORS: Available.GANGWAY/DECK WATCHMEN: Compulsory, vessels must usewatchmen 24 hours per day on adequately illuminated gangway.REGULATIONS: Ships should not carry out the following withoutpermission from Authority:

� dispose of any wastes into harbour or onto quays� change mooring lines� lower lifeboats� immobilise main engine� use ship’s sirens or radio station.

TIME: GMT plus one hour.LOCAL HOLIDAYS: 1 January; 4 February; Labour Day; Birth andFuneral Day of President Neto; 11 November (Independence Day);10 December (Date of the Foundation of MPLA); 25 December (ChristmasDay). 24 December is half-day holiday.NOTICES: Supplied to Master by Agent.

For your information, the following regulations are in force at Lobito. Failureto comply with these instructions will result in fines being imposed on thevessel under your command.

Over and above the regulations listed hereunder, all internationalregulations governing a ship’s stay in port are also applicable.

1. It is essential that an Angolan flag be flown during the time the vesselis in port.

2. Maximum speed for vessels entering or leaving the harbour is set at8 knots.

3. All sound signals are prohibited excepting regulation signals whilstmanoeuvring or in cases of distress.

4. No boat may be lowered until permission for so doing has beenreceived from the competent authorities (Customs and Port Captain).Any boat thus lowered is allowed to make contact with land at onepoint only, i.e. the landing steps situated at the junction of the twoquay walls.

5. No crew member may go ashore without a pass signed by the Masterand visaed by the Immigration Police. If a crew member is found tobe ashore without a pass, the ship will be fined £1,315.00 in everyinstance. All shore passes must be returned to the Immigration Policebefore vessel’s departure.

6. Vessels are not allowed to make any communications by wirelessduring their stay in port.

7. Water from ship’s condenser outlets or other exhausts may not beejected onto the quay. A fine of £1,000 will be applied if this instructionis not complied with.

8. All lavatories on the side adjacent to the quay wall must remain lockedand not used during the time the vessel remains alongside.

9. No vessel is permitted to take salt water ballast whilst alongside thewharf.

10. No vessel is permitted to test engines whilst alongside the wharf.11. No games whatsoever are allowed in the port area; if crew members

disrespect this regulation, heavy fines are applied to the vessel.

ANGOLA Lobito

38 Readers are encouraged to send updates/additions (see p. xi for details)

12. No garbage, oily or petroleum substances, should be thrown in thebay either at anchorage or alongside otherwise a fine will be imposedon the vessel by the Port Captain, fine which ranges from£250.00 – 1,250.00.

13. The engines may not be put out of use without the authorisation ofthe Port Captain.

14. No repairs whatsoever may be done on board without the PortCaptain’s authorisation.

15. The following procedure is to be adopted whenever cargo or vesselsuffers damage by stevedores or port staff:

a) Master or Chief Officer should request the Port Officer in charge ofcommercial operations to examine the damage.

b) The Chief Tally Clerk of our company should also be present whenexamination is carried out.

c) Written notice must be delivered to the Port Officer and a copy sentto the Agent at the same time.

Kindly take note of the foregoing regulations and return one copy to usduly signed.Thank you, Agence Maritime Internationale SA.

WEATHER/TIDES: March/May rain season. Heavy wind and rain caneffect cargo work.Tidal Range: 0.98 – 1.83 m.

DELAYS: Congestion not unusual and berthing delays may vary from oneto three days. Ships calling for bunkers have no priority but are sometimesberthed at sunset and fuel during night-shift. Discharging of bulk cargoes canbe effected by shortage of suitable wagons.

CONSULS: Portuguese Consulate at Benguela, 30 km. from Lobito.

NEAREST AIRPORT: Catumbela Domestic Airport, 13 km. BenguelaDomestic Airport, 33 km.

CUSTOMS ALLOWANCES: No restrictions. Customs guardsupervises opening and resealing of bond.

SHORE LEAVE: Nationals from countries having friendly diplomaticrelations with Angola usually granted shore leave, see ‘‘Identification Cards’’.Shore leave during certain hours only.

REPATRIATION: Possible via Luanda.

IDENTIFICATION CARDS: On arrival, all crews’ and passengers’passports must be handed to Immigration Police, who retain these and issueshore passes. Passes must be carried at all times when on shore. If lost, afine is imposed.

SHIPMASTER’S REPORT: June 1979 (Updated 1994).Documents: Papers required for clearance are prepared before arrival bythe Agent, who will pass them to Port Health Officer, Customs andImmigration.

4 Arms and Ammunition Lists or Nil if none2 Crew Effects Declarations (own form or free form)

10 Crew Lists2 Livestock Lists1 List of Crews Vaccinations and date they expire3 Manifests and Bills of Lading.

Maritime Declaration of Health (no forms at port, best to use some otherPort form that can be altered)

2 Narcotic Lists or Nil Lists10 Passenger Lists or Nil passengers6 Ports of Call Lists2 Small Package Lists to be landed or Nil statement2 Stores Lists (Provisions, Deck and Engine).

Observations: The Main Lighthouse Light on the end of the Spit, and thefour Channel Buoys are still lit. But on reduced candle power. Vessel is stillrequired to enter the bay and anchor without Pilot. Pilot only used whenberthing. Caution is required at night as the buoys are difficult to pick up.Both by day and night it is better to only proceed about 1.5 miles into thebay, as many trawlers are always anchored at the head of the bay. Theberths consist of a right angled quay, with space for 4/5 ocean-going ships(depending on length). The loading berth for ore cannot be used for generalcargo, and as the loader is at present inoperative it is not used for loadingore.

� Shore leave is allowed daily but only from 1800 – 2200 hrs.� No cargo worked on Sundays� Pilot will unberth vessels up to 2400 hrs.� The only VHF is located in the Agent’s office and is manned during

office hours. Calling Channel 16 thence Channel 11� Two tugs are now used for berthing for vessels over 5,000 g.r.t.� Lobito Radio Station is not manned, all traffic sent through Luanda.� Continuous soundings give at least 26 m. from the entrance to the

anchorage� Discharging is at 8 tons per gang man hour� Vessels swing at anchor twice daily to weak tide, rise about 1 m.� Pilot meets anchorage in launch; boards using accommodation ladder� Tug is used for swinging vessels if necessary, as bay is narrow� Provisions are available at any time.

AUTHORITY: Empresa Portuaria do Lobito, Avenida da Independencia,PO Box 16, Lobito, Republica Popular de Angola. Tel: +244 (72) 24011,24012, 24019. FAX: +244 (72) 22719. Telex: 2912 PORTLOB.Email: dop@eplobito.com Web: www.eplobito.com Contact: Jose CarlosGomez, Director General (Email: carlos.gomez@eplobito.com).

LOMBO: 06� 50' S 12� 22' E

OVERVIEW: THIS TERMINAL HAS CLOSED AND ALL FACILITIESHAVE BEEN REMOVED.

LUANDA: 08� 47' S 13� 16' E (See Plan)

OVERVIEW: Port handles general cargo, containers and bulk. Tankersare handled at the port and at the offshore terminal. Exports includepetroleum, iron ore and fish products. Imports include steel, machinery, flourand coal.LOCATION: On north coast of Angola in large bay between coast andIlha de Cabo.CHARTS: BA Charts No. 627 and 3448.PORT LIMITS: A vessel to be considered an ‘‘arrived ship’’ should beanchored in the bay past a line drawn between the Ilha Light and across thebay to Fort S Pedro.DOCUMENTS:

6 Arms and Ammunitions Lists3 Bills of Lading photocopies6 Birds and Animals Lists6 Cargo Manifests4 Crew Effects Declarations8 Crew Lists2 Crew Lists, showing dates of Vaccination and Inoculation6 Mail Lists6 Narcotics Lists4 Passenger Effects Declarations8 Passenger Landing and Transit Lists4 Personal Effects Lists6 Ports of Call Lists (with arrival and departure dates)6 Slop Chest Contents Lists4 Stores Lists.

Copies (if possible) of following certificates will be taken ashore by PortAuthorities:

Derat (Exemption) CertificateLoad Line CertificateSafety Radio-Telegraphy CertificateSafety Construction CertificateTonnage Certificate.

All Passports checked and stamped.Also see ‘‘Shipmaster’s Reports’’.

ISPS COMPLIANCE: Port is compliant.Commercial Port PFSO: Paolo Geronimo Antonio. Tel: +244 (23) 10355.Fax: +244 (23) 11950. Mobile: +244 9122 8896.Email: jerpaolo@hotmail.comMAX. SIZE: LOA 300 m. (alongside), beam no restriction, draft 9.5 m.(alongside).

Tankers: Draft 16.76 m. at the refinery buoys.DENSITY: Approximately 1024.RESTRICTIONS: Berthing in daylight only. Unberthing until 2030 hrs.APPROACHES: Open sea approach from north. No restrictions inapproach to harbour. Depth varies from 24.0 – 33.0 m.PILOTAGE: Compulsory for vessels over 300 g.r.t. when berthing. Privatepiloting, 72 hours’ notice of arrival, addressed to ship’s Agent via LuandaRadio, plus message of arrival at least 6 hours prior arrival received duringworking hours. VHF available. Pilot launch comes out from port. Anchoragefor Pilot in Luanda Bay. No draft restriction at anchorage. Pilot not requiredfor anchoring in bay. Pilotage available from 0800 – 2200 hrs. No specialberthing Pilot. Pilot launch white – flying Pilot Flag (H).

If Master elects to wait for Pilot outside port and another vessel proceedsdirect to anchorage, the latter will be first on turn for berth.

Pilot boarding station: Lat. 8� 44' S, Long. 13� 16.5' E.ANCHORAGES: Luanda Bay offers safe, sheltered anchorage at all timesof the year. Good holding ground, sand/mud. No draft restrictions.PRATIQUE: Pratique may be granted by radio through Radio Luanda,addressed Port Health or via ship’s Agent. Accommodation ladder must berigged for doctor on arrival. Pratique must be granted at each Angolan port.Pratique is not automatic. If infectious disease on board inform PortHealth/ship’s Agent by cable.VHF: Port listens on Channel 16 and works on Channels 24, 26, 27 and 28.TUGS: 2�2,500 h.p. tugs available and compulsory for berthing andunberthing. Tugs join vessel off berths. Ship’s lines used (if tug linesrequested, extra charges). No tug at Intertransit TC1.BERTHING: Ships taken in strict rotation of arrival for berthing, exceptthat passenger vessels have priority.

Quay LOA Draft Remarks(m.) (m.)

Angonave 300 8.0 – 9.5 Breakbulk, 2 berthsIntertransit TC1 300 9.5 Containers, 2 berths, 3�2,530 ton

forklifts, no PilotsSecil 300 8.5* Breakbulk, 2�22 ton forklifts

* Berth No. 1.Beam no restriction.Berthing from 0730 – 1900 hrs.; 0800 – 2030 hrs. at Secil, Angonave and

Intertransit. Care should be taken when placing the ramp so that no damageis caused to the weak quayside.BULK CARGO FACILITIES: Ores: The ore is shovelled from railwaytrucks into buckets; daily loading average 4,000 tons per 24 hours. Nomechanical loading installation.Grain: Vessels will be moored alongside the grain shed. Discharging bymeans of two elevators, capacity 80 t.p.h.

The rate of discharging is about 100 t.p.h. and the grain is loaded intorailway wagons, each of 30 ton capacity, via the adjacent warehouse.TANKER FACILITIES:Offshore Terminal (Refinery Berth): Two sets mooring buoys, one fortankers with max. LOA 230 m. and max. draft 16.76 m. and the other fortankers not exceeding 100 m. with draft 12.19 m.Shore Lines: 12 in. crude oil submarine lines and 8 in. for fuel; 8 in. LPG lineand 6 in. hose; 8 in. GO/Kero line and 8 in. hose; 12 in. GO line and 2�8 in.hoses.

Luanda ANGOLA

See guidelines on how to compile and submit information to us (page xi). 39

Lube Oil: 1�10 in. sphere launching trap connected to ship’s manifold,30.48 m. of 8 in. flexible hose between tap and floating pontoon, 0.5 nauticalmiles of underwater 8 in. line from pontoon to shore tanks.

Also see ‘‘Fire Precautions’’.CRANES: 2.5 – 45 ton shore cranes, 20 – 150 ton mobile cranes.

A self-propelled floating crane, capable of lifting 100 tons, may berequested from Lobito, if required.

Also see ‘‘Cargo Handling Facilities’’.CARGO HANDLING FACILITIES:Sonils LDA: Cranes: 1�225 ton (crawler), 1�135 ton, 1�90 ton, 1�75 ton,1�65 ton, 1�50 ton, 1�40 ton and 4�30 ton container cranes.Forklifts: 6�3 ton, 1�4.5 ton, 4�5 ton, 3�6 ton, 2�7 ton, 1�10 ton and1�15 ton forklifts.Trucks and Trailers: 15�30 ton Mack trucks, 2�80 ton low loaders,11�30 ton and 6�40 ton trailers.Storage: Twenty stores, total area 450,000 sq.m.STEVEDORES: Gangs arranged by Agent/Shipmaster.Working Hours: Port works Monday to Friday 0730 – 1800 and 1810 – 2400;Saturday 0730 – 1130. Otherwise overtime by request. Sunday holiday.Intertransit, Secil and Angonave: Monday to Friday 0730 – 1730. Saturday0730 – 1200. Other times, Sundays and holidays overtime by request.Cargo Gear: No additional requirements provided valid test certificatesaboard.MEDICAL: For serious cases, as much notice as possible should be givenwith all details available. Minor cases can be treated on arrival within half anhour without notice. Apart from Government Hospital, there are a number ofprivate nursing homes with good facilities. Yellow fever inoculationsrecommended.FRESH WATER: Fresh water available through quay pipelines, eachhose delivering about 30 t.p.h.FUEL: Heavy fuel and marine diesel oil available from Sonangol with notice.SERVICES: Tank cleaning possible with notice. Radio, radar repairspossible, but spares rarely available.NEAREST DRY DOCK: Floating dock for emergency repairs, max. size6,000 d.w.t.REPAIRS: Minor repairs and hull repairs above the water line can becarried out. Two small repair yards for small and fishing vessels.POLICE/AMBULANCE/FIRE: Police Tel: 7408.Ambulance Tel: 25275. Fire Tel: 22222.GANGWAY/DECK WATCHMEN: Recommended. Access to anyspace other than car decks should be denied and special watch kept forpilfering.PIRACY: Vessels in the Inner Anchorage have been boarded by pirates.Cargo, radio and TV equipment and stores were stolen.REGULATIONS: Mailboats have berthing priority over all other vessels,foreign passenger vessels next in precedence.TIME: GMT plus 1 hour all year.LOCAL HOLIDAYS: 1 January (Saints Day); 15 August (Saints Day);1 November (Saints Day); 8 December (Saints Day); 25 December(Christmas Day). No cargo work on these holidays.WEATHER/TIDES: March/May rain season. Heavy wind and rain canaffect cargo work.Tidal Range: 0.3 – 7.1 m.DELAYS: Congestion rarely exceeds 36 hours.CONSULS:

Austria Germany SwedenBelgium Italy SwitzerlandBrazil Netherlands UKDenmark Norway USAFrance Spain

TELEPHONES: Can be placed on board.NEAREST AIRPORT: Luanda 4 de Fevereiro International Airport,7.2 km.CUSTOMS ALLOWANCES: No restrictions, but sales ashore is aserious offence.SHORE LEAVE: Crew members allowed shore leave subject Immigrationapproval provided inoculation certificates are valid.REPATRIATION: Repatriation will not present any difficulties.IDENTIFICATION CARDS: Provided by ship’s Agent for crewproceeding ashore.SHIPMASTER’S REPORT: May 1989.Documents: The following are to be prepared by the vessel:

3 Arms and Ammunition ListsBill of Lading

5 Birds and Animals Lists3 Crew Personal Effects Lists8 Crew Lists4 Dangerous Cargo Lists1 Maritime Declaration of Health (provided by Agent, to be filled in on

arrival)3 Narcotics Lists5 Passenger Lists8 Ports of Call Lists4 Ship’s Stores Lists2 Vaccination Lists.

SHIPMASTER’S REPORT: May 1990.Luanda is the capital of the People’s Republic of Angola. As a port, it is

one of the best natural ports in West Africa. But due to various reasons, theport is dirty, and has a low rate for handling cargo.

There are 13 berths for ocean-going vessels, with depths from 9.0 – 11.0 m.alongside at the Commercial Quay (see ‘‘Plan’’).

There are at least 40 shoreside cranes on the quay, including 3�10 tons,1�22 tons � 20 m. and others of 3 – 5 tons lifting capacity. Some of themwere broken and cannot be used.

4�27 tons � 25 m. modern PPM motor cranes and four mobile craneswith 20 tons to over 50 tons lifting capacity respectively are used for handling

containers in the open stowage area or for lifting heavy cargo only. Thebiggest crane appears to be damaged. Containers are usually discharged atBerth No. 2D to Berth No. 3E by ship’s gear. 1�22 tons � 20 m. shore craneis available for use at this location.

Fresh water is available West of Berth No. 1E through a quay pipeline, butpressure is very low during daytime. During night-time the average rate is10 – 15 t.p.h. This fresh water is not suitable for drinking. Price is US$ 2.50.No fresh water is available on the quay east of Berth No. 1E.

Luanda has a population of about 2 million people and stores andprovisions are very expensive.

Soldiers/police are stationed in the harbour day and night and occasionallyshots can be heard.

Shore leave is possible in the afternoon until midnight only. Visaed passportis exchanged at the gate for a shore pass.

Finding an anchorage in Luanda Bay by radar navigation is not difficult.The lighthouse, light beacon and light buoy were extinguished during thenight.

There were a few ocean-going vessels waiting for berths and some fishingvessels anchored in the bay.

Pilot not required for anchoring in the bay, but compulsory for berthing orunberthing. A small tug of 700 h.p. assists when berthing.

No armed pirates were encountered at anchorage or at the berth, butgeneral cargo, especially foodstuff, was frequently stolen during the night.

Entry inspection carried out at the anchorage during daylight hours by sixofficials representing Port Health, Customs, Immigration, Harbour Authorityand Agency. The entry formalities were easy and the bonded store wassealed. The Immigration officers checked and visaed all Seaman’s Booksand a crew muster was required. Another eight Immigration guards inspectedcrew cabins.

Documents required are same as shown in ‘‘Guide to Port Entry’’. List ofslop-chest contents was not required.

VHF communications: Pilot Station on Channel 8, Port Control onChannel 16, but normally no one answers.

Departure Inspection carried out at berth before sailing. The Immigrationformalities are the same as entry inspection. Thereafter ImmigrationClearance is issued. No other officials were onboard. Agent brought PortClearance and Customs’ Clearance and returned four copies of Ship’sCertificates at the same time.SHIPMASTER’S REPORT: November 1997.The following documents are required:

4 Animals Lists4 Arms and Ammunition Lists2 Bonded and Provision Stores Lists6 Crew Lists4 Dangerous Cargo Lists4 Kroo Boy Lists4 Mail Lists1 Maritime Declarations of Health4 Narcotics Lists4 Parcel Lists4 Passenger Lists2 Personal Effects Declarations6 Ports of Call Lists2 Ship’s Stores Inventories4 Stowaway Lists1 Vaccination Lists.Dangerous Cargo List and Crew List must be sent 48 hours prior to arrival.

AUTHORITY: Empresa Portuaria de Luanda, EP Largo 4 de Fevereiro,CP 1229, Luanda, Angola. Tel: +244 (2) 336298, 336243, 311178.FAX: +244 (2) 311178. Email: portoluanda@snet.co.aoWeb: www.portoluanda.com Contact: Abel Cosme, Commercial Director.AGENT: Afritramp-Ami (Angola), CP 2163, Rua Rey Katiavala 65/71,Luanda, Republica de Angola. Tel: +244 (2) 444516, 447443. Fax: +244 (2)441352, 442776. Telex: (0991) 2318 AMI B AN. Email: ami@ebonet.net

NAMIBE (Mocamedes), including Porto Saco:15� 11' S 12� 07' E (See Plan)

OVERVIEW: Port consists of two areas, Mocamedes (Mossamedes),which has three berths for general cargo; and Porto Saco (Porto Salazar) inSaco Bay.Porto Saco: The pier oil and iron ore pier no longer handle the export ofiron ore or oil. Pier has fallen into disrepair. Any cargo operations nowconducted in the anchorage. Storage vessel is a bunkering vessel only.LOCATION: On SW coast of Angola. Porto Saco is approximately 10 km.north of general cargo berths, situated at the northern end of MocamedesBay.CHARTS: BA Charts No. 627 and 1197.DOCUMENTS: The following documents to be signed by ship’s Master.The ship’s Agent will prepare any other essential official forms.

2 Crew Effects Declarations8 Crew Lists6 Dangerous Cargo Lists, i.e. all types of explosives

Derat (Exemption) Certificate1 Maritime Declaration of Health

11 Passenger Lists (for each landing and transit)4 Ports of Call Lists

Registered Tonnage Certificate3 Ships’ Stores Lists2 Vaccination Lists (yellow fever certificate inspected on arrival.).

MAX. SIZE: Mocamedes: LOA 200 m., draft 10.0 m.DENSITY: 1024.RESTRICTIONS: Berthing conducted from 0600 – 1800 hrs. Unberthingpermitted until midnight. Authorities visit from 0700 – 1900 hours (approx.)only.APPROACHES: Approaches depth up to 13.71 m.PILOTAGE: Compulsory, Pilot boards in Bay, safe, natural bay with noreefs and easily accessible both day and night. Vessel must wait for Pilotand instructions before berthing.

ANGOLA Namibe

40 Readers are encouraged to send updates/additions (see p. xi for details)

ANCHORAGES: No currents in harbour area, but slight prevailing windsconstant. Good holding ground with depths over 10.36 m.PRATIQUE: Pratique granted on arrival after Health Guard visit betweenthe hours of 0700 – 1900. Normal quarantine restrictions imposed ifcontagious diseases aboard. Ships calling from other Angolan ports (exceptcoasters) are subject same procedure.VHF: Tugs listen on Channel 16 and work on Channel 29.TUGS: 2�2,200 h.p. tugs available. Join vessel for berthing. Ship’s linesused. Vessel under 5,000 tons use one tug only.BERTHING: Unless Masters indicate preference, port decides berthingside. No vessels berthed after sunset (except passenger ships), but sailingduring night shift permitted so long as prior warning given before 1700 hours.Before berthing, important that vessel covers all water outlets, preparesaccommodation ladder and has forward anchors ready. Ships carryingexplosives not permitted berth before Port Captain surveys cargo.Mocamedes: One concrete quay, length 411 m., providing three berths.CRANES: Mocamedes: 3 – 22 ton cranes for handling general cargo.1�10 ton floating crane available, subject ample notice from Lobito.CARGO HANDLING FACILITIES: Mocamedes: Lighteningpossible. Dangerous cargo is discharged alongside or into lighters, at thePort Captain’s discretion.STEVEDORES: Forward ETA 24 hours in advance to enable ship’s Agentto order required gangs.Working Hours: Monday to Friday 0730 – 2100. Saturday 0700 – 1700.Sunday and public holidays no work conducted. Meal break 1430 – 1500.Opening/Closing Hatches: When performed by stevedores, costs perhatch per time, but crew allowed to perform this task.BALLAST: No dirty ballast facilities.POLLUTION: No oil or waste products to be pumped overboard. Heavyfines imposed for breach of this regulation.MEDICAL: If medical assistance required on arrival radio to Agent.Adequate hospital facilities available, but no specialised treatment or surgery.FRESH WATER: Available ex-wharf, rate 15 t.p.h.FUEL: Available from dockside pipeline. At Porto Saco, rate 200 t.p.h.Bunkers may be taken during loading operations without delay.SERVICES: None available.NEAREST DRY DOCK: None.REPAIRS: Only very minor voyage repairs.FIRE PRECAUTIONS: No special precautions except ships carryingexplosives. Fire Brigade stand-by charge.GANGWAY/DECK WATCHMEN: Compulsory. Vessels must usewatchmen for 24 hours per day on well-illuminated gangways.REGULATIONS: Ships must not dispose of wastes into harbour or on toquays, change mooring lines, lower lifeboats, immobilise main engine, useship’s siren, or ship’s radio station without prior permission from authorities.Vessels to hoist Angola flag from 0800 to sunset.TIME: GMT plus 1 hour.LOCAL HOLIDAYS: See ‘‘Lobito’’.WEATHER/TIDES: Tidal Range: Approximately 1.52 m.DELAYS: Berthing delays are unusual.CONSULS: None.NEAREST AIRPORT: Namibe Domestic Airport, 12 km. is a smallairstrip which is unable to take heavy aircraft. Luanda 4 de FevereiroInternational Airport, 800 km.CUSTOMS ALLOWANCES: No restrictions. Customs’ guardsupervises opening and resealing of ships’ bonded lockers.SHORE LEAVE: All nationalities from countries having friendly diplomaticrelations are permitted shore leave. See ‘‘Identification Cards’’.REPATRIATION: Air communication via Lobito and Luanda.IDENTIFICATION CARDS: All crew/passenger passports handed toImmigration Police who issue shore passes. Passes must be carried whenon shore.SHIPMASTER’S REPORT: March 1987.Restrictions: No night entrance permitted to Namibe Bay. We entered SacoBay at 0315 hours for anchoring and when one mile off, five red warningshots were fired at the vessel.SHIPMASTER’S REPORT: May 1989.Documents:

3 Arms and Ammunition ListsBill of Lading

5 Birds and Animals Lists8 Crew Lists3 Crew Personal Effects Lists4 Dangerous Cargo Lists1 Health Declaration (provided by Agent, to be filled in on arrival)3 Narcotics Lists5 Passenger Lists8 Ports of Call Lists4 Ship’s Stores Lists2 Vaccination Lists.

SHIPMASTER’S REPORT: June 1998.Documents: Port Authorities came on board during daylight only, to clearvessel. Documents required:

4 Animal Lists4 Arms/Ammunition Lists8 Crew Lists6 Crew Personal Effects Lists

Health DeclarationLast Port Clearance

4 Mail/Parcels Lists4 Narcotics Lists6 Stores Lists4 Stowaway Declarations

6 Passenger Lists4 Ports of Call Lists4 Vaccination Lists.Also required are some local forms to be signed by the Master.Customs do not seal bonded store.

Pilotage: Pilot available for mooring during daylight only. No restriction fordeparture, if Pilot is advised well in advance. Pilot boards in the bay fromPilot boat, painted white. Pilot has a VHF, but service is discontinued.Anchorage: A good anchorage position is on bearing NE distance 0.6 n.m.from ‘‘Ponta do Noronha’’ light, in a depth not less than 10 fathoms. Anchoringground is sand, good holding. Ships swing when anchored.

If approaching roads at night, keep in mind that all navigating lights inNamibe are off.

When approaching, Masters have to pay attention to the great number ofvery small fishing boats, many of them powered only by oars. We arrived atthe roads about 2300 hrs. LMT, nobody from shore gave instruction aboutthe anchorage.VHF: No official radio station in Namibe. Ships must contact their Agentsdirectly when approaching via VHF Channel 16. A good way to send ETA isby fax via Inmarsat.

Harbour Master has VHF, but service is unreliable.Tugs: No tugs available in Namibe. Pilot boat assists with bringing linesashore.Berth: Named ‘‘Cais Comercial’’, SSE direction, about 600 m. in length. Amedium-sized ocean freighter can berth starboard side alongside only,heading SSE, with her stern near the NNW corner of the berth. In this position,maximum draft is 10.0 m. at any time. The rest of the ‘‘Cais Comercial’’ isused for coastal vessels. There are sufficient fenders on the berth.

Swell can be expected alongside.Cargo Facilities: Few trucks are available. There is a forklift capable ofhandling full containers and one small forklift. There is a railway for trainconvoys on the berth.

There is a shore crane capable of lifting up to 12 tons and some mobilecranes with less capacity.Stevedores: Longshoremen work from 0800 – 2400 hours, seven days aweek.Medical: There is a hospital in Namibe.Fresh Water: Available on the pier. Rate and quantity to be supplied,depends on the availability of water in the city’s tanks.Fuel: Small quantity of diesel oil can be supplied by truck.Consuls: None.Gangway/Deck Watchman: Not compulsory and not necessary.Airport: There is an airstrip near Namibe, providing flights to Luanda.Chandlery: No ship chandler available, few provisions available in themarket. Fish is abundant and can be easily caught, also alongside.Shore Leave: Crew may go ashore but should return on board before2400 hours, and must carry passport or Seaman’s Book.Currency: Local currency is Kwanzas, exchanged at a rate of about500,000 Kwanzas to US$1.00 (June 1998).General: Flags are to remain hoisted both day and night.

Harbour Master’s office open during daylight hours on working days only.No port control service available.AUTHORITY: Empresa Portuaria de Namibe, Namibe, Angola.Tel: +244 (64) 60643, 61056, 61646.AGENT: Hull Blyth Angola, CP 1214, Av. 4 de Fevereiro 23-24, Luanda,Angola. Tel: +244 (2) 310301, 310571, 310007. Fax: +244 (2) 310879,310309. Telex: 261449 VAPOR G. Email: hbenquiries@hull-blyth.comWeb: www.hull-blyth.com

PALANCA: 06� 58' S 12� 24' E (See Plan)

OVERVIEW: Port consists of SBM, CBM, T-jetty and finger pier, handlingPalanca blend crude oil and operated by TotalFinaElf E&P Angola. Oil ispumped to the terminal from the Palanca Oil Field and Lombo East Field.

FPSO is secured to a 10 point spread mooring, heading 225�(T).Export vessel is moored bow to stern of FPSO.The vessel shall moor at the bow with the storage vessel (tandem mooring)

or with the hawser of the buoy (SPM).LOCATION: Approximately 230 km. NW of Luanda and 20 nautical milesfrom the nearest coast and loading terminal.The Floating Storage and Loading Terminal Palanca:

Lat. 06� 58' 07" S, Long. 12� 23' 43" E, water depth 44.0 m.The Auxiliary Loading Buoy (CALM):

Lat. 06� 56' 57" S, Long. 12� 23' 43" E, water depth 42.0 m.CHARTS:

BA Charts No. 604 and 3206French Chart No. 3357American Chart HO No. 2203Portuguese Chart No. 305.

Nautical Publications:French Pilot Book Volume C, West African Coast, Volume 2French Light and Fog Signals, Series CBA Africa Pilot Volume 2.

DOCUMENTS:Documents Required by Immigration on Arrival: Immigration (DEFA)will check passports against the Crew List. Following documents are required:

5 Animal Lists5 Arms and Ammunition Lists5 Crew Lists5 Narcotics Lists5 Passenger Lists1 Ports of Call List.For further information contact Agent.

MAX. SIZE: 300,000 d.w.t., draft 44.0 m.Also see ‘‘Cargo Operations’’.

DENSITY: Salt water.

Palanca ANGOLA

See guidelines on how to compile and submit information to us (page xi). 41

RESTRICTIONS: Daylight berthing only. There will be no mooring after1500 hrs. local time.

If tanker arrives after 1500 hrs. local time, Pilot will usually board thefollowing day at 0600 hrs. local time.

Unberthing throughout 24 hours.APPROACHES: The production facilities of TotalFinalElf E&P Angola areprotected by an area of prohibited navigation which extends 0.5 nautical milesaround all fixed installations.

Access to this area is authorised only to vessels working for or authorisedby TotalFinaElf E&P Angola.

This prohibited area is marked at night by white lights, flashing Morse code‘‘U’’ every 15 seconds, installed on the corners of the platforms and on thefront of the storage tanker Palanca.

Average height of the lights 19 m.Range 5 miles.In the event of reduced visibility (less than 1 mile) the floating storage

vessel emits audible signals in accordance with the international collisionregulation for warning of approaches at sea, consisting of the letter ‘‘U’’ every30 seconds.Platforms are located as follows (1998):

Production Platform Palanca(PAL P1):

Lat. 06� 58' 23" S, Long. 12� 22' 33" E

Drilling Platform (PAL F2): Lat. 06� 56' 43" S, Long. 12� 22' 35" EFlare Platform (PAL T1): Lat. 06� 58' 13" S, Long. 12� 22' 30" EFlare Platform (PAL T2): Lat. 06� 58' 24" S, Long. 12� 22' 38" EProduction Platform (PAL P2): Lat. 06� 58' 25" S, Long. 12� 22' 40" EProduction Platform (PAC F1): Lat. 07� 05' 59" S, Long. 12� 20' 19" EFlare Platform (PAC T1): Lat. 07� 05' 47" S, Long. 12� 20' 13" EProduction Platform (BUF F1): Lat. 07� 07' 05" S, Long. 12� 22' 10" EProduction Platform (PAC F2): Lat. 07� 07' 42" S, Long. 12� 20' 55" EProduction Platform (IPS F1): Lat. 07� 03' 56" S, Long. 12� 24' 50" EProduction Platform (PAC F3): Lat. 07� 04' 20" S, Long. 12� 19' 55" EProduction Platform (IMP F1): Lat. 07� 00' 34" S, Long. 12� 22' 43" EDrilling Platform (PAC F4): Lat. 07� 09' 26" S, Long. 12� 20' 45" EDrilling Platform (COB F1): Lat. 07� 12' 14" S, Long. 12� 23' 21" EProduction Platform (PAM F1): Lat. 07� 10' 23" S, Long. 12� 23' 21" EProduction Platform (COB P1): Lat. 07� 10' 23" S, Long. 12� 23' 22" E

A sealine of 2,600 m. links the production platform (PAL P2) with theFloating Storage Palanca.

A sealine of 3,600 m. links the Production Platform (PAL P2) with theAuxiliary Loading Buoy.

A sealine of 2,164 m. links the Floating Storage ‘‘Palanca’’ with the AuxiliaryLoading Buoy.

Additional rigs may operate in the vicinity of these platforms at any time.Consequently vessels coming to load at Palanca must refer to radiomessages received prior to arrival.PILOTAGE: Compulsory, carried out by a Pilot representing TotalFinaElfE&P Angola, who will remain on board during the entire duration of the call.

The signals for contacting the Pilot are those set out in the InternationalCode; the Pilot may be contacted by VHF Channel 16.

The Pilot shall take control of the vessel approximately 2.2 nautical milesin the 330�(T) direction (NNW) of the loading station, at Lat. 06� 55.3' S,Long. 12� 22.5' E.

It should be recalled that ‘‘piloting consists of assistance given to Mastersin steering vessels upon entry into and departure from the piloting zone’’.

It should be stressed that the Master remains at all times entirelyresponsible for any damage or accidents resulting, whether at night or day,from the steering or manoeuvring of his vessel.ANCHORAGES: Vessels coming to load at Palanca may anchor in 50 m.of water, 5.4 nautical miles WNW from the loading station, within 1 nauticalmile radius of position Lat. 06� 55' 08" S, Long. 12� 18' 45" E.

It is prohibited to anchor in the Prohibited Area within 1.5 miles of the lineof pipes connecting PAL F2 to PAL P1, and from PAL P2 to the StorageVessel and at least 1.0 nautical mile from the loading station.Sea Bed: Sandy and of good consistency for anchoring. Certainoutcroppings of flat rock can delay engagement of the anchor.PRATIQUE: Health inspection is carried out by the chief doctor of theBorder Health Police.

In the event of a contagious illness on board, Health authorities must beadvised prior to arrival.PRE-ARRIVAL INFORMATION: Arrival Advice: Vessels shouldadvise their ETA 72, 48 and 24 hours in advance to TotalFinaElf E&P Angola.

Thereafter, they should give notice of any significant changes in theirexpected hour of arrival.Vessels shall address their ETA to:

TotalFinaElf E&P Angola,Rua Marechal Broz Tito No. 13, CP 2610, Luanda.Tel: +244 (2) 390293, 390343, 390393.Telex: 042-540593 ELFANGA and start your message text with ‘‘To:

EP-AO-DB3 EXP-OPS-TERM’’.Palanca: Floating Storage Vessel.

Call sign ‘‘FJBZ X’’.SSB monitoring (voice) on 6,342 kHz from 0700 – 1700 hrs.VHF monitoring on Channel 16 permanently.Monitors satellite communications permanently:Via Atlantic satellite (See ‘‘Notice of ETA’’ below).Tel: (871) 111 0776.Fax: (871) 111 1176.Telex: (871) 111 0777 and start your message text with:

EP-AO-DB3 EXP-OPS-TERM.The following is part of a message sent to a vessel in August 1992.

QuoteNotice of ETA:

Please report to Palanca Offshore loading facilities 72 hours in advanceof ETA, and again 48 hours and 24 hours prior to arrival.

Please send telex to Palanca Terminal/FJBX.TotalFinaElf E&P Angola, Attn. Mrs. E Gabriel EXP/ING.

a) Ship using INMARSAT:Dial: EP-FE-AO EXP-OPS-TERM 042-540593 orEP-FE-AO DOPE-EXP 042-540593 (A/B ELFANG AN).

b) Ship using Radiotelex:

Dial: EP-FE-AO EXP-OPS-TERM 042-540593.In respect of the shore station procedure.

Pre-Arrival Message: Please advise Terminal Palanca and TotalFinaElfE&P Angola:

Name of your Shipping AgentName of MasterVessel’s flag and call signVoyage number when leaving Palanca after loadingDestination and last port of callWhether loading can be initiated while deballasting. If not, advise required

deballasting time.Quantity of clean ballast and permanent ballast on arrivalConfirm that heating coils and tanks are sound and not leakingLoading rate with 1�16 in. hoseRevert with dimensions of your forward Panama FairleadConfirm that cargo tanks will be under inert gas on arrival.Whether owner’s instructions have been received regarding insertions or

special mentions to be added on Bill of Lading. Please revert with yourstandard Carrier Alpha Code.

According to your instructions, when can loading be initiated (date andtime).

Quantity of slops on board, and if ‘‘Load-on-Top Procedure’’ will be followedthis voyage.

Revert with your vessel’s experience factor calculated as follows:Total of ship’s figures for the last five voyages, divided byTotal of B/L quantities for the same voyages.If any more information needed.

Unquote.TUGS: Mooring is carried out by a work boat using personnel designatedby TotalFinaElf E&P Angola.

This vessel is at the disposition of the tanker, under the instructions of thePilot, during the duration of the tanker’s manoeuvring and its stay at theloading terminal.

The towing wire is provided by the towing work vessel, towing traction35 tons average.MOORING: Moorings at the loading terminal are furnished by TotalFinaElfE&P Angola. Consequently, the vessel should be prepared to take on board:the hawser as close as possible to the centre line of the vessel, the mooringline being composed essentially of 45 m. of doubled 18 in. circumferencenylon and 7 m. of 3 in. chain. This chain is intended to hold fast the nip ofthe hawser at the fairlead; and furthermore, in order to facilitate its taking onboard, the hawser is furnished with an ‘‘in haul’’ of 10 in. circumferencepolypropylene, of approximately 200 m. in length.

The ‘‘in haul’’ is passed to the vessel by means of a tender. The vesselmust prepare the messenger line for taking on board the ‘‘in haul’’ by thebow.

Weather and sea permitting, mooring will be undertaken from0600 – 1500 hrs. In exceptional conditions, mooring can take place at night.

Unmooring shall take place as soon as loading is completed, whether dayor night.

The port derrick should be rigged before arrival and have a minimum liftingcapacity of 15 tons.

The port side manifold should be prepared for connecting 2�16 in. hoses.HOSES: Connections: The loading of vessels is conducted through1�20 in. flexible floating line, length 256 m., terminating in 2�16 in. � 27 m.long hoses. Connection is a 16 in. 150 ASA flange. Port side manifoldnormally used.

Connection and disconnection of hoses will be executed by the mooringcrew. During the entire duration of the vessel’s stay at the loading station,the Pilot shall assure that a safety watch is kept on board. The Pilot is alsothe Loading Master and the representative of TotalFinaElf E&P Angola.CARGO OPERATIONS: Max. Size: 150,000 d.w.t. when the vessel ismoored bow-to-bow with the barge, 300,000 d.w.t. when the vessel is mooredat the SBM. Depending on the sea and wind conditions, this maximum sizemay be reduced to 280,000 d.w.t.

Max. bow to manifold distance 168 m.Min. bow to manifold distance 130 m.Max. vessel manifold height above water at CD equivalent to that of VLCCs.Min. SWL of vessel’s derrick 15 tonnes.The Palanca Loading Station of TotalFinaElf E&P Angola is a single point

bow mooring type.The storage vessel is connected to a Turret Buoy by a semi-rigid arm. This

buoy is fixed to the sea floor by chains to six driven stakes. These anchoringchains extend to a radius of 490 m. around the buoy.

The loading buoy is a CALM buoy (Catenary Anchor Leg Mooring) fixedto the sea floor by 6�4.25 in. chains.

The depth of water at the turret buoy is 44.0 m. The storage tanker Palanca,length 256.5 m., beam 60.0 m., has a capacity of 274,000 tonnes.

The water depth at the CALM loading buoy is 42.0 m.The sealine (2,500 m. � 20 in. diameter) connects the Palanca floating

storage to the production platform, the buoy is connected to the sealine by1�20 in. hose line.

For loading, there are two possibilities:a) A 20 in. floating line ending in 2�16 in. lines connects the bow of the

storage vessel to the intake manifold of the lifting vessel at a lengthof approximately 250 m. from the bow.

b) Dispatching of the production from the storage barge to the secondLoading Station is made through a 30 in. sealine. A floating 20 in.,300 m. long, flexible line (ending in 2�16 in. lines) connects theloading buoy to the lifting tankers manifold.

The choice of the loading point shall be made by TotalFinaElf E&P Angola.The normal conditions at the loading stations are as follows:

Tankers of 40,000 – 150,000 d.w.t.Liftings of 40,000 – 150,000 tons.

Exceptionally, the terminal may receive:� tankers of up to 300,000 d.w.t. unballasted or half cargo, exclusively

from the SBM buoy and with 10 days’ notice� liftings of up to 200,000 tons (programmed in advance according to

Block 3 Rules).The Palanca Terminal has the right to refuse these exceptions.The work vessel shall remain at the disposal of the Pilot, and shall hold

fast at the stern of the tanker under tow. A tow should be furnished to the

ANGOLA Palanca

42 Readers are encouraged to send updates/additions (see p. xi for details)

work vessel at the stern of the tanker, permitting a permanent traction ofapproximately 10 – 25 tons, during tandem loading operations, and also atthe loading buoy.Notice of Readiness: Notice of Readiness is to be addressed toTotalFinaElf E&P Angola.Loading: Three loading configurations are possible:

Loading in tandem, maximum rate 8,000 cu.m./hr.Loading on the buoy, maximum rate 6,000 cu.m./hr.Loading simultaneously on two tankers tandem/buoy, maximum rate

12,000 cu.m./hr. (7,200 cu.m./hr. tandem plus 4,800 cu.m./hr. from the buoy).Expected load/discharge rate at SBM and tandem loading 5,600 cu.m./hr.

Inspection of the tanks after deballasting and measurement of ullage afterloading shall be done in the presence of the Pilot, representing TotalFinaElfE&P Angola.

TotalFinaElf E&P Angola shall place on board the vessel, two sealed(2 litres) samples representative of the cargo.

Twenty minutes before the end of loading, the tanker shall make contactwith the storage vessel by VHF, so as to be able to stop the pumps at theappropriate moment.

The Master shall be entirely responsible for the valve manifold operationsand for onboard loading safety.Closed Loading: Compulsory. A Safety Officer will board the vessel withthe Pilot/Loading Master. The Safety Officer will inform the vessel’s crew ofthe safety measures necessary for the handling of this cargo, i.e. instructionsto shipboard personnel, monitoring and measurement of gas levels,management and control of H2S in the cargo tanks, on the decks, in the livingquarters and when vented to the atmosphere.

The Safety Officer will provide emergency equipment, such as breathingapparatus (for emergency work at the ship’s manifold), H2S monitoring andmeasuring equipment.

During cargo tank venting, only crew members authorised by the Masterwill be allowed on the open deck areas. All accommodation access doorsmust be closed and sealed during loading, except one, and all shipboardpersonnel will be instructed to use only that assigned access, except in anemergency. Ship’s air-conditioning plant must be on internal recirculation.

Recommendations and Regulations as per IMO Dangerous HydrocarbonCargo Handling and ISGOTT International Safety Guide for Oil Tankers andTerminals must be followed at all times.Palanca Crude Characteristics: (April 2000).

API @ 60�F 37.2Density @ 15�C 0.8380Pour point 0� CReid vapour pressure @ 37.8�C 67 K. Pa

Hydrogen Sulphide: Cargo loaded at the terminal contains highconcentrations of hydrogen sulphide (H2S). Special precautions should betaken due to H2S gas when venting to atmosphere during loading, or whenballasting and after the discharge of the cargo, as it is extremely dangerousto personnel. Because of the extreme danger, each and every person workingin an area where H2S gas may be present, should be aware of the potentialdangers, and know how to protect themselves from its toxic effects.BALLAST: Vessels should arrive with sufficient ballast and correct trim inorder to be able to manoeuvre with safety; such ballast may not be less than30% of the deadweight of the vessel. Deballasting may be carried out onlywith the agreement of the Pilot/Loading Master.

The storage facility at Palanca is not equipped with an oil separator. Thevessel should therefore present itself with clean ballast.

Any vessel presenting itself with dirty ballast may be obliged to depart theloading terminal and any resulting delay shall be entirely for its account; theacceptance of the Notice of Readiness shall be appropriately adjusted.

The Master shall be responsible for overflow or leakage from the tanks orany other situation which can bring about accidental discharge ofhydrocarbons.

The scuppers shall be plugged during the duration of loading.TotalFinaElf E&P Angola shall not be responsible for any violation of

international regulations.POLLUTION: It is forbidden to discharge cinders, flammable materials,objects and waste of any kind into the sea.

Any object falling into the sea should be reported to TotalFinaElf E&PAngola.

TotalFinaElf E&P Angola may attempt, at any time that it may considerappropriate, to fish such objects out of the sea. Such fishing out shall beundertaken at the expense, risk and peril of the party responsible.SLOPS DISPOSAL: No facilities.MEDICAL: Facilities in Ahmed (Soyo). Urgent health evacuations toLuanda are carried out by TotalFinaElf E&P Angola at the expense of thevessel.

The Agent of the vessel shall take charge of the evacuee upon his arrivalin Luanda.FRESH WATER: Not availableFUEL: Not available.CHANDLERY: Storing: It is not possible to provision at the terminal.REPAIRS: The repair shops at Luanda have limited facilities, informationcan be obtained from ship’s Agents.TIME: GMT plus 1 hour.WEATHER/TIDES: Rain: The rainy season predominates in Februaryto April.

The dry season and cool season extends two to three months in June,July and August.Air Temperature: In the rainy season, the temperature of the air variesfrom 23 – 30�C with a relative humidity of approximately 91%.

In the dry season the temperature varies from 18 – 22�C with a relativehumidity of approximately 86%.Sea Temperature: On the surface, the temperature of the sea varies from30�C at the start of the year to 20�C in the month of July.

Salinity varies from 28 – 35 grams per litre.Visibility: During the rainy season, particularly February, March, and April,the rain limits visibility to 0.5 nautical miles.Tidal Range: The tides are diurnal, maximum height at MHWS is 1.9 m.and at MHWN 0.95 m.

Winds: The dominant winds are from the south, generally less than 15 knotson the average. Strong winds have a short duration and blow from the eastor SSE in association with gales (70 km./hr.).Currents: In the Palanca region, currents can be extremely variable in forceand direction but the general dominant current, flows toward the NNW, itsspeed on the surface can attain 1.8 knots.Swell: The predominant direction of the swell is from the SSW, the averageheight varies from 1.5 – 2.5 m. with a period of 12 seconds, the surface wavesgenerated by local winds rarely exceed 2 m.

The swell is strongest from May to October and at maximum 2 – 3 daysbefore spring tides.NEAREST AIRPORT: Luanda International Airport, 4 km.GENERAL: Safety: The Master is solely responsible for safety on boardhis vessel.

During the entire stay at the loading station, the Master must: maintain onboard sufficient personnel so as to be able to manoeuvre the vessel withoutrisk and to put into action appropriate firefighting equipment; maintain enginesso as to be ready to manoeuvre; attend to the hawser so as to assure goodmooring without abnormal wear; keep a watch over the floating hose so asnot to subject it to any wear or chafing which might cause deterioration; keepwatch so that the vessel does not collide with the storage vessel, whetheras a result of a reverse in current or a severe change in wind direction orfor any other reason.Territorial Waters: The sovereignty of the Republic of Angola extends toa distance of 20 nautical miles from the shore line at low tide along the coast.

The Angolan authorities exercise fiscal, customs, health, and immigrationcontrol on the high seas contiguous to the territorial waters up to a distanceof 200 miles.Transport: The means of transport of TotalFinaElf E&P Angola cannot beutilised by the crew of vessels coming to load at Palanca. There is no regulartransport between Palanca and Luanda.SHIPMASTER’S REPORT: March 1987 (Updated 2000).

Berthing will not be commenced after 1500 hrs. (local time).Pilot ladder to be rigged to the water as Pilot boards from a work boat. On

boarding, Pilot will go forward to inspect mooring arrangements.Shore gear lifted on board on the port side.Loading vessel moors bow to stern with storage vessel.Just before taking up mooring lines the tug makes fast aft. Vessel requires

a heavy messenger to lift tug’s wire. Once vessel starts heaving mooringlines, Pilot goes forward and communicates with bridge on VHF Channel 67.AUTHORITY: TotalFinaElf E&P Angola, Rua Marechal Broz TitoNo. 13, CP 2610, Luanda, Republique d’Angola. Tel: +244 (2) 390293,390343. Telex: 4130, 4132 Elfang. Web: www.totalfinaelf.comContact: Captain Y Tabourdeau, Terminal Superintendent(Email: ep-ao-db321.ops-cm-term@totalfinaelf.com). Captain A LeGuennic, Palanca Pilot (Email: ep-ao-db321.exp-ops-cm@totalfinaelf.com).

XIKOMBA: 06� 03' S 11� 01' E

LOCATION: The FPSO Xikomba is located in Block 15 approximately76 nautical miles offshore west of Banana.General Description: The terminal consists of the FPSO Xikomba,256,033 d.w.t., with a CALM buoy moored astern of the vessel in depth of1,300 m. and can handle vessels up to 350,000 d.w.t.Charts: BA Charts No. 604 and 3206.Nautical Publications: Admiralty Pilotage NP2 Africa Pilot Vol. II.MAX. SIZE: 350,000 d.w.t.HOSES: There are 2�16 in. loading hose connections.CARGO OPERATIONS: The FPSO has storage capacity of292,000 cu.m.Loading Rate: Approximately 7,000 cu.m./hr.Cargo: Xikomba Crude.

API 34.83SG at 60�F 0.8507Sulphur weight % 0.39Viscosity at 40�C 6.49Pour point 50�F

OPERATOR: Esso Angola.