Angola: Facts on Capital, Economy, Climate and More

ANGOLA
GENERAL
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 African
languages.
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, dry
season (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 the
plateau.
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 comprises

several crude oil terminals and an anchorage for general cargo vessels. There
are a considerable number of oil fields in the area with associated platforms
and wellheads.
LOCATION: On the SW coast of Africa, separated from the rest of Angola
by the Democratic Republic of Congo and bordering on the Republic of
Congo-Brazzaville.
CHARTS: BA Charts No. 3206 and 3285.
DOCUMENTS:
5
5
3
7
2
1
7
Animal Lists
Arms/Ammunition Lists (even if nil)
Crew Effects Declarations
Crew Lists
Crew Vaccinations Lists
Derat (Exemption) Certificate
Manifests for each port of origin of cargo for Cabinda, plus 1 copy of
each Bill of Lading
8 Passenger Lists (Disembarking/in transit) even if nil
8 Ports of Call Lists
1 Ships Register
1 Ships Safety Equipment Certificate
3 Stores Lists.
Other forms intended for Customs, Health, etc., can be filled in on arrival.
Clearance: Official authorities will board the vessel for clearance, normally
after berthing/anchoring.
In the event of arrival during the night, clearance will not be made before
0600 hours.
Notice of Readiness: Accepted on arrival for the Malongo SPM Oil
Terminals, but only from 0600 1800 hrs. and 0600 1600 hrs. for Malongo
LPG Terminal, provided that the CABGOC representative is satisfied that the
export vessel is apparently in all respects ready to moor and load. In the
case of LPG vessels, such NOR shall include adequate cool-down of and
no contamination on cargo tanks and connection and appropriate purging of
cargo vapour hoses.
NOR will not be accepted during a period when berthing is suspended on
account of adverse weather, or when an export vessel arrives prior to the
date upon which it is nominated to load.
The foregoing paragraph notwithstanding, in no event shall a NOR, whether
previously accepted or not, be valid or binding on the terminal, unless and
until such time as the export vessel, her tanks and equipment, are in fact in
every 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 Shipmasters Report dated June 1998.
DENSITY: 1025. Influence of the current of the River Congo varies
according to the time of the year.
RESTRICTIONS: All vessels are warned to approach the Cabinda
Terminals with extreme caution, as drilling and survey work are proceeding
on a continuous basis.
APPROACHES: Normally all communications will be with the Malongo
Shore Terminal. When within VHF communication range, the Master of the
export tanker should ascertain berthing prospects from Malongo Shore
Terminal for the oil vessel and LPG terminals. Should it be necessary to
anchor, then the vessel should proceed to the recommended tanker
anchorage, which is Lat. 05 28.5' S, Long. 11 59.0' E.
Anchorage for any vessel in any other area within the terminal limit is
prohibited unless special clearance is received from Malongo Terminal.
PILOTAGE: Government Pilots service is compulsory. Radiograms giving
ETA to be sent to Agents via Luanda Radio (or by telegram from previous
port), and anchorage to be used which is the closest to Cabinda, provided
locations 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 vessel
must be moved closer to Malongo where the oil companies have their own
berth for discharge of various cargo into barges.
18
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 Mooring
Master, subject to the understanding that in all cases and circumstances the
Master of the vessel being manoeuvred shall remain solely responsible on
behalf of his vessel and the vessels Owners for the safety and proper
manoeuvring of the vessel.
CABGOC Mooring Master will remain on board throughout the export
vessels stay on the berth to coordinate transfer operations. Therefore,
suitable officer standard accommodation shall be provided for him on board
the export vessel.
The services of a Mooring Master are provided upon the express
understanding and condition that when a Mooring Master furnished by
CABGOC goes aboard an export vessel for the purpose of assisting such
vessel, he becomes for such purpose the servant of the Owners of the export
vessel, and CABGOC shall not be liable for any damage, loss or injury which
may result from the advice or assistance given or made by such Mooring
Master while aboard or in the vicinity of such vessel.
ANCHORAGES: Arrival at Pilot Station/Anchorage Area: Means
of access to vessel by the CABGOC Mooring Master shall be provided in
accordance with the requirements of SOLAS, and early advice will be given
by CABGOC Mooring Master regarding the side of the vessel where access
should be provided. At night, the access area shall be adequately illuminated
to provide for the approach and boarding of the Mooring Master, Government
Officials and for CABGOC representatives.
The Conditions of Entry Into and Use of Cabinda Terminal and Agreement
for Hiring of Tugs will be presented to the Master of the export vessel and
shall be signed by him on behalf of himself, the vessel and her Owners prior
to the departure from the Pilot Station and commencement of berthing
operation.
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 to
heavy swell, a clearance of at least 3.04 m. under-keel should be observed
during the season (March to September). It is often necessary to move
anchorage to a position further offshore and to deeper water.
PRE-ARRIVAL INFORMATION: Vessels bound for the Cabinda
Terminals are required to advise their ETA:
a) Via telex or radiogram to the office of the vessels 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 can
also be sent via our LPG storage vessel Berge Troll, Telex
No. 871-1312131 LAGO.
All Vessels: ETA messages are to be sent 72 hours, 48 hours and 24 hours
for oil tankers and 7 days, 48 hours and 24 hours for LPG vessels before
arrival at the terminal, and should contain the following information:
a) name of vessel
b) ETA in GMT (Angola time is GMT plus 1 hour)
c) name of Master
d) estimated arrival draft, fore and aft, and displacement
e) time for discharging clean ballast, if any, also quantity of segregated
ballast on board
f) if vessel proceeding to any port(s) prior to Malongo, and if so, any
delays anticipated
g) 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 line
b) number and size of vapour and liquid manifold connections
c) temperature and pressure of each tank and set point of safety relief
valves on arrival
d) any defects in vessel or equipment affecting cargo, performance or
manoeuvrability
e) details of previous three cargoes carried.
VHF: For short range communications, a VHF system is available covering
Channels 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 or
Malongo Shore Terminal will be established on Channel 16, and then
transferred to a mutually agreed channel.
For vessel moored at the Cabinda Terminals, communication with the shore
terminal or Berge Troll will be maintained by VHF radio equipment provided
by Mooring Master.
BERTHING:
Berth
Size
(d.w.t)
Malongo:
Terminal Dock
Export Berth:
No. 1
No. 2
LPG Terminal
LOA
(m.)
Draft
(m.)
Beam
(m.)
95
5.48
20.0
16.76
325,000
50,000
351
Remarks
Containers,
general cargo
Crude export
Crude export
LPG
BULK CARGO FACILITIES: Cargo Facilities: One pier length

100 m. with cranes, max. lift 25 tons. Cargo transportation is via barges towed
by 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 CABGOC
Mooring Masters agreement. Unmooring operations will usually be
undertaken at any time.
b) Before arrival at the boarding area, it will be necessary to ensure that
the following minimum moorings are ready for use on the forecastle
of the export vessel on arrival at the SPM berth:
Readers are encouraged to send updates/additions (see p. xi for details)
Cabinda
ANGOLA
Two messenger ropes, 183 m. long and minimum 4 in.

circumference, preferably floating and stowed on drums and in line
with the chain stoppers, and two mooring ropes and a strong
messenger at aft station.
c) When the vessel is within reasonable distance of the buoy, the two
ships lines will be picked-up by the mooring launch and made fast
to the floating SPM pick-up lines. The ships lines, used as
messengers, will then be used to heave the pick-up lines on board
the export vessel. As the pick-up lines come clear of the water, they
will be followed by the chafing chains which are attached to them.
These chafing chains (3 in. size), must then be secured to the chain
stoppers in such a manner that the two nylon hawsers are outside
and clear of the ships fairleads. The chains will then absorb any
chafing 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 and
18 in. circumference at Berth No. 2 (one hawser at Malongo No. 1 and
two hawsers at Malongo No. 2).
d) Power is required to be available at all times on all deck winches and
windlass while the export vessel is in the berth.
e) Two mooring lines shall be available aft, secured to the bitts and of
sufficient length to enable a tug to pick-up the eyes and tow on it to
realign the vessel if necessary. Buoyant lines are requested. However,
it is normal practice to use the tugs towing line, and a strong
messenger must be ready to pick it up and to secure it on the export
tanker 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 export
vessels 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 for
conventional tankers.
Vessel must have the ability to maintain minimum 30% of the summer
deadweight 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 one
long blast every 30 seconds.
There are numerous oil well platforms in the vicinity of this Terminal in the
following positions:
Platform
Latitude
Longitude
83-4
83-6
84-8
84-12
84-16
84-22
95-3
96-1
84-31
5 25.7' S
5 25.1' S
5 26.1' S
5 29.2' S
5 28.4' S
5 26.6' S
5 33.8' S
5 30.3' S
5 28.3' S
11 59.6' E
11 59.2' E
12 03.2' E
12 04.0' E
12 03.5' E
12 00.1' E
12 59.1' E
12 03.8' E
12 00.1' E
Light
White
White
Red strobe
White
Green strobe
Red strobe
White
White
Green strobe
These navigational aids flash Morse code U every 15 seconds in the

colour indicated. The above platforms are each fitted with fog signals
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, and
is fitted with a navigation light with characteristics of Gp.Fl (3) every
30 seconds.
A Racon beacon is also installed on this platform. The characteristics of
this 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 Summer
deadweight 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 Morse
code U every 20 seconds.
Oil Cargo Information: Cabinda Crude: Cabinda Oil loaded at the
Malongo Terminals will have an average API of 32.8. Cargo loaded at
Malongo Oil Terminals may contain quantities of hydrogen sulphide. The
maximum loading rate will be 40,000 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.
Nemba Crude: Nemba Oil loaded at the Malongo Terminals will have an
average API of 39.0. Cargoes loaded at Malongo Oil Terminals may contain
quantities of hydrogen sulphide. The maximum loading rate will be
40,000 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,
216 in. floating hoses will be connected to the export vessels port side
manifold. The floating cargo hoses are fitted with camlock type couplings to
fit 150 ASA for 16 in. flanges. A hose gang will remain on board to attend to
all hose operations, but the export vessels crew shall provide assistance as
and when necessary on the advice of the CABGOC Mooring Master. At such
times, an export vessels deck officer shall be in attendance.
The export vessel will be required to have ready a hose handling derrick
at the port manifold with a SWL of not less than 15 tons for the lifting and
connection of the hoses. Where possible, it is requested that the derrick
runner is on one winch and the topping lift on another, as this will make the
hose handling and launch operation much smoother and faster.
The export vessels crew will be responsible for handling the hoses and
required to operate winch or winches.
Every care should be taken during the hose handling operations to avoid
serious damage to the hose, the plastic floats and buoys by contact with
plate edge, rails, etc.
Special equipment, e.g. quick release fittings, etc., will be supplied from
the line-boat when the CABGOC Mooring Master boards.
To avoid undue delays, a rope messenger shall be ready for use at the
boarding position. Before hose handling operations begin, manifold oil
containment facilities shall be ready for use and adequate quantities of
absorbents available for rapid deployment in the event of spillage.
Safety Inspection: As soon as possible after arrival, a CABGOC/Berge
Troll representative will board the vessel in order to carry out a Safety Check
and 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 the
understanding that transfer operations will be conducted safely and
expeditiously, and that the berth will be vacated as soon as practicable after
loading operations are completed.
CABGOC reserves the right to refuse to accept a vessel which fails to
arrive with tanks cooled to the temperature appropriate to the grade of LPG
to be loaded and with cargo free of any contamination.
Furthermore, CABGOC reserves the right to suspend operations and
require the removal of any vessel from the berth for, but not limited to, the
following:
a) Flagrant or continuous disregard of the Cabinda Terminals Safety
Regulations and Procedures.
b) Defects in vessel, equipment, manning or operations, which in the
reasonable opinion of CABGOC presents a hazard to the terminal,
personnel or the environment.
c) Operational performance that fails to utilise satisfactorily the available
Terminal facilities, and thereby in the reasonable opinion CABGOC
constitutes 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 nominated
shipment, delay to or suspension of loading, or a requirement to vacate the
berth arising from this regulation or from the safety regulations.
Transfer Operations: The CABGOC Mooring Master will remain on the
export tanker throughout the transfer operation, and will coordinate all
activities on board the export tanker with the shore terminal.
The maximum loading rate available for the transfer operation will be
40,000 bbls./hr., but in no circumstances will the export vessel be requested
to load at a rate faster than that required by her Master.
At all times during the transfer operation a responsible deck officer shall
be in charge of operations. A deck watch in contact with the control room is
required to continuously patrol the cargo deck and monitor the export vessel
manifold area and the mooring hawsers.
When the responsible officer has declared the export vessel ready to load
with all necessary valves open, the CABGOC Mooring Master will give
instructions to commence the transfer at a slow rate. As soon as flow is
confirmed and the integrity of the transfer hose connection is established,
the export vessel may request an increase to the previously agreed loading
rate. At any time during the transfer operation, the rate can be reduced as
requested by the Master or responsible officer of the export vessel. At no
time should vessel shut down against the flow. At least two cargo tank valves
should be open at all times.
The CABGOC Mooring Master should be given advance notice by the
Master or responsible officer of the export vessel when a reduction of loading
rate is required.
Vessel may request a shore stop at the end of transfer operation, however
it will remain entirely the ships responsibility that cargo quantity meets and
does not exceed (maximum) vessel requirements. There are no facilities
available to discharge ashore any quantity of cargo, should the vessel
overload.
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 such
documents 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 may
sign the cargo documents on behalf of the export vessels Master.
The official quality and quantity of the crude oil delivered to the export
vessel shall be determined by her owners and/or charterers.
Inert Gas System:

a) All crude tankers scheduled to load at Malongo Terminals are required
to have the IGS plant fully operative and the tanks inerted throughout
the lifting.
The oxygen content of all cargo tanks should be maintained below
8% by volume. The CABGOC Mooring Master will check random tanks
upon boarding.
Failure to comply with this requirement will result in the vessel being
delayed or rejected.
Should the IGS break down during loading, all cargo operations will
be stopped, and the vessel may be ordered to vacate the berth. The
cost of any such delays will be for the vessels account.
b) Tanks Inspection, Gauging, Sampling, Water Dips and Temperature:
Should it be necessary for tanks to be inspected, then it should only
be done on a tank-by-tank basis. The system shall be maintained at
about 200 mm. water gauge, except for the individual tank to be
opened which, if possible, is to be isolated from the system and the
sighting port opened with care. On completion of inspection, the tank
shall be secured and re-pressurised. The next tank is not to be isolated
and opened until the preceding tank is secured and open to the IG
system.
All gauging, sampling, water dips and temperatures will be taken
either through special fittings provided or, if it is necessary, to open
up tanks for this purpose, then this will be done one tank at a time
as 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. LPG
is stored in the storage tanker Berge Troll (maximum capacity
See guidelines on how to compile and submit information to us (page xi).
19
ANGOLA
Cabinda
71,300 cu.m./42,920 metric tons) and is transferred to the export vessel in a

ship-to-ship alongside operation.
Terminal will accept vessels not exceeding 50,000 d.w.t. and up to the
same characteristics as the Berge Troll.
Navigation: The Berge Troll SPM is fitted with a navigation light flashing
Morse 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 Mooring
Master, the Master of export vessel and the Master of the Berge Toll.
At Malongo LPG Terminal, fendering between the two vessels for the
alongside operation consists of four large fenders, 3.05 m. diameter
4.88 m. length at waterline level, and five secondary fenders strategically
positioned close to the tank deck level.
Cabinda LPG: Cabinda LPG will have varying specific gravities ranging
from 0.505 0.595, and be transferred at 35C to 37C. Advice on gravities
and loading temperature will be provided to export vessels prior to the
commencement of loading. Furthermore, in the case of LPG vessels, the
final and official gravity will be available as soon as practicable, and usually
2 to 3 hours prior to anticipated completion of loading.
Hoses: Export LPG: The Berge Troll will present 28 in. hoses to the
manifold of the exporting vessel for loading of LPG. It will be the responsibility
of the export vessel to cooperate with CABGOC personnel in making the
connection 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 hydraulic
telescopic 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 take
place in agreement with CABGOC, and only for preventing cargo tanks safety
valves to open/release to riser.
Luanda LPG Export: Product will be transferred via 16 in. flexible hose. A
total length of 37.62 m. hoses will be used, permitting 6.1 m. of the
transferring hose to rest on the export tanker to absorb all abnormal
movement between the vessels. A ball valve will be arranged on the export
vessel end of the hose to allow liquid to boil-off. Blowing/purging will therefore
not be necessary. Vapour return is not available.
Cargo will be delivered at requested temperature by using a cargo heater
on 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 of
transferring personnel between the ships and hose handling.
Small Luanda LPG tankers will berth on the Berge Trolls port side,
always using their starboard side alongside. Six primary fenders
1.83 m. 3.66 m. size are positioned on the Berge Trolls port side.
Larger Luanda LPG tankers with sufficient freeboard, and able to use
the primary fenders on Berge Trolls 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 time
of arrival when cargo hoses are connected and purged and when the vessel
is declared, in all respects, ready to load.
The Master of the export vessel is required to have the blank flanges
removed from the vessels port side loading manifold before mooring, in order
to expedite the connection of hoses.
Notice of Readiness will not be accepted during a period when berthing
is suspended on account of adverse weather, or when an export tanker
arrives prior to the date upon which it is nominated to load.
The foregoing paragraph notwithstanding, in no event shall a NOR, whether
previously accepted or not, be valid or binding on the Terminal unless and
until such time as the export vessel, her tanks and equipment, are in fact, in
every respect in the proper condition and operation to receive the cargo.
Contract conditions for export of LPG may change from year to year, and
demurrage/dispatch will be settled based on information on time sheet
mutually agreed.
While the vessel is being cleared, the CABGOC representatives will give
the Master of the export vessel written specifications concerning the
anticipated loading conditions, i.e. gravity, temperature, loading rates, etc.
The discharge of ballast and cargo transfer program will be fully agreed
between CABGOC, Master of Berge Troll and the Master of the export
tanker before any operation is allowed to commence.
There are no facilities available to discharge excess cargo, should the
vessel overload. It is, therefore, imperative that the export vessels Master
declares the tonnage he requires prior to loading.
Cargo loading is by Berge Troll deep well pumps at a rate of
approximately 12,000 bbls. (1,000 tonnes) per hour for Export LPG, and
approximately 2,400 bbls. (200 tonnes) per hour for Luanda LPG.
Spotlights should be rigged on both wings of the bridge and on the
forecastle of the export tanker to supplement the Berge Trolls deck lighting
during transfer operations.
About 30 minutes before the cargo loading is expected to be completed,
the CABGOC representative should be advised in order to coordinate the
shut-down between the vessel and the Berge Troll.
When the export vessel has completed loading the cargo, the discharging
line valves on the Berge Troll will be closed. The two liquid hoses and the
vessels loading piping system in use will be cleared of liquid by blowing with
warm vapour at an approximate pressure of 4 kg./sq.cm. from the Berge
Troll. This operation is carried out and supervised by CABGOC personnel.
Only when the CABGOC representative has advised that the line clearing
operation is completed, may the export vessels manifold be closed. (In an
emergency however, the export vessel may shut down against flow with
immediate notification to Berge Troll).
After completion of loading operations, various documents, including Bill
of Lading, Cargo Manifest, Ullage Report, Certificate of Quantity, Certificate
of Quality, Certificate of Origin and Port Time Log, will be completed, and all
such documents shall be signed by the Master of the export vessel prior to
that vessels departure. The official quantity and quality of the LPG delivered
to the export vessel shall be determined by independent surveyor on the
basis of meters and equipment on the Berge Troll, and shall be final and
binding on the export vessel and Owners and Charterers.
The number and size of LPG samples taken will be determined by
CABGOC.
Also see Tanker Facilities.
20
STEVEDORES: Normal general cargo working hours from 0730 1200,

1730 2400 hrs. Saturday 0730 1200 hrs.
BALLAST: Oil Terminals: Deballasting Operations: Export vessels are
required to arrive with sufficient ballast or cargo and adequately trimmed for
safe manoeuvring, with the propeller submerged and in no case less than
30% S.d.w.t.
Cabinda Terminals have no ballast reception or slop disposal facilities, and
therefore, export vessels are required to arrive with sufficient clean ballast
suitable for pumping directly to the sea. Export vessels arriving with ballast
unsuitable for pumping to the sea may be rejected for loading, or will be
required to keep that portion of their contaminated ballast on board.
CABGOC will not accept any claims for vessels unable to meet such
requirement.
It is strictly against the law to pollute the water of the Peoples Republic
of Angola. Any Master, his vessel and Owners, may be subject to prosecution
by the Angolan Authorities, if such pollution does occur.
Simultaneous Deballasting and Loading: This practice is required at Cabinda
Terminals. Vessels must have the ability to load and deballast simultaneously,
however it is acceptable for the vessel to load part cargo, stop operation of
loading and deballast, and then finish loading cargo in order to maintain 30%
of Summer deadweight at all times. A suitable trim to avoid condition of
floating hoses being trapped underneath bow must be maintained at all times.
Simultaneous operation is allowed only when double valve segregation exist
between ballast and cargo systems.
These operations shall be done at the sole responsibility of the export
vessel, its Master and owners. The most stringent care and attention shall
be taken by the export vessel throughout, whose Owners shall remain fully
responsible for, and indemnify and hold CABGOC, its parent companies,
subsidiaries and affiliates for any cost fine, and expenses, of every kind
whatsoever, arising out of, on account of, or in any way connected with the
simultaneous deballasting and loading of the export vessel.
Those vessels with only segregated ballast will be permitted to commence
deballasting during loading at a stage of the operation convenient to both
the 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. Serious
cases are sent to Luanda. Crew must have certificates of inoculation against
yellow fever.
FRESH WATER: Not available.
FUEL: Not available.
SERVICES: None available.
REPAIRS: Repairs will not be permitted when the export vessel is in the
loading 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 (Port
Captain).
GANGWAY/DECK WATCHMEN: Not necessary. The authorities
place a port policeman on board.
REGULATIONS: Vessels loading at the Cabinda Terminals must comply
with the latest SOLAS and MARPOL Conventions and Protocols. Vessels
which are found to be seriously deficient in any way will be refused permission
to berth or load.
TIME: GMT plus 1 hour.
LOCAL HOLIDAYS: Oil terminal works throughout.
WEATHER/TIDES: Environmental Conditions: The rainy season
begins in the middle of October and extends to the end of April. During this
season and particularly between December and April, local thunderstorms
can 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 of
3.05 4.57 m. can be expected during these 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 March to
September, a southwesterly swell affects the area. The long swell sometimes
exceeds 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 as
heavy rain over the surrounding land area. Thus, particularly during the dry
season, current setting to the SSW can be experienced.
In view of the foregoing, Masters of vessels calling at the Cabinda
Terminals are advised that, under no circumstances, are engine repairs or
the immobilisation of main engines permitted within the limits of the terminals.
DELAYS: Tankers are not normally delayed, but dry cargo vessels may
be delayed if two or more vessels arrive simultaneously, due to a lack of
sufficient barges. Also, delay in loading and unloading may be caused by
rough seas.
The ships Agent is responsible for making any arrangements and providing
any information concerning the above.
CONSULS: None.
NEAREST AIRPORT: Cabinda Domestic Airport, 4 km.
CUSTOMS ALLOWANCES: Customs normally place no restrictions
on the consumption of alcoholic drinks on board, but under no circumstances
may alcohol be taken ashore.
SHORE LEAVE: No shore leave for tanker personnel.
REPATRIATION: Crew changes are only permitted in emergency
situations, and then only when personnel involved hold all necessary valid
certificates and documents.
IDENTIFICATION CARDS: Supplied by the Agents and stamped by
the Immigration police before any person comes ashore.
SEAMANS CLUBS: None. No shore leave.
GENERAL: Agency: CABGOC does not perform any vessel agency
functions. Vessels calling at the Cabinda Terminals are required to arrange
their own agency representation from an agency operator in Cabinda.
Ship Requirements: All requirements of an export vessel will be handled
by the vessels Agent. No stores of any kind are available.
Cabinda
SHIPMASTERS REPORT: June 1998.
Documents: Port Authorities came on board during daylight only to clear
vessel. Documents required:
4 Animal Lists
4 Arms/Ammunition Lists
8 Crew Lists
6 Crew Effects Declarations
1 Health Declaration
4 Mail/Parcels Lists
4 Narcotics Lists
6 Passenger Lists
6 Stores Lists
4 Stowaway Declarations
4 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 (position
Lat. 05 31' S, Long. 12 08' E), at a distance of 3.5 n.m. from Ponta de
Tafe, being the nearest land, in a depth of at least 11.0 m.
When approaching the anchorage, Masters have to pay attention to the
oil platforms and supply vessels in the vicinity.
We found some drilling rigs surrounded by large mooring buoys unlit up
to 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 not
swing. Prevailing winds are from approximately south SE Reduced visibility
due to haze can be expected during the night and early morning.
VHF: No official radio station in Cabinda. Ships have to contact their Agents
directly via Channel 16 when anchored, as communications by other means
are difficult. ETA must be sent via Luanda.
Tugs: Two tugs available (2400 h.p.) equipped with VHF. The new one,
Maiombe, is only used to carry Port Authorities for clearing vessels, while
the oldest, Comandante Henda, is used to tow floating pontoons.
Cargo Handling: There are four floating pontoons capable of carrying
10 TEUs each, but only two of them are available, both are in very poor
condition.
Floating pontoons are equipped with some fenders, but ships have to be
fitted with some extra ones, better if small floating type.
Stevedores provide the pontoons moorings, but ropes are undersized and
in case of swell, ships have to provide some ropes to moor pontoons. Also
the equipment used by stevedores on board is in poor condition and few in
number.
Equipment ashore consists of a floating crane to handle full containers and
some mobile cranes on wheels capable of handling up to 4.0 tonnes.
If the weather is good, cargo operations are regular, almost the normal
rate of the ships cranes/derricks but much time is lost towing lighters to and
from the port and during cargo operations ashore.
Swell, squalls or other vessels working, cause difficulties during cargo
operations, so prolonging the vessels stay.
Stevedores: Longshoremen work 24 hours a day, 7 days a week.
The same stevedore gang starts the cargo operation and works until the
vessel is ready to sail.
Stevedores arrived by tug from the port, and boarded the vessel using the
Pilot 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 purchased
ashore.
Shore Leave: Crew can go ashore by tug, but should return on board before
2400 hrs. and have to carry their Passport or Seamans Book.
Customs requires US$5.00 from each crew member going ashore for
delivery of shore pass.
Currency: Local currency is Kwanzas, exchanged at a rate of about
500,000 Kwanzas to US$1.00 (June 1998).
General: Flags: Flags are to remain hoisted both day and night.
Officials: Harbour Masters office open during daylight hours on working
days only. No port control service available.
REPORT: January 1999.
Loading/Ballasting: As of the 1st April 1999, vessels must be capable of
loading cargo and discharging ballast simultaneously, whilst maintaining two
valve segregation between cargo and ballast 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 requirement will not be accepted at the Malongo
Oil 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 load
cargo and discharge ballast simultaneously while maintaining two valve
segregation. However, if vessels cannot load cargo and deballast
simultaneously, they can load part cargo, stop cargo operations, deballast
and then finish loading the cargo, maintaining a minimum of 30% s.d.w.t. at
all 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.
ANGOLA
ESSUNGO: 06 20' S 12 10' E
(See Plan)
OVERVIEW: Essungo Terminal, formerly known as Quinfuquena

Terminal, is part of the Lombo Terminal Complex. The IMODCO type Single
Point Mooring is equipped with two mooring hawsers and is capable of
accepting tankers up to 200,000 tonnes d.w.t.
A 16 in. sea line connects Essungo and Lombo Production Platforms and
a 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 SPM
buoy 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. south
of the entrance to the Congo River.
The loading point is situated in approximately 36.57 m. of water, in position
Lat. 06 20' 18" S, Long. 12 09' 18" E.
DOCUMENTS:
5 Animal Lists (nil)
5 Arms/Ammunition Lists (nil)
Clearance from Last Port
5 Crew Lists
5 Crew Vaccination Lists
5 Passengers Disembarking or in Transit Lists (nil)
5 Passenger Effects Declarations
5 Previous Ports of Call Lists
5 Stores Lists.
MAX. SIZE: Maximum displacement 250,000 tonnes.
RESTRICTIONS: In principle, mooring operations are not carried out at
night, but unmooring operations are performed day or night. The Pilot/Loading
Master will in all cases decide when mooring and unmooring operations shall
be done.
APPROACHES: Facilities in Essungo Field are clearly marked on BA
Charts, and all vessels calling at Essungo Terminal shall have on board BA
Charts No. 3206 and 604.
Masters are advised that extensive drilling activities are under-way in the
surrounding fields, and vessels should navigate with particular caution, as
new uncharted platforms and drilling rigs may be encountered throughout
the area.
Good radar targets are Essungo Platform and Bagre Platform, both of which
flare continuously.
PILOTAGE: Compulsory. The pilotage boarding area is 2 n.m. NW of the
SPM buoy. The Pilot will give the arriving vessel any berthing instructions
and/or confirm the anchorage position.
The Pilot/Loading Master will complete with the ships Master a
Pre-Berthing Safety Check List prior to commencing any manoeuvring within
the terminal limits.
The Pilot/Loading Master will remain onboard during the whole period of
loading, and in case of any infringement of the safety regulations, will take
any measures he deems appropriate, including stopping or not starting the
loading 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. The
accommodation should be equivalent to the minimum standard required for
a Senior Officer. Accommodation may be required for upto another three
persons at the end of loading.
Also see Mooring.
ANCHORAGES: Vessels waiting to berth are requested to anchor 3 miles
NW 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. Vessels
should listen throughout on VHF Channel 11.
Due to the proximity of many sub-sea pipelines, great care should be taken
when anchoring. The sea bottom area is mainly sand and mud.
PRATIQUE: Upon arrival, Government Officials and Agent board the
vessel. The party comes by boat from the offshore district base.
PRE-ARRIVAL INFORMATION: Vessels nominated to load at
Essungo Terminal, shall send to Texaco Panama Angola Inc, Offshore
District, Marine Operations, Fax: 871-1515150, 871-1515147, ETA on receipt
of orders, 7 days, 96 hours, 72 hours, 48 hours, 24 hours prior to arrival. The
first message must contain the following information:
1. Vessels name and previous name
2. Flag and Port of Registry
3. Call sign
4. Satcom: Fax/Tel/Telex
5. Name of Owners and Operators
6. Name of Charterers
7. Name of Consignee
8. Name of Agents in Angola
9. Name of Cargo Surveyor
10. ETA at Essungo Terminal
11. Name of Last Port
12. Arrival Draft and Sailing Draft
13. Loaded Displacement
14. G.r.t., n.r.t.
15. S.d.w.t.
16. LOA
17. Distance Bow Manifold
18. Number and Type of Mooring Brackets Forward
19. Cargo Requirements
20. Amount of Clean Ballast on Arrival.
Pre-Arrival Questionnaire: Only vessels in Texaco Vessel Approved List
will be accepted to load at Block 2 Terminal. Vessels intending to call at
Essungo Terminal must send, before acceptance, the completed Texaco
Charter 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
21
ANGOLA
Essungo
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 number
2. Vessel name/previous names
3. Vessel type
4. Flag
5. Port of Registry
6. Date built/where built
7. Date rebuilt
8. Construction (Single hull/double hull/double sides/double bottom)
If double hull, are all centre tanks sub-divided throughout by a
centreline 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 style
b) address
4 c) how long owned by present owner
13. Demise Charter owner, or time charterer if any:
a) full style
b) address
14. Operating company (responsible for daily management and
expenditure on vessel):
a) full style
b) address
c) how long has vessel been with this company?
d) number of tankers operated by this company?
15. Classification Society:
a) name
b) address
c) 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 State
21. Origin of Licenses/Certificates of Master and Officers
22. Nationality of Master and Officers
23. Are Officers employed direct by owner or via Manning Agency?
24. Nationality of ratings
25. Are ratings employed direct by Owner or via Manning Agency?
Name of Agency
26. 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 Texaco
29. Date tanker from same company last chartered to Texaco (include
name of vessel)
30. Vessel last 3 charterers and cargoes carried:
a) last
b) next to last
c) second to last
31. Expiry date of Certificate of Inspection or Annual General Survey
for compliance with Flag State Regulations
32. Does the vessel have the following Certificates on board which will
be valid for the period of the expected voyage?
a) Load Line Certificate
Issued/Expire
b) Safety Equipment Certificate
Issued/Expire
c) Safety Construction Certificate
Issued/Expire
d) Safety Radio Certificate
Issued/Expire
e) IOPP Certificate
Issued/Expire
f) CLC Certificate
Issued/Expire
g) US Coast Guard Regulations
Compliance Certificate
(TVEL or COI)
Issued/Expire
h) Certificate of Financial Responsibility
in compliance with OPA90 (COFR)
Issued/Expire
33. History of Groundings / Strandings / Collisions over previous
12 months:
a) when
b) where
c) circumstances
34. History of Pollution over previous 12 months:
a) when
b) where
c) circumstances
d) extent of cargo or bunker loss
e) any port prohibitions as a result of pollution incident?
35. Last US Port visited:
date
36. Last USCG Inspection:
a) date
b) result
37. Last Port State Inspection:
a) date
b) 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 by
the 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?
22
42. TPI
BCM
KTM
43. Hose boom capacity and safe working load
44. Advise numbers, dimension and location of bow Panama
Fairlead(s) or equivalent fairlead(s). Bow fairlead opening should be
at least 40 cm. height and 60 cm. width.
45. Is vessel fitted with chain stopper in bow area
If so, state number, type and SWL
46. Does vessel have mooring bitts located not less than 3 m. and not
more than 10 m. from Panama Fairlead which are clear of
obstructions
47. If vessel does not have SBT (Question 11 above), can vessel
deballast simultaneously with loading and maintain 30% ofsummer
deadweight at all times?
48. Confirm that vessel has 2 fire monitors, each having an output of
5,000 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/Telefax
please advise numbers and call sign
50. Please advise the following:
colour of hull
colour of superstructure
colour of funnel (marking)
51. Is the vessel equipped with hermetically sealed ullaging/sampling
system?
52. Confirm vessel has a closed loading system
53. Confirm vessel fitted with a recirculatory air-conditioning system.
Vessels not approved may be accepted for one voyage, provided they
submit the Texaco Charter Vessel Acceptance Questionnaire to the above
mentioned 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 Consulting
Service, 2901 Turtle Creek Drive, Port Arthur, TX 77642. Tel: +1 (409)
7236783. Fax: +1 (409) 7236666.
VHF:
Essungo Platform
Lombo Pilot
Lombo Marine
Channels 6 and 72
Channel 11
Channel 11
Also see Pilotage and Anchorages.
MOORING: Vessels: Vessels berthing at the terminal shall have the

following:
two AKD, OCIMF approved bow chain stoppers, SWL 200 tons.
max. Stern Trim (propeller immersed): 3.0 m.
derrick/crane minimum 15 tons SWL
IGS fully operational
capable of loading/deballasting concurrently
capable of closed loading operation
operational recirculatory air-conditioning
hermetically sealed ullaging and sampling capability
fitted with at least one OCIMF standard Panama type fairlead on
centreline of forecastle bulwark of minimum dimensions
60 cm. 45 cm.
Requirements:
Cargo tanks fitments (i.e. valve spindles, tank lids, fixed automatic
gauges, PV valves, etc.) must be gas tight
Officers and crew must be familiar with dangers of H2S gas.
Vessel must arrive at terminal with clean ballast
All mooring and unmooring operations are carried out by the ships
crew as instructed by the Pilot.
Operations: Upon arrival at pilot station, vessel shall have the port
crane/derrick rigged and ready for use. The SWL shall be not less than
15 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 ready
to 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 longer
accepted.
The terminal line boat will bring the mooring equipment box alongside,
which is picked up using the ships port crane/derrick.
Two messenger lines, each of at least length 121.9 m. and three good
heaving lines shall be ready for use, both on the forecastle and one
messenger/heaving line ready on the poop deck aft. There should also be a
large hammer and a large crow bar available on the forecastle head during
mooring.
The line boat brings in one of two 10 in. circumference pick-up lines
alongside the bow when the vessel is within a reasonable distance of the
SPM. The messenger line is passed by ships heaving line, to the line boat
and connected to the pick-up line. The pick-up line is retrieved until the chafe
chain passes through the fairlead and is secured by the chain stopper. The
whole process is repeated for the second hawser. Only the slack in the
pick-up lines should be retrieved. It is imperative that no load is put on the
pick-up lines at any time during the mooring operations.
Once the vessel is safely moored, the terminal tug is secured aft using
ships lines. The tug will remain secured to the stern of the loading tanker
throughout its stay. The ship should have ready aft, shackled together, two
full length (i.e. each 200 m. long) polypropylene mooring ropes in good
condition of minimum diameter 80 mm. (10 in. circumference).
Also see Hoses.
HOSES: Once the tug is fast, the single 16 in. hose with camlock
connections is brought on board and connected by ships crew to the port
manifold.
The bow to manifold distance shall not exceed 150 m. and the manifold
to ships rail distance should not be less than 4.6 m.
A pressure recorder will be installed at the ships manifold.
Essungo
CARGO OPERATIONS: The loading is direct from the production
platforms, with no storage facilities being available.
Particular attention is drawn to the need to operate cargo system valves
with 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 80F to 90F.
Communications: Ships crew are required for mooring/unmooring
operations and connection/disconnection of the hose. A 24 hour radio watch
is required on VHF Channel 11.
Special Requirements: During the whole period that the vessel will be
moored at the terminal, a forecastle watchman will be required. He must be
in continuous contact with the Duty Officer.
He shall keep the Duty Officer informed about the vessel position and
distance from SPM.
BALLAST: Vessel shall arrive with clean ballast only. No dirty ballast
facilities available.
POLLUTION: The Master is responsible for ensuring that no pollution of
any kind occurs from his ship into the water of the terminal. Drip trays shall
be 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 and
oil tight.
The above refers mainly to petroleum pollution, but we would draw your
attention to the fact that all pollution is covered by above, e.g. carbon deposits
from the boilers.
WASTE DISPOSAL: No garbage disposal available.
SLOPS DISPOSAL: Not waste oil disposal available.
MEDICAL: Available only in emergency.
SERVICES: The following services are not available: Stores, fresh
provisions, cash, laundry, national flags, repairs, etc.
Mail: Mail sent to or from Europe usually takes 3 weeks.
NOTICES: Safety of the Vessel: The Master is responsible for the
safety 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 at
the terminal:
Repairs to main engine and steering gear are prohibited
Vessels anchors must be secured by stoppers before manoeuvring
near pipelines and structures
Continuous deck and cargo watches must be kept by a responsible
Deck Officer
Power must remain on deck machinery at all times
Main deck and forecastle areas must be adequately illuminated
Pilot/Loading Master must be informed of any electrical storms or
squalls that may approach vessel during berthing/loading
The Ship/Shore Safety Check List and Prior to Berth Check List must
be strictly observed by all vessels loading at the terminal.
Hydrogen Sulphide: The cargo to be loaded contains high concentrations
of Hydrogen Sulphide (H2S).
Special precautions should be taken, as H2S gas, when vented to
atmosphere during loading, or when ballasting after discharge of cargo, is
extremely dangerous to personnel. Because of this extreme danger, each
and every person working in an area where H2S gas may be present, should
be aware of the potential dangers, and know how to protect themselves from
the toxic effects of H2S gas.
Closed loading of this cargo is compulsory. A Safety Officer will board the
vessel with the Pilot/Loading Master, and remain on board throughout the
loading. The Safety Officer will strictly control the safety measures necessary
for the handling of this cargo, i.e. instructions to shipboard personnel,
monitoring and measurement of gas levels, management and control of H2S
gas in the cargo tanks, on the decks, in the living quarters, and when vented
to the atmosphere.
The Safety Officer will provide emergency equipment, such as breathing
apparatus, H2S and combustible gas monitoring and measuring equipment
for emergency work at manifold or other H2S rich areas.
During cargo tank venting, only crew members authorised by the Safety
Team will be allowed on the open deck areas. All accommodation access
doors must be closed and sealed during loading except one. All shipboard
personnel will be instructed to use only that assigned access, except in an
emergency. Ships air-conditioning plant must be on internal recirculation.
Fire-main and pumps must be capable of sustaining a sea water pressure
of at least 150 psi. at one or more deck monitors. Gas reading values will
be recorded every 2 hours, together with the vessel heading, wind direction
and speed, the latter being plotted on forms provided by the Safety Team.
Recommendations and Regulations as per IMO Dangerous Hydrocarbon
Cargo Handling and ISGOTT International Safety Guide for Oil Tankers and
Terminals 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 is
ESE to SSE. The direction is affected by onshore-offshore breezes.
The onshore breeze appears from the SW between 1000 hrs. and
1100 hrs. and falls at sunset. It is then replaced by a light breeze from the
SSE to ESE which blows until about 0900 hrs.
From November until May, thundery squalls from the north occur. During
the month of May, the trade winds often blow night and day.
From June to September (dry season), the winds are low, SW in the
daytime and south to SW with calm periods at night. In mid-September, a
stable SW breeze settles until the beginning of December, and then becomes
more 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 the
rainy season. During the rainy season, visibility is reduced to heavy showers.
ANGOLA
Tides and Currents: In general, the current flow at Essungo East is in a
northerly direction and has an average velocity of 0.8 knots. The current
direction and velocity are governed by two significant sources, the Benguela
Current flowing north and the outflow of the Congo River.
At most times, the Benguela Current is the most influential, so the most
common current direction is north. At times, however, especially during the
rainy season (November to May), the effluent from the Congo River may be
so voluminous that it can over-rule the Benguela Current and reverse the
direction of the current at Essungo. At the terminal, we have witnessed a
180 change of direction in 10 minutes. When this happens during the daylight
hours, it is possible to receive advance notice if the man on watch spots the
muddy front from the Congo River moving south. This notice allows the line
handling tug crew to be in the best position to keep the tankers from
contacting. When it happens at night however, the allowable reaction time
is greatly reduced and any error or delay may allow contact of the export
tanker and FSO. It is for such instances that the watches must be maintained
and ready.
Independently of the Congo River outflow, it has been observed that during
the 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 happen
in the rainy season, they can and have happened in the dry season.
Tidal currents in this area are minimal. They have an average velocity of
0.5 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, and
increases to 3.0 4.0 m. during the dry season.
SHORE LEAVE: Not possible.
REPATRIATION: Crew changes can be arranged through shipping
agencies on emergency basis, although not recommended.
OPERATOR: Texaco Panama Inc, PO Box 5897, Luanda, Angola.
Tel: +244 (2) 322606. FAX: +244 (2) 321703. Contact: Marine
Superintendent (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 products

import/export facility, owned by Sociedade Nacional de Combustiveis de
Angola (SONANGOL). Products are transferred via the Futila Conventional
Berth 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 cargo
and ballast/deballast simultaneously and maintain 30% of Summer
deadweight or discharge cargo, stop and load ballast, then discharge balance
of cargo to maintain 30% of Summer deadweight at all times. Vessel to
maintain two-valve segregation between cargo and ballast.
ARRIVAL: Notice of Readiness: Will be accepted only from
0600 1600 hrs., provided that the terminal representative is satisfied that
the vessel is apparently in all respects ready to moor and load/discharge.
Notice of Readiness will not be accepted during a period when berthing is
suspended on account of adverse weather, or when a vessel arrives prior
to the date upon which it is nominated to load/discharge.
The foregoing paragraph notwithstanding, in no event shall a Notice of
Readiness, whether previously accepted or not, be valid or binding on the
terminal 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 receive
the cargo.
APPROACHES: The Futila CBM area is marked by four light buoys in
following 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 flash
light.
There are numerous oil well platforms in the vicinity of this terminal, and
each one is fitted with navigational aids flashing morse code U and fog
signals 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) every
30 seconds.
A racon beacon is also installed on this platform. The characteristics of
this beacon are morse code G with a 360 azimuth, range 22 miles.
PILOTAGE: The Mooring Master will board the vessel at the anchorage
area.
All manoeuvring of vessels within the Futila Terminal mooring area is to
be done only in accordance with the advice of the Company Mooring Master,
subject to the understanding that in all cases and circumstances the Master
shall remain solely responsible on behalf of his vessel and the vessels
Owners for the safety and proper manoeuvring of the vessel.
The Company Mooring Master will remain on board throughout the vessels
stay in the berth to coordinate transfer operations, therefore suitable
accommodation shall be provided for him on board the vessel.
23
ANGOLA
Futila
Arrival at Pilot Station/Anchorage Area: Means of access to vessel by

the Mooring Master shall be provided in accordance with the requirements
of SOLAS, and early advice will be given by Mooring Master regarding the
side of the vessel where access should be provided. At night, the access
area shall be adequately illuminated to provide for the approach and boarding
of the Mooring Master, Government Officials and Terminal representatives.
ANCHORAGES: Should it be necessary to anchor, then the vessel should

proceed to the recommended Malongo Freighter Anchorage, which is
Lat. 05 31' S, Long. 12 08' E.
Anchorage for any vessel in any other area within the terminal limit is
prohibited unless special clearance is received from Futila Terminal.
PRE-ARRIVAL INFORMATION: Vessels bound for the Futila
Terminal are required to advise their ETA via telex or cable to the office of
the vessels Agent in Cabinda, who will pass the information to the company.
ETA messages are to be sent 72 hours, 48 hours and 24 hours before
arrival at the terminal and should contain the following information:
a) name of the vessel
b) ETA in GMT (Angola time is GMT plus 1 hour)
c) name of the Master
d) arrival draft and intended departure draft (fore and aft)
e) time for discharge clean ballast, if any, also quantity of segregated
ballast on board
f) quantity of cargo required or to be discharged and any special
requirement.
Approach to the Anchorage/Pilot Boarding Area:
Normally
all
communications will be with the Futila Shore Terminal. When within VHF
communication range, the Master of the vessel should ascertain berthing
prospects from Futila Shore Terminal.
VHF: For short range communications, a VHF system is available covering
Channels No. 1 78. Channels 16 and 12 are monitored continuously. The
VHF Radio call sign is Futila Terminal.
TUGS: Mooring Launches: Company mooring launch will deliver the

Mooring Master and necessary equipment. In addition, the mooring launch
brings the buoys mooring lines to the vessel as directed by the Mooring
Master. Similarly, the mooring launch crew casts mooring lines off the ship
as directed on unmooring. The mooring launch remains in the area the entire
time the vessel is in the moorings.
BERTHING: See Plan. The detailed procedures are modified to fit
conditions of wind, current, sea state, vessel size, limitations of the vessels
mooring gear, and the technique of the Mooring Master. In general, the
following is a typical procedure for berthing tankers at the berth.
1. Vessel approaches the mooring on a 160 heading, passing
approximately 100 m. off the mooring launch stand-by buoy.
2. Starboard anchor is let go at Point A and about 5 shackles of chain
are payed out on the run, starboard chain is then held.
3. When starboard chain fetches up leading aft, port anchor is dropped
at Point B, one shackle on deck, and stern is worked into berth as
starboard chain is held, and the port chain is payed out to
approximately five shackles as the vessel backs into the berth and
launch brings the mooring lines from the mooring buoys. Then both
chains are adjusted as necessary to position the vessel properly in
the berth.
4. The Mooring Master will decide which mooring lines launch will bring
first, depending on wind and current conditions.
Departure from Berth: The procedure for leaving the berth includes the
following steps.
1. Hose is disconnected, blanked-off and held on the ships side. Mooring
lines are slacked until cargo hose starts stretching, and at this point
hose is released and lowered to the bottom.
2. Mooring lines to the buoys are released by the vessels crew, then
the mooring launch pulls them away.
3. Anchors are either heaved in simultaneously or the port anchor is
heaved in first, while the starboard line (green mooring buoy) is
sometimes held until the vessels stern is well clear of the hose buoys.
4. Mooring Master leaves the vessel after it is clear of the red and green
buoys located at the Futila Terminal approach area entrance.
MOORING: Mooring operation will normally be undertaken during daylight

hours (0600/1600) under normal weather conditions and the Company
Mooring Masters agreement.
Before arrival at the boarding area, it will be necessary to ensure that the
following minimum moorings are ready for use on arrival at berth.
1. Mooring gear shall include both bow anchors. The anchor windlass
must be capable of operating at its rated speed, and adequate power
shall be available to run the windlass at rated speed at all times while
in the moorings. Each anchor shall be equipped with no less than
9 shackles of chain.
2. The Futila CBM berth is a 3-point mooring. Each mooring consists of
a cylindrical buoy fitted with a shackle. The two after buoys are fitted
with 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 equipped
with sufficient synthetic lines to run to each of the buoys, plus
additional synthetic lines for doubling up. Wires are permitted but must
be fitted with synthetic pendants equipped with mandel shackles, and
the strength of the pendant is 125% of the rated strength of the wire.
Pendants are not acceptable on synthetic lines. Extra lines are
required at each location in order to double up on lines to the buoys
when wind or current conditions dictate.
3. The mooring stations should be equipped with properly located and
functioning winches, fairleads, bitts and chocks. Each synthetic line
requires separate bitts, unless mounted on the winch drum. The
Mooring Master shall determine the suitability of the vessels mooring
equipment. Should the Mooring Master consider that the mooring gear
is not adequate, the vessel will not be brought into the moorings until
deficiencies have been corrected.
Unmooring Operation: Normally undertaken on a 24 hours basis.
24
CARGO OPERATIONS: Lifting and Connecting Hoses: After the

vessel is securely moored in the berth, the Mooring Master will supervise
the lifting and connecting of the cargo hose, following the general procedure
set forth below.
a) Berth requires a minimum lifting capacity of 2.0 tons.
b) Mooring launch crew makes vessels runner fast to hose pick-up
chain.
c) Cargo boom lifts submarine hose to its correct height.
d) Ships crew hangs-off submarine hose at the rail with the chain
attached to the hose. The hose is connected directly to the vessels
manifold with the end of the hose lowered in a smooth curve.
e) Ships crew remove the blank flange from the Camlock coupling at
the end of the hose string. The hose is lifted to the vessels manifold
after the flange is removed. Top of the roll bar must be higher than
the bottom of the manifold.
Start/Stop Notice to Shore Personnel: At least 10 minutes notice shall
be given to shore personnel before starting or stopping cargo operations.
The vessel shall notify shore personnel of any anticipated changes affecting
pumping rates, such as stripping operations or switching pumps.
Procedure for Discharging: Cargo is discharged to the facility using the
ships pumps. Booster pumps, at the pumping station located on the beach,
then assist in pumping product uphill to the tank farm, once flow has been
established. All shipboard cargo transfer action is undertaken by the ships
crew on the advice of the Mooring Master. The sequence of operations for
each transfer is controlled by facility personnel in the pumping station control
room ashore.
The shore will give the vessel a 10 minute notice, whenever possible,
before starting, stopping or changing any cargo operations, including tank
switches, line changes and booster pump operations.
It is important that the vessel maintains pressure at the ships rail as
indicated. It is essential that the discharging sequence be carefully planned,
so that stripping and/or collecting of tank bottoms is going on during the
discharge ashore, thus avoiding prolonged stripping ashore towards the end
of cargo discharge.
The vessel will give the shore at least 10 minutes notice before starting
and stopping of booster pumps, starting and stopping of discharge operations
and 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 product
from the shore tank farm, by gravity and by booster pumps, under the control
of 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 of
product to take aboard. The ships crew, through the Mooring Master, shall
advise the shore station when that quantity is reached. Facility personnel in
the control room will stop booster pumps and close valves as appropriate to
stop loading.
Note: Do not in any circumstances close ships valves or submarine hose or
tanker rail hose valve against flow.
The shore will give the vessel at least 10 minutes notice before starting
or stopping any cargo operations and/or stopping booster pumps.
The particular sequence of operations for each transfer is controlled by
the facility personnel in the control room ashore.
Product Transfer Rates: Though the hoses are rated up to 225 psi, the
Mooring Master will not allow the hose pressure to exceed 145 psi.
Emergency Shut-Down: Specific procedures have been developed by the
Terminal for avoiding pollution of the sea, and the action to be taken to
minimise pollution, should leakage occur. The procedures include loading
and discharging operations, as well as leakage occurring when no vessel is
in the berth. These emergency procedures call for shutting down vessel or
facility transfer pumps and closing system valves.
In the event of fire or similar emergency on board a vessel, the vessel will
cease cargo operations and direct all efforts to the emergency. The vessel
should try to follow hose disconnection procedures when personnel safety
is ensured.
MEDICAL: Limited medical facilities are available only in emergency.
CHANDLERY: No stores of any kind are available.
REPAIRS: Repairs at berth are not permitted. Repair facilities are not
readily available. A vessel, when in berth, shall be maintained in a state of
readiness for vacating the berth under full engine power at short notice.
The testing of any electrical equipment, including radar, radio and domestic
electrical equipment, is prohibited, unless permission of the Company
Mooring Master has been granted.
Any vessel in the moorings or in the vicinity of the moorings shall keep
its engine plant on stand-by with full power immediately available to the main
engine, steering gear, anchor windlass, all deck winches and the ships
whistle. No repairs to the engine plant are permitted in the mooring, if such
repairs impair or limit the ships power availability in any way. When fast in
the mooring, the ships propeller shall not be turned except by use of turning
gear.
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 emergency
situations, and then only when personnel involved hold all necessary valid
certificates and documents.
GENERAL: Vessels calling at the Futila Terminal must comply with the
latest SOLAS and MARPOL Conventions and Protocols. Vessels that are
found to be seriously deficient in any way will be refused permission to berth
or load/discharge.
All vessels are warned to approach the Futila Terminal with extreme
caution, as drilling and survey work are proceeding on a continuous basis.
Flag B and Anchor Signals: During all discharging, loading, ballasting or
deballasting operations, the international code flag B and a black ball shall
be displayed during daylight hours, and proper anchor lights shall be
displayed during darkness.
Agency: All requirements of a vessel will be handled by Agent.
AUTHORITY: See Cabinda.
Girassol
ANGOLA
GIRASSOL: 07 39' S 11 41' E
(See Plan)
OVERVIEW: The Girassol complex comprises the FPSO Girassol and an

SPM CALM loading buoy located one nautical mile bearing 020(T) from the
FPSO.
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 allows
ship surveying within a range of 24 nautical miles around the FPSO. It is
associated with an anti-collision alarm system.
The most distinct part of the FPSO is the mast flare at 95 m. above the
FPSO main deck, and is also fitted with 4 navigational lights, range
10 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 down
in International Regulations, Morse U every 30 seconds, range 2.0 nautical
miles.
There are various vessels located near to the terminal that are engaged
in 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 every
30 seconds.
Foghorn: Morse U every 30 seconds.
Steel Export Lines: 216 in. separate steel export lines, approximately
2,388 m. and 2,738 m. long.
These lines have buoyancy modules in order to achieve W shape and
a 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 and
approximately 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 or
second 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 single
hull, 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 from
1500 0600 hrs.
Restricted Zone: The operating facilities of the terminal are protected by
a zone prohibited to fishing and navigation. This zone covers an area
enclosed by a circle radius of 7 nautical miles, centred on the FPSO in
position Lat. 07 38 59" S, Long. 11 41 00" E. Departure can be at any time,
day or night.
Weather Limitations (SBM):
Current:
Wind Strength:
Swell Height:
Berthing
Cargo operations
Berthing
Cargo operations
2 knots
25 knots, sea 1.8 m.
35 knots
1.8 m.
3.4 m.
Berthing Limits for Tandem Mooring at the FPSO:

Current
conditions are more critical as the FPSO is moored heading 020(T) and
cannot weathervane, hence the export tankers envelope is limited.
Approach Sector
North
(Stern)
East
(Beam PS)
South
(Head)
West
(Beam SB)
Direction (T)
Sector
Current (m.sec./knot)
Wind (m.sec./knot)
Wave height (m.)
325/75
110
0.6/1.2
10/20
1.8
75/145
70
0.4/0.8
10/20
1.8
145/255
110
1.0/2.0
10/20
1.8
255/325
70
0.4/0.8
10/20
1.8
Loading Limits for Tandem Mooring at the FPSO:

Approach Sector
North
(Stern)
East
(Beam PS)
South
(Head)
West
(Beam SB)
Direction (T)
Sector
Current (m.sec./knot)
Wind (m.sec./knot)
Wave height (m.)
325/75
110
0.6/1.2
10/20
2.5
75/145
70
0.6/1.2
10/20
2.5
145/255
110
1.0/2.0
15/30
2.5
255/325
70
0.6/1.2
10/20
2.5
PILOTAGE: Compulsory. Pilot boards the vessel with portable berthing

aid equipment. The vessel shall provide power supply (100/240 V;
50/60 cycles). Tanker Masters are not authorised to leave the waiting area
to the loading point without the assistance of the Berthing Pilot. The Pilot is
the Elf Representative on board the tanker and is present on board throughout
the vessels stay.
The operations of approach, mooring, deballasting, loading and preparation
for departure may be delayed or suspended if the Pilot considers the safety
or environment conditions on the tanker not satisfactory.
Berthing Master: The Berthing Master is stationed on the forecastle of the
tanker during approach and mooring operations to assist the Pilot by reporting
position approach data, and to advise the vessels personnel in the handling
of mooring equipment specific to the terminal.
ANCHORAGES: Due to the depth of water there is no anchorage or draft
restriction. Vessels must give 4 hours notice of arrival call Girassol Radio
on VHF Channel 16.
Waiting Zone: Tankers arriving to load at the Terminal wait in the Waiting
Zone, in a depth of 1,400 m. with a radius of 2 nautical miles. The zone is
4.8 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, the
Tankers Master tenders his Notice of Readiness (NOR) to Elf Exploration
Angola.
Crude Oil Tanker Approach to the Waiting Zone: Tankers will approach the
Waiting 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 Pilot
on board.
PRE-ARRIVAL INFORMATION: The following message should be
sent to the terminal 72 hours prior to vessels arrival:
Sensitivity: Personal
From: Girassol Offshore Installation Manager
Attention: Master
URGENT URGENT URGENT
Please send back:
To TotalFinaElf E&P Angola, Luanda
Inmarsat Tel: 871-111-17-24
Attention: E.MUGNIER DB17
To Girassol Offshore Installation Manager:
Tel : (870) 322 689 862
Fax : (870) 322 689 866
Telex : 042 570 835 TO: EP-FE-AO B17-GIR
Email: EP-FE-AOB17-GIR@elf-p.fr
Please advise (Girassol Terminal and TotalFinaElf E&P Angola):
1. Ships name/flag/call sign
2. Inmarsat numbers (telephone, fax, email address)
3. Name of Master
4. Last port of call and destination
5. Local maritime Agents name
6. Voyage number after leaving GIRASSOL
7. ETA at GIRASSOL Stand-By Zone
8. Previous names and date of building
9. S.d.w.t.
10. Quantity of clean and permanent ballast on board on arrival? (this
quantity 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 deballasting
12. a) what is the quantity/quality of slops on board
b) has the load-on-top procedure to be followed for this voyage
13. Advise your loading rate:
a) while deballasting
b) 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) vessels main engine ready at any moment for manoeuvring
c) heating coils sound and not leaking
d) 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 hoses
c) give the SWL of the cleats and bitts
16. Give distance between bow and manifold
17. 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. should
have one tongue-type stopper of minimum 200 tons SWL, and
over 150,000 d.w.t., but no greater than 350,000 d.w.t. 2 tongue
stoppers of minimum 200 tons SWL
b) are stoppers positioned in correct alignment between fairleads and
winch 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 deck
20. a) have you received owners instructions regarding insertion or
special mention to add on Bill of Lading
b) what is your Bill of Lading Identifier (Alpha Code - eg)
21. According to your instructions, when can loading be started (date and
local time)
22. What is your vessel Experience Factor (Calculated as follows: Total
of ships figures for last 10 voyages divided by total of Bill of Lading
quantities for the same voyages)
23. What is your cargo request
24. Crew List, and Crew Health Status
Best regards
Terminal Manager
Pascal Marie Ranger
Subject: Welcome to Girassol
Sensitivity: Personal
From Girassol Terminal Superintendent.
Communications: Continuous radio watch VHF Channel 16.

Continuous satellite watch via Atlantic East satellite:
Tel: (870) 322 689 862
Fax: (870) 322 689 866
Telex: EP-FE-AO B17-GIR, (581) 042 570 835
SSB (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 watch

on Channels 16 and 12, with working Channels 71 and 17.
Radio Watch On Board the Vessel: Throughout the Vessels stay at the
loading point, the Pilot or his assistant remains in constant radio contact on
Channel 67 with the FPSO Loading Master (Marine Operations Manager),
FPSO Control Room and the tankers cargo control room.
All instructions exchanged between the terminal and the tanker must be
transmitted via the Pilot or Berthing Master.
The system and its back-up must be tested prior to each mooring and
offloading operation.
BERTHING: Pre-Berthing: Prior to arriving at the terminal, the tankers
Master 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 with
crude oil tanker trim/stability and stress restraints.
25
ANGOLA
Girassol
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 Pilots 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 the
tankers Master in the next Telex (berthing prospect).
Notice of Readiness (NOR): The NOR must be addressed to Elf
Exploration Angola. It can only be accepted from 0600 1500 hrs., the
opening hours of the Terminals on Block 17.
Offloading vessels to send their ETA to the terminal, 4 hours prior to arrival
on VHF Channel 16.
Manning Policy for Pilot and Loading Activities: The manning policy
follows requirements as laid down by STCW 95:
At the SPM buoy loading point, the terminal shall provide one Pilot and
one Berthing Master in addition to the Assistance Vessels Masters.
At the FPSO tandem loading point, the terminal shall provide two Pilots
and one Berthing Master in addition to the Assistance Vessels 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 Pilot
onboard the vessel.
Personnel Boarding the Crude Oil Tanker: Authorities board the
tanker, either with the Pilot and his assistant prior to the approach operations
commencing, or after the tanker has moored. The tankers Master is required
to accommodate four persons during the stay at the terminal: The ships
Agent, Cargo Surveyor, Pilot and Assistant Pilot.
Also see Restrictions.
MOORING: Characteristics of the SPM Mooring Hawsers:
The
loading point mooring lines are provided by the terminal. The vessel should
therefore be ready to heave two mooring lines in the fairleads. Each mooring
line chiefly consists of 116 in. grommet rope hawser, length 90.0 m. NWBS
580 tons.
One chafe chain tanker side, held by a support buoy and its chain. It
comprises:
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. circumference
polypropylene pick-up and messenger ropes.
1st pick-up rope length 15 m. plus messenger rope length 100 m. with
MBL 72 tons (orange).
2nd pick-up rope length 15 m. plus messenger rope length 150 m. with
MBL 72 tons (white).
The messenger ropes are passed to the vessel by the work boat. The
vessel must prepare a messenger line to bring the 10 in. circumference
polypropylene messenger ropes aboard.
The mooring hawsers are connected to the buoy by the use of a
quick-release system. This quick-release system consists of two hinged
hooks, a manual release lever and an hydraulic release mechanism.
The release of the mooring hawser can be activated from the buoy, portable
berthing aid equipment used by the Pilot or the FPSO cargo control room.
Characteristics of the Tandem Loading Point: The FPSO is spread
moored, anchored fast by 16 anchor lines, each composed of a suction
anchor, chain, cable and chain.
This loading point is designed for mooring the vessel bow to the FPSO
bow in tandem.
As the FPSO is spread moored, the vessel weathervaning rotation is limited
to 60 from FPSO axis, around the tandem mooring point.
Characteristics of the FPSO Mooring Hawser: The mooring hawser is
provided by the terminal. The vessel should therefore be ready to heave one
mooring line in the fairlead. The mooring line chiefly consists of:
One FPSO chafe chain with a cylindrical support buoy CB 40 Marlow and
its chain.
Characteristics of the chafe chain are diameter 83 mm., approximate length
7.0 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 CB
65 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. The
vessel 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 lever
and one hydraulic release mechanism.
The following equipment is located on the main deck to operate the mooring
hawser: 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 control
room, the FPSO tandem manifold or the portable berthing aid equipment
used by the pilot.
Terminal Equipment: Under the Pilots instructions, a tool box for the
connection of the floating hoses is loaded from an assistance vessel and
placed on board the tanker close to the port manifold.
A telemetry system, consisting of two antennas, computer, etc., will be
installed on the tankers bridge prior to berthing. The system, when installed,
will assist the Pilot in berthing operations.
Mooring Procedures: Mooring crew/work boat and assistance vessel shall
remain under the Pilots instructions and remain at the Pilots disposal
throughout mooring, loading and unmooring operations. They are used by
terminal mooring crew for hawser and floating hose connection and transfer
of personnel.
The assistance vessel can take up position to push the tanker or pull astern
or bow of the tanker if required.
26
Emergency Towing Wires: Prior to Pilot boarding, the tanker should

prepare on starboard side the emergency tow equipment for immediate
deployment and should remain set up thus and ready for immediate use
throughout the stay at the terminal.
Emergency Unmooring of Tanker: The Pilot may decide to unmoor the
tanker at any time he deems it necessary for safety reasons. The consequent
delay 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 loading
on the vessels 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.
216 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. with
double closure.
one tanker rail hose dia. 16 in., electrically discontinuous on each
16 in. string line.
one butterfly valve dia. 16 in. 150 lb. on each 16 in. string line.
216 in. spool pieces 150 lb.
116 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 every
5 hoses.
Characteristics of the FPSO Tandem Loading Point: The tandem

loading point consists of one tandem loading point manifold, one hose lifting
means, one floating line and one mooring hawser connected to the hawser
handling winch.
Characteristics of the FPSO Floating Hoses: A floating hose line links
the FPSO tandem manifold to the vessel manifold for loading. It is the same
floating 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 vessels port side.
Hose Connection: The port side tanker manifold must be prepared for
manoeuvre and connection of 216 in. 150 lb. TRH hoses.
Hose connection/disconnection operations are undertaken by the tanker
crew and supervised by the Pilot or the Assistant Pilot.
CARGO OPERATIONS: The Terminal has two loading points, the main
loading point is an SPM buoy and backup loading point is tandem bow to
bow 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 vessels loading pipelines must be
notified to the Pilot, prior to operation, to prevent any risk of over-pressure
in the terminals cargo system.
Final Stoppage Agreement: Prior to commencing loading, both the
Terminal Loading Master and tankers Master must come to an agreement
on the quantities to be loaded, as per the instructions received by each. The
order of precedence of load stoppage orders is therefore as follows:
a) Stoppage by the terminal if a maximum quantity to load must not be
exceeded (e.g. X bbls. max, X% less at buyers option).
b) Stoppage by the terminal within the limits set in the instructions, e.g.
X bbls. 5% at buyers option if the terminal cannot accept, for reasons
in connection with operations and insufficient quantities produced, to
deliver the quantity requested by the Master, or stoppage by the
tankers Master if the quantity to be loaded, agreed on by both the
terminal and tanker, is within the limits set in the instructions (e.g. X
bbls. 5% at buyers option).
Loading Operations: The tankers Master is responsible for all valve
openings and closures and for the safety of the cargo on board the tanker.
Crude Oil Characteristics (Guidance Only):
Density at 15C:
API:
Observed Temperature:
Salt Content:
Oil Viscosity:
Oil BSW:
0.875
30.21 (Approximate)
30C
60 mg./l.
7 Cpo at 45C
0.5%
Loading Rates: Nominal flow rate 6,000 cu.m./hr. at both the SPM and
FPSO.
The load flow rate is reduced around 2,000 cu.m./hr. during the starting
and the ending periods of the pumping. 30 minutes prior to completion of the
offloading, the two parties agree to reduce the loading rate in order to carry
out normal offloading stoppage.
The loading rate of the tanker is notified by the tankers Master on the
information sheet on arrival.
Emergency Stoppage of Loading: If the necessity for emergency
stoppage arises, due to parting of mooring lines, pollution or serious accident,
the tankers Master must, whenever possible, warn the Pilot prior to closing
the supply valves at the manifold and the terminal on VHF Channel 12.
After this action has been taken, the decision to resume loading operations
must 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 other
verifications must be undertaken in the presence of the Pilot, the cargo
Inspectors, and the authorities as per terminal directions.
Formalities Prior to Departure of the Tanker: The Pilot will leave on
the tanker two sealed cans of samples, as representative of the cargo.
The Pilot will also forward all the commercial lifting documents, as per the
directions received by the terminal.
Departure of the Tanker on Completion of Loading: The tanker will
unmoor upon completion as soon as possible.
BALLAST: Deballasting Water Pollution: All ballasting operations
have to be carried out in compliance with MARPOL.
Storage facilities at the terminal are not equipped with ballast reception
and treatment facilities. Tankers must therefore have clean or segregated
ballast on arrival.
Girassol
Any crude oil tanker arriving with dirty ballast may be required to leave the
loading berth.
POLLUTION: Any oil pollution caused by the tanker, her Master or crew,
the tanker and the owners shall protect, defend, indemnify and hold harmless
Elf Exploration Angola from and against any loss, damage, liability, suit, claim
or expense arising there from except where said pollution is caused by the
sole negligence of Elf Exploration Angola their contractors, subcontractors,
Agents and servants. The Pilot may suspend operations or may unberth the
tanker, if there is suspicion that the tanker is causing oil pollution.
Any time lost as a result of suspicion, delay or unberthing arising from the
oil 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 spill
response equipment must be positioned close by the manifold.
GENERAL: Objects Overboard: Any object which is dropped or falls
overboard and which is a danger to the oil installation and navigation must
be declared to Elf Exploration Angola and to Angolan authorities. The tankers
owner shall immediately, at its own expense, signal and mark out any items
which it has allowed to fall overboard during the crude oil tanker stopover
inside the Block 17 area. The tankers owner shall also raise and remove
such items, within 60 days from Elf Exploration Angolas notice, at its own
expense, when requested by the Public Authority or by Elf Exploration Angola.
Disposal of garbage, victual, domestic and any operational waste
overboard is strictly prohibited.
SHIPMASTERS 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 following
positions:
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. and
is 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 and
work boats.
At this stage, there is also an accommodation barge SW of the FPSO and
mooring 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 VHF
was excellent.
Communication with Pilot and Berthing Master could not have been better.
Ships 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 lower
than would be expected.
Despite the prevailing winds, currents are extremely variable and vessel
can lie across the swell rendering gauging of cargo tanks difficult due to
rolling and or pitching.
Documents: The following list was advised by the ships Agent:
8 Birds and Animals Lists
3 Bonded Stores Lists
8 Crew Lists (Including Passport Numbers)
5 Last Port Clearance
8 Livestock Lists
2 Maritime Declarations of Health
3 Narcotics Lists
8 Passenger Lists
3 Ships Stores Lists
8 Stowaways Lists
Arrival: Vessel should contact the terminal 4 hours prior to arrival. Our vessel
was unable to do so on VHF Channel 16, at that time, but 6342 kHz. can be
used instead. Call Girassol Radio.
Pilot Boarding: Position for Pilot boarding will be given by the terminal. It
will normally be 3 nautical miles NW of the berth.
At present, the pilot ladder combination is to be rigged 1.0 ft. above the
water 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 Surfer
Class Pilot boat in operation (Both are high speed craft).
Terminal Personnel Boarding the Export Tanker: Pilot, Berthing
Master (French), ships Agent and Surveyor(s).
Angolan Authorities Personnel Boarding the Export Tanker:

4 Government Officials will board the vessel when convenient, usually once
berthed, 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 no
anchorage 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 beyond
Long. 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 knots
Wind Strength: Berthing
25 knots, sea 1.8 m.
Cargo operations
35 knots
Swell Height:
Berthing
1.8 m.
Cargo operations
3.4 m.
ANGOLA
This might be optimistic, in view of the fact that the tug has an open aft
deck.
Weather Limitations (Tandem Mooring FPSO):
Wind Strength: Berthing/Cargo operations
20 knots
Swell Height:
Berthing
1.8 2.5 m.
Current conditions are more critical as the FPSO is moored heading
020(T), and cannot weathervane, hence the export tankers envelope is
limited.
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 nautical
miles, 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 (northern
end).
Vessels can approach from any direction. There are no navigational
dangers, but vessels must not enter the Prohibited Area without a Berthing
Pilot on board. See Prohibited Area.
Approaching from the east is not advised, due to current work taking place.
Radio: Communication is via Inmarsat and ships Agent. 72 hours prior to
arrival, 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.fr
SSB Radio: 6342 kHz. 10115 kHz, 7823 kHz.
Pre-Arrival Notice: Vessel should give 72 hours, 48 hours and 24 hours
notice prior to arrival.
VHF: Continuous watch is maintained on Channel 16 and working
Channels 71/17 (Pilots) and 67 (Loading Operations Channel).
Loading is carried out using Channel 67 as the operations channel. All
communications with the Terminal are conducted by either the Pilot or
Berthing Master.
Loading Berths Moorings: There are two loading berths that have the
following mooring systems:
SBM: 290 m. long grommets and chafe chain 76 mm. diameter.
FPSO: Tandem mooring bow to bow. 1100 m. hawser and chafe chain
76 mm.
All moorings are equipped with a quick-release system at both berths.
Vessel Moored to the SBM: Vessel approaches the SBM as standard
and makes fast one tug aft and two tugs on the starboard main deck, using
tugs lines.
On this occasion, our vessel laid at right angles to the swell.
Berthing and Connection Procedure: Export tankers crew conduct all
mooring and pipeline connection operations as directed. Pilot and Berthing
Master board vessel at 0600 hrs. on arrival. Vessel should have a messenger
ready to lift a wire strop from the work boat, which will be used on vessels
cargo block.
Vessels crew to rig a wire strop on the crane/derrick cargo hook and
provide a steady platform for the tug to offload the terminals equipment box.
The orange work boat is used for connecting moorings and hoses, and is
a 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 go
once the vessel is secure.
Aft tug pays out the hawser and remains secured, so as to keep even
strain on the SBM, and due to the sea conditions, requires a rather long
towing 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 once
hoses are disconnected and telemetry equipment is returned to the box, and
await cargo papers from the Terminal.
Notice of Readiness: Will only be accepted from 0600 1500 hrs.
Telemetry and Communications Equipment: Three suitcases of
telemetry and communications equipment are transported to the vessels
bridge. The Pilot will inspect the forward mooring arrangement to see that it
is ready for the SBM and carry out all preliminary checks.
Telemetry and communications equipment is set up on the vessels Bridge
with the vessels dimensions fed into the system (Since it has 2 antennas, it
is able to provide the vessels heading).
A remote readout of the vessels position, buoy conditions, etc., as well
as ESD and mooring quick release, are linked to the equipment. The
equipment remains on the vessels Bridge so ESD is not readily available.
Hoses: Both berths are equipped with 216 in. diameter floating hoses,
which are secured by camlock at the vessels manifold, for quick release (A
break-off fitting is also part of the hose string).
The vessels crew connect up the floating hoses under the direction of the
Berthing 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 93.6F (34.2C).
RVP 5.7 PSI on MSD (although seems less).
No sulphur.
Pour point 0C.
Marine Safety Data Sheet (MSD): Safety Data Sheet for the cargo was
available on request. It indicates that the cargo is almost free of sulphur and
H2S.
Cargo Documents: All the usual cargo documentation is issued by the
terminal. 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 or
supply of either fresh water or bunkers.
Repairs: Reference is made to limited facilities in Luanda in the Port
Information Book.
Pipeline to SBM: Floating steel pipeline configuration at depths of from
300 600 m. connect FPSO and SBM.
27
ANGOLA
Girassol
Pipeline to FPSO: Pipelines rise on the East side of the FPSO from a
depth of 1,350 m.
All work was completed by Remote Operated Vessel (ROV), as depths
are too great for divers to work.
Oil Wells: Wells are indicated outside the 7 nautical mile fishing Exclusion
Zone. The depths on these wellheads, which appear to be unconnected, was
not ascertained by our vessel.
Current and Prevailing Winds: Whilst wind direction is fairly constant
from the SW through to SE, current direction can be quite variable, and
heading on the buoy can be at right angles to swell causing vessel to roll or
pitch if heading into the swell.
Swell: SSW 1.5 2.5 m. period of 12 seconds. Sea and swell are stronger
from May to October.
Fishing and Navigation Prohibited: The prohibited area is centred on
position Lat. 07 38 59" S, Long. 11 41 E with a radius of 7 nautical miles.
SHIPMASTERS REPORT: December 2002.

Cargo: Crude oil.
Notice of Readiness (NOR): Vessel shall address their NOR to
TotalFinaElf Exploration and Production, Angola. It will only be accepted
during Block 17 terminals open hours from 0600 1500 hrs.
Tanker Arrival: Block 17 terminal requests the Master of the offloading
vessel 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 vessels
trim/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 Pilots 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 vessels emergency towing arrangement
should be prepared on the starboard side with the emergency tow equipment
ready for immediate deployment. It should remain in place and ready for
immediate use throughout the vessels call.
Pilotage: Compulsory. The offloading vessels Masters are not authorised
to leave the waiting area and proceed to the loading point without the
assistance of the Pilot. The Pilot is the TotalFinaElf Exploration and
Production Angola representative on board the offloading vessel and is
present on board throughout the stay at the terminal.
The Pilot boards the vessel 3 n.m. NW of the SBM buoy during daylight
hours.
The approach, mooring, deballasting, loading and preparation for departure
operations may be delayed or suspended if the Pilot considers safety
precautions on the tanker are not as per terminal requirements.
The Pilots assistant is stationed on the forecastle of the offloading vessel
during the vessels approach and mooring operations to assist the Pilot by
reporting position approach data and to advise the tankers personnel in the
handling of mooring equipment peculiar to the terminal.
The offloading vessel shall have the pilot ladder/accommdation ladder
combination rigged (with a small lashing locating the two ladders alongside
each other) 2 ft. above the water on the port side. The derrick boom/cranes
must also be rigged to receive the cargo handling equipment.
Mooring Crew/Work Boat: Terminal mooring operations are conducted
under the Pilots instructions. Mooring crew and work boats and/or launch
remain at the Pilots disposal throughout mooring, loading and unmooring
operations, including hawser and floating hose connection and persons
transfer.
Assistance Vessels: They are under the Pilots instructions. A tool box for
the connection of the floating hoses is loaded from the vessel and placed on
board the tanker close to the port manifold.
The vessel(s) will remain at the Pilots disposal throughout mooring, loading
and unmooring operations to assist in holding the tanker in position while at
the terminal.
A telemetry system is installed on bridge prior to berthing. The system
consists of antennas that need installing and a computer.
Personnel Boarding the Offloading Vessel: The following personnel
will board the offloading vessel, either with the Pilot and his assistant prior
to commencing the approach to the terminal or after mooring operations are
completed. The offloading vessels Master is required to provide
accommodation for a total of five persons during the stay at the terminal:
Ships Agent
Cargo Surveyor
Two Pilots
Assistant Pilot.
VHF: A radio watch must be maintained on board the tanker. The Pilot or
his assistant will remain in constant radio contact on Channel 77 with the
Girassol FPSO Loading Master, the FPSO Control Room and the tankers
cargo control room.
All instructions exchanged between the Girassol Terminal and the tanker
must transit via the Pilot or his assistant. The system and its back-up must
be tested prior to each mooring and offloading operations.
Hose Connection: The port side tanker manifold must be prepared for
connection of 216 in. 150 lbs. cargo hoses.
Hose connection/disconnection operations are undertaken by the
offloading vessels crew and supervised by the Pilot or the Assistant Pilot.
The required safety and firefighting equipment and the spillage response
equipment must be positioned close by the manifold.
Deballasting Water Pollution: All deballasting operations have to be
carried out in compliance with the international convention MARPOL. There
are no reception or treatment facilities at the terminal. The offloading vessel
must therefore have clean or segregated ballast on arrival. Any crude oil
tanker arriving with polluted ballast may be required to leave the loading
berth.
28
Loading Operations: The offloading vessel shall provide the Pilot with a
loading plan prior to commencement of cargo operations. Any change in
valve configuration on the loading system must be notified, prior to carrying
out the operation, to the Pilot to prevent any risk of over-pressurising the
Girassol Terminal installations.
The offloading vessels Master is responsible for all valve openings and
closures and for the safety of the cargo on board the vessel.
Loading Rates: FPSO loading rate at the SPM buoy or tandem mooring
is 6,000 cu.m./hr.
The Master of the offloading vessel will notify the terminal of the vessels
loading rate on the information sheet on arrival.
Emergency Load Stoppage: For an emergency stop, the offloading
vessels Master must, whenever possible prior to closing the supply valves
at the manifold, warn the Pilot and Terminal on VHF Channel 67.
Offloading operations may only recommence with the agreement of all
parties involved in the operation.
Emergency Unmooring of the Offloading Vessel: The
Pilot may
decide to unmoor the offloading vessel at any time he deems it necessary
for safety reasons. The resultant delay is recorded on the time sheet and
shall not count as lay-time.
Final Stoppage Agreement: Prior to commencing loading operations, the

twp parties (Block 17 Terminal Loading Master and offloading vessels
Master) must come to an agreement on the quantities to be loaded, as per
the instructions received by each party. The order of precedence of load
stoppage orders is therefore as follows:
Stoppage by the terminal if a maximum quantity to load is not to be
exceeding (e.g. bbls. Max. % less at buyers option).
Stoppage by the terminal within the limits set in the instructions (e.g. bbls.
+/5% at the buyers option) if the terminal cannot accept, for reasons in
connection with operations and insufficient quantities produced, to deliver the
quantity requested by the offloading vessels Master.
Or stoppage by the offloading vessels 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 buyers option).
Formalities Prior to Departure of Offloading Vessel: The Pilot will
leave two sealed cans of samples on the offloading vessel and also provide
all the commercial lifting documents, as per the directions received by the
Girassol Terminal.
Departure on Completion of Loading Operations: The offloading

vessel will unmoor as soon as possible after completion of cargo operations.
Pollution: Any oil pollution caused by the offloading vessel, her Master or
crew and her Owners shall protect, defend, indemnify and hold harmless
TotalFinaElf Exploration and Production Angola from and against any loss,
damage, liability, suit, claim or expense arising therefrom except where said
pollution is caused by the sole negligence of TotalFinaElf Exploration and
Production Angola, their Contractors, Subcontractors, Agents and Servants.
The Pilot may suspend operations or may unberth the offloading vessel, if
there is suspicion that the tanker is causing oil pollution. Any time lost as a
result of suspicion, delay or unberthing arising from the oil spill incident
attributable to the offloading vessel shall not count as used laytime.
Objects Overboard: Any object which is dropped or falls overboard and

which is a danger for the oil installation and the navigation must be declared
to TotalFinaElf Exploration and Production Angola and to Angolan authorities.
The offloading vessels owner shall immediately at its own expense signal
and mark out any items which have been allowed to fall overboard during
the offloading vessels stop-over within Block 17s perimeter limits. The
offloading vessels Owner shall also raise and remove such items, within
60 days from TotalFinaElf Exploration and Production Angolas notice, at its
own expense, when requested by the public authority or by TotalFinaElf
Exploration and Production Angola.
Garbage Disposal: Disposal of garbage, victual, domestic and any

operational waste overboard is strictly prohibited.
Safety Measures: The offloading vessels Master must:

Be capable without delay of mobilising sufficient crew numbers to be able
to safely manoeuvre the offloading vessel and engage in firefighting
operations.
Maintain the offloading vessel in fully operational condition, including the
inert gas and firefighting system.
Organise continuous surveillance of the mooring and loading systems.
Under special circumstances and under the Pilots instructions given on
the offloading vessels arrival, the vessels Master shall keep the engine room
manned, the main engine ready on short notice and the vessel ready to
manoeuvre at any time.
In other circumstances, the main engine is to be ready to manoeuvre at
10 minutes notice.
Boarding and disembarking of the Pilot, authorities, cargo inspectors and
any persons from TotalFinaElf Exploration and Production Angola are under
the entire responsibility of the offloading vessels Master.
OPERATOR: Head Office (France): Direction de la Communication

TotalFinaElf, 2 Place de la Coupole, La Defense 6, 92078 Paris de la
Defense 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, Offshore
Installation Manager.
Kiabo Marine Terminal

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. export
tanker, 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 is
514,000 barrels. Water depth 76.19 m. with no significant change within the
operating area.
With a bow heading of 022.5(T) from north, the FPSO has permanent
moorings 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 of
tests 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 during
daylight hours only (see Berthing).
Marine Terminal Closure: Notice of Readiness will not be accepted during
periods when the marine terminal is closed. The marine terminal is closed
when the weather is such that it is too rough for export tankers to moor or
remain safely moored to the FPSO. Any decision regarding the opening and
closing of the marine terminal will be made solely at the discretion of the
company. In such case, the marine terminal will provide the export tankers
Master with a written notice of the time during which the port was closed due
to adverse weather. Vessels required to leave the marine terminal area on
account of weather should keep in contact with the marine terminal via VHF
radio, 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 companys opinion existing conditions or facilities are considered
unsafe for mooring or loading, even though the mooring may be open to
other export tankers. Various combinations of wind, sea and tidal conditions,
as well as the size, length, ballasted trim, and handling qualities of a vessel
can affect the decision to berth a vessel at the marine terminal. All of these
factors have to be evaluated before a final mooring decision is made. Should
an export tanker be rejected for any of the aforesaid reasons, the marine
terminal will supply the export tanker and the owners/charterers with written
reasons for non-acceptance.
APPROACHES:
1. Anchorage Area: The anchorage area for vessels awaiting the
loading berth at the Kiabo Field Marine Terminal is at the Masters
discretion, but in any event shall not be within the Exclusion Zone.
2. Mooring Master Pick-Up Zone: The Mooring Master Pick-Up Zone
is an area between 2.5 3.0 n.m. NW of the FPSO location. Vessels
should take a suitable heading to allow safe access for the Mooring
Master. Following receipt of instructions from the Company or the
Mooring Master, an export tanker should proceed from the anchorage
area to the Mooring Master pick-up zone, where the vessel will be
boarded by the Mooring Master.
3. Marine Terminal Safety Zone: Export tankers are prohibited from
navigating within the safety zone at Kiabo Field Marine Terminal at
any time unless the Mooring Master is on board. The safety zone is
within 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 meet
the vessel before it proceeds to the Kiabo Field Marine Terminal. Mooring
Master will advise the export tankers Master on approaches to the FPSO,
mooring and unmooring, connecting and disconnecting hoses, and in all other
operations within the marine terminal area. All manoeuvring of ships within
the terminal area shall be done with the advice of Mooring Master, subject
to the understanding that in all cases and circumstances the Master of the
vessel being manoeuvred shall remain solely responsible, on behalf of this
vessels owner for the safety and proper manoeuvring of the vessel. Neither
the company, the Mooring Master, the FPSO nor tug shall be liable for any
damages or injury which may result from the advice or assistance given or
made by such Mooring Master while aboard or in the vicinity of such vessel.
The export tankers Master or qualified deck officer must be on the bridge
at all times while the ship is manoeuvring.
Visiting export tankers may not commence final approach to the marine
terminal until the Mooring Master from the FPSO is aboard, has completed
all required safety checks and has authorised the export tankers Master to
proceed with final approach to the mooring.
Prior
to
Boarding Procedure from FPSO to Export Tanker:
commencing final approach and after completion of all preparatory radio
signals with the FPSO, the export tanker shall advise the FPSO of its speed
and heading, as well as the location and status of the gangway for boarding
by the Mooring Master. The export tankers Master shall ensure export
tankers crew availability and readiness to facilitate safe alongside boarding
by the Mooring Master. export tankers are requested to have a pilot ladder
safely and securely rigged, ready for immediate use, and long enough to
reach the Mooring Masters boat. A life-ring with a heaving line should be
provided near the pilot ladder for immediate use. If at night, adequate lighting
must be rigged overside for the Mooring Masters ladder. Vessels will provide
a lee for Mooring Master, both when boarding and leaving. If a pilot ladder
is not suitable for use, then it is the responsibility of the export tankers Master
to change it. Vessels with a freeboard greater than 9.0 m. are requested to
provide a combination pilot and accommodation ladder.
Exchange of Arrival Documentation: When the Mooring Master is
safely aboard the export tanker, all required and designated documentation
shall be exchanged between the export tankers Master and the Mooring
Master. When the exchange is completed, the Mooring Master shall so notify
the FPSO Master.
ANGOLA
Validation of Safety Condition/Measures: Prior to authorising final
approach to mooring, the Mooring Master shall satisfy himself that all
requirements relative to safety conditions and measures aboard the visiting
export tanker are in place and/or in a state of readiness according to the
parameters of the OCIMF/ICS Ship to Ship Transfer Guide.
Concurrence of Emergency Procedure (ESD/Fire/Others): Prior to
authorising loading and connection of transfer hose to the export tanker, the
Mooring Master shall determine from the export tankers Master that the
export tankers crew is in a state of readiness and is proficient in emergency
safety, fire and other related procedures to ensure maximum safety during
ship-to-ship cargo transfer operations.
ANCHORAGES: For export tankers requested to anchor, the
recommended anchorage area is located east of location in 50.0 m. of water.
Anchoring within the FPSOs mooring legs is strictly prohibited. Prior to arrival,
the Master of export tanker should contact the FPSO for information
concerning 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-ordinates
without authorisation from the company:
Lat. 07 19' 30" S, Long. 12 35' 00" E
Lat. 07 19' 30" S, Long. 12 38' 00" E
Lat. 07 21' 30" S, Long. 12 35' 00" E
Lat. 07 21' 30" S, Long. 12 38' 00" E
If an export tanker is not scheduled to moor on arrival, or the terminal is
closed due to adverse weather conditions, etc., the export tankers Master
will be advised by VHF radio and requested to anchor.
PRATIQUE: The rules governing the quarantine of export tankers are
similar to those found in other parts of the world.
PRE-ARRIVAL INFORMATION: The export tanker shall send an
initial ETA message to Sonangol P&P upon departure from the previous port.
The message should be updated 72 hours, 48 hours and 24 hours before
arrival at the FPSO location.
It is important that all in-coming export tankers advise Sonangol P&P at
least 72 hours before the estimated time of arrival, giving best estimate of
the ships arrival time at the marine terminal via the operator.
Time to be used for ETA is the local time zone of GMT +1 hour throughout
the year.
The first message should include the following information:
a) name of export tanker and radio call sign
b) Marisat ID number for voice, fax and telex, if so fitted
c) cargo requirements
d) maximum loading rate
e) arrival draft, fore and aft
f) last port of call
g) confirmation that vessel has clean Bill of Health
h) if there is any sickness onboard, all available information as to the
possible type of sickness
i) distance in feet from the bow to the loading manifold on the export
tanker
j) total length overall (LOA)
k) whether the ships hose connections are different from a 16 in. flange
l) name and full style of local Agent.
Subsequent ETA: Further ETA messages should be sent to Sonangol P&P
when the export tanker is 48 hours and 24 hours from the terminal, and
additional notification shall be given if the vessels ETA will vary from the
original notification by 6 hours or more. Notwithstanding the foregoing, in case
the sea passage from the vessels last port is less than 72 hours from the
Kiabo Field Marine Terminal, the first notice shall be given immediately after
leaving such port of call, and subsequent notices shall be given at regular
time 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 be
required to complete the Export Tanker Pre-Arrival Questionnaire prior to
arrival at the terminal.
1. Vessels 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 overside
hose?
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 maintain
25% 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?
29
ANGOLA
24. Advise the number, size and locations of bow Panama leads (or
equivalent):
Note: Bow fairlead should be at least 23.617.7 in. (600 450 mm.)
25. Is vessel fitted with Smit brackets or patent chain stoppers in bow
area? 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 cargo
simultaneously (with two valve segregation) whilst maintaining a minimum
25% d.w.t. Any relaxation due to non-compliance with this clause is for
owners account.
In any case of the vessels deficiency in mooring design or hose handling
capability, 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 such
deficiency.
VHF: The FPSO maintains a continuous watch on VHF/FM Channel 16 and

export tankers Masters are recommended to use this channel when they
are within range of the Kiabo Field Marine Terminal. Particularly when
approaching the marine terminal, attention to VHF/FM communications will
minimise the risk of delays in mooring.
During mooring operations, the export tankers radio will be under sole
control of the Master. Masters are reminded that if their vessel is requested
to anchor to await mooring, it is their responsibility to maintain a constant
listening watch on VHF Channel 16 to receive marine terminal instructions.
Any delay due to failure to maintain a constant listening watch on
Channel 16 will be for the export tankers account and will not be included
in a subsequent laytime calculation.
The communication equipment onboard the FPSO is capable of switching
to all VHF marine frequencies.
For subsequent intership communications between the export tanker and
the FPSO, portable VHF/UHF radio-telephone units will be utilised by the
Mooring Master. These sets will be intrinsically safe.
The following guidelines must be observed.
1. Any telephone, portable VHF/UHF and radio-telephone systems
utilised shall comply with applicable safety requirements.
2. At a minimum, continual voice communication shall be maintained
between the FPSO and the export tanker, Mooring Master and the
export tankers Chief Officer.
3. The selected communication channels to be used shall be assigned
prior to the final approach of the export tanker and shall be recorded
on 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) speed
c) location.
2. The FPSO shall then advise the export tanker of the ETA of Mooring
Master and his transportation type (utility boat, etc.).
3. The export tanker shall advise the FPSO of the following:
a) tanker draft and trim
b) available tank capacity for loading
c) disposition, composition and quantities of ballast plus time
required for discharge and maximum light freeboard
d) quality of inert gas
e) 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 shall
be established, agreed upon and understood.
Signals should include, as a minimum:
a) radio communication inoperative
b) stand-by
c) start loading or start discharging
d) slow down
e) stop loading or stop discharging
f) emergency stop
g) emergency disconnect
2. When primary radio communication fails, all mooring and/or cargo
transfer operations should be suspended pending restoration of the
service.
3. Immediately when the need for emergency signalling procedure
becomes evident, action should be taken to determine and correct
the problem.
TUGS: Export tankers shall not undertake final approach to the designated
mooring without the assistance of a tug.
Any service and/or facility provided by the Company, including but not
limited to services of Mooring Master, tugs and their crews or mooring and
hose equipment, are at the export tankers risk.
The furnishing of Mooring Master, tug, launch, workboat or other service
or 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 safety
of his own vessel and has the right to make the final decision relating to the
safety of his own vessel.
On Arrival Lines and Hoses: Preparation for mooring will be advised
by the marine terminal through VHF radio communication prior to the export
tankers arrival or by the Mooring Master before the mooring operation
commences. The export tanker will moor with her bow to the Marine Terminal
FPSO. Prior to mooring, export tankers are required to have ready on the
starboard side, a derrick at least 10 tons SWL, rigged and ready for
connecting and disconnecting the cargo transfer hose.
30
Similarly, the export tanker shall be rigged and ready to heave up the
mooring hawser from the FPSO as well as the towing wire from the hold
back tug.
1. While the tug is assisting the export tanker to the designated mooring
location, a workboat shall deliver the FPSO bow hawser pick-up line
to the export tanker.
2. When the export tanker is secured, a workboat shall deliver the cargo
transfer hose to the export tanker.
3. After all mooring services are completed, the tug shall maintain
sufficient thrust astern, so as to keep the bow hawser between the
export tanker and the FPSO in constant tension. The workboat shall
stand-by and be prepared to render any assistance required during
cargo 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 tank
lids, 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 the
Master 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: 6
Mooring 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 generally

operate 24 hours a day, 7 days a week. Ships are loaded at any hour, weather
and other circumstances permitting, and at the full discretion of the company.
Vessels are moored and unmoored during daylight hours only. In order to
assure all mooring activities occur during daylight hours, an arrival time of
1200 hrs. local time is recommended.
Notices of Readiness: Mooring Master will act on behalf of the company
to acknowledge receipt of the vessels Notice of Readiness, which should
be tendered at time of arrival. Arrival time will be considered as the time the
anchor is dropped at the anchorage area. Notice of Readiness will be
accepted as the time that the Mooring Master boards the vessel, or the export
tanker shall have dropped anchor within the recommended anchorage area
and has advised the marine terminal of the time of anchoring. Exception to
the above will be if the export tanker is in the anchorage area awaiting arrival
of the Mooring Master and has been requested by the marine terminal not
to anchor. In this case, Notice of Readiness will be accepted from the time
the marine terminal requested the ship not to anchor.
Documentation: The documentation herein specified relates primarily to
the needs of the FPSO, to provide a permanent record of data, activities,
etc., relating to operations with export tankers. Copies of these reports shall
be provided to the Master of the export tanker for information, recommended
action or record purposes.
It is considered that export tankers will have their own specific requirements
regarding documentation. This section does not address tanker records or
documentation requirements.
FPSO Transfer Operations Readiness Report: This report shall be completed
prior to the departure of Mooring Master from the FPSO to meet the arriving
tanker.
Mooring Master shall deliver the report to the Master of the export tanker
as final confirmation of the FPSO readiness to proceed with operations.
In the event that FPSO readiness may be delayed, for any reason, the
Master of the export tanker and the applicable agencies shall be advised as
far in advance as possible. Any resultant decision, such as rescheduling the
export tanker ETA, shall be based on the applicable situation.
Transfer Operations Log (not reproduced): This report shall be a record of
FPSO activities during the visit of an export tanker.
The report shall commence when Mooring Master departs the FPSO to
meet the arriving export tanker and finish when the tanker completes final
departure manoeuvres.
Emergency Shut-Down (ESD) Report (not reproduced): This report shall be
completed to record each emergency shut-down.
Transfer Completion/Tanker Departure Report (not reproduced): This report
shall be completed following departure of the export tanker.
FPSO Cargo/Ullage Report (not reproduced): Ullage shall be measured in
each tank, before and after transfer of the cargo.
A single FPSO tank shall be dedicated for receipt of process plant output
for the duration of transfer operations, starting at least 2 hours before transfer
commences and continuing until after the final ullage measurement following
transfer operations.
Departure Procedure for Export Tanker:

1. Documentation:
After the disconnection of the cargo transfer hose and prior to
preparing for departure of the export tanker, all necessary
pre-departure documentation shall be completed.
2. Export Tanker Departure:
i) Mooring Master shall witness the export tankers closure of the cargo
transfer hose end butterfly valve, disconnection of the cargo transfer
hose from the manifold, and fitting of the blind flange on the end of
the cargo transfer hose.
ii) Workboat shall approach export tanker to accept free end of hose
when lowered by export tanker.
iii) Workboat shall tow hose away from export tanker to the
pre-assigned storage area.

iv) Export tanker shall check and confirm that all manifolds are securely
blanked, that ship is clear of obstructions, that winches and windlass
are powered and operational, that crew are standing-by and ready
to 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 for
visiting export tankers up to 150,000 d.w.t., partially loaded or in ballast to a
maximum 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. diameter
chafing 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 assist
the export tanker in mooring to the FPSO, and will attach its towing wire to
the stern of the export tanker to hold it off the FPSO during cargo transfer
operations.
Weather Conditions:
1. Prior to commencing mooring and/or cargo transfer operations, all
available weather forecasts for the FPSO location should be obtained.
2. The operation should proceed and/or continue only if both Master and
the Mooring Master are satisfied that the prevailing and anticipated
conditions are within the limits considered safe for such an operation.
3. The Master of either vessel and/or Mooring Master may, at his sole
discretion, order cessation of mooring or transfer operations. In such
event, the Master of the other vessel shall immediately enact required
procedures to cease such operations.
HOSES: Sufficient crew must be available at all times to carry out, under
the supervision of a responsible licensed officer, the instructions given by
the Mooring Master. Raising, lowering, connecting and disconnecting of the
cargo transfer hose, as well as other labours and duties on the export tanker
connected with the loading of cargo or maintaining mooring lines in a correct
manner, will be performed by the export tankers crew directed by a
responsible officer as required by the Mooring Master. Export tankers must
also have an adequate supply of reducers, gaskets and wrenches to connect
the cargo transfer hose.
Cargo Transfer Hose Connection Aboard Export Tanker: The cargo
transfer hose is a 295.6 m. long assembly of 16 in. hose terminating at the
export tanker end with a 7.6 m. long barbell type hose. The final termination
components comprise a butterfly valve, a short spool camlock, and a blind
flange. 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 securely
fastened in place.
Procedure:
1. The barbell end of the cargo transfer hose will be delivered to the
export tanker which shall hoist and correctly locate the hose ready
for 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 or
damage.
5. Before transfer commences, all required pre-transfer checks shall be
performed and completed.
6. Prior to cargo transfer commencing, open the cargo transfer hose end
butterfly valve.
7. The FPSO shall inform the export tanker of the rate capable of being
supplied, and shall provide such rate as mutually agreed between the
export tankers Chief Officer and the FPSO Master. The receiving
export tanker shall set the maximum rate, regardless of the pumping
capacity of the FPSO.
8. When satisfied that the cargo transfer hose is correctly attached and
the export tanker systems are ready for full rate transfer operations,
the export tankers Chief Officer shall indicate readiness to proceed
with cargo transfer.
9. Transfer shall commence at an agreed low rate, in order to check
that the loading system is correctly aligned, that no leakage occurs,
and that all valves, venting system, and other apparatus are correctly
arranged to facilitate cargo transfer according to the applicable
regulations.
FPSO Supplied Components and Spares:

a)
b)
c)
d)
e)
f)
g)
butterfly valve handle for cargo transfer hose (Mooring Master)

VHF/UHF portable radio (Mooring Master)
paperwork (Mooring Master)
spare O-ring seal for camlock blind flange (Mooring Master)
handle for camlock flange (Mooring Master)
spare export hose sections (FPSO)
spare bow line hawser and associated parts (FPSO).
CARGO OPERATIONS:
Cargo Transfer Hose Handling

Provisions: 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 a
barbell type hose with a butterfly valve and shaft spool camlock. When not
connected to the export tanker, a blind flange is fitted to the open end of the
camlock (see Plan).
1. a) When not connected to an export tanker, the cargo transfer hose
shall remain in the sea.
b) A marker buoy (unlit) shall be permanently attached to the pick-up
chain at the export tanker end of the transfer hose by a synthetic
rope.
c) When not connected to an export tanker, the transfer hose shall be
stored near the FPSOs No. 1 mooring leg with the hose marker
buoy attached to a mooring buoy anchored near the No. 1 leg
marker buoy.
2.
During handling operations prior to and following attachment to
export tanker, care must be exercised to prevent kinking or other
damage to the transfer hose. A minimum radius of 3.05 m. for any
bend in the hose is recommended.
3.
The terminal will have a limited number of reducers available, but
will accept no liability or obligation to provide them.
ANGOLA
Inert Gas System/Tank Venting: All export tankers must be fitted with an
inert gas system and confirm that all tanks have an oxygen content of less
than 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 to
be opened for operational purposes. If they are required to be open for venting
purposes, the openings shall be protected by suitable, well fitting flame
screens which may be removed only when necessary for ullaging, sighting,
sounding or sampling. Only one access port may be without screen at any
one time.
The cargo tank venting system shall be set as applicable for the transfer
operation and the others shall be protected by suitable, well fitting flame
screens. High velocity vents shall be set in the operational position to ensure
the high exit velocity of vented gas.
Pressure/Vacuum (P/V) relief valves shall either be opened or by-passed
The export tanker shall maintain a positive inert gas pressure in all tanks
at all times.
Export tanker only: Prior to commencing transfer operations, the pressure of
inert gas is to be reduced in the tanks to be loaded. If, while loading, it is
intended to simultaneously discharge ballast from other tanks, which will
subsequently be loaded, the tanks being deballasted shall be charged with
inert gas being vented from the tanks being loaded.
The FPSO inert gas plant and inert gas system shall be fully operational
Testing of inert gas shall be conducted on both vessels, prior to and
following transfer, to ensure:
a) satisfactory gas dispersion and compliance with all safety
requirements
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 shall
be stopped and the deck isolating valve closed.
Fire/Pollution Control/Gas Detection Systems:

1. Each export tanker must have its firefighting system fully operational
prior to commencing any mooring and/or transfer operations.
Prior to commencing transfer operations, the following shall be
checked:
Fire main system shall be pressurised.
Operability of the system shall be confirmed prior to commencing
transfer operations and noted accordingly in ships 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 oxygen
content, pressure, etc.) prior to commencing any mooring and/or
transfer operations.
4. All export tankers shall conform with the International Maritime
Organisation (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 the
export tankers facilities and operations permit.
Cargo/Ballast Tank Contents/Ullage:

1. The maximum cargo oil storage capacity, both wet and dry, of the
FPSO is approximately 514,000 bbls.
2. The export tanker will load cargo and discharge ballast as previously
arranged between the export tankers Loading Master, Master and
Chief Officer. This plan will be placed in written form and signed before
operations commence.
Ballast Transfer:
1. When the export tanker is loading, it may commence discharging
clean ballast concurrently with loading only if the ballast system is
completely separated from the cargo system.
2. Export tankers having clean ballast in cleaned cargo tanks and lines
are 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 the
undertaking and completion of a successful cargo transfer operation depends
upon effective co-ordination and co-operation of all parties involved.
It is the responsibility of the export tankers Master to observe International
Convention Laws and Angolan Government Regulations and to ensure that
no crude oil, bunker C, diesel, bilges or dirty ballast is pumped or spilled
overboard from his vessel whilst in the area of the Kiabo Field Marine
Terminal. 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 cargo
transfer operation, the contents of each cargo and ballast tank shall be
checked and recorded. The sequence of all operations during transfer of
cargo to the export tanker shall be planned in detail with regard to personnel
assignments, pumping/discharge rates, valve change over requirements,
ballasting adjustments, and tank level measurements during operations, etc.
1. Inspection of Cargo Tanks: The export tankers cargo tanks are to be
inspected by Sonangol P&P.
2. Scuppers to be Plugged: Before loading commences, all overside
scuppers shall be plugged and made oil-tight.
3. Completion of Loading: Normally completion of loading is by export
tankers stop and any request for the marine terminal to stop the flow
of oil at the pre-determined tonnage must be in writing. The request
must include the statement by the export tankers Master that the
company will not be held responsible for any error, and in the case of
the vessel being overloaded, the export tankers Master will be
responsible for any oil spills caused by this request. Please note that
under normal operations, excess cargo cannot be pumped back to the
FPSO, only in an emergency will this be allowed, and all cost and delays
will be to the account of the export tanker.
31
ANGOLA
4. Communication During Loading: All communications relative to the

loading of the export tanker shall be routed through the terminal
representative who will remain in contact with the marine terminal
continuously via portable VHF radio communication. In case of
temporary breakdown of the portable VHF circuits, contact may be
continued on VHF Channels 16, 13, 10 and 9.
5. Failure of Communication: In the event of total communications failure
with the marine terminal, the export tanker should sound the emergency
signal. Continuous blasts of the vessels whistle will be sounded to notify
the marine terminal of the radio communication failure. Upon hearing
this signal from a loading export tanker, the FPSO will immediately
cease loading to the export tanker until radio communications have been
re-established.
6. Leaking Oil from Export Tankers: If it is discovered that oil is leaking
from an export tanker whether at anchor, deballasting or during loading,
and so as to constitute a safety or pollution hazard, which is at the sole
discretion of the FPSOs Master, the export tanker will cease operations
and may be requested to leave the marine terminal limits. Completion
of loading will only be undertaken when satisfactory evidence of repair,
duly certified by the surveyors of ABS, Lloyds or DNV or another
recognised classification society, is submitted.
7. Valve Closure During Loading: No export tanker valves, which stop or
reduce the flow rate of oil from the pumps of the FPSO, are to be
operated without prior authorisation of the Kiabo Field Marine Terminal.
It is extremely dangerous to close ships valves against the incoming
stream, such a procedure creates excessive pressure, which may
damage hoses, piping or other marine terminal facilities. Vessels will
be held responsible for damage resulting from failure to observe this
precaution. The practice of throttling back on the export tankers cargo
manifold valves is to be avoided. If a lower loading rate is required, the
terminal is to be advised and the pumping rate will be reduced to the
new agreed rate. A reduction in loading rate before topping-off a final
tank or tanks may be arranged through the Mooring Master by the export
tankers officer-in-charge. On advice from the export tanker, a minimum
of 3 minutes is required to stop the flow of crude oil from the FPSO.
8. Crude Oil Overflow During Loading: Export tankers Masters are warned
that if at any time an overflow of crude oil occurs, cargo transfer
operations will be suspended immediately. Loading will only be resumed
when the oil is cleaned up and removed from the decks of the vessel
and/or from the surface of the sea, any damage is repaired, and no
further danger exists. All spillage of oil must be reported immediately
to the FPSO Master. Subsequently, a detailed report, giving all relevant
information, must be submitted in writing by the Master of the export
tanker concerned to the FPSO Master. A joint survey of the export tanker
by its Master and a Kiabo Field Marine Terminal Representative will be
required.
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 tanker
b) weather and sea conditions anticipated at time of arrival and
until export tanker departure
c) identity, size and Master of export tanker
d) Mooring Master assigned
e) cargo officer assigned
f) crew/team assignments
g) cargo tanks contents start/finish
h) ballast tanks contents start/finish
i) mooring/cargo transfer hose connection timing
j) date/time for completion of pre-cargo transfer safety checks
k) date/time for commencing cargo transfer operations
l) detailed operational procedures
m) date/time for expected completion of cargo transfer operations
n) cargo transfer hose retrieval procedures date/time
o) date/time of export tanker departure
p) radio assignments portable radios.
iii) All relevant information from the plan shall be transmitted to the
export 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 understand
the requirements and details of the cargo transfer plan.
ii) Mooring Master, cargo officers and team leaders shall ensure that
personnel, assigned to them for the cargo transfer operation, from
arrival to departure of export tanker, are familiar and understand the
cargo transfer plan.
iii) FPSO Master shall ensure that all personnel involved in cargo
transfer operations have received satisfactory training in all functions
for which they are, or may be, responsible.
iv) FPSO Master shall ensure that all personnel are fully familiarised
with emergency shut-down procedures, along with their
corresponding assignments and responsibilities. Furthermore, he
shall specifically impress the need for immediate action in raising
the alarm in the event of an emergency situation, such as a fire on
board.
v) No cargo transfer related operation may proceed until the Master
of the FPSO is satisfied that the requirements of all contained in
Cargo/Ballast Transfer Plan and Dirty Ballast sections have
been 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 checked
for operability, availability and location prior to the arrival of the
export tanker.
ii) All FPSO equipment requiring operability, hydrostatic pressure and
other tests shall be tested as specified in the Cargo Handling
Manual. Specific examination, and if necessary, adjustment, repair
or replacement of valve and pump glands, etc., shall be undertaken
before commencing cargo transfer operations. All equipment static
grounds shall be checked before commencing interconnection of
the cargo transfer hose to the export tanker.
32
iii) Inert gas system shall be checked and in operation prior to and
during all cargo transfer operations.
iv) All firefighting equipment shall be checked and fully operational
before commencing any cargo transfer operations.
Dirty Ballast: FPSO Ocean Producer has no facilities for receiving dirty
ballast. Export tankers are recommended to arrival with clean ballast.
Discharging Ballast at Night: In addition to the lights usually displayed, export
tankers discharging ballast or loading cargo during darkness, will illuminate
the area around the ship, to the satisfaction of Mooring Master, in order that
any oil on the surface of the sea may be readily detected, and appropriate
action taken. Export tankers unable to illuminate the sea satisfactorily, may
not discharge ballast during darkness. Export tankers should provide suitable
flood lights for working on deck during night operations. Export tankers
equipped with separate tank system (SBT) will be allowed to discharge.
Ballast Required for Mooring: An export tanker must have sufficient ballast
for safe manoeuvring. However, by a careful watch of the weather information,
mooring, instructions and frequent exchange of information between the
export tanker and the marine terminal, and by a knowledge of the behaviour
of his own vessel, export tankers Master may desire to come to the marine
terminal with minimum safe ballast.
Load-on-Top or Discharge of Slops: Most responsible ship owners have
adopted a system of tank cleaning using circulator methods of transfer of
tank washings. The result is that no oil is discharged into the sea and the
oil separated is collected to avoid pollution. With the written permission of
the export tankers owners/charterers, the marine terminal will load on top of
such slops.
Penalties for Pollution of the Sea: The categories of pollution include crude
oil, bunkers, bilges and dirty ballast or any other matter that may result in
pollution of the sea. Any fines imposed for such pollution will be for the export
tankers account.
Concurrence on Loading Plan Export Tanker/FPSO: Prior to

commencing cargo transfer operations, the Master of the export tanker, the
FPSO and/or the Mooring Master will confer and agree on a cargo transfer
plan.
1. The Master of the FPSO shall inform the Master of the export tanker
as follows:
a) cargo specifications
b) quantity of cargo to be loaded
c) tank venting requirements
d) maximum loading rates
e) maximum pressure available at the STS connection
f) stand-by time for normal pump stopping
g) 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 distribution
b) maximum allowable loading rate and topping-off rates
c) maximum allowable pressure at the cargo transfer hose connection
during cargo transfer
d) cargo quantities acceptable
e) quantity, quality and disposition of ballast together with time required
for discharge and maximum light freeboard
f) quantity, quality and disposition of slops
g) quality of inert gas.
Emergency Shut-Down of Loading Operation (ESD):
Emergency
shut-down of transfer operations may be ordered by the Masters or cargo
loading officers on deck of the FPSO and/or the export tanker, or, emergency
shut-down procedures shall be initiated immediately, without orders, should
any 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), agreement
between the Masters of the visiting export tanker and the FPSO shall
be established regarding:
a) cargo transfer initiation rate
b) cargo transfer normal rate
c) cargo transfer topping-off rate
d) stand-by time for normal pump stopping
e) time required for rate changes, zero flow to maximum agreed rate
(MAR), and from MAR to zero
Masters are reminded that, for safety reasons, it is advisable to have
the 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 be
empowered to make and implement all decisions relating to the cargo
handling and cargo transfer operations, having the necessary
knowledge and experience for that purpose.
2. Pump Man: One or more crewmen as assigned by the Master of the
FPSO to man the pumps and, when required, to operate the manifold
valves. Pump men shall have the necessary knowledge and
experience required for operation of pumps and valves to ensure
maximum control capability, smooth operation and a minimum of
pressure surge effect.
3. Deck Men: Ships crew members assigned as required by the Master
of the FPSO or the cargo officer. Care should be taken, when making
assignments for normal cargo transfer operations, that there is no
conflict relative to any crew members assignment under any
emergency planning.

4. Lead Man: Each group operating in the jurisdiction of the cargo officer
shall have a lead man designated. Each such lead man shall be
provided with a portable, two way radio for the purpose of relaying
the cargo officers commands and instructions to the respective
groups. Each such lead man shall be competent in the use of a two
way radio, shall be knowledgeable and experienced in the area of
operations to which they are assigned, and shall be conversant with
the established communications language to be utilised.
5. Others: As deemed appropriate for the safety and completeness of
any cargo transfer operations, the Master of the FPSO and/or the
cargo officer shall assign other personnel as is considered necessary.
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 been
understood, acknowledged and the Masters of both the FPSO and the visiting
export 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 loading
operations.
ii) All personnel assigned for radio duty, station and portable, shall
have checked the serviceability/operation of their radio equipment,
and shall have reported by radio as being in position and ready for
the duty as assigned.
iii) All call signs assigned to export tanker crew and FPSO crew
sections shall be advised to and recorded by the Masters of the
FPSO, the export tanker, the tug, the workboat and the Mooring
Master.
2. Tanks Vented: Export tanker and FPSO Masters shall confirm that the
tanks are vented and that the agreed venting systems are operational
and are being used.
3. Test Flows for Leakage/Correct Valve Positions:
i) Prior to commencing cargo transfer operations, the export tankers
Master shall confirm that:
a) all sea and overboard discharge valves are tightly closed and
sealed
b) all unused connections on the manifold are closed and blanked
c) that the scuppers are effectively plugged and drip trays are in
position under the manifold.
ii) During initial low flow cargo transfer, the export tankers Master shall
check and confirm that no leakage is apparent, and that all valves
are 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 FPSO
tanks 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 so
notify the Masters of the FPSO, the export tanker, the tug and the
Mooring Master. He shall then order the securing of all pumps and
valves, informing the FPSO Master and Mooring Master when this
has 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 the
export tanker manifold valves and the disconnection of the cargo
transfer hose. He will supervise the fitting of the blind flange to the
cargo transfer hose prior to lowering the hose-off of the export tanker,
the exchange of documentation and other requirements necessary to
complete the operation.
2. Prior to departure of the export tanker, the Master of the FPSO and
the Master of the export tanker shall reach agreement on the quantity
of cargo that has been transferred, that all required documentation
has been completed, and that all operations have been secured.
3. The Master of the FPSO shall, when satisfied that departure of the
export tanker may proceed, provide clearance to the Master of the
export tanker to initiate departure operations. He shall also advise the
Mooring Master and the Tug Master who both shall acknowledge
readiness to proceed with departure operations and responsibilities.
Close-Out Documentation: Cargo Documentation: Crude oil loading
documents, such as the Bill of Lading, Quality Certificate, Quantity Certificate,
Dry Certificate, Ullage Report, Time Loading Report, Certificate of Origin,
Cargo Manifest and Masters 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 time
as the final departure clearance formalities are being carried out.
Protest: Notes of Protest, if any, should be handed to the Mooring Master
for onward delivery to the company.
Masters are requested to pay particular attention to the fact that the Mooring
Master will only acknowledge receipt of any Note of Protest, and is not
authorised to accept such letters.
REPAIRS: Repairs or other work, which may prevent the rapid departure
of the export tanker, should not be undertaken while the export tanker is
moored to the FPSO.
GANGWAY/DECK WATCHMEN: A watchman should be stationed
aboard the export tanker to monitor the condition of the export tankers
mooring, to report any condition which may indicate imminent failure of the
mooring, and also to report any leakage of oil.
REGULATIONS:
FPSO Acceptance Criteria for Export Tanker: Export tankers shall
comply with the following specifications and shall conform to the standards
recommended by the International Safety Guide for Oil Tankers and
Terminals (ISGOTT 1978 Current Edition) and the Oil Companies
ANGOLA
International Marine Forum (OCIMF) Standards for Ship to Ship Transfer,
Tanker Manifolds and Ancillary Equipment (Petroleum 1982) as updated from
time to time.
Requirements Imposed from Without: The operation of the FPSO is
subject to various regulatory requirements as may be applied by
internationally recognised bodies, such as ISGOTT and OCIMF, and by the
governments of countries such as Angola and Liberia in whose jurisdiction
the FPSO is regulated.
The Master of the FPSO has the responsibility to ensure that all applied
regulations are enforced and complied with. The Master of the export tanker
has the responsibility to ensure enforcement and compliance of such
regulations as they apply to his vessel.
Displacement/Cargo Capacity: FPSO capacity is 514,000 bbls. Export
tankers should have a minimum arrival displacement not less than 25%
Summer deadweight. Prior notice must be given of any export tanker not
able to comply, and an agreement must be reached with the Master of the
FPSO.
WEATHER/TIDES: Operating Environment:

a) Weather conditions (20 years):
Wind speed: 29 41 knots
Wind direction: 0 360
Significant wave height: 4.6 m.
Significant wave period: 13.7 17.3 seconds
Swell height: 3.96 m.
Swell period: 17.3 seconds
Swell direction: 180 225
b) Current speed: 0 1.8 knots
Current direction: Primarily from 135, can sometimes reverse
c) Sea water surface temperature: 23.8 29.4C
d) Mean air temperature: 22.2 26.6C
GENERAL: Government Officials: Government officials, such as the

Customs Officer, Quarantine Officer, Immigration Officer, Captain of the Port
and the police, may be expected to visit the vessel. Should Customs guards
be stationed onboard the export tanker while at the terminal, it is expected
that the export tanker will provide food for these guards and other
governmental officials. Export tankers calling at the terminal must provide an
accommodation ladder for subject officials if required.
Roles/Responsibilities:
1) Mooring Master shall assist with export tanker operations until the
export tanker disengages from the mooring preparatory to leaving the
marine terminal site.
2) The export tankers Master is responsible for the frequent monitoring
and careful tending of the export tanker moorings to ensure that
movement of the export tanker is minimised.
3) While moored, the export tanker equipment and machinery essential
for manoeuvring shall be maintained, ready to permit the ship
movement from the mooring at short notice.
4) In the absence of a third party cargo surveyor, the Mooring Master
shall witness the ullage of all tanks onboard the export tanker prior
to and following completion of the cargo transfer operations.
Each measurement record shall be delivered to and retained by
the 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 for
their own Agents.
AUTHORITY: Regional Office: Oceaneering International
Services Ltd, Rua Garcia de Resende, 107 Alvalade, Luanda, Republic de
Angola. Tel: +244 (2) 320312, 324755. FAX: +244 (2) 325238.
Marisat: Tel: 00871 382 420631. Fax: 00871 382 420632. Contact: Mike
Sherry, 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, storage
and offloading vessel (FPSO), a surface well head platform (TLP) and a
catenary anchor leg mooring (CALM) buoy. The TLP and FPSO are brightly
lit 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. Centered
on the FPSO in position Lat. 6 21.20' S, Long. 11 09.11' E. The CALM Buoy
is located approximately 1.3 n.m. NW of the FPSO in position Lat. 6 20.01' S,
Long. 11 08.70' E.
DOCUMENTS: See Shipmasters Report dated June 2006.
ISPS COMPLIANCE: Terminal is compliant.
PFSO: The Mooring Master will not exchange a Declaration of Security with
the vessels Security Officer unless the vessel and terminal are at different
security 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 the
Kizomba B FPSO, includes all of the waters within a radius of 4 n.m. Vessels
must receive clearance from Kizomba FPSO Bravo Control on VHF
Channel 16 prior to entering the Kizomba B restricted area. The Kizomba B
restricted area overlaps the Kizomba A restricted area to the west. While
within the restricted area, tankers must stay at least 1.0 n.m. from all
structures and vessels that are moored or that have equipment on the sea
bottom except when the Mooring Master is conning the tanker.
Outside of the Kizomba restricted areas, follow the instructions on the
charts and in the Notices to Mariners.
33
ANGOLA
Kizomba B Marine Terminal
Obstructions: The drilling platform Pride South Pacific (PSP) is currently

working in the vicinity of the Kizomba Terminals. Consult the latest Notices
to Mariners for the most up-to-date locations of this platform. Tankers shall
pass no closer than 2 n.m. of the platform.
PILOTAGE: The Mooring Master, Assistant Mooring Master, and Cargo
Surveyor 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 Debbie
Tide. Tanker shall minimise rolling by heading into the sea and swell with
a speed of approximately 2 knots for boarding. The ships Agent and
government officials will board at midday after the vessel is all fast to the
CALM buoy.
If offtake tankers owner(s) do not allow the use of a Billy Pugh Personnel
Basket provided by the terminal, the tanker shall rig a combination
accommodation/pilot ladder on the port side approximately 1.5 m. above the
water in accordance with SOLAS Chapter V, Regulation 17, Pilot Transfer
Arrangement.
Shore Personnel: The Mooring Master and the Assistant Mooring Master
will remain on board throughout, together with one cargo surveyor and the
ships Agent. Accommodation required with accommodation for the Mooring
Master and Assistant Mooring Master to be equivalent to officer standards.
Normally four port officials will board to clear the vessel. Once the vessel
is cleared, they will return to the terminal via the service vessel or the
terminals workboat.
The Mooring Master will provide a listing of all personnel who will board
the vessel at the terminal including names, company, and ID in the form of
a List of Boarding Personnel letter.
ANCHORAGES: There is no waiting anchorage for the terminal. There
is a tanker waiting area.
Also see Cargo Operations Notice of Readiness.
PRE-ARRIVAL INFORMATION: The tanker shall forward to the ships
Agent the following information at least 72 hours prior to entering Angolan
waters. This information shall be delivered at the Harbours Master of the
first port of call in the Republic of Angola, with a minimum anticipation of
72 hours. Failure to do so, may result in the tanker being denied entry into
Angolan waters.
a) port(s) of destination, in Angola
b) name of Ship
c) flag
d) port of registry
e) type of ship
f) place for inspection (authorities)
g) g.r.t.
h) year built
i) call sign
j) IMO number
k) classification society
l) ships Agent
m) owner
n) management company
o) ETA (day and hour)
p) ETD (day and hour)
q) name and rank of the Ship Security Officer
r) name and contact of the Company Security Officer
s) ships security level
t) last 10 ports of call (name of the port and port facility called)
VHF Contact: Contact Kizomba Bravo FPSO Control on VHF
Channel 16 as soon within range, at least two hours prior to arrival, and upon
arriving at the tanker waiting area. The marine control room operator will pass
along any updated berthing plans at that time. Do not enter the restricted
areas around the Kizomba A or Kizomba B Terminals without first receiving
clearance 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 port
operations when the Mooring Masters board.
MOORING: On arrival the tanker shall have her anchors fully home and
secured. On the forecastle, have two empty mooring winches, each with the
capacity to accept 36 mm. 120 m. Dextron pick-up lines, each fitted with
a messenger line to heave in the hawser pick-up lines and mooring hawser
chafe chains.
Messengers and tools to assist in handling the hawser chafe chains should
be 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 the
stopper should be at least 12 mm. and preferably 16 mm. steel chain with a
suitable shackle.
Approximately 2 n.m. from the CALM buoy, the vessels crew, supervised
by a ships officer and directed by the Assistant Mooring Master, will make
fast 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: Ships port crane to be rigged ready to lift the
hose toolbox (weight approximately 2.5 tons) and boarding personnel from
the tug. If crane has a chain between the block and the hook, remove chain
prior to arriving at the terminal if possible. The hose handling toolbox will be
lifted onboard first followed by personal luggage.
Hose Connection: Upon completion of mooring, the vessels crew,
supervised by a ships officer and directed by the Assistant Mooring Master,
will connect 216 in. hoses to the vessels port side manifolds.
CARGO OPERATIONS: Notice of Readiness (NOR): NOR is
tended when a tanker arrives at the tanker waiting area located in position
Lat. 6' 12.0' S, Long. 11 12.0' E.
Tank Inspection: The Mooring Master will conduct a walk-around
inspection of the deck prior to coming to the bridge. The Assistant Mooring
Master will remain on deck with the Chief Officer to witness oxygen content
tests in at least three tanks and an H2S test in at least one tank.
Loading Rate: Terminal loading rate with booster pumps is currently at
40,000 bbls./hr. or 29,000 bbls./hr. if booster pumps are not used or
unavailable.
Cargo Characteristics: Average API 29.1 31.0. Temperature 33C,
H2S content less than 1 p.p.m.
34
POLLUTION: Deck scupper plugs should be in place and tight. Portable

emergency air-driven pumps, properly grounded, should be made ready in
each aft corner of the main cargo deck.
FIRE PRECAUTIONS: Fire hoses and portable or semi-portable fire
extinguishers shall be deployed in the manifold area. Fire monitors fore and
aft of the manifold area should be positioned toward the port side manifold.
GENERAL: Helicopter Operations: Boarding personnel travel to and
from Kizomba facilities by helicopter; therefore, weight is an important safety
concern. Personnel travelling on Esso Angola helicopters are restricted to a
maximum 15 kilograms of baggage. Boarding officials are well aware of this
restriction. If boarding personnel receive gifts exceeding that allowance, the
terminal may require the vessel or ships Agent to make alternate
transportation arrangements.
SHIPMASTERS REPORT: July 2006.
Cargo: Kissanje Blend Crude.
Documents: The following documents are required on arrival by the port
authorities for the clearance inwards and outwards of Angolan ports.
6 Arm and Ammunition Lists
6 Animal Lists
2 Bonded Stores Lists
2 Cargo Stowage plans (preferably prior to ships arrival)
6 Crew Lists
6 Dangerous Cargo Lists
1 Maritime Declaration of Health
2 Vaccination Lists (Cholera and Yellow Fever)
6 Passengers Lists (each for Landing and in transit)
6 Ports of call Lists
1 Last port of call Clearance Certificates.
All the vessels 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 Terminals
OPERATOR: ExxonMobil Production Company/Esso Exploration
Angola Ltd, Angola. Tel: +713 767 9076 (office), +713 767 9087 (cargo
control 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 position
Lat. 05 27' 38" S, Long. 11 31' 23" E. The SPM is located in position
Lat. 05 27' 54" S, Long. 11 30' 21" E.
DOCUMENTS: The following documents are required on arrival:
7 Animals Onboard Lists
8 Crew Lists
4 Crew Personal Effects Declarations
7 Courier/Mail Lists
Customs Clearance Certificate from Last Port of Call
7 Passenger Lists
2 Ships Particulars
4 Ships Stores Declaration Lists
7 Stowaways Lists
7 Vaccination Lists
7 Narcotics Lists.
Also see Shipmasters Report dated June 2001.
Cargo Gear Certificate: Cargo handling equipment certificates may be
required by the Authorities upon inward clearance.
MAX. SIZE: 320,000 tonnes S.d.w.t., LOA 350.5 m., with no restrictions
on draft or beam.
DENSITY: 1025.
RESTRICTIONS: Berthing operations will normally be undertaken during
daylight hours (0600 1800 hrs.) in normal weather conditions and with the
CABGOC Mooring Masters agreement. Unmooring operations will usually
be undertaken at any time.
ARRIVAL: Upon arrival at the terminal, vessel to remain in the waiting
area 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) Mooring
Master) or FPSO to proceed to pilot boarding area.
APPROACHES: When approaching the Terminal, mariners shall consult
the current Notices to Mariners. This is due to continuous drilling rig activities
in the vicinity of the FPSO. Drilling rig vessels have extended moorings and
are well lit.
PILOTAGE: When so instructed, the export tanker will leave the waiting
area and proceed to the pilot boarding area, located in position Lat. 05 26' S,
Long. 11 28' 30" E, where the CABGOC Mooring Master will board the
vessel.
All manoeuvring of vessels within the Terminal berthing areas is carried
out only in accordance with the advice of the CABGOC Mooring Master,
of the vessel being manoeuvred shall remain solely responsible on behalf of
this vessel and the vessels Owners for the safety and proper manoeuvring.
The CABGOC Mooring Master will remain on board throughout the export
vessels stay at the Terminal to co-ordinate transfer operations. The Mooring
Master will require accommodation of Officer standard to be provided for him
during his stay on board the export vessel.
ANCHORAGES: No anchorages available, due to depth being in excess
of 400 m.
Kuito Marine Terminal

PRE-ARRIVAL INFORMATION: Vessels bound for the Terminal are
required to advise their ETA:
a) Via telex to the office of the vessels Agent in Cabinda, who will
pass the information to Cabinda Gulf Oil Company (CABGOC) at
Malongo.
b) Export vessels fitted with Inmarsat communication systems are
requested, in addition, to send ETA messages to Cabinda Gulf Oil
Company (CABGOC), Telex: 470074 CHEV UI or
278755 CHEV UR (both through the USA) with heading RELAY
TO MALONGO, ANGOLA. The CABGOC Marine Operation
Superintendent telephone number through the USA is
Tel: +1-925-842-1111 (ask for Malongo ext. 2357), or
Email: amrmr@chevron.com
ETA: ETA messages are to be sent 72 hours, 48 hours and 24 hours prior
to arrival at the Terminal and should contain the following information:
1) Name of vessel
2) ETA in GMT (Angolan time is GMT plus 1 hour)
3) Name of Master
4) Estimated arrival draft, fore and aft, and displacement
5) Time required for discharging clean ballast, if any, also quantity of
segregated ballast on board
6) If vessel proceeding to any port(s) prior to Kuito, and if so, any delays
anticipated
7) Quantity of cargo required and any special requirements
8) Vessels Inmarsat telephone and Fax numbers
9) Any vessel or equipment defects affecting manoeuvrability, cargo
handling or performance
10) VHF facilities.
VHF: A 24 hour watch is maintained at the Kuito FPSO on
Channels 6 and 69, call sign is Kuito Control. A 24 hour watch is also
maintained 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 boat
assist in mooring and hose connection operations. When hoses are
connected, the tug shall make fast aft and remain on station throughout the
loading operation.
BERTHING: Before arrival at the boarding area, it will be necessary to
ensure that the following minimum moorings are ready for use on the
forecastle 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 chain
stoppers
2) Two mooring ropes aft
3) One strong messenger at the aft mooring station.
When the vessel is within a reasonable distance of the buoy, the 2 ships
lines will be picked up by the mooring launch and made fast to the floating
SPM pick-up lines. The ships lines, used as messengers, will then be used
to heave the pick-up lines on board the export vessel. As the pick-up lines
are retrieved clear of the water, they will be followed by the chafing chains
that 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 the
2 nylon hawsers are outside and clear of the vessels fairleads. The chains
will then absorb any chafing in the mooring system. The buoy mooring
hawsers are each 220 ft. long with 18 in. circumference.
Power is required to be available at all times on all deck winches and
windlass while the export vessel is in the berth.
Two mooring lines shall be available aft, secured to the bitts and of sufficient
length to enable the aft tug to pick up the eyes and tow the vessel. This is
necessary to hold alignment in the berth. Buoyant mooring lines are
requested, but it is normal practice to use the tugs line. Therefore a strong
messenger line must be ready to pick up the the tugs line to secure it on
the export tanker aft bitts.
Hazardous Cargo Signal: The vessel shall by day fly international code
flag 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 tanker
throughout the transfer operation and will co-ordinate all activities between
the FPSO and export tanker.
At all times during the transfer operation, a responsible Deck Officer shall
be in charge of operations. A deck watch, in contact with the control room,
is required to continuously patrol the export tankers cargo deck and monitor
the manifold area and cargo hoses and to ensure that mooring hawsers are
carefully tended.
A responsible English speaking ships Officer is required to be on deck or
in the control room at all times.
Hose Handling: After the vessel has been securely moored, 216 in.
floating hoses will be connected to the export tankers 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 hose
operations, but the export vessels crew members shall provide assistance
as and when necessary on the advice of the CABGOC Mooring Master. At
such times, an export tankers Deck Officer shall be in attendance.
The export tanker will be required to have ready a hose handling derrick
or crane at the port manifold with a SWL of not less than 15 tons for the
lifting and connection of the hoses. Where possible, it is requested that the
derrick runner is on one winch and the topping lift on another as this will
make the hose handling and launch operation much smoother and faster.
The export tankers crew members will be responsible for handling the
hoses and are required to operate winch or winches.
Every care should be taken during hose handling operations to avoid
serious damage to the hose, the plastic floats and buoys by contact with
plate edge, rails, etc.
Special equipment (quick-release fittings, etc.) will be supplied from the
lineboat when the CABGOC Mooring Master boards the export tanker.
To avoid undue delays, a rope messenger shall be ready for use at the
boarding position. Before hose handling operations begin, manifold oil
containment facilities shall be ready for use and adequate quantities of
absorbents available for rapid deployment in the event of spillage.
ANGOLA
Loading Operations: When the responsible Officer has declared the export
tanker ready to load with all necessary valves open, the CABGOC Mooring
Master will give instructions to commence the transfer at a slow rate. As
soon as flow is confirmed and the integrity of the transfer hose connection
is established, the export tanker may request an increase to the previously
agreed loading rate. At any time during the transfer operation, the rate can
be reduced as requested by the export tankers Master or responsible Officer.
At no time should the export tanker restrict or shut down against the flow
of cargo. CABGOC provide a pressure recorder that will be installed by the
Mooring Master at the export tankers manifold to keep a record of events
(FPSO shipping pump discharge pressure 800 psi). At least 2 main cargo
tank valves must be fully open at all times when loading at rates above
25,000 bbls./hr.
The CABGOC Mooring Master should be given advance notice by the
export tankers Master or responsible Officer when a reduction of loading
rate is required.
The export tanker may request an FPSO stop at the end of transfer
operations, but it will remain entirely the export tankers responsibility that
cargo quantity loaded meets and does not exceed (maximum) vessel
requirements. There are no facilities available to discharge back to the FPSO
any quantity of cargo, should the vessel overload.
Loading Rate: The max. loading rate available for the transfer operation
will be 35,000 bbls./hr., but in no circumstances will the export tanker be
requested to load at a rate faster than that required by the vessels Master.
Cargo Documentation: After completion of loading, documentation
normally 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 Port
Time Log will be completed and all such documents will be signed by the
export tankers Master prior to departure. If required or requested by the
export tankers Master, the Agent may sign the cargo documents on behalf
of the export tankers Master.
Emergency Towing Wires: Emergency towing wires shall be made fast
to bitts as far forward and aft as possible on the starboard side. The wires
shall be in good condition, at least 1.125 in. (28 mm.) diameter, and secured
with at least 5 turns or have the eye on the bitts. The outboard eye shall be
maintained at a height of between 1.0 m. 2.0 m. above sea level at all
times, using a small diameter heaving line for this purpose.
Accumulation of Gaseous Vapour: If for any reason there is poor
dispersion which results in an accumulation of gas on or about the decks of
the export tanker, or if appropriately a storage vessel, loading shall be stopped
or the loading rate into a particular tanker or tanks reduced at the discretion
of either the CABGOC Mooring Master or the responsible ships Officer.
Tank Venting: The venting of the vessels tanks shall take place only
through the vessels fixed venting system.
BALLAST: Export tankers are required to arrive with sufficient ballast or
cargo and be adequately trimmed for safe manoeuvring, with the propeller
submerged and under no circumstances less than 30% of the S.d.w.t.
The Terminal has no ballast reception or slop disposal facilities, and
therefore export tankers are required to arrive with sufficient clean ballast
suitable for pumping directly to the sea. Export vessels arriving with ballast
unsuitable for pumping to the sea may be rejected for loading, or will be
required to keep that portion of their contaminated ballast on board.
CABGOC will not accept any claims from vessel unable to meet such
requirement.
It is strictly against international law to pollute the waters of the Peoples
Republic of Angola. Any Master, his vessel and Owners, may be subject to
prosecution by the Angolan authorities if such pollution does occur.
Simultaneous Deballasting and Loading of Cargo Tanks:
Export
tankers shall be capable of loading cargo and discharging ballast
simultaneously while maintaining two valve segregation between cargo and
ballast 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 requirement
will not be accepted at the Terminal.
The vessel shall at all times maintain a suitable trim so as to avoid trapping
the floating hoses underneath the export tankers bow.
These operations shall be done at the sole responsibility of the export
tanker, its Master and Owners. Utmost care and attention shall be taken by
the export tanker throughout, whose Owners shall remain fully responsible
for and indemnify CABGOC, its parent companies, subsidiaries and affiliates,
for any cost, fine and expenses, of every kind whatsoever, arising out of, on
account of or in any way connected with the simultanous deballasting and
loading of the export vessel.
Those vessels with only segregated ballast will be permitted to commence
deballasting during loading at a stage of the operation convenient to both
the Master and the CABGOC Mooring Master.
MEDICAL: In an emergency, limited medical facilities are available.
REPAIRS: Repairs will not be permitted while the export tanker is within
the Terminals operational area. Repair facilities are not readily available.
A vessel, when berthed at the Terminal, shall be maintained in a state of
readiness for vacating the berth under full engine power at short notice. The
testing of any electrical equipment, including radar, radio and domestic
electrical equipment, is prohibited unless permission has been granted by
the CABGOC Mooring Master. Tank cleaning and gas freeing shall not be
carried out while in the berth. Chipping and scraping on the deck or hull will
not be permitted.
Also see Weather/Tides.
FIRE PRECAUTIONS: The export vessels firefighting appliances,
including main and emergency fire pumps, shall be kept ready for immediate
use, and pressure shall be maintained at all times on the fire main while in
the berth.
Before operations commence, at least 2 fire hoses with jet/fog nozzles shall
be laid out on the tank deck, connected to the fire main and tested as required
by the CABGOC Mooring Master. The 2 fire monitors immediately adjacent
to the manifold should be elevated and ready for immediate use. 2 portable
extinguishers, preferably of the dry chemical type, shall be available in the
vicinity of the manifold area.
Should fire occur on an export tanker or where applicable a storage tanker,
the Master or responsible ships Officer of such vessel shall make an
35
ANGOLA
immediate signal by prolonged blasts on the ships whistle and by sounding

the fire alarm, and will also place the engine on stand-by. All transfer
operations will cease immediately. The export tanker shall be solely
responsible for and shall be capable of fighting any fire on board without
assistance from CABGOC resources.
Portable R/T Sets, Lamps and Hand Lamps: Portable R/T sets, lamps
and hand lamps, or other electrical devices, shall not be used unless
approved as intrinsically safe. Any other battery powered equipment not
approved as intrinsically safe must not be used on the tank deck area of
either vessel or in any other place where hazardous vapours may be
encountered.
WEATHER/TIDES: The rainy season starts during the middle of October
and extends to the end of April. During this season and particularly between
December and April, local thunderstorms can be experienced, accompanied
by heavy rain for periods of 3 4 hours. Sudden wind squalls with gusts of
75 knots can be experienced. Waves of 10 15 ft. can be expected during
these 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 to
September, a SWly swell affects the area. The long swell sometimes exceeds
10 15 ft. in height.
The prevailing current sets NW NNW and at times exceeds 3 knots. The
current in the Kuito/Cabinda area is affected by the Zaire River tidal flow, as
well as heavy rain over the surrounding land area. Thus, particularly during
the dry season, current setting to the SSW can be experienced.
In view of the foregoing, Masters of vessels calling at the Kuito Marine
Terminal are advised that under no circumstances are engine repairs or the
immobilisation of main engines permitted within the Terminal limits.
NEAREST AIRPORT: Luanda International Airport.
REPATRIATION: Not available.
GENERAL: Ships Stores: Not available at the Terminal.
Movement of Tugs, Work Boats and other Craft: During transfer
operations, no craft shall be allowed alongside an export tanker unless
approval has been given by the CABGOC Mooring Master and agreed by
the Master of the export tanker.
Accommodation Ventilation: All doors, port holes and openings leading
from 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 be
opened momentarily for access.
All ventilators through which gas can enter accommodation or machinery
spaces shall be suitably trimmed. Air-conditioning units shall be stopped or
operated in a recirculation mode. Window type air-conditioning units shall be
electrically disconnected.
Smoking: Smoking is strictly prohibited while at the berth except in
designated areas which have been jointly approved by the Master and by
the CABGOC Mooring Master.
Smoking notices specifying the designated smoking areas shall be
exhibited in conspicuous places on board the vessel.
Where smoking is approved on vessels, approval may be withdrawn by
the CABGOC Mooring Master if circumstances so warrant.
Matches and Lighters: The carrying and use of matches and lighters is
prohibited on board the export vessels while at the berth except under
controlled circumstances in the designated smoking areas.
Vessel: 308,000 tonnes d.w.t.
Cargo: Loading Kuito Crude.
Terminal Information: The Kuito FPSO has a turnaround of one parcel of
approximately 900,000 bbls. approximately once every 10 days.
Pre-Arrival Information: Prior to our vessels arrival, the ships Agent sent
some general information, some of which is reproduced below:
Kuito, a deepwater field development, consists of a 12 well subsea
manifold, flowlines and an FPSO capable of producting 120,000 b.p.d. total
fluids 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 Oil
Company (Cabgoc) for a 5 year initial period, and possible extensions up to
10 years. It will be owned and operated by Sonasing Kuito Ltd., a joint venture
company 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 or
278755 CHEV UR, both in the USA with heading Relay to S.Redivo/A.Kirby,
Cabinda. Marine Operations Superintendent telephone number through the
USA. is Tel: +1-925-842-1111 and ask for Malongo ext. 2357.
Please have ready on arrival:
AAA
2 synthetic messenger ropes forward, 600 ft. long and minimum
4 in. circumference, preferably floating and stowed on drums and
in line with the chain stoppers, plus 2 mooring ropes and a strong
messenger 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 discharging
ballast simultaneously while maintaining 2 valve segregation
between cargo and ballast systems. Vessel is also required to
maintain a minimum of 30% of Summer deadweight at all times.
Vessels that are unable to comply with this requirement will not
be accepted at the Terminal. Vessels must keep at all times a
suitable trim to avoid condition of hoses being trapped underneath
the bow. SPM chain stoppers as per OCIMF recommendations.
Ships manifold as per OCIMF recommendations.
FFF
All cargo tanks, including clean ballast tanks, to be inerted with
oxygen content below 8%; inert gas system (IGS) plant to be fully
operative. Checks on both requirements will be performed before
mooring.
36
GGG
HHH
III
JJJ
Particular care to be paid to proper cargo system line up to avoid

valves being shut against flow. Please confirm that hydraulic
system automatically locks in open/closed position, as
appropriate, each cargo valve in case of hydraulic pressure loss
due to system failure. A pressure recorder will be installed at
manifolds to record events throughout the loading.
Vessels scheduled loading range, cargo nomination, berthing
information.
Kuito Crude, approximately API 19.5 loading temperature
120F.
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 in
position Lat. 5 26' S, Long. 11 28.5' E. You must remain at the
tanker waiting area until instructed by the Pilot or by the Kuito
FPSO to proceed to the pilot boarding area.
CABGOC Ltd, Marine Operations Superintendent, Cabinda, Angola. CTN

345-2357. Tel: (510) 842 1111 ext. 2357. Email: amrmr@chevron.com
Unquote
Documents: The ships Agent arrived on board along with one Immigration
Officer and one Customs Officer soon after berthing. Inward and outward
clearance was conducted at the same time.
For our vessels inward clearance, the following documents were requested
to be kept available for the Terminal authorities:
7 Animals Lists
7 Courier/Mail Lists
1 Crew Lists
Customs Clearance from Last Port of Call
7 Narcotics Lists
7 Last Port of Call Lists
7 Passenger Lists
4 Personal Effects Declarations
2 Ships Particulars
4 Stores Lists
7 Stowaway Lists
Early Departure Procedure: Not available.

Drifting Area: Due to the depth of water, there is no suitable anchorage in
the vicinity of the Kuito Terminal. Our vessel drifted for 5 days awaiting the
Lay-can date. During this period, we experienced a northwesterly drift of
1.0 1.8 knots. The waiting area allocated is quite small and a vessel will
drift beyond these parameters within a few hours.
Kuito Control did not however object to the occasions when our vessel
drifted 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 Panama
leads. We used grease to reduce the friction. One tug was made fast aft with
the mooring line under load at all times.
Four terminal mooring crew remained on board throughout the loading
operation, assisting with moorings, hose connection/disconnection and SBM
watch.
Also see Loading.
Unmooring: Our vessel unmoored from the SBM with cargo documentation
being completed 3 hours after completion of cargo loading.
Loading: Two Mooring Masters, 4 mooring crew and 1 Cargo Surveyor

stayed on board throughout the loading.
The Assistant Mooring Master, on boarding our vessel, checked 3 tanks
for 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 issued
a Letter of Protest.
Loading Rate: Our vessel experienced an average loading rate of

30,000 bbls./hr.
Piracy: Anti-pilferage and anti-piracy precautions were taken. There were

no reported incidents. Due to the Terminal and waiting area being so far from
land, very few small boats were sighted in the vicinity.
Stowaways: Stowaway search was conducted on departure, but the Pilot
advised that there had never been a case of any stowaway boarding vessels
at Zafiro or Cabinda oil fields.
KUITO TERMINAL INFORMATION (Extracts from the Cabinda Gulf Oil
Company Limited/Kuito Terminal/Terminal Information Regulations and
Conditions of Use):
Documents: Vessel loading at the Kuito Terminal must comply with the
latest SOLAS, STCW and MARPOL Conventions and Protocols and Kuito
Terminal Regulations. Vessels which are found deficient in any way will be
refused permission to berth or load.
Location: Kuito Export Berth is a crude oil export facility operated by

Cabinda Gulf Oil Company. Crude oil from the Kuito Field is processed and
stored on board the FPSO Kuito and then transferred to export vessels via
the 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 position
Lat. 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. There
is 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 every
15 seconds, with a range of 10 nautical miles, and a fog horn sounding Morse
code U every 30 seconds.
ANGOLA
Radio: ETA messages are to be sent 72 hours, 48 hours and 24 hours prior
to arrival at the Terminal.
Vessels bound for the Kuito Terminal are required to advise their ETA:
a) Via telex to the office of the vessels Agent in Cabinda, who will
pass the information to Cabinda Gulf Oil Company (GABGOC) at
Malongo
b) Export vessels fitted with Inmarsat system are requested, in
addition, to send ETA messages to Cabinda Gulf Oil Company
(CABGOC), telex 67677 or 278755 (both through USA) with
heading Relay to Malongo, Angola. The CABGOC Marine
Operation Superintendent telephone number through the USA is
Tel: +1-925-842-1111, ask for Malongo ext. 2357, or
Loading: Kuito Crude oil loaded at the Kuito Terminal will have an average
API of 19.6 and may contain low quantities of hydrogen sulphide (less than
1 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 Kuito
Tanker Waiting Area and shall proceed to the pilot boarding area where the
CABGOC Mooring Masters will board the vessel, located in position
Lat. 5 26' 00" S, Long. 11 28' 30" E.
All manoeuvring of vessels within the Kuito Terminal berthing areas is to
be done only in accordance with the advice of the CABGOC Mooring Master,
of the vessel being manoeuvred shall remain solely responsible on behalf of
his vessel and the vessels Owners for the safety and proper manoeuvring
of the vessel.
AGENCY: CABGOC does not perform any vessel agency functions.
Vessels calling at the Kuito Marine Terminal are required to arrange their
own 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: Alan
Kirby, 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 approach

depth 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.
DOCUMENTS: Required on arrival:
3 Bills of Lading (non-negotiable)
3 Cargo Plans (preferably before ships arrival)
8 Crew Lists
Freighted Manifest
Maritime Declaration of Health
11 Passenger Lists (each for Landing and Transit)
Registered Tonnage Certificate
8 Unfreighted Cargo Manifests
2 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 from
0600 1800 hrs. Sailing after dark and up to 2400 hrs. allowed at Port
authorities 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. Otherwise
Pilot boards inside Lobito Bay. Pilot boat: grey hull, white housing. Lobito
Pilot can be contacted on VHF Channel 16.
ANCHORAGES: Lobito Bay excellent holding ground, depths over
10.1 m. and easily accessible throughout 24 hours.
PRATIQUE: Pratique never given by radio, but granted after Port
authorities (including doctor) board vessel from 0700 1900 hrs. Pratique
granted if no contagious illnesses on board, otherwise quarantine restrictions
imposed. Ships calling from other Angolan ports, except coasters, subject to
same 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 same
routeing. ETAs should be forwarded to Agent, 72 hours, 48 hours, 24 hours
and 6 hours prior to arrival.
TUGS: Port has two tugs (480 h.p. and 750 h.p.). Usually one tug joins
vessel for berthing and sailing. Ships lines used. Occasionally two tugs may
be required.
BERTHING: Unless Masters indicate preference, port decides which side
alongside.
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 have
anchors at the ready (authority fine any vessel ejecting water or waste on to
quays). Ships carrying explosives are not permitted to berth before Port
Captain inspects cargo.
General Cargo and Bulk Berths: Quay No. 1: Length 570 m., depth
10.36 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 to
it at the SW corner.
BULK CARGO FACILITIES: Silos: Silos with 20,000 tons capacity at

Quay No. 2. Loading by 2400 t.p.h. capacity elevators and chutes.
Loading Plant: Bulk ore loading facilities at Quay No. 2 with loading rate
450 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.
38 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 the
port areas. These two terminals also provide oil fuelling facilities to
ships.
3. An offshore terminal for discharge of petrol and oils for the Sonangol
tanks 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 through
a small tank installed.
CRANES: There are 283 25 ton cranes (222 ton cranes available, but
not always accessible); 1100 ton floating crane.
CARGO HANDLING FACILITIES: Storage/Warehousing:

15 warehouses and sheds available, capable of storing over 100,000 tons of
goods. Ten reefer chambers, each with capacity from 100 120 cu.m.,
storage temperature +3C to 18C.
STEVEDORES: Important that vessel gives accurate ETA at least
24 hours in advance to enable Agent order necessary gangs (gangs ordered
0700 hrs. and 1500 hrs.). No work usually allowed at the weekend.
Opening/Closing Hatches: When closed or opened by stevedores, cost
per 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 lifts
of over 10 tons must be discharged using ships derricks.
BALLAST: Available.
POLLUTION: No oil to be pumped overboard into territorial waters. Heavy
fines 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 is
not. Yellow Fever and Cholera Vaccination Certificates inspected on arrival.
FRESH WATER: Normal requirements readily available and delivered by
3 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 use
watchmen 24 hours per day on adequately illuminated gangway.
REGULATIONS: Ships should not carry out the following without
permission from Authority:
dispose of any wastes into harbour or onto quays
change mooring lines
lower lifeboats
immobilise main engine
use ships sirens or radio station.
TIME: GMT plus one hour.
LOCAL HOLIDAYS: 1 January; 4 February; Labour Day; Birth and
Funeral Day of President Neto; 11 November (Independence Day);
10 December (Date of the Foundation of MPLA); 25 December (Christmas
Day). 24 December is half-day holiday.
NOTICES: Supplied to Master by Agent.
For your information, the following regulations are in force at Lobito. Failure
to comply with these instructions will result in fines being imposed on the
vessel under your command.
Over and above the regulations listed hereunder, all international
regulations governing a ships stay in port are also applicable.
1. It is essential that an Angolan flag be flown during the time the vessel
is in port.
2. Maximum speed for vessels entering or leaving the harbour is set at
8 knots.
3. All sound signals are prohibited excepting regulation signals whilst
manoeuvring or in cases of distress.
4. No boat may be lowered until permission for so doing has been
received from the competent authorities (Customs and Port Captain).
Any boat thus lowered is allowed to make contact with land at one
point only, i.e. the landing steps situated at the junction of the two
quay walls.
5. No crew member may go ashore without a pass signed by the Master
and visaed by the Immigration Police. If a crew member is found to
be ashore without a pass, the ship will be fined 1,315.00 in every
instance. All shore passes must be returned to the Immigration Police
before vessels departure.
6. Vessels are not allowed to make any communications by wireless
during their stay in port.
7. Water from ships condenser outlets or other exhausts may not be
ejected onto the quay. A fine of 1,000 will be applied if this instruction
is not complied with.
8. All lavatories on the side adjacent to the quay wall must remain locked
and not used during the time the vessel remains alongside.
9. No vessel is permitted to take salt water ballast whilst alongside the
wharf.
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.
37
ANGOLA
Lobito
12. No garbage, oily or petroleum substances, should be thrown in the

bay either at anchorage or alongside otherwise a fine will be imposed
on 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 of
the Port Captain.
14. No repairs whatsoever may be done on board without the Port
Captains authorisation.
15. The following procedure is to be adopted whenever cargo or vessel
suffers damage by stevedores or port staff:
a) Master or Chief Officer should request the Port Officer in charge of
commercial operations to examine the damage.
b) The Chief Tally Clerk of our company should also be present when
examination is carried out.
c) Written notice must be delivered to the Port Officer and a copy sent
to the Agent at the same time.
Kindly take note of the foregoing regulations and return one copy to us
duly signed.
Thank you, Agence Maritime Internationale SA.
WEATHER/TIDES: March/May rain season. Heavy wind and rain can

effect cargo work.
Tidal Range: 0.98 1.83 m.
DELAYS: Congestion not unusual and berthing delays may vary from one
to three days. Ships calling for bunkers have no priority but are sometimes
berthed at sunset and fuel during night-shift. Discharging of bulk cargoes can
be effected by shortage of suitable wagons.
CONSULS: Portuguese Consulate at Benguela, 30 km. from Lobito.
NEAREST AIRPORT: Catumbela Domestic Airport, 13 km. Benguela
Domestic Airport, 33 km.
CUSTOMS ALLOWANCES: No restrictions.

supervises opening and resealing of bond.
Customs
guard
SHORE LEAVE: Nationals from countries having friendly diplomatic

relations 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 issue
shore passes. Passes must be carried at all times when on shore. If lost, a
fine is imposed.
SHIPMASTERS REPORT: June 1979 (Updated 1994).

Documents: Papers required for clearance are prepared before arrival by
the Agent, who will pass them to Port Health Officer, Customs and
Immigration.
4 Arms and Ammunition Lists or Nil if none
2 Crew Effects Declarations (own form or free form)
10 Crew Lists
2 Livestock Lists
1 List of Crews Vaccinations and date they expire
3 Manifests and Bills of Lading.
Maritime Declaration of Health (no forms at port, best to use some other
Port form that can be altered)
2 Narcotic Lists or Nil Lists
10 Passenger Lists or Nil passengers
2 Small Package Lists to be landed or Nil statement
2 Stores Lists (Provisions, Deck and Engine).
Observations: The Main Lighthouse Light on the end of the Spit, and the
four Channel Buoys are still lit. But on reduced candle power. Vessel is still
required to enter the bay and anchor without Pilot. Pilot only used when
berthing. 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 the
bay, as many trawlers are always anchored at the head of the bay. The
berths consist of a right angled quay, with space for 4/5 ocean-going ships
(depending on length). The loading berth for ore cannot be used for general
cargo, and as the loader is at present inoperative it is not used for loading
ore.
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 Agents 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 Carlos
Gomez, Director General (Email: carlos.gomez@eplobito.com).
LUANDA: 08 47' S 13 16' E
(See Plan)
OVERVIEW: Port handles general cargo, containers and bulk. Tankers

are handled at the port and at the offshore terminal. Exports include
petroleum, iron ore and fish products. Imports include steel, machinery, flour
and coal.
LOCATION: On north coast of Angola in large bay between coast and
Ilha de Cabo.
PORT LIMITS: A vessel to be considered an arrived ship should be
anchored in the bay past a line drawn between the Ilha Light and across the
bay to Fort S Pedro.
DOCUMENTS:
6 Arms and Ammunitions Lists
3 Bills of Lading photocopies
6 Cargo Manifests
8 Crew Lists
2 Crew Lists, showing dates of Vaccination and Inoculation
6 Mail Lists
6 Narcotics Lists
8 Passenger Landing and Transit Lists
4 Personal Effects Lists
6 Ports of Call Lists (with arrival and departure dates)
6 Slop Chest Contents Lists
4 Stores Lists.
Copies (if possible) of following certificates will be taken ashore by Port
Authorities:
Load Line Certificate
Safety Radio-Telegraphy Certificate
Safety Construction Certificate
Tonnage Certificate.
All Passports checked and stamped.
Also see Shipmasters 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.com
MAX. 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 in
approach to harbour. Depth varies from 24.0 33.0 m.
PILOTAGE: Compulsory for vessels over 300 g.r.t. when berthing. Private
piloting, 72 hours notice of arrival, addressed to ships Agent via Luanda
Radio, plus message of arrival at least 6 hours prior arrival received during
working hours. VHF available. Pilot launch comes out from port. Anchorage
for Pilot in Luanda Bay. No draft restriction at anchorage. Pilot not required
for anchoring in bay. Pilotage available from 0800 2200 hrs. No special
berthing Pilot. Pilot launch white flying Pilot Flag (H).
If Master elects to wait for Pilot outside port and another vessel proceeds
direct 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 times
of 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 ships Agent. Accommodation ladder must be
rigged for doctor on arrival. Pratique must be granted at each Angolan port.
Pratique is not automatic. If infectious disease on board inform Port
Health/ships Agent by cable.
VHF: Port listens on Channel 16 and works on Channels 24, 26, 27 and 28.
TUGS: 22,500 h.p. tugs available and compulsory for berthing and
unberthing. Tugs join vessel off berths. Ships lines used (if tug lines
requested, extra charges). No tug at Intertransit TC1.
BERTHING: Ships taken in strict rotation of arrival for berthing, except
that passenger vessels have priority.
Quay
LOA
(m.)
Angonave
Intertransit TC1
300
300
Secil
300
Draft
(m.)
Remarks
8.0 9.5 Breakbulk, 2 berths

9.5
Containers, 2 berths, 32,530 ton
forklifts, no Pilots
8.5*
Breakbulk, 222 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 damage
is caused to the weak quayside.
BULK CARGO FACILITIES: Ores: The ore is shovelled from railway
trucks into buckets; daily loading average 4,000 tons per 24 hours. No
mechanical loading installation.
Grain: Vessels will be moored alongside the grain shed. Discharging by
means of two elevators, capacity 80 t.p.h.
The rate of discharging is about 100 t.p.h. and the grain is loaded into
railway wagons, each of 30 ton capacity, via the adjacent warehouse.
TANKER FACILITIES:
Offshore Terminal (Refinery Berth): Two sets mooring buoys, one for
LOMBO: 06 50' S 12 22' E

OVERVIEW: THIS TERMINAL HAS CLOSED AND ALL FACILITIES
HAVE BEEN REMOVED.
38
tankers with max. LOA 230 m. and max. draft 16.76 m. and the other for
tankers not exceeding 100 m. with draft 12.19 m.
Shore Lines: 12 in. crude oil submarine lines and 8 in. for fuel; 8 in. LPG line
and 6 in. hose; 8 in. GO/Kero line and 8 in. hose; 12 in. GO line and 28 in.
hoses.
Luanda
ANGOLA
Lube Oil: 110 in. sphere launching trap connected to ships manifold,
30.48 m. of 8 in. flexible hose between tap and floating pontoon, 0.5 nautical
miles 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 be
requested from Lobito, if required.
Also see Cargo Handling Facilities.
CARGO HANDLING FACILITIES:

Sonils LDA: Cranes: 1225 ton (crawler), 1135 ton, 190 ton, 175 ton,
165 ton, 150 ton, 140 ton and 430 ton container cranes.
Forklifts: 63 ton, 14.5 ton, 45 ton, 36 ton, 27 ton, 110 ton and
115 ton forklifts.
Trucks and Trailers: 1530 ton Mack trucks, 280 ton low loaders,
1130 ton and 640 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. Saturday
0730 1200. Other times, Sundays and holidays overtime by request.
Cargo Gear: No additional requirements provided valid test certificates
aboard.
MEDICAL: For serious cases, as much notice as possible should be given
with all details available. Minor cases can be treated on arrival within half an
hour without notice. Apart from Government Hospital, there are a number of
private nursing homes with good facilities. Yellow fever inoculations
recommended.
FRESH WATER: Fresh water available through quay pipelines, each
hose 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 repairs
possible, but spares rarely available.
NEAREST DRY DOCK: Floating dock for emergency repairs, max. size
6,000 d.w.t.
REPAIRS: Minor repairs and hull repairs above the water line can be
carried 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 any
space other than car decks should be denied and special watch kept for
pilfering.
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 can
affect cargo work.
Tidal Range: 0.3 7.1 m.
DELAYS: Congestion rarely exceeds 36 hours.
CONSULS:
Austria
Belgium
Brazil
Denmark
France
Germany
Italy
Netherlands
Norway
Spain
Sweden
Switzerland
UK
USA
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 a

serious offence.
SHORE LEAVE: Crew members allowed shore leave subject Immigration

approval provided inoculation certificates are valid.
REPATRIATION: Repatriation will not present any difficulties.
IDENTIFICATION CARDS: Provided by ships Agent for crew
proceeding ashore.
SHIPMASTERS REPORT: May 1989.
Documents: The following are to be prepared by the vessel:
3 Arms and Ammunition Lists
Bill of Lading
3 Crew Personal Effects Lists
8 Crew Lists
1 Maritime Declaration of Health (provided by Agent, to be filled in on
arrival)
3 Narcotics Lists
5 Passenger Lists
Luanda is the capital of the Peoples Republic of Angola. As a port, it is
one of the best natural ports in West Africa. But due to various reasons, the
port 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 310 tons,
122 tons 20 m. and others of 3 5 tons lifting capacity. Some of them
were broken and cannot be used.
427 tons 25 m. modern PPM motor cranes and four mobile cranes
with 20 tons to over 50 tons lifting capacity respectively are used for handling
containers in the open stowage area or for lifting heavy cargo only. The
biggest crane appears to be damaged. Containers are usually discharged at
Berth No. 2D to Berth No. 3E by ships gear. 122 tons 20 m. shore crane
is available for use at this location.
Fresh water is available West of Berth No. 1E through a quay pipeline, but
pressure is very low during daytime. During night-time the average rate is
10 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 and
provisions are very expensive.
Soldiers/police are stationed in the harbour day and night and occasionally
shots can be heard.
Shore leave is possible in the afternoon until midnight only. Visaed passport
is 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 the
night.
There were a few ocean-going vessels waiting for berths and some fishing
vessels anchored in the bay.
Pilot not required for anchoring in the bay, but compulsory for berthing or
unberthing. A small tug of 700 h.p. assists when berthing.
No armed pirates were encountered at anchorage or at the berth, but
general cargo, especially foodstuff, was frequently stolen during the night.
Entry inspection carried out at the anchorage during daylight hours by six
officials representing Port Health, Customs, Immigration, Harbour Authority
and Agency. The entry formalities were easy and the bonded store was
sealed. The Immigration officers checked and visaed all Seamans Books
and a crew muster was required. Another eight Immigration guards inspected
crew cabins.
Documents required are same as shown in Guide to Port Entry. List of
slop-chest contents was not required.
VHF communications: Pilot Station on Channel 8, Port Control on
Channel 16, but normally no one answers.
Departure Inspection carried out at berth before sailing. The Immigration
formalities are the same as entry inspection. Thereafter Immigration
Clearance is issued. No other officials were onboard. Agent brought Port
Clearance and Customs Clearance and returned four copies of Ships
Certificates at the same time.
SHIPMASTERS REPORT: November 1997.
The following documents are required:
4 Animals Lists
2 Bonded and Provision Stores Lists
6 Crew Lists
4 Kroo Boy Lists
4 Mail Lists
4 Narcotics Lists
4 Parcel Lists
4 Passenger Lists
2 Personal Effects Declarations
2 Ships Stores Inventories
4 Stowaway 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.ao
Web: 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) in
Saco Bay.
Porto Saco: The pier oil and iron ore pier no longer handle the export of
iron ore or oil. Pier has fallen into disrepair. Any cargo operations now
conducted 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 Mocamedes
Bay.
DOCUMENTS: The following documents to be signed by ships Master.
The ships Agent will prepare any other essential official forms.
8 Crew Lists
6 Dangerous Cargo Lists, i.e. all types of explosives
1 Maritime Declaration of Health
11 Passenger Lists (for each landing and transit)
Registered Tonnage Certificate
2 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. Unberthing
permitted 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 no
reefs and easily accessible both day and night. Vessel must wait for Pilot
and instructions before berthing.
39
ANGOLA
Namibe
ANCHORAGES: No currents in harbour area, but slight prevailing winds

constant. Good holding ground with depths over 10.36 m.
PRATIQUE: Pratique granted on arrival after Health Guard visit between
the hours of 0700 1900. Normal quarantine restrictions imposed if
contagious diseases aboard. Ships calling from other Angolan ports (except
coasters) are subject same procedure.
VHF: Tugs listen on Channel 16 and work on Channel 29.
TUGS: 22,200 h.p. tugs available. Join vessel for berthing. Ships lines
used. Vessel under 5,000 tons use one tug only.
BERTHING: Unless Masters indicate preference, port decides berthing
side. No vessels berthed after sunset (except passenger ships), but sailing
during night shift permitted so long as prior warning given before 1700 hours.
Before berthing, important that vessel covers all water outlets, prepares
accommodation ladder and has forward anchors ready. Ships carrying
explosives 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.
110 ton floating crane available, subject ample notice from Lobito.
CARGO HANDLING FACILITIES: Mocamedes:
Lightening
possible. Dangerous cargo is discharged alongside or into lighters, at the
Port Captains discretion.
STEVEDORES: Forward ETA 24 hours in advance to enable ships Agent
to 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 per
hatch per time, but crew allowed to perform this task.
BALLAST: No dirty ballast facilities.
POLLUTION: No oil or waste products to be pumped overboard. Heavy
fines 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 carrying
explosives. Fire Brigade stand-by charge.
GANGWAY/DECK WATCHMEN: Compulsory. Vessels must use
watchmen for 24 hours per day on well-illuminated gangways.
REGULATIONS: Ships must not dispose of wastes into harbour or on to
quays, change mooring lines, lower lifeboats, immobilise main engine, use
ships siren, or ships radio station without prior permission from authorities.
Vessels to hoist Angola flag from 0800 to sunset.
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 small
airstrip which is unable to take heavy aircraft. Luanda 4 de Fevereiro
International Airport, 800 km.
CUSTOMS ALLOWANCES: No restrictions. Customs guard
supervises opening and resealing of ships bonded lockers.
SHORE LEAVE: All nationalities from countries having friendly diplomatic
relations are permitted shore leave. See Identification Cards.
REPATRIATION: Air communication via Lobito and Luanda.
IDENTIFICATION CARDS: All crew/passenger passports handed to
Immigration Police who issue shore passes. Passes must be carried when
on shore.
SHIPMASTERS REPORT: March 1987.
Restrictions: No night entrance permitted to Namibe Bay. We entered Saco
Bay at 0315 hours for anchoring and when one mile off, five red warning
shots were fired at the vessel.
Documents:
Bill of Lading
8 Crew Lists
1 Health Declaration (provided by Agent, to be filled in on arrival)
3 Narcotics Lists
5 Passenger Lists
Documents: Port Authorities came on board during daylight only, to clear
vessel. Documents required:
4 Animal Lists
8 Crew Lists
Health Declaration
Last Port Clearance
4 Mail/Parcels Lists
4 Narcotics Lists
6 Stores Lists
4 Stowaway Declarations
40
6 Passenger 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 for
departure, if Pilot is advised well in advance. Pilot boards in the bay from
Pilot 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. Anchoring
ground is sand, good holding. Ships swing when anchored.
If approaching roads at night, keep in mind that all navigating lights in
Namibe are off.
When approaching, Masters have to pay attention to the great number of
very small fishing boats, many of them powered only by oars. We arrived at
the roads about 2300 hrs. LMT, nobody from shore gave instruction about
the anchorage.
VHF: No official radio station in Namibe. Ships must contact their Agents
directly when approaching via VHF Channel 16. A good way to send ETA is
by fax via Inmarsat.
Harbour Master has VHF, but service is unreliable.
Tugs: No tugs available in Namibe. Pilot boat assists with bringing lines
ashore.
Berth: Named Cais Comercial, SSE direction, about 600 m. in length. A
medium-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 is
used 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 of
handling full containers and one small forklift. There is a railway for train
convoys on the berth.
There is a shore crane capable of lifting up to 12 tons and some mobile
cranes with less capacity.
Stevedores: Longshoremen work from 0800 2400 hours, seven days a
week.
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 citys 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 the
market. Fish is abundant and can be easily caught, also alongside.
Shore Leave: Crew may go ashore but should return on board before
2400 hours, and must carry passport or Seamans Book.
Currency: Local currency is Kwanzas, exchanged at a rate of about
500,000 Kwanzas to US$1.00 (June 1998).
General: Flags are to remain hoisted both day and night.
Harbour Masters 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.com
Web: www.hull-blyth.com
PALANCA: 06 58' S 12 24' E
(See Plan)
OVERVIEW: Port consists of SBM, CBM, T-jetty and finger pier, handling
Palanca blend crude oil and operated by TotalFinaElf E&P Angola. Oil is
pumped to the terminal from the Palanca Oil Field and Lombo East Field.
FPSO is secured to a 10 point spread mooring, heading 225(T).
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 miles
from 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 3206
French Chart No. 3357
American Chart HO No. 2203
Portuguese Chart No. 305.
Nautical Publications:
French Pilot Book Volume C, West African Coast, Volume 2
French Light and Fog Signals, Series C
BA 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 Lists
5 Crew Lists
5 Narcotics Lists
5 Passenger Lists
1 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
RESTRICTIONS: Daylight berthing only. There will be no mooring after
1500 hrs. local time.
If tanker arrives after 1500 hrs. local time, Pilot will usually board the
following day at 0600 hrs. local time.
Unberthing throughout 24 hours.
APPROACHES: The production facilities of TotalFinalElf E&P Angola are
protected by an area of prohibited navigation which extends 0.5 nautical miles
around all fixed installations.
Access to this area is authorised only to vessels working for or authorised
by 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 the
front 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 collision
regulation for warning of approaches at sea, consisting of the letter U every
30 seconds.
Platforms are located as follows (1998):
Production Platform Palanca
Lat. 06 58' 23" S, Long. 12 22' 33" E
(PAL P1):
Drilling Platform (PAL F2):
Lat. 06 56' 43" S, Long. 12 22' 35" E
Flare Platform (PAL T1):
Lat. 06 58' 13" S, Long. 12 22' 30" E
Flare Platform (PAL T2):
Lat. 06 58' 24" S, Long. 12 22' 38" E
Production Platform (PAL P2):
Lat. 06 58' 25" S, Long. 12 22' 40" E
Production Platform (PAC F1):
Lat. 07 05' 59" S, Long. 12 20' 19" E
Flare Platform (PAC T1):
Lat. 07 05' 47" S, Long. 12 20' 13" E
Production Platform (BUF F1):
Lat. 07 07' 05" S, Long. 12 22' 10" E
Lat. 07 07' 42" S, Long. 12 20' 55" E
Production Platform (IPS F1):
Lat. 07 03' 56" S, Long. 12 24' 50" E
Lat. 07 04' 20" S, Long. 12 19' 55" E
Production Platform (IMP F1):
Lat. 07 00' 34" S, Long. 12 22' 43" E
Drilling Platform (PAC F4):
Lat. 07 09' 26" S, Long. 12 20' 45" E
Drilling Platform (COB F1):
Lat. 07 12' 14" S, Long. 12 23' 21" E
Production Platform (PAM F1):
Lat. 07 10' 23" S, Long. 12 23' 21" E
Production 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 the
Floating Storage Palanca.
A sealine of 3,600 m. links the Production Platform (PAL P2) with the
Auxiliary Loading Buoy.
A sealine of 2,164 m. links the Floating Storage Palanca with the Auxiliary
Loading Buoy.
Additional rigs may operate in the vicinity of these platforms at any time.
Consequently vessels coming to load at Palanca must refer to radio
messages received prior to arrival.
PILOTAGE: Compulsory, carried out by a Pilot representing TotalFinaElf
E&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 International
Code; the Pilot may be contacted by VHF Channel 16.
The Pilot shall take control of the vessel approximately 2.2 nautical miles
in 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 Masters
in steering vessels upon entry into and departure from the piloting zone.
It should be stressed that the Master remains at all times entirely
responsible 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 nautical
mile 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 line
of pipes connecting PAL F2 to PAL P1, and from PAL P2 to the Storage
Vessel and at least 1.0 nautical mile from the loading station.
Sea Bed: Sandy and of good consistency for anchoring. Certain
outcroppings of flat rock can delay engagement of the anchor.
PRATIQUE: Health inspection is carried out by the chief doctor of the
Border Health Police.
In the event of a contagious illness on board, Health authorities must be
advised prior to arrival.
PRE-ARRIVAL INFORMATION: Arrival Advice: Vessels should
advise their ETA 72, 48 and 24 hours in advance to TotalFinaElf E&P Angola.
Thereafter, they should give notice of any significant changes in their
expected 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.
Quote
Notice of ETA:
Please report to Palanca Offshore loading facilities 72 hours in advance
of 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 or
EP-FE-AO DOPE-EXP 042-540593 (A/B ELFANG AN).
b)
Ship using Radiotelex:
ANGOLA
Dial: EP-FE-AO EXP-OPS-TERM 042-540593.
In respect of the shore station procedure.
Pre-Arrival Message: Please advise Terminal Palanca and TotalFinaElf

E&P Angola:
Name of your Shipping Agent
Name of Master
Vessels flag and call sign
Voyage number when leaving Palanca after loading
Destination and last port of call
Whether loading can be initiated while deballasting. If not, advise required
deballasting time.
Quantity of clean ballast and permanent ballast on arrival
Confirm that heating coils and tanks are sound and not leaking
Loading rate with 116 in. hose
Revert with dimensions of your forward Panama Fairlead
Confirm that cargo tanks will be under inert gas on arrival.
Whether owners instructions have been received regarding insertions or
special mentions to be added on Bill of Lading. Please revert with your
standard Carrier Alpha Code.
According to your instructions, when can loading be initiated (date and
time).
Quantity of slops on board, and if Load-on-Top Procedure will be followed
this voyage.
Revert with your vessels experience factor calculated as follows:
Total of ships figures for the last five voyages, divided by
Total 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 designated
by TotalFinaElf E&P Angola.
This vessel is at the disposition of the tanker, under the instructions of the
Pilot, during the duration of the tankers manoeuvring and its stay at the
loading terminal.
The towing wire is provided by the towing work vessel, towing traction
35 tons average.
MOORING: Moorings at the loading terminal are furnished by TotalFinaElf
E&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 mooring
line being composed essentially of 45 m. of doubled 18 in. circumference
nylon and 7 m. of 3 in. chain. This chain is intended to hold fast the nip of
the hawser at the fairlead; and furthermore, in order to facilitate its taking on
board, the hawser is furnished with an in haul of 10 in. circumference
polypropylene, of approximately 200 m. in length.
The in haul is passed to the vessel by means of a tender. The vessel
must prepare the messenger line for taking on board the in haul by the
bow.
Weather and sea permitting, mooring will be undertaken from
0600 1500 hrs. In exceptional conditions, mooring can take place at night.
Unmooring shall take place as soon as loading is completed, whether day
or night.
The port derrick should be rigged before arrival and have a minimum lifting
capacity of 15 tons.
The port side manifold should be prepared for connecting 216 in. hoses.
HOSES: Connections: The loading of vessels is conducted through
120 in. flexible floating line, length 256 m., terminating in 216 in. 27 m.
long hoses. Connection is a 16 in. 150 ASA flange. Port side manifold
normally used.
Connection and disconnection of hoses will be executed by the mooring
crew. During the entire duration of the vessels stay at the loading station,
the Pilot shall assure that a safety watch is kept on board. The Pilot is also
the Loading Master and the representative of TotalFinaElf E&P Angola.
CARGO OPERATIONS: Max. Size: 150,000 d.w.t. when the vessel is
moored bow-to-bow with the barge, 300,000 d.w.t. when the vessel is moored
at the SBM. Depending on the sea and wind conditions, this maximum size
may 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 vessels 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 anchoring
chains extend to a radius of 490 m. around the buoy.
The loading buoy is a CALM buoy (Catenary Anchor Leg Mooring) fixed
to the sea floor by 64.25 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 by
120 in. hose line.
For loading, there are two possibilities:
a) A 20 in. floating line ending in 216 in. lines connects the bow of the
storage vessel to the intake manifold of the lifting vessel at a length
of approximately 250 m. from the bow.
b) Dispatching of the production from the storage barge to the second
Loading Station is made through a 30 in. sealine. A floating 20 in.,
300 m. long, flexible line (ending in 216 in. lines) connects the
loading 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
41
ANGOLA
Palanca
work vessel at the stern of the tanker, permitting a permanent traction of

approximately 10 25 tons, during tandem loading operations, and also at
the loading buoy.
Notice of Readiness: Notice of Readiness is to be addressed to
TotalFinaElf 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 after
loading shall be done in the presence of the Pilot, representing TotalFinaElf
E&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 contact
with the storage vessel by VHF, so as to be able to stop the pumps at the
appropriate moment.
The Master shall be entirely responsible for the valve manifold operations
and for onboard loading safety.
Closed Loading: Compulsory. A Safety Officer will board the vessel with
the Pilot/Loading Master. The Safety Officer will inform the vessels crew of
the safety measures necessary for the handling of this cargo, i.e. instructions
to shipboard personnel, monitoring and measurement of gas levels,
management and control of H2S in the cargo tanks, on the decks, in the living
quarters and when vented to the atmosphere.
The Safety Officer will provide emergency equipment, such as breathing
apparatus (for emergency work at the ships manifold), H2S monitoring and
measuring equipment.
During cargo tank venting, only crew members authorised by the Master
will be allowed on the open deck areas. All accommodation access doors
must be closed and sealed during loading, except one, and all shipboard
personnel will be instructed to use only that assigned access, except in an
emergency. Ships air-conditioning plant must be on internal recirculation.
Recommendations and Regulations as per IMO Dangerous Hydrocarbon
Cargo Handling and ISGOTT International Safety Guide for Oil Tankers and
Terminals must be followed at all times.
Palanca Crude Characteristics: (April 2000).
API @ 60F
37.2
Density @ 15C
0.8380
Pour point
0 C
Reid vapour pressure @ 37.8C
67 K. Pa
Hydrogen Sulphide: Cargo loaded at the terminal contains high

concentrations of hydrogen sulphide (H2S). Special precautions should be
taken due to H2S gas when venting to atmosphere during loading, or when
ballasting and after the discharge of the cargo, as it is extremely dangerous
to personnel. Because of the extreme danger, each and every person working
in an area where H2S gas may be present, should be aware of the potential
dangers, and know how to protect themselves from its toxic effects.
BALLAST: Vessels should arrive with sufficient ballast and correct trim in
order to be able to manoeuvre with safety; such ballast may not be less than
30% of the deadweight of the vessel. Deballasting may be carried out only
with the agreement of the Pilot/Loading Master.
The storage facility at Palanca is not equipped with an oil separator. The
vessel should therefore present itself with clean ballast.
Any vessel presenting itself with dirty ballast may be obliged to depart the
loading terminal and any resulting delay shall be entirely for its account; the
acceptance of the Notice of Readiness shall be appropriately adjusted.
The Master shall be responsible for overflow or leakage from the tanks or
any other situation which can bring about accidental discharge of
hydrocarbons.
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&P
Angola.
TotalFinaElf E&P Angola may attempt, at any time that it may consider
appropriate, to fish such objects out of the sea. Such fishing out shall be
undertaken at the expense, risk and peril of the party responsible.
SLOPS DISPOSAL: No facilities.
MEDICAL: Facilities in Ahmed (Soyo). Urgent health evacuations to
Luanda are carried out by TotalFinaElf E&P Angola at the expense of the
vessel.
The Agent of the vessel shall take charge of the evacuee upon his arrival
in Luanda.
FRESH WATER: Not available
CHANDLERY: Storing: It is not possible to provision at the terminal.
REPAIRS: The repair shops at Luanda have limited facilities, information
can be obtained from ships Agents.
WEATHER/TIDES: Rain: The rainy season predominates in February
to April.
The dry season and cool season extends two to three months in June,
July and August.
Air Temperature: In the rainy season, the temperature of the air varies
from 23 30C with a relative humidity of approximately 91%.
In the dry season the temperature varies from 18 22C with a relative
humidity of approximately 86%.
Sea Temperature: On the surface, the temperature of the sea varies from
30C at the start of the year to 20C 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.
42
Winds: The dominant winds are from the south, generally less than 15 knots
on the average. Strong winds have a short duration and blow from the east
or SSE in association with gales (70 km./hr.).
Currents: In the Palanca region, currents can be extremely variable in force
and direction but the general dominant current, flows toward the NNW, its
speed on the surface can attain 1.8 knots.
Swell: The predominant direction of the swell is from the SSW, the average
height varies from 1.5 2.5 m. with a period of 12 seconds, the surface waves
generated by local winds rarely exceed 2 m.
The swell is strongest from May to October and at maximum 2 3 days
before spring tides.
NEAREST AIRPORT: Luanda International Airport, 4 km.
GENERAL: Safety: The Master is solely responsible for safety on board
his vessel.
During the entire stay at the loading station, the Master must: maintain on
board sufficient personnel so as to be able to manoeuvre the vessel without
risk and to put into action appropriate firefighting equipment; maintain engines
so as to be ready to manoeuvre; attend to the hawser so as to assure good
mooring without abnormal wear; keep a watch over the floating hose so as
not to subject it to any wear or chafing which might cause deterioration; keep
watch so that the vessel does not collide with the storage vessel, whether
as a result of a reverse in current or a severe change in wind direction or
for any other reason.
Territorial Waters: The sovereignty of the Republic of Angola extends to
a distance of 20 nautical miles from the shore line at low tide along the coast.
The Angolan authorities exercise fiscal, customs, health, and immigration
control on the high seas contiguous to the territorial waters up to a distance
of 200 miles.
Transport: The means of transport of TotalFinaElf E&P Angola cannot be
utilised by the crew of vessels coming to load at Palanca. There is no regular
transport between Palanca and Luanda.
SHIPMASTERS 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 tugs wire. Once vessel starts heaving mooring
lines, Pilot goes forward and communicates with bridge on VHF Channel 67.
AUTHORITY: TotalFinaElf E&P Angola, Rua Marechal Broz Tito
No. 13, CP 2610, Luanda, Republique dAngola. Tel: +244 (2) 390293,
390343. Telex: 4130, 4132 Elfang. Web: www.totalfinaelf.com
Contact: Captain Y Tabourdeau, Terminal Superintendent
(Email: ep-ao-db321.ops-cm-term@totalfinaelf.com). Captain A Le
Guennic, Palanca Pilot (Email: ep-ao-db321.exp-ops-cm@totalfinaelf.com).
XIKOMBA: 06 03' S 11 01' E

LOCATION: The FPSO Xikomba is located in Block 15 approximately
76 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 of
1,300 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 216 in. loading hose connections.
CARGO OPERATIONS: The FPSO has storage capacity of
292,000 cu.m.
Loading Rate: Approximately 7,000 cu.m./hr.
Cargo: Xikomba Crude.
API
34.83
SG at 60F
0.8507
Sulphur weight %
0.39
Viscosity at 40C
6.49
Pour point
50F
OPERATOR: Esso Angola.

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ANGOLA

CABINDA: 05 32' S 12 11' E

OVERVIEW: In an open bay and exposed to weather, Cabinda comprises

Additional for LPG Vessels:

BULK CARGO FACILITIES: Cargo Facilities: One pier length

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

Two messenger ropes, 183 m. long and minimum 4 in.

Malongo Oil Terminal Export Berth No. 1:

These navigational aids flash Morse code U every 15 seconds in the

Malongo Oil Terminal Export Berth No. 2:

Inert Gas System:

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

71,300 cu.m./42,920 metric tons) and is transferred to the export vessel in a

STEVEDORES: Normal general cargo working hours from 0730 1200,

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

OVERVIEW: Essungo Terminal, formerly known as Quinfuquena

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

Texaco Panama Inc, (Block 2), Marine Superintendent, G Donnarumma

Also see Pilotage and Anchorages.

MOORING: Vessels: Vessels berthing at the terminal shall have the

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

FUTILA: 05 27' S 12 11' E

OVERVIEW: Located in 6.70 m. of water, Futila Terminal is a products

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Arrival at Pilot Station/Anchorage Area: Means of access to vessel by

ANCHORAGES: Should it be necessary to anchor, then the vessel should

TUGS: Mooring Launches: Company mooring launch will deliver the

MOORING: Mooring operation will normally be undertaken during daylight

CARGO OPERATIONS: Lifting and Connecting Hoses: After the

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GIRASSOL: 07 39' S 11 41' E

OVERVIEW: The Girassol complex comprises the FPSO Girassol and an

Berthing Limits for Tandem Mooring at the FPSO:

Loading Limits for Tandem Mooring at the FPSO:

PILOTAGE: Compulsory. Pilot boards the vessel with portable berthing

Communications: Continuous radio watch VHF Channel 16.

VHF: The Pilot or Berthing Master maintains a continuous listening watch

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c) Any change in Estimated Time of Arrival (ETA) must be duly notified.

Emergency Towing Wires: Prior to Pilot boarding, the tanker should

Characteristics of the FPSO Tandem Loading Point: The tandem

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Angolan Authorities Personnel Boarding the Export Tanker:

Girassol Crude Oil Characteristics:

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SHIPMASTERS REPORT: December 2002.

Emergency Unmooring of the Offloading Vessel: The

Final Stoppage Agreement: Prior to commencing loading operations, the

Departure on Completion of Loading Operations: The offloading

Objects Overboard: Any object which is dropped or falls overboard and

Garbage Disposal: Disposal of garbage, victual, domestic and any

Safety Measures: The offloading vessels Master must:

OPERATOR: Head Office (France): Direction de la Communication

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Kiabo Marine Terminal

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Kiabo Marine Terminal

VHF: The FPSO maintains a continuous watch on VHF/FM Channel 16 and

Safety Precautions Aboard Export Tanker:

BERTHING: Operating Layout:

Hours of Operation: The Kiabo Field Marine Terminal will generally

Departure Procedure for Export Tanker:

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