Angola txt

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: Kwanza (AOA) of 100 Lwei Main Industries: Petroleum, diamonds, iron ore, phosphates, feldspar, bauxite, uranium, gold, cement, basic metal products, fish processing, food processing, brewing, tobacco products, sugar, textiles and 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 and uranium Natural Hazards: Locally heavy rainfall causes periodic flooding on the plateau Terrain: Narrow coastal plain rises abruptly to vast interior plateau TIME: GMT plus one hour LOCAL HOLIDAYS: January; 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 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 7 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 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 vessel’s Owners for the safety and proper manoeuvring of the vessel CABGOC Mooring Master will remain on board throughout the export vessel’s 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 vessel’s Agent in Cabinda, who will pass the information to Cabinda Gulf Oil Company (CABGOC) at Malongo b) Export vessels fitted with Inmarsat system are requested, in addition, to send ETA messages to Cabinda Gulf Oil Company (CABGOC), Telex: 3160 or 3948 MALONGA AN If any difficulty arises, telex 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 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 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 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 copy of each Bill of Lading Passenger Lists (Disembarking/in transit) even if ‘‘nil’’ Ports of Call Lists Ship’s Register Ship’s Safety Equipment Certificate 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 ‘‘Berths’’ and ‘‘Shipmaster’s 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 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 – 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 18 Readers are encouraged to send updates and additions (page xi) Additional for LPG Vessels: BERTHS: Berth Size (d.w.t) Malongo: Terminal Dock Export Berth: No No 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 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: Cabinda ANGOLA a) Mooring operation will normally be undertaken during daylight hours (0600 – 1800) under normal weather conditions and with the CABGOC Mooring Master’s 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: Two messenger ropes, 183 m long and minimum 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 ship’s lines will be picked-up by the mooring launch and made fast to the floating SPM pick-up lines The ship’s 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 ship’s 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 (one hawser at Malongo No 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 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 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 only, otherwise it will be 30,000 bbls./hr by gravity feed at Berth No 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 only, otherwise it will be 30,000 bbls./hr by gravity feed at Berth No Hoses: Malongo Oil Terminals: After the vessel has been securely moored, 2␺16 in floating hoses will be connected to the export vessel’s port 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 vessel’s crew shall provide assistance as and when necessary on the advice of the CABGOC Mooring Master At such times, an export vessel’s deck officer shall be in attendance See guidelines for compiling and submitting information (page xi) 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 vessel’s 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 ship’s 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 vessel’s 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 vessel’s account 19 ANGOLA Cabinda 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 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 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 ␤35␥C to ␤37␥C 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 to hours prior to anticipated completion of loading Hoses: Export LPG: The ‘‘Berge Troll’’ will present 2␺8 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 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 1␺6 in flexible hose A total length of 3␺7.62 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 in hose (150 or 300 ASA) A 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 Troll’s’’ port side, always using their starboard side alongside Six primary fenders 1.83 m ␺ 3.66 m size are positioned on the ‘‘Berge Troll’s’’ port side Larger ‘‘Luanda LPG’’ tankers with sufficient freeboard, and able to use the primary fenders on ‘‘Berge Troll’s’’ starboard side, may berth on this side All procedures will in such cases be similar to those in force for export LPG Loading Procedures: Notice of Readiness will normally be accepted at 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 vessel’s 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 vessel’s 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 Troll’s’’ 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 vessel’s loading piping system in use will be cleared of liquid by blowing with warm vapour at an approximate pressure of 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 vessel’s 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 vessel’s 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’’ 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 People’s 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’’ Police Tel: +244 (31) 22456 POLICE/AMBULANCE/FIRE: Ambulance Tel: +244 (31) 22405 Fire Tel: +244 (31) 22160, 22159 (Port Captain) SECURITY/GANGWAY: 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 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 to 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 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 ship’s Agent is responsible for making any arrangements and providing any information concerning the above CONSULS: None NEAREST AIRPORT: Cabinda Domestic Airport, km 20 Readers are encouraged to send updates and additions (page xi) 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: Cabinda CUSTOMS: 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 SEAMAN’S 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 vessel’s Agent No stores of any kind are available SHIPMASTER’S REPORT: June 1998 Documents: Port Authorities came on board during daylight only to clear vessel Documents required: Animal Lists Arms/Ammunition Lists Crew Lists Crew Effects Declarations Health Declaration Mail/Parcels Lists Narcotics Lists Passenger Lists Ports of Call Lists Stores Lists Stowaway Declarations Vaccination Lists Also required are some local forms to be signed by the Master, and also show last Port Clearance Customs 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 (2␺400 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 ship’s 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 vessel’s stay Stevedores: Longshoremen work 24 hours a day, 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 Seaman’s 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 Master’s 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 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 See guidelines for compiling and submitting information (page xi) ANGOLA 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 Porto de Cabinda Tel: +244 (31) 22160 DALIA: 07␥ 41' S 11␥ 46' E (See Plan) OVERVIEW: The terminal consists of two loading points, one SPM, that is the main loading point, and the FPSO ‘‘Dalia’’, methanol main loading point or back-up crude oil loading point The FPSO ‘‘Dalia’’, 331,100 d.w.t., displacement 425,000 tonnes, LOA 300 m., breadth 60.0 m., depth 31.5 m and draft 23.24 m., has a flare at the bow, height 104 m The tandem loading point is located at the FPSO’s bow FPSO is fitted with X and S band radar transponders and an AIS system for ISPS compliance There are also yellow navigational lights (RAL 1018) range 10 n.m on each corner of the FPSO and when visibility is reduced two omni-directional foghorns emitting Mo(U) 30s, range 2.0 n.m The SPM lies 1,942 m to the east of the FPSO and is a turret buoy secured by six anchors and chains to the seabed LOA 30 m., beam 19.0 m., height 7.5 m and draft 4.5 m SPM is fitted with one omni-directional yellow navigational light (RAL 1018) range n.m and when visibility is reduced one omni-directional foghorn emitting Mo(U) 30s, range 1.5 n.m Depth 1,260 m LOCATION: 205 km NW of Luanda, approximately 70 n.m off the nearest coastline and n.m ESE of the FPSO ‘‘Girassol’’ in Block 17 off the coast of Angola in depth 1,260 m FPSO ‘‘Dalia’’: Lat 7␥ 41' 00.631" S, Long 11␥ 45' 55.489" E SPM: Lat 7␥ 40' 51.431" S, Long 11␥ 47' 00.646" E CHARTS: BA Chart No 604 DOCUMENTS: The following documents are required for inward clearance: Arms/Ammunition Lists Birds and Animals Lists Bonded Stores Lists Crew Effects Declarations Crew Lists (including passport number) Dangerous Cargo Lists Drugs and Narcotics Lists Last Port Clearances Mail and Parcels Lists Maritime Declarations of Health Passenger Lists Ports of Call Lists Ship’s Stores Lists Stowaways Lists Vaccination Lists 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 ship’s Master is required to accommodate four persons (ship’s Agent, cargo surveyor, Pilot, Berthing Master) during the stay at the terminal Notice of Readiness (NOR): NOR is tended when the vessel enters the waiting area and is ready to load NOR must be addressed to Total E&P Angola It can only be accepted from 0600 – 1500 hrs., the opening hours of the terminals on Block 17 ISPS COMPLIANCE: Terminal is compliant PFSO: Email: EP-AO-DB17.DAL-HSE@total.com MAX SIZE: SPM – Normal Loading: VLCC displacement 400,000 tonnes, double hull, first or second loading port Suezmax: 150,000 d.w tonnes, double hull Shuttle Tanker: 300,000 – 400,000 bbls FPSO (Tandem Mode) – Normal Loading: VLCC displacement 400,000 tonnes, double hull, first or second loading port Suezmax: 150,000 d.w tonnes, double hull Shuttle Tanker: 300,000 – 400,000 bbls DENSITY: 1025 RESTRICTIONS: Terminal is closed for berthing operations from 1500 – 0600 hrs Sailing conducted throughout 24 hours Terminal area is protected by a zone prohibited to fishing and navigation, circle radius 10 n.m centred on the FPSO ‘‘Girassol’’ in position Lat 7␥ 38' 59" S, Long 11␥ 41' 00" E Weather Constraints at SPM: Operation Current (m./sec.) (knots) Berthing On Berth 1.0 1.0 Wind (m./sec.) (knots) 2.0 2.0 13 15 25 30 Wave Height (m.) 1.8 3.4 Weather Constraints at FPSO: Berthing in Tandem: Approach Direction (␥(T)) Sector (␥(T)) North (stern) East (beam PS) South (head) West (beam SB) 325 – 075 075 – 145 145 – 255 255 – 325 110 070 110 070 Current (m./sec.) (knots) 0.6 0.4 1.0 0.4 1.2 0.8 2.0 0.8 Wind Speed (m./sec.) (knots) 10 10 10 10 20 20 20 20 Wave height 1.8 m Cargo Operations: 21 ANGOLA Dalia Approach Direction (␥) Sector (␥) North (stern) East (beam PS) South (head) West (beam SB) 325 – 075 075 – 145 145 – 255 255 – 325 110 070 110 070 Current (m./sec.) (knots) 0.6 0.6 1.0 0.6 1.2 1.2 2.0 1.2 Wind Speed (m./sec.) (knots) 10 10 15 10 20 20 30 20 Wave height 2.5 m APPROACHES: To avoid the Block 17 Restricted Area, all vessels are requested to approach the Dalia/Girassol Terminals waiting area then to the first Way Point position B17 (Lat 07␥ 28' S, Long 17␥ 46' E) At this position they shall proceed south heading through the safe approach zone to the waiting area circle radius 2.0 n.m (Lat 07␥ 35' S, Long 11' 46" E) centred 6.0 n.m north of the FPSO ‘‘Dalia’’, in depth 1,100 m PILOTAGE: Compulsory The Pilot boards the vessel with portable Osprey DGPS Tanker Berthing System The vessel shall provide a power supply (110/220V, 50/60 cycles) Ships’ Masters are not authorised to leave the waiting area to the loading point without the assistance of the Berthing Pilot The Pilot is Total E&P Angola’s representative on board throughout the vessel’s stay The operations of approach, mooring, deballasting, loading and preparation for departure may be delayed or suspended if the Pilot considers the safety or environmental 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 vessel’s personnel in the handling of mooring equipment specific to the Dalia Terminal Also see ‘‘Anchorages’’ ANCHORAGES: Due to depth, there are no anchorages in the vicinity of the terminal The waiting/standby area radius n.m is centred on Lat 7␥ 35' S, Long 11␥ 46' E and is shared with the FPSO ‘‘Girassol’’ offloading vessels, depth 1,100 m., centred n.m north of the FPSO ‘‘Dalia’’ PRATIQUE: Ship’s Master may be granted free pratique by radio If free pratique has not been granted by radio prior to arrival, it will be granted when the authorities board the vessel at the loading point PRE-ARRIVAL INFORMATION: The following message should be forwarded to the terminal 72 hours prior the vessel’s arrival: From: Dalia Offshore Installation Manager To: M/T Please send back as soon as possible: To: Total E&P Angola, Luanda Inmarsat Tel: (871) 111 1724 Telex: 42 570 835 Attention: P LIMA – DB17 To: Dalia Offshore Installation Manager Inmarsat Tel: (870) 322 740 462 Telex: (435) 169110 Email: ep-ao-db17.dal-rses@total.com cc: Dalia Marine Operations Manager Email: ep-ao-db17.dal-mom@total.com cc: Dalia Pilot Email: ep-ao-db17.dal-pilot@total.com Please advise (Total E&P Angola and Dalia Terminal): ship’s name, flag, call sign Inmarsat numbers (tel/fax/email) name of Master last port of call and destination local ship’s Agent name voyage number after leaving Dalia Terminal ETA Dalia Waiting Area previous ships’ names and date built S.d.w.t 10 quantity of clean and segregated permanent ballast on board on arrival 11 a) can loading and deballasting be carried out concurrently? If not, state reason 12 b) how long is required for deballasting 13 Advise your loading rate: a) while deballasting b) after deballasting 14 confirm ship in good order and operational for: a) IGS and all tanks inerted (oxygen content less than 8%) b) vessel’s main engine ready anytime 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: vessel 100,000 – 150,000 d.w tonnes one tongue-type stopper minimum 200 tons SWL, and greater than 150,000 d.w tonnes but not greater than 350,000 d.w tonnes two tongue-type stoppers 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) 22 19 20 give SWL of towings bitts on aft upper deck a) have you received owner’s 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 (VEF) (calculated as follows: total of ship’s 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 25 what is your Ship Security Certificate Number, valid until , name of issuing authority 26 which security level are you operating 27 which port are you coming from and which security level the ship operated (if necessary mention special or additional security measures that were taken during the ship/port interface) 28 Ship Security Officer’s’s name (SSO) and contact Company Security Officer’s name (CSO) and contact Best regards, Offshore Terminal Manager Communications: Continuous satellite watch via East Atlantique satellite: Tel: (870) 322 740 462, (870) 322 740 466 Fax: (870) 322 740 463, (870) 322 740 467 Telex: (435) 169110, (435) 169111 SSB (BLU) as VHF back-up, fixed equipment, continuous watch, 6342 KHz, 10115 KHz, 7823 KHz VHF: Terminal listens on Channels 16 and 72 and works on Channels 8, 15 and 69 Pilot and Berthing Master listen on Channels 16 and 72 and work on Channels 8, 15 and 69 TUGS: The assisting tug(s) and work boats shall be at the Pilot’s disposal throughout mooring, loading/discharging and unmooring operations A tug shall secure aft if required by the Pilot to assist the export vessel in maintaining position when secured to the terminal’s facilities BERTHS: Terminal loading points are single point moorings Main crude oil loading point is the SPM and main methanol discharging and backup crude oil loading point, tandem mooring to the FPSO Terminal operator will decide which loading point to use Two flexible steel export lines connect the FPSO to the SPM Approximate length 2,200 m ␺ 18.5 in are supported by two lines of floatation devices in order to achieve a W shape The upper line floats 247 – 130 m and lower line 385 – 347 m below the surface Pre-Berthing: Prior to arrival at the terminal, the ship’s 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 crude oil tanker throughout offloading operations, consistent with crude oil tanker trim/stability and stress restraints c) any change in ETA must be duly notified d) ballast must not be less than 30% of the S.d.w.t Ballast may not be discharged without the Pilot’s permission Berthing Information: The loading point (SBM or tandem loading point) will be communicated to the ship’s Master in the next telex (berthing prospect) Export Vessel Not Fitted with OCIMF Chain Stopper: The export vessel’s Master will provide to the terminal, as soon as the vessel is chartered, the vessel’s mooring arrangement The Pilot will prepare and present to the export vessel’s Master for approval the mooring procedure Export Vessel Manning: As per STCW 95 requirements At the SPM buoy loading point, the terminal shall provide one Pilot also PFSO (qualified) delegate who will be in charge of ISPS formalities and one Berthing Master in addition to the assistance of vessel’s Masters At the FPSO tandem loading point, the terminal shall provide two Pilots and one Berthing Master in addition to the assistance of vessel’s Masters The minimum duty crew on board the vessel shall be as a minimum: During berthing: Officer, Bosun and ABs During connection: crane operator and or ABs During transfer: watchmen (1 on forecastle, at the manifolds) The Berthing Master witnesses these operations and reports to the Pilot on board the vessel MOORING: SPM: The buoy has two mooring hawsers The export vessel should have ready a heaving line and mooring equipment in place to heave 1␺16 in ␺ 90 m mooring hawser, breaking load 500 tonnes Attached to this is a 76 mm ␺ 9.0 m type A chafe chain as per OCIMF regulations with point load 482 tonnes and mean breaking load 611 tonnes held by a support buoy and its chain Each mooring line has a 64 mm diameter polypropylene pick-up and messenger rope of which the first pick-up rope length 15.0 m has a messenger rope length 100 m and mean breaking load 72 tonnes The second pick-up rope length 15.0 m has a messenger rope length 150 m and mean breaking load 72 tonnes The messenger ropes are passed to the export vessel by the work boat The mooring hawsers are connected to the buoy by the use of a quick-release hook system consisting of two hinged hooks, a manual release lever and a hydraulic release mechanism Release activation possible on the SPM FPSO: FPSO is spread moored, so weathervane rotation is basically limited to a sector +/␤60␥ from the FPSO’s axes around the tandem mooring point Loading point is designed for mooring the export vessel bow to the FPSO bow in tandem The export vessel shall have ready a heaving line/messenger line ready on the forecastle to receive the messenger rope from the work boat One FPSO chafe chain is fitted with cylindrical CB 40 Marlow support buoy and its chain One mooring hawser Marlow Superline 21, 100% nylon, length 100 m., MBL 570 tonnes One chafe chain tanker side, held by a cylindrical CB 65 Marlow support buoy and its chain Readers are encouraged to send updates and additions (page xi) Dalia Characteristics of the Chafe Chain: Chain B as per OCIMF, approximate length 3.5 m., diameter in (76mm.) for crude oil tankers Chain C as per OCIMF, 3.5 m approx long, diameter 2.125 in (54mm.), point load 162 tons, mean breaking load 231 tons, for methanol vessels To facilitate heaving, the mooring line has a messenger rope 250 m ␺ 104 mm., No 13 Marlow Fybaline The messenger ropes are passed to the vessel by the work boat The vessel must prepare a messenger line for heaving the messenger rope on board The mooring hawser is connected to the FPSO by the use of a quick-release system consisting of: ⌻ one hook ⌻ one manual release lever ⌻ one hydraulic release mechanism The following equipment is located on the main deck to operate the mooring hawser: ⌻ 10 ton 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 roomand FPSO tandem manifold Terminal Equipment: Under the Pilot’s instructions, a tool box for the connection of the floating hoses is lifted on board close to the port manifold The Pilot boards the vessel with portable berthing aid equipment The portable berthing aid unit displays: ⌻ buoy and vessel relative position ⌻ distance ⌻ speed ⌻ acceleration ⌻ hawser tension with alarm Emergency Towing Wires: Prior to Pilot boarding, the tanker should prepare on the starboard side the emergency tow equipment for immediate deployment and 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 lay-time HOSES: SPM: Turret loading buoy with primary hose 1␺24 in ␺ 318.9 m hose string with Y piece reducer length 1.8 m splitting into two hose strings, No 1, 16 in ␺ 47.2 m total length 367.9 m., and No 2, 16 in ␺ 59.4 m., 380.1 m Each 16 in string consists of three or four tail hoses electrically continuous except tail hose and tanker rail hose which are discontinuous with one breakaway coupling on each 16 in 150 lbs string line with double closure, 1␺16 in tanker rail hose electrically discontinuous on each 16 in string line, 1␺16 in butterfly valve, 2␺16 in spool pieces and 1␺16 in 150 lbs camlock coupling connecting onto the manifold Each tanker rail hose is fitted with a snubbing chain, a pick-up chain, a marker buoy and a pick up line The SPM’s 24 in floating hose string is fitted with two winker lights located at 185 m and 280 m Two separate flexible export lines link the FPSO and SPM FPSO: Crude Oil: A floating hose, one of those used at the SPM, will be used for loading operations, linking the FPSO tandem manifold to the export vessel’s manifold for loading Methanol: Discharge will be via 1␺6 in ␺ 250 m electrically discontinuous floating hose string with 3␺6 in electrically continuous tail hoses with one 150 lbs double closure breakaway coupling, 1␺6 in electrically discontinuous tanker rail hose, 1␺6 in 150 lbs butterfly valve, 1␺6 in 150 lbs spool piece and 1␺6 in 150 lbs camlock coupling Rail hose is fitted with a snubbing chain, pick-up chain, marker buoy and a pick up line FPSO manifold connection is a quick coupling and disconnecting system (QCDC) The release of the QCDC combined with hawser release can be operated from both the FPSO control room and FPSO tandem manifold Hose Disconnection: Prior to disconnection, the hose will be purged with nitrogen and then flushed with fresh water for 20 minutes, quantity approximately 15 cu.m The purging and flushing operations will be carried out by the offloading vessel’s crew under the supervision of the Pilot Hose disconnection operations are undertaken by the offloading vessel’s crew under the supervision of the Pilot or Berthing Master Hose Connection: Derrick/crane to be rigged over the export vessel’s manifold port side, having minimum SWL 10 tonnes For crude oil, two manifolds on the port side shall be prepared for the connection of 2␺16 in 150 lbs hoses for crude oil and for methanol, connection for 1␺6 in 150 lbs hose Connection operations conducted by the export vessel’s crew overseen by the Pilot or Berthing Master Hose Disconnection: Disconnection is undertaken by the export vessel’s crew under the supervision of the Pilot or/and Berthing Master CARGO OPERATIONS: Communications: Three methods of communication (VHF, SSB (BLU), UHF) are established prior to cargo operations Fixed radio equipment shall be in place in the CCR and radio rooms In accordance with SOLAS requirements, the FPSO is fitted with GMDSS equipment as specified for Sea area A3 This includes Inmarsat Standard Satellite C and additionally Inmarsat Standard B Loading Plan: A loading plan should be given to the Pilot prior to berthing Any change in valve configuration on the vessel’s loading pipelines must be notified to the Pilot, prior to operation, to prevent any risk of over-pressure in the terminal’s cargo system Final Stoppage Agreement: Prior to commencing loading, both the terminal Loading Master and ship’s 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: a) stoppage by the terminal if a maximum quantity to load must not be exceeded (e.g xxxx bbls max., xxxx % less at buyer’s option) b) stoppage by the terminal within the limits set in the instructions, e.g xxxx bbls 5% at buyer’s 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 ship’s 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 xxxx bbls 5% at buyer’s option) Loading Operations: The ship’s Master is responsible for all valve openings and closures and for the safety of the cargo on board the tanker See guidelines for compiling and submitting information (page xi) ANGOLA Crude Oil: Characteristics: Density at 15␥C: API: Loaded temperature: Salt content: Oil viscosity: Oil BSW: 0.9115 23.65 approximate 42␥C approximate ⬍60 mg/l CPO at 45␥C ⬍0.5% Loading Rate: SPM 6,600 cu.m./hr and FPSO 7,200 cu.m./hr The load flow rate is reduced to approximately 2,000 cu.m./hr during the starting/ending of pumping 30 minutes prior to cessation of loading, two parties agree to reduce the loading rate so completing the offloading as per normal practise The export vessel’s loading rate is notified by the vessel’s Master on the Terminal Information Sheet on arrival Crude Oil Samples: Unless specifically instructed by the terminal operator, the Pilot representing the terminal will leave on the board the export vessel two sealed cans of samples as representative of the cargo Terminal Crude Oil Volume Measurement: Gross and net volume measurement of crude oil offloaded will be carried out on the basis of terminal measurement and sampling Primary means of measurement for crude oil discharged to export tanker is by the FPSO metering and sampling units In the event of complete meter failure, back up measurements will be taken for the FPSO’s tanks 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 operator directions Export Vessel Load Plan: Any change in valve configuration during loading shall be notified, prior to operation, to the Pilot who informs the terminal so as to prevent any risk of a pressure surge to the terminal’s installations The export vessel’s Master is responsible for all valve openings and closures and for the safety of the cargo on board their vessel Cessation of Loading: The order to stop loading is given by one of the parties, as per the terms agreed prior to loading If it is given by the export vessel, the latter must warn the Pilot 30 minutes beforehand so that pumping can be stopped on time Cargo Measurement: Gross and net volume measurements will be carried out on the basis of the terminal’s measurement and sampling Cargo Documents: The Pilot will also remit all the commercial lifting documents, as per the directions received by the terminal Methanol: Pre-Loading Procedures: Complete the Check List delivered by the Pilot to the export tanker’s Master on arrival Proceed to tandem mooring only after OIM authorisation On arrival, the export tanker’s Master must present to the Pilot, the safety procedures and records of tests for all safety equipment including IG system During the export vessel’s stay, the washing of tanks by any means is forbidden During the export vessel’s stay, the opening of any tanks is forbidden Measurement and sampling must be done through a closed loading system The empty tanks must have been washed, emptied, purged and closed The stripping of the tanks at the end of the offloading must be controlled by a competent officer Inert gas must be used during the offloading 10 All maintenance or handling works must be suspended during the offloading operation 11 Cargo operations are stopped in case of lightening 12 The export tanker’s Master will pay particular attention the electrostatic risk and must ensure that equipment in use in cargo tanks is correctly earthed Sampling: Samples in vessel tanks will be taken prior to offloading operations and at manifold during the starting period Then they will be controlled by the FPSO laboratory as per the discharge agreement Discharge Rate: Discharge rate to be forwarded by the offloading vessel’s Master on the information sheet on arrival Maximum loading rate 200 cu.m./hr and on commencing/completion 80 cu.m./hr 30 minutes after transfer starts, FPSO CCR will inform vessel to increase to full rate The offloading vessel shall advise the FPSO CCR of any change in discharge rate and indicate the reason Cessation of Loading: The offloading vessel shall give 30 minutes’ notice to the Pilot and reduce discharge rate as per previously agreed The offloading vessel shall stop discharging when the cargo is completed except if agreed differently or on request of the Pilot, Berthing Master or FPSO CCR Tank inspection after offloading must be undertaken in the presence of the Pilot Inert Gas System (IGS): If the export vessel does not have an IGS, particular attention will be paid to the distance and position of the tugs during loading operations Emergency Stoppage: If the necessity for emergency stoppage arises, due to parting of mooring lines, pollution or serious accident, the export vessel’s Master shall, whenever possible, warn the Pilot prior to closing the supply valves at the manifold on VHF Channel The export vessel shall also warn the FPSO/terminal on VHF Channel Cargo Radio Watch: Throughout the export vessel’s stay at the loading point, the Pilot or his assistant remain in constant radio contact with the FPSO Marine Operations Manager and the vessel’s cargo control room on VHF Channel All instructions exchanged between the FPSO and export vessel shall be conducted via the Pilot or Berthing Master The system and back-up must be tested prior each mooring and offloading operation BALLAST: All deballasting operations have to be carried out in compliance with MARPOL regulations No facilities available Only clean or segregated ballast may be discharged Any crude oil tanker arriving with dirty ballast may be required to leave the loading berth MEDICAL: Emergency medical evacuation of crew members from the vessel to Luanda is organised by Total E&P Angola at the vessel’s expense Chief Medical Officer of the Border Health Authority, Porto of Luanda Tel: +244 (92) 307051, 306616 FIRE PRECAUTIONS: Safety and firefighting equipment and oil spill response equipment must be positioned close by the manifold 23 ANGOLA Dalia TIME: GMT plus hour throughout the year WEATHER/TIDES: The rainy season predominates February to April Dry season is cooler June to August Air Temperature: Rainy season 23 – 30␥C, relative humidity approximately 91% Dry season temperature 18 – 22␥C, relative humidity of approximately 86% Sea Temperature: Surface temperature varies from 30␥C at the beginning of the year to 20␥C in July Salinity 28 – 35 gm/l Visibility: Rainy season particularly February, March and April, visibility may be down to 0.5 n.m Wind: Prevailing winds southerly, generally less than 15 knots on average Strong winds are mainly easterly, or from SSE associated with tornadoes and not last for long (70 km./hr) Currents: In the Block 17 area, current varies considerably in strength and direction, but the prevailing set is NNW with surface speed in excess of knots Swell and Waves: Prevailing swell direction is SSW (210␥(T)), average height 1.5 – 2.5 m., period 12 sec., waves generated by local winds rarely exceed 2.0 m Swell is stronger May to October and maximum – days before the top of the spring tide Also see ‘‘Restrictions’’ NEAREST AIRPORT: Luanda International Airport, km from Luanda city centre OPERATOR: Head Office (France): Total Direction de la Communication, 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.total.com Head Office (Angola): Total E&P Angola, Rua IL 6, Boavista Base Sonils, Luanda, Angola Tel: +244 (222) 672625, (2) 674000, 390293, (871) 111 1724 (Inmarsat) FAX: +244 (222) 672365, (2) 672476, 391983 (radio room) Telex: 424 570 835 EFFEAO B17GIR Email: EP-AO-DB17.DAL-MOM@total.com Contact: Dalia Marine Operation Manager FPSO: Tel: (870) 322 740 462, 322 740 466 (Inmarsat B) FAX: (870) 322 740 463, 322 740 467 Telex: (via France): Inmarsat C Terminal TT3020C: 435 169 110, Inmarsat C Terminal GMDSS TT3020C: 435 169 111, 435 169 111 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., 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 CHARTS: BA Charts No 604 and 3206 DOCUMENTS: Animal Lists (nil) Arms/Ammunition Lists (nil) Clearance from Last Port Crew Effects Declarations Crew Lists Crew Vaccination Lists Passengers Disembarking or in Transit Lists (nil) Passenger Effects Declarations Previous Ports of Call Lists 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 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 ship’s 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’’ 24 ANCHORAGES: Vessels waiting to berth are requested to anchor miles NW of the SPM buoy, contacting ‘‘Texas 9’’ on VHF Channel 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, days, 96 hours, 72 hours, 48 hours, 24 hours prior to arrival The first message must contain the following information: Vessel’s name and previous name Flag and Port of Registry Call sign Satcom: Fax/Tel/Telex Name of Owners and Operators Name of Charterers Name of Consignee Name of Agents in Angola 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 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 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: Vessel IMO number Vessel name/previous names Vessel type Flag Port of Registry Date built/where built Date rebuilt 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? 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 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 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? Readers are encouraged to send updates and additions (page xi) Essungo ANGOLA a) b) c) d) e) f) g) Load Line Certificate Safety Equipment Certificate Safety Construction Certificate Safety Radio Certificate IOPP Certificate CLC Certificate US Coast Guard Regulations Compliance Certificate (TVEL or COI) h) Certificate of Financial Responsibility in compliance with OPA90 (COFR) Issued/Expire Issued/Expire Issued/Expire Issued/Expire Issued/Expire Issued/Expire Issued/Expire 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? 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 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 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 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 See guidelines for compiling and submitting information (page xi) 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 ship’s 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 ship’s 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 ship’s 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 ship’s 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 ship’s crew to the port manifold The bow to manifold distance shall not exceed 150 m and the manifold to ship’s rail distance should not be less than 4.6 m A pressure recorder will be installed at the ship’s manifold 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 80␥F to 90␥F Communications: Ship’s 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 FRESH WATER: Not available FUEL: Not available 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 weeks TIME: GMT plus hour 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 Vessel’s 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 25 ANGOLA 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 Essungo FUTILA: 05␥ 27' S 12␥ 11' E (See Plan) OVERVIEW: Located in 6.70 m of water, Futila Terminal is a products 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) 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 every seconds, range n.m Red Buoy: Lat 05␥ 29' 24.1" S, Long 12␥ 09' 58.5" E Red light, flashing every seconds, range n.m Yellow Buoy: Lat 05␥ 27' 52.4" S, Long 12␥ 09' 47.4" E Yellow light, flashing every 10 seconds, range n.m Yellow Buoy: Lat 05␥ 26' 55.2" S, Long 12␥ 10' 13.9" E Yellow light, flashing every 20 seconds, range 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 vessel’s Owners for the safety and proper manoeuvring of the vessel The Company Mooring Master will remain on board throughout the vessel’s stay in the berth to coordinate transfer operations, therefore suitable accommodation shall be provided for him on board the vessel 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 vessel’s Agent in Cabinda, who will pass the information to the company ETA messages are to be sent 72 hours, 48 hours and 24 hours 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 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 Normally all Approach to the Anchorage/Pilot Boarding Area: 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 – 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 buoy’s 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 BERTHS: See ‘‘Plan’’ The detailed procedures are modified to fit conditions of wind, current, sea state, vessel size, limitations of the vessel’s mooring gear, and the technique of the Mooring Master In general, the following is a typical procedure for berthing tankers at the berth 26 Readers are encouraged to send updates and additions (page xi) 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 Ship’s 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 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 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 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 Futila Vessel approaches the mooring on a 160␥ heading, passing approximately 100 m off the mooring launch stand-by buoy Starboard anchor is let go at Point A and about shackles of chain are payed out on the run, starboard chain is then held 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 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 Hose is disconnected, blanked-off and held on the ship’s side Mooring lines are slacked until cargo hose starts stretching, and at this point hose is released and lowered to the bottom Mooring lines to the buoys are released by the vessel’s crew, then the mooring launch pulls them away 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 vessel’s stern is well clear of the hose buoys 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 Master’s 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 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 shackles of chain 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, in diameter and 91.4 m long The forward port buoy is fitted with a polypropylene mooring rope, 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 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 vessel’s 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 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 vessel’s runner fast to hose pick-up chain c) Cargo boom lifts submarine hose to its correct height d) Ship’s crew hangs-off submarine hose at the rail with the chain attached to the hose The hose is connected directly to the vessel’s manifold with the end of the hose lowered in a smooth curve e) Ship’s crew remove the blank flange from the Camlock coupling at the end of the hose string The hose is lifted to the vessel’s 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 ship’s pumps Booster pumps, at the pumping station located on the beach, then assist in pumping product uphill to the tank farm, once flow has been established All shipboard cargo transfer action is undertaken by the ship’s 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 ship’s 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 ship’s 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 See guidelines for compiling and submitting information (page xi) ANGOLA Note: Do not in any circumstances close ship’s 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 FRESH WATER: Not available FUEL: Not available CHANDLERY: No stores of any kind are available REPAIRS: Repairs at berth are not permitted Repair facilities are 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 ship’s whistle No repairs to the engine plant are permitted in the mooring, if such repairs impair or limit the ship’s power availability in any way When fast in the mooring, the ship’s 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: 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 n.m 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 navigational lights, range 10 n.m 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, Mo (U) every 30 seconds, range 2.0 n.m 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 n.m emitting Mo(U) every 30 seconds Foghorn: Mo(U) every 30 seconds Steel Export Lines: 2␺16 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: 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 27 ANGOLA 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: Anchorage Area: The anchorage area for vessels awaiting the loading berth at the Kiabo Field Marine Terminal is at the Master’s discretion, but in any event shall not be within the Exclusion Zone 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 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 tanker’s 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 vessel’s 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 tanker’s 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 tanker’s Master to proceed with final approach to the mooring Boarding Procedure from FPSO to Export Tanker: Prior to 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 tanker’s Master shall ensure export tanker’s 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 Master’s 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 Master’s 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 tanker’s Master and the Mooring Master When the exchange is completed, the Mooring Master shall so notify the FPSO Master 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 tanker’s Master that the export tanker’s 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 FPSO’s 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 tanker’s 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 ship’s arrival time at the marine terminal via the operator Time to be used for ETA is the local time zone of GMT +1 hour throughout the 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 34 Kiabo Marine Terminal d) e) f) g) h) i) j) k) l) maximum loading rate arrival draft, fore and aft last port of call confirmation that vessel has clean Bill of Health if there is any sickness onboard, all available information as to the possible type of sickness distance in feet from the bow to the loading manifold on the export tanker total length overall (LOA) whether the ship’s hose connections are different from a 16 in flange 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 vessel’s ETA will vary from the original notification by hours or more Notwithstanding the foregoing, in case the sea passage from the vessel’s 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 Vessel’s name and call sign: Previous name(s): Flag: Year built and class: Owners/Managers (including address and telex number): Nationality of Master: Officers: Crew: Last port of call/date: Date of last dry dock/special survey: Summer deadweight and draft: 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? 24 Advise the number, size and locations of bow Panama leads (or equivalent): Note: Bow fairlead should be at least 23.6␺17.7 in (600␺ 450 mm.) 25 Is vessel fitted with Smit brackets or patent chain stoppers in 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 owner’s account In any case of the vessel’s 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 tanker’s 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 tanker’s 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 Readers are encouraged to send updates and additions (page xi) Kiabo Marine Terminal Any telephone, portable VHF/UHF and radio-telephone systems utilised shall comply with applicable safety requirements At a minimum, continual voice communication shall be maintained between the FPSO and the export tanker, Mooring Master and the export tanker’s Chief Officer 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 All communications shall be in the English language Pre-Arrival/Arrival Exchanges: Prior to initiating final approach to mooring, the export tanker shall notify the FPSO of: a) course (heading) b) speed c) location The FPSO shall then advise the export tanker of the ETA of Mooring Master and his transportation type (utility boat, etc.) 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: 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 When primary radio communication fails, all mooring and/or cargo transfer operations should be suspended pending restoration of the service 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 tanker’s 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 tanker’s 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 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 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 When the export tanker is secured, a workboat shall deliver the cargo transfer hose to the export tanker 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: When summoned, the workboat shall approach the export tanker to assist in disconnection and retrieval of the cargo transfer hose The workboat shall then assist in retrieval of the bow hawser The tug shall then assist the export tanker in preliminary manoeuvring in preparation for departure Safety Precautions Aboard Export Tanker: 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 No tugs or any other vessels shall be permitted alongside until the Master of the export tanker has determined that it is safe BERTHS: Operating Layout: FPSO length: 240.5 m FPSO bow heading: 022.5␥ Permanent moorings and marker buoys: 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.) See guidelines for compiling and submitting information (page xi) ANGOLA Hours of Operation: The Kiabo Field Marine Terminal will generally operate 24 hours a day, 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 vessel’s 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 hours before transfer commences and continuing until after the final ullage measurement following transfer operations Departure Procedure for Export Tanker: 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 Export Tanker Departure: i) Mooring Master shall witness the export tanker’s closure of the cargo transfer hose end butterfly valve, disconnection of the cargo 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 – 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 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: Prior to commencing mooring and/or cargo transfer operations, all available weather forecasts for the FPSO location should be obtained 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 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 tanker’s 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 35 ANGOLA 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: 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 Ensure that the butterfly valve is closed Remove blind flange and store in a safe place 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 Before transfer commences, all required pre-transfer checks shall be performed and completed Prior to cargo transfer commencing, open the cargo transfer hose end butterfly valve 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 tanker’s Chief Officer and the FPSO Master The receiving export tanker shall set the maximum rate, regardless of the pumping capacity of the FPSO When satisfied that the cargo transfer hose is correctly attached and the export tanker systems are ready for full rate transfer operations, the export tanker’s Chief Officer shall indicate readiness to proceed with cargo transfer 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’’) 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 FPSO’s No mooring leg with the hose marker buoy attached to a mooring buoy anchored near the No leg marker buoy 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 The terminal will have a limited number of reducers available, but will accept no liability or obligation to provide them 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 during transfer operations 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 during transfer operations 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: 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 36 Kiabo Marine Terminal Operability of the system shall be confirmed prior to commencing transfer operations and noted accordingly in ship’s records The pressure in the fire main shall be checked prior to and at regular intervals during the transfer operation Any defect, indicated or potential, shall be corrected before cargo transfer operations commence Any loss of pressure in the fire main shall be cause for an Emergency Shut-Down (ESD) All export tankers shall comply with all applicable regulations and requirements pertaining to the control of pollution of any type 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 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 tanker’s facilities and operations permit Cargo/Ballast Tank Contents/Ullage: The maximum cargo oil storage capacity, both wet and dry, of the FPSO is approximately 514,000 bbls The export tanker will load cargo and discharge ballast as previously arranged between the export tanker’s Loading Master, Master and Chief Officer This plan will be placed in written form and signed before operations commence Ballast Transfer: 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 Export tankers having clean ballast in cleaned cargo tanks and lines are recommended to suspend loading when discharging ballast Export tankers may only discharge ballast that is clean 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 tanker’s 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 Inspection of Cargo Tanks: The export tanker’s cargo tanks are to be inspected by Sonangol P&P Scuppers to be Plugged: Before loading commences, all overside scuppers shall be plugged and made oil-tight Completion of Loading: Normally completion of loading is by export tanker’s 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 tanker’s Master that the company will not be held responsible for any error, and in the case of the vessel being overloaded, the export tanker’s 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 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 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 vessel’s 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 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 FPSO’s 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 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 ship’s 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 tanker’s 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 tanker’s officer-in-charge On advice from the export tanker, a minimum of minutes is required to stop the flow of crude oil from the FPSO Readers are encouraged to send updates and additions (page xi) Kiabo Marine Terminal Crude Oil Overflow During Loading: Export tanker’s 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 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 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 tanker’s 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 tanker’s 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 tanker’s account See guidelines for compiling and submitting information (page xi) ANGOLA 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 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 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: 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 Such agreement shall be confirmed in writing Manning Assignments/Stations Manned: 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 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 Deck Men: Ship’s 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 member’s assignment under any emergency planning 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 officer’s 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 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 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 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 Test Flows for Leakage/Correct Valve Positions: i) Prior to commencing cargo transfer operations, the export tanker’s Master shall confirm that: a) all sea and overboard discharge valves are tightly closed and sealed b) all unused connections on the manifold are closed and blanked 37 ANGOLA 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 tanker’s 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: All personnel shall be at their designated stations when required All stations shall report status of equipment and personnel readiness Mooring Master and cargo officer shall concur on readiness to commence cargo transfer operations Cargo officer shall order commencement of cargo transfer operations 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 When cargo transfer operations are 90%, 95%, 98% and 99% complete, cargo officer shall advise the Mooring Master accordingly 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: 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 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 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 Master’s Receipt for Shipping Documents and Samples, are prepared at the Kiabo Field Marine Terminal Signing of these documents by the Master will take place at the same 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 SECURITY/GANGWAY: A watchman should be stationed aboard the export tanker to monitor the condition of the export tanker’s mooring, to report any condition which may indicate imminent failure of the mooring, and also to report any leakage of oil Kiabo Marine Terminal 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 tanker’s 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 (See Plan) OVERVIEW: Terminal consists of a Kizomba B floating production, storage 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 and offloading vessel (FPSO), a surface well head platform (TLP) and a CALM SPM operated by Esso Exploration Angola Ltd (EEAL) Within the jurisdiction of the port of Soyo, Angola LOCATION: Kizomba B: Spread moored FPSO with centre point position at Lat 06␥ 21.20' S, Long 11␥ 09.11' E Loading Buoy: With a centre point position at Lat 06␥ 20.01' S, Long 11␥ 08.70' E SWHP Wellhead Platform: With a centre point position at Lat 06␥ 20.93' S, Long 11␥ 09.21' E DOCUMENTS: See ‘‘Shipmaster’s Report’’ dated July 2006 ISPS COMPLIANCE: Terminal is compliant The Mooring Master will not exchange a Declaration of Security with the vessel’s Security Officer unless the vessel and terminal are at different security levels or there has been a security incident Notify the terminal of the security level of vessel MAX SIZE: 330,000 d.w.t RESTRICTIONS: Approach operations must commence during terminal opening hours 0600 – 1500 However, under special circumstances, the terminal may decide with the agreement of the Mooring Master and the Master to authorise approach and mooring from 1500 – 0600 hrs Approach and mooring only when weather and sea conditions permitting However, the Mooring Master and the terminal reserve the right to defer these operations Shutdown/Disconnect: Current knots, wind 35 knots, sea 3.5 m Vessels required to leave the terminal area during periods of closure must keep in contact with the terminal via VHF so that they will be available when the terminal re-opens ARRIVAL: Notice of Readiness (NOR): Is tendered when the vessel arrives at the waiting area and is ready to load NOR must be addressed to the terminal in English For the purpose of commencement of laytime, NOR is only accepted during terminal hours of operation 0600 – 1500 hrs and if the terminal is not closed due to other circumstances such as weather The operator shall have the sole discretion to accept an NOR tendered after 1500 hrs and use night mooring procedures to berth the vessels In such event, laytime shall begin hours after tendering the NOR to the operator or its representative at the terminal or upon connection of hoses, whichever first occurs Weather Limits: Approach/Connect: Current knots, wind 25 knots, sea 2.5 m APPROACHES: Kizomba B FPSO and TLP are independently fitted with X-band and S-band radar transponders as an aid to navigation for approaching vessels The radar transponders transmit Mo(B) The FPSO and TLP are also independently fitted with S-band radar collision avoidance radar systems to detect incoming vessels within a 20 n.m radius The TLP is fitted with four navigation warning lights (Fl Mo(U) 5s, 10 n.m.) mounted on each corner and a foghorn (Mo(U) 30s, n.m.) The FPSO is fitted with six navigational warning lights (Fl Mo(U) 15s, 10 n.m.), one installed at each corner and one amidships on each side, and a single foghorn (Mo(U) 30s, n.m.) The CALM buoy is fitted with one navigation warning light (Fl Mo(U) 5s, 10 n.m.) and a foghorn (Mo(U) 30s, n.m.) Restricted Area: All vessels must receive permission from the Kizomba FPSO Control before entering the area and should advise control upon exiting the area The area has a n.m radius centred on position Lat 06␥ 21.20' S, Long 11␥ 09.11' E Vessel should not pass between the Kizomba A and Kizomba B fields without prior approval If a vessel is granted permission to enter a restricted area and continues into the next installation’s protected area, control in the next area must be contacted, and permission must be granted 38 Readers are encouraged to send updates and additions (page xi) 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 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: – 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: – 1.8 knots Current direction: Primarily from 135␥, can sometimes reverse c) Sea water surface temperature: 23.8 – 29.4␥C d) Mean air temperature: 22.2 – 26.6␥C Kizomba B Marine Terminal ANGOLA Tanker Waiting Area: The area is a circle with a radius of 1.5 n.m around HOSES: The port side boom or crane (SWL 15 tons) must be rigged and a centre position Lat 06␥ 12.0' S, Long 11␥ 10.0' E Tankers waiting to load must wait in the tanker waiting area, or may wait out to sea until directed to proceed into the terminal area by the FPSO control room or the Mooring Master Exclusion Zones: Exclusion zones extend 500 m in every direction from the FPSO, TLP and SPM (including any vessel attached or moored to any of these structures) All vessels must receive radio clearance from the terminal control room before entering or manoeuvring within an exclusion zone Tankers under the direction of the Mooring Master are deemed to have clearance into the exclusion zone for their mooring destination No Entry Zones: All vessels are prohibited from entering any No Entry Zone unless they are working under the authority of a current work permit that specifically authorises entry into a particular No Entry Zone The No Entry Zones are the areas between the TLP and the FPSO and within 45 m of the FPSO mooring lines The area between the TLP and FPSO contains submerged Fluid Transfer Lines (FTLs) PILOTAGE: Compulsory, except when arriving at the tanker waiting area No vessel may enter or transit the terminal restricted areas unless the Mooring Master is on board Vessels arriving at the waiting area must so without transiting the restricted areas The Mooring Master advises the vessel’s Master on approaches to the berth, mooring, use of assistance vessels, deballasting, connecting and disconnecting the hoses, unmooring and other operations within the terminal area The vessel must be prepared to accept on board the following personnel: ⌻ Mooring Master ⌻ Assistant Mooring Master ⌻ Customs Officers (Customs may send the Fiscal Police as their representative) ⌻ Harbour Officer (Port Authority Representative) ⌻ Immigration Officer ⌻ ship’s Agent ⌻ one or two cargo inspectors The following personnel remain on board the vessel throughout its stop-over, and the Master is required to provide them with food and accommodation until the vessel departs the berth: ⌻ ship’s Agent ⌻ cargo inspectors ⌻ Mooring Master ⌻ Assistant Mooring Master The actual list of the boarding personnel is communicated to the Master upon arrival at the waiting area There is no waiting anchorage for the terminal There is a tanker waiting area PRATIQUE: Radio pratique may be granted by Health authorities at Soyo The Immigration, Health, Customs, and harbour authorities may board with the Mooring Master In the event of contagious disease on board the Master must alert the Chief Medical Officer of the Boarder Health Authority prior to arrival PRE-ARRIVAL INFORMATION: Export tankers must send an initial ETA message via email or fax to the terminal on commencement of passage, 72, 48 and 24 hours prior to arrival Four hours before arrival, vessels are to confirm ETA, and update by VHF when in range Notification must be given if the vessel ETA varies by more than six hours from the original ETA Also notification must be given if the vessel ETA varies by more than one hour following the 24-hour notice The 72-hour Questionnaire is sent from the terminal to the Master after receiving the 72-hour ETA notice VHF: See ‘‘Pre-Arrival Information’’ and ‘‘Cargo Operations’’ TUGS: The number of tugs required varies according to the export tankers displacement and d.w.t., loading berth and weather conditions Tugs are at the disposal of the export tanker throughout the vessel manoeuvres and its presence at the loading berth and are directed by the Mooring Master BERTHS: The SPM buoy is designed to accept export tankers up to 330,000 d.w.t Vessels using the tandem offloading operation are generally restricted to the following sizes: ⌻ VLCC double or single hull (first port only) ⌻ Suez max (first port only) ⌻ conventional trading tankers for local cargoes of 300,000 – 400,000 barrels MOORING: Vessels will normally be moored bow to SPM by two nylon mooring hawsers approximately 90 m in length At the end of each is a 76 mm diameter chafe chain 7.3 m in length The two chafe chains will be made fast to the vessel by means of two bow stoppers in accordance with OCIMF recommended procedures In the event the SPM is out of service, the terminal may go to the alternate tandem loading procedures In this case, the vessel will moor bow to the south end of the FPSO by means of a single nylon mooring hawser approximately 200 m in length at the end of which is a 76 mm diameter chafe chain, 7.7 m in length During the period when vessels are moored at the SPM/FPSO a tug provided by the terminal will remain secured to the stern of the export vessel Two additional assist/stand-by tugs will attend the vessel and will be secured or stand by at locations designated by the Mooring Master The terminal supplies the mooring hawsers All vessels must have suitable equipment for mooring SPMs, in accordance with OCIMF recommendations The equipment should include winches, capstans, and chain stoppers The vessel’s crew is required to perform all mooring operations, connecting and disconnecting hoses, and unmooring under direction from the Mooring Master and Assistant Mooring Master One crew member, equipped with portable radio to be stationed at the bow of the export tanker at all times to monitor condition and direction of the mooring hawsers and distance from the SPM Methanol Tankers: Berthed using the tandem method, 100 m double braided nylon hawser used ready to hoist hoses Ensure before start up that the floating hose butterfly valves are in locked open position and that the floating hose drain valves have been closed SPM: 2␺16 in 150 ASA Tandem: 1␺16 in 150 ASA Methanol: 1␺6 in 225 ASA CARGO OPERATIONS: Equipment: Before approach operations commence a container of equipment for connecting hoses is supplied by a tug The container is to be landed on board close to the manifold Loading Rate: SPM: 7,470 cu.m./hr with the booster pumps and 4,780 cu.m./hr without booster pumps Tandem: 6,360 cu.m./hr through a single hose Methanol: 570 cu.m./hr through single hose Cargo Characteristics: API 29.1 – 31.0 Temperature 33␥C H2S content less than p.p.m Topping Off and Stopping: If required to reduce the loading rate or topping off tanks, the vessel shall give 30 minutes’ notice to allow the terminal to gradually reduce pump speeds Should the export tanker be able to load at full rate until completion of the cargo, it shall give at least hour’s notice to the terminal before reaching the end of loading 30 minutes’ notice will be communicated to the terminal before the end of the loading The order to stop loading shall be clear, concise, and in ample time The terminal will notify the export vessel when the manifold valves can be closed In an emergency, pollution, or serious incident, that may require urgent stoppage of loading, the export tanker shall inform the FPSO before closing its manifold valves Letter of Protest: Letters of Protest, if any, should be handed to the Mooring Master The Mooring Master may receive but is not authorised to accept such letters and will only endorse a Letter of Protest marked with the words ‘‘acknowledge receipt without prejudice’’ The Mooring Master’s signature only confirms receipt and does not confirm any agreement with text contained within the Letter of Protest Departure: After completing cargo documentation and when the Mooring Master is satisfied that the export tanker is clear of the terminal area, the Mooring Master arranges for a Field Support Vessel to disembark the boarding party and to offload the hose connection equipment The export tanker is kept underway in a safe position within the terminal restricted area until cargo calculations and cargo documentation are completed Communications: Kizomba B: Mooring Office Tel: +1 (713) 767 9076 Fax: +1 (713) 767 9095 Control Room Tel: +1 (713) 767 9087 Inmarsat Tel: 874330 374370 EEAL Luanda: Lifting Co-Ordinator Tel: +1 (713) 767 9999 (ext 2556, 2655), +244 (222) 679000 (ext 2556, 2655) Email: eeal-crudelifting@exxonmobil.com Logistics Tel: +1 (713) 767 2107 Email: alasundra.rajoo@exxonmobil.com BALLAST: Vessels must arrive with sufficient clean ballast and trim not exceeding 2.0 m by the stern and the propeller fully submerged for safe manoeuvring The amount of ballast must be such that the vessel d.w.t is not less than 30% of S.d.w.t and is maintained throughout loading Vessels may discharge clean ballast at the tanker waiting area as long as they stay within the 30% d.w.t requirement No ballast reception and treatment facilities available Vessels must therefore have clean or segregated ballast on arrival, and discharge of dirty ballast within the terminal area is strictly prohibited Discharge of pump room or engine room bilges within the terminal area is strictly prohibited POLLUTION: Objects Overboard: Any object that is dropped or falls overboard and presents a danger to the oil installation and navigation, and any discharge in violation to MARPOL Conventions, must be declared to EEAL and the Angolan authorities The vessel owner shall, at its own expense, immediately signal and mark out any items that it has allowed to fall overboard during the vessel stopover inside the terminal area The vessel owner must also raise and remove such items, at its own expense, within 60 days from EEAL Notice or Public Authority Notice WASTE DISPOSAL: No facilities Disposal of cinders, burning substances, objects and waste of any kind into the sea is strictly prohibited MEDICAL: No medical facilities available Emergency medical evacuation to Luanda may be organised by EEAL at the expense of the vessel Transportation mode depends on logistic planning and availability and is decided by EEAL The ship’s Agent officially makes requests to EEAL for medical evacuation The Agent is responsible for logistic arrangements for the evacuee(s) upon arrival in Luanda FRESH WATER: No facilities FUEL: No facilities CHANDLERY: No facilities REGULATIONS: Engine room is to be manned throughout 24 hours Vessels are to be ready to manoeuvre at any time TIME: GMT plus hour WEATHER/TIDES: Tides: Max range 2.0 m Currents: The most significant seasonal variation is the Congo River Plume This is fast, sharply bound current reported to be 5.0 – 15.0 m deep Currents up to knots have been observed This current normally occurs during the rainy season of October to April, and appears when there has been significant rainfall around the Congo River The Congo River Plume usually sets SW The onset of Congo River Plume event is indicated by a rapid change in the direction and speed of the surface current, a change in the colour of the water from the normal blue or green to turbid tea colour, and often accompanied by an increase in floating debris The current tends to be well defined and it is often possible to visually detect the leading edge Winds: The SE trade winds are the predominant winds and range from between SE and SSE Sudden thunderous squalls also develop in the area and are usually preceded by a dense cloud bank During such squalls frequent gusts in excess of 50 knots may be experienced See guidelines for compiling and submitting information (page xi) 39 ANGOLA Waves: The direction of the sea waves is similar to that of the prevailing wind Swells (usually less than 2.0 m.) are generally from the south and SW and are generated by large storms in the South Atlantic and along the coast of Namibia Rainfall: Between the equator and Namibia, the rainfall amounts generally decrease from approximately 2,000 mm at Port Gentil to around 15 mm at Walvis Bay with the greatest rainfall occurring mainly between October and April Rainfall is often torrential during squalls and thunderstorms Temperature: 22 – 35␥C Humidity: 75 – 85% Tidal Rips: This is a phenomenon that may occur around the terminal on an irregular basis Strong sudden changes in surface currents occur, which can have a severe affect on the terminal and export tanker and stern tugs causing rapid change in heading of all vessels For tandem mooring operations, the amount of change of heading depends on the drafts of the vessels and is most pronounced when one vessel is light and the other is heavy The approach of these rips is very difficult to detect during daylight and nearly impossible to detect at night Should tidal rip affect the terminal and export tanker, all cargo operations shall cease until the Mooring Master is satisfied that the situation is under control If necessary, preparations shall be made or disconnecting the hoses and export tanker SHORE LEAVE: Crew are not allowed to use EEAL transport facilities, no regular service exists between the terminal and Luanda REPATRIATION: Not possible 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 kg 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 ship’s Agent to make alternate transportation arrangements SHIPMASTER’S REPORT: July 2006 Vessel: Tanker, 281,000 d.w.t Cargo: Kissanje Blend Crude Documents: The following documents are required on arrival by the port authorities for the clearance inwards and outwards of Angolan ports Arm and Ammunition Lists Animal Lists Bonded Stores Lists Cargo Stowage plans (preferably prior to ship’s arrival) Crew Effects Declarations Crew Lists Dangerous Cargo Lists Last port of call Clearance Certificates Maritime Declaration of Health Passenger Effects Declarations Passengers Lists (each for Landing and in transit) Ports of call Lists Vaccination Lists (Cholera and Yellow Fever) All the vessel’s certificates shall be presented to the Port Authority officers for viewing Pratique: Granted on arrival Current: Sets predominantly to the NW offshore of the terminals Delays: There are no particular problems at the terminals OPERATOR: ExxonMobil Production Company/Esso Exploration Angola Ltd, Angola Tel: +713 767 9087 (cargo control room) FAX: +262 314 3739 (office) Web: www/exxonmobil.com Contact: Phil Eichenberger, Mooring Master (Tel: +713 767 9076 (ext 3827) Email: kizb.mooring.master@exxonmobil.com) Kizomba B Marine Terminal 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, 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 vessel and the vessel’s Owners for the safety and proper manoeuvring The CABGOC Mooring Master will remain on board throughout the export vessel’s 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 PRE-ARRIVAL INFORMATION: Vessels bound for the terminal are required to advise their ETA: a) Via telex to the office of the vessel’s Agent in Cabinda, who will pass the information to Cabinda Gulf Oil Company (CABGOC) at Malongo b) Export vessels fitted with Inmarsat 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 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: Animals Onboard Lists Arms/Ammunition Lists Crew Lists Crew Personal Effects Declarations Courier/Mail Lists Customs Clearance Certificate from Last Port of Call Maritime Declarations of Health Passenger Lists Ports of Call Lists Ship’s Particulars Ship’s Stores Declaration Lists Stowaways Lists Vaccination Lists Narcotics Lists Also see ‘‘Shipmaster’s 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 Master’s 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 miles, until called by the Pilot (CABGOC (Cabinda Gulf Oil Company) Mooring Master) or FPSO to proceed to pilot boarding area 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 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) Vessel’s Inmarsat telephone and Fax numbers 9) Any vessel or equipment defects affecting manoeuvrability, cargo handling or performance 10) VHF facilities Also see ‘‘Shipmaster’s Report’’ dated June 2001 VHF: A 24 hour watch is maintained at the Kuito FPSO on Channels 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 BERTHS: 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 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 ship’s lines will be picked up by the mooring launch and made fast to the floating SPM pick-up lines The ship’s 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 in (75 mm.) in size They must then be secured to the chain stoppers in such a manner that the nylon hawsers are outside and clear of the vessel’s 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 tug’s line Therefore a strong messenger line must be ready to pick up the the tug’s line to secure it on the export tanker aft bitts Also see ‘‘Shipmaster’s Report’’ dated June 2001 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 tanker’s cargo deck and monitor the manifold area and cargo hoses and to ensure that mooring hawsers are carefully tended A responsible English speaking ship’s Officer is required to be on deck or in the control room at all times Hose Handling: After the vessel has been securely moored, 2␺16 in floating hoses will be connected to the export tanker’s port side manifold The floating cargo hoses are fitted with Camlock type couplings to fit 16 in 150 ASA flanges A hose gang will remain on board to attend to all hose operations, but the export vessel’s crew members shall provide assistance 40 Readers are encouraged to send updates and additions (page xi) KUITO MARINE TERMINAL: 05␥ 27' S 11␥ 22' E Kuito Marine Terminal as and when necessary on the advice of the CABGOC Mooring Master At such times, an export tanker’s 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 tanker’s 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 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 tanker’s 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 tanker’s manifold to keep a record of events (FPSO shipping pump discharge pressure 800 psi) At least 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 tanker’s 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 tanker’s 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 vessel’s Master Cargo Documentation: After completion of loading, documentation normally takes 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 tanker’s Master prior to departure If required or requested by the export tanker’s Master, the Agent may sign the cargo documents on behalf of the export tanker’s 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 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 ship’s Officer Tank Venting: The venting of the vessel’s tanks shall take place only through the vessel’s 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 tanker’s 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 FRESH WATER: Not available FUEL: Not available REPAIRS: Repairs will not be permitted while the export tanker is within the terminal’s 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 See guidelines for compiling and submitting information (page xi) ANGOLA 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/Tides’’ FIRE PRECAUTIONS: The export vessel’s 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 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 fire monitors immediately adjacent to the manifold should be elevated and ready for immediate use 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 ship’s Officer of such vessel shall make an immediate signal by prolonged blasts on the ship’s 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 TIME: GMT plus hour 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 – 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 SW’ly swell affects the area The long swell sometimes exceeds 10 – 15 ft in height The prevailing current sets NW – NNW and at times exceeds 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: Ship’s 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 SHIPMASTER’S REPORT: June 2001 Vessel: 308,000 tonnes d.w.t Cargo: Loading Kuito Crude Terminal Information: The Kuito FPSO has a turnaround of one parcel of approximately 900,000 bbls approximately once every 10 days Pre-Arrival Information: Prior to our vessel’s arrival, the ship’s 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 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 Email: amrmr@chevron.com 41 ANGOLA Please have ready on arrival: AAA synthetic messenger ropes forward, 600 ft long and minimum in circumference, preferably floating and stowed on drums and in line with the chain stoppers, plus 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 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 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 Ship’s 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 GGG 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 HHH Vessel’s scheduled loading range, cargo nomination, berthing information III Kuito Crude, approximately API 19.5, loading temperature 120␥F JJJ Tanker waiting area is in position Lat 5␥ 34' S, Long 11' 22" E and within a radius of n.m 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 ship’s 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 vessel’s inward clearance, the following documents were requested to be kept available for the terminal authorities: Animals Lists Arms/Ammunition Lists Courier/Mail Lists Crew Lists Customs Clearance from Last Port of Call Maritime Declarations of Health Narcotics Lists Last Port of Call Lists Passenger Lists Personal Effects Declarations Ship’s Particulars Stores Lists Stowaway Lists Vaccination 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 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 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 hours after completion of cargo loading Loading: Two Mooring Masters, mooring crew and Cargo Surveyor stayed on board throughout the loading The Assistant Mooring Master, on boarding our vessel, checked 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 42 Kuito Marine Terminal 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 Mo(U) every 15 seconds, with a range of 10 n.m., and a fog horn sounding Mo(U) every 30 seconds 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 vessel’s 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 Email: amrmr@chevron.com 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 p.p.m.) The maximum loading rate will be 35,000 bbls./hr Mooring: When instructed to 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, 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 vessel’s 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 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 spit, providing an excellent and secure harbour akin to Luanda Port is connected to national rail network LOCATION: In Lobito Bay, midway between Luanda and Namibe CHARTS: BA Charts No 627 and 1215 DOCUMENTS: Required on arrival: 3 Bills of Lading (non-negotiable) Cargo Plans (preferably before ship’s arrival) Crew Effects Declarations Crew Lists Dangerous Cargo Lists Derat (Exemption) Certificate Freighted Manifest Maritime Declaration of Health 11 Passenger Lists (each for Landing and Transit) Ports of Call Lists Registered Tonnage Certificate Ship’s Stores Lists Unfreighted Cargo Manifests Vaccination Certificates (cholera and yellow fever) Other necessary official forms prepared by Agent MAX SIZE: LOA 300 m., draft 11.5 m., no beam restriction 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 APPROACHES: Depth 18.3 m 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 Two pilot boats have grey hulls with 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 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 Readers are encouraged to send updates and additions (page xi) ... 4744 4546 FAX: +33 (1) 4744 3232 Web: www.total.com Head Office (Angola) : Total E&P Angola, Rua IL 6, Boavista Base Sonils, Luanda, Angola Tel: +244 (222) 672625, (2) 674000, 390293, (871) 111 1724... (1) 4744 4846 Email: christine.melville@totalfinaelf.com) Head Office (Angola) : Total E&P Angola, Av Fevereiro No 37, Luanda, Angola Tel: +244 (222) 672000 FAX: +244 (222) 672261 Telex: 424-570-835... OPERATOR: Operator: BP Angola, Avenida Rainha Ginga 87, Luanda, Angola Tel: +244 (222) 637440 Fax: +244 (222) 637333 Web: www.bp.com Terminal: Greater Plutonio Terminal, Angola Fax: +244 (222)