General IVORY COAST

GENERAL (See Plan) PRE-ARRIVAL INFORMATION: Masters must advise ETA and draft,
24 hours and again 6 hours before their arrival, to the Port Commandant
(COMPORT) or in his absence, to the consignee. For a night arrival, the
GEO-POLITICAL: telegram must arrive at the station before 1700 hrs.
Capital City: Yamoussoukro. When at anchorage off Vridi Canal, vessels should watch for signals from
Nationality: (noun) Ivoirian, (adjective) Ivoirian. Vridi Signal Station, which keeps continuous watch, and advise them
Population: 18,373,060. regarding the time the Pilot will board their ship. Port Captain’s office and
Vridi Signal Station keep a permanent watch on VHF Channels 12 and 16.
COMMUNICATIONS: Agents may be obtained through Abidjan Radio on 2182 kHz. Abidjan Radio
International Direct Dial Code: 225. answers on 1813 kHz.
Number of Internal Airports: 7.
Major Languages Spoken: French (official), 60 native dialects with Dioula VHF: Port Control listens on Channel 16 and works on Channel 12.
the most widely spoken. Channel 12 is strictly reserved for the harbour traffic, and ships wishing to
talk to each other should do so on a ship-to-ship Channel 8.
ECONOMY: Also see ‘‘VTS/Radar’’.
Currency: 1 CFA Franc BCEAO (XOF) of 100 Centimes.
Exchange: (as of May 2008) VTS/RADAR: Installed in the Harbour Master’s office. Vessels can contact
US$ 1.00 ␦ XOF 419.52 port radar by calling ‘‘Comport Abidjan’’ on VHF Channels 16, 12 and 11, or
Exchange rates under licence from XE.com through Abidjan Radio, which keeps watch on Channel 16.
Main Industries: Foodstuffs, beverages, wood products, oil refining, truck TUGS: Tugs join vessel at the port entrance. Towing lines are provided by
and bus assembly, textiles, fertiliser, building materials, electricity and ship the tug. Tugs work on VHF Channel 8.
construction and repair. BERTHS:
ENVIRONMENT: Bananier Quay: (Banana Carrier Quay): Length 350 m., two berths,
Territorial Sea: 12 n.m. depth 7.0 m.
Other Maritime Claims: Continental Shelf: 200 n.m. North Quay: Length 775 m., five berths (No. 1 – 5) from east to west, depth
Exclusive Economic Zone: 200 n.m. 10.0 m.
Coastline Extent: 515 km. West Quay: 1,525 m., 10 berths No. 6 – 15 from north to south,
Climate: Tropical along coast, semiarid in far north; three seasons - warm depth 10.0 m.
and dry (November to March), hot and dry (March to May), hot and wet
(June to October).
South Quay: 1,145 m., six berths No. 16 – 21 from north to south,
depth 11.5 m.
Natural Resources: Petroleum, natural gas, diamonds, manganese, iron
ore, cobalt, bauxite, copper, gold, nickel, tantalum, silica sand, clay, cocoa Ro-Ro Berth: Length 200 m. Depth 12.5 m.
beans, coffee, palm oil and hydropower. A temporary Ro-Ro berth is located at the north quay of the fishing harbour,
Natural Hazards: Coast has heavy surf and no natural harbors; during length of the quay 350 m., depth 7.0 m.
the rainy season torrential flooding is possible. A quay 90 m. long, situated on the south bank of the lagoon between the
Terrain: Mostly flat to undulating plains; mountains in northwest. access canal and the discharge canal (Bietri Canal) extended by a system
Average Temperatures: of piles, permits the mooring of vessels 140 m. long and with 7.92 m. draft.
Month High Low This quay is called Siveng Quay and is reserved for the company of the
January 32␥ C 23␥ C same name.
June 28␥ C 22␥ C Mooring buoys lined up in the north part of the port (Banco Bay) are used
September 28␥ C 22␥ C by vessels taking on timber.
The quays of the port are not equipped with cranes, so loading and
unloading operations are undertaken by vessels own gear.
ABIDJAN: 05␥ 18' N 004␥ 00' W (See Plan) CONTAINER FACILITIES: Four berths (No. 22 – 25) each 200 m.
length are in service. A study with regard to equipping these quays with
Also see Abidjan SBM/MBM gantry cranes is being undertaken. The area of the container park is
60,000 sq.m. Loading and unloading of the containers is by ship’s gear.
PORT LIMITS: The pilotage zone is limited by a circle with a 3.5 mile Transport on the quays is made by trailers.
radius centred on the pier lighthouse of the west jetty of the entry canal. OTHER FACILITIES:
DOCUMENTS: All ships calling at Abidjan to discharge cargo will have Ro-Ro Berth: This berth has a park of approximately 40,000 sq.m.
to supply on arrival altogether 13 sets of Cargo Manifests and 4 sets of Details of the ramp of the temporary berth, situated on the north quay of
Freighted Manifests for each port of loading (IMO Class Code for all the fishing harbour are as follows: width 17.0 m., height above chart datum
hazardous cargoes), as the administration no longer accepts reproductions 1.5 m., permissible loading 20 tons by pulley. The height of the quay above
of documents supplied by the Agents. datum is 1.8 m.
Furthermore, Masters are reminded to hand to Agents on arrival the Vessels arriving with cereals destined for Grand Moulins d’Abidjan are
following: received at Berth No. 1, or they are given a berthing priority. Handling is by
5 Animal Lists (or nil) means of suckers and conveyor, average rate of discharge 150 t.p.h. The
Arms and Ammunition List (or nil) capacity of the silos is 30,000 tons. The Grand Moulins are also equipped
4 Bonded Stores Lists to load pellets in bulk at this berth. They can also receive cereals for third
4 Crew Effects Declarations parties; in this case the transporting vessel still benefits from the mooring
6 Crew Lists priority.
5 Ports of Call Lists The handling companies Transafric and Socopao are also equipped with
5 Narcotics Lists (or nil) suckers (Vigan pumps) for discharge of cereals. Evacuation is then made
6 Passenger Lists (or nil) either by tipper lorries (Transafric) or by direct discharge under hangar
4 Stores Lists (Socopao). The vessels are then directed to the ordinary berths and do not
1 Vaccination List. benefit from any mooring priority. The rates of discharge are 50 – 70 t.p.h.
Furthermore, the attention of Masters is drawn to the fact that the customs Palm oil is usually taken on board at Berth No. 16 where two pipelines
services are strictly enforcing the control regulations on incoming vessels come from the oil depots. The diameter of these pipelines are 4 in., and the
and very heavy fines are imposed in cases of omission or mistakes in flow rate is 250/280 t.p.h. Vessels mooring at this berth do not have priority.
Declarations of Slop Chests, Stores Lists etc. These oils may be taken on board at any other berth by tankers.
All manifests and Bills of Lading should refer to the IMO class code for Wine in bulk is also received at the ordinary berths and also discharged
hazardous cargoes. by tankers.
It should also be noted that hazardous cargo found and not mentioned in The timber yard is situated in the north part of the port. It is bordered by
above documents will have to remain on board. a quay of 380 m. from which the timber is put in the water or loaded on
Also see ‘‘Notices’’ and ‘‘Shipmaster’s Reports’’. barges before being towed to the vessel on which it is to be loaded. The
MAX. SIZE: LOA 243 m., draft 10.06 m. Greater LOA may be accepted. equipment of this park (yard) is as follows: 1␺20 ton and 1␺10 ton gantry
For drafts over this limit, a special request should be addressed to the port cranes, 1␺20 ton derrick, 3␺16 ton and 1␺7 ton forklifts.
authorities, who, after taking the tide and current into consideration, will The park for discharged timber is situated between the west quays and
decide whether or not the vessel should enter. the fishing port; it is bordered by a quay of 350 m. called Quai de Chalandge
Tankers: Draft 9.45 m. (lighterage quay), depth 2.5 m. The equipment for this park comprises:
Also see ‘‘Abidjan SBM/MBM’’. 5␺10 ton and 1␺12 ton forklifts.
DENSITY: Varies from 1025 in January to 1000 in November. The port has two floating cranes: one with 150 tons capacity and one of
RESTRICTIONS: Ships may enter or leave Abidjan only between certain 25 tons capacity.
time limits. These limits can be obtained from the Pilot Station on Mooring of tankers at the wharves of the Vridi Canal is made at slack water
Channel 12 or from the local Agent no more than 3 or 4 days ahead of time. and departure at the end of high tide. It is also to be noted that, in spite of
PILOTAGE: About 1 hour prior to arrival ships equipped with VHF shall reinforced moorings, the mooring to these wharves is sometimes rendered
confirm to the pilot station, on Channels 12 or 16, their correct hour of arrival impossible because of the heavy swell which builds up in the canal.
off the roads; then the boarding time for Pilot shall be communicated. It is Prime materials for manufacture of fertilisers are received in bulk at the
essential that these times are clearly understood both by ship and pilot station. Siveng Quay where discharge is by derricks and suckers.
Ships shall stay in a position so they keep across the swell and the wind The banana carrier quays are provided with air conditioned and stocking
which both generally come from the south and they shall put the pilot ladder hangers as well as necessary equipment for loading.
on the lee side, i.e. port if steering eastward, starboard if steering westward. SOGIP Shipping: Private quay for fishing vessels. Cold room with capacity
Pilotage is compulsory, except for shifting alongside quays. For ships of 2,200 tonnes at ␤20␥C.
leaving harbour or shifting within harbour limits, request for a Pilot should be TANKER FACILITIES: Two oil wharfs situated on the east bank of the
made at the Harbour Master’s office at least 3 hours before sailing or shifting. access canal accommodate large vessels of more than 200 m. with a max.
For a night sailing or shifting, request must be made before 1700 hrs. draft of 9.45 m.
Warning: When embarking Pilot, keep well clear of sandbank extending Also see ‘‘Ship Officer’s Report’’, ‘‘Shipmaster’s Reports’’ and ‘‘Abidjan
from entrance to Vridi Canal. SBM/MBM’’.
ANCHORAGES: Vessels may anchor on the outer road in 20 – 30 m. of STEVEDORES: Gangs must be ordered before 1700 hrs. on the previous
water, firm sandy bottom, also to the south and to the west of the west jetty day.
of the Vridi Canal. MEDICAL: All medical services and hospitalisation can be arranged
PRATIQUE: Request for free pratique is given by the Agent to Port Health without difficulty. Crew members are obliged to have valid certificates against
Authority, who will board vessel on arrival. yellow fever.

See guidelines for compiling and submitting information (page xi) 1515
IVORY COAST Abidjan
FRESH WATER: Supplied from the quay at the rate of 40 t.p.h. per SHORE LEAVE: Allowed without restriction.
hydrant. Can be supplied by barge. Also see ‘‘Notices’’.
FUEL: 1500 secs. fuel available from Abidjan Refinery. Notice required. REPATRIATION: Can be arranged.
REPAIRS: All types of repairs can be effected. There is a floating dock IDENTIFICATION CARDS: Should be carried by crew going ashore.
with lifting capacity 2,000 tons. DEVELOPMENTS: The port extension project of the Locodjro site (west
POLICE/AMBULANCE/FIRE: Police Tel: 355757. Fire Tel: 238/82. bank of the Bay of Banco) to be constructed. Facilities to include container
Ambulance Tel: 238/82. terminal, mineral terminal, additional fishing port, clinker berth and additional
SECURITY/GANGWAY: Services of shore watchmen are general cargo berths. 2␺40 ton gantry cranes to be installed.
recommended. See ‘‘Notices’’. SHIPMASTER’S REPORT: February 1985.
PIRACY: February 1988: Whilst at anchor overnight awaiting berth, vessel Customs: It is advisable to declare all valuable goods such as television
was boarded by armed pirates who threatened crew and stole stores and sets, video-recorders, video tapes, radios and binoculars, also soft drinks
crew effects. and beer, as it is common for Customs to impose fines of $1,000 – $2,000 if
Vessel berthed in morning and worked from 0730 – 1930 hrs. During the incorrect declaration is made.
night, whilst alongside, the vessel was again boarded and plundered. The Ship’s Stores List/Provisions List must also be correct otherwise fines
TIME: GMT. No alterations during the year. will be imposed.
LOCAL HOLIDAYS: 1 May and 7 December no work can be carried out. SHIPMASTER’S REPORT: August 1991.
Other holidays which may be worked at overtime rates are: 1 January, Easter Vessel: Tanker (also see ‘‘Plan’’).
Monday, Whit Monday, Ascension Day, 1 November, Christmas. Berth: Vridi Canal, tanker berth.
NOTICES: Operations: Neither the pilot or Port Authority give any idea as to what can
Agent’s Notice to Masters : be expected at this berth, and they tend to moor the vessel with bare minimum
Dated 1968. of mooring ropes.
DOCUMENTS – SECURITY – WARNINGS. There is always some kind of swell in this channel, which surges the ship
In order to comply with the various local regulations and meet the different and causes mooring ropes to part frequently, moreover the ebb current from
Port of Abidjan Authorities requirements, we give below, the necessary 3 hours after HW to LW is very strong. Although the tide is only 1 m., this
instructions, information and warnings. channel is the only main outlet for the water in the large lagoon and river,
Documents: Upon arrival you will have to hand over the following hence it is absolutely essential to have as many ropes leading forward as
documents to the corresponding authorities: possible, and preferably port anchor dropped well ahead before berthing, so
1. To the Agent: 4 Crew Lists, 4 Ports of Call Lists, 4 Passenger Lists, that it can take weight of the vessel.
1 Store List, 1 Animal List, 1 Crew Declaration List, 1 Drugs List, SHIP OFFICER’S REPORT: August 1994.
1 Arms and Ammunition List, 2 full sets of Inward Manifests. Vessel: Tanker.
2. To the Customs Officers: 1 Crew List, 1 Ports of Call List, 1 Passenger Berth: SIAP Berth (Texaco-Total-Agip) in Vridi Canal (also see ‘‘Plan’’).
List, 1 Store List, 1 Crew Declaration List, 1 Drugs List, 1 full set Vessel’s Characteristics: Double hull tanker. LOA 135 m., beam 20.0 m.,
Inward Manifest. draft at berth 6.50 m. Bow propeller and pitch propeller. 11,380 d.w.t. Total
3. To the Police Officers: 1 Crew List, 1 Ports of Call List, 1 Passenger cargo on board on arrival at Abidjan 8,200 tonnes Avogas 100 LL.
List, 1 Animal List, 1 Arms and Ammunition List.
4. To the Health Officers: 1 Crew List, 1 Ports of Call List, 1 Passenger Anchorage: Vessel anchored in position Lat. 05␥ 12.8' N, Long. 04␥ 02.4' W,
List, 1 Animal List, 1 Vaccination List. 1.6 miles from land, and waited for berth. During the night, it is recommended
5. Remarks: We must stress that all these above documents must be to keep a good watch to prevent possible actions against vessel and crew.
correctly and accurately completed, your attention is especially drawn All doors of the living quarters were closed, except the bridge entrance. Also,
to the documents given to the Customs Officers: Store List, Crew all the doors to deck stores were secured, including engine room external
Declaration List, Drugs List, which will be thoroughly checked and entrance, so the vessel was completely safe. It is also recommended to clear
any discrepancies could lead to heavy fines to the vessel. all the equipment from lifeboats and close the free-fall launch, if vessel is
Customs Regulations require that any item which is not absolutely equipped with one. To discourage boarders, we suggest illumination of the
necessary to the functioning of the ship must be declared. This sea every 15/20 minutes with the searchlight. During the night, there were
concerns mainly any television, radio, video, or other electrical two persons on watch and nothing occurred to the ship and crew.
apparatus belonging to the ship which have to be mentioned on the Berthing: The Pilot boards on the starboard side close to the entrance of
Store List together with all items usually declared. the Vridi Canal. It is recommended to leave the QR Whis ‘‘AN’’ Buoy on port
Also for exchange control operations, Customs require that any side as the ship proceeds for berthing with inward tide. The tug joins the
amount of foreign currency which is either personal to a crew member vessel in Vridi Canal and the towing line is provided by ship. When in position,
or belonging to the ship’s funds in excess of CFA150.000 per man drop port anchor (useful for unberthing), and start mooring operations with
(approx. US$335.00) must be declared on the Provisions or Crew head/stern line (only one by mooring boats). As soon as possible arrange
Declaration List. for springs and breast lines, and when the ship is well positioned, complete
mooring operation of 3/2/2 at Total. Pay attention when vessel is close to
Security: You are hereby advised that security wise, Abidjan Port is quite the circular cement dolphins, as they are not well equipped with fenders.
unsafe these days, and Master must protect his ship against the following: Berthing is always starboard side alongside. Gangway with net to be supplied
Robberies and Pilferage of Cargo and Vessel Property: Police officers by the ship. Hoses of 6 in., 8 in. and 10 in. are fitted by shore personnel. It
watch is compulsory on vessel discharging foodstuffs. However, additional is recommended to have other ropes ready as Vridi Canal is the access to
watchmen (private or police) are recommended to avoid robberies and the port, and when vessels of deep draft transit the Canal, ranging at the
pilferage of cargo. Please discuss this matter with your Agent who can order berth occurs. When alongside, keep all doors and bridge closed, to prevent
the necessary watchmen at your request and for your account. stowaways entering accommodation.
It is further recommended to keep all cabins closed and keep a watch at Documents: Before arrival prepare following documents:
the entrance to the living quarters. 4 Animal Lists
Prostitution: Even though they are not allowed to enter the port area, 4 Arms and Ammunition Lists
prostitutes board vessels either from shore or lagoon side. 4 Cargo Manifest Lists (including cargo even if in transit)
You are hereby informed that such practices are strictly prohibited and 4 Crew Effects Declarations (any items such as
vessel will be prosecuted and fines levied by police in case prostitutes are radios/cameras/hi-fi/gold/watches/souvenirs/currency/etc.)
found on board your vessel. 10 Crew Lists
Warnings/Smuggling: We draw your attention on the strictness of the local 4 Deck/Engine Stores Lists (see ‘‘Appendix’’ below)
Customs regulations and hereby warn you and your crew of the heavy risks 4 Lists of Ports of Call
taken in case of any attempt at smuggling. 4 Narcotics Lists, with expiry dates
We strongly warn crew members not to deal with anyone trying to sell local 4 Ship’s Currency Lists
produce (such as cocoa or coffee) or to buy any part of your cargo or personal 4 Stores and Provisions Lists
effects (such as radios, televisions, videos, watches, sugar, rice, fish, etc.). 4 Stowaway Lists
Please note that some of these ‘‘dealers’’ are ‘‘Agent Provocateurs’’ and the 4 Vaccination Lists (Cholera and Yellow Fever compulsory).
Customs usually prosecute the vessel with fines out of all proportions. Immigration, Port Health Authority, fire brigade, Customs and many
You are also reminded that crew members are not allowed to carry in and shipchandlers, the Agent and four watchmen board on arrival. It is very
out the port any personal effects or provisions of any value. important to cooperate with authorities, especially (repeat especially) with
CONSULS: The following countries are represented locally: Customs.
Algeria Gabon Norway No difficulties encountered and no fines occurred to the ship and authorities
Argentina Germany Poland were very friendly.
Austria Ghana Romania Leaving the Berth: Pilot joins vessel from shore. Make sure that stowaway
Belgium Guinea Russia check is done.
Benin Guinea Bissau Senegal The anchor and tug (ship’s line) used to shift vessel from berth, and as
Brazil India Spain soon as the anchor is clear, tug leaves the ship and remains for assistance
Canada Israel Sudan only. Ship turned in Vridi Canal, near the berth, using the bow propeller only
Central African Republic Italy Sweden and making optimum use of the outward current/tide. Pilot leaves ship from
Chile Japan Taiwan port side as vessel leaves Vridi Canal.
Colombia Korea Tunisia Appendix:
Congo Lebanon United Kingdom Port . . . . . Date . . . . .
Congo, DR of Liberia USA Ship’s Manifest of Deck and Engine Stores
Denmark Mali Upper Volta Televisions ..... Interface .....
Egypt Mauretania Vietnam Video Rec. Player ..... Interface Sample .....
Ethiopia Morocco Zambia Radio Cass. Player ..... Flash Light (new) .....
Finland Netherlands Video Tape ..... Flash Light (used) .....
France Nigeria Electr. Calculator ..... Lantern .....
Typewriter ..... Cell for Lantern .....
TELEPHONES: Can be connected on board if requested for vessels Copy Machine ..... Cement .....
moored at Quays No. 1, 2, 4 and 5. Binoculars ..... Rags .....
NEAREST AIRPORT: Abidjan International Airport, 10 km. Walkie-Talkie ..... Tow .....
CUSTOMS: Each man allowed to retain 200 cigarettes and one bottle of Safety Shoes (new) ..... Soda .....
alcohol. Work Suit ..... Sawdust .....

1516 Readers are encouraged to send updates and additions (page xi)
Abidjan IVORY COAST
Rain Coat ..... Mooring Ropes ..... 6 Stowaways Lists.
Gas Tester ..... Wire Ropes ..... Check on arrival bunkers, all kinds of paints, chemicals in the engine room,
Sounding Line ..... Whip ..... solvents, thinners, etc. Declare soft drinks, beers, liquors, radios, videos,
Oxygen Detector ..... Paint ..... video cassettes, films, cigarettes, engine and deck stores, acetylene, oxygen
Cell Batteries ..... Solid Soap ..... and freon (empty or full) bottles, personal belongings, refrigerators, washing
Explosimeter Cal. Kit ..... Liquid Soap ..... machines, grease, filters and currency. Everything should be declared to
Explosimeter ..... Powder Soap ..... avoid custom’s fine and arrest of the ship because customs here are very
Work Gloves ..... Line ..... strict.
Rubber Gloves ..... Thinning ..... Be careful because bunkers may be checked on berthing.
Eskimo ..... Paint Brush ..... Declare all stores including those which are kept aside for presents.
Company Flags (new) ..... Paint Roll ..... Officials: Customs officers count everything in bonded stores, if any
Wipping Waste ..... Ipoc. Sodium ..... discrepancies, this will result in a heavy fine. Even with no mistakes they
Neon Tube ..... Elec. Bulb ..... also ask for many cartons of cigarettes, whisky, beer and soft drinks. After
Small Cup ..... Cup ..... giving out presents Master can take what he needs for entertaining in harbour
Saucer ..... Coffeepot ..... from bonded store, then Customs officer seals it.
Table Knife ..... Spoon ..... There are many port officers who come on board, checking something but
Coffeespoon ..... Fish Knife ..... ask just for present. The sludge oil declaration should be correct.
Nutcracker ..... Peppermill ..... Max. Size: Draft limit (sea water) 10.50 m.
Laddle ..... Saucepan ..... Berthing: Ship berthed starboard side alongside at Berth No. 1, discharging
Tin Opener ..... Glasses ..... wheat using shore gear, only one unit from factory, discharging rate 110 t.p.h.
Hot Plate ..... Plates .....
Oil & Vinegar Cruet ..... Sugar Bowl ..... Gangway/Deck Watchman: Compulsory to employ watchman.
Cheese Bowl ..... Ice Bucket ..... General: Two ship’s headlines were secured to a buoy. At 0300 hrs. two
Soup Tureen ..... Towel ..... thieves using a small boat cut the lines attached to the buoy. They fled when
Single Sheet ..... Double Sheet ..... discovered.
Pillow Slip ..... Table Cloth ..... SHIPMASTER’S REPORT: December 1998.
Napkin ..... Mess Jacket ..... Vessel: Tanker, 30,000 d.w.t.
Bed Cover ..... Blankets ..... Berth: Petroci, Societe Ivoirienne de Raffinage Terminal.
Baker Shovel ..... Cutlery Kit ..... Cargo: HPFO.
Engine Oil ..... Diesel Oil ..... Port Formalities: The Agents were very helpful. Dealings with customs
Fuel Oil ..... and the port authorities were handled very judiciously. They also provided
Plus anchors, chains, nautical instruments, cabin furniture, kitchen utensils, all necessary information and kept the vessel informed about delays in
deck and engine equipment/furniture for navigation.
berthing.
Signed . . . . . . . . Master.
The port authorities were courteous and left upon completion of
SHIPMASTER’S REPORT: December 1995. documentation, having received normal gratuities.
Vessel: Tanker. The Agent sends a message listing documents required:
7 Arms/Ammunition Lists
Vessel Size: 41,000 d.w.t..
3 Crew Effects Declarations
Berth: Petro Ci (T-type jetty).. 8 Crew Lists
Cargo: Gasoline (transhipped to vessel at next berth via shoreline).. 3 Dangerous Cargo Lists
Terminal: Societe Ivoirienne de Raffinage. 7 Drugs Lists
Connection: 1␺8 in. hose. 7 Narcotics Lists
General: Pilot boards at stated pilot station, one Pilot for all operations. 7 Passenger Lists
Vessel moored starboard side to (3-2-2) and used port anchor. Leads for 7 Ports of Call Lists
moorings are good, both forward and aft. Springs sent from poop without Shore passes are required by all intending to go ashore
problem. Mooring boats used forward and aft. Two tugs used, pushing 3 Stores List (with deck, engine, cabin and bonded items)*
alongside only, without making fast. 7 Stowaway Lists
Shore gangway used, good position and manoeuvrable. Jetty surrounded 3 Vaccination Lists.
by security fencing and both jetty and gate manned at all times. * Note from Agents regarding Stores List: ‘‘We draw your particular attention
Jetty is in Canal de Vridi and strong currents can be experienced, especially to the quantity of paint, thinners, chemicals, grease, lube oil, cement, arrival
during rainy season. Maximum current encountered 1 knot. bunkers, empty drums, full drums, VCRs, video cassettes, refrigerators and
Agents were very helpful and can be contacted via VHF throughout. washing machines. Everything onboard must be declared to avoid heavy
Company mail received onboard and crew changes carried out without many customs fine.’’
problem. We were warned that customs authorities are most particular about The customs were very particular in checking all stores items, so do not
Stores Declaration, down to the number of drums of grease onboard. We forget to take into account allowances for gratuities.
were advised to conduct meeting with Customs in crew messroom as The vessel was also boarded by the Port Control authorities who checked
opposed to general office. All other officials were very courteous, congenial all ship’s certificates, officers Certificates of Competency, Carriage of
and prompt. Customs did not attend vessel. Dangerous Cargoes Certificates, and went around checking all safety
Information obtained from Loading Master is that if loading cargo at this equipment on board.
berth, only 1␺10 in. chicksan is available for each grade and the normal Approaches: Vessel contacted ‘‘Comport Abidjan’’ on VHF
loading rate given is 800 cu.m./hr. Channels 16 and 68, about 2 hours prior to arrival at the roads and passed
There is a vast amount of weed and grass floating in and out of the canal on all particulars. As there were no instructions for berthing, I preferred to
on the tide. This becomes choked alongside jetty and around the vessel,
drift about 12 miles off the harbour entrance, to avoid boarding by pirates.
giving the appearance of being moored in a field.
As a precautionary measure, all doors were kept closed and only the bridge
Vessel berths and sails on slack water.
access door was left open. Additional locks were placed on storerooms and
Pirates: Whilst waiting at anchorage, this vessel was attacked by pirates. two persons were on continuous deck watch at night. There were no
Pirates also attacked another tanker at anchor in ballast condition.
occurrences, except on one occasion, when a boat tried to approach but
SHIPMASTER’S REPORT: November 1997. turned away due to the presence of a vigilant deck watch.
Documents: The following documents are required: During daytime, the vessel moved close inshore to pick up the cargo
4 Animals Lists surveyor for sampling. Numerous small local craft approached the vessel
4 Arms and Ammunition Lists offering local fruits in exchange for empty drums, ropes, etc., but were not
2 Bonded and Provision Stores Lists encouraged.
8 Crew Lists Pilot boarded the vessel off the ‘‘AN’’ Buoy (characteristic QR with whistle)
6 Dangerous Cargo List. and berthed the vessel. The entrance to the Vridi Canal is made with extreme
Dangerous Cargo List and Crew List must be sent 48 hours prior to arrival. caution and vessels should use maximum power with good steerage,
2 Deck Declarations especially loaded tankers, as the stream setting towards the banks can attain
2 Engine Declarations
a rate up to 5 knots. The leading lights marking the entrance are well marked.
4 Kroo Boy Lists
The Pilot informed us that when currents are over 2 knots in the canal, the
4 Mail Lists
1 Maritime Declaration of Health canal is closed for navigation.
4 Narcotics Lists Berthing: Port anchor was dropped off the berth and the vessel was pushed
4 Parcel Lists towards the berth by two tugs (tugs are not made fast). The tugs and mooring
4 Passenger Lists boats passed at the earliest opportunity, all the mooring lines except the
2 Personal Effects Declarations spring lines. Head lines and stern lines were passed first, to position the
6 Ports of Call Lists vessel. All stern lines were secured to a buoy, and one must have rope
2 Ship’s Stores Inventories stoppers ready for securing to the buoy. The mooring arrangement was
4 Stowaway Lists 4-2-3 fore and aft with 7 shackles on deck on the port anchor. Pilots and tugs
1 Vaccination List. left as the last line was secured.
SHIPMASTER’S REPORT: March 1998. The berth is offset from the centre of the main channel and berthing is
Documents: Prepare all forms so acceptable format by INM-C. always starboard side alongside. Whilst at the berth, it was noticed that the
Before berthing and to avoid any custom’s fines please prepare the vessel surged continuously, and at times about 2 – 4 m. Strong current and
following: ships passing close by result in heavy surging, often causing mooring ropes
6 Animals Lists to part. Broken lengths of spring or breast lines can be retrieved by the ship’s
6 Arms/Ammunitions Lists crew, but for head and stern lines, the services of a mooring boat from the
3 Crew Declaration Lists Port Authority is required. If left unattended overnight, there is every possibility
10 Crew Lists that the mooring line tails will be missing by morning. The vessel had a few
6 Dangerous Cargo Lists instances of ropes parting that had to be replaced immediately. With the help
6 Narcotics Lists of a passing local craft, the mooring line tails could be retrieved.
10 Passengers Lists Ship’s gangway is to be used, but due to constant surging, made
10 Ports of Call Lists accessibility difficult. The MOT ladder was used instead. Gangway net and
3 Provisions Lists. rat guards are to be put out upon berthing as inspectors from the Harbour
3 Stores Lists Master’s office board at any time and impose heavy fines in case of absence.

See guidelines for compiling and submitting information (page xi) 1517
IVORY COAST
Unberthing: When unberthing, one tug was made fast aft with ship’s line after
vessel had singled up to a head and spring line. Once the vessel had let go
and cleared the berth, the tug was cast-off and then used to assist the vessel
in turning around in the turning basin at the inner end of the channel. The
Pilot disembarks just off the Vridi Canal entrance from the lee side.
Cargo Operations: Normally 1␺8 in. hose is connected for discharging fuel
oil (once had a 6 in. hose connected). The maximum discharge rate achieved
using an 8 in. hose connection was 750 cu.m. per hour. Towards the
completion of discharge, caution has to be observed, as there is often
excessive back pressure (up to 200 p.s.i.), forcing the vessel to stop
discharging until the pressure has eased. The Loading Master and Cargo
Surveyors are only present while starting discharge and towards completion.
Repatriation/Mail: Crew changes, crew mail and spares handled without
any problems.
Gangway/Deck Watchman: Three watchmen are posted onboard from
the Agency, and they often act as interpreters and are helpful.
Garbage Disposal: Garbage collection service is provided daily, at a
charge.
Storing: Ship chandlers can offer seasonal fresh provisions and other
general stores, but at very high rates and of poor quality.
AUTHORITY: Port Autonome d’Abidjan, BP. V85, Abidjan, Ivory Coast.
Tel: +225 2123 8000, 2123 8280. FAX: +225 2123 8080, 2123 8282.
Telex: 42318 DGPAA CI. Email: info@paa.ci.org Web: www.paa.ci.org
Contact: Director General.
ABIDJAN SBM/MBM: 05␥ 18' N 004␥ 00' W (See Plan)
Also see Abidjan.
LOCATION: Multi-Buoy Mooring Terminal (MBM): Located about 1 n.m.
in a 170␥ direction from Port Bouet Lighthouse (Lat. 5␥ 14' N,
Long. 3␥ 57.5' W).
Single Buoy Mooring Terminal (SBM): Located about 1.2 n.m. in a
210␥ direction from Port Bouet Lighthouse (Lat. 5␥ 13.7' N, Long. 3␥ 58' W).
Territorial Waters: The sovereignty of the Republic of Cote d’Ivoire extends
to 12 miles from the lowest sea water mark along coast.
CHARTS: French charts issued by the Marine Hydrographic Department
No. 5853, 6126, 6127.
Nautical Publications: French Nautical Instructions, Volume V, Series C,
Africa West Coast.
Book of Lights and Fog Signals, Series C.
DOCUMENTS: Boarding Formalities: The port of Abidjan Pilot is
commissioned by Health Authorities for Health Declarations.
For customs and police formalities, contact your shipping Agent.
Also see ‘‘Abidjan Port’’.
MAX. SIZE: MBM: 30,000 – 80,000 d.w.t., LOA 170 – 250 m., draft 13.7 m.
SBM: 80,000 – 250,000 d.w.t., minimum LOA 200 m., draft 21.0 m.
PILOTAGE: Pilotage is carried out by the Pilots of the port of Abidjan.
Signals for Pilot are international code signals. A Pilot may be obtained
through VHF Channels 12 or 16. Pilotage is compulsory for mooring and
sailing. On the request of the Master, the Pilot remains on board during the
ship’s call. Boarding point shall be either at temporary anchoring point or, if
the ship can moor on arrival, between two and three miles south of the Vridi
Canal entrance.
Please note that ‘‘pilotage consists of assistance given to Masters for the
leading of vessels entering and leaving the pilotage area or for moving within
this area by staff commissioned by the Port Authority’’.
The attention of Masters is drawn to the fact that they are at any time fully
responsible for any damage or accident caused, by night or day, by the
leading and manoeuvring of their vessels.
Also see ‘‘Tugs’’.
ANCHORAGES: Temporary Anchorage: From 2.5 – 3 n.m. ␺
235␥ from the Vridi Canal entrance, ships anchor without assistance.
Navigation Aids:
a) Port Bouet Lighthouse: Square white tower with a black top, with
flashing light, 34 m. high.
Position: Lat. 5␥ 14.9' N, Long. 3␥ 57.5' W.
The range of the light is 23 n.m. and characteristic are 3 flashes
every 15 secs.
b) Light Buoy SL, located south of the MBM Terminal.
Position: Lat. 5␥ 13.40' N, Long. 3␥ 58.15' W.
The range of the light is 8 n.m. and characteristics are 2 flashes
every 6 secs.
c) IMODCO SBM Terminal light.
Position: Lat. 5␥ 13.7' N, Long. 3␥ 58.15' W.
The range of the light is 5 n.m. and characteristics are 2 flashes
every 3 secs.
PRE-ARRIVAL INFORMATION: ETA: ETA must be radioed to
shipping Agents in Abidjan 72 hours, 48 hours and 24 hours prior to arrival.
The vessel must keep Agent informed of any change of ETA. The message
must give the following information:
a) ship’s name, call sign and flag
b) ETA (GMT)
c) maximum loading/unloading rate
d) time for deballasting/ballasting (clean ballast)
e) maximum draft
f) length overall
g) displacement.
The Master must also cable the Abidjan Port Master, the day before arrival
on the Vridi Roadstead and at least 6 hours prior to arrival, to confirm ETA
(GMT) and fore and aft drafts. Cable address: ‘‘COMPORT ABIDJAN’’.
Telex: 23674, 23476 COMPORT).
VHF: Harbour Master on Channels 12 and 16. Tugs on Channel 6.
Terminal’s stand-by tug (‘‘N’Gounie’’) on Channel 14.
Private Frequencies: SIR has the free use of two private frequencies for
its operations, 155.850 MHz and 155.875 MHz (priority on 155.850 MHz).
A permanent radio link is established by SIR Agent with the refinery during
vessel’s call with portable sets.
1518
Abidjan
TUGS: Towage and stand-by security are compulsory at both berths (MBM
and SBM). The terminal’s tug (‘‘N’Gounie’’) can be called through VHF
Channel 14. Towage and stand-by security expenses are incurred by the
ship.
The local towage station Ivoirienne de Remorquage et de Securite (IRES)
can be called through VHF Channel 6.
Mooring Service/Boat Service: Mooring is carried out by a launch and
personnel designated by SIR. These personnel remain at the Shipmaster’s
disposal during the time necessary for manoeuvring.
A company Loading Master and a mooring gang will board the tanker at
either the anchorage area or other agreed location to take her to her assigned
berth. The Loading Master will advise the ship’s Master on the proper
approach to the terminal, mooring and unmooring operations, connecting and
disconnecting of hoses.
Tug(s) and/or launch(es) assist in berthing vessels. Such tug(s) or
launch(es) are under the direct control and supervision of the Loading Master.
Any service and/or facilities provided by SIR, including but not limited to, the
services of Loading Masters, tug(s) and/or launch(es) and their crews, or
berthing and loading/unloading equipment are provided entirely at the risk
and the responsibility of the vessel without any liability from SIR.
BERTHS:
Multi Buoy Mooring Terminal (MBM):
This terminal is designed to provide loading facilities for heavy fuel oil, and
discharging facilities for heavy fuel oil and crude oil.
It can accommodate ships from 30,000 – 80,000 d.w.t., length 170 m. (min.)
to 250 m. (max.)., max. draft 13.7 m. Derrick to have minimum SWL of
8 tonnes. Diameter of manifold 12 in.
A 24 in. nominal flow line connects the terminal to the refinery
(approximately 5 km.). The underwater hose system consist of two hose
strings of 12 in. which do not float (each 60 m. long). They are on the sea
bed (16 – 20 m. depth).
This terminal consists in eight moorings as follows:
a) 2␺7 tons anchors and 2␺80 mm. ␺ 30 m. chains (except No. 8 which
only has one anchor)
b) A 90 m. (3␺30 m.) master chain, 80 mm. thick on sea bed
c) A 21 m. (9 m. and 12 m.) chain line linking the master chain to mooring
buoy
d) A 5 ton cylindrical mooring buoy (except No. 8)
e) A steel mooring cable (46 mm. ␺ 200 m.) for Buoys No. 1 – 4 and
(46 mm. ␺ 300 m.) for Buoys No. 5 – 8.
When not in use, the cables are laid on sea bed. The cable ends end with
a 22 mm. cable with a marking buoy.
Vessel will berth at SIR MBM with both anchors out and 8 terminal wires
secured as follows:
a) four around the stern
b) two on the main deck forward
c) two on forecastle (Necessary to have 2 winches aft).
Vessel must have ready on arrival:
a) four messenger lines
b) two wire line stoppers.
The terminal can provide 8 wire rope stoppers.
Mooring at MBM: Mooring at MBM can only be carried out by day, in specific
meteorological conditions (time is fixed by the Port Authority), with the
assistance of a tug as follows:
a) approach according to Pilot’s instructions
b) drop starboard anchor first, then port anchor
c) moor aft, then forward, lines hooked up from SIR mooring launch
d) make fast mooring lines and chains.
In favourable weather conditions, mooring may take 2 – 4 hours. Mooring
lines are provided by SIR and consist of 46 mm. steel cables supported by
buoys on 22 mm. cables.
Single Buoy Mooring Terminal (SBM): This is a single swivel buoy type
mooring and is designed to provide discharging facilities for crude oil. It
accommodates vessels from 80,000 – 250,000 d.w.t., with single mooring
point on the bow.
Diameter of manifold is 16 in.
SWL of derrick to be minimum of 10 tonnes.
Bow to centre manifold distance to be maximum of 150 m.
A 42 in. nominal diameter 5 km. long line connects the SBM Terminal to
the refinery.
The underbuoy hose system is divided into two lines of 24 in., which do
not float.
The floating hose system tied to the loading point is made up of:
a) a 190 m. ␺ 24 in. floating hose string
b) one T-shaped reduction piece 24 in./16 in.
c) 2␺35 m. ␺ 16 in. floating hoses to be connected to the tanker’s port
manifold.
Water depth at the terminal is 49 m. in a 400 m. radius. Water depth varies
from 30 – 80 m.
The terminal consists of a 12.5 m. diameter IMODCO buoy, with a circular
fender projecting approximately 1.5 m. beyond the hull diameter under the
water line. The buoy is moored by six chain legs spaced at 60␥ intervals and
6␺20 ton anchors within a 300 m. radius.
The mooring system consists of:
a) a single nylon 450 mm. hawser (minimum) with breaking strength of
430 tons (950,000 lbs.), 46 m. long (150 ft.) with 20 pocket hawser
floats
b) a hard rubber anti-chafing chain (67 mm.␺9 m.), supported by a buoy
c) a polypropylene messenger line (254 mm.␺61 m.)
d) an emergency mooring aid system consisting of a hawser pipe and
three mooring bitts, located on the mooring arm and allowing the ship
to send three doubled-up bow lines.
Readers are encouraged to send updates and additions (page xi)
Abidjan SBM/MBM
Mooring at Single Buoy Mooring on Swivel Buoy: Mooring on the swivel
buoy is done in daytime only, with assistance of a tug as follows:
a) approach according to Pilot’s instructions
b) floating hoses hooked by SIR service launch
c) messenger line taken to vessel’s bow by SIR service launch
d) mooring.
During calls, the assistance of a tug is compulsory to keep vessel clear of
buoy in case of violent change of current.
Vessels required to anchor on arrival will anchor from 2.5 – 3 n.m. ␺
235␥ from Vridi Canal entrance, or as otherwise instructed by Port Authority.
Ship’s anchor without Pilot’s assistance.
Vessels are advised to anchor only in the stated area due to the existence
of submarine pipelines in other areas.
With the exception of the anchoring required under control of the Pilot at
the MBM berth, anchoring is forbidden in any other area outside the stated
area.
CARGO OPERATIONS: Notice: The Notice of Readiness must be
addressed to SIR.
Connection: General: The tanker’s port side derrick (SWL 10 tonnes at
SBM and 8 tonnes at MBM) must be rigged before mooring is completed.
During connection and disconnection of hoses, the assistance of the
vessel’s crew is necessary, in particular to operate winches and derrick.
During the vessel’s call at the terminal, a SIR Agent will act as Loading
Master, with the assistance of a SIR crew, and will remain in VHF contact
with the refinery and the launch service.
Permanent access on board the tanker must be provided (ladder or
gangway).
MBM: Connection at the Multiple Buoy Terminal is carried out with two strings
of underwater hoses, 60 m. long (180 ft.) ␺ 12 in. nominal diameter, ending
with a valve and a flange (150 ASA series). SIR cannot provide any reduction
pieces.
SBM: Connection at the swivel buoy is carried out with two hose strings,
35 m. long ␺ 16 in. nominal diameter, ending with a valve and a flange
(150 ASA series). SIR cannot provide any reduction pieces.
Pumping: General: Tank inspections, ullage reports, sampling before and
after loading or discharging are carried out in the presence of the Loading
Master, representing SIR and any other Agent commissioned to survey
loading or discharging.
When loading, the officer on duty will inform SIR Agent 20 minutes before
completion to allow pumping to be stopped in due time.
The vessel’s Master is fully responsible for valve operation on board and
for security.
Masters are warned of the serious consequences of closing or partially
closing valves against the oil flow from the terminal. Should damage to the
terminal’s loading equipment result from such malpractice, costs of all direct
and consequential damage shall be for vessel’s account.
When discharging, operations can only start after SIR’s agreement has
been radioed to Loading Master who informs the officer-in-charge. Loading
may start only after the Safety Check List has been fully covered and
approved jointly by vessel and Loading Master acting as SIR Agent. This
Check List must be dated and signed by both parties before operations may
start.
MBM: Vessel must receive and segregate on arrival SIR line displacement
of about 2,000 cu.m. of LCO (Light Cycle Oil) or fuel oil 180 CST and pump
it back on completion of discharging/loading.
After discharging/loading, the vessel can be required to put water in hoses.
Loading: Heavy fuel is loaded at a rate of 800 – 1,200 cu.m./hr., according to
the nature and temperature of the product.
Discharging: Heavy fuel and crude oil are discharged so that pressure at the
vessel’s manifold does not exceed 10 bars which corresponds to:
1,500 – 2,500 cu.m./hr. for heavy fuel or
2,500 – 3,500 cu.m./hr. for crude oil.
The vessel is requested to maintain discharging pressure at the manifold
at about 10 bar without dropping under 7 bar. Any drop under a 7 bar pressure
will be reported and be the subject of a letter of reservation on any possible
demurrage.
SBM: Crude oil will be discharged so that pressure at vessel’s manifold will
not be higher than 10 bar, approximately 8,000 cu.m./hr.
The vessel is requested to maintain a discharging pressure of 10 bar,
without dropping under 7 bar. Any drop under 7 bar in discharging pressure
will be the subject of a letter of reservation on possible demurrage.
After discharging, the vessel can be required to put water in the hoses.
BALLAST: Deballasting: Port Bouet Terminals have no ballast reception
or slop disposal facilities, and therefore vessels arriving in ballast must ensure
that the ballast is clean and suitable for pumping directly to the sea. Vessels
arriving with ballast unsuitable for pumping to the sea will be rejected for
loading, or will be required to keep on board that portion of their ballast
unsuitable for discharge to the sea, and SIR will not entertain any claim for
delay and/or deadfreight so caused.
POLLUTION: The Master is responsible for ensuring that no petroleum
is discharged or spilled from his ship into the waters of the terminal. Drip
pans shall be in place at all times under all manifold connections and all
overside deck scupper pipes or openings on the loading (and/or transfer)
decks, shall be securely closed and oiltight.
Any vessel causing pollution of the waters of the terminal or sighting such
pollution shall immediately inform the SIR representative.
In the event that any ship should discharge or spill any dirty ballast,
petroleum, contaminated water, bilge water or petroleum waste in the waters
of the terminal, SIR shall have the right (but without prejudice to any other
rights it may have) to take any action which in its opinion is necessary to
clean up or remove any contamination or pollution resulting from discharge
or spill.
The vessel will be responsible for all payments, cost and expenses made
or incurred by SIR in cleaning up or removing any such contamination or
pollution, as well as all charges and losses of any kind whatsoever in respect
to time lost whilst cargo operations at the terminal involving the vessel in
question, and all other vessels and operations are stopped.
MEDICAL: There are three hospitals (Treichville University Hospital,
Cocody University Hospital and Yopougon University Hospital, locally
referred to as CHU de Treichville, CHU de Cocody and CHU de Yopougon),
many private clinics, general practictioners, specialists, surgeons and dentists
available.
See guidelines for compiling and submitting information (page xi)
IVORY COAST
In case of emergency, SIR may provide transportation, but takes no
responsibility whatsoever.
FRESH WATER: Bunkers and drinkable water are available at Port Bouet
Terminals.
Bunkering and drinkable water supply are carried out by a small tanker of
4,200 tonnes d.w.t.
Supply varies according to certain conditions (vessel to moor upon arrival,
vessel to anchor and await instructions or vessel to bunker before or after
loading/unloading).
Notice must be given before vessel’s arrival time and Master must contact
his shipping Agent.
FUEL: See ‘‘Fresh Water’’.
REPAIRS: Abidjan has sufficient naval works to carry out repairs on board
(contact Agent for details).
SAFETY: General: SIR is firmly committed to a policy of maximum safety
in all areas of its operations, and demands compliance within the terminal
limits.
Safety requirements, as a minimum, are those specified in the International
Guide for Oil and Terminals (ISGOTT).
Prior to any loading/unloading operations, the Master’s agreement to
cooperate and enforce all the safety requirements set out in the Safety Check
List is mandatory. In order to ensure compliance with these safety
requirements, the SIR representative and one of the tanker’s officers will,
prior to loading operations and at periodic intervals, thereafter make a routine
inspection to verify each item on the Safety Check List.
The Master will be fully responsible for security onboard during the call at
the oil terminal.
The Master must:
a) maintain on board sufficient crew to deal with an emergency
b) ensure at all times that there is at least one member of the tanker’s
crew on duty on deck near or within sight of the manifold and another
on the forecastle when the tanker moors to the SBM
c) ensure that hawsers are not subjected to undue stress
d) ensure that loading/unloading hoses are not subjected to undue wear
or chopping which might deteriorate them
e) ensure that the vessel will not ride over the buoy.
Readiness to Move: No engine repairs will take place whilst at the MBM/SBM.
The vessel’s main engine and auxiliaries must remain ready with full power
for immediate use.
Firefighting Measures: It is strictly prohibited to:
a) smoke, use naked lights or tools causing sparks outside the security
zones where normally allowed on a tanker
b) leave the anchors cockbill
c) make repairs or handle goods on deck
d) test the propellers
e) use equipment and tools not approved for use in a dangerous zone
by a competent authority.
SIR reserves for itself the right to take any measure deemed useful in case
of danger, and in particular to stop loading or discharging.
During loading or discharging:
a) all hull valves when not in use (water circulation) must be closed and
sealed
b) all scuppers must be plugged
c) two fire hoses will be connected fore and aft, fire pumps must be kept
under pressure
d) all doors and port holes facing loading deck will be kept closed
e) in case of a storm, the Loading Master may decide to stop
loading/discharging if deemed necessary
f) in case of fire on board the moored vessel, Master must sound the
alarm (at least 5 short siren calls at short intervals). Additionally, the
Master must immediately inform Port Authority on VHF
Channels 12 or 16.
He must use technical and human means to fight the fire and maintain his
vessel’s stability and security. He must take all measures to sail if required
to do so.
TIME: Local time is GMT.
WEATHER/TIDES: Seasons: The long dry season is from December
to April, the long rainy season from May to mid-July, the short dry season
from mid-July to September and the short rainy season October to November.
Winds: As a rule, there are very few violent winds. Prevailing winds are
SW/NE (Force 2 – 4). Violent tropical storms may occur in April-May
and October-November. The Harmattan, a dry wind from NE, may blow from
December to February.
Temperatures: Air temperature: Average maximum: 29.17␥C. Average
minimum: 23.5␥C.
Water temperature (surface down to 20 m.): Max. 29␥C, min. 17␥C.
Rains: Annual average level ␦ 2.0 m.
Tides: Semi-diurnal, uneven, from 0.4 – 1.3 m. (average level 0.7).
Swell: Swell is permanent from SSW, average amplitude 1.5 m., time period
is 10 seconds. However, from May to July it may reach a 2 – 3 m. amplitude.
Currents: Mainly tide currents, they are influenced by coast and sea bottom
as well as by the Vridi Canal, linking the ocean and the lagoon.
The two prevailing directions are 110␥ and 275␥, mainly (due) east like the
main Gulf of Guinea currents and under the influence of SW prevailing winds.
Current’s average speed is 1 knot, but may reach 2 knots to 3 knots.
Visibility: Although generally good (8 – 12 miles), it may be reduced to 1 mile
when the Harmattan blows (December to February).
Morning mists may lessen visibility during the same period (December to
February).
During the rainy season, visibility is reduced according to rainfall.
NEAREST AIRPORT: Felix Houphouet Boigny International Airport,
10 km.
GENERAL: Provisions: There is a variety of ship chandlers in Abidjan,
but the distance to the Port Bouet Terminals makes supply difficult.
SIR will under no circumstances take orders or carry supplies.
Ferry to Abidjan: There is no regular ferry link between the Port Bouet
Terminals and the port of Abidjan. SIR boats and launches cannot be used
by tanker’s crew.
1519
IVORY COAST
SHIPMASTER’S REPORT: September 1995.
The following telex was received by the Master:
Quote:
Customs Formalities:
In order to enjoy your call and avoid problems with Customs Authorities,
be instructed as follows: Make one (1) list with at least four (4) copies of
each list: Crew List – Ports of Call – Passengers – Stowaways – Animals
– Narcotics – Firearms and Ammunition – Dangerous Goods – Crew Effects
Declaration – Stores List – Bonded Stores.
Regarding Stores and Bonded Stores List, you should declare everything
correctly. Pay special attention to following items: spirits, beers, soft drinks,
cigarettes, TV and video cassettes, lub oil in bulk and in drums, No. of drums,
paints, thinner, varnish, extra ropes, freon bottles, gas bottles, all purpose...
chemical products.
Be careful not to make any misdeclaration or wrong declaration, as this
will be subject to fine. Therefore, for paints you should take the following
layout: Declare used paints as well as full drums and specify. Full drums will
be according to the quantity (example five drums of 2 litres) and used paints
according to the number of used drums.
Please confirm the above is received and understood.
Unquote.
SHIPMASTER’S REPORT: April 1997 Updated 1998.
Vessel: Tanker.
Cargo: Crude oil.
Berth: SBM/MBM.
The Sea Line Berth at Port Bouet Near Abidjan:
Introduction: Vessel ordered to part discharge 21,000 tons of crude. With a
max. draft of 48 ft. 6 in., this was the largest vessel to use these facilities,
the previous largest being about 60,000 d.w.t. (1973).
Approach from Sea: Coast line is low with few distinguishing marks. Outline
picked up at about 18 miles range (using Marconi Raymark), at about the
same time as 100 fathom line was crossed. Coast is very steep-to with a
pronounced rift in sea bed leading to canal entrance in Abidjan.
Anchorage: Vessel anchored about two miles from sea line terminal at Port
Bouet. The usual anchorage is to west of canal, which would permit a more
suitable approach to the berth.
Berth: The sea berth is situated about one mile SSE of Port Bouet light.
According to chart prepared by terminal authorities Societe Ivoirienne de
Raffinage (SIR), the depths of water in the berth are 16 m. aft and 19 m.
for’d, at chart datum. Members of the diving team and terminal representatives
are of the opinion that there is greater than 1 m. more water than indicated;
this is backed up by observed soundings of for’d depth of 21 m., with a rise
of tide of 0.5 m.
Moorings consist of four 6 in. shore wires from buoys aft; four similar wires
for’d, two from buoys, two from the sea bed; both anchors are used with
about 8 or 9 shackles of cable on each.
Hoses are connected on port side, 2␺12 in. leading to a 1␺24 in.␺5 km.
sea line. Back pressure is limited to 7 kg./sq.cm. (about 100 lb./sq.in.). Berth
is aligned to head into the prevailing southwesterly wind. Unfortunately this
places the vessel beam on to the current which is unpredictable in both
magnitude and direction. After nine year’s experience at the berth, the diving
team are unable to predict for a particular time if the current will run at all,
or in what direction or at what strength. Current velocities of up to 2.5 knots
are normal. If the current starts to run at this strength at an early stage of a
berthing operation it is probable that the operation will have to be abandoned.
Berthing: Approach to the berth is made on a heading of 145␥ in line with
buoys A and B on SIR chart. During much of the approach the vessel is
within five cables of the shore, but, with one exception, the depth of water
is adequate.
When the vessel was between one and two ship’s lengths from Buoy A,
in grid reference position 579.030 393.280 on SIR chart, the under keel
clearance was 15 ft., for several minutes. There was a very low, barely
discernable, swell running, but the approach to the berth runs with this swell
directly abeam, causing the vessel to roll an estimated 5␥; the effect of this
was to give a min. bilge clearance of 10 ft.
Berthing operation is routine, with some shore labour assisting with wires.
No carpenters’ stoppers are provided for wires, but two each end can be
made fast on to the storage drums of the winches.
Discharging: Limiting back pressure maintained by two cargo pumps running
at 1,200 r.p.m. Discharge rate achieved was 2,237 t.p.h., which is usual for
this berth.
Bunkering: Bunkers are available in the berth in amounts greater than
500 tons. As bunkers are taken via the same sea line as cargo is discharged,
the operation is somewhat clumsy and time consuming: crude in the sea line
is displaced by fuel oil; the hose is shifted to bunker connection; bunkers are
taken; the hose is re-connected to cargo manifold; the fuel oil in the sea line
is displaced by crude oil. This sequence of operations took a total of eight
hours. If a total discharge was planned, it might be advisable to take bunkers
in the middle of the discharge, in order to obviate the need to use stripping
pumps to displace the fuel oil in the sea line, amounting to some 1,200 tons.
Notice: Information for the attention of the Masters of tankers mooring at
the SIR sea-line of Port Bouet:
The conditions at this sea-line necessitate the presence on board of the
following personnel during operations of mooring and connection of the
hoses:
1 Superintendent who combines the duties of Mooring Master,
Loading Master and chief diver
4 divers who also assist in the mooring/unmooring and the connecting
operations
2 seamen for the refinery’s launch
2 assistants for the mooring and connecting operations
2 surveyors (for sampling).
These personnel will be present until pumping starts. We would be glad if
you would provide meals for them during this period (from 8 – 12 hours
normally).
Usually the Superintendent and the refinery’s representative eat in the
officer’s mess and the rest in the crew’s mess.
Once pumping has started the following personnel stay on board: the
Superintendent, the refinery’s representative, two seamen and one assistant.
We would be grateful if you can provide cabins and meals in the officer’s
mess for the Superintendent and refinery’s representative and sleeping
quarters and meals for the three other persons until the tanker’s departure.
1520
Abidjan SBM/MBM
The refinery’s launch, the ‘‘Sirius’’, helps during the mooring and connecting
operations and serves as a liaison launch between the tanker and the refinery.
Would you reserve a mooring berth on the starboard side of the tanker with
pilot’s ladder for access aboard? The mooring ropes are provided by the
refinery and should be reserved for the launch ‘‘Sirius’’. The Agent’s launch
or any launch other than the ‘‘Sirius’’ should moor forward of this berth and
should be provided with its own pilot’s ladder.
We thank you in advance for your kind cooperation in this matter and wish
you a satisfactory stay on the sea-line.
Signed: General Manager, Societe Ivoirienne de Raffinage.
OPERATOR: Ste Ivoirienne de Raffinage, 01 BP 1269, Abidjan 01,
Republique de Cote d’Ivoire. Tel: +225 (21) 270160, 270427.
FAX: +225 (21) 271798, 273217. Telex: 42399 DIRSIR, 43317 SIR,
43352 SIRLOG, 43442 SIRFIN.
BAOBAB IVOIRIEN MV10: 04␥ 58' N 004␥ 33' W
(See Plan)
OVERVIEW: The terminal consists of the 346,000 d.w.t. Floating
Production, Storage and Offloading (FPSO) Baobab Ivoirien MV10,
permanently moored with an External Turret Mooring System (providing full
passive weather-vaning capability) and 8-legs symmetric high-holding power
drag embedment anchors arrangement, its bow mooring, hoses, pipeline end
manifold and pipeline from the production manifolds and all waters
surrounding the FPSO Baobab Ivoirien MV10 within a 2 n.m. radius.
The FPSO is in depth 970 m., has storage capacity of 2.3 million barrels
and is capable of processing approximately 75,000 barrels of oil per day,
75,000,000 cu.ft. of natural gas (being transported to shore via the Espoir
Field infrastructure, Block CI-26) and 100,000 barrels per day of water
injection.
LOCATION: The FPSO Baobab Ivoirien MV10 is in a location
approximately 13.5 n.m. offshore the Ivory Coast, West Africa, Gulf of Guinea
in Block CI-40, approximately 43 n.m. SW of Abidjan.
CHARTS: BA Charts No. 3100 (Sassandra to Lagune Aby), 3101 (Outer
Approaches to Port d’Abidjan).
DOCUMENTS: Government Officials: Government officials such as
Customs, Quarantine and Immigration officers may visit the vessel. It is
expected that the shuttle tanker will provide food and accommodation for
these governmental officials when they visit. Shuttle tankers calling at the
terminal must provide suitable boarding arrangements for the officials if
required.
MAX. SIZE: Min. 60,000 d.w.t., max. bow to manifold 172 m.
RESTRICTIONS: Exclusion Zone: Ships, support vessels, barges,
launches or other vessels are not permitted to enter the 2 n.m. restricted
zone around the terminal, without first obtaining permission from the Baobab
Marine Terminal. Only vessels that have been duly nominated in accordance
with the Procedures for Scheduling Tanker Lifting and which comply in all
respects with the shuttle tanker berthing parameters will be permitted to berth.
Submarine Pipelines: Submarine pipelines extend from the FPSO bow
turret in from 80 – 135␥(T) proceeding for a distance of approximately 2.5 n.m.
to the production manifolds.
Berthing Parameters: Tandem mooring will be called off under any of the
following conditions:
Approaching Offloading
Limit (Continuous Conditions) (Continuous Conditions)
Wave Height exceeds 3.5 m. (if 2.0 – 3.5 m. Height exceeds 4.5 m.
waves then OIM, Mooring Master and
tanker’s Master to evaluate actual and
forecast weather condition including
ability of hose handling vessel to
manoeuvre)
Wind Speed exceeds 30 knots Speed exceeds
(15.4 m./sec.) 40 knots (20.6 m./sec.)
Current Exceeds 2.0 knots
Visibility Below 1 n.m. Below 100 m.
Exact weather conditions under which safe operations can be carried out
may vary and the above is a guide. Approaching and offloading operations
are not conducted unless both vessel’s Master and the Mooring Master are
satisfied that conditions are suitable for mooring and cargo transfer.
Also see ‘‘Mooring’’.
APPROACHES: Fishing Vessels: There are a number of small craft
engaged in fishing in the vicinity of the terminal that may or may not carry
proper lights. Tankers in the vicinity of the terminal both entering, departing
or on anchor are cautioned to be aware of possible presence of unlit small
fishing vessels.
PILOTAGE: Pilot/combination ladder to be rigged as per IMPA and SOLAS
requirements on the port side. If the Mooring Master agrees, a pilot hoist
may be used in lieu of an accommodation pilot ladder combination but a
standard pilot ladder shall be immediately available in the event of a failure
of the pilot hoist. The Mooring Master will board the vessel approximately
2 n.m. from the terminal.
Mooring Master: Vessels berthing at the terminal will be boarded by a
Mooring Master. They will assist the shuttle tanker’s Master in all operational
activities within the berthing area as well as control of crafts which render
assistance to the shuttle tanker. All manoeuvring of vessels within the Baobab
Marine Terminal area shall be done only in accordance with the advice of a
Mooring Master, subject to the understanding that in all cases and
circumstances the Master of the vessel will be solely responsible for the
actual manoeuvring procedures.
The Mooring Master must be immediately warned about any acts or facts
that may jeopardise the safety of the vessel or the system, as well as
operational events that may possibly alter the existing conditions.
ANCHORAGES: A deep-water anchorage has also been designated for
shuttle tankers awaiting loading at the FPSO within the area bounded by a
1.0 n.m. radius circle centered upon position Lat. 05␥ 04' 08" N,
Long. 04␥ 23' 24" W. Masters of shuttle tankers electing not to anchor within
the designated anchorage and to drift off or anchor in another position should
notify the FPSO of their intentions.
Readers are encouraged to send updates and additions (page xi)
Baobab Ivoirien MV10
PRATIQUE: Rules governing the quarantine of shuttle tankers are similar
to those found in other parts of the world.
PRE-ARRIVAL INFORMATION:
FPSO Contact Information:
Baobab Ivoirien MV10 call sign ‘‘C6FV6’’.
Tel: (871 or 873) 7636 16981 (cargo control room), 6002 54559 (OIM).
Fax: (871 or 873) 7636 16983/6002 54560 (cargo control room).
Telex: (583 or 581) Sat-C Bridge 311488000.
Pre-Arrival Message: Welcome to Baobab Ivoirien MV 10 Marine Terminal
To: Master of nominated shuttle tanker
From: Baobab Marine Terminal FPSO Baobab Ivoirien MV 10
We hold your nomination of . . . . barrels at 60␥F of . . . crude oil, approx.
Api . . and approx. Temp . . ␥F.
Kindly furnish the following information:
1. confirmation to load the nominated volume
2. quantity and grade of any transit cargo you have on-board
3. quantity of clean ballast (estimated time required to deballast), quantity
of segregated ballast
4. quantity and type of slop on board to lot or to be kept segregated
5. maximum loading rate in bbls./hr.
6. arrival data: draft (trim should not exceed 3 m. by stern) and S.d.w.t.
7. departure data: estimated draft and d.w.t.
8. distance from bow to manifold in metres
9. confirm you are able to simultaneously load and deballast, maintaining
double valve segregation throughout or retain your ballast on board
10. confirm latest edition of following publications are on board:
ISGOTT safety guide
OCIMF ship to-ship transfer guide
International Chamber of Shipping Guide to Helicopter/Ship
Operation
11. advise if the vessel is equipped with hull cathodic protection, if yes
what type and working conditions
12. Master’s full name
13. date vessel built
14. previous vessel’s name
15. vessel’s flag
16. advise expiring date of vessel safety management certificate (SMC)
17. validity of the International Ship Security Certificate or interim
certificate and issuing authority
18. security level at which the vessel is currently operating
19. confirmation that appropriate ship security procedures were
maintained during any ship-to-ship activity during the last 10 calls at
port facilities
20. any other security related information to ensure the safety and security
of persons, port facilities, ships and other property
21. best ETA and bearing when vessel at 10 miles from terminal
22. confirm that your vessel is fitted with OCIMF recommended bow chain
stopper of tongue type or hinged bar type to accommodate 76 mm.
size chafing chain
23. specify max. S.d.w.t. if your vessel is using different loading marks
24. advise if you have accommodation for pilot, port agent and cargo
surveyor, who should stay onboard your vessel
25. for SBT vessels only: total capacity of tanks that are part of SBT
system
26. confirm your IGS is in good working condition maintaining O2 content
less than 8% by volume in all cargo tanks.
The following instructions are hereby tendered:
⌻ Your vessel is scheduled to moor on arrival (daylight only).
⌻ Upon notification by your owners that you are going to load at Baobab
Terminal, send us your best ETA at 72, 48 and 24 hours in advance
via email and/or telex.
⌻ When in range, contact terminal via VHF Channel 74 for berthing
instructions.
⌻ On arrival have your pilot ladder ready on side as per pilot instructions
and your starboard boom min. SWL 15 tonnes rigged for 16 in. hose
handling.
⌻ A marine terminal representative will board your ship to check tanks
inerted atmosphere.
⌻ Pumping of any bilge water overboard and disposal of garbage at sea
is strictly prohibited.
⌻ Operation safety checklist as per OCIMF ship-to-ship guide must be
adhered to.
⌻ 1␺16 in. floating hose will be connected to your starboard manifold.
⌻ One support vessel will standby based on your ETA if you are going
to berth on arrival.
Notification of ETA: Vessels calling at the terminal shall advise the
terminal of their ETA at least seven days prior to arrival and/or, if at sea, as
soon as orders are received to proceed to the terminal. The ETA shall be
repeated to the terminal and to the port of Abidjan Port Authority, 72, 48 and
24 hours prior to arrival.
Additional notification shall be given if the vessel’s ETA varies from the
original 72 or 48 hours’ notification by four hours or more. Notwithstanding
the foregoing, in case the sea passage from the vessel’s last port is less
than 72 hours from the terminal, notice shall be given immediately after
leaving such port of call to update or confirm original ETA. Subsequent notices
shall be given at the regular times.
Should the ETA change by one hour or more following the 24 hours’ notice,
the vessel shall promptly notify the terminal of the new ETA.
The time to be used for notification of the ETA is the local time zone (GMT
throughout the year).
A vessel wishing to call at the terminal that has received damage and/or
is leaking oil must include details of the situation in the ETA advice, so that
a terminal representative can inspect the vessel prior to entering the terminal
area.
Operations Plan: Additionally, a pre-arrival plan of trim and transverse
stability during cargo and ballast operations should be prepared by the Master
and, upon request, cabled to the terminal. The plan of operations should
include data on loading rate limitations, manifold size and characteristics,
de-ballasting rates and IGS operability.
Simultaneous cargo and ballast handling can save significant time and
enhance safety, because it means that the vessel is never in a completely
light condition.
See guidelines for compiling and submitting information (page xi)
IVORY COAST
VHF: All communications shall be conducted in English. MFSV works on
Channel 68. Terminal listens on Channel 16 and works on Channel 74.
Also see ‘‘Cargo Operations’’.
TUGS: Terminal currently has one support and one line-handling vessel
available to participate in the tandem mooring operations.
The MFSV will make fast to the shuttle tanker’s stern using its own towline.
The support vessel, as directed by the shuttle tanker’s Master and assisted
by the Mooring Master, will maintain sufficient pull on the towline to prevent
the shuttle tanker from riding up to the stern of the FPSO and also assist in
maintaining alignment between the shuttle tanker and the FPSO.
Support Vessels: A 80 tonne bollard pull Multi-Functional Support Vessel
(MFSV) will assist for the mooring, offloading and unmooring operations. The
52 mm. soft eye tow wire will be secured to the shuttle tanker’s stern towline
approximately 1.0 – 0.5 n.m. from the FPSO. The shuttle tanker’s bollards the
towline is secured to shall have minimum SWL 90 tonnes.
Launches: A mini-tug, LOA 9.5 m., beam 4.2 m., draft 0.6 m. and bollard
pull 2 tons will also assist for the mooring, offloading and unmooring
operations.
BERTHS: Notice of Readiness (NOR): NOR establishes the beginning
of laytime on which demurrage charges are based.
Every effort will be made to load vessels upon arrival, weather permitting.
NOR will not be accepted unless the vessel is ready to load. Arrival time will
be considered as the time the Mooring Master boards the vessel.
The NOR will be signed for receipt only by a terminal representative. If it
is subsequently found that the vessel was not in all respects ready to load
due to, for instance, high oxygen readings in cargo tanks or excessive
deballasting time or other proceedings for the nominated cargo, a Note of
Protest will be delivered to the vessel, which will automatically cancel the
Baobab Marine Terminal’s initial acceptance of the NOR. In such cases, the
vessel must prepare a revised NOR, cancelling the first one and stating a
time tendered in accordance with its subsequent readiness.
Vessel to Vacate on Request: Any vessel entering the terminal area may
be required to vacate the berth terminal area promptly on being requested
by terminal. Should any vessel become an obstruction in any part of the
terminal area, or approaches thereto, or in any area of submarine pipeline,
the terminal may take any steps necessary to remove the obstruction, with
or without notice, and with all expenses being for the account of the vessel
concerned.
MOORING: Shuttle tankers must be fitted with OCIMF recommended bow
chain stopper(s) of tongue-type or hinged bar-type (AKD) to accommodate
size 76 mm. chafing chain(s) as follows:
a) vessels up to 150,000 d.w.t. with at least one bow chain stopper
b) vessels greater than 150,000 d.w.t. with at least two bow chain
stoppers.
Pre-Mooring Requirements: Prior to the shuttle tanker closing within
10 n.m., the shuttle tanker’s loading system, cargo lines and all equipment
in the machinery space required for close proximity operations shall be tested
and functioning, sufficient generators shall be on line and available; all
steering motors, redundant power sources shall be tested and confirmed to
be functioning. Gyros and repeaters shall be checked against each other to
ensure that they agree. The machinery space shall be manned and all
electrical and mechanical maintenance that could inadvertently lead to critical
systems tripping shall be brought to a close until after the shuttle tanker has
completed the off-take and departed.
Preparations for Mooring: Shuttle tankers shall contact the terminal at
least 10 n.m. from the terminal’s out limits on VHF Channel 74. Prior to
approaching the FPSO, the following measures should be taken by the Master
on board the shuttle tanker.
1. A pilot ladder and/or accommodation ladder should be made ready
for access.
2. 15 tonne SWL derrick/crane ready to lift ancillary mooring and hose
handling equipment. The hoses will be connected on the starboard
side of the shuttle tanker and the manifold should be made ready.
3. A 32 mm. ␺ 90 m. messenger line should be placed on the forecastle
head with a large hammer, axe and long crow bar available forward.
4. All void and cargo spaces, ventilators and pump room openings
should be securely closed prior to mooring.
Pre-Mooring Meeting: Prior to any mooring operations or cargo transfer,
a meeting will take place to establish procedures, responsibilities and
supervisory roles. The Master of the shuttle tanker must establish with the
Baobab Marine Terminal procedures for passing orders through a responsible
officer.
Approach Speed: The tanker should reduce speed to agreed limits as it
approaches the terminal and confirm having done so to the terminal at each
stage. Typical speed limits are transit speed at 10 n.m., less than 5 knots at
3.0 n.m., less than 2 knots at 1,000 m. and less than 0.5 knots at 500 m.
Mooring Operations: Weather permitting, mooring operations are
conducted during daylight hours only. Unmooring is permitted at any time.
In order to ensure that all mooring activities occur during daylight hours, the
mooring operation will not commence unless at least 3 hours of daylight
remain.
Vessels arriving at the terminal will be moored in tandem mooring, bow to
stern. A Multi Functional Support Vessel (MFSV) will remain secured to the
stern of the tanker during the entire loading operation. As the shuttle tanker
starts the approach to the FPSO, a messenger line is made ready on the
forecastle running through one of the bow fairleads and passing through the
chain stopper before going to a winch. If at all possible, the messenger should
be secured around a winch drum so that the whole operation can be carried
out on a hands off basis. When close to the FPSO, the messenger line is
lowered to the line handling vessel for connection to the pick-up rope. When
the line handling vessel is clear, the system starts winching in. The pick-up
rope is then fully retrieved until the chafe chain(s) passes through the fairlead
and reaches the required position.
Once the chafe chain is in position it is secured to the stopper. Once the
chain is connected and secured the pick-up rope is slowly walked back until
all weight is transferred to the chain stopper. As soon as the hawser has
been attached, the shutter tanker propeller shall be put slow astern.
1521
IVORY COAST
Hawser Tension: Offtake should normally only continue provided the
hawser(s) tension remains within acceptable limits. The low limit alarm is set
to 10 tons and high limit 75 tons with the high-high limit alarm 100 tons.
Mooring system load meter is in the main control room on the FPSO. When
limits are reached, the shuttle tanker will be alerted for hose disconnection
and unmooring as follows:
⌻ ⬎110 tons once – cargo operations suspended and terminal/shuttle
tanker evaluate whether to disconnect
⌻ ⬎110 tons twice in 30 minutes – cargo operations will be called off,
hose disconnected and the shuttle tanker unmoored
⌻ ⬎160 tons once – cargo operations will be called off, hose
disconnected and the shuttle tanker unmoored
⌻ for shuttle tankers 150,000 d.w.t. or less, only one hawser will be
deployed
⌻ tankers greater than 150,000 d.w.t are moored by using two identical
hawsers.
The hawser is released by releasing the complete hawser connection from
a claw.
Weather Vaning: When due to wind, wave and/or current forces, the MSFV
is not able to maintain alignment between the shuttle tanker and the FPSO,
cargo operations will be suspended and/or mooring aborted if the shuttle
tanker starts to yaw excessively and/or the MSFV is operating at 50% power.
The shuttle tanker will be alerted for hose disconnection and unmooring.
1. 25␥ – Advisory: Tanker Master and FPSO Marine superintendent
evaluate the position if it is stable. However if in doubt disconnect.
2. 35␥ – Cargo operations suspended and terminal/shuttle tanker
evaluate whether to disconnect.
3. 40␥ – Cargo operations will be called off. Hose will be disconnected
and the shuttle tanker unmoored.
Dynamic Interaction: The most serious problem affecting shuttle tanker
operations at FPSO facilities. Due to the changing draft of the shuttle tanker
in relation to the FPSO, great care should be taken during the offloading
operation.
Unmooring Operations: When un-mooring, the chain(s) is walked back
into the water and the pick-up rope slowly paid out through the fairleads. All
ancillary equipment belonging to the terminal should be stored in a toolbox
and passed to the support vessel on completion of the operation.
HOSES: Terminal personnel are responsible for ensuring that all equipment
supplied by the terminal used in hawser and hose connections meets
prescribed standards and is adequately maintained. The Master of the shuttle
tanker is responsible for ensuring that all onboard operational aspects of
hose lifting and connection are understood and followed by their shipboard
personnel.
Tandem Mooring Hose: Tandem mooring floating hose string is 363 m.
long, consisting of a 20 in. dia. section ending with a 16 in. dia. hose fitted
with butterfly valve, camlock coupling, single pick-up chain and hang-off chain
at the shuttle tanker rail hose. The maximum allowable flow velocity through
the tandem hose string is 15 m./sec. at 15 bar (225 PSIG).
Manifold Connection: 1␺16 in. ANSI 150 flanges for cargo connections,
reducers and spools on the ship’s manifold must conform to the OCIMF
publication Recommendations for Oil Tanker Manifolds and Associated
Equipment. All bolted flange connections must be fully bolted.
Crane/Derrick: Shall have SWL at least 15 tonnes and should be rigged
and centered over the starboard manifold prior to mooring.
Hose Handling: On completion of mooring operations, the hose string will
be lifted on board to the starboard manifold. The shuttle tanker’s crew shall
connect and disconnect the hose with assistance from Baobab Marine
Terminal personnel.
Cargo Hose Flushing: At the discretion of the Baobab Marine Terminal
operator, loading cargo hose flushing could be required on completion of
lifting operation by using production water. The shuttle tanker will be advised
of this operation prior to arrival at the terminal.
CARGO OPERATIONS: Crude Oil Specification:
Gravity (API) 22.02
Specific crude gravity 16 – 19␥C (60 – 66␥F) 0.92
Max. RVP (Reid Vapour Pressure) 118.0 kPa (abs) (17.0 Psia)
Max. TVP (True Vapor Pressure) 100 kPa (abs) (144.5 Psia)
Wax appearance temperature 26␥C (79␥F)
Bulk wax precipitation temperature 19 – 20␥C (66 – 68␥F)
Pour point ␤48␥C (␤54␥F)
H2S / CO2 Molar % 0.000 / 0.212
Max. BS&W Lower than 0.5% by volume
Max. salt 40 lb./1,000 bbls.
Pre-Operations Meeting: Upon arrival at the terminal and prior to any
cargo transfer, a pre-transfer conference will be held between a terminal
representative and the shuttle tanker’s Master and Chief Mate.
Load on Top: With the written permission of the shuttle tanker owner, the
terminal will load on top of such slops.
Loading Rate: Maximum loading rate is 30,000 bbls./hr. Actual loading rate
will depend on the agreed maximum rate, the quantity of cargo to be loaded
and other operational factors. The shuttle tanker should give one hour then
fifteen minutes’ stand-by notices when loading is nearing completion.
Manning Level: At all times during loading operations, a responsible officer
shall be in charge of operations on board the shuttle tanker, either on deck
or in the cargo control room, and the deck must be continuously patrolled
by a watchman in contact with the officer or with the cargo control room.
Sufficient crew should remain on deck to deal with the operation and security
of the shuttle tanker.
Communications During Loading: Terminal Loading Master will bring a
portable UHF radio set (walkie-talkie) on board to be used during the shuttle
tanker’s stay at the terminal.
Hourly comparisons of cargo quantities should be made between the
shuttle tanker and the terminal. Any drop in pressures or any marked
discrepancy between the shuttle tanker and terminal estimates of quantities
could indicate pipeline or hose leaks and requires that cargo operations be
stopped until investigations have been made.
Good communications must be maintained at all times between the shuttle
tanker, FPSO and the support vessels and be checked frequently. In addition
to the deck watch, an experienced crew member, equipped with UHF portable
radio, must be stationed on the forecasle of the shuttle tanker at all times.
1522
Baobab Ivoirien MV10
If during cargo operations radio communications equipment fails,
operations are to be immediately suspended until communications are
re-established.
Inert Gas System (IGS): Shuttle tankers shall confirm that they have a
fully operational IGS maintaining positive pressure on all tanks with the
oxygen content of the inert gas less than 8% by volume and is in compliance
with SOLAS 1974 Convention, Chapter II-2, Part D, and the latest edition of
the International Safety Guide for Oil Tankers and Terminals (ISGOTT). In
the event of IGS failure and repair taking more than 6 hours, a safe
deballasting/loading plan must be agreed with the terminal prior to resuming
operations.
Illumination of Vessel: During hours of darkness, vessels discharging
ballast or loading cargo will illuminate the area around the ship, to the
satisfaction of the Mooring Master.
Topping Off: When topping off, the shuttle tanker’s officer-in-charge shall
be in control of the operation. The shuttle tanker should always allow sufficient
ullage in final tank(s) to accept the draining of loading hose.
Samples: Cargo gauging and sampling procedures at the terminal are
carried out under a closed cargo gauging and sampling system within
pressurised and inerted tank atmospheres. On arrival the shuttle tanker may
be requested to gauge various tanks for the purpose of sampling, water
finding, temperature taking, tank inspection, etc. and this will only be done
through dedicated vapour locks as per ISGOTT Section 7.2.3.
Offshore Installation Manager (OIM): The OIM has overall responsibility
for the operation of the FPSO.
Cargo Inspectors: Petroleum inspectors attend cargo transfers and the
associated gauging and sampling of the cargo. These inspectors are
independent contractors appointed by shuttle tanker owner, terminal and,
where appropriate, buyer or seller of the cargo. Their primary functions are
to inspect tanks to ensure that they are clean, dry and ready to receive cargo
and to measure and record the quantity and quality of the cargo transferred.
The presence of an inspector on board does not relieve the Master of the
vessel’s personnel of their responsibilities for measuring and sampling the
cargo transferred.
Cargo Measurement: The terminal uses the American Petroleum Institute
in their Manual of Petroleum Measurement Standards Table 6, API
Standard 2540 (equivalents: IP 200, ASTM D1250-52 and ANSI/ASTM
D1250-52). Shuttle tankers should have those publications available on
board.
Immediately after completion of loading, the shuttle tanker’s cargo figures
should be calculated by her officer-in-charge. Shuttle tankers are encouraged
to use measurement standards published by API in Chapter 17 of the Manual
of Petroleum Measurement Standards in the interest of uniformity. The vessel
experience factor (VEF) should be used for mitigating inaccuracies in the
ship’s tank calibration tables.
The terminal is equipped with a metering/automatic sampler. In the event
the metering/automatic sampler is not functioning, cargo measurement will
be done by taking ullages with the resulting volumes corrected for the FPSO.
A shuttle tanker representative may witness all cargo measurements.
Cargo Documents: When the ship tank inspections are made and figures
have been calculated and agreed upon, cargo documents are issued and
signed. The petroleum inspector completes official reports of cargo
measurement.
The following documents will be issued:
Bill of Lading
Cargo Manifest
Certificate of Origin
Certificate of Quantity and Quality
Receipt for Documents (Listing all cargo documents provided to the
shuttle tanker)
Receipt for Samples
Ship Ullage Report
Tanker Time Sheet.
A Letter of Protest may be issued.
Departure Procedures: The shuttle tanker’s Master will receive at least
one set of cargo documents prepared by the terminal. On completion of
loading, the Master should give his figures for the adjusted total calculated
volume (TCV) loaded (i.e. gross standard volume loaded adjusted by vessel
experience factor plus free water loaded) to the terminal and will receive the
terminal’s preliminary TCV. Comparison of such figures should then be made
as follows:
Shuttle Tanker adjusted TCV divided by Terminal TCV times 100 to get
percentage factor.
If the percentage is greater than 99.8%, the shuttle tanker will be released
and will sail. If the percentage is greater than 99.5%, but less than or equal
to 99.8%, the shuttle tanker, upon rechecking its figures, may sail following
a protest. If the percentage is less than or equal to 99.5%, upon rechecking
by both the shuttle tanker and terminal, the shuttle tanker may sail following
a protest.
Upon receiving the final Bill of Lading figures, the shuttle tanker Master
signs the Bill of Lading, issues a protest (if necessary), and completes the
remaining documentation requirements of the lifter.
BALLAST: On arrival, vessels shall have max. trim 3.0 m. (10 ft.) by the
stern with full propeller immersion.
Shuttle tanker must have ability to maintain a minimum 30% of her summer
d.w.t. through the whole cargo operation.
All vessels found to have contaminated ballast while at the terminal will
be required to retain such contaminated ballast on board and the terminal
will not entertain any claims for deadfreight so caused.
Draft and Trim Requirements: Unless otherwise authorised by the
terminal, shuttle tankers in ballast or in a partly laden condition shall, upon
arrival, meet the draft and trim requirements specified in Appendix 3. Vessels
sailing from the terminal with a part-cargo must also conform to the above
draft and trim conditions.
Dirty Ballast: The terminal does not have facilities to accept dirty ballast.
The responsibility for avoiding oil pollution rests with the shuttle tanker. Ballast
in cargo tanks and segregated ballast tanks must be clean for overboard
discharge and inspected before to commence deballasting.
Readers are encouraged to send updates and additions (page xi)
Baobab Ivoirien MV10
Tank Inspection: Ballast from segregated ballast tanks are to be visually
inspected prior to being discharged overboard, in compliance with MARPOL.
Ballast discharged from cargo tanks must be replaced with inert gas so as
to maintain the oxygen content of the tank atmosphere at no more than 8%
by volume. The responsibility for discharging clean ballast remains with the
shuttle tanker. Terminal will not issue any dry certificate.
POLLUTION: The shuttle tanker’s Master must sign the Pollution
Prevention Notice prior to commencing deballasting/cargo loading
operations. Any pollution shall be reported promptly to the Loading Master.
Spill Cleanup Kit: The shuttle tanker must be equipped with spill cleanup
kit and it should be located at or near the manifolds area.
MEDICAL: MedVac: The terminal may arrange emergency medical
evacuation of seriously ill or injured crew members by helicopter. The use
of each such helicopter requires a suitable landing/winching area, safety and
firefighting readiness and personnel on the shuttle tanker as recommended
in the International Chamber of Shipping (ICS) guidelines for helicopter
operations.
REPAIRS: State of Readiness: Terminal is considered an open
roadstead, and under no circumstances may their vessel’s engines be shut
down for repairs while their vessels are moored. All vessels must be able to
clear and shall clear immediately upon the instructions of the Mooring Master.
No repairs are permitted which would interfere with this requirement.
FIRE PRECAUTIONS: Each vessel’s fire main must, where practical,
remain fully pressurised and ready for use with fire monitors trained on the
cargo manifold area and other vulnerable locations during all cargo operations
and where not possible, fire pump shall be ready for immediate use. If not
fitted with fire monitors in the manifold area, hoses with nozzles shall be
connected to the fire main and run out forward and aft of the cargo manifold.
Portable dry chemical fire extinguishers shall be placed in the vicinity of the
cargo manifold.
SECURITY/GANGWAY: Security: The Master of the shuttle tanker is
responsible for gangway access control to the vessel, surveillance on board
the vessel and surveillance of the waters surrounding the vessel. The Master
should also institute a system of package control to include the issuance of
appropriate property passes for items authorised to leave the vessel.
TIME: GMT throughout the year.
WEATHER/TIDES: Climate: The climate is generally warm and humid
and is, overall, transitional from equatorial to tropical. Seasons are more
clearly distinguishable by rainfall and wind direction than by temperature.
Continental and maritime air masses, following the apparent movement of
the sun from north to south, determine the cycle of the seasons that is
associated with heat and cold farther from the equator.
Rain: Along the coast, equatorial conditions prevail. Some rain falls in most
months, with an average of 200 cm. annually, but four seasons are generally
distinguishable. Heavy rains fall between May and July in most years, and
shorter rains during August and September. The minor dry season still brings
sparse rainfall during October and November, followed by the major dry
season from December to April.
Temperature: Generally follow the same pattern with average temperatures
25 – 30␥C and ranges from 10 – 40␥C.
Humidity: Average relative humidity is 85%.
NEAREST AIRPORT: Yamoussoukro San Pedro Domestic Airport.
Abidjan International Airport.
GENERAL: Craft Alongside: No unauthorised craft allowed alongside.
When craft alongside cargo operations to be shut down.
Courtesy Flag: Shuttle tankers are required to fly the flag of the Ivory Coast
during daylight hours while at the terminal.
Code Flag: During deballasting or loading the international code Flag B shall
be displayed during daylight hours and at night an all round red light shall
be displayed visible at a distance of at least 1 mile, and show an unbroken
light all around the horizon.
Visitors: Generally not allowed while vessel is berthed at the terminal.
AGENCY: MODEC does not perform any vessel agency functions. Shuttle
tankers calling at Baobab Marine Terminal must make their own agency
arrangements.
AUTHORITY: Abidjan Port Authority, BP V85, Port Autonome d’Abidjan,
Abidjan, Ivory Coast. Tel: +225 320166. Telex: 3674 COMPORT.
Operator: Head Office: MODEC International LLC, 14741 Yorktown Plaza
Drive, Houston, Texas 77040, USA. Tel: +1 (281) 529 8100. FAX: +1 (281)
529 8102. Web: www.modec.com
Terminal: Cargo Control Room. Tel: (871 or 873) 7636 16981. FAX: (871 or
873) 7636 16983, 6002 54560. OIM. Tel: (871 or 873) 6002 54559.
Telex: (583 or 581) Sat-C Bridge 311 488000.
ESPOIR TERMINAL: 05␥ 03' N 004␥ 27' W
OVERVIEW: The terminal consists of the FPSO Espoir Ivorien, with a
subsea pipeline running on a heading of 328␥(T), connecting the FPSO to
the shore.
The terminal consists of a 155,000 d.w.t., LOA 280 m., loaded draft 15.3 m.,
FPSO Espoir Ivoirien, with storage capacity of 1,160,630 bbls. at 60␥F. The
FPSO is turret moored by six mooring chains extending 900 m. from the
turret mooring. There are no anchor mooring buoys.
The maximum parcel for a lifting is approximately 900,000 bbls.
LOCATION: Off the west coast of Africa, in the territorial seas of the Ivory
Coast and is 19 km. offshore in depth of 110 m., in position Lat. 05␥ 02' 35" N,
Long. 04␥ 27' 05" W.
The wellhead tower is located 1,000 m. ␺ 200␥(T) from the FPSO in position
Lat. 05␥ 01' 09" N, Long. 04␥ 27' 16" W.
The mooring buoy is located in position Lat. 05␥ 01' 09" N,
Long. 04␥ 27' 01" W.
CHARTS: BA Chart No. 1361.
DOCUMENTS: Government Officials: Government officials such as
the Customs Officer, Quarantine Officer, Immigration Officer, etc. may be
expected to visit the vessel. It is expected the export tanker will provide food
and accommodation for these governmental officials. Export tankers calling
at the terminal must provide suitable boarding arrangements for subject
officials if required.
See guidelines for compiling and submitting information (page xi)
IVORY COAST
MAX. SIZE: 160,000 d.w.t.
RESTRICTIONS: Exclusion Zone: There is a 2 n.m. Maritime
Exclusion Zone around the terminal and a 500 m. Operational Exclusion Zone
around the FPSO and wellhead tower. Vessels arriving at the terminal may
not enter either the Maritime Exclusion Zone without permission of the
Offshore Installation Manager (OIM) and the operational areas without first
gaining permission from the FPSO and OIM of the drilling rig, if applicable.
PILOTAGE: Mooring Master Pick-Up Zone: The Mooring Master
pick-up zone is an area approximately 3 n.m. ENE of the FPSO, or such
other position as agreed with the Mooring Master. Vessels should take a
suitable heading to allow safe access for the Mooring Master. Following
receipt of instructions from CNR or the Mooring Master, an export tanker
should proceed from the anchorage area to the Mooring Master’s pick-up
zone where the Mooring Master will board the vessel.
Boarding Procedure: Boarding arrangements should be strictly in
accordance with SOLAS requirements (SOLAS Consolidated Edition 2001,
Chapter V, Regulation 17). Refer also to the International Maritime Pilots
Association (IMPA) recommendations.
Use of Mooring Master by Export Tanker: One or two Mooring
Masters will be provided by CNR. One Mooring Master shall be an
experienced Pilot. The other may have less experience and work as an
assistant Mooring Master.
Pilotage compulsory within a 2 n.m. radius of the FPSO. The Mooring
Master will advise the export tanker Master with respect to approaches to
the FPSO, mooring and unmooring, connecting and disconnecting hoses and
in all other operations within the terminal area. All manoeuvring of ships within
the terminal area shall be carried out under the advice of the Mooring Master.
The Master of the vessel being manoeuvred shall remain solely responsible,
for the safety and proper manoeuvring of the vessel.
The Mooring Master shall assist with export tanker operations until the
export tanker has disconnected from the FPSO and been conducted to a
safe position well clear of the terminal.
The export tanker’s Master or a suitably qualified deck officer must be on
the bridge at all times while the vessel is manoeuvring within the terminal
area.
The services of Mooring Master are provided upon the express
understanding and condition that when any Mooring Master furnished by CNR
goes aboard a vessel, he becomes for such purposes, the servant of the
owners of the vessel, and neither CNR, the Mooring Master, the FPSO nor
any assisting 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.
Visiting export tankers may not commence final approach to the terminal
until the Mooring Master from the FPSO is on board and has completed all
required safety checks and has authorised the export tanker Master to
proceed with final approach to the mooring.
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 Master and Mooring 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 STS Transfer Guide.
ANCHORAGES: Anchoring within the Maritime Exclusion Zone around
the terminal is prohibited.
Anchorage Area: A deep-water anchorage has been designated for export
tankers awaiting a loading berth at Espoir Terminal within the area bounded
by a 1 n.m. radius circle centred upon a position 4 n.m. ENE of the FPSO.
Masters of export tankers electing not to anchor within the Designated
Anchorage and to drift off or anchor in another position should notify the
FPSO of their intentions.
Also see ‘‘Restrictions’’.
PRATIQUE: The rules governing the quarantine of export tankers are
similar to those found in other parts of the world.
PRE-ARRIVAL INFORMATION:
Pre-Arrival Messages: The export tanker shall send an initial ETA
message to CNR upon departure from the previous port. The message shall
be updated 72 hours, 48 hours and 24 hours before arrival at the Espoir Field.
It is important that all in-coming export tankers advise CNR at least
72 hours before the estimated time of arrival, giving best estimate of the
ship’s arrival at the terminal.
Time to be used for ETA is GMT.
ETA Notification Message:
The first ETA notification message should include the following
information:
1. vessel’s name, call sign including Inmarsat number for voice / telex
/ fax if so fitted
2. cargo requirements
3. max. loading rate
4. arrival draft fore and aft
5. last port of call
6. confirmation that vessel has clean bill of health
7. if there is any sickness onboard, give all available information as to
the possible type of sickness
8. distance in metres from the bow to the vessels loading manifold
9. LOA
10. a statement with respect to the ability of the export tanker to make a
connection to the floating hose 16 inch flange
11. a statement to the effect that the vessel can perform ‘‘closed loading’’
12. confirm that the vessel is equipped with a bow stopper able to receive
76 mm chain
13. name and particulars of local Agent.
Further ETA messages should be sent to CNR 48 and 24 hours prior to
arrival and if ETA changes, by 6 hours or more. If the sea passage from the
vessel’s last port is less than 72 hours, the first notice shall be given
immediately after departure and subsequent notices shall be given at the
regular times.
Should the ETA change by one hour or more following 24 hours’ notice,
the vessel shall promptly notify CNR of the new ETA.
1523
IVORY COAST
Pre-Arrival/Arrival Exchanges:
Prior to final approach to terminal (2 hrs.) the export tanker shall notify
the FPSO of its ETA together with the following details:
a) draft and trim
b) capacity for loading
c) details ballast plus time required for discharge
d) max. freeboard
e) quality inert gas
f) any other information that may be deemed relevant.
The FPSO shall advise the export tanker of the holding/anchor location
and confirm ETA, mooring master, boarding party and transfer method.
FPSO Contact Details: The FPSO call sign is ‘‘H3VA’’.
The contact information for the FPSO CNR representative is:
Tel: +44 (1224) 331900
Mobile: +225 (07) 075130
Fax: +44 (1224) 331901
Email: Email: EspoirIvoirien.offshoreco.rep@cnrinternational.com
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 are:
radio communication inoperative
emergency stop.
When primary radio communication fails, all operations should be
suspended pending restoration of the service.
Immediately the need for emergency signalling procedures becomes
evident, action should be taken to determine and correct the problem.
VHF: The terminal listens on Channel 16 and operates on Channel 68.
The FPSO maintains a continuous watch on Channel 69 and Masters of
arriving vessels are recommended to use this channel when they are within
range of the Espoir Field Marine Terminal particularly when approaching the
terminal.
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
Channel 69 and/or an agreed working channel, to receive terminal
instructions. Any delay due to failure to maintain constant listening watch will
be for the arriving vessel’s account and will not be included in a subsequent
lay time or demurrage calculation.
All communications shall be in English.
TUGS: Compulsory. Tug secured aft with minimum bollard pull of not less
than 30 tons.
The tug currently on station is the MV ‘‘Lewek Ivory’’, 5,200 h.p., capable
of 65 tonnes BP.
BERTHS: Terminal Layout: Permanent moorings 6␺900 m. (chain).
Wellhead tower (EWHT) 1,000 m. from turret, direction 202␥(T).
FPSO LOA 280 m.
FPSO to tanker distance (berthed) 86 m.
Stern tug (company supplied), not less than 30 tonnes BP.
Mooring hawser 75 m.
Offloading hose 312 m. ␺ 20 in. with 16 in. tail and rail hoses.
MOORING: Export tanker mooring comprises of a 21 in. ␺ 75 m. mooring
hawser with 8 m. ␺ 3 in. chafing chain. The hawser has 150 m. pick-up line
a 150 m. messenger line.
A support vessel with a bollard pull of not less than 30 tonnes will assist
the export tanker in mooring to the FPSO and will be used to hold the export
tanker off the FPSO during cargo transfer operations. Bollard pull of the vessel
employed will depend on the d.w.t. of export tanker.
Departure Procedure for Export Tanker: After the disconnection of the
transfer hose the export tanker will vacate the berth immediately.
Watchmen: A watchman should be stationed at the bow of the export tanker
to monitor the condition of its moorings and to report any condition, which
may indicate imminent failure of the moorings as well as monitoring for any
leakage of oil.
The export tanker is responsible for the frequent monitoring and careful
tending of its moorings to ensure that movement of the export tanker is
minimised.
The FPSO will monitor the load on the Mooring Assembly continuously.
Loads will be relayed to the export tanker/mooring master on request.
While moored, the export tanker equipment and machinery essential for
manoeuvring shall be maintained ready to permit rapid disconnection of the
mooring at short notice.
HOSES: Cargo transfer via 20 in. ␺ 312 m. floating hose, terminated at
the export tanker end with 2␺16 in. lightweight tail hoses and a 16 in. barbell
type rail hose with a butterfly valve and blind flange secured by a shaft spool
camlock. When not connected to the export tanker, a blind flange is fitted to
the open end of the camlock. A Marine Breakaway Coupling is included
between the last section of mainline full floating hose and the three lengths
of lightweight tail hose at the export tanker end.
When not connected to an export tanker, the cargo transfer hose shall
remain in the sea.
A marker buoy (unlighted) shall be permanently attached to the pick up
line at the export tanker end of the transfer hose.
During hose handling operations, and prior to and following connection to
export tanker, care must be exercised to prevent kinking or other damage to
the transfer hose. A minimum radius of 3 m. for any bend in the hose is
recommended.
Hose Disconnection: The Mooring Master or his Assistant shall witness
the export tanker closure of the hose termination butterfly valve, disconnection
of the hose from the manifold and fitting of the blind flange on end of hose.
The export tanker shall check and confirm that all manifolds are securely
blanked, the vessel is clear of obstructions, that winches and windlass are
powered and operational, that crew is standing by and ready to release the
mooring hawser.
CARGO OPERATIONS: Pre-Loading Meeting: Prior to authorising
the connection of the transfer hose to the export tanker, the Mooring Master
shall determine from the export tanker Master that the export tanker crew is
in a state of readiness and is proficient in emergency safety, fire and other
related procedures to ensure maximum safety during transfer operations.
Loading Rate: The FPSO maximum discharge rate is 6000 cu.m./hr.
1524
Espoir Terminal
Inert Gas System: All export tankers must be fitted with an inert gas system
and confirm that all tanks have an oxygen content of less than 5% by volume
prior to loading.
On request, the vessel will demonstrate the oxygen quality to the Mooring
Master / terminal representative prior to commencement of transfer or at any
time so requested during transfer.
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 loading
operations shall be stopped and the deck isolating valve closed.
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.
Cargo/Ballast Tank Contents/Ullage: The export tanker will load cargo
and discharge ballast according to the Offloading and Loading Plans. This
plan will be in written form signed and placed in the Cargo Control Room
before operations commence.
Cessation of Operations: To ensure a safe operation the FPSO OIM, the
CNR Offshore Representative, and export tanker Master, usually on advice
from the Mooring Master, may at their sole discretion, order cessation of
mooring or transfer operation. In such an event the responsible persons of
the other vessels shall immediately act as required to cease such operations.
Cargo Measurement: Each measurement record shall be delivered to and
retained by the OIM of the FPSO.
BALLAST: Export tankers shall arrive ballasted to at least 25% of d.w.t.
The propeller must be fully immersed and the vessel must not be trimmed
by more than 3.0 m. by the stern. Any deviation from these conditions will
require the approval of the CNR Operations Manager, the OIM of the FPSO
and the Prosafe Operations Manager. A formal safety review shall be
undertaken in advance of such approval.
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 and complies with
the MARPOL 73/78 regulations.
The FPSO is not equipped to receive dirty ballast.
POLLUTION: All export tankers shall conform to the International Maritime
Organisation regulations for the prevention of pollution by oil and
requirements pertaining to the control of pollution of any type.
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.
SURVEYORS: The FPSO has a laboratory onboard capable of analysing
limited numbers of cargo samples.
In case of 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 transfer operations.
FIRE PRECAUTIONS: Each export tanker must have its fire fighting
system fully operational prior to commencing any mooring and/or transfer
operations.
TIME: GMT throughout year.
WEATHER/TIDES: Weather Conditions: Prior to commencing
mooring and/or cargo transfer operations, reasonably available weather
forecasts for the FPSO location will be obtained by the FPSO.
The operations should proceed and / or continue only if the FPSO OIM,
the CNR Offshore Representative, the export tanker Master and Mooring
Master are satisfied the prevailing and anticipated conditions are within the
limits considered safe for such an operation. Should the Mooring Master
suspect failing weather, offloading should be halted immediately and the
export tanker moved to a safe distance.
Operating Environment: Mean air temperature 18 – 36␥C.
Seawater temperature 21 – 33␥C.
Current 0.5 – 2.0 knots ␺ 240␥(T).
GENERAL: Courtesy Flag: Export tankers are required to fly the flag of
Ivory Coast during daylight hours while at the terminal.
AGENCY: CNR does not perform any vessel agency functions. Export
tankers calling at Espoir Field Marine Terminal must make their own agency
arrangements.
OPERATOR: Offshore Terminal: CNR International. Tel: +44 (1483)
401323. Mobile: +225 (07) 075130. FAX: +44 (1483) 401404.
Email: offshorerep.ei@cnrinternational.com Contact: John Allen, Terminal
Operations Manager (Tel: +225 (20) 310015. Fax: +225 (20) 310050.
Mobile: +225 (07) 072812). Mike Brumfit, CNR Representative.
LION TERMINAL: 05␥ 02' N 004␥ 48' W (See Plan)
OVERVIEW: The FPSO has been removed and replaced by an Single
Point Mooring (SPM) Buoy SIR II.
Cote d’Ivoire under licenses granted by the Government of the Ivory Coast.
The terminal is governed by the laws of the Ivory Coast.
LOCATION: 210␥(T) ␺ 1.2 n.m. from the Port Bouet Lighthouse.
MAX. SIZE: 250,000 d.w.t., draft 21.0 m., bow to manifold 150 m.
Minimum 80,000 d.w.t., LOA 200 m.
RESTRICTIONS: This terminal is designated to provide
discharging/loading facilities for crude oil.
PILOTAGE: Mooring during daylight hours only. Latest acceptable arrival
time is 1500 hrs. Available seven days per week.
Unmooring/sailing conducted throughout 24 hours, subject to Mooring
Master/Chief Pilot’s agreement.
BERTHS: Vessels are berthed at a SPM.
HOSES: Manifold to accept hose dia. 16 in.
Derrick: Minimum SWL 10 tonnes.
CARGO OPERATIONS: Handling Rates: Loading rate Lion Crude
2,500 cu.m./hr.
Discharging rate crude oil 35,000 – 40,000 bbls./hr.
Readers are encouraged to send updates and additions (page xi)
Lion Terminal IVORY COAST
BALLAST: Deballast: No deballast reception or slops disposal facilities There is also inside the port a small tanker berth for vessels not exceeding
available ashore. Vessels arriving in ballast must ensure that any ballast to 100 m. on the Eastern Breakwater. The areas located to the north and east
be discharged is clean ballast water. of these berths are used for storing timber.
DRY DOCK: See ‘‘Tema’’. Also see ‘‘Max. Size’’.
OPERATOR: United Meridian International Corporation (UMIC). TANKER FACILITIES: See ‘‘Max. Size’’.
AGENT: Head Office: GETMA International, 66 Rue Pierre Charron, CRANES: 1␺60 ton mobile crane and 1␺30 ton challenger crane for
75008 Paris, France. Tel: +33 (1) 5383 8383. Fax: +33 (1) 5383 8362, handling containers.
5383 8363. Email: getma@getma.fr Web: www.getma.fr No quay cranes, cargo handled by ships gear.
Abidjan: GETMA Cote d’Ivoire SA, Km. 1, Boulevard de Marseille, CARGO HANDLING FACILITIES: Lighters: 200 ton and 300 ton
PO Box 1753, Abidjan 16, Cote d’Ivoire. Tel: +225 242016, 241455. capacity.
Fax: +225 240092, 353290. Email: ouele.shipping@getma.ci STEVEDORES: Available throughout 24 hours.
WASTE DISPOSAL: There is no special collection service. Vessel’s
garbage is retained on board in plastic bags and removed by lorry hired by
SAN PEDRO: 04␥ 44' N 006␥ 38' W (See Plan) agent.
SLOPS DISPOSAL: No local service available. In case of absolute
LOCATION: The Port of San Pedro is located at the old mouth of the river necessity, contact ship’s agent.
bearing the same name. The river has been diverted and now comes into MEDICAL: There is a hospital with limited facilities at San Pedro. For
the sea to the east of the hill on which a light is located. serious cases, patients are taken by medical plane to Abidjan (which is
Charts: Charts No. 3051 and 1362. 1 hour’s flight away).
DOCUMENTS: FRESH WATER: Available at the quays, rate 30 t.p.h. Also available at
3 Crew Lists the buoys by barge, capacity 300 tons, rate 25 t.p.h.
3 Lists of Ports of Call FUEL: Available alongside at the quays by road tanker.
1 Passenger List REPAIRS: There are several workshops for effecting small repairs. The
1 Declaration of Arms and Ammunition Port Authority also undertakes repairs, contact Harbour Master.
3 Kroo Lists TSM workshop: Welding, painting, engine maintenance, etc.
1 Health Declaration Tel. +225 (34) 711665.
6 Manifests
2 Bills of Lading POLICE/AMBULANCE/FIRE: Police Tel: +225 (34) 711343;
3 Lists of Hazardous Cargo, disembarking or in transit. Ambulance Tel: +225 (34) 711025; Hospital Tel: +225 (34) 711121, 711601.
Also see ‘‘Shipmaster’s Reports’’. TIME: GMT.
MAX. SIZE: LOCAL HOLIDAYS: Public: May 1st, (May Day).
Berth Max. LOA Max. Draft Legal Holidays: The following are considered public holidays with pay unless
(m.) (m.) they fall on a Sunday:
Oil Berth* 90 5.5 January 1st; End of Muslim’s Lent (Ramadan); November 1st, All Saints’
Berth No. 1 155 10.5 Day; Ascension Day; Assumption; Easter Monday; Whit Monday; December
Berth No. 2 200 10.5 25th.
Berth No. 3 190 10.2 It should also be noted that when May 1st falls on a Sunday the following
Berth No. 4 195 10.5 day is considered a public holiday.
Berth No. 5 140 10.5 WEATHER/TIDES: The tropical climate with tradewinds is mild
Berth No. 6 150 8.5 (maximum 30␥C, minimum 20␥C, the absolute minimum being 15␥C in
South Quay 150 8.5 January). The rainy seasons is from May to August; the region is irrigated
West Quay 586 10.5 by tornadoes from April to May and September to October. The average rate
of rainfall reaches 1,600 mm./year.
* currently unavailable.
Current: The slight SW’ly current at the port entrance of 0.5 to 1 knot is
RESTRICTIONS: Tides impose no restriction. However vessels drawing negligible inside the port.
34 ft. (the authorised maximum) operate during HW to facilitate their
movements.
Tidal Range: The maximum tidal range is 1.5 m. (about half an hour ahead
of the tidal times at Abidjan). There is a slight tidal rip at the South Quay.
APPROACHES: In Clear Weather: But in the whole port and particularly at the South Quay, there is a
The first recognisable port characteristics are: considerable undertow between the months of June and September.
1. The lighthouse to the NE of the port on a hill (Lat. 4␥ 44' 55" N,
Long. 6␥ 36' 00" W) – which is a four-sided pylon 26.8 m. high on the top of CONSULS: France.
which is a square metal shelter with horizontal red and white stripes and on NEAREST AIRPORT: San Pedro Airport, 5 km.
its middle part on the southern side is a white sphere. The height of the light CUSTOMS: 200 cigarettes and 1 bottle of spirits.
is 160.3 m. SEAMAN’S CLUBS: None.
2. Hertzien Relays: Cylindrical telecommunications tower, grey in colour
and 59.3 m. high. It is located 1,100 m. – 268␥ from the light of the eastern
GENERAL: Fresh Food: Only available in small quantities.
Roads: A tarmacadam road connects with Abidjan, distance 350 km.
jetty on a hill dominating the port. Its height in relation to sea level, is 127 m.
Port Officials: The Port Captaincy, the pilotage and tug control are all in the
At the top of it is a metal aerial mast.
Captaincy building which is a two storey structure, raised on a circular dias
In Misty Weather: There is an aeronautical radio beacon (Lat. 4␥ 46' 12" N,
located at Pointe Quiquerez. The Customs are within the port to the south
Long. 6␥ 38' 58" W) operating from 0730 - 1830 hrs. and at night on request
(frequency 330 A1 call sign ‘‘SAP’’). The request for night operation must be of the Western Quay.
made to ASECNA at Abidjan. DEVELOPMENTS: In order to cater for increased exports and imports,
PILOTAGE: Pilotage is compulsory for entering and leaving and for moving the port will have 4 anchorage points and 7 quay berths, one of which will
within the pilotage limits, defined by a circle of four miles radius centred on be multi-purpose. This will involve extending the port to the north and
the base of the Western Jetty (Pointe Quiquerez). enlarging the Northern Dock, creating an Inner Port, extension of dredging,
All vessels wishing to enter the pilotage area of the port must send at least creation of open storage areas and construction of quays. In all, the plan,
24 hours prior to arrival, a telegram or a telex stating ETA, overall length, from a long term aspect, is to have 10 km. of quay, 500 ha. of port industrial
draft, nature and tonnage of goods to be loaded or unloaded. area and 200 ha. of commercial areas.
The telegram or telex should be sent for the attention of the Port SHIPMASTER’S REPORT: November 1997.
Commandant, or otherwise to the Consignee. The following documents are required:
The pilot boat is a cutter which has a black hull and white superstructures 8 Crew Lists.
marked ‘‘Pilote San Pedro’’. The usual summoning signals for the Pilot are 2 Bonded and Provision Stores Lists.
also supported by two long and one short (G) audible signals on the siren. 2 Ship’s Stores Inventories.
Pilotage is available day and night for leaving the port and for movements 2 Personal Effects Declarations.
at the quay. Berthing at the buoys only possible during daylight hours. 6 Dangerous Cargo Lists.
Departures are announced at the daily port conference. 4 Narcotics Lists.
Pilot service not available 24th & 31st December (1800 – 0800 hrs.). 6 Ports of Call Lists.
Three hours before sailing, the ship’s Agent must confirm or modify the 1 Vaccination List.
time for sailing as is expected. 1 Maritime Declaration of Health.
The vessel must confirm again its departure one hour before sailing 4 Stowaway Lists.
(by VHF or by any other means if the vessel does not have VHF). 4 Passenger Lists.
PRE-ARRIVAL INFORMATION: Vessels anchored can communicate 4 Animals Lists.
with the Port Captaincy on VHF (Channel 16 and 12 with permanent watch). 4 Kroo Boy Lists.
There is permanent radiotelephone watch on 2182 kHz, as well as 4 Parcel Lists.
communication by light signals. 4 Arms and Ammunition Lists.
TUGS: One tug of 1,300 h.p. 4 Mail Lists.
BERTHS: The port protection structures comprise of a western breakwater 2 Deck Declarations.
265 m. long and a breakwater to the east of 145 m. length. Access is by 2 Engine Declarations.
means of a 120 m. wide channel dredged to 13.0 m. The entrance passage Dangerous Cargo List and Crew List must be sent 48 hours prior to arrival.
is 200 m. wide. A heading of 291.5␥ leads to the port. SHIPMASTER’S REPORT: March 1998.
The channel gives access to a manoeuvring basin of 400 m. diameter Documents: Prepare all forms so acceptable format by INM-C.
dredged to 11.8 m. depth. 6 Crew Lists.
South Quay: Length 155 m., depth 9 m. 6 Ports of Call Lists.
West Quay: Length 181 m., depth 11 m. and Length 405 m., depth 12 m. 6 Passenger Lists.
Service Quay: Length 109 m., depth 4 m. 6 Animals Lists.
There are five loading points at buoys for timber: Two to the north of 6 Narcotics Lists.
Western Quay, and three to the north of Eastern Breakwater, which can take 6 Arms and Ammunition Lists.
vessels with a maximum length up to 140 m. at 3 buoys and 200 m. at 6 Stowaway Lists.
2 buoys. Depth 11 m. 6 Dangerous Cargo Lists (whether in transit or not).
Cement Handling Berth: Length 200 m. Vessels berth against dolphins and 3 Crew Declaration Lists.
secure to buoys fore and aft. Depth of water 11 m. 3 Ship’s Stores Lists.

See guidelines for compiling and submitting information (page xi) 1525
IVORY COAST San Pedro
3 Bonded Stores Lists.
3 Currency Lists.
3 Provisions Lists.
3 Deck Stores Lists.
3 Vaccination Lists.
3 Customs Declaration Lists.
Special care should be taken with ship’s and personal items so as to avoid
discrepancies between declared and physical stocks.
Please declare: Bunkers on arrival, paints, chemicals, solvents, grease,
thinners, varnishes, acetylene, freon and oxygen bottles (full or empty),
personal belongings, refrigerators, TV sets, radio, video, cameras, all relevant
apparatus, cassettes, films, cigarettes, beer, soft drinks, alcohol and
perfumes.
Everything should be declared to avoid fines or arrest of ship. Please
inform/remind crew that no business transactions (sales, exchanges) are
allowed during the ship’s stay in port.
All stores must be declared including those which are kept aside for
presents.
Officials: Customs are very strict in this port.
Customs Officer counts everything in Bonded Store. When no
discrepancies found, asks for present. Afterwards Master can take cigarettes,
whisky, brandy, spirit, beer, etc., for entertaining in harbour, then they will
seal the Bonded Store.
When all formalities are completed no other visitors come on board. If
anybody comes aboard you can call your agent, and the uninvited guest will
leave without a word.
Anchorages: Outside beyond the channel is deep water, difficult for
anchoring.
Max. Size: Draft limit 10.00 m.
Berthing: Berthed alongside Berth No. 4. Shore gear used to discharge cargo.
Only one suction pipe, discharge rate 110 t.p.h.
If the ship has Port Clearance when discharge of cargo is completed, ship’s
Master decides upon sailing time.
Give Pilot Station one hour’s notice for sailing. Ship can sail at night.
Gangway/Deck Watchman: Compulsory to employ watchman.
AUTHORITY: Port Autonome de San Pedro, BP 339/340, San Pedro,
Ivory Coast. Tel: +225 (34) 717220. Telex: 9910, 9911 COMPORT-CI.
Fax: +225 (34) 717215. Cables: Comport San Pedro.
Web: www.sanpedro-portu.com Contact: Daiio Desire Noel Laurent,
Director General. Ado Ado Jean-Jacques, Operations Director. Yao
Tiecoura, Commercial Director. Koman Ankiehi, Harbour Master.
AGENT: Afritramp-Socopao, Boulevard du Port, BP 363, San Pedro, Ivory
Coast. Tel: +225 (34) 3171 1589. Fax: +225 (34) 71 1567, 71 1583.
Telex: (983) 99103, 99104. Email: socospy@africaonline.co.ci

1526 Readers are encouraged to send updates and additions (page xi)