Lombo (AOLBT)

Lombo Marine Terminal is no longer operational. Information is retained should the status of the terminal change. The terminal consists of a SPM moored in approx 36m of water. Attached to the SPM is a 180,000DWT floating storage unit (FSU), a tanker, to which the off taking tanker is soft moored at the bow. A 12in sea line connects the SPM buoy and FSU tanker with the Lombo East production platform and a 20in floating hose reducing to a 16in over rail hose, with a rate of approx 33,000bbls/hr, is used for offloading.

Tropical.

Lombo Marine Terminal is located 43nm S of the Congo River.

..... Max displacement 155,000t Max distance bow to manifold 150m Max stern trim (propeller immersed) 3.0m

Vessels waiting to berth are requested to anchor 2.5nm NW of the FSU contacting the pilot upon arrival. At times the pilot may alter the anchorage location. Due to the proximity of many sub-sea pipelines great care must be taken when anchoring. The sea bottom in the area is sand and mud. Anchoring is prohibited within a distance of 1.5nm of any installation and navigation within 2nm of the FSU without a pilot onboard is prohibited.

Facilities in the Lombo field are clearly marked on charts and all vessels calling at Lombo Terminal shall have onboard charts BA 604 and 3206. Drilling activities continue in the area and therefore Masters should navigate with particular caution as new, uncharted platforms and drilling rigs may be encountered throughout the area. Good radar targets are Lombo East Platform and Palanca Terminal, both of which flare continuously.

BA 604, 3206. Admiralty Pilot NP2.

1025.

All mooring and unmooring operations are done by the ship's crew as instructed by the pilot. Upon arrival at the pilot station, vessel should have the starboard crane/derrick rigged and ready for use. The SWL should be not less than 15t. Approx 1nm from the FSU, a tug will be secured astern with tug wire prior to any mooring operations. The tug will tow continuously throughout loading. A line boat and crew boat will assist the vessel to moor and unmoor. All mooring equipment, ie Panama leads, chain stoppers, etc shall comply with relevant OCIMF recommendations. "Smit" brackets are no longer accepted. The terminal line boat will bring the mooring equipment box alongside, which is picked up using the ship's crane/derrick. One messenger line of at least 122m in length and 2 good heaving lines should be ready for use, both on the forecastle and on the poop deck aft. There should also be a large hammer and a large crow bar available on the forecastle head during mooring. The terminal tug is normally made fast at the stern prior to commencing mooring operations. The line boat brings a 10in circumference pickup line alongside the bow when the vessel is within a (reasonable) distance of the FSU. The messenger line is passed, by the use of a ship's heaving line, to the line boat and is connected to the pickup line. The pickup line is retrieved until the chafe chain passes through the fairlead and is secured to the chain stopper. Only the slack in the pickup lines should be retrieved. It is imperative that NO load is put on the pick up lines at any time during the mooring operation. Once the vessel is safely moored the floating hose is brought along the starboard side and connected to the manifold by the ship's crew. The single loading hose is equipped with a 16in Camlok connection. The bow to manifold distance shall not exceed 150m and the manifold to ship's rail distance shall not be less than 4.6m. A pressure recorder will be installed in the ship's manifold. During the whole period that the vessel is moored to the stern of the FSU the terminal tug will be made fast to the stern of the tanker. A messenger line will be passed from the tanker to the tug, using a ship's heaving line and the tug's tow wire is retrieved and made fast onboard. In principle, mooring operations are not carried out at night, but unmooring operations are performed day or night. The Pilot/Loading Master will, in all cases, decide when mooring and unmooring operations shall be done.

Pilotage is compulsory. The pilot boarding area is 2nm NW of the FSU. The pilot will give the arriving vessel berthing instructions and/or confirm the anchorage position. The pilot listens throughout 24 hours on VHF Ch 11. Masters are reminded of their obligation to comply with statutory rules and are requested to comply with the following: ..... 1. The officer responsible for the embarkation or disembarkation of the Pilot must be a watch keeping officer. 2. The pilot ladder must be properly secured (IMO rules). 3. The pilot ladder and immediate areas must be adequately illuminated. 4. Means must be provided to enable the pilot to pass safely and conveniently from the head of the ladder into the ship and onto the deck. 5. The ladder must be in good condition. 6. The length of the ladder should not exceed 9.14m. 7. Whenever the distance from sea level to the point of access is more than 9.14m, a combination accommodation ladder/pilot ladder should be used. 8. Spreaders are to be positioned at intervals of not more than 3.05m. 9. Two man ropes, in good condition, should be ready but not lowered, unless so instructed by the pilot. 10. A lifebuoy with safety line and self igniting light must be available at the embarkation area. 11. Suitable heaving lines ready to lift the pilot's equipment and bags. 12. The pilot ladder must be rigged on the lee side, clear from all discharges and water outlets. 13. The pilot ladder must be rigged in such a manner that each step rests firmly against the ship's side. 14. Nylon pilot ladders must not be used. 15. The use of pilot hoists is not recommended. If, in the opinion of the Pilot/Loading Master, the pilot ladder is not safe, the Pilot/Loading Master may refuse to board the vessel and thus cause delay to the ship. Such delay would be for the ship's account. All manoeuvring of ships within the terminal area is to be done with the benefit of the advice of the Pilot/Loading Master, although in all cases and circumstances, the Master of the vessel shall remain solely responsible on behalf of the vessel's owners for the safe and proper manoeuvring of the vessel. The Master or responsible qualified senior deck officer must be on the bridge at all times when the vessel is manoeuvring.

The SPM is equipped with a navigation light and foghorn. The light (Mo "U" 15s 5M). The foghorn sounds Mo "U" 30s 5M. The previously utilised mooring tower (06°51.6'S 012°23.6'E) still remains in location but is no longer in use. The mooring tower is lit: Mo "U" 15s 3M.

Acceptance: Only vessels on the Texaco Vessel Approved List will be accepted to load at Block 2 Terminal. Vessels intending to call at Lombo Terminal must send, before acceptance, the completed Texaco Charter Vessel Acceptance questionnaire to: ..... 1. Texaco Panama Inc (Bloco 2) Helena Rocha Luanda, Angola. Tel: +244 2 322606, Fax: +244 2 321703, Telex: 2619 TEXPAN AN. or ..... 2. Texaco Panama Inc (Bloco 2) Marine Superintendent G Donnarumma/A Leone Inmarsat: Tel: +871 383 131883, Fax: +871 383 131884. Inmarsat C: +431 699922. The Texaco questionnaire is as follows: ..... 1. Vessel IMO number 2. Vessel name/previous name 3. Vessel type 4. Flag 5. Port of registry 6. Date built and where 7. Date rebuilt 8. Construction (single hull/double hull/ double sides/double bottom). If double hull, are all centre tanks subdivided throughout by a centreline bulkhead to reduce free surface effect 9. Is vessel fitted with COW, is it regularly used 10. Is vessel fitted with IGS, is IGS in full working order 11. Is vessel fitted with SBT, quantity of segregated ballast 12. Registered owner: a. Full style b. Address c. How long owned by present owner 13. Demise charter owner or time charterer, if any: a. Full style b. Address 14. Operating company (responsible for daily management and expenditure on vessel): a. Full style b. Address c. How long has vessel been with this company d. Number of tankers operated by this company 15. Classification Society: a. Name b. Address c. Number of years with this society 16. Do owners/operators adhere to the OCIMF guidelines 17. Date of last special survey (hull). Any outstandings 18. When last in shipyard Reason 19. Date of last drydocking 20. Does vessel have a full complement of certified officers in accordance with flag state 21. Licence/Certificate of origin of Master and officers 22. Nationality of Master and officers 23. Are officers employed direct by owner or via a manning agency 24. Nationality of ratings 25. Are ratings employed direct by owner or via a manning agency Name of agency 26. Are officers able to communicate in English 27. Are sufficient officers certified to perform COW operations in accordance with MARPOL 73/78 28. Date vessel last chartered to Texaco 29. Date a tanker from the same company was last chartered to Texaco (include name of vessel) 30. Vessel's last three charterers and cargoes carried: a. Last b. Next to last c. Second to last 31. Expiry date of Certificate of Inspection or Annual General Survey for compliance with Flag State 32. Does the vessel have the following certificates onboard which will be valid for the period of the expected voyage a. Load Line Certificate Issued/expired b. Safety Equipment Certificate Issued/expired c. Safety Construction Certificate Issued/expired d. Safety Radio Certificate Issued/expired e. IOPP Certificate Issued/expired f. CLC Certificate Issued/expired g. US Coast Guard Regulations Compliance Certificate (TVEL or COI) Issued/expired h. Certificate of Financial Responsibility in compliance with OPA90 (COFR) Issued/expired 33. History of groundings/strandings/collisions over previous 12 months a. When b. Where c. Circumstances 34. History of pollution over previous 12 months: a. When b. Where c. Circumstances d. Extent of cargo or bunker loss e. Any port prohibitions as a result of a pollution incident 35. Last US port visited Date 36. Last USCG inspection a. Date b. Result 37. Last Port State Inspection: a. Date b. Result 38. Name of P&I Club: a. What is P&I cover for pollution damage b. What is P&I cover for general liability 39. Does the vessel have an Oil Pollution Contingency Plan approved by the USCG as required by OPA 90 Qualified individual: a. Name b. Address c. Telephone No 40. Vessel's deadweight, (metric tonnes) Draught Cargo tank capacity at 98% 41. Is cargo manifold of steel or cast iron 42. TPI, BCM, KTM 43. Hose boom capacity and safe working load 44. Advise numbers, dimensions and location of bow Panama fairlead(s) or equivalent fairlead(s). Bow fairlead opening should be at least 400mm (height) and 600mm (width) 45. Is vessel fitted with a chain stopper in the bow area If so, state number, type and SWL 46. Does vessel have mooring bitts located not less than 3m and not more than 10m from Panama fairlead which are clear of obstructions 47. If vessel does not have SBT (question 11). Can vessel deballast simultaneously with loading and maintain 30% of summer deadweight at all times 48. Confirm that vessel has 2 fire monitors, each having an output of 5,000gpm to dissipate hydrogen sulphide gas at the vent outlet 49. Vessel has the following communication systems onboard: Inmarsat/VHF/SSB Radio/Telefax Please advise numbers and callsign 50. Please advise following: a. Colour of hull b. Colour of superstructure c. Colour of funnel marking 51. Is the vessel equipped with hermetically sealed ullaging/sampling system 52. Confirm vessel has a closed loading system 53. Confirm vessel fitted with a recirculatory air conditioning system. Vessels not approved may be accepted for one voyage provided they submit the Texaco Charter Vessel Acceptance Questionnaire to the above addresses 30 days in advance of scheduled arrival. Enquiries for inclusion in Texaco Vessel Approved List may be sent to: Texaco Oil Trading and Transport, Marine Inspection and Consulting Service, 2901 Turtle Creek Drive, Port Arthur, Texas 77642, USA. Tel: +1 409 723 6783, Fax: +1 409 723 6666.

Tidal currents in the area are minimal. They have an average velocity of 0.5kt and a max of 2kts. The tidal range is approx 1.5m. Swell: 93% of all swell waves come from the S (SE to SW). The average height of the swell is 1.5m during the rainy season and increases to 3.0-4.0m during the dry season. Currents: In general, the current flow at the Lombo East platform is in a N'ly direction and has an average velocity of 0.8kt. The direction and velocity are governed by 2 significant sources, the Benguela current flowing N and the outflow of the Congo River.At most times the Benguela current is the most influential, so the most common current direction is N'ly. At times, especially during the rainy season (Dec to May) the outflow from the Congo River may be so great that it can exceed the Benguela current and reverse the direction of the current at Lombo. At the terminal a 180° change in the current direction has been observed to take place within 10 min. When this happens during daylight hours, it is possible to receive advance warning if the watchman observes the muddy water front from the Congo River moving S. This notice allows the tug line handling crew to be in the best position to keep the tankers from contact. When this happens at night, however, the allowable reaction time is greatly reduced and any such error or delay may allow contact between the export tanker and the FSU. Independently of the Congo River outflow, a surface current may, at irregular intervals, set to the E during the rainy season.

There is 1 tug of 6,000bhp, with a bollard pull of 80t available.

Winds: The general trade wind direction is ESE to SSE. The direction is affected by onshore and offshore breezes. The onshore breeze comes from the SW between 1000-1100hrs and diminishes at sunset when it is replaced by a light breeze from the SSE to ESE which blows until approx 0900hrs. From Dec to May (rainy season) thundery squalls occur from the N. During the month of May, the trade winds often blow night and day. From Jun to Sep (dry season) the occurrence of winds is low. From the SW in the daytime and S-SW with calm periods at night. In mid Sep, a stable SW'ly breeze sets in until the beginning of Dec when it then becomes more variable with calm periods at times.Humidity: The relative humidity is above 80% for 11 months of the year but falls to 50% in Jun. Visibility: Fog occurs more often during the dry season than the rainy season. Visibility is reduced in heavy showers.

Lombo Terminal, SSB 8480kHz; Murjan, SSB 6500kHz. VHF: The following channels are used: ..... Station Channel 1. Lombo Pilot 11 2. Lombo Terminal 11 3. Lombo East Platform 06, 71 4. Texas 4 06

Officials from Customs and Immigration will board the vessel as soon as practicable by launch. During cargo operations, 2 or 3 officials will remain onboard.

..... Document Copies 1. List of Passengers (disembarking or in transit, even if nil) 5 2. Crew List 5 3. List of previous Ports of Call 5 4. Crew Vaccination List 5 5. Stores List 5 6. Personal Effects List 5 7. Animal List (even if nil) 5 8. Arms and Ammunition List (even if nil) 5 9. Clearance from last port.

Vessels nominated to load at Lombo Terminal should send their ETA on receipt of orders to Texaco Panama Angola Inc, Offshore District, Marine Operations Inmarsat Tel: +871 383 131884, Fax: +871 383 131883, 7 days, 96, 72, 48 and 24 hours prior to arrival. The first message must contain the following information: ..... 1. Vessel's name and previous name 2. Flag and port of registry 3. Callsign 4. Satcom: Fax/phone/telex 5. Name of Owners and Operators 6. Name of Charterers 7. Name of Consignee 8. Name of agents in Angola 9. Name of cargo surveyor 10. ETA at Lombo Terminal 11. Name of last port 12. Arrival draught and sailing draught 13. Loaded displacement 14. Gross and net tonnage 15. Summer deadweight 16. LOA 17. Distance bow to manifold 18. Number and type of mooring brackets forward 19. Cargo requirement 20. Amount of clean ballast on arrival

Special requirements: During the whole period that the vessel is moored at the FSU, a forecastle watchman is required. He must be in continuous contact with the Duty Officer and must keep him informed of the vessel's position and distance from the FSU. The vessel will be held responsible for all damage to the installations. Vessels are requested to provide food and accommodation for the Loading Master and one Safety Officer throughout the loading operations. The accommodation should be equivalent to the minimum standard required for a senior officer. Accommodation is also normally required for up to another 3 persons (Port Authority/cargo surveyor/agent). Vessel's crew is required for mooring/unmooring operations and connection/disconnection of the hose. A 24 hour radio watch must be maintained on VHF Ch 11.

Upon arrival, government officials and agent board the vessel. The party comes by boat from the offshore district base.

The Pilot/Loading Master will normally only accept the NOR between 0600-1700hrs, provided that the vessel is in all respects ready to receive cargo. The time the NOR is accepted will always be the time when the loading hose is connected.