Kole Terminal (CMKOL)

A crude oil (Kole Crude and Lokele Crude Oil) export terminal, in the NE of the Gulf of Guinea, which consists of an SBM berth for FSO 'Massongo' and two SBM berths (KLB1 and KLB2) in the Kole Oil Field. KLB1 is no longer commercially active. The FSO has a storage capacity of 315,483mі and associated SPM mooring buoy can accept export tankers from 50,000 to 280,000DWT whereas the SPM KLB2 can accept export tankers from 50,000 to 310,000DWT. Vessels may only arrive at the FSO and Kole Oil Terminal during daylight hours and loading will be in the means of 16in floating hoses. FSO specifications: LOA 333m, beam 58m and 269,141DWT. FSO 'Massongo' also has dual storage capacity for both Kole Crude and Lokele Crude Oil. Oil prospection in Cameroon began in 1947 and eventually the Kole Oil Field was put in production in 1977 after the first commercial discovery was made in the Rio Del Rey basin in 1972.

Tropical.

Kole Oil Terminal is located approx. 90nm from Douala, Cameroon. FSO 'Massongo' is moored approx. 44.3nm W of Limbe, Cameroon.

Max offshore LOA 300m, BCM 200m, draught 22.0m and 310,000DWT. Note: No draught or LOA restrictions exist at FSO 'Massongo' Loading Buoy.

Temporary anchoring: Vessels loading at Kole Terminal may anchor in 38m of water 1.74nm SW of loading point KLB2, located at 04° 13.350'N., 008° 33.519'E. Vessels loading at FSO 'Massongo' may anchor in 60m of water 1.74nm ENE of the SPM. Anchorage Zones: ..... A 04°12.3'N., 008°33.0'E B 04°12.3'N., 008°34.0'E C 04°11.3'N., 008°33.0'E D 04°11.3'N., 008°34.0'E Anchoring within the prohibited zone and less than 1nm from the Kole loading point is prohibited.

Operating facilities, located in the Rio Del Rey, are protected by a zone where navigation is prohibited. Prior permission to enter this zone must be obtained.

BA 1387. French 5380. Admiralty Pilot NP2, NP286(8).

Cameroon is located under Zone 3 of the Integrated Coastguard Network - West-Central Africa. CG centre is located in Lagos, Nigeria.

1025.

During the final approach, and with a speed of less than 3kts, the vessel will stop at a point situated 1nm at the axis of the buoy in a position of equilibrium facing the resultant wind and current. The tug will proceed to the aft of the vessel for the tug's cable to be embarked onboard. After the cable has been fastened, the tug will clear off the propeller at a distance of 150m with the cable just touching the water, ready to pull at the request of the pilot. Mooring ropes are provided. The vessel shall prepare to embark on forward two mooring ropes, one on port side and another on starboard side. Each rope consists of 46m of 13in nylon and 8m of 64mm chafe chain. Furthermore, to facilitate embarkation, each rope is equipped with a 250mm circumference polypropylene hawser approximately 150m long for the port side and 80m for the starboard side. The hawsers are passed on to the vessel by a second work-boat. The vessel shall prepare two messenger ropes at the bow to embark them. At the end of berthing, the tug will go at her normal pulling position, that is 450m aft of the vessel. If meteorological conditions prevent the work-boat bringing the hoses to the vessel, the tug will be assigned to bring them for connection. The vessel will have, at its disposal, a mooring gang, led by the Loading Master. The mooring gang will assist the vessels and crew and does not replace them. The manoeuvre of the winches and windlasses is exclusively done by the vessel's crew. Unmooring can be carried out at any time subject to pilots agreement. Tugs will be fastened to vessels stern at 1nm before final approach to the buoy. Berthing is generally only carried out during daylight hours however operations may continue at night with prior permission from the terminal operator. Vessels may unmoor at anytime.

Compulsory, via pilots from Cameroon Port Authority (PAD). Signals for a pilot are those provided for by the International Code of Signals. The pilot may be contacted on VHF Ch 16. The pilot for Kole Marine Terminal shall board the vessel 2nm SW of loading point KLB 2, in position 04° 12.0'N., 008°32.1'E. The pilot for FSO 'Massongo' shall board 2nm ENE of the SPM. It is formally specified that the Master shall remain fully responsible at all times for any damage or accidents arising during the day as well as night from leading and manoeuvring of the vessel. Pilot Safety: Pilot boarding and disembarking is the responsibility of the Master. ..... 1. For all vessels where the distance from sea level to point of access to, or egress from, the vessel exceeds 5m, pilot shall board and disembark via the accommodation ladder in conjunction with a pilot ladder. The vessel shall carry an accommodation ladder on each side, unless transferable. 2. The ladder should be sited leading aft. When in use, the lower end of the ladder should rest firmly against the vessel's side within the parallel body length of the vessel and within the mid-ship half section and clear of all discharges. An equally safe arrangement which might be more suitable for special types of vessels would be acceptable. 3. The length of the accommodation ladder shall be sufficient to ensure the angle of slope is not more than 55°. 4. The lower platform of the accommodation ladder shall be horizontal when the ladder is in use, 5 Intermediate platform, if fitted, is self levelling. Accommodation ladder treads and steps shall be designed to provide safe footholds at the angles found when the ladder is in use. 6. The ladder and platform shall be equipped on both sides with stanchions and rigid handrails. If hand ropes are used they shall be tight and properly secured. The vertical space between the handrail or hand rope and the stringers of the ladder shall be securely enclosed. 7. The pilot ladder shall be rigged immediately adjacent to the lower platform of the accommodation ladder and the upper end shall extend at least 2m above the lower platform. 8. Lighting at night shall adequately light the entire length of the ladder. 9. If a trapdoor is fitted in the lower platform, to allow access to and from the ladder, the aperture shall not be less that 750mm x 750mm. In this case the after part of the lower platform shall also be closed in as in paragraph 6 and the pilot ladder shall extend above the platform to the height of the handrail. 10. The accommodation ladder(s), together with any suspension arrangements or attachments, fitted and intended for use in accordance with this recommendation must be approved by the authorities.

All platforms and the Floating Storage Facility, Serepca 1, within this zone are equipped with white beacons, Mo (U)15s. ..... Main loading point KLB2 Situated in position 04°13.21'N., 008°33.31'E. Yellow buoy equipped with a white beacon Mo(U) 15s 6M, radar reflector. A floating hose which can float around each buoy over a radius of 260m is marked by small white intermittent beacons. Fog signals inside the prohibited area: Fog horns Mo (U) 30s 2.0M, sound when horizontal visibility is less than 1nm at the following points: ..... Ekoundou oil production platform Located at 04°16.4'N., 008°25.2'E Kole oil production platform Located at 04°16.9'N., 008°34.0'E KLB 1 loading buoy Located at 04°14.9'N., 008°33.1'E KLB 2 loading buoy Located at 04°13.3'N., 008°33.5'E

Berthing at the facilities are only authorised during daylight between 0600 and 1800hrs. The latest a vessel may arrive at the anchoring position is 1600hrs, to avoid berthing the following day. The minimum UKC permitted is 4.5m at SBM KLB2. Transportation facilities cannot be used by crew from tankers loading at Kole. No regular connection between the terminal and Douala is provided. A restricted area around the facilities is marked by light beacons and entry is prohibited without permission from the terminal authorities; anchoring in this area is also prohibited. Off the coast of Cameroon there are numerous oil fields and as a result there is an extensive restricted area. The restricted area extends approx 17 miles seaward of the Bakasi Peninsula, within the Gulf of Guinea and governed by Cameroon. Within the restrictive area there are numerous platforms, pipelines, well heads and riser pipes all associated with the oil industry that runs throughout the area. Vessels are prohibited from entering without prior permission. Vessels may only use the tanker berths when entering the surrounding areas of the restricted zone. All other vessels, not for the tanker berths, must remain at least 2.6nm clear of the associated terminals. It is worth noting that visibility is often reduced to 1-2nm during harmattan season. Please see weather section for further details. Pirates operate in the Gulf of Guinea and severe caution must be taken

In the Kole region, current strength and direction varies frequently. Prevailing currents are tidal. The ebb tide is SE and the flood tide is NNW. Surface speed may reach 3kts. Kole tides are semi-diurnal, the Kole cycle is 15min in advance of the Bonny Town cycle. Max amplitude is 2.3m; mean amplitude for spring tides is 1.8m and for neap tides, 0.9m. Average max height of the swell at the FSO is 1.2m from Oct to Feb and 1.9m from Mar to Sep.

The Douala Port Authority has 4 tugs available.

Prevailing winds: W'ly. The rainy season (monsoon) extends from May-Sep. The dry season extends from Dec-Feb. The prevailing wind is from the S and is usually less than 15kts. Strong winds last a short time and blow from the E or SSE in connection with tornadoes. On average, the air temperature varies from 30°C to 22°C. The surface sea temperature varies from 29°C at the beginning of the year to 25°C in Jul, Aug and Sep. The prevailing swell direction is SSW (210°); average height is 2.5m and the period is 8sec. The waves generated by local winds rarely exceed 2m. The Harmattan, a hot wind from the Sahara, can reduce visibility to 1 or 2nm from Dec-Feb. During the rainy season, especially in Jun, Jul and Sep, visibility may be reduced to 0.5nm. In the area surrounding the terminal, current may be changeable in rate and direction. Ingoing is NNW, outgoing is SSE, reaching 3kts.

KOLE MARINE TERMINAL 4°14.91'N 8°33.08'E UNCTAD LOCODE: CM KOL ________________________________________________________________________________ ___________

MASSONGO MARINE TERMINAL 4°06.87'N 8°29.18'E UNCTAD LOCODE: CM MOU ________________________________________________________________________________ ___________

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WEEKLY CORRECTIONS FROM UKHO NtM WEEK 35/23 French Bulletin 26/23, (RSDRA2023000168696), 35/23

WEEKLY CORRECTIONS FROM UKHO NtM WEEK 02/24 French Radiosignaux publication 93 Oct 2023, (RSDRA2023000272643), 02/24

FSO 'Massongo' contact info VHF: Ch 13, 16 Email: massongo.mooringmaster@cm.parenco.com (Mooring Master) / massongo.om@cm.parenco.com (Offshore Manager) Kole Oil Terminal contact info Call sign: Kole Terminal VHF: Ch, 11, 12, 16 Telephone: +237 233 421 366 Facsimile: +237 233 400 020 Radio: The coastal station, Douala Radio, operates on the following frequencies: 500kHz and 8178kHz. Callsign "TJC 5", "TJC 6", "TJC 8". Transmitter power 1kW. Terminal: Radio watch on 500kHz and 2182kHz from: 0800-0830GMT and 1600-630GMT. Pilots contact info VHF: Ch 16

Customs will board vessel at the same time as the pilot and loading gang.

Upon arrival, vessel's Master shall provide the following documents in addition to those required by the health authorities: ..... Document Copies 1. Manifest 1 2. Crew List 3 3. List of Stopovers 3 4. List of Arms and Ammunition 3 5. List of Animals 3 6. Stores List 3 7. List of Passengers Disembarking or in Transit 3 EDP: Documents are ready 4 hours after loading completion.

Tankers shall notify their arrival by radio 72, 48 and 24 hours prior to arrival. Notice should be given of any appreciable change to the ETA. Once the vessel is within 52.1nm they must then contact the terminal on VHF. On notifying ETA, the Master should communicate the following information to the terminal. ..... 1. Vessel's name and flag 2. Last port of call 3. Destination 4. Quantity to load 5. Duration of deballasting if not concurrently with loading 6. Maximum loading rate 7. Safe working load of derrick or crane 8. Dimension of manifold flanges 9. Distance from bow to middle manifold (BCM) 10. Name of Master 11. DWT, GT, NT

All vessels should fly the Cameroon flag during stay at the port.

Inspection of tanks after deballasting and ullages after loading shall be performed in the presence of the Loading Master. The terminal shall place sealed samples of the cargo onboard the vessel. The vessel shall notify the Loading Master onboard 20 minutes before the end of loading by VHF so that pumping may be stopped when required. Once vessels are berthed they must have their engines available at all times.

Health inspection shall be carried out by the senior doctor of the Border Health Police. Pilots are empowered to carry out health inspections by the Border Health Police. The Master shall provide the following documents: ..... 1. Maritime Health Declaration 2. Ship Sanitation Control Certificate and Exemption Certificate 3. Vaccination Certificates for the crew and passengers. In the event of a contagious disease onboard, contact the Head Doctor or the Douala Border Health Police, BP 1115, Tel: +237 342 3633 through the intermediary of the Port Captain.

NOR shall be sent to Total E & P Cameroun. This will be accepted only when the terminal has received the formal authorisation to deliver the cargo and the following condition have been met: The vessel is at the terminal during daylight hours 0600-1600hrs. The terminal is not closed due to bad weather or other reasons as determined by the operator. The vessel is found suitable in all aspects after inspection to go to the loading point and to receive cargo. Loading is performed at a maximum flow rate of 4,000mі/hr. Approximately 120,000t of crude can be loaded per loading operation. Inspection of the tanks after deballasting and ullages after loading shall be done in the presence of the Loading Master representing Total E & P Cameroun. Shipping documents: ..... 1. Bill of Lading 2. Quality and Quantity Certificate 3. Certificate of Origin 4. Time sheet 5. Ullage report 6. Distribution of documents 7. Receipt for sample 8. Cargo Manifest. The vessel shall inform the Loading Master 30 minutes before completion of loading in order that pumping may be stopped. In addition, the terminal establishes the following documents, copies of which are handed to the Master: ..... 1. Notice of Readiness, if the vessel does not wish to establish its own or if its form is not accepted by the Terminal 2. Acknowledgement receipt of Port and Safety Regulations 3. Arrival information sheet 4. Ship/shore safety check 5. Watch request to monitor Buoy and Hoses 6. Safety requirements