Beruflich Dokumente
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GENERAL
General
(See Plan)
GEO-POLITICAL:
Capital City: Kinshasa.
Nationality: (noun) Congolese, (adjective) Congolese or Congo.
Population: 62,660,551.
COMMUNICATIONS:
International Direct Dial Code: 243.
Number of Internal Airports: 25.
Major Languages Spoken: French (official), Lingala (a lingua franca trade
language), Kingwana (a dialect of Kiswahili or Swahili), Kikongo, Tshiluba.
ECONOMY:
Currency: 1 Franc Congolais (CDF) of 100 Centimes.
Exchange: (as of July 2004)
US$ 1.00 CDF 390.33
Exchange rates under licence from XE.com
Main Industries: Mining (diamonds, copper, zinc), mineral processing and
consumer products.
ENVIRONMENT:
Territorial Sea: 12 n.m.
Other Maritime Claims: Exclusive Economic Zone: boundaries with
neighbors.
Coastline Extent: 37 km.
Climate: Tropical; hot and humid in equatorial river basin; cooler and drier
in southern highlands; cooler and wetter in eastern highlands; north of
Equator - wet season (April to October), dry season (December to
February); south of Equator - wet season (November to March), dry
season (April to October).
Natural Resources: Cobalt, copper, niobium, tantalum, petroleum,
industrial and gem diamonds, gold, silver, zinc, manganese, tin, uranium,
coal, hydropower and timber.
Natural Hazards: Periodic droughts in south; Congo River floods
(seasonal); in the east, in the Great Rift Valley, there are active volcanoes.
Terrain: Vast central basin is a low-lying plateau; mountains in east.
Average Temperatures:
Month
High
Low
January
30 C
23 C
June
28 C
18 C
September
30 C
20 C
DOCUMENTS: Ships Documents required on arrival:
Clearance from last port.
7 Crew Lists.
3 Lists of Arms and Ammunition.
7 Passenger Lists.
1 List of stowaways.
2 Crew Declarations.
3 Lists of Ports of Call.
2 Stores Lists.
1 International Tonnage Certificate.
1 International Load Line Certificate.
1 Derat Exemption Certificate.
1 Cargo Ship Safety Equipment Certificate.
1 Certificate of Registry.
1 Radiotelegraphy Certificate.
1 Construction Certificate.
1 Certificate Form on Board.
Free Pratique.
Documents required for disembarking passengers and discharging cargo:
A. To be received by mail at least 8 days before ships arrival:
(1) Cargo:
3 Freight Manifests.
8 Cargo Manifests.
5 Bills of Lading.
6 Stowage Plans.
(2) Passengers:
1 Accountancy
3 Passenger Lists, for passengers for the port/or in transit.
B. To be received by ships bag at ships arrival at quay:
(1) Cargo:
1 Freight Manifest
4 Cargo Manifests
3 copies of Bills of Lading.
(2) Passengers:
1 Freight Manifest
4 Passenger Lists for passengers for the port and/or in transit.
It is most important that stowage plans be available before vessels arrival.
Vessels operations are indeed delayed to the next shift if same are only
remitted upon arrival.
Also see Shipmasters Report dated September 1998.
DRAFTS AND CURRENTS: Drafts on Congo River are influenced by
seasonal water levels and by the state of dredging. They have been varying
over the last 5 years from 21 ft. to 26 ft. and are presently (January 2001)
as follows:
Inwards: High Water: 19 ft. 00 in.
Outwards: High Water: 19 ft. 06 in.
The authorised drafts are notified regularly by the Port Authorities.
The currents of the river and from berth to berth as well as in Matadi and
Boma vary and depend upon the high and low levels of the water sometimes
with adverse currents and still waters.
For proceeding to Matadi and according to the season vessels must have
a speed of at least 10 knots, especially to pass the Devils Cauldron about
3 miles before Matadi. 12-13 knots or greater sometimes requested for a
10-15 minute period.
BRIDGES: Bridge on River Congo: It is advisable to sound whistle on
approaching bridge, to warn small canoes in the fairway.
ARRIVAL: ETA: It is essential that any change of vessels ETA should
be transmitted sufficiently in advance in order to avoid short shipments of
cargo.
Matadi is only a transit port where cargo is not stored in order to avoid
congestion.
682
2182 kHz
4125 kHz
6521.9 kHz
8780.9 kHz
13162.8 kHz
listening
listening
listening
listening
listening
listening
6215.5
8257
4825
12392
16522
22062
kHz.
kHz.
kHz.
kHz.
kHz.
kHz.
4357.4 kHz
4382.2 kHz
8777.8 kHz
8762.3 kHz
13181.4 kHz
17350.7 kHz
Ship
4063.0 kHz
4087.8 kHz
8238.4 kHz
12410.6 kHz
16577.8 kHz
General
Working shifts are as follows: 1st. shift: 0630 1430 hrs.; 2nd shift: 1430
2230 hrs. overtime; 3rd shift: 2230 0630 hrs. overtime.
Work must be ordered the day before vessels arrival. However, if gangs
are available, work can still be ordered the day of vessels arrival but latest
at 0930 hrs. during week days.
Port works 24 hours/7 days a week. If vessel is to work on Sundays and
holidays, Agent must write to Port Authorities in advance to book gangs.
According to the situation of the Port, the Authorities can also order labour
24 hours per day Sundays and holidays included.
At Boma there are two long shifts (0630 1830 and 1830 0630).
At Matadi there are 3 shifts for all vessels, except for refridgerated vessels
carrying frozen fish or meat.
For all stevedoring operations the use of shore cranes/dock labourers is
compulsory. It is only in particular cases such as handling of
containers/heavy lifts or prolonged (electrical) breakdowns that Port
Operators can authorise use of vessels equipment.
OPENING/CLOSING HATCHES: Normally by crew.
FUEL: Must be ordered from SEP Congo (Local supplier for account Fina)
at least 48 hours before required. Normally supply of gasoil, light and heavy
fuel is effected at Banana between Buoys 12 and 14 ex-barges with minimum
quantity 250 tons; maximum quantity 800 tons (total barge quantity).
Smaller quantities can also be supplied in Matadi or Ango Ango.
GANGWAY/DECK WATCHMEN: Necessary at all times. Rate
U.S.$10.00 per hour. Length of shift 12 hours.
GENERAL: The following telex was received from an Agent in 1994:
Quote:
Commercial calls for discharging and/or loading cargo in the Democratic
Republic of Congo are subject to vessels Owners and/or Operators, having
been granted Approved status by Congo freight office Office Zairois de
Gestion du Fret Maritime OGEFREM, after signing a Contrat dAdhesion
and making U.S.$10,000 deposit as security for compliance with the Congo
Maritime Rules.
Cargoes loaded abroad for discharge in the Democratic Republic of Congo
are subject to a waiver to be obtained at port of shipment with the local
OGEFREM representatives. The waiver is evidenced by Attestation de
Reservation de Cale A.R.C., copy of which together with a copy of the
Freight Manifest must be remitted by the vessels Agents to OGEFREM office
in the Congo port of discharge. Vessels carrying cargoes to the Democratic
Republic of Congo without A.R.C. are imposed with a penalty of 20% of the
freight which, if not paid immediately, is deducted from the deposit, and the
Owners are invited to complete it to reach again U.S.$ 10,000, pending which
the Owners Approved status is suspended and their vessels calls are not
authorised.
Unquote.
Quay Practices:
The Democratic Republic of Congo courtesy flag must be hoisted by foreign
ships during daytime.
In view of the proximity of the town, the use of whistles, sirens and similar
signals is forbidden, except on special occasions.
Safety nets must be put between ship and quay at each of the working
hatches and beneath the gangway.
No rubbish whatsoever may be thrown overboard.
Official Language:
The official language used by the Port Authorities and Administration is
French.
Cargo plans:
According to ONATRAs instructions, stowage plans of ships calling at
Matadi/Boma must be issued in such a way that they show clearly where all
goods loaded for Matadi/Boma in several ports are located. This enables
ONATRA to have, at once, a clear view of each vessel and to study, before
ships arrival, the discharging/loading possibilities.
Those stowage plans must reach Agent before ships arrival.
Vessels loading/discharging operations will only start during the next shift
if stowage plans are remitted upon vessels arrival. A request can be made
to shift the vessel to a more convenient berth depending upon the cargo
concerned.
With regard to cargo loaded, ONATRA does not issue stowage plans and
Masters should consequently be instructed to draw up stowage plans
themselves for transmission to corresponding discharging ports.
It is customary not to moor ships at Matadi/Boma between 2200 hrs. and
0600 hrs. They remain at anchor.
Important Notices:
In connection with manifests for Matadi/Boma cargo:
1. Liner Terms Cargo:
According to the General Rules and Tariffs stowing, unstowing, loading,
discharging rates are applied on weight/measurement, whichever is the
highest irrespective of the freight unit.
The Port Authority ONATRA instructs therefore that:
(a) The Freighted Manifest remitted to them must show three columns
detailing respectively weight and volume and freight unit (freight tons)
of each cargo/bill of lading.
(b) At the bottom of each page a summing up of tonnage/weight,
tonnage/volume and freight units (freight tons) should be mentioned.
(c) The last page of the manifest shall contain a separate recapitulation
of weight tons, volumes and freight units (freight tons) showing thus the
respective totals of each item.
Corrections or additionals added by the Agent at Matadi/Boma by hand or
with typewriter are not accepted by ONATRA.
ONATRA is fully implementing the regulations and, for vessels whose
manifests are incomplete or incorrect, a penalty, which may reach 1,000%
of the stevedoring costs (or 10 times) is charged.
2. F.I.O. Cargo: Free Out is cancelled.
SHIPMASTERS REPORT: September 1998.
Matadi: This port is one of the most expensive in the world as far as port
disbursement accounts are concerned.
Shipowners are also expected to pay commissions on freight to Ogefrem
via local Agents, and this is billed along with the initial estimate of port
disbursements.
The political situation is uncertain and outbreaks of hostilities were
encountered, resulting in detention of our vessel at Matadi in August/
September for 28 days.
CONGO, D.R. OF
SHIPMASTERS REPORT: November 1998.
River Congo Pilotage: Please be guided by the following comments on
pilotage of River Congo from Banana Pilot Station to Matadi Roads:
When the River Congo Pilot boarded the vessel, the vessel was drawing
a declared max. draft of 18 ft. 10 in. (fresh water).
Upon exchange of mutual information between Pilot and Master, the Pilot
produced a local River Congo Chart (No. 20.305 Region Divagante),
published by Republique Democratique du Congo with no depths marked
on it.
When well within the river, the Pilot pointed out on his local chart the area
Seuil Ndele, between Buoys No. 53, 54, 55, 56 and 57, with the comment
the depths over this stretch are unknown and that the river is constantly
changing its configuration.
The echo sounder of the vessel was constantly in the on mode on. The
echo sounder recorded a depth of 2.2 m. (7 ft. 3 in.), when transitting between
Buoys No. 54 and 55. The Pilot informed us that dredging operations are in
progress, but he or the Maritime Authorities were not certain of the depths
over this particular spot only.
The subsequent 2 Pilots, who boarded at the change of Pilots at Boma,
also confirmed that all vessels passing over this area of unknown charted
depths are fully aware of the hazards involved.
Our Chart (B.A. No. 634) is corrected up-to-date, and is also of the last
published edition. The changes in the river are so rapid and still changing
frequently, which means that B.A. Chart No. 634 serves no purpose.
Note of Protest will be lodged with the local Agent.
Kindly be advised in the Owners/Charterers interest, that the above
information must be made available to the Masters of all vessels on this trade
to enable them to be warned in advance of the hazards, implications and
cautions, since neither the Martime Authorities/Pilots/ Agents or the Admiralty
section can do much, due to continuous nature of the rivers erosion.
AGENTS REPORT: January 2001.
Changes to River Draft: An official notice from Regie des Voies Maritime (the
Democratic Republic of Congos Nautical Routes Authority) has advised that
authorised drafts in the Congo River are modified with effect from
19th January 2001, mainly in the region from Banana to Boma, as follows:
Inwards: 19 ft. 00 in. (High Water).
Outwards: 19 ft. 00 in. (High Water).
MAX. SIZE: Buoys No. 12, 14 and 16: Max. length 190 m.; up to 250 m.
may be authorised by Pilot.
Tankers up to 11.52 m. draft may discharge at buoy moorings.
Also see Berthing Commercial Port and General Agents Report
dated January 2001 before first port.
Muanda Terminal: Max. LOA no limit, min. LOA 250 m., bow to manifold
distance 140 110 m., draft 16.76 m.
DENSITY: Brackish to salt.
RESTRICTIONS: See Tankers Muanda Terminal.
APPROACHES: In view of the strong current and unreliability of the
navigation buoys on the river, night navigation is practically impossible and
tankers arriving at night, or in times of congestion, are therefore
recommended to anchor approx. 5 miles west of Moita Seca Light in approx.
18.29 m., about 12 miles from Stella Buoy.
PILOTAGE: River can be entered direct from sea in deep water. Pilot (not
compulsory) will board vessel from 0600 hrs. with Authorities at Pilot Station
located one mile south of Banana Point.
The position of the flare of the SOCIR Refinery at Muanda is
Lat. 05 57' 51" S, Long. 12 25' 07" E.
The flare is visible during day and night and may be a good bearing for
vessels approaching river.
Sailing from Stella Buoy at 0600 hrs. vessels with a speed of up to 14 knots
must pass Bulabemba before 1400 hrs. and vessels with speed in excess
of 14 knots by 1500 hrs.
PRATIQUE: Quarantine Officer boards at sea buoy. Free pratique usually
granted as soon as Maritime Health Declaration completed. Valid cholera
and yellow fever inoculations required for all crew members.
PRE-ARRIVAL INFORMATION:
Pre-Arrival
Information Tankers: At least 3 days prior notice required to ships Agent
(ETA and draft only) and to Harbour Master, Maritime Banana (ETA only).
It is necessary to transmit these notices via another shore station (e.g. Cape
Town Radio, Libreville Radio, etc.), as the Banana Radio Station can only
be reached 2 days prior arrival. Close advice on changes in ETA necessary
to prevent delays in waiting for Pilot and lighters.
Also see Tanker Facilities.
TUGS: Not required for berthing at Muanda Terminal SPM.
BERTHING: The commercial port consists of a quay 75 m. in length.
If draft is more than 5.18 m. (indicative) cargo operations to be performed
at anchor between Buoys No. 12 and 14. Barges and gangs are then supplied
on request.
If draft is less than 5.18 m. (indicative) vessel can berth at ONATRA wharf
inside Banana Bay.
Also see Tanker Facilities.
TANKER FACILITIES: Tankers remain at anchor between Buoys
No. 12 and 16 on the river, anchorage being agreed upon by the Master and
the local suppliers representative who will have received the advice of the
Pilot. Since there is no mooring buoy and in view of the strong currents it is
recommended to use both anchors while main engine to remain on standby.
683
CONGO, D.R. OF
Banana
684
Documents:
8 Crew Lists
6 Passenger and Mail Lists
6 Stowaway Lists
4 Cargo Manifests
4 Ullage Reports from Last Port
6 Kroo Boy Lists
6 Arms and Ammunition Lists
6 Narcotics Lists
6 Lists of Ports Visited.
Discharge: Lightering only at Banana.
The amount of lightering depends on the water available in the dredged
sections further upstream (all the cargo lightened has eventually to be taken
up to Ango-Ango by the lighters).
On this occasion, we had to offload into five lighters, to come up to 7.01 m.
draft (max. permissible draft up-river at this time). Only one tug was available
so this meant three trips. No unloading took place between midnight and
0800 hrs. the next morning.
One pump was used, discharging to one barge each side simultaneously.
The tug takes two barges at a time back to Banana.
Passage to Banana and Ango-Ango: The passage to Banana takes
6 7 hours, and if vessel cannot arrive at Ango-Ango before 1700 hrs., then
vessel will anchor at Boma. All passages take place during daylight hours.
The continuous outgoing river current can vary from 3 knots up to
6 8 knots, depending on rainy or dry season.
From Banana to Buoy No. 24, there is plenty of water and room to
manoeuvre, etc., although it should be emphasised that here are very few
aids to navigation that can be relied upon. The buoys throughout the river
passage are very doubtful as to their position (they may have been moved
as the channel moves, but no Notice to Mariners issued). The strength of
the river current must make the mooring of these buoys very difficult, also
many of them consist of oil drums fastened together.
There is a narrow channel section (dredged in parts) from Buoy position
No. 46 to Buoy No. 78. Part of the new channel veers away from the dotted
line on the chart, and goes off to the west of Archipel des Tortues, up what
appears on the chart to be a narrow creek. From here on there is no visual
chart indication of where you are going. In the narrow parts there may be
two buoys (oil drums) to go between, but even so there are quite a few severe
turns.
From Buoy No. 86, you are back in soundings and there is plenty of water
up to Boma. The Pilot changes at Boma.
We anchored overnight at Boma. The anchorage is opposite Boma town
and is in a quiet stretch of water out of the current. Only one anchor is used
(four shackles), and as the current flow is always in the same direction, there
is no reverse of heading, so although you are close to the south side of the
river, the only problem will be if there is a sudden change of wind during one
of the passing tropical downpours.
The passage from Boma to Ango-Ango is all in deep water, and is
comparatively wide, although there is the occasional whirlpool, and navigation
aids are sparse with a rocky shoreline.
Ango-Ango Berth Approaches: The approach is straightforward,
although there are no mooring launches or tugs. The berth itself is in slack
water. Normally, the vessel is put slightly ahead and off the berth, and the
port anchor is dropped, with three shackles. The bow is then manoeuvred
into the berth using engines and anchor, then head lines are sent ashore via
shore messengers (the headlines may look like breast lines, and the breast
lines like half springs), but be sure to get the correct lines as per plan (see
Plan), they appear to have set messengers for each shore bollard, no
springs are allowed on to the pontoon. The after lines are also sent via
messengers, so be sure to organise with the Pilot as to which sequence is
required, especially the springs being sent from aft, and the breast lines from
the main deck.
Documents at Ango-Ango: The same number of documents as required
at Banana are again required in Ango-Ango.
Banana
CONGO, D.R. OF
Discharge: The discharge is made via two sets of 26 in. lines connected
via shore supplied Y pieces connected to ships 8 in. manifolds. Both jet
fuel and MOGAS were discharged simultaneously.
The departure is fairly straightforward, heaving off on the anchor, and there
is plenty of room to swing vessel round in, especially with the bow being out
in the current, and the stern in comparatively slack water.
The passage down river is, of course, much quicker with all the current
with you.
AUTHORITY: SEP Congo, PO Box 21, Ango-Ango, Democratic
Republic of Congo. Tel: +243 (81) 902 2612. Contact: Alphonse Nzinga,
Manager (Email: nzingalu@yahoo.fr).
(See Plan)
LOCATION: The port is located on the south shore of the river Congo,
approximately 75 miles up the river from the coast, in Bas Congo district.
Charts: BA Charts No. 604, 634, 637 and 638.
DOCUMENTS: Seven days prior to arrival of vessel, the following must
have arrived at the office of the ships Agent:
7 Bills of Lading
3 Freighted Manifests
3 Hazardous Cargo Manifests
17 Manifests (detailing explosives, general cargo, heavy lifts)
5 Stowage Plans.
On Arrival:
5 Arms/Ammunition Lists
6 Bills of Lading
5 Bonded Stores Lists
Clearance last Port (given to the Harbour Master)
5 Crew Effects Declarations
5 Crew Lists
6 Manifests (Freighted)
6 Manifests (Unfreighted)
5 Passenger Lists
6 Passengers in Transit
5 Ports of Call Lists
Ships Particulars
5 Stores Lists
5 Stowaway Lists.
Quarantine Officer:
5
2
2
5
2
Derat
5 Load Line
Safety Equipment
Ships Register
Tonnage.
Customs: Customs officers will board the vessel on arrival and seal the
bonded stores as per ships Masters declaration. If during the vessels stay
in the port, entry to the store is required, the ships Agent will arrange for a
Customs Officer to open and reseal the store.
The stores will be checked prior to the vessels departure. If any goods
are found to be missing and unaccounted for, the vessel and ships Master
may face a heavy fine and possible detention.
MAX. SIZE: LOA 190 m., draft 6.50 6.55 m.
Controlled by draft in river. Max. draft Berth No. 1 is 7.01 7.31 m.
The port was advised in July 2003 that the max. inward draft is 6.40 m.
and outward draft 6.55 m.
Tankers: Ango-Ango: LOA 183 m., depth 10.7 m.
DENSITY: Fresh water. Density varies in the approach to the port.
RESTRICTIONS: Depth at bar 9.14 m. Draft for navigating the Congo
River varies between 6.10 8.23 m. according to local conditions and should
be checked with the Port Authority 3 days in advance.
Latest berthing at Boma, Ango-Ango and Matadi is 1900 hrs. Vessels may
if special permission is obtained from the Chief Pilot berth later than this.
Vessels calling at the port must be able to achieve speeds of 11 knots or
more due to tidal flow of up to 12 knots possibly occurring in the Devils
Cauldron (Chaudron dEnfer) located between Matadi and Ango-Ango.
APPROACHES: Vessels enter the river Congo at Banana. Between
Boma and Matadi distance 32 nautical miles, the river is narrow and deep
with strong currents and violent whirl pools. River transit from Banana to
Matadi takes approximately 7 hours depending on current flow and vessels
speed. The fairway is marked by navigational buoys and leading lights.
PILOTAGE: Compulsory for all vessels. Pilot station call sign 9PA. Radio
Maritime Banana 24 hours prior to arrival giving ETA at Banana and
requesting Pilot. Pilot boards at Banana Pilot station between Stella
No. 2 Light Buoy and Pointe Billabemba or at Light Buoy No. 16. Distance
from Banana to Matadi approximately 75 nautical miles and to Boma from
Banana 48 nautical miles. Sailing for Banana from 0600 1300 hrs./1400 hrs.,
depending on vessels speed. Deadline for passing Boma 1600 hrs. Sailing
for Boma from 0600 1600 hrs.
ANCHORAGES: The official anchorages for the port are located at
Ango-Ango, Bumbu, Ikungulu and Vinda. There are also good anchorages
between Boma and Noki that have good holding ground.
PRATIQUE: Quarantine officer boards on arrival. All crew members require
valid cholera and yellow fever inoculation certificates.
VHF: Banana Pilots listen on Channel 16 and work on Channels 12, 14, 20,
73 and 74.
Matadi Harbour Master listens on Channel 16.
TUGS: Viva 1,700 h.p., Inga 850 h.p., Boma 250 h.p., Banana
600 h.p. and Soyo 220 h.p.
BERTHING: Matadi: Total length 1,728 m.
Pier 1 149 m.
Pier 6 176 m.
Pier 2 161 m.
Pier 7 188 m.
Pier 3 155 m.
Pier 8 149 m.
Pier 4 158 m.
Pier 9 167 m.
Pier 5 156 m.
Pier 10 143 m.
Piers No. 5, 6 and 7 for full container vessels.
Minimum depth at Piers No. 8 and 10 is 10 m.
In addition there is a berth length 400 m. for barges.
Vessels berth starboard side alongside.
Ango-Ango: The port is 3 nautical miles SW of Matadi and used for the
discharge of flammable goods and other dangerous goods. The port has one
quay length 150 m. and one ocean-going vessel operational. Mooring lines
are run to bollards on the river bank.There is a tanker berth north of the port
consisting of a pontoon 60 m. 20 m. with depth alongside 10.7 m. Vessels
up to LOA 183 m. may berth alongside. Currents ranging from 3 7 knots will
be experienced at the berth.
BULK CARGO FACILITIES: Cereals discharged by suction at Berth
No. 9, rate 1,000 t.p.h.
Minoterie du Congo have bulk wheat suction extractor facilities at
Berth No. 10.
CONTAINER FACILITIES: The container terminal has two berths of
length 350 m., depth 7.6 8.9 m.
Discharging and loading is conducted using ships gear.
The terminal has the following equipment:
Two RTGs (135 tons and 140 tons), six reach stackers (420 tons and
240 tons), 17 tractors, 34 trailers, container freight station, total storage
capacity 3,500 TEU, stacked 3 high and railway sidings.
Contact: Email: congo.containers-mat@mat-ic.cd
SEP
Congo,
PO Box 21,
TANKER FACILITIES: Operator:
Ango-Ango, Democratic Republic of Congo. Tel: +243 (819) 022612.
Contact: Alphonse Nzinga, Manager (Email: nzingalu@yahoo.fr).
Facilities: Discharge at Sep Pier at Ango-Ango or Matadi. If lightening
necessary before berthing, this can be effected at Ramler Buoy, 17 miles
above Banana. No tank-cleaning facilities. No fresh water.
Note: Following not operational in April 1998. Palm oil is stocked by four
companies in Matadi, three of which have pipelines to a main quay. The
palm oil installations of CCP are at Ango-Ango where ships must berth at
Sep Pier. Vessels handling Sep cargoes are given priority at this pier and in
case of unavailability of berth, palm oil would be loaded by barge of 260 tons
capacity at Matadi.
Palm kernel oil is also loaded at Berths No. 2 9 and palm oil at Berths
No. 2 8 in Matadi.
PLZ (Plantations Lever au Zaire) capacity
13,450 tons
AMATO-Freres
3,700 tons
MADAIL
2,340 tons
CCP
3,627 tons
Also see Berthing and Shipmasters Report dated September 1990.
There are currently no regulations regarding the changing of clean ballast
water prior to arrival at the port.
685
CONGO, D.R. OF
Matadi
CRANES:
No.
Type
Capacity
(tons)
Remarks
22
1
1
6
2
3
1
23
*45
5
36
10
6
14
On rails
(Pier 4)
Not operational (April 1998)
686
There was no attempted theft whilst in this port. The people are as friendly
as one could wish to meet, and having been ashore over the weekend, the
run ashore could be described as excellent without any risk of violence, to
any crew member. The Port Authorities and Officials, though numerous, were
efficient and helpful, as were the Agent and the plant personnel. The plant
itself was well run and efficient.
On arrival off the Democratic Republic of Congo, the vessel had to wait
5 days whilst cargo payment was finalised. This problem is, I believe, not
uncommon.
Due to entries in the Pilot Book supplement, the vessel stayed offshore,
in case of piracy. This is in fact wholly unnecessary, and on confirmation of
entry we went into anchor.
I anchored about 2.5 miles west of Moita Seca. It is the end of the dry
season at present. I estimated current was running at 3 4 knots in the river,
but at this anchoring position, there was little or no current. Good holding
ground was found here in about 50 ft. of water.
Pilot boarded off Banana Creek at exactly 0600 hrs. There were no
formalities conducted here. Vessel berthed at 1500 hrs. Our charts were
corrected up-to-date, but the rapid changes of the river meant that the
channel, as shown on BA Chart No. 634, has altered completely, and is doing
so all the time. The channel was well buoyed, Pilots are Belgium trained and
of good standard. Pilots change at Boma both inbound or outbound, but, I
believe, will do the entire pilotage when a shortage of pilots exists.
The Ango-Ango Terminal is managed by a former Belgian ships master,
who is friendly and very helpful. Having read the entry in the Guide, he
informed me that he can supply all grades of bunkers. The pontoon system
at the berth is the same, there is little strength to the current at the berth,
though a counter current exists, causing sets off the berth. Berthing was
much easier than I anticipated, though the ropes had to be tied together to
reach the shore. The boatmen have a winch system to pull the vessels ropes
ashore, two at a time. Vessel made fast with two head ropes, springs, and
two stern lines and springs. There was no problem with the vessel whilst
alongside, due to the strong current in the river.
Fresh water was available by meter from the shore, but we were advised
that it had to be boiled prior to drinking.
Pilotage is only by daylight. On departure, vessel must leave the berth by
1300 hrs., or wait till daylight the following day.
Fresh stores were abundant, other stores were available, including meat
of a good standard. However, a lot of items are expensive. A chandler is
available, but if there is time, I would suggest purchase of stores direct from
Matadi market.
Discharge of oil products was about 300 tonnes per hour, but lube oil was
slow with a high back pressure, and a discharge rate at times of only
80 cu.m./hr. was obtained.
Communications are poor. We had to keep owners informed by the ships
telex. At no time were we, prior to arrival, able to communicate with the
Democratic Republic of Congo by telephone or telex.
ETA, arrival details, etc. were passed by telegram to Banana Radio on
500 kHz., this station seeming only to be in range 3 days prior to arrival.
However, this route seemed to be successful. Banana Radio will only pass
messages.
Agents Notice:
1.
(A)
(B)
(C)
(D)
(E)
(F)
(G)
(H)
Pilotage: Pilotage is compulsory for all vessels. Send ETA five days in
advance, then confirm 24 hours in advance through Banana Radio (9PA).
Pilot is available in daylight only. For vessels bound for Matadi or Boma and
Ango-Ango, the ordinary pilot boarding place is at Stella Light Buoy No. 2 or
between Light Buoys No. 10 16. This must be confirmed with Banana Pilot
Station when vessel arrives.
In order to avoid long periods at anchor, all ships bound for the Congo
(DR) must report to Maritime Banana, Pilot Banana, Harbour Master
Matadi (or Boma), Health Officer Matadi and Ship Agent, 72 hours in
advance the following information: Nationality, last port, next port, destination,
g.r.t., n.r.t., speed, LOA, beam and confirm ETA 24 hours before arrival.
Pilot station duty time is 0300 2100 hrs. Vessel to call Banana Pilot
Station by VHF Channel 16, working 12 or 14. Pilot boat is greyish white
colour, about 30.0 m. in length, but does not have Pilot painted on it.
Banana Pilot Station has 12 Pilots. Pilots usually change at Boma.
Anchorage: Boma Anchorage is a good place and has good holding ground.
Pilot advised that depth of water is about 7.0 10.0 m. and anchorage is safe.
Matadi
CONGO, D.R. OF
Labour can also be ordered 24 hours per day, including Sundays and
holidays on special request to Port Authorities.
Stevedores stealing is very serious, seals are broken and containers
opened.
VHF: Call Pilot, Port Operations and Agent on Channel 16, working on
Channels 16, 12, 14, 20, 73 and 74.
Watchmen: Strongly recommend three watchmen throughout 24 hours,
order through ships Agent, victualling by ship.
No piracy, but there are many petty thieves about.
If vessel proceeding from Congo to Europe, pay special attention to prevent
stowaways.
Restrictions: Actual Congo River permissible draft for navigation is 20 ft.
up-river and 21 ft. down-river (fresh water). Vessels proceed inward and
outward during daylight only.
Buoyed Channel: Congo River buoyed channel from Lat. 05 58.10' S,
Long. 12 47.60' E to Lat. 05 54.85' S, Long. 12 55.10' E (from Buoys
No. 45 70). All buoys in channel are subject to change in position, and
Archipel des Tortues Island South channel (old channel) is closed. A new
buoyed channel at north of Archipel des Tortues Island has been
established and is already open to traffic. This new channel is very narrow
(about 60 m. wide) and complicated. Vessels passage through this area must
be on stand-by with both anchors ready and Chief Officer or crew assigned
to keep sharp lookout on forecastle. In addition, in vicinity of Boma Channel,
the buoy lights from No. 78 86 are extinguished.
Time: Local time is GMT plus 1 hour.
Tugs: No tugs at Matadi. When vessel is close to berthing, let go port anchor
to assist going alongside, then ease way into berth by using current.
Container Facilities: Piers No. 5, 6 and 7 for full container vessels, but
ships crane must be used for loading or discharging. Matadi has no container
cranes.
Customs Allowances: Crew are permitted an individual allowance of one
bottle of spirits or wine and one carton of cigarettes per week.
Shore Leave: Crew members allowed ashore. They require landing permits
issued by Immigration.
Bridges: Matadi Bridge: Main body length about 500 m. Height in my
estimation about 50 55 m. above water. Agent advises that at this bridge
the distance between large ships and base of the bridge is great.
AUTHORITY: Office National des Transports (ONATRA), Port of
Matadi, Kinshasa, Democratic Republic of Congo. Tel: +243 (22) 421424,
(24) 761769. Telex: 21017 ONATRA ZR. Contact: Port Director.
AGENT: Afritramp-Agetraf, 3 Rue de Vini, BP 36, Matadi, Democratic
Republic of Congo. Tel: +871 (762) 126890. Fax: +871 (762) 126892.
Telex: (SATCOM) 5844 9206 0188.
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