CONGO, D.R.

OF
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

Imported cargo is immediately re-forwarded to the interior while export

cargo is only brought to Matadi a few days before the ETA of the vessel for
which it has been booked.
Therefore, in order to make the cargo available at Matadi, shippers need
a notice varying according to the cargo concerned, but which cannot be less
than 2 weeks as is the case for coffee.
Agents at Matadi and Boma have been instructed to inform Port Authorities
latest 4 days before berthing of inward cargo tonnages.
Non compliance with this provision may result in berthing delay.
PILOTAGE: Vessel should cable ETA 24 hours before arrival to the
Harbour Master. Cable address: Maritime Banana via Banana Radio.
Pilotage compulsory for all vessels over 500 g.r.t. bound for Boma and
Matadi.
Ships bound for Matadi and/or Boma must take a Pilot at the Pilot Station
at Banana (at the mouth of the Congo River). Pilot station at Banana can be
contacted directly by radio (VHF).
In order to increase the safety and to facilitate the navigation on the river
the Regie des Voies Maritimes have decided that in case a vessel is not
equipped with a VHF installation the Pilot will bring one on board, for which
a charge is made.
The following rules must be observed at the request of the Regie des Voies
Maritimes for embarking and dis-embarking of Pilots.
If gangway is rigged astern on the port side it is compulsory to use the
pilot ladder.
If gangway rigged amidships on port side it is recommended that the pilot
ladder is used in combination with the gangway.
Pilots requesting only the gangway do so at their own risk.
Theoretically sailing from Matadi/Boma is only authorised if vessel can
reach Banana by 1800 hrs. at latest since navigation on the Congo River is
normally limited to daylight hours.
With regard to the trim the pilotage services ask Masters to comply with
following rules:
Maximum draft 12 ft. aft; 2 ft. forward.
PRATIQUE: Ships crew must have an International Certificate of
Vaccination against yellow fever and cholera.
PRE-ARRIVAL INFORMATION: Banana Radio, 9PA.
Telegraphy medium wave: 0430 2030 UTC.
500 kHz.
Working frequency: 489 kHz.
Listening frequency: 480 kHz.
512 kHz.
Traffic list each hour + 00 of each hour during service hours.
Telegraphy short waves: 0500 2000 UTC.
Traffic list at:
0500/0700/0900/1100/1600/1900: 8445.0 kHz
0600/0800/1200/1400/1700
: 12660.0 kHz
1000/1300/1800
: 22431.0 kHz
1500
: 17184.8 kHz
Reserve frequency for medium wave: 6491.5 kHz
Remarks: This frequency is used for traffic when QRN appears on 489 kHz.
Reserve frequency: 8546 kHz.
Listening on 8, 12 and 16 MHz, Channels 5, 6 and 15. On 22 MHz,
Channels 3, 4 and 9.
Each Channel is monitored during 1 minute in a scanning system and this,
during 15 minutes following traffic list (same frequency band as traffic list)
after 15 minutes, the receiver is blocked on Channel 6 (4 on 22 MHz) until
next traffic list.
Telex on Request
Paired frequencies:
Code 34646 (This is not definite since it must be allocated by UIT).
9PA: 8714 kHz
Ship: 8353 kHz
13078.5 kHz
12498.5 kHz
Telephony: 0430 2030 UTC
Listening: 2182 kHz
4125 kHz
6215.5 kHz
8257 kHz
12392 kHz

2182 kHz
4125 kHz
6521.9 kHz
8780.9 kHz
13162.8 kHz

Telephony Short Wave: 0430 2030 UTC.

Traffic list at:
0430/0630
on 6521.9
kHz
0530/0830/1030/1530
on 8753
kHz
0730/0930/1430/1930
on 4419.4
kHz
1130/1630
on 13162.8 kHz
1230/1730
on 17294.9 kHz
1330/1830
on 22658
kHz

listening
listening
listening
listening
listening
listening

6215.5
8257
4825
12392
16522
22062

kHz.
kHz.
kHz.
kHz.
kHz.
kHz.

Telephony VHF: 0430 2030 UTC.

Channel 16. Simplex Channels. Duplex Channels.
Remarks:
1. Telephone connections are possible and Agent accepts telegrams in
telephony.
2. Other available frequencies for telephony:
Banana Radio/9PA

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

3. Radio beacon continuous.

Frequency: 315 kHz. Call Sign: BAN.
Position: Lat. 05 53' 24" S., Long. 12 17' 48" E.
Power: 1kW.
Antenna: Omni-directional.
Range: 350 miles (daylight).
STEVEDORES: The ONATRA (Office National des Transports) public
institution, has the monopoly of the handling, stevedoring and transit
operations at the ports of Matadi and Boma.
At each berth the responsible Pier Master remains in constant contact
with the Chief Officer during the whole operation.

Readers are encouraged to send updates/additions (see p. xi for details)

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).

BANANA: 06 01' S 12 25' E

LOCATION: Situated on the right bank of the mouth of the River Congo.
Charts: BA Charts No. 604, 634, 637, 638 and 3206.

DOCUMENTS: See General before first port.

Muanda Terminal: Notice of Readiness: Notice of Readiness will be
accepted from 0600 1600 hrs.

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.

See guidelines on how to compile and submit information to us (page xi).

683

CONGO, D.R. OF

Banana

Cargo Operations: Tankers discharge into/load from cargo barges moored

alongside either side. These barges (three in total) have a capacity of
1,650 long tons or 2,050 cu.m. and can receive the cargo at a rate up to
400 t.p.h. Under normal conditions the refinery will handle these barges per
shift of 12 hours. Cargo operations are effected continuously day and night
during Sunday and holidays, in shifts from 0600 1800 hrs. and from
1800 0600 hrs.
Manifold Connections: Buoys No. 12, 14 and 16: 26 in. manifold
connections, one connected on each side to barge; 8 in. to 6 in. reducers
available.
Sailing: Except for vessels leaving Banana Dock, all vessels anchoring or
leaving Buoys No. 12, 14 and 16 are assisted by Pilots.
Muanda Terminal: Operator: Gulf Oil Company. Fax: +871 (573) 173 5124.
Telex: +871 583 173 5123 CZENX. Email: zmoore@chevrontexaco.com
The terminal consists of a SPM served by the 106,513 d.w.t. FSO Bellatrix
Voyager, call sign C6FH2.
To notify his arrival, Master to call MV Bellatrix Voyager by radio. Vessel
will then proceed to the SPM in position Lat. 05 57' 50" S,
Long. 12 08' 19" E, where loading will take place.
The FSO is moored in position Lat. 05 57' 30" S, Long. 12 06' 00" E.
Max. LOA no limit; max. draft 16.76 m.
Tugs/barges not necessary.
Restrictions: Min. LOA 250 m., max./min. bow to manifold distance
140/110 m., max. displacement 175,000 tonnes.
Berthing/unberthing during daylight hours only.
Cargo Operations: One shore line used for loading 16 in. cargo hose
connected on port side.
Ballast: Only clean ballast to be discharged at sea. Barge may be made
available by refinery upon special request for dirty ballast reception, limited
to 2,000 cu.m.
Fresh Water: Not available.
Fuel: Not available.
No tank cleaning facilities.
Also see Shipmasters Report dated September 1985.
CARGO HANDLING FACILITIES: The port equipment is extremely
limited. Any discharging and/or loading must therefore be done by ships
gear.
There are two portal cranes and four forklift trucks.
Storage: 6,000 sq.m. open storage and 450 sq.m. warehouse.
BALLAST: See Tankers Muanda Terminal.
MEDICAL: Doctor available for emergency only. No dental or hospital
facilities.
FRESH WATER: Not available.
FUEL: Must be ordered 48 hours in advance from SEP-Congo. Bunkering
takes place between Buoys No. 12 and 14. Gas oil, light and heavy fuel oil
available. Barge capacity 800 tons, minimum order 250 tons.
REPAIRS: No facilities.
TIME: GMT plus 1 hour.
LOCAL HOLIDAYS: See Matadi.
NEAREST AIRPORT: Kitona Base Domestic Airport, 11 km.
SHORE LEAVE: Shore leave is presently not allowed due to lack of
communications; only in urgent cases may a crew member join one of the
refinery tugs. There is no entertainment whatsoever ashore.
GENERAL: During stay of tankers at anchorage the discharge and/or
loading operations are constantly supervised by agent of the vessel and
representatives of the refinery, who are to be accommodated on board and
to be provided with meals.
SHIPMASTERS REPORT: September 1985 (Updated 2003).
Location: Muanda Oil Terminal is operated by the Gulf Oil Company. It is
located about 10 miles offshore from the Democratic Republic of Congo. It
consists of a SPM in position Lat. 05 57' 50" S, Long. 12 08' 19" E, in about
75 ft. of water. Crude oil is transferred to the export tanker at the SPM from
the storage tanker Bellatrix Voyager, 106,513 d.w.t.
Wind and Swell: Wind and swell are mostly from a southwesterly direction
with a heavy swell from March to September. The tidal range in the vicinity
of the berth is 2.10 m. The current in the area is a composite of the effect
of the general northwesterly drift and the outflow of the Congo River. This
results in a current of 3 4 knots or more in a northerly to westerly direction.
In view of the foregoing, Masters of vessels calling at the terminal are advised
that under no circumstances are engine repairs permitted within terminal
limits.
Communications: Vessels bound for the Democratic Republic of Congo
are required to advise their ETA (see Muanda Terminal).
ETA messages to be sent 72, 48 and 24 hours prior to arrival at the terminal
and should contain the following information:
a) name of vessel
b) ETA in GMT (Congo time is GMT plus 1 hour)
c) name of Master
d) estimated arrival draft, fore and aft and displacement
e) time for discharging clean ballast, if any
f) whether vessel proceeding to any port(s) prior to Muanda and if so
delays anticipated.
A 24-hour watch is maintained on VHF Channel 16 on Bellatrix Voyager
(call sign C6FH2) and contact is usually possible at a distance of
20 30 miles.
Dirty Ballast: No facilities exist for receiving dirty ballast and all tankers
must arrive with clean ballast.
Cargo Information: Oil loaded at the Muanda Terminal is composite crude
with an average API of 31.8. The loading temperature will vary from
80.0 86.9F and is fairly steady throughout the year. The loading rate is max.
14,500 bbls./hr.
Approach to Anchorage/Mooring Master Boarding Area: If vessel is
required to anchor, the recommended tanker anchorage is within a circle
0.5 miles in diameter and its centre is located in a position 5 miles due west
of the SPM. Owing to the presence of oil wells and submarine pipelines
vessels should not enter into the area bounded by lines joining the following
positions:
a) Lat. 05 46.5' S, Long. 12 12.5 E
b) Lat. 05 49.5' S, Long. 12 09.0 E

684

c) Lat. 06 00.0' S, Long. 12 09.0 E

d) Lat. 06 00.0' S, Long. 12 18.0 E
e) Lat. 05 53.5' S, Long. 12 18.0 E
The Mooring Master boarding area is 3 miles due west (Lat. 05 57.30' S,
Long. 12 06' E) of the storage tanker Bellatrix Voyager or boarding will be
at the anchorage as appropriate.
Accommodation: During vessels stay at the terminal the Mooring Master,
Loading Master, Agent, surveyor and four men for the hose gang will stay
on board.
Mooring Arrangements: Mooring operations are only undertaken by day
under normal weather conditions. Unmooring operations can be undertaken
at any time. The following preparations are required on the export tanker:
a) 4 mooring ropes, minimum length 220 m. and size 9 in., buoyant lines
if possible e.g. polypropylene, in good condition
b) 2 suitable heaving lines of appropriate length
c) 2 mooring lines aft for securing a tug to realign the vessel to the buoy
if necessary.
Hose Connections: 116 in. hose is connected to the ships manifold.
Bunkers: Not available.
Fresh Water: Not available.
SHIPMASTERS REPORT: April 1987 (Updated 1998).
Vessel discharged at Banana and Ango-Ango.
Approaches: Wide open with very deep water approach. Vessels can
anchor at either side of the river mouth in 36.58 m. Pirates do not appear to
be a problem. The very small amount of traffic using the Congo indicates
that there will be no problems with regard to crowded anchorage.
Pilotage: River passage is during daylight hours only. The Pilot boards off
the Banana Creek Channel, and the lightening anchorage is between Buoys
No. 12 and 14. A secondary anchorage is between Buoys No. 16 and 18,
abeam of Crique Ariel Beacon. Both anchors with about 7 or 8 shackles will
be used in either anchorage. The current is always outflowing, so there is
no fear of a fouled hawser on this visit. This vessel tried to anchor in the first
anchorage (vessels normally try the first anchorage, so as to be that much
nearer to Banana for the lighters). Vessel started dragging anchors, so we
hove up and moved into the second anchorage.
Officials: 14 officials boarded the vessel.

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.

Readers are encouraged to send updates/additions (see p. xi for details)

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).

BOMA: 05 51' S 13 03' E

LOCATION: On the right bank of the River Congo, 88 km. inland from
Banana and 60 km. from Matadi.
Charts: BA Charts No. 634, 637, 638 and 3206.
DOCUMENTS: See General before first port.
MAX. SIZE: Minimum depth 7.32 m.
RESTRICTIONS: Depth at bar 9.14 m. Permissible draft for navigating
river varies from 6.10 8.23 m. according to local conditions and should be
checked with Port Authority in advance.
Also see General Agents Report dated January 2001.
PILOTAGE: Radio Maritime Banana 24 hours prior arrival giving ETA
at Banana and requesting Pilot. Sailing for Banana from 0600 1600 hrs.
PRATIQUE: Quarantine Officer boards on arrival. All crew members
require valid cholera vaccinations and yellow fever inoculation certificates.
TUGS: Four tugs and five launches available.
BERTHING: Total quay length 450 m. with three berths alongside. Depth
of water at the quay 7.32 m. at LW.
CARGO HANDLING FACILITIES: Exports: Logs and timber,
plywood, veneer wood, coffee, cocoa, rubber, bananas, palm kernels, oils,
cakes, about 8.8% of the total exports of the Democratic Republic of Congo.
Imports: Various. About 2.5% of the total tonnage imported into the
Democratic Republic of Congo.
Port Equipment: One electric crane, 6 portal cranes, 1 automatic crane for
timber products, 1 automatic container crane, 84 7 tonne forklift trucks,
1 tractor.
Storage: 20,000 sq.m. of open storage and 9,700 sq.m. of warehousing.
STEVEDORES: See General before first port.
MEDICAL: Doctors and hospital facilities available.
FRESH WATER: Available from quays, suitable for drinking.
FUEL: See Banana before first port.
REPAIRS: No facilities.
LOCAL HOLIDAYS: See Matadi.
WEATHER/TIDES: Current at Quays: The currents of the river vary
from berth to berth and depend upon the low and high level of the water with
sometimes adverse currents and still waters.
Maximum speed at high level: 3 knots.
Minimum depth at the lowest level: 7.32 m.
NEAREST AIRPORT: Muanda Domestic Airport, 80 km.
AUTHORITY: Office National des Transport (ONATRA), 177 Boulevard
du 30 Juin, Commune de la Gombe, PO Box 98, Kinshasa 1, Democratic
Republic of Congo. Tel: +243 (20) 713. FAX: +243 (139) 8632.
Email: onatradf@ic.cd Contact: Director Port Operations.
Also see Matadi.
AGENT: See Matadi.

MATADI: 05 49' S 13 27' E

(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

Live Animals Lists

Maritime Declarations of Health
Maritime Police Declarations
Narcotics Lists
Vaccination Lists.

Harbour Master checks the following Certificates:

Cargo Ship Safety Construction
Cargo Ship Safety Radio
Certificate of Registry (Nationality)

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.

See guidelines on how to compile and submit information to us (page xi).

685

CONGO, D.R. OF

Matadi

CRANES:

SHIPMASTERS REPORT: September 1990 (Updated 1998).

No.

Type

Capacity
(tons)

Remarks

22
1
1
6
2
3
1

Electric and hydraulic

Derrick Fixed
Bridge
Electric
Electric
Electric
Floating

23
*45
5
36
10
6
14

On rails
(Pier 4)
Not operational (April 1998)

Ango-Ango: Vessel discharged refined oil products.

* Actual SWL 35 tons.

June 2003: Only 15 cranes currently operational.

CARGO HANDLING FACILITIES:

Barges: 1400 tons, 3300 tons, 8300 tons and 19250 tons. 920 ft.
platforms, 140 ft. platform (Unilock), 1 pushwagon tractor, grain elevators
(Midema).
Equipment: 20 forklifts with a maximum capacity of 4 tons, 2 forklifts with
a maximum of 7 tons, 1 forklift with a maximum of 12 tons, 4 tractors and
1 trailer and carts.
Also see Container Facilities.
STEVEDORES: See General before first port.
WASTE DISPOSAL: Not compulsory to land vessels garbage in the
port. Garbage is to be retained on board.
MEDICAL: Doctors and hospital facilities available.
FRESH WATER: Available at all piers. Maximum daily capacity 200 tons.
Delivery takes place according to the quantity asked for and usually during
night.
Delivery cannot be done at the loading berth of Sep at Ango Ango.
Suppliers need 48 hours notice. It is therefore highly recommended that
Masters cable their needs well in advance to Agent and/or through Owners.
FUEL: See General before first port.
REPAIRS: Small repairs possible at railway workshop.
GANGWAY/DECK WATCHMEN: Recommended.
PIRACY: Acts of piracy have taken place in the port.
STOWAWAYS: There is a high risk that stowaways will try to board
vessels berthed in the port. Therefore, a good search should be carried out
on board prior to sailing form the port.
LOCAL HOLIDAYS: Legal Holidays: 1 January (New Years Day);
1 May (Labour Day); 1 August (Parents Day) and 25 December (Christmas).
WEATHER/TIDES: Currents at the Quays: The currents of the river
vary from berth to berth and depend upon the high and low levels of the
water with sometimes adverse currents and still waters. Difference between
high and low level of the river is approximately 5.50 m.
Maximum speed at high level: 6 knots.
Minimum depth at lowest level: Minimum 8.0 m. at low water and minimum
10.0 m. at low water at the new Kala Kala quays.
TELEPHONES: International telephone communications currently
possible in the port.
NEAREST AIRPORT: Muanda Domestic Airport, 123 km.
GENERAL: Exports: Logs and timber (plywood, veneer wood), coffee,
cocoa, rubber, copal, bananas, manioc, groundnuts, palm kernels, oils,
cakes, fibres, cotton and copper.
Port Equipment and Accommodation: Matadi is the only Democratic
Republic of Congo port handling the despatch of export products originating
from the interior and the import of products destined to the Democratic
Republic of Congo (excluding Boma which is of minor importance and only
serves the Mayumbe area).
About 90% of the tonnage inward and outward goes through Matadi at the
head of the SNCC railroad from Matadi to Kinshasa. The latter locality being
a handling and concentration centre of the goods directed to or coming from
Matadi.
SHIPMASTERS REPORT: January 1981 (Updated 1998).
Documents and Papers required on Arrival Matadi:
4 Animal Lists (even if nil)
4 Arms and Ammunitions Lists (even if nil)
4 Crew Customs Declarations
7 Crew Lists
2 Maritime Declarations of Health
4 Narcotic Lists
7 Passenger Lists (even if nil)
5 Ports of Call Lists
4 Stores Lists
1 Vaccination List (Cholera/Yellow Fever).
Following documents have to be shown to the Port Authorities:
Cargo Ship Safety Construction Certificate
Cargo Ship Safety Equipment Certificate
Cargo Ship Safety Radio-telegraphy Certificate
Certificate of Tonnage Measurement
Classification Certificate
Derat Certificate
International Load Line Certificate
Ships Register
The official Log Book of the vessel and the Articles.
The number of crew written in the Crew Lists will be checked with the
entries in the Articles.
Shore Leave: Each crew member receives a shore pass without particulars,
which has to be returned before departure of the vessel. Fines will be imposed
if shore leave pass is lost.
SHIPMASTERS REPORT: August 1982 (Updated 1998).
As far as I could ascertain the only point in the Congo River where one
can expect currents of 12 knots is in the Devils Cauldron between Matadi
and Ango-Ango. The rainy season is mid-October until mid-May and the dry
season mid-May until mid-October. The average current in the rainy season
is 4 knots and in the dry 3 knots.
Tankers and other vessels who clear at Banana generally must go through
the same procedure again at Ango-Ango or Matadi. A complete set of papers
is expected as though it is the first entry into the country.

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)

Documents required from Master on Arrival:

Clearance of the last Port of Call
7 Crew Lists
5 Arms and Ammunition Lists
7 Passengers Lists
5 Crew Declarations (Personal Effects)
5 Ports of Call Lists
5 Stores Lists
4 Narcotics Lists

(I) Ships Certificates:

Load Line Certificate
International Tonnage Certificate
Cargo Safety Equipment Certificate
Register Certificate
Safety Construction Certificate
Radio Certificate
Derat Exemption Certificate
(J) Loading/Discharging Documents.
2. Documents required from Port Authorities on Arrival/Departure:
Free pratique
Clearance.
3. To be filled/signed by Master:
1 set of the Harbour Masters Declaration
1 set of Arrival Conditions.

SHIPMASTERS REPORT: April 1995 (Updated 1998).

Vessel: Container Vessel: LOA 151 m., draft 4.7 m. forward, 6.7 m. aft,
13,480 g.r.t.

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.

Readers are encouraged to send updates/additions (see p. xi for details)

Matadi

CONGO, D.R. OF

Stevedores: Stevedores work day and night. Shifts are as follows:

First shift:
Second shift:
Third shift:

0630 1430 hrs.

1430 2230 hrs. (overtime)
2230 0630 hrs. (overtime).

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.

See guidelines on how to compile and submit information to us (page xi).

687