TGKPE Port Code Lookup

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Total 1 ports of TGKPE

TGKPE Kpeme Port
Kpeme Port is the seaport of Lome, in the city of Lomein Togo. Overseas routes include Africa, Port code is TGKPE.

Show details

Port Code

TGKPE

Name

Kpeme

Country / Region

Togo

City

Lome

Sea Routes

Africa

Type

Latitude

6.2020000

Longitude

1.5140000

Est. Unit Price

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PORT OVERVIEW

Kpeme Port, Togo — TGKPE

Kpeme is a specialised maritime export facility on Togo’s coast, located approximately 32 km east of Lomé. Its stated configuration comprises a phosphate loading jetty and a CBM (conventional buoy mooring) arrangement for tankers, making it materially different from a general-purpose container gateway. The supplied port profile records approximately 2,000,000 tonnes of annual cargo handled and identifies vessel limitations that are particularly relevant to bulk and tanker planning. Our service team treats Kpeme primarily as a project-specific bulk or liquid-bulk call: cargo nomination, vessel suitability, swell conditions, mooring approval and shore-side arrangements should be confirmed before fixing. General container routing should normally be assessed through Lomé or another suitable regional gateway, subject to the carrier’s current service design and the cargo owner’s inland requirements.

UN/LOCODE	TGKPE
Country / location	Togo / Kpeme, approximately 32 km east of Lomé
Coordinates in supplied record	6.2020000, 1.5140000
Port type	Specialised coastal bulk and tanker loading facility

KEY HIGHLIGHTS

Operational Points for Forwarders

Specialised export infrastructure: phosphate loading jetty plus CBM tanker mooring.
The supplied profile states an overall maximum of 225 m LOA, 33 m beam, 11.8 m draught and 14.5 m air draught.
The tanker mooring has a lower stated maximum permissible draught of 8.1 m because of swell conditions.
Vessel acceptance is cargo- and facility-specific; a bulk vessel limit must not be applied automatically to tanker calls.
Our team recommends pre-fixture confirmation of berth or mooring suitability, weather restrictions, cargo documents and shore-side support.

FACILITIES & SERVICES

Facility Profile and Service Scope

Phosphate loading

The supplied description identifies a dedicated phosphate loading jetty. Cargo presentation, loading sequence and vessel readiness should be coordinated directly with the facility-side operator before nomination.

CBM tanker mooring

Tanker operations are described as taking place at a conventional buoy mooring. Exposure to swell is a key planning variable, and the stated 8.1 m permissible draught must be checked for the actual call.

Marine access

The profile provides vessel dimensions and draught limits, but does not establish a universal berth window or guaranteed unrestricted access. Our team obtains current marine approval before fixing.

Container and general cargo handling

Kpeme’s supplied profile is specialised rather than container-oriented. For FCL, LCL, general cargo or consolidation, our team evaluates Lomé or another approved gateway instead of assuming Kpeme service availability.

Inland interface

The port is near Lomé by road, but truck routing, cargo release, escort requirements and equipment availability depend on the commodity and current local instructions.

Shore-side arrangements

Storage, inspection, pumping, hose connection, weighing and cargo transfer arrangements must be confirmed against the nominated cargo and facility procedure; they should not be inferred from the port code alone.

ROUTES & TRANSIT TIMES

Routing Logic and Time-Critical Variables

Phosphate and other bulk export movements should be planned as nominated-vessel or charter-related calls, with loading instructions agreed before the vessel arrives.
Tanker movements via the CBM require additional marine coordination because swell can affect safe draught, mooring access and operational continuity.
For containerised cargo, our service team normally compares Lomé-based feeder, transshipment or inland solutions; specific carriers, direct calls, frequencies and transit times must be confirmed at booking.
End-to-end timing is influenced by vessel nomination, weather and swell, cargo readiness, marine clearance, customs formalities, inspection requirements and road conditions between Kpeme and Lomé-area facilities.

HINTERLAND & KEY CARGO

Commodity and Inland Planning Context

Primary cargo profile: phosphate exports are the clearest cargo association in the supplied port description; tanker calls are also specifically contemplated through the CBM mooring.
Local logistics base: proximity to Lomé supports coordination with the capital-area forwarding, customs, trucking and agency network, while the final road plan depends on cargo type and release point.
Bulk handling: vessel nomination, cargo quality documentation, loading readiness and compatibility between shore equipment and vessel gear are central to execution.
Liquid bulk: tanker planning should address product documentation, tank and line compatibility, transfer procedures, emergency contacts and weather-related interruption risk.
Container alternatives: cargo owners moving standardised units should request a separate gateway comparison rather than treating Kpeme as a routine container terminal.

OPERATIONS & COMPLIANCE

Execution Controls for Our Service Team

Cut-offs: do not use a standard container CY cut-off for this facility. Vessel nomination, cargo readiness, documentation cut-off and loading instructions must be obtained from the appointed agent or facility for the specific call.
Vessel limits: verify LOA, beam, draught and air draught against the applicable facility limit. For tanker calls, the stated 8.1 m maximum permissible draught at the mooring is a critical check and remains subject to swell and current confirmation.
Dangerous goods: tanker cargo and any regulated substance require accurate SDS, UN number, class, packing group where applicable, quantity and emergency-response information before acceptance. Facility approval is required.
Customs and inspection: commercial invoice, packing or weight details, certificate of origin where required, cargo permits and transport documents should be aligned before arrival. Customs, port and inspection requirements may change and must be confirmed locally.

SHIPPING TIPS

Practical Booking Recommendations

Send our team the commodity, quantity, loading rate, vessel particulars, nominated laycan and intended discharge range before requesting a firm operating plan.
For bulk cargo, prepare verified weight, quality, moisture and cargo-readiness information early; discrepancies can delay vessel acceptance or loading coordination.
For tanker cargo, provide SDS and complete cargo characteristics at quotation stage, and confirm hose, pumping, tank-cleanliness and emergency-response requirements with the relevant operator.
Maintain a contingency route through Lomé or another approved gateway for containerised or non-specialised cargo if Kpeme suitability, weather or facility approval is not secured in time.

Planning rule: Kpeme should be booked as a specialised marine operation, not as a standard port-to-port container movement. Final acceptance, draught, weather restrictions, documents and local charges are always subject to the actual call confirmation.

FREQUENTLY ASKED QUESTIONS

Kpeme Port FAQ

Can Kpeme handle ordinary FCL or LCL shipments?

The supplied profile describes phosphate and tanker facilities rather than a general container terminal. Our team will first assess Lomé or another suitable gateway for FCL, LCL and consolidation cargo.

What is the maximum draught for a tanker call?

The supplied port record states a maximum permissible draught of 8.1 m at the tanker mooring due to swell. This is a planning limit, not an unconditional acceptance guarantee; actual approval must be obtained for the nominated vessel and conditions.

What vessel dimensions are recorded for the port?

The supplied profile records an overall maximum of 225 m LOA, 33 m beam, 11.8 m draught and 14.5 m air draught. These figures must be matched to the applicable facility and call type.

Is there a standard Kpeme container cut-off time?

No standard container cut-off should be assumed. Our service team confirms cargo, vessel, document and loading deadlines with the appointed local agent or facility for each operation.

How should weather risk be managed?

Because the tanker mooring is affected by swell, build schedule flexibility into the laycan and keep a documented contingency plan. Marine restrictions and restart timing are subject to the actual conditions and local approval.

DATA SOURCES & PROVENANCE

Reference Scope and Verification Boundary

The hard identifiers and operating figures in this module are taken from the supplied TGKPE port record: UN/LOCODE, port name, country, location, coordinates, approximate distance from Lomé, stated cargo throughput, facility description and vessel limits. The record identifies the source data date as September 2021; current acceptance, marine restrictions, schedules, charges, customs procedures and service availability require confirmation for the actual shipment.

For code-system context, our team uses the United Nations Economic Commission for Europe domain unece.org. This reference does not replace confirmation from the appointed port agent, facility operator, carrier, customs authority or other competent local party.