El Segundo Terminal Manual (Feb 2009) PDF
El Segundo Terminal Manual (Feb 2009) PDF
El Segundo Terminal Manual (Feb 2009) PDF
This is the Terminal Manual for Chevron Product Company’s Marine Terminal located at El Segundo
California. This manual is developed to provide vessel Owners, Charterers, Masters, officers and crew
calling at the facility for purposes of discharging or loading cargo with basic information of the Marine
Terminal’s operations. It is intended to provide:
• Safety Information
• Convenience of Information
• Marine Terminal Rules
• Marine Terminal Operations Information
• Information on Government Regulations
Additionally there are Appendices of useful acronyms, diagrams and forms, plus an Index.
Chevron’s focus is to work with vessel Masters, officers and crew to ensure that vessel operations are
safe, efficient and productive. We ask the vessels cooperation and help to support and maintain a
teamwork atmosphere.
The information contained in this manual is believed to be accurate at the time of issuance, but
Chevron makes no warranties and assumes no responsibilities with regard to any information which
may appear in this document or any referenced or supplemental publications, or in any additions or
corrections which may be supplied by Chevron in any form.
5. Always meet or exceed customers’ 10. Always involve the right people
requirements. in decisions that affect
procedures and equipment.
“DO IT SAFELY
OR NOT AT ALL”
OFFICIAL ADDRESSES
Marine Exchange of Los Angeles/Long Beach (Includes Vessel Traffic Service for El
Segundo)
310-832-6411
VHF Channel 14 (call: “San Pedro Traffic”)
Page
Title Page 1
Welcome 2
Addresses 4
Telephone Numbers 5
Table of Contents 6
1.11 SERVICES 18
1.11.1 Consulates 18
1.11.2 Agents 18
1.11.3 Medical Assistance 19
1.11.4 Rental Lines and Pendants 19
1.11.5 Launch Service 19
1.11.6 Bunker Fuel 19
1.11.7 Stores 19
1.11.8 Fresh Water 19
1.11.9 Garbage Disposal 19
1.11.10 Cargo Inspection 19
1.11.12 Tugboat Assistance 19
1.12 MISCELLANEOUS 20
1.12.1 Time Zone 20
1.12.2 Hours of Operation 20
1.12.3 Mooring Times 20
1.12.4 Submarine Hose and PLEM Inspections 20
1.12.5 Unauthorized Craft 20
1.12.6 Fireboats 20
Section 2- COMMUNICATION 21
Section 3- MOORING 23
Section 5- UNMOORING 36
APPENDICES 41
1. Acronyms 42
2. Bathymetric Survey 44
3. Bathymetric Chart 45
8. Berth 3 subsystem 50
9. Berth 4 subsystem 51
INDEX 83
NOTES 89
All vessels calling at the El Segundo Marine Terminal must at all times comply with all International,
Federal, California State, Local, and Terminal regulations.
Prior to arrival at El Segundo Marine Terminal, each Master should review the latest edition of the El
Segundo Marine Terminal Manual with all deck officers. Agents can provide the latest edition of the
manual if the vessel does not have it on board prior to arrival.
The Chevron Products Company's El Segundo Marine Terminal facility is an open, unsheltered
roadstead located in the Santa Monica Bay, on the West coast of the United States of America, (USA)
at El Segundo, California. The approximate latitude is 33° 55' north and approximate longitude is 118°
27' west. The terminal is approximately 19 miles from Point Dume on a bearing of 105°true and
o
approximately 11 miles from Point Vicente on a bearing of 345 true.
The Terminal Sea Buoy is located in 78 feet of water at latitude 33° 54'42"N longitude 118° 27'30" W.
This lighted bell buoy is painted red with 6-inch high letters reading "2 ES." It exhibits a red flashing
light every 4 seconds (flash 0.4 seconds, eclipse 3.6). The lantern is 13.5 feet above the water.
International Rules of the Road are applicable throughout the approaches and mooring areas of the El
Segundo Marine Terminal
(i) Commercial vessels authorized to use the offshore marine terminal for loading or unloading;
(ii) Commercial tugs, lighters, barges, launches, or other vessels authorized to engage in servicing the
offshore marine terminal or vessels therein;
Vessels not authorized to enter the Safety Zone are to be reported to the United States Coast Guard,
Long Beach Sector. Contact is to be made by either via VHF Radio (Channel 16) or telephone contact
to USGC, Command Duty Officer 310-521-3801
The Terminal is located approximately two miles south of Los Angeles International Airport. Aircraft
normally take-off to seaward and often may be observed well in advance of sighting the mainland.
1.2.1 Weather
The climate along the California coast in the vicinity of the Santa Monica Bay is generally mild.
Freezing weather is extremely rare. Warm days and cool nights prevail during the summer months.
Rainfall is generally light, and most likely to occur between December and April. The chances of a
weather related delay occurring are highest from October through March. Haze frequently restricts
visibility to 4 miles or less, even on otherwise clear days. The following summarizes local weather:
Marine weather forecasts are broadcast regularly over the National Weather Service station KWO-37
at 162.550 MHz or by phone at 805-278-0760 or by VHF weather channels.
1.2.2 Winds
Westerly, onshore winds usually prevail. Gales are very rare in Santa Monica Bay, but the local
thermal winds blowing from a northerly direction sometimes can necessitate interruption of transfer
operations and require moving a ship from the moorings to anchor.
• Northerly offshore winds can occur during the period from October through May. N (Santa Ana
Conditions).
• In autumn and spring, Santa Ana wind duration averages to 6 hours. In November, December
and January wind duration is up to 10 hours.
A current meter buoy is positioned between berths No. 3 and 4 in 70 feet of water at 33 54.5’ N
longitude 118° 27.0’W. The meter doppler profiler transmits sound into the water and measures
velocity components in three directions at intervals of 2 meters. Readings can be obtained from the
Mooring Master who has access to current data via his laptop computer.
Note: A vessel must use all available sources to receive weather forecasts, tidal and current
information.
The El Segundo pilot boarding area is located approximately 3 nm SW of buoy “ES”. The boarding
area is clearly depicted on NOS chart 18748.
1.5.5 Accommodations
Moored vessels are expected to provide berthing and messing facilities for the Mooring Team, a three
(3) man line boat crew, and a cargo surveyor.
1.6 ANCHORAGES
A restricted area immediately to the north of the moorings is shown on NOS chart 18748 and is
described in the U.S. Coast Pilot 7. Anchoring is prohibited in this area due to underwater pipelines
and heavy use by small pleasure craft.
The El Segundo Marine Terminal has two 7-point Conventional Buoy Moorings (CBM), Berth 3 and
Berth 4. Two vessels may be moored simultaneously.
1.7.1 Berth 3
Berth 3 is located approximately 7200 feet offshore and 1500 feet south of the two Scattergood
Steam Plant stacks. The berth has a minimum depth of 63 ft. at buoy #3 and a depth of 67 ft. at the
Pipeline End Manifold (PLEM). A white spar buoy marks the end of the PLEM. The spar buoy is
anchored to the sea floor by a synthetic rope attached to a concrete block. Berth No. 3 has two
separate piping systems and associated submarine hoses: 3C (clean) for light oils (primarily gasoline,
diesel, and jet fuels) and 3B (black) for crude oil, black products and fuel oils. An additional Buoy #8
is provided for tug and barge mooring.
• Declaration of Security
• Declaration of Inspection
• Marine Terminal Service Agreement
Vessels should be prepared to present their U.S. Federal and California State Certificates of Financial
Responsibility.
The El Segundo Marine Terminal is located 1 ½ miles off-shore of the refinery, in the Santa Monica
Bay. The refinery has closed circuit television coverage of the Marine Terminal that is monitored 24
hours a day and 7 days a week from the Security Dispatch Center, and maintains continuous radio
contact with the vessels while moored. There are no other security features or protection that the
facility itself can offer.
Private vessels do transit the area, as the Marine Terminal is located in open ocean mid-way between
two heavily used marinas, Marina del Rey on the north and Redondo Beach to the south. The area
between the ocean and the facility is public beach, with a bike route running along the Chevron fence
line, which Chevron does not control. The US Coast Guard has established a “Safety Zone”
surrounding the El Segundo off-shore marine terminal (70Fed.Reg. 30638 5/27/05). Vessels calling at
the El Segundo Marine Terminal have a support boat with them in the berth area at all times which has
deck watch and security duties.
The Chevron El Segundo Refinery cannot provide any direct security measures for vessels calling at
the Marine Terminal. Each vessel calling at the Marine Terminal will have a Chevron Shipping
Company Mooring Master aboard who has been delegated authority to sign a Declaration of Security
(DOS) on behalf of the Facility Security Officer (FSO).
The Mooring Master is in radio contact with the Terminal at all times, and can contact the FSO or other
responsible/knowledgeable person at the Terminal with any questions, concerns or clarifications that
are needed. A Declaration of Security, as required under MARSEC 2 and 3 conditions or when
requested by a vessel, will be discussed and signed either at the pre-mooring conference or during the
pre-transfer conference. Any vessel moored at the Marine Terminal during a change of MARSEC level
will execute a new DOS, and the original DOS will be void. The Facility will attempt to notify any vessel
scheduled to arrive within 96 hours of changed MARSEC levels. A blank Declaration of Security is
included in the appendices to this manual and can be used if no other format is available. If a DOS is
signed, a copy will be faxed to the Security Dispatcher Center (310-615-5150) and will be kept with the
FSO.
MARSEC Level 1 means the level for which minimum appropriate security measures shall be
maintained at all times. MARSEC 1 generally applies when HSAS Threat Condition Green, Blue, or
Yellow are set.
MARSEC Level 2 means the level for which appropriate additional protective security measures shall
be maintained for a period of time as a result of heightened risk of a transportation security incident.
MARSEC 2 generally corresponds to HSAS Threat Condition Orange.
MARSEC Level 3 means the level for which further specific protective security measures shall be
maintained for a limited period of time when a transportation security incident is probable, imminent, or
has occurred, although it may not be possible to identify the specific target. MARSEC 3 generally
corresponds to HSAS Threat Condition Red.
• Launch service is permitted only with advance notification through your agent. A crew list
must be provided to the launch service company prior to the vessel’s arrival via the agent.
• No stores, bunkers, lubes, garbage or potable water will be handled while in the moorings.
Stores, provisions, etc. can be loaded on vessels at anchorage before berthing or after
unberthing from the Marine Terminal.
• Shore leave is allowed for crew members only on a regular launch schedule.
• The transfer of spouses and children is not allowed in Santa Monica Bay.
• All launches to vessels at the Marine Terminal must be arranged through the vessel’s agent.
• A security guard is employed to verify (via a picture ID) all individuals requesting to board the
launch. Persons whose names do not appear on the crew list will not be allowed to board the
launch unless permission has been granted in writing by the vessel’s Master and a Chevron
Shipping Company representative.
• No crew changes are to be conducted while vessels are moored at the El Segundo Marine
Terminal. If a crew change becomes necessary due to unforeseen circumstances approval
must be obtained from the Chevron Shipping Company Port Captain by e-mail at
cscspsou@chevron.com.
• Vessels can conduct crew changes at the El Segundo anchorages before berthing or after
unberthing from the Marine Terminal.
• Chevron encourages Owners not to change the Master or other senior officers before all
cargo operations are completed.
• No passengers are allowed to and from moored vessels except government authorities,
essential personnel and Marine Terminal representatives.
• A deck watch sufficient to monitor both sides of the vessel from bow to stern is required while
moored. This continuous watch is to notify a member of the Mooring Team of the approach of
any vessel inside the mooring buoys or any suspicious activity.
• Any suspicious vessel or activity noted (i.e. divers, jet skis, small craft, etc.), must be reported
to the United States Coast Guard, Long Beach Sector. Contact is to be made by either via
VHF Radio Channel 16 or telephone contact to USCG, Command Duty Officer (310)521-3801.
1.10.1 Procedures
Each individual using Chevron’s contracted launch service is subject to Chevron’s Drug and Alcohol
Policies. The Blood Alcohol Concentration (BAC) cutoff level for all employees, contractors, visitors
and crew members who require access to vessels through the Marine Terminal is 0.04%. This is
recognized as the level at which impairment of judgment and coordination appears, and is the level
established under U.S. Federal Law by the U.S. Coast Guard.
A security officer stationed at the launch access gate will monitor passengers joining the launch. If
the security officer has reasonable cause to believe that an individual is under the influence of alcohol
or drugs, he/she will notify the passenger that they are not allowed to enter the boarding facility or
board the launch. The security officer will notify a Chevron Shipping Company Representative. The
launch will remain at the dock until released by a Chevron Shipping Company Representative.
Any passenger suspected of being under the influence of alcohol or drugs will be requested to take a
Breath Alcohol Test or drug urinalysis test. If the passenger leaves the site prior to the arrival of the
ship’s agent, and before taking required tests, it will be regarded in the same manner as if they had
tested positive for alcohol or drugs. Any individual that refuses a test or tests positive will be
permanently denied access to the launch and the El Segundo Marine Terminal.
1.11 SERVICES
1.11.1 Consulates
Consulates of most of the maritime nations are maintained in Los Angeles and Long Beach.
1.11.2 Agents
Shipping Agents act as the ship owner’s representative and provide husbandry services for vessels
during their port stay. A number of established ship's agents operate in the Los Angeles and Long
Beach harbors. GAC Shipping (USA) Inc. is the agent for Chevron Shipping Company. Chevron
Shipping Company in El Segundo is also the point of contact for agents of vessels calling at the
terminal. All communications prior to the Mooring Master boarding the vessel should be made
through the ship's agent, who will in turn communicate with Chevron Shipping Company concerning
arrival times, etc. .
1.11.7 Stores
No supplies may be delivered to the vessel while in the moorings. Stores, provisions, etc. can be
loaded on vessels at anchorage before berthing or after unberthing from the Marine Terminal.
1.12.6 Fireboats
Fireboats are stationed in Los Angeles and Long Beach harbors.
2.1.1 Language
The official language of the El Segundo Marine Terminal is English. The vessel shall at all times
provide personnel capable of communicating in English with Chevron personnel onboard and with
Marine Terminal personnel ashore. An English speaking member of the vessel's crew shall at all
times be stationed at the telephone or radio provided for communications between the vessel and
Marine Terminal personnel ashore.
Estimated Time of Arrival (ETA) and requirements for services should be directed to the vessel’s
agent. The El Segundo Marine terminal requires ETA notifications of 7 /5 /3 /2 /1 days prior arrival.
These ETA messages should be sent via the vessel agent. Communications with the El Segundo
Pilot Station may be established 1.5 hours prior to scheduled arrival on VHF channel 10 (call “El
Segundo Pilot”). The Chevron El Segundo Marine Terminal may also be contacted on VHF channel
10.
The Terminal will not be responsible for any delays which may occur due to non-compliance with pre-
arrival and ETA requirements.
2.2.1 Primary
Mooring Teams are equipped with cellular phones and UHF and VHF radios. UHF radios will be
provided to the vessel’s crew for direct communication between the vessel and the Terminal Head
Operator. A voice recorder with a silent clock is in service to record berth radio communications. The
call sign for the Head Operator is “El Segundo Wharf”.
2.2.2 Secondary
VHF Channel 10 provides back-up communication between the vessel and Terminal. The Terminal
Head Operator may also be reached by phone at 310-615-5111. If communication with the Terminal
Head Operator can not be established as described above, the Refinery Shift Leader (RSL) can be
reached by phone at 310-615-5355.
3.1.1 Overview
Owners and Charterers of vessels calling at El Segundo must consider the particular requirements for
an open-sea, fixed-berth CBM mooring. These equipment requirements are significantly different from
the requirements for vessels docking and handling cargo alongside a pier.
The Mooring Master and an Environmental Cargo Officer (ECO) work as a team. The Mooring Master
and the ECO are designated by the Terminal as the Terminal Person-in-Charge (TPIC). The ECO will
not typically function as a Mooring Master but may be qualified to do so. No vessel will be allowed to
moor, transfer cargo or unmoor without the presence of both a Chevron Mooring Master and ECO.
3.2.3 Responsibility
The services of the Mooring Master and ECO are provided upon the express understanding and
condition that, while on board for the purpose of assisting the vessel, they become, for such
purposes, the servants of the Owners and/or Charterers of the vessel. Chevron Corporation or any of
its subsidiaries including Chevron Shipping Company and Chevron Products Company shall not be
3.2.4 Manning
The vessel's Master, a qualified deck officer, and a helmsman must be on the bridge at all times while
the vessel is maneuvering. One ship’s deck officer shall be stationed at each mooring station for
mooring and unmooring operation. One deck officer must be present for any hose handling operation.
The vessel will be adequately manned during all operations.
At all times the vessel must be manned and a watch schedule and work hour limitations be maintained
to ensure that personnel fatigue is minimized and the vessel is in full compliance with both
International regulations and the U.S. Oil Pollution Act of 1990 (OPA-90) work hour limitations.
Any question on certification should be directed to Chevron Shipping's Marine Assurance Group:
Tel: 925-790-3815; Fax: 925-790-6373; e-mail cscvcc@chevron.com
2. Ballast:
a. Only uncontaminated, clean, SBT ballast may be discharged to sea.
b. Under no circumstances is a vessel's Sea Chest to be opened without permission
from the Chevron Shipping Company Area Operations Manager, Southwest Region-
MTT.
c. Vessels must be in full compliance with all International, U.S. and State of California
laws and regulations pertaining to ballast discharges and precautions to prevent the
introduction of non-indigenous species into U.S. and California waters. Vessel agents
should be consulted regarding current ballast exchange and discharge regulations.
4. Manifold:
a. Vessels must be able to safely connect twelve (12) inch or sixteen (16) inch hoses.
b. Connection to the Terminal submarine hose should be made inside the manifold
permanently-installed drip containment tray (CFR 33 part 155.130), by adding no
more than one reducer, or "spool piece," to the vessel's design flange.
6. Mooring winches:
a. Each mooring winch is to be capable of heaving at a no-load speed of at least 130
ft/min and at a loaded speed of at least 40 ft/min.
b. Winch speeds referenced in 6a above must be maintained during simultaneous
operation of one winch on the main deck forward, one winch on the main deck aft,
and/or one winch on the stern.
c. Winch brake holding capacity must conform to OCIMF guidelines and must be set at
sixty percent (60%) of the breaking strength of wires/ropes on winch.
d. Winch brakes must be tested within one year prior to the El Segundo port call and the
date of the winch test should be stenciled on each winch.
10. Other:
a. The Marine Terminal requires that only wires with dry lubricant be used. Mooring Wire
lubricants used that cause an oily sheen when immersed in water are treated as an
oil spill by the U.S. Coast Guard, and may be required to vacate the terminal to clean
the wires at the Owners time and expense.
b. All vessels are required to provide meals and accommodations for one Mooring
Master, one Environmental Cargo Officer and up to three mooring launch personnel
for the duration of the visit.
c. Vessels may be required to unmoor and/or otherwise incur delays prior to or during
adverse weather conditions.
d. Vessels transferring cargo during darkness shall illuminate the sea area around the
vessel. Illumination is required in order that any oil on the surface of the sea may be
readily detected so that appropriate action may be taken in a timely manner. All
vessels are to be equipped with an operational searchlight on each bridge wing to
assist in illuminating buoys during mooring and unmooring at night, and to shine onto
the cargo hose area overboard for early detection of leaks.
e. The vessels shall be illuminated at a minimum in accordance with existing U.S. Coast
Guard regulations providing however that the vessel must have sufficient illumination
of all spaces and working areas associated with transfer and mooring operations. This
shall include all ladders and passageways between key operating stations such as the
pumproom and manifold areas.
f. Vessels are to be equipped with a VHF marine radio in the cargo control room.
g. Vessels must be equipped with and use closed venting, sampling and gauging
systems.
h. All vessels must have a tugboat in attendance for mooring and unmooring operations.
• When a Northerly Santa Ana or a southerly wind condition is forecast in excess of 25 knots for
the El Segundo moorings.
Mooring Teams should consider unmooring when observing the following conditions, with a forecasted
“deterioration” of the weather:
Guideline: When buoys begin to submerge, consider departing the berth, keeping in mind the
potential hazards to Vessel and boat crews, as well as ability of the assist tug and ship to work in the
wind, sea and swell.
Note: Conditions may warrant returning the hose to sea and staying in the berth until weather
improves.
Note: Weather guidelines are intended to be used as a guide. Other factors such as vessel
maneuverability, condition of mooring equipment, draft / freeboard, anchor positions, experience of
crew, etc. should be taken into consideration.
• The berth sub-system lines will be placed under vacuum while the vessel is mooring.
• Vessel approaches the mooring on a northerly heading, normally with a tethered tugboat,
passing approximately one ship length west of No. 7 mooring buoy.
• Port anchor is let go and 8 to 9 shots of chain are paid out; the port chain is then held.
• After the port chain fetches up, leading aft, and the vessel is in position, the starboard anchor
is let go.
• The vessel is backed into the berth as the port chain is held and the starboard chain is paid
out to approximately 8 shots.
• A line boat runs the mooring lines to the mooring buoys as directed by the Mooring Team.
• Both anchor chains are adjusted as necessary to position the vessel properly in the berth.
Vessels over 100,000 DWT are required to double-up lines to buoys 1, 2, 3, 4 & 5. Lines may be
doubled-up to buoys 6 & 7 at the Mooring Master’s discretion.
Vessels under 100,000 DWT are required to double-up lines to buoys 1, 5 and a stern line. The stern
line that is to be doubled-up will be selected by the Mooring Master.
Prior to boarding the barge, the Mooring Master will confirm with the tug Captain the existing environ-
mental conditions, the approach sequence, the making-up of the assist tug, the order of running lines,
and the rigging of his bow line to the head buoy.
• The Tankermen will rig the barge’s Pilot Poles and Comar ladder prior to the Mooring Team
boarding the barge.
• After boarding the barge, the Mooring Master ensures that all systems are operational prior to
mooring the barge.
• When the approach commences, the assist tug will put up a line on the stern of the barge to
assist in slowing and stopping the barge west of the berth.
• Once the barge is stopped west of the berth, the two tug combination will maneuver the
barge into the berth stern first. Lines will be run in a similar fashion to a ship berthing.
• When the barge is secured in the berth, the assist tug will be released, and the barge tug will
run its headline to the head buoy.
4.1.1 Responsibility
The Master is responsible for his vessel at all times. Vessels are expected to follow all Federal,
California State, Local and Terminal regulations. The International Safety Guide for Oil Tankers and
Terminals (ISGOTT) should also be used as a general guide. The Mooring Master will advise the
Master with respect to connecting, valve operation, loading and discharge pressures and temperatures
and product transfer hazards but will not direct transfer operations except as necessary in an
emergency to protect the Terminal facilities. Manipulation of the vessel's valves and the hose valve is
the direct responsibility of the vessel's personnel. Neither Chevron Products Company nor Chevron
Shipping Company nor their personnel shall be responsible for any loss, damage, or injury accruing as
a consequence of any assistance, instructions or advice given or tendered.
At all times the vessel must be manned and a watch schedule and work hour limitations must be
maintained to ensure that personnel fatigue is minimized and the vessel is in full compliance with both
International regulations and the U.S. Oil Pollution Act of 1990 (OPA-90) work hour limitations.
The ECO will act as a Marine Terminal Representative and Pollution Prevention Officer on board the vessel
and coordinates cargo handling operations while acting as liaison to the shore Terminal.
The Mooring Master and ECO are authorized to suspend cargo transfer at any time they deem it
necessary.
A depiction of a typical over-the-rail type connection can be found in the appendices of this manual.
The Terminal provides special gear including gaskets. The special gear is brought to the vessel on the
line boat which delivers the Mooring Team. It is the responsibility of the vessel's crew to connect the
submarine hose to the vessel's manifold under the supervision of a licensed officer, as directed by the
Mooring Team.
Prior to lifting the 3B (black) submarine hose, the 3C (clean) submarine hose (the southernmost of the
two hoses), will be stretched to the west alongside the moored vessel by the line boat. This procedure
is performed to prevent the tangling of the two hoses.
4.2.3 Berth 4
Vessels in this berth must have a hose derrick or crane minimum lifting capacity (calculated load) of 15
metric tons.
Throughout the vessel's port stay, the "Vessel Person-In-Charge” (VPIC) of the transfer (deck
officers) and the Terminal Person in Charge (TPIC) will sign both copies of the DOI to acknowledge
the changing of the watch officer and being the responsible VPIC/TPIC on duty.
4.3.1 Communication
The Vessel Person-In-Charge (VPIC) shall speak fluent English. If not possible, a person who
speaks fluent English shall be stationed near the pump trip and shall maintain continuous
communication with the terminal and VPIC. Failure to comply will result in stopping of all cargo
operations and the vessel being required to vacate the berth at the Owner’s expense.
The VPIC shall remain in the vicinity of the transfer operation and be available to the Mooring Team
to supervise connections, disconnections, topping off and emergency shutdowns if required. The
VPIC and Terminal Head Operator will acknowledge to each other that they are ready 15 minutes
prior to any starting, stopping, tank / pump switches or changes to cargo flow rate.
The Mooring Team will provide intrinsically safe UHF portable radios for use during cargo operations.
Comparison gauges will be made every 2 hours on the even hour or more frequently if required.
Communications for standby, slowdown and shutdown of transfer operation will be
conducted by UHF radio supplied by the Mooring Team. VHF Ch. 10 and/or telephone may be
utilized for back-up communication. Terminal Head Operator phone: (310) 615-5111.
The vessel shall maintain the cargo at the agreed temperature and pressure at the ship's rail. It is
essential that the discharging sequence be carefully planned so that stripping and/or collecting of tank
bottoms is conducted during the discharge ashore, thus avoiding prolonged stripping ashore toward
the end of the cargo discharge. The Mooring Master and the ECO will review the cargo discharge
plans to assure that maximum practicable discharge rates will be attained consistent with vessel and
Terminal safety and the Charter Party.
At the completion of cargo discharge, the vessel may be required to receive and retain a hose flush of
approximately 150-barrels.
High viscous crude oils and residual fuel oils will not be accepted from a vessel unless the vessel's
average tank temperature is maintained for efficient discharge and stripping operations. Vessels with
limited steam supply should plan their operations carefully to assure no unplanned slowdown or
stoppage occurs due to diversion of steam for cargo heating.
The maximum temperature for diesel and light fuel oils is 125° F. The maximum temperature for
gasoline (or gasoline products) is 85° F. Vessels should be equipped with a temperature gauge at the
manifold.
If a minimum transfer rate of at least 5,000 barrels per hour (bph) is not maintained during the
loading/discharge of high pour products:
• The Terminal Head Operator may stop cargo operations to circulate the subsystem for heat,
and the vessel will be required to receive and retain a hose flush of approximately 150-
barrels.
• The Mooring Master, Refinery Shift Leader, Division Shift Supervisor, and the Terminal Head
Operator, will discuss the flow rate, cargo temperature, pour point, viscosity, sea
temperature, and other factors that may be affecting the flow rate.
• Cargo transfer at less than 5,000 bph can only be conducted if an agreement is reached on a
safe path forward without compromising the berth.
• If the vessel is required to vacate the berth due to the inability to maintain the required rate,
Chevron will duly serve protest, holding the vessel and it’s Owners responsible for all attendant
The vessel may be required to load and retain on board a hose flush to remove air from the sub-
system.
In each step of the loading operation, the vessel will be told by the Terminal Head Operator precisely
how many gross barrels of product, including line displacement and/or hose flushes, are to be loaded.
The vessel shall provide sufficient notice to the Terminal Head Operator prior to the final quantity
being reached. At a minimum, a 10, 5, 1 minute notice is to be given to the Terminal Wharf Operator.
The Terminal Head Operator in the shore control room will stop pumps and close valves as
appropriate to stop loading.
The South Coast Air Quality Management District (SCAQMD rule 1142, see appendices) requires
controlled source loading of all cargoes within their jurisdiction. Controlled source loading may be
accomplished by vapor balancing, vapor processing or compression loading. Open loading is strictly
prohibited.
SCAQMD Rule 1142, Form 1 MUST be filed a minimum of 48 hours prior to the loading event.
“LOADING EVENT” means an incident or occurrence beginning with the connecting of marine terminal
storage tanks or a marine tank vessel to marine tank vessel cargo tank(s) with pipes or hoses followed
by the transfer of liquid cargo and ending with the disconnecting of the pipes or hoses; or any other
means of placing liquid into cargo tanks. In addition, emissions resulting from the venting of volatile
organic compounds in South Coast Waters prior to, during, or after a loading event are included in that
loading event.
Procedures for loading events utilizing the vapor processing Barge San Pedro:
• Prior to entering SCAQMD (Southern California Air Quality Management District) waters and
berthing at El Segundo, the vessel may be required to purge, wash, gas free, visually check /
remove any sludge and re-inert cargo tanks.
• Prior to loading the deck IG line must be drained of all water.
• A fendered vapor processing barge will be positioned on the port side of the vessel prior to
loading, and a 10 inch hose connection is used to connect to the vessels Vapor Recovery
manifold.
• Liquid and vapor segregation is required between any tanks containing slops or other cargos
and the tanks to be loaded.
• The maximum allowable loading rate is 15,000 barrels per hour.
4.4.1 Restrictions
All vessels must maintain a minimum of 30% of the vessel's summer deadweight, with the propeller
fully immersed, and a maximum trim of 14 feet (4.3 m) and the required maximum waterline-to-
manifold height, measured at the center of the manifold, as defined in section 1.7.6. Only
uncontaminated, segregated clean ballast may be discharged to sea within the confines of the El
Segundo Marine Terminal.
Vessels must be in full compliance with all International, U.S. and State of California laws and
regulations pertaining to ballast discharges and precautions to prevent the introduction of non-
indigenous species into U.S. and California waters. Vessel agents should be consulted regarding
current ballast exchange and discharge regulations.
Vessels having an inert gas system are expected to utilize it to the fullest extent. Vessels that are
equipped with IGS shall keep the system operational at all times while the vessel is calling at El
Segundo. All cargo and slop tanks shall be kept in the inerted condition.
As part of the Pre-Transfer Conference and Declaration of Inspection, the Master shall provide the
Terminal with a signed declaration that the IGS is operational, that all cargo and slop tanks are
inerted, and that the IGS will be kept in operation at all times to maintain all cargo and slop tanks
inerted.
If the vessel arrives with an inoperative IGS or the IGS becomes inoperative before mooring, the
vessel shall not be moored until the IGS is repaired and the Master warrants in writing that the cargo
and slop tanks have been checked and found inerted.
If the IGS becomes inoperative after the vessel has moored, the Master shall not start or shall
immediately stop all cargo/ballast operations and shall take immediate action to prevent any air being
drawn into the cargo or slop tanks.
Cargo/ballast operations shall not commence or resume until the IGS has been repaired and the
Master warrants in writing that the cargo and slop tanks have been checked and found to be inerted.
In the case a vessel declares that its Inert Gas System is inoperable and can not be repaired in a time
frame acceptable to the terminal, the vessel will have to shift to anchor to make repairs. When repairs
are completed and the IGS is operational, the vessel should contact their agent to reschedule a
berthing time.
The attention of the Master is directed to the requirement of Regulation 11 (c) of Chapter 1 of the
1978 SOLAS Protocol to advise the authorities in the event of the IGS becoming inoperative. The
Master shall confirm to the Terminal that such requirement has been fulfilled.
All damages and expenses and all time lost by the vessel because of the vessel IGS being or
becoming inoperative or the tanks not being inerted as required will be for the vessel’s and Owner’s
account.
4.6 MISCELLANEOUS
4.6.1 Engines
Any vessel in the moorings or in the vicinity of the moorings shall keep its engineering plant on
standby with full power immediately available to the main engines, steering gear, anchor windlass, all
deck winches, and the ship's whistle. No repairs to the engineering plant are permitted in the
moorings if such repairs impair or limit the ship's power availability in any way.
While fast in mooring, vessel’s propeller will not be turned except by use of jacking gear. Clearance
to turn the propeller for departure will be given by the Mooring Master after the cargo hose has been
returned to sea.
The Mooring Master and an Environmental Cargo Officer (ECO) work as a team. The Mooring Master
and the ECO are designated by the Terminal as the Terminal Person-in-Charge (TPIC). The ECO will
not typically function as a Mooring Master but may be qualified to do so. No vessel will be allowed to
moor, transfer cargo or unmoor without the presence of both a Chevron Mooring Master and ECO.
Safety is the number one priority at the El Segundo Marine Terminal. Chevron maintains a zero
tolerance policy with regard to pollution. The El Segundo Marine Terminal is located between two
major yacht marinas and along a popular stretch of shoreline. The terminal location, combined with
stringent regulations by the U.S. Coast Guard and other federal, state, and local authorities, makes
this area particularly sensitive to pollution. Vessels calling at El Segundo should observe safety
practices as outlined in the International Safety Guide for Oil Tankers and Terminals.
The Terminal maintains a comprehensive Emergency Response Plan that includes an Oil Spill
Contingency Response Plan. The plan provides for bringing all required and available personnel and
equipment into action to respond to emergencies at the Terminal.
In the event of an emergency, the vessel and the Terminal will immediately stop cargo transfer
operations and take the following actions:
• For an emergency shutdown aboard the vessel, the vessel shall immediately notify the
Terminal Head Operator and Mooring Team by UHF / VHF channel #10. (Note that whistle
signals may not be heard at the Terminal due to the vessel distance offshore.)
• Stop all pumps onboard the vessel and at the Terminal.
• Close the submarine hose valve as directed by the Mooring Team.
• Ship's Master shall notify the vessel's agent immediately if a spill has occurred.
• Make required notifications in coordination with the Mooring Team.
6.2.1 Responsibility
The vessel Master will be expected to deliver an executed copy of the Declaration of Inspection
provided to him prior to cargo operations. This declaration contains important provisions that provide
Chevron the right to take any action that may be necessary to mitigate the effects of a spill and to seek
reimbursement from the vessel’s Owner for its response costs and third party claims.
If a vessel discharges or spills oil in the vicinity of the El Segundo Marine Terminal, Chevron
shall have the right to take any action that may be necessary to clean-up the contaminated area
and mitigate the effects of the spill. This area includes not only the sea area involved but the
shore, vessels and any structure or property located in or upon the sea or on the shore.
• Name of contracted Oil Spill Response Organization which will provide OPA 90 coverage for
the vessel at El Segundo.
• Name of the company which will provide Average Most Probable Discharge coverage at El
Segundo, if different than the above OSRO.
In the event of an oil spill from the vessel, the vessel is required to implement their U.S. Coast
Guard approved Vessel Response Plan.
Vessel Lighting
The vessel shall have sufficient illumination of all spaces and working areas associated with transfer
and mooring operations. This shall include all ladders and passageways between key operating
stations, such as the pump room and the well deck and vessel's manifold. A spotlight shall be used to
illuminate the submarine hose at night. In addition, vessels transferring cargo during darkness will
illuminate the sea area around the vessel for early spill detection to the satisfaction of the Mooring
Team.
6.3.1 Southern California Air Quality Management District (SCAQMD) Rule 401
Pollution of the atmosphere by visible smoke is undesirable in any locale, but illegal and subject to
prompt legal action in the greater Los Angeles area, including the El Segundo Marine Terminal. The
South Coast Air Quality Management District (SCAQMD) has established a limit of 3 minutes in any
one hour for visible smoke emissions. Any vessel exceeding this limit is in violation and may be
subject to substantial fines. If the vessel is unable to eliminate smoking, the vessel will be asked to
leave the berth. If smoking is due to equipment breakdown or failure, contact the refinery Battalion
Chief to request “breakdown protection” from this SCAQMD rule. Contact with the Battalion Chief can
be made through the Terminal Head Operator via UHF or VHF radio, channel 10. Refer to the
Appendices of this manual for excerpts from the SCAQMD rule 401.
The vessel's Master must notify Chevron Shipping Company El Segundo via the vessel’s agent, if the
cargo's H2S reading (in vapor) is greater that 50 ppm at the load port. The vessel should test and
reconfirm the H2S content of the cargo tanks not more than 24 hours prior to arrival at El Segundo
and notify Chevron Shipping Company El Segundo of the test results.
6.4.6 Smoking
The Mooring Master or ECO shall approve all designated smoking areas, as determined by the
vessel’s Master. No smoking will be permitted on deck while in the moorings. Smoking may be
prohibited entirely at times by the Mooring Master or ECO. Cigarette butts must not be thrown
overboard at any time.
6.4.8 Cameras
The use of cameras on deck must have approval by the vessels Master and the Mooring Team. Any
offshore visitors wishing to use photographic equipment must obtain pre-approval from the vessels
Master and Chevron Shipping Company El Segundo, prior to boarding the passenger launch.
6.4.11 Visitors
Visitors to the vessel are strictly prohibited while the vessel is in the moorings, except for
governmental authorities or as specifically authorized by the vessel's Master and the Mooring Team.
The transfer of spouses and children is not allowed in Santa Monica Bay.
• No crew changes are to be conducted while vessels are moored at the El Segundo Marine
Terminal. If a crew change becomes necessary due to unforeseen circumstances approval
must be obtained from the Chevron Shipping Company Port Captain by e-mail at
cscspsou@chevron.com.
• Vessels can conduct crew changes at the El Segundo anchorages before berthing or after
unberthing from the Marine Terminal.
• Chevron requires Owners not to change the Master or other senior officers before all cargo
operations are completed.
• Shore leave is allowed for crew members only on a regular launch schedule.
• The transfer of spouses and children is not allowed in Santa Monica Bay.
• Launch service is permitted only with advance notification through your agent. A crew list
must be provided to the launch service company prior to the vessel’s arrival via the agent.
• All launches to vessels at the Marine Terminal must be arranged through the vessel’s agent.
1. Acronyms
2. Bathymetric Survey
3. Bathymetric Chart
8. Berth 3 subsystem
9. Berth 4 subsystem
ACRONYMS
(a) Applicability
This rule shall apply to all loading, lightering, ballasting, and housekeeping events
where a marine tank vessel is filled with an organic liquid; or where a liquid is placed
into a marine tank vessel's cargo tanks which had previously held organic liquid.
(b) Definitions
(1) BACKGROUND is the ambient concentration of volatile organic compounds
in the air determined at least one (1) meter upwind of the component being
inspected.
(2) BALLASTING is the loading of water or other liquid into a marine tank
vessel's cargo tank to obtain proper propeller, rudder, and hull immersion.
(3) SOUTH COAST WATERS means the Pacific Ocean area beginning at the
intersection of the Pacific Ocean and the Los Angeles-Ventura County
boundary; and proceeding southwesterly to the intersection of the boundary of
the California Coastal Waters at a point having the coordinates of 33o North
Latitude and 119.5o West Longitude; then southeasterly along said boundary
of the California Coastal Waters to a point having the coordinates of 32.5o
North Latitude and 118.5o West Longitude; and then northeasterly to the
intersection of the Pacific Ocean and the Orange-San Diego County boundary.
(4) EMISSION CONTROL EQUIPMENT means any equipment, machinery,
apparatus, or device used to collect, store, or reduce the emissions of volatile
organic compounds in the atmosphere.
(5) EXEMPT COMPOUNDS are any of the following compounds that have been
determined to be non-precursors of ozone:
(A) Group I
chlorodifluoromethane (HCFC-22)
dichlorotrifluoroethane (HCFC-123)
tetrafluoroethane (HFC-134a)
dichlorofluoroethane (HCFC-141b)
chlorodifluoroethane (HCFC-142b)
(c) Requirements
(1) Marine Tank Vessels
(A) Effective January 1, 1992, an owner or operator of a marine tank
vessel equipped with emission control equipment shall operate such
equipment while conducting a loading, lightering, ballasting, or
housekeeping event in South Coast Waters.
(B) Effective January 1, 1994 a loading, lightering, ballasting, or
housekeeping event shall not be conducted while in South Coast
Waters, unless:
(i) The emissions of volatile organic compounds are limited to 5.7
grams per cubic meter (2 lbs per 1,000 barrels) of liquid loaded
into a marine tank vessel; or
(ii) The emissions of volatile organic compounds are reduced by at
least 95 percent by weight from uncontrolled conditions.
(2) Liquid and Gaseous Leaks
Effective January 1, 1994, all hatches, pressure relief valves, connections,
gauging ports and vents, and other equipment associated with a loading,
lightering, ballasting, or housekeeping event shall be maintained free of liquid
or gaseous leaks. Any liquid or gaseous leak shall be tagged upon detection
and repaired within 4 hours of detection by the owner or operator. Any liquid
or gaseous leak detected by District staff shall constitute a violation of this
rule.
(g) Notice
Effective January 1, 1992, any owner or operator of a marine tank vessel intending to
engage in a loading, lightering, ballasting, or housekeeping event shall notify the
District Executive Officer in writing, or by telephone, or in person at least 48 hours
prior to the event. Such notice shall include name(s) of marine tank vessel(s),
description of operation(s), cargo, location, and estimated start time and duration of
the event.
(h) Recordkeeping
Effective January 1, 1994, any owner or operator of a marine tank vessel shall
maintain two sets of records regarding each loading, lightering, ballasting, or
housekeeping event. One set of records will be kept on board the marine tank vessel
and the other set shall be kept at the marine terminal. Records shall be maintained for
(2) Any marine vessel or terminal operator, who has been subject to the prohibition
of paragraph (i)(1) for two consecutive days, may conduct a marine loading,
lightering, ballasting, or housekeeping event in South Coast Waters for up to three
days following the two consecutive days of prohibition.
68 mi 102 mi 27 mi 56 mi
58 mi 79 mi
82 mi 35 mi 90 mi
5-8
(a) Definitions
For the purpose of this rule, the following definitions shall apply:
(1) KEROSENE FUEL is petroleum distillate fuel meeting diesel grade 1-D
per ASTM D975-78, fuel oil grade No. 1 per ASTM D396-79, or kerosene
by conventional commercial specifications.
(2) AN APPROVED SMOKE-REDUCING FUEL ADDITIVE is as approved
by the Executive Officer.
(3) A SYNTHETIC ENGINE LUBRICATING OIL is as approved by the
Executive Officer.
(b) Requirements
(1) A person shall not discharge into the atmosphere from any single source
of emission whatsoever any air contaminant for a period or periods
aggregating more than three minutes in any one hour which is:
(A) As dark or darker in shade as that designated No. 1 on the
Ringelmann Chart, as published by the United States Bureau of
Mines; or
(B) Of such opacity as to obscure an observer's view to a degree equal
to or greater than does smoke described in subparagraph (b)(1)(A)
of this rule.
(2) Not withstanding the provisions of paragraph (b)(1) of this rule, a person
shall not discharge into the atmosphere from a commercial charbroiler,
excluding those operating with control equipment and those which are
chain-driven, or equipment for melting, heating, or holding asphalt or coal
tar pitch for on-site roof construction or repair; any air contaminant for a
period or periods aggregating more than three minutes in any one hour
which is:
(A) As dark or darker in shade as that designated No. 2 on the
Ringelmann Chart, as published by the United States Bureau of
Mines; or
(c) Exemptions
(1) The provisions of this rule shall not apply to the following operations:
(A) Asphalt pavement heater operations;
(B) Abrasive blasting operations;
(C) The use of visible emission generating equipment in training
sessions conducted by governmental agencies necessary for
certifying persons to evaluate visible emissions for compliance
with this rule and with the California Health and Safety Code,
Section 41704 (l).
(D) Visible emissions from ships which perform emergency boiler
shutdowns, tests required by governmental agencies or maneuvers
for safety purposes;
(E) Agricultural operations.
(2) The provisions of paragraph (b)(2) shall not apply to a commercial
charbroiler, as described in paragraph (b)(2), on or after November 9,
2005, and thereafter the provisions of paragraph (b)(1) shall apply to such
equipment.
5-11
NOTE: The Master is required to notify the terminal of any event or situation that affects the safe and/or efficient operation
of the vessel at the terminal (i.e., equipment malfunction or breakdown, hull leakage, grounding, collision, structural
damage or manning levels, etc.).
ETA PILOT STATION LT DATE
ARRIVAL DEEPEST DRAFT FEET INCHES
MINIMUM UNDERKEEL CLEARANCE IN PORT FEET INCHES
MAX DISTANCE FROM MANIFOLD TO W/L DURING CARGO OPS FEET INCHES
ARRIVAL DISPLACEMENT LONG TONS LONG TONS
ESTIMATED TIME ALONGSIDE BERTH (Based on load/discharge plan) HRS MINS
NOTE: The Master is required to notify the terminal ETA 7 days, 5 days, 3 days, 2 days and 24 hrs prior to arrival.
PERTINENT INFORMATION
Is vessel carrying heated cargo? YES NO Vessel meets SOCAL CARB requirements? YES NO
Location of Operation:
Registry of Vessel:
Discharged cargo:
( Type / Net barrels ) /
Discharged cargo:
( Type / Net barrels ) /
Discharged cargo:
( Type / Net barrels ) /
Loaded cargo:
( Type / Net barrels ) /
Loaded cargo:
( Type / Net barrels ) /
Loaded cargo:
( Type / Net barrels ) /
Prior cargo (s) carried in receiving tanks:
Leak #1:
Type of equipment:
Date / Time leak detected: /
Time required to repair leak:
Screening level after repair:
_____________________________________________________ _________________
Signature of Chevron Shipping Mooring / Lightering Master Date
_______________________________________________________________________ _______________________
Signature of Master of Vessel Date
5-9
Owner requests and Chevron agrees to provide the following services (“Services”) to or for the benefit of the Vessel while
at or near the EL SEGUNDO Marine Terminal (“Terminal”).
The Services will be provided from time to time during the Vessel’s call at the Terminal, as the parties may agree. The
Services are more particularly described in the current published version of Chevron’s Terminal Regulations (“Regulations”),
which Regulations are incorporated herein and made a part hereof. The Regulations are available for inspection at Chevron’s
offices during normal business hours, and copies will be provided upon request. Owner agrees to pay in full for the Services
within 30 days after it or its agent has received an invoice therefore, such payment to be made without any deduction, offset or
counterclaim whatsoever.
In performing the Services, it is agreed that the Mooring Master, Environmental Cargo Officer, Mooring Launches and
Personnel Launches are acting as servants of the Vessel, and not as servants of Chevron. Owner agrees to return the
Mooring Lines immediately upon departing the Terminal, in the same good order and condition as received, fair wear and tear
excepted. Should the Mooring Lines not be returned as aforesaid, Owner shall reimburse Chevron for repairing or replacing
them, as Chevron may reasonably determine.
Suit to enforce this Agreement may be brought to any court in the County where the terminal is located, and the parties hereby
irrevocably consent to their non-exclusive jurisdiction. The persons signing below warrant that they are fully authroized to sign
this Agreement on behalf of their respective principals.
C-421-B (2-02)
Word Electronic Version
By your signature on this agreement, you are certifying that security measures and arrangements, for both the facility and vessel during the dates
and scope of operations listed, meet all applicable regulations under 33CFR105 and ISPS to the best of your knowledge.
Facility Vessel
Signature:
Name:
Title: Mooring Master
Phone #: 310-615-5707 or 5709
Dated:
Location: El Segundo, California, U.S.A.
In addition to your own safety regulations and those of the U.S. Coast Guard, please observe the Terminal's safety regulations listed in the attached
"Declaration of Inspection" while your vessel is moored at the El Segundo Marine Terminal. Your ship is expected to be in compliance with the
United State Coast Guard Pollution Regulations. You will be given a copy of our Terminal Manual, which covers these and other regulations in
more detail.
A Mooring Master and Environmental Cargo Officer will meet you on arrival. As the representative(s) of the Terminal, they will discuss matters
of safety, pollution and oil spill clean-up response with you. They will also observe cargo operations to see that all regulations are being followed.
If they find that any regulations are not being followed in any way, they are empowered to halt cargo operations and if necessary, require the
vessel to leave berth. At all times under all conditions you, as Master, are solely responsible for the safe and proper management of your
vessel, including but not limited to, mooring of the vessel, connecting or disconnecting of hoses, transfer of cargo, gauging of the ship's
tanks, ballasting, and compliance with Terminal and U.S. Cost Guard regulations.
67
Before cargo operations start, the Mooring Master will discuss the Declaration of Inspection with you, your Chief Engineer and the (VPIC) Vessel
Person in Charge. You, your Chief Engineer and VPIC will sign and initial each item on the DOI along with the Mooring Master and ECO, both
of which may act as the Terminal Person in Charge (TPIC), to show that you understand and agree to the precautions to be taken. At each change
of watch/shift, the relieving Duty Officer must review the documents(s) and sign with date and time of relieving, to show that s/he understands and
agrees to the precautions.
Master's Signature:________________________________________
ATTACHMENT B
Record of Financial Responsibility/Statement of Compliance
VPIC: ___________________________________________
I hereby certify that the above-named vessel is in compliance with the U.S.C.G. Pollution Regulations, namely 33 CFR Subchapter “O”,
amendments to 46 CFR, Sub-chapter D, and/or have obtained the necessary waivers.
A) VPIC warrants that the vessel is an ITOPF MEMBER, or has a certificate of responsibility equal to ITOPF membership.
68
B) ARBITRATION OF DISPUTES. Notwithstanding any arbitration provision in any applicable charter party or bill of lading, any
dispute between the VPIC and TPIC as to the reasonableness of the measures undertaken and/or expenditure for oil cleanup
incurred by the Terminal, including as specified in the Declaration of Inspection, hereunder shall be referred to binding
arbitration under the Commercial Arbitration Rules of the American Arbitration Association, which rules are incorporated herein
by this reference. Arbitration is to be conducted in California. The arbitrator(s) shall be limited to awarding compensatory damages
and shall have no authority to award punitive, exemplary or similar type damages. The unsuccessful party shall pay the costs of
conducting the arbitration and the prevailing party’s reasonable attorneys’ fees and costs related to the arbitration.
VPIC: _______________________________
DATE: _______________________________
VESSEL: ___________________________ FLAG: __________________ DATE TRANSFER COMMENCED: ______________
No. The following items have been visually inspected and/or agreed upon and found to meet the requirements of VPIC TPIC 33CFR 2CCR
§§ 2335 & §§ 2340 of CCR, of § 156.120 of 33 CFR, ISGOTT and Chevron Products El Segundo Marine
Terminal regulations. Clarification, where required, is highlighted in italics.
Vessel is securely moored. Mooring lines are strong enough to hold and of sufficient length to adjust to all expected 156.120 (a) 2340 (c)(1)
1
conditions. Lines will be properly tended. Tension winches are on manual brake.
Transfer hoses are long enough to allow the vessel to move to the limits of its moorings without placing strain on the 156.120 (b) 2340 (c)(2)
2
hose or transfer piping system.
Each hose is supported to prevent kinking or other damage to the hose and strain on its couplings. Hoses will be 156.120 (c) 2340 (c)(3)
3
supported with double slings bridle or saddle. Single slings are not permitted.
Each part of the transfer system is aligned to allow the flow of oil. 156.120 (d) 2340 (c)(4)
4
Each part of the transfer system not necessary for the transfer operation is securely blanked and shut off. Each test 156.120 (e) 2340 (c)(5)
5
cock, sampling or bleeder valve is closed and securely capped.
The end of each hose and manifold that is not connected for the transfer of oil is blanked off using adequate gasket 156.120 (f) 2340 (c)(6)
6
and at least four bolts or a Terminal approved blanking device.
The transfer system is attached to a fixed connection on the vessel and the facility. 156.120 (g) 2340 (c)(7)
7
Each overboard discharge or sea suction valve that is connected to the vessel’s transfer or cargo tank system is sealed 156.120 (h) 2340 (c)(8)
8
or lashed in the closed position except when used to receive or discharge ballast. The seals will not be broken except
69
in the presence of a Mooring Master or in case of emergency. Ballasting while handling cargo is prohibited except in
cases where a separate clean ballast system is available and the operation is approved by the Terminal.
Each transfer hose has no un-repaired loose covers, kinks, bulges, soft spots or any other defect which would permit 156.120 (i) 2340 (c)(9)
9
the discharge of oil through the hose material and no gouges, cuts, or slashes that penetrate the first layer of hose
reinforcement.
Each hose in use meets the requirements of § 2380, subsections (a) and (b) respectively. 2340
10 (c)(10)
Each transfer connection meets the requirements of 33 CFR § 156.130 and CCR §2380, subsection (d). Suitable 156.130 2340
11 (c)(11)
material is used in joints and couplings to ensure a leak-free seal and must be made with the proper size bolts in
every hole. The bolts and nuts must be tightened uniformly to distribute the load.
2340
70
procedures. Vessel watch or shift arrangement shall be posted.
The personnel required, under the facility operations manual and the vessel transfer procedures, to conduct the 156.120 (u) 2340
22 (c)(20)
transfer operations: (1) Are on duty; and (2) Conduct the transfer operations in accordance with the facility (A),(B)
operations manual and vessel transfer procedures. The VPIC in charge of cargo transfer will have at least two
assistants at all times; one to maintain watch at the manifold area, the other to assist as required.
VPIC shall speak fluent English. If not possible, a person who speaks fluent English shall be stationed near the 156.120 (v) 2340
23 (c)(21)
pump trip and shall maintain continuous communication with the terminal and VPIC. Failure to comply will result
in stopping of all cargo operations and vessel being moved from the berth.
No person shall conduct an oil transfer operation unless the TPIC and VPIC have: 156.120(w) 2340
24 (d)
(1) Conducted the pre-transfer conference required under §2330, subsection (b)
71
11) Watch or shift arrangement.
12) Transfer shutdown procedures and,
13) If the persons use radios, a predetermined frequency for communications during the transfer, agreed upon
by both.
Operations and practices are carried out in compliance with the following recommendations in ISGOTT: 2340
29 (c)(29)
(A) Precautions regarding opening in superstructures are being observed (chapter 6).
Doors and portals shall be closed during transfer but may be opened temporarily when required.
(B) Precautions regarding flame screens are being observed (chapter 6).
Pressure relief valves and cargo vents shall be fitted with U.S.C.G. approved flame screens. Flame
72
(B) All necessary preventive measures have been taken to ensure that a similar leak of oil does not recur.
(2) Transfer operations need not be stopped under subsection (i) of this section if all of the following occur:
(A) The leak is directly into the small discharge containment of the terminal or the discharge containment aboard the
vessel.
(B) No oil is displaced outside of the small discharge containment of the terminal or the discharge containment of the
vessel; and
(C) Immediate corrective action is taken to stop the leakage of oil.
Notwithstanding the provisions of subsections (h) and (i) of this section, the transfer operation may resume or may 2340
35 (j)
continue without interruption if both of the following occur:
(1) Continuation or resumption of the transfer operation is necessary to avoid further discharge of oil; and,
73
d. Spill, if a break occurs in the transfer system or if cargo is leaking at flanges at a rate exceeding the capacity of
the containment.
e. If a serious vapor condition develops aboard or around the vessel or facility.
f. Failure of the Inert Gas System, during cargo discharge.
42 Sufficient crew shall be onboard at all times to assist with disconnecting hoses, unmoor and depart berth. Steam,
electrical or hydraulic systems will be maintained and be immediately ready for use at all times on vessel’s anchor
windlass and deck winches.
During all discharging, loading and ballast operations, the International Code Flag "B" and a black anchor ball shall 46CFR35.35- 2355(b)
43 30(b)(1)
be displayed. The vessel will also display anchor lights for a vessel for her class while at anchor awaiting berth or
while in the mooring.. Required warning signs are posted at gangway and radio room.
74
EL SEGUNDO MARINE TERMINAL – VAPOR BARGE SPECIFIC REQUIREMENTS
(Addendum to the Declaration of Inspection)
No. In addition to the requirements of the Declaration of Inspection, the following items have been VPIC TPIC BPIC 33CFR 2CCR
visually inspected and/or agreed upon. Reference Reference
56 Verify that the all mooring equipment and Vapor Processing equipment is in working order, prior to
mooring Barge “San Pedro” on port side.
Primary and backup Communications between VPIC and BPIC are tested prior to commencing operations. 156.120(q) 2340(c)(17)
57
156.120(a) 2340(c)(1)
The undersigned persons in charge agree to conduct the transfer in accordance with the procedures set forth
in the Terminal Operations Manual and Vessel / Barge Operating Procedures, as appropriate.
We have completed our inspection and all items are understood. Cargo transfer is ready to proceed.
75
Master: _______________________________________________________
VPIC: _______________________________________________
Date: ____________________
EL SEGUNDO MARINE TERMINAL DECLARATION OF INSPECTION
TERMINAL VESSEL
SIGNATURE / TITLE DATE / TIME SIGNATURE / TITLE DATE / TIME
76
El Segundo Marine Terminal Manual - February 2009
PLEASE ANNOTATE BELOW ITEMS ON COMPLETION OF TRANSFER CCR2335(d)(1),(2) [Actual citation has a lower case d, not upper case]
VESSEL: ________________________________________________________ BERTH: ______________
CONNECTED (TIME AND DATE): _________________________________ PRESSURE TESTED (TIME AND DATE): __________________________________
DISCONNECTED (TIME AND DATE): ______________________________ RETURN TO SEA (TIME AND DATE): _____________________________________
From To
Delays Date Time Date Time Comment
Protest Y / N Comments
Incident Y / N Comments Revised: 2-22-2007
Please be informed that when the above named Vessel called at our Terminal in the said Port
and completed her scheduled cargo operation on the above stated date. Vessel's efficiency
hampered the operation in the following manner:
Particulars:
Take notice that, pending a full investigation of circumstances involved, we hereby duly serve our
Protest holding You responsible for all attendant delays to the Vessel, expenses and
consequential loss that we /or any third party may suffer as a result of this incident.
Kindly acknowledge receipt of this notice by way of signing and returning the attached copy.
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Vessel Master Terminal Representative
Description of Event:
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Analysis:
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Revised: June 6, 2003
Cargo(s) Terminal
Loading/Discharging
Arrival Date Departure Date
Average Loading/Discharging Rate: Reason for Difference
Actual BPH Planned BPH
Nationality: Officers Crew
H Communications Vessel/Terminal S N U X
P Other S N U X
Comments:
Inspector Title Signature
C-854 (4-96)
Word Electronic Version
Subject Page(s)
Accommodations…………………………………………………………………….14, 26
Acronyms………………………………………………………………………………….42
Addresses……………………………………………………………........……………….4
Agents………………………………………………………………………………...14, 18
Air in Sub-hose………………………………………………………………………...…33
Air Pollution……………………………………………………………………...38, 53, 60
Air Quality, Compliance…………………………………………...13, 33, 38, 53, 60, 64
Alcohol, Policy………………………………………………………………………...….18
Anchorages……………………………………………………………………………….14
Anchor Chain………...…………………………………………………………………...25
Authorities…………………………………………………………………………………14
Ballast…………………………………………………………………………………24, 34
Barge Berthing…………………………………………………………………..29, 46, 49
Bathymetric Surveys………………………………………………………………...44, 45
Berths…………………………………………………………..……14, 15, 46, 47, 50, 51
Berth Limitations……………………………………………………………………..14, 15
Berthing Procedures…………………………………………………………….29, 48, 49
Bitts…………………………………………………………………………………....24, 25
Booster Pumps……………………………………………………………………..........32
Bunker Fuel……………………………………………………………….………….17, 19
Cameras………………………………………………………………………………......39
Cast Iron……………………………………………………………………….….…...….25
Cargo, Discharge……………………………………………………….....……….…….32
Cargo, Inspectors………………………………………………………………..……….19
Cargo, Loading………………………………………………………………………..….33
Cargo, Stripping……………………………………………………………………..32,33
Cargo, Temperature…………………………………………………………………......32
Cargo Transfer Rates, Minimum…………………...…………………………...……...32
Cargo Transfer Restrictions………………………………………………………….....32
Certificates of Financial Responsibility...................................................................16
Charts………………………………………………………………………………..........13
Chocks..............................................................................................................24, 26
Climate………………………………………………………………...…………….........12
Communications…………………………………………………………………18, 21, 31
Constant Tension Winches……………………………………………...……………...26
Consulates………………………………………………………………………...….......18
Containment..................................................................................................... 24, 38
Crew Changes…………………………………………………………………...…..17, 40
Crude Oil Washing……………………………………………………………..……34, 77
Currents…………………………………………………………………………...….12, 27
Current Meter....................................................................................................12, 27
Dangerous Vapors..................................................................................................39
Deadweight.................................................................................................15, 24, 34
Declaration of Inspection (DOI).........................................................................15, 67
Declaration of Security (DOS)………………………………………………..15, 16, 66
Departure Procedures…………………...……………………………………………....36
DGPS……………………………………………………………………………...……....27
Discharge, Cargo…………………………………………………………………...…....32
Documentation……………………………………………………………………...…....15
Doors………………………………………………………………………………….......40
Drugs………………………………………………………………………………….......18
Electrical Devices…………………………………………………………………..…....39
Environmental Cargo Officer (ECO)……………………………………..……………23
Emergency Contacts………………………………………………………..…………...22
Emergency Shutdown……………………………………………………………….......37
Engines on Standby…………………………………………………………………......35
Emergencies………………………………………………………………………...…....37
Fireboats…………………………………………………………………………………..20
Firefighting Equipment..……………………………………………………………..…..39
Fresh Water………………………………………………………………………..…17, 19
Garbage Handling…………………………………………………………..……….17, 19
Gear Basket………………………………………………………………………...….....27
Government Authorities……………………………………………………………........14
Ground Tackle………………………………………………………………………..…..25
H2S……………………………………………………………………………………......39
Hatches, Tank…………………………………………………………………………....40
Height of Rollbar………………………………………………………………………....24
Hose Boom / Crane...........................................................................................26, 31
Hose Boom Runners...............................................................................................26
Hose Connection Procedures...........................................................................31, 52
Hose Handling……………………………………………..…………………………30, 31
Hose Support....................................................................................................30, 31
Hose Flush………………...................................................................................32, 33
Hotwork…………………………………………………………….…………………......39
Hours of Operation……………………………………………………………………...20
Hydrographic Surveys……………………………………….………………….15, 44, 45
IGS…………………………………………………………………………………….34, 35
IGS Failure……………………………………………………………..………………...35
Inspections…………………………………...................................................19, 23, 39
Jacking Gear…………………………………………………………………………......35
Landmarks………………………………………………………………………...………11
Language................................................................................................................21
Launch Service……………………………………………………………..…...17, 19, 40
Letter of Protest (sample)……………………………………………………..………...80
Lighting………………………..………………………………………………………26, 38
Lights……………………………………………………………………………..…...26, 35
Line Boat………………………………………………………………………..………...19
Loading, Cargo……………………………………………………………..………….…33
Location, Terminal………………………………………………………………..……...11
Lubricants………………………………………………………………..………………..26
Manifold………………………………………………………………………….…...24, 25
Manning, Terminal……………………………………………………………….………30
Manning, Vessel……………………………………………………………………..24, 30
Marine Exchange, Los Angeles / Long Beach……………………………….….…5, 13
MARSEC Levels…………………………………………………………………..…16, 17
Medical Emergency…………………………………………………………………..….19
Medical Services………………………………………………………………………....19
Mooring………………………………………………………………………………..23-29
Mooring Bitts……………………………………………………………………………...25
Mooring Certification Requirements…………………………………………….....24, 25
Mooring Sequence…………………………………………………………………..48, 49
Mooring Hours………………………………………………………………………..20, 23
Mooring Master…………………………………………………………..……...23, 78, 79
Mooring Line Certificates…………………………………………………………...23, 25
Mooring Line Leads………………………………………………………………….…..25
Mooring Line Length………………………………………………………………….….25
Mooring Line Lubricants…………………………………………………………….…...26
Mooring Lines, Material…………..…………………………………………………..….25
Mooring Lines, Number of……………………………………………………………….25
Mooring Line Rental………………………………………………………………....19, 25
Mooring Procedures………………………………………………………….…29, 48, 49
Mooring Team…………………………………………………………………...15, 22, 30
Mooring Winches………………………………………………………………….…25, 26
Marine Spill Response Corporation…………………………………………………..….5
Marine Terminal Service Agreement……………………………………………....15, 65
Security……………………………………………………………………….…..16, 17, 66
Security Officer……………………………………………………………….…………..18
Shapes, Lights and Warning Signs…………………………………………….………35
Small Craft…………………………………………………………………………….…..13
Seawater Salinity………………………………………………………………………...12
Seawater Temperature…………………………………………………….…………….12
Smoking…………………………………………………………………………………...39
Southern California Air Quality Management District (SCAQMD)...33, 38, 53, 60, 64
Speed……………………………………………………………………………….……..13
Spill Containment…………………………………………………………………….…..38
Spill Notification…………………………………………………………………….…….22
Spill Prevention and Response…………………………………………………….37, 38
Standby, Engines……………………………………………………………….………..35
Stores……………………………………………………………………………..16, 17, 19
Stripping, Cargo………………………………………………………………….……….32
Submarine Hose………………………………………………………………...20, 50, 51
Surveys, Bathymetric………………………………………………………………..44, 45
Table of Contents………………………………………………………………………….6
Tank Hatches……………………………………………………………………………..39
Temperature Restrictions, Cargo……………………………………………………….32
Temperature, Seawater………………………………………………………………....12
Tenets of Operation………………………………………………………………….…....3
Terminal Feedback Report……………………………………………………………...82
Terminal Location………………………………………………………………………...11
Tides and Currents……………………………………………………………………....12
Time Zone………………………………………………………………………………...20
Traffic Service, Vessel (VTS)…………………………………………………………...13
Transfer Rates, Minimum………………………………………………………………..32
Transfer Restrictions, Cargo…………………………………………………………....32
Tug Assistance…………………………………………………………………….…19, 26
UHF Radios…………………………………………………………………………..21, 31
Ullage Plugs……………………………………………………………………………....39
Unauthorized Craft……………………………………………………………………… 20
Vapors, Dangerous…………………………………………...……………………........39
Vapor Recovery / Processing………………………………………...…………….33, 74
Ventilators…………………………………………………………………………….......40
Vessel Requirements…………………………………………………………………....24
Vessel Traffic Service (VTS)…………………………………………………….….......13
Visitors………………………………………………………………………………...17, 40
Visual References……………………………………………………………………......11
Watch Changes……………………………………………………………….……….....76
Warning Signs………………………………………………………………….…….......35
Weather……………………………………………………………………………….12, 28
Weather Limitations………………………………………………………………..….....28
Welding……………………………………………………………………..………….....39
Windlasses……………………………………………………………………..…….25, 39
Winches……………………………………………………………………..……25, 26, 39
Winds…………………………………………….……………………………..…….12, 28
Work Hour Limitations……………………………………………………………....24, 30