El Segundo Terminal Manual (Feb 2009) PDF

WELCOME TO THE CHEVRON EL SEGUNDO MARINE TERMINAL
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
This manual is divided into seven sections:

1. GENERAL INFORMATION
2. COMMUNICATION
3. MOORING
4. CARGO OPERATIONS
5. UNMOORING
6. SAFETY AND POLLUTION PREVENTION
Additionally there are Appendices of useful acronyms, diagrams and forms, plus an Index.
SAFETY IS OUR NUMBER ONE PRIORITY
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.
El Segundo Marine Terminal Manual - February 2009

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1. Always operate within design 6. Always maintain integrity of
and environmental limits. dedicated systems.
2. Always operate in a safe and 7. Always comply with all applicable

controlled condition. rules and regulations.
3. Always ensure safety devices 8. Always address abnormal

are in place and functioning. conditions.
4. Always follow safe work 9. Always follow written procedures

practices and procedures. for high-risk or unusual situations.
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”
“THERE IS ALWAYS TIME

TO DO IT RIGHT”

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CHEVRON PRODUCTS COMPANY
OFFICIAL ADDRESSES
Chevron Products Company

324 W. El Segundo Blvd
El Segundo, Ca. 90245
Chevron Shipping Company, LLC

6101 Bollinger Canyon Road
San Ramon, California 94583-5177
Chevron Shipping Company, El Segundo

324 W. El Segundo Blvd
El Segundo, Ca. 90245
INQUIRIES REGARDING PORT INFORMATION SHOULD BE DIRECTED TO:
Chevron Shipping Company, LLC

6101 Bollinger Canyon Road
Marine Assurance Group
San Ramon, California 94583-5177
Telephone: 925-790-3815
E-mail: cscvcc@chevron.com

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TELEPHONE NUMBERS
U.S. Coast Guard

310-521-3801 24 Hour Command Duty Officer
310-521-3600 Main Office number
National Response Center

800-424-8802
Office of Emergency Services-California Department of Fish and Game- (OSPR)

800-852-7550
California State Lands Commission

562-499-6348
Marine Exchange of Los Angeles/Long Beach (Includes Vessel Traffic Service for El
Segundo)
310-832-6411
VHF Channel 14 (call: “San Pedro Traffic”)
Chevron Shipping Company, El Segundo

310-615-5701
Chevron Products Company, El Segundo Marine Terminal Head Operator

310-615-5111
VHF Channel 10 (call: “El Segundo Wharf”)
Chevron Products Company, El Segundo Marine Terminal Refinery Shift Leader

310-615-5355
Chevron Products Company, El Segundo Marine Terminal Security Dispatch Center

310-615-5172
310-615-5150 (fax)
Foss Tug and Barge (customer service)

562-435-0171
Marine Spill Response Corporation (MSRC)

800-645-7745
National Weather Service

805-278-0760
Station KWO-37 at 162.550 MHz
Emergency Medical Assistance

Los Angeles County Fire Department Dispatch 323-881-6183
Los Angeles County Lifeguard Central Section Headquarters (Santa Monica Pier) 310-394-3264
Baywatch Redondo 310-272-2162
King Harbor Patrol 310-318-0632
GAC-RUR Shipping (Agents)

310-521-0781

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TABLE OF CONTENTS
Page
Title Page 1
Welcome 2
Safety Statement and Tenets of Operation 3
Addresses 4
Telephone Numbers 5
Table of Contents 6
Section 1- GENERAL INFORMATION 11
1.1 GEOGRAPHIC LOCATION 11

1.1.1. Safety Zone 11
1.1.2 Visual References 11
1.2 CLIMATE INFORMATION 12
1.2.1 Weather 12
1.2.2 Winds 12
1.2.3 Tides and Currents 12
1.2.4 Seawater Properties 12
1.3 PRIMARY CHARTS AND PUBLICATIONS 13
1.4 NAVIGATIONAL CONSIDERATIONS 13
1.4.1 Vessel Traffic Service 13
1.4.2 Vessel Speed 13
1.4.3 Local Small Craft 13
1.5 PILOT BOARDING AREA 13
1.5.1 Pilot Boarding Area Location 13
1.5.2 Pilot Ladder 13
1.5.3 Pre-Arrival Rigging 13
1.5.4 Mooring Team Boarding 14
1.5.5 Accommodations 14
1.5.6 Agents and Government Officials 14
1.6 ANCHORAGES 14
1.6.1 Locations 14
1.6.2 General Description 14
1.7 BERTH DESCRIPTION AND PHYSICAL LIMITATIONS 14
1.7.1 Berth 3 14
1.7.2 Clean System-3C 14
1.7.3 Black System-3B 14
1.7.4 Berth 4 15
1.7.5 Onshore Facility 15
1.7.6 Physical Berthing Limitations 15
1.7.7 Hydrographic Surveys 15
1.8 DOCUMENTATION AND NOTIFICATION REQUIREMENTS 15
1.8.1 96 Hours Prior to Arrival 15
1.8.2 On Arrival El Segundo 15
1.8.3 Mooring Team 15
1.9 MARINE TERMINAL SECURITY 16
1.9.1 General Security Information about the El Segundo Marine Terminal 16
1.9.2 Declaration of Security for Marine Terminal Vessels 16

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1.9.3 U.S. Coast Guard Maritime Security (MARSEC) Levels 16
1.9.4 Security Guidelines 17
1.10 DRUG AND ALCOHOL POLICY 18

1.10.1 Procedures 18
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
2.1 GENERAL INFORMATION 21

2.1.1 Language 21
2.1.2 Communications Prior to Arrival 21
2.1.3 Pre-Arrival Message 21
2.2 COMMUNICATIONS IN BERTH 21
2.2.1 Primary 21
2.2.2 Secondary 21
2.3 EMERGENCY CONTACTS 22
2.3.1 General Information 22
Section 3- MOORING 23

3.1.1 Overview 23
3.1.2 Mooring 23
3.1.3 Pre-Berthing Inspection 23
3.1.4 Mooring Lines 23
3.2 MOORING TEAM 23
3.2.1 Mooring Master 23
3.2.2 Environmental Cargo Officer 23
3.2.3 Responsibility 23
3.2.4 Manning 24
3.3 CHEVRON EL SEGUNDO MARINE TERMINAL MOORING REQUIREMENTS 24
3.3.1 Mooring Certification Requirements 24
3.3.2 Vessel Requirements 24
3.4 WEATHER GUIDELINES 28
3.4.1 Prohibitive Weather Guidelines 28
3.4.2 Maximum Conditions for Cargo Operations with and Improving Forecast 28
3.4.3 Weather Conditions for Unmooring 28
3.4.4 Pacific Weather Analysis Forecast Terminology 28
3.5 BERTHING PROCEDURES 29

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3.5.1 Pre-Mooring Meeting 29
3.5.2 Typical Ship Mooring 29
3.5.3 Typical Barge Mooring 29
Section 4-CARGO OPERATIONS 30

4.1.1 Responsibilities 30
4.1.2 Vessel Manning 30
4.1.3 Mooring Team 30
4.1.4 Terminal Manning 30
4.2 HOSE HANDLING 30
4.2.1 Equipment Requirements 30
4.2.2 Berth 3 31
4.2.3 Berth 4 31
4.2.4 Hose Connection 31
4.2.5 Pressure / Vacuum 31
4.2.6 Pre-Transfer Conference 31
4.3 CARGO OPERATIONS 31
4.3.1 Communications 31
4.3.2 Cargo Discharge 32
4.3.3 Temperature Restrictions 32
4.3.4 Minimum Transfer Rate 32
4.3.5 Preventing Air in Sub-Hose System 33
4.3.6 Cargo Loading 33
4.3.7 Vapor Processing Barge 33
4.3.8 Crude Oil Washing 34
4.3.9 Cargo Sea Chest 34
4.4 BALLAST OPERATIONS 34
4.4.1 Restrictions 34
4.5 INERT GAS SYSTEM 34
4.5.1 General Information 34
4.5.2 Inert Gas system Failure 35
4.6 MISCELLANEOUS 35
4.6.1 Engines 35
4.6.2 Lights / Shapes/ Warning Signs 35
Section 5- UNMOORING 36
5.1 DEPARTURE PROCEDURES 36

5.1.1 Typical Ship Departure 36
5.1.2 Typical Barge Departure 36
Section 6-SAFETY AND POLLUTION PREVENTION 37
6.1 GENERAL EMERGENCIES 37

6.1.1 Emergency Shutdown 37
6.2 OIL SPILL PREVENTION AND RESPONSE 37
6.2.1 Responsibility 37
6.2.2 Terminal Oil Spill Prevention and Response 38
6.2.3 Vessel Oil Spill Prevention and Response 38
6.3 AIR POLLUTION 38
6.3.1 South Coast Air Quality Management District (SCAQMD) 38
6.3.2 Ozone Alert 38
6.4 ADDITIONAL SAFETY ITEMS 39
6.4.1 Personnel Safety Equipment 39
6.4.2 Fire Fighting Equipment 39

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6.4.3 Windlass / Winches 39
6.4.4 Repairs / Maintenance 39
6.4.5 Dangerous Vapors 39
6.4.6 Smoking 39
6.4.7 Electronic Devices on Deck 39
6.4.8 Cameras 39
6.4.9 Tank Hatches and Ullage Ports 39
6.4.10 Doors, Portholes and Ventilators 40
6.4.11 Visitors 40
6.4.12 Crew Change and Launch Policy 40
APPENDICES 41
1. Acronyms 42
2. Bathymetric Survey 44
3. Bathymetric Chart 45
4. Berth 3 Mooring layout 46
5. Berth 4 Mooring layout 47
6. Ship Mooring Sequence 48
7. Barge Mooring Sequence 49
8. Berth 3 subsystem 50
9. Berth 4 subsystem 51
10. Hose connection 52
11. SCAQMD Rule 1142 53
12. SCAQMD Rule 401 60
13. Pre-Arrival Information 62
14. 1142 Record Keeping 64
15. Marine Terminal Service Agreement 65
16. Declaration of Security 66
17. Declaration of Inspection 67
18. Crude Oil Washing Checklist 77
19. Mooring Master Log Cover 78
20. Mooring Master Log 79
21. Letter of Protest 80
22. Incident / Delay Report 81

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23. Terminal Feedback 82
INDEX 83
NOTES 89

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SECTION 1 – GENERAL INFORMATION
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.
1.1 GEOGRAPHIC LOCATION
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
1.1.1 Safety Zone

Offshore Marine Terminal, EL Segundo, CA:
A Safety Zone is enclosed by a line beginning at latitude 33 deg 54’59” N, Longitude 118 deg 26’50”
W; then to latitude 33 deg 54’59” N, Longitude 118 deg 27’34” W; then to latitude 33 deg 54’00” N,
longitude 118 deg 27’34” W; then to latitude 33 deg 54’00” N, longitude 118 deg 26’50” W; then to the
point of beginning (NAD 1983).
Entry into or movement within this zone is prohibited except for:
(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;
(iii) Public vessels of the United States.
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
1.1.2 Visual References

In addition to the many tanks of the El Segundo Refinery, the stacks of power plants adjacent to the
Marine Terminal form prominent landmarks. Two 334-foot stacks painted with alternating red and
white horizontal stripes mark the Los Angeles Department of Water and Power Scattergood Steam
Plant located just north of the Terminal. Directly south of the Terminal is a pair of 2 shorter stacks at
the Southern California Edison Co. Power Plant.
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.

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1.2 CLIMATE INFORMATION
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:
U.S. Coast Pilot 7

(Based on Los Angeles, California observations. 33°-56’N / 118°-23’W)
Mean Wind Velocity 6.5 Knots
Average Annual Rainfall 12 Inches
Mean Maximum Temperature 70 degrees F
Mean Minimum Temperature 55 degrees F
Extreme Maximum Temperature 110 degrees F
Extreme Minimum Temperature 27 degrees F
Average Relative Humidity 28%
Average Number of Days with Fog 105
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.
• Velocities over 50 knots have been recorded.
1.2.3 Tides and Currents

U.S. National Ocean Survey Chart 18744 reports mean higher high tides of +5.4 feet and -2.5
extreme low which pose no significant problems in this open roadstead. Currents run unpredictably
north or south along the coast in the vicinity of the Terminal. The current is most commonly from north
to south. The chances of a current-related delay occurring are highest from October through March.
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.
1.2.4 Seawater Properties

Surface seawater temperatures range from 56 degrees F (13.3 degrees C) to 60 degrees F (15.6
degrees C) from winter to summer. Seawater specific gravity is approximately 1.025.
Note: A vessel must use all available sources to receive weather forecasts, tidal and current
information.

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1.3 PRIMARY CHARTS AND PUBLICATIONS
• NOS 18744 El Segundo and Approaches

• NOS 18748 Santa Monica Bay (Pilot boarding area, anchorages and El Segundo moorings)
• NOS 18740 San Diego to Santa Rosa Island
• NOS 18022 San Diego to San Francisco
• NOS 18746 San Pedro Channel (For transit to and from Los Angeles / Long Beach harbors)
• U.S. Coast Pilot No. 7 (Pacific Coast)
• Light List
1.4 NAVIGATIONAL CONSIDERATIONS
1.4.1. Vessel Traffic Service

The Vessel Traffic Service (VTS) is operated by the Marine Exchange of Southern California, in
cooperation with the U.S. Coast Guard. All vessels calling at El Segundo should ensure that a copy of
the Vessel Traffic Operating Manual is available on board the vessel. Vessels entering the VTS
coverage area are required to check in with VTS on VHF channel 14, as per the VTS operating
manual. The outer limit of the VTS coverage area is defined by a 25 nautical mile arc from Point
Fermin.
1.4.2 Vessel Speed

An Air Quality Compliance Zone has been established within 40 nautical miles of Point Fermin Light.
Vessels transiting within this zone are requested not to exceed a speed of 12 knots, weather and safe
navigation permitting.
1.4.3 Local Small Craft

Heavy concentrations of pleasure craft, including very small boats that may not appear on radar,
operate in the vicinity of the Terminal and it approaches. Marina del Rey is located 4 miles north and
King Harbor Marina is 5 miles to the south.
1.5 PILOT BOARDING AREA
1.5.1 Pilot Boarding Area Location

33°-52.3’ N
118°-30.0’ W
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.
1.5.2 Pilot Ladder

The vessel shall rig a safe, well lit, starboard pilot ladder 3 feet above the water, unless directed
otherwise by the Mooring Team. A pilot ladder combined with an accommodation ladder is usually the
safer method of embarking or disembarking personnel on a vessel with more than 30 feet of
freeboard. A pilot ladder without an accommodation ladder is usually the safer method of embarking
or disembarking personnel on a vessel with less than 30 feet of freeboard. While berthed, a line boat
may be made fast on the ship’s starboard side below the pilot ladder. If an accommodation ladder is
rigged, the lower accommodation platform should be rigged no less than 30 feet from the water to
allow for the vertical motion of the line boat.
1.5.3 Pre-Arrival Rigging

Inbound vessels should have the starboard hose derrick or crane rigged and all mooring lines and
winches ready on deck. If rental lines and or pennants are required, they will be delivered by a
launch at the pilot boarding area.

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1.5.4 Mooring Team Boarding
The Mooring Team, which consists of a Mooring Master and Environmental Cargo Officer (ECO), will
board inbound vessels at the charted pilot boarding area. All vessels will be inspected by the
Mooring Team on arrival. Deficient vessels will be directed to anchorage for deficiency corrections.
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.
1.5.6 Agents and Government Officials

U.S. Customs and Border Protection (CBP) officials will typically board all vessels arriving from
foreign ports with the initial boarding party at anchorage or when the vessel is moored. The vessel's
agent will transact all business between the vessel and CBP officials. State officials from the
California Department of Fish and Game and the California State Lands Commission may also board
at any time.
1.6 ANCHORAGES
1.6.1 Location ES-1 ES-2

33°-54.2’ N 33°-53.3’ N
118°-29.4’ W 118°-29.0’ W
1.6.2 General Description

Anchorage areas "ES-1" and "ES-2" have been established by the USCG Captain of the Port Los
Angeles / Long Beach, (Public Notice No. 1-97) and are clearly marked on NOS chart 18748 (El
Segundo and Approaches). If the berth is occupied on arrival and it is necessary to anchor while
awaiting berth, an anchorage will be assigned by the VTS. Vessels desiring long term anchorage
(over 48 hours) are requested to utilize Los Angeles / Long Beach outside anchorage.
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.
1.7 BERTH DESCRIPTION AND PHYSICAL LIMITATIONS
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.
1.7.2 Clean System - 3C

The clean product system has a yellow can buoy that marks the end of the 12" submarine hose. The
hose string consists of seven 35-ft hose lengths connected to the PLEM. The PLEM is connected to
the shore facilities with a 16-inch and a 12-inch pipeline
1.7.3 Black System - 3B

The black system has a red can buoy that marks the end of the 12” submarine hose. The hose string
consists of three 30’ lengths of 12” hose, a reducer, and six 25-ft lengths of 16-inch hose connected
to the PLEM. The PLEM is connected to the shore facilities with a 26-inch and a 12-inch pipeline. An
8-inch, 50-ft long crossover hose connects the 26-inch and 12-inch pipelines.

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1.7.4 Berth 4
Berth 4 is located approximately 8100 feet offshore and 950 feet south of submarine lines from Berth
3. (See appendices) The berth has a minimum depth of 66 ft at buoy #3 and a depth of 76 ft. at the
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. A red can buoy indicates the end of the 16” submarine
hose. The hose string is 310 ft. long. The hose is 20” at the PLEM and tapers to 16” at the hose buoy.
The PLEM is connected to the shore facilities with a 36-inch and 14-inch pipeline. A 14-inch
crossover connects the 36-inch and 14-inch pipelines.
1.7.5 Onshore Facility

The control station for the offshore moorings is located in the El Segundo Refinery and is referred to
as the “El Segundo Wharf”. The Head Operator controls all remotely operated cargo systems,
including booster pumps and valves, from this control station.
1.7.6 Physical Berthing Limitations

Vessel Summer DWT is used as a general guide, but is not the sole component used in determining
maximum vessel dimensions. Vessels over 150,000 DWT will be considered on a case by case basis.
Additional weather parameters and tug requirements will apply to such vessels. Chevron’s Marine
Assurance Department and the El Segundo Port Captain will make the final determination with regard
to any vessel’s acceptability.
Physical Limitations for Vessels Calling at El Segundo
Berth Maximum operating Maximum Maximum Maximum waterline

draft length tonnage to center of manifold
distance
3 51 feet 1,000 feet 150,000 DWT 58.5 feet
4 56 feet 1,000 feet 211,000 DWT 61.0 feet
1.7.7 Hydrographic Surveys

A bathymetric survey of the offshore mooring is done every three years. The last survey was
completed on October 11, 2007. Quarterly soundings are taken at the PLEM in each berth and
reported to the El Segundo Refinery, Blending and Shipping Department. If the quarterly soundings
indicate a difference of 5% or more from the last bathymetric survey, a new bathymetric survey will be
conducted.
1.8 DOCUMENTATION and NOTIFICATION REQUIREMENTS
1.8.1 96 Hours prior to arrival

• U.S. Coast Guard Notice of Arrival
• ESMT Marine Terminal Pre-Arrival Message (See appendices)
1.8.2 On arrival El Segundo

Various Customs and Border Protection forms and International and Flag State certificates are
required upon arrival by U.S. and California State authorities. Vessel agents can advise and provide
copies of these forms or specify what certificates the vessel must produce to authorities.
1.8.3 Mooring Team

Upon boarding the vessel and prior to mooring, the vessel’s Master and the Mooring Master will sign
the following documents:
• Declaration of Security
• Declaration of Inspection
• Marine Terminal Service Agreement

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• Air Quality Management District 1142 Recordkeeping form.
Vessels should be prepared to present their U.S. Federal and California State Certificates of Financial
Responsibility.
1.9 MARINE TERMINAL SECURITY
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.
1.9.1 General Security Information about the El Segundo Marine Terminal

• There is no connection to the refinery other than the submarine pipeline.
• The submarine pipeline is under water or fully buried until it rises above ground well inside the
facility fence line.
• No vessel passengers, either coming or going, can reach the facility directly from the vessel.
• Stores cannot be delivered to the vessel from the facility.
• Continuous radio contact between the vessel and the facility is maintained, at all MARSEC
levels.
1.9.2 Declaration of Security for Marine Terminal Vessels
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.
1.9.3 US Coast Guard Maritime Security (MARSEC) Levels

The Coast Guard has a three-tiered system of Maritime Security (MARSEC) levels consistent with the
Department of Homeland Security’s Homeland Security Advisory System (HSAS). MARSEC levels are
designed to provide a means to easily communicate pre-planned scalable responses to increased
threat levels. The Commandant of the U.S. Coast Guard sets MARSEC levels commensurate with the
HSAS. Because of the unique nature of the maritime industry, the HSAS threat conditions and
MARSEC levels will align closely, though they will not directly correlate.

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MARSEC levels are set to reflect the prevailing threat environment to the marine elements of the
national transportation system, including ports, vessels, facilities, and critical assets and infrastructure
located on or adjacent to waters subject to the jurisdiction of the U.S.
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.
1.9.4 Security Guidelines

Chevron requests that vessel Masters and officers review the vessel security publication “Security at
Sea, Terrorism, Piracy and Drugs, a Practical Guide” from the Nautical Institute. This and similar
publications may assist you in determining prudent security precautions to take while moored at this
terminal. Chevron requests that Masters review security precautions with the Mooring Team and
comply with the following security guidelines:
• 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
• 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.

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1.10 DRUG and ALCOHOL POLICY
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.
Please note the following procedures:
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.
Chevron Company Representatives Contact Numbers:

Hotline 310-615-5701
Port Captain 310-615-5722
Port Superintendent 310-615-5735
Area Operations Coordinator 310-615-5709 or 310-615-5707
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. .
Details for GAC Shipping are as follows:
GAC-RUR Shipping (U.S.A.)

302 W. 5th Street Suite 203
San Pedro California, 90731
Phone: 24HRS NUMBER: 310-521-0781
Fax: 310-521-0785
Email: losangeles@gacworld.com

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1.11.3 Medical Assistance
For emergency medical assistance, contact:
USCG – VHF 16 or (310)521-3801
Los Angeles County Lifeguard Central Section Headquarters (Santa Monica Pier) 310-394-3264
Baywatch Redondo 310-272-2162
Non-emergency medical services should be arranged through the ship’s agent.
1.11.4 Rental Lines and Pendants

Vessel may be required to rent secondary mooring lines and/or pendants to meet El Segundo
Terminal CBM mooring requirements, Please read section 3, “Mooring” and the appendices for CBM
requirements.
1.11.5 Launch Service

Launch service between King Harbor and the moorings and/or anchorages is available through the
vessel’s agent. Agents are required to give a (6) hour minimum notice to arrange Foss launch
service. A one-way trip takes approximately 40 minutes.
1.11.6 Bunker Fuel

Bunker fuel for ship’s use is not available in the moorings of the El Segundo Marine Terminal. Bunker
fuel is available at Los Angeles / Long Beach harbor. The vessel’s agent can make appropriate
arrangements.
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.
1.11.8 Fresh Water

Potable water is not available. The closest potable water supply is in the Los Angeles/Long Beach
harbor.
1.11.9 Garbage Disposal

The El Segundo Marine Terminal has a MARPOL V Certificate of Adequacy for garbage reception
however, since the mooring berths are offshore, the Terminal cannot receive any trash. The ship's
Master should contact the ship’s agent regarding garbage and plastics disposal. It is illegal for any
vessel to dump plastic trash anywhere in the ocean or navigable waters of the United States.
1.11.10 Cargo Inspection

An independent petroleum inspector will board upon arrival of all vessels carrying crude or refined
petroleum products. This independent inspector will gauge and sample the cargo tanks on arrival and
after completion of cargo operations.
1.11.11 Line Boat

A line boat under contract to Chevron Shipping Company will deliver the Mooring Team and hose
gear to the vessel. In addition, the line boat crew spots the anchor drop points and advises the
Mooring Master of the water depth, by fathometer, across the face of the berth. Similarly, the line boat
tows the vessel’s mooring lines to the mooring buoys, makes them fast as directed, and casts
mooring lines off the buoys as directed on unmooring. The line boat will remain alongside or in the
vicinity of the vessel the entire time the vessel is in the moorings.
1.11.12 Tugboat Assistance

All vessels are required to have at least one assist tug for mooring and unmooring operations. Ships
over 105,000 DWT with a single double-drum winch on the main deck aft require two (2) tugs for
moorings operations. The El Segundo Marine Terminal requires one 50-ton bollard pull tug on station
while a ship is at the moorings. Owners may contract for this tug for mooring and unmooring
operations via their agent.

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1.12 MISCELLANEOUS
1.12.1 Time Zone

El Segundo Marine Terminal time zone is +8. When Daylight Savings Time is in effect, the time zone
is +7.
1.12.2 Hours of Operation

The El Segundo Marine Terminal is maintained and operated 24 hours a day, 7 days a week and can
be reached by VHF radio Channel 10 (Call sign “El Segundo Wharf) or by telephone at (310) 615-
5111.
1.12.3 Mooring Times

Vessels berthing operations will be conducted from 20 minutes before sunrise until 2 hours before
sunset, assuming favorable weather conditions. There are no daylight restrictions for vessel
departures.
1.12.4 Submarine Hose and PLEM Inspection

After each Beaufort 8 storm, the Terminal will arrange for a diver to inspect the submarine hose and
PLEM for damage. Periodic inspections / overhauls are also conducted.
1.12.5 Unauthorized Craft

No vessels may come alongside a vessel in a Marine Terminal berth without the prior approval of the
Mooring Master.
1.12.6 Fireboats
Fireboats are stationed in Los Angeles and Long Beach harbors.

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SECTION 2 – COMMUNICATIONS
2.1 GENERAL INFORMATION
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.
2.1.2 Communications Prior to Arrival

The Master is required to inform the Marine Terminal (via the agent) as soon as possible of any event
or situation which may be cause for concern for the safe and/or efficient operation of the vessel at the
Terminal. (e.g., equipment malfunction or breakdown, hull leakage, grounding, collision, structural
damage, inadequacy of officers and/or crew regarding certification, experience, or manning level,
etc.). Such notification is in addition to and does not relieve the Master of his obligation to notify
Government and/or Harbor Authorities, if required to do so by existing laws or regulations
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.
2.1.3 Pre-Arrival Message

Vessels shall submit the Chevron El Segundo Pre-Arrival information questionnaire no later than 96
hours prior to arrival. (See appendices) The vessel Master shall confirm compliance with the
requirements in the pre-arrival message. The vessel's agent will supply the vessel with the pre-arrival
form.
The Terminal will not be responsible for any delays which may occur due to non-compliance with pre-
arrival and ETA requirements.
2.2 COMMUNICATIONS IN BERTH
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.

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2.3 EMERGENCY CONTACTS
2.3.1 General Information

The Mooring Team and Marine Terminal Head Operator are the primary emergency contacts for
vessel personnel. Calls to third parties should be coordinated through the Mooring Team if possible
to avoid duplicate notifications. The following list is provided for informational purposes only:
El Segundo Emergency Contact List

El Segundo Marine Terminal Head Operator 310-615-5111
(in Control Room) VHF 10
Chevron Shipping Company, El Segundo 310-615-5701
El Segundo Refinery Shift Leader (RSL) 310-615-5355
El Segundo Refinery Shift Supervisor (RSS) 310-615-5098
El Segundo Refinery Emergency Response 310-615-5172

(Battalion Chief)
National Response Center (NRC) 800-424-8802
(Any release of oil into Santa Monica Bay)
U.S. Coast Guard 310-521-3801
VHF 16
Office of Emergency Services (OSPR) 800-852-7550
(Oil spills greater than 1 bbl.)
State Lands Commission 562-499-6348
(Oil spills greater than 10 bbls.)
(Emergency medical assistance or evacuation of injured personnel)
Los Angeles County Lifeguard Central Section Headquarters 310-394-3264
(Emergency medical assistance or evacuation of injured personnel)
Baywatch Redondo (0800-1800) 310-372-2162 VHF
(Emergency evacuation of injured personnel) 16
(Emergency medical assistance at King Harbor)

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SECTION 3 - MOORING
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.
3.1.2 Mooring Times

Vessels berthing operations will be conducted from 20 minutes before sunrise until 2 hours before
sunset, assuming favorable weather conditions. There are no daylight restrictions for vessel
departures.
3.1.3 Pre-berthing Inspection

The Mooring Master and ECO will determine the suitability of the vessel's mooring equipment,
manning, inert gas, system, cargo and safety gear, including spill prevention and mitigation readiness.
Should the Mooring Master consider that the vessel is deficient in any of these areas, the vessel will
not be brought into the moorings until the deficiencies have been corrected. The vessel will be
required to tender a notice of readiness after deficiencies are corrected.
3.1.4 Mooring Lines

The vessel’s mooring line certificates must be available for review by the Mooring Master or ECO prior
to berthing in order to determine the vessel’s suitability for mooring at the Marine Terminal. OCIMF
guidelines, class requirements, condition of equipment and forecasted weather conditions will be
considered in determining vessel suitability.
3.2 MOORING TEAM
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.
3.2.1 Mooring Master

The Mooring Master is the senior Chevron Shipping Company Supervisor on-board the vessel
throughout the mooring operation, the entire period secured in the moorings and the unmooring
operation. A Mooring Master will be assigned for each vessel. The Mooring Master will advise the
vessel's Master on approaching, mooring, unmooring and departing the berth. With the concurrence
of the vessel's Master, this advice may take the form of directions to members of the vessel's crew.
All maneuvering within the mooring area shall be done only in accordance with the advice of the
Mooring Master. In all cases, the Master of the vessel shall remain solely responsible, on behalf of
the vessel's Owner, for the safety and proper maneuvering of the vessel. The vessel's Master, a
qualified deck officer, and a helmsman must be on the bridge at all times while the vessel is
maneuvering.
3.2.2 Environmental Cargo Officer

The Environmental Cargo Officer (ECO) is responsible to assist the Mooring Master throughout the
mooring and unmooring operation. The ECO will inspect the vessel for proper mooring equipment
and observe the mooring and unmooring operation in consultation with the Mooring Master. The
ECO’s role closely parallels the Mooring Master in that the ECO may give direction to the vessel's
crew, with concurrence of the vessel's Master.
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

23
responsible or liable for any damage or injury resulting from the advice and assistance given by such
Chevron Shipping Company employees or from their acts while aboard the assisted vessel.
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.
3.3 CHEVRON EL SEGUNDO MARINE TERMINAL MOORING REQUIREMENTS
3.3.1 Mooring Certification Requirements

Certification generally requires a review of an electronic copy of the Vessel Particulars Questionnaire
(VPQ). From time to time an electronic copy of the vessel’s General Arrangement plan may be
required to be sent to the El Segundo Chevron Shipping office for clarification as to whether or not a
vessel’s equipment meets these minimum requirements.
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
3.3.2 Vessel Requirements
1. All vessels must have the following capability:

a. Typically the maximum DWT is limited to about 150,000 SDWT. For any vessel that
exceeds this DWT, the Chevron Shipping Company Clearance Specialist should
discuss with El Segundo Port Captain.
b. Maintaining at least 30% of the vessel's deadweight with the propeller fully immersed
c. A maximum waterline to manifold height (as measured to the center of the manifold)
of 58.5 feet is applicable for berth #3 and and 61.0 feet for berth #4.
e. Rail to manifold distance should be within a range of 12-18 ft.
f. Height of roll bar should not exceed the bottom of manifold connections.
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.
3. Closed chock and cruciform bitts:

a. Closed chocks and bitts for hanging off the hose chain must be in compliance with
OCIMF's recommendations and must be provided in the vicinity of the manifold.
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.

24
c. No cast iron is permitted in vessel's riser valves and fittings outboard from the last
fixed rigid support to the deck.
d. All manifold and hose bolt holes must be fully and securely bolted.
e. All unused manifold flanges on either side of the vessel must be blanked and fully
bolted.
5. All ground tackle is to be in good working condition:

a. Vessel's up to 50,000 DWT must have at least 10 shots of chain on each anchor.
b. Vessels over 50,000 DWT must have at least 12 shots of chain on each anchor.
c. Windlass speed to be at least 3 min/shot.
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.
7. Mooring Lines - Wires/Ropes on Winches:

a. Number: Seven (7) preferred, (Note: six (6) may be acceptable provided they are in
the correct location (see below)
b. Length: Lines of three hundred (300) meters length are required but two hundred
twenty (220) meter wires/ropes are acceptable provided the Owner agrees to rent, at
their expense, five (5) sixty-five (65) meter pendants made available by the Terminal.
c. Material: Primary and Secondary mooring lines of any material are acceptable
provided their elongation does NOT exceed 15% at breaking strength. Examples:
Nylon and Polypropylene are not acceptable as their elongation at breaking strength
exceeds 15%. Nylon – elongation at breaking strength is 30%; Polypropylene –
elongation at breaking strength is 20%). Exception: Product vessels up to 50,000
DWT, loading or discharging at the Marine Terminal, may use polypropylene lines as
primary lines on winches.
d. Certificates: All mooring lines must have valid certificates on board and available for
the Mooring Team’s review.
e. Primary Lines: Must always be mounted on fixed winch drums.
f. Secondary Lines: (Double-Up lines). A second set of lines will be run to each buoy.
Vessels must have on board a minimum of seven (7) synthetic lines in good condition.
All synthetic fiber lines must be a minimum of two hundred twenty (220) meters long
and have a minimum seventy-five (75) metric tons breaking strength.
g. If vessel’s lines are not available per this section the Terminal has lines available to
rent.
h. Bitts: To safely heave on the mooring line(s) and then secure the mooring line(s) to
the bitts using a stopper, the vessel’s bitts must comply with one of the following two
options:
1. The secondary mooring line must be lead from the closed chock through the
center of the bitts, and the lead from the bitts to the warping head must be in a
direct line, or
2. If there is not a direct lead from a closed chock through bitts to the warping
head, a "pedestal roller fairlead" must be available which can change the
direction of the mooring line coming from the bitts to "pedestal roller fairlead" and
at the same time be in a straight line with the warping head.
i. Exception: All mooring wires eyes are to have a mechanically applied ferrule. Hand
spliced mooring wires are not acceptable at Conventional Buoy Mooring.

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8. Mooring Winch Location:
a. Mooring lines on drums on the main deck forward and main deck aft should be on
separate dedicated winches with independent controls.
b. Vessels MUST be able to run two wires/ropes from winches located on the main deck
forward: (one (1) port and one (1) starboard); two (2) from main deck aft (one (1) port
and one (1) starboard) and three (3) from the poop deck (two (2) may be acceptable).
c. Single double-drum winches are acceptable. However, vessels over one hundred and
five thousand (105,000) DWT, with a single double drum on the main deck aft, require
two tug boats for mooring, and a forty-eight hour window of favorable weather.
d. Mooring stations for each of the 14 lines are to be equipped with dedicated full
strength, properly located and fully functioning fairleads (if used) and closed chocks.
e. Additionally, each mooring station for ropes not on winches is to be equipped with
dedicated, full strength, properly located, functioning double horn bitts and warping
winches.
f. Warping heads on winches with wire drums are acceptable if properly located.
g. Closed chocks are to be suitably sized for easily passing pendant connecting
shackles if used.
h. Roller-type chocks may be acceptable only if they have been enclosed by welding a
substantial preventive bar on top. Open-type roller chocks are NOT acceptable.
i. Constant tension winches must be braked by means of manual brake.
j. All wire/rope certificates must be onboard and readily available for review by the
Mooring Team.
9. Hose Boom / Crane Capacity:

a. The hose boom or crane shall be a minimum of 10 MT capacity up to 40 ft freeboard.
b. The hose boom or crane shall be a minimum of 15 MT capacity for freeboard higher
than 40 ft.
c. Cargo runners and topping lift must be wire rope.
d. Cargo runners must be rove on winch drums.
e. The vessel's cargo boom must be capable of lifting the end of the submarine hose to a
height above the deck at least equal to the combination of the distance of the vessel's
side to the manifold and the height of the manifold above deck, plus three feet.
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.

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i. A gear basket will typically be brought onboard via the Ship’s manifold boom or crane
at the Pilot Boarding Area.
j. Mooring Teams are equipped with a portable DGPS unit. These units have been
tailored to the specific requirements of the offshore moorings.
k. A doppler current meter, (NORTEKUSA Profiler) is installed between berth #3 and
berth #4. The Mooring Team has access to real time data through the Terminal Head
Operator and the portable GPS units.
11. Suitability Determination:

The Mooring Master or ECO shall determine the suitability of a vessel's mooring equipment.
Should they consider the mooring gear not adequate; the vessel shall not be brought into the
moorings until deficiencies have been corrected. OCIMF guidelines, class requirements,
condition of equipment and forecast weather conditions will be considered in determining
vessel suitability.

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3.4 WEATHER GUIDELINES
3.4.1 Prohibitive Weather Conditions
Mooring of vessels will NOT be attempted under the following conditions:
• When a Northerly Santa Ana or a southerly wind condition is forecast in excess of 25 knots for
the El Segundo moorings.
• Observed current is in excess of 0.75 knots (as indicated by surface current).
• Observed swell of 8 feet and forecasted to increase.
• Visibility of less than 0.25 nautical miles in the moorings.
3.4.2 Maximum Conditions for Cargo Operations with an “Improving” Forecast
QUADRANT WIND SWELL
North 20 knots 8 feet

South 15-20 knots 8 feet
East 25-30 knots 8 feet
West 25-30 knots 8 feet
3.4.3 Weather Considerations for Unmooring
Mooring Teams should consider unmooring when observing the following conditions, with a forecasted
“deterioration” of the weather:
QUADRANT WIND SWELL
North 20 + knots 8 feet

South 20 + knots 8 feet
East 35 + knots 8 feet
West 35 + knots 8 feet
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.
3.4.4 Pacific Weather Analysis Forecast Terminology
Wind Sea & Swell Time of Day

Gentle < 15 kts Low < 5 ft Late night, Early AM 0000-0400
Moderate 15-20 kts Medium 5-10 ft AM 0400-0800
Fresh 20-25 kts Med – High 10-15 ft Late AM 0800-1200
Fresh to Strong 25-30 kts High 15-20 ft PM or Early PM 1200-1600
Strong 30-40 kts Very High > 20 ft Late PM 1600-2000
Very Strong > 40 kts Night 2000-2400
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.

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3.5 BERTHING PROCEDURES
3.5.1 Pre- Mooring Meeting

After the pre-Mooring inspection, a Pre-Mooring meeting will be held. At the Pre-Mooring meeting the
Mooring Team will review the vessel’s Pilot card with the Master and will discuss the upcoming
mooring evolution to ensure familiarization and full understanding of all involved personnel.
3.5.2 Typical Ship Berthing

Illustrations describing basic berthing procedures for berths 3 & 4 are provided in the appendices of
this manual. The procedures may vary depending on existing weather conditions vessels size,
maneuvering characteristics and mooring equipment. The following is a typical mooring sequence.
• 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.
3.5.3 Typical Barge Berthing

Illustrations describing basic barge berthing procedures are provided in the appendices of this
manual. The following is a typical procedure:
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.

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SECTION 4 – CARGO OPERATIONS
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.
4.1.2 Vessel Manning

The Vessel Person-In-Charge (VPIC) 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. A watch or shift schedule
shall be posted. Sufficient crew shall be onboard at all times to assist with connecting and
disconnecting hoses, mooring and unmooring and departing berth.
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.
4.1.3 Mooring Team

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.
4.1.4 Terminal Manning

The shore facility will have a minimum of two people on duty at all times. One Terminal Head
Operator is responsible for shore facilities, flow rates, critical points, record keeping and
communications between shore, vessel, Mooring Team and outside agencies. One Roving Operator is
responsible for setting lines, manifolds, gauging tanks in preparation for cargo transfers and assists
the Head Operator in performance of Terminal activities.
4.2 HOSE HANDLING
4.2.1 Equipment Requirements

The vessel will be expected to have suitable equipment on deck and ready for making the connection
to the submarine hose on the starboard side. Berth # 4 has a 16” connection, and berth 3 has 12”
connections for both clean and black oil products.
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.

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4.2.2 Berth 3
Vessels in this berth must have a hose derrick or crane lifting capacity of at least 10 metric tons.
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.
4.2.4 Hose Connection

After the vessel has securely moored in the berth, the ECO or Mooring Master will direct the lifting
and connecting of the cargo hose following the general procedure set forth below:
• Line boat crew makes vessel's runner fast to hose buoy.

• The hose derrick or crane lifts submarine hose to its correct height.
• Ship's crew then hangs off submarine hose at the rail.
• The end of the hose is lowered to the deck in a smooth curve.
• Ship's crew unbolts and removes the blank from the end of the hose string.
• After the hose blank is removed, the hose is lifted to the vessel’s manifold.
• Ship’s crew bolts the hose to the ship’s manifold. All bolt holes must be fully bolted.
• Hoses will be supported with double slings or a bridle. Single slings are not permitted.
4.2.5 Pressure / Vacuum

Pressure or vacuum is applied to the subsystem as required during maneuvering and cargo hose
handling operations. The manifold connection is pressure tested for leaks once connected. A
vacuum is applied during disconnection. Vessels should be equipped with a pressure gauge at the
manifold.
4.2.6 Pre-Transfer Conference

After the hose is connected, the Mooring Master or ECO will conduct a Pre-Transfer Conference with
the Chief Mate. Two copies of the Marine Terminal “Declaration of Inspection” (DOI) will be
completed, one copy for the vessel's files and the other for the Terminal's files (see DOI form in
appendices).
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 CARGO OPERATIONS
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.

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4.3.2 Cargo Discharge
Cargo is discharged to the Terminal using the vessel's pumps to transfer the cargo ashore. Booster
pumps are available at the pumping station to assist in pumping the product uphill to the tank farm,
once a steady flow has been established. All shipboard cargo transfer action is taken by the ship's
crew on the advice of the Mooring Team. The sequence of operations for each transfer is controlled
by Terminal Head Operator.
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.
Cargo Transfer Restrictions

Berth Typical Maximum Max. Rail Rated Max.
Rate Rate Pressure Pressure Temp.
3C 7-12 MBPH 35,000 bph 180 psig 275 psig 185o F
3B 15-20 MBPH 35,000 bph 180 psig 275 psig 185o F
4 35-45 MBPH 62,000 bph 180 psig 275 psig 185o F
4.3.3 Temperature Restrictions

High pour crude and black oil products will not be accepted by the facility unless the vessel's average
tank temperature is a minimum of 20° F above the pour point. Cloud point of the crude oil / black oil
products may be taken into account by the Terminal to determine required discharge temperature.
Each vessel should contact the Terminal in advance, via the agent, with pour or cloud point
temperature information of the crude oil / black oil products, to confirm the discharge temperature
requirements.
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.
4.3.4 Minimum Transfer Rates
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

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delays to the vessel, expenses, and consequential loss that Chevron and/or any third party may
suffer as a result of this incident.
4.3.5 Preventing Air in Sub-Hose System

The vessel Master should ensure that air is not introduced into the sub-hose system during the cargo
discharge operation. Special care must be taken during stripping operations to ensure air is not
introduced into the sub-hose system. Air in the sub-hose system can float the cargo hose and cause
damage. The vessel will be held responsible and liable should there be any damage resulting from air
in the sub-system. The Mooring Master will discuss the importance of not introducing air into the sub-
hose system at the Pre-Transfer Conference with both the Chief Mate and Master. FRAMO equipped
ships are not allowed to blow their lines while stripping. Vessels with positive displacement stripping
pumps must exercise utmost caution when stripping ashore to prevent introducing air into the system.
The vessel may be required to load and retain on board a hose flush to remove air from the sub-
system.
4.3.6 Cargo Loading
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.
DO NOT, UNDER ANY CIRCUMSTANCES, CLOSE THE HOSE VALVE

OR THE SHIP’S MANIFOLD OR TANK VALVES AGAINST FLOW.
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.
4.3.7 Vapor Processing Barge
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.

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• In the event that carbon canisters are exhausted prior to completion of loading due to
improperly prepared cargo tanks, SCAQMD rules do NOT allow for the vessel to sail from El
Segundo, re-clean tanks and return for additional loading.
These procedures must be carefully adhered to in order to comply with SCAQMD regulations as well
as to avoid premature exhaustion of the carbon canisters aboard the processing barge.
4.3.8 Crude Oil Washing

Crude washing may be undertaken only with concurrence of the Terminal-Person-in-Charge (TPIC).
Weather forecast and berth congestion may determine the amount of crude oil washing (COW)
permitted. The Chevron Shipping Company, OPS-89 form "Crude Oil Washing Checklist" (see
appendices), as provided by the Mooring team, must be completed prior to any crude oil washing.
The Terminal Head Operator must be given fifteen minutes notice prior to starting and stopping COW
operations. All COW operations are to be conducted using the guidelines and recommendations
contained in the "International Safety Guide for Oil Tankers and Terminals" (ISGOTT).
4.3.9 Cargo Sea Chest

The cargo sea chest SHALL NOT BE OPENED at any time in port.
4.4 BALLAST OPERATIONS
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.
4.5 INERT GAS SYSTEM
4.5.1 General Information

The Inert Gas System is to be operated in accordance with the guidelines and recommendations
contained in the “International Safety Guide for Oil Tankers and Terminals” (ISGOTT).
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.
The Master shall permit the Mooring Team to check:

• The vessel oxygen analyzer readings to monitor that the oxygen content of the inert gas
being delivered by the IGS contains less than 5% oxygen.
• That the oxygen content is maintained below 8% in the cargo and slop tanks.
• IGS pressure readings to monitor that the cargo and slop tanks are maintained positively
pressured

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4.5.2 Inert Gas System Failure
In the event that the IGS is or becomes inoperative and is unable to maintain a positive pressure
and/or the oxygen content at or below 8% by volume in the cargo and slop tanks, the following action
shall be taken:
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.
4.6.2 Lights / Shapes / Warning Signs

During all discharging, loading and ballast operations, the International Code Flag "B" and a black
anchor ball shall be displayed. The vessel will also display anchor lights and deck lights as required
for a vessel for her class while at anchor, awaiting berth or while in the mooring. Warning signs
required by regulation will be posted at the accommodation ladder(s) and radio room.

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SECTION 5 - UNMOORING
5.1 DEPARTURE PROCEDURES
5.1.1 Typical Ship Departure

The following is a typical unmooring sequence. The procedures may vary depending on existing
weather conditions and vessel size, maneuvering characteristics, and mooring equipment.
• Assist tug is on station.

• The Terminal pulls a vacuum on the sub-hose system.
• The hose is disconnected, blanked, pressurized, and lowered to the sea bed.
• The Terminal pulls a vacuum on the sub-hose system again.
• Lines to buoys are slacked by the vessel's crew then released at the buoy by the line boat
crew.
• Anchors are either heaved in simultaneously or individually.
• Mooring Team departs the vessel via launch after it is well clear of the moorings.
5.1.2 Typical Barge Departure

The following is a typical unmooring sequence for a barge. The procedures may vary depending on
existing weather conditions and vessel size, tug maneuvering characteristics, and mooring
equipment.
• Assist tug is on station.

• The Terminal pulls a vacuum on the sub-hose system.
• The hose is disconnected, blanked, pressurized and lowered to the sea bed.
• The Terminal pulls a vacuum on the sub-hose system again.
• The mooring launch releases the barge tug's headline from the head buoy.
• Barge lines to buoys are slacked by the barge crew and then released at the buoy by the line
boat crew.
• The barge tug will work the barge clear of the berth after the last line is released from the
mooring buoy.
• Mooring Team departs the vessel via launch after it is well clear of the moorings.

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SECTION 6 – SAFETY AND POLLUTION PREVENTION
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.
6.1 GENERAL EMERGENCIES
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.
The Terminal recognizes the following situations as emergencies:
• Severe electrical storm or adverse weather conditions.

• Fire on or in the vicinity of the vessel or terminal.
• Sufficient competent personnel are not present during cargo handling or a language barrier
develops between the vessel and the Terminal.
• A break or leak occurs in the transfer system.
• A Serious vapor condition develops aboard or around the vessel or facility.
• An emergency arises which may result in a spill or affect the safety of the transfer.
• Any incident which could adversely affect people or the environment.
• Serious injury of personnel.
• Equipment or machinery breakdown that compromises the safe operation of the vessel
and/or Marine Terminal.
6.1.1 Emergency Shut Down
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 OIL SPILL PREVENTION AND RESPONSE
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.

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IN THE EVENT OF A SPILL, ALL VESSELS IN THE MOORINGS SHALL ASSIST IN RESPONSE
AND CLEAN-UP.
6.2.2 Terminal Oil Spill Prevention and Response

The El Segundo Marine Terminal maintains a comprehensive Oil Spill Response Contingency Plan.
The plan provides for mobilizing all required, available personnel and equipment into action to stop,
contain, and collect any oil spilled into the sea.
6.2.3 Vessel Oil Spill Prevention and Response

Vessels calling at El Segundo Marine Terminal are required to have a U.S. Coast Guard approved
Vessel Response Plan. Every vessel calling at the El Segundo Marine Terminal must prepare for and
provide the following information prior to arrival (in the Pre-Arrival message) via the vessel’s agent:
• 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 Onboard Containment Equipment

In accordance with U.S. Coast Guard regulations, vessels must have a containment system under or
around each manifold connection, vessel fuel tank vent and overflow pipe. A vessel which does not
have a common tank vent system must have containment under each tank vent. A means of draining
or removing spilled oil from each container or enclosed deck area must also be provided. Any such
enclosed deck area must have means of closing each scupper or drain.
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 AIR POLLUTION
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.
6.3.2 Ozone Alert

In the event of a Stage 2 or 3 SCAQMD Ozone Alert, loading of petroleum products with a Reid
Vapor Pressure (RVP) of 1.5 or greater will be discontinued. Loading and unloading of products with
RVP less than 1.5 is not restricted. Offloading of petroleum products with RVP of 1.5 or greater may
occur provided that vessels do not ballast, tank wash, gas-free, or purge in a manner that results in
hydrocarbon emissions. After completing cargo operations, vessels shall not remain in Southern

38
California coastal waters for longer than 24 hours, unless an Ozone Alert episode is not in effect
during that period.
6.4 ADDITIONAL SAFETY ITEMS
6.4.1 Personnel Safety Equipment

Personnel safety equipment should be adequate, readily available, and clearly identified. The ship
shall ensure that ring buoys are kept available in the vicinity of the pilot ladder. The pilot ladder shall
be kept at a proper height and clearly illuminated for safe boarding and disembarking.
6.4.2 Fire Fighting Equipment

Suitable fire hoses and nozzles shall be attached to the fire main and laid out on deck forward and aft
of the manifold. Fire monitors shall be directed towards the manifold area. Fire extinguishers and fire
pumps shall be ready for immediate use. Two portable fire extinguishers should be stationed
immediately forward and aft of the cargo manifold area.
6.4.3 Windlass / Winches

Steam, electrical or hydraulic systems will be maintained and be immediately ready for use at all
times on the vessel’s anchor windlass and deck winches.
6.4.4 Repairs / Maintenance

Repairs shall not be conducted during cargo operations without the prior consent of the Mooring
Team. Power or manual spark producing devices shall not be operated on the weather decks, in
pump room, cargo tanks, fuel tanks or any other space which may accumulate vapors. No welding or
other hotwork is permitted while in the mooring.
6.4.5 Dangerous Vapors

The transfer of any product which may contain dangerous concentrations of toxic gas, such as cargos
containing hydrogen sulfide (H2S), must be undertaken only with appropriate personnel safety
precautions. The same precautions must be taken when loading tanks which have previously held
product containing such dangerous gases.
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.
6.4.7 Electronic Devices on Deck

No radios (including portable transistor radios), cellular telephones, electrical tools or appliances shall
be used on deck. Only intrinsically safe electronic devices, including but not limited to UHF and VHF
radios, are approved for operation on deck.
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.
6.4.9 Tank Hatches and Ullage Plugs

Tank hatches and ullage plugs shall be kept closed at all times. Gauging, thieving, or sampling shall
be conducted through hermetically sealed MMC or similarly designed equipment without exception.

39
6.4.10 Doors, Portholes and Ventilators
All doors and portholes facing the main decks shall be closed and remain closed. Ventilators shall be
kept in proper trim to minimize fire and explosion hazard.
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.
6.4.12 Crew Change and Launch Policy
• 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
• 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.

40
Appendices
1. Acronyms
2. Bathymetric Survey
3. Bathymetric Chart
4. Berth 3 Mooring layout
5. Berth 4 Mooring layout
6. Ship mooring sequence
7. Barge mooring sequence
8. Berth 3 subsystem
9. Berth 4 subsystem
10. Hose connection
11. SCAQMD Rule 142
12. SCAQMD Rule 401
13. Pre-Arrival Information
14. 1142 Record Keeping
15. Marine Terminal Service Agreement
16. Declaration of Security
17. Declaration of Inspection
18. Crude Oil Washing Checklist
19. Mooring Master Log Cover
20. Mooring Master Log
21. Letter of Protest
22. Incident / Delay Report
23. Terminal Feedback

41
Appendix 1
ACRONYMS
AMPD…………….Average Most Probable Discharge

AQMD……………Air Quality Management District
CARB…………….California Air Resources Board
CBM………………Conventional Buoy Mooring
CBP…………....... Customs and Border Patrol
COFR…………….Certificate Of Financial Responsibility
COW…………….. Crude Oil Washing
CSC………………Chevron Shipping Company, LLC
DFG………………Department of Fish and Game (California State Agency)
DOI……………….Declaration of Inspection
DOS………………Declaration of Security
DSS……………… Refinery Division Shift Supervisor
DWT……………...Deadweight
ECO………………Environmental Cargo Officer
ENOA…………….Early Notice of Arrival
EPA……………… Environmental Protection Agency
ETA……………… Estimated Time of Arrival
ESMT……………. El Segundo Marine Terminal
FSO……………… Facility Security Officer
GAC………………Gulf Agency Company
GPS………………Global Positioning System
H2S……………….Hydrogen Sulfide Gas
HO……………….. Head Operator
IGS………………. Inert Gas System
ISGOTT…………. International Safety Guide for Oil Tankers and Terminals
LA/LB……………. Los Angeles / Long Beach
LOA……………… Length Overall
LT……….. ……… Long Ton
MARPOL…………Maritime Pollution Act
MARSEC………...Maritime Security
M/M……………… Mooring Master
MMC…………….. Marine Moisture Control
MSDS…………… Marine Safety Data Sheet
MSRC…………… Marine Spill Response Corporation
MT.………………. Metric Ton
NIS………………. Non-Indigenous Species
OCIMF…………... Oil Companies International Marine Forum
OSPR………….... Oil Spill Prevention and Response (California State Agency)
OSRO…………… Oil Spill Response Organization
PLEM……………. Pipeline End Manifold
PPE……………… Personal Protective Equipment
PPM………………Parts Per Million
RSL..................... Refinery Shift Leader
RSS……………... Refinery Shift Supervisor
RVP……………... Reid Vapor Pressure
SBT……………… Segregated Ballast Tanks
SCAQMD……….. South Coast Air Quality Management District
SLC……………… State lands Commission (California State Agency)
SOCAL………….. Southern California
SOLAS………......Safety Of Life At Sea
TPIC………………Terminal Person In Charge
UHF……………....Ultra High Frequency radio
USCG…………….United States Coast Guard
VHF……………....Very High Frequency radio

42
VPIC……………. Vessel Person In Charge
VPQ……………..Vessel Particulars Questionnaire
VTS……………...Vessel Traffic System

43
44
45
46
47
48
49
50
51
52
(Adopted July 19, 1991)
RULE 1142. MARINE TANK VESSEL OPERATIONS
(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)

53
(B) Group II
methylene chloride
1,1,1-trichloroethane (methyl chloroform)
trifluoromethane (FC-23)
trichlorotrifluoroethane (CFC-113)
dichlorodifluoromethane (CFC-12)
trichlorofluoromethane (CFC-11)
dichlorotetrafluoroethane (CFC-114)
chloropentafluoroethane (CFC-115)
In the future, the use of Group II compounds may be regulated by the District
because they are toxic or potentially toxic, upper atmospheric ozone depleters,
or cause other environmental impacts. The District Board has adopted a
policy which states that chlorofluorocarbons (CFC) will be phased out at the
earliest practicable date on or before 1997.
(6) GASEOUS LEAK means a condition that exists when the reading on a
portable hydrocarbon meter, measured 1 centimeter or less from any source,
exceeds 1,000 parts per million, expressed as methane, above background.
(7) HOUSEKEEPING consists of altering the composition of gases contained
within marine vessel tanks by tank washing, gas freeing, or purging.
(8) LIQUID LEAK means a leak of more than three drops per minute of organic
liquid.
(9) LIGHTERING is the transfer of organic liquid into a cargo tank from one
marine tank vessel to another.
(10) 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.
(11) MARINE TANK VESSEL means any tugboat, tanker, freighter, passenger
ship, barge, boat, ship, or watercraft, which is specifically constructed or
converted to carry liquid cargo in tanks.

54
(12) MARINE TERMINAL means any facility, equipment, or structure
constructed to handle the loading or unloading of organic liquid into or out of
marine tank vessels.
(13) ORGANIC LIQUID means gasoline, gasoline blending stocks, aviation gas
and aviation fuel (JP-4 type), crude oil and other liquids containing volatile
organic compounds.
(14) VOLATILE ORGANIC COMPOUND means any chemical compound which
contains the element carbon, except methane, carbon monoxide, carbon
dioxide, carbonic acid, metallic carbides or carbonates, ammonium carbonate,
and exempt compounds.
(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.

55
(3) Emission Control Equipment
The emission control equipment shall be designed and operated to collect,
store, and process all emissions of volatile organic compounds resulting from
a loading, lightering, ballasting, or housekeeping event.
(d) Compliance Schedule

Any owner or operator of a marine tank vessel or a terminal shall submit to the
District Executive Officer an application for a Permit to Construct by April 1, 1992,
for any equipment required to comply with the provisions of this rule.
(e) Test Methods

(1) Determination of Emissions
Emissions of volatile organic compounds specified in subparagraph (c)(1)(B)
shall be measured according to the Environmental Protection Agency's (EPA)
Reference Method 25, Air Resources Board's (ARB) Method 2-4, District's
Source Test Manual Method 25.1 (March 1989), or any other test method
determined to be equivalent after review by the staffs of the District, the Air
Resources Board, and the United States Environmental Protection Agency,
and approved in writing by the District Executive Officer. This test shall be
conducted for at least 30 minutes during the transfer of the last 50 percent of
total liquid cargo. For events of less than one hour duration, the test shall
include the entire last 50 percent of total liquid cargo.
(2) Determination of Exempt Compounds
Emissions of exempt compounds shall be measured according to Air
Resources Board Method 422 adopted January 22, 1987, or any other test
method determined to be equivalent after review by the staffs of the District,
the Air Resources Board, and the United States Federal Environmental
Protection Agency and approved in writing by the District Executive Officer.
(3) Determination of Vapor Processing System Efficiency
Mass emission rates of vapor processing systems specified in subparagraph
(c)(1)(B) shall be determined according to EPA's Reference Method 25,
ARB's Method 2-4, District's Source Test Manual Method 25.1 (March 1989)
or any other test method determined to be equivalent after review by the staffs

56
of the District, the Air Resources Board, and the United States Environmental
Protection Agency, and approved in writing by the District Executive Officer.
(4) Determination of Gaseous Leaks
The screening of equipment for gaseous leaks shall be conducted according to
EPA's Reference Method 21 or the procedures in the District's Source Test
Manual, or any other test method determined to be equivalent after review by
the staffs of the District, the Air Resources Board, and the United States
Environmental Protection Agency, and approved in writing by the District
Executive Officer.
(5) Determination of Compliance
Emissions determined to exceed any limits established by this rule through the
use of any of the above-referenced test methods shall constitute a violation of
this rule.
(f) Safety and Emergency

Nothing in this rule shall be construed as to:
(1) Require any act or omission that would be in violation of any regulation or
other requirement of the United States Coast Guard; or
(2) Prevent any act that is necessary to secure the safety of a vessel or the safety
of the passengers or crew.
(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

57
at least two years and shall be made available to District staff upon request. Such
records shall be submitted annually on standard forms specified by the District, and
shall contain all information required on the form. The records shall include, but are
not limited to, all of the following information:
(1) The location of each marine loading, lightering, ballasting, or housekeeping
event.
(2) The owner or operator responsible for handling the marine loading, lightering,
ballasting, or housekeeping event.
(3) The date(s) and times at which the marine tank vessel(s) arrived and departed
from the location of the loading, lightering, ballasting, or housekeeping event.
(4) The name and registry of the vessel and legal owner of the marine tank vessel
participating in the loading, lightering, ballasting, or housekeeping event.
(5) The prior cargo carried by the receiving marine tank vessel.
(6) The type and amount of liquid cargo loaded into the receiving marine tank
vessel.
(7) The condition of the receiving marine tanks prior to being loaded (i.e.,
cleaned, crude oil washed, gas freed, etc.).
(8) The amount of ballast water or other liquid added to the unsegregated ballast
tanks.
(9) The description of operating procedures to prevent venting while ballasting
into unsegregated ballast tanks.
(10) The complete description of any gaseous or liquid leak detected, leak repair
action taken, date and time of leak detection, time required to repair leak, and
screening level after a repair has been made.
(i) Ozone Episode Days

(1) Effective January 1, 1992, a loading, lightering, ballasting or housekeeping
event shall not be conducted on any day that the District predicts a Stage 1 or
greater ozone episode for any area of the South Coast Air Basin, unless the
emissions of volatile organic compounds are reduced by at least 95 percent by
weight from uncontrolled conditions, or are limited to 5.7 grams per cubic
meter (2 pounds for every 1,000 barrels) of liquid loaded.

58
Rule 1142 (Cont.) (Adopted July 19, 1991)
(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.
CALIFORNIA COASTAL WATERS
California Coastal Waters have

been defined as that area between
the California Coastline and a line
starting at the California-Oregon
border at the Pacific Ocean
thence to 42.0oN 125.5oW

and ending at the
California-Mexico
border at the
Pacific Ocean.
Boundary of California Coastal Waters
NOTE: Coordinates shown

above are exact. Distances
of California Coastal Waters
boundary from coast are rough
approximations.
Source: Air Resources Board staff.
68 mi 102 mi 27 mi 56 mi
58 mi 79 mi
82 mi 35 mi 90 mi
5-8

59
(Adopted Feb. 4, 1977)(Amended Apr. 1, 1977)(Amended Aug. 4, 1978)
(Amended Sept. 7, 1979)(Amended Feb. 1, 1980)(Amended July 11, 1980)
(Amended Oct. 15, 1982)(Amended Mar. 2, 1984)(Amended Feb. 5, 1988)
(Amended April 7, 1989)(Amended September 11, 1998)
(Amended November 9, 2001)
RULE 401. VISIBLE EMISSIONS
(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:
Mines; or

60
Rule 401 (Cont.) (Amended November 9, 2001)
(B) Of such an opacity as to obscure an observer's view to a degree

equal to or greater than does smoke described in subparagraph
(b)(2)(A) of this rule.
(3) Notwithstanding the provisions of paragraph (b)(1) of this rule, a person
shall not discharge into the atmosphere from any diesel pile-driving
hammer, operating exclusively using kerosene fuel, containing approved
smoke-reducing fuel additives, as the sole fuel, and using only synthetic
engine lubrication oil, or other method deemed technologically and
economically feasible by the Executive Officer, any air contaminant for a
period or periods aggregating more than four minutes during the driving of
a single pile which is:
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)(3)(A)
of this rule.
(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

61
El Segundo Marine Terminal
Pre-Arrival Information
Vessel: Email: MARINE TERMINAL: EL SEGUNDO

Voyage # : Cell Phone: LAST PORT:
Flag: Sat A/B Fax: IMO NO:
DWT: Sat A/B Telex: REGISTRY:
Displacement: Sat A/B Voice: CLASS:
LOA: Sat C Telex: Ship’s MarSec Level:
Beam: Distance from bow to bridge: Distance from bow to manifold:
Agents: Phone: Email:

Owners/Operators: Phone: Email:
Qualified Individual: Phone: Email:
Oil Spill Response Organization (OSRO):

Contact Telephone/Email:
Has the vessel notified the OSRO listed in the VRP/SOPEP to provide AMPD (Average Most Probable Discharge)
coverage for this port call?
Yes No Name if different than OSRO Listed above:
Contact Telephone/Email:
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
Vessel has the latest El Segundo Marine Terminal Manual and

will comply with all requirements (Edition: April 2008)?
Is Cargo MSDS on board? YES NO
YES NO
Meets/complies AQMD regs? YES NO Is COW planned at the terminal? YES NO

El Segundo Pre-Arrival Information Page 1 of 2
Revised April 2008

62
CARGO OPS and PUMPING CAPACITY
TYPE OF GAUGING EQUIPMENT
Manufacturer Model
BBLS per hour @ average 100 PSI :
Fixed
Portable
LOAD/DISCHARGE PLAN
NOTE: Vessel to submit load/discharge plan prior arrival
VAPOR RECOVERY SYSTEM
Is vessel equipped with USCG approved vapor recovery system? YES NO
Vapor connection reducer sizes:
CARGO DETAILS
Grade 1
Load Port Type of Cargo Total Gross Barrels
API Current Temp in F Free Water Content
Gross BBLS to be discharged at Pour Point
this terminal
H2S IN VAPOR SPACE PPM Viscosity in CST@
Grade 2
Load Port Type of Cargo Total Gross Barrels
API Current Temp in F Free Water Content

Gross BBLS to be discharged at Pour Point
this terminal
H2S IN VAPOR SPACE PPM Viscosity in CST @
ANY LIMITATIONS ON SEQUENCE OF DISCHARGE/LOADING:
INERT GAS SYSTEM

Is IGS Fully operational? YES NO Are all tank O2 contents below 8%? YES NO
Is IG O2 supplied below 5% YES NO Date of last COW system pressure test:
Is Cargo Control Room, IGS Analyzer and Alarm operational? YES NO
Are all tank openings closed, gas tight and have closed gauging systems YES NO
Note: IGS will not be breached and tanks will not be opened unless mutually agreed by Master and TPIC.
MOORING INFORMATION
Length/Number/Material of Mooring Lines On Winches
Length/Number/Material/Breaking Stress of Secondary
Lines
ADDITIONAL INFORMATION
Does the vessel have on board the most current edition of the chart for Santa Monica Bay? YES NO
Does the vessel have accommodation for the following :
Mooring Master YES NO
Environmental Cargo Officer (ECO) YES NO
Three(3) men line boat crew YES NO
El Segundo Pre-Arrival Information Page 2 of 2

Revised April 2008

63
RULE 1142 RECORDKEEPING
Effective 1/1/94, the South Coast Air Quality Management District Rule 1142 mandates owners and operators of marine tank vessels to maintain
records for all loading, lightering, ballasting and housekeeping events occurring in South Coast Waters. One set of records must be kept board
the marine tank vessel, a second set of records must be kept at the marine terminal. Records shall be maintained for two years minimum and
shall be made available to District Staff upon request. Failure to maintain adequate records may result in Notice of Violation.
Location of Operation:
Terminal Owner / Operator:
Date / Time Vessel arrives at Terminal:

( First anchor in mooring) /
Date/Time Vessel departs Terminal:
( Lifts anchors ) /
Name of Vessel:
Registry of Vessel:
Legal Owner of Vessel:
Discharged cargo:
( Type / Net barrels ) /
Discharged cargo:
Discharged cargo:
Loaded cargo:
Loaded cargo:
Loaded cargo:
Prior cargo (s) carried in receiving tanks:
Condition of receiving tanks:

( Crude oil washed, gas freed etc. )
Description of procedures used to prevent
emissions during loading: ( Vapor balancing )
Housekeeping Events:
( Type / Amount of stock used if applicable)
Lightered cargo:
Description of procedures used to prevent
emissions during lightering: ( Vapor balancing )
Amount of unsegregated ballast loaded:
( Barrels )
Description of procedures used to prevent venting
while ballasting into unsegregated ballast tanks:
Gaseous / Liquid leak information:

Upon detection, any liquid or gaseous leaks shall be tagged and repaired within four hours of detection. A liquid leak means a leak of more than
three drops per minute of organic liquid; a gaseous leak means a leak exceeding 1000 ppm. Use additional forms if necessary to record any
information.
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

64
Marine Terminal Service Agreement
This Agreement is entered into this day of , between Chevron

Shipping Company, as agent for Chevron Products Company (“Chevron”) and ,
owner (“Owner”) of the flag vessel , Official Number
(“Vessel”).
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”).
1. Mooring Master Yes No

2. Environmental Cargo Officer Yes No
3. Mooring Launch(s) Yes No
4. Personnel Launch(s) Yes No
5. Mooring Line(s) Rental Yes No Quantity Supplied _______
6. Pendants – Rental Yes No Quantity Supplied _______
7. ISPS Security Yes No (Mandatory to be checked for any personnel launches).
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.
Owner/Master Chevron Mooring Master
Distribution: Original – Chevron Shipping Company Accounting Division, San Pedro

Copy – Originating Office
C-421-B (2-02)
Word Electronic Version

65
Sensitive Security Information
Declaration of Security
Between
Chevron El Segundo Refinery, Off-Shore Marine Terminal
324 W. El Segundo Blvd., El Segundo, CA 90245
310-615-5000
Vessel Name:
IMO Number:
Registry:
Owner/Operator:
This D.O.S. is valid from to for mooring and cargo operations:
Facility – MARSEC Level 1 / 2 / 3 Vessel – MARSEC Level 1 / 2 / 3

The Facility and Vessel agree to the following security measures and responsibilities in order to ensure compliance with the requirements of
33CFR105, Section 245 as well as relevant sections of the ISPS Code.
By initialing in this section, you are assuring that each activity will be done in accordance with all relevant and approved plans
Activity Facility (Mooring Vessel
Master signs for FSO)
Ensuring the performance of all security duties
Monitoring restricted areas, ensure only authorized personnel have access to facility N/A
Controlling access to the facility N/A
Controlling access to the ship N/A
Monitoring areas of and around the facility N/A
Monitoring areas of and around the ship N/A
Handling of cargo N/A
Handling of stores N/A
Handling of person embarking or disembarking vessel N/A
Communication between facility and vessel
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.
Completed form should be faxed to Facility Security Center, 310-615-5150.
Facility Security Officer (FSO) for Chevron El Segundo Refinery:

Ralph Sproul
310-615-5751
e-mail: rsproul@chevron.com
Refinery Security Center

310-615-5172
Refinery Marine Terminal Operator

310-615-5111
Declaration of Security Form – Revised October 10, 2006

66
ATTACHMENT A
Letter to Master/VPIC
EL Segundo, CA Marine Terminal Date: _______________________

TO MASTER OF: _________________________________
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.
Thank you for your cooperation in these matters.

Mr. Greg Gabel Subir Bector
Terminal Superintendent Area Operations Manager
El Segundo Marine Terminal Southwest Region
Chevron Products Co. Chevron Shipping Company, LLC
I acknowledge and agree to the above.
Master's Signature:________________________________________
ATTACHMENT B
Record of Financial Responsibility/Statement of Compliance
Vessel Name: _____________________________________
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.
CERTIFICATE OF FINANCIAL RESPONSIBILITY / CONDITION OF USE--OIL SPILL CLEANUP
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.

C) The provisions are not in derogation of such other rights as TPIC may have or may otherwise have or acquire by law or any
international convention.
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

12 Monitoring devices used to detect or limit the size of a discharge of oil, if installed, are operating properly.
(c)(12)
The small discharge containment equipment for the terminal required by CCR § 2380, subsection (f), is readily 2340
13 N/A (c)(13)
accessible or deployed as applicable and will be periodically drained.
The discharge containment equipment for the vessel required by 33 CFR §154.530, §155.320 is in place and 156.120 (n) 2340
14 (c)(14)
periodically drained to provide the required capacity. Vessel must have a containment system under or around each
manifold connection, vessel fuel tank vent and overflow fill pipe. A vessel which does not have a common tank vent
system, must have containment under each tank vent.
Each drain and scupper is closed by the mechanical means required by 33 CFR 155.310 156.120 (o) 2340
15 (c)(15)
All connections in the transfer system are leak free except that a component in the transfer system, such as the 156.120 (p) 2340
16 (c)(16)
packing gland of a pump which cannot be made leak free, shall not leak at a rate that exceeds the capacity of the
discharge containment provided during the transfer operation.
Communication between the ship and the terminal required by 33 CFR §145.560, §155.785 and CCR § 2370 will be 156.120 (q) 2340
17 (c)(17)
tested and proved functional prior to start-up and tested hourly thereafter. Signals for standby, slowdown and
shutdown of transfer operation will be conducted by terminal supplied UHF radio. VHF Ch. 10 and/or telephone
may be utilized for back-up communication. Terminal phone: (310) 615-5111. Comparison gauges will be made
every 2 hours on the even hour or more frequently if required.
The emergency means of shut down for the terminal, required CCR §2380, subsection (h) and the emergency means 156.120 (r) 2340
18 (c)(18)
of shut down for the vessel required by 33 CFR §155.780 are in position and operable.
There is a person in charge on the transferring vessel or facility and the receiving vessel or facility (TPIC and VPIC). 156.120 (s) 2340
19 (c)(19)
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. VPIC and terminal 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.
TPIC and VIPC meet the appropriate requirements of CCR § 2375. 154.710 2340
20 (c)(19)
(A)
Each person in charge: (1) Is at the site of the transfer operation and immediately available to the transfer 156.120 (t) 2340
21 (c)(19)
personnel; (2) Has in his or her possession a copy of the facility operations manual and vessel transfer procedures (B),(C),
and (3) Conducts the transfer operation in accordance with the facility operations manual and vessel transfer (D)
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)

(2) Ensured that transfer connections have been made as specified in §2380, subsection (d);
(3) Ensured that discharge containment equipment on the terminal and on or around the tank vessel or barge
required under §§2380 and 2395 are in position or on stand-by, as appropriate and
(4) Filled out and signed the Declaration of Inspection as required by §2335, subsection (a).
Each TPIC shall ensure that the means of operating the emergency shutdown is continually manned so that it can be 156.120(r) 2340
25 N/A (g)
activated in 30 seconds or less, as required in §2380, subsection (h)(5), while oil is being transferred between the
terminal and the vessel.
Each person conducting an oil transfer shall stop the transfer operation whenever oil from any source is discharged 2340
26 (h)
into the water or upon the adjoining shoreline. The transfer operation shall not resume unless authorized by the U.S.
Coast Guard and the operator has complied with, or is complying with, the contingency plan approved by the
Administrator for the terminal where the transfer is taking place.
During all transfer operations, the TPIC shall be in attendance at the terminal. 156.120(t) 2340 (f)
27 N/A (1)
The person in charge of the transfer on the transferring vessel or facility and the person in charge of it on the 156.120 2330
28 (w) (c)(22)
receiving vessel or facility have held a conference, in compliance with CCR §2330, subsection (b) to ensure that each
person in charge understands:
1) Description of product. (Name, quantity, temperature, number & speed of ship/shore pumps etc.)
_______________________________________________________________________________
_______________________________________________________________________________
2) The sequence of transfer operations. __________________________________________________
3) The transfer rate. (Initial, maximum & topping-off) ______________________________________
4) The name or title and location of each person participating in the transfer operation.
5) Details of the transferring and receiving systems including procedures to ensure that the transfer pressure
does not exceed the maximum allowable working pressure (MAWP) for each hose assembly and transfer
pipe system.
6) Critical stages of the transfer operation. _______________________________________________
7) Federal, State and local rules that apply to the transfer of oil or hazardous material.
8) Emergency procedures.
9) Discharge containment procedures.
10) Discharge reporting procedures.
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

screens shall be of proper size and in good condition. Vent piping shall be sound and free of leaks.
Gauge ports and ullage plugs are closed and will be kept closed. Tank tops are closed and will not
be opened except when gas free.
(C) Precautions regarding unauthorized craft alongside vessel or barge are being observed (chapter 6).
(D) Precautions regarding entry to pumprooms, pumproom ventilation and bilges are being observed (chapter
2).
If any part of the transfer operation may take place between sunset and sunrise or during periods of reduced 156.120 (y) 2340
30 (c)(24)
visibility, the lighting required by CFR §154.570, CFR §155.790 and CCR §2365, will be provided. 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, deck and ship'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 to the satisfaction of the Mooring Master.
No. The following items have been visually inspected and/or agreed upon and found to meet the requirements of VPIC TPIC CFR CCR
Fire fighting equipment required in CCR § 2345 is in readiness. Suitable fire hoses and nozzles shall be attached to 2340
31 (c)(26)
the fire main and laid out on deck forward and aft of the manifold. Fire monitors shall be directed towards the
manifold area. Fire extinguishers and fire pumps shall be ready for immediate use.
Where required, the spill containment provisions of CCR §2395 and §2396 are being complied with. Sufficient 2340
32 (c)(27)
appropriate boom, trained personnel and equipment available for deployment.
The VPIC/TPIC shall not conduct the cargo transfer if vessel can not comply with either of the following: 2340
33 (c)(28),
(A) The tank vessel’s boilers, main engines, steering machinery and other equipment essential for maneuvering are (e)
maintained in a condition so that the tank vessel has the capability to move away from the berth within 30 minutes
under its own power; or:
(B) Where the tank vessel does not have the capability specified in § 2340, subsection (c)(28)(A), appropriate tug
assistance is available so that the vessel can be moved clear of berth within 30 minutes.
(1) Each person conduction a transfer operation shall stop the transfer operation whenever oil from any source is 2340
34 (i)
leaked onto the transfer operation work area, but not in the water, and shall not resume the transfer operation until
after both of the following are completed:
(A) The oil leaked into the transfer work area has been cleaned up; and
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,

(2) Both the TPIC and the VPIC agree that continuation or resumption is necessary to avoid further discharge of
oil.
The provisions of subsections (h), (i) and (j) of this section are subject to any direction by the Administrator issued 2340
36 (k)
directly in response to the discharge into the water.
The person in charge of transfer operations on the transferring vessel or facility and the person in charge of transfer 156.120 (x) 2340
37 (c)(23)
operations on the receiving vessel or facility agree to begin the transfer operation:
38 When handling a high pour product, as specified by the terminal, a minimum flow rate of 5,000 bbls per hour shall
be maintained at all times. Should the rate fall below this minimum, the terminal may elect to stop the transfer
operation and circulate the subsystem for temperature at its sole discretion.
39 The main transmitting antennae shall be switched off and grounded.
No. The following items have been visually inspected and/or agreed upon and found to meet the requirements of VPIC TPIC CFR CCR
40 It is the vessel Master’s responsibility to prevent any oil, ballast or bilge water from being pumped or spilled
overboard. In the event of a spill, the Terminal will take immediate steps to contain and clean up any oil from the
surface of the water. The Master’s signature on this form constitutes authorization for the Terminal to clean up any
oil spilled by the vessel at the vessel owner’s expense.
Frequent inspections will be made of the submarine hose and water surrounding the vessel to check for leakage of
oil. At night, these areas will be adequately illuminated by floodlights. All oil spills, regardless of the amount, will
be reported immediately to the Mooring Master. The Terminal will be promptly notified by the Mooring Master
and will handle notification of government authorities, refinery and Chevron Shipping Company LLC. The Master
is still responsible for all proper notifications on behalf of his owner.
41 All cargo transfers shall cease immediately if any of the following occur:
a. Severe electrical storm or adverse weather conditions.
b. Fire on or in the vicinity of the vessel or terminal.
c. Sufficient competent personnel are not present during cargo handling or a language barrier develops between
the
vessel and terminal.
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.

No smoking will be allowed on the vessel’s weather deck at any time. No smoking will be allowed on board except 46CFR35.35-
44 30(b)(5)&(11)
in places designated by the Master and Mooring Team.
45 Repairs shall not be conducted during cargo operations. Power or manual spark producing devices will not be
operated on the weather decks, in pumprooms, cargo tanks, fuel tanks or any other space which may accumulate
vapors. No welding is permitted while in the mooring.
46 The vessel shall maintain 30% of its summer deadweight tonnage at all times while in the berth. Vessel shall also
maintain a distance from the waterline to the center of the manifold in use of not more than fifty-eight feet and six
inches (58.5’) in berth #3 and sixty one feet (61.0’) in berth #4.
47 The vessel must have a closed loading and gauging system with operational individual tank level indicating
equipment. All gauging, thieving or sampling must be conducted with a gastight ullage measurement system.
No. The following items have been visually inspected and/or agreed upon and found to meet the requirements of §§ VPIC TPIC CFR CCR
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.
48 Electrical equipment shall be approved for the area in which it is to be used. All wiring in hazardous areas shall be in
good condition. Electrical cables to portable equipment shall be disconnected unless certified for use in hazardous areas.
The vessel’s Master is responsible for compliance with the South Coast Air Quality Management District rules. Stiff 156.120(w) 2330(b)(3)
49 (7) (E)
penalties may be levied against vessels in violation of Rule 1142 governing visible emissions.
50 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 transfer hose is returned to sea.
51 Alarms tested within previous 24 hours.
Automatic shutdown system tested within previous 24 hours. 156.120(aa) 2340(c)(25)
52 (7)(i) 1
Hydrocarbon gas and Oxygen analyzers calibrated with span gas within previous 24 hours. 156.120(aa) 2340(c)(25)
53 (7)(ii) 2
Verify the Inert Gas System is operating properly and if inerted, the oxygen content in the vessel's cargo tank is at or 46CFR32.53 2340(c)(25)I
54 -5
below 8%
Vessel is in compliance with ISM code and has Safety Management Certificate on board. 2340(c)(31)
55
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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)

58 Barge’s moorings – strength and length. Barge is properly spotted. Mooring lines are strong enough to hold
and of sufficient length to adjust to expected conditions.
Each manual valve in the VCS is correctly aligned to allow the collection of vapors. 156.120(aa)(1) 2340(c)(25)(A)
59
Vapor manifold on the vessel to load cargo is drained of liquid; a quick- disconnect coupling is fitted to the 156.120(aa)(2) 2340(c)(25)(B)
60
vessel’s vapor manifold; the vapor hose string is properly connected and supported to prevent kinking.
Insulating device fitted. Insulating device fitted to vapor barge manifold. 156.120(aa)(3) 2340(c)(25)(C)
61
Initial loading and maximum transfer rates barge VCS (vapor collection system) confirmed. 156.120(aa)(4) 2340(c)(25)(D)
62
Maximum and minimum operating pressures for barge VCS confirmed. 156.120(aa)(5) 2340(c)(25)(E)
64
Barge overfill control tested & operational (if fitted). 156.120(aa)(6) 2340(c)(25)(F)
63
No. In addition to the requirements of the Declaration of Inspection, the following items have been VPIC TPIC BPIC CFR CCR
visually inspected and/or agreed upon.
64 Alarms tested within previous 24 hours. 156.120(aa)(7)
65 Automatic shutdown system tested within previous 24 hours. 156.120(aa)(7) 2340(c)(25) 1

(i)
66 Hydrocarbon gas and Oxygen analyzers calibrated with span gas within previous 24 hours. 156.120(aa)(7) 2340(c)(25) 2
(ii)
67 Vapor hose is of sufficient length to allow for movement with out placing strain on the vapor hose or vapor 156.120(b) 2340(c)(2)
piping system.
68 Oxygen content in Vessel’s cargo tanks, if inert, is at or below 8%. 156.120(aa)(9) 2340(c)(25)I
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: _______________________________________________________
Chief Engineer: _______________________________________________
VPIC: _______________________________________________
Mooring Master (TPIC): _____________________________________

Environmental Cargo Officer (TPIC): ______________________________
Vapor Barge Operator (BPIC): ____________________________________
Date: ____________________
EL SEGUNDO MARINE TERMINAL DECLARATION OF INSPECTION
(ENDORSEMENT OF CHANGE OF WATCH OR SHIFT)

I have read the Declaration above, and I find that all conditions remain satisfactory. I have tested the communications system and advised
the other unit of the change in personnel. (33 CFR 155.820)
TERMINAL VESSEL
SIGNATURE / TITLE DATE / TIME SIGNATURE / TITLE DATE / TIME
76
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): _____________________________________
Mooring Master / ECO (TPIC): _____________________ VPIC: ________________________________________________
Revised: November 2008

EL SEGUNDO MARINE TERMINAL IGS and COW CHECK LIST
Crude Oil Washing Checklist
OPS-89 Vessel:
Voyage #: Date: Terminal:
Before arrival at the discharge port:
1. Notify the terminal that the vessel wants to crude oil wash during discharge.
2. Ensure that portable and fixed oxygen-analyzing equipment has been tested and is working satisfactorily.
3. Isolate tank-washing pipeline system from water heater and engine room.
4. Blank all hydrant valves on tank-washing line.
5. Close all valves to fixed tank-washing machines.
6. Pressurize tank-cleaning lines to the maximum working pressure and fix leaks.
7. Test portable drive units for fixed tank washing machines.
8. Check pressure gauges on the top discharge line, manifold and tank-cleaning main.
9. Check the stripping system monitoring equipment.
10. Ensure that the communications system has been checked and tested.
11. Draw up and post the organization plan with duties and responsibilities defined.
12. Draw up and post discharge/crude oil washing operation plan.
13. In cases where the terminal has a standard radio checklist, complete and transmit this checklist.
Before crude oil washing:
1. Discuss the discharge/crude oil washing operation plan with both ship and shore staff; ensure that the agreed-upon plan is readily available for
easy reference.
2. Ensure that the communications link between the deck and the control station, and the control station and the shore, has been set up and is
working properly.
3. Ensure that the crude oil washing abort conditions and procedures have been discussed and agreed upon by ship and shore staff.
4. Check fixed and portable oxygen analyzers; ensure that they are working properly.
5. Ensure that the IG system is working properly and that the oxygen content of IG being delivered is below 5 percent by volume.
6. For tanks that will be washed, ensure that the oxygen content is less than 8 percent by volume.
7. Ensure that all cargo tanks have positive IG pressure.
8. Assign a responsible person to check all deck lines for leaks as soon as washing starts.
9. Check valves and lines in the pump room and on deck.
10. Raise the ullage gauge floats and crude oil wash the housed in tanks.
11. Ensure that scupper plugs have been put in place.
12. Ensure that oil spill equipment is ready for use.
13. Ensure pipelines lying idle are drained or kept open by a valve which ensures prevention of thermal expansion and pipeline damage.
During crude oil washing:
1. Frequently check and record the quality of IG being delivered.
2. Frequently check all deck lines and machines for leaks.
3. Ensure that crude oil washing is in progress in designated cargo tanks only.
4. Ensure that the pressure in the tank wash line is at the level specified in this document.
5. Frequently check the washing machines, and ensure that they are working properly.
6. Monitor cycle times of tank washing machines as specified in the ships’s specific cow manual.
7. Ensure that a responsible person is continuously stationed on deck.
8. Ensure that the trim will be satisfactory when bottom washing is in progress, as specified in this document.
9. Follow the recommended tank-draining method.
10. To prevent any possibility of an overflow, frequently check the level in the holding tank for tank washings.
After crude oil washing:
1. Close all valves between the discharge line and the tank wash line.
2. Ensure that the COW line and branch line to the cargo tanks have been drained of crude oil.
3. Close all valves to washing machines.
4. Ensure that cargo pumps, tanks and pipelines have been properly drained, as specified in the ship’s specific cow manual.
Vessel PIC:_________________________Terminal PIC:_______________________________

77
Mooring Master Log
CHEVRON El Segundo
Vessel Voyage Berth 4 / 3-B / 3-C

Master Agent
Last Port UKC - In Arrive
Next Port UKC - Out Depart
Date Time Date Time Date Time

ETA NOR Tendered Vessel Anchored
Anchor Aweigh Team onboard Let go Port Anchor
Let Go Stbd Anchor First Line All Fast
Complete D.O.I. Complete D.O.S. Hose from Sea
Hose Connected Pressure Tested Start Cargo
Finish Cargo Hose Disconnected Hose to Sea
Last Line Anchor Aweigh Stbd Anchor Aweigh Port
Vessel Clear Team Departs Line Launch All Fast
Paperwork Complete
From To
Delays Date Time Date Time Comment
Line Boat Comment

Caribe A. / Keith K. / Other
Tugs Comment
Arthur / Escort / Brynn / Marshall / Campbell / Other
LM/MM/ECO Hours Comment
Products Quantity (NET) Products Quantity (NET)

L / D L / D
L / D L / D
L / D L / D
L / D L / D
Rental Lines Y / N Number Rental Pendants Y / N Number

Singled Doubled Shots - P Shots - S
Protest Y / N Comments
Incident Y / N Comments Revised: 2-22-2007

78
Mooring Master Log Addendum
( For capture of notable items not entered on Mooring Master Log Cover Sheet, DOI, DOS, VTAD and Vessel Pump Log. )
Vessel: _________________________________ Date: ______________________
Page _____ of _____

79
LETTER OF PROTEST
To: M/T ___________________________________ Date : ____________________
Voyage No: ________________________________
Owner / Operator: ___________________________________________________________
From: Chevron El Segundo Marine Terminal

El Segundo, California, U.S.A.
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:
( ) Vessel restrict transfer rate ( ) Mechanical failure

( ) Vessel crew delay ( ) Vessel cargo contamination
( ) Excessive cargo difference ( ) Short delivery of cargo
( ) Excessive stripping time ( ) Cargo Temp not as per orders
( ) Low discharge pressure ( ) Delay in cargo operations
( ) Delay to mooring operations ( ) Other (please see below)
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.
For Receipt Only
_______________________ _______________________
Vessel Master Terminal Representative

80
El Segundo Marine Terminal
Incident Report
X Incident Comments Reporting Requirements

Type
Injury, Illness, Collision, Allision, Grounding, Flooding, Oil This form.
Spill, Environmental Release, Fire, Explosion, Piracy, See WPR-01-10 / Attachment 1
Incident Sabotage, Hijacking, Military Action, Weather Damage, for additional reporting requirements.
Cargo Contamination or Loss, Critical Equipment Failure.
Near Notable event which does not meet criteria of an Incident. This form.
Miss
Delays caused resulting from mechanical malfunction or any This form.
Delay other unusual delay.
Vessel: _____________________ Berth: ________ Date /Time: ________________
Description of Event:
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
Equipment damaged or time lost:

__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
Corrective action taken:

__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
Analysis:
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
Revised: June 6, 2003

81
Vessel Evaluation Terminal Feedback Report HW
Check here if Note of Protest Issued. Comment below or on back. Inspection Date
Check of any Oil or Air Pollution Violation. Attach copy of report.

Vessel Name Flag
Cargo(s) Terminal
Loading/Discharging
Arrival Date Departure Date
Average Loading/Discharging Rate: Reason for Difference
Actual BPH Planned BPH
Nationality: Officers Crew
Rating* : S = Satisfactory; N = Needs Improvement; U = Unsatisfactory; X = Not Observed.

Please explain all “N”, “U”, and “NO” ratings in the comment section.
ITEM *RATING COMMENTS
A Mooring System Adequate, Yes No
Lines Well Tendered
B Was IGS System Working Yes No
and Monitored?
C Was COW Conducted as Planned? Yes No
D Loading/Discharging Closed Yes No

Vent Operation
E Safety/Environmental Practices and S N U X
Compliance
F Readiness of Safety and Firefighting S N U X
Equipment
G Compliance with All Terminal Regulations S N U X
H Communications Vessel/Terminal S N U X
I Officers and Crew Conduct and S N U X

Professional Knowledge
J Effectiveness in Communicating Using S N U X
Official Terminal Language
K Condition Mooring Equipment S N U X
L Ballast System Condition S N U X
M Condition of Cargo Piping and S N U X

Vent System
N Cleanliness/Atmosphere Pump Room S N U X
O General Vessel Appearance S N U X
P Other S N U X
Q Overall Rating S N U X Vessel Acceptable at This Terminal Yes No
Comments:
Inspector Title Signature
C-854 (4-96)
Word Electronic Version

82
INDEX
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

83
D
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

84
J
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
National Response Center…………………………………………………….……..5, 22

Navigation………………………………………………………………….……………..13
Notes……………………………………………………………………….………..........89
Notifications………….…………………………………………………….……………..15

85
O
Oil Spill, Prevention and Response…………………………………….………….37, 38

Onshore Facility……………………………………………………………………..……15
Oil Spill Response Organization (OSRO)………………………………..………..38, 62
Ozone Alert………………………………………………………………………..….38, 58
Pendants, Mooring Line..………………………………………………………..……....19

Pre-Arrival Message…………………………………………………………………21, 62
Pre-Arrival Notification……………………………………………………………....15, 21
Pre-Arrival Rigging…………………………………………………………………..…...13
Pre-Berthing Inspection…………………………………………………………..…23, 27
Pre-Mooring Conference………………………………………………………………...29
Pre-Transfer Conference…………………………………………………………..…....31
Pilot Boarding Area………………………………………………………………..……..13
Pilot Ladder…………………………………………………………………………..…...13
Pollution Prevention……………………………………………………………….….....37
Portholes…………………………………………………………………………………..40
Potable Water………………………………………………………………………..17, 19
Personal Protective Equipment (PPE)……………………………………………..…..39
Prevention, Spill……………………………………………………………………...37, 38
Primary Mooring Lines…………………………………………………………………..25
Procedures, Cargo Operations………………………………………………………....30
Procedures, Communications………………………………………………………..…21
Procedures, Hose Connection……………………………………………………..30, 31
Procedures, Mooring………………………………………………………...….29, 48, 49
Publications……………………………………………………………………………….13
Rail to Manifold Distance……………………………………………………………...24

Rental, Mooring Line………………………………………………………………...19, 25
Repatriations……………………………………………………………………………...17
Repairs………………………………………………………………………………..35, 39
Requirements, Vessel…………………………………………………………….……..24
Response, Spill………………………………………………………………….…...37, 38
Restrictions, Oil Transfer………………………………………………………………..32
Rigging, Pre-Arrival………………………………………………………………………13
Rollbar……………………………………………………………………………………..24
Roller Chocks……………………………………………………………………………..26
Safety and Pollution Prevention…………………………………………….…….....2, 37

Safety Zone……………………………………………………………………...………..11
Santa Ana Conditions……………………………………………………….…..…..12, 28
Sea Buoy………………………………………………………………………...………..11
Sea Chest…..…………………………………………………………………..…….24, 34
Spotlights………………………………………………………………………...………..38
Secondary Mooring Lines…………………………………………...……………...19, 25

86
S (continued)
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

87
W (continued)
Weather……………………………………………………………………………….12, 28
Weather Limitations………………………………………………………………..….....28
Welding……………………………………………………………………..………….....39
Windlasses……………………………………………………………………..…….25, 39
Winches……………………………………………………………………..……25, 26, 39
Winds…………………………………………….……………………………..…….12, 28
Work Hour Limitations……………………………………………………………....24, 30

88
NOTES

89
NOTES

90

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WELCOME TO THE CHEVRON EL SEGUNDO MARINE TERMINAL

This manual is divided into seven sections:

SAFETY IS OUR NUMBER ONE PRIORITY

El Segundo Marine Terminal Manual - February 2009

2. Always operate in a safe and 7. Always comply with all applicable

3. Always ensure safety devices 8. Always address abnormal

4. Always follow safe work 9. Always follow written procedures

“THERE IS ALWAYS TIME

El Segundo Marine Terminal Manual - February 2009

Chevron Products Company

Chevron Shipping Company, LLC

Chevron Shipping Company, El Segundo

INQUIRIES REGARDING PORT INFORMATION SHOULD BE DIRECTED TO:

Chevron Shipping Company, LLC

El Segundo Marine Terminal Manual - February 2009

U.S. Coast Guard

National Response Center

Office of Emergency Services-California Department of Fish and Game- (OSPR)

California State Lands Commission

Chevron Shipping Company, El Segundo

Chevron Products Company, El Segundo Marine Terminal Head Operator

Chevron Products Company, El Segundo Marine Terminal Refinery Shift Leader

Chevron Products Company, El Segundo Marine Terminal Security Dispatch Center

Foss Tug and Barge (customer service)

Marine Spill Response Corporation (MSRC)

National Weather Service

Emergency Medical Assistance

GAC-RUR Shipping (Agents)

El Segundo Marine Terminal Manual - February 2009

Safety Statement and Tenets of Operation 3

Section 1- GENERAL INFORMATION 11

1.1 GEOGRAPHIC LOCATION 11

El Segundo Marine Terminal Manual - February 2009

1.10 DRUG AND ALCOHOL POLICY 18

2.1 GENERAL INFORMATION 21

3.1 GENERAL INFORMATION 23

El Segundo Marine Terminal Manual - February 2009

Section 4-CARGO OPERATIONS 30

4.1 GENERAL INFORMATION 30

5.1 DEPARTURE PROCEDURES 36

Section 6-SAFETY AND POLLUTION PREVENTION 37

6.1 GENERAL EMERGENCIES 37

El Segundo Marine Terminal Manual - February 2009

4. Berth 3 Mooring layout 46

5. Berth 4 Mooring layout 47

6. Ship Mooring Sequence 48

7. Barge Mooring Sequence 49

10. Hose connection 52

11. SCAQMD Rule 1142 53

12. SCAQMD Rule 401 60

13. Pre-Arrival Information 62

14. 1142 Record Keeping 64

15. Marine Terminal Service Agreement 65

16. Declaration of Security 66

17. Declaration of Inspection 67

18. Crude Oil Washing Checklist 77

19. Mooring Master Log Cover 78

20. Mooring Master Log 79

21. Letter of Protest 80

22. Incident / Delay Report 81

El Segundo Marine Terminal Manual - February 2009

El Segundo Marine Terminal Manual - February 2009