Terminal Regulations for Ships and Barges Long Beach, CA

Marathon Long Beach Terminal 1 Ship/Barge guidelines September 2019 Page 1

Terminal Regulations for Ships and Barges

Long Beach, CA

Marine Terminal Guide Terminal 1 (Berth 121)


PREFACE

It is the policy of Marathon Marine Terminals that in the conduct of its activities it will strive to protect and promote the health and safety of its employees, customers, and others who may be affected by these activities, and to limit adverse affects on the physical environment in which its activities are carried out. This manual is addressed to Masters, Owners, Operators, and Agents of vessels and specifies the safety and pollution prevention and containment requirements to be observed by vessels calling at Marathon Marine Terminals. Nothing in this manual should be interpreted to relieve a Ship’s Master or the designated Person in Charge of their responsibilities to operate their vessel in a safe, seaworthy and pollution-free manner. Vessels are required to comply with all applicable local, state and federal regulations including and not limited to ISGOTT and other OCIMF publications. The master, owner, and operator of the vessel calling at Berth 121 (Terminal 1) are responsible for: (a) the condition of the vessel, (b) the safe conduct of all operations onboard the vessel, (c) compliance with all federal, state and local laws, rules, and regulations(d) compliance with all rules and regulations in this Manual. The information in this Manual is accurate at the time of printing. The ultimate responsibility for the safety of your vessel and avoidance of any accidents, including spills, rests with the owners and Masters.

IMPORTANT POINTS:

1. Always keep mooring lines tight.

2. The maximum discharge pressure at the ship’s manifold is 150 psi.

3. The maximum discharge temperature at the ship’s ships manifold is 140° F.

4. The Vessel Person in Charge (PIC) is always to be in possession of the shore radio.

5. The emergency shutdown signal is “Shutdown, Shutdown, Shutdown” on the radio. (See page 5 for Emergency Procedures)

6. All Crude Oil Wash operations must be approved by Marathon Marine prior to arrival.

7. Potable water is available at a cost of $10 per metric ton.

8. If you have any questions, contact the Terminal Person In Charge (TPIC) on the radio.


IMPORTANT TELEPHONE CONTACTS

Position Tel. No.

Terminal Duty Operator: 24 hours 562-499-2336 Long Beach Terminal Main Gate No: 24 hours 562-548-6305 Marathon Logistics Shift Foreman Mobile 562-824-4516 562-499-3306 Terminal Manager Mobile 562-572-2121 310-499-3371 Marine Operations Supervisor Mobile 949-632-0860 562-499-3363 Port Captain Mobile 949-395-0859 562-499-3309 Terminal Loss Control Mobile 310-809-2963 562-499-3307 Terminal Loss Control Mobile 512-720-2608 562-499-2275 Marathon Los Angeles Refinery Emergency Number (Security) 24 hours 310-522-6911 Regional Security Manager, Southern California (FSO) Mobile 949-228-6312 310-522-6132 Marathon Emergency Response Coordinator Mobile 310-961-7458 562-499-2232 Marathon 24 Hour Incident Notification 210-626-4440

OTHER IMPORTANT CONTACTS

Name Tel. No.

National Response Center 800-424-8802 California Office of Emergency Services (OES) 800-852-7550 United States Coast Guard Sector LA/LB (non-emergency) 310-521-3805 United States Coast Guard Sector (24hrs) Group LA/LB (emergency) National Response Center

800-221-8724 800-424-8802

California Department of Fish and Wildlife 916-445-0045 Marine Spill Response Corporation (MSRC) 800-645-7745 Marine Spill Response Corporation (Local MSRC) 562-981-7600 Long Beach Fire Department Emergency 911

562-591-7631 Long Beach Police Department Emergency 911

562-435-6711 California State Lands Commission 310-499-6348 Patriot Environmental Services 800-624-9136 ADDITIONAL TELEPHONE NUMBERS Terminal Security (562) 548-6305 Long Beach Pilots (562) 432-0664 Los Angeles Pilots (310) 732-3805 Marine Exchange (310) 832-6411 So Cal Ship Services (310) 519-8411 US Water Taxi (310) 519-8230 USCG Captain of the Port (310) 521-3601


TUG COMPANIES Baydelta Maritime (415) 693-5800 Millennium Maritime (310) 831-9200 Crowley Marine Services (310) 732-6570 Foss Maritime (562) 435-0171 AMNAV Marine Services (310) 901-3383 SHIPPING AGENTS General Steamship Agency (562) 988-9000 Transmarine Navigation Corporation (562) 432-6941 Moran (310) 935-2268 GAC (562) 256-7500 Inchcape (562) 436-8151 Norton Lilly (562) 983-5932 GAUGERS Caleb Brett (562) 494-4999 Inspectorate (310) 326-4429 Amspec (310) 984-8745 L.A. Bunkers (310) 513-1723 SGS (310) 885-3792 Pan Pacific (310) 518-5644 The mailing address for the Marathon Long Beach Terminal 1 is: Marathon Long Beach Terminal 1 620 Pier T Way Long Beach, CA 90802

LOCATION OF MARATHON LONG BEACH TERMINAL #1 Long Beach Berth #121 is in the northeast corner of Long Beach Harbor at Pier T on the west side of the Back Channel. The Terminal is approximately 2 miles west of Long Beach city center and approximately 18 miles south of Los Angeles city center. The distance from the breakwater is about 3.0 nm. The terminal is located at Latitude 33° 45.25’ N Longitude 118° 13.05’ W

The terminal operates 24 hours a day, 7 days a week and is in the US Pacific time zone GMT (-8) Daylight Savings Time may be in effect from early spring until mid-Autumn. During this period, local time is advanced one hour to GMT (-7) hours.

TERMINAL FACILITY - DESIGN

The loading platform has four adjacent and connected breasting dolphins, two on each side of the platform. The outer face of the breasting dolphin fender line projects 12 feet (3.66m)


beyond the unloading platform. Overall length of the dock arrangement (platform & breasting dolphins) is 360 feet (109.7m). There is also a “cold ironing” platform located south of the gangway tower.

Units: - Following Table is completed in Feet and Metric Tons

Berth Name LB #121 Berth Type T Jetty Berth Position 33° 45.25’ N 118°13.05’W Berth Construction Steel & Concrete Berth Operator Marathon Dock Water Density (Salt / Brackish / Fresh) Salt Type of Bottom (Sand, Mud, Rock etc.) Mud Maximum Allowable Wind Speed During Operations ****35 knots Minimum water depth in approaches at Chart Datum 76’ Minimum required Port/Terminal Under Keel Clearance in Approaches 10% of draft Minimum water depth alongside berth at Chart Datum(feet) 76’ Minimum required Port/Terminal Under Keel Clearance alongside 1.5% of vessel’s beam

Maximum vessel’s draft permitted alongside at MLLW **72’06” Average Tide Height basis MLLW (feet) -1.9’ Average Tide Height basis MHHW(feet) +7.2’ Maximum Summer Deadweight 441,585 MT Minimum Summer Deadweight 59,000 MT Maximum Displacement 509,484MT Minimum Displacement 71,000 MT Maximum V/l Length Overall(feet) 1247’ Minimum V/l Length Overall(feet) 700’ Minimum Parallel body length(feet) 360’ Maximum V/l Beam(feet) 230’ Maximum V/l Bow to Manifold distance(feet) 570’ Minimum V/l Bow to Manifold distance(feet) 350’ Maximum V/l Stern to Manifold distance(feet) 560’ Minimum V/l Stern to Manifold distance(feet) 350’ Maximum allowable V/l manifold height above the water at

91.’

Minimum allowable V/l manifold height above the water at datum(feet) 12.5’ What is the Minimum required SWL of V/l’s derrick / crane. 10 tons Maximum clearance between MHWS and any overhead obstructions (Bridges / Cables)

N/A

Names of Cargo Suppliers / Receivers Marathon/Valero/Phillips 66 Types of oils, Oil products, Gases, Chemicals handled at the berth. Crude Oil, Bunkers Number and size of Shore Arms 4 x 16” cargo, 1 x 8” bunker

Cargo Arm Spacing(feet) 13’ Insulating Flange Yes Expected Discharge Rate 65,000 bph Maximum Rate per Cargo Arm 27,000 bph (4285 m3/hr) Maximum Discharge Pressure 150 PSI


Maximum Cargo Temperature 140 degrees F. Manifold Position normally used (Port, Starboard, Stern) Port Is Berth fitted with a Vapor Recovery System No Are Ballast / Slop facilities available at the berth. If so, what is maximum quantity ballast/slops that can be accepted by the

No

Terminal Contact Name: - Dean Castillo Telephone Number: - +1-562-499-3360 Fax Number: - +1-562-499-2300 General e-mail address – [email protected] Marathon Port Captain Telephone Number: Mob. Fax e-mail

Captain Thomas MacKrell +1-562-499-3309 +1-949-395-0859 +1-562-499-2300

[email protected]

Fuel Oil Bunkers available ex-berth No Fuel Oil Bunkers available ex-barge At Anchor Diesel Oil Bunkers available ex-berth No Diesel Oil Bunkers available ex-barge At Anchor Fresh Water available ex-berth Yes Fresh Water available ex-barge At Anchor Mooring Hooks (Dock) 150 tons SWL

3 on each side of Loading Platform for Spring Lines

Mooring Hooks (Shore) 150 tons SWL

9 North of dock, 9 South of Dock for Head, Breast and Stern Lines

Breasting Fenders Four – 1761 Ft-Kips @ 55% compression

• Maximum elevation of gangway = 85’ • **If the vessel will arrive with a draft in excess of 55’00” it must be evaluated by

the Protide UKC program to ensure a safe transit is possible. Ships with a draft up to 69’ 00” will be considered on a case by case basis with approval by Marathon Marine, USCG and the Jacobsen Pilots (See Appendix 4)

• ****MOTEMS Terminal Operating Limits are available in the Terminal Control Room (Marine Terminal Operations Manual)

• No berthing operation will take place with wind velocity greater than 38 knots • Berthing is not allowed at an approach angle greater than 6 degrees.

APPLICATION FOR ANY VARIANCE TO THE ABOVE CRITERIA MUST BE C LEARED THROUGH THE TERMINAL, PILOTS, AND THE UNITED STATES COAST GUARD

LB #121 is permitted for discharging of crude oil tankers only. The operating permit for the berth restricts vessel emissions which are calculated and monitored each month. California Law requires the use of low sulfur fuel while alongside.


TIDES AND CURRENTS

TIDES The diurnal range of tide is about 5.4 feet for both harbors with a range of 9 feet during extreme tides.

CURRENTS The tidal currents follow the axis of the channels and rarely exceed one knot.

EMERGENCY PROCEDURES

The Terminals alarms are as follows:

1. “SHUTDOWN, SHUTDOWN, SHUTDOWN” via two-way radio contact 2. Voice contact 3. Prolonged blast on an air horn by Person in Charge

In the event of a fire or spill aboard your vessel, secure all operations and immediately notify the Person in Charge by radio. If unable to make contact, sound a continuous prolonged blast on the whistle and general alarm. In case of any emergency, oil transfer operations are to be stopped immediately and hoses or arms drained and blocked in. Necessary notifications must be made. Emergency Response is to be mounted by the vessel per their procedures and by the Terminal per Dock Operations Manual Section 6. The shoreside evacuation plan is contained in Appendix 4 of this manual. In all Cases – Personnel Safety is the first priority. Oil Spills – Sound Alarm Terminate transfer operations. Eliminate source of spill. Drain lines and Loading arms into containment systems. Make external and internal notifications. Respond per Facility/Vessel Response Plan. Fire/ Explosion – Sound Alarm - Follow Fire Alarm Procedures. Terminate transfer operations. Eliminate fire source if possible. Make external and internal notifications. Prepare to vacate the berth


Personnel Injury – Terminate transfer operations If prudent, remove injured party to a safe location. Get medical assistance to the injured person(s). Make external and internal notifications. Severe Weather Conditions – Terminate transfer operations. Secure transfer valves. Disconnect cargo arms. Prepare to vacate the berth.

Terrorist Activity – Terminate transfer operations. Secure the area. Follow Security Guidelines per LAR Marine Security Guidelines for Waterfront facilities. Make external and internal notification Prepare to vacate the berth Evacuation Routes Evacuation Route Plans are displayed on the berths, along the security pathway, and on the side of the Terminal Office building (See Appendix 5) IT IS ESSENTIAL THAT EMERGENCY SIGNALS ARE FULLY AND CLEARLY UNDERSTOOD BY ALL PARTIES.

PERTINENT INFORMATION

WEATHER: Harbor fog is most likely to occur in April and again from September through January, when visibility can be less than 0.5 mile for about 7-10 days a month. Radiation fog is the predominate type of fog and is present mostly in the late evening and early morning. During August through April on an average of 3 – 8 days a month the visibility can drop to less than 0.5 miles along the shore line with the worst fog in December. Winds are strongest in the fall and winter months when the Santa Ana winds blow. The Santa Ana wind is a strong offshore desert wind and although infrequent, can be violent. It generally takes place when a strong high–pressure system sits over the plateau region of California and generates a North-easterly to Easterly flow over Southern California. There is very little indication of an impending Santa Ana. The Santa Ana wind may come at any time of day and can be reinforced by an early morning land breeze or weakened by an afternoon sea breeze. Winter storms can produce strong winds over San Pedro Bay, particularly from a South-westerly through North-westerly directions. Winds of 17 knots or greater occur about 1-2% of the time from November through May. South-westerly through Westerly winds begin to prevail in the spring and last into early fall. Attention is drawn to Weather Restrictions specified under Terminal Specific Regulations at the end of this part, detailing shutdown and disconnection requirements with respect to weather.


Following are the wind restriction guidelines for vessels alongside Long Beach Berth 121: 35 Knots (40 MPH) – Sustained wind (gusts lasting 30 seconds or longer): Suspend product movement. 40 Knots (46 MPH) – UPPER LIMIT-Sustained wind (gusts lasting 30 seconds or longer): Drain and disconnect loading arms. NOTE: When the UPPER LIMIT has been reached and loading arms have been disconnected, the vessel should be prepared to vacate the berth and/or have tugs standing by to assist. The vessel’s Master should order tugs and Pilot in good time, as deemed necessary. The Terminal and Master may allow a deviation from the above limits based on mutual agreement and subject to an assessment of current and forecast weather on the ability to conduct safe docking operations. (e.g. onshore wind blowing vessel onto the berth, etc.) COMMUNICATIONS PRIOR TO ARRIVAL

Marathon Marine must be notified of a vessel’s ETA 72 hours prior to arrival. No vessel will be allowed to berth without prior clearance. Clearance will not be granted until the Pre-Berthing Questionnaire has been received and approved. A copy of the vessel’s valid Vapor Tightness Certificate is to be provided along with the Pre-Berthing Questionnaire.

Terminal Pre-Berthing Questionnaire - 72 hrs prior to arrival the questionnaire must be received by the terminal. Vessels will not be allowed to berth until given clearance by the terminal. Any changes to equipment or notable changes to O2 and H2S readings shall be communicated ASAP or 24 hours prior to arrival. This information must be e-mailed to: [email protected]

Vessel Crew and Visitors List – Names of joining/departing crew, technicians, etc. must be provided to the Terminal 48 hours prior to arrival.

Pre-berthing Requirements

Prior to berthing, the ship must make all necessary arrangements to facilitate prompt mooring alongside the dock, cargo inspection, and commencement of cargo operations. The deck area shall be secured to prevent pollution of harbor waters. Anchors shall be cleared and made ready for use. The proper sized presentation flanges are to be in place on arrival. Firefighting equipment and safety measures shall be in place and ready for instant emergency deployment, as required by the state regulations.

COMMUNICATIONS AT BERTH All vessels alongside the terminal shall have, at all times, at least one person on duty that speaks

and readily understands the English language. At the pre-transfer conference, ship and shore representatives shall establish a communication

system, which will cover all requirements of information exchange for cargo start-up, flow rates,


quantities, and shutdowns. The ship cargo officer designated as the ‘person-in-charge’ of liquid transfer shall co-ordinate all ship/shore activities through the Berth Operator. In the event of an emergency, the Terminal monitors a VHF radio in addition to the frequency on the handheld unit provided to the vessel. The ship’s cargo officer and the terminal representative should agree on a common VHF channel as a backup.

This radio MUST be carried at all times by the PIC and checked once each hour to be sure it is in proper working order.

Transfer operations must be halted if communications are lost during any stage of the transfer or if it is determined that both parties (vessel and terminal PIC) cannot communicate effectively in the English language.

MARINE ASSURANCE ADVISOR

Marathon may place a Marine Assurance Advisor (MAA) on board your vessel during your stay at the terminal. The MAA’s duties shall include and not be limited to conducting a ship inspection during the transfer, facilitating communications, monitoring all cargo evolutions, and notifying the vessel of discrepancies found. If unsatisfactory conditions are found during the boarding they will be discussed with the Master or his designate and an attempt to rectify them shall be made. If conditions are such that people, the environment, the vessel, or the terminal are in danger then cargo operations must be suspended until the discrepancies are corrected.

INFORMATION ON VESSEL To facilitate pre-transfer formalities, the vessel should have the following documentation readily

available on arrival: Ship’s load port ullages Amount of residues/slops on board at load port. Isolated slops not mixed with cargo may be

sampled. Terminal approval is required prior to any slops discharge. Copy of the Crew List Previous Cargo List Vapor Recovery Manual, including PV Valve settings and pressure drop for normal rates, if

applicable. Oil transfer procedure for that operation at the terminal. Cargo plan

Other relevant information should be readily available, such as tank cleaning records and vessel experience factor (VEF).

TERMINAL MANNING Operations are monitored and controlled from the Terminal Office building located adjacent to the

main gate. A Dock Operator / TPIC- Terminal Person In Charge is on duty for each vessel being handled at the berths and is stationed in a dock shelter adjacent to the loading arms. Shift change occurs twice a day at 0600 and 1800.

VESSEL MANNING

A sufficient number of personnel must remain on board the vessel at all times to deal with any emergency. The vessel must have a sufficient number of people onboard to be able to move the vessel under its own power on a short notice.


The Person in Charge (PIC) must be familiar with all operations of the cargo system and trained to respond in the event of an emergency. The PIC must be fluent in English and able to communicate over the radio with the TPIC. During Crude Oil Washing (COW) operations, the designated PIC must be certified for COW operations and Inert Gas (IG) operations. A continuous watch on deck must be maintained while the ship is alongside the berth.

Ships are always to comply with their Oil Transfer Procedures and at a minimum have 1 officer (PIC) + 2 crewmembers on watch .

The watch schedule for tank vessel personnel should be arranged to minimise fatigue and the

maximum working hours established by the USCG for US flag vessels should be adhered to by all vessels.

Watch handover involving the person-in-charge should be scheduled so as not to take place during critical phases of the transfer operation, such as within 30 minutes of the final topping-off of the vessel.

GENERAL SAFETY PRECAUTIONS No craft may come alongside without permission of a Marathon Marine representative. SMOKING Smoking is strictly prohibited on vessels alongside except in specifically designated smoking

areas. Smoking in the terminal is not permitted. All Marathon facilities are non-smoking facilities. Designated smoking areas should be conspicuously marked, MUST be segregated from the

weather deck of the vessel by at least two doors, and shall be identified and noted in the Declaration of Inspection.

PROTECTIVE CLOTHING AND EQUIPMENT

All agents, vendors and persons conducting business with ships at Marathon Marine Terminals are recommended to comply with a minimum dress code that consists of: Long pants Long sleeved shirt Hard hat Safety shoes or boots with steel toe cap (sandals or similar footwear is prohibited)

Persons not in compliance with the recommended PPE above are required to stay within the dedicated PPE free zone while transiting to and from the vessel. Cellular phones/pagers/radios must be turned off while on the dock and on-board vessels, (unless intrinsically safe). There may be other rules in effect at the terminal or ship imposed by local or Federal authorities at the time of the visit that must be complied with. Personnel engaged in vessel operations are actively encouraged to utilise PPE to the fullest during the transfer, hose handling, and mooring operations. This includes the wearing of hard hats and safety goggles. Attention must be given to the need for additional PPE when handling certain hazardous cargoes. In such circumstances, splash protective eye wear, face masks, chemical suits, rubber boots and gloves, respirators or fresh air breathing apparatus should be considered for use, as


appropriate. In addition, the USCG requires vessel personnel to wear a respirator in regulated areas when handling products containing 0.5% or more benzene by volume. Safety Zones must always be respected. Information regarding the location of all Safety Zones can be obtained from the Terminal PIC.

TUGS AND MOORING REQUIREMENTS

The Terminal provides its own personnel to handle vessel mooring lines from vessels arriving and departing from the Terminal docks. Normally there are six (6) operators in the mooring team at Berth #121. Vessel crews are requested to work closely and communicate clearly with the mooring team to ensure safe operations. When multiple lines are secured at one set of mooring hooks, the vessel is not to take a strain on any mooring lines until all lines are on the hooks and the terminal personnel are clear of the hooks. Furthermore, there is to be no working of the mooring lines while the terminal boom boat is conducting booming operations around the vessel. Vessels shall not test gear or operate the vessel’s propulsion or steering systems while the terminal boom is deployed around the vessel.

For docking and undocking at least two tugs are required for all ships regardless of size. Additional tugs may be required as per the requirements of the terminal and the Long Beach Pilots.

MOORINGS: All vessels must be securely moored alongside in accordance with the minimum mooring

requirements contained in this manual. The Master may wish to supplement these minimums with additional lines.

For vessels with constant tension winches, the winches shall be set on manual operation with the hand brakes securely applied. Winches shall be left disengaged and on the brake. Mooring lines shall be secured on board using the storage reel or, on vessels not equipped with reels, on bitts.

Tank vessels shall moor with a minimum of 12 winch mounted wires/ropes. The practice of securing lines on the warping drums of winches is not permitted.

It is the responsibility of the VPIC to see that the mooring lines are always kept tight . Moorings shall be properly tended throughout the vessel’s stay to prevent undue movement of the vessel. The use of “mixed mooring”, i.e. synthetic fibre ropes and steel wire ropes onto the same shore bollard, shall be avoided. Lines in the same service should be of similar material.

Any vessel coming off the dock more than 6 inches will result in the cargo being shut down until the situation is corrected or the vessel is back alongside. If the vessel moves more than 12 inches off the dock, the cargo will be shut down and the loading arms drained and disconnected until corrected.

The vessel’s watch officers must note the time of high and low tide. The officer on duty must ensure that mooring equipment is immediately available for use at all times while alongside the berth and must have sufficient crew on duty to tend the mooring equipment.

Failure to keep the lines properly tended will result in the vessel being required to shutdown cargo operations.


MOORING LINE REQUIREMENTS Vessels 59,050 MT SDWT to 70,000 MT SDWT

• Vessel must have 12 mooring wires/ropes winch mounted capable of mooring in a 2-2-2 pattern without the use of a mixed mooring. All mooring wires/ropes must have a BS that meets or exceeds 50.35 MT.

Vessels 70,001 MT SDWT to 116,000 MT SDWT • Vessel must have 12 mooring wires/ropes winch mounted capable of mooring in a 2-2-2 pattern

without the use of a mixed mooring. All mooring wires/ropes must have a BS that meets or exceeds 63.05 MT.

Vessels 116,001 MT SDWT to 160,000 MT SDWT • Vessel must have 14 mooring wires/ropes, 12 of which to be winch mounted, capable of

mooring in a 2-3-2 or 3-2-2 pattern without the use of a mixed mooring. All mooring wires/ropes must have a BS that meets or exceeds 64.86 MT.






mooring in a 3-3-2 pattern without the use of a mixed mooring. All mooring wires/ropes must have a BS that meets or exceeds 102.97 MT.

NOTE: A mooring line diagram will be emailed to each vessel by Marathon Marine upon receipt of the vessel’s 72-hour Pre-Arrival Questionnaire.

PROVISIONS & STORES

A 5-ton capacity stores crane with a 50-foot (15.2m) reach is mounted on the top of the access tower, which is located on the south breasting dolphin. Only personnel certified by the terminal are approved to operate the crane. No personnel will be provided by the terminal for the purpose of handling stores or provisions. No stores may be loaded within two hours of the start or end of any cargo transfer operations.

Two third party contractors are approved to deliver stores to vessels at berth #121:

* SoCal Ship Services – 310-519-8411 * US Port Services – 310-628-8065


ACCESS TO THE VESSEL The access Tower is a free-standing permanent structure located on the south breasting dolphin. The tower has four operating levels from which personnel may access the ship using the tower self-aligning gangway. The range of the gangway is from 7.5 feet to 85.0 feet above MLLW. When the access tower gangway is in “automatic align” mode, an alarm signal will sound 30 seconds prior to the gangway moving up or down to the next safe level. All personnel must stay clear of the gangway when the alarm is sounding.

CARGO CONNECTIONS Reducer spools shall be made from steel or nodular iron. Alloy (Aluminium) or cast spools are

not acceptable. No more than 1 spool piece or reducer shall be connected between the loading arm and the ship’s manifold.

A ship’s officer shall be present at the manifold to supervise the connection and disconnection of the loading arms.

The use of soft hose run-arounds is not permitted. All run-arounds must be of steel construction. Draining of cargo arms or hoses after the completion of transfer operations must be into the

vessels tanks, draining into the open trough is not permitted. The use of compressed air for clearing cargo arms is not permitted at any time. In all cases, the points of connection between the vessel’s manifold and the cargo transfer arm

must be completely over the manifold containment or drip tray. All flanged connections must be fully bolted with a bolt in every hole. The loading arm must be blanked as soon as it is disconnected from the manifold. Manifold

connections not in use are to be kept blanked and fully bolted with a bolt in every hole with blind flanges and gaskets.

The ship shall be fitted with a drain pan system extending throughout the fore & aft length of the manifold arrangement. In no case shall the ship/shore connection be made beyond the confines of the vessel’s permanent containment structure.

The drain system must have sufficient capacity to handle all residual oil from the cargo arm(s). The drain system shall be fitted with a discharge line connected to a containment tank. Drain line capacity must be sufficient to completely and promptly drain the pan.

DISCHARGING

Berth 121 is equipped with a total of four 16” Chiksan Loading arms for the discharge of crude oil into a 42-inch shoreline. Vessels must not exceed a maximum discharge pressure of 150 psi. Discharge rates will vary depending on available tank inventory and the specific line-up.

In order to maintain cargo measurement accuracy, vessels loading or discharging must operate within the design configuration of the Terminal metering system.

Required flow rates are: Y Minimum: 16 inch arm = 4,000 bph per arm

Note: Maximum overall discharge rate assigned to the terminal by the SCAQMD is 85,700 bph.

In order to ensure that there is not a major difference between ship and shore transfer receipts, at two (2) hour intervals, both ship and shore will compare transfer quantities. If there is a difference between the reported quantities greater than 10% the transfer shall be stopped until the difference has been reconciled.


Vessels unable to comply with Terminal performance standards in regards to the maximum and minimum flow rates will be issued a letter of protest. If the situation cannot be resolved, the vessel may be removed from the Terminal.

SLOPS

Slops will not be received without prior terminal approval. CARGO TANK BALLASTING ALONGSIDE

"Vessels are not allowed to open any cargo system sea suction for any reason without written permission from the Marathon Port Captain or Marine Operations Supervisor. The Marathon Port Captain must obtain permission from the Marathon Corporate Management prior to giving written permission to the vessel."

FUEL AND WATER Bunkers are not available at Marathon Terminal #1. Vessels must ensure that enough fuel is on board to complete the full discharge/load or

risk being removed from the berth. All associated costs and delays associated with being removed from the berth for this reason will be the responsibility of the vessel’s owner.

Potable water is available at the Terminal. Request for potable water must be made 72 hours prior to arrival. There is a charge of $10.00/metric ton for potable water.

AVAILABILITY OF GARBAGE RECEPTION FACILITIES

Disposal of garbage is allowed with prior approval from the terminal. Disposal of garbage will be handled through a third-party contractor. All charges associated with the disposal of garbage will be for the vessel’s account. No garbage or refuse of any kind shall be dumped overboard. Vessel-generated domestic garbage must be collected and stored in suitable closed containers on board the vessel. Medical wastes, hazardous wastes, and foreign waste regulated by the Animal and Plant Health Inspection Service (APHIS) are to be collected, stored, and disposed of separately at the vessel’s expense.

OIL CONTAINMENT BOOM An oil containment boom will be placed completely around your vessel during all persistent oil loading or discharging operations. The oil boom will be secured around your vessel prior to loading arm/hose connection and will be removed once the loading arm/hoses are disconnected. Vessels shall notify the terminal if fouling of the boom is noted on the offshore side of the vessel.

PRE-DEPARTURE GEAR TESTS

Vessels must not test the main propulsion until the terminal personnel have disconnected the loading arms and removed the containment boom from around the vessel.

VESSEL PERFORMANCE FEEDBACK

A Terminal Feedback Report on each vessel’s performance is completed by the terminal and submitted to Marathon’s vetting team. Details within the report are held in Marathon’s vetting database for use in future vetting evaluations.


MARATHON PRINCIPLES OF OPERATION AND TENETS OF SAFE OPERATIONS.

AT ALL TIMES THERE MUST BE NO COMPROMISE ON SAFETY.

SAFETY REGULATIONS 1. RESPONSIBILITY The Master, owner, and operator are responsible for the condition of the vessel. The Master or

Person in Charge is responsible for the safe conduct of all operations onboard the vessel while alongside the dock.

2. COMPLIANCE WITH DOCK REGULATIONS

Every deck officer prior to assuming the watch, shall read and comply with these regulations. Vessels that do not comply with these rules may be required to immediately disconnect and vacate the berth. All costs incurred for this will be charged to the vessel.

3. FIRE PRECAUTIONS Portable dry powder fire extinguishers shall be placed for use near the vessel’s manifold. On

vessels fitted with fixed monitors, two monitors shall be pointed towards the manifold. All other fixed monitors shall be in the ready position and available for use. All vessels with fixed fire


fighting systems shall have two fire hoses laid out and ready for use near the manifold. A copy of the vessel’s Safety and Fire-fighting Plan should be located outside the accommodation in a watertight container. The International Ship Shore Fire Connection should be rigged and ready for immediate

use. The ship’s fire pumps shall be available for immediate use at all times. The terminal does not require the rigging of emergency towing off wires forward

and aft. (See Appendix 1) All exterior doors and portholes must always remain sealed and closed during cargo

transfer operations. The transfer of cargo and ballast must be stopped on the near approach of electrical

storms or when lightening appears in close vicinity. Only Intrinsically Safe electronic devices of an approved type are allowed, i.e. pagers

and cell phone are prohibited unless intrinsically safe.

4. LIGHTING There must be adequate lighting on deck for safe operations.

All lighting must be of an approved type. This includes deck lights, portable lights, and flashlights. Portable equipment connected to an electrical source must not be used in the cargo area of the vessel while alongside the dock.

5. VESSEL REPAIR AND INSPECTIONS

Service, repair and inspections by vendors, including ABS, DNV, USCG COC exams, Flag State, etc, will not be allowed at Berth 121. Visitor lists will be carefully reviewed. If the repair is an emergency, access and work might be allowed on a very limited basis after reviewing a detailed work scope and hazard analysis (see Appendix 2). Testing and servicing of safety equipment should not be planned to take place at a Marathon terminal. Vessels must always be prepared for any type of emergency and always remain in compliance with Class, Vessel Fire and Safety plan, Flag, Local and Federal requirements. Such operations place a strain on the crew, making it very difficult to remain in compliance with strict work hour and rest regulations. Repair work that disables a vessel’s ability to leave the dock is not permitted. Exceptions will only be made with the approval of the Marathon Marine Department, USCG and California State Lands. Vessels must comply with California Code of Regulations Title 2, Division 3, Chapter 1 Article 5 Marine Terminals, section 2340 subsection (C) 28 (A and B)

(A) The tank vessel's boiler, main engines, steering machinery and other equipment essential for maneuvering are 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 tank vessel can be moved away from the berth within 30 minutes."


Hot work: Emergency repairs involving hot work and welding shall not take place without the prior

written permission of the U.S. Coast Guard, Long Beach Fire Department, and the Marathon Marine Department.

The use of power-driven or manually-operated tools capable of producing sparks are prohibited while alongside the terminal. No chipping or other activities likely to produce sparks shall be permitted. Spray painting on deck or other activities likely to cause damage to the environment due to local winds carrying paint or other chemicals over the surface of the water or wharf is not permitted.

6. INERT GAS

All vessels arriving at the Terminal shall be fitted with a cargo tank Inert Gas system. The system must be fully operational and in compliance with IMO (SOLAS) standards. THE SHIP IS REQUIRED TO ADVISE THE TERMINAL ANY TIME THAT THE INERT GAS SYSTEM FAILS TO MEET REGULATORY REQUIREMENTS. The ship’s designated ‘Person-in-charge’ of liquid transfer must confirm that all cargo spaces are fully inerted and the oxygen content of these spaces is 8% (by volume) or less. The Terminal shall have the right to monitor the oxygen content of randomly selected cargo spaces. The ship shall make these tanks available and conduct the sampling upon request. All cargo spaces shall be fitted with interlocking sampling points that allow pressure monitoring, O2 testing, and cargo sampling without loss of gas pressure or any hydrocarbon emissions. The Terminal shall have the right to monitor the oxygen content of the Inert Gas supply main to the tank system. If the plant is delivering gas with oxygen content greater than 5% (by volume), discharge shall be stopped and the fault immediately traced and rectified. The terminal shall have the right to require the vessel to re-sample selected cargo spaces if the situation so warrants. Inert Gas pressure in cargo spaces must be at least 4 inches wg. or 0.144 psig at all times. Purging of cargo tank spaces is not allowed at the terminal. In the event of the failure of the inert gas system to deliver the required quality and quantity, or to maintain a positive pressure in the cargo and slop tanks, action must be taken immediately to prevent any air being drawn into the tanks. All cargo operations shall be stopped, and the IG isolating valve closed. Operations will remain shut down until repairs are completed. Vessels that are unable to comply with regulatory standards established for the safe operation of an inerted system will be removed from the terminal.

7. CLOSED LOADING, DISCHARGING AND SAMPLING

All cargo must be discharged, sampled and gauged in a closed, inerted condition at all times.

8. TANK WASHING

With the exception of Crude Oil Washing (COW), tank washing of cargo tanks is not permitted alongside the dock without prior permission of the Marathon Marine Department.


9. CRUDE OIL WASHING

When crude oil washing (COW) is planned during cargo discharge, the Master must advise Marathon in the pre-arrival message. The maximum number of tanks to be Crude Oil Washed is MARPOL minimum. COW operations are not permitted without prior approval from Marathon Marine. COW operations must be carried out in line with the ISGOTT guidelines. All appropriate check lists must be completed and the terminal must be advised prior to the start of COW operations. No COW operations are permitted in tanks with an oxygen level above 8%. EVERY TANK that is to be crude oil washed must be checked to verify the O2 content is less than 8%. This must be confirmed over the radio with the TPIC prior to the start of COW.

Pre-Arrival COW Checklist The international Chamber of Shipping “Guidelines for Tank Washing with Crude Oil” are to be followed and a pre-arrival checklist with satisfactory answers is to be acknowledged in the vessel’s 72-hour ETA message. The checklist shall include answers to the following questions: Has terminal been notified? Is oxygen analyzing equipment and alarm tested and working satisfactorily? Are tanks pressurized with good quality inert gas that is less than 8% oxygen? Is the tank washing system isolated from water heater and engine room? Are all hydrant valves on tank washing line securely shut? Are all valves to fixed tank washing machines shut? Have tank cleaning lines been pressure tested to full working pressure and found free of

leaks? Does vessel require COW in excess of the MARPOL minimum?

Tank Washing Machines Only fixed tank washing machines may be used for washing.

Control of Tank Atmosphere The oxygen content of any tank must not exceed 8% by volume.

Precautions against Leakage from the Washing System Before arriving in port, the tank washing system must be pressure tested to normal working pressure and examined for leaks. During crude oil washing, the system must be kept under constant observation so that any leak can be detected immediately, and action taken to deal with it.

Excess Crude Oil Washing Crude Oil Washing in excess of the MARPOL minimum is prohibited without prior permission.

Avoidance of Oil/Water Mixtures Mixtures of crude oil and water can produce an electrically charged mist during washing much in excess of that produced by “dry” crude oil. The use of “dry” crude oil is therefore important and, before washing begins, any tank which is to be used as a source of crude oil washing fluid must be partly discharged to remove any water which has settled out during the voyage. The discharge of a layer of at least one meter in depth is necessary for this purpose. For the same reason, if the slop


tank is to be used as a source of oil for crude oil washing, it should first be completely discharged ashore and refilled with “dry” crude oil. The above operation must be discussed with the TPIC and Marathon Marine Department prior to the start-up of discharge operations

Exclusion of Cargo Oil from the Engine Room If any part of the tank washing system extends into the engine room, it must be blanked-off to prevent cargo from entering the engine room. The tank wash water heater must be blanked-off during crude oil washing to prevent oil from flowing through it.

Procedures Reference should be made to the IMO publication “Crude Oil Washing Systems” and the vessel’s approved Crude Oil Washing Operations and Equipment Manual for further detailed guidance on the procedures involved. The actual crude oil washing procedure is the responsibility of the vessel. It is necessary for personnel onboard to have a thorough understanding of crude oil washing and the person in charge shall have had prior experience or training in COW operations. A COW checklist is to be made out in duplicate prior to crude oil washing and a copy given to the TPIC.

10. ALCOHOL/DRUG POLICY Marathon does not allow any alcohol or drugs within the facility. Crew members that appear to be under the influence of alcohol or drugs; or are in possession of alcohol or drugs will be detained at the entry gate by Terminal Security. Reasonable cause for detaining crewmembers is speech, manner, behavior and/or general appearance.

The Terminal will advise the Master of detained crewmembers. However, the Terminal is not responsible for returning crewmembers to the ship or elsewhere as a result of failure to pass the alcohol test. If it is suspected that persons onboard the vessel are under the influence of alcohol or drugs, operations will be secured immediately and the appropriate parties notified.

Refer to the United States Code of Federal Regulations for additional guidance regarding alcohol use.

Terminal Security reserves the right to test crewmembers for blood alcohol content; however, it is not their responsibility. If a crewmember’s blood alcohol content is 0.04% or greater, this will be grounds for denying d access to the Terminal.

11. VENTING/STACK EMISSIONS It is Marathon’s policy that vessels fitted with inert gas must use it at all times. No tank may be

vented to the atmosphere. Soot blowing, excessive stack emissions, or sparking is prohibited. Immediate action must be taken to eliminate any of these occurrences.

All vessel crew are required to monitor their vessel’s stack emissions. Visible emissions are not allowed from anywhere on the vessel. If a vessel is smoking at the dock it will be required to


secure all cargo operations until the emissions are cleaned up. Each vessel is responsible for any penalties that may result from excessive smoking at the dock. (SCAQMD Rule 401) Upon arrival and all fast at LB #121, the vessel will be required to complete the Terminal Emissions Control Checklist. This checklist and a sample of the fuel oil to be consumed will be utilized to determine the quantity of emissions generated by the vessel during its time alongside the berth. The South Coast Air Quality Management District (SCAQMD) is closely monitoring vapor releases from tankers in the Ports of Los Angeles / Long Beach and at the inshore and offshore anchorages. It is expected that all tankers will always manage cargo tank vapor pressure to prevent fugitive emissions within the Port limits. Marine Tank Vessels are required to abide by all the procedures and rules listed in the South Coast Air Quality Management District’s Rule 1142. A copy of Rule 1142 is available through the vessel’s agent or online.

12. PRE-TRANSFER CONFERENCE Prior to the commencement of ANY cargo operations, a pre-transfer conference is to be held to

ensure that there is a complete and thorough understanding of the procedures to be followed. The designated Person-in-Charge (PIC) for both the vessel and the Terminal must discuss all aspects of the operation face-to-face. During the conference the “Declaration of Inspection” (DOI) must be completed and signed by both parties. It is important that ALL items on the DOI be filled in at this time. The initials of the Person in Charge filling out the form must verify each line. At shift change on both the vessel and the dock, the name of the new person in charge shall be filled in and all items on the DOI list must be verified as still being correct.

13. POLLUTION PREVENTION All operations are to be carried out in a manner that places the safety of the environment as a

priority. Any loss of containment requires transfer operations to be stopped immediately and the proper authorities to be notified.

The personnel on the vessel are required to make frequent inspections of the deck of the vessel, pumproom and the water around the vessel for any signs of pollution.

Prior to any cargo transfer, sea valves will be verified closed and sealed. These seals may not be removed without terminal permission.

Ballast tanks must be tested for hydrocarbon vapors and inspected for pollution before being discharged.

14. SCUPPERS/DRAINS Before any transfer of cargo, ballast, slops, or bunkers takes place the deck scuppers and drain

holes in save alls and drip trays must be suitably plugged. Oily water must be transferred to a slop tank or other suitable containment and a portable pump rigged and ready. Air-operated pumps, such as Wilden pumps, must be securely grounded to the vessel’s structure to prevent the generation of electrostatic charges. In the event of rain during the transfer of cargo, decanting of the water off the deck is permitted as long as the water is clean (no oil sheen on top), a crewmember is standing by the opened scupper plug, and the terminal is notified prior to decanting. The vessel must keep a crewmember standing by all opened scupper plugs during decanting operations until the plug is secured tightly in place.


15. OIL SPILL RESPONSE In the event of a spill, the vessel is required to cease all transfer operations, activate the OPA-90

Vessel Response Plan, and immediately notify the U.S. Coast Guard. Cargo must not be resumed until clearance is obtained from the U.S. Coast Guard and Marathon’s Marine Department.

In the event of an oil spill from the vessel, it will be the Master’s responsibility to immediately:

Stop transfer of cargo Notify the terminal of the spill Implement the Vessel Response Plan Notify his OPA-90 Qualified Individual (QI) Call California Office of Emergency Services (OES) Call the National Response Center toll free number 800-424-8802, in Washington, DC Call the U.S. Coast Guard in LA/LB, CA 310-521-3780

The Master is responsible for the appropriate clean up action. If he/she fails to take appropriate action, then the terminal will initiate clean up activities on behalf of the vessel. All clean up and damage costs incurred as a result of the vessel spill will be at the vessel’s expense and the Master may be required to post bond for these expenses prior to the sailing of the vessel. It is important for the vessel to keep Marathon informed as to their actions in the event of a spill. Marathon reserves the right to take over clean-up operations if the vessel spill response appears inadequate.

16. HYDROGEN SULFIDE (H2S) Hydrogen sulphide (H2S) may be present in significant concentrations in crude oils and refined

products such as naphtha, fuel oil, bitumen and gas oils and in the vapor spaces of tanks that have previously contained such cargoes. Vessels should be aware of the potential presence of H2S and should adopt appropriate monitoring procedures. Any exposure to concentrations above 10 ppm should not be permitted without proper respiratory protection in the form of a supplied-air self-contained breathing apparatus.

Information on the presence of H2S must be exchanged during the pre-transfer conference. The vessel owner/operator or VPIC must inform the TPIC if the previous cargo contained or was suspected to contain H2S.

Loading arm connection and disconnection with H2S

If the vessel’s cargo tank atmosphere H2S level is greater than 10 PPM or the previous vessel’s cargo tank atmosphere H2S level was greater than 10 PPM, the Cargo loading arm connections/disconnections and manifold blank removal shall be performed wearing SCBA’s by both the ship’s crew and shore side personnel.

If the H2S test results are less than 10 PPM the connection shall take place with:

Minimum of two SCBA’s standing by for immediate use. Crewmembers in the immediate area directly involved in the connection shall wear a

portable H2S gas detection meter. If a greater than 10 PPM is detected, the connection can only continue with a SCBA. All

others shall stay well clear of the manifold until a positive connection has been made.


Once a positive connection has been made and the possibility of exposure has been eliminated then the SCBA is no longer required.

Cargo Tank gauging with H2S If the vessel’s cargo tank atmosphere is greater than 10 PPM:

The inspector shall gauge only with a closed/gastight portable tape. The inspector shall wear a portable H2S alarm/Meter. A SCBA shall be available and ready for use. If the meter detects a H2S level greater than 10 PPM the inspector shall leave the area

and don an SCBA before returning to the gauge point. Cargo Tank Sampling with H2S If the vessel’s cargo tank atmosphere is greater than 10 PPM:

Cargo tank sampling will only take place with a closed/gastight sampler The inspector shall wear a portable H2S alarm/meter A SCBA shall be available and ready for use. If the meter detects an H2S level greater than 10 PPM the inspector shall leave the area

and don an SCBA before returning to the sample point. 17. ENTRY INTO ENCLOSED SPACES As a matter of general policy, any personnel entry into enclosed spaces on a vessel alongside the

terminal is prohibited. Marathon Marine may grant access until an enclosed space on a case by case basis.

CARGO TRANSFER OPERATIONS

1. CARGO TRANSFER RATES The maximum allowable transfer rates shall be established and agreed upon by the VPIC & TPIC

during the pre-transfer conference. Rates shall be established for initial discharge and when floating a shore side tank top. The terminal must be notified when there is an unexpected rate reduction due to stripping or problems with the vessels equipment.

2. CHECKS ON QUANTITIES TRANSFERRED Every hour the vessel shall provide the terminal representative with information regarding the

amount of cargo that has been discharged or loaded and the rate in bbls and bbls/hr. The terminal will provide the vessel with comparable shore figures. If the exchange of information reveals a sudden or significant difference between the terminal and vessel, operations will be stopped until a satisfactory explanation can be found.

3. BENZENE The requirements of OSHA and the USCG must be adhered to when handling benzene or

hydrocarbon mixtures containing in excess of 0.5% of benzene by volume. Vessel owners, operators and personnel on board must be familiar with all applicable regulations and adhere to them, including the requirements of 46 CFR Part 197.

In the event that airborne concentrations of benzene are likely to exceed accepted exposure limits (PEL of 1 ppm and STEL of 5 ppm) within any area, the area should be designated a ‘regulated’ area. It is the responsibility of the vessel to establish and clearly mark regulated areas with warning signs and to limit access only to authorised personnel


Ullaging and gauging should be undertaken through vapor lock valves. An approved respirator must be used at all times when exposure limits are likely to be exceeded,

for example, when sampling cargo, making or breaking cargo connections, opening a cargo tank or transferring cargo when tanks are vented at less than 12 feet above the working deck. Impervious gloves and tight-fitting goggles or a face mask shall be worn during sampling, making or breaking a cargo connection and when gauging a tank through a restricted gauging tube.

Terminal Security Policy

Security at the terminal is based upon the current MARSEC level. The current MARSEC level should be verified with the terminal during the Pre-Transfer conference.

Access to the terminal is strictly limited to terminal employees, vessel crew, vessel management personnel, government employees, approved vendors, and visitors with a valid reason for entry who have been pre- approved through the agent prior to berthing. The vessel Master is required to supply a list of crewmember names including any expected visitors/vendors at least 24 hours prior to berthing.

All Terminal rules and regulations concerning safety must be strictly adhered to. Vendors/visitors will not be allowed into the terminal unless they have been added on the visitor gate list approved by the Master of the vessel (24 hours prior to berthing) and either hold a TWIC or are escorted by a TWIC holder.

All individuals entering the terminal property must present photo identification to the security guard before they will be allowed into the terminal. Examples of acceptable photo identification include passport, government issued ID, Company ID or other official document. Visitors must follow the orange line to and from the front gate or vessel alongside the berth.

All areas within the Terminal perimeter are off-limits to non-employees except for the south trestle access road. Vehicle access to the Terminal is strictly limited and under the jurisdiction of the Terminal Team Lead. Crew and visitors must follow the PPE Free Zone marked on the pavement. Taxis are not allowed inside the Terminal.


APPENDIX 1


APPENDIX 2

Marathon Repair and Inspection Request

Class Inspections and USCG COC/COI inspections will not be allowed at Marathon Long Beach Terminals. Vetting inspections are permitted at Marathon Long Beach Terminals. Repair, Safety and Fire equipment inspections will be allowed on a case by case basis. This form is designed to aid in that determination. Vessels must be prepared for any type of emergency and remain in compliance with Class, Flag, Local, Federal, and Vessel Fire Safety plan requirements at all times. Work/rest hour requirements shall not be compromised as a result of the work performed in this request. In the event that numerous repairs or inspections are requested a separate form will be required for each request. Description of the work to be performed: Will hot work be required? What will be the “vessel” manpower requirement for this request? Will any machinery be affected?

Will the work in any way affect the vessels ability to get underway in less than 30 minutes?

Will cargo operations be affected in any way?

If Yes: How? Confirm the following conditions will be met:

• All required safety equipment will remain on station.

• Firefighting systems or any other safety system will not be disabled. • The vessel will at all times when alongside remain in compliance with the Fire & Safety plan.


APPENDIX 3

Pre-Berthing Questionnaire Marathon Long Beach Marine Terminals

The Pre-Berthing Questionnaire shall be sent to the vessel’s agent and to

[email protected] at least 72 hours prior to arrival.

(Input Answers Below) GENERAL INFORMATION

Name of Vessel Flag of Registry IMO Number Vessel Owner Vessel Operator or Charterer Summer Deadweight Vessel LOA/Beam Vessel Telephone Number (Mobile/Satellite) Vessel Email Address

ARRIVAL INFORMATION

Arrival Berth (76, 77, 78, 84A, 86 or 121) Arrival Displacement ETA at pilot station (in local time) Ship’s agent/agent contact information Draft on Arrival-FWD/MID/AFT Note: Vessels arriving B 121 with a draft exceeding 55 feet (16.77m) must submit a Protide “Arrival/Departure condition” form to [email protected].

Anticipated deep draft during cargo operations Anticipated Draft on Departure-FWD/MID/AFT Note: Vessels departing B 121 with a draft exceeding 55 feet (16.77m) must submit a Protide “Arrival/Departure condition” form to [email protected].

CARGO INFORMATION

Type of cargo and state if to be loaded or discharged API Gravity Total BBLS to be transferred during this berthing (TOV) Discharge temperature (average in Degrees Fahrenheit) Type of gauging equipment (standpipe fitting): Manufacturer and Model. Example: MMC MB, Hermetic SS1/Q1, etc.

Is MSDS for current cargo(s) onboard? Previous cargo carried in tanks to be loaded Has any water/slops/sludge been put into cargo or slop tanks since load port?

If “yes,” then please provide amount

mailto:[email protected]



MOORING DETAILS Number of mooring lines to be used for mooring

Type of mooring lines (HMPE, synthetic, or wire with pendant)

Maximum Docking Speed and Fender Impact

Masters should be aware that the impact absorption capability of the terminal fendering arrangement places limitations on docking speed and allowable wind forces as per the Terminal Handbook.

CARGO CONNECTION Flange size Number of connections Distance between connections (center to center) Cargo pumping capacity in barrels per hour @ 100 psig Total Number of Cargo Tanks For multiple products identify specific product/manifold location Maximum anticipated manifold height from waterline during cargo operations

BUNKER REQUIREMENTS

Does the vessel intend to conduct internal FO transfers while alongside the berth?

If Yes, indicate which tanks will be transferred to and from (maximum tank volume cannot exceed 85%)

Permission must be obtained from the Terminal for internal fuel transfers. Is this requirement understood?

The berth must be notified prior to the start and upon completion of all FO transfers. Transfers must be overseen by the C/E and Engineering Officer in Charge. Is this requirement understood?

Have the high-level alarms been tested, verified accurate and logged that they are in full working order?

CRUDE OIL WASHING

Request to COW? (Marpol Minimum-4 tanks maximum)

If Yes, list tanks to be Crude Oil Washed. Are all COW machines fixed installation? Has the COW system been recently pressure tested (to 1.25% of normal working pressure) and found to be in satisfactory condition?

Is there a dedicated COW slop tank that will be discharged ashore?

Are the Officers-In-Charge COW certified?

OPERATIONAL STATUS Is there any defect to the HULL, MACHINARY or EQUIPMENT which may affect the safe navigation, maneuvering, cargo operations, or constitute a hazard to public health and safety and the environment? (if YES, please explain)

Is all equipment pertaining to the NAVIGATION, MOORING &


CARGO SYSTEMS operational? (If NO, give details)

OPA 90 INFORMATION Local pollution response company (OSRO)as listed in Vessel Response Plan.

Qualified individual (QI) QI phone number Describe any other information pertinent to mooring, transfer of vessel’s stores and cargo transfer operations not previously stated.

Are there any outstanding Coast Guard deficiencies or was there a reportable event or casualty during the last sea passage? If yes, please explain.

Confirm the attached Marathon Incident Notification and Reporting Requirements have been reviewed and are understood.

HUSBANDRY OF VESSEL

Is Fresh Water delivery needed while at berth? ($10.00/MT) Is the current Terminal Handbook onboard (SEPT 2019) and is the vessel able to comply with the applicable operational requirements contained in it? If NO, please provide details.

The following is to be completed by vessels that may load or intend to load at the terminal:

COMPLETE FOR EACH TANK TO BE LOADED.

CARGO TANK

PRIOR CARGO (COMMON NAME AND TRADE DESIGNATION)

PRIOR CARGO FLASH POINT

(METHOD D56 OR D93) *

TANK CONDITION PRIOR TO LOADING**

* Only required if material is other than gasoline, gasoline blend stocks, aviation gas, jp-4 or crude oil. ** State if the tank is inerted, gas freed, crude oil washed, cleaned and purged to less than 2% hydrocarbons, or water washed and if the previous cargo vapors are present? The flash point and a copy of the source document or analysis must be provided to the terminal at least 72 hours prior to arrival.


Vessels are NEVER allowed to vent hydrocarbon vapors while alongside Marathon terminals.

INERT GAS Is the Inert gas system fully functional and capable of producing inert gas per USCG regulations throughout the cargo transfer?

Please provide CURRENT cargo tank oxygen content (%) for individual tanks. Please include Residual and Slop Tanks:

CARGO TANK O2 LEVELS Port Center Stbd

Tank Oxygen% Tank Oxygen% Tank Oxygen% Slop Residual Slop Please have a crew member available to perform an oxygen content check of the cargo tanks with a terminal representative as soon as the vessel is all fast.

INERT GAS SYSTEM Please provide Set Points and Current Pressure in the SAME UNITS of measurement

PV Set Points:

Mast riser Set Points: Current IG Pressure:

Vessels loading at Marathon Long Beach Berths 76, 77, 78 & 84A that are required to use Marine Vapor Recovery must arrive at the berth with all cargo tanks having a vapor pressure not greater than 450 mm wg.

Please provide CURRENT readings of H2S in the vapor space of the tanks:

HYDROGEN SULFIDE (H2S) CONTENT IN CARGO

Port Center Stbd Tank H2S Tank H2S Tank H2S

Slop Residual Slop Type of meter/method of testing used


NOTE - If the H2S level is 10 ppm or greater, or the last cargo discharged was 10 ppm or greater, SCBA will be required for all personnel involved with the connection at the manifold. Please have SCBA available and SCBA trained personnel at the manifold for the connection. MOORING REQUIREMENTS When multiple lines are to be secured at one set of mooring hooks, we ask that the vessel NOT take a strain on any lines until ALL lines are on the hooks and terminal personnel are away from the hooks. Furthermore, there is to be no working of the mooring lines or testing of the vessels propulsion/steering systems while the terminal boom boat is conducting operations about the vessel. DRUG AND ALCHOL POLICY Marathon facilities are drug & alcohol free. Any crew member suspected of being under the influence will be denied access to the terminal and alternate arrangements to return the crew member to the vessel after departure from the berth will be at the vessel’s cost. Escort through the terminal of individuals suspected to be under the influence is strictly prohibited.

VESSEL MUST TAKE O2 and H2S READINGS 24 HOURS PRIOR TO BERTHING, ANY NOTABLE CHANGE MUST BE REPORTED TO MARATHON.

Revised 19 March 2019

Marathon 24 HOUR INCIDENT NOTIFICATION PHONE: +1-210-626-4440

Marathon Incident Notification and Reporting Requirements for Vessels

In the event of an incident, the vessel’s Master or Technical Operator must call the Marathon Incident Notification line 210 626 4440, if calling from outside the United States +1 210 626 4440. An operator will request the vessel name, location, nature of the incident, and a contact name and number in the event you are disconnected. The Operator will then request the calling party to hold and connect you directly to the Marathon Marine Team member.

Notification must be made within 2 hours following an incident or as soon as practical

Loss of containment

• Any loss of containment of liquid hydrocarbons and/or hazardous chemicals outside of primary

containment. • Any unintended or unauthorized release of hydrocarbon vapors to the environment, e.g. cargo

vapor release inside California Air Quality Board (CARB) zone, heavy smoking from stack, etc.

Injury/Illness

• Incident resulting in injury/illness and/or medical treatment beyond first aid, man overboard, or fatality.

Vessel Operations

• Any event which causes property damage or the closure, stoppage or rerouting of traffic on a waterway or public road, e.g. fire, explosion, collision, allision, flooding and grounding, acts of nature, etc.

• Primary and/or stand-by equipment and machinery failure necessary for propulsion, steering and safe transit of the vessel, e.g. any incident required to be reported to the USCG 2692, 835, or Letter of Deviation.

• Acts of terrorism, piracy or criminal acts e.g. bomb threats, sabotage and kidnapping. • Incident that attracts or is likely to attract media attention (actual or potential). • Incident involving the vessel’s crew that negatively impacts a terminal customer. • An emergency necessitating evacuation of areas in proximity of the vessel. • Failure of any component of a vessel's mooring or towing system (ropes, wires, chain, fittings,

machinery, including anchoring systems). • Any Notice of Violation (NOV) received by the vessel from a Federal, State or local authority that

causes the vessel to stop or delay operations. • Any off-specification cargo or cargo contamination identified.

Note: Incident Investigation Reports must include a summary of the incident, the detailed investigation report, the causal factors and corrective actions The report must be submitted within 15 days to Marathon Marine Vetting, [email protected] with copy to the Marathon commercial contact for the vessel.


Dynamic Under Keel Clearance (UKC) Project

PROTIDE

Welcome to the Port of Long Beach, California Marathon Petroleum Terminal Berth 121.

Your vessel will be participating in the PROTIDE UKC Project due to the deep arrival or departure draft of greater than 16.7m (55 feet). The Long Beach pilots, Port of Long Beach, NOAA, Marathon and others have been building this project over the last several years and have been bringing in deeper ships since April of 2017. The Protide program software created by Charta Software predicts the vessels motion and under keel clearance with the prevailing sea conditions with a high degree of accuracy. Long Beach Pilots boarding your vessel offshore will have a sensitive motion sensor device known as the Portable Surveyor Box or Octopus that will be used to measure and record your vessels actual ship motion (pitch and roll) as it transits into the Long Beach harbor. The data recorded from this device will be used to compare the actual ship motion with the predicted motion coming from the PROTIDE program. We have done dozens of such transits and all with positive and accurate results. You can expect up to three Long Beach Pilots to board your vessel. One pilot will act as the conning pilot, the second pilot will be the back-up or assistant to the conning pilot and the third pilot (if required) will be the PROTIDE pilot and will monitor the PROTIDE equipment. A Marathon representative (s) may also accompany the pilots boarding. Please be ready to land the following equipment: The PROTIDE equipment in a black case (25KG/55lbs) is comprised of a Laptop and the motion sensor or Portable Surveyor Box. Up to three (3) Personal Pilot Units, each housed in an orange case which they will use to supplement your vessels bridge equipment. There will be a minimum of 4 assist tugboats: One or two tugs will act as escorts that will meet your vessel offshore after the pilot’s board; the other two tugs will be in attendance between the Long Beach Sea buoy and the breakwater harbor entrance.

────

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Marathon Petroleum Contacts _________________________

Capt. Rob McCaughey Marine Operations

[email protected] O-562-499-3363 M-949-632-0860

__________________________ Capt. Thomas Mac Krell

Port Captain [email protected]

O-562-499-3309 M-949-395-0859

Appendix # 4





Appendix #5

Documents

Terminal Regulations for Ships and Barges Long Beach, CA