SHIP DOCK

January 2019 Revision 4.0

MARINE TERMINAL INFORMATION BOOKLET

MONROE ENERGY, LLC

SHIP DOCK

This booklet is designed to provide relevant information to oil tanker ships and barges over 20,000
DWT operating at the Ship Dock of the Monroe Energy, LLC Marine Terminal at the Trainer Refinery
in Trainer, PA. This booklet supersedes any previous version of the same.
The requirements listed in this booklet are not represented as complete in every aspect of safe and
pollution-free cargo transfer operations and are not intended to relieve any vessel Master of the
responsibility to safely operate the ship.
The Master or person in charge must have adequate knowledge of these requirements and ensure
that the crew members are fully informed of the same.
The contents of this booklet are in addition to and do not supersede or replace any international,
federal, or state regulations that apply.
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TABLE OF CONTENTS
1 PRE-ARRIVAL INFORMATION ....................................................................................................... 4
2 PORT INFORMATION.................................................................................................................... 5
3 LIGHTERING OPERATIONS............................................................................................................ 9
3.1 Inside the Port Lightering................................................................................................ 9
3.2 Offshore Lightering ......................................................................................................... 11
4 TERMINAL INFORMATION ........................................................................................................... 15
4.1 Ship Dock ........................................................................................................................ 15
4.2 Shore Tanks and Lines..................................................................................................... 16
4.3 Transfer Pressures and Rates.......................................................................................... 17
4.4 Vessel Displacement and Dimensional Limitations ........................................................ 18
4.5 Tug Requirements ........................................................................................................... 20
4.6 Berthing Operations........................................................................................................ 21
4.7 Handling of Mooring Lines .............................................................................................. 21
4.8 Mooring Arrangement .................................................................................................... 21
4.9 Mooring Procedures ....................................................................................................... 22
4.10 Oil Spill Boom .................................................................................................................. 22
4.11 Ship/Shore Access ........................................................................................................... 23
4.12 Anchors ........................................................................................................................... 23
4.13 Emergency Towing Pennants (Fire Wires) ...................................................................... 23
5 PRE-TRANSFER INFORMATION .................................................................................................... 24
5.1 Pollution Prevention and Safety Advisor (PSA)............................................................... 24
5.2 Dock Personnel ............................................................................................................... 25
5.3 Communications ............................................................................................................. 25
5.4 Pre-Transfer Conference................................................................................................. 25
5.5 Cargo Gauging and Sampling .......................................................................................... 26
5.6 Cargo Arms...................................................................................................................... 27
5.7 Cargo Hoses .................................................................................................................... 27
5.8 Ship/Shore Electrical Insulation ...................................................................................... 28
6 OPERATIONAL INFORMATION AND REQUIREMENTS .................................................................. 28
6.1 Person in Charge (PIC) - Vessel ....................................................................................... 28
6.2 Working Hours and Resting Periods ............................................................................... 28
6.3 Suitability of Cargo Tanks, Pumps and Lines on Loading Vessels ................................... 28
6.4 Cargo Plan ....................................................................................................................... 28
6.5 Cargo and Ballast Transfer Equipment ........................................................................... 29
6.6 Cargo Monitoring Equipment ......................................................................................... 29
6.7 Venting Procedures and Arrangements.......................................................................... 29
6.8 Inert Gas System ............................................................................................................. 30
6.9 Cargo Pump Rooms......................................................................................................... 30
6.10 Crude Oil Washing .......................................................................................................... 31
6.11 Environmental Limits ...................................................................................................... 31

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7 SAFETY REQUIREMENTS............................................................................................................... 32
7.1 Access to the Accommodation ....................................................................................... 32
7.2 Smoking Regulations ....................................................................................................... 32
7.3 Hot Work ......................................................................................................................... 32
7.4 Tank Cleaning and Gas-Freeing Operations .................................................................... 33
7.5 Repairs ............................................................................................................................ 33
7.6 Divers .............................................................................................................................. 33
7.7 Electrical and Electronic Equipment ............................................................................... 33
7.8 Deck Lighting ................................................................................................................... 34
7.9 Cold Weather .................................................................................................................. 34
8 PREVENTION OF POLLUTION REQUIREMENTS ............................................................................ 34
8.1 Deck ................................................................................................................................ 34
8.2 Sea Chest and Overboard Valves and Lines .................................................................... 35
8.3 Ballast Procedures .......................................................................................................... 35
8.4 Engine Room Spaces ....................................................................................................... 35
8.5 Stack Emissions ............................................................................................................... 35
8.6 Garbage ........................................................................................................................... 35
9 SECURITY REQUIREMENTS ........................................................................................................... 35
9.1 Declaration of Security.................................................................................................... 35
9.2 Visitors ............................................................................................................................ 36
9.3 Technical Inspections and Audits.................................................................................... 36
9.4 Shore Leave ..................................................................................................................... 36
9.5 Photographs and Video Recording ................................................................................. 37
10 EMERGENCY PROCEDURES .......................................................................................................... 38
10.1 Terminal Contact Information ........................................................................................ 38
10.2 Emergency Signals and Shutdown Procedures ............................................................... 38
10.3 Fire Emergencies ............................................................................................................. 39
10.4 Vessel Readiness ............................................................................................................. 40
10.5 Vacating the Berth .......................................................................................................... 40
11 ENVIRONMENTAL EMERGENCIES ................................................................................................ 40
11.1 Oil Spill Response ............................................................................................................ 40
12 EMERGENCY EVACUATION .......................................................................................................... 41
13 MISCELLANEOUS INFORMATION ................................................................................................. 42
13.1 Bunkering ........................................................................................................................ 42
13.2 Loading Lubricant Oils in Bulk ......................................................................................... 42
13.3 Oil and Garbage Reception Facilities - Compliance with MARPOL Requirements ......... 43
13.4 Disposal of Cargo Slops ................................................................................................... 43
13.5 Disposal of Engine Room Residues or Bilge Water ......................................................... 44
13.6 Handling of Ship Stores or Provisions ............................................................................. 44
13.7 Wharfage Fees ................................................................................................................ 44
13.8 Fresh Water Supply ......................................................................................................... 44
13.9 Garbage Disposal ............................................................................................................ 45
14 MOORING DIAGRAM ................................................................................................................... 46

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1 PRE-ARRIVAL INFORMATION
Information Provided by the Vessels

The pre-arrival information requirements for each particular shipment shall be communicated to the
Master on the voyage orders, or via the vessel's Agent.
These may include but not be limited to the following:
Vessels Discharging Cargoes
 Estimated time of arrival (ETA) at the Pilot Station, to be updated as necessary throughout the
voyage
 Vessel sailing quantities (GSV and TCV)
 Cargo temperatures, free water and H2S levels in cargo tanks, at defined periodic intervals
throughout the voyage
 Amount of cargo to be lightered to reach specific FWEK drafts
 FWEK drafts corresponding to specific lightering volumes
 Details of any defects that could adversely affect safe operations or result on delays
 Details of cargo toxic components (H2S, Benzene, etc.) or other characteristics requiring special
attention (such as true vapor pressure) as applicable
 When carrying multiple grades, preferred or required sequence of operations
 Confirmation of AMPD Coverage
Vessels Loading Cargoes
 Estimated time of arrival (ETA) at the Pilot Station
 Expected FW draft on arrival at terminal dock
 Expected FW draft on completion of loading
 Confirmation that agreed-upon tank cleaning, purging and inerting operations have been
satisfactory completed, when applicable
 Details of any defects that could adversely affect safe operations or results on delays
 When nominated to load multiple grades, preferred or required sequence of operations

Information Provided by the Terminal

Comprehensive information on the terminal particulars, operational, safety, prevention of pollution and
security requirements, emergency procedures and other miscellaneous information is contained in this
Terminal Information Booklet.
Operational information relating to the particular shipment will normally be relayed to the Master via
the vessel's nominated Agent. This may include but not be limited to the following:
 Minimum depth at the berth, referenced to MLLW, based on the latest hydrographic survey
 Lightering instructions when applicable, including volume to be lightered, name of the lightering
vessel, rendezvous position and timing

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 Berthing instructions, including scheduled times for Pilot boarding, meeting of tugs and docking,
ship's side to the berth, number of cargo arms or hoses to be provided, etc.
 Operational instructions and/or recommendations relating to cargo heating, COW, handling of
free water, etc.
Additional operational information may be provided during the pre-transfer conference after docking.

2 PORT INFORMATION
The following port information is provided for general information purpose only. Monroe Energy LLC
makes no representation or warranty regarding the current condition, state or draft of the channel,
fairways, anchorages or approaching waterway. Masters are advised to check the latest updated
information listed on nautical charts and publications, such as Coast Pilots, Sailing Directions, Tide
Tables, etc. and seek advice on current conditions from local Agents and Pilots.

Delaware Bay and River

The Delaware Bay and the Delaware River form the boundary between the state of New Jersey on the
east and the states of Delaware and Pennsylvania on the west. The bay is an expansion of the lower part
of the Delaware River.
A Traffic Separation Scheme has been established off the entrance to Delaware Bay. The scheme is
composed of directed traffic areas (each with one-way inbound and outbound traffic lanes separated by
defined separation zones), a precautionary area, and a pilot boarding area.
 The Five Fathom Bank to Cape Henlopen Traffic Lane (Eastern Approach) provides a way into the
Delaware Bay on a 268-degree course. Reported depths are 39 feet or greater.
 The Delaware to Cape Henlopen Traffic Lane (Southeastern Approach) provides a way into the
Delaware Bay on a 322-degree course. Reported depths are 58 feet or greater. Vessels with a
draft exceeding 34 feet are recommended to use this sea lane.
 A two-way traffic route is provided offshore Cape May. This is intended for use by tug and tow
traffic transiting to and from the northeast, in order to separate such traffic from large vessel
traffic using the separation scheme.
 The precautionary area for Delaware Bay entrance is inscribed by part of a circle with a radius of
8 miles centered on Harbor of Refuge Light (38°48'52"N - 75°05'33"W) and extending from off
Cape May Point to the shore south of Cape Henlopen with the traffic lanes fanning out from the
circumference of the circle. The pilot boarding area is about 2.5 miles southeastward of Cape
Henlopen, in the vicinity of Racon Buoy CH.
State Pilotage on the Delaware Bay and River is compulsory for all foreign vessels and for US vessels
under register engaged in the foreign trade. Federal Pilotage is required for all US vessels in the
coastwise trade. State and Federal pilot services are provided by the Pilots’ Association for the Bay and
River Delaware. Federal Pilots are provided by Interport Pilots Agency, Inc.

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Vessels arriving at the Delaware Bay entrance are advised to contact the Pilot traffic tower on VHF
channel 14 when they enter the Traffic Separation Schemes. Vessels transiting outbound are requested
to contact the traffic tower when passing the Brown Shoal, or the A buoy if sailing from Big Stone Beach
anchorage.
US-flag vessels that are using Interport Pilots should contact Delaware Bay Launch on VHF channels 16
or 9 approximately one hour prior to the expected time of arrival to the pilot station.

Vessel Communications and Reporting

The Maritime Exchange for the Delaware River & Bay, in conjunction with the Pilot’s Association,
operates a Vessel Traffic Information System (VTIS). It is recommended that all vessels report their
position and status to the Maritime Exchange over VHF channel 14 in the following situations:
 When anchoring
 When getting underway
 When arriving at Marcus Hook
 When making fast to the dock
It is important to stand by on VHF channels 14 and 16 at all times. If your vessel is equipped with AIS, it
should always be turned on while the ship is underway or at anchor. VHF channel 13 is used for bridge-
to-bridge navigation communications.

Draft Restrictions

The maximum salt water draft for entrance into Delaware Bay and Big Stone Beach anchorage is 55 feet.
The maximum fresh water draft for river transit from the sea to the terminal is 40 feet.
 Vessels with fresh water drafts of 32’ 06” (9.90 m) or less may transit on any stage of the tide.
 The following vessels must transit during the flood current:
 All vessels with a fresh water draft exceeding 37 feet (11.28 m)
 Panamax and larger vessels with a fresh water draft exceeding 35.5 feet (10.82 m)
 Vessels outbound from the terminal, having a fresh water draft between 37 and 40 feet should
arrange to sail 2 hours after low water.

Tides and Currents

The tides on the Delaware River are semi-diurnal, with a twice-daily tidal shift of about 6 feet.
The maximum current velocities are about 1.8 knots in Delaware Bay entrance, 2.5 knots at Reedy
Island, 2.3 knots at Pea Patch Island, and 1.7 knots at Marcus Hook anchorage.
Actual tidal levels and currents may vary from predicted heights due to high winds, barometric pressure,
and other atmospheric conditions. Strong northwesterly winds may result in lower than predicted low
tides. Strong easterly or southeasterly winds sometimes cause higher than predicted high tides.

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The National Ocean Service operates a real-time oceanographic data system called PORTS (Physical
Oceanographic Real-Time System). Actual tidal heights and other data can be determined for several
points in the Delaware Bay and River at: http://tidesandcurrents.noaa.gov/ports/index.shtml?port=db

Big Stone Beach Anchorage (Anchorage A)

Lightering at the Delaware Bay is carried out at the Big Stone Beach anchorage (Anchorage A).
This anchorage area is 8.6 miles long and 1.3 miles wide and extends approximately parallel to the
Brandywine Range SW from the Brown Shoal.
The anchorage is bounded by a line connecting the following points:
38 54.0 N 75 08.0 W
39 01.4 N 75 13.4 W
39 00.8 N 75 14.9 W
38 53.4 N 75 09.4 W

Delaware River Transit

The distance from the Pilot Station to the Brown Shoals Racon light is approximately 9.8 miles.
The Delaware Bay and River channel extends approximately 63 miles from the Brown Shoals Racon light
to the Marcus Hook anchorage.
The approximate distances in nautical miles for the Delaware Bay and River channel ranges are:
Brandywine 10.5
Miah Maull 7.0
Elbow of Cross Ledge 3.4
Liston 18.0
Baker 1.7
Reedy Island 4.3
New Castle 4.3
Bulkhead Bar 0.5
Deepwater Point 3.7
Cherry Island 4.3
Bellevue 3.3
Marcus Hook 2.0 Up to the meeting-of-tugs position
The channel widths are:
 1,000 feet up to Liston range
 800 feet from Liston range to Marcus Hook
Vessels normally transit the channel from the Brown Shoals light to the Marcus Hook anchorage in
approximately 5.5 hours at an average speed of about 11.5 knots.
The high tide at Marcus Hook occurs approximately 3.4 hours after the high tide at Brandywine.

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Deep-draft tankers transit the channel on a rising tide. On average, deep-draft vessels calling at the
terminal start the transit of the channel at Brown Shoals light approximately as follows:
 2.2 hours after the low tide at Brandywine
 7.5 hours before the high tide at Marcus Hook
The tidal current lags about 2 hours after the tide. Thus, at the start of the channel transit (about two
hours into the rising tide) the current is either at the end of the ebbing, slacking, or beginning to flow.
These vessels arrive at Marcus Hook approximately 2.0 hours before the high tide at this location.

Bridges Vertical Clearances

The vertical clearances for the Delaware River bridges are as follows:
Bridge Downriver from the Terminal: Vertical Clearance
Delaware Memorial Bridge  175 feet for the middle 1,500 feet of the span
 188 feet for the middle 800 feet of the span
Bridges Upriver from the Terminal: Vertical Clearance
Commodore Barry Bridge  181 feet
 190 feet for the middle 822 feet of the span
Walt Whitman Bridge  139 feet
 150 feet at the center of the span
Benjamin Franklin Bridge  128 feet
 135 feet for the middle 800 feet of the span

Docking Pilot

When calling at the Monroe Energy dock, the River Pilot will be relieved by a Docking Pilot, either at the
upper end of Bellevue Range or at the beginning of the Marcus Hook range. The Docking Pilot will board
the vessel from one of the assisting tugs. The assisting tugs work in the following VHF marine channels:
McAllister tugs ..................... VHF channel 10
Moran tugs .......................... VHF channel 12
Wilmington tugs .................. VHF channel 74

Marcus Hook Anchorage (No.7)

The Marcus Hook anchorage is located across the terminal’s dock, on the southeast side of the main
ship channel, and may be used for ships having fresh water drafts up to 40 feet.
The anchorage is bounded by a line connecting the following points:
39 49.3 N 75 22.8 W
39 48.7 N 75 23.3 W
39 47.8 N 75 25.0 W
39 47.7 N 75 26.0 W
Vessels are not allowed to remain at the anchorage more than 48 hours without permission from the
USCG Captain of the Port (COTP) of Philadelphia.

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Mantua Creek Anchorage (No.9)

The Mantua Creek anchorage may be used by vessels under 700 feet (213 m) in length and 37 feet
(11.28 m) in draft. Vessels are requested to anchor in sections A or C whenever there is sufficient room,
as sections B and D are used for maneuvering when docking and undocking vessels at the adjacent
docks.

3 LIGHTERING OPERATIONS
Deep-draft vessels will be required to lighter prior to arriving at the terminal dock.
 Vessels with a draft in excess of 55 feet (SWEK) must lighter offshore
 Vessels with a draft in excess of 40 feet (FWEK) must lighter before transiting the Delaware
River, either offshore or at Big Stone Beach anchorage
 Vessels with a draft less than 40 feet (FWEK) may lighter at Marcus Hook anchorage

3.1 Inside the Port Lightering

Lightering at Delaware Bay

Lightering operations at Big Stone Beach anchorage in the Delaware Bay are carried out exclusively by
OSG. These operations normally will be carried out by the following ATB (Articulated Tug and Barge):
 Barge OSG 350 operating with tug OSG Vision
 Barge OSG 351 operating with tug OSG Horizon
These barges have the following characteristics:
LOA 200.6 m
LOA with tug 215.0 m
Beam 32.0 m
BCM 97.0 m
SCM 103.6 m

SDWT 57,167 MT OSG 350

57,433 MT OSG 351
Freeboard 3.32 m SDWT
5.20 m Ballast

Cargo capacity 53,400 m3

Maximum loading rate 11,129 m3/h or 70,000 bph
Cargo manifolds 3 x 18”
Cargo hoses 2 x 12”
Vapor manifolds 2 x 16”
Vapor hose 1 x 16”
Mooring ropes on drums 12 x 33 mm x 83.5 T - Dyneema

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 The OSG 351 has Yokohama fenders on the starboard side and will always moor on the port side
of the ship-to-be-lightered.
 The OSG 350 has Yokohama fenders on both sides and will normally moor on the starboard side
of the ship-to-be-lightered.
A Lightering Advisor from OSG will attend on board your vessel during the STS operations for the
purpose of:
 Facilitating clear communications between the ship-to-be-lightered (STBL) and the lightering
vessel (LV)
 Working in conjunction with the STBL’s PIC to ready the vessel prior to the LV coming alongside
 Fostering awareness and understanding of the operation by all parties concerned
 Stopping operations if an unsafe practice or condition occurs
 Supervising the connection and disconnection of hoses, and monitoring the mooring
arrangement throughout the transfer
The Lightering Advisor will not act as Lightering Master, Mooring Master, or Pilot.
OSG will contact the Owner/Operator of the STBL prior to arrival to obtain information about the
vessel’s particulars, operating capabilities, mooring arrangements and maneuvering characteristics, and
will provide a plan for the proposed operation.

Vapor Balancing

Vapor balancing shall be conducted for all lightering operations at the Delaware Bay, in accordance with
the requirements of the State of Delaware.
The vapor balancing requirement may be waived under certain circumstances; however, Monroe Energy
is committed to full participation on the program, and our vetting process is designed to ensure that any
vessel carrying crude oil for the terminal is suitably equipped and that the crew will be capable of
conducting this operation.
The Lightering Advisor will verify that the STBL is adequately certified and equipped for vapor balancing
operations and will complete the vapor-balancing worksheet, including agreed-to maximum and
minimum pressures and other relevant data, in conjunction with the STBL’s PIC.
Prior to the transfer:
 The vapor hose and pipelines must be drained free of water.
 The oxygen content in the cargo tanks in both vessels must be below 5% by volume.
 The vapor hose shall be purged with inert gas (usually from the LV into the STBL).
 The IGS on the STBL shall be put on stand-by mode with the deck isolating valve closed.
During the transfer:
 The vapor manifold on the STBL shall remain closed until after the cargo transfer has started and
the vapor pressure in the LV is higher than the pressure in the STBL.

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 The vapor pressure must be monitored throughout the transfer.

 If the pressure differential between the vessels exceeds the agreed operating range, the
cargo transfer will be stopped to determine the cause and implement corrective actions.
 If the vapor pressure reaches the minimum agreed level, the cargo transfer will be stopped
to allow for inert gas to be added to the system, either by the LV or the STBL.
 If the vapor pressure reaches the maximum agreed level, the STBL will be required to vent
cargo tank vapors via the mast riser as necessary to reduce the pressure.
The above vapor balancing procedures are intended for general information purpose. Different specific
operational procedures may be agreed upon by the PICs on the vessels conducting the transfer on the
advice of the Lightering Coordinator.

Lightering At Marcus Hook Anchorage

Vessels with a FW draft less than 40 feet will be able to transit upriver and would be able to lighter at
the Marcus Hook anchorage (Anchorage 7).
Lightering operations at Marcus Hook may be carried out by any US registered vessel and do not require
vapor balancing.

Miscellaneous

 No COW or stripping of cargo tanks shall be conducted during lightering operations, unless
specifically authorized.
 The STBL shall be responsible for broadcasting all security calls during the offshore lightering
operation and shall exhibit the light and shapes required by COLREG Rule 27.
 Based on operational considerations and contingent to favorable weather and sea conditions
and the agreement of the Masters of the respective vessels, lightering operations may be
carried out simultaneously by two barges, one on each side of the STBL.
 The USCG COTP Sector Delaware Bay requires at least 4 hours of advance notice for all lightering
operations within Big Stone Beach anchorage. Upriver lightering operations (at Marcus Hook
Anchorage) require both 4 hours advance notification and approval by the COPT. Notifications
do not need to be updated if the anticipated time changes by less than 12 hours.
 If severe weather is forecasted, the COTP may set Port Condition Whiskey, which requirements
include the suspension of bunkering or lightering operations. In any event, lightering operations
are not permitted by the COTP when sustained winds exceed 35 knots (40 mph).

3.2 Offshore Lightering

Offshore lightering is not subject to the provisions of the Jones Act, and may be carried out by foreign-
flag vessels.
Offshore lightering operations will normally be carried out by Aframax tankers lightering Suezmax
tankers or VLCCs.

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Monroe Energy employs well-established, professional and experienced STS companies which provide
the necessary equipment for the offshore lightering, a lightering support vessel (LSV), and the services of
a Mooring Master who coordinates the ship-to-ship operations and provides professional advice and
guidance to the Masters of both vessels. The Mooring Master, also known as STS Superintendent, fulfills
the role of Person in Overall Advisory Control (POAC).
The Mooring Master is responsible for:
 Planning the operation by reviewing the ITOL checklist, mooring diagrams, risk assessments, and
the joint plan of operations (JPO)
 Ensuring the inspection, preparation, and suitability of the lightering equipment before
deployment
 Establishing and maintaining communication with both vessels and relaying plans and methods
of communication
 Verifying that the agreed STS operating procedures are followed and that the operation is
conducted in compliance with all applicable regulatory requirements
 Overseeing the correct placement of primary and secondary fenders
 Verifying joint agreement of the mooring and unmooring plans
 Conducting a pre-operational briefing to review the JPO with the ships' personnel, emphasizing
STOP Work Authority for all participants
 Discussing current and forecasted environmental conditions and ensuring continuous
monitoring throughout the operations
 Discussing and agreeing on courses and speeds for maneuvering and mooring operations
 Discussing and planning the management of hazardous vapors
 Directing the vessel's approach and maneuvering alongside
 Confirming the safe connection of cargo transfer hoses and emergency release fittings
 Confirming that cargo transfer rates are being monitored
 Conducting deck rounds to verify that vessels are properly moored, hoses are properly
supported, and conditions on deck meet expectations for the operation
 Verifying that the integrity of the mooring arrangement is continuously monitored and
maintained
 Ensuring the contingency plans are activated in the event of an emergency
 Verifying that the cargo transfer hoses are properly drained and safely disconnected
 Directing the unmooring and separation of vessels
 Overseeing the recovery of primary and secondary fenders and transfer equipment
 Ensuring that all lightering documentation for both vessels, including STS checklists, are properly
completed
One or two Mooring Master Assistants may be employed to support the Mooring Master by providing
guidance to the ships' officers and crew in performing deck operations during equipment and personnel
transfers, fendering, mooring, hose connection and disconnection, cargo transfer, and unmooring.
When one Mooring Master Assistant is provided, typically he or she will be on the STBL.

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Each Master should thoroughly review all pre-arrival communications, including the JPO and Job Safety
Analysis (JSA), and their own STS Plans. Each Master is responsible for informing the Mooring Master of
any condition that could adversely affect the safety of the operation.
During STS operations, the Masters will be in control of, and will be responsible for, the safety of their
own ships, crew, and cargo.
Any person involved in the STS operation may use STOP Work Authority to suspend an operation that is
unsafe or to prevent an unsafe condition from developing. The operation will resume only after the
unsafe condition or event has been addressed.

Weather and Environmental Conditions

It is recognized that weather and environmental thresholds may be different for each STS company and
for the Operators of the designated STBL and LV.
The following represent the maximum allowable criteria for one of the STS companies that Monroe
Energy employs, and it is provided as an example:

Approach and mooring will not be undertaken if either of the following conditions
exists:
 The wind velocity is 30 knots or more
 The wave height is 3 meters or more
Cargo transfer operations shall cease and transfer hoses shall be drained when either
of the following conditions exists:
 The wind velocity exceeds 40 knots
 The wave height exceeds 5 meters
The swell period is also taken into account when evaluating sea conditions. A swell
period of 8 seconds or more may result in a reduction of acceptable sea height due to
increased rolling of the ships.
If weather conditions have resulted in cargo stoppage, the Mooring Master would
separate the vessels unless the weather is expected to improve soon or if it is unsafe to
do so.
Operations should not commence if weather forecast indicates that conditions will
exceed the maximum limits within the estimated total operation time, including the
time needed for the LSV to retrieve equipment and personnel.
All phases of the operations may be performed in daylight or darkness, provided that
adequate artificial lighting is available.
Approach and mooring should not be undertaken if visibility is less than 0.5 nautical
miles.

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Area of Operations

Lightering operations will only be carried out in areas approved by local authorities. The rendezvous will
be determined and communicated to the vessels based on water depth, sea room, and other
considerations.
 Water depth should be adequate to provide for safe navigation and take into consideration both
vessels' UKC policies.
 Adequate sea room should be available to allow for unobstructed navigation along the intended
track during the approach and mooring.
 Vessels engaged in the operation should not enter into any prohibited areas at any time.
 A CPA of no less than 1 nautical mile should be maintained from other vessels, obstructions, or
navigational hazards.
 If cargo transfer is to occur with vessels underway, consideration should be given to predicted
drift direction and speed.
A typical rendezvous point is longitude 38 30 N and latitude 74 25 W.

Vessel Traffic and Navigational Signals

A security call shall be broadcast on VHF Chanel 16 to advise vessels in the vicinity of the names of the
vessels involved, position and general headings, description and timing of the operation, and request for
a wide berth. Any approaching vessel should be contacted by VHF radio and requested to keep a
minimum CPA of 1 nautical mile.
Each vessel should display "restricted in their ability to maneuver" signals, and set their AIS accordingly.

Regulatory Requirements

Every vessel participating in STS operations within the US EEZ must have a valid USCG Certificate of
Compliance (COC) and a USCG approved Vessel Response Plan (VRP).
US CFR regulations require the vessels involved in a lightering operation to notify the Captain of the Port
(COPT) of the time and place of each transfer at least 4 hours before it begins.
Both vessels are also required to have AMPD coverage for oil spill response.

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4 TERMINAL INFORMATION
The Monroe Energy Trainer Refinery is located on the western margin of the Delaware River at river mile
80.6, approximately twenty miles south of Philadelphia, Pennsylvania.
The terminal is provided with two berths, known respectively as ship dock and barge dock. The berths
are located approximately in latitude 39 48.8 N and longitude 75 24.4 W.

4.1 Ship Dock

The ship dock can accommodate vessels with a maximum displacement up to 190,000 tons and consists
of an operating platform, three breasting dolphins, and six mooring cells. One breasting dolphin and four
mooring cells are located upriver from the platform. Two breasting dolphins and two mooring cells are
located downriver from the platform.
The operating platform contains two 16-inch cargo arms for unloading crude oils, and a cargo manifold
for loading or unloading crude oils or petroleum products using hoses.
The Dock Operator Control Room is located on the operating platform.
The dock breasting dolphins and mooring cells are provided with thirteen mooring points, located at
suitable locations for a safe and effective mooring arrangement. These consist of double, triple and
quadruple quick-release mooring hook units. Each mooring hook is rated for a safe working load (SWL)
of 100 T.
Starting from the downriver end, these are arranged as follows:
1st downriver cell 3 hooks
2nd downriver cell 4 hooks
D1 breasting dolphin 4 hooks facing downriver
3 hooks facing upriver
D3 breasting dolphin 2 hooks facing downriver
2 hooks facing upriver
D4 operating platform 2 hooks facing upriver
D2 breasting dolphin 3 hooks facing downriver
4 hooks facing upriver
D6 mooring cell 3 hooks
D7 mooring cell 3 hooks
D8 mooring cell 4 hooks
D12 mooring cell 4 hooks

The terminal is equipped with a mooring monitoring system which measures and displays the current
load on each mooring hook.
The operating platform and the three breasting dolphins are fitted with compression fenders against
which the parallel body of the vessel will rest.

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Starting from the downriver end, the length of the fenders faces and the distances between them are as
follows:
D1 breasting dolphin 45 feet 13.7 m
Space 70 feet 21.3 m
D3 breasting dolphin 21 feet 6.4 m
Space 80 feet 24.4 m
D4 operating platform 21 feet 6.4 m
Space 105 feet 32.0 m
D2 breasting dolphin 48 feet 14.6 m

4.2 Shore Tanks and Lines

The shore cargo piping system is designed for a maximum allowable working pressure (MAWP) of 150
psi.
Transfer systems are protected against overpressure by pressure relief valves.
All cargo lines are equipped with motor-operated valves (MOV) at the shoreline bulkhead.
The shore pipelines can be used both for loading and discharging cargoes, and are not fitted with non-
return valves. When cargo pumping operations are stopped, the vessel manifold valves must be closed
to prevent the backflow of cargo.

Crude Oil

The terminal has twelve crude oil storage tanks ranging in capacity from 75,000 to 135,000 barrels.
Mid-range to Suezmax-sized tankers will normally discharge using two 16-inch cargo arms. Smaller
vessels and barges will normally discharge using one 8-inch hose.
The maximum allowable discharge rate and pressure will be communicated to the vessel during the pre-
transfer conference.
 The maximum allowable discharge pressure will normally be 150 psi or 10.3 bar.
 The maximum allowable discharge rate will not normally exceed 40,000 bph.
 The maximum allowable discharge rate will depend of several factors, including the number of
receiving shore tanks and other operational considerations.
 The maximum allowable discharge rate may change throughout the transfer. Any changes will
be communicated by the dock PIC and must be implemented without delay.
The tanks are located at distances ranging from 250 to 750 meters from the berth. They are not elevated
and are served by 24-inch main lines and 18-inch branch lines. Normally, no significant back pressure is
experienced.
Suezmax tankers discharging at a rate of 30,000 bph via two cargo arms normally will have a 4.5 bar
pressure at the manifold.*

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Suezmax tankers discharging at a rate of 40,000 bph via two cargo arms normally will have a 6.5 bar
pressure at the manifold.*
*These values are provided as a reference only and are not indicative of a maximum allowable discharge
rate or pressure.

Petroleum Products

Petroleum products may be loaded or discharged at the ship dock using cargo hoses.
The cargo manifold connections, starting from the downriver end, are arranged as follows:

Name Cargoes handled Connections

Crude Crude Oil 8"
Ballast Vacuum Gas Oil 8"
Bunker No. 6 Fuel Oil 8"
HSD Jet A 8"
High Sulfur Diesel
Gasoline components MTBE 8"
Naphtha
Gasoline

 The ship dock is not equipped with a Marine Vapor Recovery (MVR) System.
 Gasoline and Gasoline Components with a Reid Vapor Pressure (RVP) equal to or above 4 psi
require the use of MVR and cannot be loaded at this berth.
 The manifold connections are located at a height of 19 feet from the MLW line.
 The manifold connections are located at a horizontal distance of 24 feet from the fenders' face.
The petroleum product tanks are located at distances ranging from 500 to 1,200 yards from the berth.
They are served by 10-inch to 16-inch pipelines.
Cargo flow meters are located at the Blending Control Room, the Dock Control Room, and at the berth.

4.3 Transfer Pressures and Rates

Discharging Vessels

The maximum allowable discharge rate and pressure will be communicated to the vessel during the pre-
transfer conference.

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Loading Vessels

The terminal is equipped with centrifugal cargo transfer pumps driven by electric motors, as follows:
Cargo Capacity
Gasoline 4,500 bph
3,000 bph
ULSD 3,700 bph
Jet A - HSD 3,000 bph
No. 6 FO 8,500 bph
8,500 bph
Vacuum Gas Oil 7,000 bph

4.4 Vessel Displacement and Dimensional Limitations

Maximum Displacement

The maximum displacement of vessels allowed at the dock is approximately 190,000 metric tons.

Minimum Depth, UKC, and Maximum Draft

The minimum depth at the berth will be determined by frequent hydrographic surveys, typically carried
out at three-month intervals.
The terminal has established a minimum under-keel clearance (UKC) of one foot (0.30 m) for all stages
of the tide. Thus, the maximum allowable draft at the dock will be the posted minimum depth minus
one foot (0.30 m).
On occasions, and considering that vessels may be brought alongside at the time of high tide and that
cargo operations may be started within one or two hours of the vessel being made fast, the minimum
under-keel clearance requirement may be waived, provided that a thorough risk assessment is carried
out and a UKC contingency plan is implemented.
The UKC contingency plan will normally include the following risk-mitigating measures:
 The vessel will be gauged and sampled prior to arrival at the dock, either prior to or during the
river transit, in order to expedite the start of the cargo transfer.
 The Docking Pilots will remain on board, the assisting tugs will remain alongside, and the line-
handlers will remain on site until after the cargo transfer is started and a safe draft for all tidal
conditions is achieved. (These costs will be for the terminal's account)
 The terminal Console Operator and the dock PIC will be well aware of the need to expedite the
commencement of the cargo transfer.
 If the cargo transfer is not started in a suitable time, then the cargo arms will be disconnected
and the ship will be shifted to Marcus Hook anchorage.

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The cooperation of the vessel in expediting the start of the cargo transfer will be required. This includes
arriving at the dock with cargo manifolds fitted with suitable reducers, cargo pumps and turbines
warmed up, inert gas oxygen analyzer calibrated, etc.

Linear Dimensions

 The ship dock is designed to accommodate vessels with the following approximate maximum
dimensions:
 LOA 275 m or 900 feet
 BCM 135 m or 445 feet
 SCM 140 m or 460 feet
Minor deviations will be evaluated and may be considered acceptable.

Parallel Body Lengths

 The center of the terminal cargo manifold is located 93 feet from the downriver edge of the D2
fender and 12 feet from the upriver edge of the D4 fender.
 The center of the cargo arms is located 12 feet from the downriver edge of the D4 fender and 68
feet from the upriver edge of the D3 fender.
 There are no parallel body limitations for mid-range size tankers (45,000 SDWT) and larger
vessels with mid ship manifolds, as these will rest on at least three sets of fenders under all
conditions, from normal ballast to fully laden.
 For any condition of loading, the minimum parallel body lengths for barges operating at the ship
dock are 115 feet and 45 feet at each side of the cargo manifold.

Maximum/Minimum Allowable Manifold Height above the Water

 The operating envelope of the cargo arms ranges from 15 to 80 feet (4.6 to 24.4 meters) above
MLW.
 The dimensions of typical Suezmax and Aframax tankers fall within these limits for all drafts
between fully laden and normal ballast conditions, for normal tidal conditions.

Maximum Air Draft

 There are no overhead obstructions at the berth.

 The Masters are responsible for ensuring that adequate clearances are maintained when
passing underneath any bridges or overhead obstructions on their way to the terminal.

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4.5 Tug Requirements

Two tugs having the following minimum bollard pulls will be required for docking or undocking self-
propelled ships at the ship dock:

Conventional Tugs
SDWT * First tug Second tug
Suezmax tankers 150 to 170 T 45 T 30 T
Aframax tankers 100 to 120 T 40 T 30 T
Panamax tankers 60 to 80 T 30 T 30 T
MR tankers 40 to 50 T 30 T 20 T

Tractor Tugs
SDWT * First tug Second tug
Suezmax tankers 150 to 170 T 35 T 30 T
Aframax tankers 100 to 120 T 30 T 30 T
Panamax tankers 60 to 80 T 25 T 25 T
MR tankers 40 to 50 T 25 T 20 T

* The SDWT are approximate and provided for general guidance. These should be interpreted as the
maximum summer load line DWT.
If sustained winds exceeding 25 knots are anticipated for the scheduled berthing time, then a proper risk
assessment shall be carried out by the designated Docking Pilot and assisting tugs at a sufficient early
time prior to the docking operation so that the use of tugs with additional power and/or additional tugs
may be arranged, as may be required.
 Docking Pilots and assist tugs for docking operations are not provided by the terminal. These
must be arranged through the vessel's Agent.
 Assist tugs will not be allowed to come alongside or remain alongside a tanker while it is loading
flammable cargoes.
 Assist tugs will be allowed to remain alongside a tanker while it is discharging flammable
cargoes in a close condition, while a UKC Contingency plan is in place
 The Master may request the assistance of a tug to hold the ship against the berth in case of
severe environmental conditions or other emergency situation. Whenever tugs are to be used
for this purpose, cargo operations must be suspended prior to the tug’s arrival, cargo arms or
hoses must be disconnected, and engines must be placed on standby.

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4.6 Berthing Operations

 Vessels shall berth port or starboard side to the dock, depending on the tidal current.
 Vessels restricted by draft and required to transit the Delaware River on the flood tide shall
berth starboard side to the dock, facing downriver.
 Vessels not restricted by draft or vessels anchoring at the Marcus Hook Anchorage prior to
docking may berth during the ebbing tide, port side to the dock, facing upriver.
 The maximum allowed angle of approach is 10 degrees. The maximum allowed impact velocity
when coming in contact with the berth fenders is 0.2 knots.

4.7 Handling of Mooring Lines

 Line handling services are arranged by the terminal.

4.8 Mooring Arrangement

The mooring arrangement for Suezmax and Aframax tankers berthing

starboard side to the dock will be as follows:
 3 head lines
 2 breast lines forward
 2 spring lines forward
 2 spring lines aft
 2 breast lines aft
 4 stern lines
On Suezmax tankers, the head lines will lead abreast. Because of this, most of the restrain preventing
the vessel from moving upriver will be provided by the aft spring lines. Particular attention must be paid
to the tending of these lines.
Suezmax tankers with mooring arrangements that would allow leading all three head lines from
starboard side chocks are requested to do so.
To avoid interfering with the vessel’s accommodation ladder, the aft spring lines will be led from the
poop deck and the aft breast lines will be led from the aft main deck.
The mooring arrangement for Aframax tankers berthing port side to the dock
will be as follows:
 4 head lines
 2 breast lines forward
 2 spring lines forward
 2 spring lines aft
 2 breast lines aft
 3 stern lines
Suezmax tankers will not be berthed port side to the dock.

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The minimum required mooring arrangement for Panamax and Handymax

tankers is as follows:
 2 head lines
 2 breast lines forward
 2 spring lines forward
 2 spring lines aft
 2 breast lines aft
 2 stern lines
A third head line and/or stern line may be deployed at the Master’s discretion, either from a powered
winch drum or secured to bitts.
Vessels that could deploy these lines from a powered winch drum are recommended to do so.

4.9 Mooring Procedures

 Mooring lines of the same size and material must be used for all leads. Mooring lines must be
arranged so that all lines in the same service are about the same length between the ship and
the shore hooks.
 Mooring tails must be approximately 11 meters long and should have a minimum breaking
strength at least 25% higher than the wire to which they are attached.
 Mooring tails must be replaced in accordance with OCIMF guidelines.
 Mooring tails must be attached to the wires with adequate connecting links and these must be
correctly fitted. (If recommended by the manufacturer, tails may be attached to high-modulus
ropes by using a cow hitch).
 All winch-powered lines must be secured on brakes, with the winches out of gear.
 Split drum winches should not have more than one layer of rope in the tension side of the drum.
 Mooring lines must be reeled on the drums in the correct direction.
 The mooring brakes must be adjusted to render under loads equivalent to about 60% of the
wires' minimum breaking strengths.
 Self-tensioning winches fitted with automatic rendering and hauling capability must not be used
in the automatic mode while the vessel is moored. The winches must be set for manual
operation and the brakes must be securely applied.
 Mooring lines secured to bitts must be properly secured, with one or two full turns around the
leading post. Mooring lines must not be secured to winch warping drums.
 All mooring lines must be properly tended and must be kept taut at all times.

4.10 Oil Spill Boom

 An oil spill boom will not normally be deployed around the vessel.
 If an oil boom is deployed, the rudder and propeller must not be moved until the boom is
removed to prevent damaging or entangling it.

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4.11 Ship/Shore Access

 The terminal is provided with a mechanical gangway, but this is currently out of service.
 The terminal is provided with a portable gangway on the upriver end of the operating platform
and with a space for landing the ship’s own portable gangway on the downriver end.
 Alternatively, ships may be able to use their own accommodation ladder.
 Suezmax and Aframax tankers discharging crude oils will normally berth starboard side to the
dock and will use their accommodation ladder. Should this not be possible, then the terminal
would provide its portable gangway.
o Depending on the ship’s design, the accommodation ladder might not land either on the
operating platform or the breasting dolphin but in the gap between them. In this case,
the accommodation ladder might have to be partly lowered to allow the landing on the
portable gangway on board.
 When using its own portable gangway or accommodation ladder, the ship will be responsible for
providing a safety net. When using the terminal’s portable gangway, a safety net will not be
required, as the gangway is constructed with structural stanchions.
 Gangways and ladders must be safely secured and tended at all times.

4.12 Anchors

 During the approach to the terminal berth, the anchors must be clear and ready for immediate
use.
 The anchors not in use while alongside must be secured by brake and locking bar.

4.13 Emergency Towing Pennants (Fire Wires)

 The terminal does not require the deployment of emergency towing pennants (fire wires).

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5 PRE-TRANSFER INFORMATION
5.1 Pollution Prevention and Safety Advisor (PSA)

 A terminal Pollution Prevention and Safety Advisor (PSA) will attend on board the vessel to
ensure that cargo operations are carried out with due regard to safety and the prevention of
pollution, and that the interface between ship and shore is efficient.
 Prior to the transfer, the PSA will carry out a physical inspection of the cargo deck, cargo pump
room, and cargo control room, and will have a meeting with the vessel PIC so that any observed
deficiencies can be corrected before the transfer begins.
 Any deficiencies which cannot be corrected will be thoroughly evaluated and a risk assessment
will be made. Serious problems which are in contravention of international or local
requirements or are deemed to entail an unacceptable level of risk, will preclude cargo
operations. Control measures which would allow the transfer to proceed safely will be
established for lesser deficiencies under an increased level of monitoring and supervision.
 The PSA will attend the pre-transfer meeting held by the vessel and the terminal PICs to ensure
that all operational, emergency, and communications procedures are clearly stated and
understood, and will verify that the communications between the vessel and the dock are
effectively implemented.
 The PSA will review the cargo and crude oil washing (COW) plans with the vessel PIC and may
suggest some changes or revisions conducive to a more effective and/or efficient cargo
operation, based on considerations such as anticipated terminal stoppages, previous experience
with the type of crude oil, environmental conditions, etc.
 The PSA will remain on board throughout the entire transfer. Masters are kindly requested to
provide the PSA with suitable accommodations.
 The PSA will monitor the cargo transfer to ensure that all the systems and equipment perform
satisfactorily and that the staff operates them competently. He will ensure that any deficiencies
are corrected or assessed, so that the measures taken would prevent these problems from
escalating into a safety or pollution incident.
 During the later stages of operations, the PSA will monitor crude oil washing operations and
stripping of tanks and lines (on discharging ships), topping off operations (on loading ships) and
the disconnection of cargo arms or hoses.
 The PSA will not operate any equipment and will not give the vessel's staff any direct
operational instructions. The PSA will discuss with the ship's officers and the dock's staff any
observed deficiencies and will evaluate their proposals for correction. During this exchange, he
might suggest a course of action but any decisions on board the vessel will always be the
responsibility of the Master and his officers.
 In addition to his primary responsibility of monitoring the operations for safety and the
prevention of pollution, the PSA will evaluate and report on the vessel’s operational and
commercial performance, including discharge rates and pressures.
The PSA has STOP Work Authority and may instruct the Master to suspend cargo operations at his
discretion in the case of high-risk equipment failure or operational deficiencies.

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5.2 Dock Personnel

 The dock will be manned by a Ship Dock Operator who will be the designated person-in-charge
(PIC) of the cargo transfer for the terminal.
 The Ship Dock Operator reports to the Area Console Supervisor who is in charge of cargo
transfer operations from the ship to the shore tanks.
 The Area Console Supervisor reports to the Area 6 Leader.
The Dock PIC has STOP Work Authority and may order the vessel to stop cargo operations.

5.3 Communications

Language

 The official language to be use during cargo transfer operations is English.

 The vessel PIC must be able to communicate in this language fluently and effectively.

Primary System

 A shore portable radio, spare batteries, and a battery charger will be provided to the vessel. The
radio must be monitored by the vessel’s PIC at all times. The vessel will receive specific
instructions in the proper use of the radio during the pre-transfer conference. Loss or damage to
this radio will be charged to the vessel’s account.
 The terminal PIC and the PSA will be equipped with a portable radio on the same frequency as
the one provided to the vessel. This will be the primary means of communication between the
vessel and the terminal during a transfer.

Secondary Systems

 The secondary means of communications will be via a VHF marine band radio on a frequency to
be agreed upon, normally channel 12.
 Alternatively, the terminal PIC may be reached by telephone at 1 (610) 364-8209.
In the event that communication between the vessel and the terminal is lost, cargo transfer operations
must be stopped immediately and must not be resumed until communication is fully restored.

5.4 Pre-Transfer Conference

 A pre-transfer conference shall be held, attended by the vessel and terminal PICs and the PSA.
 The Dock Operator and vessel PIC shall complete the Declaration of Inspection (DOI).
 The Dock Operator and PSA will cooperate with the vessel PIC in completing any additional
ship/shore safety checklist required by OCIMF's ISGOTT and/or the ship's Safety Management
System.

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 A Safety Data Sheet (SDS) for each cargo being transferred will be provided by the terminal to
every vessel loading cargo and shall be provided to the terminal by every vessel discharging
cargo.
 Operational, communications, and emergency procedures shall be discussed and agreed upon.
 The exchange of information shall include the following items (as applicable):
o Ship/shore primary and secondary communications systems
o Emergency shutdown signals
o Wind and weather forecast
o Maximum wind criteria for stoppage of cargo and disconnection of cargo arms or hoses
o Number and size of cargo arms and hoses to be provided
o Details of shore tanks and pipelines nominated for receiving cargo
o Maximum allowed discharge rates (initial and bulk) and pressures for discharging vessels
o Expected cargo discharge rates and pressures
o Maximum acceptable loading rates (initial and topping off) for loading vessels
o Expected cargo loading rates
o Minimum depth alongside the berth at MLLW
o Expected maximum draft at the berth throughout the operation
o Expected sailing draft for loading vessels
o Details and content of toxic components in the cargoes being handled
o Details of cargo venting system to be utilized
o Preferred or required sequence of operations when loading or discharging multiple
grades of cargo
o Extent of COW operations
o Procedures for draining and disconnecting cargo arms or hoses at the end of the cargo
transfer
o Details of any defects that could adversely affect safe operations cargo handling
o Time required for non-emergency stop of cargo transfer

5.5 Cargo Gauging and Sampling

 Whenever possible, cargo gauging and sampling shall be carried out using close or restricted
gauging and sampling equipment.
 When special circumstances make it necessary to gauge and/or sample in open mode, ISGOTT
precautions (Section 11.8) must be closely followed.
 Prior to undertaking open gauging or sampling, these procedures must be authorized by the
attending PSA.

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Open Gauging and/or Sampling of Inerted Cargo Tanks

 The inert gas pressure must be relieved in a controlled manner by suitably qualified personnel.
 No cargo or ballast operations are permitted in cargo compartments where the pressure is being
reduced.
 A minimum positive inert gas pressure must be maintained during measurement and sampling.
 Only one access point shall be opened at a time and for as short a period as possible.
 After completion of gauging and sampling and before commencing the cargo transfer, all
openings shall be secured and all cargo tanks shall be re-pressurized with inert gas.

5.6 Cargo Arms

 The Ship Dock is provided with two hydraulically-operated 16-inch cargo arms for discharging
crude oils.
 The arms will be connected and disconnected by terminal personnel.
 The arms are fitted with quick-coupling arrangements and do not require gaskets.
 The vessel is required to provide two adjacent 16-inch cargo manifold connections and to
remove the blanking flanges prior to the connection.
 The vessel cargo transfer system must be adequately isolated and drained to allow the safe
removal of blank flanges prior to the connection and disconnection of cargo arms.
 Some ship manifold connections may not be suitable for the quick-coupling arrangements (such
as those fitted with swiveling covers, or with flanges of unusual thickness). In those cases, the
terminal will provide 16-inch spool piece connections which must be fitted to the manifold lines
by the vessel personnel, using a single new gasket.
 At the end of the cargo transfer, the cargo remaining in the vessel side of the cargo arms will be
drained back into the vessel. Depending on the vessel's design, this will be drained by gravity
into a cargo tank or pumped back into a slop or residual tank. The designated tank will be
gauged prior to this operation so that the cargo arm's contents are not counted as ROB.

5.7 Cargo Hoses

 The terminal will normally provide cargo hoses to vessels loading or unloading petroleum
products at the ship dock.
 The terminal will inform the vessel’s agent of the number and size of hoses to be provided prior
to arrival. The vessels shall arrive at the dock with an adequate number of manifold reducers of
appropriate size already connected to prevent operational delays.
 Cargo hoses shall be handled by the vessel’s crane. The crane must be in full operating
condition, well maintained, inspected in accordance with Class or Flag State requirements, and
operated by suitably trained personnel.
 The vessel cargo transfer system must be adequately isolated and drained to allow the safe
removal of blank flanges prior to the connection and disconnection of cargo hoses.
 On board the vessel, the hoses shall be connected and disconnected by vessel personnel.

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 A new gasket of suitable type must be used on each hose connection.

 The cargo hoses must be properly supported using saddles or suitable sling arrangements.
 On those occasions where cargo hoses are provided by the vessel, these must be rated for the
cargoes being handled, in good operating condition, free of kinks or defects, and must have
been pressure-tested and tested for electrical continuity in accordance with applicable
requirements.

5.8 Ship/Shore Electrical Insulation

 The docks' cargo arms and hoses are provided with insulating flanges.
 Ship/shore bonding cables are not in use at the facility.

6 OPERATIONAL INFORMATION AND REQUIREMENTS

6.1 Person in Charge (PIC) - Vessel

 All critical operations on board including cargo and ballast handling, crude oil washing,
bunkering, etc. must be carried out under the direct supervision of the corresponding PIC.

6.2 Working Hours and Resting Periods

 Fatigue is a significant contributory factor to many incidents in the shipping industry.

 The Master is responsible for ensuring that all applicable IMO, STCW, ILO, MLC and Flag State
requirements relating to hours of work and rest are strictly observed.

6.3 Suitability of Cargo Tanks, Pumps and Lines on Loading Vessels

 The vessel shall arrive at the loading port with cargo tanks, pumps, and lines in a suitable
condition in all respects for loading the nominated cargo.
 Cargo tanks that carried a flammable cargo (Gasoline, Naphtha, Reformate, etc.) on the previous
voyage must have been suitably cleaned and gas-freed before distillate fuels (ULSD, Jet Fuel,
Kerosene, etc.) may be loaded at the terminal.
 All cargo tanks must be in an inert condition, with oxygen content below 8% by volume.

6.4 Cargo Plan

 A cargo plan including a detailed sequence of cargo and ballast transfer must be prepared. The
plan must include stress and stability information for the start, interim, and completion of
transfer conditions.
 The vessel stability and stress forces and bending moments should be monitored at adequate
intervals to ensure that the conditions are being maintained within design limits.

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 Vessels with inherent stability limitations must have adequate operating procedures for
preventing unstable conditions. These should be taken into consideration when preparing the
cargo plan and must be strictly followed during the transfer. The procedures must include
actions for restoring stability in case of unstable conditions developing during cargo operations.
 The cargo plan will be reviewed by the PSA. Any concerns will be communicated to the vessel
PIC and must be addressed during the early stages of cargo operations.
 After agreement has been reached by the PSA and the vessel PIC, any significant changes to the
cargo plan must be communicated to the PSA in sufficient time before the change in procedure
takes place so that it can be evaluated and agreed upon.

6.5 Cargo and Ballast Transfer Equipment

 The cargo pumps’ emergency shutdown system shall be tested prior to commencing cargo
discharge operations.
 Cargo pumps and pipelines must be free of leaks. Cargo pipelines must have been tested to their
rated working pressure within the past twelve months and to 1.5 times their rated working
pressure within the past thirty months.
 Cargo and ballast pumps must be provided with temperature monitoring sensors and alarms in
good operating condition.

6.6 Cargo Monitoring Equipment

 The cargo tanks' high level and overfill alarms must be tested prior to commencing cargo
operations. They must be in operation during loading and discharging operations.
 Vessels not fitted with fixed gauging systems in full working order must be provided with
sufficient number of portable UTI tapes to simultaneously gauge all tanks being worked.

6.7 Venting Procedures and Arrangements

 Cargo operations shall be carried out in a closed condition. Tank hatches and any other cargo
tank apertures must be liquid and gas tight.
 The cargo venting system shall be agreed upon during the pre-transfer conference and must be
operated accordingly throughout the cargo transfer.
 Cargo tanks must be provided with two means of protection against excessive pressure or
vacuum.
 Stop valves permitting the isolation of individual tanks from the common venting system must
be locked in the open position, and the key must be under the control of the vessel PIC.
 The liquid P/V breaker must be filled to the appropriate design level. In cold weather conditions,
the P/V breaker must be filled with a proper mixture of water and glycol or other suitable anti-
freezing agent in accordance with manufacturer's instructions.

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Vessels Discharging Flammable or Toxic Cargoes

 The vessel must take all necessary actions to avoid venting cargo tanks to the atmosphere while
at the terminal.
 The inert gas pressure at the time of arrival to the dock and throughout the cargo discharge shall
not exceed 50% of the opening pressure of the P/V valve (i.e. for P/V valves designed to open at
1,400 mmwg or 2 psi, the maximum inert gas pressure in the cargo tanks shall not exceed 700
mmwg or 1 psi).
 On occasions when the venting of cargo tanks is unavoidable (for example when carrying high-
vapor pressure cargoes under high ambient temperatures and there is a delay in the start of the
cargo discharge) the tanks must be vented in a safe and controlled manner and the PSA must be
informed prior to undertaking this operation.

Vessels Loading Cargoes:

 When venting through high-velocity P/V valves, the valves must be operated as designed and
must not be jacked open.
 On vessels equipped with an alarm and monitoring system for individual pressure sensors in
cargo tanks, the high-pressure alarms shall be set to actuate at 110% of the opening pressure of
the P/V valves.

6.8 Inert Gas System

 The fixed oxygen analyzer must have been calibrated within the 24 hours prior to the start of
the cargo transfer.
 The system must be capable of delivering gas with oxygen content at or below 5%.
 The vapor spaces must be automatically maintained at a positive pressure of no less than 100
mmwg (0.14 psi).
 The oxygen content in cargo tanks must not exceed 8% by volume.
In the event of failure of the IG system, cargo operations must be stopped immediately and the PSA and
Dock Operator must be informed. Cargo transfer operations must not be resumed until the system is
fully operational.

6.9 Cargo Pump Rooms

 Cargo pump rooms must be free from cargo leaks.

 The cargo pump room must be equipped with a monitoring and alarm system for concentration
of hydrocarbon gases, including a continuous visual and audible alarm in the pump room and
the CCR when the level of hydrocarbons reaches 10% of the LEL.
 Cargo pump room fans must be in good operating condition and must operate in extraction
mode.
 Flooding dampers must be kept closed during normal operations.

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6.10 Crude Oil Washing

 Crude oil washing (COW) instructions may be issued prior to the vessel's arrival at the dock or
may be provided by the PSA during the pre-transfer conference.
 COW instructions will be based on the type of crude carried, environmental conditions, and
other considerations
 The PSA has the authority to modify the initial COW instructions based on the initial stripping
results or other considerations.
 At a minimum, vessels will normally be authorized to perform crude oil washing operations in
accordance with MARPOL or CFR requirements.
 Vessels that carry out COW operations must meet the following requirements:
 The vessel must be fitted with a certified fixed COW system and this must be fully
operational.
 Before arrival, the COW system must be pressure-tested to its normal working pressure and
examined for leaks.
 The tank cleaning heater must be blanked or suitably isolated.
 Hydrant-type connections on the COW lines must be blanked or capped.
 A suitable COW plan must be prepared. COW checklists must be completed before arrival
and prior, during, and after crude oil washing operations, as required.
 Before washing begins, any tank which is to be used as a source of crude oil for washing,
should be partly discharged (a layer of at least one meter in depth) to remove any free
water which has settled out during the voyage. If loaded on top, the slop tank should first be
completely discharged ashore and refilled with dry crude oil.
 The oxygen content of the tanks to be washed must not exceed 8% by volume
 The officer in charge of crude oil washing operations must be suitably qualified in
accordance with the Flag State requirements.
 Prior to commencing COW operations, the officer in charge must inform the PSA and obtain
permission to proceed.
 During crude oil washing, the system must be kept under constant observation so that any
leaks can be detected immediately.
 The COW operations must be carried out in accordance with the plan and must not exceed
the terms of the terminal's authorization.

6.11 Environmental Limits

Electrical Storms

Cargo operations will not be started or will be stopped ahead of approaching electrical storms.

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Wind Conditions

 Cargo operations will not be started or will be stopped when steady winds exceed 30 knots (35
mph).
 Cargo arms will be disconnected and assisting tugs will be required when steady winds exceed
35 knots (40 mph).
 The vessel may be required to vacate the berth if winds are expected to exceed 40 knots (46
mph) at any time during the scheduled stay.

7 SAFETY REQUIREMENTS
7.1 Access to the Accommodation

 All external doors, ports and similar openings should be closed when cargo operations are being
conducted. If external doors have to be opened for access, they should be closed immediately
after use. Where practical, a single door should be used for working access in port.
 Air condition intakes must be set to ensure that the atmospheric pressure inside the
accommodation is always greater that that outside the accommodation.

7.2 Smoking Regulations

Smoking is strictly prohibited on board any vessel while at the terminal's berth, except in clearly
designated smoking places.
 The designated smoking places must be agreed upon by the vessel PIC and the terminal
representative before operations start and must be recorded in the ship/shore safety checklist.
 The vessel PIC will be responsible for ensuring that all persons on board the tanker are informed
of the selected places for smoking and for posting suitable notices.
 The agreed upon smoking places must be confined to locations within the accommodation and
must not have doors or ports which open directly on to open decks.
 It is preferred that the CCR is not designated as a smoking place.
 The use of portable mechanical lighters or matches other than safety matches is not permitted.

7.3 Hot Work

Hot work is strictly prohibited on vessels at the terminal berths.

 When required by special circumstances, hot work alongside the dock will require written
authorization from the facility Health, Safety & Security Leader. The Master must make a written
request addressed to the Marine Quality Assurance Leader including a detailed plan of
operations and a comprehensive formal risk assessment.

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7.4 Tank Cleaning and Gas-Freeing Operations

Tank cleaning and gas-freeing operations are strictly prohibited on vessels at the terminal berths.
 When required by special circumstances, tank cleaning and gas-freeing operations alongside the
dock will require written authorization from the facility Health, Safety & Security Leader. The
Master must make a written request addressed to the Marine Quality Assurance Leader
including a detailed plan of operations and a comprehensive formal risk assessment.

7.5 Repairs

 Repairs that may result in extending the normal dock occupancy or disabling the ability of the
vessel to maneuver out of the berth will require a formal written authorization from the Area 6
Operations Superintendent.
 When required by special circumstances, the Master must make a written request addressed to
the terminal’s Marine Quality Assurance Leader including a detailed plan of operations and a
comprehensive formal risk assessment.
 The following will not be allowed while the vessel is at the berth:
 Sandblasting on open decks
 The painting of the hull or any other areas where the possibility of paint spilling into the
water exists.

7.6 Divers

 Divers will not normally be permitted in the water around vessels at the terminal berths.
 When required by special circumstances, the Master must make a written request addressed to
the terminal’s Marine Quality Assurance Leader including a detailed plan of operations and a
comprehensive formal risk assessment.

7.7 Electrical and Electronic Equipment

 Electrically-powered motors in gas-hazardous areas must be suitably rated. Insulation tests must
be satisfactory and current.
 Light fittings in gas-hazardous areas must be suitably rated and in good order. All flashlights
provided for use on deck and in the engine room spaces must be intrinsically safe.
 Mobile phones and other electronic equipment must not be used outside the accommodation
unless they are suitably approved as intrinsically safe.
 Fixed VHF/UHF and AIS equipment should be switched off or on low power (1 watt or less).
 Portable VHF/UHF sets should be of intrinsically-safe type. Damaged units, even when they are
capable of operation, must not be used.
 The ship's radar installation should not be used during cargo transfer operations.
 The use of portable electrical equipment on wandering leads is prohibited in hazardous zones
during cargo operations.

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7.8 Deck Lighting

 During night hours, the level of deck lighting must be adequate to permit the safe access and
monitoring of all areas of the deck.

7.9 Cold Weather

During freezing weather conditions, the vessel must put in place adequate procedures for:
 Preventing the icing of cargo tank primary and secondary venting arrangements
 Preventing the contents of fire mains and other deck lines from freezing
 Preventing the icing of air pipes to service tanks required for the operation of essential
auxiliaries
 Ensuring the continuous operational availability of mooring winches
 Maintaining the cargo deck reasonably free of ice and snow accumulation, particularly in critical
areas such as the cargo manifold and the gangway access

8 PREVENTION OF POLLUTION REQUIREMENTS

8.1 Deck

 All main deck scuppers must be effectively plugged. The accumulation of water should be
drained off periodically. Scuppers that are temporarily unplugged for this purpose must be
constantly and closely monitored. Only oil-free water can be discharged overboard.
 Spill equipment should be readily available at the manifold.
 Means should be provided for the prompt removal of any spillage on deck. If portable pumps
are used, these should be bonded to the ship's structure to prevent electrical discharge to earth.
The discharge hoses must be provided with vapor-tight connections to a slop or residual deck
tank.
 Liquid U-bend traps for dump valves installed at the after end of the cargo deck should be
properly filled to prevent back-flow of vapor.
 Oil spill trays fitted under the cargo manifold must be in good condition and fitted with
adequate draining arrangements. They must be empty of cargo or excessive rainwater. The
trays must not be covered with plastic tarps during cargo operations or when
connecting/disconnecting cargo arms.
 Pressure gauges in good condition must be fitted outboard the manifold valves on both sides of
the vessel. Pressure gauges fitted to offshore manifold must be regularly checked for indication
of manifold valve leakage.
 All unused cargo and bunker manifold connections must be securely blanked and fully bolted.
All drains, vents, and unused gauge stems must be suitably blanked or capped, or provided with
a double set of valves.
 Spill containers fitted around bunker tank vents and hydraulic deck machinery must be in good
condition and plugged.

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8.2 Sea Chest and Overboard Valves and Lines

 Sea chest valves must be suitably blanked or locked in the closed position.
 Overboard discharge lines must be blanked.

8.3 Ballast Procedures

Vessels discharging cargoes that require lightering to meet draft restrictions must arrive at the berth on
an even keel and with no segregated ballast on board, except as may be needed for the operation of
water ballast treatment system.
 Only segregated ballast can be discharged at the terminal.
 Any ballast tanks to be discharged while at berth must be visually checked and verified to be
free of any evidence of oil contamination prior to being de-ballasted.
 The water ballast discharged must have been treated in compliance with the IMO and US
requirements for ballast water management.

8.4 Engine Room Spaces

 The engine room bilge oily water pumping and disposal arrangements must be secured while at
port.
 The vessel sewage plant must be secured while at port.
The blowing of boiler tubes is strictly prohibited at the berth.

8.5 Stack Emissions

 Vessel stack emissions must be minimized.

8.6 Garbage

 All garbage on deck must be stored in suitable containers, properly constructed and secured.
 No loose garbage is to be stored on deck while at the terminal.

9 SECURITY REQUIREMENTS
9.1 Declaration of Security

 The Trainer Refinery has established procedures for handling a Declaration of Security (DOS)
both by the facility and by the vessel prior to the transfer of cargo.
 The Facility Security Officer (FSO) can delegate the responsibility of communicating a DOS with
the vessel to the Dock Operator PIC or the Shift Security Officer.
 The DOS must be signed and implemented within 12 hours of the vessel’s arrival at the dock.

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9.2 Visitors

 Any visitors to the vessels, including but not limited to Agents, Pilots, Superintendents,
Technicians, and Vetting and Cargo Inspectors, will be required to enter the dock area through a
fenced passage at the Marine Gate. A gate personnel list must be provided by the vessel’s
Owner or Agent 24 hours prior to entry.
 Except for the designated fenced passage, all areas of the Trainer Refinery, including the
shorelines adjacent to the docks, are considered Secure Restricted areas and require specific
access authorization and a Transportation Workers Identification Card (TWIC).
 An adequate deck watch must be maintained to ensure that access to the ship is denied to all
unauthorized persons.

9.3 Technical Inspections and Audits

 Technical inspections and audits such as Class surveys, Vetting Inspections, SMS Audits, etc. will
normally be permitted on ships operating at the Monroe Energy dock, subject to the following
conditions:
 Auditors and Inspectors shall ensure that their activities do not interfere with the safe
operation of the vessel and do not cause any undue delays.
 Testing of equipment which might affect cargo operations, safety, or the prevention of
pollution must be approved by the attending PSA.
 Testing of mid-ship hose-handling cranes will not be allowed while the cargo arms are
connected. The lowering of lifeboats and the entering of enclosed spaces must be approved
by the attending PSA.
 The sequence of the activities must be planned so that the CCR is not inspected, or the Chief
Officer is not engaged, during critical stages of cargo transfer, such as the start of cargo
operations, stripping, or crude oil washing.
 Under no circumstances shall the cargo operations or the sailing of the ship be delayed so
that an audit or inspection can be completed, except when specifically authorized by the
Marine Quality Assurance Leader.
 Vessel Owners and Operators are urged to avoid scheduling multiple concurrent inspections
and/or audits while operating at the dock.
 Monroe Energy, LLC reserves its right, at its sole discretion, to cancel its permission for these
activities at any time.

9.4 Shore Leave

 Crew members leaving and returning to the facility must do so via the fenced passage at the
Marine Gate. The Marine Gate is located at the intersection of E. Delaware St. and Church St. in
Trainer, PA 19061.
 Foreign crew members must meet Customs and Border Patrol (CBP) requirements for shore
leave, including a D-1 or D-2 visa and a Crewman's Landing Permit (CBP form I-95).

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 For foreign-flag ships, the Agent must provide Monroe Energy Security with a copy of the Crew
List (CBP form I-418), signed by the Master and stamped by CBP.
 For US-flag ships, the Agent must provide Monroe Energy Security with a regular Crew List,
signed by the Master.
 Crew members leaving and returning to the facility must carry a valid identification document
with photo, which may be checked by the Monroe Energy Security Officer against the Crew List
provided by the Agent.
 Crew members returning from shore leave without a valid identification document will not be
allowed to reenter the terminal until they are identified and escorted by a responsible senior
officer.
 Crew members returning from shore leave who appear to be intoxicated will not be allowed to
reenter the terminal until escorted by a responsible senior officer and by a Monroe Energy
Security Officer.
 Once on board, intoxicated crew members must be confined to their quarters and must be
prevented from interfering with the safe operation of the ship.

9.5 Photographs and Video Recording

 Photographing or videotaping the terminal facilities is expressly prohibited without explicit

permission given by the terminal management.
 When required by special circumstances, the Master must make a written request
addressed to the terminal’s Marine Quality Assurance Leader, including the reasons for the
request.

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10 EMERGENCY PROCEDURES
10.1 Terminal Contact Information

The primary emergency contact is through the Dock PIC via the supplied two-way radio or Marine Band
VHF Channel to be agreed upon.
Terminal Dispatcher
Emergencies (610) 364 8300
Non-emergencies (610) 364 8620
The Terminal Dispatcher can be reached 24 hours a day.

Operations
Ship Dock CCR (610) 364 8209
Area Console Foreman (610) 364 8207
Area Operations Supervisor (610) 364 8121

Marine Quality Assurance Leader – Juan C. Vernetti

Office (610) 364 8092
Mobile (609) 876-2971
e-mail juan.vernetti@monroe-energy.com

10.2 Emergency Signals and Shutdown Procedures

The emergency shutdown signals may be given by one of the following means:
 "SHUTDOWN-SHUTDOWN-SHUTDOWN" verbally via two-way radio or voice contact
 Prolonged blast on hand-held horn by Dock PIC (discharging) or vessel’s horn (loading)

Cargo operations MUST be stopped immediately in the following cases:

 Fire on board the vessel or the dock
 Any oil pollution incident, regardless of size
 Loss of communication between ship and shore
 Failure of the inert gas system
 Breakage of any mooring line or tail
 When instructed by Dock PIC

EMERGENCY ALARMS
The Monroe Energy Refinery alarms are as follows:
 Fire alarm Wailing sound
 Hydrofluoric Acid release Whooping sound
 Hydrocarbon release Alternating high-low sound
 H2S release Ramping alert

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10.3 Fire Emergencies

Fire on Your Vessel

In the event of fire on board the vessel, you must:

 Sound alarm
 Stop cargo discharge and shut all valves
 Inform the Dock PIC (if unable to make radio contact, sound a continuous prolonged whistle and
general alarm)
 Initiate fire response plan
 Standby to disconnect cargo arms
 Prepare to move off berth if required
The terminal will notify the Marcus Hook-Trainer Fire Department and the USCG Marine Safety Officer
for the Port of Philadelphia, which will initiate the response to fight the fire on board the vessel.
The terminal's Emergency Response Team (ERT) primary responsibility will be to protect the facility and
the ship dock.
The ERT will only perform exterior firefighting and will not enter any ship or barge vessel unless trained
to do so. ERT personnel will assist with evacuation, accounting for personnel, providing first aid and
other duties that do not require entry into the vessel structure

Fire on the Dock or on Another Vessel at the Facility or at an Adjacent Facility or Anchorage

In the event of fire on the dock or on another vessel at the facility or at an adjacent facility or anchorage,
you must:
 Stop cargo discharge and shut all valves
 Standby to disconnect cargo arms
 Prepare to cool your vessel with water
 Prepare to move off berth if required

Terminal Firefighting Equipment

 The ship dock is equipped with four firefighting monitors designed to work with either water or
foam, each having a rated capacity of 1,500 gpm. Two of the monitors are located on elevated
towers and can be remotely operated.
 The docks are also provided with semi-portable dry chemical powder units (two 350-lb and
three 150-lb units) and with portable DCP and CO2 extinguishers.
 All Dock PIC are suitable trained in the use of firefighting equipment.

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Vessel Firefighting Systems and Equipment

 The vessel's fixed and portable firefighting must be in full operating condition and ready for
immediate use.
 An international ship/shore fire connection must be readily available externally in a clearly
marked location.
 A set of fire control plans should be permanently stored in a prominently marked watertight
enclosure outside the deckhouse for the assistance of shore side fire-fighting personnel. A crew
list should also be included in this enclosure.

10.4 Vessel Readiness

 The ship must be ready to move under its own power at short notice, unless permission has
been granted by the USCG COTP and the Marine Quality Assurance Leader.
 Permission for immobilization of the vessel's main engine will be subject to written acceptance
of the following conditions:
 Repair work must not affect the vessel's pumping performance, or the immediate
availability of safety equipment or deck machinery.
 Engines must be ready for sailing on completion of cargo operations.
 Arrangements must be made in advance for the immediate availability of tugs should the
terminal require the vessel to be removed from the berth in an emergency.
 At all times during the ship’s stay at the terminal, a sufficient number of personnel must be
present on board the ship to deal with an emergency.

10.5 Vacating the Berth

 The Master shall cooperate promptly with any request to vacate the berth when such action is
deemed necessary for the safety of the terminal and/or vessel, as deemed by the Marine
Quality Assurance Leader or the USCG COTP.

11 ENVIRONMENTAL EMERGENCIES
11.1 Oil Spill Response

In the event of an oil spill, you must:

 Stop cargo discharge and shut all valves
 Notify the PSA and the Dock PIC
 Implement your OPA-90 Vessel Response Plan (VRP)
 Notify your OPA-90 Qualified Individual (QI)
 Notify the National Response Center - (800) 424-8802
 Notify the USCG COTP of Philadelphia - (215) 271-4800

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12 EMERGENCY EVACUATION
 In case of emergency evacuation, the vessel personnel must follow the instructions of the
designated terminal personnel.

Terminal Evacuation Route

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13 MISCELLANEOUS INFORMATION
13.1 Bunkering

 Bunkering operations may be carried out at the Marcus Hook anchorage.

 With the exception of Monroe Energy’s time-chartered vessels, bunkering operations by barge
will not normally be allowed while alongside the terminal.
 Special requests will be evaluated only under exceptional circumstances and no bunkering
operations alongside the terminal shall be arranged before obtaining approval in writing from
Monroe Energy’s management.
 On these exceptional cases, bunkering operations alongside the terminal shall be subject to the
following conditions:
 The Agent of any vessel wishing to receive bunker fuels from a barge while operating at the
terminal must make the request no less than 48-hours prior to the arrival at the dock.
 The time utilized for bunkering will be deducted from demurrage. For this purpose,
bunkering time will count from the time the barge is alongside until the time the barge is
released.
 When submitting the request, the agent must confirm in writing to Monroe Energy that the
above terms have been accepted by the vessel's Master on behalf and with the approval of
Owners and Charterers.
 Bunkering operations shall be thoroughly planned and carefully executed to prevent
pollution. Personnel involved in bunkering operations shall have no other assigned tasks and
shall remain at the bunkering stations throughout the operation. The vessel personnel shall
be guided by the recommendations of ISGOTT for bunkering operations (Chapter 25).
 Bunker operations shall not interfere with cargo operations or delay the sailing of the vessel.
Barges must come alongside no less than 4 hours after the vessel is all fast and must sail no
less than 2 hours before the expected time of completion of the cargo transfer.

13.2 Loading Lubricant Oils in Bulk

 The loading of lubricant oils in bulk may be permitted while the vessel is at the berth for those
ships that are not scheduled to take bunkers at anchorage at this port, or for providers with a
satisfactory performance record.
 The Agent of any vessel wishing to receive lubricant oil in bulk from a barge or launch while
operating at the terminal must make the request no less than 24-hours prior to the arrival at the
dock.
 Barges or supply launches must come alongside no less than 4 hours after the vessel is all fast
and must sail no less than 2 hours before the expected time of completion of the cargo transfer.

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13.3 Oil and Garbage Reception Facilities - Compliance with MARPOL Requirements

The terminal holds a current USCG Certificate of Adequacy for Reception Facility attesting that it has
facilities adequate to receive oil and garbage in compliance with MARPOL requirements.
The USCG has determined that the terminal fulfils these requirements through local contractors as
follows:

Oil - MARPOL Annex I

Name of Reception Facility Clean Venture, Inc.

Address 600 Cenco Boulevard
Clayton, NJ 08312
Person in charge Patrick McGovern
Operations Manager
Office number (856) 863 8778
Type of reception facility Mobile - Tank truck
Estimated daily reception capacity 189 MT
Daily capacity requirement 30 MT
Type of waste that can be received Oil residues, oily ballast, oily mixtures
Transfer rate 20 gpm

Garbage – MARPOL Annex V

Name of Reception Facility Atlantic Commercial Materials, Inc.

Address 601 Haddon Avenue
Collingswood, NJ 08108
Person in charge Patrick McGovern
Operations Manager
Office number (610) 587 0743
Service USDA regulated garbage removal from marine
vessels, transportation and disposal by
incineration
The Masters are not required to use these services and are free to make different arrangements.

13.4 Disposal of Cargo Slops

The terminal has the capability of receiving oily water mixtures (slops) when the oil component is
exclusively originated from crude oil or petroleum product cargoes carried by the vessel.
These oily water mixtures may only be discharged using the fixed cargo transfer pumps and pipelines,
via the cargo manifold connections and the cargo arms or hoses.

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The acceptance and reception of cargo slops shall be subject to the following conditions:
 The Master must make the request via the appointed agent no less than 24 hours prior to arrival
at the port.
 The Master must certify in writing that the slops to be discharged do not include any engine
room residues or bilge water, or any cargo pump room bilge material that may include
detergents or chemical additives.
 The Master must make the Oil Record Books available for inspection by the attending PSA.
 The cargo inspector of record will obtain representative samples from the slop tank contents for
testing and/or retention.
The terminal reserves its right to decline the reception of cargo slops into its cargo tanks, and direct the
Masters to contact our mobile reception facility, in accordance with the provisions of the USCG’s
Certificate of Adequacy.

13.5 Disposal of Engine Room Residues or Bilge Water

 The terminal will not receive engine room residues or bilge water, except through our
contracted mobile reception facility.

13.6 Handling of Ship Stores or Provisions

 The loading of ship stores or provisions by launch will be normally permitted while the vessel is
at the berth.
 The Agent of any vessel wishing to receive stores or provisions from a launch while operating at
the terminal must make the request no less than 24 hours prior to the arrival at the dock.
 Supply launches must come alongside no less than 4 hours after the vessel is all fast and must
sail no less than 2 hours before the expected time of completion of the cargo transfer.
 Stores or spare parts delivered by ground transportation are limited to a few small packages
that can be carried manually without dollies or similar equipment, via the fenced passage and
the vessel's gangway or accommodation ladder.
 The vessel's mid-ship hose-handling crane must not be used while the cargo loading arms are
connected.

13.7 Wharfage Fees

 Wharfage fees will not be charged for normal cargo operations.

 Wharfage fees may be charged for ships that cause undue delay or expense.

13.8 Fresh Water Supply

 The ship dock is not provided with fresh water supply facilities.

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13.9 Garbage Disposal

 The disposal of garbage to barges or launches will normally be permitted while the vessel is at
the berth.
 The Agent of any vessel wishing to land garbage onto a barge or launch while operating at the
terminal must make the request no less than 24 hours prior to the arrival at the dock.
 Garbage barges or launches must come alongside no less than 4 hours after the vessel is all fast
and must sail no less than 2 hours before the expected time of completion of the cargo transfer.
 The disposal of garbage to trucks will not be permitted while the vessel is at the berth.

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14 MOORING DIAGRAM

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