Loop (USLO9)

The Louisiana Offshore Oil Port (LOOP) is a deep-water port designed for unloading crude oil cargoes from deep-draught tankers. The port is owned and operated by LOOP LLC under licences granted by the Governments of the USA and State of Louisiana and handles up to 13% of the country's foreign oil. The Offshore Pumping Terminal Complex (PPC) consists of a Control Platform with an adjacent Pumping Platform (joined by a walkway) and three SIngle Point Mooring Buoys (SPMs) all of which are Single Anchor Leg Moorings (SALM) in type. Pipelines are laid from each SPM to the Pumping Platform, then in a direction NNW to the shoreline. The depth of water at the SALMs is in excess of 31m and which reportedly can allow for deep water tankers of up to 700,000DWT. As much as 109,000mі (1,200,000bbls) of oil can be handled each day, pumped to the Pumping Platform via a 1.4m (56in) diameter submarine pipe. The Pumping Platform contains four 7,000hp (5 MW) pumps, power generators, metering and laboratory facilities. Crude oil is only handled on the pumping platform where it is measured, sampled, and boosted to the LOOP onshore storage facilities via a 48-inch (1.2 m) diameter pipeline. The Control Platform is a two deck structure and is equipped with a helicopter pad, living quarters, control room manned 24hrs per day, vessel traffic control station, offices and life support equipment. The control room personnel, when so directed, cam assume control of all the LOOP Offshore Terminal processes otherwise normally initiated from the Operations Centre located near Galliano, Louisiana. Three Vessel Maintenance Buoys are also located near the LOOP Offshore Terminal Complex. The onshore facilities for LOOP consist of the Fourchon Booster Station and the Clovelly Dome Storage Terminal, from where the oil is transferred to US refineries, when required. The Dome Storage has a total capacity of up to 7,900,000mі (50,000,000bbls).

Summer.

The Louisiana Offshore Oil Port (LOOP) is situated in the open waters of the Gulf of Mexico approximately 18nm SE of the Supply Base of Port Fourchon and mainland of Louisiana State.

LOA 339.5m, draught 27.6m, BCM 169.7m, 321,300DWT.

An Anchorage area is in the NE part of the Safety Zone 'E' of the PPC and SPMs, marked by privately maintained lightbuoys, mid position 28°52.0'N 089°55.0'W; depths are 38m to 45m.

The LOOP site is within a deepwater port safety zone approached through a 78-mile-long safety fairway. The entrance to the safety zone from the safety fairway is marked by private lighted buoys. The PPC and each SPM is within an area to be avoided. LOOP recommends that tankers enter or leave the LOOP safety fairway at its southern most point or at least S of Lat 28°18.0'N. The approach should be made within the safety fairway from a position in the vicinity of 27°53.0'N 089°53.0'W, at the edge of the continental shelf along a track leading N for 25nm to the junction with the offshore route in the vicinity of 28°18.0'N 089°54.0'W; then the track continues N for 30nm, with 1 small change of direction, to the pilot boarding position in 28°48.0'N 089° 53.0'W; then N for 1nm and WNW for 1.5nm. Entry is made within a safety zone, marked by lightbuoys, leading WNW for 5nm to the berthing area, clear of shoals and a wreck. ..... Offshore Component Location *Distance from pumping platform *Bearing from pumping platform Platform complex: Pumping platform 28°53.1'N 090°01.3'W Reference Point Control platform 28°53.1'N 090°01.3'W 102m 138° Single Point Mooring (SPM's): LOOP 102 28°53.2'N 089°59.6'W 2,484m 082° LOOP 103 28°52.2'N 090°00.2'W 2,484m 129° LOOP 104 28°51.5'N 090°01.3'W 2,484m 175° Service vessel mooring (SVM's): VM-1 28°53.2'N 090°01.1'W 500m - VM-2 28°52.5'N 090°01.5'W 502m - Approach section: Marker buoys 1 28°48.4'N 089°55.0'W 13,436m 128° 2 28°50.2'N 089°53.5'W 13,421m 112° 3 28°51.1'N 089°59.6'W 4,456m 144° 4 28°52.5'N 089°58.5'W 4,456m 095° Anchorage section: Marker buoys: L-A 28°54.1'N 089°56.4'W 8,099m 077° L-B 28°52.0'N 089°52.4'W 14,393m 097° * Components referenced to pumping platform location.

BA 3851. Admiralty Pilot NP69A, NP286(5). US 11340, 11358 and 11359. US Coast Pilot No 5. (Gulf of Mexico, Puerto Rico and Virgin Islands).

The following USCG radio stations make urgent, safety and scheduled marine information broadcasts preceded by a preliminary call on 2182kHz, or 156.80MHz, at the time and on the working frequencies indicated. ..... Station Frequency Time(s) NCF, Miami Beach, Florida 2670kHz Ch 22 0400, 0600, 0800,1050, 1300, 1900, 2250, 0630 1200 and 1730 EST NOK, Key West, Florida Ch 22 0600, 1200 and 1730 EST NMA-21, St Petersburg, Florida 2670kHz Ch 22 0920 and 2320 EST 0650, 1250 and 1750 EST NMG, New Orleans, Louisiana 2670kHz Ch 22 0435, 0635, 1035, 1150 1635, 2350 CST 0450, 1050 and 1650 EST NMG-15, Grand Isle, Louisiana Ch 22 0435, 1035 and 1635 CST NOY, Galveston, Texas 2670kHz 0450, 0650, 1050, and 1650 CST NOY-3, Port Aransas, Texas Ch 22 0440, 0640, 1040 and 1640 CST NCH, Port Isabel, Texas 2670kHz Ch 22 0440, 0640, 1040 and 1640 CST 0435, 1035 and 1635 CST NMR, San Juan, Puerto Rico 2670kHz Ch 22 1100 and 2300 AST 0710, 1310 and 1810 AST The following USCG radio stations in the Gulf of Mexico area make urgent, safety and scheduled marine information broadcasts preceded by a preliminary call on 500kHz, at the times and on the working frequencies indicated: ..... NMA, Miami, Florida 440kHz 1100 and 2000 EST NMG, New Orleans, Louisiana 428kHz 1120 and 1830 CST NMR, San Juan, Puerto Rico 466kHz 1220 and 2120 AST

Tanker arrival: Arriving from seaward: The items listed in this section apply to all tankers arriving at LOOP. Tankers will normally approach LOOP via the 63nm safety fairway. Communications with LOOP shall be established when the tanker is 20nm from the entrance of the safety zone on VHF Ch 16. The vessel traffic controller will assign a working frequency usually VHF Ch 74 and will pass instructions to the vessel. The arrival time for a tanker is recorded as the time and date the inbound tanker enters the safety zone either en route to LOOP's anchorage or to moor or anchor outside the safety zone in the vicinity of the port. Tankers must enter and depart the port via the safety zone between Buoys 1 and 2. Berthing order: When a buoy becomes available, the tanker with the earliest Firm Arrival Window will be berthed provided that tanker has issued its Notice of Readiness to Discharge. LOOP may adjust a tanker's position in the queue to a maximum of one position when such adjustment is necessary for optimum operations of the LOOP system. Navigational assistance: During the mooring operation, including transit of the approach and terminal sections, the mooring master and the assistant mooring master perform the following functions: ..... 1. The mooring master advises the tanker's master on operational and ship control matters and regulations that are peculiar to the port, such as navigational aids, depth of water and current characteristics of the manoeuvring area during existing conditions, mooring equipment and procedures, emergency towing procedures, and the port's vessel control procedures. The mooring master will maintain communications with the vessel traffic controller, mooring launches and the assistant mooring master until the mooring operation has been completed. 2. The assistant mooring master is stationed on the forecastle of the tanker during mooring operations to assist the mooring master by reporting position approach data relative to the SPM and to advise the tanker's personnel in the handling of mooring equipment peculiar to the port. Transiting the approach, terminal, and anchorage sections: The master of the tanker, a licensed deck watch officer, and a competent helmsman must be on the bridge, and machinery spaces must be manned by a licensed engineer, at all times while the tanker is manoeuvring in the approach and anchorage sections or transiting the terminal section of the safety zone and approaching an SPM to moor. A competent deck officer is to be on the bow along with one seaman as lookout who is capable, on command, of letting go the anchor if necessary. Manoeuvring capabilities: LOOP SPM Buoys are located on a radius of 1.35nm from the Marine Terminal pumping platform complex with spacing between buoys of 1.1nm. Tankers must have the capability to perform the manoeuvring required to approach and depart from a SPM within an area not greater than 0.85nm radius from the buoy at speeds not exceeding 3kts. LOOP may require evidence of a tanker's capability to approach and enter the safety zone. The mooring master may determine this by pre-berthing checks of a tanker's manoeuvring characteristics. It is recommended that vessels endeavour to arrive on an even keel whenever possible. Securing anchor: Prior to approach and while at the SPM, anchors are to be positively secured with locking pawls and/or securing wires/turnbuckles. No work on windlass or anchoring gear which requires releasing the brake or removal of securing gear/pawls is allowed while at the SPM. Tankers proceeding directly to a mooring: ..... 1. The mooring master, assistant mooring master, deck watch, and oil inspectors will board the tanker, and the port furnished equipment will be picked up by the tanker prior to entering the safety zone. The boarding area is at the N end of the safety fairway where it turns and joins the approach section of the safety zone. The entrance to the safety zone is marked at the lateral boundaries by Buoys 1 and 2. 2. Weather permitting, a pilot ladder shall be rigged port and starboard 2.0m above the water. An accommodation ladder in conjunction with a pilot ladder shall be rigged prior to arrival if the freeboard exceeds 10.0m and prior to completion of discharge if the sailing freeboard exceeds 10.0m. The tanker will be advised of which side the mooring and connecting equipment will be handled so that the appropriate derrick can be topped and rigged in preparation for lifting the equipment aboard and for handling the hoses after mooring. The derrick block should be plumbed midway between the rail and the manifold at the manifold centreline. Tankers are asked to provide a lee in order to allow for safer boarding and an easier equipment handling operation. The tanker must have operatives and have ready for immediate use, bow and stern emergency towing equipment, as recommended by IMO and defined under "Emergency towing equipment". 3. Equipment brought aboard the tanker for use in the mooring arrangement shall be transported to the bow by ship's personnel and returned to the manifold in the way of the derrick at completion of port operations. Ship's personnel, supervised by a deck officer and advised by the assistant mooring master, shall prepare and arrange the tanker's mooring equipment to the satisfaction of the assistant mooring master and the tanker master. 4. After the mooring master is aboard, the tanker may proceed under his guidance into the safety zone to the assigned berth for mooring. The shipper and tanker owner shall be responsible and liable to LOOP for any damage or injury done by the tanker to any LOOP facility, equipment or personnel. Services of the mooring master, assistant mooring master, deck watch, mooring launches and their crews, and such other LOOP personnel as may be required aboard the tanker are provided with the express understanding that the master of the tanker has and accepts the ultimate responsibility for the tanker and crew. If it becomes necessary for the master of the tanker to disregard a mooring master's advice in order to ensure the safety of his ship, it is requested that a written report from the Master be submitted promptly to LOOP. 5. Refer to appropriate sections for transiting, manoeuvring and anchor securing requirements. Tankers proceeding directly to LOOP's anchorage (in safety zone): ..... 1. Tankers proceeding directly to LOOP's anchorage may proceed into the safety zone without a mooring master onboard when the following conditions are met: a. The tanker is proceeding directly to the designated anchorage section. b. Entry is via the designated safety fairway through Buoys 1 and 2. c. Clearance is obtained from the vessel traffic controller. d. No other tankers are underway in that portion of the safety zone that is S and E of Buoys 3 and 4. e. No more than 4 tankers are anchored in the designated anchorage. 2. Specific tanker speeds are to be consistent with the International Regulations for Prevention of Collisions at Sea, Rule 6 - Safe Speed. 3. The shipper and tanker owner shall be responsible and liable to LOOP for any damage or injury done by the tanker to any LOOP facility, equipment, and personnel. Anchoring at LOOP: There is a designated 2nm x 4nm anchorage area inside the safety zone to provide for safety and continuity of operations. All vessels are expected to utilise this anchorage unless such vessels are proceeding directly to moor upon arrival. While the tanker is at anchor in the anchorage section of the safety zone, a competent deck officer shall be stationed at all times on the bridge to watch for any dragging of the anchor which can be detected by taking radar ranges or rounds of bearings as necessary on the pumping platform or on any other fixed objects and to monitor Ch 16 and Ch 74. Vessels at anchor must maintain engines and propulsion machinery in readiness to clear the Marine Terminal area under full power on short notice. No repairs are permitted which would interfere with this requirement. The anchorage is in the open sea and is not in a harbour. A 1 minute or less standby readiness requirement for engines and anchors will be invoked in the event of rough weather. The port superintendent will invoke the rough weather advisory. Tankers proceeding to mooring from anchor (in safety zone): ..... 1. The vessel traffic controller advises the tanker of the arrival time of the mooring master, assistant mooring master, deck watch, and oil inspectors, and of the equipment to be made ready. (Note: See Section 9.3 for when mooring master boarding is by helicopter). 2. Upon receiving clearance from vessel traffic controller a tanker may get underway without a mooring master onboard for the purpose of making a lee only. The mooring master will then board the vessel and proceed to the bridge to pilot the vessel to berth. 3. Equipment brought aboard the tanker for use in the mooring arrangement is transported to the bow by ship's personnel and returned to the manifold in way of the derrick at completion of port operations. Ship's personnel supervised by a deck officer and advised by the assistant mooring master shall prepare and arrange the tanker's mooring equipment to the satisfaction of the assistant mooring master and the tanker master. 4. For berthing operations it is recommended that vessels endeavour to remain on an even keel whenever possible. Tankers proceeding to mooring from anchor (outside of safety zone): ..... 1. The vessel traffic controller advises the tanker of the arrival time of the mooring master, assistant mooring master, deck watch, and oil inspectors, and of equipment to be made ready. Included are instructions for preparation of an accommodation ladder and/or pilot ladder, equipment hoist and operative emergency towing equipment. (Note: Section 9.3 for times when mooring master boarding is by helicopter). Tanker may raise anchor and get underway prior to mooring master arrival, but under no circumstances shall the tanker enter the safety zone until the mooring master is onboard. 2. Equipment brought aboard the tanker for use in the mooring arrangement, shall be transported to the bow by ship's personnel and returned to the manifold in way of the derrick at completion of port operations. Ship's personnel, supervised by a deck officer and advised by the assistant mooring master shall prepare and arrange the tanker's mooring equipment to the satisfaction of the assistant mooring master and the tanker master. Mooring and hose handling: Mooring equipment and hawser system: Before a tanker is accepted for offloading and prior to arrival, the ship should notify LOOP of the type of SPM mooring equipment installed to determine if the equipment is capable of sustaining the safe working load that will be imposed on it and if fitted in accordance with the 1992 OCIMF recommendations for mooring of tankers at SPM's. All tankers are required to utilise the two hawsers system to moor at the SPM. LOOP requires that all ships be fitted as follows: ..... 1. Vessels of 150,000DWT and more: 2 x 76mm (3in) bow stoppers and 2 (1 each side of the centreline), bow chock openings capable of allowing free passage of 76mm (3in) chafe chain. 2. Vessels of less than 150,000DWT: 1 either 76mm (3in) or 54mm (2 1/8in) bow chain stopper designed to accept 76mm (3in) or 54mm (2 1/8in) section of chafe chain. 2 bow chock openings, (1 each side of the centerline) to allow free passage of 2 chafe chains sized to the bow stoppers as fitted. Vessels of this class with only 1 bow stopper will be required to secure the second chafe chain through the use of snotters and bitts. Any additional equipment necessary to make the connection of this equipment to the tanker (snotters, shackles and holding devices) will be supplied by LOOP and will be lifted aboard the tanker from the mooring launch which transports the mooring master and assistant mooring master. 3. Pedestal roller fairleads and winch drums or capstans to provide proper leads and clearances (drum end of anchor windlass is acceptable). LOOP will have available the OCIMF recommended combination 76mm/54mm (3in/2 1/8in) chafe chain. The exact mooring arrangement will be determined by the assistant mooring master after inspection of the ship's fittings and equipment. Mooring and unmooring is to be carried out by the crew of the tanker with the advice of the assistant mooring master. Two launches will normally assist in mooring. One launch will tend the hawser systems. Successively for each of the two hawser systems, the launch personnel will secure the tanker's messenger line to a pick up line in order for the hawser system chafe chains to be winched aboard the tanker and secured to the shipboard mooring fittings. The second launch tends the floating hose strings during the tanker mooring, drawing the hose strings aside from the tanker's track during the approach and mooring. LOOP has no tugs to routinely assist in mooring. Floating hoses: The floating hoses, which extend approximately 33.5m from each buoy, consist of 2 x 24in (600mm) crude oil discharge hose strings with 16in (400mm) nominal diameter rail tails, each with Series 150 ANSI flanges. The hose string contains tapered hoses to transition from the 24in seabed hoses to the 16in hose end flange. Each hose string has a one-candela yellow light on a pick-up buoy at its end. In order to avoid delays in connecting hoses, tankers should have an adequate number of reducing spools to fit 16in standard ANSI flanges. Tankers are requested to remove the blank flanges from their discharge manifolds before mooring so as to expedite the connecting of the floating hoses. Connecting and disconnecting of the cargo hoses is to be performed by the crew of the tanker under the advice of the assistant mooring master. Hose handling: Mooring launches tow each floating hose into position beneath the tanker's lifting derrick. The derrick block is lowered to the launch and secured to the hose pick-up sling. After the hose is lifted above the level of the tanker's rail, it is swung inboard. A snubber chain connected between the first and second hose flanges is then used to control its angle (ie to guide it towards its proper place on the cargo manifold). When the hose has been raised enough to span the distance between the tanker's rail and the cargo manifold, the snubbers can be made fast. The hose end is then lowered to the manifold and connected to it. Upon completion of discharge, each hose is disconnected from the manifold after its weight is taken up by the derrick runner. It is then swung outboard, lowered to the water, and released. Care in raising and lowering the hoses: Care is necessary in raising the hoses before discharge and particularly in lowering them after discharge. At these times hoses are especially vulnerable to kinking. Damaging configurations for the hose: While the cargo transfer hose is connected to the tanker, certain positions that the tanker might take relative to the SPM could cause the hose to bend excessively and thus could damage it. For example, if a tanker overrides the buoy, it could damage both the hose and the buoy. This condition can be corrected by the tanker going astern or being pulled astern. Another damaging position could happen if the SPM seabed swivel does not turn as the tanker swings around it. In such a case, the mooring master will seek LOOP's assistance. If this situation is not immediately resolved, the port superintendent or the mooring master should issue the order to stop pumping cargo. Mooring launches: The following two launches are operated by LOOP for the primary purpose of assisting in mooring operations: ..... 1. Names "LOOP LINE" and "LOOP LOADER" 2. Length overall 26m 3. Beam 8.0m 4. Draught 2.0m 5. Propulsion 2 model 16V-92 GM diesel engines, twin screws, 1,200bhp total 6. Max speed 10kts 7. Bollard pull 3,629kg line pull 8. Nav & comms Sitex 48nm radar, digital fathometer, SSB and VHF radio (Ch 10, 16 & 74) plus an 8-channel UHF radio. 9. Construction Steel 10. Fuel capacity 75,708 litres The LOOP maintenance vessel functions primarily for inspection, servicing, and maintenance of Marine Terminal components. ..... 1. Name "LOOP LIFTER" 2. Length overall 61m 3. Beam 15m 4. Draught 3.7m 5. Propulsion 2 D-399 Caterpillar engines, twin screw, 3,000bhp total 6. Max speed 11kts 7. Bollard pull 3,629kg line pull 8. Nav & comms Auto pilot, Sitex 48nm radar, fathometer, SSB and VHF radio (Ch 10, 16 & 74) plus an 8-channel LOOP UHF radio. 9. Construction Steel 10. Fuel capacity 302,832 litres 11. Fire pump 9,475 litres per minute The following vessel is operated by LOOP for the primary purpose of escorting and emergency response to tankers calling at the port: ..... 1. Name "LOOP RESPONDER" 2. Length 47.2m 3. Beam 15.7m 4. Draught 4.9m 5. Main engines 2 model 3608 Caterpillar 7,300bhp 6. Propulsion 2-Voith Schneider 36 IIG 7. Max speed 13kts 8. Tow winch Single drum line handling, 45.7m/min line recovery rate 9. Hawser 304.8m /3.75in diameter Spectra 10. Fuel capacity 182,880 litres 11. Potable water 68,190 litres 12. Fire pumps 2 x 1,000hp 13. Fire monitors 2 x 7,000 GPM each 14. Foam capacity 22,730 litres 15. Construction Steel 16. Fendering Full

Pilotage is available, the pilot boards 2nm SE of Lightbuoy No 1 in position 28° 48.6'N 089°55.0'W. Masters of other vessels intending to transit the safety zone should obtain clearance from the vessel traffic supervisor. Pilot and Accommodation Ladders: Size, draught and manoeuvring of vessels calling at LOOP may not always allow the vessel to create a lee side for boarding by alteration of heading alone. Therefore, LOOP requires that all tankers using the port be equipped with accommodation ladders on the port and starboard sides, leading aft. The requirements are as follows: ..... 1. All pilot and accommodation ladders must be clean, in good condition, and comply with all existing IMO SOLAS requirements. 2. The rigging of pilot and accommodation ladders and the embarkation and disembarkation of personnel shall be supervised by a responsible deck officer of the vessel. 3. Every pilot ladder shall be secured in position clear of any possible discharges from the vessel, and so that each step rests firmly against the vessel's side. 4. If the freeboard exceeds 10m at any time, an accommodation ladder shall be rigged in conjunction with the pilot ladder. 5. All vessels shall have an accommodation ladder on the port and starboard side. 6. The lower end of the accommodation ladder must rest firmly against the side of the vessel within the parallel body midlength as far as practical within the midship half section. 7. The accommodation ladder must lead aft. 8. Adequate light shall be provided so that the pilot and accommodation ladders and the position where personnel board the vessel will be properly illuminated.

SPM Buoys: In addition to the port name "LOOP" and an SPM number, each SPM Buoy is painted white on top with yellow sides and is equipped with the following navigational aids: ..... 1. Light (Q Fl W) installed on the buoy 5.5m above MHW. The light is visible through an arc of the horizon of 360° at a range of 4nm. It is actuated by a solar photoelectric switch. 2. A 406.4mm (16in) diameter all-directional radar reflector mounted on a high point of the buoy. 3. Buoy number daymarks at 90° intervals around the buoy hull. Platform complex beacon light: A rotating beacon which shows a 47,000 candela flashing white light (6 flashes per minute) is mounted above the pumping platform at top of the communications tower with an elevation of 64m above MHW and is visible through an arc of the horizon of 360° at a range of 18nm. Platform complex obstruction lights: Obstruction lights are installed at each corner of both platforms and one on the bridge connecting the structures. The lights (Q Fl W) on the pumping platform are 25m above MHW and on the control platform are 23m above MHW. They flash in unison and are placed so that at least one light can be seen for a min of 5nm from any approach angle to the platform complex. Platform complex fog signals: Two fog horns are installed at the platform complex. One is hung below the lower deck near the middle of the NW edge of the pumping platform about 21.3m above MHW, and the other is hung below the lower deck on the southern edge of the control platform. The signals are synchronised to sound a 650-800Hz 2 second blast every 20 seconds and can be heard for at least 2nm. They are actuated from the control platform. Radar Beacon: The LOOP Radar Beacon (Racon) operates 24 hours daily on the X-band frequency from 9300 to 9500 MHz. The transponder is mounted on top of the communications tower 64m above MHW. The Racon will respond to incoming signals by transmitting Morse coded letter "O" as the identifying signal for the Marine Terminal platform complex. The Racon has a range of about 22 to 26m, depending on the height of shipboard radar antennae. Safety zone navigation buoys: The purpose of a deepwater port safety zone is to define an area in which any activity that may directly or indirectly increase the environmental and safety risks associated with port operations may be minimised or prohibited. The safety zone is made up of three parts, the approach section, the anchorage section and the terminal section. Inside the terminal section, there are four "areas to be avoided", one is 600m in radius around the pumping platform complex and three are 500m in radius around each of the SPM's. "Areas to be avoided" conform to IMO measures to keep ships or certain classes of ships outside a delineated area. Four navigational buoys define the boundaries of the approach section of the safety zone. Proceeding from seaward, the 2nm wide approach section extends 5nm from the safety fairway to the terminal section. Anchorage section buoys: The designated anchorage section of the safety zone is a 2nm wide area beginning at Safety Zone Buoy 2 and extending 4nm along and next to the eastward boundary of the safety zone. Buoys L-B and L-A mark the corners and define the outer boundaries of the anchorage section. Service vessel mooring buoys: The three buoys provided for mooring port services vessels at the Marine Terminal are white. The buoy identification is reflective. Battery powered, slow flashing (0.4s on, 3.6s off) white lights are installed 2.4m above the water and are actuated by solar photoelectric switches. Navigation advisory system (surveillance radar): Two radar surveillance systems, X-band and S-band frequencies, are installed at the Marine Terminal. The systems provide coverage from the platform complex to a range of about 27nm for tankers and include, among other things, a collision avoidance system. After an incoming tanker makes radio contact on the VHF system about 20nm from the safety zone, the vessel traffic controller will advise the location of navigational hazards as well as relative positions and estimated courses and speeds of other vessels within radar range of the platform.

..... Regulated Vessel Activities Safety Zone Areas to be avoided around each PPC & SPM1 Anchorage Area Remaining portion of safety zone C C C C C C N P P F N F or P N N P N N N N N N N 1 The radius of areas to be avoided around each PPC is 600m and around each SPM is 500m 2 Not part of port installation 3 Exception 33CFR 150.423(e) Safety Zones: The person in charge of any vessel planning to enter a safety zone should contact the port vessel traffic controller on Ch 10 or 74 before entry and comply with that person's instructions. Key to regulated activities: F-Force majeure. N-Not permitted. C-Tanker calling at port and support vessel movements: Permitted when cleared by vessel traffic controller. P-Vessels other than tankers or support vessels: Permitted when not in immediate area of tanker, clearance by vessel traffic controller required. Communications with vessel traffic controller required. For transiting foreign flag vessels, the requirement for clearance to enter the safety zone is advisory in nature. UKC: The max draughts allow for a gross under keel clearance of 6.0m during gulf coast low water and calm seas. The maximum draughts result in a clearance of 2.9m above the SPM base U-joints, since the U-joints are 3.4m above the ocean bottom. Gross under keel clearance means the distance between the keel of a tanker and the ocean bottom when the tanker is moored in calm seas. Net under keel clearance means the distance between the keel of a tanker that is anchored and the ocean bottom , considering ship motion in response to wind, wave, tide and current conditions. It is required that there be a net under keel clearance of 4.7m during bad weather. Note: Significant wave height is the average height of the highest one-third of all waves passing a point in a given period of time.

Heavy outflow from Mississippi River may cause a W current in the vicinity of LOOP, identified by the colour of the sediment in the river, with a rate often in excess of 2kts. At the port, significant wave height is less than 1.8m for 72% of the time and greater than 3.0m for 5.4% of the time. Currents take a generally W'ly direction 75% of the time. Average current speed is 0.7kt, but 3% of the time the current can reach a speed of 2kts or more.

The limits of the LOOP Safety Zone are defined by a line joining the following: ..... 1. 28°55.3'N 090°00.6'W 2. 28°53.8'N 090°04.1'W 3. Arc of circle radius 4,465m centred at the Pumping Platform Complex (PPC) in position 28°53.1'N 090°01.5'W 4. 28°51.1'N 090°03.1'W 5. Lt buoy No 3 (28°50.1'N 090°02.4'W) 6. 28°49.0'N 089°55.9'W 7. Lt buoy No 1 (28°48.6'N 089°55.0'W) 8. Ly buoy No 2 (28°50.3'N 089°53.8'W) 9. Lt buoy L-B (28°52.0'N 089°52.7'W) 10. 28°53.1'N 089°53.6'W 11. Lt buoy No 4 (28°54.8'N 089°57.0'W) 12. 28°54.8'N 089°59.6'W 13. Arc of circle radius 4,465m centred at the PPC.

Escort and emergency response vessel (ERV): A rapid and effective response by the towing vessel is dependant on it being proximate to the tanker. Accordingly, the LOOP port operations procedure may require escort of tankers coming to berth and tankers departing berth for the period of time the mooring master is onboard. The purpose of the ERV is to provide emergency assistance to the tanker should a problem develop with the tanker's steering or propulsion systems. The vessel will have a towing line aboard, suitable for connection at the bow or stern of the tanker. The ERV is also fendered to allow pushing directly on the hull of the tanker and has onboard oil spill response equipment. All light tankers, departing the mooring may also be provided with an escort to at least the outer perimeter of the terminal section of the safety zone. Principle of the Escort Vessel Towing Package: The towing gear assembly on the tug is dedicated for emergency use. It has been designed on the principle that all components will be provided by the tug, except the heaving lines, which are to be provided by the tanker. The dimensions of the equipment are specifically sized for the anticipated work and the serious difficulties that can be routinely encountered in trying to put large tankers in tow, especially in adverse weather. Description of the Towing Gear Assembly: The following is a physical description of the assembly and the intended use and deployment of each. Floating Pick up Line: A floating pick up line that is made fast to the towing pendant is attached to the heaving line sent to the tug. This pick up line is designed to be used by the tanker for warping or hand pulling the towing hawser onboard. ..... Number: 1 Length: 60m Size: 2in Diameter - 6in Circumference Tensile Strength: 48,800lbs Construction: 8 Stranded Polypropylene Towing Hawser: A light-weight floating Spectra Fibre line will be carried aboard the tug and be pulled onboard the tanker by the pick-up line and secured to the tanker by attaching the 2.4m soft eye end to the tanker emergency towing equipment as recommended by IMO. While the line is chafe protected, care should be taken and watch maintained to prevent towing hawser wear, especially at chocks and bitts. ..... Number: 1 Length: 304m Size: 3.75 diameter Tensile Strength: 850,000lbs Construction: Spectra Fibre - Braided jacket containing twisted strands Fittings: 2.4m soft eye one end Weight: 3lbs per foot

LOOP's Marine Terminal is located in a semi-tropical zone. Average summer temperature is 29°C, and average winter temperature is 14°C. Lowest temperature recorded is -12°C and highest is 38°C. Thunderstorms in summer and cold fronts in winter develop quickly and can be quite severe with storm winds (up to force 10) developing for short periods. The terminal is in a hurricane zone, and although such storms are an infrequent occurrence at the port, the area is often affected adversely between the months of June and November by hurricanes passing E or W of the port. Poor visibility occurs most often in January when visibility of 2nm or less occurs 2% of the time. Weather operating rules: Mooring operations, hose hook-up and the operation of LOOP support vessels are weather determinant, which includes, but is not limited to: consideration of state of sea and swell, wind direction and velocity, visibility and current strength and direction. In general, the LOOP Port Superintendent may use the following guidelines in determining whether to initiate, continue or terminate any activities in the port. Whenever sustained winds are in the 25-30kts range, a heightened attention is paid to SPM Buoy and hawser movement. As winds increase from that point the port superintendent may issue high wind alerts or rough weather advisory's as necessary. ..... 1. Generally tanker mooring and hose hook-up can be conducted in significant seas of up to 2.0m. Significant seas in excess of 2.0m will cause the activity to be reviewed by the Port Superintendent in order to consider the benefit of a lee side. 2. Operation of LOOP support vessels and cargo discharge can generally be conducted in significant seas up to 4.0m. In the event that seas increase beyond, or are predicted to increase beyond 4.0m significant wave height, especially as a result of a building storm, cargo operations may be discontinued and cargo hoses disconnected. 3. Tankers may be required to depart the SPM when the conditions below exist, or are predicted: a. If seas become greater than 5.0m b. If winds become greater than 44kts c. If current becomes greater than 1.8kts and is aligned with winds of 40kts or greater. d. If current becomes greater than 1.2kts and is perpendicular to 40kts wind. e. Excessive buoy or hawser motion or strain. 4. The complete shut-down of all systems and the evacuation of the port will be ordered when it is predicted that the centre of a hurricane will pass within 160nm of the port. Normally evacuation orders will be issued 36 hours before the storm's expected arrival. 5. A hurricane alert is issued 72 hours ahead of an approaching hurricane. Incoming tankers will not normally be berthed after a hurricane alert, and berthed tankers will complete discharging as soon as possible and depart the port.

LOUISIANA OFFSHORE OIL PORT (LOOP TERMINAL) UNCTAD LOCODE: US LPP ________________________________________________________________________________ ___________

{ "widget_1_pilotage": { "area_groups": [ { "area_name": null, "pilots_area_description": null, "pilots_contact_details": [ { "station_call_name": "LOOP Radar", "vhf_primary_watch": null, "vhf_secondary_working": null, "telephones": [ "+1 504 6326970", "+1 504 6326980" ], "faxes": [], "emails": [], "websites": [ "www.loopllc.com" ], "operating_hours": "4125 kHz: 0930-0945 LT, 1430-1445 LT; 6218·6 kHz: 0945-1000 LT, 1445-1500 LT" } ], "procedure": { "compulsory_text_note": "The following procedures are compulsory for all vessels.", "when_to_report": "Vessels should send ETA 7 days in advance; confirm ETA 72h and 48h in advance; send ETA at least 24h before entering the Safety Zone to the Captain of the Port, New Orleans, and the Vessel Traffic Supervisor, LOOP; report when 20 n miles from the Pilot boarding position to the Vessel Traffic Supervisor on VHF; request clearance from the Vessel Traffic Supervisor before entering the safety zone or mooring at, or departing from, a SPM; any subsequent changes should be reported immediately.", "how_to_report": "Send ETA 7 days in advance stating draught, cargo type/amount, discharge order, manifold fittings, SPM fittings, discharge rate, ballast hours, and special requirements; confirm ETA at 72h and 48h; report by VHF when 20 n miles from pilot boarding position.", "what_to_report": [ "Vessel's name, GT and draught", "Type and amount of cargo on board", "Any condition that may impair navigation (fire, defective propulsion/steering, radio telephone limitations)", "Any leaks, structural damage or machinery malfunctions affecting cargo transfer or causing oil discharge" ], "pilot_boarding_positions": [ { "designator": "Position 28°48.00′N 89°53.00′W", "coordinates_or_verbose": "2 n miles SE of Lt buoy No 1", "vessel_particular_constraints": null } ], "pilot_disembarkation_positions": [], "leftover_text_notes": [] } } ] }, "widget_2_vts": { "cross_reference_redirect": null, "area_groups": [ { "area_name": "LOOP Safety Zone", "vts_boundaries": { "description": "Limits defined by a line joining: (1) 28°55.38′N 90°00.62′W; (2) 28°53.83′N 90°04.12′W; (3) Arc radius 4465m centred at PPC (28°53.10′N 90°01.50′W); (4) 28°51.14′N 90°03.12′W; (5) Lt buoy No 3 (28°50.16′N 90°02.41′W); (6) 28°49.07′N 89°55.90′W; (7) Lt buoy No 1 (28°48.60′N 89°55.00′W); (8) Lt buoy No 2 (28°50.35′N 89°53.87′W); (9) Lt buoy L-B (28°52.07′N 89°52.70′W); (10) 28°53.17′N 89°53.69′W; (11) Lt buoy No 4 (28°54.87′N 89°57.02′W); (12) 28°54.87′N 89°59.62′W; (13) Arc radius 4465m centred at PPC", "coordinates": [ { "sequence_id": 1, "latitude": "28°55.38′N", "longitude": "90°00.62′W", "label": null }, { "sequence_id": 2, "latitude": "28°53.83′N", "longitude": "90°04.12′W", "label": null }, { "sequence_id": 3, "latitude": "28°53.10′N", "longitude": "90°01.50′W", "label": "PPC" }, { "sequence_id": 4, "latitude": "28°51.14′N", "longitude": "90°03.12′W", "label": null }, { "sequence_id": 5, "latitude": "28°50.16′N", "longitude": "90°02.41′W", "label": "Lt buoy No 3" }, { "sequence_id": 6, "latitude": "28°49.07′N", "longitude": "89°55.90′W", "label": null }, { "sequence_id": 7, "latitude": "28°48.60′N", "longitude": "89°55.00′W", "label": "Lt buoy No 1" }, { "sequence_id": 8, "latitude": "28°50.35′N", "longitude": "89°53.87′W", "label": "Lt buoy No 2" }, { "sequence_id": 9, "latitude": "28°52.07′N", "longitude": "89°52.70′W", "label": "Lt buoy L-B" }, { "sequence_id": 10, "latitude": "28°53.17′N", "longitude": "89°53.69′W", "label": null }, { "sequence_id": 11, "latitude": "28°54.87′N", "longitude": "89°57.02′W", "label": "Lt buoy No 4" }, { "sequence_id": 12, "latitude": "28°54.87′N", "longitude": "89°59.62′W", "label": null }, { "sequence_id": 13, "latitude": "28°54.87′N", "longitude": "89°59.62′W", "label": null } ] }, "contact_details": [ { "station_call_name": "LOOP Radar", "vhf_primary_watch": null, "vhf_secondary_working": null, "telephones": [ "+1 504 6326970", "+1 504 6326980" ], "faxes": [], "emails": [], "websites": [ "www.loopllc.com" ], "operating_hours": "4125 kHz: 0930-0945 LT, 1430-1445 LT; 6218·6 kHz: 0945-1000 LT, 1445-1500 LT" } ], "procedure": { "compulsory_text_note": "Mandatory for all vessels over 300 gt.", "general_rules": [] }, "reporting_lines_and_points": [ { "designator": "Reporting Line 1", "description": null, "coordinates": [ { "sequence_id": 1, "latitude": "28°55.38′N", "longitude": "90°00.62′W" }, { "sequence_id": 2, "latitude": "28°53.83′N", "longitude": "90°04.12′W" }, { "sequence_id": 3, "latitude": "28°53.10′N", "longitude": "90°01.50′W" } ] }, { "designator": "S Reporting Line", "description": null, "coordinates": [ { "sequence_id": 1, "latitude": "28°50.16′N", "longitude": "90°02.41′W" }, { "sequence_id": 2, "latitude": "28°51.14′N", "longitude": "90°03.12′W" }, { "sequence_id": 3, "latitude": "28°54.87′N", "longitude": "89°57.02′W" } ] } ], "reporting_requirements": [ { "report_name": "Entry Report", "when_or_where_to_report": "On passing Reporting Line 1, 24h prior", "how_to_report": "VHF Ch 16, email", "what_to_report": [ "Vessel's name, GT and draught", "Type and amount of cargo on board", "Any condition that may impair navigation", "Any leaks, structural damage or machinery malfunctions" ] }, { "report_name": "Exit Report", "when_or_where_to_report": "On passing S Reporting Line", "how_to_report": "VHF Ch 16, email", "what_to_report": [ "Vessel's name, GT and draught", "Type and amount of cargo on board", "Any condition that may impair navigation", "Any leaks, structural damage or machinery malfunctions" ] } ] } ] }, "widget_3_tugs": { "contact_details": [ { "provider_name": null, "vhf_channels": [], "telephones": [], "emails": [] } ], "availability_hours": null, "notes": [] }, "widget_4_port_and_notes": { "port_and_terminal_contacts": [ { "station_call_name": "Harvey Office", "vhf_primary_watch": null, "vhf_secondary_working": null, "telephones": [ "+1 504 3685667" ], "faxes": [ "+1 504 3639284" ], "emails": [], "websites": [], "operating_hours": null } ], "standalone_general_notes": [] }, "formatted_text_original": "PILOTS PROCEDURE: Pilot boards in position 28°48.00ґN 89°53.00ґW (2 n miles SE of Lt buoy No 1). ________________________________________________________________________________ ___________ TERMINAL AREA: The limits of the LOOP Safety Zone are defined by a line joining the following: (1) 28°55.38ґN 90°00.62ґW (2) 28°53.83ґN 90°04.12ґW (3) Arc of circle radius 4465m centred at the Pumping Platform Complex (PPC) in position 28°53.10ґN 90°01.50ґW (4) 28°51.14ґN 90°03.12ґW (5) Lt buoy No 3 (28°50.16ґN 90°02.41ґW) (6) 28°49.07ґN 89°55.90ґW (7) Lt buoy No 1 (28°48.60ґN 89°55.00ґW) (8) Lt buoy No 2 (28°50.35ґN 89°53.87ґW) (9) Lt buoy L-B (28°52.07ґN 89°52.70ґW) (10) 28°53.17ґN 89°53.69ґW (11) Lt buoy No 4 (28°54.87ґN 89°57.02ґW) (12) 28°54.87ґN 89°59.62ґW (13) Arc of circle radius 4465m centred at the PPC CONTACT DETAILS: Call: LOOP Radar LOOP Platform (KR7808) VHF Frequency: Ch 16; 10 74 RT Frequency (kHz): 4125 6218·6 Telephone: +1 504 6326970 +1 504 6326980 Telex: +255 810 9505875 LOOP MT GALO +255 810 9515165 LOOP INC NOLA Telegraph: LOOP MT GALLO Website: www.loopllc.com Harvey Office Telephone: +1 504 3685667 Fax: +1 504 3639284 HOURS: 4125 kHz: 0930-0945 LT, 1430-1445 LT 6218·6 kHz: 0945-1000 LT, 1445-1500 LT PROCEDURE: (1) The following procedures are compulsory for all vessels. (2) Notice of ETA: Vessels should send ETA 7 days in advance, stating: (a) Draught (forward and aft) (b) Type(s) and amount of cargo (c) Preferred order of cargo discharge (by type) (d) Cargo manifold fittings size and type (e) Type of Single Point Mooring fittings installed (f) Expected rate of discharge (g) Expected number of ballast hours on completion (h) Any special requirements needing early attention (3) Vessels should confirm ETA 72h and 48h in advance. (4) Vessels should send ETA at least 24h before entering the Safety Zone to the Captain of the Port (COTP), New Orleans, and the Vessel Traffic Supervisor, LOOP, stating: (a) Vessel's name, gt and draught (b) Type and amount of cargo on board (c) Any condition that may impair the vessel's navigation including fire, defective propulsion machinery or steering equipment, or limitations on navigation or radio telephone capabilities because of equipment or material defects (d) Any leaks, structural damage or machinery malfunctions which may impair cargo transfer operations or cause a discharge of oil (5) Any subsequent changes should be reported immediately to the Captain of the Port, New Orleans, and to the Vessel Traffic Supervisor, LOOP. (6) Vessels should report when 20 n miles from the Pilot boarding position to the Vessel Traffic Supervisor on VHF. (7) Clearance should be requested from the Vessel Traffic Supervisor before entering the safety zone or mooring at, or departing from, a SPM. Tankers leaving a SPM in emergency, should advise Vessel Traffic Supervisor immediately afterwards. (8) Within the Safety Zone, a continuous listening watch should be maintained on the designated VHF frequency. RADAR ADVICE: (1) On entering the Safety Zone, tankers will be advised of the position of every other vessel moored, anchored or underway in the zone. (2) Tankers underway in the Safety Zone will be advised at least every 10 mins of their bearing and distance from the Pumping Platform Complex (PPC). (3) Within the Safety Zone, tankers will be given the position and estimated course and speed of any vessel which may affect their movement. RADAR SURVEILLANCE: Surveillance of the Safety Zone is maintained by the Vessel Traffic Supervisor when: (1) A tanker is proceeding to the Safety Zone after reporting when 20 n miles off. (2) A tanker or support vessel is underway in the Safety Zone. (3) A vessel other than a tanker or support vessel is about to enter, or is underway in, the Safety Zone. ________________________________________________________________________________ ___________" }

VHF: Radio frequencies for berthing: In addition to the above notices, radio communication on Ch 74, should be started at a distance of 20nm from the safety zone, or more if possible. This channel should be used for a 20nm, final arrival notice and for communications with the terminal and with the Mooring Master until he boards the tanker. Radio communications at the port: The LOOP platform keeps a watch on the international calling frequency Ch 16. LOOP's working frequencies are Ch 74 (primary) and Ch 10 (secondary). Use of shipboard radar and HF radio is not allowed while moored to an SPM. While in port, LOOP communicates with the tankers via the mooring master's UHF portable radio. LOOP has the ability to use the following communications for vessels trying to contact the port: ..... Ch Use Callsign 10 Commercial work KR-7808 16 Distress, Safety & Calling "LOOP RADAR" 74 Port Operations Transit traffic: LOOP maintains a VHF maritime radio system capable of communicating with vessels other than tankers or LOOP support vessels if such vessels are equipped with comparable equipment. When necessary to communicate with vessels of unknown communication capabilities, the vessel traffic controller will attempt to contact such vessel on Ch 16. If such efforts at radio communication are unsuccessful, a LOOP mooring launch or personnel boat will be dispatched to advise the vessel of any potential danger to the vessel as observed by the vessel traffic controller's surveillance and also to advise the vessel operator of the port's precautionary areas and areas to be avoided.

Customs: LOOP furnishes Customs authorities with documentation of volumes and evidence of quality of cargoes received into the system based on measurements at the Marine Terminal pumping platform. Arrangement for the posting of such sureties and payment of fees or duties, and for other documentation that may be required, is the responsibility of the importer and/or operator of the tanker. The importer's Customs broker, or his other authorised representative, will advise the importer regarding procedures and the amount of duty or fees levied on oil shipped through the port complex. Immigration: For crew not to be detained onboard, each crew member must have a visa in their passport or Seaman's Book.

The distance to shore puts LOOP outside US Territorial Waters, and special agreements in international sea law are made to allow ships from other countries to come under US jurisdiction to visit LOOP. Cargo documentation: The cargo quantity and quality report, which is a LOOP document, will be completed as much as possible by LOOP personnel before each tanker's arrival. After the tanker finishes discharging, the mooring master receives the necessary figures by radio from the cargo transfer supervisor so that the document can be completed before sailing. Cargo quantity is measured by representatives of LOOP by using turbine meters and provers on the pumping platform. Cargo quality is monitored by automatic sampling devices on the platform, and for accounting purposes, manual tests are done on samples taken from the automatic sampler on the platform. LOOP furnishes United States Customs authorities with the necessary documentation. Identification of Personnel Onboard: All vessels calling at LOOP are required to provide a list of all personnel onboard. This list will be provided to the appropriate regulatory authorities to verify that no individuals with known links to terrorist organisations are present. Agent Notification: The agents or operators of vessels calling at LOOP must provide a complete list of all personnel onboard as soon as practical after the vessel discharge window has been assigned by the Scheduling Department. This list should be sent by facsimile by the ship's agent or operator. The passenger list/crew list shall be in the format required by US Customs Service or US Immigration and Naturalisation Service regulations and include, in alphabetical order, each person's full name, rank or position in the crew, nationality, passport number, date of birth and place of embarkation. Confirmation by master: Upon arrival at LOOP, the master must provide a confirmation list of all persons onboard, their respective nationalities and identifying documents. The master's list must also include any persons who will be joining and/or departing the ship while at LOOP. This confirmation list must be signed and stamped by the master of the vessel. Please also see country information for details of documentation requirements.

Shipper must provide LOOP with the ETA of vessels at 168hrs (7 days), 72hrs (3 days), 48hrs (2 days) and 24hrs (1 day) in advance of their ETA. Each notice shall be sent to Vessel Traffic Controllers and Schedulers at vtc@loopllc.com. The 24hr ETA shall also be sent to the United States Coast Guard Captain of the Port. ..... 1. The following procedures are compulsory for all vessels. 2. Notice of ETA: Vessels should send ETA 7 days in advance, stating the following: a) Draught (forward and aft) b) Type(s) and amount of cargo c) Preferred order of cargo discharge (by type) d) Cargo manifold fittings size and type e) Type of Single Point Mooring fittings installed f) Expected rate of discharge g) Expected number of ballast hours on completion h) Any special requirements needing early attention 3. Vessels should confirm ETA 72 hours and 48 hours in advance 4. Vessels should send ETA at least 24 hours before entering the safety zone to the Captain of the Port (COTP), New Orleans, and the Vessel Traffic Supervisor, LOOP, stating the following: a) Vessel's name, GT and draught b) Type and amount of cargo onboard c) Any condition that my impair the vessel's navigation including fire, defective propulsion, machinery or steering equipment, or limitations on navigation or radio telephone capabilities because of equipment or material defects d) Any leaks, structural damage or machinery malfunctions which may impair cargo transfer operations or cause a discharge of oil 5. Any subsequent changes should be reported immediately to the Captain of the Port, New Orleans and to the Vessel Traffic Supervisor, LOOP. 6. Vessels should report when 20nm from the Pilot boarding position to the Vessel Traffic Supervisor on VHF. 7. Clearance should be requested from the Vessel Traffic Supervisor before entering the safety zone or mooring at, or departing from, a SPM. Tankers leaving a SPM in emergency, should advise Vessel Traffic Supervisor immediately afterwards. 8. Within the Safety Zone, a continuous listening watch should be maintained on the designated VHF frequency. 9. Pilot boards in position 28°48.0'N 089°53.0'W (2nm SE of Lt buoy No 1). Radar Advice: ..... 1. On entering the Safety Zone, tankers will be advised of the position of every other vessel moored, anchored or underway in the zone. 2. Tankers underway in the Safety Zone will be advised at least every 10mins of their bearing and distance from the Pumping Platform Complex (PPC). 3. Within the Safety Zone, tankers will be given the position and estimated course and speed of any vessel which may affect their movement. Radar Surveillance: Safety Zone surveillance is maintained by the Vessel Traffic Supervisor when: ..... 1. A tanker is proceeding to the Safety Zone after reporting when 20nm off. 2. A tanker or support vessel is underway in the Safety Zone. 3. A vessel other than a tanker or support vessel is about to enter, or is underway in, the Safety Zone. Vessels arriving in first US port: Please see country information.

Coastguard Vessel Inspection: Please see country information. Vessel requirements: General condition of vessels: Each tanker calling at LOOP shall be seaworthy, have a fit crew, not be leaking oil and not be in a condition which presents a risk or threat of a prohibited oil discharge. Caution: Prior to arrival, the master shall ensure that the vessel does not have stern seal leakage. Stern seal pressure shall be monitored throughout the cargo discharge to ensure that changes in draught or trim do not cause a stern seal leak. Physical parameters of vessel: Tankers to be accepted by LOOP must: ..... 1. Have oil transfer equipment that conforms to the technical recommendations of the Oil Companies' International Marine Forum (OCIMF). 2. Be equipped with shipboard mooring fittings installed and located for safe and effective mooring to a SPM and in compliance with current OCIMF recommendations and LOOP requirements as defined in Section 6.1. 3. Be equipped with a derrick, located near the cargo manifold for hose handling, capable of lifting and sustaining a safe working load of 10t to a height of 13.7m above deck level. (ULCC's should have a 15t crane because of the extra hose weight due to their greater freeboard.) 4. Be equipped with emergency towing equipment that is in place and in compliance with IMO Assembly Resolution A535(13) and LOOP requirements. 5. Not exceed max mooring load limitations of SPM's. 6. Have serviceable pumping equipment. 7. Be capable of delivering a cargo size or quantity that is in accordance with LOOP's terms and conditions of service. Small boats: No boats are permitted or authorised to come alongside tankers calling at the port except those required by LOOP or by the ship to furnish services or carry out official business and then only after clearance from the vessel traffic controller and mooring master. Cargo transfer procedures: Tanker discharge planning: Ship's officers should be aware of LOOP's requirements prior to preparing their pre-arrival discharge sequence planning. Consistent with maintaining vessel seaworthiness and readiness to sail and manoeuvre, LOOP encourages the highest possible bulk discharge rate followed by a stoppage for consolidation of strippings and crude oil washing (COW). This runs counter to conventional tanker practice of always keeping some flow going ashore but is necessary at LOOP in order to maximise pipeline utilisation. While stopped for stripping and/or COW, another ship will normally be pumping at a high rate. Discharge operation: The discharge operation will be controlled and personally supervised by a ship's officer to the satisfaction of the mooring master or the assistant mooring master. Upon being informed by the ship's officer on watch that the tanker is ready to begin discharging, the mooring master will request the discharge operation to proceed according to a previously agreed plan regarding start-up rates and max discharge rates. In the event of any emergency, either onboard the tanker or on the operating platform, or anywhere in the LOOP system, all oil transfer must be stopped and all oil transfer valves closed. These emergencies include but are not limited to: ..... 1. Fire or explosion on a tanker, on the platform, or anywhere on the LOOP system. 2. Loss of power or steering on a tanker underway in the safety zone. 3. Breakage of a hawser. 4. Rupture of a floating hose. 5. Any confirmed pipeline rupture in the LOOP system. 6. Power failure at any LOOP pipeline facility. 7. Severe electrical storm in the area of the port. (Ballast receipt must also be stopped during such electrical storms) 8. Failure of the UHF radio communications system. In the event of failure of the UHF radio communications system, the tanker will sound five long blasts on its whistle. Cargo discharge is then stopped until communications are re-established. Bow and oil transfer watch: One crew member will be stationed at the bow and an additional crew member stationed at the cargo manifold area. A licensed officer and pumpman will be based in the cargo control room with the pumpman moving onto the deck as necessary. During the cargo transfer, the watch organisation must provide the capability to shut down pumping on short notice and to stay in constant communication with the mooring masters and LOOP personnel at the Marine Terminal and the Galliano Operations Centre. Communications for cargo handling will be directly with the mooring master through the LOOP UHF portable radio system. (Note: Each tanker shall have an officer who is fluent in English on duty at all times.) Crude Oil Washing (COW): Crude oil washing of cargo tanks is allowed after LOOP is assured that the operation will be done safely. In order for crude oil washing to be undertaken, the tanker and the tanker's personnel must satisfy the following requirements: ..... 1. Strict compliance with USCG regulations 33CFR 157. A copy of this regulation must be aboard the tanker and readily available to key shipboard personnel. 2. Strict adherence to ISGOTT Recommendations for Crude Oil Washing is required. A copy must be aboard the tanker and readily available to key shipboard personnel. 3. Notwithstanding the above regulations and guidelines, no COW will be permitted until the Mooring Master is satisfied that: a. All cargo tanks have discharged at least one metre of cargo depth in order to eliminate any water that may have accumulated on the bottoms of cargo tanks. b. The chief officer or the person in charge of the COW operation has participated at least twice in crude oil wash operations aboard a tanker similarly equipped. c. There is sufficient number of adequately trained personnel onboard to assist in the dual operations of transferring cargo and crude oil washing in order to ensure that: i. Gun nozzles are rotating in proper sequence. ii. Enough source product remains in the tank supplying the cleaning oil. iii. The on-deck piping system carrying the cleaning oil is continuously watched. Note: Consideration should be given to washing dirty ballast tanks as soon as is practical to allow for ballasting should the weather conditions deteriorate. Inert gas systems: The masters of tankers calling at LOOP are required by Regulation 46 CFR 32.53 to have IGS operational and capable of maintaining an inert atmosphere in the cargo tanks at the required positive gas pressure of 100mm (4in) of water on filled cargo tanks and during loading and unloading, except when the cargo tanks are gas free. Additionally, all tankers calling at LOOP will be in strict compliance with Regulation 46 CFR 32.51-1 through 46 CFR 32.53-85 to ensure that the approval, operation (including instructions), control and instrumentation of IGS are valid and functional in all respects. Tanker departure: Normal departure procedure: Upon completion of the cargo discharge, the tanker master or chief officer and the mooring master together estimate the time needed to prepare the tanker for departure. This time will be given to the Vessel Traffic Controller on the control platform so that clearance for departure can be planned and so that a mooring launch can be summoned to assist the tanker in the operations of unmooring. When the tanker is ready to leave the SPM, the assistant mooring master on the bow recommends the use of the tanker's engines in order to ease the load on the mooring lines. When the load is eased enough, the tanker's crew can then disengage the mooring hawser and lower the mooring lines to the water. Departure time is the time when the last mooring line is cast off. After the tanker is unmoored, it manoeuvres to go clear of the SPM Buoy and to take a course for departure through the safety fairway. Departure from the SPM to the disembarking point of the mooring master is done under the mooring master's guidance and the vessel traffic controller's surveillance. Emergency departure procedure: An emergency departure can be initiated either from the control platform or from the tanker. If initiated from the platform, the mooring master is so notified. The tanker's engines must then be made ready for immediate service, and if cargo is being discharged, the tanker's pump must be shut down in accordance with the seriousness of the emergency. If an abrupt shutdown of the platform's booster pumps is necessary, it is essential that the tanker's pumps either be immediately shut down or shifted to a recirculation mode. In accordance with the nature of the emergency, cargo hoses may be lowered by line-slipping to the water. All other procedures are the same as those initiated from the ship. The master of a tanker may, in an emergency for the protection of life or property, depart from an SPM without clearance from the vessel traffic controllers.

No action initiated unless there is illness onboard. Ship Sanitation Control Certificates: Please see country information.