Barber's Point Harbor (USNAX)

Barber's Point Harbor is Oahu's second deep draught harbour. The port handles automobiles, general cargo, petroleum products and bulk shipments such as grain, sand and asphalt. The port transitioned away from coal products following the retirement of the coal fuelled power plant (AES Barbers Point Plant) in 2022. Barber's Point Harbor has expanded North East by excavating a rectangular section measuring 182m wide by 335m long and 11.5m deep. The harbour also includes an area called Barge Basin located near the entrance channel. Par Hawaii Refining and Island Energy Services LLC both have land-based refinery areas to the SE of the harbour with connecting pipelines to their offshore facilities.

North Pacific Seasonal Tropical Area, Tropical Apr 1 to Oct 31, Summer Nov 1 to Mar 31.

Barber's Point Harbor (also known as Kalaeloa) is located near the SW tip of the island of Oahu, 20km W of Honolulu.

Harbour Max LOA 229.07m, beam 32.26m, draught 11.2m and 83,617DWT. Offshore Max LOA 304.8m, BCM 176.78, draught 17.68m and 193,049DWT.

Approx. 9,000,000t of cargo handled annually.

There is no safe anchorage in close proximity to the harbour entrance. Masters should be aware that this is a very limited area for anchorage with deep water and poor holding ground. Vessels can anchor at the Honolulu off-port anchorage while awaiting a berth for Barber's Point Harbor. Honolulu off-port anchorage: ..... A A 320m radius circle centred at 21°16.57'N., 157°53.12'W. B An area bounded by lines connecting following lines: a. 21°17.06'N., 157°54.40'W b. 21°17.22'N., 157°54.40'W c. 21°17.22'N., 157°54.19'W d. 21°17.06'N., 157°54.19'W C A 410m radius circle centred at 21°17.09'N., 157°54.55'W. D A 410m radius circle centred at 21°17.21'N., 157°55.20'W. Vessels have anchored in position 3nm (bearing 122°) from Barber's Point Lighthouse while waiting for their berthing opportunity. In doing so they are cautioned to remain clear of the approaches to both offshore terminals. Vessels are also cautioned not to anchor within the charted restricted area to the East of the SBM. This is a very limited area for anchorage and must be under the direction and control of First Class Pilot (Mooring Master). By Honolulu Harbour Master directive, laden tankers are not permitted to anchor off Port Honolulu while waiting their turn at the mooring. Exceptions to this directive may be considered on a case by case basis with joint approval of the Harbour Master and the Captain of the Port.

Controlling Depth as Channel Entrance is 11.5m with a 10.6m to 11.8m deep Turning Basin. Channel length is 945m, 137m in width. The harbour area of 37ha.

NOAA 19357, 19362. BA 1490, 1378, 1308. Admiralty Pilot NP62, NP286(5).

US Coastguard available.

..... Note BARBER'S POINT MOORINGS Par Hawaii Refining SPM(SBM) CALM buoy and Island Energy Hawaii Multi Point Mooring Buoys cover an area beginning at: 21°16.43'N 158°06.03'W then North East to 21°17.35'N 158°03.95'W then South West to 21°16.47'N 158°03.5'W then South West to 21°15.53'N 158°05.56'W then North back to 21°16.43'N 158°06.03'W - Note: Par Hawaii Refining SPM CALM buoy is located 1.35nm from Barber's Point Lighthouse, (bearing 148°) near Island Energy Terminal. Mooring and unmooring at Buoys is carried out both day and night, safety, weather and other conditions permitting. A restricted area approx 1.3nm from Barbers Point is bounded by the following positions: ..... 21°17.4'N., 158°03.9'W 21°16.4'N., 158°06.0'W 21°16.5'N., 158°03.5'W 21°15.5'N., 158°05.6'W Island Energy: Mooring daytime hours only. All mooring points 2 (1 on drum): Each synthetic line must be secured to a separate set of bitts. For vessels larger than 70,000DWT, fittings must permit doubling of all lines. The detailed berthing procedure is modified to fit conditions of the berth, wind, current, sea state, vessel size/loading, limitations of vessel's mooring gear and other factors as recognised with the advice of the Mooring Master. In general, the following procedure is followed for typical berthing: Vessel approaches the mooring on a due N heading, passing approx 244m E of No 6 mooring Buoy. Starboard anchor is let go at Point 'A' (see plan) and 9 to 9.5 shackles are paid out on the run; starboard cable is then held. When starboard cable is brought up leading aft, port anchor is dropped at Point 'B' and stern is worked into the berth as the starboard cable is held and the port cable is paid out to approx 8 shackles and the lines are run to the mooring buoys. Both cables are adjusted as necessary to position the vessel properly in the berth. Wind and current will largely govern use of tug assistance and which mooring lines are run out first. Departure from berth: The procedure for leaving the berth is conventional for such moorings and includes: Hose is disconnected, blinded and lowered to the sea bottom. Tug assistance is required for all departing laden ships. Lines to buoys are slacked by the vessel's crew then released at the buoy by the mooring launch crew. Anchors are heaved in one at a time, the port anchor usually first. Mooring Master leaves the vessel after it is underway and well clear of the moorings. Par Hawaii Refining: Manoeuvring of tankers during approach and within the terminal limits shall be done in accordance with the advice of the Pilot/Mooring Master and the Terminal Conditions. Two Pilot/Mooring Masters will be assigned to each tanker berthing at the Marine Terminal. Each Pilot/Mooring Master will hold a USCG unlimited Master's License endorsed for First Class Pilotage in the area of the Par Hawaii Refining Terminal. Tankers to be moored will be boarded by the Pilot/Mooring Masters outside the Pilotage Area, approximately 2nm S of the SBM or at the anchorage. Prior to the actual commencement of the mooring operations a pre arrival/pre mooring conference will be held with the vessel's Master to discuss and agree to the intended mooring manoeuvre. As a minimum, the following items of importance and their effects on the mooring manoeuvre shall be included in the pre mooring conference ..... 1. A review of the local chart with special emphasis on navigational hazards. 2. Discussion of prevailing weather and sea conditions. 3. Discussion of general local currents, apparent prevailing current conditions, and their effects in the vicinity of the buoy. 4. The intended route and speed of approach to the buoy. 5. Step by step description of the procedures to connect to the buoy, including the use of tugs and assist boats. 6. Discussions regarding manoeuvres should it become necessary to abort the approach. 7. Discussion of any limitations of the ship. 8. Any other matters relevant to the safety of operations, including emergency procedures. The two Pilot/Mooring Masters will work as a two man team during the approach, mooring, hose connection, oil transfer and hose disconnect. One Pilot/Mooring Master will be stationed on the bridge as advisor to the Master of the vessel for matters of navigation, ship handling, hazards and operating conditions. The second Pilot/Mooring Master will be stationed on the bow to advise on matters such as position of the buoy and vessel and the hook-up to the SBM, The Pilot/Mooring Master on the bridge is designated as the Lead and is the sole advisor to the vessel's Master. The Pilot/Mooring Master on the bow will act as an advisor to the Lead Pilot/Mooring Master. At all times in regard to advice rendered, the Pilot/Mooring Masters are acting as servants of the tanker, the Master and her owners. The Master of the tanker remains ultimately and solely responsible for all matters of navigation and movement of the tanker. All actions of the Pilot/Mooring Masters, except to the extent necessary to protect the Marine Terminal, are advisory in nature. Under no circumstances, should the Master begin his approach or allow his vessel to enter the restricted anchorage area surrounding the SBM without a Par Hawaii Refining Pilot/ Mooring Master onboard. The pilot ladder should be safely rigged 1.0m above the water and a light line should be available to bring aboard the Pilot/Mooring Masters and independent inspector's gear. If underway the tanker should provide a good lee while maintaining min headway. Tankers intending to load at the SBM should endeavour to arrive with sufficient ballast to allow safe handling having due regard to existing weather and sea conditions. If possible the rudder and propeller should be fully submerged during mooring. Prior to approach the anchors should be positively secured as directed by the Pilot/Mooring Master. Current and wind direction will determine the heading for approach to the SBM. The tanker crew, acting on advice from the Pilot/Mooring Masters, is responsible for the mooring operation, When the tanker is in position, the mooring hawser chafe chain will be made fast on the bow of the tanker. A qualified ship's officer shall be stationed on the bow to direct the crew during mooring. Two mooring assist boats will be available during mooring operations. One will deliver the mooring hawser pick-up line to the tankers bow, the other will hold the floating hose strings clear until the tanker is secure. A tug will be made up on a line astern to assist in the mooring operation. The mooring operation will be conducted in accordance with the procedure set down in the OCIMF Publication "Single Point Mooring Maintenance and Operations Guide". Tankers calling to moor at the Par Hawaii Refining SBM Marine Terminal must be equipped with a bow chain stopper in accordance with OCIMF standards. Pilot/Mooring Masters and mooring services are provided strictly subject to the Terminal Conditions. Requirements for moored vessels: All tankers secured to the SBM are required to keep their main engines and associated equipment necessary to manoeuvre on continual and immediate stand-by. The vessel may be required to manoeuvre astern to prevent overriding the SBM. All engine movements should be made with due care with the min of power required. A log of engines movements is to be kept and a copy supplied to the Pilot/Mooring Master if requested. The Master or his qualified deputy must be continuously available to respond immediately to the bridge to take control in the event of emergency or upon request of the Mooring Master. Alternatively a qualified officer with authority to manoeuvre the vessel will be required to keep a round the clock bridge watch while the tanker is secured to the SBM. A qualified member of the crew is required to be stationed on the bow at all times while the tanker is secured to the SBM. This lookout shall be in radio contact with the deck officer on watch and the Mooring Master. It is his duty to report the buoy position relative to the ship. An approved and suitably crewed stand by boat is required to be on site throughout the tanker's stay at the SBM terminal to assist in the event of an emergency or pollution. Mooring and oil transfer operations will take place only in compliance with the terminal weather operating criteria. By order of the Commanding Officer, US Coast Guard Marine Safety Office, Honolulu, all laden or partially laden tankers must have tug assistance available onsite for all mooring or unmooring operations and must keep a tug of at least 4,000hp tied up to the vessel during its stay at the SBM. This tug will also be equipped to act as a pollution response vessel in event of oil entering the water. Sufficient qualified crew shall be available at all times to disconnect hoses, unmoor and manoeuvre in event of emergency.

Compulsory for foreign flag vessels. A State Licensed Pilot is required to enter the harbour, available through The Hawaii Pilots Association. 24 hours notice should be given prior to arrival with details of gross tonnage, length, draught. Tel: +1 809 537 4169 or email: dispatch@hawaiipilots.net. Pilotage area is bounded by all waters inside a line drawn 250° from the northernmost refinery tower, to the intersection of a line drawn 165° tangentially to Maili Point. Pilot board in position 21°17.50'N., 158°09.20'W, approx 1nm seaward of Lightbuoy No 2 and Lightbuoy No 3. Pilot ladder rigged on lee side, 1m above water. The pilot boat has a black hull and yellow cabin, with the word "PILOTS" on the side and displays HOTEL flag and white over red light configuration. Arriving vessels should contact "Barbers Point Pilots" one hour before ETA. Pilot boat monitors VHF-FM Channels 12 and 16. Note: If a USCG inspection of the vessel is required, it will be carried out offshore of Kalaeloa Harbour prior to the pilot boarding; it is important that the master advises the pilot when USCG clearance is received to avoid delays in berthing. Island Energy: Pilotage is compulsory for all vessels using the berth and is available throughout 24 hours. The service is performed by the Island Energy Shipping Company Mooring Master who remains aboard the vessel the entire time the vessel is in the berth.The Mooring Master will advise the vessel's Master on approaching and departing the berth, mooring and unmooring. With the agreement of the vessel's Master, this advice may take the form of directions to members of the vessel's crew. Island Energy Pilot/Mooring Master will board arriving vessels 2nm South of the anchorage area. Par Hawaii Refining: Pilot services are provided by the terminal strictly subject to the Terminal Conditions. Pilot/Mooring Master boards approximately 3nm S of SPM Buoy (21°16.19'N., 158° 05.29'W) or at the anchorage. Vessels must be under the direction and control of a State Licensed Pilot (First Class) when underway.

Barber's Point Harbor area includes all waters contained within the harbour enclosed by a line drawn between Harbour Entrance Channel Light No 6 and the Jetty Point day beacon at 21°19.5'N., 158°07.26'W.

Barber's Point Light (21°15.5'N., 157°48.3'W) is exhibited from a white round concrete tower, 22m in height, at Barber's Point. A reef is located 0.6nm offshore from the Light. The chimneys, towers, silos and flares of an industrial complex, including an oil refinery, which extends between 1nm NE and 1nm NW from the point, are prominent. Located just outside of the entrance channel are buoys 2 and 3 then lighted markers 3 and 5 mark the entrance channel. Lighted markers 6 and 7 are located on land and mark the entrance to the harbour. It is worth noting that buoys 2 and 3 are unreliable and lighted markers are located 21-27m outside of the sides of the channel causing the channel to appear 30% wider than it actually is.

Moorings: Subject to weather conditions, vessels may moor and unmoor by day and night. Harbour: Unauthorised entry into the port area may lead to severe fines and prison sentences being levied. Permission must be obtained from the USCG Captain of the Port to enter the area. Island Energy: Mooring operations are conducted during daylight hours only, weather permitting. Unmooring operations can be conducted at any time, day or night. Anchor cable: Vessels up to 50,000DWT must have at least 10 shackles of cable on each anchor. Vessels over 50,000DWT must have at least 12 shackles of cable on each anchor. Windlass must be able to heave cable at a rate of at least 1 shackle every 3 minutes.Weather restrictions: When weather conditions are at or near the allowable limits, the best indicator is often observing the buoys. If the buoys do not submerge, the combined forces are normally within safe limits. ..... 1. Stop cargo operations and vacate berth in the event of: a. Any winds, other than Southerly quadrant (SE to SW), with sustained winds speed of 30kts plus. b. Seas and/or swells causing buoys to submerge. c. Currents causing buoys to submerge. 2. For Southerly quadrant (SE to SW) winds: a. Stop cargo operation with sustained winds 15kts plus. b. Drop hose and vacate berth with sustained winds 18-20kts plus. The decision to suspend operations or depart the mooring is to be made by the ship's Master on the advice of the Mooring Master. Consideration must be given to the fact that Barber's Point mooring site is located in a completely open sea environment and is exposed to extreme elements of wind, waves, currents and heavy ocean swells.

The predicted times and heights of tides are, generally speaking, 2 highs and 2 low tides in the mooring area each day. The max range is approx 1.0m, MHHW is 0.6m, mean tide level is 0.2m and MLLW is 0.0m. Extreme low water is between 0.3m to 0.45m. Currents at the moorings generally run parallel to the shore in an Easterly or Westerly direction, although variances as much as 45° can occur. The current setting from E to W is predominant. Current at the SBM is influenced by the tide, the wind and thermal upwellings and is not generally predictable. Substantial swells occur during Winter months.

Tugs should be used in accordance with USCG Regulations. One or more tugs are normally used to assist a vessel. Tugs are arranged by the ship's agent and must be dispatched from Honolulu, approx two hours steaming time. All tankers carrying petroleum or similar hazardous cargoes will have at least 2 tugs on arrival or departure. All tank barges carrying petroleum or similar hazardous cargoes will have at least 1 tug on arrival. Arrival: All other vessels of LOA 137m or less must have at least 1 tug and vessels greater must have at least 2 tugs. Departure: All vessels of LOA 152m or less must have at least 1 tug and vessels greater must have at least 2 tugs. Note: Any vessel with an adequate bow thruster (at least 1,000hp) may be exempted from these rules on a case by case basis.

Prevailing winds: NE'ly. Generally the local weather is moderate with temperatures ranging from 75° to 85°F. Water temperatures range between 75°to 82°F. Rainfall averages less than 0.79m per year with the wettest months Nov-Mar. The national weather service broadcasts continuous Hawaiian waters weather information on VHF Ch 02. NE trade winds are dominant throughout the year in the mooring area. These trade winds are present approx 75% of the time and their velocity is usually between 10-20kts. Normally they are a sign of good weather and seldom cause problems in the mooring area.During the winter months (October to March) storms with strong S'ly winds (locally called "Kona" winds) may render berths and moorings unusable and scheduled moorings during these months may be subject to delays. During these storms, heavy rainfall and cloudiness can be expected and visibility may be reduced by rain. The sea condition is affected by the direction of the wind. During Trade Winds, the mooring area is in the lee of the island and large swells are rare regardless of the velocity, fetch or duration of the wind. During "Kona" storms, large swells build in short periods of time due to the unsheltered position of the moorings during these S'ly storms. Other violent winds may occur with passing frontal systems or troughs but they are usually short lived. These are more localised and can occur from either the North or South with little warning. The visibility in the mooring area is usually excellent with only rare occasions of limited visibility during heavy rain showers.

BARBER'S POINT 21°19.42'N 158°07.21'W (KALAELOA) UNCTAD LOCODE: US NAX For details see: TERMINALS IN THE BARBER'S POINT AREA GENERAL NOTES (Hawaii) ________________________________________________________________________________ ___________

BARBER'S POINT, TESORO SBM 21°16.19'N 158°05.29'W UNCTAD LOCODE: US NAX For details see: BARBER'S POINT PILOT REQUIREMENTS TERMINALS IN THE BARBER'S POINT AREA ________________________________________________________________________________ ___________

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WEEKLY CORRECTIONS FROM UKHO NtM WEEK 02 NOAA Notice 48/13, (RSDRA2013000254364), 2/14 ________________________________________________________________________________ ___________

Barber's Point Pilots contact info VHF: Ch 12, 07A, 08 Callsign: "Barber's Point Pilot" Telephone: +1 808 5374169 Facsimile: +1 808 5327229 Email: dispatch@hawaiipilots.net Website: http://www.hawaiipilots.net Barber's Point contact info VHF: Ch 12 (Note: vessels should maintain a continuous Listening Watch on VHF Ch 12, when in port). Telephone: +1 808 6823989 Website: http://www.hidot.hawaii.gov/harbors/library/port-hawaii-handbook Island Energy contact info VHF: Ch 10, 16 Facsimile: +1 808 5272759 (Available 24 hours - Mooring day service only). Par Hawaii Refining Marine Operations contact info VHF: 09, 16 Callsign: "KZG757" Par Hawaii Refining Pumphouse contact info VHF: 09, 16, 19A Callsign: "KTD466" Par Hawaii Refining Operator contact info Telephone: +1 808 5473395; +1 808 5473715 Facsimile: +1 808 5773807 Par Hawaii Refining Emergency contact info VHF: Ch 06 Note: Vessels should maintain a continuous listening watch on VHF Ch 12 when within the port area. Vessels should monitor VHF Ch 12 at all times for other approaching vessel traffic and harbour movements.

Customs: Barber's Point Harbor is a Customs Port of Entry. Vessels arriving from a foreign port must clear with US Customs and Immigration before handling cargo. This is normally done with the assistance of a local agent. Either the vessel or the agent is required to furnish the US Coast Guard at least 24 hours advance notice of the ship's arrival time. Immigration: For crew not to be detained onboard, each crew member must have a visa in their passport of Seaman's Book. Port Authorities meet crew members as they come ashore in a launch, to Pier 11, Honolulu.

Please see country information for details of documentation requirements.

Notice of ETA should be given at least 24 hours and one hour before arrival at Barber's Point Harbor (VHF Ch: 12) . Notice should include gross tonnage, LOA and Draught. VESSEL TRAFFIC: All vessels are required to obtain clearance from the Alhoha Tower Marine Traffic Control Centre via VHF Ch 12, callsign "WHZ 528", prior to any movement. All vessels arriving at Barber's Point as first US port: Please see country information. Island Energy: All vessels to contact Transmarine Navigation Co for all pre-arrival requirements. Telephone: +1 808 599 5581. Facsimile: +1 808 599 4177. Par Hawaii Refining: Tankers should send ETA's 72, 48 and 24 hours prior to arrival, by Fax: +1 808 547 3807.

Barber's Point Harbor is a controlled harbour. Vessels should request clearance from Marine Traffic Controller on VHF Ch 12 prior to entry or departure. Coastguard Vessel Inspection: Please see country information. Navigation Rules (ColRegs): All vessels should be aware that inland rules apply inshore of a line connecting the Diamond Head Light and Barber's Point Light. The US Coast Guard has established a security zone in the waters within approx 100m of the CBM. Entry into the zone is prohibited unless specifically authorised.

No action initiated unless there is illness onboard. Should a vessel arrive from a foreign port with sickness onboard, the US Public Health Service must be notified. This is usually done through the agent. Ship Sanitation Control Certificates: Please see country information.

Par Hawaii Refining: Arriving tankers may not tender NOR until 3nm from the SBM and until otherwise ready in all respects to approach, moor and commence cargo operations. The tanker is not deemed ready until it is in compliance with all relevant US Coast Guard Regulations and Orders and the Terminal Conditions. Par Hawaii Refining will make every effort to discharge or load each tanker upon arrival or as promptly as the berth is available, weather, safety and special local circumstances permitting.