St Croix (VILIB)

Hovic is an alternative name for Limetree Bay. Refer to this entry.

North Atlantic Seasonal Tropical Area, Tropical Nov 1 to Jul 15, Summer Jul 16 to Oct 31.

Limetree Bay harbour is located between Krause lagoon and Canegarden Bay on the S coast of the island of St Croix, US Virgin Islands.

Harbour: LOA 333.96m, beam unrestricted, draught 16.76m, 322,861DWT. Offshore: LOA 330m, BCM 60m, 320,000DWT .

There is no safe anchorage off the entrance to Limetree Bay. Vessels having to wait due to berth availability or weather must proceed to sea towards the S and W of the island and hove to 10-15nm offshore. Masters must stay within VHF range for berthing instructions by listening on VHF Ch 11 and 16. Vessels must have their anchor windlasses manned and their anchors ready to let go upon entering the channel into Limetree Bay. Prohibited anchorage: Vessels are not permitted to anchor in or near Limetree Bay without specific permission of the marine manager.

On approaching the sea buoy, mariners are advised to stay to the S of the 200m contour line to avoid fish traps and shoal areas which have not been completely surveyed. The harbour is entered through a dredged channel that is 152m in width, depth of 18.3m MLW. This depth extends into the VLCC Berths No 3 and 4. Docks No 5 and 6 have 15.2m at their face. The balance of the E and W basins (Docks No 1, 2, 7, 8 and 9) are dredged to a depth of 13.7m below mean low water. A breakwater extends out from the head of the E basin to the coral reef which forms the southern harbour limit. The container Terminal is normally entered through Krause Lagoon Channel and then along the Container Port Cross Channel, Limetree Bay Channel may be used in an emergency only.

USNOC 25246, 25251. BA 485. Admiralty Pilot NP71, NP286(7).

Vessels are not permitted to moor at the terminal without specific permission of the marine manager. Line handling: A line handling vessel and personnel will be provided for mooring. Ropes and wires: Vessels are secured alongside with suitable ropes or wires which are to the satisfaction of the pilot. Mooring lines of the same size and type should always be used for all leads in parallel service. They must be in good condition and properly sized. The use of mooring lines of dissimilar materials should be avoided. Wire springs with or without synthetic fibre rope tails are required. Fibre rope tails when used should not exceed 11m in length and should have a breaking strength at least 25% greater than the breaking load of the wire to which they are attached. A strict watch must be kept on moorings and they must be tended to prevent undue movement of the vessel. Rat Guards: Rat guards are required only if a vessel is coming from a plague infected area. Gangway: Vessels must be prepared to provide their own gangways. Some of the docks have gangways that may be used at the discretion of the dock foreman. Mooring winches and constant tension winches: It is the master's responsibility to ensure the vessel is safely moored and lines are kept properly tended at all times. The use of constant tension mooring winches in the automatic mode is not permitted. Vessels with constant tension mooring winches must have their brakes set manually.

Pilotage service is available throughout 24 hours a day and is compulsory for all vessels entering or leaving the facilities at Limetree Bay. Pilots will assist the master in the docking and undocking of his vessel, however, the master retains full responsibility for his vessel at all times. Day time berthing only for vessels over 100,000DWT and only day time unberthing for 300,000WT vessels. A pilotage agreement will be presented to the master upon the pilot's boarding and is required to be executed by the vessel's master. Vessels must remain at the pilot station 2.5nm S of the seabuoy until boarded by a pilot. The pilot will be placed aboard by a company tug. The marine and terminal office is equipped with a VHF radiotelephone with the following channels: ..... Initial contact: Ch 11 Working channel: Ch 09, 10 and 11. Vessels must call the marine office on VHF at least 3 hours before arrival at the pilot station and advise of any change in their ETA. Cancellation: Under adverse or extreme conditions, the master of the vessel or pilot may order the cancellation of a scheduled berthing at any stage of the operation. Pilot boards in the following positions: ..... 1. 17°37.85'N 064°42.25'W (about 3nm SE of Limetree Bay Channel Entrance No 2 Lightbuoy). 2. Vessels over 125,000DWT, 3nm S of No 1 Lightbuoy. Pilot ladders: The following regulations apply to pilot ladders. If these regulations are not complied with, pilots may refuse to embark or disembark thus delaying the vessel. ..... 1. The officer responsible for the embarkation and disembarkation of the pilot must be a deck officer. 2. The pilot ladder must be properly secured and adequately lit at night. The pilot must be able to pass safely and conveniently from the head of the ladder onto the ship's deck. Portable stanchions and bulwark ladders must be rigged for this purpose. Portable stanchions must be rigidly secured to the ship's structure to prevent lateral movement and stanchion must be of reasonable height and adequately capped to allow a firm grip. The bulwark ladder must also be independently attached and firmly secured. 3. The ladder must be in good condition, its treads are to have a rough upper surface and are to be horizontal. 4. Whenever the distance from sea level to a point of access on the ship is more than 9.14m, access from the pilot ladder to the ship must be by means of an accommodation ladder or other equally safe and convenient means. 5. The ladder must be rigged so that each step rests firmly against the ship's side. Spreaders must be provided not more than 3.05m apart to prevent the ladder twisting. 6. A man rope or a safety line must be secured at the vessel's rail and lowered over the side adjacent to and for the full length of the pilot ladder. A lifebuoy with self-igniting light must be readily available. 7. The ladder must be rigged well clear of any overboard discharges and at a place where the best lee can be provided to the boat carrying the pilot. 8. Whenever a mechanical pilot hoist is used a standard pilot ladder must be at hand ready for immediate lowering in the event of a hoist malfunction.

A vessel will be considered as arrived when it reaches the pilot station 2.5nm S of the sea buoy. A vessel's Notice of Readiness will not be accepted until the vessel has initially reached this point and notified terminal operator by VHF.

Seabuoys No 1 and 2 are located in 24.4m of water on the E'ly and W'ly sides of the Limetree Bay channel entrance. Seabuoy No 1 is positioned at 17°40.4'N 064° 44.2'W, is green and equipped with a quick flashing green light with a visibility of 5nm. Seabuoy No 2 is red and equipped with a quick flashing red light with a visibility of 3nm. All aids to navigation in the approach channel and harbour are privately maintained.

Transit: Only vessels inbound or outbound from Limetree Bay may use or be present in the Limetree Bay approach area. No vessel shall enter Limetree Bay except for the purpose of using the facilities located therein and then only in compliance with the directions of the marine manager. Ballast draughts: The following ballast draughts are recommended to ensure vessels are trimmed effectively for manoeuvring. These guidelines will be adjusted as weather and vessel handling characteristics dictate. Advice concerning any variance will be provided to the vessel by the pilot in ample time to prevent any unnecessary delays to the vessel's ballasting. ..... Vessel DWT Forward (m) Aft (m) Under 30,000 3.0 4.8 30,000 to 50,000 3.6 5.4 50,000-to 70,000 4.5 6.4 70,000 to 100,000 5.4 7.3 100,000 to 150,000 8.5 9.7 150,000 to 200,000 9.7 10.9 Over 200,000 12.1 12.1

Range 0.30m. The tides are diurnal and small with a mean range of about 0.15m and a diurnal range less than 0.30m. Normally there is a drift of 0.5kt to 1.0kt moving along the S shore of the island in a W'ly direction.

Tug assistance in the Channel and for docking/undocking is mandatory. It is provided by three 3600hp twin screw diesel tugs and two 7200hp twin screw diesel tugs which are stationed in the port to provide this service. All tugs are equipped with firepumps, monitors and foam towers to assist in fire-fighting.

The trade winds normally blow from an E'ly direction ranging from NNE to SSE. Night winds are generally lighter than the daytime winds. About daybreak, the wind speed begins to pick up, reaching a max strength in the late morning or early afternoon. A return to the lighter night-time winds begins during the late afternoon, usually around 1600hrs. Hurricanes: Port facilities and services may be subject to disruption, following severe hurricane force winds. Hurricane season runs normally form June through October of each year peaking in late August and September. For details see United States Coast Pilot 5 (USC & GS) or the US Naval Oceanographic Office Sailing Directions No 22. In extreme weather conditions the loading and unloading of all crude and petroleum products will be stopped at the discretion of the Port Captain or vessel Master. Loading of gasoline's or other similar low-flash products will be stopped during periods of calm when the heavy vapours cannot be dispersed quickly enough to prevent hazards from accumulated gas pockets. Ship's Officers are cautioned to be on guard during such conditions. In the event of abnormal heavy weather conditions, such as an approaching tropical storm and/or hurricane, vessels will be notified that additional moorings are required. If the situation so demands, Masters may be told to suspend all operations and proceed to sea until conditions moderate.

LIMETREE BAY, INCLUDING PORT ALUCROIX, SAINT CROIX 17°41.48'N 64° 44.93'W UNCTAD LOCODE: VI LIB ________________________________________________________________________________ ___________

HOVENSA OIL TERMINAL, LIMETREE BAY, INCLUDING PORT ALUCROIX, SAINT CROIX 17°41.48'N 64°44.93'W UNCTAD LOCODE: VI LIB ________________________________________________________________________________ ___________

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(2) Pilot boards in the following positions: (a) Hovensa: 17°38.10N 64°42.30W (b) Container Port: 17°39.34N 64°43.83W(2 n miles SE of Krause Lagoon Channel entrance) ________________________________________________________________________________ ___________ PORT CONTACT DETAILS: Hr Mr VHF Channel: Ch 11 Office Call: Hovensa Marine VHF Channel: Ch 16; 09 10 11 Telephone: +1 340 6923000 \t+1 340 6923489 \t+1 340 6923518 Fax: +1 340 6923480 Website: www.hovensallc.com Tug VHF Channel: Ch 16; 09 10 11 Container Port VHF Channel: Ch 16; 14 HOURS:\tH24 PROCEDURE: (1) Notice of ETA: (a) Vessels over 55ft (16·7m) draught should send ETA 7 days and 5 days in advance. (b) All vessels should send ETA 72h, 48h and 24h in advance stating vessel's name and last port of call, and establish contact on VHF Ch 11 (call Hovensa Marine), 3h and 1h prior to arrival at the Pilot Station. 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________________________________________________________________________________ ___________ PORT CONTACT DETAILS: Hr Mr VHF Channel: Ch 11 Marine Manager Telephone: +1 340 7783131 Fax: +1 340 7781176 Limetree Bay Terminal Call: Limetree Bay Terminals VHF Channel: Ch 16; 09 10 11 Telephone: +1 340 6923000 Fax: +1 340 6923480 E-mail: questions@lbterminals.com Website: www.lbterminals.com Container Port (Wilfred 'Bomba' Allick Port & Transhipment Centre) VHF Channel: Ch 16; 14 Telephone: +1 340 7783131 Fax: +1 340 7781176 Port Authority Telephone: +1 340 7741629 Fax: +1 340 7740025 E-mail: info@viport.com Website: www.viport.com HOURS: H24 PROCEDURE: (1) Notice of ETA: (a) Vessels over 55ft (16·7m) draught should send ETA 7 days and 5 days in advance. (b) All vessels should send ETA 72h, 48h and 24h in advance stating vessel's name and last port of call, and establish contact on VHF Ch 11, 3h and 1h prior to arrival at the Pilot Station. (2) All vessels arriving or departing from Limetree Bay and passing the western end of Saint Croix are to monitor VHF Ch 16 for traffic from the US Navy Weapons Tracking Station at Frederiksted. Vessels may be requested to alter course to avoid interrupting naval activities. NOTE: The former Hovensa terminal is owned and operated by Limetree Bay Terminals LLC. ________________________________________________________________________________ ___________ TUGS CONTACT DETAILS: VHF Channel: Ch 16; 09 10 11 HOURS: H24 ________________________________________________________________________________ ___________ WEEKLY CORRECTIONS FROM UKHO NtM WEEK 49/22 United States ENC US4PR11M, (RSDRA2022000239455), 49/22

WEEKLY CORRECTIONS FROM UKHO NtM WEEK 02/15 United States Office of Coast Survey, (RSDRA2014000230164), 2/15 ________________________________________________________________________________ ___________

Harbour tugs and the Port Captains and agents monitor VHF frequencies 24 hours a day. VHF Frequencies: Calling - Ch 11 Harbour Operations - Ch 9, 10, 11 Pilotage - Ch 65, 9 Agency - Ch 10, 11

Boarding party: All vessels arriving from a foreign port will be boarded by customs, immigration and US public health service officers. Vessels personnel are not allowed ashore nor are shore personnel allowed aboard until permission is granted from these officers. Normally customs entry must be completed before cargo operations can begin.

Customs: ..... Document Copies Crew List (Form I-418) 2 Passenger List (Form I-418) 2 Ship Stores Declaration (Form 1303) 1 Crew Effects Declaration (Form 1304) 1 Inward Foreign Manifest (if discharging) Form 7527-B Original + 3 Registry Last Port Clearance Ship Sanitation Control Certificates For vessels not using the oil terminal, the following additional documents are required: ..... Masters Oath of Entry of Vessel in Foreign Trade (Form 1300). 1 copy for entry and 1 for clearance General Declaration (Form 1301) 1 copy for entry and 2 for clearance. Immigration: ..... Crew List (Form I-418) Original (certified if available) Passenger List (Form I-418) 1 copy Each crewman must have either valid D-1 (Form I-95) or new Form I-95 for presentation with passport/Seaman's Book to Inspection Officer. United States Immigration laws apply in the US Virgin Islands. Passports and visas are required for non-US citizens. Note: The customs service of the US Virgin Islands is under the jurisdiction of the United States Treasury Department, however, Virgin Islands Customs laws differ considerably from those of the Continental United States. Limetree Bay is in the Christiansted Customs District.

Masters must advise both the terminal operator and their agents by email 72, 48 and 24 hours in advance of their ETA. Masters should give the vessel's name, date and hour of arrival (LT), and the name of their last port of call otherwise delays to the vessel may result. A vessel will be considered as arrived, when it has reached the Pilot Station 4nm S of the sea buoy. A vessel's "Notice of Readiness" will not be accepted until the vessel has initially reached this point and notified the terminal operator by VHF.

Vessels entering Limetree Bay during daylight must fly their national flag and continue to do so during daylight hours when moored. All vessels of foreign registry while in the harbour must fly the American flag.

Extreme weather conditions: The loading and discharge of all crude and petroleum products will be stopped during severe electrical storms. Loading of gasolines or other similar low-flash products will be stopped during periods of calm when the heavy vapours cannot be dispersed quickly enough to prevent hazards from accumulated gas pockets. Ship's officers are cautioned to be on their guard during such conditions. In the event of abnormal weather conditions, such as a hurricane, vessels will be notified that additional moorings are required. If the situation so demands, masters may be told to suspend all operations and proceed to sea until conditions moderate. Constant readiness: While alongside, vessel shall be adequately manned, watches kept and the vessel's engine and propulsion machinery must be maintained in constant readiness to leave the pier under full power in the event of an emergency. No repairs are permitted which would interfere with this requirement. Masters, owners and operators are reminded that the safety of the vessel is their responsibility at all times. Inert gas operations: Cargo operations will not be permitted to commence on any vessel fitted with an Inert Gas System unless the terminal marine department representative is satisfied that the system is operational and confirms that cargo tank pressures are above atmospheric and their oxygen content is maintained at 7% or less. In the event of failure of the inert gas system after operations have commenced, the terminal will stop all operations until either the inert gas system is restored or an alternative source of inert gas is provided. Note: In the event of failure of the inert gas system, it is the responsibility of the master to suspend operations immediately and notify a terminal representative. Receipt of regulations-warning notice: Loading or discharging must not start until the master or chief officer has: ..... 1. Signed a certificate acknowledging receipt of Terminal Regulations. 2. Displayed warning notices in prominent locations onboard "No Smoking", "No Naked Lights", "No Visitors". 3. Jointly executed Declaration of Inspection with the terminal representative certifying that all necessary valves ashore and aboard are properly set; that the agreed loading/discharging signals are understood and that all other matters relating to safe cargo transfer operations are being observed. Prescribed signals: The vessel must display between sunrise and sunset the prescribed red burgee flag and between sunset and sunrise the prescribed all round red light. Bonding cable: A ground wire from the dock grounding system must be connected to all vessels or barges loading or discharging crude, ballast, and/or petroleum products before any cargo hose or chiksan arm connections are made. This cable is not to be disconnected until after all cargo hoses and/or chiksan arms have been removed from the vessel. Scuppers: All main or upper deck scuppers must be kept tightly plugged throughout all petroleum loading/discharging operations, ballasting and bunkering. Drip pans: Adequate drip pans are to be provided by the vessel and are to be used during the connecting and disconnecting of all hoses and/or mechanical loading arms. They are to remain in place under the hose connections during all cargo transfer operations.Personnel: Sufficient personnel under the supervision of a responsible officer must remain onboard the vessel at all times to deal with operations and any emergency. Language: During cargo, ballast or bunker operations, an officer with command of the English language must be on deck or in the cargo control room at all times. In addition, a crew member with command of the English language must remain on deck at all times.Connecting and disconnecting hoses: A crew will be provided by the terminal to connect and disconnect cargo hoses, bunker hoses and Chiksan arms on the vessel. Vessels should have blinds removed from cargo manifold lines, reducers installed and drip pans or other fixed containments in place on arrival at the dock. Cargo and bunker connections not used shall be blanked off. The port captain will advise the vessel prior to arrival concerning mooring arrangements and the size and number of hoses or Chiksan arms to be connected. Cargo Inspection: Certified petroleum inspectors are available. Master's requiring independent inspectors should discuss options with their agent. Gauging: Unless vessel is fitted with tank gauging vapour lock valves, all tanks must be opened for visual inspection and sampling. Access will be required from the deck, through ullage or sighting ports, prior to and upon completion of load/discharge operations. Where applicable, inert gas within the tank will be maintained but depressurised (to zero psi) prior to opening tanks for gauging. When gauging is completed, tank(s) openings must be secured and repressurised. Closed loading: Cargo tanks will remain inerted at all times during the load/discharge operation. Loading/discharging will be accomplished with all ullage, sounding and sighting ports securely closed. Venting: Gases displaced by incoming cargo must be vented to the atmosphere through the vent stack risers or through constant velocity valves. Either method must ensure gases are taken clear of the cargo deck. Max discharge pressure: 100psi at vessel's rail. Vessel ballast/deballast requirements: Vessels with segregated ballast systems must be capable of loading/discharging ballast while simultaneously discharging/loading cargo. Vessels with non-segregated ballast must discharge all ballast ashore before cargo loading operations will commence. Vessels with non-segregated ballast discharging cargo must discharge all cargo before ballasting the vessel. Dirty ballast: The pumping of dirty ballast overboard is a violation of US law, international conventions and strictly forbidden. All dirty ballast must be pumped to the facilities available ashore. In pumping dirty ballast ashore, the ballast is received through a 36in shore line at a max discharge pressure to the shore installation of 100psi. Ballast is pumped into a ballast facility about 0.6km (1nm) N of the dock Segregated ballast: Clean segregated ballast may be discharged overboard at the dock after the ballast tanks have been inspected and approved by a marine department representative. Changes in operations: The officer must give verbal notice to the Dock Watch 15 minutes before any alteration to operations and before completion of any operation.

United States quarantine laws are enforced by the US public health service. Pratique is required only if vessel is coming from a plague infected area or if there is a death (from any cause) onboard. The master is obliged to report to the marine office any of the above circumstances well in advance of the vessel's arrival at the pilot station so that the public health officials may be notified. Failure to provide advance notification may result in the vessel being delayed.

Notice of Readiness to load or discharge is a warranty that the vessel is ready in all respects to load or discharge and all equipment (including but not limited to tanks, pumps, valves and pipelines) is ready and fit to load or discharge petroleum and/or petrochemical products. The terminal reserves the right to refuse acceptance of such Notice of Readiness unless the vessel is in all respects ready to load or discharge. A vessel will not be deemed ready to load or discharge and pumping will not commence until the senior deck officer has executed and delivered to the terminal a Declaration of Inspection Prior to Bulk Cargo Transfer as required by US Coast Guard regulations 33 CFR 156.150. Conditions of acceptance: Time alongside: Vessels loading or discharging at the terminal will be allowed a maximum of 36 hours berth time in which to complete operations or time to completion if vessel maintains 100psi discharge pressure at the rail throughout the entire operation. Time will count from first line ashore to last line let go. Not included will be delays caused by: ..... 1. Shore operations 2. Weather conditions 3. Traffic controls. Removal of vessel: The company reserves the right to suspend operations and require the removal of any vessel from the terminal for: ..... 1. Exceeding 36 hours berth time. Such right shall also apply before the expiration of the 36 hour period if the terminal establishes beyond reasonable doubt that, due to the vessel's fault, operations are unlikely to be completed within the time limit. 2. Flagrant or continued disregard of regulations. 3. Unsatisfactory ship's equipment, crew standards or operations which, in the opinion of the terminal, present a hazard to the facility, personnel and/or operations of the vessel. 4. Operational performance (appropriate to the type of vessel and operation) that fails to utilise satisfactorily the available terminal facilities and in the opinion of the terminal, constitutes an unacceptable constraint on the terminal's operations. Cost incurred: The terminal shall not be liable for any costs incurred by a vessel, its owners, operators, charterers, agents or others as a result of: ..... 1. Refusal to load/discharge all or part of the nominated quantity. 2. Delay to or suspension of loading/discharging. 3. Overloading and subsequent correction. 4. Requirement to vacate the terminal. Overloading: Masters are advised that International laws pertaining to overloading are strictly enforced and they should be guided accordingly. Vessels must not arrive or sail overloaded. All expenses incurred in discharging or lightering overloaded cargo will be for the vessel's account. Vessels departing to zones requiring lighter draught may sail with the draught permitted in that zone plus an allowance for fuel and water consumption to the zone limit. Demurrage: Vessels are required to vacate berth promptly upon completion of cargo handling operation (loading or discharging operations, as the case may be). Permission to lay alongside at any time the vessel is not engaged in cargo handling operations must be granted in writing by the terminal marine manager. If any vessel fails to vacate its berth upon completion of cargo handling operations and the expiration of free lay time for dock usage as outlined below, the vessel will be held responsible for penalties and demurrage as follows: ..... 1. To pay dock demurrage at the rate of $1,000 per hour or a pro rata share thereof for a fraction of an hour. 2. To hold the terminal harmless for any demurrage and consequential damages incurred as a result of any other vessels suffering berthing delays or for any other events resulting from its failure to properly vacate the berth. The following rules govern the determination of demurrage: ..... 1. One hour free laytime will be allowed after completion of cargo loading operations. This free time will start at the time cargo hoses are disconnected from the ship's manifold on completion of loading or discharge of cargo. Vessels awaiting cargo papers and/or Customs clearance must vacate the berth within 1 hour of such completion and move outside to wait for their papers. 2. Four hours free laytime will be allowed for ballasting after discharge operations for non-segregated ballast ships, except for VLCCs which will be handled on an individual basis. 3. Delays caused by the terminal are excepted.