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For Official Use Only March 2015 1 | P a g e

CORPUS CHRISTI CRUDE TERMINAL

Terminal Information Booklet

MARTIN OPERATING PARTNERSHIP L.P. CORPUS CRUDE TERMINAL

3009 W. Causeway Blvd. Corpus Christi, TX 78402

CORPUS CRUDE TERMINAL 3009 W. Causeway Blvd.

Corpus Christi, TX 78402


Page Number

Table of Contents...................................................................................................... 2 Preface ..................................................................................................................... 3 Geographic Location and Description....................................................................... 3 Hours of Operation................................................................................................... 6 Dock & Berth Information/Limitations.............................................. ........................ 6 Port Information........................................................................................................ 10 General Requirements for Vessels............................................................................ 11 Safety Regulations...................................................................................................... 15 Vessel Vetting & Conditions of Vessel Acceptance.................................................. 17 Declaration of Security Information........................................................................... 18 Pre-Transfer Conference............................................................................................... 18 Declaration of Inspection............................................................................................ 19 Product Loading Guidelines........................................................................................ 28 Vapor Control Operations & Checklist......................................................................... 32 Marine Radio Issue Receipt alt Communication While Berthed ……………………………… 39/40 Fire Notification & Response……………………………………………………………………………………… 41 Emergencies................................................................................................................. 42 Emergency Equipment Diagrams................................................................................. 43 Emergency Contact Information.................................................................................... 46 Revision History.............................................................................................................. 48 Appendix…………………………………………………………………………………………………………………… 49 Figure 1 _ Harbor Entry Information Figure 2 _ Soundings Dock 1 Figure 3 – Corpus Christi Turning Basin Figure 4 – Sounding Dock 2 Figure 5 – Soundings Dock 15 Figure 6 – Oil Dock Berth 1 Diagram Figure 7 – Oil Dock Berth 1 Photo

Figure 8 – Oil Dock Berth 1 Photo 2 Figure 9 – Oil Dock 2 Diagram Figure 10 – Oil Dock 2 Photo




Preface

This Facility Information Guide contains general facility information, applicable regulations, safe work procedures and emergency response details, together with specific information governing the operations of all Vessels at Martin’s Corpus Christi Crude Terminal. This booklet is prepared for the use of all barges, tankers and other Vessels calling at this Terminal. The information in the Booklet should be used in conjunction with the industry recommended practices contained in the latest edition of the ‘International Safety Guide for Oil Tankers & Terminals’ (ISGOTT) and various State and Federal Regulations that apply. The information herein does not address every aspect of a safe and pollution-free operation. Reference is made to the Oil Companies International Marine Forum’s (OCIMF) International Safety Guide for Oil Tankers and Terminals, International Safety Guide for Inland Navigation Tank-Barges and Terminals, and Guidelines and Best Practices for Liquid Hydrocarbon Barges and Associated Tugs (USA Barge Operations) for more complete information. Nothing in this booklet is intended to relieve any Vessel’s Master of responsibility to safely moor their Vessel and to conduct a safe and environmentally correct transfer. Vessels are specifically directed to take whatever additional precautions necessary to ensure that any activities at this Terminal are completed safely. Terminal personnel have the authority to ensure that the rules within this booklet are complied with. Should Terminal personnel witness violations of these rules, they will first take steps to ensure that no injuries or damage to the environment or property will occur. They will then inform the Vessel of the violation and record any stoppages needed to correct the situation. Operation will not resume if the Vessel is unable/unwilling to correct the situation.

Terminal Location: The Corpus Crude Terminal is located on the North side of the Corpus Christi Ship Channel at the east end of Joe Fulton Corridor (W. Causeway Blvd.) adjacent to US Hwy 181. The Latitude and Longitude of the Terminal is provided in Table 3 --- LAT/LONG Corpus Christi Terminal. Table 3 ‐ LAT/LONG Corpus Christi Terminal

Latitude: 27˚ 49’ 13.04” N Longitude: 97˚ 23’ 42.31” W

Geographic Location and Description




Berth Location: The Terminal utilizes three Marine docks owned by the Port of Corpus Christi Authority, Oil Docks 1, 2 and 15. The docks are located on the north side of the Corpus Christi Ship Channel approximately 0.5 miles southwest of the Terminal. Figure 3 shows a close up of Dock 1. Figure 4 shows a close up of Dock 2. Figure 5 shows a close up of Dock 15. Approximate coordinates for the berths:

Oil Dock 1 location: lat. 27° 48’ 49”N, long. 97° 24’ 01”W Oil Dock 2 location: lat. 27° 48’ 55”N, long. 97° 24’ 11”W Oil Dock 15 location: lat. 27° 48’ 53.7”N, long. 97° 23’ 52”W

Oil Dock 1




Oil Dock 2

Oil Dock 15




The Terminal is operated 24 hours a day 7 days a week. The Port of Corpus Christi (PCC) docks are available 24 hours a day 7 days a week.

Type and Size of Vessel at Transfer Docks

DOCK LENGTH (ft.) WIDTH MAX DRAFT (f.) 1 1000 160 45 2 313 110 16 15 700 105 45

Number of Vessels

DOCK SERVICED AT ONE TIME 1 1 Tankship or Sea Going Barges 2 2 Barges/2 Barges Tandem and Loading

15 1 Tankship or Tug with Barges 2 Barges Tandem Loading

Corpus Christi Oil Dock 1 Martin loads vessels from two 10-inch hose towers connected to a header system that is connected to a 24-inch crude line from the Terminal. A vapor destruction system (VDU) at the docks is utilized while loading vessels. Additional Information Berth Structure built 1980, outer breasting dolphins added circa 2001 Deadweight 150,000 tons (Displacement: 200,000 m/t) Length Overall 1,000 feet Beam 160 feet Draft Alongside 45 ft. SW BCM 500 feet Air draft (max) 138 feet

Dock & Berth Information/Limitations

Hours of Operation




Transit time from Sea Buoy: 3 Hours (Approx.) Connections : 150 psi max Note: Vessel Personnel are to make and break connections

• 2 x 12" Crude hoses • 2 x 10" vapor hoses • Lines to docks • 1 x 24" Crude line

Loading Rates: up to 29,000 BPH (large VCU limit) Cargo Drops: Vessels drop their side and shore strips their side via stripping pump Minimum Mooring Arrangement: **

• 3 Spring Lines Forward • 3 Spring Lines Aft • 3 Head Lines • 3 Stern Lines • 2 Breast Lines Forward • 2 Breast Lines Aft

** All lines are to be constantly monitored by Vessel crew and maintained taut throughout the Vessel's stay at the dock. Failure to maintain lines in a suitable condition may result in the immediate shutdown of all cargo operations until the situation is corrected. Any resulting time lost will be for the Vessel's account. Corpus Christi Oil Dock 2 There is one 8-inch product loading hose and one 6 inch vapor recovery hose on Oil Dock 2. Oil Dock 2 additional hoses are connected to the Oil Dock 2 header but are utilized by other dock users and not part of this Manual. A vapor destruction system (VDU) at the docks is utilized while loading vessels. Additional Information Dedicated to: Inland Barge traffic only Berth Structure built c.1987 Overall Length 300 ft. Overall Width: 130 ft. Draft Alongside: 15 ft. SW Connections **

• 1 x 8" Cargo hose for crude Oil • 1 x 6" Vapor Combustion Unit Hose




Lines to docks

Loading Rates: up to 5,000 BPH (air permit limit) **Connections: Vessel Personnel are to make and break Vessel manifold connections Free Water: Terminal has no facilities to dispose of excess free water from cargoes. Turning Basins: Corpus Christi Turning Basin Length Overall 800 feet Avery Turning Basin Length Overall 1,000 feet Beam 352 feet Corpus Christi Oil Dock 15 Martin loads vessels at the dock from two 12-inch product hoses and returns vapor through two 10 inch vapor hose using a hose tower mounted on permanently moored spacer barges used to keep the tanker in deep water and off the original bulkhead of Dock 15. Hoses are used to connect a ship to the oil transfer system and to connect the spacer barge piping to the dock piping. The dock lines are connected to a header system and a 24 inch pipeline is connected to the 24 inch crude line from Terminal that also services Oil Docks 1 and 2. A vapor destruction system (VDU) at the dock is utilized while loading vessels. Additional Information Vessel or Barge traffic: Crude Oils Only Deadweight (max) up to 45,760 tonnes Displacement (max) up to 56,242 tonnes Length Overall (max) 700 feet Beam (max) 105 feet Water Depth Alongside (2013) 49 ft. Brackish Water Air draft (max) 138 feet Transit time from Sea Buoy: 3 Hours (Approx.)




Connections: 150 psi max Note: Vessel Personnel are to make and break manifold connections • 2 x 12" Crude hoses • 2 x 10" vapor hoses

Lines to docks:

• 1 x 24" Crude line

Loading Rates: up to 29,000 BPH (VCU limit) Cargo Drops: Vessels drop their side and shore strips their side via stripping

pump All shore deliveries must be approved by Martin prior to bunkering. Note: All Vessels are to berth with Port Side alongside the dock. Minimum Mooring Arrangement: **

• 2 Spring Lines Forward • 2 Spring Lines Aft • 2 Breast Lines Forward • 2 Breast Lines Aft • 2 bow lines • 2 stern lines

** All lines are to be constantly monitored by Vessel crew and maintained taut throughout the Vessel's stay at the dock. Failure to maintain lines in a suitable condition may result in the immediate shutdown of all cargo operations

Port Information




Normal Anchorage Position Gulf of Mexico Fairway Anchorage, outside the Safety

Fairway offshore from Aransas Pass Pilot Boarding Position [determined by pilots] Distance from pilot boarding position to berth Approximately 21 nautical miles Minimum depth in approaches See 2013 data below Minimum depth at berth See individual berth data Tidal Range Approx.1.4 feet at Aransas Pass Channel. Periodic

tide in Corpus Christi Bay has a mean range of less than 0.5 feet (1/2 foot)

[Note: Water depths indicated are from last known survey. It is the Vessel Master’s responsibility to verify actual water depths, safely moor the Vessel and to conduct a safe and environmentally correct transfer.]

Pilotage is mandatory for seagoing Vessels.

UN Locator Code: US CRP World Port Index Code: US 9300 Information from the Port of Corpus Christi Authority: The practice of inserting a Harbor Tug between a Vessel and a dock or shoreline is hereby prohibited at all public docks. This causes considerable damage to the shoreline and extensive erosion under the docks due to the prop wash from the Harbor Tugs. This prohibition also applies to tow boats and barges using the same procedure at public docks or shoreline moorings. The practice of testing Vessel engines by pushing against a public dock or by going ahead or astern while a Vessel is moored to a public dock is also prohibited.




The cost associated with the erosion of shoreline and damage to public docks can be extensive, therefore Port surveillance cameras may be used to periodically monitor this situation. Your help in this matter is greatly appreciated.

Unless otherwise specified the following is provided in order to facilitate smooth and efficient operations while your Vessel is moored at our Terminal. All Vessels shall comply at all times with applicable Terminal regulations.

1. DOCUMENTATION: All Vessels shall ensure the proper documentation and clearance requirements have been met prior to tendering Notice of Readiness for cargo operations.

2. PSC: US Coast Guard Port State Control inspections are normally and should be performed prior to the vessel being berthed. The Terminal must receive immediate notification if the Coast Guard implements an inspection. The Vessel will accept all and any demerge in the event an inspection event occurs when berthed.

3. BERTH: The Terminal makes no representation or warranty regarding the safety of any channel,

anchorage or other waterway used in approaching or departing from its berth(s). Terminal makes no warranty of safe berth. The Master of the Vessel is responsible for maintaining the Vessel safely afloat at all times while approaching, alongside, or departing the Terminal’s berth.

4. MOORING: All line handling at the Terminal is performed by an outside contractor. It is the

Vessel agent’s responsibility to ensure the mooring gang is properly notified and prepared for all mooring and unmooring operations.

5. GANGWAY: The Terminal does NOT provide a gangway. The Vessel is required to provide the

gangway, either via shipboard unit or rental unit. Any gangway provided by the Vessel shall meet the following criteria:

a. Clear walkway b. Continuous handrail on both sides c. Electrically insulated to eliminate continuity between ship and shore d. Adequate area lighting e. For gangways without self-leveling treads or steps, a maximum safe operating

inclination shall be established by the Terminal that takes into consideration the various Vessel sizes that visit the Terminal and the variations in height of the Vessels’ main deck.

General Requirements for Vessels




f. 30 inch diameter SOLAS type lifebuoys shall be available nearby on both ship and shore and fitted with a self-igniting light and at least 30 meters of buoyant (floating) throwing line.

g. Gangways provided by ocean-going Vessels shall meet applicable international standards such as:

i. ISO 5488: 1979 [Shipbuilding – Accommodation Ladders] or, ii. ISO 7061: 1993 [Shipbuilding – Aluminum Shore Gangways] Jacobs Ladders and

household extension ladders shall NEVER be used as a gangway.

6. PREPARATIONS FOR GAUGING: In order to prevent delays, Vessel crew shall make best efforts to have proper equipment prepared and ready for immediate service prior to commencement of the Independent Cargo Survey (gauging).

7. CONNECTIONS: The Vessel’s crew shall make all cargo and vapor connections to the Vessel’s

manifold. A new flange gasket is to be utilized for each connection made on every transfer. For Loading Hose connections, the Vessel PIC will be responsible for removing the blind flange prior to the transfer and securing the blind flange after completion of the transfer and disconnection from the Vessel’s manifold.

8. REDUCERS: Any manifold reducers that will be required for the transfer operation shall be

preinstalled prior to berthing.

NOTE: All Vessels warrant and covenant that all piping, valves, spools, reducers, and other fittings comprising that portion of the Vessel’s manifold system outboard of the last rigid support fixed to the Vessel’s deck and used for the transfer of cargo, ballast, bunkers, slops, or vapor will be made of steel. Vessels shall not be permitted to utilize more than one reducer or spool piece between the Vessel’s manifold valve and the Terminal’s hose connection, and shall not exceed the standard for the size of manifold piping. All presentation flanges for connections shall conform to ANSI standards.

9. INERT GAS/VAPOR: If inerted, the oxygen content of all the Vessel’s cargo tanks must be less

than 8% oxygen by volume and the cargo tanks must be at a pressure of less than 1psig. If the Vessel arrives at the berth with either parameter out of acceptable range, it will be ordered to vacate the berth and will forfeit its cargo window. The Vessel’s COI or COC must be properly endorsed for the Vapor Control System in use. A valid Annual Vapor Tightness Test Certificate must be provided by the Vessel prior to berthing.

10. COMMUNICATIONS: Communications between the Vessel and Terminal PICs are accomplished by two way radios. Checks of communication equipment are performed before product transfers and intermittently to ensure continued contact. Secondary communication is accomplished via portable air horns provided to both PICs.




11. STORES: Stores, spares, victuals, lubes, etc…are not permitted across the dock during a transfer unless approved by the Terminal.

12. BUNKERING: The Vessel will only be permitted to receive bunkers under the following conditions:

a. The Terminal must be notified prior to the performance of bunkering and b. Bunkers must be received only via tank barge on the offshore side of the Vessel, and; c. Vessel must provide a separate PIC for the bunkering operation. The Vessel PIC

associated with the primary cargo transfer is not to be encumbered with any duties for the bunkering operation, and;

d. The bunkering operation cannot hinder, interfere, or delay the cargo transfer operation in any way.

13. MAINTENANCE/REPAIRS: Maintenance or repairs to the Vessel while berthed at the Terminal are not permitted. At no time will maintenance or repairs be conducted that would interfere with other Terminal operations, Cargo transfer operations or affect safety. Generally, in these cases, the Vessel will be asked to immediately vacate the berth.

14. INCIDENT NOTIFICATIONS: Vessel is to notify the Terminal Operator immediately after becoming aware of any incident occurring while the Vessel is approaching, mooring, berthed, or unmooring at the Terminal, including but not limited to, any spill, collision, allision, personal injury, fire, grounding, security issue, government inquiry, or any other event outside normal Vessel operations. Incident notifications from the Vessel shall also be copied to the Company email at [email protected].

15. CATHODIC PROTECTION: The Vessel shall secure all impressed current cathodic protection

systems prior to arriving at the berth.

16. SHORE LEAVE: Shore Leave and Crew Changes are permitted across the dock, provided the Vessel’s Master has submitted the proper documentation pre-arrival and crew members are either holders of valid TWIC identification cards, or are escorted by properly documented agents as may be required by the Facility Security Plan.

17. EMERGENCY SHUTDOWNS: Each berth has at least one (1) Emergency Shutdown (ESD) station. When activated, these ESD’s will shut down the shoreside:

a. Vapor Combustor Unit, and b. Loading Pumps, and c. Dockside Motor-Operated Cargo Valves

18. BARGE OVERFILL ALARMS: Oil Dock 2 (Inland barge service only) is fitted with automatic overfill

alarms systems.




19. FIREFIGHTING: Firefighting for this Terminal is provided by The Refinery Terminal Fire Company

(RTFC), a cooperative that provides industrial firefighting coverage for local refineries and marine Terminals.

a. Oil Dock 1 is fitted with two fire monitors. An International Shore Connection for firewater is NOT provided at this berth. A firewater manifold is situated on the approach trestle and is fitted with two standard 2½” NPT valves. The berth is also outfitted with wheeled chemical extinguishers.

b. Oil Dock 2 is fitted with two fire monitors. An International Shore Connection for firewater is NOT provided at this berth. The berth is also outfitted with a wheeled chemical extinguisher.

c. Dock 15 is fitted with fire monitors. The berth is also outfitted with wheeled chemical extinguishers.

20. AMPD COVERAGE: This Terminal does not directly provide Average Most Probable Discharge (AMPD) coverage for Vessel pollution. Standard Spill Kit Drums (only) are provided on the loading platforms at Dock 1 and 2. A job box labeled” Spill Kit” with spill control items is located at Dock 15. A local spill cooperative OSRO who provides pollution spill response is located in the area to this Terminal.

21. H2S: Although not expected, some crude oils may contain H2S in concentrations that may pose a hazard to personnel. The Terminal will be diligent in alerting the Vessel to known elevated levels of H2S, however, this does not diminish the responsibility of the Vessel Master to ensure that all crew and/or visitors aboard the Vessel utilize proper Personal Protective Equipment. Additionally, the Vessel Master must verify prior to loading that the vapor space which the crude is loaded has a H2S concentration less than 100 ppm. If the vessel arrives at the berth over this parameter it will be ordered to vacate the berth and will forfeit it cargo window.

22. TANDEM LOADING: The Terminal is US Coast Guard approved for Tandem Loading of inland barges at Oil Dock 2 & 15. In the interest of effective dock utilization, multiple barge tows are expected to be outfitted and certified for Tandem Loading at this Terminal. The Vessel Master must ensure that when performing Tandem Loading the Tankerman has a Tandem Loading Certification. If not there must be two Tankerman. A copy of the Tankerman Loading Certification must be submitted to the Terminal prior to performing the loading.

23. ELECTRICAL ISOLATION: The Terminal utilizes insulating flanges in all its cargo transfer

connections. The use of an electric bonding (earthing) cable has been discontinued at Dock 15. Bonding is still a requirement at Dock 1 & 2.

24. BERTH OCCUPANCY: Berth time shall commence when the Vessel reaches alongside a berth and tenders her first mooring line. Berth time shall terminate upon disconnection and letting go of




Safety Regulations

the last mooring line after the completion of the Product transfer, or in the event that the Master or crew of the Vessel will not allow or do not provide for prompt disconnecting of the Vessel, one hour after completion of loading or discharging.

These Terminal Safety Regulations are based on safe working practices widely accepted by the petroleum, tanker and barge industries. More detailed guidance on safe working practices is given in current editions of the International Safety Guide for Oil Tankers and Terminals (ISGOTT).

• The responsibility for safe cargo handling operations is shared between the Vessel and the Terminal, and rests jointly with the master and the Terminal. The manner in which the responsibility is shared must be agreed between them so as to ensure that all aspects of the operations are covered.

• The product being transferred at this Terminal is EXTREMELY FLAMMABLE due to its high API gravity components of the oil being transferred. The following safety procedures will be followed:

o Smoking is not permitted. o Use appropriate non sparking tools o Visually inspect all connections, couplings, flanges before and during transfer operations o Keep liquid and vapor away from heat, sparks and flame. o Surfaces that are sufficiently hot may ignite liquid material. o Use appropriate PPE if contact is likely or when cleaning up spills. o Avoid contact with eyes, skin and clothing. o Wash thoroughly after handling. o Ensure no leaks are present before and during transfer operations.

• The Terminal reserves the right to suspend operations and require the removal of any Vessel from the berth for:

o Infringement, disregard or breach of these Regulations. o Defects in the Vessel, and in her equipment, manning or operations, which in the

reasonable opinion of Terminal personnel present a hazard to premises, personnel, environment, or operations.

• All Vessels must retain on board sufficient personnel with good working knowledge of the English language to enable operations to be carried out efficiently and safely and to maintain quick, reliable ship/shore communications to cover operations and emergencies.

• The Terminal operates under the International Ship and Port Facility Security Code (ISPS) and Marine transportation Security Act of 2002 (MTSA) [as amended]. Only authorized persons are allowed access to premises or jetty areas.

• Tankers fitted with an Inert Gas System are required to use the system and maintain oxygen levels in tanks at less than eight percent.




• Terminal requires that ship visitors or crew, who appear to be under the influence of alcohol or drugs will not be allowed access to or from ship Visitors to Vessels, unless on Terminal business, are the responsibility of the Master who shall ensure that they comply with these Regulations.

• Within the Terminal, security staff will be arranged by Terminal or Port Authority to control Vessel visitors. Security staff will normally be positioned at the main gate or near the jetty’

• All visitors must be escorted to and from the Vessel. Visitors to Vessels are not permitted to

board a Vessel unless their entry to the premises is recorded at the main gate. Access from small boats is strictly prohibited.

• H2S: Although not expected, some crude oils may contain H2S in concentrations that may pose a hazard to personnel. The Terminal will be diligent in alerting the Vessel to known elevated levels of H2S, however, this does not diminish the responsibility of the Vessel Master to ensure that all crew and/or visitors aboard the Vessel utilize proper Personal Protective Equipment.

• The Terminal PIC is required to wear a personal H2S monitor. The monitor has an audible low and high alarm which alerts at 10ppm and 20ppm respectively. In the event of a release of H2S which exceeds 10ppm operations will be halted until air monitoring indicates concentrations are reading 0ppm.

• Terminal personnel and Governmental officials shall have the right to board any Vessel at any time to ensure that these Regulations are being observed and have the right to stop operations and order Vessels from the berth in the event of contravention of the requirements.

• All visitors must be escorted to and from the Vessel. Visitors to Vessels are not permitted to

board a Vessel unless their entry to the premises is recorded at the main gate. Access from small boats is strictly prohibited.

• Vessels are expected to maintain a strict gangway watch with adequate controls to ensure visitor safety and control. Vessels unable to perform this function are subject to Terminal requesting outside personnel to perform this function at Vessel’s expense.

• Only authorized Government Officials, Terminal staff and Terminal contractors are allowed access on to the jetty during the mooring and unmooring of a Vessel.

• Masters of Vessels are responsible for ensuring that: o Their Vessels are adequately secured alongside the jetty or within the buoy mooring

with, at least, the minimum number of mooring lines as advised by the Harbor Officer. Vessels will use good quality ropes or wires and sufficient in number which to the satisfaction of Terminal. Wire ropes shall have rope pennants fitted complying with OCIMF standards.




o Mooring lines used in any particular direction of service (head/stern lines, breast lines, and springs) shall be of similar breaking strength, elasticity and material. Under no circumstances will a mixture of wire and synthetic ropes in the same direction of service or to the same dolphin be acceptable.

o Mooring wires or ropes are secured only to the proper Vessel and shore fixtures provided for this purpose. The practice of turning up mooring lines on drum ends is not acceptable.

o Self-tensioning winches are not to be used in automatic mode and the ropes or wires used on such winches are secured with hardened up winch brakes, with winches disengaged.

o A strict watch is kept on their Vessel's moorings and they are to be tended as required to prevent slack or over-taut lines and undue movement of the Vessel. Movement of the Vessel is to be avoided and attention shall be given to the effects of tides and other Vessels passing the jetty. At no time is the Vessel to be allowed to drift off the breasting dolphins. Excessive movement by the Vessel while moored at the jetty may mandate immediate suspension of all transfer operations. If transfer is suspended, it shall not resume until the Vessel is again securely moored. Moorings must meet the satisfaction of the Martin representative in attendance.

o Sufficient persons are on duty to attend to moorings whilst Vessel is alongside. • Personnel Access to and from Vessels

o Masters shall rig an adequate gangway providing safe access to and from the Vessel for use by Vessel and shore personnel.

o The gangway shall be provided with proper gangway net. o If the Vessel is not able to provide safe access the Terminal reserves the right to engage

locally provided service at Vessel’s expense. o Any time required to provide safe access to the Vessel in excess of reasonable and

customary time shall be for Vessel’s account. o A life buoy with at least 30 metres of lifeline attached shall be positioned on the Vessel

near the accommodation ladder / gangway.

Vetting of a Vessel is performed by Shell Oil for all crude loading performed by the Terminal. Martin reserves the right to perform a vessel vetting for all vessel which are moored at the berth. .

All DOSs are completed by Port of Corpus Christi Port Police (a designated representative). CCBT does not accept cruise ships or manned vessels that carry Certain Dangerous Cargo.

Declaration of Security

Vessel Vetting & Conditions of Vessel Acceptance




105.245(a) At MOP request and MARSEC Levels II & III a Declaration of Security form is completed and signed by Port of Corpus Christi designated representative (Port Police) and the VSO before the barge is unloaded at the facility. MOP FSO will contact the incoming barge prior to arrival to take the appropriate steps for a single-visit DOS or continuing DOS, depending upon which is being used for the arriving shipment and current MARSEC Level. If the barge is operating under a current valid continuing DOS the information contained in the continuing DOS will be verified prior to arrival at the terminal. If the barge is not operating under a continuing DOS under MARSEC II or III, MOP FSO will contact the Port of Corpus Christi Port Police and arrange for DOS to be completed. No crew members may leave the vessel and no crew changes can occur until the DOS is completed. Once the DOS is complete, the Port of Corpus Christi designated representative (Port Police) retains the original in the facility’s filing system and a copy is provided to the VSO. As the DOS is completed, the VSO and the Port designated representative discuss security requirements for both the vessel and the facility. Additionally, the MARSEC threat level is reviewed, as are any port-specific security requirements. 105.245(g) A copy of all currently valid continuing DOSs will be kept with the Facility Security Plan at the facility.

Before any operations commence, the TPIC and the Responsible Vessels Officer will: • Complete the Dock Inspection Check List, Pre-Transfer Checklist and Declaration of Inspection. • Discuss any deficiencies found when completing the DOI above and agree on any additional

precautions required. The Terminal reserves the right to refuse to load a Vessel if the required standards are not met. Any delays experienced while Vessel rectifies such deficiencies shall be for Vessel’s account.

• Agree on the following: o Signaling / Communication practices. o Quantities and grades of cargo to be loaded. o Agreed flow rates required and minimum & maximum permitted pressure at o Vessel's rail during:

Starting transfer while checking for leaks and to control the effects of static electricity.

Bulk load • Simultaneous pumping of ballast and cargo. • Line draining procedure.

Pre Transfer Conference




• Location of emergency stop buttons. • Data sheets for product being handled. • Emergency procedures. • Terminal reserves the right to:

o Sample and test the quality of cargo on completion of loading. o Instruct a third-party independent cargo surveyor for the sampling and measurement of

cargo and for checking cargo tanks o Place approved equipment on board as required for cargo sampling or testing..

• Vessel is responsible for the connecting or disconnecting of hoses to the Vessel's presentation flanges.

• Vessels manifold arrangement shall comply with the requirements of the OCIMF publication, "Recommendations for oil tanker Manifolds and associated Equipment". Presentation flanges are to be made of steel and conform to B.S. 1560 or ANSI B16.5 standard. Where Vessel's manifold flanges are constructed to a different standard, Vessel is required to provide adequate spool pieces to permit correct connection of shore arms or hoses.

• Prior to cargo transfer operations, Vessels are to make ready firefighting equipment.

Before beginning the transfer of product a conference will be held between the Terminal Operator, Terminal PIC, Harvest Control Center (by telephone) and the Vessel PIC to complete the Declaration of Inspection (DOI). Responsibility and accountability for the safe conduct of operations whilst a vessel is at a Terminal is shared between the Master/Barge Captain, or his/her representative and responsible Terminal Representatives. Before cargo or ballast operations commence the Master/Barge Captain, or his/her representative, and the Terminal Representative should:

• Agree in writing on the handling procedures including the maximum loading or unloading rates; • Agree in writing on the action to be taken in the event of an emergency during cargo/ballast

handling operations. • Complete and sign the Vessel/Shore Safety Check List.

The following guidelines have been produced to assist berth operators and vessel Master/Barge Captain in their joint use of the Vessel/Shore Safety Check List. The Master/Barge Captain and all under his/her command must adhere strictly to these requirements throughout the vessel’s stay alongside. The Terminal Representative must ensure that shore personnel do likewise. Each party commits to co-operate fully in the mutual interest of safe and efficient operations. The Vessel/Shore Safety Check List uses statements assigning responsibility and accountability. Initialing the appropriate box and finally signing the declaration confirm the acceptance of such. Once

Declaration of Inspection




signed, the Checklist details the minimum basis for safe operations that has been agreed through a mutual exchange of critical information. Some of the Checklist statements are directed to considerations for which the vessel has sole responsibility and accountability; some statements are directed where the Terminal has sole responsibility and accountability, and, others that assign joint responsibility and accountability. The dark grey boxes identify those that do not need to be initialed although the vessel or Terminal may initial such sections if they so wish. The assignment of responsibility and accountability does not mean that the other party is excluded from carrying out checks in order to confirm compliance. The assignment of responsibility and accountability ensures clear identification of the party responsible for initial and continued compliance throughout the vessels stay at the Terminal. The vessel’s representative should personally check all considerations lying the responsibility of the vessel. Similarly, the Terminal Representative should personally check all considerations, which are the Terminal’s responsibility. In fulfilling their responsibilities vessel and Terminal representatives should assure themselves that the standards of safety on both sides of the operation are fully acceptable. This can be achieved by means such as:

• Confirming that a competent person has satisfactorily completed the checklist. • Sighting appropriate records. • By joint inspection where deemed appropriate.

Before the start of operations, and from time to time thereafter for mutual safety, a Terminal Representative and, where appropriate, a Responsible Officer may conduct an inspection of the vessel to ensure that the vessel is effectively managing their obligations as accepted in the Vessel/Shore Safety Check List. Similar checks are to be conducted ashore. Where basic safety requirements are found to be out of compliance, either party may require that cargo and ballast operations be stopped until corrective action is satisfactorily implemented. There are two sections on the Vessel/Shore Safety Checklist. Part ‘A’ identifies the required physical checks and Part ‘B” identifies elements that are verified verbally. The safety of operations requires that all relevant statements are considered and responsibility and accountability for compliance accepted, either jointly or singularly. Where either party is not prepared to accept an assigned accountability a comment must be made in the “Remarks” column and due consideration given to whether operations should proceed. The presence of the letters ‘A’, ‘P’ or ‘R’ in the column ‘Code' indicates the following:

• A (Agreement) This identifies any procedures or agreements that should be identified in the remarks column of the Checklist or communicated in some other mutually acceptable form.




• P (Permission) In the case of a negative answer to the questions coded "P"; no operations are to be conducted without the appropriate written authority.

• RR (Re-Check) Indicates items to be re-checked at appropriate intervals as agreed between both parties.

Where an item is agreed to be not applicable to the vessel, to the Terminal or to the operation envisaged, a note to that effect should be entered in the "Remarks" column. Whilst the Ship/Shore Safety Check List is based upon cargo handling operations, it is recommended that the same practice be adopted when a vessel presents itself at a berth for tank cleaning. The joint declaration should not be signed until all parties have checked and accepted their assigned responsibilities and accountabilities. PART ‘A’ – Physical Checks. Bulk Liquid General CFR Ref Vessel Terminal Code Remarks 1 There is safe access between

the vessel and shore. R

2 The vessel is securely moored 33CFR156.120(a) R See Mooring Diagrams

3 Vessel warning signs/signals are displayed

46CFR 35.35---20(a)

4 Work areas and transfer connections are adequately lit

33CFR154.570 33CFR155.790

5 The agreed vessel/shore communication system is operative

33CFR156.120(q) AR System: Backup system:

6 Language fluency is adequate 33CFR156.120(v) 7 Emergency towing pennants are

correctly rigged and positioned R

8 The vessel’s fire hoses and firefighting equipment is positioned and ready for immediate use

R

9 The Terminal’s fire-fighting equipment is positioned and ready for immediate use

R

10 The vessel’s cargo and bunker hoses, pipelines and manifolds are in good condition, properly rigged and appropriate for the service intended

33CFR156.120(b) (c) (g) (i) (j) (k)

11 The Terminal’s cargo and bunker hoses/arms are in good

33CFR156.120(b) (c) (g) (i) (j) (k)




condition, properly rigged and appropriate for the Service intended

12 The cargo transfer system is sufficiently isolated and drained to allow removal of blank flanges prior to connection

13 Scuppers and save-alls are effectively plugged and drip trays are in position and empty

33CFR155.310 33CFR155.320

R

14 Temporarily removed scupper Plugs will be constantly monitored

33CFR154.530 R

15 Shore spill containment and sumps Are correctly managed

33CFR154.530 R

16 Discharge containment equipment is readily accessible

33CFR154.545

17 Facility monitoring devices are operating properly

33CFR154.525

18 The ship’s unused cargo and bunker connections are properly secured with blank flanges fully bolted

33CFR156.120(e) (f)

19 Ship’s transfer system is aligned to allow flow

33CFR156.120(d)

20 All connections are leak free 33CFR156.120(p) 21 The Terminal’s unused cargo

and bunker connections are properly secured with blank flanges fully bolted

33CFR156.120(e) (f)

22 Shore transfer system is aligned to allow flow

33CFR156.120(d)

23 All cargo, ballast and bunker tank lids are closed

24 Sea and overboard discharge valves, when not in use, are closed and visibly secured

33CFR156.120(h)

25 All external doors, ports and windows in the accommodation, stores and spaces are closed. Engine room vents may be open.

R

26 The vessel emergency fire control plans Are located externally

Location:




27 Vessel response plan has been reviewed

46CFR35. 35-30(13)

USCG - Benzene Regulation This addendum is to be read and acknowledged by all parties handling benzene, or hydrocarbon mixtures containing in excess of 0.5% benzene by volume. Regulations in 46 CFR 197 concerning benzene requires that the licensed officer, certified tankerman or person in charge of a vessel should insure that no person on the vessel is exposed to an airborne concentration of benzene In excess of: 1. One part per million (1 ppm) as an eight hour time weighted average. 2. Five parts per million (5 ppm) as a time weighted average over a fifteen minute period. USCG requires that the words: BENZENE, REGULATED AREA, CANCER CAUSING AGENT, FLAMMABLE – NO SMOKING, AUTHORIZED PERSONNEL ONLY, RESPIRATOR REQUIRED, be on the warning signs specified in 46CFR, Part 197.535(c). The warning sign required for benzene barges must be permanently affixed to the barge. In case of Accident: Spill or Leak: Shut off ignition sources. Keep people away. Keep upwind. Shut off leak if without risk. Notify fire, health and pollution agencies. Fire: On small fire use dry chemical or carbon dioxide, if trained- If not evacuate the area and notify fire, health and pollution agencies. Exposure: Remove to fresh air. If the person is not breathing apply artificial respiration, oxygen. If breathing is difficult administer oxygen. Call a physician.

USCG ‐ Benzene Regulation

CFR Ref Vessel Terminal Code Remarks

28 Benzene Regulations are being followed.

46CFR Part197

AR

If the vessel is fitted, or required to be fitted with an Inert Gas System (IGS), the following points should be physically checked Inert Gas System CFR Ref Vessel Terminal Code Remarks 29 Fixed IGS pressure and oxygen

content recorders are working 46CFR 32.53---5

R

30 All cargo tank atmospheres are 46CFR PR




At positive pressure with oxygen Content of 8% or less by volume

32.53---5

PART ‘B’ – Verbal Verification Bulk Liquid General CFR Ref Vessel Terminal Code Remarks 31 The vessel is ready to move

under its own power or by tugboat

PR

32 There is adequate supervision and an effective deck watch in attendance on the ship for operations and emergencies

33CFR156 .120(s) (t) (u)

R

33 There is adequate supervision and effective manning at the Terminal for operations and emergencies

33CFR156 .120(s) (t) (u)

R

34 The procedures for cargo, bunker and ballast handling have been agreed

33CFR156.120(w) AR

35 The emergency signal and shutdown procedure to be used by the vessel and shore have been explained and understood. The emergency means of shutdown is operable

33CFR154.550 33CFR155.780

A

36 Material safety data sheets (MSDS) for the cargo transfer have been exchanged

33CFR154.550 33CFR155.780

A

37 The hazards associated with toxic substances in the cargo being handled have been identified and understood

33CFR156.120(w)(1)

38 An International Ship Shore Fire Connection has been provided

39 The agreed tank venting system will be used

AR Method:

40 The requirements for closed operations have been agreed

R

41 The operation of the P/V system has been verified

42 Where vapour line is connected, operating

AR




parameters have been agreed

43 The DOI for Vapor Control Operations has been completed

33CFR 156.120(aa) 46CFR 35.30-30(c)

44 Independent high level alarms, If fitted, are operational and have been tested

AR

45 Cargo tank overfill devices are operational

33CFR155.480

46 Adequate electrical insulating means are in place in the ship/shore connection

AR

47 Shore lines are fitted with a non-return valve or procedures to avoid ‘back filling’ have been discussed

PR

48 Smoking rooms have been identified and smoking requirements are observed

33CFR156.120(cc) AR Locations:

49 Naked light regulations are being observed

33CFR156.120(dd) AR Explosion proof fittings in place.

50 Boiler or galley fires are maintained safely

46CFR35.35-20(h)(i)

51 No unauthorized repair work or hot work being carried out

46CFR35.30(b)(2)

52 Vessel/shore telephones, mobile phones and pager requirements are being observed.

AR

53 Hand torches (flashlights) are of An approved type

54 Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or switched off

55 Portable VHF/UHF transceivers are of an approved type

56 The vessel’s main radio transmitter aerials are earthed and radars are switched off




57 Electric cables to portable electrical equipment within the hazardous area are disconnected from power

58 Window type air conditioning units are disconnected

59 Positive pressure is being maintained inside the accommodation and A/C intakes are closed

60 Measures have been taken to ensure sufficient mechanical ventilation in the pump room

R

61 There is provision for an emergency escape

62 The maximum wind and swell Criteria for operations has been agreed

A Stop cargo at: ________KTS Disconnect at: ________KTS Tugs Alongside:___K TS Unberth at _______KTS

63 Security protocols have been agreed between the Ship Security Officer and the Port Facility Security Officer, if appropriate

A Vessel MARSEC Level: _________ Terminal MARSEC Level: _________

64 Terminal and vessel(s) report Ready to begin transfer

33CFR156.120(x)

If the ship is fitted, or required to be fitted, with an Inert Gas System (IGS) the following statements should be addressed. Inert Gas System CFR Ref Vessel Terminal Code Remarks 65 The IGS is fully operational

and in good working order 46CFR 32.53---5 P

66

Deck seals, or equivalent, are In good working order

R

67 Liquid levels in pressure/vacuum breakers are correct

R




68 The fixed and portable oxygen analyzers have been calibrated and are working properly

R

69 All the individual tank IGS valves (if fitted) are correctly set and locked

R

70 All personnel in charge of cargo operations are aware that, in the case of failure of The Inert Gas Plant, discharge operations should cease, and the Terminal be advised

Declaration We, the undersigned, have checked the above items in Part A and B in accordance with the instructions, and have satisfied ourselves that the entries we have made are correct to the best of our knowledge. We have also made arrangements to carry out repetitive checks as necessary and agreed that those items with Code ‘R in the Checklist should be re-checked at intervals not exceeding _____ hours. If to our knowledge the status of any item changes we will immediately inform the other party. For Vessel For Shore Name: ___________________________________ Rank/Position:_______________________ Signature:___________________________ Date:_______________________________ Time:___________________________________ ___

Name: ___________________________________ Rank/Position:_______________________ Signature:___________________________ Date:_______________________________ Time:______________________________________

I certify that I have read the above declaration and detailed requirements and all conditions remain satisfactory.




SUBSEQUENT VESSEL PERSON-IN-CHARGE SUBSEQUENT FACILITY PERSON-IN-CHARGE Record of repetitive checks Date: Time: Initials for Vessel: Initials for Shore:

The Terminal receives Vessels alongside on the understanding that operations will be conducted safely and expeditiously and that the berth will be vacated as soon as practicable after operations have been completed. Delay, caused by Vessels may be subject to additional costs. Prior to berthing, the Vessel shall prepare its cargo manifold system to accommodate connection to the Terminal cargo transfer system. Operations shall be conducted in accordance with US Federal, State, and local laws and the requirements of the current edition of the OCIMF publication 'International Safety Guide for Oil Tankers and Terminals'. Sufficient crew must remain on board the Vessel, under the supervision of the Responsible Vessel's Officer, to control routine operations and emergencies. Vessels are to have on board at least one Senior Deck Officer (Master or Chief Officer) and one Senior Engineer (Chief Engineer or Second Engineer) at all times. The Terminal reserves the right to suspend operations and require the removal of any Vessel from the berth for:

• Infringement, disregard or breach of these Regulations.

Product Loading Guidelines




• Defects in the Vessel, and in her equipment, manning or operations, which in the reasonable opinion of Terminal personnel present a hazard to premises, personnel, environment, or operations.

• Operational performance (appropriate to the type of Vessel and operation) that fails to utilize satisfactorily the available Terminal facilities and thereby, in the reasonable opinion of the TPIC constitutes an unacceptable constraint on operations.

• Terminal shall not be liable for any costs incurred by a Vessel, its Owners, Charterers or Agents:

• As a result of a refusal from that Vessel to load or discharge all or part of a nominated shipment.

• Delay to or suspension of discharging, or a requirement to vacate the berth arising from these Regulations.

• Terminal reserves the right to monitor operations of any Vessel to ensure compliance with all applicable laws, and to notify the appropriate Authority in the event of contravention.

If the Terminal determines the Vessel poses a risk based upon past performance or other criteria discovered during the vetting process, Terminal may, at its option, require the Vessel to place an independent representative, acceptable to the Terminal Company, on board the Vessel to observe loading or discharging operations while the Vessel is moored at the berth. The representative may monitor operations and advise the Vessel’s Master regarding avoidance of pollution, unsafe acts, or violation of Terminal regulations. The representative will not direct the undertaking of any particular action or interfere in any way with the Vessel Master’s authority. All charges for the representative shall be for the Vessel’s account. The following information and guidelines are targeted at improving the efficiency of loading activities during crude transfers. Implementation will hopefully have the following results:

• Improved dock utilization • Reduced Vessel waiting time at anchorage • Reduce dock congestion, facilitating more efficient scheduling

All Vessels must be capable of operating within the physical limitations of berth dimensions and hose operating envelopes (if applicable) as set by the Terminal from time to time. Terminal shall not be liable for any demurrage, loss claims or demands resulting from, or relative to, any act or omission by Authorities or their representatives. Expected loading rates at each berth are shown in the following tables




Loading Rate (BBL/HR) TYPE OF CARGO Non-Inerted Inerted Crude Oil 29,000 Combined

29,000 Ship Dock 5,000 Barge Dock

29,000 Combined 29,000 Ship Dock 5,000 Barge Dock

CONVERSION OF BPH LOADING RATE TO HOSE PRESSURE DROP

LOADING RATE BPH

PRESSURE DROP IN W.C. 6” DIA. 8” DIA. 10” DIA.

17000 16000 15000

10.7 9.40 8.30

3.5 3.15 2.75

Preparation for Arrival: Tank Logistics Ideally, the time to gauge and prep shore tanks for discharge is prior to the Vessels arrival, when possible. Communication of NOR: Anchorage Point Where possible, it is ideal to locate the anchorage point as close as possible to the dock. If there is a high level of certainty that the berth will be free prior to its arrival, the Vessel shall heave anchor and proceed to the berth in a timely fashion while the other Vessel is in transit away from the dock in order to reduce a loss of dock time. In a case where the anchorage point is 3 hours from the dock, this can create an immediate loss of 6 hours of dock time. Arrival of Vessel at the Dock: Tie‐up & Booming Although the berth occupancy “clock” does not start until a Vessel is all fast, the Vessel is on the dock utilization clock from the time it arrives at the dock until it leaves and another Vessel can come in. Best practice has been observed at 30 minutes to 1 hour for tie-up and booming. 6-man crews have shown to be most efficient, and for the most part the performance of booming operations is dependent on proper planning. A practice utilized by some docks is the preference of Kevlar mooring lines to traditional ropes. 3-man mooring gangs can be used on the lighter Kevlar lines and complete the process in 30 minutes, where as a 6-man crew may take an hour with traditional ropes. Vessel All Fast: Gangway Dock 15 is the only berth where the Terminal gangway is used for inland barges, the Terminal is typically able to secure the gangway in 15 to 30 minutes. Where the Vessel uses its gangway, performance slips to 1 to 1.5 hours. Prior planning on the Vessel’s part can go a long way for improving this time. Regulatory Delays:




Delays caused by Customs, Immigration, or Coast Guard inspections are beyond the Terminal’s control, but there may still be the opportunity to reduce the impact these inspections have on the implementation and completion of the loading process. Regulatory inspections should be performed either at anchor or other berth prior to arrival at the Martin berth. If this is not practical, through communication with the respective regulatory agencies, some facilities have been able to come to the agreement to allow some work, such as gauging and connection of hoses to continue while the regulators perform their inspections. Because regulatory delays can potentially eat up several hours, it is important to capitalize on any opportunities that may be present. Gauging, Sampling, and Metering Typical estimates for manual gauging and sampling range from 1.5 to 3 hours. The main reason for variance in gauging time can be attributed to the type of cargo being loaded. Other reasons for gauging and sampling delays may be due to the number of cargo tanks (more tanks amounts to more time), and closed system gauging equipment (condition, calibration of device and the deck fittings). Line displacement takes an average of 30-40 minutes. Hoses Connecting Typical practice for connecting loading hoses is around 1.5 hours from all fast and is done concurrent with the gauging process. Hose Disconnect Typical disconnect procedure can take up to 1 hour. Usually, the Vessel will load with 2 cargo hoses and a vapor hose. Prior to completion of the load, usually in the last hour, the vessel will request a reduction in the loading rate. To expedite completion of the transfer the inspector should be notified two hours prior to the expected completion time. On completion of the loading the inspector will confirm the proper quantity transferred. After confirmation by the inspector cargo hoses can then be lifted one at a time for drain back to the vessel. After draining stripping back of any remaining product in the hose or line is performed by the TPIC. Only after completion draining and stripping disconnection of hoses will be allowed. Disconnection from the vessel manifold shall be implemented by the VPIC. Expedience in disconnections is one of the areas that deserve attention when considering Vessel turnaround time reduction. Last Line Typical practice has been observed at around 30 minutes to 1 hour for hoses off to last line. Vessel Departs from Dock Tandem Loading of Barges at Oil Dock 2 and Oil Dock 15 Procedures for loading Barges from the Tank Farm or Harvest Pipe line shall remain the same. A supplemental DOI shall be executed between the Terminal and Barge PICs. Once completed, as with




the normal DOI, the Supplemental DOI will be fully reviewed and signed by the Terminal PIC and Vessel PIC.

The following aspects of the transfer shall be specifically adhered too and verified by the PICs: • The barges’ Certificate of Inspection is endorsed for tandem loading. • A single vapor cross over hose shall be used between barges (inboard & outboard). • The vapor cross over hose shall include an insulating flange or short non-conductive hose or

filler. • The diameter of vapor crossover hose shall be at least as large as the largest vapor pipe in the

outboard barge. • The diameter of the inboard barge vapor pipe shall be as large as the largest vapor pipe on the

outboard barge. • The vapor crossover hose length shall be as short as possible to minimize additional pressure

drops and no more than 25 feet. It shall be supported off of the barge decks. • The vessel overfill system is correctly connected between the barges and to the shore side

overfill connection and tested prior to transfer operations. • All inboard and outboard barge level switches shall be verified to operate correctly with the

shore side overfill control system. • The inductance and capacitance of both the inboard and outboard barge liquid overfill systems

shall be confirmed to insure their total does not exceed the maximum inductance and capacitance of the MVCS overfill protection system.

• Verification of any additional pressure drop caused by the crossover hose and its effect on the maximum high pressure and high-high pressure alarms.

The John Zink Marine Control System (MVCS) installed at the Martin Corpus Christi Terminal is a fully automatic system that is designed to incinerate a mixture of hydrocarbon vapors and air and operate remotely in either an automatic or manual mode. The system starts and stops in response to external electrical control signals received by the control logic system. The loading Terminal has two Dock Safety Units (DSUs) with one vapor collection train per DSU. Each DSU has a common dual oxygen analyzer and enrichment gas system. The following table details the oxygen content control, alarm and shutdown set points. The vapor that is displaced from the vessel consists of air partially saturated with light hydrocarbons. The pressure produced from loading the vessel pushes the vapor into the MVCS safety spool through a vapor recovery hose connected to a vapor manifold on the vessel being loaded. A pressure - indicating transmitter linked with a flow control valve to prevent over pressure controls the pressure in the vessel. The vessel vapor then passes through a Type I detonation arrestor suitable for cargos with an

Vapor Control Operations




MESG of 0.9 mm or greater. Next, the vapor is rendered non-explosive by the addition of enrichment gas through a sparger type mixer located downstream of the detonation arrestor. Each dock safety unit (DSU) is equipped with one dual oxygen analyzer, which is used to ensure that the oxygen concentration in the stream stays low enough to keep the vapor stream out of the explosive range. Enrichment gas flow is regulated into the sparger type mixer based on the oxygen concentration of the vapor stream. An automatic shutdown of the loading operation will occur if the oxygen concentration of the stream reaches a value high enough to place the stream in the explosive range. The enriched vapors flow from the dock safety units (DSUs) and proceed to the combustor skid (VCU). The vapors then proceed through two shutdown valves and a Type I detonation arrestor suitable for cargos with an MESG of .90 mm or higher before entering the vapor combustion device. The vapor combustion device consists of anti-flashback burners located inside the combustion stack. The stack is equipped with assist air blowers that provide both combustion air and mixing velocity for the hydrocarbon vapors. Oxygen Analyzer Set Points NON‐‐‐INERT

TYPE OF CARGO 02 CONTROL % 02 ALARM % (ASH) 02 SHUTDOWN % (ASHH) Crude Oil 14.5 % 15.5 % 16.5 %

Oxygen Analyzer Set Points INERT/NON‐‐‐INERT SIMULTANEOUSLY

Location of Flares Martin VDUs Oil Docks 1 & 2

TYPE OF CARGO 02 CONTROL % 02 ALARM % (ASH) 02 SHUTDOWN %

Crude Oil 7.0 % 8.0 % (ASHH)

9 0 %




Equipment Control Panels

Control panels associated with the major equipment systems are located throughout the MVCS. The MVCS system consists of three control panels, located on the dock skids, and at the vapor combustion device. The control panels contain various indicator lights and switches associated with individual equipment status and product loading rates. Under normal operation, the MVCS is controlled from panel located at the loading docks. At the loading dock, the DSUs help protect the vessel as well as the loading Terminal and piping system from flashbacks originating from either side of the safety spool. A marine vapor hose is used to connect the vessel cargo tank vapor flange to the safety spool vapor inlet flange. • Pressure and Vacuum Relief Valve

The vacuum/pressure relief valve provides protection against excessive pressure damaging the vessel cargo tanks in the event of a control system malfunction. If the intake pressure rises too high, the pressure relief valve will open to vent vapors to the atmosphere to relieve the pressure. A flame screen is provided on the valve to provide protection against both the external combustion of vapors vented from the process and against the possibility of flame being drawn into the process. • Intake Vapor Pressure Transmitters

The PLC receives a signal from local pressure indicating controller that is in series with a pressure indicating transmitter. This signal is passed on to a pressure control valve which opens or closes to maintain the pressure set point. The pressure signal from is also used to activate a low-pressure alarm and a high. A local pressure transmitter provides a signal input for the low ‐low press high-high pressure shutdown. • Remotely Operated Cargo Vapor Shutoff Valve

A flow control valve that is the Coast Guard required “remotely operated cargo vapor shutoff valve” located on the safety spool is a fail close valve, and any shutdown will result in this valve closing within 30 seconds • Detonation Arrestors




All system detonation arrestors work on the principle of reducing flame temperatures below the vapor ignition point and by slowing the flame front to a sub-sonic velocity. The nominal size of the detonation arrestor located on the safety spool skid is 10” & 16”. The nominal size of the detonation arrestor located on the combustor skid is 20”. • Differential Pressure Transmitter A differential pressure indicating transmitter produces a shutdown signal when a backflow of vapors toward the loading vessel is detected. • Thermocouple A thermocouple is located at the outlet of the safety spool detonation arrestor. If the high temperature setting is reached a temperature switch triggers a shutdown of the MVCS. .

• Vapor Enrichment Process Based on the oxygen concentration of the vapors being displaced from the vessel, a proportional amount of enrichment gas is added to the vessel vapors to bring the oxygen concentration below the explosive limit. Oxygen analyzers continuously monitor the oxygen concentration and regulate the enrichment gas flow. • Oxygen Analyzer To avoid having an explosive mixture of vapors in the system, the oxygen content of the vapor stream must remain low enough to keep the vapor out of the explosive range. Two Oxygen Analyzers, accomplish this. The output of both analyzers is compared by the PLC and the higher oxygen concentration reading controls the addition of natural gas into the system. The analyzers will also trigger a system alarm if the oxygen concentration reaches the high alarm set point, and a system shutdown if the oxygen concentration reaches the high-high alarm set point. A system shutdown will also occur if analyzer sample flow is insufficient. • Test Manifold

OPERATIONAL NOTE

33 CFR 154.850 (k) states: If it is suspected that a flare in the vapor control system has had a flareback, or if a flame is detected on the flame arrestor required by 33 CFR154.828 (c) (2) of this subpart, the transfer operation must be stopped and notrestarted until the flame arrestor has been inspected and found to be in satisfactory condition.




A test manifold is in place to complete the Coast Guard required pre-transfer checks of the intake vapor pressure switches and the detonation arrestor differential pressure indication. The test manifold contains a pressure gauge, a pressure/vacuum pump and pressure/vacuum valve to perform the necessary tests. • Vessel Overfill Connector The vessel overfill panel is for use with Barges only. The overfill panel is not required when ocean going vessels are being loaded. The ships overfill system is considered adequate and high levels will be communicated by ship personnel to the loading personnel in the case of a high level. The vessel overfill connector is a pendant cord that is brought aboard the barge during loading. The high alarm will be tripped when the vessel high‐ level switch is activated, and the high-high level shutdown will occur when the vessel high-- ‐high level switch is activated. • Quick-- ‐Closing Stop Valve As required by the Coast Guard a quick-closing valve provides shut off between the Combustor and the dock portion of the vapor control system. This valve will shut within 30 seconds on any shutdown. • Knockout Drum The knockout drum provides protection against liquid carryover into the system blower and other downstream components. Level switches provide high liquid level alarm and high-high liquid level shutdown for the knockout drum. • Vapor Blower (BL-- ‐201 used for example) The blower skid (VBU) contains two full capacity blowers. One blower will be used at a time with the other being an installed spare. The appropriate open and close limit switches on the inlet and outlet of both blowers must be received before blower operation can commence. The vapor blower creates a vacuum to draw vapors from the loading docks and pressurize the vapor line on the discharge side to displace vapors to the Combustor. The blower discharge temperature is monitored by a thermocouple and temperature switch. This switch produces a shutdown signal if the discharge temperature becomes excessive. • Detonation Arrestor




An additional detonation arrestor restricts flashback by reducing the flame temperature below the vapor ignition point and slowing the propagation of the flame-front to subsonic velocity. The detonation arrestor accomplishes this by routing the vapors through a fine honeycomb of vapor channels, which serve to absorb heat and decrease vapor pressure/velocity. • Thermocouple A thermocouple is located at the outlet of the detonation arrestor. If the high temperature setting is reached the temperature switch triggers a shutdown of the MVCS. • Vapor Combustion Device The Vapor Combustion Device, ZTOF/TC-- ‐301, is a cylindrical vessel with a heat-- ‐resistant blanket refractory material rated for a maximum service temperature of 2400F. • Pilot Ignition The Vapor Combustion Device has four pilots that are ignited at the tip by a high voltage spark plug that receives an ignition signal from the ignition transformer. The system will make five attempts to light, after which, unsuccessful ignition will shut down the system. The flame scanner in the Vapor Combustion Device must detect the flame front generated by each pilot, or the system will shut down. • Assist Air Blower The Vapor Combustion Device is equipped with three assist air blowers. This blower is used to purge the Vapor Combustion Device before spark ignition and to provide additional combustion air and quench air to maintain stack temperature and ensure smokeless combustion. • Staging Valves The VCU has pneumatic fail close valves that control the flow of vapors into the combustion stack. In the presence of a combustor shutdown, these valves will go closed. • Enrichment Gas The enrichment gas line provides additional gas as required to maintain stack temperature. • Quench Air Louver The Vapor Combustion Device is equipped with two temperature controlled quench air louvers that open during operation to provide additional quench and combustion air. • Stack Temperature Control Based on the readings from thermocouples on the stack a local controller modulates quench air dampers to maintain stack temperature. The PLC monitors the stack’s high temperature thermocouple, to shut down the system at excessively high temperatures.




. Marine Vapor Control Checklist (Loading Operation)

Marine Vapor Control Checklist During Loading

(DSU B-VC-9118202-150 Ship Dock used for example) INSTRUMENT TAG NUMBERS

PI-101C PDIT- 101C

PI-112 PI-111 AIT-103 AIT-104

PDIT-201 PI-104A PI-104C

P1-201 PI-202

Description Inlet Vapor

Pressure

Filter Pressure Differential

Enrichment Gas Supply Pressure

Enrichment Gas Supply Pressure

Oxygen Analyzers

O2

Reading A B

Pressure Differential

DA-301 Combustor

Blower Suction Pressure

Blower Discharge Pressure

Normal Range

-5”-15” W.C.

0 -10” W.C.

0 - 60 psig

0 - 15 psig

0 - 6” W.C.

0 - 25” 0 - 15” W.C. W.C.

Time &

Date Instrument Reading

(Completed every 2 hours during loading)




Maintaining good communications throughout cargo transfer operations is fundamental to ensuring the safety of the activity. After the DOI is reviewed and signed radio/telephone communication will be established between the Terminal PIC, Vessel PIC, Terminal Operator and the Harvest Pipeline Control Room Operations. A radio is supplied for communications during cargo movement and is to be returned to the terminal a signed off for receipt by the terminal operator and the vessel. During cargo operations, if for any reason it becomes necessary to stop cargo in an emergency, the party requesting the stop should notify the other party by VHF radio, or any other means, requesting ‘Emergency Stop’. All transfer pumps must be immediately stopped and vessel and shore manifolds closed until the situation is investigated and joint agreement is reached on resuming operations. During the pre-transfer conference, communications procedures will be agreed for conducting specific activities and will include agreed notice periods for conducting vessel or shore stops.

Marine Radio Issue/Alt Communication While Berthed




Radio Issue Receipt

Date: _________________________________ Vessel Name: _________________________________ Radio is supplied for communication with Martin CCCT terminal during cargo movement and is to be returned to the terminal and signed off for receipt by the terminal operator and the vessel. 1 - Marine Radio has is valued at: $2,500.00 Make: _________________ Model: __________________ Signed Out Signed In Radio Serial No: ___________________________________ Radio Serial No: ___________________________________ Battery Serial No: ___________________________________ Battery Serial No: ___________________________________ Battery Serial No: ___________________________________ Battery Serial No: ___________________________________ Received on Vessel Vessel Signature: _______________________ Terminal Signature: ___________________ Date: _______________________ Time: _______________________ Returned to Terminal Vessel Signature: _______________________ Terminal Signature: ___________________ Date: _______________________ Time: _______________________

Failure to return Marine Radio will result in a charge of $2,500.00 USD to your vessel




IN CASE OF FIRE, DO NOT HESITATE TO RAISE THE ALARM The following table summarizes actions that are to be taken in the event of an emergency at the Terminal.

The primary method of communication will be the use of a VHF radio, . Facility phones, cell phones and air horns will also serve as means of back-up communications

ACTION-Vessel ACTION-Facility

Emergency on your vessel Emergency on a vessel

• Raise the alarm: Sound one or more blasts of the ship’s whistle, each blast of not less than ten seconds duration supplemented by a continuous sounding of the general alarm system.

• Raise the alarm

• Cease all cargo/ballast operations and close all valves if discharging. If loading only close valve after Facility advise it is safe to do so, after stopping their pumps.

• Contact vessel

• Inform Facility Representative • UHF communication by and held radio. • Telephone number: 361-887-8559

• Cease all cargo operations and close all valves

• In case of fire, fight fire and prevent from spreading

• Stand by to disconnect hoses or loading arms

• Stand by to disconnect hoses • If necessary, stand by to assist fire fighting

• Bring engines to standby( if safe) • Inform all vessels in the vicinity

• Implement facility emergency plan

Emergency on another vessel Emergency ashore

Stand by, and when instructed: • Raise alarm

Fire Notification & Response




• Cease all cargo/ballast operations and close all valves

• Cease all cargo operations and close all valves

• Disconnect hoses • In case of fire, fight fire and prevent it from spreading

• Bring engines and crew to standby, ready to unberth

• If required, stand by to disconnect hoses

In the event of an emergency all transfer operations will be immediately shutdown. Emergency contact/notification will be necessary for various emergency situations. These situations may include the following:

• Oil Spill as a result of ruptures or leaks, overfilling or other causes including collisions - In the event of an oil spill the Terminal OPA 90 Response Plan would be activated. Operators shall secure the transfer and respond in accordance with the steps detailed in this manual.

• Fire/Explosion on the tankship, barge, tug or Terminal - the portable fire extinguishers are only to be used on small fires, and then only if the fire is not in immediate danger of spreading to a storage tank or pipeline containing product. If there is a fire on the ship or ashore near any part of the transfer system, secure the transfer and close down the system as time and conditions allow.

• Personnel Injury - Response to injuries will be based on severity. First aid kits and eyewash kits are available for the treatment of minor wounds. Community-based emergency medical technicians will be summoned by calling 911 for those situations involving more serious injuries or injuries that would be aggravated by moving without medical supervision. The 911-phone call can be made from the scene of the accident if phones are readily available, or contacting the MOP Notification System (800)421-4738 (24 Hr.).

• Severe weather conditions including high winds, thunderstorms etc. - Very high winds can cause vessel mooring lines to break or pay out which may be enough to put a strain on the transfer piping or hoses, potentially stretching them to the breaking point. At the onset of severe weather such as a severe thunderstorm or tornado/waterspout, secure the transfer and seek safe shelter as appropriate to the situation.

• Other situations not directly involving the vessel or barge

Emergencies




Piping and Emergency Equipment Diagram Oil Dock #1




FACILITY RESONSE Name/Title Phone Number Response Time

Jonathan E. Sheridon - Qualified Individual Office: 361-887-8559 Cell: 713-304-7103

Serafin Paiz - Alt Qualified Individual Office: 361-887-8559 Cell: 361-215-2832

Angela Johnston- Alt Qualified Individual Office: 361-887-8559 Cell: 361-739-7034

Sergio Villareal – Terminal Operator Control Rm.: 361-883-5881 Cell: 361- 658-3754

Marco Soliz– Terminal Operator Control Rm.: 361-883-5881 Cell: 361- 658-3754

Sergio Sanches– Terminal Operator Control Rm.: 361-883-5881/Cell: 361- 658-3754

Emergency Contact Information




EMERGENCY RESPONSE TRAINING TYPE Type Description

1 29 CFR 1910.120 HAZWOPER 2 OPA (Training Reference for Oil Spill Response) All Facility Personnel, SMT, QI Components 3 Qualified Individual/Incident Command Training

EMERGENCY RESPONSE CONTRACTORS

Name/Title Phone Numbers Response Time

(hours)

Responsibility During Response Action

Response

Training Type

1 2 3 Miller Environmental 361-289-9800 1 x x x Corpus Christi Area Oil Spill Control Assn

361-882-2656 361-816-7300

1 x x x

Federal Agencies

National Response Center (800) 424-8802* (202) 267-2675* (202) 267-1322 Fax

U.S. Coast Guard - Sector Corpus Christi (361) 939-6393 (361) 939-6349* Emergency (361) 939-6377 fax

U.S. Environmental Protection Agency - Region VI (6SF-RO)

(866) 372-7745*, (214) 665-6444* Emergencies (800) 887-6063 Toll Free Main line (214) 665-2200 Main line (214) 665-8365 Region 6 FOSC

U.S. Fish and Wildlife Service (USFWS), Southwest Region, Texas Ecological Field Offices

(512) 490-0057 Austin (361) 994-9005 Corpus Christi (817) 277-1100 Arlington (281) 286-8282 Clear Lake

U.S. Department of Interior (505) 249-2462 NOAA HazMat Response (206) 526-6317

State Agencies Texas Commission on Environmental Quality (TCEQ), Austin, TX

(800) 832-8224* Spill Reporting (888) 777-3186* Non-spill emergencies (512) 239-1000 Main line (512) 463-7727* Emergency

Texas Commission on Environmental Quality (TCEQ), Region 14 Corpus Christi

(361) 825-3100 (361) 825-3101 fax

Texas General Land Office (GLO), Oil Spill Prevention and Response Region 3 - Corpus Christi

(800) 832-8224* Spill Reporting (361) 825-3300




(361) 825-3302 Texas Department of Public Safety (361) 698-5600 Texas Railroad Commission (361) 242-3113 Texas Department of Health (361) 888-7837

Texas State Fire Marshal (512) 305-7900 Texas Parks & Wildlife (361)825-3244

Local Agencies Emergency 911 City of Corpus Christi (361) 826-2489* Call Center Nueces County Sheriff (361) 887- 2222 Corpus Christi Chief of Police (361) 886- 2603 Corpus Christi Fire Department (361) 880- 3900 Port Police Department (361) 882- 1182 Corpus Christi Port Authority – Harbor Master (361) 882- 1773 Corpus Christi Health Department (361) 826- 7200 Refinery Terminal Fire Company (361) 882-7801 Corpus Christi Office of Emergency Management (361) 826-1100 Nueces County LEPC (361) 880-3960 Corpus Christi Fire Marshal (361) 826-3952 CHRISTUS Spohn - Memorial (361) 902-4151 CHRISTUS Spohn - Shoreline (361) 886-6100 CHRISTUS Spohn - South (361) 958-5811 Halo Flight (Medical Transport) (361) 289-2516

Support Agency Telephone Numbers Poison Control Center (800) 222-1222 CHEMTREC (800) 255-3924

Revision Number

Revised by Approved By Approval Date

Description

1 Roscoe Compton Johnathon Sheridon 10/16/15 Original document

Revision History




APPENDIX Figure 1 – General Harbor Information




Figure 2 _Soundings Oil Dock 1




Figure 3 _ Turning Basin




Figure 4 _ Soundings Dock 2




Figure 5 _ Soundings Dock 15




Figure 6_ Oil Dock 1 Berth Diagram




Figure 7 – Oil Dock 1 Berth Photo




Figure 8– Oil Dock 1 Berth Photo 2




Figure 9 – Oil Dock 2 Berth Diagram




Figure 9 – Oil Dock 2 Berth Photo

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