Caution

Horizontal and vertical clearances:

Gerald Desmond Bridge:
Horizontal usable channel width91m
Vertical clearance47.2m
Commodore Heim Bridge:
Horizontal clearanceSpan clearance: 55m
Between abutments: 50m
Vertical clearanceBridge down: 11.6m
Bridge up: 49.7m
Bridge closed to ship traffic0630-0800hrsDaily except
1530-1800hrsSat, Sun and holidays
Ford Avenue Bridge:
Horizontal clearanceSpan clearance: 55m
Between abutments: 50.3m
Between fully raised spans: 43m
Vertical clearanceBridge down: 2.4m
Draw to remain in the open to navigation position except when a train is crossing or maintenance is being performed.
Vincent Thomas Bridge:
Horizontal usable channel width350.5m
Vertical clearance50.3m
Middle 500ft widthVertical clearance: 56.4m
Southern California Edison Co Overhead Power Cables:
Vertical clearance:48.8m
Edison requires 2.4m clearance to avoid danger of arcing
1.The tanker's mean draught
2.The tanker's trim and list characteristics
3.The intended transit speed and the corresponding squat characteristics
4.The tide and current conditions
5.Present sea state conditions
6.Past weather impact on water depth
7.The depth at the facility or anchorage
8.The depth of the transit area.
1.Between Long Beach Sea Buoy and Long Beach Channel Buoy No 3, min under keel clearance (UKC) is 10% of vessel's draught (before roll and pitch correction)
2.In the channel between Long Beach Buoy Channel No 3 and position of the designated berth, minimum UKC clearance is:
a.Vessels 120,000DWT and under: 0.46m
b.Vessels over 120,000DWT: 0.91m
3.Final approach to berth, and while at berth, vessel to remain always afloat
4.Anchorages inside breakwater, min UKC clearance is:
a.All anchorages, except as noted below: 0.46m
b.Anchorages B-7 and B-11 when vessel's draught is 15.2m or more: 1.22m.
Type vesselVisibility less than
VLCC1nm
Large tankers or deep draught vessels
(13.7m draught or greater)
0.75nm
Tankers or petroleum barges0.5nm
1.Manoeuvring characteristics of vessel
2.Vessel's size and draught relative to the waters to be navigated.
3.The quality of the vessel's radar picture and navigational systems (ie ECDIS).
4.The employment of the pilot station's shore based radar support in the area of operation (Vessel Traffic Management System).
5.Other traffic in the area and the presence of port obstructions.

Under keel clearance: Min clearances (between the deepest point on the vessel and the bottom in still water conditions) are established for Long Beach and depend upon transit/anchor location. Coastguard UKC regulations for tanker vessels without double hulls, require in part that the master calculate the tanker's deepest navigational draught and the controlling depth of the intended transit and to discuss these issues with the pilot prior to any transit. Consideration of the following is required:

Gerald Desmond Bridge:
Horizontal usable channel width91m
Vertical clearance47.2m
Commodore Heim Bridge:
Horizontal clearanceSpan clearance: 55m
Between abutments: 50m
Vertical clearanceBridge down: 11.6m
Bridge up: 49.7m
Bridge closed to ship traffic0630-0800hrsDaily except
1530-1800hrsSat, Sun and holidays
Ford Avenue Bridge:
Horizontal clearanceSpan clearance: 55m
Between abutments: 50.3m
Between fully raised spans: 43m
Vertical clearanceBridge down: 2.4m
Draw to remain in the open to navigation position except when a train is crossing or maintenance is being performed.
Vincent Thomas Bridge:
Horizontal usable channel width350.5m
Vertical clearance50.3m
Middle 500ft widthVertical clearance: 56.4m
Southern California Edison Co Overhead Power Cables:
Vertical clearance:48.8m
Edison requires 2.4m clearance to avoid danger of arcing
1.The tanker's mean draught
2.The tanker's trim and list characteristics
3.The intended transit speed and the corresponding squat characteristics
4.The tide and current conditions
5.Present sea state conditions
6.Past weather impact on water depth
7.The depth at the facility or anchorage
8.The depth of the transit area.
1.Between Long Beach Sea Buoy and Long Beach Channel Buoy No 3, min under keel clearance (UKC) is 10% of vessel's draught (before roll and pitch correction)
2.In the channel between Long Beach Buoy Channel No 3 and position of the designated berth, minimum UKC clearance is:
a.Vessels 120,000DWT and under: 0.46m
b.Vessels over 120,000DWT: 0.91m
3.Final approach to berth, and while at berth, vessel to remain always afloat
4.Anchorages inside breakwater, min UKC clearance is:
a.All anchorages, except as noted below: 0.46m
b.Anchorages B-7 and B-11 when vessel's draught is 15.2m or more: 1.22m.
Type vesselVisibility less than
VLCC1nm
Large tankers or deep draught vessels
(13.7m draught or greater)
0.75nm
Tankers or petroleum barges0.5nm
1.Manoeuvring characteristics of vessel
2.Vessel's size and draught relative to the waters to be navigated.
3.The quality of the vessel's radar picture and navigational systems (ie ECDIS).
4.The employment of the pilot station's shore based radar support in the area of operation (Vessel Traffic Management System).
5.Other traffic in the area and the presence of port obstructions.

Additional requirements:

Gerald Desmond Bridge:
Horizontal usable channel width91m
Vertical clearance47.2m
Commodore Heim Bridge:
Horizontal clearanceSpan clearance: 55m
Between abutments: 50m
Vertical clearanceBridge down: 11.6m
Bridge up: 49.7m
Bridge closed to ship traffic0630-0800hrsDaily except
1530-1800hrsSat, Sun and holidays
Ford Avenue Bridge:
Horizontal clearanceSpan clearance: 55m
Between abutments: 50.3m
Between fully raised spans: 43m
Vertical clearanceBridge down: 2.4m
Draw to remain in the open to navigation position except when a train is crossing or maintenance is being performed.
Vincent Thomas Bridge:
Horizontal usable channel width350.5m
Vertical clearance50.3m
Middle 500ft widthVertical clearance: 56.4m
Southern California Edison Co Overhead Power Cables:
Vertical clearance:48.8m
Edison requires 2.4m clearance to avoid danger of arcing
1.The tanker's mean draught
2.The tanker's trim and list characteristics
3.The intended transit speed and the corresponding squat characteristics
4.The tide and current conditions
5.Present sea state conditions
6.Past weather impact on water depth
7.The depth at the facility or anchorage
8.The depth of the transit area.
1.Between Long Beach Sea Buoy and Long Beach Channel Buoy No 3, min under keel clearance (UKC) is 10% of vessel's draught (before roll and pitch correction)
2.In the channel between Long Beach Buoy Channel No 3 and position of the designated berth, minimum UKC clearance is:
a.Vessels 120,000DWT and under: 0.46m
b.Vessels over 120,000DWT: 0.91m
3.Final approach to berth, and while at berth, vessel to remain always afloat
4.Anchorages inside breakwater, min UKC clearance is:
a.All anchorages, except as noted below: 0.46m
b.Anchorages B-7 and B-11 when vessel's draught is 15.2m or more: 1.22m.
Type vesselVisibility less than
VLCC1nm
Large tankers or deep draught vessels
(13.7m draught or greater)
0.75nm
Tankers or petroleum barges0.5nm
1.Manoeuvring characteristics of vessel
2.Vessel's size and draught relative to the waters to be navigated.
3.The quality of the vessel's radar picture and navigational systems (ie ECDIS).
4.The employment of the pilot station's shore based radar support in the area of operation (Vessel Traffic Management System).
5.Other traffic in the area and the presence of port obstructions.

Shifts via outer harbour between Los Angeles and Long Beach, min UKC is 0.9m.
All tank vessels without double hulls will not enter the port with less than 10% of the vessel's deepest draught for UKC.
Cruise Ship Security Zones: Security zones exist for all cruise ships within the ports of Los Angeles and Long Beach, out to 3 nautical miles from the federal breakwaters, and as outlined in The Code of Federal Regulations. Vessels may not enter into, transit or anchor within the security zone unless authorized by the COTP. The following separation distances are required around all cruise ships:
100 yard radius around the cruise ship while it is anchored, moored, or in the process of mooring,
200 yards ahead, and 100 yards on each side and astern of a cruise ship that is underway San Pedro Bay Regulated Navigation Area.
The Code of Federal Regulations establishes a Regulated Navigation Area for San Pedro Bay which prohibits any vessel from entering the pilot operating areas unless they are entering/departing through the respective gate (Queens or Angles Gate). Vessels are further prohibited from stopping or loitering in the area unless they are awaiting a vessel pilot. The pilot operating areas are prominently displayed on nautical charts.
Vessel movement during reduced visibility: In conditions of restricted visibility, the movement of vessels is co-ordinated with the VTIS outside the breakwater and the appropriate pilot service, Jacobsen Pilot Service.
Vessels encountering fog after commencing a transit in the above designated areas must exercise due caution and take appropriate precautions to minimise risk of collision or grounding. This includes considering the following: anchoring, reducing speed, receiving assistance from shore based radar and tug escort.
All vessels: No vessel should start moving within or entering the port waters with visibility less than three times the vessel's length overall. For tugs with a tow, vessel's length includes the length of the entire tow.
When visibility is less than 0.5nm in the port, one-way traffic will be imposed.
Additional requirements for tankers, petroleum barges or deep draught vessels:
If the master and pilot intend to commence or continue navigation of port waters and approaches when visibility falls below these minimum guidelines:

Gerald Desmond Bridge:
Horizontal usable channel width91m
Vertical clearance47.2m
Commodore Heim Bridge:
Horizontal clearanceSpan clearance: 55m
Between abutments: 50m
Vertical clearanceBridge down: 11.6m
Bridge up: 49.7m
Bridge closed to ship traffic0630-0800hrsDaily except
1530-1800hrsSat, Sun and holidays
Ford Avenue Bridge:
Horizontal clearanceSpan clearance: 55m
Between abutments: 50.3m
Between fully raised spans: 43m
Vertical clearanceBridge down: 2.4m
Draw to remain in the open to navigation position except when a train is crossing or maintenance is being performed.
Vincent Thomas Bridge:
Horizontal usable channel width350.5m
Vertical clearance50.3m
Middle 500ft widthVertical clearance: 56.4m
Southern California Edison Co Overhead Power Cables:
Vertical clearance:48.8m
Edison requires 2.4m clearance to avoid danger of arcing
1.The tanker's mean draught
2.The tanker's trim and list characteristics
3.The intended transit speed and the corresponding squat characteristics
4.The tide and current conditions
5.Present sea state conditions
6.Past weather impact on water depth
7.The depth at the facility or anchorage
8.The depth of the transit area.
1.Between Long Beach Sea Buoy and Long Beach Channel Buoy No 3, min under keel clearance (UKC) is 10% of vessel's draught (before roll and pitch correction)
2.In the channel between Long Beach Buoy Channel No 3 and position of the designated berth, minimum UKC clearance is:
a.Vessels 120,000DWT and under: 0.46m
b.Vessels over 120,000DWT: 0.91m
3.Final approach to berth, and while at berth, vessel to remain always afloat
4.Anchorages inside breakwater, min UKC clearance is:
a.All anchorages, except as noted below: 0.46m
b.Anchorages B-7 and B-11 when vessel's draught is 15.2m or more: 1.22m.
Type vesselVisibility less than
VLCC1nm
Large tankers or deep draught vessels
(13.7m draught or greater)
0.75nm
Tankers or petroleum barges0.5nm
1.Manoeuvring characteristics of vessel
2.Vessel's size and draught relative to the waters to be navigated.
3.The quality of the vessel's radar picture and navigational systems (ie ECDIS).
4.The employment of the pilot station's shore based radar support in the area of operation (Vessel Traffic Management System).
5.Other traffic in the area and the presence of port obstructions.

Then the pilot and master shall make a positive evaluation of the following operating restrictions and factors:

Gerald Desmond Bridge:
Horizontal usable channel width91m
Vertical clearance47.2m
Commodore Heim Bridge:
Horizontal clearanceSpan clearance: 55m
Between abutments: 50m
Vertical clearanceBridge down: 11.6m
Bridge up: 49.7m
Bridge closed to ship traffic0630-0800hrsDaily except
1530-1800hrsSat, Sun and holidays
Ford Avenue Bridge:
Horizontal clearanceSpan clearance: 55m
Between abutments: 50.3m
Between fully raised spans: 43m
Vertical clearanceBridge down: 2.4m
Draw to remain in the open to navigation position except when a train is crossing or maintenance is being performed.
Vincent Thomas Bridge:
Horizontal usable channel width350.5m
Vertical clearance50.3m
Middle 500ft widthVertical clearance: 56.4m
Southern California Edison Co Overhead Power Cables:
Vertical clearance:48.8m
Edison requires 2.4m clearance to avoid danger of arcing
1.The tanker's mean draught
2.The tanker's trim and list characteristics
3.The intended transit speed and the corresponding squat characteristics
4.The tide and current conditions
5.Present sea state conditions
6.Past weather impact on water depth
7.The depth at the facility or anchorage
8.The depth of the transit area.
1.Between Long Beach Sea Buoy and Long Beach Channel Buoy No 3, min under keel clearance (UKC) is 10% of vessel's draught (before roll and pitch correction)
2.In the channel between Long Beach Buoy Channel No 3 and position of the designated berth, minimum UKC clearance is:
a.Vessels 120,000DWT and under: 0.46m
b.Vessels over 120,000DWT: 0.91m
3.Final approach to berth, and while at berth, vessel to remain always afloat
4.Anchorages inside breakwater, min UKC clearance is:
a.All anchorages, except as noted below: 0.46m
b.Anchorages B-7 and B-11 when vessel's draught is 15.2m or more: 1.22m.
Type vesselVisibility less than
VLCC1nm
Large tankers or deep draught vessels
(13.7m draught or greater)
0.75nm
Tankers or petroleum barges0.5nm
1.Manoeuvring characteristics of vessel
2.Vessel's size and draught relative to the waters to be navigated.
3.The quality of the vessel's radar picture and navigational systems (ie ECDIS).
4.The employment of the pilot station's shore based radar support in the area of operation (Vessel Traffic Management System).
5.Other traffic in the area and the presence of port obstructions.

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