Vessel ETA should be reported seven days prior to arrival, if the voyage is less then seven days it should be reported as soon as possible after leaving the load port. An ETA should be sent again at 72 hours, 48 and 24 hours or if there is a significant change. 

The first message should contain at a minimum, the following:

1)      Tanker name and call sign.

2)      Estimated time of arrival (ETA) at Loop.

3)      Draft fore and aft.

4)      Type(s) and amount(s) of cargo on board.

5)      Basic discharge times for bulk discharge, downtime & completion.

6)      Cargo manifold size and type, if sixteen inch not available.

7)      Type of mooring equipment installed.

8)      Expected discharge rate.

9)      Expected number of ballast hours upon completion.

10)  Type of Emergency Towing Equipment

11)  Any special requirements which need early actions.

12)  Name and phone number of qualified individual and alternate as required by 33CFR part 155.1026 as listed on the vessel response plan filed with the USCG.

13)  MARSEC level at which the tanker is operating.

These messages can be sent by email ( or by radio to coast stations WNU Slidell, WLO Mobile or WPA Port Arthur. It is suggested that ETA advice also be sent to tanker's agents with logistics requirments.

By regulation, the 24 hour arrival message shall be addressed both to the Coast Guard Captain of the port Morgan City (Telex 701801 (USCG NLN-UD) and to LOOP LLC , fax 985-632-1380 and should contain the following:

1)      Name, gross tonnage and draft.

2)      Type and amounts of cargo onboard.

3)      Any condition on the tanker that may impair its navigation.

4)      Any leaks, structural damage or machinery malfunctions that may impair cargo transfer operations or cause a discharge of oil.

5)      ETA at the safety zone. If the information changes prior to entering the safety zone or while the vessel is inside the safety zone the Master shall report the changes to the Coast Guard Captain of the Port and to LOOP llc as soon as possible. The latter must be contacted by VHF- 74 (156.725 MHz) when vessel is 20 miles from the pilot boarding station.


                             Tankers will normally approach LOOP via the 63 NM safety fairway. Communications with LOOP shall be established when the tanker is 20 NM from the entrance of the Safety zone on the International Calling Frequency 156.800 MHz (Channel 16). The Vessel Traffic Controller will assign a working frequency usually 156.725 MHz (Channel 74) and will pass instructions to the vessel.

The mooring and connecting equipment supplied by the terminal is normally transported to the tanker's bow by the tanker's personnel. The mooring master must be onboard at any time in which the tanker is proceeding to berth, within the safety zone, including the LOOP anchorage area.

Mooring Equipment

Prior to arrival, the ship should notify LOOP of the type of SPM mooring equipment installed in order for the required port furnished equipment to be readied to be put aboard the tanker.

 LOOP requires that all ships be fitted as follows:

  1. Vessels of 150,000 DWT and more: Two 76mm (3”) bow chain stoppers designed to accept 76mm (3”) section of chafe chain. Two (2) bow chock openings, one (1) on each side of the centerline to allow free passage of two (2) 76mm (3”) chains.
  2. Vessels of 50,000 to 150,000 DWT: One each either 76mm (3”) of 54mm (2 1/8”) bow chain stopper designed to accept 76mm (3”) or 54mm (2 1/8”) section of chafe chain. Two bow chock openings, one each side of the centerline to allow free passage of two chafe chains sized to the bow stoppers as fitted. Vessels of this class with only one bow stopper will be required to secure the second chafe chain through the use of snotters and bitts. Any additional equipment

The blank flanges should be removed from the discharge manifold before mooring.

The terminal will provide:
In addition to the mooring hawser assemblies the supporting equipment needed to connect the mooring lines to the tanker. Such equipment includes snotters, shackles and devices for holding the mooring while connection is made, special mooring gear, bolts, elbows, gaskets, adapter spool pieces (when required) and tools.
Tankers at moorings or anchorage must maintain engines and propulsion machinery in readiness at all times to clear the port under full power at short notice.

A licensed officer and pumpman will be based in the cargo control room, with the pumpman moving onto the deck as necessary. An officer who speaks English fluently must be on duty at all times. 

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