Jose Terminal Port Guide

Terminal Overview

Jose Terminal (VEJOT) is Venezuela's primary crude oil export facility, located on the northeastern coast of Anzoátegui state at approximately 10°08'N, 064°37'W. It handles the majority of Venezuela's seaborne crude exports — a volume that has climbed from approximately 79 kbd in 2019 to over 211 kbd to the US Gulf Coast alone as of 2024, with additional flows to Asia and Europe.

The terminal sits within the broader Jose Petrochemical and Industrial Complex, which includes methanol and olefin production facilities. However, the crude oil loading operations are the dominant maritime activity and the focus of this guide.

Jose is operated by PDVSA's subsidiary responsible for terminal operations. It serves as the main loading point for the Orinoco Belt upgraded crudes — Merey, Hamaca, and blends — that make up the bulk of Venezuela's export slate. The terminal connects via pipeline to the Jose upgraders and blending facilities that process extra-heavy crude from the Faja del Orinoco.

Key Facts at a Glance

| Parameter | Detail | |-----------|--------| | UN/LOCODE | VEJOT | | Position | 10°08'N, 064°37'W | | Operator | PDVSA | | Terminal type | Crude oil export (single buoy moorings + jetty berths) | | Max vessel size | VLCC (300,000+ DWT) at SBMs; Suezmax/Aframax at jetty berths | | Max draft | 20+ meters at SBM berths; varies by jetty berth | | Pilotage | Compulsory | | Tug assistance | Compulsory for all berths | | Working hours | 24/7 (loading operations continuous) | | Time zone | UTC−4 (Venezuela Standard Time) | | VHF channels | Ch. 16 (calling), Ch. 12/14 (port operations) |

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Berth Details and Terminal Infrastructure

Jose Terminal has both conventional jetty berths and single buoy moorings (SBMs) that handle different vessel classes and cargo grades.

Jetty Berths

The main jetty complex provides multiple alongside berths capable of handling Aframax and Suezmax tankers. These berths are connected to shore tankage and the upgrader complex via fixed pipelines.

• Berths 1–3: Primarily used for crude oil loading (Merey blend, DCO). Accept vessels up to Suezmax class.
• Berth 4: Products berth — handles naphtha, fuel oil, and diluent imports.
• Typical LOA limit: 280m at jetty berths (Suezmax)
• Loading arms: Multiple mechanical loading arms per berth; manifold-to-manifold connection

Single Buoy Moorings (SBMs)

Jose has multiple SBMs offshore that can handle VLCCs. These are the primary berths for large-parcel crude export cargoes.

• Max DWT: 300,000+ DWT at SBM positions
• PLEM connections: Subsea pipeline end manifolds connect SBMs to shore tankage
• Loading via floating hoses: Standard SBM configuration
• Weather sensitivity: SBM operations are more weather-dependent than jetty berths (suspended in swells >2m)

Shore Tankage

The terminal's tank farm connects to the Jose upgrader complex and receives crude blends via pipeline. Storage capacity allows for operational flexibility, but tank availability directly impacts loading schedules. When tanks are full and loading is delayed at the berth, a cascade effect creates extended wait times for vessels at anchor.

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Draft Restrictions

Jose Terminal offers deep-water access, making it one of the few Venezuelan ports capable of handling fully laden VLCCs.

Unlike Lake Maracaibo — where the Tablazo Bar channel restricts draft to approximately 10.7–12.2m and limits operations to Aframax or smaller — Jose has no comparable bottleneck. This is a key reason it handles the lion's share of Venezuela's crude exports.

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Anchorage and Waiting Areas

Designated Anchorage

Vessels waiting for a berth at Jose anchor in the designated anchorage area offshore, typically in the vicinity of 10°10'N, 064°30'W. The anchorage offers good holding ground with depths of 20–30 meters.

• Bottom: Sand and mud — generally good holding
• Swinging room: Adequate for laden tankers; coordinate with other vessels at anchor
• VHF watch: Maintain VHF Ch. 16 while at anchor; Jose port control on Ch. 12/14

Wait Times

This is the single most unpredictable variable at Jose Terminal. Wait times are driven by PDVSA's loading schedule, shore tank availability, berth occupancy, and operational disruptions.

Current conditions (Q1 2026): Average wait times have ranged from 5 to 10+ days. Our tracking data shows a recent average of approximately 7.3 days at Jose, compared to 5.1 days at Puerto La Cruz — a gap that has been widening.

Historical context: During periods of high export activity, waits of 2–3 weeks have been reported. Conversely, during sanctions enforcement crackdowns or production disruptions, berths can open up quickly.

Factors that extend wait times:

• Shore tank congestion (crude production outpaces loading capacity)
• Berth damage or maintenance (dock collision damage in 2025 constrained capacity for months)
• PDVSA operational priorities (government-directed cargoes may take precedence)
• Multiple vessels arriving in clusters after nominations
• Equipment failures (loading arms, SBM hose connections)

Factors that reduce wait times:

• Vessels with priority nominations from PDVSA
• Cargoes tied to GL-50A named operators (Chevron, ENI, Repsol, etc.)
• Smaller parcel sizes (partial loads that can be completed faster)

Practical advice: Build at least 7–10 days of idle time into your voyage estimate for Jose. The laytime clock starts per the charter party terms, but the reality of PDVSA scheduling means demurrage exposure is a significant cost consideration.

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Pilotage

Pilotage is compulsory for all commercial vessels at Jose Terminal and all Venezuelan ports.

Pilot Station

• Pilot boarding area: Approximately 3–5 nautical miles from the terminal, weather permitting
• Pilot boarding method: Pilot ladder; ensure IMO-compliant pilot ladder arrangement
• Pilot service: Provided by INEA-licensed pilots assigned to the Jose district

Procedure

1. Contact Jose port control on VHF Ch. 12/14 at least 2 hours before expected arrival at pilot station
2. Confirm vessel particulars, draft, and cargo status
3. Pilot boards at designated position
4. Pilot guides vessel to assigned berth or SBM
5. Tug assistance engaged for final approach and mooring

Key Considerations

• Pilot availability can be limited — there are fewer licensed pilots than at a comparable international terminal
• Night arrivals are possible but may face additional delays if pilot availability is constrained
• Pilot may request specific approach procedures depending on weather and traffic
• Pilot disembarkation on departure follows the reverse procedure; pilot departs after vessel clears the terminal area

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Tug Assistance

Tug assistance is compulsory for berthing and unberthing at Jose Terminal.

• Minimum tugs: Typically 2 tugs for Aframax, 3 for Suezmax, 3–4 for VLCC at SBM
• Tug types: Mix of harbour tugs (ASD and conventional), operated by PDVSA's marine services division or contracted tug operators
• Availability: Limited fleet — tug availability should be confirmed before arrival, as breakdowns or conflicting assignments can cause delays
• Cost: Tug hire is billed based on vessel GT and duration; see Port Charges section

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Customs, Immigration, and INEA Clearance

Venezuelan port clearance involves multiple government agencies. At Jose Terminal, the process is still predominantly paper-based and requires physical presence of the agent with the relevant authorities.

INEA (Instituto Nacional de Espacios Acuáticos)

INEA is Venezuela's maritime authority — the equivalent of a coast guard and maritime administration combined. INEA governs:

• Vessel registration (RENAVE)
• Port Captain offices (Capitanía de Puerto)
• Navigation patents
• Ship agent licensing
• Pilotage regulation

Requirements for Jose:

• 72-hour pre-arrival notification to INEA with vessel particulars, crew list, and cargo details
• First-time callers require provisional vessel registration with INEA
• Ship agent must hold a valid INEA license to act as agent
• Port Captain clearance required for both inward and outward movements
• All documentation must be submitted in Spanish

SENIAT (Customs and Tax Authority)

SENIAT handles all import/export declarations and tariff assessments.

• Cargo manifest must be submitted within 5 days of arrival (late submission incurs fines)
• Electronic filing via SIDUNEA/ASYCUDA World system — but many processes still require physical backup documents
• Export declaration required for all crude oil cargoes
• Certificate of Origin documentation
• All documents in Spanish

Immigration (SAIME)

• Complete crew list with passport details
• Passenger list (if applicable)
• Shore leave documentation for crew members
• Crew changes are complex — Venezuelan visa requirements add significant lead time

Health Authority (MPPS)

• Maritime Declaration of Health required
• Vaccination records for crew
• Deratting certificate (or exemption)
• Health clearance must be obtained before "Libre Plática" (free pratique) is granted

The Clearance Sequence

Upon arrival:

1. Vessel anchors and awaits boarding by port authorities
2. Agent boards (or meets at anchorage) with documentation package
3. Agent presents documents simultaneously to Port Captain (INEA), SENIAT, SAIME, and MPPS
4. Vessel receives "Libre Plática" — clearance to proceed to berth and commence operations
5. This process can take 4–12 hours depending on authority availability and documentation completeness

Upon departure:

1. SENIAT export clearance
2. Port Captain clearance (INEA)
3. Immigration clearance (crew list, shore leave records)
4. Health clearance
5. Agent obtains "Zarpe" — the departure clearance document
6. Without the Zarpe, the vessel cannot depart

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Loading Operations

Jose Terminal handles three primary crude grades, all derived from Orinoco Belt extra-heavy crude that has been upgraded or blended.

Crude Grades Loaded at Jose

Loading Rates

Loading rates vary by berth, grade, and equipment condition:

• Jetty berths: 30,000–50,000 bbl/hr typical for crude loading
• SBM berths: 20,000–40,000 bbl/hr (slightly lower due to hose configuration)
• Actual rates often lower than nameplate capacity due to equipment age, pump limitations, and operational constraints

Loading Procedure

1. Nomination: PDVSA issues loading nomination specifying vessel, grade, quantity, and berth assignment
2. NOR (Notice of Readiness): Vessel tenders NOR upon arrival at anchorage or berth
3. Berth assignment: PDVSA terminal operations assigns berth and loading window
4. Connection: Manifold connection (loading arms at jetty; floating hoses at SBM)
5. Loading: Continuous loading operations (24/7 when active)
6. Sampling and surveying: Independent cargo surveyor attends for quantity and quality measurement
7. Bill of Lading: Prepared by agent in coordination with terminal and charterer
8. Disconnection and departure: Upon completion, hoses/arms disconnected, vessel proceeds to anchorage for departure clearance

Laytime and Demurrage Considerations

Given the extended wait times at Jose, laytime and demurrage are critical commercial considerations:

• Laytime typically starts per charter party terms (6 hours after NOR tendered, or as agreed)
• Actual berth-to-berth loading time for a typical Aframax (~700,000 bbl) parcel: 18–36 hours
• However, total time from anchorage arrival to departure can be 10–20+ days
• Demurrage rates for Aframax tankers: approximately $25,000–40,000/day depending on market conditions
• At a 7-day average wait, demurrage exposure per cargo can reach $175,000–280,000

This cost is a major factor in Merey's landed price advantage. Even with significant demurrage, Merey's $10–12/bbl discount over Maya and WCS at USGC refineries makes the economics work — the price gap more than compensates for wait-time costs.

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Port Charges

Venezuelan port charges are denominated in various fee schedules and administered by multiple entities. Your agent will prepare a Proforma Disbursement Account (PDA) before arrival with estimated costs.

Typical Cost Components

| Charge | Basis | Approximate Range | |--------|-------|-------------------| | Port dues | Vessel GT | Varies by GT bracket | | Pilotage (inward) | Vessel GT + distance | $3,000–$8,000 | | Pilotage (outward) | Vessel GT + distance | $3,000–$8,000 | | Tug hire | Per tug, per operation | $5,000–$15,000 per movement | | Mooring/unmooring | Per operation | $2,000–$5,000 | | Berth charges | Per day or per operation | $3,000–$10,000 | | Agency fee | Fixed + per-day | $5,000–$15,000 per call | | INEA clearance | Per clearance | $1,000–$3,000 | | SENIAT customs | Per declaration | $500–$2,000 | | Immigration | Per clearance | $500–$1,500 | | Health clearance | Per clearance | $300–$800 | | Launch/boat hire | Per trip | $500–$2,000 per trip | | Communications | Flat fee | $200–$500 |

Approximate total for an Aframax tanker call: $40,000–$80,000 (excluding demurrage, bunkers, and cargo-related costs)

Payment Considerations

• Local charges are officially denominated in Bolívar Soberano, but agents typically bill principals in USD
• FX rates fluctuate significantly — the agent's conversion rate is a key cost variable
• Advance funding is typically required before vessel arrival (minimum 50–75% of PDA)
• Venezuelan banking is challenging — international wire transfers can be slow and subject to controls
• Some agents require USD cash for certain local disbursements
• All invoices and receipts should be documented for the Final Disbursement Account (FDA)

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Weather and Environmental Conditions

Climate

Jose Terminal benefits from a relatively benign tropical maritime climate:

• Trade winds: Predominantly easterly/northeasterly, 10–20 knots
• Sea state: Generally moderate; Caribbean influence keeps conditions calmer than Atlantic-exposed ports
• Swells: Northerly swells can affect SBM operations (loading suspended in swells >2m)
• Hurricane season: June–November, but Jose is south of the main hurricane track. Tropical storms occasionally affect operations but direct hits are rare
• Temperature: 27–32°C year-round
• Visibility: Generally good; occasional haze

Seasonal Patterns

• December–April: Dry season, stronger trade winds. Best overall loading conditions but can see higher swells from North Atlantic weather systems
• May–November: Wet season, lighter winds, higher humidity. Occasional tropical storm disruptions. SBM operations may see more weather downtime in September–October

Operational Weather Limits

• Jetty berths: Operations generally continue in winds up to 30 knots
• SBM berths: More sensitive — loading may be suspended in swells exceeding 1.5–2.0m significant wave height
• Pilot boarding: May be delayed in rough weather or poor visibility

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OFAC Sanctions Compliance

Since February 2026, a series of OFAC General Licenses have re-authorized maritime activities related to Venezuelan oil. Vessels calling at Jose must operate under the correct license framework.

Key General Licenses for Jose Terminal Callers

• GL-46A: Authorizes transactions "ordinarily incident and necessary" to the lifting, export, and transportation of Venezuelan-origin oil. Explicitly covers chartering vessels, obtaining marine insurance/P&I coverage, and arranging port and terminal services. Requires the entity to be an "established U.S. entity" organized under US law on or before January 29, 2025.
• GL-50A: Broader authorization for named operators (BP, Chevron, ENI, Repsol, Shell, Maurel & Prom). More permissive than GL-46A — covers production activities, not just export.
• GL-30B: Directly authorizes port and airport operations in Venezuela.

Per-Voyage Compliance Requirements

Every cargo loaded at Jose requires:

1. SDN screening of all parties — vessel (by IMO, MMSI, name), owner, operator, charterer, cargo receiver/shipper. Must check beneficial ownership chain under OFAC's 50% rule.
2. GL reliance documentation — which license applies, confirmation of "established U.S. entity" status, confirmation of US governing law in contracts.
3. Vessel due diligence — AIS transmission history (no unexplained gaps), flag state verification, ownership chain clear of Russian/Iranian/North Korean/Cuban/PRC-Venezuelan entities.
4. Cargo documentation — Bill of Lading, cargo manifest with grade specification, Certificate of Origin.
5. P&I notification — club requires pre-voyage notification identifying the GL relied upon, SDN screening results, and confirmation of continuous AIS.

Practical Compliance at Jose

The compliance burden falls heavily on the ship agent. A capable agent operating at Jose should:

• Run SDN screening against the OFAC SDN List, EU sanctions lists, and UN sanctions lists before fixture
• Verify vessel is not on any blocked vessels list and has no ownership links to sanctioned entities
• Confirm continuous AIS transmission throughout the voyage (P&I clubs use Pole Star, Windward, and similar platforms for monitoring)
• Produce a complete compliance documentation package that serves as the audit trail
• Maintain records for 5 years per 31 CFR 501.601

Note on dark fleet activity: Approximately 15 sanctioned tankers have been observed at PDVSA ports (Transparencia Venezuela, October 2025). The presence of SDN-listed vessels at the same terminal does not affect compliant operations, but P&I clubs may request additional documentation confirming your vessel's independence from sanctioned tonnage.

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Practical Tips for First-Time Callers

Before Fixture

1. Engage a licensed Venezuelan agent early — ideally before fixture. The agent's INEA license, PDVSA relationships, and local knowledge are not optional. An unlicensed agent cannot clear your vessel.
2. Confirm OFAC compliance framework before committing to the voyage. Know which GL you're operating under and ensure all parties in the chain are screened.
3. Budget for wait time — build 7–14 days of idle time into your commercial calculations. The Merey discount absorbs significant demurrage, but only if you've priced it in.
4. Verify P&I coverage — not all clubs cover Venezuelan calls without prior arrangement. Notify your club early and provide the compliance documentation package they require.

Pre-Arrival

5. Submit 72-hour INEA notification via your agent. Missing this deadline delays clearance.
6. Prepare all documentation in Spanish — crew list, cargo manifest, health declarations. English-only documents will be rejected or delayed.
7. Ensure pilot ladder compliance — INEA pilots will refuse boarding if the pilot ladder arrangement does not meet SOLAS/IMO requirements. This is enforced at Jose.
8. Maintain continuous AIS — do not disable or reduce AIS transmission in Venezuelan waters. P&I clubs monitor this, and gaps can trigger coverage review.

While at Anchor

9. Maintain VHF watch on Ch. 16 and Jose port control channels (Ch. 12/14). Berth assignments can come with short notice.
10. Keep the engine on standby when a berth window is expected. Jose terminal does not tolerate missed windows — you go to the back of the queue.
11. Coordinate provisions and stores through your agent — direct procurement by the vessel is impractical at Jose. The agent arranges launches and deliveries.

During Loading

12. Independent cargo surveyor is strongly recommended — PDVSA terminal measurements are the official record, but charterers should have independent verification for B/L quantities and quality.
13. Monitor loading rate — if rates drop significantly below expected, inform your agent immediately. Early intervention with terminal operations can prevent multi-day delays.
14. B/L preparation takes time — coordinate with your agent to have draft B/L ready before loading completion. The time between completion of loading and departure clearance is often 12–24+ hours for documentation.

Departure

15. Zarpe timing is critical — the departure clearance document must be obtained from multiple agencies. Start the process 12–24 hours before planned departure. An experienced agent manages this proactively.
16. Do not attempt to depart without the Zarpe — vessels that leave without proper clearance face fines, blacklisting, and complications at the next port of call.

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Nearby Ports and Alternatives

Puerto La Cruz (VEPCZ)

Located adjacent to Jose in Anzoátegui state. Puerto La Cruz handles crude oil from the local refinery (187 kbpd capacity, often underperforming) and some direct crude exports. It also serves general cargo. Draft is more limited (~12m at tanker berths, Aframax-capable). Wait times have been consistently lower than Jose (recent average: 5.1 days vs 7.3 at Jose). The wide wait-time spread between the two ports may influence PDVSA's routing decisions going forward.

Maracaibo (VEMAR)

Lake Maracaibo ports are accessed via the Maracaibo Channel, which has a critical draft restriction of approximately 35–40 feet (10.7–12.2m) at the Tablazo Bar. This limits operations to Aframax or smaller tankers. Chevron's Boscan and Intercampo field production loads from lake terminals. Ship-to-ship (STS) transfers sometimes occur outside the channel. Dredging maintenance has been severely neglected during the sanctions/crisis years.

Curacao (STS Operations)

Although not a Venezuelan port, Curacao and its surrounding waters have historically served as a lightering and STS transfer point for Venezuelan crude. Some cargoes are loaded at Jose onto smaller vessels, then transferred to VLCCs offshore Curacao. This adds cost but can be more efficient than waiting for a VLCC SBM berth at Jose.

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Summary

Jose Terminal is the gateway to Venezuela's crude export market — a market that is expanding rapidly as sanctions shift and USGC refineries seek the cheapest available coker feed. The terminal's infrastructure is capable but stressed, its bureaucratic processes are complex but navigable with the right agent, and its wait times are the single largest operational variable.

For charterers and operators evaluating Venezuelan cargoes, the math is straightforward: Merey's $10–12/bbl discount over competing heavy grades at USGC creates a margin that absorbs the friction of operating at Jose. The vessels that call here profitably are the ones that have priced in the wait, prepared the compliance documentation, and engaged a competent local agent.

The terminal will only get busier. Every competitor crude source at the US Gulf Coast — Mexican Maya, Iraqi Basrah Heavy, Colombian Castilla — is either declining or redirecting to other markets. The 254 kbd unfilled gap in USGC heavy crude imports is a structural reality, and Jose is where much of that gap will be filled.

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This guide is maintained by NextGen Maritime Intelligence and updated as conditions change. Last updated: March 2026. For current berth conditions, wait times, or agent services at Jose Terminal, contact us.