STS
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Lighterage at Sea
• Lightering was practiced for all cargoes for centuries.
• Dredging, advances in dock construction and containerization
reduced the frequency of the practice in dry bulk shipping after the
middle of 20th Century.
• The practice of lighterage at sea remains common in the oil tanking
industry (“wet” cargo trade).
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Reasons for favour of lighterage at sea
• At Port restrictions such as LOA or Draft may not allow vessel to
berth.
• Heavy congestion at Port of Discharge and waiting of vessel may be
costly.
• Security issues at discharge ports may render port unsafe for
discharge, thereby cargo can be efficiently transferred at anchorage.
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• Lightering for tankers typically occurs in the EEZ generally between
20 nm and 60 nm from the shore, and can be performed while ships
are at anchor, drifting or underway.
• The product is transferred using specialized hoses which off load
cargo from the larger vessel to the smaller.
• Fenders are used to separate two ships moored to each other and
prevent damage while cargo is being transferred.
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• The ICS/OCIMF “Ship to Ship Transfer Guide(Petroleum) 4th Edition” and
its checklists are the main references used by used by the shipping
industry’s tanker sector for the conduct of STS operations.
• This 2011 amendment consists of the addition of a new chapter 8 of
MARPOL Annex 1. The new Chapter 8 consists of following:
Regulation 40: Scope of Application
Regulation 41- General rules on safety and Environmental Protection, and
Regulation 42- Notification
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Regulation 40
• Regulation 40 states that the regulations contained in Chapter 8
apply to oil tankers of 150GT and above engaged in STS operations of
oil cargoes, conducted on or after 1st April 2012.
• This regulations will not apply to oil transfer operations
= associated with fixed a floating platforms (including drilling rigs),
= FPSOs,FSUs and bunkering operations,
= STS operations necessary for the safety of life at sea or safety of ship
= STS operations involving military vessels, naval auxiliaries or state
owned and operated vessels
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Regulation 41
• Regulation 41 requires an oil tanker involved in STS operations to
carry an STS operations Plan prescribing how to carry out such
operations.
• This plan is to be approved by Flag State Administration and written in
the working language of the ship.
• STS operations plan is to be placed on board no later than the date of
first annual, intermediate or renewal survey of the ship carried out on
or after 1st of January 2011.
• The plan should be developed by taking into account IMO’s “Manual
on Oil Pollution Section I Prevention” and ICF/OCIMF’s “Ship to Ship
Transfer guide petroleum, 4th Edn 2005.
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Regulation 42
• Regulation 42: Each oil tanker planning an STS operation within territorial sea, or the EEZ
of a state that is a party to the present convention shall notify that Party 48 hours in
advance of the planned STS operation.
• 1 Name, flag, call sign, IMO Number and estimated time of arrival of the oil tankers
involved in the STS operations;
• 2 Date, time and geographical location at the commencement of the planned STS
operations;
• 3 Whether STS operations are to be conducted at anchor or underway;
• 4 Oil type and quantity;
• 5 Planned duration of the STS operations;
• 6 Identification of STS operations service provider or person in overall advisory control
and contact information; and
• 7 Confirmation that the oil tanker has on board an “STS operations Plan” meeting the
requirements of Regulation 41
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Personnel; Person in Overall Advisory Control
(POAC)
• The person in overall advisory control of STS operations shall be qualified to perform all relevant
duties. The Administration, cargo owners or oil tanker’s operators should agree and designate the
person in overall advisory control who should have at least the following qualifications:
• 1 An appropriate management level deck license or certificate meeting international certification
standards, with all STCW and dangerous cargo endorsements up to date and appropriate for the
ships engaged in the STS operation;
• 2 Attendance at suitable ship-handling course;
• 3 A knowledge of spill clean-up techniques, including familiarity with the equipment and
resources available in the STS contingency plan
• 4 Conduct of a suitable number of mooring/unmooring operations in similar circumstances and
with similar vessels;
• 5 Experience in oil tanker cargo loading and unloading;
• 6 A thorough knowledge of the geographic transfer area and surrounding areas;
• 7 Thorough knowledge of the STS Plan.
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Checklist 1 – Pre- Fixture Information (for each
ship)
1. What is the LOA ? What is parallel body length at loaded and ballast
draughts?"
2. Will the transfer be conducted underway and, if so, can the ship maintain
about five knots for a minimum of two hours?
3. Is the ship’s manifold arrangement in accordance with OCIMF
Recommendations for oil Tanker Manifolds and Associated Equipment?
4. Is the ship’s lifting equipment in accordance with OCIMF recommendations
for oil Tanker Manifolds and Associated Equipment?
5. What is the maximum and minimum expected height of the cargo manifold
from the waterline during the transfer?
6. Sufficient manpower will be provided for all stages of the operation?
7. Are enclosed fairleads and moorings bitts in accordance with OCIMF
Mooring Equipment Guidelines and are they of a sufficient number?
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Checklist 1 – Pre- Fixture Information (for each
ship)
8. Can the ship supplying the moorings provide all lines on winch
drums?
9. If moorings are wires or high modulus synthetic fiber ropes, are they
fitted with synthetic tails at least eleven meters in length?
10. Full-sized mooring bitts of sufficient strength are suitably located
near all enclosed fairleads to receive mooring ropes eyes?
11. Both sides of the ship are clear of any overhanging projections
including bridge wings?
12. The transfer area has been agreed?
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Checklist 2- Before Operations Commence
1. The two ships have been advised by ship owners that Checklist 1 has been completed
satisfactorily?
2. Personnel comply with rest requirements of ILO 180, STCW or national regulations as
appropriate?
3. Radio communications are established?
4. Language of operations has been agreed?
5. The rendezvous position off the transfer area is agreed?
6. Berthing and mooring procedures are agreed, including fender positions and number/ type of
ropes to be provided by each ship?
7. The system and method of electrical insulation between ships has been agreed?
8. The ships are upright and at a suitable trim without any overhanging projections?
9. Engines, steering gear and navigational equipment have been tested and found in good order?
[Link]’s boilers and tubes have been cleared of soot and it is understood that during STS
operations, tubes must not be blown?
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Checklist 2- Before Operations Commence
[Link] have been briefed on engine speed (and speed adjustment)
requirements?
[Link] forecasts have been obtained for the transfer area?
[Link] lifting equipment is suitable and ready for use?
[Link] transfer hoses are properly tested and certified and in apparent good
condition?
15. Fenders and associated equipment are visually in apparent good order?
[Link] crew have been briefed on the mooring procedure?
[Link] contingency plan is agreed?
[Link] authorities have been advised about the operation?
19.A navigational warning has been broadcast?
[Link] other ship has been advised that Check-List 2 is satisfactorily completed?
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For discharging ship/receiving ship checklist 3-
Before run-in and mooring
[Link] 2 has been satisfactorily completed?
[Link] fenders are floating in their proper place? Fender
pennants are in order?
[Link] fenders are in place, if required?
[Link] side protrusions on side of berthing are retracted?
5.A proficient helmsman is at the wheel?
[Link] manifold connections are ready and marked?
[Link] and speed information has been exchanged and is
understood?
[Link]’s speed adjustment is controlled by changes to
revolutions and/ or propeller pitch?
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For discharging ship/receiving ship checklist
3- Before run-in and mooring
9. Navigational signals are displayed?
[Link] lighting is available?
[Link] is on winches and windlass and they are in good order?
[Link] messengers, rope stoppers and heaving lines are ready
for use?
[Link] mooring lines are ready?
[Link] mooring personnel are in position?
[Link] are established with mooring personnel?
[Link] anchor on opposite side to transfer is ready for dropping?
[Link] other ship has been advised that Checklist 3 is
satisfactorily completed?
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Checklist 4 – Before Cargo
Transfer
[Link] ISGOTT Ship/Shore Safety Checklist has been satisfactorily
completed?
[Link] for transfer of personnel have been agreed?
[Link] gangway (if used) is in good position and well secured?
[Link] inter-ship communication system is agreed?
[Link] signals and shutdown procedures are agreed?
[Link] engine room watch will be maintained throughout transfer
and the main engine ready for immediate use?
[Link] axes or suitable cutting equipment is in position at fore and
aft mooring stations?
8.A bridge watch and /or anchor watch are established?
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Checklist 4 – Before Cargo
Transfer
9. Officers in charge of the cargo transfer on both ships are identified and
posted?
10. A deck watch is established to pay particular attention to moorings, fenders,
hoses, manifold observation and cargo pump controls?
11. The initial cargo transfer rate is agreed with other ship?
12. The maximum cargo transfer rates agreed with the other ship?
13. The topping-off rate is agreed with other ship?
[Link] hoses are well supported?
[Link] required for rapid disconnection are located at the cargo manifold?
[Link] of the previous cargo of the receiving ship have been given to the
discharging ship?
[Link] other ship has been advised that Checklist 4 is satisfactorily completed?
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Checklist 5 – Before Unmooring
[Link] hoses are properly drained prior to hose disconnection?
[Link] hoses or manifolds are blanked?
[Link] transfer side of the ship is clear of obstructions (including hose
lifting equipment)?
[Link] fenders are correctly positioned and secured for departure?
[Link] method of unberthing and of letting go moorings has been agreed
with the other ship?
[Link], including fender pennants, are in good order?
[Link] is on winches and windlass?
[Link] are rope messengers and rope stoppers at all mooring stations?
[Link] crew are standing by at their mooring stations?
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Checklist 5 – Before Unmooring
[Link] are established with mooring personnel
and with the other ship?
[Link] traffic in the area has been checked?
[Link] engine(s) and steering gear have been tested and
are in a state of readiness for departure?
[Link] personnel have been cancelled (when clear of
other ship)?
[Link] warnings have been cancelled (when clear of
other ship)?
[Link] other ship has been advised that Check-List 5 is
satisfactorily completed?
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Berthing and Unberthing
• Berthing and unberthing should be conducted during daylight unless the personnel
concerned is suitably experienced in night time STS manoeuvering operations
• Manoeuvring Alongside with two ships under power.
One of ships normally the larger maintains steerage way at slow speed (about 5knots)
keeping a steady course heading. Local conditions and knowledge will dictate the
appropriate heading.
It is recommended that manoeuvring ship approaches and berths with port side to the
starboard side on the constant heading ship.
• General Advice for Controlling the two ships
Engine controls, steering gear and all navigation and communications equipment should
be in full working order.
• Proficient helmsman should be assigned to steer each ship.
• Courses requested by Manoeuvring ship must be followed by constant heading ship.
Ship’s speed should be controlled by adjusting engine revolutions. Any adjustment must
be limted rather than using coarse E/R telegraph system.
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• General Advice for Controlling the two ships
• At night decks should be adequately lit. If possible shipside fenders to be lit
with spot light.
• The side for moorings should be clear of all overside obstructions
permanent and otherwise.
• The navigation lights and shapes appropriate to STS transfers should be
displayed.
• There should be effective radio communications between the bridge and
mooring personnel.
• There should be effective communication between the Masters of each
ship
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• Advice for Manoevring alongside.
If either of the Masters or the STS Superintendent has the slightest doubt about
the safety of the Manoeuvre, the berthing operation should be aborted.
• At all times each ship is responsible for maintaining a proper lookout. Generally
during manoeuvring the wind and sea are kept on the port bow of the usually
larger constant heading of the ship.
• The angle of approach adopted by the manoeuvring ship should not be excessive.
• A common method of berthing is for the manoeuvring ship to approach the
constant heading ship from the quarter on the side of berthing. On closer
approach the manoeuvring ship should parallel the course of the constant
heading ship at a safe distance that is appropriate to the conditions. Contact is
made by the manoeuvring ship reducing the distance by appropriate rudder and
engine movement until the fenders touch
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• The two ships should preferably make parallel contact at the same
speed with no astern engine movements being necessary.
• No engine movement on the constant heading ship should be made
without advising the STS supdt or Master of the manoeuvring ship.
• The effects of ship interaction should be anticipated when
manoeuvering at close quarters
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POSSIBLE FINAL APPROACH MANOEUVRE
Vessel A: Constant Heading Ship – Constant Speed
(About 5 knots)
Vessel B: Manoeuvring Ship
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Manoeuvring a combined two-ship to anchor
• On completion of mooring the constant heading ship will usually
power all future manoeuvres and if a transfer at anchorage is
planned, will proceed to the agreed anchoring position.
• The constant heading ship should use the anchor on the side opposite
to that on which the other ship is moored.
• Once at anchor each ship is responsible for watchkeeping
arrangements.
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Underway Transfer
• Local conditions such as those where water depths are too great for
anchoring sometimes demand cargo transfer be carried out with the two
ship system under power and making way through water. As long as sea
room is available and traffic conditions, weather, sea conditions and
forecasts are suitable. Then transfer of this type can be carried out. It
should be noted that speeds through water should be minimal.
• The constant heading ship maintains steerage way at slow speed on a
steady course and the manoeuvring ship keeps the rudder amidships and
remains (with engines stopped) as towed ship. In order to minimize towing
loads on the moorings the constant heading ship should alter her engine
revolutions sparingly. The chosen course and speed should be agreed by
two masters and STS supdt.
•
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• As an alternative and provided conditions are suitable and a transfer
area of suitable size is available it can be advantageous to carry out
cargo transfer while two ships are allowed to drift freely.
• The use of underway transfer system requires a full navigational
watch to be kept on the bridge of each ship.
• If deteriorating weather conditions cause the ships to roll
unacceptably engine and rudder movements can be used to bring the
ships to a heading that results in minimum movement
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• The mooring plan adopted will depend upon the size of each ship and the
difference between their sizes, the expected difference in freeboards and
displacement, the anticipated sea and weather conditions, the degree of
shelter offered by the location and the efficiency of mooring line leads
available.
• Mooring lines leading in the same direction should be of similar materials.
Lines should only be led through closed fairleads suitable for STS
operations
• The order of passing mooring lines during mooring, and of releasing lines
during unmooring should be agreed. Where the STS service providers
utilize quick release mooring hooks, their role and use should be discussed
to ensure proper understanding.
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Manoeuvres with One Ship at Anchor.
• STS transfer operations involving one ship already positioned at anchor are quite
frequent.
• For such operations one ship anchors in a pre determined position using the anchor on
the side opposite to that on which the other ship will moor.
• A berthing operation should be carried out after anchoring ship is brought up to her
anchor and is lying on a steady heading with reference to prevailing current and wind
conditions.
• The Master of the ship which is to anchor should also allow for the fact that the single
anchor will be required to hold both the ships.
• This manoeuvre can be preferred for more constrained transfer areas especially when
tug assistance is available or if the manoeuvring ship is fitted with a bow thruster.
• Where current and wind are not from same direction or the wind varies in speed or
direction the anchor ship can yaw (or lie cross current) making it difficult for the
manoeuvring ship to berth alongside
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Manoeuvering for in Port Operations
• Many STS operations particularly those associated with the transfer of
chemical products, are undertaken within port limits.
• These operations may involve berthing alongside the discharging ship,
which may be at anchor in sheltered waters or alongside a terminal.
• Permission of harbour authorities should be obtained,.
• In some cases permission from the terminal may also be required.
• The manoeuvering vessel should advise the Master of the moored
ship of the intended approach and the approach should not be
commenced until the procedure has been jointly agreed.
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Manoeuvering with one ship alongside a
terminal
• This operation is also known as double banking.
• This involves one or more vessels mooring alongside a ship that is
already moored to a jetty.
• This is relatively common practice in certain trades.
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STS TRANSFER GUIDE PETROLEUM,
CHEMICALS & LIQUEFIED GASES
• SECTION 1 = GENERAL PRINCIPLES
• SECTION 2 = CONDITIONS & REQMNTS
• SECTION 3 = SAFETY
• SECTION 4 = COMMUNICATIONS
• SECTION 5 = OPERATIONAL PREPARATIONS
• SECTION 6 = MANOEUVERING & MOORING
• SECTION 7 = PROCEDURES ALONGSIDE
• SECTION 8 = UNMOORING
• SECTION 9 = EQUIPMENT
• SECTION 10 = EMERGENCIES
• CDI= CHEMICAL DIST INSTITUTE, ICS, OCIMF, SIGTTO
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