Abs Sts Modelplan101014

XYZ Marine Inc.
STS TRANSFER OPERATIONS PLAN

For compliance with MARPOL Annex I, Resolution MEPC.186(59)
Rev. #
Date
Ship Name
IMO No.
Name of Owner / Manager

Address Line 1
Address Line 2
Telephone / Telefax
M.T. Ship Name STS Plan
XYZ Marine Inc.

Revision History
Rev. No.
Section
Description of Revision
Date
Sign
XYZ Marine Inc.

MODEL PLAN GUIDANCE
This page is included to provide guidance to the user for preparing a STS transfer operations
plan (STS Plan) and should be deleted before publishing the final document.
Body Text
The text appearing in regular font under each section heading is the recommended textual
explanation or description of the subject of reference. However, the user is free to modify,
change or expand as deemed appropriate.
Boxed Text
Text or bullet lists enclosed in a box and displayed in red (see example box below) are
included to provide additional guidance for filling in the ship-specific information/data based
on the ships specifications, operational procedures and practices.
Where applicable, a sample section or paragraph, bullet list or table is provided as further
guidance and reference to the user.
Provide confirmation that the ship compatibility in design and equipment between the
two tankers has been verified.
Confirm also that the moorings and associated STS equipment are in good order.
Optional Section
If a section marked Optional within the boxed text is deemed inapplicable for the vessel and
to this model plan, the section heading may be retained and the content of that specific
section should be Not Applicable
Appendices
Ship-specific plans, drawings or technical information relevant to the STS transfer operation
can be included as appendices within this STS Plan. Appendices should be in sequence and
be titled according to their contents.
XYZ Marine Inc.

TABLE OF CONTENTS
PART A MAIN DOCUMENT

1.
INTRODUCTION
1.1 STS Transfer Operation Plan
1.2 Regulatory Requirements
2.
SHIP PARTICULARS AND RELEVANT INFORMATION
3.
STS OPERATION AND MANAGEMENT

3.1
3.2
3.3
3.4
4.
CONDITIONS AND REQUIREMENTS

4.1
4.2
4.3
4.4
4.5
4.6
4.7
5.
STS Transfer Area

Coastal State Requirements
Notifications and Approval from Authorities
Weather and Operating Conditions
Ship Compatibility in Design and Equipment
Considerations for Reverse Lightering
Companys Operational Policy
COMMUNICATIONS
5.1
5.2
5.3
5.4
6.
STS Transfer Operation Process

STS Management
Control of Operations
Use of STS Service Provider
Working Language
Pre-arrival Communications
Communication During Approach, Transfer and Unmooring
Procedures for Communication Failure
EQUIPMENT
6.1
6.2
6.3
6.4
6.5
Fenders
Hoses and Connections
Mooring Equipment
Ships Crane for Personnel Transfer
Lighting
XYZ Marine Inc.

7.
SAFETY AND EMERGENCIES

7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
7.9
7.10
7.11
7.12
8.
OPERATIONAL PREPARATIONS BEFORE MANOEUVERING

8.1
8.2
8.2
8.3
9.
Basic Berthing Principles

Maneuvering Alongside with Two Ships Under Power
STS Maneuvers
Mooring Preparations
CARGO TRANSFER (PROCEDURES ALONGSIDE)

10.1
10.2
10.3
10.4
10.5
10.6
11.
Preparation of Ships
Fendering Operation
Joint Plan of Operation
Navigation Signals
MANUUVERING AND MOORING

9.1
9.2
9.3
9.4
10.
Risk Assessment
Contingency Planning
Oil Spill Contingency Plan
Prevention of Human Fatigue
Safety Drills
STS Safety Check -Lists
Transfer Stage Meetings
Safety Issues During Cargo Transfer
Safe Watchkeeping
Helicopter Operations
Emergencies
Incident Reporting
Pre-Transfer Procedures
Planning for Cargo Transfer
Performance of Cargo Transfer
STS Transfer Using Vapor Balancing
Operations After Completion of Cargo Transfer
Suspension of Operations
UNMOORING
11.1
11.2
11.3
11.4
Unmooring While One Ship is at Anchor

Unmooring After an Underway Transfer
Unmooring Checks
Unberthing Considerations
XYZ Marine Inc.

12.
REPORTING ON STS COMPLETION

12.1
12.2
12.3
13.
Notification to Authorities
Report to Company
Record Keeping of STS Operations
REFERENCES
APPENDIX 1 RELEVANT SHIP PLANS
General Arrangement
Cargo Tank Arrangement and Capacities
Cargo Handling System Schematic
Anchor Handling and Mooring Arrangement
PART B TECHNICAL INFORMATION ON STS OPERATIONS

B.1
OPERATIONAL SAFETY CHECK LISTS
B.2
CHECK-LIST 1 Pre-Fixture Information (for each ship)

CECHK-LIST 2 Before Operations Commence
CHECK-LIST 3 Before Run-in and Mooring
CHECK-LIST 4 Before Cargo Transfer
CHECK-LIST 5 Before Unmooring
STS OPERATIONS GULF OF MEXICO
PART C SAMPLE STS TRANSFER OPERATION LOG AND STS RECORD BOOK
(OPTIONAL)
C.1
SAMPLE STS TRANSFER OPERATION LOG
C.2
STS RECORD BOOK
XYZ Marine Inc.

PART A - MAIN DOCUMENT
1.
INTRODUCTION
1.1
STS Transfer Operation Plan
This ship-specific Ship-to-Ship Transfer Operation Plan (STS Plan) has been prepared for
Ship Name pursuant to the requirements described in MARPOL Annex I, as amended by
IMO Resolution MEPC.186(59), Chapter 8: Prevention of Pollution during Transfer of Oil
Cargo between Oil Tankers at Sea, Regulations 40 42.
The main purpose of the ship-specific STS Plan is to provide guidance to the masters and
officers directly involved in ship-to-ship transfer operations with respect to the steps,
procedures and good operating practices for the planning and conduct of a safe transfer
operation without risk to the environment.
This STS Plan has been developed taking into account the guidance information contained in
the best practice guidelines for STS operations as identified by the International Maritime
Organization (IMO) in the following two documents:
IMOs Manual on Oil Pollution, Section I, Prevention as amended (IMO

Manual) and
ICS and OCIMF Ship to Ship Transfer Guide, Petroleum, fourth edition, 2005
(STS Guide)
Add reference to the Companys internal management and operational manuals as

deemed appropriate.
Example:
Additional supplementary instructions and guidelines, based on the Companys
management policy and operational standards, as well as the ships specification and
operational conditions, have also been included in this STS Plan.
This ship-specific STS Plan contains three (3) parts:
Part A is the main documentation of the STS operation process and

procedures, as well as specific instructions and guidance to the masters and
crew for a safe conduct of the ship-to-ship oil transfer operations.
Part B contains the STS operational/safety checklists and other general

technical references or supporting information related to STS operations.
Part C is essentially a STS Record Book - a compilation of the individual

records of the STS operations taking place on the ship. The use of it is
optional.
Recordkeeping of the STS operations is a regulatory requirement.

Specific requirements are discussed in Section 12.3 of the STS Plan.
A sample STS transfer operation log form has been provided for use.
XYZ Marine Inc.
Other appropriate formats or templates can be used.

The use of the STS Record Book is optional.
This ship-specific STS Plan has been approved by ABS on behalf of the Administration, and
except as indicated below, any alterations or revisions to this Plan will require re-approval.
Changes to the Part B (containing STS safety check-lists and general

technical and supporting information) will not require re-approval.
Approval is not required for Part C, but, if used, the records of STS operations
are to be retained on board the ship.
1.2 Regulatory Requirements

IMO Resolution MEPC.186(59) amends the MARPOL 78/73 Annex I by introducing a new
Chapter 8 containing Regulations 40, 41 and 42, regarding the prevention of pollution during
transfer of oil cargo between oil tankers at sea, while underway or at anchor.
The new Regulations will enter into force on 1 January 2011. They apply to oil tankers of 150
gross tonnage and above engaged in STS transfer operations at sea and their operation
conducted on or after 1 April 2012.
Some of the key requirements are as follows:
Any oil tanker involved in STS operations will be required to have on board an
approved STS operation plan no later than the first annual, intermediate or
renewal survey on or after 1 January 2011.
The STS Plan may be incorporated into an existing Safety Management

System (SMS) required by SOLAS Chapter IX, as amended, if that
requirement is applicable to the oil tanker in question.
All STS operations are to be recorded in the ships Oil Record Book and
retained on board for at least three years. The records are to be made readily
available for inspection.
The Person in Overall Advisory Control (POAC) of STS operations is to be

qualified to perform the relevant duties taking into account the qualifications
contained in the best practices guidelines for STS operations in the previously
mentioned documents.
Any oil tanker that is subject to the Regulations and plans STS operations
within the territorial sea or the exclusive economic zone (EEZ) of a Party to
the MARPOL Convention is required to notify the relevant coastal State
authority at least 48 hours in advance of any STS operations.
The STS plan is to be written in the working language of the ships Master and
crew.
XYZ Marine Inc.
A copy of the approved STS Plan should be available on board the ship in the
bridge, at the cargo transfer station and in the engine room.
XYZ Marine Inc.

2.
SHIP PARTICULARS AND RELEVANT INFORMATION
The ships particulars of registration, principal dimensions and other relevant ship-specific
information are given below:
Provide the particulars of registration and principal dimensions of the vessel as per
the ships specification
Include the following ship plans that are relevant to the STS operation:
o General arrangement
o Cargo tank arrangement and capacity plan
o Cargo handling system schematic and manifold details
o Anchoring and mooring arrangement plan
o etc.
Sample ship particulars table for reference

.
Ship Name
Ship Name
IMO No.
NNNNNNN
Flag / Port of Registry
United States / Wilmington, DE
International Call Sign
SA6PT
LOA x B X D x T
174 x 32.2 x 18.2 x 11 m
Deadweight
54,100 mt
Gross Tonnage
29, 200 mt
Service Speed
14.5 knots
Deck Crane
Two located midships, SWL 15 mt
Class Society
American Bureau of Shipping
Class No.
XXXXXXX
Class Notations
+A1, Oil Carrier, (E), +AMS, +ACCU, VEC-L, SH,

SHCM, UWILD, TCM, ESP, ACP
A general arrangement of the vessel is given below.

Sample general arrangement plan for reference
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XYZ Marine Inc.
The following ship-specific plans relevant to STS operations are given in Appendix 1.
Cargo tank arrangement and capacity plan

Cargo handling system schematic and manifold details
Anchor handling and mooring arrangement
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XYZ Marine Inc.

3.
STS OPERATION AND MANAGEMENT
3.1 STS Transfer Operation Process

Ship-to-ship transfer operations, also known as lightering operations, are operations where
crude oil or petroleum products are transferred between seagoing tank ships moored
alongside each other at sea. Such operations can take place when one ship is at anchor or
both are underway at very low speed. In general, the operation includes the approach
maneuver, berthing, mooring, hose connecting, transfer of cargo, hose disconnecting,
unmooring, unberthing and departure maneuver.
The STS transfer operations include:
the conventional or standard lightering process, where the discharging vessel

is fully loaded, while the receiving vessel is in ballast condition
the reverse lightering process, sometimes referred to as topping-off, where

the laden supply tanker discharges to a partially laden receiving tanker.
In general, the STS transfer operation process can be divided into six (6) phases as outlined
in the following table:
Phase
Description
I. Pre-arrival Planning
STS management, ship information exchange, ship

compatibility, cargo handling compatibility, transfer area,
transfer area & coastal State requirements, notification,
quality verification of STS provider, STS equipment, safety
management and contingency planning
II. Arrival Preparation
Joint plan of operation, control of operation, establish

communications, review and agree operational
procedures, operational safety issues and emergencies,
navigational signals, assign watch keeping responsibilities
III Approach and Mooring
Maneuvering alongside, maneuver control, maneuvering
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with one ship at anchor, mooring arrangement,
preparation and considerations, weather considerations
IV. Cargo Transfer
Pre-transfer procedure, responsibility of cargo operations,

cargo transfer, and operations after completion of cargo
transfer
V. Unmooring and Unberthing
Review unmooring plan, unmooring procedures while one

ship is at anchor, unmooring after underway transfer, and
unberthing procedure
VI. Reporting
Reporting to the coastal State authority and company,

record keeping of STS operations
Typically, the involved parties of an STS operation include the following:
Discharging tanker and its crew

Receiving tanker and its crew
Ships owners/managers
Charterers
Cargo owners
STS service provider (or STS operator) which normally provides the STS
Superintendent (or Mooring Master) and the necessary STS equipment,
including fenders and support vessel.
Ship-to-ship transfer of oil cargo at sea is a highly specialized operation and can be high risk
if not performed by skilled and experienced individuals using suitable and well-maintained
equipment. Hence, if the Masters are inexperienced in STS operations, it is strongly
recommended that a STS service provider (or STS operator) be employed to provide the
trained and experienced STS Superintendent and suitable and maintained STS equipment.
3.2
STS Management
STS Organizer is a shore-based operator responsible for planning and arranging an STS
transfer operation. The STS Organizer may be the shipping company or a contracted STS
service provider.
The participants involved in a STS operation vary depending on the availability of STS
equipment on board the participating vessels, the experience of the ships crew and Masters,
and the locations where the transfer takes place.
The STS Guide encourages the STS management approach to follow the principles of the
bridge team management approach for the management, planning and execution of STS
transfer operations.
Expand this section as necessary according to the Companys operations policy and
approach to STS management.
3.3
Control of Operations
3.3.1
Person in Overall Advisory Control (POAC)
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The STS transfer operation should be under the advisory control of one designated Person in
Overall Advisory Control (POAC), who will either be one of the Masters of the vessels
concerned, or a third-party STS Superintendent (also called Mooring Master or Lightering
Master/Coordinator) employed through a STS Service Provider. This POAC is designated to
assist the masters in the mooring and unmooring of the ships and to coordinate and
supervise the entire transfer operation.
It is not intended that the POAC in any way relieves the ships Master of any of his duties,
requirements or responsibilities.
Specific duties and responsibilities of the designated POAC include the following:
.1
Review the STS plan and recommend adjustments for that particular
operation;
.2
Conduct the cargo transfer, mooring and unmooring operations in accordance

with the approved STS plan and applicable regulations and requirements;
.3
Advise the Master(s) of the critical phases of the cargo transfer, mooring and
unmooring operations;
.4
Carry out the provisions of the contingency plan in the event of a spill;
.5
Properly brief the crewmembers involved in each aspect of the operations so

that they understand their responsibilities;
.6
Confirm that proper, effective communication has been established between

the two tankers, and that appropriate checks have been completed, prior to
attempting approach and mooring operations;
.7
Verify that a pre-safety check is undertaken in accordance with accepted

industry guidance;
.8
Verify that appropriate checks are undertaken prior to unmooring;
.9
Verify that all required reports are made to the appropriate authorities
The POAC and the Master(s) of the vessels should have the authority to request suspension
or termination of the STS operation should they have any concerns related to the safety
and/or operational integrity of the operations or risk of accident.
Regulation 41 places emphasis on the qualification of the POAC of a STS operation, and
specific guidance and requirements are given in the IMO Manual.
3.3.2
Vessel Master and Crewmembers Involved in STS Operations

.1
Throughout the entire period of STS operations, the ships Master remains
fully responsible at all times for the safe operation of his own vessel, including
(but not limited to) navigation, deck and mooring watches, cargo transfer
procedures and emergency response.
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XYZ Marine Inc.
3.4
.2
A crewmember is to be designated as the person in charge of the cargo

transfer operation during each watch and throughout the operation.
.3
All others crewmembers involved in the STS operation title, location and
duties are to be indicated in the STS Plan.
Use of STS Service Provider
Optional
A paragraph can be added here to indicate Companys policy for using a

dedicated STS service provider (and STS Superintendent) for its STS operations.
If the Company has vetted the STS service provider, it is appropriate to indicate
and confirm:
o
Assessment of the providers operational standards, performance records

and experience
Assessment of the qualification and experience of the STS Superintendent
Compatibility and condition of STS equipment
Sample Paragraph:
It is the Companys policy that, when appropriate and so determined, STS operations are
to be conducted under the supervision and guidance of a local, dedicated STS Service
Provider, who will be responsible for coordinating safe and efficient operations, supplying
the required equipment and conducting the operations in accordance with the approved
STS Plan and applicable regulations and requirements.
Additional Note:
The ICS/OCIMF STS Guide gives emphasis to the qualification and quality assessment of
the selected STS Service Provider. In early 2009, OCIMF initiated the development of A
Guide for Service Providers and Assessment of Suitability covering the operating
standards for STS service providers and standards for a STS Superintendents
qualification, experience and workload. This new Guide is due to be published soon.
Hence, ship owners/operators or STS organizers are recommended to refer to
forthcoming publication concerning STS transfers.
15
the
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4.
CONDITIONS AND REQUIREMENTS
4.1 STS Transfer Area

The STS transfer area should be specially selected for safe operation, in coordination with
the appropriate coastal State authorities. During the pre-arrival planning phase, the STS
Organizer should take into account the following in selecting the area for STS transfer:
4.2
Notify and obtain appropriate approval from the applicable Coastal authority
The traffic density in the selected transfer area
The need for sufficient sea-room and water depth required for maneuvering
during approach, mooring and unmooring
Availability of safe anchorage with good holding ground
Forecast weather conditions and availability of weather reports in the selected
transfer area
Distance from shore logistic support and availability of emergency and oil spill
response capability
Proximity to environmentally sensitive areas
Locations of underwater pipelines, cables, artificial reefs or historic sites.
Potential security threats
Where a STS transfer operation is arranged within the territorial waters or the exclusive
economic zone (EEZ) of a country, the STS Organizer should check the local and national
regulations to ensure compliance with the requirements applicable to STS operations.
4.3
Notification and Approval from Authorities
In planning the STS operation, the STS Organizer should first obtain approval or, where
applicable, request permission from the applicable coastal State authority of the selected
transfer area.
Prior to the arrival at the designated STS transfer location, the STS Organizer should verify
that both vessel masters have given the required notifications to the appropriate coastal
State authority. Regulation 42 requires the notification be sent to the authority not less than
48 hours in advance of the scheduled STS operation. The notification is to include at least
the following information:
Name, flag, call sign, IMO number and estimated time of arrival of the vessels
involved in the STS operation;
Date, time and geographical location at the commencement of the planned
STS operation
Whether the STS operation is to be conducted at anchor or underway
Oil type and quantity
Planned duration of the STS operation
Identification of STS service provider or person in overall advisory control
(POAC) and contact information; and
Confirmation of approved STS Plan on board the vessels
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XYZ Marine Inc.

If the estimated time of arrival of a tanker for the STS operation changes by more than six (6)
hours, the STS Organizer, Master, owner or agent of that tanker is to provide a revised
estimated time of arrival to the authority.
4.4
Weather and Operating Conditions
4.4.1
Weather Guidelines
It is impractical to lay down the limiting weather conditions under which a STS operation can
be carried out because much will depend on the effect of the sea and swell on the fenders
and the movements induced in the participating vessels, taking account of their relative
displacement and freeboard.
STS operations in locations subject to long period waves should be treated with caution.
When a STS transfer is to take place at anchor, the combined effect of current and weather
conditions on the movements of the moored tankers and the ultimate stress on the anchor
cable should be carefully considered.
Available weather forecasts for the transfer area, supplemented by information from facsimile
weather records, are to be obtained before operations begin.
Throughout the berthing operation, visibility conditions are required to be safe for
maneuvering, taking into account navigation and collision avoidance requirements.
Provide clear information on the weather condition limitations for this vessel based on
the ships specification, the Companys operational policy or the coastal States
requirements.
Sample Paragraph:
The following are the Companys guidelines on weather condition limits on STS
operations applicable to the Gulf of Mexico:
4.4.2
Three (3) meters swell height or more; or
30-knot winds or more, or
Less than one (1) mile visibility.
Night-Time Operations
Special caution should be exercised when berthing and mooring in the hours of darkness.
Adequate lighting must be used to ascertain the sea condition.
Provide clear information on the conditions and guidelines for night-time berthing and
mooring, transfer, or unmooring operation based on the Companys operational policy.
4.5
Ship Compatibility in Design and Equipment
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When planning the STS operations, the STS Organizer should verify that the tankers
involved are compatible in design and equipment. Various recommendations are given in the
ICS/OCIMF STS Guide.
Dimension compatibility overall dimensions, freeboard, the position of manifolds, mooring
points and fenders
Mooring compatibility size and quality of mooring lines, winches, closed fairleads and other
mooring related equipment.
Cargo handling compatibility size and number of manifolds to be used, the
minimum/maximum expected height of cargo manifold, the freeboard differences, the hose
supports and other cargo handling related equipment and conditions.
Refer to the initial information required in the STS Safety Check-List 1 in Part B.1.
Provide confirmation that the ship compatibility in design and equipment between the
two tankers has been verified.
Confirm also that the moorings and associated STS equipment are in good order.
4.6
Considerations for Reverse Lightering
In the reverse lightering operations when two nearly fully loaded tankers are maneuvering
alongside, the issue of fender selection is critical. In 2009, OCIMF published a paper to
provide additional guidance and recommendations on the aspects of berthing and approach
maneuvering in reverse lightering operations.
The STS Guide provides a quick reference guide in Table 9.1 for fender selection in
conventional STS (or lightering) operations. The procedure is based on the berthing
coefficient and an assumed relative berthing velocity. The berthing coefficient is determined
by calculation based on the displacement of the two tankers.
When planning for reverse lightering, OCIMF recommends that the fender selection be
based on the calculation of berthing energy using the formula given in Appendix 2 of the STS
Guide, which takes into account the approach velocities.
The OCIMF paper also recommends a risk assessment on reverse lightering be carried out
to provide a good understanding of the operational hazards associated with such operations
and the means by which they can be managed.
4.7
Companys Operational Policy
Optional
Provide clear information on additional Companys operational policies related to STS
operations and/or those imposed by the Charterers, for examples:
Companys drug & alcohol policy
Companys vessel security manual
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5.
COMMUNICATIONS
Good, reliable and understandable communications between all concerned parties is an

essential element for the successful planning and safe conduct of the STS transfer
operations.
5.1
Working Language
Communications between the oil tankers should be in a common language mutually agreed
upon and known to all personnel involved in the STS transfer operations.
5.2
Pre-arrival Communications
5.2.1
Instructions Given to the Ship by the STS Organizer
5.2.2
Information from the Other Ship
5.2.3
A description of the planned STS operation, including the transfer area, local
and national STS regulations, where applicable, and contact information of
responsible coastal State authority
Identification of the Person in Overall Advisory Control (POAC) and contact
information
Contact information for the STS service provider and/or STS Superintendent,
if applicable
Details of STS equipment, logistic support and personnel to be provided.
Confirmation of system integrity, e.g., navigational, machinery, steering gear,

cargo system, COW, IGS, fire-fighting, mooring equipment, derrick or cranes,
etc.
Cargo details
Confirmation of arrival draft, freeboard, height of manifolds above waterline,
including expected maximum manifold height during discharge
Confirmation of the estimated time of arrival at the transfer area
Confirmation that the ship complies with applicable local and national
requirements.
Initial Communications between Tankers
The oil tankers should establish initial communications as early as practicable

to plan the operations and to confirm the transfer area.
POAC must be confirmed
Details of intended operations, including approach, mooring, cargo transfer
and unmooring plans should be established, discussed and agreed, together
with the joint use of the operational check-lists.
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5.3
5.4
Communications During Approach, Transfer and Unmooring

.1
As the tankers come to the transfer area, contact should be established on the
appropriate VHF channel at the earliest opportunity, thereafter switching to a
mutually agreed working channel.
.2
Subject to safety precautions in Chapter 7 of the Plan, portable radios are

invaluable for inter-ship communications during mooring and cargo transfer
operations, and both tankers should have available portable radios which are
capable of working on the same frequencies
.3
Ships officers responsible for mooring stations should be provided with

portable radios.
.4
Essential personnel on board both tankers involved in the STS operations

should be provided with a reliable, common means of communication,
including a back-up system, for the duration of the operation.
Procedures for Communication Failure

.1
In the event of a significant failure of communication occurring during an

approach maneuver, the maneuver should be aborted if appropriate and safe
to do so, and the subsequent actions taken by each oil tanker should be
indicated by the appropriate sound signals as prescribed in the COLREGS.
.2
In the event of a communication breakdown on either ship during cargo

operations, the emergency signal should be sounded and all operations in
progress should be suspended immediately if it is safe to do so. Operations
should not be resumed until satisfactory communications have been reestablished.
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6.
EQUIPMENT
Prior to starting the STS transfer operation, the Masters of the oil tankers should exchange
information concerning the availability, readiness and compatibility of the STS equipment to
be used in the operation. Key STS equipment includes fenders, hoses and connections, and
mooring equipment.
6.1
6.2
Fenders
.1
The oil tanker(s) should be provided with fenders (primary and secondary).
The fender selection and arrangement should be capable of handling the
anticipated berthing energies and be able to distribute the forces evenly over
the appropriate area of the hulls of both oil tankers.
.2
When planning a reverse lightering operation, consideration should be given

to using high fenders with higher energy absorption. In that, the berthing
energy should be calculated using the formula in Appendix 2 of the STS Guide
to determine the required fender absorption capacity and then select the size
of fenders.
.3
Except in cases where the STS transfer is conducted using a dedicated

lightering ship, it is most probable that fendering operations will be carried out
with the assistance of an STS service provider and with their service craft and
fenders.
.4
Fenders may be secured on either oil tanker. However, landing on an

unprotected hull section is less likely if the fenders are rigged on the
maneuvering ship and it is therefore preferable that fenders be secured to that
ship.
.5
The Person in Overall Advisory Control (POAC) should advise the position
and method of rigging and securing the fenders to the oil tankers in advance
of the berthing and mooring operation.
Hoses and Connections

.1
The hoses for the STS transfer of crude oils or petroleum products should be
specially designed and constructed for the product being handled and the
purpose for which they are being used.
.2
Hoses used should comply with BS EN1765 with regard to specification for
the assemblies and with BS1435-2 and OCIMF Guidelines [Ref.6] with regard
to their handling, storage, inspection and testing. All hoses should have the
unique identification markings and the valid pressure test certificate.
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6.3
.3
Prior to connection, all hoses should be visually examined to determine their

apparent condition and cleanliness. If damage to a hose or flange is present,
the hose should be withdrawn from use.
.4
Hose connections are to be well made. Flanges or quick release couplings, if

used, should be in good condition and properly secured to provide oil tight
connections.
.5
It is recommended that the tankers involved in a STS transfer be fitted with

cargo manifolds designed in accordance with the OCIMF Recommendations
for Oil Tanker Manifolds and Associated Equipment with regard to flange size,
manifold strength, hose support arrangements, lifting gear, etc.
.6
When a STS service provider supplies the cargo hoses, the Master or STS
Organizer should ascertain the age and condition of the hoses to be used and
verify the hose specification and certification for fitness for the intended
service.
Mooring Equipment
.1
To provide secure moorings, it is important that both ships are equipped with
good quality mooring lines, efficient winches and sufficient strong closed
fairleads, bitts and other associated mooring equipment appropriate for the
intended purpose.
.2
All fairleads used should be of the enclosed types, except on a ship that will
always have a substantially greater freeboard than the other.
.3
A prime consideration in mooring during STS operation is to provide fairleads

and bitts for all lines without the possibility of lines chafing against each other,
the ships, or the fenders.
.4
Steel wire mooring lines should be fitted with synthetic fiber tails to provide the
additional elasticity required for STS mooring arrangements.
.5
When high modulus synthetic fiber ropes are used as ships moorings, the
ropes should be fitted with soft rope tails to provide additional elasticity and to
reduce the susceptibility to fatigue failure. See OCIMF Mooring Equipment
Guidelines [Ref. 8]
.6
A minimum of four strong rope messengers should be available on both ships,

preferably made from a buoyant synthetic fiber material of 40 mm diameter.
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6.4
6.5
Ships Crane for Personnel Transfer

.1
In general, it is recommended that the transfer of personnel between the ships

be kept to an absolute minimum. If personnel transfer is unavoidable, only
cranes suitable for personnel transfer should be used and the transfer should
only be undertaken in suitable prevailing weather conditions and sea state and
when there are sufficient personnel in attendance to safely conduct all aspects
of the transfer.
.2
All the associated risks should be assessed and mitigating actions are to be
identified through an onboard risk assessment.
.3
Additional recommendations and guidance instructions are found in the STS

Guide.
Lighting
During a STS transfer at night, normal in-port deck lighting should be adequate. The
minimum recommended lighting is five (5) footcandles (lumens) at the transfer connection
points and one (1) footcandle in the oil transfer work areas (measured one meter above the
deck). Flameproof portable spotlights and bridge wing spotlights are useful for night mooring
and unmooring operations.
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7.
SAFETY ISSUES AND EMERGENCIES
Throughout the entire period of STS transfer operations, each ships Master remains at all
times responsible for the safety of his own ship, its crew, cargo and equipment and should
not permit safety to be prejudiced by the actions of others. Each ships Master should require
and verify that the procedures outlined in this STS Plan are followed and, in addition, that
internationally accepted safety standards are maintained. In this regard, the procedures and
guidelines given in the following are to be compiled with:
OCIMF International Safety Guide for Oil Tankers and Terminals (ISGOTT)
ICS/OCIMF Ship-to-Ship Transfer Guide, Petroleum, Chapter 3
List other relevant safety manuals of the Company, as deemed appropriate, e.g.,
7.1
Ship Operations Management System (SOMS), Manual # OPM-0009
Shipboard Oil Pollution Emergency Plan (SOPEP), Manual # OPM-0034
Vessel Response Plan (VRP), Manual # OPM-0035
etc.
Risk Assessment
.1
A risk assessment study is required for STS transfer operations in order to

provide a good understanding of the operations and the associated risks. In
conducting the risk assessment, the following should be considered for each
adverse event:
.2
Identify the hazards associated with the operations (e.g., collision, fire,
mooring failure, cargo vapor emissions, H2S content, hose failure,
heavy weather, etc.)
Evaluate and assess the risk according to the probability and
consequence
Identify the means by which to prevent and/or mitigate the hazards
Develop contingency plans and response procedures for managing the
emergencies
Document the risk assessment process and results for record keeping
and future reference and use
The scope of the risk assessment study should cover all applicable
operational hazards and the measures adopted for mitigating the identified
risks and be sufficient to confirm the following key points as identified by the
IMO Manual.
Adequate training, preparation or qualification of the oil tankers

personnel
Suitable preparation of the oil tanker for the intended operations and
sufficient control over the oil tanker during operations
Proper understanding of signals and commands
Adequate number of crew assigned to controlling and performing oil
transfer operations
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7.2
Suitability of the agreed STS Plan

Adequate communications between the responsible person(s) on the
oil tankers involved in the transfer
Proper attention given to the difference in freeboard or the listing of the
oil tankers when transferring cargo
Condition of the transfer hoses
Methods of securely connecting hose(s) to the oil tanker(s) manifold(s)
Recognition of the need to discontinue oil transfer when sea and
weather conditions deteriorate
Adequacy of navigational processes
Contingency Planning
STS transfer operations are generally not considered to be a routine operation. The risk of
accident and the potential scale of consequences require that the shipping company and/or
STS Organizer develop contingency plans for dealing with emergencies. These contingency
plans should be developed based on the output of the risk assessment study undertaken in
Section 8.1. Using the risk mitigation measures for each operational hazard identified,
contingency plans should be developed covering all possible identified emergencies and
providing a comprehensive response. The contingency plans should be relevant to the
location of the operation and the vessels of concern and take into account the resources
available both at the transfer area and with regard to nearby back-up resources.
It is difficult to anticipate every emergency which could arise and therefore almost impossible
to indicated the precise mitigations or remedial actions. The Ships Contingency Plan is a
collation of individual emergency procedures (or contingency plans) of the more likely or high
potential/great consequence risk scenarios. This Contingency Plan should be agreed
between both vessels, the STS Organizer and the local or national authorities before STS
operations commence.
7.3
Oil Spill Contingency Plan
The risk of oil pollution from properly conducted STS operations should be no greater than
during in-port cargo transfer. However, as a transfer area may be beyond the range of port
services, a location-specific oil spill contingency plan, which covers such risks or addresses
such requirements, may be required to be developed and approved by the appropriate
coastal State authorities. Such an oil spill contingency plan should take into account the site
location and environment as well as the local support resources. This contingency plan can
be considered as additional to the Ships Shipboard Oil Pollution Emergency Plan (SOPEP)
or Vessel Response Plan (VRP).
This oil spill contingency plan should be available on board the vessel and activated in the
event of an oil spill.
7.4
Prevention of Human Fatigue
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To prevent fatigue during STS transfer operations, all persons involved in the lightering
operation, including the STS Superintendent and persons outside the vessels complement,
are to comply with the rest period requirements of ILO, IMO and national regulations.
Records of rest and work hour compliance should be retained.
7.5
Safety Drills
Safety drills are effective tools to prepare a ships crew for dealing with emergencies. An
appropriate drill should be held, where applicable, within 24 hours and in any case not more
than seven days preceding an STS transfer operation.
Crews should be made aware of emergency signals, procedures and actions, and every
effort should be made to hold an emergency drill before starting the operation. In STS
transfer operations, mooring failures and fire on either ship are examples of major
emergencies.
7.6
STS Safety Check-Lists
STS Safety Check-Lists are tools intended to assist the STS Organizer, STS Superintendent
and Masters to adhere to relevant safety procedures and serve as essential reminders of the
principal safety factors to be considered and verified. They should be supplemented by
continuous vigilance throughout the whole operation.
The following STS Safety Check-Lists as per the STS Guide are to be used:
Check-List
Description
Remark
Check-List 1
Pre-Fixture Information
(for each ship)
To be completed by the STS

Organizer at initial planning of STS
transfer operation and passed to
each ship prior to arrival. At the
arrival preparation phase,
shipmasters to confirm compliance
Check-List 2
Before Operations
Commence
Each ship to confirm compliance with

all relevant requirements has been
checked and found to be correct
before operations commence
Check-List 3
Before Run-in and

Mooring

before starting run-in and mooring
Check-List 4
Before Cargo Transfer

before starting cargo transfer
operations
Check-List 5
Before Unmooring
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before unmooring commences
As a part of the safety management of a cargo transfer operation, STS Safety Check-List 4
requires each vessel to confirm also that the ISGOTT Ship/Shore Safety Check-List has
been adequately reviewed, checked and completed. The responsible officer of each ship
should personally verify compliance with the relevant considerations lying within the ships
responsibility.
It is prudent to include this completed ISGOTT Ship/Shore Safety Check-List as a record of
the STS operation
7.7
Transfer Stage Meetings
The Shipmaster, in cooperation with the STS Superintendent, should conduct a brief,
concise, focused meeting prior to embarking on each important stage of the transfer
operation, such as fendering/mooring, cargo transfer, unmooring/unberthing. The purpose of
these meetings is to verify that everyone responsible and involved in the operation
understands and is in agreement with how the operation will take place.
7.8
Safety Issues During Cargo Transfer
The basic safety requirements for a transfer operation at sea are similar to those for a normal
port cargo operation as contained in the ISGOTT. The ships transfer operation should be in
full compliance with the ISGOTT, particularly with regard to the following points relevant to a
STS transfer operation:
7.9
Smoking and naked lights

Earths on electrical switchboards
Boilers and diesel engine operation
Ship-to-ship electric currents
Use of radio and satellite communication equipment
Radar use
Gas accumulation
Electrical storms
Galley stoves
Readiness of fire-fighting equipment
Accommodation openings
Unauthorized craft
Safe Watchkeeping
STS transfer operations place additional demands on a ships crew. Each Master should take
into consideration the estimated duration of operations so that safe and fatigue-free
watchkeeping can be maintained throughout. When planning STS operations, the STS
Organizer and the Masters involved should bear in mind that statutory minimum manning
requirements might not address simultaneous operations, e.g. cargo operations and
navigation or anchor watch. Consideration should be given to additional manning during
these periods of high demand.
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During a transfer operation, the following simultaneous safety watchkeeping actions are
required:
.1
Deck watch keeping

Continuous roving deck watchkeeping alongside for verifying and/or
identifying:
.
2
Manifold watchkeeping
.3
A responsible person should be assigned on each ship at the cargo

manifold area to observe the cargo hoses and to look for leaks.
A responsible person, equipped with a portable radio, should be
stationed at or near the cargo pump controls or in the cargo control
room on the discharging ship to take appropriate actions as necessary.
Navigation (or anchor) watchkeeping
7.10
fender arrangements to maintain safe standing-off distances

mooring lines for chaffing
any evidence of oil leaks and oil in water
A qualified deck officer shall maintain a navigation/anchor watch on the

bridge of a vessel that is anchored.
A full navigational watch is to be kept on each ship during an underway
transfer
Helicopter Operations
When the ships are moored together, helicopter operations should not be permitted without
prior approval of the STS Organizer, POAC, both Masters and STS Superintendent. If
approved, the POAC will coordinate the operation locally.
Helicopter operations are not to be carried out during cargo transfer and/or ballasting into
cargo tanks.
All helicopter operations are to be conducted in full compliance with the ICS Guide to
Helicopter/Ship Operations [Ref. 15]. The Masters shall establish communications with the
helicopters through marine band VHF frequencies.
7.11
Emergencies
It is emphasized that both ships should be in an advanced state of readiness at all times
during the STS operations in order to be in a position to deal with emergencies. Both tankers
involved in a STS operation should have procedures ready for immediate implementation in
the event of an emergency. The procedures should be familiar to all personnel involved.
7.11.1 Emergency Signal
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An emergency on either ship should be indicated immediately by sounding the ships

internal alarm signal and by sounding seven or more short blasts on the whistle to
warn the other ship. All personnel should then proceed as indicated by the
contingency plan.
7.11.2 Emergency Procedures
In an emergency during a STS operation, the Masters involved should assess the
situation and act accordingly, bearing in mind that unduly hasty decisions could
worsen the emergency. The following basic actions should be considered:
Stop the transfer

Sound the emergency signal
Inform crews on both ships of the nature of the emergency
Notify the authorities
Man emergency stations
Implement emergency procedures
Drain and disconnect cargo hoses
Send mooring gangs to stations
Confirm the ships main engine is ready for immediate use
Advise standby boat of the situation and any requirements
Masters to decide jointly, particularly in case of fire, whether it is to the mutual
advantage for the ships to remain alongside each other or unmoor
The above basic actions should be included in individual STS contingency plans and
be consistent with the established company procedures in the ships operations
management system.
7.11.3 State of Readiness for an Emergency
The following arrangements should be made on both ships:
Main engine and steering gear ready for immediate use

Cargo pump and all other equipment trips relevant to the transfer tested prior
to the operation
Crew available and systems prepared to drain and disconnect hoses at short
notice
Oil spill containment equipment prepared and ready for use
Mooring equipment ready for immediate use and extra mooring lines ready at
mooring stations as replacements in case of breakage
Fire-fighting equipment ready for immediate use.
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7.12
Incident Reporting
This section should provide the clear requirements and procedural guidance on
reporting of any incident or near miss, based on the Companys policy and operational
procedures.
Sample Paragraphs:
The POAC or Masters shall report any incident or near miss to the Company and
STS Organizer/Management as soon as possible, but no more than two hours
after the event. The initial report should be made by phone at the earliest, and
follow-up reports be made for the on-going incident every two hours to provide
the status update.
Be mindful that written reports are considered evidence in any subsequent

investigation, therefore be careful to report facts only and avoid speculation.
etc.
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8.
OPERATIONAL PREPARATIONS BEFORE MANEUVERING

This chapter contains guidance information regarding the operational preparations
required in preparing the two vessels for starting the subsequent approach maneuver
and mooring operation. Modify or expand this chapter as deemed appropriate.
8.1
Preparation of Ships
Prior to the STS operation, the Masters of both oil tankers and, if appointed, the STS
Superintendent, should make the following preparations before maneuvers begin:
8.2
Carefully study the operational guidelines contained herein and in the STS
Transfer Guide, as well as any additional guidelines provided by the ship
owner and cargo owner.
Fully brief the crew on the STS operation procedures and hazards, with
particular reference to mooring and unmooring
Verify that the tanker conforms to relevant guidelines, is upright and at a
suitable trim
Confirm the steering gear and all navigation and communications equipment
are in good working order
Test the engine controls and main propulsion plant ahead and astern
Confirm all essential cargo and safety equipment has been satisfactorily
tested
Prepare the mooring equipment in accordance with the mooring plan
Correctly position, connect and secure fenders and transfer hoses as
appropriate and as required by the STS transfer procedure
Prepare cargo manifolds and hose handling equipment
Obtain a weather forecast for the STS transfer area for the anticipated period
of operation
Agree actions to be taken if the emergency signal on the oil tankers whistle is
sounded
Confirm the security level at which the tanker is operating in accordance with
the provisions of the ISPS Code
Confirm completion of relevant pre-operational check-lists
Confirm readiness of maneuvering and mooring
Fendering Operation
Generally, the first vessel that arrives on location will be fendered, unless the lightering
vessel (receiving vessel) is equipped with a fixed fender arrangement. The primary fenders
may be rigged on either vessel depending on the number of lightering operations planned
and the arrival times of each vessel at the rendezvous location.
Upon arrival of both ships, the POAC or Mooring Master and the Masters of each oil tanker
should discuss and determine a fendering plan including the fender arrangement, fender
rigging and fender deployment procedures.
Provide a detailed description of the typical fender arrangement, fender rigging process
and fender deployment procedures, as deemed appropriate.
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8.3
Joint Plan of Operation
A joint plan of operation that aligns with the individual STS Plan established for each ship
should be developed on the basis of the information exchanged between the two oil tankers
involved in the STS operation. This joint plan should include the following elements:
8.4
Mooring arrangements
Quantities and characteristics of the cargo(es) to be loaded (discharged) and
identification of any toxic components
Sequence of loading (discharging) of tanks
Details of cargo transfer system, number of pumps and maximum permissible
pressure
Rate of oil transfer during operation (initial, maximum and topping-off)
Time required by the discharging oil tanker for starting and topping-off and the
changing rate of delivery during topping-off of tanks
Normal stopping and emergency shutdown procedures
Maximum draft and freeboard anticipated during operations
Disposition and quantity of ballast and slops and disposal, if applicable
Details of proposed venting or inerting of cargo tanks
Details of crude oil washing, if applicable
Emergency and oil spill containment procedures
Sequence of actions in case of oil spillage
Identified critical stages of the operations
Watchkeeping plan and shift arrangement
Local or government rules that apply to the transfer
Co-ordination of plans for cargo hose connection, monitoring, draining and
disconnection
Unmooring and unberthing plans
Environmental and operational limits that would trigger suspension of the
mooring, transfer operation and disconnection and unmooring of the tankers
Navigation Signals
.1
The lights and shapes to be shown and the sound signals made during the
STS operations are to be in accordance with the COLREGS and local
regulations.
.2
The lights and shapes are to be checked and rigged ready for display prior to
STS operation.
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9.
MANEUVERING AND MOORING

This chapter contains guidance information on the maneuvering alongside procedures
and mooring operation. Modify or expand this chapter as deemed appropriate.
Reference must be made to STS Guide Chapter 6 and related Safety Check-Lists.
Additional reference is made to the OCIMF Effective Mooring [Ref.7] and Mooring Equipment
Guidelines [Ref. 8], as well as the Code of Safe Working Practices for Merchant Seaman
(CSWP).
9.1
Basic Berthing Principles
9.2
Normally, the smaller ship berths alongside the larger ship on the starboard
side.
It is common practice for STS berthing to be conducted during daylight unless
the provided personnel are suitably experienced in night-time STS
maneuvering, a risk assessment has been carried out and approval obtained
from the Company.
For night-time berthing, the deck should be adequately lit and, if possible, the
ships side and fenders should be lit by spot lights.
The most experienced helmsman should be used.
There should be effective radio communications between the bridge and the
mooring personnel.
There should be effective communications between the Masters of each
tanker.
Be aware that some local jurisdictions may have regulations specifying some
aspects of maneuvering between ships.
If either of the Masters or the STS Superintendent has the slightest doubt
about the safety of the approach maneuver, the berthing operation should be
aborted.
Maneuvering Alongside with Two Ships Under Power

.1
Advice for the control of the ships
.2
Normally, the larger ship is to maintain steerage way at slow speed,

keeping a steady course heading and the maneuvering ship
approaches and berths with the port side to the starboard side of the
constant heading ship.
Courses requested by the maneuvering ship must be followed by the
constant heading ship
Ships speed should be controlled by adjusting the engine revolutions
(or propeller pitch), and any adjustment should be limited.
For diesel engines, ascertain the number of air starts available.
Advice for maneuvering alongside
At all times each ship is responsible for maintaining a proper lookout
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During maneuvering, the wind and sea should be kept on the port bow
of the larger constant heading ship; however, local conditions or
knowledge may indicate an alternative approach.
The angle of approach adopted by the maneuvering ship should not be
excessive.
A common approach to berthing is for the maneuvering ship to
approach the constant heading ship from the constant heading ships
starboard quarter and, on closer approach, parallel the course to a
safe distance from the constant heading ship. Contact is made by the
maneuvering ship to reduce the distance by rudder and engine
movements until the fenders touch.
No engine movement on the constant heading ship should be made
without advising the STS Superintendent or the Master of the
maneuvering ship.
Pay attention to the effects of ship interaction when maneuvering at
close quarters.
9.3 STS Maneuvers

.1
Maneuvering a Combined Two-Ship System to Anchor

On completion of the mooring alongside, the constant heading ship will usually
power all future maneuvers and, if a transfer at anchor is planned, will proceed
to the agreed anchoring position. The following points are emphasized for the
maneuvering operation:
.2
During this period, the maneuvering ship should have its engines
stopped and rudder amidships and the constant heading ship should
not use strong astern engine movements.
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
requirements as required by STCW.
The anchored ship is to maintain an anchor watch throughout the
mooring and transfer operations.
Underway Transfer with Two Ships Under Power

Local conditions, such as areas where the water depths are too great for
anchoring the two-ship system, demand the use of an underway transfer with
the two-ship unit under power and making way at slow speed through the
water. The following points are emphasized for the maneuvering operation:
Underway transfer can be considered if there is adequate sea-room

and the traffic conditions, weather, sea conditions and forecasts are
suitable.
The constant heading ship is to maintain steerage way at slow speed
on a steady course and the maneuvering ship keeps its rudder
amidships and remains (with engine stopped) as a towed ship.
As a combined system, safe navigation and collision avoidance is
usually the responsibility of the constant heading ship but may be
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.3
under the direction of the POAC aboard the maneuvering ship

(lightering ship).
Full navigation watch is to be kept on the bridge of each tanker.
Maneuvers with One Ship at Anchor

STS transfer operations involving one ship already positioned at anchor are
quite frequent. For such operations, the anchored ship is anchored in a predetermined position using the anchor on the opposite side to that on which the
other ship will moor and berth. The following points are emphasized:
9.4
A berthing operation should only be carried out after the anchoring ship
has brought up her anchor on the mooring/berthing side and is lying on
a steady heading with reference to the prevailing current and wind
conditions.
Verify that the single anchor of the anchoring ship is adequate for
holding both ships.
A risk assessment should be undertaken to evaluate the necessity of
tug assistance for the maneuvering ship.
Keep careful watch on the heading of the anchored ship and be careful
with any yawing tendency.
Services of an experienced STS Superintendent are recommended for
this type of operation.
Mooring Preparations
.1
Mooring operations should be managed to provide expeditious mooring line

handling. Moorings should be arranged and rigged to allow safe, effective line
tendering when the ships are secured together.
.2
The mooring plan should be developed taking into account 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.
.3
It is important that the mooring arrangement allows for ship movement and
freeboard changes to avoid over stressing the lines throughout the operation.
However, individual lines should not be so long as to permit unacceptable
movement between the ships.
.4
The order of passing mooring lines during mooring, and of releasing lines
during unmooring, should be agreed in advance.
.5
During the STS operations, the freeboard differences between the moored
ships should be kept to a minimum, with consideration given to ballasting the
higher ship and de-ballasting the lower one where this is possible.
.6
Ships equipped with steel wire or high modulus synthetic fiber mooring lines
should fit soft tails to them.
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.7
Strong rope messengers should be readied on both ships and rope stoppers
should be rigged in way of relevant mooring bitts.
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10.
CARGO TRANSFER (PROCEDURES ALONGSIDE)

This chapter contains general guidance information on the ship-to-ship cargo transfer
operations. Modify or expand this chapter as deemed appropriate.
The procedures alongside are essentially the cargo transfer operations which include, but
are not limited to, conducting the pre-transfer procedures, planning for cargo transfer,
performance of cargo transfer and operations after the completion of cargo transfer.
10.1
10.2
Pre-Transfer Procedures
.1
Cargo transfer operations should be carried out in accordance with the

requirements of the receiving ship. The person in charge of the cargo
operations (Lightering Master or cargo officer) for each ship should be
positively identified on a list posted on the bridge and cargo control room of
both ships, together with the names of other persons supervising the cargo
transfer.
.2
Check local regulations on lightering operations to verify compliance with

standards. For example, vapor balancing may be enforced in certain specific
ports and coastal areas.
.3
Good reliable means of communications should be established between the

personnel responsible for cargo operations on each ship.
.4
Cargo transfer operations should be planned and agreed in writing between

the two ships.
.5
The pre-transfer checks should be satisfactorily completed by both ships as

per STS Safety Check List 4 - Before Cargo Transfer and also per ISGOTT
Ship/Shore Safety Check-List.
Planning for Cargo Transfer
Cargo transfer operation pre-transfer should be planned in detail and agreed in writing
between the two tankers. A pre-transfer conference should be conducted so that everyone
involved understands how the operation will take place
.1
The cargo transfer plan should include information on quantity of each grade
of cargo to be transferred, sequence for handling, ballast and vapor
operations, critical stages of operation, coordination of plans of hose
connection, monitoring, draining and disconnection, safe watch arrangements
and emergency/response procedures.
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10.3
.2
When preparing cargo loading and discharging plans, due consideration

should be given to maintaining adequate stability, hull stresses remain within
design limits and free surface effects are kept to a minimum throughout.
.3
The flow rates required for the different phases of the cargo operations should
be agreed and they are to be verified as not exceeding the manufacturers
recommended flow rate for the cargo hoses.
.4
Material Safety Data Sheets (MSDS) for the cargo to be transferred must be
obtained prior to the operations commencing and the receiving ship is to be
aware of any particular properties of the cargo, e.g., high hydrogen sulphide
(H2S) content, special fire-fighting requirements, etc.
Performance of Cargo Transfer

.1
STS cargo transfer operations should be conducted under closed conditions,

i.e. with ullage, sound/sampling ports securely closed. In areas where vapor
balancing procedures are enforced, due regard should be given to the local
regulations.
.2
The cargo transfer should be started at a slow rate to verify that all
connections and hoses are tight, that the oil is being directed into the intended
pipelines and tanks, that no excessive pressure is being built up in the hoses
and pipelines and that there is no evidence of oil leakage.
.3
The flow rate may be increased to the maximum as indicated in the cargo
transfer plan only after being satisfied there is no leakage, that the oil transfer
is made to the intended pipelines and tanks and that there is no excessive
pressure built-up.
.4
Throughout the cargo transfer, both ships should station a responsible

watchkeeping person in the cargo manifold area to observe the hoses and to
check for leaks. In addition, a responsible person equipped with a portable
radio should be stationed at or near the cargo pump controls or in the control
room on the discharging ship to take action as required.
.5
Responsible persons on both ships should periodically check the following

and, if necessary, take appropriate remedial actions for:
Any oil leakage from the equipment and system, or through the oil
tankers plating
Any leakage into pump rooms, ballast or void spaces or cargo tanks
not scheduled to be loaded
Any excessive pressure in pipelines and hoses
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10.4
Unacceptable or deteriorating condition of the hoses and their support

arrangements
Tank ullages and the quantities transferred
Any chafing and undue stress on mooring lines and fenders
.6
Care must be taken to prevent surge pressure when changing over tanks on
the tank ship to be loaded. The filling valves of the next tanks in sequence
should be opened before the valves on the tank being filled are closed.
.7
During cargo transfer, appropriate ballast operations should be performed in

order to minimize the freeboard differences and to avoid excessive trim by the
stern.
.8
Information on the quantities transferred should be routinely and regularly

exchanged between the two ships. Any significant discrepancies between the
quantity discharged and the quantity received should be promptly
investigated.
STS Transfer Using Vapor Balancing
Vapor balancing is used to avoid the release of any gases to the atmosphere through vents
and to minimize the use of the inert gas system when transferring cargo in a STS operation.
Generally, the vapor balancing may be an optional operation for STS operations unless
required by local regulations or is a charterer requirement.
STS transfer operation using vapor balancing should only be undertaken between inerted
ships. Specific operational guidance should be developed to address the hazards associated
with the vapor emission control activities during such transfers.
Operational guidance similar to those set out in Section 7.1.6.4 of the OCIMF ISGOTT
should be followed. Guidance given covers recommendations for:
10.5
Before commencing cargo transfer and

During the cargo transfer.
Operations After Completion of Cargo Transfer
When it is required to stop the cargo transfer operation, the responsible person, i.e.
Lightering Master, should advise the pumping oil tanker in adequate time. Operations after
the completion of transfer should include, but not be limited to, the following procedures:
.1
Upon completion of the cargo transfer, the tank ship with the greatest
freeboard should close the valve at the manifold and drain the oil contained in
the hoses into the tank of the other ship. Any remaining oil in the hoses should
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be drained, after which the hoses should be disconnected and securely
blanked.
10.6
.2
The cargo manifolds should be securely blanked.
.3
The responsible person on each ship is to verify that all valves in their system
are closed and cargo tank openings are closed and secured for sea.
.4
The oil transfer documents and any relevant check lists should be completed.
.5
The governing authorities and the Company should be informed of the

completion of the cargo transfer and the anticipated time of unmooring.
.6
The Masters and the POAC should meet and coordinate the unmooring plan,
taking into account the weather and sea conditions prevailing in the area.
Suspension of Operations
Both oil tankers should be prepared to immediately discontinue the STS transfer operation
and to unmoor and depart, if necessary. The operations should be suspended in the
following conditions:
Movement of the ships alongside reaches the maximum permissible and risks
placing excessive strain on hoses;
Under adverse weather and/or sea conditions;
Power failure on either ship;
A failure of the main communication system between the ships and there is no
adequate standby communication method available;
Spillage of oil into the sea;
An unexplained pressure drop in the cargo system;
The risk of fire is discovered;
Any oil leakage from hoses, couplings or the ships deck piping;
Overflow of oil onto the deck occurs due to over-filling of a cargo tank;
Any faults or damage threatening the escape of oil are discovered; and
A significant, unexplained difference between the quantities of cargo delivered
and received is identified.
Operations may be resumed only after the weather and seas have abated or appropriate
remedial action has been taken.
40
XYZ Marine Inc.

11.
UNMOORING
This chapter contains guidance information on the unmooring and unberthing
operations upon completion of a cargo transfer. Modify or expand this chapter as
deemed appropriate.
Prior to the unmooring and unberthing of the vessels, the Masters and the POAC must coordinate and establish the unmooring plan, taking into account the prevailing weather and
sea conditions.
Special care should be taken for unmooring operations unmooring while one ship is at
anchor and unmooring after an underway transfer. There have been incidents and near
misses during such operations complicated by the unpredictability of environmental
conditions and the difficulty of accurately assessing such factors as tidal conditions. Thus, it
is generally recommended that, when the STS takes place in an area subject to significant
tides, unmooring should be restricted to periods of slack tides.
Unmooring during the hours of darkness is generally not recommended, unless the
personnel involved are suitably experienced, a risk assessment has been made and
permission from the Company obtained.
Prior to commencing the unmooring operation, the STS Safety Check-List #5 - Before
Unmooring, must be completed by each ship.
11.1
Unmooring While One Ship is at Anchor
11.2
Under normal weather conditions, unmooring of the lightering vessel should be

carried out by persons with considerable of experience in STS operations with
the constant heading ship remaining at anchor.
Use of tugs should be considered, where available, especially if yawing of the
anchored ship is anticipated.
If, in the judgment of the POAC, weather and current conditions so require, the
anchored ship should weigh anchor and the unmooring be carried out
underway. In that case, the previously anchored ship should follow the
instructions from the POAC to maintain a speed and course previously agreed
upon. During unmooring, plenty of slack must be given on the mooring lines
and good quality messenger lines must be used.
Unmooring After an Underway Transfer
It is normal to unmoor with the wind and sea on the port bow and then bring
the combined two-ship system head into the wind to spread apart the ships,
unless local conditions dictate otherwise.
41
XYZ Marine Inc.
11.3
Unmooring Checks
11.4
During unmooring, plenty of slack must be given on the mooring lines and
good quality messenger lines must be used.
Sufficient crew should be allocated to the unmooring stations.

The method of disengagement and of letting go mooring lines should be
agreed in advance.
Fenders, including their towing and securing lines should be checked to be in
good order.
Winches and windlasses should be ready for immediate use.
Rope messengers and rope stoppers should be ready at all mooring stations.
Communications should be confirmed between ships and established with
mooring personnel.
Shipping traffic in the vicinity should be checked.
Unberthing Considerations
Special care needs to be taken during unberthing to avoid the two ships
coming into contact.
A common method of unmooring is achieved by singling up fore and aft, then
letting go the remaining forward line and allowing the bow to swing away from
the constant heading ship to a suitable angle, at which time the stern line is let
go and the maneuvering ship moves clear. The constant heading ship should
not independently maneuver until the maneuvering ship is clear.
Separation of two ships is often more difficult than the original mooring
because of difficulties that may arise due to local conditions or vessel
configurations, such that alternative plans should also be considered.
Special care should be adopted in regard to letting go the last lines in an
expeditious and safe manner. A method that can facilitate this is the toggle pin
technique.
42
XYZ Marine Inc.

12.
REPORTING ON STS COMPLETION
12.1
Notification to Authorities
Upon completion of each STS lightering operation, each ship or their ship agents should
provide a STS completion notice to the appropriate coastal State authorities as per the local
or national requirements. In general, the following information should be reported in the
notification:
12.2
Time and date of completion of STS operation

Quantity and type of cargo transferred
Service vessel discharge port
ETA to pilot and discharge port
Reporting to Company
Optional
Provide clear information and guidance on the Companys reporting requirements on
the completion of the STS transfer operation and before departing.
Example:
Upon completion of each STS operation, the Master is to report to the Company
management in accordance with the Companys policy and procedures.
12.3
Record Keeping of STS Operations
The requirements of recording the cargo transfer operation is to follow the guidance
provisions outlined in IMO Resolution MEPC.117(52) with regard to completing the Oil
Record Book for the STS transfer operations taking place on the Ship.
All documents including logs, records and reports, in support of an STS transfer operation
should be collected and maintained on board the Ship.
As per Regulation 41.5, all such documents are to be retained for three (3) years and be
available for inspection by a party to the Convention and other governing local authorities as
deemed necessary.
43
XYZ Marine Inc.

13.
REFERENCES
[1]
IMO Resolution MEPC.186(59) new Chapter 8 to MARPOL Annex I on Prevention

of Pollution During Transfer of Oil Cargo Between Oil Tankers at Sea
[2]
IMO Manual on Oil Pollution, Section 1 Prevention, as amended
[3]
ICS and OCIMF, Ship to Ship Transfer Guide Petroleum, 4th Edition, 2005
[4]
OCIMF, Ship to Ship Transfers Considerations Applicable to Reverse Lightering

Operations, 1st edition, September 2009
[5]
OCIMF, Recommendations for Oil Tanker Manifolds and Associated Equipment, 4th
edition 1991
[6]
OCIMF, Guidelines for Handling, Storage, Inspection and Testing of Hoses in the
Field, 2nd edition 1995
[7]
OCIMF, Effective Mooring, 3rd edition 2010
[8]
OCIMF, Mooring Equipment Guidelines, 3rd edition 2008
[9]
OCIMF, International Safety Guide for Oil Tanker and Terminals (ISGOTT), 5th edition
2006
[10]
IMO International Code of Signals
[11]
IMO International Regulations for Preventing Collision at Sea (COLREGS)
[12]
IMO International Convention on

Watchkeeping for Seafarers (STCW)
[13]
BS EN 1765, Rubber Hoses Assemblies for Oil Suction and Discharge Services,
Specification for the Assemblies, 2004
[14]
BS 1435-2, Rubber Hoses Assemblies for Oil Suction and Discharge Services, Part 2:
Recommendations for Storage, Testing and Use, 2005
[15]
ICS, Guide to Helicopter/Ship Operations, 2009
Standards
44
of
Training,
Certification
and
XYZ Marine Inc.

APPENDIX 1 - SHIP PLANS
General Arrangement Plan
Attach Drawing
Cargo Tank Arrangement and Capacity
Attach Drawing
Cargo Handling System Plan and Manifold Details
Attach Drawing
Anchor Handling and Mooring Arrangement Plan
Attach Drawing
45
XYZ Marine Inc.

PART B - STS SAFTEY CHECK-LISTS AND SAMPLE STS TRANSFER OPERATION
LOG FORM
Incorporate, as deemed appropriate, any relevant references, general operating
procedures or supporting information related to the STS operations, which are helpful to
the crew in the conduct of a safe STS operation, e.g.,
Typical Fender Arrangement
Fendering and Unfendering Operations
Typical Mooring Alongside Arrangement
Fendering and Undfendering Operation Procedures
Local regulations on STS transfer operations
etc.
B.1
OPERATIONAL SAFETY CHECK LISTS
B.2
CHECK-LIST 1 Pre-fixture Information (for each ship)

CECHK-LIST 2 Before Operations Commence
CHECK-LIST 3 Before Run-in and Mooring
CHECK-LIST 4 Before Cargo Transfer
CHECK-LIST 5 Before Unmooring
STS OPERATIONS GULF OF MEXICO

(Example)
46
XYZ Marine Inc.

B.1 - STS SAFETY CHECK-LISTS (PER ICS/OCIMF STS TRANSFER GUIDE)
CHECK-LIST 1
PRE-FIXTURE INFORMATION (FOR EACH SHIP)
CHECK-LIST 2
BEFORE OPERATIONS COMMENCE
CHECK-LIST 3
BEFORE RUN-IN AND MOORING
CHECK-LIST 4
BEFORE CARGO TRANSFER
CHECK-LIST 5
BEFORE UNMOORING
The attached STS Safety Check-Lists have been formatted based on the standard forms of
ICS/OCIMF STS Guide - Petroleum [Ref. 3].
Alternatively, the users may develop their own form or use the form from the ICS/OCIMF STS
Guide.
47
XYZ Marine Inc.
SHIP-TO-SHIP TRANSFER
CHECK-LIST 1 PRE-FIXTURE INFORMATION (FOR EACH SHIP)
(BETWEEN SHIP OPERATOR/CHARTERER AND ORGANIZER)
Ships Name
Ship Operator
IMO No.
Ship
Charterer
STS
Organizer
Preferred Contact No.

(e.g. INMARSAT)
1
Ship Operators
Confirmation
What is the LOA?

What is parallel body length at loaded and ballast draft
Will the transfer be conducted underway and, if so, can the ship
maintain about five knots for a minimum of two hours?
Is the ships manifold arrangement in accordance with OCIMF

Recommendations for Oil Tanker Manifolds and Associated
Equipment?
Is the ships lifting equipment in accordance with OCIMF

Recommendations for Oil Tanker Manifolds and Associated
Equipment?
What is the maximum and minimum expected height of the

cargo manifold from the waterline during the transfer?
Can sufficient manpower be provided for all stages of the

Operation?
Are enclosed fairleads and mooring bitts in accordance with

OCIMF Mooring Equipment Guidelines and are they of a
sufficient number?
Can the ship supplying the mooring provide all lines on winch
drums?
If moorings are wires or high modulus synthetic fiber ropes, are

they fitted with synthetic tails at least eleven meters in length?
10
Are full-sized mooring bitts of sufficient strength suitably located

near all enclosed fairleads to receive mooring rope eyes?
11
Are both sides of the ship clear of any overhanging projections

including bridge wings?
12
Has the transfer area been agreed?
FOR DISCHARGING SHIP
RECEIVING SHIP
Name:
Rank:
Signature:
Date:
48
Remarks
XYZ Marine Inc.
CHECK-LIST 2 BEFORE OPERATIONS COMMENCE
Discharging Ships Name:
Receiving Ships Name:
Date of Transfer:
Discharging Receiving Ship
Ship Checked
Checked
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Have the two ships been advised by their shipowners that

Check-List 1 has been completed satisfactorily?
Can personnel comply with rest requirements of ILO 180,
STCW or national regulations as appropriate?
Have radio communications been established?
Has the language of operations been agreed?
Has the rendezvous position of the transfer area been
agreed?
Have berthing and mooring procedures been agreed,
including fender positions and number/type of ropes to be
provided by each ship?
Has the system and method of electrical insulation between
ships been agreed?
Are the ships upright and at a suitable trim without any
overhanging projections?
Hve the engines, steering gear and navigational equipment
been tested and found in good order?
Hve the ships boilers and tubes been cleared of soot and is it
understood that during STS operations, tubes must not be
blown?
Have the engineers been briefed on engine speed (and speed
adjustment) requirements?
Have weather forecasts been obtained for the transfer area?
Are hose lifting requirementz suitable and ready for use?
Are cargo transfer hoses properly tested and certified and in
apparent good condition?
Are fenders and associated equipment in apparent good
visual order?
Has the crew been briefed on the mooring procedure?
Is the contingency plan agreed?
Have the local authorities been advised about the operation?
Has a navigational warning been broadcast?
Has the other ship been advised that Check-List 2 is now
satisfactorily completed?
RECEIVING SHIP
Name:
Rank:
Signature:
Date:
49
Remarks
XYZ Marine Inc.
50
XYZ Marine Inc.
CHECK-LIST 3 BEFORE RUN-IN AND MOORING
Date of Transfer:
Discharging Receiving Ship
Ship Checked
Checked
1
Has check-List 2 been satisfactorily completed?
Are the primary fenders floating in their proper place And

the fender pennants in order?
Are secondary fenders in place, if required?
Have over side protrusions on the side of berthing been

retracted?
Is a TA proficient helmsman at the wheel?
Are cargo manifold connections ready and marked?
Has course and speed information been exchanged and

understood?
Ships speed adjustment is to be controlled by changes to

revolutions and/or propeller pitch
Are navigational signals correctly displayed?
10
Is adequate lighting available?
11
Is there power to the winches and windlass and are they

in good order?
12
Are rope messengers, rope stoppers and heaving lines

ready for use?
13
Are all mooring lines ready?
14
Are all mooring personnel in position?
15
Have communications been established with mooring

personnel?
16
Is the anchor on the opposite side to transfer walked out

and ready for dropping?
17

[Specify]
RECEIVING SHIP
Name:
Rank:
Signature:
Date:
51
Remarks
XYZ Marine Inc.
52
XYZ Marine Inc.
CHECK-LIST 4 BEFORE CARGO TRANSFER
Date of Transfer:
Discharging
Receiving
Ship Checked Ship Checked
1
Has the ISGOTT ship/Shore Safety Check-List been

Have the procedures for transfer of personnel been

agreed?
Is the gangway (if used) in position and well secured?
Has an inter-ship communication system been agreed?
Have emergency signals and shutdown procedures been

agreed?
Will an engine room watch be maintained throughout

transfer and the main engine be ready for immediate use?
Are fire axes or suitable cutting equipment in position at fore

and aft mooring stations?
Has a bridge watch and/or an anchor watch been

established?
Have the officers in charge of the cargo transfer on both

ships been identified and posted?
10
Has a deck watch been established to pay particular

attention to moorings, fenders, hoses, manifold observation
and cargo pump controls?
11
Has the initial cargo transfer rate been agreed with the
other ship?
12
Has the maximum cargo transfer rate been agreed with the
other ship?
13
Has the topping-off ratebeen agreed with the other ship?
14
Are the cargo hoses well supported?
15
Are the tools required for rapid disconnection located at the

cargo manifold?
16
Have the details of the previous cargo of the receiving ship

been given to the discharging ship?
17
Has the other ship has been advised that Check-List 4 is

now satisfactorily completed?
RECEIVING SHIP
Name:
Rank:
Signature:
Date:
53
Remarks
XYZ Marine Inc.
54
XYZ Marine Inc.
CHECK-LIST 5 BEFORE UNMOORING
Date of Transfer:
Discharging
Ship Checked
1
Have the cargo hoses been properly drained prior to hose

disconnection?
Are the cargo hoses and manifolds blanked?
Is the transfer side of the shipclear of obstructions

(including hose lifting equipment)?
Are secondary fenders correctly positioned and secured for

departure?
Has the method of unberthing and of letting go moorings

been agreed with the other ship?
Are the fenders, including fender pennants, in good order?
Is there power is to the winches and windlass?
Are there rope messengers and rope stoppers at all

mooring stations?
Is the crew standing by at the mooring stations?
10
Have communications been established with mooring

personnel and with the other ship?
11
Has shipping traffic in the area been checked?
12
Have the main engine(s) and steering gear been tested and
in a state of readiness for departure?
13
Have the mooring personnel been instructed to let go only

as requested by the maneuvering ship?
14
Have the navigational warnings been cancelled (when clear

of the other ship)?
15

RECEIVING SHIP
Name:
Rank:
Signature:
Date:
55
Receiving Ship
Checked
Remarks
XYZ Marine Inc.

B.2 - STS OPERATIONS GULF OF MEXICO
Example
56
XYZ Marine Inc.

PART C - SAMPLE STS TRANSFER OPERATION LOG AND STS RECORD BOOK
(OPTIONAL)
C.1
SAMPLE STS TRANSFER OPERATION LOG (OPTIONAL)
STS TRANSFER OPERATION LOG

STS OPERATION REFERENCE NO.:
GT-STS-GULF00002
SHIP NAME:
Green Tree
DATE OF TRANSFER:
23-05-2011
RECORD ISSUED DATE:
25-05-2011
Discharging Vessel
Receiving Vessel
Ship Name
Blue Sky
Green Tree
IMO Number
345985
9988776
Call Sign
BC7KT
SA5PT
Operator
TKP Ship Management Co.
XYZ Marine Inc.
Dimensions: Loa x B x D X T
333 x 60 x 29 x 20.8
174 x 32.2 x 18.2 x 11 m
Deadweight
306,200
54,100
Class Society
ABS
ABS
Flag / Port of Registry
Port of Origin
Port of Destination
A. PRODUCT TRANSFERRED
(Include cargo type and approximate amount received or delivered)
Crude oil,
B. AREA OF STS OPERATION AND LIMITING WEATHER CRITERIA

(Identify lightering location or zone used, regulations imposed by local Authority, where
applicable, and describe limiting weather criteria)
STS Operation Area:
Designated rendezvous point off Cape Henlopen, Delaware River
Latitude 38o 35 North
Longitude 74o 27 West
57
XYZ Marine Inc.

C. DURATION OF STS OPERATION
(Duration of transfer operation, time of arrival in the lightering area and departing time and
date)
Time/date of arrival:
Time/date of completion: ..
E. STS OPERATION MANAGEMENT
(Identify STS organizer, person in overall advisory control (POAC), STS service provider (or
STS operator)- if employed, staff of each ship assigned for STS operation)
STS Organizer
XYZ Marine Inc.
Person in Overall
Advisory Control
STS Service Provider
STS Superintendent,
Staff on STS Duties
Master
Chief Office
Deck watch for mooring
Manifold watch
Helmsman rotation scheme
Engine room crew rotation scheme
etc.
DVD marine Services
F. STS SERVICE PROVIDER CERTIFICATION

(Confirm qualification of STS service provider and its assigned STS superintendent, and
verify vetting approval of STS equipment, if applicable)
Qualification of Service
Provider
STS Superintendent
Qualification
G.
STS MARINE EQUIPMENT
Appropriate equipment, as outlined in the STS plan, ICS/OCIMF STS Transfer Guide, Petroleum
(Chapter 9) and IMO on Oil Pollution, Section 1 - Prevention, for the performance of this STS
operation has been provided by DVD Marine Services.
Primary fenders: Four 6.5 x 3.3 m (20 x 11 feet) pneumatic rubber fenders
Secondary fenders: Four 3.0 x 1.5 m (10 x 15 feet) pneumatic rubber fenders
H. STS OPERATION NOTIFICATION TO AUTHORITY

(Include the contact numbers of local authority)
Confirm advance notice made to local authority
U.S. Coat Guard, Captain of the Port office:
58
XYZ Marine Inc.

I. COMMUNICATION ARRANGEMENTS
(Include the contact numbers of local authority)
Prudent and customary communications, as provided in the Ships approved STS Plan, ICS/OCIMF
STS Transfer Guide, Petroleum (Chapter 4) and the IMO Manual on Oil Pollution, Section 1
Prevention, have been followed.
No non-conformity is reported.
J.
SAEFTY PRECAUTIONS
Prudent and customary safe practices, as provided in the Ships approved STS Plan, ICS/OCIMF
STS Transfer Guide, Petroleum (Chapter 3) and the Companys Fleet Operation Manual, have been
followed.
K.
CONTINGENCY PLANS
The Company has conducted a risk assessment for its STS transfer operations in the general
lightering zone of the Gulf of Mexico.
Prudent and customary contingency planning and emergency procedures, as provided in the STS
plan and the Companys assessment study, have been followed.
L.
OPERATIONAL PREPARATIONS
STS Transfer Guide, Petroleum (Chapter 5), IMO Manual on Oil Pollution, Section I - Prevention and
the Companys Fleet Operation Manual., have been followed.
Joint plan of operation
Comprehensive briefing
M.
Joint plan developed in alignment with the Ships STS plan based on
the information exchanged with the discharging vessel, M.T. Blue
Sky.
Document of joint plan is included in this Record.
In accordance with the communication procedures identified in the
STS plan, the master and chief officer had conducted a
comprehensive briefing to the crew on the equipment and procedures
outlines in the joint plan and the STS plan.
MANEUVERING AND MOORING
STS Transfer Guide, Petroleum (Chapter 6), IMO Manual on Oil Pollution, Section I - Prevention and
OCIMF Mooring Equipment Guidelines and the Code of Safe Working Practices for Merchant
Seaman (CSWP), have been followed.
59
XYZ Marine Inc.

N. CARGO TRANSFER (PROCEDURES ALONGSIDE)
(Record the transfer location)
STS Transfer Guide, Petroleum (Sec. 7.1-7.2), IMO Manual on Oil Pollution, Section I - Prevention
and the Companys Fleet Operation Manual, have been followed.
O.
MANAGEMENT OF CARGO TRANSFER
STS Transfer Guide, Petroleum (Sec. 7.4-7.5), IMO Manual on Oil Pollution, Section I - Prevention
(Sec. 6.5-6.6) and the Companys Fleet Operation Manual, have been followed.
P.
UNMOORING
Prudent and customary safe practices will be followed, as provided in the Ships approved STS Plan,
ICS/OCIMF STS Transfer Guide, Petroleum (Chapter 8), IMO Manual on Oil Pollution, Section I Prevention (Sec.6.6.3) and the Companys Fleet Operation Manual.
Q. REPORTING
(Upon completion of transfer operation, notify authority & company, complete cargo transfer
document, collect all completed checklists and relevant records.)
Lightering operation completed at 1445 hours and the Master notified U.S. Coast Guard Port office
and the Company immediately after and provided cargo transfer document.
All the completed STS checklists (No. 1 5) together with the lightering notifications and related
documents have been collected and verified. They have been appended in this report Record.
RECORD APPROVAL AND SIGNATURE

(By person in charge of vessel)
Name: John Smith
Rank: Master
Signature:
Date: 14-04-2011
Append other relevant records, logs, reports related to the subject STS operation, as
deemed appropriate.
60
XYZ Marine Inc.

C.2
STS RECORD BOOK (OPTIONAL)
Example
I. EVENT LOG of STS OPERATIONS
STS
Reference No.
Date
STS Location
Other Vessel
II. STS TRANSFER OPERATION LOGS
61
Product
Transferred
Remarks

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XYZ Marine Inc.

STS TRANSFER OPERATIONS PLAN

Name of Owner / Manager

M.T. Ship Name STS Plan

XYZ Marine Inc.

M.T. Ship Name STS Plan

XYZ Marine Inc.

M.T. Ship Name STS Plan

XYZ Marine Inc.

PART A MAIN DOCUMENT

SHIP PARTICULARS AND RELEVANT INFORMATION

STS OPERATION AND MANAGEMENT

CONDITIONS AND REQUIREMENTS

STS Transfer Area

STS Transfer Operation Process

M.T. Ship Name STS Plan

XYZ Marine Inc.

SAFETY AND EMERGENCIES

OPERATIONAL PREPARATIONS BEFORE MANOEUVERING

Basic Berthing Principles

CARGO TRANSFER (PROCEDURES ALONGSIDE)

MANUUVERING AND MOORING

Unmooring While One Ship is at Anchor

M.T. Ship Name STS Plan

XYZ Marine Inc.

REPORTING ON STS COMPLETION

APPENDIX 1 RELEVANT SHIP PLANS

PART B TECHNICAL INFORMATION ON STS OPERATIONS

OPERATIONAL SAFETY CHECK LISTS

CHECK-LIST 1 Pre-Fixture Information (for each ship)

STS OPERATIONS GULF OF MEXICO

SAMPLE STS TRANSFER OPERATION LOG

STS RECORD BOOK

M.T. Ship Name STS Plan

XYZ Marine Inc.

STS Transfer Operation Plan

IMOs Manual on Oil Pollution, Section I, Prevention as amended (IMO

Add reference to the Companys internal management and operational manuals as

Part A is the main documentation of the STS operation process and

Part B contains the STS operational/safety checklists and other general

Part C is essentially a STS Record Book - a compilation of the individual

Recordkeeping of the STS operations is a regulatory requirement.

M.T. Ship Name STS Plan

XYZ Marine Inc.

Other appropriate formats or templates can be used.

Changes to the Part B (containing STS safety check-lists and general

1.2 Regulatory Requirements

The STS Plan may be incorporated into an existing Safety Management

The Person in Overall Advisory Control (POAC) of STS operations is to be

M.T. Ship Name STS Plan

XYZ Marine Inc.

M.T. Ship Name STS Plan

XYZ Marine Inc.

SHIP PARTICULARS AND RELEVANT INFORMATION

Sample ship particulars table for reference

Flag / Port of Registry

United States / Wilmington, DE

International Call Sign

174 x 32.2 x 18.2 x 11 m

Two located midships, SWL 15 mt

American Bureau of Shipping

+A1, Oil Carrier, (E), +AMS, +ACCU, VEC-L, SH,

A general arrangement of the vessel is given below.

M.T. Ship Name STS Plan