Section 9 - Hse Plan 2

WESTCHASE OIL AND GAS LIMITED
SAFE SHIP-TO-SHIP (STS)

TRANSFER OPERATIONS PLAN
FOR
SUPPLY OF AGO
TO
OFFSHORE PLATFORM OR VESSEL

TENDER NUMBER: 8385-FEP-OJITT-019
November, 2017
A 10th November, 2017 Issued for Technical Tender E.O T.E
REV DATE ISSUE STATUS ORIG APPR

STS TRANSFER OPERATIONS PLAN
Record of changes
Chang
Revision details/ descript ion Revised Part Tit le / Name Date
e
Numbe
r
TABLE OF CONTENTS
INTRODUCTION
STS Transfer Operation Plan

Regulatory Requirements
SHIP PARTICULARS AND RELEVANT INFORMATION

STS OPERATION AND MANAGEMENT
STS Transfer Operation Process
STS Management
Control of Operations
Use of STS Service Provider
CONDITIONS AND REQUIREMENTS
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
Working Language
Pre-arrival Communications
Communication during Approach, Transfer and Unmooring
Procedures for Communication Failure
EQUIPMENT
Fenders
Hoses and Connections
Mooring Equipment
Ships Crane for Personnel Transfer
Lighting
SAFETY AND EMERGENCIES
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
OPERATIONAL PREPARATIONS BEFORE MANOEUVERING
Preparation of Ships
Fendering Operation
Joint Plan of Operation
Navigation Signals
a) MANEUVERING AND MOORING
Basic Berthing Principles

Maneuvering Alongside with Two Ships under Power
STS Maneuvers
Mooring Preparations
b) CARGO TRANSFER (PROCEDURES ALONGSIDE)
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
c) UNMOORING
Unmooring While One Ship is at Anchor

Unmooring After an Underway Transfer
Unmooring Checks
Unberthing Considerations
d) REPORTING ON STS COMPLETION
Notification to Authorities
Report to Company
Record Keeping of STS Operations
a) REFERENCES
APPENDIX - RELEVANT SHIP PLANS OPERATIONAL SAFETY

CHECK LISTS
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
WESTCHASE OIL AND GAS LIMITED Page 4 of 49
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1 INTRODUCTION
1.1 STS Transfer Operation Plan
This ship-specific Ship-to-Ship Transfer Operation Plan (STS Plan) has been prepared for Westchase
Oil and Gas Limited nominated delivery Vessel 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:
1.1.1 IMOs Manual on Oil Pollution, Section I, Prevention as amended (IMO Manual) and
1.1.2 ICS and OCIMF Ship to Ship Transfer Guide, Petroleum, fourth edition, 2005 (STS
Guide)
Further supplementary instructions and guidelines, from 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:
1.1.3 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.
1.1.4 Part B contains the STS operational/safety checklists and other general technical
references or supporting information related to STS operations.
1.1.5 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.
This ship-specific STS Plan has been approved by International Naval Surveys Bureau (INSB) on
behalf of the Nigerian Flag Administration, and except as indicated below, any alterations or
revisions to this Plan will require re-approval.
1.1.6 Changes to the Part B (containing STS safety check-lists and general technical and
supporting information) will not require re-approval.
1.1.7 Approval is not required for Part C, but, if used, the records of STS operations are to
be retained on board the ship.

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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 entered 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:
a. 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.
b. 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.
c. 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.
d. 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.
e. 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.
f. The STS plan is to be written in the working language of the ships Master and crew.
g. 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.

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2 SHIP PARTICULARS AND RELEVANT INFORMATION
The ships particulars of registration, principal dimensions and other relevant ship-specific
information are given below:
Ship Name As may be nominated
IMO No. As may be nominated
Flag / Port of Registry As may be nominated
International Call Sign As may be nominated
LOA x B X D As may be nominated
Deadweight As may be nominated
Gross Tonnage As may be nominated
Service Speed As may be nominated
Deck Crane As may be nominated
Class Society As may be nominated
Class No. As may be nominated
Class Notations As may be nominated

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3 STS OPERATION AND MANAGEMENT
3.1 STS Transfer Operation Process
Ship-to-ship transfer operations, as well known as lightering operations, are operations that
involve the of transferring crude oil or petroleum products between vessels of different sizes,
usually 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:

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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 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 Review unmooring plan, unmooring procedures while one ship is
Unberthing 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:
a. Discharging tanker and its crew

b. Receiving tanker and its crew
c. Ships owners/managers
d. Charterers
e. Cargo owners
f. 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.

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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.
3.3 Control of Operations
3.3.1 Person in Overall Advisory Control (POAC)
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:
a) Review the STS plan and recommend adjustments for that particular operation;
b) Conduct the cargo transfer, mooring and unmooring operations in accordance with
the approved STS plan and applicable regulations and requirements;
c) Advise the Master(s) of the critical phases of the cargo transfer, mooring and
unmooring operations;
d) Carry out the provisions of the contingency plan in the event of a spill;
e) Properly brief the crewmembers involved in each aspect of the operations so that
they understand their responsibilities;
f) 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;

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g) Verify that a pre-safety check is undertaken in accordance with accepted
industry guidance;
h) Verify that appropriate checks are undertaken prior to unmooring;
i) 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.
.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.
3.4 Use of STS Service Provider
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.
During the process of the of the STS service provider by the Company, the following will be
confirmed:
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
This is necessary because 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.

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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:
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
4.2 Coastal State Requirements
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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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.
4.4.2 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.
4.5 Ship Compatibility in Design and Equipment
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.

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Refer to the initial information required in the STS Safety Check-List 1 in Part B.1.
For Open Sea STS operations, it is also recommended that there is an adequate difference in LOAs
of the ships involved in order to prevent contact damage to lifeboats and bridge wings during
berthing, unmooring or rolling alongside.
The following should be determined prior to berthing:
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
The size and number of manifolds to be used;
The minimum and maximum expected height of the manifold above the waterline
during the transfer operation, and the freeboard differences during the cargo transfer;
Whether the cargo cranes or derricks are in satisfactory condition and of suitable safe
working load (SWL);
The hose supports at the ships side are the adequate to prevent damage to the hose
through chafing;
That both ships have manifolds that comply with OCIMF Recommendations for Oil Tanker
Manifolds and Associated Equipment
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.

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4.7 Companys Operational Policy
4.7.1 Companys Drug & Alcohol Policy
Knowing the effects of drugs and alcohol to the human body, the Company has adopted
the following policies;
Drugs
The misuse of legitimate drugs, or the use, possession, distribution or sale of illicit or un-
prescribed controlled drugs on board ship cannot be condoned and should be
prohibited.
Any use of a prescribed controlled drug which causes, or contributes to unacceptable
job performance or unusual job behaviour should require the seafarer to be excused
from duty until such times as he is repatriated, or treatment and its after-effects cease.
The suggested list of substances to be prohibited should include, but not be limited to
marijuana, cocaine, opiates, phencyclidine (PCP) and amphetamines and their
derivatives.
The Company will not authorize the employment of any persons who are users of or
have a recent record of the use of illegal drugs or have abused the use of prescribed
drugs. Any crewmember found in contravention of the Companys drug policy
shall be instantly dismissed.
Alcohol
Alcohol is not allowed aboard any vessel except as required by the Master for
the entertainment of shore officials.
On some vessels alcohol is only allowed in strictly limited quantities and its consumption is
controlled to ensure that:
a. Consumption is limited to ensure blood alcohol levels do not exceed
40mg/100mil (0.8%) blood alcohol level (BAL).
b. Consumption is prohibited during work periods and four hours before any
schedule work period.
Adequate measures are taken to prevent alcohol from impairing the ability of
watchkeeping personnel. The following screening program has been established:
a. In case of any kind of incident to anybody of the vessel personnel, all persons
involved must immediately be tested for the content of alcohol, using the alcohol
breathing test kit. If the vessel is in port all personnel involved in the incident is
submitted to blood tests to ascertain the presence of drugs.
b. If the presence of alcohol exceeds the allowed limit or drugs is found in the analysis,
the affected crew member must be immediately relieved from duty and
immediately disembarked if the vessel is in port, or if the vessel is at sea as soon as
the vessel reaches the port.
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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
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.
5.2.2 Information from the Other Ship
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.
5.2.3 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 Communications During Approach, Transfer and Unmooring
a) 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.
b) 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.
c) Ships officers responsible for mooring stations should be provided with portable radios.
d) 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.
5.4 Procedures for Communication Failure
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.
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 re-established.

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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 Fenders
a) 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.
b) 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.
c) 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.
d) 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.
e) 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.

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6.2 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.
.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.
6.3 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.

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.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.
6.4 Ships Crane for Personnel Transfer
A) 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.
B) All the associated risks should be assessed and mitigating actions are to be identified
through an onboard risk assessment.
C) Additional recommendations and guidance instructions are found in the STS Guide.
6.5 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
Shipboard Oil Pollution Emergency Plan (SOPEP), manual
Vessels Safety Management Systems (SMS), manual
7.1 Risk Assessment
a) 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:
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
b) 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.
a. Adequate training, preparation or qualification of the oil tankers personnel

b. Suitable preparation of the oil tanker for the intended operations and
sufficient control over the oil tanker during operations
c. Proper understanding of signals and commands
d. Adequate number of crew assigned to controlling and performing oil
transfer operations
e. Suitability of the agreed STS Plan
f. Adequate communications between the responsible person(s) on the
oil tankers involved in the transfer
g. Proper attention given to the difference in freeboard or the listing of the
oil tankers when transferring cargo
h. Condition of the transfer hoses
i. Methods of securely connecting hose(s) to the oil tanker(s) manifold(s)
j. Recognition of the need to discontinue oil transfer when sea and
weather conditions deteriorate
k. ANDAdequacy
WESTCHASE OIL GAS LIMITEDof navigational processes Page 21 of 49
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7.2 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 accident and the potential scale of the consequences during STS operations require
that all parties involved in such operations develop contingency plans for dealing with
emergencies.
Before committing to an STS transfer operation, the following to be carried out:
The parties involved should carry out a risk assessment covering operational hazards and the
means by which they are managed. The output from the risk assessment should be used
to develop risk mitigation measures and contingency plans covering all possible
emergencies and providing for a comprehensive response, including the notification of
relevant authorities. The contingency plan should have relevance to the location of the
operation and take into account the resources available, both at the transfer location
and with regard to nearby back- up support.
Each oil tanker must assign emergency duties to designated members of the crew in case
of accidents that may arise during the transfer of oil, particularly in the case of spillages of
oil.
The risk of oil pollution from STS operations is no greater than during in-port cargo transfers.
However, as a transfer area may be out of range of port services, a contingency plan with
the Shipboard Oil Pollution Emergency Plan (SOPEP) or Vessel Response Plan (VRP) should
be available to cover such risk and should be activated in the event of an oil spill.

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7.4 Prevention of Human Fatigue
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.

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The following STS Safety Check-Lists as per the STS Guide are to be used:
Check-List Description Remark
Check-List 1 Pre-Fixture To be completed by the STS Organizer at initial planning of

Information (for each STS transfer operation and passed to each ship prior to
ship) arrival. At the arrival preparation phase, shipmasters to
confirm compliance
Check-List 2 Before Each ship to confirm compliance with all relevant
Operations requirements has been checked and found to be correct
Commence before operations commence
Check-List 3 Before Run-in Each ship to confirm compliance with all relevant
and Mooring requirements has been checked and found to be correct
before starting run-in and mooring
Check-List 4 Before Cargo Transfer Each ship to confirm compliance with all relevant
requirements has been checked and found to be correct
before starting cargo transfer operations
Check-List 5 Before Unmooring Each ship to confirm compliance with all relevant
requirements has been checked and found to be correct
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:
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
7.9 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.

.
During a transfer operation, the following simultaneous safety watchkeeping actions are required:
a) Deck watch keeping
Continuous roving deck watchkeeping alongside for verifying and/or identifying:
fender arrangements to maintain safe standing-off distances

mooring lines for chaffing
any evidence of oil leaks and oil in water
.
b) Manifold watchkeeping
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.
c) Navigation (or anchor) watchkeeping
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
7.10 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
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
i. Crew available and systems prepared to drain and disconnect hoses at short notice
ii. Oil spill containment equipment prepared and ready for use
iii.Mooring equipment ready for immediate use and extra mooring lines ready at
mooring stations as replacements in case of breakage
.
iv. Fire-fighting equipment ready for immediate use.
7.12 Incident Reporting
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
care should be taken to report facts only and avoid speculation.

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8. OPERATIONAL PREPARATIONS BEFORE MANEUVERING
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:
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
8.2 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.

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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:
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
8.4 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
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
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.
9.2 Maneuvering Alongside with Two Ships Under Power
a) Advice for the control of the ships
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.
b) Advice for maneuvering alongside
At all times each ship is responsible for maintaining a proper lookout

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
WESTCHASE OIL AND to a safe distance from the constant
GAS LIMITED Page 31 of 49
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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
a) 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:
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.
b) 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 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.

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POSSIBLE FINAL APPROACH MANOEUVRE
Vessel A: Constant Heading Ship Constant Speed (About 5 knots)
Vessel B: Manoeuvring Ship
c) 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 pre-
determined position using the anchor on the opposite side to that on which the
other ship will moor and berth. The following points are emphasized:
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.

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9.4 Mooring Preparations
i. 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.
ii. 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.
iii. 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.
iv. The order of passing mooring lines during mooring, and of releasing lines during
unmooring, should be agreed in advance.
v. 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.
vi. Ships equipped with steel wire or high modulus synthetic fiber mooring lines should fit
soft tails to them.
vii. 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)
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 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.
10.2 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
a) 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.

.
b) 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.
c) 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.
d) 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.
10.3 Performance of Cargo Transfer
a) 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.
b) 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.
c) 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.
d) 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.

.
e) 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
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
f) 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.
g) During cargo transfer, appropriate ballast operations should be performed in order
to minimize the freeboard differences and to avoid excessive trim by the stern.
h) 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.
10.4 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:
Before commencing cargo transfer and

During the cargo transfer.

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10.5 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:
a. 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 be drained, after
which the hoses should be disconnected and securely blanked.
b. The cargo manifolds should be securely blanked.
c. 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.
d. The oil transfer documents and any relevant check lists should be completed.
e. The governing authorities and the Company should be informed of the completion
of the cargo transfer and the anticipated time of unmooring.
f. The Masters and the POAC should meet and coordinate the unmooring plan,
taking into account the weather and sea conditions prevailing in the area.
10.6 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.

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11. UNMOORING
Prior to the unmooring and unberthing of the vessels, the Masters and the POAC must co-
ordinate 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
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.

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11.2 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.
During unmooring, plenty of slack must be given on the mooring lines and good
quality messenger lines must be used.
11.3 Unmooring Checks
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.
11.4 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.

.
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:
Time and date of completion of STS operation

Quantity and type of cargo transferred
Service vessel discharge port
ETA to pilot and discharge port
12.2 Reporting to Company
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.

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

.
STS SAFTEY CHECK-LISTS
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].

.
SHIP-TO-SHIP TRANSFER
CHECK-LIST 1 PRE-FIXTURE INFORMATION (FOR EACH SHIP)
(BETWEEN SHIP OPERATOR/CHARTERER AND ORGANIZER)
Ships Name IMO No.
Ship Operator Ship STS
Chartere Organizer
Preferred Contact r Ship Remarks
No. (e.g. INMARSAT) Operators
Confirmation
1 What is the LOA?
What is parallel body length at loaded and ballast draft
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 ships manifold arrangement in accordance with
OCIMF Recommendations for Oil Tanker Manifolds and
Associated Equipment?
4 Is the ships 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 Can sufficient manpower be provided for all stages
of the Operation?
7 Are enclosed fairleads and mooring bitts in

accordance with OCIMF Mooring Equipment
Guidelines and are they of a sufficient number?
8 Can the ship supplying the mooring 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 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:

.
CHECK-LIST 2 BEFORE OPERATIONS COMMENCE
Discharging Ships Name:
Receiving Ships Name:
Date of Transfer:
Discharging Receiving Remarks
Ship Ship
Checked Checked
1 Have the two ships been advised by their shipowners
that Check-List 1 has been completed satisfactorily?
2 Can personnel comply with rest requirements of ILO
180, STCW or national regulations as appropriate?
3 Have radio communications been established?
4 Has the language of operations been agreed?
5 Has the rendezvous position of the transfer area
been agreed?
6 Have berthing and mooring procedures been
agreed, including fender positions and number/type
of ropes to be provided by each ship?
7 Has the system and method of electrical insulation
between ships been agreed?
8 Are the ships upright and at a suitable trim without
any overhanging projections?
9 Hve the engines, steering gear and navigational
equipment been tested and found in good order?
10 Hve the ships boilers and tubes been cleared of soot
and is it understood that during STS operations, tubes
must not be blown?
11 Have the engineers been briefed on engine speed (and
speed adjustment) requirements?
12 Have weather forecasts been obtained for the transfer
area?
13 Are hose lifting requirementz suitable and ready for use?
14 Are cargo transfer hoses properly tested and certified
and in apparent good condition?
15 Are fenders and associated equipment in apparent
good visual order?
16 Has the crew been briefed on the mooring procedure?
17 Is the contingency plan agreed?
18 Have the local authorities been advised about the
operation?
19 Has a navigational warning been broadcast?
Name: Rank:
Signature: Date:

.
CHECK-LIST 3 BEFORE RUN-IN AND MOORING

Date of Transfer:
Ship Ship
Checked Checked
1 Has check-List 2 been satisfactorily completed?
2 Are the primary fenders floating in their proper place And
the fender pennants in order?
3 Are secondary fenders in place, if required?

4 Have over side protrusions on the side of berthing been
retracted?
5 Is a TA proficient helmsman at the wheel?

6 Are cargo manifold connections ready and marked?
7 Has course and speed information been exchanged and
understood?
8 Ships speed adjustment is to be controlled by changes to [Specify]
revolutions and/or propeller pitch
9 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 Has the other ship been advised that Check-List 3 is now

satisfactorily completed?
Name: Rank:
Signature: Date:

.
CHECK-LIST 4 BEFORE CARGO TRANSFER

Date of Transfer:
Ship Ship
Checked Checked
1 Has the ISGOTT ship/Shore Safety Check-List been satisfactorily
completed?
2 Have the procedures for transfer of personnel been agreed?
3 Is the gangway (if used) in position and well secured?
4 Has an inter-ship communication system been agreed?
5 Have emergency signals and shutdown procedures been agreed?
6 Will an engine room watch be maintained throughout transfer and
the main engine be ready for immediate use?
7 Are fire axes or suitable cutting equipment in position at fore and aft
mooring stations?
8 Has a bridge watch and/or an anchor watch been
established?
9 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?
Name: Rank:
Signature: Date:

.
CHECK-LIST 5 BEFORE UNMOORING
Date of Transfer:
Ship Checked Ship
Checked
1 Have the cargo hoses been properly drained
prior to hose disconnection?
2 Are the cargo hoses and manifolds blanked?

3 Is the transfer side of the shipclear of
obstructions (including hose lifting
equipment)?
4 Are secondary fenders correctly positioned and
secured for departure?
5 Has the method of unberthing and of letting
go moorings been agreed with the other ship?
6 Are the fenders, including fender pennants, in

good order?
7 Is there power is to the winches and windlass?
8 Are there rope messengers and rope
stoppers at all mooring stations?
9 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 Has the other ship been advised that Check-
List 5 is now satisfactorily completed?
Name: Rank:
Signature: Date:

.

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WESTCHASE OIL AND GAS LIMITED

SAFE SHIP-TO-SHIP (STS)

OFFSHORE PLATFORM OR VESSEL

A 10th November, 2017 Issued for Technical Tender E.O T.E

REV DATE ISSUE STATUS ORIG APPR

STS Transfer Operation Plan

SHIP PARTICULARS AND RELEVANT INFORMATION

CONDITIONS AND REQUIREMENTS

STS Transfer Area

SAFETY AND EMERGENCIES

a) MANEUVERING AND MOORING

Basic Berthing Principles

b) CARGO TRANSFER (PROCEDURES ALONGSIDE)

Unmooring While One Ship is at Anchor

d) REPORTING ON STS COMPLETION

APPENDIX - RELEVANT SHIP PLANS OPERATIONAL SAFETY

This ship-specific STS Plan contains three (3) parts:

WESTCHASE OIL AND GAS LIMITED Page 5 of 49

Some of the key requirements are as follows:

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

WESTCHASE OIL AND GAS LIMITED Page 6 of 49

Ship Name As may be nominated

IMO No. As may be nominated

Flag / Port of Registry As may be nominated

International Call Sign As may be nominated

LOA x B X D As may be nominated

Deadweight As may be nominated

Gross Tonnage As may be nominated

Service Speed As may be nominated

Deck Crane As may be nominated

Class Society As may be nominated

Class No. As may be nominated

Class Notations As may be nominated

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3.1 STS Transfer Operation Process

The STS transfer operations include:

the reverse lightering process, sometimes referred to as topping-off, where the

WESTCHASE OIL AND GAS LIMITED Page 8 of 49

Typically, the involved parties of an STS operation include the following:

a. Discharging tanker and its crew

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3.3 Control of Operations

3.3.1 Person in Overall Advisory Control (POAC)

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3.3.2 Vessel Master and Crewmembers Involved in STS Operations

.2 A crewmember is to be designated as the person in charge of the cargo

3.4 Use of STS Service Provider

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4.2 Coastal State Requirements

4.3 Notification and Approval from Authorities

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4.4 Weather and Operating Conditions

4.4.1 Weather Guidelines

4.4.2 Night-Time Operations

4.5 Ship Compatibility in Design and Equipment

Dimension compatibility overall dimensions, freeboard, the position of manifolds, mooring

Cargo handling compatibility size and number of manifolds to be used, the

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The following should be determined prior to berthing:

4.6 Considerations for Reverse Lightering

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Good, reliable and understandable communications between all concerned parties is an

5.1 Working Language

5.2 Pre-arrival Communications