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heading on a steady course at maneuvering speed. Then the second ship will come closer in the same direction but a bit faster. When the vessels are navigating side to side, they can be moored. First of all, the spring lines will be tensioned to maintain the vessels at the same speed. Then the breast lines will keep the vessels as close as possible. It is also possible to add head and stern lines to prevent any longitudinal motion.
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It is not easy to close two moving objects smoothly and safely. One should account prevailing weather conditions and most important the interaction forces exerted during approaching. Therefore, seafarers have established a few procedures which will be used regarding the sizes and maneuverabilities of
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When the maneuverability of the berthing vessel is not really high it is often less dangerous for her to approach a vessel stopped in the water so that there will be a protected side from the waves and wind and there will also not be any bow wave. At that moment the vessel approaches on the quarter
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According to IMO MEPC 186(59) records of STS Operations should be retained for 3 years. Although the records consist on STS checklists and Risk
Assessment procedure those should be assessed after the completion of the STS Operation and the outcome of the assessment should be utilized in the Due
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It is of huge importance to maintain the heading of the “terminal” and this is not possible with stopped vessels. That's why we will not consider a static reference system but one in translation because a ship needs some speed to maintain her heading. The biggest vessel will act has a terminal
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This manoeuvre is designed for a vessel with a high maneuverability which approaches such a big vessel that it can be considered as a reference on its own. At that moment the mother vessel can maintain her course and slightly decrease her speed to reduce her bow-wave and the small vessel will
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The level of due diligence exercised by technical operators and
Masters is mainly governed by SOLAS chapter IX (the ISM Code) which mandates the assessment of "objective evidence" towards actions that will ensure safety. "Objective evidence" consists of past assessments of STS records, crew
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Ship-to-ship transfer operations take place at open sea or at OPL (outer port limit). The involved parties are the 2 participating vessels and the
Service Provider who provides the STS equipment and the qualified Mooring Master (Person in Overall Advisory Control, POAC). There is no direct
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Most of cargo operations take place between a ship and a land-based terminal. Nevertheless, it sometimes can be useful to transfer cargo from one ship to another in the open sea and this is called a ship-to-ship operation. One vessel will act as the terminal whilst the other one will
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Although the term "due diligence" is vague, its application will be challenged either during an incident investigation, or relevant litigation. Technical operators should have the means to prove that they are in compliance with both commercial guidelines and statutory requirements.
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experience, lessons learned from past near misses/ incidents, past performance data of vessels, STS Service
Providers, Mooring Masters (POAC), best industry practices, etc. There are relevant services that provided access to such data, some of the open-source.
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STS Operations are part of vessel's operation. Until 2009 there were no international regulations that explicitly prescribe how these operations should take place. These operations are carried out in accordance with guidelines set out by the latest
258:(ICS), with the strictest adherence to safety regulations. These are the industry guidelines which are part of the contractual commitment between the ship owner and the STS Organizer (Charterer, Cargo owner, Oil Major etc.)
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operation is the transfer of cargo between seagoing ships positioned alongside each other, either while stationary or underway. Cargoes typically transferred via STS methods include
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of the mother ship and gets on a parallel heading at slow speed. In that case an artificial type wave can be created which can prevent the ship from stopping.
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prior to commencement of the STS Operation is the only feasible way that will allow the
Masters and their ship operators in ensuring safety.
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products. The nomenclature STS transfer should be used in reference to techniques used by civilian merchant vessels, as differentiated from
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AMENDMENTS TO THE ANNEX OF THE PROTOCOL OF 1978 RELATING TO THE INTERNATIONAL CONVENTION FOR THE PREVENTION OF POLLUTION FROM SHIPS, 1973
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which is the term used by the US Navy for similar, but usually far more complicated, operations between naval vessels while underway.
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contractual relationship among those parties and both
Masters are responsible for ensuring safety. Thus the prudent exercise of
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Lightering a vessel for emergency reasons, usually after a grounding or similar incident
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Commercial reasons, i.e. the cargo changes ownership while the carrying vessel is at sea
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Due diligence should take place in the following phases of the Ship-to-Ship operation:
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must have an approved STS operational manual that describes the procedure.
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Lightening a vessel prior to harbor entering or for re-floating
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First step of the mooring operation, securing the fore spring
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The small pilot boat considers this LNG as a stable reference
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Vessels on a same course prior closing and exchanging lines
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Technical advice to the Master by his technical
Operator
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239:Passing the connecting hose prior cargo operation
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185:approach to finally get on a parallel track.
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273:Record Keeping, Assessment & Auditing
252:Oil Companies International Marine Forum
164:Vessels making way, tactful approach (3)
124:Appointment of Service Provider and POAC
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121:Ship nomination and clearance requests
167:Approaching with a tug assistance (4)
158:Vessels making way, fast approach (1)
154:We can consider three configurations
91:Earning time in a very tight schedule
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198:Vessels making way, tactful approach
263:International Maritime Organization
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265:regulations vessels transferring
256:International Chamber of Shipping
172:Vessels making way, fast approach
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133:Assessment of the STS location
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387:Seamanship (seafaring) topics
452:Ship-to-ship cargo transfer
42:ship-to-ship (STS) transfer
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487:Man overboard rescue turn
332:"RESOLUTION MEPC.186(59)"
161:Mother vessel stopped (2)
130:Risk Assessment procedure
293:Underway replenishment
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151:the vessels involved.
146:Maneuverability Issues
66:underway replenishment
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189:Mother vessel stopped
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18:Ship-to-ship transfer
288:Mid-stream operation
88:Bunkering operations
278:diligence process.
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31:STS operations on
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314:Tanker Operations
100:Sanctions evasion
16:(Redirected from
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341:. 17 July 2009
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343:. Retrieved
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245:Regulations
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507:Sea anchor
402:Navigation
394:Seamanship
299:References
36:Oil tanker
502:Anchoring
345:18 August
267:OIL CARGO
62:petroleum
46:crude oil
522:Category
477:Ropework
417:Pilotage
282:See also
254:and the
497:Mooring
492:Buoyage
427:Sailing
33:Suezmax
482:Knots
335:(PDF)
318:(PDF)
347:2011
74:moor
58:LNG
56:or
54:LPG
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48:,
380:e
373:t
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52:(
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