Case Study Double Banking Operation: Shipping Operations Course

CASE STUDY
DOUBLE
BANKING
OPERATION
SHIPPING
OPERATIONS
COURSE
Professor
Dr. Angelos Pantouvakis
[Υπότιτλος εγγράφου]
Students
: Mrs. Lydia Sofia Vatsela
Mr. Konstantinos Diamantidis
TABLE OF CONTENTS
ABSTRACT .............................................................................................................................................. 3
ACKNOWLEDGEMENT ........................................................................................................................ 4
1. INTRODUCTION............................................................................................................................. 5
2. CASE’S DATA ANALYSIS ............................................................................................................. 7
2.1 Double Banking .............................................................................................................................. 7
2.2 Asphalt – Asphalt Carrier................................................................................................................ 8
2.3 Fluorspar ......................................................................................................................................... 9
3. LEGAL FRAMEWORK .................................................................................................................. 9
4. DOUBLE BANKING OPERATION ............................................................................................. 17
4.1 PHASE - 1: RE-ARRIVAL PLANNING ..................................................................................... 17
4.1.1 Due Diligence ........................................................................................................................... 17
4.1.2 Screening Process ..................................................................................................................... 18
4.1.3 Ship To Ship Compatibility....................................................................................................... 19
4.1.4 Participants And Duties............................................................................................................. 20
4.1.5 Notification to and Approval from Authorities ......................................................................... 22
4.1.6 Transfer Area ............................................................................................................................ 23
4.1.7 Weather & Environmental Conditions ...................................................................................... 24
4.1.8 Records ..................................................................................................................................... 24
4.1.9 Communications ....................................................................................................................... 25
4.1.9.1 General Communications .......................................................................................................... 25
4.1.9.2 Language................................................................................................................................... 25
4.1.9.3 Pre-Arrival Communications .................................................................................................... 26
4.1.9.4 Navigational Warnings.............................................................................................................. 27
4.1.9.5 Communications during Cargo Transfer Operations ................................................................. 27
4.1.9.6 Procedures for Communication Failure ..................................................................................... 27
4.1.10 Equipment ................................................................................................................................. 28
4.1.10.1 General Considerations ......................................................................................................... 28
4.1.10.2 Fenders .................................................................................................................................. 28
4.1.10.3 Cargo Transfer Hoses (Hot Tar and Asphalt Hose) ............................................................... 31
4.1.10.4 Mooring Equipment .............................................................................................................. 33
4.1.11 Personnel Transfers – In Port Operations .................................................................................. 33
4.1.12 Emergency Preparedness........................................................................................................... 33
4.1.12.1 Contingency Plan .................................................................................................................. 33
4.1.12.2 Emergency Signal ................................................................................................................. 34
4.1.12.3 Emergency Situations............................................................................................................ 34
4.1.12.4 Procedures in the Event of Gas Accumulation on Deck ........................................................ 35
4.1.12.5 Accidental Cargo Release ..................................................................................................... 35
4.1.12.6 Cessation of Transfer Operations as a Precautionary Measure .............................................. 36
4.1.13 Risk Assessment ....................................................................................................................... 37
4.1.14 Safety ........................................................................................................................................ 40
4.1.14.1 General Safety ....................................................................................................................... 40
4.1.14.2 Personal Protective Equipment and Life Saving Appliances ................................................. 41
4.1.14.3 Use of Checklists .................................................................................................................. 41
4.1.14.4 Material Safety Data Sheets .................................................................................................. 42
4.1.14.5 Action in Case of Infringement of Safety .............................................................................. 42
4.1.14.6 Action in Case of Cargo Leakage .......................................................................................... 42
4.1.14.7 Helicopter Operations ........................................................................................................... 42
4.1.15 Training and Familiarization ..................................................................................................... 43
4.1.15.1 Safety Drills .......................................................................................................................... 44
4.1.16 Security ..................................................................................................................................... 45
4.2 PHASE-2: ARRIVAL ................................................................................................................... 46
4.2.1 Preparation of Ships .................................................................................................................. 46
4.2.2 Joint Plan of Operation.............................................................................................................. 47
4.3 PHASE-3: BERTHING ................................................................................................................ 48
4.3.1 Maneuvering ............................................................................................................................. 48
4.3.1.1 Basic Berthing Principles .......................................................................................................... 48
4.3.1.2 Maneuvering for In-Port Operations ......................................................................................... 48
4.3.2 Mooring .................................................................................................................................... 49
4.3.3 In Port Mooring Operations ...................................................................................................... 49
4.4 PHASE-4: CARGO TRANSFER ................................................................................................. 50
4.4.1 Pre-Transfer Procedures ............................................................................................................ 50
4.4.1.1 Pre-transfer Requirements ......................................................................................................... 50
4.4.1.2 Responsibility for Cargo Operations ......................................................................................... 51
4.4.1.3 Planning for Cargo Transfer ...................................................................................................... 51
4.4.2 Cargo Transfer .......................................................................................................................... 53
1
4.4.2.1 General Guidance ...................................................................................................................... 53
4.4.2.2 Suspension of Cargo Transfer ................................................................................................... 53
4.4.3 Vapor Balancing Considerations ............................................................................................... 54
4.4.3.1 Vapor Balancing Considerations during Cargo Transfer ........................................................... 54
4.4.4 Safety During Cargo Transfer ................................................................................................... 54
4.4.4.1 Readiness of Fire-Fighting Equipment ...................................................................................... 54
4.4.5 Operations After Completion of Cargo Transfer Operation ...................................................... 55
4.5 PHASE-5: DEPARTURE ............................................................................................................. 56
4.5.1 Unmooring ................................................................................................................................ 56
4.5.2 Unmooring Checks ................................................................................................................... 56
4.5.3 Completion Of STS Operation .................................................................................................. 57
5 ANALYSIS OF 13 STEPS .............................................................................................................. 58
6. FLOW OF PHYSICAL PROCESS ............................................................................................... 62
8. REFERENCES................................................................................................................................ 66
2
ABSTRACT
In recent years it is quite often noticed, that in many ports around the world there is a
congestion which causes many delays and extra port expenses for the Shipping Companies. One
way to handle efficiently such issue is to operate more than one berthed vessel at the same time
for loading or discharging or even bunkering, either in-port or at the anchorage. In this case
study, the double banking operation is going to be investigated. The in-port double banking
operation is a Ship-to-Ship operation and is when a vessel berths alongside another vessel that
had already been berthed to the port. In the Port of Lome in Togo, there is an asphalt carrier
obliged to berth alongside a bulk cargo carrier that has already been berthed at the port and by
our scope there is a need to protect the Bulk cargo vessel’s Owners’ interests. A double banking
operation is a kind of a risky business as the crew, the vessel and her cargo are exposed to
danger. The asphalt carrier is going to discharge her cargo at shore through pipes which will be
passed over the cargo vessel’s deck. Things get worse when the Charterers warn our Company
that if the Cargo vessel denies the double banking operation the vessel will be shifted to the
anchorage and go of-hire. But what should actually happen if there is no Double Banking clause
pre-agreed with the Charterers? Is this issue really between the Charterers and the Owners or is it
between Charterers and the Port Harbor? Should the Charterers have been already informed
before the commencement of the voyage that this kind of operations is quite usual at Lome Port,
since the vessel is under Time Charter and the Owners have no liability to search for the Port of
destination. Also, what actually is the reason to expose the cargo vessel to such danger for
another Company’s or the Port Harbors interests? Is it really worth it?
3
ACKNOWLEDGEMENT
With our deepest appreciation, we thank the following professionals, for their valuable advice
and guidance to our investigation.
• Mr. Nikolaos Pentheroudakis Honorary President of the Hellenic Shipbrokers
Association, member of the BoD of the Association for Maritime Arbitration, member
of the Hellenic Maritime Law Association.
• Mr. Dimitrios A. Papaspyridakos, Operations Manager at “Gourdomichalis
Maritime S.A.”
• Captain Kontozoglous A. N., 2nd Officer Merchant Navy, Radio Officer of LNG/C
MARAN GAS PSARA
For devoting their time to professionally discuss over current essay’s unique subject, with
such an enthusiasm and great interest. These three professionals framed legally our issue with
their experienced perspectives.
4
1. INTRODUCTION
The shipping industry is responsible for almost 90 % of the global economy and exhibits a
dynamic behavior maintaining the deciding factor as for the world trade. Furthermore, owns a
prompting role in the demand-supply system being quite decisive not only for the freight market
but also for the market prices of raw materials. The fast expansion of carrying goods by sea has
empowered the international trade, making the transportation of any type of cargo limitless.
Consumers from all around the world have access to the worldwide market through competitive
freight costs and competitive product prices which with the absence of shipping would not even
be possible. An extended depiction of the shipping sector presence presents a world fleet of over
50.000 merchant ships registered in over 150 nations and manned by over a million seafarers of
virtually every nationality.
Undoubtedly there is a radical increase of the sea vessels' size these years, influencing the
volume and the level of traffic congestion at landside port terminals, resulting in the maximization
of the port needs regarding a logistics scope. Great quantities of cargo are making the demand for
the best administration to be in its highest as for the bulk supply chains. Another factor making a
port's demand high is its size or even the neighbor ports' size. This trend puts significant pressure
on ports to accommodate larger vessels but also presents a challenge for hinterland port users. For
every port call, the cargo must be delivered to and from inland locations, using truck, rail, or barge.
The larger the vessel, the more the cost burden shifts from the seaside to the land side [1].
Nowadays the congestion in a port is often noticed and many ways of administration of such
issue have come up. The continuous growth of the international trade and the really high need and
demand of the products has made the management of the ports a more challenging task. The Port
of Lomé in Togo is a port of strategic importance, not only because of its location but also of its
physical dimensions since it has an area of about 900 hectares and it happens to be a natural deep-
water port. Such characteristics define this port to be of high importance for the West Africa coast
in general and as a great advantage, the port is capable of accommodating 3rd generation vessels
much larger offering a draught of 16.6 meters. The Port of Lome is under the administration of a
1
Notteboom, T. 2004. "A Carrier’s Perspective on Container Network Configuration at Sea and
on Land," Journal of International Logistics and Trade (1), pp. 65-87.
5
state-owned company named "Autonome de Lomé" (PAL) and usually is operating loading and
discharging of cargoes such as wheat, minerals and hydrocarbons. Needless to mention that in
2017 the Port of Lomé tripled its capacity managing 1.1 million twenty-foot containers (TEU)
when in 2013 its capacity was only for 311.500 TEU. Besides that, the last decade, the number of
STS operations has increased dramatically. As a result, the Port of Lomé is the leading port of
West Africa, having already overtaken Lagos.
6
2. CASE’S DATA ANALYSIS
2.1 Double Banking
In cases where the maneuvering performed when a vessel has already been moored to a jetty
the operation is named as a double banking [2]. In such operations attention should be drawn with
relevancy berths that don’t traditionally been used for double banking operations [3]. During this
respect, it’s recommended that a proper engineering study and risk assessment is undertaken
furthermore a proper procedure and safety plan is ready prior to the commencement of such
operations [4].
‘Double banking’ occurs when two or more tankers are berthed at the same jetty in such a way
that the presence or operations of one tanker act as a physical constraint on the other. Double
banking is often used as a way of conducting multiple transfers between the shore and two vessels
at the identical jetty at the same time. The outermost tanker could even be moored to an inner
tanker or to the shore, and hose strings led from shore, across the inner tanker, to the outermost.
This causes significant complication in respect of management of the tanker/shore interface.
Double banking of tankers on a berth for cargo operations mustn’t be conducted unless a formal
engineering study and risk assessment are applied and a proper procedure and safety plan
produced. As a minimum, before such activities are agreed, consideration and agreement must be
reached by all parties concerned regarding safe arrival and departure, strength of jetty construction,
mooring fittings, mooring arrangements, personnel access, management of operational safety,
liability, contingency planning, fire-fighting and emergency unberthing.
More specifically, some issues that will occur are, any kind of accident during the discharging
operation that will cause a crew members injury or damage to the vessel or damage to the cargo.
In addition, there is great chance that an explosion may take place causing fire followed be all kind
of possible damages and injuries or deaths that may be resulted due to the high temperature present
2
ICS/OCIMF/SIGTTO/CDI “Ship to Ship Transfer Guide, for Petroleum, Chemicals and Liquefied Gases” First
Edition 2013, page 47
3
Edition 2013, page 47,48.
4
Edition 2013, page 47,48.
7
in the whole pipe system in order to maintain the asphalt cargo's liquidity. Some possible factors
that may lead this operation to go wrong is the malfunction of the strict procedures that ought to
be followed and of course the most common reason that accidents and damages may occur, which
is the weather conditions inside the port waters.
When negotiating a Charter party during which STS transfer is envisaged, it’s important that
careful thought is given on how liability for such an operation is apportioned. This is particularly
important where, during an STS operation, decisions might need to be made quickly and without
time to liaise with the Charterers. It’s important that careful thought is given to how liability for
such an operation is apportioned.
Many time charter parties contain a ‘double banking’ clause, which seeks to position the risks
associated with STS transfers onto the charterer and, frequently, also provide an indemnity from
the charterers for any damage which may result. The wording of such clauses varies, which some
applying only to cargo operations (such as the current BIMCO "Ship to Ship Transfer Clause")
while others extend to off-shore bunkering operations as well [5].
2.2 Asphalt – Asphalt Carrier

Asphalt Cargo is a highly flammable, hazardous and dirty cargo that when it is carried by
sea in liquid form should be at extremely high temperatures from 160 to 250C for liquefaction
purposes, causing great stress to the tanks. Asphalt or bitumen as it's also called is almost entirely
composed of petroleum.
Asphalt carriers are not ordinary vessels since the requirements are specific, high and strict,
mainly because of thermal expansion of tanks and pipes. Such vessels are designed to be single
bottom and double sides and must be equipped with boilers and pipes heat resistant, with four or
five "floating tanks" that are capable to expand because of the presence of such high temperature,
5
Risky business: “STS transfers-a risky Business”, Tanker Operator, January/February 2015 Edition
8
up to 260C. An asphalt carrier is usually in the smaller section with less than 10.000 DWT,
typically between 1.000 - 6.000 DWT.
Another factor that needs caution is the production of vapors which are heavier than air
and really dangerous, especially if breathed by a human since they may cause serious irritation to
nose, throat and lungs or they might cause headaches, dizziness, fatigue, rashes in the skin. The
situation gets worse when direct contacting with the product causing eye irritation, cough and
maybe cancer. Last but not least, when asphalt product gets in contact with water, the asphalt will
froth - as high as to 1 meter due to cargos high temperature.
2.3 Fluorspar
Fluorspar is a mineral cargo whose principal application is the production of steel and cement and
it's quite irreplaceable in its use. The current price of Fluorspar is around 420-470 USD per ton
and prices are forecasted to increase in the long term. The USA considers fluorspar to be a strategic
material whilst China produces over 50% of the world's supply.
3. LEGAL FRAMEWORK
In order to provide the legal framework as for the capability of the Owners to deny or accept
such operation, there is an Investigation to be made not only in legislation according to data but
also regarding past facts from precedent cases and/or incidents and/or accidents, since the Charter
party is not provided and we are not in a position to point out which side owns the whole liability
in this case overall. The references asked to establish a framework of conditions and warranties,
are from three crucial points of view, one of a Charterer’s point, one of an Operations Manager
and one of a Master of a tanker vessel.
First of all, from a legal aspect, the most defining matter is to clarify what exactly has been
agreed and signed in the written final Charter party regarding the double banking clause. The
existence of such clause leads to different ways of approach.
Assuming that there is not even a reference of a DOUBLE BANKING clause in the time
Charter party. This is a quite real assumption because despite the frequency the law in this area
remains relatively undeveloped. Unfortunately, if such clause is not enclosed in the final Charter
9
party, many issues may appear in case any damage occurred and will not actually be clear which
side has responsibility when things go wrong and of course where is the liability starting or ending.
Regarding the data given in the hypothesis, this is a Time Chartered cargo vessel obliged by the
Port Authorities to double bank with another vessel, so that the second one will discharge her
cargo, all at once, in order to save time and/or due to port congestion. It is widely known that when
a vessel is under Time Charter the Charterers are responsible to find her next job, meaning her
next cargo, the port of loading and discharging, pointing their agents and arrange any needful
operation during the loading or discharging of the vessel, etc. On the other hand, when a vessel is
under Voyage Charter the Owners are the ones responsible for such matters, implying that the
Owners will be responsible to make an investigation regarding the port of destination and its
policy, find and communicate with port agents, meaning that Owners side owns the liability in any
incident occurring by the operations made during the voyage.
In order to assume that a DOUBLE BANKING clause is enclosed in the final Charter party, the
investigation may start being based on the internationally known Time Charter party sample that
is widely used for about 100 years now, the NYPE Charter party.
As per NYPE of 94' Charter party’s additional clause 70 regarding the DOUBLE BANKING
operation, it is clearly stated that:
"A. The charterers shall have the right, where and when it is customary and safe for vessels of
similar size and type to do so, to order the vessel to go, lie or remain alongside another vessel or
vessels of any size or description whatsoever or to order such vessels to come and remain alongside
at such safe dock, wharf, anchorage or other place for transshipment loading or discharging of
cargo and/or bunkering.
B. The charterers shall pay for and provide such customary assistance and customary equipment
as may be required to enable any of the operations mentioned in this clause to be completed, and
shall give the owners such advance notice as they reasonably can, of the details of any such
operations. " [6]
First of all, what should be taken for granted is that the Owners have already accepted the
Double Banking Clause (Clause 70 as per Time Charter Party of NYPE 93' which is the most
6
NYPE 1994 Charter Party, Clause 70
10
common C/P being used internationally). This additional clause's acceptance should have been
confirmed upon the signing of the Final Time Charter party. At this point it is crucial to clarify
that the cargo vessel was under Time charter and not under a Voyage charter, which under the
second case the Owners should have made an investigation and gather information and data of the
port of discharge, having the whole responsibility and liability of such STS operation followed by
all emergency plans, etc., something that on our case does not exist.
In addition as per Charterers’ side, they knew or should have known before Chartering the
vessel that at this specific port, the Lomé Port of Togo, it is really often for the vessels to double
bank –as in our hypothesis is given a weekly presence of this kind of double banking operations
with Ship to Ship loading and discharging to be a really often procedure to take place, in the name
of the precipitating needed because of the port's congestion. This leads to the result that Charterers
should have definitely and initially informed the Owners regarding such issue and especially
should this issue be referred to the Voyage instructions to the Master of the vessel before the
commencement of the voyage. Such mishandling of information is not giving the absolute right to
the Ship Owner to accept the other vessel under any circumstances.
Accordingly, if the vessel double-banks alongside another vessel for the purposes of off-
loading the cargo, that other vessel will almost certainly be one with which the Charterer is in the
contractual relationship and the Charterer, bears the risk of any damage to that other vessel as if it
were its own.
Assuming that the double banking operation was initially referred to the Charter Party and
the Master was initially instructed accordingly, if the Owners would not desire their Vessel to
double bank, it would have been crossed out from the charter party or denied before the arrival of
the vessel or in case of acceptance the Managers would have asked from the Charterers the
necessary equipment and safety means of such operation as per the Double Banking clause,
resulting to no Off-hire reference at any point. In a worst-case scenario, that an accident takes
place, the Owners will be in a quite weak position to defend their side and claim the Charters for
any damages that occurred if a double banking clause is not enclosed in the final Charter Party.
The Owner's liabilities are stated in the governing Charter Party Double Banking Clause or
elsewhere in the Contract between the Shipowner and the Charterers. Whatsoever it may have been
agreed, the Charterers are never responsible for the safety of the operation.
11
Needless to mention the term "CUSTOMARY" that is being referred in Clause 70 " The charterers
shall have the right, where and when it is customary” which of course states that the Master of the
vessel ought to accept the Double Banking operation. In Contrast, by the term "SAFE" as referred
in the same sentence that is dissected, it is clear that it is in the Master's Role and discretion to
characterize the circumstances under the vessel of his command is requested to double bank and
to consider the operation as safe or not.
Moreover, it is clearly stated that the vessels which will be double-banked should be “of
similar size and type to do so”. In this case, the two vessels that are subjected to double banking
are most probably of different size since the asphalt carriers are usually handy size vessels with a
gross tonnage of about 27.000 mts whilst the bulk carrier is around the limited borderline of a
Panamax vessel since her cargo weights around 50.000 mts. In addition, even if the cargo vessel
is a Handymax sized bulk carrier having the capacity and the capability to carry 50.000 mts of
fluorspar, she is in a definitely different type of vessel (bulk cargo carrier vs asphalt carrier)
canceling again the above-mentioned Double Banking Clause. In such a case, the crew of the cargo
vessel is unprotected since their training is probably not of such specialization and expertise and
makes them vulnerable in case of an accident occurred.
Another useful point is, that the Managing Company of the vessel should already have a
double banking plan and hand it to the double banking Superintendent prior to commencement of
such operation. On the other hand, Charterers should have knowledge of this plan prior to the
Chartering of the vessel and not prior to the double banking. [7]
Furthermore, as per "Clause 48 BIMCO Double Banking" there are some useful additions
been made, placed here below:
"C. Without prejudice to the generality of the Charterers' rights under (A) and (B), it is expressly
agreed that the Master shall have the right to refuse to allow the Vessel to perform as provided in
(A) and (B) if in his reasonable opinion it is not safe so to do.” [8]
7
“FAQ in the STS Operations” https://issuu.com/dynamarine/docs/frequently_asked_questions_in_sts_o (website)
8
BIMCO, Clause 48
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MASTERS ROLE
The Master of the vessel has the exclusive overriding authority to deny any operation that
may put the vessel into danger or taking any kind of adverse risk.
Final approval of the proposed vessel for double banking operation remains with the
Master, who has the right to refuse, abort, or suspend the mission at any time. Such a right should
be exercised reasonably and upon due consideration of the information provided. The clearance
process includes the request of the Charterer towards the tanker operator to approve a nominated
vessel on the basis of safety and suitability [9]. If the cargo vessel is approved as suitable, then
appropriate planning should take place prior to the operation. Also, a risk analysis should be
developed by the Charterer and be delivered to the asphalt carrier operator for review at the
nomination phase.
In any case, the Master of the vessel must consider these four points:
1. Have the Owners reasonably anticipated the conditions to be experienced at the named
port, when they entered the Charter Party?
2. Is the pointed Port of discharging a regular one for such operation?
3. Is the Port and adverse, hazardous and unsafe discharging port for the designated
operation?
4. Is the Master under any obligation to monitor or supervise the operation, especially is he
obliged to call off the operation once the weather not permits? [10]
A prudent Owner will want to obtain an indemnity from a Charterer that extends to all loss and
damage incurred in an STS operation. In addition, an Owner will want to ensure that all actions
that a Master might take are covered by the Indemnity (LOI). A Charterer should, however, be
very careful about the extent of any amendments because some P&I Clubs are known not to cover
losses arising from indemnities that cover Master’s negligence during STS operations.
ISM
9
“FAQ in the STS Operations” https://issuu.com/dynamarine/docs/frequently_asked_questions_in_sts_o (website)
10
“Damage to Hull Claim, The Charterers P&I Club” Ashley Xu – Regional Manager
13
In recent years, the ISM Code entered into force in order to secure human life and protect the
marine environment in a more regulatory and standardized way of application of the safety codes
and management. The accident rates are of increase, while the ISM code implements basic
standards and procedures that ought to be followed by the shipping companies, with the main
scopes to be “to ensure safety at sea, prevention of human injury or loss of life”. Some units of the
ISM Code, needful to be referred at this specific point are:
• Safety and Environmental protection policy
• Masters responsibility and authority
• Resources and Personnel
• Shipboard Operations
These are only a few points that can not be ignored in such a unique case. As for the personnel
on board, the ISM Code requires a Safety Management System for every vessel to be strictly
instructed and followed. SMS also requires from the Company to ensure that “the Captain has
qualifications to manage” and “each ship is manned with qualified and healthy seafarers in
accordance with International Standards”, containing the recognition of the training needs of the
personnel and the provision of the relevant training [11].
Needless to mention that the bulk cargo carriers Managing Company is not obliged to hire
liquefied asphalt cargo expertise crew, nor train their crew according to asphalt carriers needs such
is to handle any operations through a “pipe system” as it is referred in this case, or even train them
according to protect themselves from any injuries or the bulk cargo/vessel from any damage that
may occur. Also, the Managing Company may not carry the safety equipment required.
Safety of Life At Sea (SOLAS)

D. The Owners shall be entitled to insure any deductible under the Vessel's hull policy and the
Charterers shall reimburse the Owners any additional premium(s) required by the Vessel's
Underwriters and/or the cost of insuring any deductible under the Vessel's hull policy.
“Management of Shipping Enterprises, Safety Management of Shipping Enterprises” Professor Pantouvakis

11
Angelos.
14
E. The Charterers shall further indemnify the Owners for any costs, damage, and liabilities
resulting from such operation. The Vessel shall remain on hire for any time lost including periods
for repairs as a result of such operation [12].
Charterers are exposed to the risks of the physical damage of the vessel, time loss for
repairing the vessel, financial loss due to the delay/cancellation of the next fixture of the vessel,
etc. When Charterers have limited resources to investigate, Owners have their P&I Club to assist
and are not in a weak position [13]. The Charterers side may worsen whilst in some other Standard
Charter parties for such operational clauses it is clarified that:
1. In NYPE 46’: “Charterers are to load, stow, and trim the cargo at their expense under the
supervision of the Captain”.
2. In NYPE 93’: “Charterers shall perform all cargo handling, including but not limited to
loading, stowing, trimming, lashing, securing, dunging, unlashing, discharging and tallying
at their risk and expense, under the supervision of the Master”.
3. In Gencon 94’: “The cargo shall l be brought into the hold, loaded, stowed and/or trimmed,
tallied, lashed and/or secured and taken from the holds and discharged by the Charterers,
free of any risk. Liability and expenses whatsoever to the Owners”.
Nonetheless, in any case, whether a "Double Banking" Clause is enclosed in the Charter Party
and defines that the Owners accept such operation to take place the Master of the vessel is always
liable to take the final decision giving the green light for the discharging to commence or not.
Shipowners and their Masters should always bear in mind that, “The Master of each vessel shall
always remain in command of his vessel crew, cargo, and shall under no circumstances permit
safety to be jeopardized by the actions of others” [14]. It is an implied term that the asphalt carrier
operators should exercise their due diligence and assist the Master in every feasible manner to
ensure the safety of the operation.
A reasonable denial of the Master will be accepted only when the reasons that he invokes are
non-negotiable data, such as the bad weather conditions the supply of the necessary equipment, a
12
SOLAS “International Convention for the Safety of Life At Sea” 1974
13
“Damage to Hull Claim, The Charterers P&I Club” Ashley Xu – Regional Manager
14
“Theta Marine STS Operation Plan” https://issuu.com/capt.ioannistheodorakas/docs/theta_marine_-
_sts_operations_plan?fbclid=IwAR38TxEn68leQPE-zdC-P675bB4wp0LN59EaEGt30r2MF2dl8LhRNTA_3rg
(website)
15
huge difference between the size of the vessels (over 10% regarding their lengths), hazardness of
the cargo, etc.
If the denial seems to be irrespectful, it will lead to undesirable results like the ones coming
up in the "FALKONERA'S" case. In the Falkonera case, the Charterers nominated two VLCCs
to be discharged into smaller vessels with Ship-to-Ship operation but vessels Falkonera’s Owners
denied without sufficient justification and also claimed the Charterers for demurrages. The court
of appeal held that the denial of the STS operation from Falkonera was unreasonable so, no
claim by the Ship Owners side was legally justifiable.
16
4. DOUBLE BANKING OPERATION
The double bank operation is divided into five phases;
• Pre-Arrival Phase
• Arrival Phase
• Berthing Phase
• Cargo Transfer Phase
• Departure Phase
During each phase, there are different procedures and checklists that have to be completed.
4.1 PHASE - 1: RE-ARRIVAL PLANNING

The Pre-Arrival phase includes all the preparations that are required before the
commencement of the operation. After obtaining permission from port authorities for the execution
of the double bank process, the most important element is to figure a Joint Plan Operation, that
includes all these details such as regulatory requirements, equipment issues and the
responsibilities, which are necessary for the commence of the operation. Before the double bank
operation, the Masters of each vessel, together with the Superintendent or POAC, should discuss
and agree on how the operation will be conducted.
4.1.1 Due Diligence

The initialization of implementing the due diligence concept may be a complex procedure.
Assuredly, this procedure involves several modifications as well as harmonization with the
corporate SMS and the strategy of the company. Decision-makers should utilize the necessary
tools for sake of efficiency, risk reduction and cost control.
The first step towards safety is to ensure, before the initiation of any action, that all required
safety rules are applied by the participating parties. Since the responsibility cannot be forwarded
at any means to a subcontractor or other participants, the Master of the ship or the technical
operators to the best of their knowledge must always perform a thorough check concerning the
qualification and credibility of the participants. The abovementioned concept is known as due
17
diligence as described at S. Perissakis et al (2010) [15]. Port State Controls or the Coast Guard,
flag administrations and other recognized industry organizations perform audits or vetting and that
process is considered tangible proof why shipowners should be bound with the due diligence
concept.
4.1.2 Screening Process

STS operations render both ships performing as a combined operational scheme and this leads to
vessel interaction and makes both vessels vulnerable to each other. The asphalt carrier should be
screened to ensure that she is suitable and safe for an STS operation with the chartered vessel.
• The ship screening process includes the following actions/information:

• Confirmation that the asphalt carrier has P&l cover in place vía a recognized P&I Club.
• Confirmation that the asphalt carrier has a valid Civil Liability Convention Certificate
(1992).
• Confirmation that the asphalt carrier is in class with a recognized classification society.
• A completed list of the particulars of the asphalt carrier should be available.
• Latest SIRE inspection report date. Vessel's historical Port State Control (PSC) records
• Confirmation that suitable security arrangements are in place on the asphalt carrier and
that she has an approved security plan onboard.
• Declaration that a risk assessment has been undertaken before each STS operation. [16]
The screening process should be performed by the ship, or by the company or a specialized
screening company. Finally, Vessel Particular form (VPQ) can be considered as a complete list
incorporating the necessary ship's particulars.
15
A. Glykas, S. Perissakis, “A risk assessment methodology as a tool for screening of Ship-to-Ship (STS) transfer
operations.”
16
“Ship to Ship Tranfer-Operations Plan” Document, M/T ORYX TRADER, Eterna Shipmanagement S.A.
18
4.1.3 Ship To Ship Compatibility
Before the planning of double banking operation, the organizers should ensure that the vessels
participating are compatible in design and equipment. That means that they have to comply with:
• Recommendations in STS plan

• Chemical Distribution Institute (CDI),
• Society of International Gas Tanker and Terminal Operators (SIGTTO),
• International Chamber of Shipping (ICS) and
• Oil Companies International Marine Forum (OCIMF) - Ship to ship transfer guide for
petroleum, chemicals and liquefied gases
Also, the mooring arrangement, the manifold arrangement and the cargo hoses cranes (if
necessary) should be examined for incompatibilities. More specifically, the following should be
checked before berthing with regards to cargo handling compatibility:
• The size and the number of manifolds that will be used

• The minimum and maximum expected height of the manifold above the waterline
• The freeboard differences during cargo transfer
• The number of available hose connections
• Cargo handling equipment
• Mooring arrangements
• Arrival and departure displacement
• The potential of toxic vapor release
• Identification of hazardous zones
• Personnel Transfer arrangements
• Communication systems
• Contingency plan and emergency procedures [17]
17
19
4.1.4 Participants And Duties
• Master
It is the responsibility of the Master or owner of the vessel to:
· Maintain that his vessel and crew are ready to perform the STS operation.
· Perform a screening analysis.
· Ensure that the operation is conducted according to the requirements of the Operation Plan,
the CDI, SIGTTO, ICS and OCIMF' Ship to Ship Transfer Guide for Petroleum, Chemicals
and Liquefied Gases.
· Maintain relevant records.
· Ensure the safety of the ship/crew even in case an STS Superintendent is employed.
· Ensure that the crew is adequately trained.
· Ensure that the risk assessment is completed before the operation.
If the Masters are unfamiliar with, or inexperienced in double bank operations, it is

recommended that an STS Superintendent is employed to advise them. Before employing such
assistance, the STS Superintendent must be a trained and experienced person.
• Charterer
The charterer (sometimes the Cargo Owner) is the participant that concluded the charter-
party. The Charterer settles and organizes an STS operation and appoints an STS Service Provider
as well. Also, the charterers shall provide adequate fendering, securing and mooring equipment,
hoses and other equipment as necessary for this operation.
• STS Service provider
STS Service Provider (Resource Provider/ Contractor) is a contracted company or

organization that is in charge to organize and assist with STS transfers and sometimes is
responsible for providing the appropriate equipment. The service provider prepares the mooring
plans with the assistance of the involved vessels, appoints an experienced POAC to superintend
and advises the Masters during the operation. Master, shipping company, or organizer takes
20
necessary measures to ensure that the service providers can provide the expected service by
assessing them.
The selection of the service provider is subject to the location of double bank. In most
cases, this company/organization is an approved firm by the Maritime Administration where the
STS operation takes place.
• STS Organizer
STS Organizers are operators that are shore-based and responsible for arranging an STS
transfer operation. The Organizer may be the STS service provider.
• STS Superintendent (Mooring Master, Transfer Supervisor)
This is the person agreed to be in overall control of the operation. It may be a designated
individual appointed by the Service Provider or one of the Masters of the vessels involved (usually
the Master of the maneuvering ship). When Master is unfamiliar or inexperienced with the STS
operation, it's recommended that a Superintendent is employed to advise them.
Superintendent coordinates and supervises the STS operation, including mooring,

unmooring and the transfer of the cargo. His role is not to substitute Masters by relieving their
duties and responsibilities. This person may also fulfill the role of Person Overall Advisory
Control.
• Person in Overall Advisory Control (POAC)
A Person in Overall Advisory Control (POAC) should be appointed by the STS Service
Provider to oversee and manage the operation. This person may be one of the masters or an STS
superintendent who is trained and experienced.
• Chief Officer
Chief Officer is the person in charge of the operations of cargo transfer. Some of his duties
and responsibilities are the following:
· Ensures that all procedures that are associated with the cargo transfer are properly
implemented.
· Inform and update Master / POAC on operations
21
· Ensures that all the equipment used is inspected.
· Arranges deck crew
· Monitors the manifold pressure
· Ensures that all safety measures are checked regularly
• Participating Crew
The crew of both vessels should have experience with STS operations in general and also
know the capabilities of their vessels in particular. If the crew aboard vessels don't have the
knowledge of STS operation, the double bank can still be completed safely, as long as everyone
involved is aware of the procedures, the circumstances and plans accordingly.
Participants of the Double Bank operation are also:
• the Chief Engineer and the Engineer Officer

• the Deck Officer (following the instructions of Chief Officer)
• Ratings (under Chief Officer's order)
4.1.5 Notification to and Approval from Authorities

When a double banking transfer is performed, the organizer should check the local and
national regulations and obtain the appropriate approvals. According to OCIMF's latest guidelines,
the notification to local authorities is required in less than 48 hours in advance of the operation.
This notification should include:
• Name, flag, IMO number, call sign and ETA of the vessel
• Date, time and the location of the planned STS operation
• Cargo type and quantity
• Planned duration of the double banking operation
• Identification of POAC and contact information
• Confirmation of an approved operations plan
22
If ETA at the location of the double banking process changes by more than six hours, a revised
estimated time to the relevant Authority shall be provided.
After the assessment of the vessels involved and the weather forecasts for the planned duration
of operation, the Harbor Authority approves the double banking transfer. Also, the coastal
authorities have to prepare an Emergency Contingency Plan to protect and preserve the marine
environment.
4.1.6 Transfer Area

Double banking operations will take place in a "transfer area". This area may be defined in
the legislation by the authorities. The size of transfer areas varies and there is an impact upon the
type of maneuvers that can be used during this process. For all STS operations, there should be a
safe area around the vessels that will be monitored. Any potential breaches of the safe area should
be addressed by contingencies that are developed before the commencement of the operation.
Suitability of the transfer area should comply with the example checklists and the OCIMF Ship to
Ship Provider Management.
During the selection of the operation's area, the STS organizer should take into consideration the
following:
• The traffic density in the area

• Permission from the coastal authority
• Local legislative requirements
• Weather forecasts: Presented weather conditions forecasts
• The need for sufficient sea-room and water depth for maneuvering
• Proximity to environmentally sensitive areas
• Security Threat [18]
18
(website)
23
4.1.7 Weather & Environmental Conditions
Weather conditions play a significant role before and during the operation of double
banking, as they may impose restrictions on the operation. Attention must be paid to conditions
such as visibility, wind speed and direction, wave height and direction and weather forecasts.
Detailed information about the weather conditions may be provided by specialized weather
forecasting services and will be useful for the proper preparation of the operation. For example,
the fenders and the mooring lines are affected by the waves. Locations subject to long-period
waves should be treated with caution, as studies have indicated. When weather forecasts predict
winds above 20 m/s, the Harbor Master will decide about the arrival of the ships and departure at
berth. This decision takes into account the wind speed and direction, moorings, availability of tugs,
etc. Once the vessels are safely moored together, STS organizer should monitor the weather to
ensure that conditions do not deteriorate. If the wind speed is continuous, above 20 m/s, all cargo
transfer operations must be suspended and the vapor return hoses must be drained and
disconnected. At predicted continuous wind speeds above 25 m/s, all operations are suspended and
the vessels are being separated with the intention of coming back together later to finish
transferring the cargo. Weather factors can also influence the available depth of water and the tidal
heights. Under keel, clearances should be monitored and due account is taken of any temporary
draught restrictions set by the local authority. Lastly, when conducting a double bank operation in
ice conditions or cold weather, all parties involved in the transfer area must be aware of the various
actions required during the operation.
4.1.8 Records
During the operation, each vessel's crew should keep accurate records of the entire operation.
These records should include:
➢ SMS operational checklists, completed as required, for example:

• Pre-arrival / berthing checklist.
• Pre cargo ops checklists
• Pre-Departure Checklists
• Certification and maintenance records for any equipment to be used.
24
• Record of toolbox talks and briefings.
• Accurate logbook entries for the entire operation.
• Accurate tidal and weather records for the operation.
• Any communication related to the operation with outside parties such as the charterer.
• Any letters or checklists from STS service providers.
• Any notes of protest issued by the Master.
• Accurate cargo figures.
• Accurate Stability Information for arrival and completion. [19]
4.1.9 Communications
4.1.9.1 General Communications

It is an essential requirement that there will be good communications between the ships
and the port for a successful double bank operation. Before the commencement of the operation,
methods of communication, including emergency communication procedures and back-up systems
should be clearly defined and tested.
4.1.9.2 Language
In order to avoid any misunderstanding, a common language shall be agreed before the
commencement of a double banking operation. In 1973, IMO agreed that when language
difficulties arise, a common language should be used and that language is the English language.
Also, in 2001, IMO's Standard Marine Communication Phrases (SMCP) were adopted. This guide
aims to explain not only the external communication phrases of the STS operations but also the
onboard communication phrases.
19
"Double Banking and STS Transfers on Bulk Carriers" in Marine Insurance P&I Club News Source: North of
England P&I Club, https://www.hellenicshippingnews.com/double-banking-and-sts-transfers-on-bulk-carriers/
(website)
25
4.1.9.3 Pre-Arrival Communications
STS organizers of the operation provide the pre-arrival communications to the vessels involved.
There is no generic STS information message because of the different circumstances and the
individual requirements of various organizers. However, there is some information that may be
useful:
• STS organizers should send the following information to the ships:

• The organizer's full title, identification of POAC and their contact numbers
• Description of the planned Double banking operation and the location of the transfer area
• Details of the equipment and the personnel to be provided
• Requirements to prepare moorings and manifolds
• Local and national Regulations about STS
• Identity of the Service Provider (and/or Superintendent)
• A Risk Assessment
• A Joint Plan of Operation
Furthermore, there are some information that are required from the ship:
• Confirmation of systems integrity such as navigational and cargo system

• Confirmation of ETA
• Confirmation that all the documents and regulations required are onboard
• Confirmation that the vessel's personnel are conversant with the procedures following the
guidance
• Cargo details
• Confirmation of arrival draught, the height of the manifold above waterline and freeboard
• Confirmation that the ship complies with local and national requirements [20]
20
(website)
26
4.1.9.4 Navigational Warnings
There are some navigational warnings that should be broadcasted by POAC, not only before
but also during the transfer operation, advising:
• 1.The name and flag of the ships involved.

• 2.Geographical position of operations and general headings.
• 3.Nature of operations.
• 4.Time of starting operations and expected duration.
• 5.Request for a wide berth
• The need to exercise caution when navigating in the transfer area. [21]
When the transfer is completed, the Person in Overall Advisory control should cancel these
warnings.
4.1.9.5 Communications during Cargo Transfer Operations

Personnel on both vessels should maintain a reliable means of communication during the
operation, including a back-up system. It is recommended that batteries and spare radios are
available on both vessels. Furthermore, visual contact between responsible officers on both ships
is essential during the double bank. Communications should be regularly tested.
4.1.9.6 Procedures for Communication Failure

If at any time during the approach maneuver, the communication breaks down, the
maneuver should be aborted and each ship should take specific actions indicated by the appropriate
sound signals according to the International Regulations For Preventing Collisions At Sea
(COLREGS).
During cargo operations, if the communication breaks down on either ship, the emergency
signal should be sounded and all operations should be suspended in a safe and controlled manner.
Until satisfactory communications have been re-established, the transfer should not resume.
21
27
4.1.10 Equipment
4.1.10.1 General Considerations

STS equipment is supplied by the contracted STS Service provider, if they are not available at
the participating vessels. Equipment is considered to be the following:
• Equipment to keep the vessel together (mooring system)

• Equipment to keep vessels apart (fender system)
• Equipment for the transfer of cargo (hoses)
All this STS equipment have to comply with vessels' compatibility and characteristics,
OCIMF, ISO standards and maintenance records. The maintenance data should be available for
review before the operation of STS transfer. Also, records of repairs and incidents should be
maintained for each equipment.
4.1.10.2 Fenders
Ships participating in a double banking operation must be adequately fendered, taking into
account not only the approach velocity but also the energy absorption requirements and the
weather conditions. A risk assessment is necessary to determine what are the actual requirements.
In certain trades of the world, fenders are provided under the local customs. Masters should not
accept any vessel whose fendering arrangements are inadequate and there is a risk of metal-to-
metal contact.
Primary fenders are large fenders that can absorb the impact of energy of berthing and
prevent contact between the ships. Foam-filled or pneumatic rubber fenders are suitable for larger
vessels as their primary fenders. For smaller vessels, there are many different forms of fendering
utilized.
Secondary fenders (or baby fenders) are smaller fenders that also prevent the contact
between the two ships. They are especially effective when they are rigged towards the ends of a
ship and are beneficial during the operations of mooring and unmooring. They are used to protect
28
the bow and the stern plating from inadvertent contact. Their positioning is determined by the
vessel with the lower freeboard height.
The difference between the vessels' freeboard is determined before the commencement of
the Double Banking operation. Before the final approach, a visual check is performed to confirm
that the fenders are well placed.
The number and the type of selected fenders are estimated based on the data provided in
the STS plan. These data include the approaching speed (reaction force), the energy abortion
characteristics and the size of the vessel. The requirements are part of the Risk Assessment and
Due Diligence process and should be taken into account before the selection of the fenders.
The requirements are:
1. Marking
Every ISO (17357-2) approved fender must have the following information as markings on their
body:
• International Standard number and applicable year

• Size, diameter and length
• Initial internal pressure
• Date of manufacture
• Name of manufacturer
• ISN – Individual Serial Number (information can be retrieved from ISN, if the markings
have disappeared)
• Type of reinforcement layer
2.Minimum Fender Diameter
There should be suitability in terms of energy absorption and result in sufficient standoff
distance in a way that the compressed diameter of the fenders used must always be sufficient to
ensure that there will be no contact between the vessels.
29
3.Size up Consideration
Increasing the fender diameter is preferable, but increasing the length or internal pressure
is not recommended. When additional energy performance or more stand-off distance between the
vessels is required, the larger diameter fender is more suitable. The allowable compression
capacity and stand-off can be increased with a negligible increase in the reaction curve gradient.
4.Protection of fenders
Rubber sleeves and hard-wearing tires should fit the fenders to reduce the abrasion damage
to the outer rubber. Also, that is a way to ensure that metal-to-metal contact does not occur between
the cage of the fender and the ship's hull.
5.Fender Tension Load
Expected tension load at the end of fenders should not exceed a limit regarding the safe
working load (SWL).
6.Fender Ageing
Factors such as the frequency of use, the method storage and standards of maintenance
determine the prolonged existence of fenders. Fenders that are more than 15 years old are not
recommended. It is also recommended that fenders providers have detailed and accurate records
regarding the history of the fenders.
7.Fender Manufacturing Specifications
Specifications such as the berthing speed and the sea and swell conditions should be taken
into account when selecting fenders.
30
4.1.10.3 Cargo Transfer Hoses (Hot Tar and Asphalt Hose)
This type of hoses is developed especially for loading, unloading and transfer of liquid
bituminous minerals such as hot oil, tar and asphalt-based products (temperature up to 200°C).
The inner layer is made of polyacrylic rubber (ACM) and is reinforced with braid or optionally
steel wire helix. The outer layer is resistant to weather conditions and abrasion. All hoses made by
metal will have a higher temperature range, but will not withstand as much abuse as a rubber hose.
Hose Standards
The hoses used to transfer asphalt should be specially designed and constructed for this
purpose. They should be checked at the time of issue and comply with EN13765 for oils, solvents
and chemicals and EN ISO 8330 and EN ISO 8031 for rubber and plastics hoses and hose
assemblies.
Hose Length
All hose lines shall be of adequate size and length for the work to be done. When
determining the length of hoses to be used, the following details should be considered:
· minimum allowable bend radius of the hose;

· horizontal distance between the asphalt carrier and the port;
· difference in fore and aft alignment (manifold offset);
· distance between the manifold and the ship's side;
· vertical and horizontal vessel movement;
· any other special characteristics related to the vessels;
· relative change in freeboard between the vessels;
· flange connections minimized and accessible;
· allowable flow velocity;
· allowable pressure drop; and
· hose handling requirements and limitations of the ships' equipment. [22]
22
31
Hose Inspection and Testing
Hoses can be provided by the Master or the shipping company or the STS Service Provider
or organizer and the age of the hoses should be ascertained. Reasonable measures should be taken
to ensure that they are fit for the intended service and valid test certificates should be provided.
Hoses should be subject to regular inspections for deterioration and damage. A record of
inspection and testing is necessary. Testing should be following the requirements of the standard
to which the hose was manufactured, manufacturer's recommendation and local regulatory
requirements. Each of the hose assemblies should be visually inspected before they are connected
to the manifolds to determine if there is any damage. The hose should be withdrawn from service
if there is indeed damage. Also, all valves should be checked before asphalt is admitted to the hose
assembly.
Hoses should be inspected during each STS transfer by the STS Loading Master. The
defects to look for are the following:
· Damage to the inner lining

· Blistering, cuts, abrasion damage on the outer cover
· Flattening or kink damage (cracking)
· Evidence of leakage on the outer cover
· Flange damage [23]
Marking
Every transfer hose should be marked with the information required by the appropriate
international standard and IGC code. Information provided will include the following details:
• The manufacturer's name or trademark

• Identification of the standard specification for manufacture.
• Maximum allowable working pressure
• Month and year of manufacture and manufacturers serial number
• Indication that the hose is electrically continuous or electrically discontinuous, semi-
discontinuous or anti-static
23
“Ship to Ship Transfers-Port of Gothenburg” Document, Goteborgs Hamn, Theport of Scandinavia
32
• The type of service for which it is intended e.g. oil or chemical. [24]
4.1.10.4 Mooring Equipment

Good quality mooring lines, efficient winches, well placed and strong closed fairleads,
bollards and other associated mooring equipment are some of the equipment that vessels involved
in the STS operation should be equipped with. The correct functioning of winch brakes should be
ensured through testing. It is also recommended that bollards and fairleads are sized, marked and
certified following OCIMF Mooring Equipment Guidelines. If a vessel has a substantially greater
freeboard than the other, it is recommended that all lines are led through closed fairleads, in order
to avoid the possibility of lines jumping out of the lead. Fairleads should be strong enough to take
the anticipated mooring lines and large enough to allow the mooring line to pass through
comfortably. Vessels equipped with steel wire or high modulus synthetic fiber mooring lines
should fit soft rope tails to provide elasticity and permit cutting away in the event of an emergency.
4.1.11 Personnel Transfers – In Port Operations

Personnel on the outer vessel may need to traverse the vessel alongside to access the
terminal. It is recommended that the transfer of personnel between the vessels be kept to the
minimum. Access between vessels can be established utilizing a gangway with a safety net or by
using workboats and pilot ladder combinations. In all cases of access between the involved vessels,
a formal risk assessment should be utilized to identify the safest means of personnel transfer.
4.1.12 Emergency Preparedness
4.1.12.1 Contingency Plan

A contingency plan must be developed by the organizers, in case of an accident. It should
be agreed between both vessels, the STS organizer before the STS operation. This plan is included
24
“Ship to Ship Transfer Plan”
https://issuu.com/dynamarine/docs/sample_sts_plan/17?fbclid=IwAR20oC_1_AklLKBQZMiE8hw6cLM5yG5Xm7
5zlvUZpX6-T1BibYV_OU9BDbo (website)
33
in the Risk assessment aforementioned and is necessary for the safety of the STS operation. All
possible emergency scenarios should be covered in contingency plans taking into consideration
the location and the resources available. Where appropriate, it should be integrated with similar
plans that are prepared by the local authority. In some locations, approval by the local authorities
is required.
Consideration should be given to the following emergency scenarios:
• Vessel collision during mooring / unmooring maneuvers.

• Cargo spill.
• Toxic or flammable vapor release.
• Fire / explosion.
• Multiple mooring line failure.
• Emergency unmooring.
• Emergency on own vessel or other vessel involved in the operation. [25]
4.1.12.2 Emergency Signal

A constant state of readiness must be maintained by the ships that are engaged in STS
operations. An emergency could be indicated by sounding the ship's internal alarm signal and by
sounding five or more short blasts on the vessels' whistle. This signal must be understood by all
personnel on both vessels, who should proceed as indicated by the contingency plan.
4.1.12.3 Emergency Situations

It is difficult to anticipate every emergency which could arise. It is also difficult to indicate the
precise remedial action of this emergency. However, there are some of the more likely risk
scenarios that organizers should include in the contingency plan, such as a fire incident or a
mooring line failure. In an emergency, the situation should be assessed by the Master and then, the
25
34
appropriate actions must be taken. The following actions should be considered in the event of any
emergency arising during the double bank operation:
• Stop the transfer.

• Sound the emergency signal.
• Inform both crews on the ships of the nature of the emergency.
• Implement emergency procedures.
• Drain and disconnect cargo hoses.
• Send mooring gangs to stations.
• Confirm the ship's main engine is ready for immediate use.
• Advise the standby boat of the situation and any requirements. [26]
In case of fire, Masters should decide jointly, if the ships remain alongside each other.
Furthermore, in cases of an emergency during mooring, unmooring, or transfer of cargo, the
Master is responsible to decide the best course of action regarding the overall safety of both
vessels, following the local requirements. The actions aforementioned should be included in the
STS Contingency plans.
4.1.12.4 Procedures in the Event of Gas Accumulation on Deck

The atmosphere around vessels should be monitored for flammable gas and toxic vapor.
When detecting potentially excessive or hazardous levels of gas or vapor, transfer operations
should cease. The operations will only resume when it is safe to do so.
4.1.12.5 Accidental Cargo Release

The cargo transfer should be stopped immediately when leakages or spillages are reported
to the officers on cargo watch. The transfer should resume when it is safe to do so. For liquid
chemical transfers, until the product released has been identified and the personnel has been
advised of the dangers presented, the response team should not be deployed. Responders should
use the correct personal protective equipment and breathing apparatus. For in port transfer, the
26
35
Harbor Master should be informed about the accident, in order to restrict the passing traffic and
notify local facilities about the potential danger.
4.1.12.6 Cessation of Transfer Operations as a Precautionary Measure

If an unsafe or environmentally hazardous condition develops, all transfer operations should
cease. Such conditions may include:
• Risks placing excessive strain on hoses.

• Failure of the main communication system between the vessels without any proper standby
communications.
• Failure of hoses, moorings, or fender pennants.
• Deterioration of weather and/or sea conditions
• A dangerous concentration of gas.
• Loss of containment (e.g. escape of asphalt into the sea is discovered).
• Loss of power (black-out) on either vessel.
• Unexplained pressure drop in the cargo system.
• Close-quarters situation with another vessel or navigational hazard.
• Fire danger is discovered.
• Cargo leakage is discovered from hoses
• Overflow of asphalt onto the deck occurs caused by over-filling of a cargo tank.
• Faults or damage threatening the escape of asphalt are discovered.
• Significant, unexplained difference between the quantities of cargo delivered and received
is discovered.
• Any emergency on the other vessel involved in the operation [27]
27
(website)
36
4.1.13 Risk Assessment
Risk is the "combination of the frequency and the severity of the consequence", thereby
articulates two components of the likelihood of occurrence and the probability of severity of the
(un)predictable consequences [28]. Risk is defined as the probability for an event to occur,
multiplied by the impacts (or consequences), according to the International Maritime Organization
(IMO).
The requirement for the assessment and management of risks is fundamental to the ISM
Code, as defined in paragraph 1.2. Companies in the maritime industry have adopted risk
assessment in the early 90s, in order to help them in decision making. No particular approach has
been specified by the ISM Code to the management of risk, and it is up to the company to choose
the type of assessment and the methods that are appropriate to its organizational structure, its ships
and its trades.
A risk assessment should be done before the commencement of double banking operation
and includes adequate information to make certain that the operation will be fully and effectively
controlled. Thus, this assessment plays an important role as part of the pre – double banking
process and should examine both operational and physical hazards and evaluate the suitability of
the equipment.
The evaluation of risk should be determined concerning the following elements:
RISK ASSESSMENT OF OPERATION
• Ship Compatibility
• Ships technical and statutory conditions or deficiencies.
• Ships compliance with the Latest OICIMF Guidelines
• STS/Double banking Plan and flag requirements
• Suitability of the location for the double bank
• Properties of the Cargo that will be transferred
• Technical Manager's past performance in double banking and the screened vessel
28
"Risk Assessment for Ships: A general view", Marine Insight, https://www.marineinsight.com/marine-safety/risk-
assessment-for-ships-a-general-overview/ (website)
37
• Training and qualifications of personnel - Crew experience [29]
• Adequate number of the crew assigned to control and perform the transfer operation.
• Communication methods and issues between ships and responsible persons.
• STS/Double banking equipment (e.g. fenders)
• Weather Conditions
• Emergency planning and procedures.
RISK ASSESSMENT OF TRANSFER LOCATION
• Local legislative restrictions

• Exposure of location
• Traffic density in the vicinity of the location
• Exposure of location to security threats
• Operational limits due to environment [30]
The Formal Safety Assessment (FSA) is known as a process that is being used to ensure that all
actions needed are taken before a disaster occurs. This formal and methodological approach aimed
at enhancing the Maritime safety has been described as "a rational and systematic process for
assessing the risks associated with shipping activity and for evaluating the costs and benefits of
IMO's options for reducing these risks." [31]
The FSA methodology can be applied by:
1. A member government or an organization in consultative status with IMO.
2. A Committee or an instructed subsidiary body.
29
"Guidelines for Formal Safety Assessment (FSA), MSC CIRC 1023, IMO.
30
Edition 2013, page 21, 22.
31
"Guidelines for Formal Safety Assessment (FSA), MSC CIRC 1023, IMO.
38
The application of the FSA method depends on the relevant proposals and the implication of either
cost (to society or maritime industry), or the legislative and administrative burdens that may occur.
In this respect, it is not imperative on a case by case basis.
FSA consists of five steps:
1. Hazard identification; (a list of all relevant accident scenarios with potential causes and
outcomes)
2. Risk analysis; (evaluation of risk factors)
3. Risk control options; (devising regulatory measures to control and reduce identified risks)
4. Cost-benefit assessments; (determining the cost-effectiveness of each risk control option)
5. Recommendations for decision-making; (information about the hazards, their associated
risks and the cost-effectiveness of alternative risk control option is provided [32].
In simple terms, this process involves seeking answers to the following questions:
1. What could go wrong?

2. What happens if it goes wrong?
3. What are the chances to go wrong?
4. Can matters be improved?
5. What would it cost and how much better would it be?
6. What actions should be taken? [33]
A risk assessment would typically address:
• Environmental Impact Assessment.

• Engineering study
• Berthing, unberthing and cargo transfer operations and equipment
• Simulation studies to assess the proposed operations
• Vessel size and displacement limitations
• Mooring equipment limitations
32
"Guidelines for Formal Safety Assesment (FSA), MSC CIRC 1023, IMO.
33
"Guidelines for Formal Safety Assesment (FSA), MSC CIRC 1023, IMO.
39
• Cargoes which may be handled
• Simultaneous operations
• Personnel requirements onboard vessels and ashore.
An engineering study would typically address:
• Berth design including fendering, displacement limits, mooring hooks and bollards,
• fire-fighting and pollution response equipment
• environmental conditions
• impact on adjacent channels and port operations
• tug availability
• mooring study for single ship and double-banked operation, including fender loading
• hose management. [34]
The results of the risk assessment should be available for inspection at the terminal by
charterers/owners/agents.
4.1.14 Safety
4.1.14.1 General Safety

Each Master is responsible for the safety of his vessel, its crew, cargo and equipment. He
should not be permitted to compromise by the action of other participants in the STS transfer
operation. The vessel is required to have been surveyed, certified and to have been provided with
all the necessary documentation, relevant to its size and type.
34
"Marine Terminal Management and Self-Assessment" (MTMSA), Oil Companies International Marine Forum,
Edition September 2012.
40
4.1.14.2 Personal Protective Equipment and Life Saving Appliances
According to ISGOTT guidelines, all personnel that is involved in STS operations shall wear
PPE.
• PPE includes:
• Protective clothing (covering arms and legs)
• Hard hat
• Safety shoes (with protective toe caps)
• Work gloves
• Life-vests
• Protective spectacles or goggles
All this equipment shall be worn when joining and leaving the vessel, when working in PPE
designated areas and when working on the open decks. Life-vests must be worn when personnel
are transferring between vessels.
The STS Superintendent should be aware of any other requirements regarding the PPE that
may be imposed by local harbor regulations and these should be conveyed to the Masters.
4.1.14.3 Use of Checklists

In order to ensure that operations are conducted safely, checklists are used as an important
risk management tool. They are intended to assist Master and organizers to adhere to the relevant
procedures. All these checklists are completed following the latest OCIMF/ICS STS Transfer
Guide.
Confirmation of these Checklists is based upon:
• Port state control records

• Ship suitability (e.g. suitable moorings and leads)
• Environmental suitability (e.g. clean ballast) [35]
35
41
4.1.14.4 Material Safety Data Sheets
A Material Safety Data Sheet is a document that contains information about the physical,
chemical, explosive, and radioactive data of hazardous materials of the cargo being transferred. It
is provided by the exporter along with a UN Number and only is only necessary when the shipment
is a dangerous cargo. Both vessels should have copies of the MSDS for the products they transfer
and suitable precautions must be taken.
4.1.14.5 Action in Case of Infringement of Safety

In case of safety infringement or breach of safety requirements during the Double Bank,
the Master of either vessel or the Loading Master should suspend the operation until the situation
is rectified.
4.1.14.6 Action in Case of Cargo Leakage

In the event of a cargo leak, cargo transfer should be stopped. The operation should not be
resumed until the source of the leak is identified, repaired and the cause is isolated. Vessel
operators and local authorities should be notified if it is necessary.
Once the spilled product has been cleaned up or contained, any vapor associated with the
accident has dispersed and safe atmospheric conditions have been verified, cargo operations can
resume, with the agreement of both Masters. It is important to take into consideration the hazardous
properties of the cargo or vapor released and the potential dangers to personnel.
4.1.14.7 Helicopter Operations

Helicopter operations should not be permitted while the ships are moored together, without
the approval of the organizers, Masters and STS Superintendent. If approved, the person with the
role of POAC will coordinate the operations locally. All helicopter operations should comply with
42
the ICS Guide to Helicopter / Ship Operations. Also, this type of operation is not permitted during
the transfer of cargo or ballasting into cargo tanks.
4.1.15 Training and Familiarization

Personnel of the vessels will be required to take on supplementary or different tasks and
duties than they would when they conduct a routine port and cargo operation. These tasks and
duties will be identified by the risk assessment before the commencement of the Double Bank.
Thus, it is important that suitable training will be provided before the operation. Requirements of
training will differ from ship to ship, depending on the experience of the individuals on board.
Factors such as location, service provider, equipment and experience of the personnel may affect
the training required.
Training may include items such as:
• Bridge watchkeeping procedures.

• Deck watchkeeping procedures.
• Machinery operation.
• Mooring and unmooring
• Procedure for passing lines between vessels.
• Quick release systems.
• Properties of mooring lines.
• Fender management.
• Measures to minimize the chafing of lines.
• Awareness of snap-back zones.
• Operation of cranes.
• Personnel transfer
• Transfer equipment
• Connection and disconnection of hoses/arms.
• Hose slinging and support arrangements.
• Emergency operations
43
• Aborting mooring operations.
• Collision.
• Cargo spill.
• Emergency disconnection and departure. [36]
4.1.15.1 Safety Drills

Safety drills conducted on board will not ensure that the ship's personnel are familiar with their
duties but will assist in forming a proficient team to deal with all pollution incidents efficiently.
By preparing ships' crew, through a system of drills, emergencies can be contained and their effects
can be minimized. An appropriate drill should be held within 24 hours, and in any case not more
than one week prior commencing the double bank operation. Personnel of vessels should be made
aware of the emergency signals, procedures and actions that should be made to hold an emergency
drill before starting the operation.
Consideration should be given to:

• Procedures for raising the alarm.
• Suspension of operations during emergencies.
• Emergency stations and preparations to initiate emergency procedures.
• Deployment of mooring gangs to stations.
• Emergency disconnection of cargo transfer lines.
• Readiness of engines for immediate maneuver.
• Unmooring. [37]
Furthermore, Masters of the vessels should evaluate the contingency and consider whether it
is of mutual benefit for the ships to remain alongside or to separate, to contain the emergency.
36
37
44
4.1.16 Security
Each vessel remains responsible for its security at all times, according to the requirements
of the International Ship and Port Facility Security (ISPS) Code and local requirements. The
following security issues should be discussed before the operation of Double Bank:
• Exchange of sufficient information to determine if a Declaration of Security is required.

• Agreement on how, and between whom, communications regarding security are to be made.
• Actions to be taken in the event of a breach of security, such as suspending operations and
separating vessels.
Also, exclusion zones may be imposed by local regulations around the transfer operation.
The STS Superintendent should be aware of the security requirements imposed by the port and
convey this information to all vessels.
The terminal and the gangway security will monitor the movements of personnel from the
shore. The vessels moored alongside the terminal must indicate any visitors that they expect.
Any unreported visitor should not be allowed access until confirmation has been received from
the relevant vessel alongside.
A security assessment must be completed, when planning the operation of a double bank.
If there is any concern about the security of the port, a risk analysis should be undertaken for
the terminal and vessels alongside.
The assessment should:
• Identify security measures and procedures in place.
• Evaluate the assets and infrastructure
• Identify any threat to the port, terminal, discharging ship & vessels alongside.
• Identify areas of operation vulnerable to security threats.
• Consider weaknesses in infrastructure, security policies and procedures. [38]
38
(website)
45
4.2 PHASE-2: ARRIVAL
During this phase, a detailed calculation should be conducted regarding the environmental
conditions, the vessels' size and arrangements. Also, the two ships should establish radio
communication and concur that all operational procedures have been assessed and agreed upon.
4.2.1 Preparation of Ships

The Masters of the vessels, or the STS Superintendent, if appointed, should make the following
preparations before maneuvering according to OCIMF STS Guide:
• Review the operation-specific risk assessments and, where applicable, the related JPO and
ensure all identified preventive and mitigation measures have been implemented.
• Ensure familiarity with the procedures contained in this Plan, supplemented by any instructions
issued by ship operators or organizers.
• Confirm that ships will be able to comply with the requirements of the relevant checklists.
• Train and brief crews on procedures and hazards, with particular reference to mooring and
unmooring.
• Confirm that steering gear and all navigation and communications equipment is in working
order.
• Test engine and thruster controls and main propulsion plant ahead and astern.
• Test essential cargo and safety equipment.
• Confirm that each ship is upright, at a suitable trim with the propeller fully immersed. If one
vessel has a list, the possibility of safe stand-off distances being compromised should be
considered.
• Prepare mooring equipment, including messengers, following the agreed mooring plan.
• Ensure that fenders and transfer hoses are correctly positioned, connected and secured as
appropriate and as detailed in the JPO.
• For specialized lightering vessels, confirm that fender davits are in the stowed position.
• Prepare cargo manifolds and hose handling gear.
• Obtain area weather forecasts for the transfer period.
• Confirm actions to be taken if the agreed emergency signal is sounded.
46
• Confirm the security level at which the ship is operating following the provisions of the
International Ship and Port Facility Security (ISPS) Code [9], and the requirements being
undertaken onboard to ensure compliance. [39]
4.2.2 Joint Plan of Operation

Before the double banking operation, all parties must consider and agree on issues
regarding the safety of the operation, from the arrival at the port until the end of the process. STS
transfer, in general, constitutes a high-risk operation. Thus, all the parties should plan carefully the
operation and execute it following the detailed procedure. That means that all details play an
important role in the operation. These details are:
1. The local regulations – to make sure that the regulations will not be breached.
2. The details about cargo – cargo name, cargo quantities, hazards of transferring the cargo.
3. The safe access – access that should be established between vessels and between inboard
vessels and the quay.
4. The equipment required – need to be in good condition, certified and appropriate for the
operation.
5. Issues about mooring – consider all forces that affect the mooring (such as weather)
6. Issues about fendering – type and size should be considered to ensure that the vessels are
protected.
7. The roles of personnel – crew should have the relevant training and practical experience.
8. The communication method between the people that are responsible for the operation,
9. The contingency planning – consider issues that could arise during operation.
All these are included in the Joint Plan Operation (JPO). A fully documented method statement
is necessary for the operation of double banking to start and to ensure that all parties involved are
in alignment concerning the operation is to be conducted.
Once the joint plan has completed, all parties involved should discuss changes or
improvements. After that, the crew of each vessel should have a Tool Box Talk. A Toolbox Talk
39
47
is an informal group discussion that focuses on safety topics related to double banking. These
"meetings" are conducted before the commencement of a job that may be dangerous. [40]
4.3 PHASE-3: BERTHING

The Berthing phase consists of the maneuvering and the mooring of the 2 ships. A
contingency plan should in place to deal with any emergency during the maneuvering operation.
4.3.1 Maneuvering
4.3.1.1 Basic Berthing Principles

Maneuvering should take into account the local regulations and all the restrictions that may
be posed by factors such as the port limits, traffic and weather conditions, navigation hazards in
the area and tugboats availability.
4.3.1.2 Maneuvering for In-Port Operations

The double banking process involves one or more vessels mooring alongside a ship that is
already moored to a jetty. This operation is common practice in certain trades. Permission of the
Harbor Master is required. Master of the vessels should inform the STS Superintendent about the
estimated time of arrival (ETA) of the vessels and when the maneuvering is about to start. The
maneuvering vessel should advise the Master of the moored ship of the intended approach and the
approach should not be commenced until the procedure has been jointly agreed. Furthermore,
regulations may require that tugs and licensed line handlers
40
"Double Banking and STS Transfers on Bulk Carriers" in Marine Insurance P&I Club News Source: North of
England P&I Club, https://www.hellenicshippingnews.com/double-banking-and-sts-transfers-on-bulk-carriers/
(website)
48
4.3.2 Mooring
Mooring approach and methodology are explained in the OCIMF STS Guide. Tug boats
are mandatory during the mooring operation. When planning the mooring arrangement, the forces
from both ships must be taken into account by the Master of the ship moored to berth. If Master
or Loading Master believes that sufficient mooring cannot be ensured, operations must be stopped
until the situation has been rectified:
The mooring plan adopted will depend upon the following:
• Size of each ship

• Difference between their sizes
• Expected difference in freeboards and displacement
• Anticipated sea and weather conditions
• Degree of shelter offered by the location
• Efficiency of mooring line leads available
4.3.3 In Port Mooring Operations

Configuration of the mooring operation should be discussed and agreed in advance
between the vessels involved so that the personnel has adequate notice to prepare the moorings
and to ensure that there will be no confusion as to when mooring ropes will be sent out and from
which location. Offshore anchors may be used as an aid to control the approach.
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4.4 PHASE-4: CARGO TRANSFER
The Cargo Transfer phase begins only when the two ships are securely moored. The Master
should ensure that all safety procedures are followed. A Contingency plan is important to deal with
any emergency during this phase. Good communication and coordination are required to secure a
safe connection and transfer of the cargo.
4.4.1 Pre-Transfer Procedures
4.4.1.1 Pre-transfer Requirements

Prior commencing the transfer of the cargo, the responsible person(s) on the vessels should
ensure:
1. Proper mooring of the ships.
2. Availability of reliable communication between the two vessels.
3. Emergency signals and shutdown signals are agreed upon.
4. Proper connection and securing of hoses to the asphalt carrier's manifolds.
5. Proper condition and position of hoses, hose saddles and supports.
7. Proper blanking of unused cargo and bunker connections.
8. Tools required for the rapid disconnection of hoses are located at the Manifold.
9. Any valve through which asphalt could be discharged to the sea is closed and inspected and, if
not used in the operation, is sealed to ensure that it is not inadvertently opened.
10. Deck scuppers are properly plugged.
11.Availability of empty drip trays on asphalt carrier under couplings of hoses, and means for drip
tray drainage.
12.Availability of materials on the asphalt carrier for on-deck clean-up in case of spillage.
13. Fire axes or suitable cutting equipment is in position at fore and aft mooring stations.
50
14. An Engine Room watch will be maintained throughout the transfer and the main engine will
be ready for immediate use.
15. A bridge watch and/or an anchor watch will be established.
16. Officers in charge of the cargo transfer are identified and details are posted.
17. A deck watch is established to pay particular attention to moorings, fenders, hoses and manifold
integrity.
18.Correct understanding of commands and signals by the responsible person(s) on asphalt carrier
during operations. [41]
4.4.1.2 Responsibility for Cargo Operations

Limitations imposed by the involved vessels and the transfer equipment should be taken
into account. Also, all the details about allocated duties should be included in the JPO, and the list
with duties should be posted on the Bridge, Cargo Control Room and Engine Control Room.
Besides, an emergency duties list should be similarly posted. The STS Loading Master is not
directly responsible for the transfer of the Cargo, but he must monitor the operation to the best of
his ability to ensure that the transfer is conducted safely. When there is a breach of safety
regulations or risk of environmental pollution, cargo transfer must be stopped.
4.4.1.3 Planning for Cargo Transfer

The following points should be considered and addressed accordingly when planning the
transfer of cargo during an STS operation:
• Ensure adequate stability and endeavor to minimize the free surface effect.
• Ensure stress limits are not exceeded
• Ensure trim and list limits are not exceeded
• Confirm grade(s) and rates of transfer
• Clarify local or governmental rules that apply to the transfer (de ballast restrictions, reporting
criteria, dispersant restrictions in the event of a spill, etc.)
41
51
• Material Safety Datasheet (MSDS) to be transferred from loaded vessels.
• Cargo transfer/loading plan must be agreed and exchanged before transfer commences.
• ISPS Code ship security plan in operation. [42]
• The cargo plan should include:
• Means of communication.
• Expected duration of the operation.
• Watch or shift arrangements and measures to prevent fatigue.
• Quantity of cargo to be transferred.
• Sequence of grades, cargo density, temperature and specific precautions such as those that
might be necessary for toxic, flammable and static accumulating products.
• Supply and compatibility of transfer hoses and equipment, including insulating arrangements.
• Details of the cargo transfer system, number of pumps and maximum permissible pumping
pressure.
• Details of tank washing, including crude oil washing (COW).
• Cargo heating requirements.
• Details of vapor management.
• The time required by the discharging ship for starting, stopping and changing the rate of
delivery during topping-off of tanks.
• Rate of cargo transfer during operations (e.g. initial, maximum and topping-off as appropriate).
• Agreed stopping and emergency shutdown signals and procedures.
• Disposition and quantity of ballast and slops, including disposal.
• Emergency and spill containment procedures.
• Local or government rules that apply to the transfer.
• Material safety data sheets (MSDS) information in respect of the cargo to be transferred and,
if applicable, the receiving ship's previous cargo.
• Coordination of plans for cargo hose connection, monitoring, draining and disconnection. [43]
42
43
52
4.4.2 Cargo Transfer
4.4.2.1 General Guidance

The status of the hoses should be monitored by a competent person throughout cargo
transfer operations. In addition, the two vessels should be always in communication between them
and be able to immediately stop the transfer. The transfer of cargo should begin at an agreed slow
rate so that the STS Loading Master will check that the pipeline system is correctly been set, in
accordance with the vessels' and hoses' capacities and pressures. Hose integrity and ship's cargo
line integrity are vital. Also, moorings must be tended every 60 minutes concurrently on each
vessel to ensure all ropes retain similar tension.
4.4.2.2 Suspension of Cargo Transfer

The operation should be suspended when:
1. Movement of the ships alongside reaches the maximum permissible and may cause loss of
strength or excessive strain on hoses.
2. Under adverse weather and/or sea conditions.
3. Either vessel experiences a power failure.
4. There is a failure of the main communication system between the ships and there are no proper
standby communications.
5. Escape of asphalt through sea valve or ship plating is discovered.
6. There is an unexplained pressure drop in the cargo system.
7. Fire danger is discovered.
8. Any asphalt leakage is discovered from hoses, couplings, or the ship's deck piping.
9. Any asphalt overflow on the ship(s)' deck caused by over-filling of a tank occurs.
10. Faults or damage threatening the escape of asphalt are discovered.
11. There is a significant, unexplained difference between the quantities of cargo delivered and
received.
53
12. There is any failure of the fendering system.
13.When hours of work are exceeded on either ship. [44]
4.4.3 Vapor Balancing Considerations

Some STS cargo transfers must be undertaken in conjunction with vapor balancing. Such
operations should only be conducted in accordance with the following:
• Any applicable national or local regulations.

• Where applicable, procedures contained in this Plan and/or the ship's Volatile Organic
Compound (VOC) Management Plan.
To perform STS operations using vapor balancing, there should be oxygen analysis equipment
that will draw samples continuously from the vapor manifold connection to which the vapor
transfer hose will be connected. During the operation, it is important to ensure that vapor cargo
emissions to the environment are reduced as much as possible.
4.4.3.1 Vapor Balancing Considerations during Cargo Transfer

It is recommended that a portable oxygen analyzer is stationed to make periodic checks on
the vapor stream independently of the continuous monitoring being conducted. If the oxygen
content of the vapor stream is over 8%, transfer operations should be suspended.
4.4.4 Safety During Cargo Transfer
4.4.4.1 Readiness of Fire-Fighting Equipment

Firefighting equipment must be ready to use immediately on both ships. Foam monitors
(dry powder monitors) on each ship should be available on deck, pointed towards the cargo
manifold in use and left in a very suitable condition for hands-off operation.
44
54
4.4.5 Operations After Completion of Cargo Transfer Operation
After completion of cargo transfer the following operations should be carried out with the STS
Loading Master in attendance:
• All hoses, including vapor hoses, should be drained one by one before disconnecting.
• Adequate ullage space should remain.
• Hoses should be disconnected and securely blanked.
• Cargo manifolds should be shut and securely blanked.
• Authorities should be informed of the completion of cargo transfer and the anticipated time
of unmooring.
• Communication checks and transfer document completion.
• Preparation of coordinated unmooring plan on both vessels. [45]
45
55
4.5 PHASE-5: DEPARTURE
Departure is the last phase of this operation. After completing the transfer, the hoses should
be disconnected, and the mooring lines should be released. Special care should be taken to avoid
any hull damage between the two vessels.
4.5.1 Unmooring
Before commencing unmooring operations, it is necessary to obtain the permission of the
harbor authorities and the terminal. The unmooring operation should be conducted according to
procedures agreed by both Masters. If unmooring takes place at night, during hours of darkness,
the reducing background lighting should be taken into consideration.
Unmooring after a double bank process within port limits, the services of a pilot and tug
support may be required by local regulation. Also, the bridge teams and offices on mooring stations
on vessels need to understand the method and the sequence in which lines will be released.
4.5.2 Unmooring Checks

Consideration should be given to the following points:
1. The cargo transfer side of the ship should be cleared of obstructions including derricks or cranes.
2. The method of disengagement and letting go of mooring lines should be agreed upon.
3. Fenders, including their towing and securing lines, should be checked to be in good order.
4. Winches and winch lasses should be ready for immediate use.
5. Rope messengers and rope stoppers should be ready at all mooring stations.
6. Sharp fire axes or other suitable cutting equipment should be available at each mooring station.
7. Communications should be confirmed between ships.
8. Communications should be established with mooring personnel.
9. Mooring personnel should be instructed to let mooring lines go only when directed.
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10. Shipping traffic in the vicinity should be checked. [46]
4.5.3 Completion Of STS Operation

Once the STS operation is completed, a performance evaluation is completed, in order to
assess all the participants, their performance and efficiency. Furthermore, the ship that double-
banked or its agent should provide an STS completion notice to the appropriate authorities,
according to the local or national requirements. 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 [47]
46
(website)
47
57
5 ANALYSIS OF 13 STEPS
1.For whom is the analysis being made / Who is the Owner of the process?
Current analysis is being made on behalf of the Ship owners’ side. More specifically, it’s
the operations department Manager that is obliged to thoroughly investigate the available options,
take responsibility of the actions that will be made and support the decisions that need to be taken
in respect to the Owners interests.
2.What is the reference system /Start and End of the process?
The reference system in which this issue is being framed is through the systemic approach
by which, the operations manager starts to inspect the processes. Specifically, the exact point of
commencement of the process is when the Charterers Agents inform the Owners regarding the
double banking that the Port Harbor has obliges the vessel to operate. The final points of the
process are the vessel goes Off-hire OR goes Off-hire and claims the Charterer OR complete the
double banking operation.
3.Which are the basic principles of the System? (Holism, Entropy, Complementarity)
a) Holism: It is quite crucial to have a holistic awareness of the issue in order to commence
the needful investigation in practice. A whole affects the operation, meaning that the investigation
of liability should be made through all three parties involved, the Operations department Manager
(Owner), the Charterers and the Master of the vessel.
b) Complementarity: The application of complementarity is necessary in a systems

governance. It proposes to take into account the many different perspectives, which drive to a final
decisions and actions, formulating all dynamic directions. The operations manager should warn
the Charterers that the off-hire threat is not acceptable and not reasonable nor legal and be advised
by the Master and his point of view, as for the safety matters, in order to protect Owner’s interests
under Port Harbor’s obligation.
c) Entropy: The presence of entropy in a system, mirrors the standardization policy and
process execution that a Company follows. In our case, without rejecting the general existence of
Entropy in the Company’s system, there is no useful application of entropy that could lead us to a
clear process solution, decision and action that ought to be taken.
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4.Which are the system’s elements?
The system’s elements are the data gathering, the data analysis, the legal research, related
documentation all complied with the Company’s management in an efficient way that will lead
the investigation to final decisions and results.
5.& 6. Who are involved and under which roles / responsibilities / authorities?
The important roles that are involved are those of the Operations department Manager on
behalf of the Owners side whose main responsibility is not only to protect the Owners’ interests,
but also to reserve all Company’s rights under the Ship’s Insurance policies that are pre-agreed
and communicate with / inform / negotiate with the Underwriters eg. P&I Club and Hull &
Machinery insurers. In addition, another role involved is the Charterers’ role which crashes with
the Owners’ and/or the Port Harbor. The third main role, who is the most decisive one and has the
last word defining the progress of the operation in total, on whether accepting or denying the
double banking operation, is the Master’s role. The most decisive factor is the Master’s that is
incited by the safety condition of the crew, the vessel and the cargo.
7. Which is the Flow of the Physical Process?

The flow of the physical process is analyzed in the next chapter.
8. & 9. Which are the necessary documents and what for?
First of all, the Charter Party is the main document needed initially. Also, as for the IMO
list of documents required, the needful ones are:
Set of documents required A:
▪ “Damage Control Plans and Booklets”

▪ “Minimum Safe Manning Document”
▪ “Fire Safety Training Manual”
▪ “Fire Control Plan/Booklet”
▪ “Onboard Training and Drills Record”
▪ “Fire Safety Operational Booklet”
▪ “Training Manual”
▪ “Certificates for Master’s, Officers or Ratings”
59
▪ “Records of hours of rest”
▪ “Documents of Compliance”
▪ “Safety Management Certificate”
▪ “Decision Support system for Masters”
This set of documents is necessary to be available in order to check whether the Master or the
Crew are well trained and in good condition to support the double banking operation safely and
efficiently (ISM Code).
Set of documents required B:
▪ “Maintenance Plans”
▪ “Cargo Securing Manual”
▪ “International Ship Security Certificate”
▪ “Ship security Plan and associated records”
▪ “List of Operational Limitations”
▪ “Cargo Ship Safety Construction Certificate”
▪ “Cargo Ship Safety Equipment Certificate”
▪ “Cargo Ship Safety Certificate”
This set of documents is in order to assure that the ship complies with the maritime security
provisions of SOLAS and is under a good condition regarding the Maintenance of the vessel.
Another document required is:
▪ “STS Operation Plan and Records”
Regarding this Certificate’s presence, we can be assured that there is an existing STS Plan
offering the right way and processes that should be followed in order to operate the Double
Banking Operation in the safest and more efficient possible way.
In addition, there are some records to be taken during a Ship to Ship Operation and some
checklists to be maintained according to IMO MEPC 186 (59), INTERTANCO and ICIMF. The
checklists should be filled out concurrently with STS operation and be kept and filed on board for
three years. Such checklists are:
60
i. “VESSEL PARTICULARS QUESTIONNAIRE” asks over 700 questions and is intended
to be used by prospective Charterers, Terminal Operators or Port State entities.
ii. “PRE-FIXTURE INFORMATION” (OCIMF) is a preliminary report useful to plan the
operation assuring that both vessels are fit to perform STS.
iii. “BEFORE OPERATIONS COMMENCE” (OCIMF) to be completed before the operation
start filled by the Master/Officer in charge.
iv. “NOTIFICATION TO COASTAL AUTHORITY” (IMO) is needed when the operation
takes place within the territorial waters and sent to the Port Authority not less than 48 hours
prior to commencement of the operation, the Master/Officer fills it and emails it to Coastal
Authority.
v. “BEFORE RUN-IN AND MOORING” (OCIMF) this is filled by the Master before
mooring.
vi. “PRE-TRANSFER CHECKLIST” (OCIMF) for In port STS operations, this checklist is
filled before the cargo transfer by the Master/Officer in charge.
vii. “CHECKS DURING TRANSFER” (OCIMF) for in port STS operations checklist filled
during the double banking procedure.
viii. “BEFORE UNMOORING” (OCIMF) is completed before unmooring by the Master or the
Officer in charge.
ix. “NON-CONFORMITY REPORTS” this checklist is filed in case of an incident occurred
during the STS operation.
x. “STS OPERATION PERFORMANCE EVALUATION” (ONLINE STS ASSESSMENT)
is completed after the end of the double banking operation filled by the Master/Officer in
charge.
The steps 10, 11 and 12 are omitted since they are irrelevant to this case.
13. Who decides, who controls, who inspects, who audits?
The person that decides is initially the Operations Department Manager and finally the
Master with the desirable support of the Operations manager in any case. The person that Controls
the operation is the Operations Manager over the Master’s accurate reporting. The person who
inspects the operation is the Master of the vessel, able to stop any process if something would go
61
wrong. The auditor in this case is going to be either an Authorized person (POAC) or a pointed
Superintendent.
6. FLOW OF PHYSICAL PROCESS

• Harbor Master orders charterer’s agents that an asphalt carrier will be double banked
alongside to discharge her cargo through pipes.
• Master and Managers of the vessel are informed about the double bank operation.
• If there is a double-banking close and the operation is safe, the Master can accept or deny
the operation. More specifically, he has the option to shift to anchorage and go off hire.
• If there is a double-banking close and the operation is not safe, the Master can also accept
or deny the operation. If he denies, the ship shifts to anchorage and go off hire, but the
owner will make claim to charterers.
• If there is not a double-banking clause and the operation is not safe, the Master chooses to
shift to anchorage and the Owner will make claim to charterers.
• If there is not a double-banking clause and the operation is safe, the Master has the option
to choose if he stays or shifts to anchorage. If he denies, he will shift to anchorage, and the
owner will make claim to charterers. But if he accepts to stay, he has to inform the P&I
and H&M insurers about the operation. Also, he should receive a Letter Of indemnity from
the charterer.
• The preparation of the Double – bank operation starts after completing the Pre-Fixture
Information Checklist and the Vessel Particular Questionnaire.
• The first phase of the operation is about the Due Diligence. More specifically, there are
some issues that are examined such as the ship compatibility, the cargo handling
compatibility, the selection of equipment, the transfer area, the approval from coastal
authorities, the weather condition and the quality assurance of STS provider.
• After that phase, the “Before Operations Commence” Checklist is completed.
• The next phase involves the preparation of ships and the check of navigational signals and
communication system.
• After that phase, the IMO notification is checked, the “notification to coastal authority” is
sent and the “before the mooring” checklist is completed.
62
• The next phase is the berthing of the ship. That includes the maneuvering of the ship
alongside and the mooring arrangement.
• After that phase, a Checklist about the Cargo Transfer is completed named as “Pre-Transfer
Checklist”.
• The next phase is the Cargo Transfer and there is a “During Transfer Checklist” to be filled
out.
• After that phase, a checklist about “before the unmooring” is completed.
• The next phase and the last one, is the departure of the ship.
• In case of any emergency, during the phases of berthing, cargo transfer and departure, the
operation is stopped and an emergency procedure is followed.
• If there is a damage done to the vessel, Master should ask Stevedore’s acknowledgement
about their liabilities, report the incident to port authorities, owner, charterers and class
surveyor. Master should arrange any repair if necessary and a non-conformity report is
made.
• Otherwise, the Master should report to Coastal State Authority and to Owner and Charterer
about the end of the operation.
• Before the end of the process, a “performance evaluation checklist” is being completed.
63
64
65
8. REFERENCES
• "Risk Assessment for Ships: A general view", Marine Insight,
https://www.marineinsight.com/marine-safety/risk-assessment-for-ships-a-general-overview/
(website)
• "Guidelines for Formal Safety Assessment (FSA), MSC CIRC 1023, IMO.
• "Marine Terminal Management and Self-Assessment" (MTMSA), Oil Companies

International Marine Forum, Edition September 2012.
• Risky business: “STS transfers-a risky Business”, Tanker Operator, January/February 2015
Edition
• “FAQ in the STS Operations”

https://issuu.com/dynamarine/docs/frequently_asked_questions_in_sts_o (website)
• RISK P&I: “Damage to Hull Claim, The Charterers P&I Club” Ashley Xu – Regional
Manager
• “Management of Shipping Enterprises, Safety Management of Shipping Enterprises”

Professor Pantouvakis Angelos.
• “Theta Marine STS Operation Plan”

https://issuu.com/capt.ioannistheodorakas/docs/theta_marine__sts_operations_plan?fbclid=I
wAR38TxEn68leQPE-zdC-P675bB4wp0LN59EaEGt30r2MF2dl8LhRNTA_3rg (website)
• “Model STS Operations Plan”

https://issuu.com/tsichlis/docs/model_sts_operations_plan?fbclid=IwAR0BDzyILGNk7Tm2
RIKKfLKi_DMzGyhTXp8toLNWZ1rGP-mZjvQy9k0emE4 (website)
• “Ship to Ship Transfer Plan”

https://issuu.com/dynamarine/docs/sample_sts_plan/17?fbclid=IwAR20oC_1_AklLKBQZM
iE8hw6cLM5yG5Xm75zlvUZpX6-T1BibYV_OU9BDbo (website)
• “Ship to Ship Transfer-Operations Plan” Document, M/T ORYX TRADER, Eterna

Shipmanagement S.A.
66
• “Ship to Ship Transfers-Port of Gothenburg” Document, Goteborgs Hamn, Theport of
Scandinavia, Revision date: 2018-01-10
• “Verification of ship compliance according to industry Standards in Ship-to-Ship Transfer

Operations” – Subject Thesis, Author Anargyros Zenios, Panepistimio Aigaiou
• Notteboom, T. 2004. "A Carrier’s Perspective on Container Network Configuration at Sea

and on Land," Journal of International Logistics and Trade (1)
• A. Glykas, S. Perissakis, “A risk assessment methodology as a tool for screening of Ship-to-

Ship (STS) transfer operations.”
• ICS/OCIMF/SIGTTO/CDI “Ship to Ship Transfer Guide, for Petroleum, Chemicals and

Liquefied Gases” First Edition 2013
67

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CASE STUDY

2.1 Double Banking

2.2 Asphalt – Asphalt Carrier

Safety of Life At Sea (SOLAS)

“Management of Shipping Enterprises, Safety Management of Shipping Enterprises” Professor Pantouvakis

4.1 PHASE - 1: RE-ARRIVAL PLANNING

4.1.1 Due Diligence

4.1.2 Screening Process

• The ship screening process includes the following actions/information:

• Recommendations in STS plan

• The size and the number of manifolds that will be used

It is the responsibility of the Master or owner of the vessel to:

If the Masters are unfamiliar with, or inexperienced in double bank operations, it is

• STS Service provider

STS Service Provider (Resource Provider/ Contractor) is a contracted company or

• STS Superintendent (Mooring Master, Transfer Supervisor)

Superintendent coordinates and supervises the STS operation, including mooring,

• Person in Overall Advisory Control (POAC)

Participants of the Double Bank operation are also:

• the Chief Engineer and the Engineer Officer

4.1.5 Notification to and Approval from Authorities

This notification should include:

4.1.6 Transfer Area

• The traffic density in the area

➢ SMS operational checklists, completed as required, for example:

4.1.9.1 General Communications

• STS organizers should send the following information to the ships:

• Confirmation of systems integrity such as navigational and cargo system

• 1.The name and flag of the ships involved.

4.1.9.5 Communications during Cargo Transfer Operations

4.1.9.6 Procedures for Communication Failure

4.1.10.1 General Considerations

• Equipment to keep the vessel together (mooring system)

The requirements are:

• International Standard number and applicable year

2.Minimum Fender Diameter

5.Fender Tension Load

7.Fender Manufacturing Specifications

· minimum allowable bend radius of the hose;

· Damage to the inner lining

• The manufacturer's name or trademark

4.1.10.4 Mooring Equipment

4.1.11 Personnel Transfers – In Port Operations

4.1.12 Emergency Preparedness

4.1.12.1 Contingency Plan

Consideration should be given to the following emergency scenarios:

• Vessel collision during mooring / unmooring maneuvers.

4.1.12.2 Emergency Signal

4.1.12.3 Emergency Situations

• Stop the transfer.

4.1.12.4 Procedures in the Event of Gas Accumulation on Deck

4.1.12.5 Accidental Cargo Release

4.1.12.6 Cessation of Transfer Operations as a Precautionary Measure

• Risks placing excessive strain on hoses.

The evaluation of risk should be determined concerning the following elements:

RISK ASSESSMENT OF OPERATION

RISK ASSESSMENT OF TRANSFER LOCATION

• Local legislative restrictions

The FSA methodology can be applied by: