MARPOL I AND II

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 Overview of Marpol
Ship-to-Ship Transfer is now being regulated under Marpol and a revised Ship-to-Ship
Transfer Guide. These new regulations came into force fully from April 1st, 2012. The new
regulations can be broadly separated into a number of aspects:
1 Notification
2 Personnel (POAC)
3 Equipment
4 Contingency Planning
5 STS Procedures
6 STS Planning
7 Maintaining Records of Compliance

This high-level guide provides a quick reference to the main areas where
recommendations contained in the ICS OCIMF STS Guides have become mandatory for
vessels carrying Annex 1 petroleum-based cargo.

The checklist enclosed provides a simple reference document for the Master to ensure
that a comprehensive record of compliance is maintained by the vessel.

Records of compliance can be requested at any time for up to three years after the
operation takes place. In addition to port state Inspections, Sire and Vetting Inspectors
may pay close attention to ensure that vessels are complying with their plans in line with
their ISM system procedures.

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1 Notification
6.2.3.1 / Each oil tanker subject to Regulation 42, of Chapter 8, MARPOL, Annex 1 as amended, that plans STS operations within the
territorial sea, or the exclusive economic zone of a Party to the present Convention shall notify that Party not less than 48 hours in advance of
the scheduled STS operations.

Where, in an exceptional case, STS operations are to take place within less than 48 hours’ notice, the oil tanker shall notify the Party to the
present Convention at the earliest opportunity.

The notification specified in paragraph 1 of regulation 42 shall include at least the following:

1 Name, flag, call sign, IMO Number and estimated time of arrival of the oil tankers involved in the STS operations;
2 Date, time and geographical location at the commencement of the planned STS operations;
3 Whether STS operations are to be conducted at anchor or underway;
4 Oil type and quantity;
5 Planned duration of the STS operations;
6 Identification of STS operations service provider or person in overall advisory control and contact information; and
7 Confirmation that the oil tanker has on board an STS operations Plan.

If the estimated time of arrival of an oil tanker at the location or area for the STS operations changes by more than six hours, the master, owner
or agent of that oil tanker shall provide a revised estimated time of arrival to the applicable national maritime authority.

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2 Personnel:
6.2.1 / Person in Overall Advisory Control
6.2.1.1 / A ship-to-ship transfer operation should be under the advisory control of a designated mooring/unmooring Master, who will either be
one of the Masters concerned or an STS Superintendent. It is not intended that the person in overall advisory control in any way relieves the
ships’ Masters of any of their duties, requirements or responsibilities.

6.2.1.2 / The person in overall advisory control of STS operations shall be qualified to perform all relevant duties, considering the qualifications
contained in the best practice guidelines for STS operations identified by the Organization. The Administration, cargo owners or oil tanker’s
operators should agree and designate the person in overall advisory control who should have at least the following qualifications:

1 An appropriate management level deck license or certificate meeting international certification standards, with all STCW and dangerous cargo
endorsements up to date and appropriate for the ships engaged in the STS operation;
2 Attendance at suitable ship-handling course;
3 A knowledge of spill clean-up techniques, including familiarity with the equipment and resources available in the STS contingency plan
4 Conduct of a suitable number of mooring/unmooring operations in similar circumstances and with similar vessels;
5 Experience in oil tanker cargo loading and unloading;
6 A thorough knowledge of the geographic transfer area and surrounding areas;
7 Thorough knowledge of the STS Plan.

Competence Assurance Guidelines for Mooring, Loading and Lightering Master.

OCIMF - Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases 2013.

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3 Equipment:
6.2.6 / Equipment
6.2.6.1 / Prior to starting the ship to ship transfer operation, the Masters of the oil tankers should exchange information concerning the
availability, readiness and compatibility of the equipment to be used in the operation.
Fenders
6.2.6.2 / The oil tanker(s) should be provided with fenders (primary and secondary). These fenders should be capable of withstanding
the anticipated berthing energies and should be able to distribute the forces evenly over the appropriate area of the hulls of both oil
tankers. It is recommended that fenders constructed to ISO 17357 should be used. Industry best practice is that the safety valve on
pneumatic fenders is inspected at intervals not exceeding two years and a certificate provided to demonstrate this. Fender Manual.
Destructive test.
Hoses
6.2.6.6 / The hoses used for the STS transfer of crude oils or petroleum products should be specially designed and constructed for the
product being handled and the purpose for which they are being used. Hoses used should comply with EN1765 (or latest equivalent)
regarding specification for the assemblies and with BS1435 (or latest equivalent) and OCIMF guidelines concerning to their handling,
inspection and testing. Hoses should bear the following durable indelible markings:

1 The manufacturer’s name or trademark;

2 Identification of the standard specification for manufacture;
3 Factory test pressure (Note: equal to rated working pressure, maximum working pressure, maximum allowable working pressure);
4 Month and year of manufacture and manufacturer’s serial number;
5 Indication that the hose is electrically continuous or electrically discontinuous, semi-continuous or anti-static; and
6 The type of service for which it is intended e.g. oil or chemical. Hoses check list

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4 Contingency Planning
6.2.9 / Contingency planning and emergency procedures
6.2.9.1 / Although STS transfer operations can be carried out safely, the risk of accident and the potential scale of the consequences require
that organizers develop contingency plans for dealing with emergencies. Before committing to an STS transfer operation, the parties involved
should carry out a risk assessment covering operational hazards and the means by which they are managed. The output from the risk
assessment should be used to develop risk mitigation measures and contingency plans covering all possible emergencies and providing for
a comprehensive response, including the notification of relevant authorities. The contingency plan should have relevance to the location of
the operation and consider the resources available, both at the transfer location and regarding nearby back-up support.
6.3 / Risk Assessment
6.3.1 / STS operations should be subjected to a risk assessment, the scope of which should include confirmation of the following:
1 Adequate training, preparation or qualification of oil tanker’s personnel;
2 Suitable preparation of oil tankers for operations and sufficient control over the oil tankers during operations;
3 Proper understanding of signals or commands;
4 Adequate number of crew assigned to controlling and performing oil transfer operations;
5 Suitability of the agreed STS plan;
6 Adequate communications between oil tankers or responsible person(s);
7 Proper attention given to the differences in freeboard or the listing of the oil tankers when transferring cargo;
8 The condition of transfer hoses;
9 Methods of securely connecting hose(s) to the oil tanker(s) manifold(s);
10 Recognition of the need to discontinue oil transfer when sea and weather conditions deteriorate; and
11 Adequacy of navigational processes.

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5 STS Procedures
6.4 / Preparation for Operations
6.4.1 / Prior to the STS operation, the Masters of both oil tankers and, if appointed, the STS Superintendent, should make the following
preparations before maneuvers begin:
1 Carefully study the operational guidelines contained herein and in the industry publication ‘Ship to Ship Transfer Guide – Petroleum’,
as well as any additional guidelines provided by the ship-owner and cargo owner;
2 Ensure that the crew is fully briefed on procedures and hazards, with reference to mooring and un-mooring;
3 Ensure that the oil tanker conforms to relevant guidelines, is upright and at a suitable trim;
4 Confirm that the steering gear and all navigation and communications equipment is in satisfactory working order;
5 Confirm that engine controls have been tested and the main propulsion plant has been tested ahead and astern;
6 Confirm that all essential cargo and safety equipment has been tested;
7 Confirm that mooring equipment is prepared in accordance with the mooring plan;
8 Fenders and transfer hoses are correctly positioned, connected and secured;
9 Cargo manifolds and hose handling equipment is prepared;
10 Obtain a weather forecast for the STS transfer area for the anticipated period of the operation;
11 Agree the actions to be taken if the emergency signal on the oil tanker’s whistle is sounded; and
12 Confirm completion of relevant pre-operational check lists.
6.4.2 / Communications with the master of the other oil tanker should be established in accordance with 6.2.5 at an early stage to co-
ordinate the rendezvous and the method and system of approach, mooring and disengaging.
6.4.3 / When the preparation of either oil tanker has been completed, the other vessel should be so informed. The operation may proceed
only when both oil tankers have confirmed their readiness.
Marpol Check list
SSQ
Operational Checklist

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6 STS Planning:
6.4.4 / A Joint Plan of Operation in alignment with the STS plan established for each ship should be developed based on information
exchanged between the two oil tankers, including the following:
1 Mooring arrangements;
2 Quantities and characteristics of the cargo(s) to be loaded (discharged) and identification of any toxic components;
3 Sequence of loading (discharging) of tanks;
4 Details of cargo transfer system, number of pumps and maximum permissible pressure;
5 Rate of oil transfer during operations (initial, maximum and topping-up);
6 The time required by the discharging oil tanker for starting, stopping and changing rate of delivery during topping-off of tanks;
7 Normal stopping and emergency shutdown procedures;
8 Maximum draught and freeboard anticipated during operations;
9 Disposition and quantity of ballast and slops and disposal if applicable;
10 Details of proposed method of venting or inerting cargo tanks;
11 Details of crude oil washing, if applicable;
12 Emergency and oil spill containment procedures
13 Sequence of actions in case of spillage of oil;
14 Identified critical stages of the operation;
15 Watch or shift arrangements;
16 Environmental and operational limits that would trigger suspension of the transfer operation and disconnection and unmooring of the
tankers;
17 Local or government rules that apply to the transfer;
18 Co-ordination of plans for cargo hose connection, monitoring, draining and disconnection; and
19 Unmooring plan.
JPO
Mooring Arrangements
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7 Maintaining Records of Compliance:
RESOLUTION MEPC.186(59) Adopted on 17 July 2009.

Regulation 41 / General Rules on safety and environmental protection.

Records of STS operations shall be retained on board for three years and be readily available for inspection by a Party to the
present Convention. Revised Annex I of MARPOL chapters 3 and 4 (resolution MEPC.117(52)); requirements for recording
bunkering and oil cargo transfer operations in the Oil Record Book, and any records required by the STS operations Plan.

Please keep this checklist in a safe place and fill in when appropriate.

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 RA: Risk Assessment Analysis

JPO: Joint Plan of Operation

Safety Check Lists

Ship/Shore Safety Check List

Equipment Certificates

Cargo Plan/Cargo Spec/MSDS

STS Plan.

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Technical Seminar, Colombia 2020
Main Features of MARPOL 73/78, Annex II

Substances posing a threat of harm to the marine environment are divided into
three categories, X, Y and Z. Category X substances are those posing the greatest
threat to the marine environment, whilst Category Z substances are those posing
the smallest threat.

Annex II prohibits the discharge into the sea of any effluent containing substances
falling under these categories, except when the discharge is made under conditions
which are specified in detail for each Category. These conditions include, where
applicable, such parameters as:
- the maximum quantity of substances per tank which may be discharged into the
sea;
- the speed of the ship during the discharge;
- the minimum distance from the nearest land during discharge;
-the minimum depth of water at sea during discharge; and
- the need to effect the discharge below the waterline. For certain sea areas
identified as “special area” more stringent discharge criteria apply. Under Annex II
the special area is the Antarctic area.

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Categorization of Noxious Liquid Substances and Other

Substances For the purpose of the regulations of Annex II, Noxious Liquid Substances shall be divided
into four categories as follows:

1. Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a major hazard to either marine resources or
human health and, therefore, justify the prohibition of the discharge into the marine environment;

2. Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a hazard to either marine resources or human
health or cause harm to amenities or other legitimate uses of the sea and therefore justify a
limitation on the quality and quantity of the discharge into the marine environment; 3.

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3. Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a minor hazard to either marine resources or
human health and therefore justify less stringent restrictions on the quality and quantity of the
discharge into the marine environment;

4. Other Substances: substances indicated as OS (Other Substances) in the pollution category

column of chapter 18 of the International Bulk Chemical Code which have been evaluated and
found to fall outside Category X, Y or Z because they are, at present, considered to present no harm
to marine resources, human health, amenities or other legitimate uses of the sea when discharged
into the sea from tank cleaning of deballasting operations. The discharge of bilge or ballast water or
other residues or mixtures containing only substances referred to as “Other Substances” shall not
be subject to any requirements of the Annex.

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 IBC Code
FORM OF CARGO RECORD BOOK FOR SHIPS CARRYING NOXIOUS
LIQUID SUBSTANCES IN BULK

List of items to be recorded Entries are required for operations

involving all Categories of substances.
(A) Loading of cargo
(B) Internal transfer of cargo
(C) Unloading of cargo
(D) Mandatory prewash in accordance with the ship’s Procedures and
Arrangements Manual
(E) Cleaning of cargo tanks except mandatory prewash (other prewash
operations, final wash, ventilation etc.)
(F) Discharge into the sea of tank washings
(G) Ballasting of cargo tanks
(H) Discharge of ballast water from cargo tanks
(I) Accidental or other exceptional discharge
(J) Control by authorized surveyors
(K) Additional operational procedures and remarks

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 Documents Required According to the Annex II
-Procedures and Arrangements Manual (P&A Manual).
Every ship certified to carry substances of Category X, Y or Z shall have on board a
Manual approved by the Administration. The Manual shall have a standard format in
compliance with appendix 4 to Annex II. In the case of a ship engaged in international
voyages on which the language used is not English, French or Spanish, the text shall
include a translation into one of these languages.

-Cargo Record Book (CRB).

-Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances:

The plan shall consist at least of:
1. the procedure to be followed by the master or other persons having charge of the
ship to report a Noxious Liquid Substances pollution incident;
2. The list of authorities or persons to be contacted in the event of a Noxious Liquid
Substances pollution incident;
3. A detailed description of the action to be taken immediately by persons on board to
reduce or control the discharge of Noxious Liquid Substances following the
incident; and
4. the procedures and point of contact on the ship for co-ordinating shipboard action
with national and local authorities in combating the pollution.

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 Código IBC

IBC, El Código Internacional para la construcción y el equipo de buques que transporten productos
Químicos peligrosos a granel fue aprobado el 17 de junio de 1983 por el Comité de Seguridad Marítima
(CSM) de la IMO, mediante la resolución MSC.4(48). Posteriormente, en diciembre de 1985, fue
enmendado por el Comité de Protección del Medio Marino (CPMM) para cumplir con aspectos
referentes a contaminación marina mediante la resolución MEPC.19 (22).

El código IBC define “buque tanque quimiquero” como buque de carga construido o adaptado y
utilizado para el transporte a granel de cualquiera de los productos líquidos enumerados en el capítulo 17
(del presente código) (Es la misma definición que se encuentra en el SOLAS).

En cuanto al ámbito de aplicación, el SOLAS lo define en el C-VII, el cuál nos remite al IBC. El código
IBC corrobora lo dicho en el SOLAS (en cuanto al ámbito de aplicación) y añade los siguientes
requisitos para que el IBC sea aplicable:

-Las sustancias químicas transportadas no pueden ser petróleo ni productos inflamables que presenten
riesgo de incendio importantes superiores a los que presenta el petróleo (aparecen en el Cap.18 del IBC).
-Los líquidos regidos por el Código son aquellos cuya presión de vapor absoluta no excede de 2,8 bares
a una temperatura de 37,8 ° C.

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IBC Code

Ships subject to the Code shall be designed to one of the following standards:

.1 A type 1 ship is a chemical tanker intended to transport chapter 17 products with very
severe environmental and safety hazards which require maximum preventive measures to
preclude an escape of such cargo.
.2 A type 2 ship is a chemical tanker intended to transport chapter 17 products with
appreciably severe environmental and safety hazards which require significant preventive
measures to preclude an escape of such cargo.
.3 A type 3 ship is a chemical tanker intended to transport chapter 17 products with
sufficiently severe environmental and safety hazards which require a moderate degree of
containment to increase survival capability in a damaged condition.

Thus, a type 1 ship is a chemical tanker intended for the transportation of products considered to present
the greatest overall hazard and type 2 and type 3 for products of progressively lesser hazards. Accordingly,
a type 1 ship shall survive the most severe standard of damage and its cargo tanks shall be located at the
maximum prescribed distance inboard from the shell plating.

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 IBC Code STS Reference

3.7 Bow or stern loading and unloading arrangements

Cargo piping may be fitted to permit bow or stern loading and unloading.
Portable arrangements shall
not be permitted.

3.7.2 Bow or stern loading and unloading lines shall not be used for the
transfer of products required to be carried in type 1 ships. Bow and stern
loading and unloading lines shall not be used for the transfer of cargoes
emitting toxic vapours required to comply with 15.12.1, unless specifically
approved by the Administration.

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 Código IBC

Liquid and vapour hoses used for cargo transfer shall be compatible with the cargo and suitable
for the cargo temperature.
Hoses subject to tank pressure or the discharge pressure of pumps shall be designed for a
bursting pressure not less than 5 times the maximum pressure the hose will be subjected to
during cargo transfer.
For cargo hoses installed on board ships on or after 1 July 2002, each new type of cargo hose,
complete with end-fittings, shall be prototype-tested at a normal ambient temperature with 200
pressure cycles from zero to at least twice the specified maximum working pressure. After this
cycle pressure test has been carried out, the prototype test shall demonstrate a bursting pressure
of at least 5 times its specified maximum working pressure at the extreme service temperature.
Hoses used for prototype testing shall not be used for cargo service. Thereafter, before being
placed in service, each new length of cargo hose produced shall be hydrostatically tested at
ambient temperature to a pressure not less than 1.5 times its specified maximum working
pressure but not more than two-fifths of its bursting pressure.
The hose shall be stencilled or otherwise marked with the date of testing, its specified maximum
working pressure and, if used in services other than the ambient temperature services, its
maximum and minimum service temperature, as applicable. The specified maximum working
pressure shall not be less than 1 MPa gauge.

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Código IBC

HOSE INSPECTION
Before connecting, it is recommended to have a visual inspection on
damage (internal, where possible and external)
Check for kinks (crushed) and/or displaced outer wire(s)
Check on surface cracks, dents or other surface damage
Check for weeping

Wipe the hose with a clean cloth, if rain water is coming out, keep the
hose in service, if medium is coming out, remove the hose from service
Check the lining of the hose assembly (where possible) on cracks wear
or other damage

Take the hose assembly out of service if any of above-mentioned points

has been observed. Always contact an expert for further examination of
the hose assembly.
After connecting, but before operation, the complete hose line should be
checked on following:

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Código IBC

-The hose shall lay free on the ground, without any support (wires, ropes,
etc), unless this is necessary because of a part of the hose line is hanging
overboard or in vertical position, use in that case special designed hose
slings.
-Check if all bolts are screwed tied and if the gaskets are centered in the
middle
-Check if there are no obstacles, sharp points or other objects, which can
cause any damage to the hose in the direct area of the hose line
-Check if over the complete line the minimum bend radius of the hose
assembly is respected

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Código IBC

HOSE TESTING

If the hose assemblies are used more than one time, for a period of more than 1 year, it is recommended
to test hose assemblies each year again. According hereunder mentioned steps. Make sure that after
testing the hoses will be clean and dry (internal and external) before using end caps to blind the hose
assemblies.
• Hose is straight, horizontal and supported
• Measure hose assembly length and register
• Water should be used as test liquid
• Remove all air out of the hose assembly, by purging with water (do not stand in front of the hose
assembly during testing)
• Raise pressure to 1,7 bar, hold 2 minutes
• Measure hose assembly length and register
• Raise pressure to 1,5x design pressure
• Hold the pressure for 15 minutes, check the hose on leakage
• Measure hose assembly length and register
• Release pressure to 1,7 bar, measure hose assembly length and register
• Drain water out of the hose
• Measure electrical conductivity

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Código IBC
Acceptable Parameters

To approve hose assemblies, following criteria shall be

followed:

Elongation :not more than 10%

Electrical conductivity :

≤ 2,5ohm/m for sizes less than 50mm

≤ 1,0ohm/m for sizes 50mm and above

Leakage :no leakage allowed

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Código IBC

STANDARDS AND GUIDELINES

standards are according following International standards:

• NEN-EN 13765 & NEN EN 13766
• IMO-IGC CODE
• IMO-IBC CODE
• NPR 5527
• ISO 1402
• PED 97/23/EC
• ISGOTT

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