Ship To Ship Transfer Manual

TRANSFERS
to ship
Port of Gothenburg
d
GOTEBORGS
HAMN
THE PORT OF SCANDINAVIA
Review date: 2011-05-12

GLOSSARY
STS OCIMF GUIDE

ICS/OCIMF Ship-to-Ship Transfer Guide (Petroleum) ( 4th Edition 2005) and STS Transfer Guide (Liquefied Gases) ( 2ND Edition) 1995.
ISGOTT
International Ship Safety Guide for Fuel Shippers and Petroleum Terminals ( 5th Edition).
OSCP
oil spill contingency plan
The equipment supplier

The equipment supplier is responsible for the supply of properly approved and well-maintained STS equipment.
The Local Agent

The agent responsible for facilitating the ship's visit to the port of Gothenburg
STS Loading Master

An experienced operational STS. A qualified Loading Master who has been trained to carry out and supervise transfers
STS.
equipment transporter
A company with a suitable container to transport the equipment
reverse lightering
transfer an STS consisting of a loaded oil tanker ship in port next to an empty or partial loaded tanker truck.
The client
A client applying for land in Gothenburg an STS.
Training
Marine Regulations issued covering IMO training standards, and which they monitor.
Unloading from the vessel (STBL or Mother Ship)

The ship that contains cargo for transfer to the receiving ship, and which may also be known as the Ship to Be Lightered (STBL) or Mother Vessels.
Cargo Vessel (Daughter Vessel)

The cargo loading vessel from the discharge ship is normally known as the Daughter Vessel.
FATHER
Send Program Inspection Report
OCIMF
Oil Companies International Maritime Forum.
INDEX
TRANSFERS....................................................................................................................................................1
to ship................................................................................................................................................................1
INDEX..........................................................................................................................................................2
1. GENERAL PRINCIPLES.....................................................................................................................5
1.1. Preface............................................................................................................................................5
1.2. Scope..............................................................................................................................................5
1.3. Operations Control.........................................................................................................................5
1.4. Documents control......................................................................................................................6
2. CONDITIONS AND REQUIREMENTS.............................................................................................6
2.1. Vessel Compatibility..................................................................................................................6
2.2. Port approval..................................................................................................................................6
2.4. Weather and sea conditions............................................................................................................7
2.7. Quality assurance...........................................................................................................................8
3.1. Risk management...........................................................................................................................8
3.4. Action in case of security breach.................................................................................................10
3.5. Safety and environmental considerations during cargo transfer...............................................10
3.6. Manning Considerations During Cargo Transfer..................................................................13
4. COMMUNICATIONS........................................................................................................................13
4.1. General communications..............................................................................................................13
4.2. Language......................................................................................................................................14
4.3. STS Instructions........................................................................................................................14
4.4. Initial verbal communications..................................................................................................14
4.6. Communication during approach, Mooring and mooring Un-.....................................................14
4.7. Communication during cargo transfer......................................................................................14
4.8. Procedures for communications failure....................................................................................14
5. OPERATION PREPARATIONS BEFORE MANEUVERING.........................................................15
5.1. Preparation of ships...............................................................................................................15
5.2. navigation signals..................................................................................................................15
6. maneuver and ANCHORAGE.............................................................................................................16
6.1. Basic docking principles...........................................................................................................16
6.2. Along with the maneuvers............................................................................................................16
6.3. Mooring preparations................................................................................................................17
7. Load transfer and environmental considerations.................................................................................18
7.2. Pre-Transfer Procedure.............................................................................................................18
7.4. Responsibility for Cargo Operations.....................................................................................18
7.6. Cargo Transfer - General Guidance......................................................................................19
7.7. Ballast handling.....................................................................................................................20
7.8. Operations after completion of cargo transfer......................................................................20
7.9. Cargo documentation requirements..............................................................................................20
7.10. garbage deposit.........................................................................................................................20
8. untie.....................................................................................................................................................21
8.1. Unmooring procedure...............................................................................................................21
8.2. The untying checks...................................................................................................................21
8.3. Undocking Procedure............................................................................................................21
8.4. Use of the pull for mooring and unmooring.................................................................................21
9. EQUIPMENT......................................................................................................................................21
9.1. Defenses (see also appendix 5).............................................................................................21
9.3. Mooring equipment......................................................................................................................25
11. EMERGENCIES..............................................................................................................................27
11.2. Emergency Signal.................................................................................................................27
11.3. Emergency situations............................................................................................................27
Appendix 3: Communication Flow.............................................................................................................37
Appendix 4: Mooring Arrangement............................................................................................................39
PORT OF GOTHEBORG..........................................................................................................................42
Appendix 6: Fender Tie Downs..................................................................................................................43
1.1.
AN APPENDIX 1: C HECKLISTS ................................................................................................ 29 A APPENDIX 2: C ONTACT LIST
............................................................................ 35
A APPENDIX 3: C FLOW COMMUNICATION ........................................................................................ 38 A APPENDIX 4: M Ooring
PROVISION ................................................................................ 40 A APPENDIX 5: P DE ORT sol OTHENBURG e MERGENCIA PAGE PROCEDURES
.............................. 42 A APPENDIX 6: F ENDER METRO OORINGS .................................................................................... 44

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1. GENERAL PRINCIPLES
1.1. Preface
This manual does not derogate from any General Directions, Notice to Mariners or other instructions that may be issued by the port authority. The authority
Port can order STS operation to stop at any moment if
considers that there is a risk of contamination or if the climate is expected to deteriorate to unsafe operating levels.
The latest version of the “ship to ship” document Transfer Port of Gothenburg” always is available in the port of
Gothenburg home page: www.portgot.se . If this is a printed version of the document always check that there are no subsequent revisions available.
Shipmasters are guided by the latest ICS/OCIMF STS Transfer Guide, ISGOTT, Company Procedures and Port Regulations and General Directions for Navigation. The
STS Loading Master will advise the Master both verbally and through checklists of any local requirements.
The objective of this document is to ensure that all STS transfers are carried out in accordance with the OCIMF STS GUIDE, ISGOTT and the Oil Spill Port
Contingency Plan (OCSP) in a consistently safe and efficient manner.
1.2. Scope
In order to comply with internationally accepted standards, this manual should be read in conjunction with OCIMF STS Guide and the International
Safety Guide for oil tankers and oil terminals (ISGOTT), as well as the regulation
operational for him oil port, Port of Gothenburg.
1.3. Operations Control

The general advice control of an STS transfer in Gothenburg lies with the STS Loading Master. It is not the intention to relieve the Master of any vessel of
any of his duties, quirements or re-responsibilities. An STS Loading Master will be appointed to each STS operation.
The local agent will evaluate the quality of the vessels designated for transfers within STS Gothen-Burg, using the best available information.
The equipment supplier is responsible for the condition and maintenance of the STS equipment. The STS Loading master must transmit reports on
the status of the equipment to the Operational Manager of that equipment supplier.
after each STS. During STS operation the following will apply:
Dokument: Y: \ Ghab \ operations \ produktion \ processingenjör \ läktring torshamnen \ \ manuals pts gothenburg110512.doc Manual
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The port pilots are dedicated to the same extent as for the ship to shore transfers. The pilot will work closely with the respective Masters and the STS
Master Loading Re Safety Garding and Tie Down.
During an STS transfer, in the case of an emergency situation, or in the case of deteriorating weather, the masters of the vessels involved and
the STS Loading Master, shall call the Local Agent and order pilot (or pilots) and appropriate tugs to standby mode to untie the glasses.
• The STS Loading Master will be on board continuously, to monitor the operation of the STS.
• The cargo inspector normally informs the amount of cargo to be transferred. The STS Loading Master should work in
Close collaboration with the STS team to ensure safe and timely trans fers.
The 'Bridge Management Team' principles will be observed, with special emphasis on teamwork and information sharing. The STS management
team consists of the Masters of the two ships, the pilot(s), STS Loading
Master, Agent of the Vessel and TOR Cargo Inspec-.
Port of Gothenburg together with the equipment transporter are responsible for safe transit and delivery of
STS team to site.
1.4. Documents control

The STS Manual is a living document and will be reviewed annually in light of operational experience and the regulatory environment. The most
recent revision will always be available at www.portgot.se .
2. CONDITIONS AND REQUIREMENTS
2.1. Vessel Compatibility

The Client will ensure that the vessels are suitable to carry out the STS stash mission.
2.2. Port approval

The local agent shall work closely with the client and the STS Loading Master and keep the Port Authority advised of the ETA of vessels likely to be conducting STS
transfers. The local agent must also send and receive checklist (1), see Appendix 1 and transmit the response to the client.
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Approval of an STS transfer will be given by the Port Authority after careful evaluation of the vessels involved, weather forecasts for the expected duration of the
operation, other operations, etc., and consultation with the client.
2.3. transfer area

STS transfers will take place at berth 800 in Torshamnen.
2.4. Weather and sea conditions

STS operational parameters
When weather forecasts predict average wind speeds greater than 20 m/s, the Harbor Master will make a decision regarding the arrival of vessels and departure of
vessels at the quay. This decision takes into account the forecast wind speed and direction, moorings, size of vessels, available tugs, etc., at continuous speeds greater
than 20 m/s the following will be done:
• All the Cargo transfer operations should be suspended

• All the Cargo transfer and vapor return hoses must be drained and disconnected in
predicted continuous wind speeds above 25 m/s the following will be done:
• All the operations are suspended and ships must leave berth
The security factors that will be taken into account by the STS Loading Maestro are the following:
• The movement of the two vessels (i.e. severe wind and sea conditions).
• The behavior and integrity of the fenders. the failure of mooring ships. Failure to comply with one or more
mooring between the vessels or between the ship and land.
• Weather forecast. Due consideration is that weather forecasts and early measures will be paid
adopted to suspend transfers, if safe to do so, when severe weather is imminent.
2.5. ship criteria limit

Vessels that are involved in ship operations at berth 800 are limited by the following criteria:
Max combined displacement: 320,000 tons

Min DWT: 8 000 tons
Max DWT: 80 000 tons

Max LOA: 265m
Max combines beam from both ships: 57m
Max project 17m
min freeboard 1.5m
The equipment available in Gothenburg (4 x 12m hoses) allows a maximum height difference between the collectors of:
Hose transfer of a load:
24m
Transfer with two charging hoses: 12m
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The fenders allow a maximum displacement of 125,000 tons at 0.2 knots for the noeuvring ma- vessel.
To handle the apparatus supplied in Gothenburg, a minimum SWL of lifting equipment is

1.5 t.
2.6. Product criteria

Only products with a flash point higher than 55°C are viable for STS transfer at the Port of Gothenburg.
2.7. Quality assurance

The Maestro STS Loading company will maintain a complete record of the STS transfers it has completed.
The equipment supplier maintains a complete record of the equipment.

The STS Master Loading company typically vets customers to ensure consistent and safe practices.
3. SECURITY
3.1. Risk management

Procedures have been established to ensure compliance with the law, both legal and local. Appropriate procedures
are in place to reduce the risk to as low as reasonably possible (ALARP).
A risk analysis covering ship operations at berth 800 has been carried out by the Port of Gothenburg.
3.1.1. Fatigue Prevention

Human error fatigue is perceived to have contributed to a number of accidents. STS crews and ships support personnel must follow guidelines in
accordance with relevant ILO, IMO and national regulations in planning working hours. In this regard, it is the duty of the STS management team and to plan
rest periods accordingly, requesting additional staff when necessary.
3.1.2. Personal Protective Equipment (PPE)
All personnel involved in ship operations in Gothenburg must follow ISGOTT guidelines regarding PPE and protective clothing.

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PPE is defined as:
• Safety helmet
• Protective clothing (covering arms and legs)
• Lifevest
• Safety shoes (with protective toe)
• Work gloves
• Goggles or protective glasses
The STS Charging Master is supplied with the PPE. This is what will take:
• Joining and leaving the glasses

• When working in designated PPE areas
• When working on open vessel covers
• Life jackets should be worn when transferring between boats/boats and when working near water,
where guardrails are ineffective or non-existent
3.2. Safety exercises

Each recipient, prior to STS transfer, shall conduct an appropriate STS safety drill. Such drilling should include emergency unmooring and the use of SOPEP anti-
pollution equipment. Suit-able entries must be included in the ships' logbook.
3.3. The checklists

STS transfers are made in accordance with the latest OCIMF /ICS STS Guide Transfer. port of lists checking
Gothenburg STS are OCIMF / checklists security with ICS STS amendments included to comply with theconditions and
local regulations.
STS list control (1) will be sent to vessels scheduled for STS transfer by the STS Agent. The answers they will be
examined by Agent of STS that will confirm the suitability of the vessels designated for STS transfer and Advise the client in
consequence. Confirmation is based on:
• port state control records
• Vessel suitability (e.g. suitable moorings and leads)
• environmental suitability (e.g. clean ballast, no harmful gases in cargo tanks and normally double
helmet)
During mooring and transfer it is the duty of the STS Loading Master to complete the required site checklists, together with senior officials of both vessels, in a timely
manner as follows:
• List of check of security (2) 'Before of Let operations begin
• List of check of security (3) 'Before of Commissioning and mooring
• List of check of security (4) 'before of load transfer':
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Safety checklist (5) 'Before Untying'
3.4. Action in case of security breach

In the event of a security breach or failure to comply with security requirements during an STS transfer, the Master of either Ship, or the STS Loading Master are to
suspend operations until the situation is rectified. Operations are not to resume without unanimous agreement of the STS management team.
3.5. Safety and environmental considerations during cargo transfer

The basic security requirements for an STS transfer are similar to those for normal loading port operation listed in the latest edition of ISGOTT.
3.5.1. Bare Lights Smoking and

Regulations regarding smoking and the use of naked lights must be strictly enforced by the respective Masters and verified by the STS Loading Master.
3.5.2. Land in electrical panels

If the ground indicator lights are showing on the main panel, the faults should be traced and RELATED. This is to avoid the risk of arcing, especially in deck areas
where gas buildups may be present.
3.5.3. soot blowing

It is prohibited to blow into the tubes during STS transfer.
In case of sparks from the funnel, transfer operations must be stopped immediately.
3.5.4. Hoses (static electricity)

In order to eliminate the possibility of flammable arcing between the two vessels when presenting the hose chain for connection, insulating flanges should be used for
the vapor return hose in accordance with ISGOTT procedures.
Insulating flanges are placed between the hoses, so at least two hoses must be used. The insulating flange is placed between the ships so that the
flange CAN connection no come into contact with either of the two vessels.
Since the transfer hoses of oil used in port from Gothenburg are semi-discontinuous, any TiAl power
difference
between ships is equalized in a controlled manner as soon as oil transfer hoses are connected. To avoid the risk of arcing when connecting vapor return hoses, oil
transfer hoses should be before the vapor return hoses. Disconnection of impressed current type cathodic protection systems is not, generally considered to be a
feasible method to minimize ship-ship current potential differences. In the absence of insulation between the vessels, the potential difference should be reduced as
much as possible. If both boats are to function correctly impressed cathodic current protection
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tion systems, then this is probably the best get by leaving both on. If the systems are of different design (e.g. Sacrificial Anode Type/Impressed Current
Type) then both should be turned off.
Other places where electric arcs can occur

All STS mooring lines will be ropes, or cables insulated by using the natural properties of soft rope tails. If soft rope tails are used, they must be of sufficient length to
extend to the side of the receiving vessel's mooring OUT- plate.
Care should be taken to avoid low resistance ship-to-ship electrical contact in the following areas:
• Non-insulated metal ladders or walkways between boats - by adjusting the rubber ends
• Derrick or crane wire runners and hooks - through careful operation
• Bare unprotected cables and chains inside fender support nets or cages - for good maintenance
quality
3.5.5. The use of radio and satellite communication equipment

The main ships transmitting antennas radio on both ships will be connected to shore and neither ship should use this
team while next to others.
Mobile phones and electrical appliances No Intrinsically safe devices should not be used, or performed once activated, in the
open cargo cover.
Satellite communications do not present any safety hazard, but should not be used if flammable gas accumulates near the antenna. AIS equipment is considered safe
and must be kept operational for the purposes of port VTMS.
3.5.6. Use of radar

Guidance on the use of radar is clearly described in OCIMF STS GUIDE 3.5.6 (3.3.6 Liquefied gases). 3cm. Radar must not present an ignition hazard.
10cm. Radar should not be used when there is a possibility that the scanner may be pointed directly at or near the cargo deck of the adjacent vessel.
In any case, care must be taken when using radar and consultation among the Management STS team is advisable.
3.5.7. Gas Accumulation, Mercaptan and H 2 S

STS transfer operations will be suspended if, in the opinion of the STS Loading Master or Vessel Officer, the accumulation of vapors from load
through the covers or collectors of one or other ship constitutes a risk to vessels or personnel.
Transfer operations will not resume without unanimous agreement of the STS management team. Maximum allowed values are 50 ppm for
H 2 S and 0.5 ppm for mercaptan. The ballast ships that have previously carried cargoes
Hydrocarbons that are high in H 2 S or mercaptan should ensure that their tanks are cleaned and ventilated thoroughly in order to avoid the
discharge of harmful
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gases to the atmosphere. The ventilation of gases from the tanks of cargo tankers is regulated in the Operating Regulations for the Oil Port, Port of Gothenburg.
All necessary precautions for personnel safety should be taken when connecting/disconnecting hoses and sampling load to avoid inhalation of excessive hydrocarbon
gases. ISGOTT guidelines should be followed and portable gas meters should be used to ensure that exposure to H2S is avoided.
All parts involved in STS activities must count on procedures for the management of loads that con- they have high
concentrations of H 2 S. limit values for the environment in the place regular work RELATED by the
Authority Environment
Labor should not be exceeded.
3.5.8. thunderstorms
Transfer operations should be suspended and all ventilation risers, cargo systems and IGS systems secured in the event of a thunderstorm passing near or over
vessels involved in vessel operations.
3.5.9. Galley stoves

Before authorizing the use of cooking stoves and other cooking appliances while a ship is gagged in ship operations, ship's officers are responsible for ensuring that
such appliances are safe and that no danger exists.
3.5.10. Preparation of fire fighting equipment

fighting team fire protection must be ready for its use immediateon both ships. monitors of foam in each boat must
point towards the charge collector in use and leaves in a state appropriate for the operation of hands free.
3.5.11. Accommodation openings

All accommodation access doors, especially those opening directly onto the cargo deck, must be kept closed during cargo transfer operations. The captain of each
vessel must designate those access doors that will be used for the transportation of personnel. Such doors, if used for the transportation of personnel, must be closed
immediately after use.
Air conditioning units should be set on re-circulation in order to avoid accidental ingestion of gaseous vapors.
3.5.12. Unauthorized vessels (ISPS Code)

No unauthorized vessels must be allowed either alongside the vessel at any time before, during or after the STS transfer. In this sense, attention must be
focused to local regulations and the of ships and International port facilities
Code of
Security (ISPS Code), which is refer to the possibility that the terrorist activity. All visitors and vessels visit
must
be examined and cleared by the safety officer on board. Crew and surplus warehouse ship of an approved port ISPS. The Agent will give advance notice and full details
of any release that is due to the visit of vessels engaged in STS transfers.
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3.6. Manning Considerations During Cargo Transfer

Masters must take into account the estimated duration of operations to ensure that keeping guard safe and free of
Fatigue can be maintained at all times. Crew changes are not permitted during STS operation.
When considering manning requirements in relation to STS operation, due attention should be paid to legislation relating to minimum rest periods for crew.
For reasons of crew workload, transfer operations taking place simultaneously on both sides of the STBL are generally not recommended.
A 'Risk Assessment' will be completed for each STS transfer by the STS Loading Master. This is normally generic in nature, appropriately tailored for each operation.
The risk assessment will typically consider the weather forecast, ships involved, cargo, equipment, personnel transfers, as well as other factors that may have an effect
on a safe CoML.
3.7. During STS transfer storage

In exceptional circumstances, storage operations may be carried out prior to:
• STS management team agree
• Proper safety precautions are in place
• Adequate security measures have been taken (ISPS Code)
• OCIMF and industry guidelines are followed
3.8. Operations during fuel intake STS Operations

In exceptional circumstances, fueling operations can be carried out after:

• All transfer operations are suspended and all cargo vents closed
• Proper safety precautions are in place
• Adequate security measures have been taken (ISPS Code)
4. COMMUNICATIONS
4.1. General communications

Good communication between ships is an essential requirement for successful STS transfer operations. The client can supply approved, UHF radios.
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4.2. Language
To avoid any misunderstanding, a common language should be agreed upon before operations begin.
4.3. STS Instructions

The charterer's agent will normally pass on the details of the STS transfers to the STS Master and the STS Loading Masters. The STS Loading
Masters will inform each teacher of local requirements and STS transfer procedures.
4.4. Initial verbal communications

No loading or transfer maneuvers should take place unless good communication is established between them. Checklists 2 and 3 will be
completed before mooring.
4.5. Navigation warnings

West Coast VTS will issue any warnings to boaters that may be necessary.
4.6. Communication during approach, Mooring and mooring Un-
The Harbor Pilot designates the VHF channel for mooring. Clear mooring instructions will be given to each master prior to approach. Upon
completion of mooring, appropriate communication will be agreed for cargo transfer. Clear unmooring instructions will be given to each master by
the Port Pilot prior to issuing off. The pilot will designate a VHF channel for ING unmoor-.
4.7. Communication during cargo transfer

During cargo transfer, key personnel on both ships must maintain a common means of communication. This is normally via handheld UHF radios.
4.8. Procedures for communications failure

In the case of a interruption of communication during an approach maneuver, and if appropriate and sure do it,
then the maneuver should be aborted. During loading operations, in the event of a total rupture of the
communications to each ship, the emergency signal (7 or more short explosions in the ships whistle) must be sounded and
transfer suspended in one way safe and controlled. The transference should not be resumed until is restored
satisfactory communication.

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5. OPERATION PREPARATIONS BEFORE MANEUVERING
5.1. Preparation of ships

Vessels engaged in STS transportation must ensure that preparations and planning are carried out in accordance with OCIMF STS GUIDE.
To help this, The STS Loading Master will supply checklists, smoking notices and check sheets
environmental inspection.
Checklists should be completed well in advance, so that vital equipment (eg Sengers long jes and oil spill emergency response teams) is identified and prepared early.
Each master, together with key vessel officers, will be briefed by the Port Pilot and/or the STS Loading Master regarding mooring, towing and contingency utilization
plans.
5.2. navigation signals

Lights and shapes must be displayed on vessels involved in ship operations according to the International Regulations for the Prevention of Collisions at Sea.
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6. maneuver and ANCHORAGE
6.1. Basic docking principles

Provided traffic and weather conditions and local restrictions permit, docking and undocking operations can be carried out during the day or night.
6.2. Along with the maneuvers

The largest vessel is normally docked at the berth.
The smaller tanker maneuvers alongside larger tanker in a controlled manner under pilotage using its thrusters or with the help of tugboats.
The final approach angle should be as light as possible and the transverse closing speed less than 0.3 knots.
Transverse speed is directly related to the energy absorption of each fender (particularly No.1 fender). The higher the transverse speed, the greater the energy
absorption required by the fenders. It is therefore vital that transverse speed does not exceed 0.3 knots, especially when undertaking reverse barges of large vessels
(e.g. mooring a Suez max. Tanker next to a VLCC).
The use of tugboats for the berthed vessel is regulated in the Port Information Guide for the Port of Gothenburg. This is also true for the outer ship, with the exception
that
If the outer ship has a deadweight greater than 30,000 DWT, at least 3 tugs must be used.
6.2.1. reverse lightering

Reverse barge is the maneuvering of a loaded vessel alongside a large ballast or partially loaded tanker.
Excessive transverse speed when performing reverse barges will cause the safety valves on the lift flap(s), resulting
in reduced fender performance. When carrying out reverse hauling at the anchor, the Master, Pilot and STS Loading Master must ensure that sufficient tugs, of
adequate bollard pull, are used for mooring and unmooring, taking into account the slower response of loaded tanker trucks.

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6.3. Mooring preparations
The mooring approach and methodology are explained in the STS OCIMF GUIDE. Careful planning is essential. The mooring sequence, cable
selection and the importance of avoiding cables and ropes that pass through it
Lead all play an important role in the pre-planning of the operation.
It is essential that both vessels prepare good messengers for mooring. STS Standard Messengers Gers are 40mm UV stabilized braided polypropylene rope, usually
about 200 meters long. These couriers are obligated
conventional during US Gulf and Pacific lighterings. Closed cables are used for all moorings.
Wire mooring lines should be fitted with suitable rope flags.
It is the responsibility of the STS Loading Master to coordinate the exchange of data between vessels prior to mooring. Defenses must be positioned
according to positions multiple in relation to the parallel body of both vessels.
The captain of the vessel moored to the berth must take into account the forces of both vessels when planning the mooring arrangement. The minimum
requirements are shown in the Port Information Guide for the Port of Gothenburg. The Port Pilot is familiar with these requirements.
The mooring requirements of the vessel moored outside the other vessel are the same as those of a vessel moored at Pier 800. The minimum
requirements are listed in the Information Guide port for the port of Gothenburg. Yes enough moorings
cannot be achieved between boats, moorings to the bunk-bed HE they can use if
possible. HE always recommends that it be
Possible bow and stern moorings to dock the boat outside.
If enough mooring no can be assured in the opinion of the teacher of any ship or the main load,
Operations should be stopped until the situation has been rectified. A mooring boat must always be available for mooring operations.
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7. Load transfer and environmental considerations
7.1. steam compensation

Steam compensation will be used if the two ships are to be inerted in accordance with ISGOTT recommendation. Vapor compensation can also be used if
the receiving vessel is equipped with an inert gas system, and the discharge vessel is not subject to inerting:

• Vessel unloading follows applicable ISGOTT procedures in relation to inert gas systems. Appendix 7 of this
manual contains a checklist for steam compensation.
7.2. Pre-Transfer Procedure

When the two vessels are safely moored together, communications are adequate for cargo operations. The Ship to Ship Checklist 4, check list Ship-to-shore
ghab and ship-ship Cargo Management Plan must be
completed with the STS Loading Master in en-Tendance before the transfer begins.
In the port, port facilities and SOPEP of the ship are considered sufficient to deal with the most foreseeable incidents.
7.3. Hose connection

Oil transfer hoses should be before vapor return hoses to avoid risk of arcing, see 3.5.4 Hoses (static electricity).
The crew of each ship is responsible for connecting and disconnecting the cargo and steam hoses in turn re-.
7.4. Responsibility for Cargo Operations

Cargo transfer operations are carried out according to the needs of the receiving vessel. It is normal for the Chief Officer of the vessel to be identified as the person in
charge of the transfer. He/she may delegate responsibility to qualified guards during rest periods.
The STS Loading Master is not directly responsible for the transfer of cargo, but must nevertheless supervise the loading operations to the best of his/her ability, in
order to ensure that the transfer is carried out in a safe and controlled manner. .
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Cargo transfer must be stopped if there is a violation of safety standards or a risk of environmental contamination.
7.5. Load transfer planning

When transferring load planning during an STS operation, the following points must be considered and addressed accordingly:
• Ensure adequate stability and try to minimize free surface effect.

• Ensure voltage limits are not exceeded
• Confirm grade(s) and transfer rates
• Clarify local or government rules that apply to the transfer (ballast restrictions, portability criteria
re-, dispersant restrictions in the event of a spill, etc.)

• Material Safety Data Sheet (MSDS) to be transferred from the loaded container.
• Cargo/load transfer plan must be agreed upon and exchanged before com- transfer.
• ship security plan ISPS code in operation.
7.6. Cargo Transfer - General Guidance

Environmental protection is of utmost importance. Therefore, slow speed controls for hose integrity and cargo vessel line integrity are vital.
The cargo control room (CCR) and communication radio between vessels must be occupied at all times during the transfer. The load transfer speed is increased until
both vessels and the STS Loading Master have completed the 'slow speed checks'. Once satisfactory 'slow speed controls' have been confirmed, then load transfer is
slowly increased up to full speed, in accordance with the capacities and pressures of the vessels and hose. Fur- ther checks must then be completed.
A Responsible guardian watch must be present on the collector charging of each ship tothroughout the transfer.
HE requires so at least 10 minutes notice for a change of speed of transfer and finishing rate. This was agreed during the
pre-planning.
The amount of load transferred is to be compared per hour. This will prevent large age invisible leaks, especially during hours of darkness.
Ventilation of vapors (whether to vapor balance or to atmosphere) must be carefully monitored and controlled.
Ballast water management plans (IMO) recommendations are recommended in order to avoid the introduction of exotic species into the local environment.
Moorings should be checked regularly and adjusted accordingly.
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Moorings should be strung on an hourly basis simultaneously on each vessel in order to ensure that all ropes retain similar tension.
7.7. Ballast handling

Although tankers engaged in the STS mission have double hull and separate ballast, it is essential that IMO resolution A.868 (20) “Guidelines for the control
and management of ballast water to minimize the transfer of harmful aquatic pathogens and” will apply, . Prescriptions for ballast handling can be found in
the operational regulations for the Har-Oil Bour, Port of Gothenburg.
7.8. Operations after completion of cargo transfer

After the completion of the load transfer, the following operations are carried out with the STS Loading Master in attendance:
• Drain hoses, one by one, into the most suitable container.
• Hoses disconnected and blank, complete with proper gasket bolts and all inserted correctly, (heads
of exposed bolts and bolt threads below the flange, thus preventing thread damage when lifting).
• Ship collectors bleached.
It is imperative that all precautions are taken to prevent accidental spillage. of oil on the cover. Therefore, it is
required for the STS Loading Masters to be present during the disconnection. The crew of each ship is responsible for
Connect and disconnect charging and steam hoses in turn re-.
7.9. Cargo documentation requirements

Vessel agent who will normally be in charge of cargo documentation.
7.10. garbage deposit

Garbage disposal is regulated in the port regulations for the port of Gothenburg.
"and STS Manual 2011-05-12 22 (56)
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8. untie
8.1. Unmooring procedure

Unmooring is normally completed with the ship sailing the smallest distance. Depending on the current and weather, tugboats can be used to assist.
Vessels that are authorized to moor and unmoor without assistance from tugs at berth 800 for ship-to-shore operations may also unmoor without assistance in ship
operations.
8.2. The untying checks

At the end of checklist 5, unmooring can begin.
8.3. Undocking Procedure

Undocking differs very little from a normal departure from the dock. Important factors to consider are the wind, the vessel's current equipment, and the
number and type of tugs.
8.4. Use of the pull for mooring and unmooring

The use of tugboats for the berthed vessel is regulated in the Port Information Guide for the Port of Gothenburg. This is also true for the outer ship, with the exception
that
If the outer ship has a deadweight greater than 30,000 DWT, at least 3 tugs must be used.
9. EQUIPMENT
9.1. Defenses (see also appendix 5)
ISO 17357
A new international standard (ISO 17357) specifies the material, performance and dimensions of pneumatic flotation fenders that are intended to be used for
docking and mooring of one ship to another ship or docking structure.
Each fender certified to ISO 17357 will have markings on the body of the fender to indicate the following:
• International standard number, and year of application, i.e. ISO 17537:2002
• Size, diameter and length
• internal pressure initial
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• Manufacturing date or its abbreviation

• full or abbreviated name of the manufacturer
• number individual series
• Reinforcement layer type
Manufacturers' markings, indications of internal pressure and size, should be of suitable size and finish to permit clear identification. Letter heights will be
100 mm minimum for fenders whose diameters are 2500 mm and larger.
Fenders can be equipped with an identification system buried within the fender body.
Documentation
The manufacturer provides certification that fenders have been tested and inspected in the manner specified in this standard and that all requirements have
been met, along with a test and inspection report, as well as a material certificate for the synthetic tire cord. which is used to manufacture the fenders.
The manufacturer provides a maintenance manual, in the format of a log book, where the details of all maintenance are recorded and the
repairs carried tocape in he fenders, including safety valves, again up to date. All the
maintenance and the repairs carried to cape in he mudguard should be the manufacturer's guidelines. The manufacturer
also
provides a handling/storage/packaging recommendation.
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Defenses used in STS transfer operations fall into two categories:
• primary defenses, which placed along the body parallel of the ship to provide the maximum protection,
while at his side. Also They are designed to absorb energy as the vessels dock to the side stand.
• secondary fenders which are used to protect the arch and the plating stern contact carp involun- if
boats leave the alignment during mooring or unmooring. In general, fenders are place both:
• port side of the ship maneuvering

• The starboard side of the reception ship
Care must be taken to ensure that the fenders are maintained at their design pressure during use of the STS. The fenders in Gothenburg are normally 'pneumatic 50'
and have a safe internal PRESSURE of 0.5 Bar (0.5 kgf/cm2). Maximum displacement allowed for maneuvering the ship is 125,000 tons, and the maximum docking
speed is 0.2 knots.
If ever 'pneumatic 80' fenders are used, They are inflated to 0.8 Bar (0.8 kgf / cm2). The pressure increased and the
Higher fender specifications, resulting in greater assured energy absorption and reaction forces.
Details of the energy absorption capacities for fenders of variable dimensions can be found in the manufacturer's manual.
Secondary defenses are always used in accordance with OCIMF recommendations. fender tie-downs must
tended during transfer operations.
During multiple transfers STS equipment should be checked after each transfer to the best available means.
9.2. hoses
Oil transfer hoses
9.2.1. Yokohama hoses - are semi-discontinuous. Hoses of similar diameter can be CONNECTED together
without risk of electric arcs.

9.2.2. Amiflex hoses are similar to Yokohama hoses and flexible tubes of similar diameter can be connected to each other
without risk of electric arc formation.
9.2.3. Dunlop hoses - some hoses have two orange bands on each end. These hoses are
electrically that continues. Other hoses have no band on the ends. These hoses are electrically discontinuous. When joining Dunlop hoses it is essential
that there is an electrically discontinuous hose in each chain.
25 (56)
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In Gothenburg, semi-discontinuous rubber hoses with a diameter of 8 inches are used. The transfer load hoses are semi-continuous which means that the potential
difference between the ships equalizes slowly. Vapor return hoses are electrically continuous. Flexible rubber hoses are used for black oil (usually bunker) transfers. If
electrically continuous hoses are used, an insulating flange must be used on each hose string.
9.2.1. Hose standards

The following criteria are a summary of the manufacturer's guidelines:
Avoid bending the hoses. Lift on board using a suitable leather strap around the body of the hose, at one end, clear of the flange.
NEVER lift using a hose a Blind flange handle as a point
elevation.
Use a 'hose pan' to lift a hose compound
Make sure the maximum temperature of the product does not exceed 82 °C.
Ensure hoses are stored properly between STS transfers. Protect hoses from direct sunlight
during stowage (ambient temps. -29 to 52 ° C).
9.2.2. Hose Size and Length
Hoses used in Gothenburg are 8 inches in diameter and 12 meters in length. One or two two-hose chains are typically used for transfer.
The number of hoses and length of each sequence is determined by the STS Loading Master in consultation with the Masters of each vessel. It is necessary
to determine the maximum free-board gap of the vessels to ensure that an appropriate length of hose is supplied. The minimum bend radius (MBR) is given
by the formula:
MBR = nominal hose diameter x 6
9.2.3. hose connection

During connection of the hoses, both hose to hose and hose to ship, new joints are repaired and all threaded holes in the body must be used. These gaskets will be
supplied together with the hoses.
Although sometimes difficult to control, it is necessary to emphasize that the screws should be tightened sequentially and oppositely (ie 12-6-3-9).
It is recommended that the hose be supported using the ship's crane/drilling rig and slings, as well as by the fixing rope located at the ship's hose inlet. Tools used for
connection must not be capable of producing an incendiary spark.
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It is essential that suitable strops straps are used for lifting the hoses (supplied by STS Loading Master). Never lift rubber hoses that use wire slings.
9.2.4. Inspection and testing hose

Hoses are tested in accordance with OCIMF Guidelines for Handling, Storage and Inspection and Testing of
hoses in the field. The manufacturer's instructions are also in line with this publication. The hoses must be
inspected during each STS transfer by the STS Loading Master. Defects to take into account are the following:
• Damage to internal garrison
• Blistering, cuts, abrasion damage to outer shell
• Flattening or twisting damage (cracking)
• Evidence of leaks in the outer shell
• flange damage
Hoses are tested by the equipment supplier (approved contractor) every 3 years. All hoses have
test certificates, which are carried out by the equipment supplier.
9.2.5. Qualification
The manufacturer, in accordance with EN1765, marks each hose. STS Loading Masters are for recording the numbers of hoses used for oil transfer.
9.2.6. flow rates

All equipment supplier oil hoses are certified for transfer at flow rates up to 21 m/s. In der or- to leave a margin of safety, a flow rate of 15 m/s is used by the equipment
supplier as its normal, agreed-upon maximum transfer rate.
INTERIOR DIAMETER PERFORMANCE -V-
Speed of 15 meters/second diameter

nominal hose interior performance
Cubic meters per

Inches millimeters barrels per hour
hour
8 203 1750 11 000
When determining the flow rate, consideration must be paid to the capacities of the ship's pipes and the behavior of the hoses in the collector.
9.3. Mooring equipment

It is important that vessels are equipped with good quality mooring lines; efficient turnstiles and well-placed closed channels or bollards. It is important that closed ducts
are used, unless it is
27 (56)
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clearly established that one ship will ALWAYS have a greater freeboard than the other. It is common to use lashings from each vessel to ensure a
well-balanced lashing design.
10. PERSONNEL TRANSFERS

Personnel transfers are kept to a minimum and are carried out in accordance with the OCIMF STS Oil Transfer Guide. The STS Loading Master will carry out a risk
assessment to ensure that the personnel transfer equipment is fit for purpose. Appropriate procedures must be in place on board the vessel. Life jacket must be worn
when transferring between vessels. It is the Masters' responsibility to ensure safe access between boats. If you can'tuse walkways, it may be necessary to use
alternative means of access, such as mooring boats or
releases. Personal crane transfers are not permitted in the port of Gothenburg. If a ship is used for personnel transfers, transfer to and from this ship is possible through
the access point through the Port Office dock. Point of
Alternative access is Hjärtholmen. Access to and from the outer ship may be, for example, via the pilot ladder.
Any vessels used for in-person transfers must have applicable certificates.
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11. EMERGENCIES
11.1. Contingency planning

Anti-pollution plans are available at the berth.
11.2. Emergency Signal

Dedicated vessels to ship operations must maintain a constant state of preparation. The emergency signal, seven or
shorter touches of ships' whistle, must be understood for all the staff, they should go directly to the stations
according to the emergency contingency plan. It is essential that the STS Loading Master familiarizes himself with the ships emergency plans.
11.3. Emergency situations

Emergency situations may arise during docking or undocking, as well as during transfer. The Master, together with the STS Loading Master, is
responsible for deciding the best course of action in accordance with the overall safety of the two vessels and in accordance with re- local
quirements.
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Appendix 1: Checklists
VESSEL-SHIP TRANSFER
CHECKLIST 1 - PRE-FIXTURE INFORMATION (for each vessel)
(Between the OPERATOR/CHARTERER vessel and organizer)
Ship name: ___________________________________________IMO No. ________________
Operator ship: Ship charterer: STS Org Aniser:
Contact Preferred No. (e.g. INMARSAT) Send operator confirmation

observations
1. What is the letter of agreement?

What is the length of the body parallel to the charged and ballast air currents?
2. The load transfer will be carried out in progress and,

N/A N/A
If so, can you keep the boat at about five knots for a minimum of two hours?
3. It is ship layout manifold in compliance

with OCIMF Recommendations for oil tanker manifolds and associated
equipment?
4. It is a ship lifting equipment in accordance with

OCIMF Recommendations for Oil Tank Collectors and Associated Equipment?
What lifting equipment has a SWL of at least 1.5 t?
5. What is the expected maximum and minimum

How high is the collector load from the waterline during transfer?
6. Sufficient labor will be provided at all stages of the operation?
7. Do fairleads and mooring bitts fitted in accordance with OCIMF Guidelines

for Mooring Equipment and are they of sufficient number?
8. Can the mooring supply vessel provide all lines on winch drums?
9. If moorings are high modulus wires or ropes, they are

They equipped with synthetic tails at least eleven meters in length?
10. Full size mooring bitts of sufficient strength are conveniently located near all closed
raceways to re-receive mooring rope eyes?
11. Are both sides of the vessel clear of any overhangs including bridge wing
projections?
12. Has the transfer area been agreed?
13. Is the boat equipped with an inert gas system?

Will the ship's tanks inert? (Less than 8% oxygen)
14. Is the ship's vapor return setting?
UNLOADING FROM THE VESSEL / RECEIVING SHIP (Delete as appropriate) Name: Name:
Signature: Date:
CHECKLIST 2 - before starting this
Unloading Ship Name: _____________________________________________________Reception Name of

ship: _____________________________________________Transfer date:
Download
Re Checked vessel c n e a p v c e io C n
hequeado tions
1. The two ships have been warned by the shipowners that observed
Registration of list 1 has been completed satisfactorily?
2. Do personnel meet the rest of the requirements of ILO 180, Training or national
regulations, as applicable?
3. are radio communications established?
4. Language of operations has been agreed?
5. The meeting position outside the transfer zone is okay?
6. Docking and mooring procedures are in agreement, including fender positions and
number/type of ropes to be RESPECTED by each vessel?
7. Has the system and method of electrical isolation between ships been
agreed?
8. Are the vessels upright and properly fit without any over-hanging projections?
9. Have engines, steering gear and navigation equipment been tested and in good
condition?
10. Boiler and tube houses have been cleaned of soot and
Is it understood that during ship operations, the pipes should not be blown?
11. The engineers have been informed about the engine speed (and
adjustment) speed requirements?
12. Have the weather forecasts been obtained in the broadcast area?
13. Is the hose lifting equipment suitable and ready for use?
14. Charge transfer hoses and vapor return hoses are prop erly tested and certified and
apparent good condition?
15. Fenders and associated equipment are visually in good condition of the parents?
sixteen. Has the crew been informed about the mooring procedure?
17. Do you remember the contingency plan?

18. Permission to participate in the STS transfer has been granted by the port of
Gothenburg?
19. Has a navigation warning been transmitted?
20. Has the other vessel been advised that the checklist 2 registration is completed
satisfactorily?
UNLOADING FROM THE VESSEL / RECEIVING SHIP (Delete as appropriate) Name:
Name: Signature:
CHECKLIST 3 - BEFORE RUN-IN AND MOORING
of unloading vessels Name: _________________________________________________Reception Name of
Download
Ship Checked Rec e n p a c v i e on
Checked observ tions
1. Registration of list 2 has been completed satisfactorily?
2. primary defenses floating in their proper place? fender flags are in order?
3. Are secondary defenses in place (if necessary)?
4. Protrusions on sides on the docking side are re tracted?
5. Is a competent helmsman behind the wheel?
6. Collector load connections are ready and marked?
7. Course and speed information has been exchanged and understood? N/A N/A
8. Is the ship's speed settings controlled by changes in revolutions and/or propeller

pitch?
9. Are navigation signs displayed?
10. Adequate lighting is available?
11. The power is in the winches and windlass and are they in good order?
12. Rope messengers, rope stoppers and waved lines are ready for use?
13. Are all Mooing lines ready?
14. Are all mooring personnel in position?
15. Communications are established with mooring per sonal?
sixteen. Is the anchor on the opposite side to the transfer ready to drop?
17. Has the other vessel been informed that the list 3 registration is satisfactorily
completed?
Name: Signature:
VESSEL-SHIP TRANSFER CHECKLIST
4 - BEFORE LOADING TRANSFER
Download
Ship Checked Rec
e n p a c v i e on tions
Checked observ
1. Has the Ghab Boat/Shore Safety List been satisfactorily completed by docked boat?
2. Procedures for the transfer of personnel have been agreed?
3. Is the walkway (if used) in good position and securely secured?
4. Was a communication system between ships agreed upon?
5. Emergency signals and shutdown procedures are agreed upon?
6. Will an engine room clock be maintained throughout transfer and the main
engine ready for use?
7. Adequate fire shafts or cutting equipment is in position at bow and stern mooring
stations?
8. Are moorings to the jetty adequate and continuously stretched as necessary?
9. Are the officers in charge of transferring cargo on the two ships identified and posted?
10. A bridge guard is set to pay special attention
to moorings, fenders, hoses, observation of the manifold and cargo pumps
controls?
11. The initial load transfer speed was agreed with the other vessel?
12. Maximum cargo transfer rates agreed with the other ship?
13. Was the discount on the rate shown in accordance with the other ship?
14. Is closed loading/unloading and steam return between vessels in use

throughout the operation (if applicable)?
15. Are the charging hoses well supported?
sixteen. Tools needed for quick disconnection of the hose are: fell into the cargo
collector?
17. Have the details of the previous loading of the receiving ship been given to
the unloading ship?
18. Has the other vessel been advised that the checklist 4 record is completed
satisfactorily?
Name: Signature:
VESSEL-BOAT TRANSFER LIST
CONTROL 5 - unmoor BEFORE
Download
Ship Checked Rec
e n p a c v i e on tions
Checked observ
1. Are the charging hoses properly drained before the discharge hose connection?
2. Hoses and/or charge manifolds are blank?
3. The transfer side of the ship is free of obstructions

(Including hose lifting equipment)?
4. Secondary fenders are positioned and properly cured for departure?
5. What method of undocking and leaving moorings has been agreed with
the other vessel?
6. Fenders, including fender flags, are in good or der?
7. Is the power in winches and windlasses?
8. Are there rope messengers and rope stoppers at all mooring stations?
9. Is the crew pausing at their berths?
10. Communications are established with mooring per sonal and with the
other ship?
11. Traffic in the shipping zone has been marked?
12. main engine(s) and steering gear (including propellers)

Have they been tested and are they in a state of readiness for release?
13. Have mooring personnel been instructed to let go only as requested by the
maneuvering vessel?
14. Navigational advisories have been canceled (when to clear from the other
vessel)?
15. Permission for sailing has been granted by Port Au tority?
sixteen. Has the other vessel been informed that Check-List 5 is satisfactorily completed?
Name: Signature:
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Handläggare Version Data 2011-05-12 AIDS
STS Manual 35 (56)
J.Gunmalm OHP Dan-Erik Andersson
From Giltig OH P
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Appendix 2: Contact List
contact list - STS Gothenburg
Company Name Phone Mobile
August Leffler 63 68 40
operations Dan-Erik Andersson 731 409 0708-97 12 12
operations Joel Smith 731 2421 0703 - 73 24 21
operations Henrik Gunnarsson 731 2 423
Workshop Anders Dahlgren 731 2469 0727-33 50 59

Port of Gothenburg
731 2216 0708 - 89 88 06
operations by Nilsson
port control 731 4115
731 2606
Skyddsförradet
THAT 731 2682
731 2431
Pumphuset
Port of Gothenburg
GOTEBORGS
Torshamnen kajen
54 55 37
HAMN
Väntrum 54 22 15
door 1 731 2428
door 1 Emergency number 731 2112

Port security
door 4 731 2866
door 4 Emergency number 731 2868
24h telephone 14 46 77
Boatman (Klippan)
ODEC Drift Paul Olsson 53 00 76 0703 - 53 00 07
Area manager 64 77 01 0768 - 54 77 01

Björn Garberg
Sjöfartsverket 64 77 71
VTS Gothenburg
Pilot 64 77 70
MBL supply 24h telephone Martin Landstrom 0709 - 72 09 79
37 (56)
From Giltig

operations 712 16 00
GOTEBORGS
Saybolt Sweden
HAMN Thomas Ahl 712 16 12 07
Generally responsible
Handläggare
J.Gunmalm
VOPAK AB Fax 54 80 95
Office 64 83 00
Terminal Control room 64 83 01
24h logistics 722 84 00
terminal manager Tom 64 83 02 0705-82 16 64

my Montheli
Bullen Sjöstedt 64 83 01 0707-55 04 12
Planning Erica Stigsson 64 83 17 0707-55 04 13
Customer service Thomas Andersson 772 8 4 01 0705-90 66 44
Mathias Jonasson 64 83 10 0707-58 84 21
"and STS Manual 2011-05-12 38 (56)
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Appendix 3: Communication Flow
"and STS Manual 2011-05-12 40 (56)
HAMN
Appendix 4: Mooring Arrangement
"and STS Manual 2011-05-12 41 (56)
HAMN
The figure shows recommended minimum mooring arrangement for a 50 000 dwt tanker in ballast with a fully loaded 15 000 dwt tanker moored outside.
mooring means must be evaluated for each operation in cooperation with the Pilot from Port,
based on factors such as size of ships, weather forecasts, shipment
line requirements etc. means of mooring Recommended for larger
vessels can be found in the Guide to information
of the port.
( Bo
wl
1 x 125
Lines 6a and b
5
1 x 125 ,
5a b
and
b
1x9
2x90
3a and b
//
1 x 125 Yo 2
UI
-=e=-*
1 x 125
, 1a and b 2a
and
"and STS Manual 2011-05-12 42 (56)
HAMN
Appendix 5: Emergency Port of Gothenburg

procedures
PORT OF
GOTHEBOR To be posted In a conspicuous plnce onboard
G
PROCEDURES ON BOARD SHIPS

IN THE GOTHENBURG OIL HARBORS JN CASE OF FIRE
OR OUTFLOW OF PRODUCT
FIRE
• SOUND THE ALARM by repeated long signals with ship's typhoon or alarm bells • CALL PORT CONTROL
VHF CHANNEL 12
(TELEPHONE +46 31 731 41 15) or by alarm button on the quay
• MAKE ARRANGEMENTS TO FIGHT THE FIRE
• CEASE ALL CARGO OPERATIONS AND CLOSE ALL CARGO VALVES
• CHECK THAT ALL TANK AND ULLAGE HATCHES ARE CLOSED
• STAND BY TO DISCONNECT CARGO HOSES/ARMS
• MAKE RE ADY FOR THE EVE NTUALITY OF U MBERTHING
OUTFLOW OF FLAMMABLE/POISONOUS GAS OR LIQUID

• SOUND THE ALARM by repeated long signals with ships typhoon or alarm bells
• CALL PORT CONTROL VHF CHANNEL 12
(TELEPHONE +4631 731 41 15) or by alarm button on the quay
OTHER CARGO OUTFLOWS

• CALL PC RT CONTROL VHF C HAN N EL 12
[TELEPHONE+46 31 731 41 15)
INJURY TO PERSON
• CALL PORT CONTROL VHF CHANNEL 12 (TELEPHONE +46 31 731 41 15)
"and STS Manual 2011-05-12 44 (56)
HAMN
Appendix 6: Fender Tie Downs
"and STS Manual 2011-05-12 45 (56)
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STS Manual 2011-05-12 46 (56)
HAMN
rsion
to 05-12
6a )
Version
MOORING ARRANGEMENT FOR 3.3MX 6.5M FENDERS PRIMARY (TOWING) MOORING OHP Tjställe
drawing 6
AUGUST 2004
Dan F - a E sts r t 1st D 1n a

i ä k llar A e n D - to 05-12
51 ( S 5
id 6 a )
PRIMARY TOWING ) MOORING ROPE ASSEMBLY FOR 3.3MX 6.5M FENDERS

ITEM NO. COMPONENT DESCRIPTION
Joining Shackle 38mm ( 1% inch ) bolt type galvanized anchor shackle with bolt, nut
Item No. 2 and stainless steel split pin. SWL 17 tonnes MBL 85 tonnes.
Joining Shackle (Federal Spec RR-C-27 IB)
Item No. 3 Master link 38 mm in diameter alloy steel-quenched and tempered. SWL 18 tonnes
Master Link MBL 90 tonnes.
Item No. 4 Primary (Towing) Mooring Wire 60 meters long 28mm in diameter 6x36 IWRC
Primary galvanized steel wire rope MBL 50 tons ( or similar) with a hard eye by thimble and
(Towing) super loop at each end.
Mooring
Item No. Nylon Stretcher 8 strand nylon rope 8 meters long 64 mm in diameter MBL 72
5Nylon tonnes ( or similar) fitted with a galvanized towing thimble and a 38mm ( 1 % inch )
Stretcher master link MBL 90 tonnes fitted at each end.
Item No. 6 Wire Fender Tail 3 meters long 28 mm in diameter 6x36 IWRC galvanized steel wire
Wire Fender rope MBL 50 tons (or similar) with a hard eye by thimble and super loop at each end.
Tail
Version
MOORING ARRANGEMENT FOR 3.3MX 6.5M FENDERS SECONDARY MOORING

AUGUST 2004
SECONDARY MOORING ROPE ASSEMBLY FOR 3.3MX 6.5M FENDERS

Item No. 1
Secondary Mooring 60 meter long ultra violet protected chaff resistant polypropylene
Secondary rope, or similar, with minimum breaking load of 55 tonnes ( or similar), a 2 meter soft
Mooring PTC protected eye at one end ( deck ) and a thimbled PTC protected eye with a 38mm
SWL 18 tonnes ( MBL 90 tonnes) master link at the other end.
In addition to the above an anti chafe PTC / PU protected sleeve 2.5 meters long with
2 meters of 8mm log line or similar lashing at the sleeve ends to be fitted at the deck
end.
Item No. 2 Joining Shackle 38mm ( 1 % inch ) bolt type galvanized anchor shackle with bolt, nut
Joining and stainless steel split pin. SWL 17 tonnes MBL 85 tonnes.
Shackle (Federal Spec RR-C-271 B)
Master link 38 mm in diameter alloy steel-quenched and tempered. SWL 18 tonnes
Item No. 3 MBL 90 tonnes.
Master Link
Item No. 6 Wire Fender Tail 3 meters long 28 mm in diameter 6 x 36 IWRC galvanized steel wire
Wire Fender rope MBL 50 tons ( or similar) with a hard eye by thimble and super loop at each end.
Tail
MELBOURNE MARINE SERVICES RESERVE SOLE COPYRIGHT ON THE ABOVE INFORMATION. THIS DRAWING AND THE
INFORMATION THEREIN MAY NOT BE REPRODUCED OR USED WITHOUT THE PRIOR PERMISSION OF THE COMPANY.
LEGEN OHP Tjställe 53 ( S 5
D id 6 a )
CONNECTING PENNANT ASSEMBLY FOR 3.3MX 6.5M FENDERS

Item No. 2 Joining Shackle 38mm ( 1% inch ) bolt type galvanized anchor shackle with bolt, nut
Joining and stainless steel split pin. SWL 17 tonnes MBL 85 tonnes. ( Federal Spec RR-C-
Shackle 271B)
Master link 38 mm in diameter alloy steel-quenched and tempered. SWL 18 tonnes
Item No. 3 MBL 90 tonnes.
Master Link
Item No. 6
Wire Fender Wire Fender Tail 3 meters long 28 mm in diameter 6x36 IWRC galvanized steel wire
Tail rope MBL 50 tons ( or similar) with a hard eye by thimble and super loop at each end.
Item No. 7 Fender Connecting Pennant 10 meter long ultra violet protected chaff resistant
Connecting polypropylene rope, with minimum breaking load of 55 tonnes (or similar) and a
Pennant thimbled PTC protected eye with a 38mm SWL 18 tonnes (MBL 90 tonnes) master
link at each end.
MELBOURNE MARINE SERVICES RESERVE SOLE COPYRIGHT ON THE ABOVE INFORMATION. THIS DRAWING AND THE
INFORMATION THEREIN MAY NOT BE REPRODUCED OR USED WITHOUT THE PRIOR PERMISSION OF THE COMPANY.
OHP Version
Tjställe
GOTEBORGS
HAMN
Dan F - a E sts r t i ä kllar A e n D
d es e de r2s0s1o D 1n a - to
drawing 9
MOORING ARRANGEMENT FOR 3.3MX 6.5M FENDERS
AUGUST 2004
OHP Tjställe 54 ( S 5
id 6 a )
FENDER ASSEMBLY FOR 3.3MX 6.5M FENDERS

Item No. 2 Joining Shackle 38mm (1 % inch) bolt type galvanized anchor shackle with bolt, nut
Joining and stainless steel split pin. SWL 17 tonnes MBL 85 tonnes.(Federal Spec RR-C-27
Shackle IB)
Item No. 8 Fender Double Bow Swivel 38mm ( 1% inch ) diameter SWL 20 tonnes and MBL
Fender Swivel 100 tonnes. Hot dipped galvanized (Federal Specification RR-C-271D)
Documentation
STS Manual 55 (56)
From Giltig
GOTEBORGS i Ingar
HAMN
Handläggare
J.Gunmalm
Appendix 7: Vapor Return Checklist

Balancing Steam Checklist
Download Reception
boat boat
1. Steam hose suitable and in good condition?
2. IG main valve closed?
3. vapor recovery valves in the correct position?
4. IG plant ready for use?
5. Steam lines on ship drained by water?
% %
6. Average tank oxygen loading level?
mmWG mmWG
7. current vapor pressure in cargo tanks?
MAaunt/Auto mm WG Man /
8. printing valve. Man/car mmWG
Yes cars, configuration?

mmWG mmWG
9. Tank P/V valves configuration?
Cbm/Hr Cbm/hr
10. Agreed speed of transfer of burden initial?
Cbm/Hr Cbm/hr
11. Agreed speed of transfer of burden maximum?
mmWG mmWG
12. Vapor pressure needed to maintain in tanks
during the transfer?
13. steam hose purged and pressure equalized

between vessels before cargo transfer?
For unloading ships: To receive the ship:
Date Hour
Sign Sign
Range Range

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TRANSFERS

THE PORT OF SCANDINAVIA

Review date: 2011-05-12

STS OCIMF GUIDE

The equipment supplier

The Local Agent

STS Loading Master

Unloading from the vessel (STBL or Mother Ship)

Cargo Vessel (Daughter Vessel)

Send Program Inspection Report

PROVISION ................................................................................ 40 A APPENDIX 5: P DE ORT sol OTHENBURG e MERGENCIA PAGE PROCEDURES

.............................. 42 A APPENDIX 6: F ENDER METRO OORINGS .................................................................................... 44

1.3. Operations Control

Tjställe Fastställare Tjställe

1.4. Documents control

2. CONDITIONS AND REQUIREMENTS

2.1. Vessel Compatibility

2.2. Port approval

Tjställe Fastställare Tjställe

2.3. transfer area

2.4. Weather and sea conditions

than 20 m/s the following will be done:

• All the Cargo transfer operations should be suspended

adopted to suspend transfers, if safe to do so, when severe weather is imminent.

2.5. ship criteria limit

Max combined displacement: 320,000 tons

Max DWT: 80 000 tons

Max project 17m

min freeboard 1.5m

Hose transfer of a load:

To handle the apparatus supplied in Gothenburg, a minimum SWL of lifting equipment is

2.6. Product criteria

2.7. Quality assurance

The equipment supplier maintains a complete record of the equipment.

3.1. Risk management

are in place to reduce the risk to as low as reasonably possible (ALARP).

3.1.1. Fatigue Prevention

rest periods accordingly, requesting additional staff when necessary.

3.1.2. Personal Protective Equipment (PPE)

Documentation Version Fact AIDS

PPE is defined as:

• Protective clothing (covering arms and legs)

• Safety shoes (with protective toe)

• Goggles or protective glasses

• Joining and leaving the glasses

• When working on open vessel covers

where guardrails are ineffective or non-existent

3.2. Safety exercises

3.3. The checklists

consequence. Confirmation is based on:

• port state control records

• Vessel suitability (e.g. suitable moorings and leads)

• List of check of security (2) 'Before of Let operations begin

• List of check of security (3) 'Before of Commissioning and mooring

• List of check of security (4) 'before of load transfer':

Tjställe Fastställare Tjställe

Safety checklist (5) 'Before Untying'