1 SHIP-TO-SHIP TRANSFER . and an introduction to new CHAPTER 8 to MARPOL. and ANNEX 1. Presented by Captain Bob Gilchrist SafeSTS. Contractual responsibility Legal Compliance Cost management Operational management Providing equipment Client representation . Minimising Risk Sourcing and providing Support craft Co ordinating personnel and equipment .. Professional personnel Operational evaluation Legislative compliance STS Operational Supportive local infrastructure Supervision (utility supplies, support Integration with a vessel services, etc.) team. Maintaining Equipment IMO Chapter 8 Implementation IMO adopted by Resolution MEPC.
2 186(59) a new Chapter 8 to Marpol and Annex I, aimed at the prevention of pollution during SHIP-TO-SHIP TRANSFER of oil cargo Full implementation 1st April 2012. Change in STS regulation by Marpol implemented through Vessel ISM. Say what you do Do what you say Record it Enforce accountability IMO Regulation Marpol Chapter 8. Reporting requirement to appropriate authorities Vessel specific STS Plan Reporting Requirement 48 hours Notice to Authorities for Ops within territorial waters or EEZ. of a party to the convention Coastal state to be given the name of the Person in Overall Advisory Control (POAC).
3 The Administration, cargo owner / ship operator shall agree and designate a Person in Overall Advisory Control . POAC Qualifications / Experience Management level International Tanker loading/unloading Standard Certificate of Competency Thorough knowledge of the TRANSFER plan All STCW and Dangerous Cargo Thorough knowledge of the TRANSFER area Endorsements up to date and and surrounding areas appropriate for the ship Conducted a suitable number of GMDSS operations in similar circumstances Cargo familiarisation course Oil spill response techniques and Attendance at a Suitable ship equipment familiarisation handling course Oil spill response training Responsibilities Coastal Authorities
4 And Flag State Named in Designated by The POAC notification to Administration . Authority to Stop the Op. or amend the plan Coastal State Responsible for the ship / ship Interface Experience of local Professionally area and resources Qualified unique to the STS Vessel Master operation. Responsible for his own vessel Clearly Defined Knowledge or Responsibilities' on ownership of the both vessels STS equipment Vessel Crew STS Superintendent Charterer Responsibilities Charterer Often appointed on the basis of lowest STS Provider/POAC Due diligence not usually performed cost Appointed by the charterer ship owner has not complied with Charterers liability is not the law and has 3 year liability.
5 Without time limit. ship owner has no contractual STS provider may have Vessel / Owner relationship with STS Provider limited liability. Limited time/resources for due diligence Port State Flag State Professional STS equipment qualifications never checked. Not valid. Deficiency or Non Conformance testing not verified. No certificates Breach of STS Regulation A non compliant vessel could be;. Improperly filling in Oil Record Book Not keeping proper records of compliance (records to be retained for 3 years). Improper notification Carrying out operations outwith the plan requirements of certified equipment and personnel.
6 Intertanko - Charter-party Clauses Charterers have the right to order Owners to conduct ship to ship cargo operations at any safe port or place in accordance with the latest OCIMF guidelines. Owners warrant that the Vessel is capable of carrying out such operations. STS is Regulated under Marpol not OCIMF. Operations have to be in line with approved STS plan Intertanko - Charter-party Clauses The other vessel(s) involved in such operations shall be acceptable to Owners and Charterers warrant that the other vessel(s) shall be in all respects seaworthy and capable of carrying out such operations.
7 Charterers shall obtain any necessary permissions to perform such operations from the relevant authorities. Refusal of the STS is reasonable if the daughter vessel cannot show compliance and is not suitable or safe to carry out the operation. The issue of permission is not related to acceptability and seaworthyness. It is a requirement to notify authorities in Marpol Signatory countries Can demurrage start before notification/permission given or accepted. Intertanko - Charter-party Clauses Charterers shall arrange and pay for adequate fendering, securing and mooring equipment, any other equipment necessary for such operations, and any additional personnel, including mooring master if requested by the Master.
8 Charterers shall reimburse Owners for any additional insurance premiums payable in respect of such operations. The regulation requires certified equipment. The regulation requires a qualified person. At the moment no additional premiums are paid towards P&I for STS. Insurance (Statements for discussion). Owners have no contract with the STS Service Provider STS Service Providers indemnify themselves against claims Owners undertake no due diligence of STS Service Provider The role of POAC is unclear but some duties are equivalent to or above that of the master in respect to the operation.
9 Owners take on the liability for STS and rarely claim against charterer for damage The POAC should be insured under the vessel P&I (charterers would have to pay). P&I clubs should maintain list of audited STS companies (owners would have access). STS contractor to be oil major audited (similar to vessels). Service Provider Self Assessment managed by OCIMF (Similar to TMSA). Charter-party Clauses If, at any stage before or during such operations, the Master considers such operations to be unsafe for any reason, including the adequacy of fendering, the weather and sea conditions, the condition of any other vessel involved and the competence of its crew, he may refuse or order immediate cessation of same.
10 Legal compliance with Approved STS Plan Charter-party Clauses Charterers agree to indemnify Owners in respect of any liabilities, losses or costs, arising out of or related to such operations or their suspension. Charter-party Clauses (Voyage charterparties only) Notwithstanding any other provision in this charterparty, all time from the arrival of the Vessel at the location of such operation(s) until the Vessel is ready to proceed on her voyage shall count as laytime or time on demurrage, without any exceptions to apply. Any time relating to the procurement or return of equipment or personnel required under sub clause 3 will be compensated at the demurrage rate.