Theta Marine STS Operations Plan by Capt. Ioannis Theodorakas

THETA MARINE CONSULTING LTD. theta@thetamarine.net www.thetamarine.net

SHIP TO SHIP TRANSFER OPERATIONS PLAN

OFFICE

M/T IMO No:

In compliance with MARPOL Annex I Regulation 41 and taking into account the guidelines contained in the CDI, SIGTTO, ICS and OCIMF’s “Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases”, First Edition, 2013 and IMO’s “Manual on Oil Pollution, Section 1 - Prevention” as amended.

Note: This document was developed based on "information supplied by the ship owner and / or the ship manager,

and / or the ship operator".

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OFFICE ACKNOWLEDGEMENT LIST All crew members are to review the plan and confirm by signing the attached list:

NAME / Responsible Person for STS Operation

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RANK

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DATE

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OFFICE RECORD OF CHANGES

No.

Date

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Revised Part

Revision Detail / Description

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Approved By : Name / Signature

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OFFICE 4.3.2. Cargo Transfer Hoses .......................................................................................................... 47 4.3.3. Mooring Equipment .............................................................................................................. 50 4.3.4. Personnel Transfers – At Sea Operations .......................................................................... 51 4.3.5. Personnel Transfers – In Port Operations .......................................................................... 53 4.3.6. Lighting ................................................................................................................................. 54 4.3.7. Ancillary Equipment ............................................................................................................. 54 4.3.8. Equipment Noise Levels ...................................................................................................... 54 4.4. EMERGENCY PREPAREDNESS .......................................................................................... 55 4.4.1. Contingency Planning and Emergency Response Procedures ........................................ 55 4.4.2. Emergency Signal ................................................................................................................ 56 4.4.3. Emergency Situations .......................................................................................................... 56 4.4.4. Emergencies during Maneuvering ...................................................................................... 57 4.4.5. Procedures in the Event of Gas Accumulation on Deck .................................................... 57 4.4.6. Accidental Cargo Release .................................................................................................... 57 4.4.7. Shipboard Oil Pollution Emergency Plan (SOPEP) & Vessel Response Plan (VRP) ............ 57 4.4.8. State of Readiness for an Emergency ................................................................................. 58 4.4.9. Cessation of Transfer Operations as a Precautionary Measure........................................ 58 4.4.10. Emergency Duties ................................................................................................................ 59 4.5. RISK ASSESSMENT ............................................................................................................. 60 4.5.1. Risk Assessment of Transfer Location ............................................................................... 60 4.5.2. Risk Assessment of STS Operation .................................................................................... 61 4.6. CONTINGENCY PLAN .......................................................................................................... 63 4.7. SAFETY ................................................................................................................................. 64 4.7.1. General Safety ...................................................................................................................... 64 4.7.2. Personal Protective Equipment and Life Saving Appliances ............................................ 64 4.7.3. Use of Checklists.................................................................................................................. 65 4.7.4. Material Safety Data Sheets ................................................................................................. 65 4.7.5. Gas Accumulation on Open Decks ..................................................................................... 65 4.7.6. Action in Case of Infringement of Safety ............................................................................ 65 4.7.7. Action in Case of Cargo Leakage ........................................................................................ 66 4.7.8. Helicopter Operations .......................................................................................................... 66 4.8. TRAINING AND FAMILIARIZATION ..................................................................................... 67 4.8.1. Safety Drills........................................................................................................................... 68 4.9. SECURITY ............................................................................................................................. 69 4.9.1. Security on Multiple Vessels ............................................................................................... 69 5. PHASE-2 : ARRIVAL ............................................................................................................ 70 5.1. OPERATIONAL PROCEDURES BEFORE MANEUVERING ................................................ 70 5.1.1. Preparation of Ships............................................................................................................. 70 5.1.2. Joint Plan of Operation ........................................................................................................ 71 5.1.3. Navigational Signals............................................................................................................. 72 5.1.4. Lightering Support Vessels ................................................................................................. 72 5.1.5. Mooring at Night ................................................................................................................... 72

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OFFICE 6. PHASE-3 : BERTHING .......................................................................................................... 73 6.1. MANEUVERING..................................................................................................................... 73 6.1.1. Basic Berthing Principles .................................................................................................... 73 6.1.2. Maneuvering Alongside with Two Ships under Power ...................................................... 73 6.1.3. General Advice for Controlling the Two Ships ................................................................... 74 6.1.4. Advice for Maneuvering Alongside ..................................................................................... 75 6.1.5. Maneuvering a Combined Two-Ship System to Anchor .................................................... 76 6.1.6. Underway Transfer ............................................................................................................... 76 6.1.7. Maneuvers with One Ship at Anchor ................................................................................... 77 6.1.8. Maneuvering for In Port Operations .................................................................................... 78 6.1.9. Maneuvering with One Ship alongside a Terminal ............................................................. 78 6.2. MOORING .............................................................................................................................. 79 6.2.1. Mooring Plans ....................................................................................................................... 79 6.2.2. At Sea Mooring Operations.................................................................................................. 81 6.2.3. In Port Mooring Operations ................................................................................................. 86 7. PHASE-4 : CARGO TRANSFER ........................................................................................... 87 7.1. PRE-TRANSFER PROCEDURES.......................................................................................... 87 7.1.1. Pre-transfer Requirements................................................................................................... 87 7.1.2. Responsibility for Cargo Operations .................................................................................. 88 7.1.3. Planning for Cargo Transfer ................................................................................................ 88 7.2. CARGO TRANSFER .............................................................................................................. 90 7.2.1. General Guidance ................................................................................................................. 90 7.2.2. Bunkering and Storing ......................................................................................................... 91 7.2.3. Suspension of Cargo Transfer ............................................................................................ 91 7.3. VAPOR BALANCING CONSIDERATIONS ........................................................................... 93 7.3.1. Vapor Balancing â&#x20AC;&#x201C; General Considerations ....................................................................... 93 7.3.2. Vapor Balancing Considerations before Commencing Cargo Transfer ........................... 93 7.3.3. Vapor Balancing Considerations during Cargo Transfer .................................................. 93 7.3.4. Vapor Hose Considerations ................................................................................................. 94 7.4. SAFETY DURING CARGO TRANSFER ................................................................................ 95 7.4.1. Smoking and Naked Lights .................................................................................................. 95 7.4.2. Earths on Electrical Switchboards ...................................................................................... 95 7.4.3. Machinery Operations .......................................................................................................... 95 7.4.4. Electrical Isolation ................................................................................................................ 96 7.4.5. The Use of Radio and Satellite Communications Equipment ............................................ 98 7.4.6. Radar Use.............................................................................................................................. 98 7.4.7. Readiness of Fire-Fighting Equipment ............................................................................... 98 7.4.8. Electrical Storms .................................................................................................................. 99 7.4.9. Galley Stoves ........................................................................................................................ 99 7.4.10. Accommodation Openings .................................................................................................. 99 7.4.11. Unauthorized Craft ............................................................................................................... 99 7.5. OPERATIONS AFTER COMPLETION OF CARGO TRANSFER ........................................ 100

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3. 4.

Management System required by chapter IX of the International Convention for the Safety of Life at Sea, 1974, as amended, if that requirement is applicable to the oil tanker in question. Any oil tanker subject to this chapter and engaged in STS operations shall comply with its STS operations Plan. The person in overall advisory control of STS operations shall be qualified to perform all relevant duties, taking into account the qualifications contained in the best practice guidelines for STS operations identified by the Organization 3. Records 4 of STS operations shall be retained on board for three years and be readily available for inspection by a Party to the present Convention.

C. Regulation 42 - Notification 1.

Each oil tanker subject to this chapter 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, all of the information specified in paragraph 2 is not available not less than 48 hours in advance, the oil tanker discharging the oil cargo shall notify the Party to the present Convention, not less than 48 hours in advance that an STS operation will occur and the information specified in paragraph 2 shall be provided to the Party at the earliest opportunity. The notification specified in paragraph 1 of this regulation 5 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 a confirmation that the oil tanker has on board an STS operations Plan meeting the requirements of regulation 41.

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 Party to the present Convention specified in paragraph 1 of this regulation.

IMO’s “Manual on Oil Pollution, Section I, Prevention” as amended, and the ICS and OCIMF “Ship-to-ship st Transfer Guide, Petroleum”, 1 edition 2013. 4

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.

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DIESEL OIL TANKS (S.G =0.900T/m3) COMPARTMENT

FRAMES

Volume 100% Full (m3)

Weight 98% Full (MT)

TOTAL=

WATER BALLAST TANKS COMPARTMENT

FRAMES

VOLUME 100% Full (TONS)

VOLUME 100% Full (M3)

TOTAL =

LUBRICATING OIL TANKS COMPARTMENT

FRAMES

Volume 100% Full (m3)

WEIGHT 98% Full (MT)

TOTAL =

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OFFICE 2. INTRODUCTION The STS Transfer Operations Plan (STS Plan) has been developed in accordance with the standards described in MARPOL Annex I, as amended by Resolution MEPC.186(59), Chapter 8: Prevention of Pollution during Transfer of Oil Cargo between Oil Tankers at Sea, Regulations 40, 41, 42. The STS Plan has been developed taking into account the information contained in the best practice guidelines for STS operations as identified by the International Maritime Organization (IMO) as shown in the reference list at page 11 of this PREAMBLE. The STS Plan is incorporated into the existing Safety Management System required by Chapter IX of the International Convention for the Safety of Life at Sea, 1974, as amended. M/T engaged in STS operations shall comply with this STS Plan. The Person in Overall Advisory Control (POAC) of STS operations shall be qualified to perform all relevant duties as mentioned at section 1.5, taking into account the qualifications contained in the best practice guidelines for STS operations identified by the Organization, as required by MARPOL Annex I, Chapter 8, Regulation 41.4 The purpose of the plan is to provide guidance to the Master and officers directly involved in Ship to Ship Transfer (STS) Operations with respect to the steps to be followed when this operation is likely to occur. Part A of this manual contains guidance on general conditions and operational requirements for vessel involved in Ship to Ship Transfer Operations. Records of STS operations shall be retained on board for three years and be readily available for inspection by a party to the MARPOL Convention, as required by MARPOL Annex I, Chapter 8, Regulation 41.5. Part B of this Plan includes the forms that should be completed and kept as records. In ship to ship transfers, both tankers should comply fully with the safety precautions required for normal cargo operations. As required by the Resolution MEPC 186 (59) regulation 42, M/T may participate in an STS operation with another tanker which also has an approved by the Administration Plan. Changes to the Forms and Annexes will not be required to be approved by the Recognized Organization. The Forms and Annexes will be maintained and kept up to date by the vessel's managers. Any alterations are recorded in the RECORDS OF CHANGES. Routine drills conducted on board will not only ensure that the ship's staff are familiar with their duties but will assist in forming a proficient team to combat all pollution incidents in an efficient manner The STS operation are divided into five phases; Pre-Arrival Planning, Arrival, Berthing, Cargo Transfer and Departure. During each phase of the operation there are different procedures to follow and check-lists to complete. A risk assessment should be carried out before operations commence and a contingency plan should be put in place to deal with emergencies.

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OFFICE 4. PHASE - 1 : RE-ARRIVAL PLANNING 4.1.

CONDITIONS AND REQUIREMENTS

All STS transfer operations should be conducted under the co-ordination and advisory control of one individual (the Person in Overall Advisory Control - POAC), who will be either one of the Masters concerned, or an STS Superintendent. To prevent fatigue during extended operations, the role may be formally transferred to another suitably qualified person (see Section 4.1.9). It is the duty of this person to supervise the STS operations and ensure that the procedures in this booklet are followed. If the Masters involved in the STS operation are unfamiliar with, or inexperienced in, STS transfer operations, it is recommended that an STS Superintendent is employed to advise them. There are STS service companies offering such services. Before employing such assistance, those parties contracting STS service companies should take steps to ensure that the STS service provider will provide trained and experienced STS Superintendents and, where required, properly qualified POACs. It is not intended that the POAC or STS Superintendent in any way relieves the shipâ&#x20AC;&#x2122;s Master of any of his authority, duties or responsibilities. The Master of each vessel shall always remain in command of his vessel, crew and cargo, and shall under no circumstances permit safety to be jeopardized by the actions of others. Prior to the commencement of an STS transfer operation, the Masters of each vessel, together with the STS Superintendent or POAC, should discuss each key component of the operation (as applicable: fendering, maneuvering, mooring, hose connection, cargo transfer, hose disconnection, unmooring and unfendering). The purpose of this discussion is to ensure that key personnel involved in the operation clearly understand and agree how the operation will be conducted and agree the content of the Joint Plan of Operation (JPO) (see Section 5.1.2). 4.1.1. SHIP TO SHIP COMPATIBILITY The safety of lightering operations depends significantly upon the dimensional compatibility of the two ships involved and design features that support the use of equipment specific to STS Transfer Operations. When planning an STS transfer operation the organizers should ensure that the ships to be used are compatible in design and equipment; that they comply with the various recommendations included in this plan and CDI, SIGTTO, ICS and OCIMFâ&#x20AC;&#x2122;s Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases and that mooring operations, hose handling and communications can be conducted safely and efficiently. The initial information required in Checklist No.1 (see Appendix A.1) should be supplied to the organizers by the shipowners. Information relating to the overall dimensions, freeboard, position of manifolds, mooring points and fenders should be passed to the Masters of the ships at the earliest opportunity.

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OFFICE Ships having bridge wings extending beyond the maximum ship's breadth are not recommended to be used for STS transfer operations. Consideration should be given to any precautions and mitigating measures necessary regarding bridge wings that do not extend to the ship's side. The following should be determined prior to berthing with regards to cargo handling compatibility: CARGO HANDLING COMPATIBILITY The size and number of manifolds to be used. Both ships have manifold arrangements which comply with CDI, SIGTTO, ICS and OCIMFâ&#x20AC;&#x2122;s Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases [1] The minimum and maximum expected height of the manifold above the waterline during the transfer operation, and the freeboard differences during the cargo transfer (see Section 6.2, Figure 5). Whether the cargo cranes or derricks are in a satisfactory condition, are of suitable Safe Working Load (SWL) and have an appropriate outreach. The hose supports at the shipâ&#x20AC;&#x2122;s side are the adequate to prevent damage to the hose through chafing. That both ships have manifolds that comply with OCIMF Recommendations for Oil Tanker Manifolds and Associated Equipment [5].

3. 4. 5. 6.

The number of hose connections available.

7. 8. 9. 10. 11. 12. 13.

Minimum maneuvering speeds and corresponding revolutions per minute (RPM). Cargo handling equipment, types of cargo pumps and any restrictions to be imposed to ensure a safe transfer rate for the products being handled. Designed maximum permitted pumping / receiving rates for all vessels involved. Mooring arrangements, including the type of mooring lines and the requirements for enclosed fairleads. The identification of issues associated with vessels of similar length (see Section 4.1.1.1 below). Arrival and departure displacement, draught, freeboard and parallel body length and associated fendering requirements. Hazardous zone diagrams, both horizontal and vertical, and gas safe areas, taking into account the changing cargo deck heights and overlapping flammable zones of the ships involved.

14. The potential for toxic vapor release and identification of hazardous zones. 15.

Information relating to any clear air flow obstructions that may cause eddies to be created, affecting the shape and concentration of any gas plumes from vents. Venting from smaller ships may result in a hazard on the elevated deck or operational area of a larger vessel alongside.

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OFFICE .2 Use of Dumb Barges Dumb barges may be used for STS operations. The barging company is responsible for the barges they operate. While the barge is being towed or pushed the tug Master is the responsible person. For mooring, unmooring and also during transit, the tug crew is responsible for the handling of the barge. When alongside a berth or discharging vessel, the barge comes under the facility's security plan. During cargo operations, an operator either belonging to the tug or appointed by the barge company takes charge of the barge and is responsible for ensuring safe operations. Barges have their own independent diesel power unit that drives the cargo transfer pump(s). Most modern barges are fitted with float-type high level gauges with an audible alarm. Alarms are mostly powered by a portable power unit (a battery pack) that is brought onboard by the operator. Depending on the products to be carried, some barges are fitted with hermetic coupling sounding pipes for taking closed soundings. Regular soundings are taken by either a fixed stick system or visually through a sight glass. It should be noted that dumb barges do not have fixed fire-fighting capability, so portable fire extinguishers should be placed onboard during cargo operations. The STS Superintendent should always be aware of when barges are alongside the discharging ship and of any other vessels involved in the transfer operations. It should be ensured that adequate fire-fighting capability is available to cover the operations of the dumb barges. It should also be noted that mooring to barges can present challenges due to: The limited number of mooring wires / ropes available. The limited number of winches. The limited number of chocks (some of which may be not be closed). The difficulty in establishing effective mooring leads.

In many regions inland STS transfer operations are undertaken using dumb barges. The equipment and operational practices used by dumb barges may differ significantly from those recommended in this Plan for conventional STS operations. In such cases, it is recommended that this Plan is used to provide an operational benchmark for information that assists in ensuring the safety of such operations.

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Schematic Relations among STS parties

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ADVICE TO BE GIVEN TO THE SHIP BY ORGANIZERS 5.

Local and national STS regulations, where applicable.

Identity of the STS service provider and/or STS Superintendent, where applicable.

A Risk Assessment identifying appropriate mitigation measures to ensure the safe conduct of the STS at the scheduled transfer area.

Joint Plan of Operation (JPO)

In addition to the above information, vessels should be advised of the identification of the POAC and should receive confirmation that the POAC is qualified in accordance with the guidance contained in IMO’s Manual on Oil Pollution, Section 1 – Prevention. INFORMATION REQUIRED FROM THE SHIP 1.

Confirmation of systems integrity e.g. navigational, machinery steering gear, cargo system, crude oil washing (COW), inert gas system (IGS), fire-fighting, mooring equipment, derrick or cranes, etc.

Confirmation of ETA at agreed intervals.

Confirmation that copies of the CDI, SIGTTO, ICS and OCIMF’s Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases [1] and appropriate accepted industry guides are onboard and that ship's personnel are conversant with the procedures therein.

Cargo details, including copies of MSDS.

Confirmation of arrival draught, freeboard, height of manifold above waterline, including maximum manifold height anticipated during the transfer.

Confirmation that the ship complies with applicable local and national requirements, including those relating to hours of work / rest.

Relevant information required is contained in Checklists 1 and 2 of Appendix A.1. Individual organizers, whether "in-house" shipping company groups or STS service providers, have their own individual formats. The above suggestions can be expanded to include whatever information is required to ensure a safe STS transfer. In addition, the organizer should request an electronic copy of the ship's approved STS Operations Plan.

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OFFICE forward or well aft on the parallel body, better protection can be provided. Fender pennants should be monitored frequently and tended as necessary to ensure that they do not become too slack or too taut and that the fenders remain in position.

Figure 2 - Typical Arrangement of Fenders Rigged in Pairs The length of the fender string should be such that the fenders will be able to distribute the maximum anticipated impact load within the parallel body of both ships. .2 Reference Guide for Fender Selection for At Sea Transfers The table below is included to provide a quick reference guide to fender selection and is only intended to be used to provide an indication of suitability under the conditions specified. It should be understood that different approach velocities would give very different energy absorption requirements. It should also be understood that the table is intended to be used with considerable discretion based on knowledge and experience of the type of operation to be carried out. This is particularly the case for values of "C" (berthing coefficient) below 10,000 tons, where at least one of the ships involved is likely to have minimal freeboard and where different fender types may be necessary. Note also that in the following calculation the discharging ship characteristics are given for light (ballast) condition and the constant heading ship characteristics are given for operational loaded condition. The table should be interpreted using the following formula: C=

2 x Displacement Ship A x Displacement Ship B Displacement Ship A + Displacement Ship B C Berthing Coefficient Tons 1,000 3,000 6,000

Relative Velocity Berthing Energy

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m/sec 0.30 0.30 0.30

Tons-m 002.4 007.0 014.0

Suggested Fenders Quantity 3 or more " "

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Typical Pneumatic Fender Meters 1.0 x 2.0 1.5 x 3.0 2.5 x 5.5

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Consideration when sizing up pneumatic fenders

.11 Protection of Fenders Individual fenders should be fitted with rubber sleeves and hard wearing tires in order to reduce the abrasion damage to the outer rubber of the fender and ensure steel to steel contact does not occur between fender cage and ship's hull. .12 Fender Tension Load Care should be taken with regard to the safe working load (SWL) of the end fitting of the fenders, and the expected tension load at the end of the fenders should not exceed this limit. .13 Fender Ageing The prolonged existence of fenders will be determined by a number of factors including : • • •

Frequency of use Method of storage, and Standards of maintenance

It is suggested that fenders should not be routinely used if they are more than fifteen years old. If fenders are provided by an STS service provider, the Master, shipping company, or organizer, should ascertain the age of the fenders to be used. If the fenders are more than fifteen years old, assurances should be sought that reasonable measures have been taken to ensure that they continue to be fit for the intended service. it is recommended that all fender providers have detailed and accurate records regarding the history of the fenders. these records should include particulars of each job they were used for, inspection, testing, maintenance and casualty information.

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OFFICE 4.6.

CONTINGENCY PLAN

A contingency plan should be put in place covering all possible emergencies, especially during the maneuvering and cargo transfer phase, and provide for a comprehensive response. In addition, contingency plans should have relevance to the location of the operation and take into account the resources available both at the transfer area and with regard to nearby back-up support. Where appropriate, the contingency plan should be integrated with similar plans prepared by the responsible local authority. The contingency plan should be agreed between both ships, the STS organizer and the local or national authorities (as appropriate) before STS operations commence. The lightering / receiving ship will generally be playing the lead role in an STS transfer operation. Accordingly, where organizers have delegated the preparation of a contingency plan, it will normally be incumbent on the Master of such a ship to establish the overall plan that will be reviewed and agreed. The SOPEP or VRP identifies measures to deal with operational oil spills and also spills resulting from casualties. Please see the appropriate section of the SOPEP or VRP for measures to be implemented during such emergencies. The following Emergency Procedures should be taken into account when preparing the contingency plan: 1.

Each vessel must have emergency duties assigned to designated members of the crew in case of accidents that may arise during the transfer of oil, particularly in the case of spillages of oil. Refer to the SOPEP or VRP for list of responsible persons and actions regarding oil spills. Having discovered a spillage, the operation should be stopped and the immediate measures set forth in the contingency plan should be implemented. The appropriate authorities should be informed of any oil spillage together with size, nature and cause. Each case of oil spillage must be entered in the Oil Record Book-2. In case of spillage of 100 tons and above a report is to be prepared in the form recommended by the IMO. It should be forwarded to the Administration of the coastal State, or to the Flag State Administration if the vessel is in waters beyond the jurisdiction of the coastal state. The report should be in accordance with the IMO Guidelines for Reporting Incidents Involving Harmful Substances.

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OFFICE 4.7.7. Action in Case of Cargo Leakage Cargo transfer should be stopped in the event of a cargo leak on either vessel and should not be resumed until the source of the leak is identified, repaired and/or the cause is isolated. Where appropriate, vessel operators and/or local authorities should be notified. Cargo operations should only resume, with the agreement of both Masters, once the spilled product has been cleaned up or contained, any vapor associated with the leak has dispersed and safe atmospheric conditions have been verified. Due account should be given to any hazardous properties of the cargo or vapor released and the potential dangers to responding personnel. 4.7.8. Helicopter Operations Helicopter operations should not be carried out during any of the following: - Fender handling. - Maneuvering. - Mooring operations. - Cargo transfer. Helicopter operations should be coordinated well in advance between the ships, organizers, agents and the helicopter operator. All helicopter operations should be carried out in compliance with the ICS Guide to Helicopter / Ship Operations.

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Figure 3 - A possible final approach maneuver 6.1.4. Advice for Maneuvering Alongside The following points should be considered when maneuvering alongside: - If either of the Masters of the ships or the STS Superintendent has the slightest doubt about the safety of the maneuver, the berthing operation should be aborted. - At all times, each ship is responsible for maintaining a proper lookout. - During maneuvering, the maneuvering characteristics of the involved ships together with local conditions and / or knowledge will indicate an optimum approach. Common approaches include: â&#x20AC;˘ Keeping the wind and sea on the port bow of the constant heading ship. â&#x20AC;˘ Keeping the wind and swell on the port or starboard quarter of the constant heading ship to reduce loads on the fender rigging and to reduce the relative wind across the deck. - The angle of approach adopted by the maneuvering ship should not be excessive. - The RPM of the main engine(s) of the constant heading ship are normally set to provide a speed through the water as requested by the STS Superintendent or Master of the maneuvering ship. No changes should be made without advising the STS Superintendent or Master of the maneuvering ship. - When maneuvering at close quarters the effect of ship interaction should be anticipated. To ensure optimum helm response to counter the effects of interaction and to maintain effective heading control, the maneuvering ship should keep her engines turning ahead or, if fitted with a controllable pitch propeller, maintain positive propeller pitch throughout. - Ships that are nominated to conduct underway STS operations should be capable of maneuvering at slow speeds of 5 knots or less. In situations where the maneuvering ship

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OFFICE 6.2.

MOORING

6.2.1. Mooring Plans The mooring plan adopted for a particular STS operation will depend upon the size of each ship and the difference between their sizes, the expected difference in freeboards and displacement, the anticipated sea and weather conditions, the degree of shelter offered by the location and the efficiency of mooring line leads available. Most STS service providers will have a standard mooring plan, suitable for the particular location. It is important to ensure moorings allow for ship movement and freeboard changes to avoid over-stressing the lines throughout the operation. These should not be so long that they allow unacceptable movement between the ships. Mooring lines leading in the same direction should be of similar size and material. STS transfer operations, by their very nature, create situations where two ships are moored close alongside each other with considerable differences in freeboard. The steeper the orientation of the mooring lines, the less effective they will be in resisting horizontal loads. The maximum anticipated freeboard difference should therefore be taken into account when planning the mooring layout to ensure that the vertical angle of each mooring line stays as small as practicable throughout the operation. As a general guide, Figure 4 illustrates a typical and proven mooring arrangement plan for an STS transfer operation in offshore waters. Mooring Analysis To support the risk assessment of a transfer location (see Section 4.5.1), consideration may be given to conducting a mooring analysis modeling the range of ship sizes likely to be conducting STS operations at the location. The mooring analysis should be conducted for ships in laden, partially laden and ballast conditions using environmental data corresponding to those identified for the region from met-ocean studies. The results of the mooring analysis should be used to determine the following: MOORING ANALYSIS 1.

Safe environmental operating limits for STS operations. Nominal speeds and directions for ships to proceed with respect to defined prevailing wind, sea and swell conditions to moderate ship movement and minimize dynamic loads and wear on mooring equipment, fenders and other ship systems, including cargo transfer equipment and cargo containment structures. Optimum criteria and methodology for aborting transfer operations and separation of ships.

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OFFICE Suitable rope messengers should be made ready on both ships and, in addition, rope stoppers should be rigged in way of relevant mooring bitts. Where possible, heaving lines and rope messengers should be made of buoyant materials. A minimum of four messengers should be provided and ready for immediate use. For large ship operations, it is recommended that messengers of 40 mm diameter are employed. Lines should only be led through closed fairleads suitable for STS operations (see Section 4.3.3). Mooring lines should be deployed in accordance with the mooring plan. When prevailing weather conditions or weather forecasts require it, additional lines should be deployed. It is recommended that no more than two mooring lines are placed through each chock and secured on a set of bitts.

Figure 6 - Example of a mooring plan, including contingency unmooring arrangements The order of passing mooring lines during mooring, and of releasing lines during unmooring, should be agreed. Where the STS service providers utilize quick release mooring arrangements, their role and use should be discussed to ensure proper understanding. At any time, spare lines should be readily available to supplement moorings if necessary or in the event of a line failure. While analysis of mooring loads alone may indicate a lesser number of mooring lines would be sufficient, it is prudent to provide for some redundancy. However, where specialized mooring equipment is fitted (e.g. on a dedicated lightering ship) the number of head lines could be reduced where this has proven to be reliable for the local operating environment. During the transfer operation, freeboard differences should be kept to a minimum, with consideration given to ballasting the higher ship and de-ballasting the lower one where this is possible. Initial ship selection criteria should be considered carefully where large freeboard differences may become significant.

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OFFICE On completion of mooring it is recommended that messengers are prepared and positioned ready for unmooring in line with the unmooring plan. Their ready availability may save time in an emergency. Non-pyrotechnic line throwing equipment may be used to make the first connection. Crews should be advised beforehand and further warned immediately before the equipment is used. To facilitate mooring and unmooring operations, some operators employ a system that utilizes a grommet and loop arrangement, sometimes known as a Double D. An example of this is shown in Figure 7 and includes the optional use of a wire pennant to prevent chafing damage to the synthetic tail in way of the fairlead. Care should be taken, when using wire pennants through fairleads that may be used for High Modulus Poly-Ethylene (HMPE) moorings, to avoid damaging the fairlead's surface (see Section 4.3.3).

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OFFICE 6.2.

MOORING

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OFFICE .7 Chafing Protection Synthetic moorings passed through shipside fairleads may be subjected to chafing from cyclical loading due to the vessel's motion. Lines can be protected with suitable chafing covers. The covers may be lubricated to minimize the potential for them being damaged. 6.2.3. In Port Mooring Operations The mooring configuration should be discussed and agreed in advance between the mother ship and vessels expected alongside so that crews have adequate notice to prepare the moorings and to ensure that there is no confusion as to when the mooring ropes will be sent out, and from which location. STS transfer operations will often involve mooring alongside vessels with a higher freeboard and it is recommended that all lines are led through closed fairleads to avoid the possibility of lines jumping out of the lead. All mooring lines should be passed through fairleads and be secured to bitts, bollards or cleats with an adequate safe working load (SWL). Off-shore anchors may often be used as an aid in controlling the approach to a ship that is moored alongside. A sufficient length of cable should be used to provide the necessary drag force. Bow and stern thrusters, when fitted, should be used to full advantage. Consideration should be given to the effects that the use of the thrusters may have on the mother ship and any other vessels alongside. The first lines sent to the mother ship will usually be the spring lines, followed by the head and stern lines. Should the springs lines be used to assist in bringing the vessel alongside, due consideration must be given to the impact on the mother ship and the added force being placed on her moorings. Every effort should be made to prevent chafing of the mooring lines at the chocks or fairleads of both vessels. The moorings should be checked and tended regularly to ensure proper tension is maintained throughout the transfer operation. Mooring plans should anticipate and allow for the effects of port traffic passing in close proximity to the transfer location.

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OFFICE 7. PHASE-4 : CARGO TRANSFER

7.1.

PRE-TRANSFER PROCEDURES

7.1.1. Pre-transfer Requirements When the two ships are securely moored and before cargo transfer commences, good communications should be established between the personnel responsible for cargo operations on each ship and the pre-transfer checks should be satisfactorily completed. Before commencing the transfer operation the responsible person(s) on the ships should ensure: PRE-TRANSFER REQUIREMENTS 1. 2. 3. 4. 5. 6. 7. 8.

Proper mooring of the ships. Availability of reliable communication between the two oil tankers. Emergency signals and shutdown signals are agreed. Proper connection and securing of hoses to the oil tanker's manifolds. Proper condition and position of hoses, hose saddles and supports. Flanged joints, where used, are fully bolted and sealed and ensured oil tight. Proper blanking of unused cargo and bunker connections. Tools required for the rapid disconnection of hoses are located at the Manifold. Any valve through which oil could be discharged to the sea is closed and inspected 9. and, if not used in the operation, is sealed to ensure that it is not inadvertently opened. 10. Deck scuppers are properly plugged. Availability of empty drip trays on both oil tankers under couplings of hoses, and 11. means for drip tray drainage. 12. Availability of materials on the oil tankers for on-deck clean-up in case of spillage. 13. Fire axes or suitable cutting equipment is in position at fore and aft mooring stations. An Engine Room watch will be maintained throughout the transfer and the main engine will be ready for immediate use. 15. A bridge watch and/or an anchor watch will be established. 16. Officers in charge of the cargo transfer are identified and details are posted. A deck watch is established to pay particular attention to moorings, fenders, hoses 17. and manifold integrity. 14.

Correct understanding of commands and signals by the responsible person(s) on the oil tankers during operations. 19. Confirm completion of Checklists No. 4 or 6 (as applicable) and No. 7. 18.

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OFFICE -

Sufficient reserve power should be available on the switchboard to overcome sudden loss of generating equipment or increased demand. Standby generators and the emergency generator should be tested and confirmed to be ready prior to STS operations. The main propulsion unit should either be in standby mode or on short notice of readiness. This ensures that lubrication, fuel, jacket water and other services to the propulsion unit will be maintained. The state of readiness of the main propulsion machinery of both vessels should be agreed between the Masters and the STS Superintendent. Steering gear system operational tests should be carried out prior to commencing the STS operation. Any changeover of fuel, for example to low sulphur fuel oil, should be undertaken in good time prior to the start of STS operations. Any automated changeover systems should be stabilized before operations commence. On vessels fitted with controllable pitch propellers the main propulsion unit could be operating on low load at zero pitch for prolonged periods. Manufacturer's recommendations should be followed when preparing the plant for such operation. On ships fitted with boilers, operations such as soot blowing should be carried out prior to commencing the approach manoeuvre. Incinerators should not be used during transfer operations. Exhaust uptakes should be regularly monitored. In the event of sparks being observed, transfer operations should be stopped immediately.

7.4.4. Electrical Isolation It is necessary to ensure that electrical isolation is maintained between the ships involved in STS operations during transfer line connection / disconnection and cargo transfer operations. This is to reduce the risk of high energy sparks being produced due to the electrical potential difference between the hulls. To eliminate the potential for incendive arcing between the two ships, when presenting the hose string for connection one of the following arrangements should be used: - A single insulating flange fitted at the manifold of one ship or within each hose string and all hoses in the string electrically continuous; or - A single length of electrically discontinuous hose fitted in each hose string; or - Hoses that are specially constructed to prevent static build-up and limit electrical conductance to an inherently safe level (see Section 4.3.2). For further information on the electrical properties of hoses and insulating flanges, reference should be made to the guidance contained in ISGOTT. Where an insulating flange is used, it is important that no part of the conducting hose outboard of the insulated flange comes into contact with the ship to which the insulating flange is fitted, for example from the use of non-insulated hose saddles, as this could cause a spark. Where the transfer arrangement includes the fitting of an emergency release coupling (ERC) to one ship's manifold and the hose string is electrically continuous, the insulating flange should be installed on the end of the cargo transfer hose that is not connected to the ERC.

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OFFICE As the potential difference between the ships is managed by ensuring that effective electrical isolation is maintained throughout the transfer operation, cathodic protection systems should remain in operation. However, some local regulations may require their isolation. Attention should be paid to the possibility of radio frequency induction when cranes are used, particularly when handling electrically continuous hoses. The supporting steel deck, crane structure, lifting wires, shackles, and hose can form an open-ended induction loop and may lead to arcing between the hose end and the steel deck or other part of the ship's structure. Main MF/HF radio transmitters should be switched off and the antennae earthed during hose handling and cargo transfer operations.

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OFFICE 8.2.

PROCEDURE FOR UNBERTHING

Special care needs to be taken when unmooring to avoid the two ships coming into contact. While there are other methods, a common method of unmooring is achieved by: The forward gang let go the forward springs and then the headlines. The after gang lets go the stern lines and then the after springs and the maneuvering ship moves clear. Special care should be adopted during letting go of the last lines. This needs to be performed both safely and effectively. A method that can facilitate this is the â&#x20AC;&#x153;toggle pin techniqueâ&#x20AC;?. The mooring lines sequence may be changed at times according to weather conditions and/or at the discretion of the Mooring Master. The two vessels will be informed prior to the unmooring of any changes. The constant heading ship should not independently manoeuvre until advised that the maneuvering ship is clear. It should be noted that local conditions or ship configurations may cause difficulties in separating the two ships and alternative plans should be considered. 8.2.1. Unmooring Using Quick Release Arrangements Special care should be taken in regard to letting go the last lines in an expeditious and safe manner. This operation should be planned in advance, be undertaken by experienced crew and requires good communications and supervision. Different methodologies can be applied by STS Superintendents and ships' crews to carry out this task safely and effectively. One such method involves the use of quick release hooks secured around the mooring bitt or a "toggle" pin that is used in conjunction with a messenger to take the load of the mooring line while it is removed from the mooring bitt (see Figure 8). There are some vessels with quick release hooks permanently mounted on deck and this needs to be taken into consideration in the STS mooring pre-planning stage as well as unmooring. Moorings attached to quick release hooks should not be released when under load and the lines should be slacked down prior to release.

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Figure 8 - Unmooring with Toggle Pins with Double D tails installed

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OFFICE APPENDIX A A.1

SAFETY CHECKLISTS

Attached checklists are from OCIMF and may be used as appropriately.

Check list No :

Title

1. 2. 3. 4. 5. 6. 6A. 7. 8. 9.

PRE-FIXTURE INFORMATION (Between Ship Operator / Charterer & Organizer) BEFORE OPERATIONS COMMENCE BEFORE RUN-IN AND MOORING BEFORE CARGO TRANSFER BEFORE UNMOORING PRE-TRANSFER CHECKLIST FOR IN PORT STS TRANSFER CHECKS DURING TRANSFER FOR IN PORT STS OPERATIONS ISGOTT SHIP/SHORE SAFETY CHECKLIST JPO CHECKLIST OCIMF - Check list for PERSONNEL TRANSFER BY CRANE - PERSONNEL TRANSFER OCIMF - Check list for TRANSFERS INVOLVING VAPOR BALANCING IMO Notification - NOTIFICATION TO COASTAL AUTHORITIES USCG "DECLARATION OF INSPECTION" (DOI) FOR TANKER VESSELS STS ASSESSMENT "STS PERFORMANCE EVALUATION" STS SERVICE PROVIDER (SP) AND POAC QUALITY ASSURANCE STS : NON CONFORMITY REPORT STS : FENDER SELECTION CALCULATION STS : FENDER SELECTION ASSISTANCE REQUEST FORM ECQ -1 : IDENTIFICATION OF STS EQUIPMENT ECQ -2 : RECORDING HOSE ASSEMBLY SERVICE AND TESTS ECQ -3: RECORDING FENDER ASSEMBLY SERVICE AND TESTS ECQ - 4: PERSONNEL TRANSFER BASKET INSPECTION ECQ -5 : LOG BOOK FOR STS EQUIPMENT INSPECTION

10. 11. 12. 13 14. 15. 16. 17. 18. 19. 20. 21. 22.

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OFFICE vi) Special additional instructions. - Relays the status of other ongoing activities related to the oil cargo transfer operation like

ballast operations, tank cleaning, oily water transfers and COW operations; - He ensures:

- All cargo manifold valves and/or fuelling connections which will not be used in the current transfer are isolated and blanked; - Valves which will be used for the transfer, are free of ice or other obstructions, and are easy to operate through their full range; - All deck scuppers are plugged to contain any oil spilled, and that freeing ports and other open areas where spillage could go overboard are closed; - Absorbent material is readily available at the flexible hose connections on deck and other predictable minor spill locations; - Containers, or drip trays of suitable size are placed under tank vents, manifolds, fuelling connections, or other locations where adequate permanent containment arrangements are not fitted; - Accommodation deck doors, deadlights or shutters, ports, and vents are closed; - Flame arrestors or gauze screens and pressure/vacuum relief valves (PVR) are checked; - No helicopter landings or takeoffs occur during transfer operations; - Vessel air conditioning systems are on recirculation mode; - All valves and pipelines required for the current transfer are open, and that all other valves and pipelines in connected systems are closed and secured. - Reduce transfer rate, when Recipient tanks are nearly full, for topping off. - Appropriate flag and light signal is showed by day and night. - No unauthorized craft alongside. - Proper monitoring of Fendering and Mooring Arrangements. ENGINEER OFFICER ON DUTY In Engine Control Room. - Assists Chief Engineer. - Reports any equipment malfunction. - Ensures engines, steering and maneuvering controls, are tested and remain on standby during transfer; - Cargo oil transfer pumps and IGS should be well prepared for use prior to cargo transfer operations. - The Chief Engineer shall be present during starting & stopping of cargo operations. Also all critical steps in between shall be attended by Chief Engineer. - Further Chief engineer may decide to regulate watches as per case by case. RATINGS ON DUTY On Deck â&#x20AC;&#x201C; Near the Manifold. - Under Chief Officer's or Duty Officer's orders. - Responsible for keeping deck watch during the operation to monitor that all applicable safety and environmental precautions and measures are in place, including but not limited to monitor for any oil leak, mooring lines tending / condition. - Report to the Duty Officer or Chief Officer on a frequent basis the result of their watch and immediately in case of any leak, malfunction or any other abnormal situation. - During cargo transfer, at least one officer and two deck ratings must be on duty as to the cargo work, and one of them must be placed near the manifold. Sufficient crew should be

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OFFICE available to man the manifold at all times, as well as to attend the moorings. - Deck ratings should be on duty as to cargo operations in two or three shifts depending on -

the case. Be provided with an operational radio set on the correct channel / frequency, near the cargo / transfer pump start / stop control throughout the transfer. Displaying warning â&#x20AC;&#x153;No Smoking & No Naked Lightâ&#x20AC;?. Ensure fire application ready for immediate use. Ensure mooring tight and emergency towing wire correctly positioned. Examine the hose string regularly during transfer and watch for signs of undue strain, bulging, and other evidence of real or potential leaks; For floating hose, patrol the string, check the water in the area for leakage signs, and look for coupling problems, or snags on ice floes; Keep a constant check on the pumping pressure and immediately inform the duty officer of any pressure variations of an unexpected nature; Check for oil leaks in the cargo area throughout the cargo oil loading operation. At the beginning of the operations, confirm that no oil leaks from piping joints and that no oil in flowing into tanks other than the tank being loaded. During loading operations, monitor the manifold back pressure, especially when changing over the valves / tanks. Ensure the hose is suitably supported throughout the hand-over, and during the transfer, to avoid damage and prevent kinks; All scupper holes to which oil would have access in the event of a spillage should be plugged liquid tight for the duration of the operations. Accumulations of water and snow should be periodically drained off the deck, and the scupper plugs replaced immediately after the water has been cleared. Freeing ports and other open areas where spillage could go overboard should be sealed. Under the direction of the person in charge, crew members open and close valves to direct the flow of product and maintain close communication with the receiving facility to decrease and finally stop the flow of liquid.

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OFFICE A.4

STS OPERATION CHART

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OFFICE APPENDIX B B.1

MOORING ARRANGEMENT

B.2

CAPACITY PLAN

B.3

CARGO HANDLING SYSTEM

B.4

BALLAST SYSTEM

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OFFICE 20.

Rubber Hose Assemblies for Oil suction and discharge services specification for the assemblies, BSI BS EN 1765.

21.

Ship To Ship Transfer Guide - Petroleum, Chemicals and Liquefied Gases (OCIMF/ICS / SIGTTO) 2013.

22.

SOPEP Manual M/T

23.

Standard Marine Communication Phrases Using the English Language, IMO Res. A.918(22) 2001.

24.

United Nations Convention on The Law of the Sea (UNCLOS)

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OFFICE APPENDIX D D.1

RISK ASSESSMENT OF TRANSFER LOCATION

Risk Management

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OFFICE Operation / Work activity being assessed:

STS OF TRANSFER LOCATION (STS transfers undertaken at sea may pose specific issues that need to be addressed as they often take place in locations that may be beyond the assistance of normal port services. The present risk assessment for the proposed STS location, intends to identify specific risks and establish appropriate safeguards to ensure that identified risks are effectively managed. In this context, the outcome of the risk assessment should guide the Master and the crew n following suitable and safe operational procedures specific to the location).

Generated by: Vessel (record the name) Code number (to be assigned by the Office):

Routine

Non-routine Office RISK MATRIX 1

CONSEQUENCE (How seriously can anyone get injured?) Personnel Health / Safety

Environmental Impact

Minor Single or Few minor injuries

Minimum pollution / Little or no response needed

Significant Number of minor injuries / Medical treatment for personnel

Little pollution / Limited response of short duration

Severe Serious injury to personnel

Catastrophic - Human losses / fatalities

Assets

Minimum cost / damage < $10000

Reputation - Public disruption

Very unlikelyPractically impossible

FREQUENCY - (How likely is it to happen?)

2 Once per 10 years or more

RemoteNot likely to occur

Once per 5 years

OccasionalPossibility of occurring sometime

4 Once per fleet year

Probable Possibility of isolated incidents

Once per ship year

Frequent Possibility of repeated incidents

More often than once per voyage

Zero impact

L(1)

L(2)

L(3)

M(4)

M(5)

Little cost or damage ($10000 â&#x20AC;&#x201C; $ 100000)

Slight impact

L(2)

M(4)

M(6)

H(8)

VH(10)

Moderate pollution/ Significant resources commitment

Moderate cost or damage (100000 â&#x20AC;&#x201C; 1000000$)

Considerable impact

L(3)

M(6)

H(9)

VH(12)

VH(15)

Major pollution / Full scale response

Excessive/ high cost damage >$1000000

Major national & international impact

M(4)

H(8)

VH(12)

VH(16)

VH(20)

Very High=Intolerable Risk (10-20)

High = Undesirable (8-9)

Medium=Tolerable Risk (4-7)

Low=Negligible Risk (1-3)

Risk Identification

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Initial risk evaluation