crude carriers operations
Will STS be kept to harbour authority waters?
With moves to end ship-to-ship transfers in UK waters on hold for a third time, Clive Hotham* makes the case for tighter industry controls rather than government legislation
I
n the week commencing 19 September, the British Government announced its intention to delay – for the third time – the proposed ban on
ship-to-ship transfers (STS) in UK coastal waters. This is another short-term reprieve for those in the industry who rely on these transfers to save time and money amid rising bunker prices and a floundering world economy in which margins are being squeezed ever more tightly. Though STS has been a standard procedure for decades and has a proven safety record, the British Government made the decision to implement a ban. At the end of last year, shipping minister Mike Penning categorically stated: “I intend to change the policy on ship-to-ship transfers outside harbour authority waters”. The ban was originally set to come into
force in April 2011. The issue has been debated for decades. Those lobbying for the ban cite predominantly environmental concerns, such as the impact an oil spill could have on the UK coast, threatening British wildlife, fisheries and tourism. But the safety record of STS
should speak for itself. The mooring masters and senior masters who carry out operations are experts, and are well-aware of the intricacies of ship handling in such situations. It makes good commercial sense to ensure that masters performing STS operations are experienced, capable and qualified. Some oil majors are already auditing organisations they work with: they want to determine the level of experience of mooring masters and the frequency with which they are sent on refresher courses. Taking these facts into account, and considering
the potential economic impact of a ban, perhaps STS should be more tightly controlled rather than banned. At present, specialist training for STS professionals is voluntary, but before the ban was announced the Maritime and Coastguard Agency had already started issuing guidance on this subject. With legal requirements so often following shortly after such guidance, there can be little doubt that in due course it will be mandatory for the master, at least, to have undertaken specialist training. It is of course important to improve knowledge
and capability through training resulting in qualification. But what is undoubtedly the key to the success of STS operations is ship handling experience. That poses the riddle of how to provide experience without having to manage the financial, safety and environmental risks of ‘on the job’ training. Here, technology is playing a decisive role. Simulators such as those used by
GAC Training and Service Solutions (GTSS) for STS courses based out of the National Maritime College of Ireland (NMCI) offer a level of reality that can make trainees forget they are in a simulator. These simulators, unlike the man-model alternative, allow trainees to benefit from the full sensory experience of ship handling in almost any scenario imaginable. Simulators recreate the feeling of the waves and weather conditions. With a suite of simulators, which NMCI offers, two bridges can be linked together just as they would be during a real STS transfer. This is particularly useful as the course progresses from the basics of STS in benign weather conditions to worst-case scenarios. The entire training session can be recorded
for the debrief, meaning that key moments in the decision-making process can be pinpointed and reviewed in detail. In addition, because the ships are computer programs rather than man models, the trainees can experience simulations of a much wider variety of vessels. Indeed, for companies involved in regular training, custom programs can be built to represent their own real-world vessels. This all increases the level of perceived reality,
prompting ‘real-life’ reactions from trainees and ensuring that they make decisions while appreciating all the complexities of the situation. This is exactly what is needed to avoid the scenarios that scare environmental campaigners and oil companies. Masters who have experienced worst-case scenarios and know the limits of STS will make sensible and informed decisions, keeping vessels and cargoes safe. Given today’s environmental mindset, it
is perhaps understandable that STS is under scrutiny not only in the UK but worldwide. The simple truth is that banning STS in coastal waters and moving operations 12 miles offshore or into designated areas will not reduce the associated risks. But specialist training for all those involved in STS will minimise environmental, financial and safety risks. In addition, specialist training will lead to cost-saving efficiencies and will help safeguard reputations, making it an even more attractive measure for all interested parties. TST
The safety record of STS should speak for itself 56 I Tanker Shipping & Trade I October/November 2011
*Clive Hotham has 31 years of experience as a seafarer, including 15 in command. He became a lecturer in 2005 and is the GTSS Ship-to- Ship Transfer Operations Course designer and lecturer (
www.gac.com/gtss)
www.tankershipping.com
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