Ship-to-Ship Transfers
in Nigerian Waters

By Calmwaters Maritime Team · Published October 2024

Ship-to-ship transfers are a fundamental operational tool in Nigeria's crude export trade. VLCCs and large Suezmax vessels regularly cannot fully load at Nigerian fixed jetties due to draft restrictions — offshore STS operations at designated anchorages allow these large vessels to accumulate full cargo from multiple lighter loads. Understanding the operational, regulatory, and safety framework for STS in Nigerian waters is essential for vessel operators, traders, and charterers active in this market.

Why STS is Prevalent in Nigeria

Nigeria's crude export infrastructure evolved primarily around FPSO and SPM offshore loading systems rather than deep-draft jetties. While this allows VLCCs to load directly from FPSOs at deepwater fields (Bonga, Agbami, Egina), shallower onshore terminals at Bonny, Qua Iboe, and Escravos have practical limitations for the largest vessels. STS operations at designated Lagos Bar, Bonny, and Forcados offshore anchorages bridge this gap.

The economics also drive STS: a VLCC discharging a full 2 million barrel cargo to a single refinery achieves substantially lower per-barrel freight costs than Suezmax vessels on the same route. Traders and crude lifters therefore frequently run STS programmes to accumulate VLCC parcels from multiple Suezmax or Aframax sub-voyages.

Regulatory Framework in Nigerian Waters

STS operations in Nigerian waters require coordination with and approval from multiple authorities. NIMASA administers STS licensing under the Nigerian Merchant Shipping (STS) regulations, which align broadly with MARPOL Annex I requirements for STS operations. The Nigerian Navy and NIMASA's Gulf of Guinea security coordination desk must be notified of all STS operations outside designated port limits.

Regulatory Requirements for STS in Nigeria

• —NIMASA STS notification — minimum 72 hours advance notice before commencing transfer
• —Nigerian Navy coordination — security notification for offshore operations outside port limits
• —NPA port clearance — inward clearance for receiving vessel prior to STS at port anchorage areas
• —OCIMF STS Plan — Ship-specific plan required for each vessel under MARPOL Annex I
• —STS Superintendent — OCIMF-qualified STS Superintendent required for most commercial operations
• —Insurance notification — both vessels' P&I clubs must be notified before STS commencement

OCIMF STS Guidelines — Key Requirements

The OCIMF Ship-to-Ship Transfer Guide (Petroleum) is the industry standard reference for STS operations. The 2013 edition sets out the operational, safety, and equipment requirements that both vessels must meet before an STS can commence. Most oil major charterers require strict compliance with OCIMF STS guidelines as a precondition for approving STS operations under their charter parties.

Designated STS Zones in Nigerian Waters

NIMASA has designated specific offshore areas where STS operations are permitted. The Lagos outer anchorage area (Lagos Bar) is the most commercially active — used primarily for product tanker lightering and crude accumulation operations. Offshore Bonny and Forcados, STS operations typically take place at specific coordinates pre-approved under the relevant terminal's operational procedures.

Operators must not conduct STS outside designated zones without specific NIMASA approval. The security situation — while significantly improved since 2021 — means that operations in remote or unapproved offshore areas carry elevated risk and will not typically receive Navy coordination support.

Vessel Compatibility Assessment

Before confirming an STS operation, a vessel compatibility check must be completed for the specific pairing. Key compatibility factors include: manifold positions and heights, hull curvature and freeboard differences, mooring equipment availability, and fendering contact areas. The compatibility check is typically conducted by the appointed STS Superintendent using vessel plans and confirmed by direct inspection during the approach.

Significant freeboard differences between the two vessels — common when a laden Suezmax is transferring to an unladen VLCC — require careful planning of mooring configurations to maintain safe access between vessels throughout the operation and during tidal changes.

Documentation and Laytime Implications

STS operations have specific charter party implications. The voyage charter party typically specifies whether STS is permitted, who bears the cost of STS expenses (fenders, mooring launches, Superintendent), and how laytime is counted during STS. The Statement of Facts must carefully record all times from NOR tender through to final hose disconnection on both vessels for laytime calculation purposes.