1 INTRODUCTION

One of the activities specific to offshore operations is

the transfer of personnel between vessels and/or other

offshore structures. Such transfers can include

movements of personnel at crew change and shift

change from vessel to vessel and between vessels,

offshore structures, barges or crew boats

[1,3,6,10,11,26,29]. For such transfer we can use the

personnel transfer carrier, gangways, bridge or

accommodation ladders, including motion-

compensated hydraulic gangways, small boat or

launch, larger crew boat or support vessel, helicopters,

mating ‘surfer’ structures etc. Ladders and personnel

transfer baskets are typically used for vessel-to-vessel

transfers at sea [19,27]. Helicopters are preferred for

platforms and vessels that are harder to access, and

gangways may be better suited for personnel transfers

from shore or other fixed surfaces [1,5,20]. There may

be also some cases where more than one technique is

used; for example, persons transferring by small boat

or crew boat may additionally need to make use of

personnel transfer carriers, ladders or gangways. All of

these methods involve some risk of: drowning, falling

from a height, pinching or crush injuries [8,12,

14,15,17,18,21,23,24,29].

The International Maritime Organization [9]

through the SOLAS Convention [22] and the OCIMF

Guideline [27] recommends the following actions: All

new tankers, irrespective of current intended

trade/operations, should be fitted with equipment that

is certified for the transfer of personnel. Operators of

existing tankers should consider upgrading and

certifying equipment at the next opportunity.

In all cases it is very important to provide guidance

for the offshore shipping industry on the safe transfer

of personnel at sea and eliminate the risk [4,8,11,13,25].

Every maritime employer must mitigate risks that

employees and contract workers face by maintaining

seaworthy vessels, providing appropriate personal

protective gear, and implementing training on job

duties and safety procedures. However, this can get

complicated with maritime personnel transfers. The

An Analysis of the Risks during Personnel Transfer

via Shipboard Crane and Personnel Transfer Basket

(PTB) during Ship to Ship (STS) Operation Offshore

Ł. Lewkowicz

& G. Rutkowski

Master Mariners Association, Gdynia, Poland

Gdynia Maritime University, Gdynia, Poland

ABSTRACT: The purpose of this article is to analyze the risk related to the transfer of personnel via shipboard

crane and Personnel Transfer Basket (PTB) during Ship to Ship (STS) operation offshore. The process of

transferring personnel between two vessels or units offshore can be dangerous and is considered to be a high-risk

operation. It is possible for accidents to occur that can result in serious injury or death. The study contains an

analysis of risk assessment during marine personnel transfer operations from one unit to another, and a

presentation of examples of documentation used in some maritime companies. It is also the answer to the question

of what procedures should be followed to minimize the risk of marine accidents during personnel transfer

offshore via shipboard crane and PTB.

http://www.transnav.eu

the International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 20

Number 1

March 2026

DOI: 10.12716/1001.20.01.03

ship and helicopter or crane are typically owned by

two or more different companies, and the passenger

may be a third-party contractor - all bound by various

reporting procedures and policies. However these

entities must work together to ensure a transfer is

managed safely for everyone involved. The purpose of

this article is to analyze the risk related to the transfer

of personnel via shipboard crane and Personnel

Transfer Basket (PTB) during Ship to Ship (STS)

operation offshore.

The risk presented by personnel transfers at sea is

as old as the maritime industry itself. Embarking and

disembarking can prove as hazardous as (or even more

dangerous than) carrying out one’s duties aboard an

offshore rig, commercial fishing vessel, or other ship.

The risk is present for workers transferred by

helicopter to rigs miles from shore, for those

transferred by smaller boat or even for those who walk

a gangway from a dock to board a smaller vessel.

In PTB personnel have been transferred by crane

between offshore vessels and offshore platforms for

many years and there are well established guidelines

and regulations for this activity, including the

requirement to have cranes certified for personnel

transfer [1,7,13,19,23]. A similar level of guidance and

regulation has not been available for transfers of

personnel between vessels even though incidents have

occurred, especially transfer during Ship-to-Ship (STS)

operation offshore [4,6,14,17,20]. Several options are

available for transferring personnel between vessels.

One option is to transfer personnel using the vessel’s

onboard crane [23, 27]. This article is intended to

evaluate the risks associated with the transfer of

personnel by a vessel’s onboard crane and contains

recommendations on equipment and good operating

practices that will enhance the overall safety of

personnel transfer operations [5,8,11, 13,15,29]. The

use of an onboard crane for the transfer of personnel

has inherent risks [27]. There are many dangers

associated with personnel basket transfers such as:

rough seas, high winds, poorly trained crane operators,

poorly trained seamen, poorly trained signalmen,

supervisors failing to ensure work is done safely,

failure of workers involved in the operation to identify

risks, failure to properly plan the operation and/or

failure to observe safety protocols, regulations.

The article highlights those risks and provides

guidance that should be used in the risk assessment

process to determine the method of transfer [16, 23,27].

Cranes can be used to transfer personnel between two

vessels of similar size, e.g. Ship to Ship (STS) transfers,

but also between vessels of different sizes, e.g. between

a large tanker and a smaller vessel or tugboat. Crane

transfers are typically carried out using a Personnel

Transfer Basket (PTB). The term PTB (see Fig.1) is used

to describe used equipment in which personnel are

transferred. It is recommended that the transfer of

personnel between vessels should be kept to an

absolute minimum but is some cases such STS is

necessary. If a transfer is being considered, the means

of transfer should be evaluated by risk assessment.

Figure 1. From left: X-904 Billy Pugh offshore personnel

transfer basket used in the Brazilian offshore sector, Reflex

Marine transfer pod used in the Gulf of Mexico, and PTB unit

used on the West Coast of Africa offshore Sierra Leaone.

Source: Own researches.

2 METHODOLOGY

All items described in this article are based on the

common requirements covered by the specified oil

field offshore operation manuals (e.g. [1,5,8,15,26]),

installation makers operational manuals [2,4,16,23,29],

ship’s operator manuals [6,7,13,25,27] and the authors

own experience and observation collected offshore

industry since 1997 (e.g. [12,13,19,27]).

3 ANALYSIS OF SELECTED MARITIME

ACCIDENTS RELATED TO THE USE OF PTB

DURING PERSONNEL TRANSFER OPERATION

OFFSHORE

In maritime transport, we have many accidents related

to the use of Personal Transfer Baskets (PTBs) during

personnel transfer operations in the offshore sector

[8,12,21,23,24,29]. These accidents are often due to

incorrect use of equipment, bad weather conditions,

human error, inadequate training of personnel and

inadequate preparation, planning or communication.

For example, according to Blueoceana Company [2]

reports dated February 15, 2025, one worker was fatally

injured and another received serious injuries when a

personnel transfer using a safety cage (PTB) being

hoisted and moved by a ship's crane went bad at the

Panama International Terminal at Rodman Port

(adjacent to the canal's entrance on the Pacific Coast of

Panama). According to a report by the US Bureau of

Safety and Environmental Enforcement [29], there are

a number of incidents involving PTB operation

offshore. There have been incidents in the past where

PTBs have become damaged during transfers, leading

to workers falling into the water [2]. Other accidents

have occurred due to inadequate cargo securing or

improper crane manoeuvring [27]. It is important that

these operations are carried out in accordance with

rigorous safety procedures and that personnel are

properly trained and aware of the risks associated with

the use of PTBs in the offshore sector [20]. One Petro

SPE Project Facilities & Constructions Website [16]

reported, that millions of crew transfers take place each

year, and whether they are by boat or helicopter, this

remains one of the most high-risk activities in offshore

operations. Although the safety of crane transfers

compares favorably with other methods of crew

supply, incidents and associated litigations are not

infrequent.

In December 2022 Spotlight [23] reported a

terrifying incident caught on video, where two people

fell overboard during a personnel transfer to the USNS

Comfort off the coast of Haiti. The incident occurred

while a small boat carrying 19 passengers (12 sailors

and 7 civilian personnel) was being lifted by crane up

to the deck of the Navy vessel. The deck of the Comfort

sits about 80 feet (24.4 m) above the water, and as the

boat was about halfway up, it started to turn and then

tipped haphazardly on its side. Standard procedure for

boarding the Comfort, was taking a water taxi and then

a ladder to get on board, but heavy surf led to the

decision to lift a small boat onto the vessel by crane

instead. One can only wonder whether that method

was safe in the first place, why the small boat was not

kept steady during its ascent, whether the crane was

operated appropriately, and whether it would have

been better to wait for calmer waters to complete the

transfer. In another case recorded by Australian

Maritime Safety Authority [1] and Denray Billy Pugh

Agency [4] personnel were transferring to a boat, as the

personnel basket landed on the boat and personnel

began to get off, a wave shifted the boat causing slack

in the rigging, which caused the top section of the

basket strike a contractor.

In January 2018 [15,26], during a swing rope

transfer in the Gulf of Mexico, a contract operator fell

into the water. He was quickly recovered, but he had

already injured his elbow, which needed to undergo

surgery. Lessons learned: Stay vigilant in inspecting for

hazards and keep safety measures for adverse weather

conditions. In another case [10,11,28] when the basket

was lifted off the deck to the supply boat, the crane

block was off center of the basket causing it to swing

and contact the bullwark. One employee fell off the

basket and landed on his back. In another case while

transferring from a platform to a boat via a swing rope,

an employee hit his knee on the top of the stern

bulwarks. A contract operator fell into the water

during swing rope transfer between boat landing deck

and vessel. The injured was diagnosed with abrasions

to the left leg and a strain to his lower back. In another

case while lifting the personnel basket from the deck, it

swung into the side of the boat, and three people got

injured. Similar incidents happened in different parts

of the world in subsequent years. Failed personnel

transfers happen when equipment fails because it is

overloaded, improperly operated, defective, poorly

maintained, or not inspected before use.

In January 2017 [2,4,29], four offshore workers were

being transferred by crane in a Billy Pugh basket from

a vessel to a production facility in the Gulf of Mexico

when the boom began to swing in the wind. The basket

swung uncontrollably and hit the vessel’s railing,

injuring three of the four workers. Upon investigation,

the Bureau of Safety and Environmental Enforcement,

tasked with promoting offshore safety, discovered the

crane’s hydraulic swing gear motor had failed. In its

safety bulletin [29], the BSEE narrowed the cause of the

crane’s failure down to improper installation and

inspection of the improperly installed part. Because of

these failures, the crane operator could not control the

boom’s lateral movement.

After reviewing these incidents, the authors tried to

identify common factors between them. These

included, fitness for duty for individuals performing

swing rope transfers; inadequate training and poor

judgement; techniques; and weather factors. In order to

prevent such incidents from happening in the future,

the authors made recommendations which are the

following: Review risk assessment and safety alert with

all personnel who transfer to facilities via swing rope

or personnel baskets. Before personnel transfer, inspect

and test all hardware associated with the operation and

report any deficiencies found. Stress the significance of

patience, weather and sea conditions, and the use of the

‘stop work authority’. Consider developing fitness for

duty requirements for personnel involved in transfers.

4 RISK ASSESSMENT, TOOLBOX TALK, TAKE 5 &

TIME OUT TO STOP THE JOB

Risk Assessment [3,6,8,20,29] is a vital tool to evaluate

the risk in various operations onboard, both routine

and non-routine activities, including human behavior

and other factors related to the personnel. The use of

Risk Assessment also includes ‘Toolbox talk’, ‘Take 5’

and ‘Time out” tools in order to avoid

accidents/incidents. A Risk Assessment shall be

performed in order to define the hazards and to

minimize the risk for incidents/accidents in the various

operations on board, this to include any potential risk

of injury or disease that may arise from the use of

equipment and machinery on board ships or platforms

& installations offshore.

A Risk Assessment shall be carried out prior to any

work [7,13,25] and established operations procedures

e.g. PTB. There may not be a need to carry out a new

Risk Assessment if the established Risk Assessment

[6,7,11,13,25] is relevant for the planned

work/operation/transfer. In this instance, the previous

Risk Assessment should be reviewed/ revised in order:

− To ensure that the controls identified are still

relevant.

− To ensure that the controls identified are

appropriate to the specific job, location, weather

conditions and personnel involved.

− To identify any additional controls where

appropriate.

In case there is any concern about a previous Risk

Assessment or Procedure, a new Risk Assessment

should be performed [20]. Every employees/crew

member should always be concerned about the safety

and take whatever precautions required. Prior to all

activities/operations carried out on our

vessels/offshore unit.

By using the Toolbox Talk at the job site, quickly

discuss before starting a job keeping in mind ‘Safety

First’. Identify the task steps to assess and identify

risks, then identify and implement the required

controls to ensure that all those involved in the task

have a clear understanding of the task. Toolbox Talk

shall always be used if a Risk Assessments is issued for

the upcoming task/operation and any refreshments of

same. Likewise, shall Toolbox Talk be used in

connection with the meeting, on regular basis for

routine tasks on each department onboard.

The following elements should be on the Toolbox

Talk agenda:

− The details of the activities involved, for all

participants in the task/operation.

− The potential hazards identified for each stage of

the task, attention should be given to hazards with

high risk rating.

− The control measures in place, or to be put in place,

in order to eliminate the hazards.

− Individual actions and responsibilities at various

stages of the task.

− Are procedure(s) and checklist(s) for the operation

available and are these used and followed (adhered

to)?

− Is all equipment to be used in the ongoing

operation/task checked and ready for use?

− Are the required protection and safety equipment

(PPE) available and ready for use?

− Have communication equipment been tested and

have lines of command been established?

Figure 2. Risk Assessment General Template. Source: Own

research based on [7,13,25].

Figure 3. Hazards identification & risk assessment

implementation. Source: Own research based on [7,13,25].

Take 5 as a risk assessment tool has five steps:

Step 1. Stop before proceeding. Step 2. Think and ask

questions such as: Have I done this job before? Are

conditions different? What can go wrong? Can I get

hurt doing this job? Step 3. Identify all hazards.

Physically observe the work area. Step 4. Plan and

implement control measures. Get all necessary

tools/equipment, personal protective equipment (PPE)

and assistance if required. Step 5. Proceed with care

when all points have been covered.

Maritime personnel transfers may go wrong for

different reasons. Numerous factors must be

considered when undertaking a single transfer,

including the type of vessel and deck layout, wind

speeds, sea state, temperature, visibility, and vessel

motion. No two transfers are alike, leaving no room for

error. Remember that each of the crewmembers has the

authority and responsibility to stop the job, if he/she

feels that the safety is not sufficient taken care of. It is

essential that all persons involved in an activity are

made fully aware that they have both the authority and

the responsibility to stop the job and call for time-out,

if there is any doubt about the safety of the operation.

If any person concerned about the safety of a

task/operation stops the job, that person’s decision

must be supported, even if it turns out to be based on

wrong reasoning. The officer/person in charge of the

operation/task, shall respond immediately to any

initiative from any participants in the operation/task

when he/she call for a time out. The operation shall not

resume until situation again is normalized. This means

that the risk has been reviewed and is considered at a

level acceptable or normal for the operation and the

control measures have been re-validated. Personnel

transfer operations involve multiple risks across

different transfer methods. Key hazards include:

− Crane and Equipment Failures: Poor maintenance

can lead to catastrophic equipment failure.

Mechanical failures on winches, brakes, power loss

etc. can cause drops, impact injuries, or drowning.

− Environmental Conditions: Excessive vessel

motion, strong winds, poor visibility, and extreme

temperatures increase the risk of accidents.

− Human Errors: Miscommunication, fatigue,

complacency, and inadequate training can result in

loss of control, falls, or equipment failures.

Improper securing of equipment or personnel can

lead to severe injuries or fatalities.

− Inadequate Planning: Exceeding equipment

limitations, obstructions in the landing area, and

simultaneous operations increase accident risks.

When injuries occur during personnel basket

transfer, it’s usually as a result of one of the following

causes:

− Unsafe conditions at sea: Safety protocols dictate

basket transfer should only occur when seas are

calm enough to do so safely. If the seas are rough,

companies must hold on basket transfers until

conditions are safer.

− High winds: If there are high winds blowing, basket

transfer becomes much more complicated and

unsafe. The high winds could cause either the

basket or the crane to move, which throws off the

precision of the transfer and makes it dangerous.

− Human error: Crane operators must go through

significant training before they are allowed to take

on basket transfer procedures. If the crane operator

lowers the basket too quickly, moves the basket in

the wrong direction, or makes any other kind of

error during the process, they could easily cause

injury to the workers in the basket.

While external factors such as heavy weather or

rough seas could contribute to the potential danger

associated with a personnel transfer, these risks should

be assessed, and transfers should be delayed until

conditions improve. Maritime personnel transfer

accidents can be prevented by focusing more on:

equipment design and maintenance, deck layout and

recommended transfer procedures, training on

personnel transfers for passengers and operators,

awareness of personnel transfer accidents and

coordination between all companies/entities involved.

Risk can be managed in two ways:

− Engineered protection - a modern PTB provides a

secure environment that can protect passengers

from impacts - see Fig.1).

− Improved operational control - procedures, pre-lift

planning, communications, and training can all

play a significant role in reducing risk.

All personnel transfers at sea, irrespective of the

method, should be treated as a stand-alone operation

and a formal risk assessment should be carried out

beforehand. The risk assessment may be completed

once and included as part of the daily safety briefing or

toolbox talk. However, should conditions change at the

time of the transfer, the impact of these changes should

be considered and appropriate management of change

procedures implemented as necessary. If there are any

concerns regarding the safety of the operation, the

transfer should not take place. Any changes to

equipment or procedures should result in the risk

assessment being reviewed and updated.

If the transfer is not considered to be part of normal

operations, or if specifically required as part of an

operating procedure, then it should be covered by a

valid permit to work (PTW) or crew transfer permit,

and recorded as such. Account should also be taken of

any international or local regulations, codes of safe

working practice, or company or client requirements

governing transfer of personnel at sea.

5 SHIP’S CRANE AND PERSONNEL TRANSFER

BASKETS

Many hose-handling cranes on tankers or cargo cranes

on bulk carriers are not designed for personal transfer

and should not be used unless adapted and certified for

this purpose. OCIMF recommend cranes that are

intended to be used to transfer personnel should meet

the following requirements as a minimum.

Flag State and/or Classification Society

requirements will also need to be followed. Cranes

should be located within the parallel mid-body of the

vessel. Cranes on the stern, such as stores cranes,

should not be used for personnel transfers because of

the risks associated with maneuvering a vessel under

any overhang. The Safe Working Load (SWL) of the

crane should be reduced to 50% of the normal SWL

when transferring personnel. Cranes should be marked

with SWL capacity. The safety factor of the wire should

be at least 10:1. All brakes should be automatically

activated when: controls are in neutral position; the

emergency stop has been activated or there is a power

failure. Brakes should be fitted with a manual override.

Crane hooks should be fitted with a positive locking

(safety) latch. Freefall or non-powered lowering should

not be used when transferring personnel. Safety limit

devices for upper and lower limits of hoisting and

luffing should be fitted and operational. The crane and

all its components should be maintained in accordance

with the vessel’s Safety Management System (SMS)

and manufacturer’s recommendations. The following

additional requirements should be complied with

where possible: Winches should have two independent

braking systems, each capable of holding the rated

SWLs. Cranes designed for the lifting of personnel

should have emergency means for the recovery of the

lifted personnel from any position.

There are several different types of personnel

baskets in use (see Fig. 1) however in practice, the type

of basket used will often depend on regulatory

requirements, the industry sector, the companies

involved and the region. The most popular is Billy

Pugh Basket, which meet all requirements. Billy Pugh

X-904 Offshore Personnel Transfer Device from 4 to 12

persons transfer device is used to quickly and

effectively transport personnel on and off of platforms

and drilling rigs. All X-904’s are made of a sturdy and

very durable aluminum skeleton that encompasses the

rider to protect them from falling objects and any side

impact that may occur. All models are equipped with

quick release safety lanyards to provide safety and give

the rider confidence while in transit. The X-904 is built

above and beyond standard safety rules and

regulations to provide a superior product.

Personnel baskets should be visually checked

before use to ensure all parts are in safe working order.

Formal inspection and replacement of this lifting

equipment should follow local legislation and

company and client requirements. Tag lines should be

used.

A deck landing area should be designated for

personnel baskets, ensuring that it is free from

obstructions (e.g. sounding pipes, vents, tank lids,

pipelines, mooring equipment). The deck itself should

be clean, clearly marked and coated or covered with

anti-slip material. One or more lifebuoys should be

readily available in the vicinity of the crane. It Is

recommended that basket transfers should take place

in daylight in order to minimizes any risk. However, if

it is necessary to conduct a transfer at night, the deck

should be properly illuminated by lighting suitably

positioned so that the crane driver is not dazzled.

Offshore personnel supporting transfer operations

should wear appropriate personal protective

equipment (PPE) in accordance with the requirements

of the ship's SMS. All members of the team should be

competent in transfer by crane operations. On the

active vessel, the transfer by crane team should include

a responsible person, the crane operator, the signaler

and at least two crew members to tend tag lines and

provide assistance. On the passive vessel, the team

should include a responsible person and at least two

crew members to provide assistance. Anyone not

directly involved in the operation should stay well

clear of the area.

The environmental conditions should be assessed

and both vessel Masters and the personnel being

transferred should agree that the current weather

conditions are safe for transfers by crane. The limiting

conditions should be established by the risk

assessments and will depend on the capabilities of the

passive vessel, the size of the vessels, the relative

freeboards, the conditions of load, the limitations of the

crane and the movement and maneuverability of the

vessels. If conditions are unsafe, personnel transfer

operations should be postponed until conditions

improve.

Basket transfer procedures should include

instructions on the limiting weather conditions beyond

which transfers should not take place. The maximum

permitted wind speed and sea/swell height, and the

minimum visibility should be stated. These should not

be contrary to any personnel transfer restrictions

specified by the crane manufacturer or imposed as part

of the crane certification.

6 CONCLUSIONS

Transferring personnel between vessels, offshore

terminals, and installations at sea is often necessary

when traditional methods like gangways and boats are

impractical. Personnel baskets provide an alternative

to helicopter landings but come with significant risks.

To minimize injury risks, shipowners and employers

should take essential precautions, including:

− Risk assessment: Conducting a thorough evaluation

of vessel conditions, movements, and hazards

before starting the transfer. A safety briefing should

be held with all involved personnel.

− Crane inspection: Ensuring the crane is suitable for

personnel transfers and thoroughly checking all

fixtures, fittings, and the hook attachment. The

crane hook should have a pennant to keep it safely

clear of the basket.

− Weather considerations: Monitoring wind speed,

wave height, and visibility to ensure conditions are

within the crane manufacturer’s safety limits.

Transfers should be postponed if conditions are

unsafe or expected to deteriorate.

− Deck preparation: Keeping the landing area clear of

obstructions, providing anti-slip surfaces, ensuring

flotation devices are available, and conducting

transfers in daylight or under adequate lighting at

night.

− Crane operation: Ensuring crane operators are

trained in personnel transfers and are monitored

throughout the process. The operator must control

hook movements to compensate for vessel motion.

− Deck personnel safety: Crew members should

position themselves safely to avoid injury from a

swinging basket, and only those actively involved

in the transfer should be near the landing area.

Contingency planning for personnel transfers

(including PTB, accommodation ladders, and pilot

ladders) must be based on a thorough risk assessment.

Risk assessment of personnel transfer at sea by PTB

should include (but not be limited to) the following

issues:

− necessity of the transfer and alternatives available;

− frequency of transfers and numbers of personnel

involved;

− environmental conditions (wind speed and

direction, sea state including swell height and

direction, current or tide speed and direction,

visibility, water temperature, rain, snow, ice and

lightning);

− vessel movement (pitch, roll and heave);

− action of the water up surging between vessels or

structures in close proximity;

− lighting in all areas of the transfer operation;

− slip/trip hazards;

− station keeping ability of the vessel(s) involved;

− seaworthiness of all vessels, crew boats or small

boats employed;

− condition of all equipment used in personnel

transfer, including certification where appropriate;

− operability and constraints of lifting equipment;

− condition and availability of life saving equipment;

− communications;

− any simultaneous operations (SIMOPS) or other

relevant activities in the area;

− training and competence of all personnel involved

in assisting with and making the transfer;

− during personnel transfer, the potential for man

overboard is always present. Consideration should

be given to the recovery of personnel (possibly

unconscious or with injuries) from the water;

− availability of personnel locator beacons (PLBs) and

tracking systems for man overboard scenarios;

− consideration should be given to actions required in

the event of injury to personnel during transfer.

Those involved in any personnel transfer activity

should be briefed with regards to: safety aspects of the

transfer; company or client requirements and

procedures and any regulatory requirements;

communications; potential emergency situations and

operational requirements for the personnel being

transferred. Proper precautions, training, and

equipment inspections are critical to preventing

injuries during personnel basket transfers.

Personnel transfer by basket can be considered as a

safe and acceptable procedure provided that all safety

precautions and best practices are followed. Especially,

the fact that both ships are likely to be relatively rolling,

during a ship-to-ship transfer operation, special care

should be drawn during planning and risk assessment.

Personnel transfer baskets procedures should take

place according to updated OCIMF and STS Plan

guidelines. In case Personnel Transfer takes place

outside the scope of STS, then relevant procedures

should exist at the ISM system of the operator. PTB

should bare a type approval, regularly surveyed and

tested on a record basis. The crane should be equipped

with a special mode for personnel transfer. Range and

operational loads are subject to the service

requirements, mentioned in the specification and

operations manual. Training should be regularly

performed for each specific device. Operators should

have adequate knowledge and experience and records

should be available to provide proof.

In all cases a risk assessment should be performed

and proper planning: Several restrictions and

requirements on board shall apply for the safe

conduction of the operation. Boarding area should be

marked and be of adequate size for boarding, free

hoisting and lowering, providing and functional

boarding. Planning should also predict for non-skid

surface, free of obstacles such as piping, air vents,

bollards etc. The boarding areas should also be wind

and spray sheltered with low noise, free of vibrations

and adequately illuminated. Finally it should be

ensured that both crane operator and banksman have

good visibility of the embarkation –disembarkation

area.

Persons involved in basket transfer should be

briefed for safety precautions and emergency actions.

Users of the basket should always wear PPE and

reflective vest and the operation should be attended by

authorized people only. Additionally, the service range

of lifting appliance during operation has to be carefully

considered and ensure that it will not be exceeded at

any circumstances. Furthermore the place should be

manned all the time and in case of emergency, safe

exits for attending personnel is required. The use of

personnel transfer equipment for other duties should

not be allowed.

Essential safety measures include: Ensuring

transferred personnel wear Personal Flotation Devices

(PFDs) and survival suits if required. Providing strobe

lights in low-visibility conditions to aid rescue.

Preparing rescue boats for immediate deployment,

ensuring they are properly manned, maneuverable,

and compliant with regulations. Assigning an

emergency response team with trained medical

personnel. Keeping lifebuoys, boat hooks, and heaving

lines readily available. Establishing evacuation plans

for seriously injured personnel.

ACKNOWLEDGEMENTS

This research was funded from the statutory activities of

Gdynia Maritime University, grant number WN/2025/PZ/07.

The Gdynia Maritime University and Polish Master Mariners

Association have been actively involved in research activities

participating in conceptual research and development

studies on market analysis for avoiding and preparing for

possible accidents connected to personnel transfer through

inspections, regular drills, advising of proper approach to

directly involved personnel.

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